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Running Above And Below: Merged Poonamallee To Light House Corridor To Now Be Partially Underground And Overground

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The Light House-Poonamalle corridor of Phase II of Chennai Metro is set to be developed as a partial underground and rest overground route. The line from Light House to Meenakshi College stations will be underground and then be elevated to Poonamallee.

Two viaducts are also planned over existing structures at Vadapalani by Chennai Metro — the first one is the flyover at Jawaharlal Nehru Salai intersection and the second one at its Phase I line running from Koyambedu to Alandur via Vadapalani.

“The detailed project reports (DPR) for the stretch from Light House to Meenakshi College and from Valasarawakkam to Poonamallee is ready; these two DPRs will be combined and made into one. A detailed design consultant (DDC) will soon start work for the stretch from Light House to Meenakshi College, and they will decide where exactly the stations will be located, the land required for stations and other facilities and other specifics of the project and the work will start first for this stretch. Subsequently, a DDC will be appointed for the Poonamallee stretch too, and work will be taken up,” as quoted by The Hindu.

The report further adds that the Chennai Metro’s Light House to Meenakshi College stretch is likely to be funded by the Asian Development Bank.

Power Plants Run By NTPC Run Out Of Fuel, Quite Literally

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Ten power plants run by NTPC face a crisis as fuel stocks have been reduced to zero and inventories won’t last another day, as reported by The Economic Times (ET). NTPC (National Thermal Power Corporation), a PSU (Public Sector Unit) that runs 24 thermal power plants, is the largest power company in India.

“Increased demand for power has forced us to generate more, requiring more coal, which has reduced inventory at almost every power station of NTPC,” a senior NTPC executive said. “Although almost all power plants are running at present, we have been forced to scale down capacity utilisation by at least 5 per cent at each of our plants, which is now hovering around 70 per cent. This has led to generation loss due to lack of fuel,” the story noted.

Though the government has moved in to contain the crisis by asking state-run coal producers to supply coal to NTPC and others, many power plants are consuming fuel as and when it arrives, with no additional stocks to meet supply shocks.

Recently NTPC’s share prices also hit a 3-month low as the company missed revenue targets due to coal shortages. Though the country has been facing a coal crisis for the past year, the situation has turned worse. Average coal stock at power plants dropped to six days in October while it was nine days in the previous month.

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10 Reasons Why Mukesh Ambani’s Jio Is Winning The Telecom Sweepstakes

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Snapshot
  • The Jio strategy has worked wonderfully well, and the huge bet in terms of capital investment in networks and customer acquisition by Mukesh Ambani are beginning to pay off.As things stand, Jio is winning. Mukesh Ambani is not home yet, but he is half-way there.

With 252 million subscribers at the end of September 2018 (239 million according to official Telecom Regulatory Authority of India (TRAI) data in August), there is little doubt that Reliance Jio is winning the telecom war with Bharti and Vodafone-Idea. The scale of the monthly leaps in user base tells a story. Between July and August, Jio grew its subscriber base by 12 million; in the month after that, it grew another 13 million, while its main competitors saw measly rates of just over one million. Idea, which merged with Vodafone, even lost 3.43 million subscribers in August.

There is good reason to believe that Jio has already crossed Bharti Airtel in terms of revenue market share, but if a Kotak Institutional Equities report is to be believed, it could become No 1 and overtake Vodafone Idea in terms of net revenues in the current quarter (October-December 2018) itself. From zero to one is a phenomenal achievement unheard of in telecom history.

Clearly, the Jio strategy has worked wonderfully well, and the huge bet of over Rs 2 lakh crore in terms of capital investment in networks and customer acquisition by Mukesh Ambani are beginning to pay off. In the second quarter to September 2018, Jio reported a standalone net profit of Rs 681 crore. This profit may have been massaged with generous dollops of creative accounting and capital infusions, but it is nothing to sniff at.

How did Jio do it in such short a time, and why is this phenomenal in the history of telecom?

There are 10 elements to the Ambani strategy, some of which date back to the Dhirubhai era, which have delivered in spades.

First, bring in massive volumes and at super-low prices. This is how Dhirubhai Ambani became king in petrochemicals and oil refining; his son has done this in telecom. He has built a massive subscriber base on low tariffs, which has not only forced his competitors to follow suit, but also ensured huge adoptions.

Second, execution. The Ambanis have always believed in executing their projects at the lowest costs, and in record time. This is what has been done with Jio too, where the entire network rollout and customer scale-up happened over just five or six years, despite the fact that his opponents were well entrenched, with large customer bases. Mukesh Ambani lost his first telecom company to his brother Anil in the 2005 carve-up of the Ambani empire, but it was only in 2012 that he did a deal with his brother whereby he could re-enter the business. Jio has come from zilch to milch in just six years.

Third, take the path less taken. In the last attempt, when Mukesh Ambani launched Reliance Infocomm in 2002, he went in for a new technology – CDMA instead of the well-accepted GSM – to generate huge volumes at low costs through more efficient use of spectrum. That gambit did not work, but there is no doubt that he tried changing the rules of the game despite being a late entrant; this time his gambit has been about betting on data, with voice becoming largely a freebie. Is there any doubt that this has worked? The future is data, and Mukesh Ambani is sitting on piles of it even as he garners millions of new subscribers eager to part with their data.

Fourth, timing. Ambani launched 4G services just soon after it became possible for telecom companies to do KYC (know your customer) verifications electronically, through the use of Aadhaar. He used the two-year window provided by this opportunity, before the Supreme Court shut the door last September, to ramp up the subscriber base to over 250 million. Imagine where he would have been if he had had to get his subscribers through the old paper route of customers bringing in physical ID and address proofs. Smart.

Fifth, cheap capital. The senior Ambani always knew that the cost of capital was key to making large projects profitable. He got his capital cheap by raising large amounts through convertible debentures, and then converting them to shares at huge premia. Since he also played the markets, the company (RIL) gained net worth, and his shareholders capital gains. Mukesh is using large capital investments from Reliance Industries to fund Jio, and this investment will – at some point – result in huge capital gains for Reliance shareholders as Jio gets listed, and more capital is raised at high valuations if Jio becomes No 1 in telecom revenues. This could happen as early as in the next financial year, if things go right. Jio benefited from the huge profits and cash flows generated from the refining and petrochemicals businesses. It is winning because it is not overburdened with debt, unlike its competitors.

Sixth, Ambani is playing for the long-term. Jio plans to target a revenue market share of 50 per cent, and is conscious that as the voice market shrinks in terms of revenues, data will grow exponentially. When this happens, the trend of customers holding two SIMs will reduce, as Jio offers both data and voice on the same SIM. This means operators offering only voice will be reduced to occupying the second SIM plot in phones, and will see revenues dropping steadily. This is what may already be happening.

Seventh, Jio knows that winning means pushing others towards losing. Market share is ultimately a zero-sum game. Jio’s entry has already reduced the playing field to three private players and one public sector player, and if Jio becomes No 1 in terms of revenue share, the No 3 or No 4 players will have to pack up or sell out to players with more capital (ie, largely international players). BSNL is particularly vulnerable, and so is Airtel. This is one reason why Jio continues to retain low tariffs, since it damages its competitors while it can hold on with higher cash flows from the non-telecom businesses.

Eighth, there’s accounting tricks. RIL, Jio’s parent, knows a thing or two about how to show profits and keep interest costs down. Jio’s equity is a massive Rs 91,000 crore, and its debts less than half of that. Jio’s equity is largely the result of borrowings by RIL, which means the interest is paid by the latter, while Jio sits on relatively free equity capital. This is what gives Jio a profitable look, given the scale of investments in it.

Another trick is to keep depreciation costs low. Accounting norms allow pre-operative expenses to be capitalised, and not shown as operating costs. Thus, investments in network rollouts can be shown as pre-operative costs and shown as assets to be depreciated later. This boosts current earnings before interest, depreciation and taxes, while shifting the burden of depreciation to a later time.

Ninth, buy out the smaller competitors. Since Jio’s strategy is to dominate the data space, it is slowly buying out the last-mile data and cable players who get fibre into the home or to offices. In October, RIL bought controlling stakes in two cable operators (Den and Hathway), since this means direct access to homes. It may continue to buy other such cable operators, since the same access can be used to pump content into homes, ensuring higher revenues from entertainment and internet surfing.

Tenth, take no prisoners. From day one, Jio has been betting the farm in order to win. It has given no quarter to its rivals, whether it is in terms of tariffs or its relentless focus on expansion or taking advantage of the policy environment.

As things stand, Jio is winning. Mukesh Ambani is not home yet, but he is half-way there. The only thing that can spoil his party is a deep-pocketed foreign takeover of Airtel or Vodafone Idea, but he is unlikely to be the resultant loser. He is too big now to fail.

Bengaluru: Land Acquisition Problems Hurt Namma Metro’s Phase 2 Project

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Post the success of Phase 1 of Bengaluru’s Namma Project project, the same script was expected for Phase 2. However, to one’s surprise, Bangalore Metro Rail Corporation Limited (BMRCL) reveals that land acquisition is still pending in the ongoing work on the six metro sections under Phase 2.

Only a little over one-third of land required has been acquired by BMRCL and it needs to acquire about 131 hectares and 3,011 properties more for Phase 2. “We have purchased 74 hectares and 1,790 properties so far,” said a senior BMRCL official, reports Times of India.

Phase 2 is expected to be accessible by 2023, except for the airport line. A majority of the land required will be used to build stations, viaducts and set up depots to dock and maintain trains. The delay in execution has also increased the costs involved in the project. An official stated that the land acquisition costs have risen from Rs 2,000 crore to Rs 6,000 crore.

“We have to acquire about 35,000 sqm of land from Byappanahalli to Jyothipura from 34 properties. KIADB has now initiated payment and the issue will be settled in 15 days. The remaining properties like the 11 acres required for the Anjanapura depot (9.5 acres of private land and 1.5 acres from the forest department) and land in Hebbagodi, Singasandra, Hongasandra, Beratena Agrahara and Doddathoguru and Kothanur will be acquired in another two months. The land between Jindal and BIEC stations will also be acquired shortly,” an official said.

Despite the efforts, sources have said that the land acquisition could take some time. “We have to acquire 403 sqm (in two parcels) from Nandi Infrastructure Corridor Enterprise (NICE),” an official said. “It was government property that was handed over to NICE for about 30 years, but now talks are on to reacquire it. This could take time to resolve.”

Bengaluru: Land Acquisition Problems Hurt Namma Metro’s Phase 2 Project

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Post the success of Phase 1 of Bengaluru’s Namma Project project, the same script was expected for Phase 2. However, to one’s surprise, Bangalore Metro Rail Corporation Limited (BMRCL) reveals that land acquisition is still pending in the ongoing work on the six metro sections under Phase 2.

Only a little over one-third of land required has been acquired by BMRCL and it needs to acquire about 131 hectares and 3,011 properties more for Phase 2. “We have purchased 74 hectares and 1,790 properties so far,” said a senior BMRCL official, reports Times of India.

Phase 2 is expected to be accessible by 2023, except for the airport line. A majority of the land required will be used to build stations, viaducts and set up depots to dock and maintain trains. The delay in execution has also increased the costs involved in the project. An official stated that the land acquisition costs have risen from Rs 2,000 crore to Rs 6,000 crore.

“We have to acquire about 35,000 sqm of land from Byappanahalli to Jyothipura from 34 properties. KIADB has now initiated payment and the issue will be settled in 15 days. The remaining properties like the 11 acres required for the Anjanapura depot (9.5 acres of private land and 1.5 acres from the forest department) and land in Hebbagodi, Singasandra, Hongasandra, Beratena Agrahara and Doddathoguru and Kothanur will be acquired in another two months. The land between Jindal and BIEC stations will also be acquired shortly,” an official said.

Despite the efforts, sources have said that the land acquisition could take some time. “We have to acquire 403 sqm (in two parcels) from Nandi Infrastructure Corridor Enterprise (NICE),” an official said. “It was government property that was handed over to NICE for about 30 years, but now talks are on to reacquire it. This could take time to resolve.”

Ground Report: Chennai Metro Rail Goes Solar To Cut Energy Costs

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Snapshot
Use of renewable energy is key to Chennai Metro’s financial health, and with solar power panels installed at its various premises, it is headed in the right direction.

The Chennai Metro Rail Limited (CMRL) administrative office at Koyambedu is a stone’s throw from the Koyambedu Metro Rail Station. There is nothing unique about the administrative building. But there is something special about the car parking sheds there.

Atop the CMRL administrative office car parking sheds are solar power panels that help the organisation meet a part of its electricity demands. It is not just at its headquarters but also on rooftops of its stations – elevated and underground, CMRL has put up solar power panels to generate electricity.

“Currently, CMRL is producing 2.1 Mega Watt peak (MWp) of solar power. By the end of the current financial year, the organisation hopes to generate 4.5 MWp,” says CMRL public relations officer S Pandian.

Chennai Metro Rail, a joint venture of the Union and state governments, will continue to install more rooftop solar power panels as stations get ready. Most of the panels have been installed atop the railway stations. The organisation has also installed the panels on top of its rail depot at Koyambedu. It plans to install 80 per cent of the panels on the rooftop and the rest on the vacant land inside its depot at Koyambedu.

CMRL is using the latest version of solar panels, inverters, mounting methods and monitoring systems. The system is monitored through remote system, approved by Solar Energy Corporation of India and Ministry of New and Renewable Energy.

Chennai Metro operates two stretches – Green and Blue lines – currently. The Green Line starts from Chennai Central and ends at the Chennai International Airport. This became fully functional from 25 May this year, after the late Jayalalithaa inaugurated it on 21 September 2016 – the last function she took part in. The Blue Line will operate from the airport to Washermanpet. Currently, it operates between airport and Accountant General/Directorate of Medical Services offices at Teynampet.

A feature of Chennai Metro’s objective to achieve energy security and reduce carbon energy is that the solar power panels are being installed at no upfront cost for the organisation. “All our solar power plants are installed under zero capital investment,” said Pandian.

CleanMax Solar, a Bengaluru-based firm that is a pioneer in ‘energy sale” model, is putting up the solar power panels that can generate 6 MWp atop the the Chennai Metro stations. The business model of CleanMax Solar has come in handy for Chennai Metro to not invest any money upfront for the solar power panels installations.

The Bengaluru firm’s model is to install the solar power panels with its own investments at the customers’ premises – Chennai Metro in this case. It will then sell the power that is produced to Chennai Metro at a cost that is lower compared to what it would have to pay the Tamil Nadu Electricity Board. The mode of project execution is the same as that of Kochi Metro, which meets 25 per cent of its power needs through solar power generation with all its 22 stations sporting rooftop solar power panels.

Given the solar power panels installed at its various premises, Chennai Metro Rail will be able to save Rs 75 lakh a year through purchase and consumption of solar power. CleanMax sees the savings rising to about Rs 1.5 crore a year.

Pandian says the entire power generated is utilised by Metro Rail, whose demand is huge. In August this year, Chennai Metro said renewable power – solar and wind – would make up 80 per cent of its power purchase. Then, it said it was paying Rs 8 per unit of electricity to Tamil Nadu Generation and Distribution Corporation that supplies power to it. Purchase of renewable power would help it to cut its energy costs to Rs 3.50 per unit.

Use of renewable energy is key to Chennai Metro’s financial health as it needs electricity for lighting and escalators at its stations. The underground stations consume double the energy to run air-conditioners and ventilators. Energy costs typically make up 30 per cent of the operation costs. The organisation saves 30 per cent of its power through regenerative braking system used by its trains which produce power whenever brakes are applied.

Since CleanMax installs the panels and sells the power generated from it, Chennai Metro also saves costs on maintaining panels. Going forward, the organisation will try to generate maximum solar power and meet the Centre’s target of producing 20 MWp, says Pandian.

Ground Report: Chennai Metro Rail Goes Solar To Cut Energy Costs

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Snapshot
  • Use of renewable energy is key to Chennai Metro’s financial health, and with solar power panels installed at its various premises, it is headed in the right direction.

The Chennai Metro Rail Limited (CMRL) administrative office at Koyambedu is a stone’s throw from the Koyambedu Metro Rail Station. There is nothing unique about the administrative building. But there is something special about the car parking sheds there.

Atop the CMRL administrative office car parking sheds are solar power panels that help the organisation meet a part of its electricity demands. It is not just at its headquarters but also on rooftops of its stations – elevated and underground, CMRL has put up solar power panels to generate electricity.

“Currently, CMRL is producing 2.1 Mega Watt peak (MWp) of solar power. By the end of the current financial year, the organisation hopes to generate 4.5 MWp,” says CMRL public relations officer S Pandian.

Chennai Metro Rail, a joint venture of the Union and state governments, will continue to install more rooftop solar power panels as stations get ready. Most of the panels have been installed atop the railway stations. The organisation has also installed the panels on top of its rail depot at Koyambedu. It plans to install 80 per cent of the panels on the rooftop and the rest on the vacant land inside its depot at Koyambedu.

CMRL is using the latest version of solar panels, inverters, mounting methods and monitoring systems. The system is monitored through remote system, approved by Solar Energy Corporation of India and Ministry of New and Renewable Energy.

Chennai Metro operates two stretches – Green and Blue lines – currently. The Green Line starts from Chennai Central and ends at the Chennai International Airport. This became fully functional from 25 May this year, after the late Jayalalithaa inaugurated it on 21 September 2016 – the last function she took part in. The Blue Line will operate from the airport to Washermanpet. Currently, it operates between airport and Accountant General/Directorate of Medical Services offices at Teynampet.

A feature of Chennai Metro’s objective to achieve energy security and reduce carbon energy is that the solar power panels are being installed at no upfront cost for the organisation. “All our solar power plants are installed under zero capital investment,” said Pandian.

CleanMax Solar, a Bengaluru-based firm that is a pioneer in ‘energy sale” model, is putting up the solar power panels that can generate 6 MWp atop the the Chennai Metro stations. The business model of CleanMax Solar has come in handy for Chennai Metro to not invest any money upfront for the solar power panels installations.

The Bengaluru firm’s model is to install the solar power panels with its own investments at the customers’ premises – Chennai Metro in this case. It will then sell the power that is produced to Chennai Metro at a cost that is lower compared to what it would have to pay the Tamil Nadu Electricity Board. The mode of project execution is the same as that of Kochi Metro, which meets 25 per cent of its power needs through solar power generation with all its 22 stations sporting rooftop solar power panels.

Given the solar power panels installed at its various premises, Chennai Metro Rail will be able to save Rs 75 lakh a year through purchase and consumption of solar power. CleanMax sees the savings rising to about Rs 1.5 crore a year.

Pandian says the entire power generated is utilised by Metro Rail, whose demand is huge. In August this year, Chennai Metro said renewable power – solar and wind – would make up 80 per cent of its power purchase. Then, it said it was paying Rs 8 per unit of electricity to Tamil Nadu Generation and Distribution Corporation that supplies power to it. Purchase of renewable power would help it to cut its energy costs to Rs 3.50 per unit.

Use of renewable energy is key to Chennai Metro’s financial health as it needs electricity for lighting and escalators at its stations. The underground stations consume double the energy to run air-conditioners and ventilators. Energy costs typically make up 30 per cent of the operation costs. The organisation saves 30 per cent of its power through regenerative braking system used by its trains which produce power whenever brakes are applied.

Since CleanMax installs the panels and sells the power generated from it, Chennai Metro also saves costs on maintaining panels. Going forward, the organisation will try to generate maximum solar power and meet the Centre’s target of producing 20 MWp, says Pandian.

Namma Metro: L&T Bags Projects Worth Rs 138 Crore To Supply And Install Telecommunication Systems In Phase II Stations

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A statement from (L&T) Larsen & Toubro read that its construction interest has won contracts worth Rs 138 crore from the Bangalore Metro Rail Corporation Limited (BMRCL).

These contracts work into installing and supply of telecommunication system for all the 27 stations of Namma Metro , as reported by Economic Times.

The official statement said the scope of work includes Public Address Systems, Passenger Information Displays, Master Clocks, Centralised Data Recording, Tetra Radio Communication, Fibre Optic Transmission Network, CCTV surveillance and Telecom – Supervisory Control and Data Acquisition Systems.

The stations, part of Metro’s Phase II network, are located on four stretches such as Mysuru road – Kengeri, Kanakapura road – Anjanapura Township, Baiyappanahalli – Whitefield and Nagasandra – Bengaluru International Exhibition Centre.

The Bengaluru Metro’s 42-km stretch is already running. It is presently working on the 72-km Phase II project.

L&T is implementing similar projects for Lucknow Metro, Nagpur Metro and Metro-Link Express for Gandhinagar and Ahmedabad as well.

Namma Metro Moves Again: Phase II To Start Construction Shortly, As Land Disputes Almost Stand Solved

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Work relating to two depots of Namma Metro’s Phase II will soon be starting. Though civil works on all Metro routes had been completed ages ago, land acquisition issues, which were stalling the work in all six depots till now, now stand resolved.

Karnataka Industrial Areas Development Board’s (KIADB) parent body, the Commerce and Industries Department, assured top officials of Bangalore Metro Rail Corporation Limited (BMRCL) that the reimbursement regarding land issues at Kothanur and Hebbagoddi depots would be finalised in a fortnight, reports Indian Express.

Kothanur depot will be stabling and maintaining trains that will run on the R V Road-Bommasandra Line (Reach-5), while Hebbagodi depot will cater to the Gottigere-to- Nagavara Line (Reach-6).

MS Channappa Goudar, General Manager, Land Acquisition Cell, BMRCL, said that huge packets of land required for Kothanur depot are stuck in a dispute in the High Court, and it was a struggle between the government and private parties.

“However, since we require the land for infrastructure work, we will deposit the compensation that needs to be paid in the HC and take over the land to carry out the works,” he said.

Chennai’s Egmore Metro Station Gets Most Prestigious Platinum Rating From Indian Green Building Council

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In keeping with the Sustainable Development Goals (SDG) agenda, Chennai’s Egmore metro underground station was awarded the prestigious platinum rating by the Indian Green Building Council (IGBC), as reported by Times Of India (TOI).

The honour was conferred on CMRL (Chennai Metro Rail Limited) by the Minister of Housing Affairs, Hardeep Singh Puri on the sidelines of 16th Green Building Congress 2018 held in Hyderabad.

ICBC, which functions under the industry body, CII (Confederate of Indian Industry) was formed in 2001 to enable India to be one of the global leaders in the sustainable built environment by 2025. It awards four levels of certification to new buildings, with platinum being the highest. The buildings are judged on seven different sustainable criteria like water conservation, energy efficiency, indoor environment quality etc.

The 18th Congress also witnessed the launch of India’s first Green Building Rating System for Net Zero Energy Buildings. This represents the first step towards the construction of Net Zero (in terms of energy, water and waste) building in the country.

Green buildings are a crucial component of many of the goals identified in the SDG agenda like Goal 9 (Industry, Innovation and Infrastructure), Goal 13 (climate change) etc. These 17 goals are expected to be achieved by counties like India by 2030.