Project on Delhi Metro

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PROJECT REPORT

ON

DELHI METROA report submitted to Delhi Business School, New Delhi

As a part fulfillment of MBA + Post graduate programme (Industry Integrated) in

Entrepreneurship and business

Submitted to: Submitted by:Director Academics Sandeep YadavDelhi business school Spring Batch (08-10)

New DelhiDBS/0810/S101

4th SemesterPTU

Internal guide:Mr. S S KhullarDelhi Business School

New Delhi

B-11/58, M.C.I.E, Mathura road, New DelhiWebsite: www.dbs.edu.in
http://www.dbs.edu.in/http://www.dbs.edu.in/


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Table of content

1. Acknowledgement

2. Declaration

3. Introduction of Delhi metro

4. Mission

5. Delhis metro corporate culture

6. Structure

7. History of Delhi metro

8. Arrangement of fund for Delhi metro9. World best system of Public transport

10.Delhi Metro rated world-class by UK agency

11.Delhi metro development plan

12.Delhi Metro Rail as conceived In Delhi Master Plan

13.Benefit of Delhi metro

14.Economic benefit

15. Enactment of the Metro Railways (Construction of Works)16.Act, 1978

17.Delhi metros plan feeder buses

18.Need for MRTS (Mass rapid transit system)

19.Delhi metros success story

20.Features of Delhi Metro

a) Cleanliness

b) Infrastructure

c) Fare

d) Punctuality

e) Coaches

f) Station

g) General awareness


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21. Operations and safety

22.Types of ticket

a) Smart card

b) RFID token

c) Tourist card

23. First Delhi Metro Coach To Come By Air Arrives From Germany

24.Special Features in New Metro Trains

25.Solution for crowd management at busy metro station

26.Market analysis

27.Bibliography


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Acknowledgement

With sincere thoughts and deep sense of gratitude I would like to acknowledge the

contribution of following groups and individual to the development of my project and

successful completion of the Management Research Project in the partial fulfillment of

the requirement of MBA program of Delhi Business School, New Delhi.

In the line I would like to extend my first and foremost gratitude to my guide Mr. S.S

khullar. Who has been the key person for me in getting corporate exposure. He is the

person with whose guidance I learned the difference between the theory and practical

application of the concept of knowledge workers. Also, he kept a close supervision on

me and guided me at every step.


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Declaration

I Sandeep yadav declare that this project report entitled Customer satisfaction is an

original piece of work done and submitted by me towards partial fulfillment of my Master

of Business Administration.

Sandeep Yadav


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ObjectiveTo analyses the satisfaction of Passengers availing the facility of

DMRC


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Introduction of Delhi Metro

For implementation and subsequent operation of Delhi MRTS, a company under the

name DELHI METRO RAIL CORPORATION was registered on 03-05-95 under the

Companies Act, 1956. DMRC has equal equity participation from GOI and GNCTD.
http://upload.wikimedia.org/wikipedia/en/5/56/Delhi_Metro.jpeg


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Mission

To cover the whole of Delhi with a Metro Network by the year 2021.

Delhi Metro to be of world class standards in regard to safety, reliability,

punctuality, comfort and customer satisfaction.

Metro to operate on sound commercial lines obviating the need for Government

support.


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Delhi Metros corporate culture

We should be totally dedicated and committed to the Corporate Mission.

Personal integrity should never be in doubt; we should maintain full transparency

in all our decisions and transactions.

The Organization must be lean but effective.

The Corporation must project an image of efficiency, transparency, courtesy and

we mean business attitude. Our construction activities should not inconvenience or endanger public life nor

should lead to ecological or environmental degradation.

All our structures should be aesthetically planned and well maintained.

Safety of Metro users is our paramount responsibility.

Our stations and trains should be spotlessly clean.

Our staff should be smartly dressed, punctual, polite and helpful to the

customers. Employees should discharge their responsibilities with pride, perfection and

dignity


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Structure

Chairman - Shri M Ramachandran

Managing Director - Dr. E. Sreedharan

Total No. of Directors 16

Nominee of Govt. of India 5

Nominee of Govt. of NCTD - 5 (Including MD) No. of full-time functional Directors at present including MD 7

The corporate office of the company is located at Metro Bhawan, Fire Brigade

Lane, Barakhamba Road New Delhi - 110001, India


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History of Delhi Metro

Delhi became the seat of Government of India in 1911

when the Imperial Government shifted its capital from

Calcutta to Delhi. Initially the capital was located on the

Ridge, north of the walled city of Delhi. As this site was

not found suitable to serve as the seat of the

Government, a new city, namely, New Delhi, located to

the south of the walled city was planned. Constructionwork of New Delhi started in 1912 under the supervision of renowned city planners and

architects, Sir Edwin Lutyens and Sir Herbert Baker. Construction of New Delhi was

completed in 1931 when the seat of the Government was shifted to this new place. The

city has continued to grow since then at a fast pace.

National Capital Territory of Delhi today covers an area of

1486 sq Kms and is a Union Territory with all powers of

State Government. The history of planning a MetroProject for Delhi dates back to 70's. The Central Road

Research Institute (CRRI) undertook the first exhaustive

study on traffic and travel characteristics of Delhi in 1969-

70. While bringing out extensive data describing the

traffic and travel characteristics, it developed mathematical models to project travel

demand. By examining several alternatives, it recommended for a Mass Rapid Transit

Network for Delhi. Metropolitan Transport Team (MTT), Indian Railways, has reviewed

the above schemes. MTT sought for some modifications to recommendations of CRRI

and planned for a well knit Mass Rapid Transit System for the capital city of India. The

system comprised of 36 Km of underground corridors aligned two axes North-South and

East-West Corridors and 96 Kms of surface rail corridors. Metropolitan Transport


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Project (MTP-R, set up by the Ministry of Railways, Government of India) prepared an

engineering plan to construct the MTR system.

Since CRRI proposal was based on transport demand projection up to the year 1981, it

was assigned to Town & Country Planning Organization the work of further projection of

demand to the year 2001. Its concept plan envisaged a network of 58 km underground

& 195 km surface corridors. As a part of the techno-economic feasibility study, subsoil

exploration were conducted on four specific trunk routes and by the side of existing

railway tracks and recommended for taking up pilot projects.

Delhi Development Authority (DDA) prepared a perspective plan for Delhi (MPD-2001)

in 1984 and recommended for a multi modal transport system comprising of 200 km of

Light Rail Transit System, 10 Km of Tramway, an extension to surface rail system and

extensive road network. The Urban Arts Commission suggested some modifications tothe proposal of DDA and recommended for the development of the existing Ring

Railway with three radial underground MRT corridors.

Due to rapid growth especially along the western and eastern parts of the city, a study

group was appointed by the Ministry of Railways, Govt. of India to recommend a precise

alignment for the East-West corridor and in 1987 further appointed a Task Force for

assessing the choice of exact construction technology. While suggesting some changesto the alignment of study group, it recommended for pilot project based on M-Bahn

Magnetic Levitation System in case of negation suggested for replacement by Light Rail

Transit System.

Feasibility Report on Integrated Multi Modal Mass Rapid Transport System of Delhi

(IMMRTS) prepared by RITES recommended for three-component system comprising

of Rail corridors, Metro corridors and dedicated bus way totaling to 184.5 Km and

further addition of 14 km increased to 198.5 km. The total network contains 16 sections

to be implemented in a sequence based on passenger kilometer carried per kilometer

length of each section. The first phase of the network, now (commissioned) comprises

of 65.11 km of route length with 13.01 km underground called Metro corridor and 52.10

km surface / elevated called Rail Corridor.


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Arrangement of Funds for Delhi Metro Rail

As urban MRT projects are mean to provide a safe, speedy and affordable mode of

travel to the commuters, they have not generally been found to be financially viable in

the most cities of the world, despite their large economic benefits. MRT fares cannot be

fixed purely on the basis of commercial principles, without drastic decrease in ridership

and defeating the very object of setting up such mass transit system. Hence, the city

dwellers must necessarily supplement the contributions to be made by the system users

to meet the costs of setting up. as well as running the system. Delhi being national

capital and international city, the GOI and GNCTD must also contribute to meet part of

these costs. It has accordingly been decided that the project will be financed by way of

equity contributions from the GOI / GNCTD, soft loan from the OECF (Japan), propertydevelopment revenue and certain decided levies / taxes on the city dwellers.

The loan will rapid partly from surpluses from the box revenue, partly through dedicated

levies / taxes in the NCT.

The financial plan of the project has been approved by the GNCTD and GIO on

24.7.1996 and 17.9.19996 respectively.

Source of fund Percentage of total cost1. Equity contribution from GOI & GNCTD 15% each2. OECF (Japan) loan Approx 56%3. Revenue from property development Approx 6%4. Subordinate debt towards cost and land Approx 8%The above financial plan is based on:

Debt equity ratio 2:1

Fare: Base rate rs. 5.00 (at April 1995prices) per passenger trip of 7.12 km

World best system of Public transport


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Delhi Metro is on the threshold of vast changes and developments in India. It is a period

of optimism for most Indians, a period when they can legitimately dream of a better life,

a better country. The time is, therefore, ripe to imagine the India of the future. However,

when we contemplate what the country can become, It should not lose sight of the fact

that India had a glorious past, not only in terms of economic prosperity but also on

moral values. Delhi metro is proud of being an Indian and the values that are

associated with India. Our spiritual heritage and high moral values set us apart, and we

should never lose sight of this in our quest for development.

Despite its golden past, numerous wars and foreign occupation kept India behind the

rest of the world for hundreds of years. Post-Independence, things started to improve.India has witnessed improvement is the last 60 years, especially in industrialization,

agriculture and infrastructure development. A lot, however, still needs to be achieved.

I have noticed a welcome change in the last two decades. Call it the result of economic

reforms or a new awakening, these last few years have given Indians the confidence to


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believe in themselves. I am proud that the Delhi Metro also played a small role in this.

The construction and operation of this world-class Metro system ahead of schedule and

within the budget has given Indians the confidence to believe that they can build the

most challenging and technically complex projects.

I have spent decades in public transport and infrastructure and the India of my dreams

will have a public transport system that can measure up to the best in the world. I know

this is possible but many things will have to change before this becomes a reality.

India is a vast country with long distances and therefore quick, reliable and safe

transportation systems are most essential for its economic growth. Unfortunately, our

planners have not realized that investments in the transport sector come back to the

nation manifold, fueling growth in many other sectors. More than 70% of the countrys

goods and population move by roads. A lot needs to be done to lay new roads and

improve existing ones, national highways. The golden quadrilateral project is a

beginning, and I hope such projects will gather momentum.

As for the Indian Railways, an aggressive policy for modernization and improving the

safety record is the need of the day. The focus of the Railways should change from

dedicated freight corridors to dedicated high-speed passenger corridors, to which allmail and express trains should be diverted. Capacity thus released will be more than

what is needed for freight movement.

On the aviation front also, we do not seem to be looking into the future. The country

needs modern airports and at least three to four times more than the number available

today. Greenfield airports are coming up at Devanahalli near Bangalore and

Shamshabad near Hyderabad, but many more such projects, especially in remote

areas, are required and I am hopeful that air connectivity to all corners of the countrywill be a reality in the future.

While our cities are growing very fast, the urban transport infrastructure is lagging

terribly behind. Modern public transport systems like the Delhi Metro are essential to

sustain economic activities in our cities. Measures to reduce private ownership of cars


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and encourage use of public transport are urgently required. Thankfully, after the

success of the Delhi Metro, several Indian cities such as Mumbai, Bangalore,

Hyderabad, Ahmedabad and Chennai are now taking up Metro projects.

The government has recently come out with a National Urban Transport Policy, which is

a good beginning. The government should also seriously think of setting up a separate

ministry to oversee and expedite Metro constructions in all our cities with populations

over three million. Only such measures will solve the transportation problems of our

medium and large cities.

India also needs an administrative environment where decision-making is very fast.

Procedural shackles slow down projects and this situation must change. Delhi Metro

Rail Corporation has been quite successful in this respect and there is no reason why

government departments and public sector undertakings cannot follow the Delhi Metro

example.

Undoubtedly, public transport is one area where vast improvements will have to be

made to build a dream India. Ultimately, the benefits of the countrys progress should

reach the poor and the villages. Sadly, the progress of the country that we are

witnessing is largely limited to urban areas. In the India I envision, all citizens will haveeasy access to education, healthcare and employment. Merely pouring thousands of

crore to set up schools and hospitals in rural areas will not fulfill this dream. The

government must ensure that teachers and doctors carry out their duties diligently.

Providing seasonal employment is also not enough. It will be better to take concrete

steps to increase our agricultural output and set up hundreds of vocational training

centre.

In my 75 years, I have witnessed great changes in India. Some of the changes havebeen for the better and some for the worse. The India of the future, I firmly believe, will

take its place in the comity of developed nations and I sincerely hope that the moral

heritage of my country remains in place. After all, there is no point in prosperity at the

cost of ethics.


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Delhi Metro rated world-class by UK agency

A Leading international accredition service has rated the performance of Delhi Metro

network as world-class. A surveillance witness audit of Delhi Metro was recently

conducted by the United Kingdom Accreditation Service (UKAS). The report termed

DMRCs housekeeping and operational controls as world-class

UKAS is the sole national accredition body recognized by the government to assess, in

accordance with international agreed standards, organizations that provide certification,

testing, inspection and calibration services.

The fact that DMRC included occupational health and safety in an integrated

management system is particularly laudable, said UKAS auditor Andrew Marlow. Hesaid DMRCs efforts for water harvesting and energy saving are a model for other big

organizations to follow

DMRC CPRO Anuj Dayal said: It is the management style which is unique. It is based

on practical experience...The credit goes to the managing director and the entire team.

Delhi metro development plan

Almost all old cities of the developing countries which are supporting the highest

population densities are facing the problems of heavy traffic, lack of proper sewerage &

storm water disposal system, lack of parking spaces, and lack of social infrastructure


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etc. Solving of these problems were not within the capability of the local Authorities due

to non availability of space in such cities and lack of technology.

In the present era of science and development, the advent of new technology has made

it possible to solve above problems by providing such infrastructure below or above the

ground of such cities. For the benefits of the public, the living example of Delhi Metro

Rail including its vast railway stations and restaurants etc. which have been constructed

below and above the ground has been described as below.

Delhi Metro Rail as conceived In Delhi Master PlanThe walled city of Delhi developed traditionally over a period of time into mixed land

uses associated with whole sale markets is a most congested part of the city facing

acute traffic problems, lack of parking spaces, and lack of social infrastructure etc.

Recently, the construction of Metro Rail below ground in the said walled city has proved

that natural constraints coming in the way of development can be overcome with the

application of advanced technology. The Delhi Metro Rail Project is being implemented

primarily to solve traffic problems of Delhi as first of all conceived in Delhi Master Plan in1960.

Benefits of Delhi Metro

The 1st. phase, 2nd phase and 3rd phase of Delhi Metro Rail have already been

commissioned. The operation of said Metro rail has reduced the traffic congestion on

roads running parallel to the said Metro line. It has also reduced the traveling time of the


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commuters. It is considered reliable, safe, and more comfortable mode of transportation

as it has reduced the road accidents. In addition, it has reduced atmospheric pollution

including noise and has also reduced the fuel consumption of transport sector resulting

in saving of foreign exchange. It reduced the need for parking spaces, expansion of

roads, flyovers, laying of new roads etc. in areas which are being served by it. It reflects

sense of pride to the city and country having a world class facility.

Economic Benefits

The Delhi MRTS is essentially a "social" sector project, whose benefits will pervade

wide sections of economy. The modified first phase will generate substantial benefits to

the economy by the way of:

Time saving for commuters Reliable and safe journey Reduction in atmospheric pollution Reduction in accident Reduced fuel consumption Reduced vehicle operating costs Increase in the average speed of road vehicles Improvement in the quality of life More attractive city for economic investment and growth

Enactment of the Metro Railways (Construction of Works) Act, 1978

The proposal of Delhi Metropolitan Rail first of all was conceived in Delhi Master Plan,

published in 1960. For the implementation of this Project, the Metro Railway

(Construction of Works) Act, 1978 was enacted and Delhi Metro Rail Co. was


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formulated. The responsibility for implementation of this project was given to Shri

Sreedharan by appointing him as Chairman of Delhi Metro Rail Corporation Ltd. He is

also known for the completion of Konkan Railway Project in India before schedule.

Delhi metro plans feeder buses

Delhi Metro Rail Corporation (DMRC) would soon be running special feeder buses,

which would provide connectivity to commuters from metro stations to their nearest bus

stops.

Also, these buses would be equipped with global positioning system (GPS) technology,

which would enable smart card users to use them in the buses too.

As part of a pilot project, DMRC would be taking 200 buses from Delhi Transport

Corporation (DTC), and would be equipping them with GPS technology. Regular Delhi

Metro commuters, who already have smart cards, would be able to use them in these

buses too

DMRC Managing Director E Sreedharan said not only would these buses solve the long

standing problems of last mile connectivity for commuters, it would be a modern,

efficient and commuter friendly transport system

These buses would have the same colour scheme as that of the Delhi Metro coaches

and the drivers would be given uniforms, Sreedharan said.

DMRC has been in talks with Delhi government over issuance of license for running

feeder buses from stations for commuters for a long time now. DMRC officials told

Business Standard that they were hopeful for getting the license in the next three

months.The absence of feeder services from Metro stations to bus stops has been a long

standing grievance of Delhi Metro commuters

A source in DMRC said due to bureaucratic hurdles, the matter had not been resolved,

but with DMRC all set to get the license, the pilot project would solve this problem. If the

project is found successful, then it would be continued further, the source said.


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Need for MRTS (Mass rapid transit system)

As cities grow in size, the number of vehicular trips on

road system goes up. This necessitates a pragmatic

policy shift to discourage private modes and encourage

public transport once the level of traffic along any

travel corridor in one direction exceeds 20,000 persons

per hour.

Introduction of a rail based (MRTS) Mass Rapid Transit System is called for. Mass

Rapid Transit Systems are capital intensive and have long gestation period. It has been

observed that in developed countries, planning for mass transit system starts when city

population size exceeds 1 million; the system is in position by the time the city

population is 2 to 3 million and once the population exceeds 4 million or so, planned

extensions to the Mass Rapid Transit Systems is vigorously taken up. In developing

countries including India, because of paucity of funds planning and implementation of

rail based Mass Rapid Transit Systems has been

lagging far behind the requirements.

The city of Delhi with a population of round 12 (16.2)

million should have had an MRTS network of at least

100 (300) KM by this time, whereas actually it is still

(65.10 kms) at the take-off stage. Delhi has all the ideal

dress-up for an excellent Mass Rapid Transit System to be brought in. It has wide roads

(roads cover 23% of the city area) where road possession for construction is not difficult

(except in the old city area). Implementation will also not involve demolition of large

scale private properties. Most of the land required is under Government control and

hence can be easily acquired.


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The citizens are enlightened and would eagerly welcome introduction of people friendly

MRTS though they may initially face some difficulties during the implementation phase.

Added to this Delhi has an unassailable advantage in its excellent railway network

comprising two rings and six spurs totaling about 120 KM within the urban area.

Unfortunately, these Rail assets are not presently fully being utilized as its share of

commuter traffic is only a mere 2%.

Delhi has experienced phenomenal growth in

population in the last few decades. Its population has

increased from 57 lakhs in 1981 to 120 (162) lakhs in1998 (2006) and is poised to reach 132 (190) lakhs by

the year 2001 (2011). For want of an efficient mass

transport system, the number of motor vehicles has increased from 5.4 lakhs in 1981 to

30 (51) lakhs in 1998 (2007) and is (increasing at the rate of 6.21 per annum). The

number of motor vehicles in Delhi is now more than that of Mumbai, Calcutta, Chennai

put together. The result is extreme congestion on Delhi roads, ever slowing speeds,

increase in road accidents fuel wastage and environmental pollution with motorizedvehicles alone contributing to about two thirds of the atmospheric pollution.

Today the traffic on roads of Delhi is a heterogeneous mix of cycles scooters buses cars

and rickshaws jostling with each other. This has resulted in a chaotic situation so much

so that due to road accidents, the average number of persons killed per day has

increased to 5 and of those injured to 13. The position is expected to deteriorate further

in the years to come.

To rectify this situation the Government of India and the Government of National Capital

Territory of Delhi, in equal partnership have set up a company named Delhi Metro Rail

Corporation Ltd. under the Companies Act,1956 which has (already commissioned a

65.10 kms route in Phase-I and is proceeding ahead with another 121 kms in Phase

II).


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Delhi Metros success story

The facilities on the metro system are not only modern and aesthetic, but are also

easily accessible for disabled commuters, including elderly people. It is probably

the only agency involved with transportation in India that has incoporated

accessible design in its facilities.

The new accessible New Delhi Metro Rail

Corporation (D.M.R.C.) is ready for use by

disabled people and seniors. It is probably theonly agency involved with transportation in India

that has thought of constructing an overhead

ramp for the physically challenged. The ill and

the disabled persons who cannot use the foot

over bridges or subway, can now take the ramp

from St Stephen's side at Tis Hazari station, and directly reach the concourse or

ticketing area, which is on the second level of the station.

The facilities on the metro system are designed to be modern, aesthetic, and easily

accessible for the disabled commuters. There are escalators and accessible elevators

at all stations. In addition, the entry path is lined with tactile tiles to guide the visually

impaired from outside the stations to the trains. Disabled commuters can also expect

accessible seating on the trains, as well as Braille instruction signs and audio

announcements.

The Metro Sahayaks (or Metro Helpers) are present at stations to provide assistance atall times. Some specific facilities for disabled commuters are:

Labels printed in braille in the lifts to indicate floors Elevator control buttons positioned at heights that are accessible to wheelchair

users


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Grip rails on the the sidewalls of the elevator car Wide doors for lifts Ramps at the entrance of every station Adequate landing space at the start and end of every ramp Reservation for employment of physically challenged Accessible toilets on every floor Handrails inside toilets Well lit corridors for persons with visual impairments Ticket gate exclusively for disabled passengers Tactile tiles on all common passages Tactile warnings for abrupt change in height or near hazardous areas Audible warnings and announcing devices wherever possible

The metro is now offering tours to better acquaint users with the new system. To do so,

disabled users can go to the Kashmere Gate station (West End) near Mori Gate Bus

Terminal at 10 a.m. on any Wednesday for an orientation.

Exactly five years ago Delhiites were introduced to an all new travel experience as the

first stretch of Delhi Metro between Shahdara and Tis Hazari was thrown open to thepublic on dec. 25, 2002. Since then Delhi metro train have run 2.25 carore kms and the

number of station have increased from 6 to 59. As construction is on to add 79 stations

and 500 train to the Delhi metro network, Time city traces the major achievements and

grey areas in the journey so far.

The first stretch of Delhi Metro, spanning across just 8.5 kms, was inaugurated amidst

much hype. The system was truly world-class- air-conditioned trains replacing rickety

buses, contactless tokens in place of tickets, escalators, clean platforms and a relief

from traffic snarls. It was no surprise then that on day one of operations, about 12 lakh

people landed up at the stations. The system had been designed to ferry just two lakh,

so Delhi Metro Rail Corporation (DMRC) actually gave out advertisements requesting

people to "defer pleasure trips for the time being and allow essential travel to take place

comfortably."


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their vehicles and use the metro service. They are also running some feeder bus

service to & fro stations .

Fare

The fare is very nominal. It is only from Dwarka to Rajiv Chowk (previously Connaught

Place) in an air-conditioned vehicle in just Rs.17.00 or to Chandni Chowk for another

five rupees or so. The DMRC has also introduced multi-purpose Smartcards for regular

commuters .

Punctuality

In punctuality Delhi metro always on time not a single train comes at station after its

time. Passenger have not to wait for the train very much time after five or six minutes

train comes regularly. So passenger are easily catch the train without waisting there

time.

Coaches


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The Delhi Metro coaches are designed & equipped with modern facilities and ensures

the safety and comfort of passengers. The coaches are fully automatic with doors being

operated automatically and there are emergency exits in the train. One can

communicate with the driver at any point in case of an emergency. Unlike New York,

Paris or Sydney where they have more seating capacity, lesser no. of seats makes it

possible for Delhi Metro to carry more passengers.

General awareness

The general awareness among the commuters was good, none of them looked lost or

confused. Perhaps the reason for this was various announcements made on the

platforms and inside the trains. They were sufficiently detailed, bilingual and clear. The

signs and signboards at different places also played important role

Stations

The stations have an international look and have special care for handicaps and senior

citizens with escalators and lifts in place. Every where way marks are given for theconvenience of passenger.

Operations and safety


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Each train consists of four coaches and can carry up to 240 seated and 400 standing

passengers. The trains operate at intervals of 3 to 4.5 minutes between 6:00 to 23:00.

Coaches on all trains are well ventilated and air-conditioned at a temperature of

20~22C. Trains operating within the network typically travel at speeds below 80 km/h,

or 50 mph, and stop about 20 seconds at each MRTS station. The MRTS rolling stock

are manufactured by ROTEM , relying on 1676 mm (5 ft 6 in) track gauge ( broad gauge ).

As of 2009, the metro system has a total network length of 76.7 km, with 68 stations on

3 separate lines (14 underground, 52 elevated and 2 at-grade station

All metro stations and trains are monitored constantly by more than 1200 closed-circuit

cameras , and specially trained Delhi Metro police are stationed at all stations and trains

to deal with law and order issues in the system. Trains are at platform level with a smallplatform gap to allow easy movement of passengers. The Delhi Metro is also one of the

few metros in the world to have plain clothed metro-marshals on trains. Intercoms are

provided in each train car for emergency communication between the passengers and

the driver.

Eating, drinking, smoking, and chewing of gum are prohibited in the entire system.

Automated station announcements are recorded in Hindi and English . Many stations

have services such as ATMs , food outlets , cafs and convenience stores .

Delhi Metro commuters have the following choices for ticket purchase:-
http://en.wikipedia.org/wiki/Trainhttp://en.wikipedia.org/wiki/Ventilation_(architecture)http://en.wikipedia.org/wiki/Air-conditionedhttp://en.wikipedia.org/wiki/Temperaturehttp://en.wikipedia.org/wiki/ROTEMhttp://en.wikipedia.org/wiki/Millimetrehttp://en.wikipedia.org/wiki/Foot_(length)http://en.wikipedia.org/wiki/Inchhttp://en.wikipedia.org/wiki/Broad_gaugehttp://en.wikipedia.org/wiki/Closed-circuit_camerahttp://en.wikipedia.org/wiki/Closed-circuit_camerahttp://en.wikipedia.org/wiki/Policehttp://en.wikipedia.org/wiki/Intercomhttp://en.wikipedia.org/wiki/Hindihttp://en.wikipedia.org/wiki/British_Englishhttp://en.wikipedia.org/wiki/Automatic_teller_machinehttp://en.wikipedia.org/wiki/Restaurantshttp://en.wikipedia.org/wiki/Caf%C3%A9shttp://en.wikipedia.org/wiki/Convenience_storeshttp://en.wikipedia.org/wiki/Trainhttp://en.wikipedia.org/wiki/Ventilation_(architecture)http://en.wikipedia.org/wiki/Air-conditionedhttp://en.wikipedia.org/wiki/Temperaturehttp://en.wikipedia.org/wiki/ROTEMhttp://en.wikipedia.org/wiki/Millimetrehttp://en.wikipedia.org/wiki/Foot_(length)http://en.wikipedia.org/wiki/Inchhttp://en.wikipedia.org/wiki/Broad_gaugehttp://en.wikipedia.org/wiki/Closed-circuit_camerahttp://en.wikipedia.org/wiki/Closed-circuit_camerahttp://en.wikipedia.org/wiki/Policehttp://en.wikipedia.org/wiki/Intercomhttp://en.wikipedia.org/wiki/Hindihttp://en.wikipedia.org/wiki/British_Englishhttp://en.wikipedia.org/wiki/Automatic_teller_machinehttp://en.wikipedia.org/wiki/Restaurantshttp://en.wikipedia.org/wiki/Caf%C3%A9shttp://en.wikipedia.org/wiki/Convenience_stores


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Smart card

Valid for one year from the last time of use, these cards are available in denominations

of Rs.50 to Rs. 800. A 10% discount is given on all travel made on it. [35] A deposit of

Rs.50 needs to be made to buy a new card. [35] These cards are most convenient for

frequent commuters.

RFID Token

These tokens are valid only for a single journey on the day of purchase and the value

depends on the destination. Fares are decided based on the destination station using

the token table. Fares for a single journey range from Rs.6 to Rs.22

Tourist card

These cards can be used for unlimited travels on the Delhi metro network over a short

period of time. There are two kinds of tourist cards - the 1 day and the 3 day. Cost of 1-day card is Rs. 70 and 3-day card is Rs. 200.

First Delhi Metro Coach To Come By Air Arrives From Germany
http://en.wikipedia.org/wiki/Delhi_Metro#cite_note-MetroFaresUpdated-34%23cite_note-MetroFaresUpdated-34http://en.wikipedia.org/wiki/Delhi_Metro#cite_note-MetroFaresUpdated-34%23cite_note-MetroFaresUpdated-34http://en.wikipedia.org/wiki/RFIDhttp://en.wikipedia.org/wiki/File:Delhi_metro_token.jpghttp://en.wikipedia.org/wiki/File:Delhi_metro_smart_card.jpghttp://en.wikipedia.org/wiki/Delhi_Metro#cite_note-MetroFaresUpdated-34%23cite_note-MetroFaresUpdated-34http://en.wikipedia.org/wiki/Delhi_Metro#cite_note-MetroFaresUpdated-34%23cite_note-MetroFaresUpdated-34http://en.wikipedia.org/wiki/RFID


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The first Metro coach to be brought to India by air arrived at the Indira Gandhi

International Airport on 26 th February 2009 from Germany.

The coach was brought by a colossal AN - 24 aircraft from Germany and landed at

about 5:00 p.m. today. It was received by Dr. E. Sreedharan, MD, DMRC and other

DMRC Directors.

For the first time, Metro coaches were brought to India by aircraft by Delhi Metro Rail

Corporation. The coach was brought by the colossal Antonov AN - 124 aircraft from

Parchim Airport, Germany.

This was the first of eight Metro coaches, i.e., two trains, which are to be airlifted toDelhi by April 2009. All of them are broad gauge coaches manufactured in Goerlitz,

Germany. The trains are being airlifted so that they can be commissioned as quickly as

possible to ease travel conditions on the Metro which recorded a 30% increase of

ridership in the last one year. The trains are likely to be commissioned by June 2009 on

Line - 2 (Central Secretariat - Jahangirpuri) by June 2009.

Once all 4 coaches of a train arrive at the depot, they are first integrated into trainformation. The train then undergoes tests for technical parameters inside the depot

before tests on the mainline for load, braking, etc.


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Special Features in New Metro Trains

The Delhi Metro Rail Corporation (DMRC), which has ordered 131 new trains in view of

the increased rush on the Metro system in Delhi, will provide passengers with power

connections inside the coaches so that they can use their laptops and charge their

mobiles while they are traveling in the Metro. Every new Metro coach of Phase II

will have power supply points for this purpose.

The Metro coaches in Phase - II will also have reduced noise levels inside the trains as

the DMRC is making major design changes to reduce the noise levels by use of special

sound absorbing cushions in the walls of the Metro coaches and more buffing on the

Metro doors which will be better sealed by reducing the door gaps to ensure that lesssound from outside enters the trains thus enabling the passengers to travel in a better

ambience. The noise level in the underground coaches has been reduced by 8

decibels(db) as in Phase-I the internal noise levels was around 92 db which will now be

only 84 db in Phase-II. In addition, a new type of compressor called Scroll Compressor

System will be used in the air conditioners of the Phase-II coaches which will be sealed

and is more compact and this will reduce noise level in the coaches further.

The Phase-II Metro coaches will also provide a much better level of passenger comfort

as for the first time there will be Humidity control as Humidity Sensors will activate the

newly planned heating system of the air conditioner which will eliminate humidity inside

the coaches. The temperature will be maintained at 25 degree Celsius and relative

humidity will be maintained at 60 % during the summer and monsoon months (in Phase

- I trains, there was only temperature control).

With the start of Phase-II the Delhi Metro will start travelling very far distances coveringaround 50 kms in some destinations such as Dwarka-Noida, Gugaon-Jahangirpuri, etc.

To avoid confusion for the passengers who will travel on these lines, there will be new

destination sign boards in LED on one window of the side wall of each coach so that

passengers can view the terminal stations while standing on the platform as some


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Solution for crowd management at busy metro station

The advent of Delhi metro rail for the people of Delhi really came as a pleasant

achievements after two decades of waiting. When the three lines currently operating in

Delhi were inaugurated one by one, crowd of people rushed to joyfully attend the

inaugurations and many enjoyed traveling with VIPs like Delhis chief minister and other

on such occasions.

But people soon realized that the number of travelers in the Delhi metro is much larger

than what the Delhi metro can actually accommodate. However a very miserable

situation arises at stations like Rajiv chowk, especially when there is some occasion like

the International Trade fair at Pragati maidan, Which is the third station from Rajiv

chowk on line-3 (Blue line), the Dwarka- Indraprastha track. The same uncontrollable

situation is noticed at other important station like Kashmiri gate, Chandini chowk and

New Delhi in the fully underground yellow line from central Secretariat to

Vishwavidyalaya. These station may rightly be put in some special category where

thousand of passenger can be seen de-boarding the train everyday.

When the trains stop at any of these special category stations, the passengers de-

boarding experience an uncontrollable attack by the incoming passengers and there is astampede like situation which even security personnel can not possibly check. The

forcible entry and exit of passenger pushing madly inapposite check. The forcible entry

and exit of passengers pushing madly in opposite directions can lead to any mis

happening like injuries to passenger or toppling down of old men, women or children.

The women especially experience horrible moment at such times with their honour at

stake as eve teasers can tease them easily and make them feel helpless till they come

out of the crowdie mess.

The trains are virtually risky missing a stampede narrowly almost everyday during the

office hours. Young office going girls somehow exist uncomfortably standing erect in a

painstakingly. But the metro train has become so indispensable for the people of the

capital that they wait with satisfaction for the further appearance of tracks in areas like


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Nehru place and CGO complex. Here tens of thousand people might be waiting for the

facility to reach them to make their journey to offices and back much faster compared to

the horrendous bus journey with repeated traffic jams at red light and other places.

It is however equally natural for the Delhiites to emagine Rajiv chowk like situations at

these special category areas like the Nehru place or CGO complex. One therefore

thinks what be done after all to check well in advance such trouble some situations

mentioned above.

In order to think of a solution, one just needs to travel by local trains from the Navi

Mumbai station of Mumbai, and observe the platform on either side of the train. A

passenger could get down as well as enter from either of the two opposite doors and

even at the entry point of the platform the crowds are halved as people make exits and

entries from both the platform.

How ever imitating such a system of platform on either side might not prove as simple in

the case of the Delhi metro rail of which people of Delhi joyfully exclaim Delhi Metro

Mera Metro but just imagine the CGO complex station with a platform on both side and

when the train reaches this station the doors open simultaneously and insiders as well

as outsiders apply immeasurable force to make their ways out or in.

The reduction of the trouble as compared to single door may not be notable.

Is it then possible that one of the platforms is for entry and the other is for exit?

But then people entering together may push the exiting people in a very troublesome

way and the outgoing people may feel unduly pushed out. The solution to such a

problem comes from the famous quotation of swami Vivekananda-When one door

closes, another opens. If therefore the doors for exit open for one minute and all the

outgoing passengers successfully exit and the doors for entries may open only after the

closure of exit doors for the boarding passengers to enter.


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Never theless for this purpose each special category station will need to have total three

platform and the two tracks for opposite directions alternately constructed between the

three platforms. I hope such an arrangement if planned may solve the problem of

cowded stations and give some relief from the eve teasers and pick pockets.


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Market analysis from the point of customer benefit

We take the sample of 83 people. From where we get the customer view about Delhimetro. It is a market survey, which we did at metro stations and market.

Q 1 . Do you travel in Delhi metro?

(A) Yes 99%(B) No 1%

People travel in D MR

99%

1%


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Q 2. Are you frequently user of DMRC ( Delhi Metro Rail Corporation LTD)?

(A) Yes 56%(B) No 44%

Frequently user of DMRC

56%

44%


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Q 3. How many times you travel in a day?

(A) Once 34%

(B) Twice 37%(C) Thrice 11%(D) More than thrice 10%(E) None of these 8%

No of travel time in a day

34%

37%

11%

10%

8%


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Q 4. Do you use metro on daily basis?

(A) Occasionally 63%

(B) Regularly 37%

use of DMRC

63%

37%


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Q 5. Do you find its fare costly?

(A) Yes 38%(B) No 62%

Fare is costly

62%

38%


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Q 6. Do you feel Delhi metro helps to solve the transportation problem?

(A) Yes 99%

(B) No 1%

Helps in transportation problem

99%

1%


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Q 7. Do you feel DMRC has reduced traffic in Delhi?

(A) Yes 82%(B) No 18%

Metro reduced the traffic problem

82%

18%


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Q 8. Do you feel that Metro helps to solve the pollution problem?

(A) Yes 95%

(B) No 5%

Splve the pollution problem

95%

5%


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Q 9. Would you like to see Metro network in NCR region also?

(A) Yes 99%

(B) No 1%

Should metro in NCR region

99%

1%


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Q 10. Do you feel Delhi Metro should work 24x7 ?

(A) Yes 89%

(B) No 11%

Should metro work 24*7

89%

11%


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Q 11. Are you satisfied with the service of DMRC?

(A) Yes 93%

(B) No 7%

satisfy with DMRC

93%

7%


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Disadvantages: The biggest disadvantage of metro in Delhi is the land which isused for the train cannot be used later; land utilization being one of the mostserious problems in the country needs to be given a more sincere thought.

Limitations: Metro networking Timing of metro Costly services


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Conclusions:I would like to conclude by saying that Delhi metro is very useful to

us because it not only reduces Transportation problem but also pollution. Overallthe level of satisfaction among the passengers of DMRC is very high.


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Bibliography

www.google.comwww.delhimetrorail.comwww.wikipedia.com

www.business-stantards.comwww.merinews.comwww.ncpedp.orgEconomic timesTimes of India News paper and magazineThe Hindu
http://www.google.com/http://www.delhimetrorail.com/http://www.wikipedia.com/http://www.business-stantards.com/http://www.merinews.com/http://www.ncpedp.org/http://www.google.com/http://www.delhimetrorail.com/http://www.wikipedia.com/http://www.business-stantards.com/http://www.merinews.com/http://www.ncpedp.org/


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Annexure

Name: Sex :Age: Contact No.:

Q (1) Do you travel in Delhi metro?

(A)Yes(B)No

Q(2) Are you frequently user of DMRC ( Delhi Metro Rail Corporation LTD)?

(A) Yes(B) No

Q (3) How many times you travel in a day ?

(A) Once(B) Twice(C) Thrice(D) More than thrice

Q (4) Do you use metro?

(A) Occasionally(B) Regularly

Q (5) Do you find its fare costly?

(A) Yes(B) No

Q (6) Do you feel Delhi metro helps to solve the transportation problem?

(A) Yes(B) No

Q (7) Do you feel safe as you have seen accidents occurred in the last few months inDMRC?

(A) Yes(B) No


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Q(8) Do you feel DMRC has reduced traffic in Delhi?

(A) Yes

(B) No

Q(9) Do you feel that Metro helps to solve the pollution problem?

(A) Yes(B) No

Q (10) Would you like to see Metro network in NCR region also?

(A) Yes

(B) NoQ(11) Do you feel Delhi Metro should work 24x7 ?

(A) Yes(B) No

Q (12) Are you satisfied with the service of DMRC?

(A) Yes(B) No

## Any advice you want to give to improve the facility of DMRC

*

...


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Project on Delhi Metro

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Transcript of Project on Delhi Metro