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DMRC Project

DMRC Project

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Published by: paramjeet_singh_pgdm11 on Nov 23, 2010
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(Applied Strategic Management


Project Report on (Delhi Metro Railway Corporation)

Submitted to Prof. Rakesh Gupta IILM-GSM

Submitted by Sagar Bansal Paramjeet Singh Vivek kumar singh Section (A) PGDM (09-11)

1) Introduction 2) Why the need of Delhi metro 3) Features of new Metro trains 4) Routs of Delhi metro 5) Strategy used by DMRC 6) Implementation of strategy 7) Advantage of Delhi metro 8) Macro environment factor of Delhi metro 9) SWOT analysis 10) Issues affecting ³two wheeler´ users for mode shifting 11) Suggestions 12) Conclusion


The Delhi Metro is a rapid transit system serving Delhi, Gurgaon and Noida in the National Capital Region of India. The network consists of six lines with a total length of 156 kilometers (97 mi) with 132 stations of which 31 are underground. It has a combination of elevated, at-grade and underground lines and uses both broad gauge and standard gauge rolling stock. Delhi Metro is being built and operated by the Delhi Metro Rail Corporation Limited (DMRC). As of April 2010, DMRC operates around 130 trains daily between 6:00 and 23:00 running with an interval of 3 to 4.5 minutes between trains. The trains have four coaches but there are plans to shift to six coach trains to increase capacity. The power output is supplied by 25-kilovolt, 50 Hertz alternating current through overhead catenary. The metro has an average daily ridership of 1.5 million commuters, and, as of August 2010, had carried over 1.25 billion commuters since its inception. Planning for the metro started in 1984, when the Delhi Development Authority and the Urban Arts Commission came up with a proposal for developing a multi-modal transport system for the city. The Government of India and the Government of Delhi jointly set up the Delhi Metro Rail Corporation (DMRC) in 1995. Construction started in 1998, and the first section, on the Red Line, opened in 2002, followed by the Yellow Line in 2004, the Blue Line in 2005, its branch line in 2009, the Green and Violet Lines in 2010. Subsequently, these lines have been extended and new lines are under construction in Phase II of the project, including the Delhi Airport Metro Express whose opening has been postponed until November 2010 due to safety concerns.

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Chairman - Shri Navin Kumar Managing Director - Dr. E. Sreedharan Total No. of Directors - 16 Nominee of Govt. of India ± 5


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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.

Our Corporate Culture
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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 ³we 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.

Delhi Metro is a world-class metro. To ensure reliability and safety in train operations, it is equipped with the most modern communication and train control system. It has state-of-art air-conditioned coaches. Ticketing and passenger control are through Automatic Fare Collection System, which is introduced in the country for the first time. Travelling in Delhi Metro is a pleasure with trains ultimately available at three minutes frequency. Entries and exits to metro stations are controlled by flap-doors operated by 'smart-cards' and contact less tokens. For convenience of commuters, adequate numbers of escalators are installed at metro stations.


Why the need for Delhi Metro
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. 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.

New 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 trains so that they can use their laptops and charge their mobiles while they are traveling in the Delhi Metro. Every new Metro coach of Phase ± II will have power supply points for this purpose. The new 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 less sound 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 traveling very far distances covering around 50 kms in some destinations such as Dwarka-Noida, GugaonJahangirpuri, 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 Trains may be terminating at intermediate stations depending upon operational needs. This will be necessary as on the same line different trains may be terminating at different destinations. Phase - II trains will also have Closed Circuit Television Cameras (CCTVs) inside the coaches apart from cameras outside the coaches so that the driver can see the entry and exit of passengers from the train. The driver of the Metro trains will now be able to observe passenger behavior in every part of the train at all times. The Delhi Metro trains in Phase - II are also being designed to travel upto a maximum design speed of 95 kmph as against 90 kmph in Phase - I. The braking system is also better as DMRC will use Wheel Mounted Disc Brakes which will be micro processor controlled. In addition, the train will have energy absorbent couplers which can absorb shock and reduce damage to the car body structure in collisions. Routs of Delhi Metro 1) Red Line The Red Line was the first line of the Metro to be opened and connects Rithala in the west to Dilshad Garden in the east, covering a distance of 25.09 kilometres (15.59 mi). It is partly elevated and partly at grade, and crosses the Yamuna River

between Kashmere Gate and Shastri Park stations. The inauguration of the first stretch between Shahdara and Tis Hazari on December 24, 2002, caused the ticketing system to collapse due to the line being crowded to four times its capacity by citizens eager to have a ride. Subsequent sections were inaugurated from Tis Hazari ± Trinagar (later renamed Inderlok) on October 4, 2003, Inderlok ± Rithala on March 31, 2004, and Shahdara ± Dilshad Garden on June 4, 2008

2) Yellow Line The Yellow Line was the second line of the Metro and was the first underground line to be opened. It runs for 44.36 kilometres (27.56 mi) from north to south and connects Jahangirpuri with HUDA City Centre. The northern and southern parts of the line are elevated, while the central section through some of the most congested parts of Delhi is underground. The first section between Vishwa Vidyalaya and Kashmere Gate opened on December 20, 2004, and the subsequent sections of Kashmere Gate ± Central Secretariat opened on July 3, 2005, and Vishwa Vidyalaya ± Jahangirpuri on February 4, 2009. This line also possesses the country's deepest Metro station at Chawri Bazaar, situated 30 metres (98 ft) below ground level. On 21 June 2010, an additional stretch from Qutub Minar to HUDA City Centre in Gurgaon was opened, initially operating separately from the main line. However, Chhatarpur station on this line opened on August 26, 2010. Due to delay in acquiring the land for constructing the station, it was constructed using pre-fabricated structures in a record time of nine months and is the only station in the Delhi metro network to be made completely of steel. The connecting link between Central Secretariat and Qutub Minar opened on September 3, 2010. Interchanges are available with the Red Line at Kashmere Gate station, and with the Indian Railways network at Delhi and New Delhi railway stations.

3) Blue Line The Blue Line was the third line of the Metro to be opened, and the first to connect areas outside Delhi. Partly overhead and partly underground, it connects Dwarka Sub City in the west with the satellite city of Noida in the east, covering a distance of 47.4 kilometres (29.5 mi). The first section of this line between Dwarka and Barakhamba Road was inaugurated on December 31, 2005, and subsequent sections opened between Dwarka ± Dwarka Sector 9 on April 1, 2006,

Barakhamba Road ± Indraprastha on November 11, 2006, Indraprastha ± Yamuna Bank on May 10, 2009, Yamuna Bank ± Noida City Centre on November 12, 2009, and Dwarka Sector 9 - Dwarka Sector 21 on October 30, 2010. This line crosses the Yamuna River between Indraprastha and Yamuna Bank stations, and has India's first extradosed bridge across the Northern Railways mainlines near Pragati Maidan. A branch of the Blue line, inaugurated on January 8, 2010, takes off from Yamuna Bank station and runs for 6.25 kilometres (3.88 mi) up to Anand Vihar in east Delhi. A small stretch of 2.76 kilometres (1.71 mi) from Dwarka Sector 9 to Dwarka Sector 21 was inaugurated on October 30, 2010. Interchanges are available with the Yellow Line at Rajiv Chowk station, and with the Indian Railways network at the Anand Vihar Railway Terminal.

4) Green Line Opened in 2010, the Green Line was the first standard-gauge corridor of the Delhi Metro. The fully elevated line connects Mundka with Inderlok, running for 15.1 kilometres (9.4 mi) mostly along Rohtak Road. An interchange with the Red line is available at Inderlok station via an integrated concourse. This line also has the country's first standard-gauge maintenance depot at Mundka.

5) Violet Line The Violet Line is the most recent line of the Metro to be opened, and the second standard-gauge corridor after the Green Line. The 15 km (9.3 mi) long line connects Sarita Vihar to Central Secretariat, with 9 km (5.6 mi) being overhead and the rest underground. It was inaugurated on October 3, 2010, just hours before the inaugural ceremony of the 2010 Commonwealth Games, and connects the Jawaharlal Nehru Stadium which is the venue for the opening and closing ceremonies of the event. Completed in just 41 months, it includes a 100 m (330 ft) long bridge over the Indian Railways mainlines and a 167.5 m (550 ft) long cablestayed bridge across an operational road flyover, and connects several several hospitals, tourist attractions and a major industrial estate along its route. Services are provided at intervals of 2 min 40 sec, the shortest on the network. An interchange with the Yellow Line is available at Central Secretariat through an integrated concourse.


Strategies used by DMRC
1) Financing Strategy DMRC went overseas, tapping the Japan Bank of International Cooperation for loans to cover 60% of the cost. 2) Partnership Strategy- µWent for extensive experience¶ Consulted with Pacific Consultants International from Japan for engineering matters, Korea's Rotem and Japan's Mitsubishi supplied the initial shipment of coaches, France's Alstom designed of the automatic train control system. 3) Pricing Strategy DMRC has kept its fare reasonable with a minimum of Rs 6 and a maximum of Rs 24 and has compensated by increasing the revenue from other sources like advertisements, commercial exploitation of available space and consultancy services. 4) Relationship Strategy- µAssembled the metro carriages in¶ Bangalore and rolled them on Indian Railway¶s track straight to the New Delhi Metro to avoid the conflict with Indian Railways about the kind of track to be used.

5) Advertising Strategy Use of Lenticular vision technology - the picture and the projections are modified to suit the audience speed helping them to view the advertisements clearly.

Customer Oriented Approach 1) Implementation of Smart cards
2) Feeder Bus Service 3) Rent a cycle service in the University campus

4) Ductile pathways and ramps to guide visually challenged people 5) Pre Station alert Emergency Services

Why DMRC is success
The Delhi Metro Rail Corporation (DMRC) is one of the four metros in the world to have operating profits among 135 metros globally. DMRC has been making operating profits ever since it became operational. However, in 2005-06, it earned Rs 448.93 crore, where as its expenditure was Rs 102.41 crore, thus making an operational profit of Rs 346.52 crore," the case study adds. Investment in the Delhi Metro's phase I - ended November 2006 - was Rs 10,571 crore. The second phase, much larger in terms of size, will need much higher investments. The network currently is 65.1 km long and another 121 km will be added with Phase II. By some estimates, the project, when sanctioned eight years ago, was premised on expected passenger traffic of 21,80,000 per day in the third year of operation from December 2002. Today only 5,00,000 commuters use the metro per day. The DMRC website states that estimated number of originating passengers per day in the year 2011 for Phase I and Phase II corridors will be 26,17,000. About 1,100 train trips operate every day with a punctuality of nearly 100 per cent, states the IIM case study. According to DMRC spokesperson Anuj Dayal the metro earns Rs 1 crore daily, of which Rs 65 lakh comes from passenger fare and the rest comes through associated activities like property development, advertisements and displays, consultancy and others. Following DMRC's success, it has been asked to prepare detailed project reports for metro rail transport systems, both in India as well as abroad. Countries that have sought its consultation for their project management include Pakistan, Bangladesh, Indonesia, Sri Lanka, Syria, Ireland and Indonesia.

Advantage of Delhi Metro a) Savings in Foreign Exchange due to reduced Fuel Consumption. b) Savings in time for the passengers.


c) Reduction in Pollution. d) Reduction in road accidents. e) Reduction in capital and operating costs of vehicles. f) Lower maintenance costs for infrastructure. g) Improvement in road traffic conditions.

Features of Delhi Metro
a) Cleanliness b) Infrastructure c) Fare d) Punctuality


Macro Environmental Factors affecting DMRC 1) Legal & Environmental Focuses on continual improvement in our Environment, Health & Safety policies, processes and procedures complying with local and national Environment, Health & Safety Laws. 2) Political factor Full political support from Govt‡ Metro being honour for delhi so government promotes it resulting in automating publicity. 3) Economic factor With increase in purchasing power of middle income group, a better mode of transport is required, Delhi & NCR being National Business hub.

4) Technological factor Switching over to Standard gauge from Meter gauge, so that transfer and up gradation of technology is easy as per global system. Focus on Eco-friendly technology.

Economic Benefits
The Delhi Metro 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,
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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

SWOT Analysis of DMRC
1) Strengtha) Reduced pollution / Eco friendly b) Solved the problem of congestion in the city c) Low cost d) Mass transportation

2) Weaknessa) Delay in some projects b) Breaking if bridges c) Facility not available during night

3) Opportunitiesa) Expansion of network b) Integration with other NCR cities c) Increased frequency d) Increased revenue for govt. by means of advertising

4) Threatsa) Buses, Autos b) Personal vehicles


Issues affecting ³two wheeler´ users for mode shifting
Issue Door to door service Transfer inconvenience No need to follow timings Work/shopping place is very near Bus Metro Remarks. One has to walk up to bus One can reach to the metro Probability of shifting the stop (maximum 500m) station by walk or by cycle mode is rickshaw, auto rickshaw or very low by feeder bus. If destination does not lie in any bus route one has to shift in-between One has to follow the schedule of buses If direct route is not available one has to get transferred in between Transfer type can be different for metro and bus. One has to follow the Metro If more frequencies are schedules provided then it can help to shift the two wheeler users to bus or metro as distance is short probability of shifting from two wheeler to bus or metro is negligible.

Health conscious Public Image More exposed to pollution No exposure to pollution as for health conscious people such the probability of shifting is more. The probability for shifting mode to metro is more than shifting to bus. Young students and working relatively higher image. Professionals would not like to project themselves as someone using a bus.

Suggestions & Future Predictions 1) Should start service during night also 2) Similar projects discussed throughout the country 3) Focus on penetrating other Metro cities

4) Provide a link to other nearby cities 5) Integrated Smart Cards 6) Introduce Luggage Cabin 7) Focus on reducing time and energy to reach the platform from road

1) Delhi metro is overall good for every people. 2) Its helpful to the environment. 3) The fare charge is cheap, so that every people can use the metro for travelling. 4) Time saving is important character the metro. 5) Smart card facility to make the travel cheaper and convenience.


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