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.

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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.

Delhi Metro’s 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

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. Construction
work 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 Metro

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Project 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 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 to the 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 changes to the alignment of study group, it recommended for pilot project

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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.

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), property development 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.

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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 cost

1. Equity contribution from GOI & GNCTD 15% each
2. 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 1995

prices) 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 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
country’s goods and population move by roads. A lot needs to be done to lay new

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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 all
mail 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
country will 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 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

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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 country’s 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
have easy 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 have
been 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.

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
DMRC’s 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.

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He said DMRC’s 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 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 Plan

The 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

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implemented primarily to solve traffic problems of Delhi as first of all conceived in
Delhi Master Plan in 1960.
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
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

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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
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

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

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

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