You are on page 1of 20

Delhi Metro- The commuters dream

Abstract The key secret for successful project execution is to ensure that the project gets completed within the budget and the time specified. Time is money and the movement the project gets delayed, the cost of the projects also shoots up due to inflation. So it is always necessary to take quick decision making process in the organization. The problems which an infrastructure project encounters during the construction phase include the difficulty in land acquisition, permission required for tree cutting and appropriate and timely funding. Moreover it is necessary to have technically competent team in position to tackle complex engineering problems which encountered during the project execution. The success and the challenges faced by Delhi Metro will discussed in the following case

Keywords: Budget, Project management, Land acquisition, Funding, Competent team

Introduction The Delhi Metro Rail Corporation has constructed one of the most modern metro Rail system in the capital city of Delhi covering around 190 kilometers that to in only 12 years of time. The construction of first phase began on the 1st October 1998. The first section was functional between Shahdara and Tis Hazari of 8.3 kilometers and was inaugurated on 24th December2002. Ever since then the DMRC keep on extending the existing line and opening of new sections every six months till the network was spread to 190 kilometers in 2011. In a country where many projects especially in government sector, are delayed by cost and time overrun, the DMRC completed the phase-I two years and nine months ahead of schedule and phase-II was done in a record time of four and a half year to meet the commonwealth games deadline. With 2 million people hitching a ride every day, Delhi Metro Rail has become a new way of life. Delhi Metro has also made Delhiites punctual. A Metro commuter does not need to worry about uncertain traffic conditions in the city. He can plan his journey and reach for a meeting on time As the Delhi Metro covers more ground, more and more people have shifted to this mode of transport. Some 200 trains cover 70,000 km everyday on 190-km-long Metro corridors in Delhi. And the number of daily passengers has increased from 45,000 in 2003 to 2 million today. In other words, the number of users of the Delhi Metro daily is comparable to the entire population of Slovenia or half of that of Ireland. The numbers can only increase once another 140 km in new lines are added by 2016. According to a report by the Central Road Research Institute (CRRI), as many as 1.2 lakh vehicles are off the road every day because of the Metro. Roughly 523 crore is saved annually

in fuel costs whereas the cost in terms of time of passengers saved per year works out to a whopping 2,978 crore, according to the study. Passengers in a survey have rated Delhi Metro as the most comfortable mode of commuting in the city. The Delhi Metro Rail Corporation was rated highest in terms of comfort with customers giving it 7.42 out of 10 points, followed by its customer care service, which was rated as 7.38. Information dissemination, with a score of 7.30, came third. Presently, the ridership of the Delhi Metro has reached above 23 lakh.

Background: The Making of Delhi Metro The history of Delhi metro planning was started in 1970 when Central Road Research institute (CRRI) undertook the exhaustive study on Traffic and Travel characteristics of Delhi. The CRRI after examining recommended a mass Rapid Transport system for Delhi. Later the Metropolitan Transport system (MTT) and the Ministry of Railways reviewed the study and provided some more recommendations. They finally prepared a plan to construct the system. The system was of 36 kilometers of underground corridors aligned on two axes namely North-South and East-west corridors. The other was of 96 Kilometers of surface corridors. The CRRI study on Delhi travel stood until 1981 after that the transport projection was assigned to Town and Country Planning Organization who planned to construct a 58 kilometer underground and 195 kilometer surface corridor. The plan was also prepared by Delhi Development Authority for MPD-2001 Delhi in 1984 which suggested a modal transport system of 200 kilometers of a Light Rail Transit System, 10 Kilometers of Tramway, an extension to the surface rail system and an extensive road network. A study group was appointed by ministry of Railways, Government of India to praise the alignment of east west corridor. The government appointed the task force for assembling the choice of exact construction technology. The government enterprise RITES works on Railway engineering projects prepared a report suggesting an Integrating Multi Modal Mass Transport System which comprised of the Rail corridors, Metro Corridors and the bus service. The Delhi Metro Rail Corporation Limited was registered in 1995. The DMRC got registered under the Companies Act, 1956. It has equal participation of Government of Delhi and Government of India.

Need of Metro The population of Delhi has increased many folds over last few decades. The population of Delhi was 57 lakhs in 1981, to 162 lakhs in 2006 and 190 lakhs in 2011. Moreover the motor vehicles are also increasing at the rate of 6.21 per annum. All this has resulted in extreme road congestion, traffic jams, fuel wastage and environment problems. Moreover on an average 5 fatal accidents and 13 injuries are been reported in Delhi every day. So there was a clear need to

provide an effective mass transport system which could prevent further deterioration of the situation.
Population Growth 1833- 1,20,000 people 1936- 6,00,000 people 1991- 93,70,000 people and 18,12,967 vehicles 2015- 209,00,000 people

Exhibit 1: Population Growth Sorce: United Nation Population division ,World Urbanization prospects

Objective of Delhi Metro To provide a safe, reliable, comfortable, low cost and environment friendly mass transport system for the city of Delhi. It aims to operate on sound commercial lines obviating the need for government support. Key features of the project Today Delhi Metro has completed 65 kilometers of Phase-I and 121 kilometers of phaseII. The aim of DMRC is to cover the entire city with metro rail by 2021 and provide the world class services to commuters with a safe, reliable, comfort, punctual and affordable mode of transport. The Delhi metro guarantees that metro construction will not give any inconvenience or endanger public life nor lead to environmental degradation. The construction phases The construction of first phase of Delhi Metro was during 1995-96 to 2004-05 and second from 2005-06 to 2010-11. In 2004 the cost of construction was estimated for both of the phases to be 64,060 and 80,260 million. Phase-III and Phase- IV are planned to cover the rest

of the Delhi and neighboring states. New areas will be added to Delhi Metro map by 2015 and people will have access to MRTS network The DMRC started with two rooms in the ministry of Urban Development where Mr. Gupta, Mr. Pahujha and Mrs. Rajwade sat in Rail Bhavan with Dr. Shreedharan and Mr. Unny. Dr. Shreedharan was officially the Managing Director, DMRC on 4th November 1997 The first challenge faced by DMRC was in finding the Right persons to build the project. The people were taken from the Railways but many of them didnt have exposure to modern Metro Rail system. Two teams were formed of 20 Engineers each covering diverse discipline like civil engineering, electrical engineering, signaling and telecommunication engineering. These teams were sent to worldwide tours covering 7-8 countries to get exposure of Metro technology internationally. These tours were different from normal tours undertaken by the government officials because the officials had very tight schedules and at times they had just 7-8 hours in one country before they move to the next destination for the meeting with foreign Metro Rail officials. The Managing Director who had 40 years of service experience realized the need and importance in crucial areas namely- Public Relations and Legal Branch. Dr Shreedharan wanted the best officials for these jobs as these areas could become stumbling blocks in the progress of the project. Dr Shreedharan gave open advertisement to create heads of these departments who could further built up there teams The DMRC management made Dozens of presentations in front of the Government for the modifications in the original project sanctioned initially. The way the original project was sanctioned initially would have let to failure of the project since it would have low ridership as the routes were not along the populated areas. The first modification in the route was approved in August 2000 in which alignment of Line 1 of phase I was altered to include populated 15 kms stretch from Inderlok to Rithala. The corridor alteration was carried out to benefit innumerable Homes, offices and industrial unit of Northwest Delhi. Another initiative of DMRC was to provide an extra level below the existing Rajiv Chowk metro station through the line below the Dwarka line had not been sanctioned. The DMRC dug deeper without the approval without the approval as it would not have been possible

to that later. These king of tough decision which involved money were taken by DMRC even though there was a risk if the approval was not granted by the government. The DMRC begin its work the detailed survey took place, tenders were awarded and proceedings for land acquisition began. The permission for cutting down the trees was applied also utilities were identified like water lines, sewer lines, telephone cables and electric lines which would need to be moved before the Metro construction could be taken up as DMRC did not want to disturb the life of local people in those areas. The DMRC knew that these disruptions could generate negative feeling about the Delhi Metro project as it happened with Kolkata Metro.

DMRC Phase 1-

Line

Length (Kms)

Number Stations 18

of

Line No.1- Shahdara-Tri Nagar-Rithala

22.06

Line No.2- Vishwa Vidyalaya-Central Secretariat

10.84

10

Line No.3- Indraprastha-Barakhamba Road-Dwarka 32.10 Sub City Total Exhibit 2: DMRC phase I Source: http://articles.timesofindia.indiatimes.com 65.00

31

59

DMRC Phase 2-

Line Shahdara Dilshad Garden

Length(Kms) Number of Stations 3.09 3

Indraprastha Noida Sector 32 City Centre 15.07 Yamuna Bank Anand Vihar ISBT Vishwavidyalaya Jahangir Puri Inderlok Kirti Nagar Mundka Central Secretariat HUDA City Centre

11

6.17

6.36

18.46

15

27.45

19

Dwarka Sector 9 to Dwarka Sector 21

2.76

Airport Express Line Anand Vihar KB Vaishali Central Secretariat Badarpur

22.70

2.57

20.04

15

Total

124.63

83

Exhibit 3: DMRC phase II Source: http://articles.timesofindia.indiatimes.com

DMRC Phase 3-

Line Yamuna Vihar Mukundpur

Length(Kms) Number of Major Stations 56 5

Kalindi Kunj - Janakpuri (w)

33

Central Secretariat - Kashmere Gate 9.7 Jehangirpuri Badli

5.4

Total Exhibit 4: DMRC phase III

104.1

Source: http://articles.timesofindia.indiatimes.com

Finalizing the Gauge One of the most crucial decisions taken by the DMRC was to use the broad gauge or the standard gauge for the Delhi metro. All over the world almost 90% of the metro networks used standard gauge as it provided better speed, maneuverability and safety and allows for sharper turns on the tracks but he ministry of Railways was in favor of broad gauge as they felt it would facilitate inter-connectivity of rolling stock between the Rail and Metro network and keeping the uni-gauge policy in INDIA. The DMRC did not agree with the inter running of trains between the metro and railways. Finally after One and a half year of discussion the final decision was taken to use the broad gauge. Over time Dr shreedharan was able to persuade the ministry of Railways to use the standard gauge and the entire phase-III is being planned on standard gauge. Due to the use of different gauge, the interchangeability of stock within two phases remains a problem.

Technology The Delhi metro had an option for an old and conventional metro system or go for latest features from the new metro such as Singapore and Hong Kong. The DMRC took the decision to adopt extremely modern air conditioned rolling stock of Automatic Train Protection and Automatic Train operations system. Terrestrial Trunk Radio (TETRA) was adopted to ensure trouble free communication and DMRC became the first metro to adopt 25 kV rigid Overhead electrical (OHE) system for the underground Metro. A paperless ticketless system was adopted which being the most advanced since they were the first metro to have contactless tokens for the ingle journeys. Moreover it was decided that the Delhi Metro should run on advanced ballast less tracks which minimizes the need of track maintenance also long welded rails ensures that tracks joints are minimized and thus provides the passengers with riding comfort and reduced noise levels. AFC Systems AFC stands for Automatic Fare Collection System. These systems are meant for automated computation of fare of passengers. They are based on contact less technology. The system consists of semiautomatic ticket office machines, automatic entry-exit Gates, ticket vending

machines, Station Computer and Central Server. A passenger comes in unpaid concourse to purchase ticket for the desired station. Token is issued to him/her with Zone, date, time, tom no. and station ID marked on it

The Financial needs The DMRC had requested for the government for import and excise duty concessions for the equipment and rolling stock imported by the organization, but neither of them provided any tax exemption to it during the initial stages of the project. However once the train was ready to be launched ahead of time the government of India was convinced with the DMRC so the government agreed to Grant the Delhi metro exercise and duty concessions amounting to Rs 14.0 billion in 2002 also the Government of Delhi waved the sales tax worth Rs 3.93 billion. Both of the government also provided with several other concessions as the project progressed.

Underground issues The 13.17 kilometers of phase I was built underground. While digging around the Nayi Sadak area the construction contractors used the tunnel Boaring methord(TBM) but ht e digging had several delays as the cutter head of the machine could not cut through the rocks and broke. The DMRC extended the deadline for them and asked them to bring more machines but the process still remain limited due to the abrasive nature of rocks in that area. Finally the contactors switched to New Austrian tunneling Method from the opposite end in order to complete the tunneling in the appropriate time.

Difficulty in getting land The persons who were affected from the proposed metro routes protested against some of the planned routes and demanded realignment. One of the controversial areas was the Kashmere gate as they were not happy that they had to Relocate there office so the meeting was held with the chief minister, she supported the DMRC and did everything in her power to support the inconvenienced. The DMRC had to deal with number of such alignment issues. They used the same approach in dealing with land acquisition issues. The DMRC met personally with the land owners and ensured that the land is handed over to them without too many problems.

The legal Framework As DMRC was ready for the operations they felt the need of the legal cover for the project. So an ordinance was promulgated two months before the inauguration and subsequently the Delhi metro operations and maintenance act was passed in next session of the parliament. This act listed the powers of metro administration and provided various other things of fare fixation committee and appointment of a commissioner of Metro Railway safety. The fare fixation committee ensured that fares would be fixed on realistic lines as the committee was headed by the high court judge.

Professional Competency The engineer working at DMRC is expected to be fully qualified for his job with enough experience in the field to undertake the job allocated to him. In some cases where training is required the DMRC sends them to special training programs which includes visit to international railway system such as Singapore, Hong Kong, Japan etc to increase their professional exposure to work culture and techniques adopted by foreign engineers DMRC Training Institute in Shastri Park, Delhi is used for training staff and executives of metro rail operators in India. This institute provides 'simulator' training in which motormen learn how to drive trains in modes such as the Automatic Train. Its training also includes Siemens signaling system and station operation and management, among other aspects. It is the only metro rail training institute in South Asia. DMRC has trained 300 staff from Namma Metro, Kochi Metro, Chennai Metro, Rapid Metro Gurgaon and Jaipur Metro. DMRC in partnership with Indian Institute of Technology Delhi is offering a one-year postgraduate diploma in metro technology. The course will produce 25 executives a year to staff metros across India. Indian Institute of Technology Madras also offers a similar course.

DMRC - Target Oriented DMRC always had the intention to complete the work well before time so while the government gave 10 years to DMRC to build phase-I, DMRC completed it in 7 years and 3 months. The DMRC sets its internal target for all of its lines which were monitored very carefully all the times. The DMRC watched through the reverse countdown tract which was used to show the number of days left for the completion of each line. DMRC believed that time saved is money saved and calculated that for every day the project gets delayed the DMRC would cost the DMRC 2.3 crores in phase I and extra per day in inflation cost and loss of operational revenue. 4.3 Crores

Finance Department of DMRC The financial department in DMRC had played a very important role in the success of DMRC. They wre considered a part of executives. The finance officers attended all the meetings so they were fully briefed about the developments and requirements of the company so the time was not wasted in unnecessary cross notings on the files The finance department ensured the timely payments to the contractors. The movement the contractors bill was received it was released in three to four days. In case of disputes, only the disputed amount was held and the rest was released. Also it was ensured that the disputes are settled in a weak time and the disputed amount is also released. Funding The capital cost of Phases I and II has been estimated to be 14,430 crore at 2004 prices. However, more recent estimates have placed the cost of construction at 200 crore per kilometer. Thirty percent of the total investment for Phases I and II has been raised through equity capital with the Government of India (GoI) and Government of Delhi contributing equal shares, and approximately another 60 percent has been raised as either long-term or subordinate debt, through soft loans from the Japan Bank for International Cooperation. The rest of the investment is proposed to be recovered from internal revenues through operations and property development. The Metro also received 1,914.3 crore as grant-in-aid from various agencies for the financial year ending March 2009. As of August 7, 2010, Delhi Metro has paid back an amount of 567.63 crore, which includes loan amount for Phase I and interest amounts for

Phases I and II, to the Japan International Cooperation Agency (JICA). Delhi Metro's implementation of Phase-I, which connected 65 km in the national capital, has been rated as "excellent" by the project's funding agency, the Japan International Cooperation Agency (JICA)

Completion of Phase-I
JICA LOAN 5 14 7 GOI EQUITY 60 GNCTD EQUITY INTEREST FREE debt towards land cost PROPERTY DEVELOPMENT

14

Exhibit 5: Completion of Phase-I Source: Book by Anuj Dayal

Completion of Phase-II
0.72 2.01 6.67 20.72 49.16 JICA LOAN GOI EQUITY GNCTD EQUITY INTEREST FREE debt towards land cost PROPERTY DEVELOPMENT GRANT

20.72

Exhibit 5: Completion of Phase-II Source: Book by Anuj Dayal

Role of legal department The metro recognized the need of a very strong legal department to be able to execute the project on time. So the DMRC from the beginning had set up a full-fledged legal department that would handle the cases of land acquisition, property taxation, exercise and custom duties, labor laws, personal matters, contractual disputes, arbitration etc. All these disputes needed to be very well defended legally at all stages from the lower court to the Supreme Court. The legal department was treated as a frontline department and all the other departments provided full cooperation by giving them complete facts and figures whenever needed. DMRC was thus able to get quick response and fast decisions from the judiciary by constantly monitoring and arguing cases properly in courts

Revenue and profits In 2007, the Delhi Metro claimed to be one of only five metro systems in the world that operated at a profit without government subsidies. This was enabled by keeping maintenance costs to a minimum and harnessing additional revenue from advertisements and property development, apart from ticket sales. The Metro also generates revenue by leasing out its trains and stations for film shoots. Due to its increasing association with Delhi as an image of the city's everyday life, it has been a popular filming location for production houses, and several films and advertisements have been shot on board. Producers have to pay as much as 1 lakh for every hour of filming, besides a security deposit and insurance. For the financial year ended March 2008, the Metro reported operating revenues of crore and a profit before tax of 19.98 crore which rose to 723.77 crore and 305.27

90.43 crore

respectively for the financial year ended March 2009. For the financial year ended March 2011, DMRC reported operating revenues of 1,608 crore, a loss before tax of 13 crore, and EBITDA (operating income before interest and depreciation) of 768 crore (US$139 million). Property development (advertising and retail) contributed almost 98 crore to the revenue. Ticket sales fetched 938 crore, with the remainder coming from

consultancy for other Metro projects in the country and miscellaneous sources. DMRC made an

operating profit of

0.48 per traveller. In the same period, "core" revenues were

939 crore and

EBITDA 489 crore , with the remainder coming from external projects (e.g. Jaipur Metro), real estate and consultancy

Current routes The whole of Phase-I and Phase-II are complete, with the network comprising six lines with 142 metro stations and a total length of 189.7 km (117.9 mi) First operational December 24, 2002 December 20, 2004 December Blue Line 31, 2005 January 2010 Green Line Violet Line Airport Express August 2011 October 2010 February 23, 2011 27, 2 3.32 Kirti Nagar Central Secretariat New Delhi Ashok Park Main Badarpur Dwarka Sector 21 29 trains[28] 8 trains Last Extension June 2008 September 3, 2010 October 30, 2010 7, July 2011 14, 4, Length (km)[ 25.15 Rolling stock Rithala HUDA 34 44.65 Jahangirpuri City Centre 44 49.93 Noida Centre Yamuna Bank Inderlok City Dwarka Sector 21 Vaishali Mundka 15 trains[27] 59 trains[7] 23 trains[26] 45 trains[6]

Line

Stations]

Terminals Dilshad Garden

Red Line

21

Yellow Line

8 15

8.75 18.46

April 3, 2010

3, January 14, 2011

15

20.04

22.70

Exhibit 6: Phase I and Phase II Source: http://www.absoluteastronomy.com/topics/Delhi_Metro

Phase III Out of 2 new lines and 10 route extensions proposed for Phase III, cabinet approvals have been obtained for 2 new lines and 5 line extensions totalling 140 km, with an estimated cost of 350 billion (US$5.6 billion). Construction has already begun on many of these, and by mid-2012, tenders of all approved lines will be awarded. These approved lines are: Length (km) No. Terminals interchanges planned Jahangirpuri Central Secretariat Badli 0 of

Line

Stations

Yellow Line extension

4.48

7 Violet Line 11 Blue Line branch Green Line Inner Ring Road Line (Line 7)[70] Outer Ring Road Line (Line 8) Total
Exhibit 7: Phase III

9.36

Kashmere Gate YMCA Faridabad Najafgarh Bahadurgarh Shiv Vihar chowk,

13.875 Badarpur 5.5 Dwarka

0 1 0 10

4 6 37

11.182 Mundka 58.40 Mukundpur

26 92

37.25 140.047

Janakpuri West Botanical Garden

4 17

Source: http://www.absoluteastronomy.com/topics/Delhi_Metro

Other than these approved lines, there are several other proposed lines which are awaiting approval for inclusion in Phase III. These line extensions are:

Line

Stations

Length (km)

No. Terminals interchanges planned Noida Centre Dwarka Sector 21 Dilshad Garden Rithala City Noida Sector 62 0

of

Blue Line branch Airport Express Red Line Red Line Total
Exhibit 8: Phase III

11.63

IFFCO Chowk New Bus Stand,

6 6

9.6 12 39.23

Ghaziabad Bawana

0 0 1

Source: http://www.absoluteastronomy.com/topics/Delhi_Metro

Phase III will have 28 underground stations covering 41 km. More than 20 tunnel boring machines are expected to be simultaneously used during construction of Phase III. Delhi Metro is expecting a ridership of 4 million after completion of Phase III. DMRC has decided to use communication based train control (CBTC) for signalling which will allow trains to run at a short headway of 90 seconds. Keeping this in mind and other constraints, DMRC changed its decision to build 9 car long stations for new lines and instead opting for shorter stations which can accommodate 6 car trains. For the first time Delhi Metro will construct ring lines in Phase III. Till Phase II, Delhi Metro focused on expanding the reach of metro and thus built long radial lines. However, in Phase III, Delhi Metro is aiming to interconnect existing lines by ring lines to improve connectivity. This will not only help in reducing distances but will also relieve radial lines of some congestion. Phase IV Phase IV has a 2021 deadline, and tentatively includes further extensions to Sonia Vihar, Burari, Mukundpur, Reola Khanpur, Palam, Najafgarh, Narela, Ghazipur, Noida sector 62, extensions of

Violet line, Green line, Line 8, having a total length of over 100 km. There might be some changes in plan before actual construction starts on these lines. Apart from these lines in Phases I to IV, plans have been mooted to construct a new line from Noida Sector 62 to Greater Noida which will intersect Indraprastha Noida Sector 32 line. The Ghaziabad Development Authority is planning to extend Delhi Metro lines deeper into Ghaziabad through extension of the Blue Line from Vaishali to Mehrauli via Indirapuram. The independently operated Gurgaon Metro, work on which is going on and has a deadline of 2013, will also interchange with the Delhi Metro at Sikandarpur station on Yellow line

Economic Rate of Return Metro projects are considered to provide high economic rate of return since these projects provide number of social and economic benefits to the citizens as they save time in the travel. They enjoy better health benefits as because of less exposure to poisonous automobile fames and the accidents are less since the metro is safer than the road transport. Some of these benefits were quantified by DMRC with the help of Central Board of research institute.
Benefit in Crore Rupees Annual time cost saved of Metro Passengers Annual fuel cost saved of Metro Passengers Annual Vehicle (capital and operating) cost saved Emission Cost saved Accident cost Annual time cost saved on Road passengers Annual fuel cost saved on road passengers Annual Infrastructure Maintenance cost Total cost of all the benefits Year2011 2978.08 523.81 758.70 80.92 27.70 197.57 23.87 314.88 4905.54

Exhibit 9: Economic Rate of Return Source: book by Anuj Dayal

The Delhi Metro has helped remove 1.5 lakh vehicles daily from the roads of delhi and has played a role in preventing more than two lakhs tones of emissions of harmful gases. If the social and economic benefit are quantified, then the value of accrued benefits of phase-I will become 10,801.64 crores by the end of March 2012, while the cost of construction of phase-I was 10,571 crores.

Security Measures Security guards and controllers are stationed at problems from occurring and to ensure that commuters follow the code of conduct. They are authorized to penalize commuters that violate Delhi metro rules and regulations. Thus far, 3000 violators have been fined for offences such as spitting, squatting, fighting and destroying metro property. DMRC has made the following provisions to ensure the safety of its passengers: Increased the number of dog squads (inside the metro) Strengthened the bomb disposal Increased the supply of bomb blankets Additional door frame metal detectors on the Metro system Procurement of power search lights called dragon lights and TETRA radio sets Baggage scanners for automatic scanning of luggage Installed 3000 lose circuit TV (CCTV) cameras at the stations

Questions Q1. Do you think making the metro completely underground would have been the better idea? Q2. Is it right to opt private land for public use by the government? Q3. Should metro be operational in Night? Give reasons to support your answer Q4. The DMRC did not agree to the interconnectivity of the Metro and the Railways. Was the decision correct? Give your views Q5. What further measures the DMRC can take to improve the security in Delhi Metro?

References Shukla, A. (2004). Planning and management of effective urban transportation systems. Sreedharan, E. (2003). Metro rail2500less buses on roads! http://www.indiainfoline.com Sreedharan E. (2001). Delhi Metro rail: An inescapable necessity. Hindustan Times. Singh, Y. P. (2002). Performance of the Kolkata Metro Railway: A case study. CODATU X The Need - Delhi MRTS project, http://delhigovt.nic.in/dmrc.asp Dayal, (2012) 25 management strategies for Delhi Metro

You might also like