A record 25 lakh travel by Metro

The Delhi Metro has registered the highest number of footfalls so far with 25 lakh people travelling by the transport system on Thursday.

“Delhi Metro recorded the highest-ever ridership figure of 25,04,900 on August 8, which surpassed the earlier record set on July 29, when 24,25,897 people travelled by the metro,” said a spokesperson.

On Line 1, Dilshad Garden—Rithala, 3,60,512 people travelled, while 8,87,003 used the Jahangirpuri—HUDA City Centre Line, 9,81,252 passengers travelled on the Dwarka Sector-21—Noida City Centre/Vaishali Line. The footfalls on the Inderlok/Kirti Nagar—Mundka Line and the Central Secretariat—Badarpur Line were 90,669 and 1,85,464 respectively.

“In addition, the ridership of Airport Express link grew from 10,500 to 12,500 on the same day,” the spokesperson said.

To cater to the growing ridership and tackle the problem of overcrowding in trains, the Delhi Metro Rail Corporation has decided to introduce the first ever eight coach train on Lines 3 and 4 by end of this month. Two eight coach trains are currently being tested for commissioning into services and 24 eight coach trains are currently run on Line 2 (Jahangirpuri—HUDA City Centre).

The DMRC spokesperson said 68 trains are being converted to eight coaches.

Delhi Metro recorded the highest- ever ridership figure of 25,04,900 on August 8, which surpassed the earlier record set on July 29, when 24,25,897 people travelled by the metro

Metro spokesperson

Published in: on August 12, 2013 at 4:37 pm  Leave a Comment  

Apples and Oranges: Delhi Metro v/s Mumbai local


    Five types of people you’re likely to meet in the Metro

    Once the Metro doors have shut behind you it’s interesting to indulge in good ol’ people-watching The starers: Their eyes always follow you. Classify them thus: the one who wants your seat, the lecher, the girl checking out your outfit, the classmate from school trying to confirm it’s you before saying ‘Hi’.

    Do: Stare ’em down. Don’t: Hum Himesh Reshammiya songs such as ‘No touching, only seeing’!

    The talkers: You know they’re having a tiff with their partner (you’ve done it too), you know Ankush is the boss’s pet (he’s so chalu!) and you know when Malhotraji will deliver the cartons (kal, Malhotraji, kal)!

    Do: Plug in your earphones Don’t: Scream ‘khamosh’ à la Shatrughan Sinha.

    The separated: The Metro’s compartments for men and women may have separated families/ couples/ friends, but who says you cannot indulge in some cross-border interaction? They constantly check on each other and exchange shopping bags and stray babies.
    Do: Get out of their way Don’t: Say “I’ll tell to the guards!”

    The furtive eaters: They look left, then right, swiftly take out food from their bag and pop it into their mouth. Half-finished lunches, fruits, chips and the occasional momos and pizzas are the standard.

    Do: Smile. They may share. Don’t: Think about the smell.

    The liar-liar-pants-on-fire: They’re still at Central Secretariat, but tell people on the phone they’ve reached Rajiv Chowk. The whole Metro judges them.

    Do: Make them feel ashamed (you know you’ve been there). Don’t: Shout “He’s still at CSec, the sneaky liar!”

    Mumbai: Five types of people you may meet in the Mumbai local

    Tuck in your sari, check if your bag is zipped shut, gird your loins, and squeeze in. Here’s what’s inside:

    The Sleeping Beauties: Once they catch a seat, they drift into their own little wonderland. The object of envy for many people, for while asleep, they’re oblivious to the obvious din around.

    Do: Let them just be. Don’t: Wake the dead from the grave.

    The HangMan: You can’t miss him. He literally ‘hangs’, with most of his body outside the train. They balance themselves adroitly at the door, ushering commuters in and out.

    Do: Announce your destination. Don’t: Complain about the stifling body odour camouflaged with perfume.

    The Bookies: Don’t be surprised if a fellow traveller asks you “Kutthe utrayecha?” (the destination you will alight at). They enter the compartment with the sole objective of ‘booking’ as many seats as possible.

    Do: Pretend to be the Sleeping Beauty (see type 1 above). Don’t: Bequeath your seat to more than one bookie.

    Band, Baaja, Bhajan: They take the freedom to practice and preach the religion of one’s choice to another level. Innumerable groups of bhajan aficionados insist the rest of the co-passengers join them!

    Do: Plug in your earphones. Don’t: Call them noisy.

    The Touch-oholics: Before you get any ideas (you pervert!), these are the ones afflicted with ‘Nomophobia’ (fear of being without a mobile phone). The social media fanatics will be online all through.

    Do: Mind your own business. Don’t: Peep, it’s rude.


Published in: on July 14, 2013 at 4:46 am  Leave a Comment  
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Two women’s coaches on longer trains

Two compartments of each eight-coach Metro train may soon be reserved for women. Demands for more reserved space for women passengers were raised after the December 16 gangrape and murder of a 23-year-old woman on a bus. Even the Delhi government made a similar request to the managing director of the Delhi Metro.

“We received a letter from the chief minister’s office on January 21, asking us to introduce two women’s compartments in eight-coach trains,” Sharat Sharma, director (operations), Delhi Metro Rail Corporation (DMRC), said.

The Delhi Metro will conduct a study to ascertain the number of women commuters on Line Two (Gurgaon-Jahangirpuri) and Line Three (Noida-Dwarka), the two routes on which around 70 eight-coach trains will be introduced by early next year.

“After analysing the rush of women commuters, we may introduce two women’s compartments in eight-coach trains,” said Mangu Singh, managing director, DMRC.

According to sources in the DMRC, two women coaches will be introduced if at least 25% of the commuters on these lines are women.

The Delhi Metro had introduced the first eight-coach train on the busy Gurgaon-Jahangirpuri corridor a month ago and so far increased the number to five.

It will, however, not introduce eight-coach trains on the Dwarka-Noida line in the next eight months.

Earlier, the DMRC had proposed the introduction of eight-coach trains on the two busiest lines by 2012 end in a bid to take on the growing rush of commuters.

Men travelling in coaches reserved for women in Metro trains has become one of the prime areas of concern for the Delhi Metro.

Women coaches in metro trains were introduced in October 2010. In two years, the Delhi Metro had realised a staggering R32 lakh from men travelling in women’s coaches, said officials.


Published in: on January 31, 2013 at 4:19 pm  Leave a Comment  
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A tale of Bangalore and Delhi Metro

The metro network in Bangalore started operations a few months ago. It covers a relatively small stretch of about seven kilometres.

In comparison, the Delhi Metro has been operating its network for almost a decade, and now covers a distance of over 190 kilometres.

Yet, a comparison between the two networks will tell you a lot about the way public transport projects are conceived, executed and operated in India.
And there are obvious lessons for those who intend to embark on similar projects planned for several cities across the country.

The Bangalore Metro network was initially conceived as a public-private partnership in 1993, almost at around the same time as the Delhi Metro idea.

The difference was that while the Bangalore Metro could not make headway on the project for almost a decade, breaking its head over how it could implement the correct concessionaire agreement with the prospective operator, the Delhi Metro stayed away from the PPP model and set up a project in which the Centre and the state government were equal partners.

It began implementing the project from 1995 and, by 2002, trains began running on a short stretch of about five kilometres. That perhaps is the first lesson. How effective is the PPP model in public transport projects?

The Bangalore Metro explored various options and even did the unthinkable by asking the prospective bidders of the project to indicate along with their bids the nature of the concessionaire agreement that they would prefer.

Little did it realise then that the framing of a concessionaire agreement should have preceded the bidding process, so that the bidders made their offers on that basis.

Fortunately, the Bangalore Metro soon recognised the problems with the PPP model, opted for what the Delhi Metro did, and work on it began in 2003.

It is, therefore, important for policy makers to realise that the choice of the PPP model is no guarantee for ensuring efficient and smooth execution of a public transport project.

Whatever be the model, the project promoters should get the basics right and follow the well-established principles of any model of executing a project. This is not rocket science.

There is no reason why the Bangalore Metro should have wasted ten years before discarding the PPP model and allowing the Centre and the state government to be the joint owners of the project. Both models can work.

If you opt for the PPP model, make sure that the concessionaire agreement with the operator is foolproof and fixes all responsibilities in a transparent way.

Similarly, operational freedom and accountability through an institutional framework are a necessary precondition for the success of a metro project where the Centre and the state are joint owners.

The Delhi Metro’s execution and operation stood out for another reason – it had E Sreedharan as the managing director, who by the time he came to head the project had acquired an icon-like status in executing railway projects.

Few in the government system or outside could stand in the way if Sreedharan decided a certain course of action. It’s true that the Indian Railways succeeded in forcing the broad-gauge model for the first phase of the Delhi Metro, against the wishes of Sreedharan.

But the second phase did see the introduction of standard gauge, an indication that the Delhi Metro managing director would eventually have his way whatever the nature of his opposition.

Sreedharan executed the Delhi Metro project with efficiency, speed and only a few minor accidents. He introduced a lean management structure.

But he also showed scant regard for the established processes for the selection of contractors or vendors, and decided to choose his own methods.

Since he enjoyed the reputation of a man of integrity and had tasted of success as well, the voices of protest against the way he ran the project were few and muted.

In a system with an acute scarcity of efficient managers with integrity, Sreedharan enjoyed leeway that would be denied to most others in similar situations.

In sharp contrast, the Bangalore Metro project is being executed without a highly visible leader like Sreedharan. The managing director of the Bangalore Metro Transport Corporation is N Sivasailam, a mechanical engineer who joined the Indian Administrative Service in 1985.

He maintains a low profile, but that in no way has adversely affected the efficiency of execution in the project, although there were delays in the early stages of its implementation.

The project is running efficiently and it has already begun earning profit on the short stretch on which it operates. It has a long way to go, but the Bangalore Metro has established that an efficiently executed project need not be a one-man show. Instead, it can be the result of team work helped by a strong institutional framework.

Even in tariff-setting, the Bangalore Metro has charted a new path that is more transparent and participative than that followed by the Delhi Metro.

The recommendations of the tariff advisory committee of the Delhi Metro are binding on the operator. However, the composition of the committee and the nature of its recommendations are not immune to political influence or pressure.

In the case of the Bangalore Metro, tariffs are set transparently after a non-governmental organisation conducts open consultations among all stakeholders including commuters.

Clearly, the new metro networks coming up in different parts of the country have a lot to learn from the experiences of Delhi and Bangalore.


Delhi Metro is First in the World to Earn Carbon Credits

India has always boasted the longest rail network in the world. That network is also the fourth most heavily used in the world, transporting over 6 billion passengers and 350 million tons of freight annually.

Many cities, however, are in desperate need of a public transport overhaul and the sector is riddled with issues like outdated infrastructure, lack of investment, corruption and an increasing population which creates increased demand. According to recent Goldman Sachs estimates, India will need to spend US $1.7 trillion on infrastructure projects over the next decade to boost economic growth.

Transportation contributes a significant amount of carbon emissions and to tackle the problem of growing transportation needs, there needs to be a two-pronged effort. In cities, every effort must be made to improve public transportation, encourage alternatives like walking, biking and car-pooling.

There are several cities in the world where transportation systems are so good that you do not even need a car. In fact, owning a car becomes cumbersome. New York, Chicago, Paris, San Francisco, London all have excellent public transport systems. Asian cities like Hong Kong, Singapore, Shanghai, Beijing have the some of the greenest public transport systems that are not only efficient but also less carbon intensive.

The Indian capital of New Delhi can now join these ranks and boast that it is now the world’s first railway network to earn carbon credits from the United Nations for helping to cut greenhouse gas emissions. The Delhi Metro opened in 2002 and has helped reduce pollution levels in the city by 630,000 tonnes a year. Air pollution is part of a urban lifestyle, but it comes with serious health consequences. The WHO estimates that over 2 million people a year die prematurely from bad air. Delhi has rated consistently high on the pollution index, therefore any move to make the air cleaner is sure to be appreciated.

The Delhi Metro caters to 1.8 million people who use it daily and it will get $9.5m (£6.1m) in carbon credits annually for seven years. As the number of passengers increase, so will this figure. The Clean Development Mechanism (CDM) scheme run by the UN generates carbon credits and this gives developing countries financial incentives to cut greenhouse gas emissions.

The certificate for carbon credits was recently issued and the UN statement asserted that:

“The United Nations body administering the clean development mechanism under the Kyoto Protocol has certified that Delhi Metro has reduced emissions. No other Metro in the world could get the carbon credit because of the very stringent requirement to provide conclusive documentary proof of reduction in emissions.”

According to the UN, every passenger who uses the Metro instead of cars or buses helps to reduce GHG emissions by approximately 100gm of carbon-dioxide for every trip of 10km (6 miles). Similar systems are being planned or already under commission in other Indian cities – Bangalore is a notable example. If the Delhi Metro is any indication, planned infrastructure improvement is what India needs to tackle the dual problems of traffic congestion and pollution.


Published in: on October 26, 2011 at 7:13 am  Leave a Comment  
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Metro’s Qutub Minar line to showcase Delhi’s heritage

Passengers travelling on Delhi Metro’s Central Secretariat-Qutub Minar stretch, which is about to be commissioned, will have access to information about the capital’s rich heritage, an official said on Thursday. Delhi Metro Rail Corporation (DMRC) in collaboration with the Indian National Trust For Art and Cultural Heritage (INTACH) has decided to showcase Delhi’s rich heritage on the 10 stations on the line.

“The monuments which will be showcased include the India Gate and its surroundings, Lodhi Garden, Safdarjung’s Tomb, Hauz Khas complex, Vijay Mandal, Siri Fort Wall, and Qila Rai Pithora,” Delhi Metro’s chief public relations officer Anuj Dayal said.

“The Qutub Minar Metro station will have this information displayed this month, while the other metro stations will have similar information about the historical monuments around the station area ready in another two or three months,” he said.

“The 40 panels at all the 10 Metro stations will display the information about the monuments and its proximity from the station,” Dayal said.

The stations on this stretch are Udyog Bhawan, Race Course Road, Jor Bagh, INA Market, AIIMS, Green Park, Hauz Khas, Malviya Nagar and Saket. The line is scheduled to be operational by the end of August 2010, Dayal said.

The Qutub Minar-Gurgaon stretch of the line is already operational.


Delhi Metro scores a tricky architectural first

The Delhi Metro Rail Corporation scored a tricky architectural achievement by constructing an additional underground metro station at Central Secretariat bordering the existing station without disrupting train services, despite having to slice through the main wall of the present station to amalgamate the two stations.

The new station will act as a point for passenger interchange between Line 2 (Jehangirpuri-Central Secretariat) and the upcoming Line 6 (Central Secretariat-Badarpur) which will be commissioned in September.

DMRC officials said they were forced to cut the main wall which will now interconnect both stations at the concourse and platform levels as Line 6 was not sanctioned when work on Line 2 was completed.

A false wall has been erected to conceal the cuts made on the main wall for the interconnections and the work going on in the adjacent structure so that commuters are not affected in any way.

“When the new station opens, I am sure regular users of the station would be surprised to see another metro station here and the interconnections made between both,” said Kumar Keshav, Director (Project and Planning) at DMRC.

Mr. Keshav said the architectural challenge was to carefully support the load on the main wall of the present Central Secretariat station while cutting it and the simultaneous excavation of tunnels at a depth of 17 metres for the new station without affecting traffic on Rafi Marg passing directly overhead.

DMRC engineers said that 35 metres of the main wall of the present station had to be cut to make the interconnections with designers projecting a load of 105,000 kg per metre that would have to be supported.

They explained that with each slab that was cut, temporary structures were erected to support the wall with a stringent online load measurement system in place for continuous monitoring.

“The stations will be linked by two interconnections at the platform level and four at the concourse level. Passengers travelling between the two lines can easily interchange, thanks to this construction,” Mr. Keshav said.

Speaking to presspersons after giving them a tour of the new station, he said that a four car train would be placed on the Line 6 track on June 26 and trials on the Line would start between Central Secretariat and Lajpat Nagar in the first week of July with more stations being added as the trials progress.


Published in: on June 26, 2010 at 4:21 pm  Comments (1)  

Delhi Metro completes work on longest tunnel

NEW DELHI: The Delhi Metro achieved another feat by completing the construction work of its longest ever underground tunnel at Khan Market.

The tunnel, with a length of 1.775 kilometres, is part of the under construction corridor between Central Secretariat and Badarpur and is the longest ever constructed by single tunnel boring machine (TBM) in Delhi Metro, DMRC spokesman Anuj Dayal said.

Till now, two 1.45 kilometre long tunnels constructed between Malviya Nagar and Hauz Khas were the longest tunnels.

Another major achievement is that the construction was completed in just 152 days.

Dayal said of the 1.775 kms, 37.5 metres of tunneling was completed in a day with the installation of 25 rings which is an Asian record.

The tunneling work for this stretch was started on November 21st, 2008. The Central Secretariat — Khan Market stretch of 2.53 kilometres is actually the longest distance between any two Metro stations under Delhi Metro.


Published in: on April 24, 2009 at 5:04 pm  Comments (1)  

Automated ticketing machines at DMRC stations

new delhi : With Delhi Metro running packed to capacity, the queues at ticket counters in Metro stations are getting longer and longer. To
provide relief to passengers from these long queues Delhi Metro Rail Corporation (DMRC) is now installing automated ticketing machines at busy stations.

The new machines will enable commuters to insert money in exchange for tokens. People can also recharge their smart cards by tendering cash or using credit cards. To start with, 16 such machines are being installed at busy stations at a cost of Rs 20 lakh per machine. “The automated ticketing machines will be installed at Barakhamba Road, Central Secretariat and Vishwavidyalaya stations by the end of April. In all, 16 machines have been procured,” said a DMRC spokesperson.

Using the vending machine is simple. A commuter needs to select the destination on a touchscreen computer and insert the required amount of money into slots provided in the machine. Commuters can insert coins of Re 1, 2 and 5 denomination and notes of Rs 10, 50 and 100 value. If the cost of the token is lower than the money inserted, the machine will automatically tender change too.

Those with smart cards will be able to recharge them at the machines. For these commuters, the machine is also designed to accept payment by credit cards. Such vending machines are very popular at Metro stations abroad and the ones procured by DMRC have been adapted to Delhi needs. “A token vending machine was installed on a trial basis at the Rajeev Chowk metro station about two years ago and based on commuter feedback, certain modifications were incorporated. The improved model is now being tested at the Shastri Park metro station,” added the spokesperson.

The corporation also plans to install the machines at new Metro stations at Jawaharlal Nehru Stadium and Jangpura as these are going to be busy during the Commonwealth Games. Rajeev Chowk station will also be fitted with a vending machine soon.

The automated machines are also expected to reduce the load on the existing ticketing system, which is totally manual at present.


Published in: on March 27, 2009 at 1:39 pm  Leave a Comment  
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Delhi Metro to run through mall

Delhi Metro line cutting through the centre of a state-of-the-art building complete with office space, shopping outlets with a roof-top cafeteria. And that too it being a `green’ building. Sounds too good to be true?

Soon, this will shape into reality as the last station of the Gurgaon Metro line at Huda City Center is going to be developed like this. The construction of the building, spanning across 30,000 square metres, has already begun and will be ready before the line gets operational in January next year.

The seven-storeyed station building will have a parking for over 1,000 cars in the basement, shopping area on the ground floor and half the first floor, which will also double up as the concourse for the Metro station. The second floor will house the platform for the elevated Metro line. Three floors over that will be let out for offices and about 429 sq metres of space on the roof top is being converted into a cafe, which will provide a scintillating view of the millennium city.

The building, which is being constructed by Delhi Metro Rail Corporation (DMRC), is eco-friendly and the architectural and engineering details have been finalized in consultation with TATA Energy Research Institute. To make it a green building, it’s being constructed with 100% natural clay tiles which are high on thermal insulation. There is optimum use of natural light inside to minimise power consumption and the noise levels have been designed to conform to BIS levels.

There will be provision for recycling of waste water and rain water harvesting too. The building has been designed in a manner that there is optimum utilisation of climatic factors like wind loads, use of solar energy and air movement patterns to save energy. The new building is modelled on the lines of DMRC’s IT Parks in Shastri Park.

This is the first time a Metro station is being built in the middle of a building, which has a retail area and offices also housed in it. The idea is to utilize the land for property development, to add some extra money to DMRC’s coffers. And for those working or shopping in the space, they will have the convenience of a Metro station in the same premises.

The look of the building is “international”, in keeping with the character of new Gurgaon. The design is such that the running trains will be visible even from outside the building.

This is the last station of the Central Secretariat-Gurgaon line.