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Submitted To:
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Prof. Neeta Gupta
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Various Equipments used(((((((((((((((((((((((((((((())$

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We wish to express our sincere gratitude to all those people who have been associated with
this project and have helped us with it and made it a worthwhile experience for us.
We express our thanks to Prof. Neeta Gupta, who gave us this opportunity to learn the
subject in a practical approach and gave us valuable suggestions regarding the project
report.

Date: 09th Marchǯ2011

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Jbout Delhi Metro Rail Cooperation
For implementation and subsequent operation of Delhi MRTS (Mass Rapid Transit System),
a company under the name DELHI METRO RJIL CORPORJTION (DMRC) was registered on
03-05-95 under the Companies Jct, 1956.
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 Jutomatic 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 number of escalators are installed at
metro stations.
Unique feature of Delhi Metro is its integration with other modes of public transport,
enabling the commuters to conveniently interchange from one mode to another. To
increase ridership of Delhi Metro, feeder buses for metro stations are Operating. In short,
Delhi Metro is a trendsetter for such systems in other cities of the country and in the South
Jsian region.
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Js cities grow in size, the number of vehicular trips on road system goes up. This
necessitates a pragmatic policy shift to discourage private modes and encourage public
transport once the level of traffic along any travel corridor in one direction exceeds 20,000
persons per hour.
Introduction of a rail based (MRTS) Mass Rapid Transit System is called for. Mass Rapid
Transit Systems are capital intensive and have long gestation period. It has been observed
that in developed countries, planning for mass transit system starts when city population
size exceeds 1 million; the system is in position by the time the city population is 2 to 3
million and once the population exceeds 4 million or so, planned extensions to the Mass
Rapid Transit Systems is vigorously taken up. In developing countries including India,

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 because of paucity of funds planning and implementation of rail based Mass Rapid Transit
Systems has been lagging far behind the requirements.
Delhi has experienced phenomenal growth in population in the last few decades. Its
population has increased from 57 lakhs in 1981 to 162 lakhs in 2006 and is poised to reach
190 lakhs by the year 2011. For want of an efficient mass transport system, the number of
motor vehicles has increased from 5.4 lakhs in 1981 to 51 lakhs in 2007 and is increasing
at the rate of 6.21 per annum. The number of motor vehicles in Delhi is now more than that
of Mumbai, Calcutta, Chennai put together. The result is extreme congestion on Delhi roads,
ever slowing speeds, increase in road accidents fuel wastage and environmental pollution
with motorized vehicles alone contributing to about two thirds of the atmospheric
pollution.
To rectify this situation the Government of India and the Government of National Capital
Territory of Delhi, in equal partnership have set up a company named Delhi Metro Rail
Corporation Ltd. under the Companies Jct,1956 which has (already commissioned a 65.10
kms route in Phase-I and is proceeding ahead with another 121 kms in Phase ȂII).
Physical construction work on the Delhi Metro started on October 1, 1998. The first line
opened on December 24, 2002 and the entire Phase I of the project was completed in
December 2005, on budget and almost three years ahead of schedule, an achievement
described as "nothing short of a miracle"
The entire work of length approximately 413.83 km, planned so far is divided into four
parts:
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Phase II consists of 127 km (79 miles) of new rail, of which the following sections are under
construction. This phase has completion deadline of 2010. Overall progress of Phase-II has
been 37% as of July, 2009.

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Several extensions to the Delhi Metro network have been planned.

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Phase III, tentatively composed of four routes covering 105 Kilometres, has a 2015
deadline. The following routes have received Cabinet clearance and are expected to
commence construction by the end of 2010:
3c Central Secretariat to Kashmiri Gate (9.8 km) - Violet Line extension
3c Mukundpur to Siv Vihar (via- Dhaula Kuan, Sarai Kale Khan , Jnand Vihar Welcome)
- New line following Inner Ring Road (LINE-7)
3c Jahangirpuri to Badali (3.4 km) - Yellow Line extension
3c Janakpuri(west) to Kalindi Kunj - line-8
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In addition, a 13.8 km (8.6 mi) long extension of the Violet Line from Badarpur into
Faridabad in neighbouring Haryana at a cost of 2,533 crore has received budgetary and
other clearances, and construction has already begin since October 2010.
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Phase IV has a 2020 deadline, and tentatively includes further extensions to Sonia Vihar,
Reola Khanpur, Palam, Najafgarh, Ghazipur, Noida Sector 62, Gurgaon and Faridabad,
having a total length of 108.5 km. Jpart 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 Ȃ Noida Sector 32 line. The Ghaziabad Development Juthority (GDJ) is
planning to extend Delhi Metro lines deeper into Ghaziabad in three phases, including the
extension of the Blue Line from Jnand Vihar to Vaishali, and subsequently to Mehrauli via
Indirapuram, as well as the extension of the Red Line from Dilshad Garden to the new
Ghaziabad bus stand. The independently operated Gurgaon Metro, work on which is going
on and has a deadline of 2013, will also interchange with the Delhi Metro.

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What is Maintenance?
The term Ǯmaintenanceǯ means to keep the equipment in operational condition or repair it
to its operational mode. Main objective of the maintenance is to have increased availability
of production systems, with increased safety and optimized cost. Maintenance management
involves managing the functions of maintenance.
In broader terms maintenance can be defined as an administrative, financial,
and technical framework for assessing and planning maintenance operations on a
scheduled basis.

Maintenance at DMRC
Jlmost all the construction activities are outsourced by DMRC and the lone thing they take
care of is, Maintenance.
Maintenance Goal: To provide 99.5% punctuality to the customers
This goal cannot be fulfilled without a good and a formidable maintenance management
system in place. Broadly, there are two kinds of maintenance activities carried out by the
company:
1.c Maintenance of Consumables
2.c Labor Maintenance
Most of the "c ",c c  in DMRC and there are a very few
unplanned activities (only in case of emergency).

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Maintenance of Consumables
Consumables include all the resources that DMRC has and maintains except labor that
comes under a separate head of maintenance.
These are some of the important consumables at DMRC:

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consortium comprising Hyundai Rotem, Mitsubishi Corporation and Mitsubishi
Electric Corporation. Initial sets were built by ROTEM in South Korea, with later
examples completed in India by public sector undertaking Bharat Earth Movers
Limited (BEML). BEML is also responsible for the manufacturing coaches under
technology transfer agreement.
"+cDelhi Metro has a fleet of 280 coaches, which DMRC runs as 70 trains
every day. Each train can accommodate about 1,500 people, 240 seated.
 c  c -c  Train depots are located at Khyber Pass, Najafgarh, Shastri
Park and Yamuna Bank. In the depot we visited, there were 15 trains with 13
running and 2 as backup. In case a train breaks down, it returns to the depot and
the backup train replaces it.
" c +c "#cThe first train starts at 0600 hours in the morning. Jt 0500 hours,
a train leaves the depot to make a round trip. During that one hour, all the
equipment, breaks, air-conditioning, signaling, tracks and all other facilities and
technologies attached to the smooth running of Metro are checked. The last train
parks itself in the depot at 2300 hours and they have 6 hours to carry all the
maintenance and repair work if at all there is any.
 c  Every third day, the trains are cleaned in the automatic washing
equipment (JWE). It takes 22 minutes to clean the whole train.
 c "cThe coaches are fully air conditioned, equipped with automatic doors,
microprocessor controlled brakes and secondary air suspension. The new
coaches possess several improved features like CCTV cameras with eight-hour

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 backup for added security, charging points in all coaches for cell phones and
laptops, improved air conditioning to provide a temperature of 25 degrees
Celsius even in packed conditions and heaters for winter. Jll these are checked
during the 1 hour test run in the morning

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J surveillance control system called SCJDJ (Provided by Korea based company
Bombardier) is used by DMRC to take care of the signaling activities involved in the
running of Metro. It is a centralized automatic control system comprising:
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! The movement of the train, starting,
stopping, turning on/off the air-conditioning, Wi-Fi enabling, control of doors
and the functioning of the whole train can be controlled from this control centre
in Shastri Park.
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(! The control centre gets to know of any
irregularity in the operation of any train. For example, if a train running on line 1
has a problem with two of its doors, then the JTP can permanently shut those
doors till they are repaired. Similarly, they also take care of the timings of the
trains and the minimum distance to be maintained in order to avoid any
accident.
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across the whole circuit that provide signals to the control centre about all the
train in operation.
This strong Signaling system is contributing is contributing to the success of Delhi
Metro in a big way.

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There are 4 major maintenance activities carried out by the staff on the stations
 c ""+ Each station has a separate electricity substation that provides
electricity. In case of a power failure, the load is shifted to the backup
automatically so that the operations do not stop.

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  c  Each station also have a signaling substation giving them the
control of the trains running on that line. The control is limited.
" c " Maintenance of facilities like lifts, escalators etc are headache of
the station staff.
 c J c J "cc "! The JFC machines are maintained by the
station staff headed by the station manager. The control of the system is with
the respective stations and the central control unit at Shastri Park. This JFC
equipment helps the authority forecast the passenger flow during the day
and the time of the year.

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Here is a list of some important equipment we saw inside the depot:
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Trains are washed every second or third day using this setup. It takes exact
22 minutes to clean the train. There is cJWE per depot.
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These are used to lift the train up to a height 14.5 feet, so that
repair/maintenance work can be carried out easily. There are * JTLs per
depot.
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There are no electric lines inside the depot. Therefore, if any repair work is to
be carried out, the train has to be pulled using these RRVs into the depot on
to the JTL. This vehicle can move on road as well as on the track.
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The depot we visited had 3 maintenance lines where the train can be parked
and the work can be done by moving down the tunnel beneath the train. It is
like using an JTL, but here, land is lowered, instead of lifting the train.
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 Once in two days each train runs through the automatic wheel balancing
equipment wherein, the wheels of the coach are smoothened and polished.
Each depot as  such equipment

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The tracks are maintained by DMRC technicians. They are checked for faults every
day, after 11:00PM. The current track length is 96.1 Km, it would be 186.19 Km by
Marchǯ2011 and 413.8 Km on completion of the project (by 2021)

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Jll the construction work at DMRC is outsourced to contractors, and the company
solely maintains the infrastructure.
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Manpower Maintenance
Manpower maintenance contributes to almost 70% of the total maintenance cost.
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DMRC is known to have a very lean hierarchy. There are only two departments in
the company:
a.c Project Organization
b.c Operations and Maintenance (O&M)
Each of these units has a separate ". Below the Director, are the c
. There are separate GMs for separate operations of the company. E.g. GM,

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 Signaling; GM, repairs; GM, Maintenance etc. Below the GM are the ,c
c c  !, who are specific to a single phase. Then comes the
Jc c J !c are responsible for specific operation of a particular
station only. Jfter that comes the 2 cc 2!cand the "cc
! who look after the technical side of the operations. Jnd at the bottom of the
hierarchy are the
"", who do the technical jobs.
Each employee has to make a DPR (Detailed project Report) and submit it to the
supervisor. It contains the job assigned and the completion status. Every Monday,
the GMs meet to review the progress and set new targets.
The stress is on adherence to schedule.

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J training school for Metro Operating and Maintenance Staff has been set up at
Shastri Park. Under an agreement with the Hong Kong Metro Railway, 60 employees
of DMRC have been trained on their system. These employees after completing their
training have returned and have trained the staff locally recruited for Delhi Metro.
Regular training is held for new recruits through induction programmes apart from
refresher training for experienced employees in all categories of staff including
Train operators, Station controllers, maintenance Staff etc.
Here all the employees undergo training once a year so that they could be updated
with the latest advancement in technology and adhere to changes. c
This ISO 9001 certified school also has a train simulation system to train the drivers.

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The sources of the tight security at all stations are:
a.c CISF
b.c Security Managers employed by DMRC Ȃ to assist customers on stations. For eg.
Keeping commuters behind the yellow line etc
c.c Security Jgencies Ȃ  c^cThisccompany provides security guards to DMRC

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Cost of Maintenance
There are only two major types of cost:
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This contributes almost 30% of the total maintenance cost. It includes electricity,
trains, equipments, signaling, various facilities etc.
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The company has 45 persons per kilometer, which excludes the contracted labor. If
we include that, the total manpower it goes up to 150 persons per kilometer.
This contributes to almost 70% of the total Maintenance expenditure.

Maintenance Cost (in Rs. Crore)

Year O&M Year O&M Year O&M
2005 312.3 2017 1048.4 2029 2014.9
2006 325.3 2018 1098.1 2030 2125.5
2007 338.7 2019 1150.7 2031 2462.8
2008 352.7 2020 1212.7 2032 2604.2
2009 367.4 2021 1376.3 2033 2756.2
2010 782.2 2022 1437.4 2034 2919.8
2011 800.6 2023 1503.2 2035 3095.8
2012 836.6 2024 1573.8 2036 3285.2
2013 874.5 2025 1649.8 2037 3489.1
2014 914.5 2026 1731.6 2038 3708.6
2015 956.8 2027 1819.5 2039 3944.9
2016 1001.3 2028 1914.1 2040 4199.3

We can see that the maintenance cost for DMRC is very high and is increasing at a rate of
9%. So a proper Maintenance procedure is a must and the authorities have done a good job
at that.

There is another type of unplanned cost: *c  cIf Metro operations stop for one
day, the company incurs a loss of 25 Crores. This excludes the loss of tickets selling
revenue.

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Emergency Situation/Disaster Management
a.c #*: In case the train breaks down in the middle of the journey, the
passengers are guided safely to the platform and the train is brought back to the
depot for repair. This train is replaced by the backup train so that the waiting time
due to one less train on the track is avoided.
b.c
c J"#: They have a full Disaster Management team constituting
personals from different Government security groups like JTS. These have their
regular drill and will reach the spot in less than 15 minutes of the attack. Jlso, there
are 1200 CCTVs installed in the new trains and stations.
c.c : Sprinklers and fire alarms are installed in the trains and stations. DMRC often
organizes fire drills in schools to educate children about the use of fire
extinguishers. Intercom is provided in the trains, which connects the commuter
directly to the driver of the train.

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Conclusion
The estimated cost of the complete 413Km project is close to 25000 Crores and an equal
amount goes into the maintenance of the existing infrastructure. Therefore, maintenance
plays a huge role in the success of Delhi Metro. Jt present, the authorities have lived up to
their promise of 99.5% punctuality and according to a survey by students at MDI, Gurgaon,
92.7% of NCR respondents think that Delhi Metro is a boon to the environment and the
society.
The question to be answered is, that is the current maintenance levels sufficient to
maintain the present commuter satisfaction, once the Metro project is completed. Our
group feels that, yes, they have a pretty robust maintenance system in place that will suffice
in the future.

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