CHAPTER-1 INTRODUCTION 1.

1 GENERAL : Chennai Metropolis has been growing rapidly and the traffic volumes on the roads have also been increasing enormously. Hence the need for a new rail based rapid transport system has been felt and towards this objective the Government of Tamil Nadu have decided to implement the Chennai Metro Rail Project. This project aims at providing the people of Chennai with a fast, reliable, convenient, efficient, modern and economical mode of public transport, which is properly integrated with other forms of public and private transport including buses, sub-urban trains and MRTS. Chennai is the 4th largest metropolitan city in India. Chennai is often known as the detroit of Asia, is widely known for its presence in the automachine industry and has attracted several global automarkets to setup their factories in the city becoming one of the global leader in the industry.The objective of Government of Tamilnadu have decided to implement the Chennai metro rail project to reduce the transport system. The first railway station in Madras city was opened at Royapuram in 1853. The first to be constructed in South India, the Royapuram station served as the headquarters of the Madras Railway Company. On July 1, 1856, the first railway service in South India was commenced between Madras and Arcot. Madras Central was opened in 1873 followed by the Egmore Railway Station in 1908. Egmore served as the headquarters of the Madras and Southern Mahratta Railway from 1908 to 1951 while Central served as the headquarters of the South Indian Railway Company from 1927 to 1951. Both the companies were liquidated when India's railway network was nationalised in the 1950s. Chennai Central is currently the headquarters of the Southern Railway Zone of the Indian Railways. The Government of Tamil Nadu created a Special Purpose Vehicle (SPV) for implementing the Chennai Metro Rail Project. This SPV named as "Chennai Metro Rail Limited" was incorporated on 03.12.2007 under the Companies Act. It has now been converted into a Joint Venture of Government of India and Government of Tamil Nadu with equal equity holding. It is functioning at the following address.

PROJECT STATUS PROGRAMME OF COMPLETION:

Tentatively, Phase-1 of the project is programmed for completion in the financial year 2014-2015. The physical works are in progress.

APPROVAL OF GOVERNMENT OF INDIA:

The Government of Tamil Nadu have approved in principle the two initial corridors on 7-112007. The Government of India have approved the Chennai Metro Rail project on 28-1-2009.

SIGNING OF LOAN AGREEMENT WITH GOVERNMENT OF JAPAN:

The estimated base cost of this project is about Rs.14000 crores, Of this, the Central and State Governments together are expected to contribute about 41%. The balance will be met by a loan granted by the Japan International Cooperation Agency (JICA). JICA has since agreed to finance the project and the loan agreement between the Government of India and the Government of Japan was signed on 21-11-2008 at Tokyo.

APPOINTMENT OF GENERAL CONSULTANTS:

Chennai Metro Rail Limited has appointed the "General Consultants" (GC)for Phase-1 of the project on 24.02.2009. A five member consortium led by Egis Rail S.A., France have been appointed as General Consultants. The other members of the consortium are (a) Egis India Consulting Engineers Private Ltd., India, (b) Maunsell Consultants Asia Ltd., Hong Kong, (c) Balaji Rail Road Systems Ltd., India & (d) Yachiyo Engineering Co. Ltd., Japan. The General Consultants will assist Chennai Metro Rail Limited in design,supervision, quality control, safety and contract management for the project.

AWARD OF TENDERS:
Details of tenders awarded are given at the link "tenders" provided on top.

PRIME CONSULTANT:
Chennai Metro Rail Limited (CMRL) has appointed Delhi Metro Rail Corporation (DMRC) as the Prime Consultant (PC) for Phase-1 of the project. The Prime Consultant will assist CMRL in an advisory role in the execution of the project.

PROJECT PROFILE

A Detailed Project Report (DPR) relating to the Chennai Metro Rail Project was prepared and submitted by the Delhi Metro Rail Corporation Limited (DMRC) who have successfully designed and implemented the Delhi Metro Rail Project. The DPR envisages the creation of 2 initial corridors under the proposed phase-1 of the Chennai Metro Rail Project as shown below: Corridor Washermenpet to Airport Chennai Central to St.Thomas Mount Total The details of the two corridors are given below: Corridor-1: Washermenpet Broadway (Prakasam Road) Chennai Central Station Rippon Building along Cooum River Government Estate Tarapore Towers Spencers Gemini Anna Salai Saidapet Guindy Chennai Airport. Corridor-2: Chennai Central along EVR Periyar Salai Vepery Kilpauk Medical College Aminjikarai Shenoy Nagar Annanagar East Anna Nagar 2nd avenue Tirumangalam Koyambedu CMBT along Inner Ring Road Vadapalani Ashok Nagar SIDCO Alandur St. Thomas Mount. The portions of Corridor-1 with a length of 14.3 kms. from Washermanpet to Saidapet, and Corridor-2 with a length of 9.7 kms. from Chennai Central to Anna Nagar 2nd Avenue will be underground and the remainder elevated. The alignment and stations given above are tentative and subject to change during detailed design and execution. Length 23.1 kms. 22.0 kms. 45.1 kms.

RIGHT OF INFORMATION ACT 2005 Address: Chennai Metro Rail Limited "HARINI TOWERS", No: 7, Conran Smith Road, Gopalapuram, Chennai - 600 086, TamilNadu, India.

Telephone No : +91 - 44 -28430020 FAX No : Email : Website : +91 - 44 -28351401 chennaimetrorail@gmail.com www.chennaimetrorail.gov.in

Public Information Officer: Thiru R. Asaithambi Deputy General Manager (GR)

First Appellate Authority [U/S 19(1)]: Thiru S. Krishnamoorthy, I.R.A.S., Chief General Manager (Public Relations)

Second Appellate Authority [U/S 19(3)]: Tamil Nadu Information Commission, No.2, Theagaraya Salai, Near Alai Amman Koil,Teynampet, Chennai - 600 018.

METRORAIL'S ORIGINS

Transnet and the South African Rail Commuter Corporation (SARCC) were formed on April 1, 1990. Before the consolidation Metrorail was one of the business units of Transnet. Metrorail came into being after the commuter function removed from Transnet and moved into SARCC to allow Transnet to focus on profit oriented commercialised railway operations. SARCC, as a subsidised public organisation, focused on fulfilling the government's social obligation by providing affordable commuter services. To overcome the problems of an unfocused business approach at Metro, and to enable the SARCC to properly manage expenditure and income, a decision was then taken to separate the Metro division from SARCC. Metrorail was then repositioned as a business unit under Spoornet in the early 90s. The relationship between the SARCC (the principal) and Spoornet (the agent) was governed by a business agreement. But on January 01, 1997, Metrorail became an independent unit within the Transnet group and Metrorail regions were then established thereafter. Metrorail lost its independence in 2006 when it was transferred into the SARCC by the Minister of Transport through the consolidation process. The commuter rail service is now provided by Metrorail, SARCCs operational arm, in accordance with the Legal Succession Act to SATS Act. Through Metrorail, SARCC ensures that, at the request of the National Department of Transport or any sphere of government, rail commuter services are provided in the public interest, in addition to promoting commuting by rail as the primary mode of mass commuter transportation.

1.2 COMPANY PROFILE :

The Government of Tamil Nadu created a Special Purpose Vehicle (SPV) for implementing the Chennai Metro Rail Project. This SPV named as "Chennai Metro Rail Limited" was incorporated on 03.12.2007 under the Companies Act. It has now been converted into a Joint Venture of Government of India and Government of Tamil Nadu with equal equity holding. It is functioning at the following address,

VISION :
Moving People, Sustaining Growth

MISSION:
We shall provide a safe, fast, reliable, accessible, convenient, comfortable, efficient and affordable public transport service preferred by all in a sustainable manner.

CORE VALUES :

Concern for customers:

We Commit to provide safe, clean, reliable, on-time, courteous service for all categories of our clients and customers

Integrity:
We commit to be transparent and fair in our transactions with all our clients

Sustainability:
We commit to base our decisions on principles of sustainability (Refuse, Reduce, Reuse, Recycle and Rethink) towards reducing green house emissions

Responsibility:
We commit to honour the trust reposed in us by the public by managing CMRL resources financial and non-financial with the highest degree of responsibility

Creativity & Innovation:

We commit to strive together as a team to continuously to develop and deploy creativity, innovation and technology to add value to our customers and other stakeholders.

BOARD OF DIRECTORS Chairman Dr. Sudhir Krishna, IAS.,

Secretary to Government of India, Ministry of Urban Development.

Managing Director Thiru K. Rajaraman, IAS.,

Secretary to Government of Tamil Nadu, Special Initiatives Department.

Directors 1. Dr. N. Sundaradevan, IAS.,

Principal Secretary to Government of TamilNadu, Industries Department.

2. Thiru K. Shanmugam, IAS.,

Principal Secretary to Government of Tamil Nadu, Finance Department.

3. Thiru Shiv Das Meena, IAS.,

Secretary to Government of Tamil Nadu, Special Programme Implementation Department.

4. Thiru S. Krishnan, IAS.,

Secretary(Expenditure), Finance Department,Government of Tamil Nadu.

5. Tmt. Sudha Krishnan, IA & AS.,

Joint Secretary and Financial Adviser to Government of India, Ministry of Urban Development and Ministry of Housing &Urban Poverty Alleviation.

6. Thiru Sathish Kumar,

Director(Electrical), Delhi Metro Rail Corporation Ltd.

7. Thiru S.K. Lohia, IRSE.,

Officer on Special Duty(UT), Ministry of Urban Development.

SENIOR MANAGEMENT 1. Thiru K.Rajaraman, IAS.,

Managing Director.

2. Thiru R.Sundararajan,
Chief General Manager, (Operations & Maintenance).

3. Thiru V.Somasundaram,
Chief General Manager, (Construction).

4. Thiru N.K.Kumar,
Chief General Manager, (Project Finance).

5. Thiru S.Krishnamoorthy, IRAS.,

Chief General Manager, (Public Relations).

6. Thiru S.Ramasubbu, IRSEE.,

Chief General Manager, (Electrical).

7. Dr. Umesh Rai,

Chief General Manager, (Electrical Inspection).

8. Thiru T.M.Sridhar, IRSSE

Chief General Manager, (Signaling and Telecommunication).

9. Thiru K.Prabhakharan,
General Manager(Finance) & Company Secretary.

10. Thiru T.Archunan, IRSE.,

General Manager, (Civil Elevated).

11. Thiru Vijay Kumar Singh,

General Manager, (Underground).

12. Thiru Bhuvanesh Prasad,

General Manager, (Elevated Corridor).

13. Thiru G.Gopalakrishnan,

General Manager, (Electrical).

1.3 REVIEW OF LITERATURE DELHI METRO RAIL INTRODUCTION

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.

STRUCTURE

Chairman - Dr. Sudhir Krishna Managing Director - Mr. Mangu Singh 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

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.

OUR 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.

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Our staff should be smartly dressed, punctual, polite and helpful to the customers. Employees should discharge their responsibilities with pride, perfection and dignity

DELHI METRO IS A WORLD CLASS METRO

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

The Delhi Metro Rail Corporation (DMRC) was established to build a metro in two phases serving Delhi, Gurgaon, Noida and Ghaziabad. While the first phase covering 65.11km was opened in 2002 the second phase of 125km was recently completed. The first railway project in the world to be registered for carbon credits by the United Nations, the Delhi Metro achieved this by saving power by using regenerative brakes in the trains, and reduced carbon emissions. The Metro has been designed such that it can be integrated with other public transport. DMRC has also partnered with Google India (through Google Transit) to provide train schedule and route information to mobile devices with Google Maps. The popular Delhi Airport Metro Express rail from the Indira Gandhi International Airport to the city centre takes less than 20 minutes as opposed to one hour by road. Its LCD screens equipped coaches imported from Spain are entirely different from the trains on this line and have in-built noise reduction features, padded fabric seats and provide flight information for convenience of air travellers. The trains are fitted with an event recorder which can withstand high levels of temperature and impact.The metro has been promoted as an integral part of community infrastructure, and community artwork depicting the local way of life at the stations in the form of decorative murals, panels and a gallery showcasing artwork and handicrafts from across India. The Delhi Metro though plagued by controversies in the form of technical snags, overcrowding and accidents at the construction sites has proved as a model for the other metros in the country to follow.

HISTORY
Delhi became the seat of Government of India in 1911 when the then Imperial Government shifted its capital from Calcutta to Delhi. Initially the capital was located on the Ridge, north of the walled city 11

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 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 (MTPR, 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 upto the year 1981, it was assigned to Town & Country Planning Organisation the work of further projection of demand to the year 2001. It's 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 EastWest 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 based on M-Bahn Magnetic Levitation System in case of negation suggested for replacement by Light Rail Transit System.

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MUMBAI METRO

Mumbai's existing Suburban Railway and BEST bus system have not been able to compete with the rapid population growth. The Mumbai MRTS is going to see a completion of the first phase {a partnership between Mumbai Metro politan Region Development Authority (MMRDA) and Reliance Infrastructure and Veolia Transport (France)} in 2012 and will entail a 12 km elevated metro with 12 stations enroute. Mumbai Metro One Private Limited is a Special Purpose Vehicle (SPV) . While the Suburban Railways provide a NS connect, this corridor will provide the relief in the East West (EW) connectivity, covering the journey in 21 minutes. Phase 2 and Phase 3 would be totalling to a length of 146 km. Plans are on for a nine-line network by 2021 in its three phases of development costing Rs.36,000 crore. Skywalks have also been provided to connect the metro and suburban railways stations. The air conditioned coaches that are being imported from China with a 1500 accommodation capacity each. Right from the construction stage, initiatives have been on to make the Mumbai Metro Asia's first green metro. In order to get the best hands on experience, a number of executives were recently sent to China and South Korea to gain some hands-on experience in managing a metro system.

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BENGALURU METRO DRY RUN

Namma Metro does a dry run December 27, 2010. It started off from Byappanahalli to CMH road with a huge round of applause and cheering by the bystanders. Two runs happened successfully at noon with three coaches having BMRCL staff and metro workers on board. A loco-pilot from Delhi Metro Rail Corporation was at the Wheel.

FINANCIALS
Interest rate: Approx 8.75% for a 15 year term loan, line of credit form insurance companies and provident fund agencies comes for 25 years at 9% interest. As of Fe 2011,

Only Rs 614 crore of the Rs 2,724.86 crore has been released from the Centre. BMRC has received Rs 2650 crore from state of its total share of Rs 3894.4 core

LAND ACQUISITION
Ground-level preparations for the ambitous metro rail project in Bangalore are being made with the State Government frezing development activity in 247 premises and buildings it had tentatively identified for this purpose. The govt has asked the Bangalore City Corporation, BDA and other civic bodies to seek a no-objection certificate (NoC) from the BMRTL before it approves any construction activity. Bangalore Metro will have a standard gauge and will take cover under the 100-year old Mysore Tramways Act, which will require some amendments by the state goverment to suit the present day needs. With this, BMRTL can avoid going to the railway ministry for all sanctions. Some of the space which is going to be claimed by BMRTL for the project are as follows: 1. 4,126 sq mt of Central Bus Sand in Majestic. 2. On MG Road the project will use 14 sq mt of Nalli Silks and 25 sq mt of Land Mark building. 3. 210 sq mt of IOC petrol bunk near Trinity Circle. 4. Trinity Complex, Megdooth Motors, Police Quarters on Ulsoor Road. 5. Part of Govt Kannada Primary School at Srirampuram, Govt Urdu School at Chickpet. 6. 74 sq mt of Bangalore Hospital on RV Road. 7. 4,320 sq mt of Mysore Mills behind Maharaja Mills. 8. 119,000 sq mt of private industry land on Tumkur Road.

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The management of laying the foundation caps and raising columns for girders will have a bearing on the time taken to complete the 36-km metro rail. The construction is supposed to cause minimal inconvenience to citizens. Erection of a girder requires at least seven days. Executive engineer Yashavanth Chavan said, "The process begins with BMRTL acquiring 3.5 metres from the centre of the road, on either side. Once we have a barricaded square, we will construct a 'bored cast in pile', which basically acts as a foundation for girder columns.We dig in four 15 metre deep holes and fill them with reinforced steel and concrete. These will act as four legs for a slab called the pile cap. The pile is earthquake resistant." The construction of the metro columns would be done in two-km stretches and traffic would be affected for two to three months at a time. There will be 18 columns every two km. Since only seven metres of the main road are occupied, traffic will not be affected. In the piling stage, work will begin in the evenings. The columns will be transported from the off-site area and set up at night. Each column 1.5 metres wide and 5.5 metres high is laid. BMRTL has, in principle, finalised the land acquisition deal with the Ministry of Defence (MoD). As per the agreement, nearly 102 acres of defence land has been acquired for the metro project at the cost of Rs 1.13 crore. This was in lieu of the 57 acres released earlier by the MoU to the BMRTL for the ELRTS project. The agreement was reached following a meeting on June 27, 2005 which was attended by the Chairman and Joint Secretary of MoD P K Rastogi, AdditionalFinancial Advisor of MoD Dipali Khanna and Mr Shrivastava. The defence areas acquired include 100 acres of Peenya Plantation and half an acre each of army land on Old Madras Road, Army-based workshop on SV Road and inside Maneckshaw Grounds.

Though a MRTS has been in consideration for long in the Garden City, the foundation stone was finally laid in 2006. Being operated by the Bangalore Metro Rail Corporation Limited (BMRCL), a detailed project report of two double line corridors with a total length of 33 km (elevated and underground) with 32 stations has been prepared by DMRC and RITES, the general consultants for the project: EW and NS corridors as part of Phase I of the project which is estimated to complete by 2013. The travel time from end to end on the EW corridor will be 33 minutes, and on the NS corridor will be 28 minutes. The second phase comprising 51km would involve the extension of both the first two lines and the construction of an additional line. Though at present 43 stations are being constructed which would get completed by 2015 but the DBR (Design Basis report) issued by BMRCL shows an approval for 162 stations which means that in future, there would be tributaries on the NS and EW corridors. The only complaint that could possibly be related to this metro is the lack of transparency and the shirking of public involvement in the project. Chennai has already a well established suburban railway network; however with no connectivity to Central and South Chennai, a MRTS was planned. The Chennai MRTS being an elevated line of the urban mass transit system was completed in 2007 and was designed as an elevated extension of the Suburban Network. It was not exactly a Metro System since the trains were normal EMU's (Electric 15

Multiple Units) without automatic doors. Phase 2 and Phase 3 are presently under construction. Due to poor maintenance, lack of security and no connectivity options with other transit systems, the MRTS has been quite unpopular leading to a lower ridership.

The citizens are enlightened and would eagerly welcome introduction of people friendly MRTS though they may initially face some difficulties during the implementation phase. Added to this Delhi has an unassailable advantage in its excellent railway network comprising two rings and six spurs totaling about 120 KM within the urban area. Unfortunately, these Rail assets are not presently fully being utilized as its share of commuter traffic is only a mere 2%. Delhi has experienced phenomenal growth in population in the last few decades. Its population has increased from 57 lakhs in 1981 to 120 (162) lakhs in 1998 (2006) and is poised to reach 132 (190) lakhs by the year 2001 (2011). For want of an efficient mass transport system, the number of motor vehicles has increased from 5.4 lakhs in 1981 to 30 (51) lakhs in 1998 (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.

Today the traffic on roads of Delhi is a heterogeneous mix of cycles scooters buses cars and rickshaws jostling with each other. This has resulted in a chaotic situation so much so that due to road accidents, the average number of persons killed per day has increased to 5 and of those injured to 13. The position is expected to deteriorate further in the years to come. 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 Act,1956 which has (already commissioned a 65.10 kms route in Phase-I and is proceeding ahead with another 121 kms in Phase II).

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HYDERABAD METRO
Phase-1 of the Project was approved by the Union Government in April 2008 under Public-Private Partnership, with the risks as envisaged been overlooked.The total length of the first-phase after final revision is 71 km.

MAYTAS CORRUPTION SCANDAL

The bidding process was completed by July 2008, the bid being awarded to a consortium led by Maytas Metro. Following the Satyam controversy in December 2008, Maytas failed to achieve financial closure for the project as per schedule in March 2009 and urged the government to extend the deadline by six months. In July 2009, the Andhra Pradesh Government canceled the contract to Maytas and called for fresh bids for the project.

CURRENT STATUS

In the July-2010 rebidding process, Larsen & Toubro (L&T) emerged as the lowest bidder for the Rs. 12,132-crore project. L&T came forward to take up the work for about Rs. 1,458 crore as viability gap funding as against the sanctioned Rs. 4,853 crore. As on end August, 2011, the soil investigation on all the corridors have been completed. L&T, the concessionaire has started the pillar erection on 31 Aug, 2011 in corridor #3 between Nagole and Uppal. The roads en route the Corridor #1 and #3 are ready for pillar erection except the Corridor #2 which has been held due to traders in Koti and Sultan Bazar demanding realignment of the route to safeguard traders and age old heritage markets. Bhoomi Pooja for the project was conducted on the 26 April 2012 to kick off the construction phase of the project]. The construction of the entire 71.16 KM has been split into 6 stages with the first stage scheduled to be completed by the end of 2017 with the entire project scheduled to be completed by 2026.

On 6 June 2012, L & T announced the start of construction of piers on Line one (Miyapur to L.B.Nagar).

The official estimated cost of the project stands at 14, 132 crore. However, construction work was supposed to commence on 3 March 2011. Since the project has already been delayed by a year, the interest component has accumulated to 1,825 crore. As a result, the final current cost (as of March 2012) of the project stands at 15, 957 crorez

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EFFICIENT, SAFE & RELIABLE PUBLIC TRANSPORT SYSTEM

This public-private partnership project will be implemented through a special purpose vehicle (SPV) L&T Metro Rail (Hyderabad) Limited. To be completed in a span of five years from the Appointed date, this project will be executed on a design, build, finance, operate and transfer (DBFOT) basis. The concession period for the project is 35 years, with an entitlement of further 25 years.

METRO NETWORK
Consisting of three high density corridors, Hyderabad Metro network will cover a total distance of 71.16 km involving 66 ultra-modern station buildings with state-of-the-art depots and complete infrastructure. Corridor - I Miyapur - LB Nagar (28.87 km - 27 stations) Corridor - II JBS Falaknuma (14.78 km - 16 stations) Corridor - III Nagole Shilparamam (27.51 km - 23 stations)

FINANCIAL CLOSURE
L&T Metro Rail (Hyderabad) Limited, the SPV incorporated to implement Hyderabad Metro Project has achieved financial closure for the Project. The financial closure has been achieved in a record time of 6 months and is the largest fund tie up in India for a nonpower infrastructure PPP project.

WORLD CLASS EXPERTS THE FOLLOWING CONSULTANTS ARE ALREADY ON BOARD:

Independent Engineer - Louis Berger General Consultant - AECOM Feedback Ventures Consortium Programme Manager - Parsons Brinckerhoff Design / Traffic Consultant - L&T Ramboll

Spanning over 71km, the phase 1 would include three traffic corridors covering a total of 72 km and 66 stations. A completely elevated system, the detailed project reports and traffic survey reports are being prepared by DMRC. Designed to cater to 50,000 people in one hour in one direction for Corridors I and III and 35,000 for Corridor II, the cost of the project is Rs.12,132 crores. Hyderabad Metro Rail Ltd (HMR) is the SPV set to look after the project which has been allotted to L&T in PPP mode. Sadly, the Hyderabad MRTS which is the country's first two-track elevated city transit system, has been much delayed since 2008 when the contract was awarded to Maytas Metro Ltd after which fresh 18

bids had to be invited. Also, more recently questions on the feasibility of the Secunderabad-Hi-Tec City Corridor from an engineering point of view have risen. Discussions are umpteen about the metro rail set to throw the traffic and city life out of gear by acquiring thousands of private properties. With the pre- project activities in full swing, the physical work is going to start in October 2011 and the HMR is confident that by 2015 the entire project would finish. The travel time for the metro rail is 45 minutes for Corridor I, 22 minutes for Corridor II and 39 minutes for Corridor III. The metro stations are being designed keeping the local architecture in mind. The Metro that will rest on massive concrete pillars along the central median of the roads will prove a boon for the city's MMTS (Multi-modal Transport System) which is collapsing under the burgeoning population and has slower speed. It is also being hoped that the enormous material requirement of the metro will result in establishment of many ancillary industries and machinery manufacturing and servicing units.

(1) Implementation of Property Development works is continuing along with expansion of the MRTS network in Phase II project. Property development generally follows the progress of construction of MRTS by an year so. Developments are being planned & executed in a similar manner as done for Phase I routes. An additional feature is that for some stations where property development on a larger scale is proposed integrated with the operational building such as at Azadpur, attempt is also being made to involve developers in constructing the operational station structures also, and thus participating in metro construction. For each development, competitive bids are invited after insertion of newspaper advertisements. (2) Each tender is included in DMRCs website under 'Latest Tenders'. Bid documents can also be downloaded from the Website. 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 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.

19

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, because of paucity of funds planning and implementation of rail based Mass Rapid Transit Systems has been lagging far behind the requirements. The city of Delhi with a population of round 12 (16.2) million should have had an MRTS network of at least 100 (300) KM by this time, whereas actually it is still (65.10 kms) at the take-off stage. Delhi has all the ideal dress-up for an excellent Mass Rapid Transit System to be Commuters in cities that have population of more than 20 lakhs can look forward to more comfortable and safer rides, if state governments are willing to opt for modern Metro network for intra-city travel. The Union urban development ministry has decided to consider the proposal for Metro in Tier II cities like Lucknow, Kanpur, Patna, Jaipur, Ahmedabad, Pune, Surat, Indore, Nagpur, Kochi, Coimbatore, Kozhikode. The Metro fever is catching up in smaller cities, thanks largely to the success of Delhi Metro. Cities like Chandigarh, Ludhiana and Bhopal are making a case for Metro, even though they don't qualify because of the population cut-off. In slide no 14, u mention that metros reduce buses on the road, and hence lesser congestion. That's not true. The main reason for congestion on indian roads are not buses but private transit and thus metros are built for the SOLE purpose of pulling people using private transportation means (cars, 2 wheelers) into using them. Metros can function effectively only if they work in tandem with bus transit; for eg 1. Buses provide feeder services from surrounding areas to the nearest metro station. 2. A metro service cannot encompass the entire area of a city, that would be highly prohibitive due to high costs. To connect the metro lines with areas that cannot be served by them bus transit is necessary. 3. BRTS systems have also been proved to reduce congestion on roads without resorting to high-cost metro systems. There are successful examples in other countries, pls refer the web. The intro of Delhi metro didn't cut the no of buses on the road; there are still more buses on delhi roads.

20

KOLKATA METRO

The only metro service in the country functioning directly under the Indian Railways, the foundation for this was laid as early as 1972. Delays due to non-availability of sufficient funds, shifting of underground utilities, court injunctions and irregular supply of vital materials led to the commencement of services being pushed to 1984, after which progressive construction followed. Kolkata faced a transport problem with only 8% of the land being available for road transport (negligible as compared to the 25%30% available in other cities) thus diminishing scope for increasing the existing road area. Thus an underground route was envisaged with five rapid transit Large scale expansion projects (covering 87 kms) have now been planned and in its modernisation programme, the existing metro stations would undergo renovation and introduce State-of-the-Art Automatic Fare Collection, Passenger Control system with Radio Frequency Identification based Flap Gates, Integrated Security System, new air-conditioned rakes and Automatic Signalling system. National Capital Territory of covers an area of 1486 sq Kms and is a Union Territory with all powers of State Government. The history of planning a Metro 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 (MTPR, 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 upto the year 1981, it was assigned to Town & Country Planning Organisation the work of further projection of demand to the year 2001. It's 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.

While extensive technical studies and the raising of finance for the project were in progress, the city expanded significantly resulting in a twofold rise in population and a fivefold rise in the number of vehicles between 1981 and 1998.[13] Consequently, traffic congestion and pollution soared, as an increasing number of commuters took to private vehicles with the existing bus system unable to bear the load.[11] An attempt at privatising the bus transport system in 1992 merely compounded the problem, with inexperienced operators plying poorly maintained, noisy and polluting buses on lengthy routes, resulting in long waiting times, unreliable service, extreme overcrowding, unqualified drivers, speeding and reckless driving.[14] To rectify the situation, the Government of India and the
Government of Delhi jointly set up a company called the Delhi Metro Rail Corporation (DMRC) on March 5, 1995 with E. Sreedharan as the managing director.

21

CHAPTER-2

MAIN THEME OF THE PROJECT

2.1 NEED AND SIGNIFICANCE OF THE STUDY

Chennai Metropolis has been growing rapidly and the traffic volumes on the roads have also been increasing enormously. Hence the need for a new rail based rapid transport system has been felt and towards this objective the Government of Tamil Nadu have decided to implement the Chennai Metro Rail Project. This project aims at providing the people of Chennai with a fast, reliable, convenient, efficient, modern and economical mode of public transport, which is properly integrated with other forms of public and private transport including buses, sub-urban trains and MRTS. Will Chennai have a metro rail on the lines of the Delhi metro? A proposal for Chennai metro appears taking shape with a team of Delhi Metro officials making a presentation to the Chief Minister, Jayalalithaa, here today. At the nearly one-hour meeting, the team, headed by the Managing Director, E. Sreedharan, highlighted the Delhi metro and suggested the contours of a possible Chennai Metro rail network. The Chief Minister is believed to have evinced a keen interest in the project proposal, spending much more time than what was originally scheduled for the presentation. After the interaction with the Chief Minister, the team briefed officials and senior Ministers as well. The project, which is likely to cost about Rs. 5,500 crores, will have to be launched as a joint venture, said a highly-placed source in the Government. As for the already-existing Metropolitan Rapid Transit System, State officials argue that it is widely perceived to be a flop and, in contrast, a rail network on the lines of the Delhi Metro is seen as commercially viable. The Delhi team pointed out that while the Chennai MRTS was still largely underutilised and loss-making, the metro in the national capital had started breaking even on "operational costs", though it was not operating to "expected capacity levels". Southern Railway officials pointed to the problems in implementing urban projects and said another Metro network would involve underground, surface and elevated structure works for years on end. "Of course, the Metro is more sleek and air-conditioned, but both project costs and fares will be correspondingly higher too," a railway official noted. He said it was up to the State Government to decide on the desirability of another metro project and then finalise its alignment before seeking a joint venture with the Railways.

22

2.2 OBJECTIVES OF THE STUDY

PRIMARY OBJECTIVE

:
To study the impact of Chennai metro rail project on general public.

SECONDARY OBJECTIVE :
To determine the welfare of the people after the completion of the metro rail project. To determine the problem caused by the metro rail project to the residential people or shop owner near the construction of the project. To find its effects on social, ecological and traditional values. To identify the expection and facilities of general publice about metro rail .

23

2.3 SCOPE
The metro rail project reduce the traveling time and traffic . The standard of living of the general public will improve and meet the need of the peoples.

The middle class people are also want to travel in metro trains , these dreams will come true by this project.

Increasing population and traffic have always been the biggest concerns in developing cities. This will change.

The city has upgraded its transport infrastructure (suburban train to be specific) well in advance of the assessed ridership demand the challenge for the urban planners and transport engineers to ease traffic congestion is far from over

24

2.4 LIMITATIONS :
The main disadvantage of metros is the slight congestion on roads at the time of construction which has to be taken care of while Ar Gupta indicates the cost factor as the disadvantage, the solution for which is to integrate metros with others systems considering the volume, structure, availability of space and resources for traffic and transportation.

The spiritual values of the people are affected by demolishing the temples.

25

CHAPTER-3 RESEARCH METHODOLOGY 3.1 RESEARCH METHODOLOGY:

The quality and reliability of research study is dependent on the information collected in a scientific and methodological manner. Scientific planning of designing of research method is a blue print for any research study. Therefore, proper time and attention should be given in designing the plan of research. Selection of methodology for a particular project is made easy by sorting out a number of alternative approaches, each of them having its own advantage and disadvantages. Efficient design is that which ensure that the relevant data are collected accurately.

RESEARCH DESIGN:
Research design is the first and foremost step in methodology adopted and undertaking research study. It is overall plan for the collection and analysis of data in the research project. Thus it is an organized, systematic approach to be the formulation, implementation and control of research project. A well planned and well balanced research design guards against collection of irrelevant data and achieves the result in the best possible way.

SAMPLE DESIGN:
The universe of study being large, researcher has to resort to sampling method of data collection. On the basis of a section of the universe selected in a prescribed manner one is able to deduce for the universe. For the sample results to be applicable on the universe, sample should be adequately chosen so to make it representative and reliable. The convenient sampling method is chosen to collect the relevant data

SAMPLE SIZE: Sample covers 150 respondents.

26

3.2 DATA COLLECTION METHOD:

Data Collection is an important aspect of any type of research study. Inaccurate data collection can impact the results of a study and ultimately lead to invalid results. While the quality of research findings depends on data, the adequacy of appropriate data in turn depends upon proper method of data collection.

PRIMARY DATA
Primary data is a term for data collected from a source. Primary data have not been subjected to processing or any other manipulation. Primary data are gathered for specific purpose.

SECONDARY DATA
Secondary data, is data collected by someone other than the user. Common sources of secondary data for social science include censuses, organizational records and data collected through qualitative methodologies or qualitative research.

27

CHAPTER-4 DATA ANALYSIS AND INTERPRETATION

TABLE NO: 4.1

TABLE SHOWING THE OCCUPATION OF THE RESPONDENTS

OPTIONS STUDENTS EMPLOYED SELFEMPLOYED OTHERS TOTAL

RESPONDENTS
37 39 43 31

PERCENTAGE
24% 26% 29% 21%

150

100

FINDINGS :
From the above table 24% of the respondents are Students . 26% of the respondents are employed. 29% of the respondents are self-employed. 21% of the respondents are others.

INFERENCE:
It is inferred that the 29% of the respondents are Self-Employed.

CHART :

50 0

37

39

43

31

respondents

28

TABLE NO: 4.2

TABLE SHOWING THE GENDER OF THE RESPONDENTS

OPTIONS MALE

RESPONDENTS
89

PERCENTAGE
59% 41%

FEMALE TOTAL

61

150 FINDINGS :

100%

From the table 59% of the respondents are male. 41% of the respondents are female.

INFERENCE:
It is inferred that the 59% of the respondents are male.

CHART :

respondents
male female

41%

59%

29

TABLE NO: 4.3 TABLE SHOWING THE MODES OF TRAVEL OF THE RESPONDENTS.

OPTIONS AUTO RICKSHAW BUS CAR BIKE SUBURBAN TRAIN TOTAL FINDINGS :

RESPONDENTS
7 39 37 37 30

PERCENTAGE
4% 26% 25% 25% 20%

150

100%

Above table showing 71% of the respondents are travel by auto rickshaw. 26% of the respondents are travel by bus.25% by car.25% by bike and 20% by Suburban train.

INFERENCE:
From the above table most of the respondents are travel by bus are 26 %

CHART :
39 40 35 30 25 20 15 10 5 0 Auto rickshaw Bus Car respondents Bike Suburban train 7

37

37 30

30

CHI-SQUARE TEST

COMPARATIVE ANALYSIS OF OCCUPATION AND OPINION OF MODE OF TRAVEL. Options occuption student employed Self-employed others Total Auto rickshaw 2 5 7 bus 15 19 5 39 car 5 18 14 37 Bike 10 6 13 8 37 Suburban train 12 7 7 4 30 Total 37 39 43 31 150

Ho: occupation and mode of travel are independent. c = 5, r = 4 c-1 = 4, r-1 = 3 Degree of freedom = (c-1) (r-1) = 4*3 = 12 Calculation for Eij E(15) = E(10) = E(12) = E(2) = E(19) = E(5) = E(6) = E(7) = E(5) = = 9.62 = 14.03 = 5.75 = 1.38 = 6.24 = 63.44 = 26 = 6.24 = 2.08 E(18) = E(13) = E(7) = E(5) = E(14) = E(8) = E(4) = = 3.6 = 36.6 = 15 = 3.6 = 7.93 = 3.25 = 0.78

31

= 15 10 12 2 19 5 6 7 5 18 13 7 5 14 8 4 9.62 9.12 7.4 1.82 10.14 9.62 9.8 11.18 10.60 10.60 8.6 1.44 7.64 7.64 6.2 6.2 5.38 0.88 4.6 0.18 8.86 -4.62 -3.62 -2.8 -6.18 7.4 2.4 -1.6 3.56 6.36 0.36 -2.2 28.94 0.77 21.16 0.03 78.49 21.34 13.10 7.84 38.19 54.76 5.76 2.56 12.67 40.44 0.12 4.84 3.008 0.08 2.85 0.01 7.74 2.21 1.36 0.8 3.41 5.16 0.54 0.29 8.79 5.2 0.01 0.78 42.23

Calculated value: Calculated value = Table value: = 5% Degree of freedom = 12 Table value = 21.026 Conclusion: 42.23>21.026 Calculated Value > Table value Reject Ho Hence the occupation depends on the mode of travel. = 42.23

32

TABLE NO: 4.4 TABLE SHOWING THE PURPOSE OF TRAVEL OF THE RESPONDENTS.

OPTIONS COLLEGE WORK SHOPPING SCHOOL OTHERS TOTAL FINDINGS :

RESPONDENTS
20 82 21 17 10

PERCENTAGE
13% 55% 14% 11% 7%

150

100

Above table showing 13% of the respondents travel for college , 55% of the respondents travel for work ,14% of the respondents travel for shopping , 11% of the respondents travel for school and 7% are others.

INFERENCE:
From the above table it is inferred that the 55% of the respondents are travel for work.

CHART :

90 80 70 60 50 40 30 20 10 0

82

20

21

17 10

college

work

shopping respondents

school

others

33

TABLE NO: 4.5

TABLE SHOWING THE CLEANLINESS EXPECTED BY THE IN STATION.

RESPONDENTS

OPTIONS YES NO TOTAL FINDINGS :

RESPONDENTS
133 17

PERCENTAGE
89% 11%

150

100

Above table showing 89% of the respondents says yes and 11 % say no for the cleanliness.

INFERENCE:
From the above table It is inferred that the 89% of the respondents say yes for cleanliness in station.

CHART:

respondents
no 11%

yes 89%

34

INTERVAL ESTIMATION n = 150 p = 133/150 = 0.886 q = 1-0.886 = 0.113 = 5% Z /2 = 1.96 Confidence Interval = ( )

=( = =( = (0.836 , 0.936) CONCLUSION:

83.6% to 93.6% of respondents need cleanliness in station.

35

TABLE NO: 4.6

TABLE SHOWING WHETHER THE RESPONDENTS NEED AIR-CONDITIONING OR NOT .

OPTIONS YES NO TOTAL FINDINGS :

NO. OF RESPONDENTS
112 38

PERCENTAGE OF RESPONDENTS
75% 25%

150

100

Above table showing 75% of the respondents says yes and 25 % say no

INFERENCE:
From the above table most of the respondents 75% are says yes .

CHART:

120 100 80 60 40 20 0 yes respondents no 112 38

36

TABLE NO: 4.7

TABLE SHOWING WHETHER THE RESPONDENTS NEED ESCALATOR OR ELEVATOR SERVICE . OPTIONS YES NO TOTAL FINDINGS :
From above table 65% of the respondents says yes and 35 % say no .

RESPONDENTS
97 53

PERCENTAGE
65% 35%

150

100

INFERENCE:
It is inferred that the 65% of the respondents are think they need escalator service.

CHART:

respondents
respondents

97 53

yes

no

37

TABLE NO: 4.8

TABLE SHOWING WILL THE METRO RAIL REDUCE THE TRAVELLING TIME . OPTIONS STRONGLY AGREE AGREE NEITHER AGREE NOR DISAGREE DISAGREE STRONGLY DISAGREE TOTAL FINDINGS :
Above table showing 29% of the respondents are strongly agree, 35% are agree, 25% are neither agree nor disagree, 8% are disagree and 3% are strongly disagree .

RESPONDENTS
44 53 37 12 4

PERCENTAGE
29% 35% 25% 8% 3%

150

100%

INFERENCE:
From the above table It is inferred that the 35% of the respondents are agree with the statement.

CHART :
60 50 40 30 20 10 0 strongly agree agree neither agree nor disagree respondents disagree strongly disagree 12 4 44 37 53

38

TABLE NO: 4.9

TABLE SHOWING RATING OF THE METRO RAIL PROJECT BY THE RESPONDENTS. OPTIONS EXCELLENT GOOD FAIR POOR VERY POOR RESPONDENTS
9 47 43 38 13

PERCENTAGE
6% 31% 29% 25% 9%

TOTAL FINDINGS:

150 100%

Above table showing 6% rate excellent, 31% rate good , 29% rate fair, 25% says poor and 9% says very poor.;

INFERENCE:
From the above table it is inferred 31%of the respondents says good for ongoing metro rail project.

CHART :

respondents
Excellent goog 9% fair 6% poor very poor

25%

31%

29%

39

TABLE NO: 4.10

TABLE SHOWING THAT SHOP OWNERS UNABLE TO BRING GOODS IN TIME. OPTIONS STRONGLY AGREE AGREE NEITHER AGREE NOR DISAGREE DISAGREE STRONGLY DISAGREE TOTAL FINDINGS :
Above table showing 19% of the respondents are strongly agree, 35% are agree, 15% are neither agree nor disagree, 39% are disagree and 9% are strongly disagree .

RESPONDENTS
28 52 22 39 9

PERCENTAGE
19% 35% 15% 39% 9%

150

100%

INFERENCE:
From the above table it is inferred that 39% of the respondents are disagree with the statement.

CHART :

60 50 40 30 20 10 0 strongly agree 28

52 39 22 9

agree

neither agree nor disagree

disagree

strongly disagree

respondents

40

RANK CORRELATION Ho: There is no correlation between reducing travelling time and inability to bring goods in time. H1: There is correlation between reducing travelling time and inability to bring goods in time.

X 44 53 37 12 4

Y 28 52 22 39 9

Rx 2 1 3 4 5

Ry 3 1 4 2 5

d -1 0 1 2 0

d2 1 0 1 4 0 =6

X is the store atmosphere Y is the color & lighting Calculated value: Calculated value = 1 Table value: = 5% Degree of freedom = n = 5 Table value = 0.9 Conclusion: 0.7<0.9 Calculated Value < Table value Accept Ho Hence there is no correlation between reducing travelling time and inability to bring goods in time

]= 1

] = 0.7

41

TABLE NO: 4.11

TABLE SHOWING THE SHOPS LOST THEIR SALES. OPTIONS YES NO TOTAL FINDINGS :
From above table 66% of the respondents says yes and 34 % of the respondentas says no .

RESPONDENTS
99 51 150

PERCENTAGE
66% 34% 100

INFERENCE:
From the above table it is inferred that 66% of the respondents are says yes .

CHART:

respondents

34% yes no 66%

42

INTERVAL ESTIMATION n = 150 p = 99/150 = 0.66 q = 1-0.66 = 0.34 = 5% Z /2 = 1.96 Confidence Interval = ( )

=( = =( = (0.59 , 0.73) CONCLUSION:

59% to 73% of respondents says that the shop owners lost their sales.

43

TABLE NO: 4.12

TABLE SHOWING METRO PROJECT CAUSES POLLUTION TO RESIDENTIAL PEOPLE. OPTIONS YES NO TOTAL FINDINGS :
From above table 71% of the respondents says yes and 29 % say no .

RESPONDENTS
107 43

PERCENTAGE
71% 29%

150

100

INFERENCE:
From the above table it is inferred that 71% of the respondents are says yes .

CHART:

respondents

29% yes no 71%

44

TABLE NO: 4.13

TABLE SHOWING METRO PROJECT CHANGE THE LIFESTYLE OF THE PEOPLE. OPTIONS YES NO TOTAL FINDINGS :
From above table 54% of the respondents says yes and 46 % say no .

RESPONDENTS
81 69

PERCENTAGE
54% 46%

150

100

INFERENCE:
From the above table it is inferred that 54% of the respondents are says yes .

CHART:

respondents

46% 54%

yes no

45

TABLE NO: 4.14

TABLE SHOWING THE IMPORTANCE OF PREVENTING THE ENVIRONMENT. OPTIONS VERY IMPORTANT IMPORTANT NEITHER IMPORTANT NOR UNIMPORTANT UNIMPORTANT NOT AT ALL IMPORTANT TOTAL FINDINGS :
Above table showing 45% of the respondents says very important, 25% says important, 23% says neither important nor unimportant, 7% says unimportant and 0% not at all important.

RESPONDENTS
67 38

PERCENTAGE
45% 25%

34 11 0

23% 7%

150

100%

INFERENCE:
From the above table it is inferred that 45% of the respondents are says very important.

CHART :
80 70 60 50 40 30 20 10 0 very important important neither important nor unimportant respondents unimportant not at all important 11 0 38 34 67

46

TABLE NO: 4.15

TABLE SHOWING DEMOLISHED PARKS WILL BE REESTABLISHED AGAIN. OPTIONS YES NO TOTAL FINDINGS :
From above table 32% of the respondents says yes and 68 % say no .

RESPONDENTS
48 102

PERCENTAGE
32% 68%

150

100

INFERENCE:
From the above table it is inferred that 54% of the respondents are says yes .

CHART:

respondents

32% yes no 68%

47

TABLE NO: 4.16

TABLE SHOWING DEMOLISHING OF TEMPLE AFFECTS THE SPIRITUAL VALUES OF PEOPLE. OPTIONS STRONGLY AGREE AGREE NEITHER AGREE NOR DISAGREE DISAGREE STRONGLY DISAGREE TOTAL FINDINGS :
Above table showing 28% of the respondents are strongly agree, 39% are agree, 21% are neither agree nor disagree, 9% are disagree and 3% are strongly disagree .

RESPONDENTS
42 59 31 14 4

PERCENTAGE
28% 39% 21% 9% 3%

150

100%

INFERENCE:
From the above table It is inferred that the 35% of the respondents are agree with the statement.

CHART :
70 60 50 40 30 20 10 0 strongly agree agree neither agree nor disagree respondents disagree strongly disagree 14 4 42 31 59

48

CHAPTER-5 FINDINGS, SUGGESTIONS & CONCLUSIONS 5.1 FINDINGS It shows that 29% of the respondents are Self-Employed. From the survey 59% of the respondents are male. 41% of the respondents are female. Most of the respondents are travel by bus nearly 26 %. Comparing occupation and modes of travel , occupation depends on the modes of travel . It is inferred that the 55% of the respondents are travel for work. It is inferred that the 89% of the respondents say yes for cleanliness in station. By using the interval scale 83.6% to 93.6% of respondents need cleanliness in station. We finds that 75% of the respondents need air conditioning in train . 69% of the respondents need escalator service in station. It is inferred that the 35% of the respondents are agree with the statement,that metro rail will reduce the travelling time. 31%of the respondents says good for ongoing metro rail project. It is inferred that 39% of the respondents are disagree with the statement, that shop owners unable to bring the goods in time . By using the rank correlation method we find that there is no correlation between reducing travelling time and inability to bring goods in time . We find that shop owners lost their sales . By using the interval estimate 59% to 73% of respondents says that the shop owners lost their sales. 79% of the respondents says it causes pollution to the resisdential people . 49

 45% of the respondents says it is very important to prevent the environment. Most of the respondents says that demolishing of temples will reestablish again . 35% of the respondents says it affects the spiritual values of the people. Approximately 385 trees will be cut on the proposed alignment. 10 new saplings will be planted for each tree cut. This will be done in consultation with Forest department of Government of Tamil Nadu. A study on the noise pollution and vibration was undertaken by the Anna University and IIT respectively and found no severe impact would arise.

50

5.2 SUGGESTIONS Government should made necessary action to avoid the accidents . Proper arrangement should be take reduce the traffic when the construction of the metro project. They should reestablish the temples which demolished when the project is under going and otherwise it affect the spiritual values of people . Metro management should be aware of the environment and avoid the pollution. They plan for the shop owners problems and make solutions.

51

5.3 CONCLUSION
MRTS is the best way to decongest traffic. However, a number of considerations should be kept in mind in order to run a successful MRTS. "Viability of metro projects depend upon correct defining of traffic corridors, technology adapted, availability of land, volume of traffic carried, capacity utilisation and acceptance of the mode by the commuters," Ar Gupta maintains. Conclusively, transport needs to be made an integral part of urban design/master plan of the city as it cannot be delineated to a separate entity. A multi-modal transportation system would ensure the use of MRTS to its best potential. The uncertainty about MRTS, which has plagued the importance of such systems in India seems to be resolving. Though the Kolkata metro was designed without a rule book and the Delhi Metro was designed on international norms but now India has a set of rules being adopted for metro constructions. The National Mass Transit and Training Research Institute (NMTTRI) in Mumbai (established by MMRDA), is one of its kinds in Asia imparting training and research on mass transit systems. The annual training courses cater to key issues like Public Transport Security, Safety and Emergency/Disaster Management, Noise Pollution & Abatement Measures for Urban Transportation, Integrated Ticketing, seamless Travel across Modes and Intelligent Transportation System. The MetroRail Asia Asia's premier rail event (with a special focus on India) proves to be a highvalue networking and knowledge-sharing of key metro authorities and operators with discussions over India's extensive metro growth. In its third year now, this year it is being organised in Delhi from 8-10 November.

There will be some environmental impacts during construction like reduced road width, traffic Once the metro system is fully operational, one rake of metro system per trip is expected to remove 16 buses/300 cars/600 two wheelers from the road, thereby considerably reducing the traffic congestion in the road and less carbon emission and contributing to reduction in air pollution. Metro system helps in less fuel consumption leading to foreign exchange savings. Metro system also helps in reduction of noise pollution. UN Agency will be giving Carbon Credit to this system under Kyoto protocol. It is an income that can be sold to someone who is polluting.

The Corporation is doing all in its power to assist the victims of these two train accidents.

We provided alternative transport after the accidents;

The CEO and Senior Management visited the injured in the various hospitals

The Corporation is establishing a mobile office close to the Communities where the accidents happened to assist with the various claims that may arise.

52

The Capital Investment Programme in Rail infrastructure is underway, in order to modernize the Rail System. The national Signal upgrade programme is at an advanced stage, and was put on an phase is the Gauteng Nerve Centre and the Signal upgrade in the Gauteng Metrorail network, which will cost R520 million. This investment will minimize incident risk and ensure the speedy and safer transit of trains. Once more, I need to state that we regret these accidents, and wish the injured a speedy recovery. Detailed investigations into these accidents are ongoing, and the media will be advised of the final outcomes once they have been concluded. In conclusion, let me take this opportunity to extend my appreciation to Metrorail Staff, Gauteng Emergency Services and Transnet Freight Rail for the excellent execution of the contingency measures .

53

APPENDIX QUESTIONNAIRE

A STUDY ON THE IMPACT OF CHENNAI METRORAIL PROJECT ON GENERAL PUBLIC

Note: 1. 2. 3. 4. 5. Name Age Occupation Gender : : : : a) Student b) Employed c) Self-Employed d) Other Tick whichever is applicable

male

female

What are the modes of travel you use to travel ? a) Auto rickshaw b) Bus c) Car d) Bike e) Suburbantrain

6.

What is the usual purpose of your travel ? a) College b) Work c) Shopping d) School e) Others

7.

Do you except cleanliness in station ? a) Yes b) No

8.

Do you need air-conditioning in train ? a) Yes b) No

9.

Do you need Escalator and elevator service at station ? a) Yes b) No

10.

Metro Rail Reduce the travelling time . Do you agree with the statement ? a) Strongly Agree d) Disagree b) Agree c) Neither Agree Nor Disagree

e) Strongly Disagree

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11.

How do you rate the ongoing Metro Rail Project ? a) Excellent b) Good c) Fair d)Poor e) Very Poor

12.

Do you Agree that shop owners unable to bring goods in time ? a) Strongly Agree d) Disagree b) Agree c) Neither Agree Nor Disagree

e) Strongly Disagree

13.

Do you think shops lost their sales ? a) Yes b) No

14.

Does it causes pollution to Residential people ? a) Yes b) No

15.

Do you think it will change your lifestyle? a) Yes b) No

16.

How much it is important to prevent the Environment ? a) Very Important d) Unimportant b) Important c) Neither Important Nor Unimportant

e) Not at all important

17.

Do you think Demolished parks will be reestablished again ? a) Yes b) No

18.

Do you agree that Demolishing of temple affects the spiritual values of people ? a) Strongly Agree d) Disagree b) Agree c) Neither Agree Nor Disagree

e) Strongly Disagree

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19. Rank the following problems caused by Metro Rail Project . (1 for Preferred choice and 5 for the least preferred ) a) Air Pollution b) Noise Pollution c) Traffic d) Displacement of Business center e) Displacement of Worship places 20. Give One or Two suggestion : .... . . . . ..

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REFERENCES

1. ^ "Home Page of Chennai Metro Rail Limited" . Chennaimetrorail.gov.in. Retrieved 201008-16. 2. ^ "Metro rail projects: Four new metromen and their challenges" . The Times Of India. 18 December 2011. 3. ^ "Metro rail for Chennai" . Hinduonnet.com. 2003-08-22. Retrieved 2010-08-20. 4. ^ "Monorail project: To cover 300 km in 18 corridors" . Thehindubusinessline.com. 2006-0203. Retrieved 2010-08-20. 5. ^ "TN to float SPV for Rs 9,757cr Chennai metro" . Business-standard.com. 2007-11-07. Retrieved 2010-08-20.[dead link] 6. ^ [1]
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7. ^ "Front Page : Big plans for transport infrastructure for Chennai" . Chennai, India: The Hindu. 2010-02-28. Retrieved 2010-08-16. 8. ^ A. Srivathsan (2010-07-18). "Cities / Chennai : Metro Rail along ECR deferred" . Chennai, India: The Hindu. Retrieved 2010-08-16. 9. ^ Sreevatsan, Ajai (11 January 2011). "Focus on Metro Rail's place in transportation grid" . The Hindu (Chennai, India). 10. ^ "Metro Rail project work suspended" . 10-08-2012. 11. ^ "Chennai Metro back on track" . Hinduonnet.com. 2006-08-22. Retrieved 2010-08-20. 12. ^ "Chennai metro project cost likely to rise 23%" . Sify.com. 2010-09-29. Retrieved 201103-03. 13. ^ "Cost of Track & Station" . Times of India. 2010-09-14. Retrieved 2010-08-20. 14. ^ TNN, April 16, 2008, 09.00am IST (2008-04-16). "Center nod for Metro Rail in Chennai" . Timesofindia.indiatimes.com. Retrieved 2010-08-20. 15. ^ "Home Page of Chennai Metro Rail Limited" . Chennaimetrorail.gov.in. Retrieved 201008-16. 16. ^ "Soma Enterprise bags Chennai Metro Rail order" . The Hindu Business Line. Retrieved 2010-08-16. 17. ^ Egis Rail India; Niranjana Ramesh (10 March 2009). "USD 30 million contract by CMRL" . The Times Of India. Retrieved 2009-03-10. 18. ^ "Tamil Nadu / Chennai News : Ball set rolling on Vadapalani flyover" . Chennai, India: The Hindu. 2009-05-20. Retrieved 2010-08-16. 19. ^ [2]
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20. ^ "Chennai Metro to invite bids for passenger EMUs" . Projectstoday.com. 2009-07-25. Retrieved 2010-08-16.

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21. ^ "CMRL invites bids for construction of elevated viaducts" . Projectstoday.com. 2009-0825. Retrieved 2010-08-16. 22. ^ [3]
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23. ^ "The Hindu Business Line : L&T bags two Chennai Metro Rail tenders" . Blonnet.com. 2010-01-29. Retrieved 2010-08-16. 24. ^ "Chennai" . Times Chennai. Retrieved 2010-08-16. 25. ^ PTI, Mar 29, 2010, 01.19pm IST (2010-03-29). "Japan commits Rs10535cr towards six infra projects in India - India - The Times of India" . Timesofindia.indiatimes.com. Retrieved 2010-08-16. 26. ^ Special Correspondent (2010-03-29). "The Hindu : Business News : Japan credit for six infrastructure projects" . Chennai, India: Beta.thehindu.com. Retrieved 2010-08-16. 27. ^ TNN, June 29, 2010, 01.25am IST (2010-06-29). "Elevated metro stations to come up at 10 places - Chennai - City - The Times of India" . Timesofindia.indiatimes.com. Retrieved 2010-08-16. 28. ^ Special Correspondent (2010-06-29). "Cities / Chennai : Tenders awarded for 10 Metro Rail stations" . Chennai, India: The Hindu. Retrieved 2010-08-16. 29. ^ Financial Express (11 September 2010). "Alstom to provide 168 cars for Chennais metro" . Retrieved 18 September 2010. 30. ^ Alstom Transport (09 September 2010). "First Metro Rolling Stock contract in India" . Retrieved 18 September 2010. 31. ^ Ajai Sreevatsan (19 August 2010). "Cities / Chennai : Metro Rail set to be extended to Tiruvottiyur" . Chennai, India: The Hindu. Retrieved 2010-08-20. 32. ^ a b "Government to consider extension of Metro Rail" . The Hindu (Chennai, India). 30 October 2010. 33. ^ [4]
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34. ^ 15 Dec, 2010, 09.36PM IST,PTI (2010-12-15). "L&T awarded construction of Metro Rail depot works - The Economic Times" . Economictimes.indiatimes.com. Retrieved 2011-0303. 35. ^ L&T, Alstom venture bags Chennai Metro project :http://www.thehindubusinessline.in/2011/01/22/stories/2011012251870200.htm 36. ^ Metro Rail awards contract for lifts :http://www.thehindu.com/news/cities/Chennai/article1147579.ece 37. ^ Two firms bag 12 underground tunnels & stations work :http://timesofindia.indiatimes.com/city/chennai/Two-firms-bag-12-undergroundtunnels-stations-work/articleshow/7381968.cms 38. ^ Gammon India bags two Chennai Metro orders worth Rs 1,947 cr http://economictimes.indiatimes.com/news/news-by-industry/indl-goods-/58

svs/construction/gammon-india-bags-two-chennai-metro-orders-worth-rs-1947cr/articleshow/7555112.cms 39. ^ Siemens wins power supply contract for Chennai metro :http://www.businessstandard.com/india/news/siemens-wins-power-supply-contract-for-chennai-metro/426153/ 40. ^ Work on double-decker structure at Arcot Road:http://www.thehindu.com/todayspaper/tp-national/tp-tamilnadu/article2448588.ece 41. ^ "Metro dips under historic Cooum" . The Times Of India. 22 March 2012. 42. ^ Sangameswaran, K. T. (2012-04-05). "Plea against razing part of heritage building for Metro Rail dismissed" (in English). Chennai: The Hindu. Retrieved 7 April 2012. 43. ^ "Front Page : Metro Rail may cover Tiruvottiyur" . Chennai, India: The Hindu. 2009-01-22. Retrieved 2010-08-16. 44. ^ V, Ayyapan (2010-02-16). "Metro Rail to build flyover at Vadapalani" (in English). Chennai: The Times of India. Retrieved 15 May 2012. 45. ^ "Flyover planned at Arcot Rd jn to ease traffic congestion" (in English). Chennai: The Times of India. 2009-10-29. Retrieved 15 May 2012. 46. ^ Meera Srinivasan, Deepa H. Ramakrishnan (2012-05-15)."Metro, flyover merger at Vadapalani hits road bump" (in English). Chennai: The Hindu. Retrieved 15 May 2012. 47. ^ "Front Page : Metro Rail may begin run by 2013: Stalin" . Chennai, India: The Hindu. 2011-01-29. Retrieved 2011-03-03. 48. ^ "Article Window" . Epaper.timesofindia.com. Retrieved 2011-03-03. 49. ^ "Article Window" . Epaper.timesofindia.com. Retrieved 2011-03-03. 50. ^ "Tamil Nadu / Chennai News : New Metro Rail routes announced" . Chennai, India: The Hindu. 2011-01-08. Retrieved 2011-03-03. 51. ^ Ajai Sreevatsan (2010-08-06). "Cities / Chennai : Metro Rail may take over MRTS" . Chennai, India: The Hindu. Retrieved 2010-08-16. 52. ^ August 16th, 2010 DC Correspondent. "Baalu for extension of Metro to Tambaram | Deccan Chronicle | 2010-08-16" . Deccan Chronicle. Retrieved 2010-08-16. 53. ^ Sreevatsan, Ajai; Deepa H. Ramakrishnan (3 October 2011). "How to regain green cover" . The Hindu (Chennai: The Hindu). Retrieved 8-Oct-2011.

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