Selection of Rapid Transit project and it's impact on Urban transport

SELECTION OF RAPID TRANSIT PROJECT AND ITS IMPACT ON URBAN TRANSPORT
A
THESIS REPORT
ON
SELECTION OF RAPID TRANSIT PROJECT AND ITS IMPACT ON
URBAN TRANSPORT
By
JIGAR SHAH (FP20010)
VAIBHAV JAIN (FP20011)
PGP IFDM 10TH BATCH

(2020–2022)
GUIDED BY
DR. NAGARJUNA PILAKA
NATIONAL INSTITUTE OF CONSTRUCTION MANAGEMENT AND

RESEARCH
BALEWADI, PUNE, 2020-2020
DECLARATION
We declare that this Thesis work titled “Selection of rapid transit project and its impact on
Urban transport” is bonafide work carried out by us, under the guidance of Dr. Nagarjuna
Pilaka. Further we declare that this has not previously formed the basis of award of any degree,
diploma, associateship or other similar degrees or diplomas, and has not been submitted
anywhere else.
Jigar Shah FP20010

Vaibhav Jain FP20011
Date: 02/02/2022
CERTIFICATE
ACKNOLEDGEMENT
This Thesis owes its completion to the guidance and contributions of many without whose help
it would not have been possible for us to complete it.
We are very thankful to National Institute of Construction Management and Research for
having given us the opportunity to undertake our thesis work on “Selection of rapid transit
project and its impact on Urban transport”.
We would like to convey our heart-felt gratitude to Dr. Nagarjuna Pilaka, Associate Professor,
NICMAR who guided and encouraged us all through the Thesis work and imparted in-depth
knowledge.
We extend our sincere thanks to each and everyone who have extended their warm support and
helped us in every possible way for the successful completion of our thesis.
Jigar Shah FP20010

Vaibhav Jain FP20011
Date: 02/02/2022
TABLE OF CONTENTS
Sr. No. Description Page No.
1 INTRODUCTION
1.1 Introduction of Rapid transit system 1
1.2 Rapid transit systems and goal of Inclusive 1
Development
1.3 Category of Rapid transit systems 3
1.4 Importance of Public transportation in India 9
1.5 Introduction of Metro Rail 7
1.6 Introduction of BRTS 8
1.7 Scope 10
1.8 Objective 10
1.9 Methodology 10
2 LITERATURE REVIEW
2.1 Pre-Development stage-based Research papers 11
2.2 Contract stage-based Research papers 14
2.3 Financing based Research papers 15
2.4 Construction stage-based Research papers 16
2.5 Operational stage-based Research papers 18
2.6 Modifying in current services-based papers 21
2.7 Post Construction reviews-based papers 21
3 DATA ANALYSIS (PART 1)
3.1 Sample Information for Metros in India 21
3.2 Sample Information for BRTS in India 24
3.3 List of Indian cities proposed/ under construction/ 25
constructed
3.4 Total Length of Metro/ BRTS Constructed/ Planned/ 26
Proposed in India
3.5 Average Capacity per Metro rail/ BRTS in India 26
3.6 Length of the Underground Metro from the Sample 27
data
3.7 Total Investment from the sample of the Metro/ 28

BRTS projects
3.8 Exposure to PPP from sample data 29
3.9 Popularity based on Operational review 30
4 CONCLUSION
4.1 Summary 31
4.2 Inferences of the study 31
5 DATA ANALYSIS (PART 2)
5.1 Failure of Jaipur metro 32
5.2 Success of Mumbai metro 34
5.3 Data collected from google form 37
6 CONCLUSION
6.1 Summary 51
6.2 Future scope 52
6.3 Explanation 52
7 REFERENCES 2
8 APPENDIX 1 4
9 APPENDIX 2 8
LIST OF TABLES
Table No. Description Page No.
1.1 Estimated Public transportation share 6
1.2 Bus Fleet/ 1000 persons in different cities 7
3.4 Sample Information for BRTS in India 28
3.5 List of Indian Cities where Metro/ BRTS are 29
implemented.
3.6 Length of Underground and Elevated Metro rail in India 31
3.7 Total Investment from the sample of Metro/ BRTS 32
projects
3.8 Exposure of Metro/ BRTS projects to PPP 33
3.9 Popularity based on Operational review 34
5.1 Profits from Jaipur metro 36
5.2 Additional information of Jaipur metro 37
5.3 Fundings involved for Jaipur metro 37
5.4 Additional metro projects planned in Mumbai 39
LIST OF FIGURES
Figure Description Page
No. No.
1.1 Use of Mass transit in India 5
1.2 Capital cost of different modes of transport 6
3.1 No. of cities having Metro/ BRTS in India 29
3.2 Length of Proposed/ Planned/ Constructed Metro and BRTS in 30
India
3.3 Average capacity of Metro/ BRTS in India 30
3.4 Underground and Elevated Metro rail in India 31
3.5 Investment of Metro/ BRTS in India 32
3.6 Metro, BRTS projects exposed to PPP 33
3.7 Percentage of popularity of Metro/ BRTS among users 34
5.1 Performance of Jaipur metro 38
5.2 Ridership of Mumbai metro over the years 39
5.3 Revenue and Expenditure of Mumbai metro over the years 39
5.4 Mode of Transportation used Frequently 41
5.5 Frequency of using public transport 41
5.6 Mode of Transportation used to travel to destination 42
5.7 Distance between your homes to the nearest metro station 42
5.8 Distance between your offices to the nearest metro station 43
5.9 Average travel time between the boarding metro stations to 43
alighting metro station
5.10 Average travel time to reach the destination after alighting from the 44
metro train
5.11 Metro fare per trip (one direction) 44
5.12 Average traveling fare (to and fro) per day 45
5.13 Comfort of traveling in the metro 45
5.14 Rate Metro train in terms of managing congestion and pollution 46
5.15 Preferred mode to travel between the destination to metro station 46
5.16 Perspective for governments proposal to build the network of 47
metros for better connectivity in Jaipur
5.17 Mode of Transportation used Frequently 48

5.18 Frequency of using public transport 48
5.19 Mode of Transportation used to travel to destination 49
5.20 Distance between your homes to the nearest metro station 49
5.21 Distance between your offices to the nearest metro station 50
5.22 Average travel time between the boarding metro stations to 50
alighting metro station
5.23 Average travel time to reach the destination after alighting from the 51
metro train
5.24 Metro fare per trip (one direction) 51
5.25 Average traveling fare (to and fro) per day 52
5.26 Comfort of traveling in the metro 52
5.27 Rate Metro train in terms of managing congestion and pollution 53
5.28 Preferred mode to travel between the destination to metro station 53
5.29 Perspective for governments proposal to build the network of 54
metros for better connectivity in Jaipur
CHAPTER 1
INTRODUCTION
1.1 Introduction of Rapid transit system
Effective urban transit is very important to India for a variety of reasons. Enhancing the
comfort of living is the primary policy goal in India because the Honourable Prime Minister of
India is increasingly emphasizing the status of urban transportation infrastructure because it
plays a big role in determining liveability. An efficient urban transit is additionally crucial for
increasing economic productivity and, as a result, creating Indian businesses competitive.
Though speedy transportation systems are one of the modes of urban quality, their importance
grows considerably once cities are viewed as a growth node of the associate economic region
because comprehensive growth is decided not solely by the state of the transit inside city limits,
however additionally by its property to its bound, rather its entire zone of influence. A decent
understanding of India's urban landscape at this stage of development has the potential to
impact our judgment on prioritizing investment in the Rapid transit systems, a sector that's been
under-invested.
Transit systems are natural monopolies and therefore are regulated. They're capital
intensive with a terribly long gestation period and there are limits to which return on investment
can be secured through user charges. They can’t be, except in rare cases, a hundred percent
supported by non-public capital and in and of itself the sector needs a bouquet of well-
structured policies that comes within which the uncertainties, but are decreased, risks are
properly assigned, the public interest is safeguarded whereas non-public sector is ensured a
reasonable return.
1.2 Rapid transit systems and goal of Inclusive Development
Rapid transit system improvements need a lot of money and are sometimes accused of
being elitist. To realize the Prime Minister of India's vision, appropriately summarized in
"Sabka Saath and Sabka Vikaash," it is critical to recognize the critical role that MRTS can
play in India's sprawling metropolis. One of the most significant developmental difficulties,
contrary to popular belief, is addressing the observable anomaly of India's slow rate of
urbanization. According to Census 2011, around 377 million Indians resided in urban areas,
1
accounting for approximately 31 percent of the country's population. This is a lower proportion
when compared to other significant emerging countries, such as China (45%), Indonesia (54%),
Mexico (78%), and Brazil (87%). There is currently no sign of an increase in the rate of urban
expansion. While it is true that India gained more people in urban regions (90.98 million) than
in rural areas (90.46 million) between 2001 and 2011, the annual exponential growth rate
(AEGR), which peaked in 1971-81, has actually decelerated in recent decades and has only
marginally perked up in 2001-2011. During the 1950s, the AEGR of the urban population was
3.5 percent. The 1970s witnessed a 3.8 percent increase in urbanization. In the 1980s, however,
the growth rate slowed to 3.1 percent. In the 1990s, it fell even lower to 2.73 percent. For the
period 2001-2011, the equivalent growth rate is 2.76 percent.
Furthermore, rural-urban migration has played a very minor role in the increase in urban
population, with the formation of census towns accounting for a large portion of the increase
in urban population. According to Census 2011, the number of towns in India grew from 5,161
in 2001 to 7,935 in 2011. It emphasizes that practically all of this development was due to the
expansion of census towns (which climbed by 2532) rather than statutory towns (which
increased by only 242). Statutory towns have municipalities or corporations, whereas census
towns are agglomerations that form in rural and semi-urban regions but have not yet been
designated as urban areas.
The fact that the cores of big Indian cities are not drawing people to the amount that
their growth potential warrants is indicative of a relatively exclusionary nature to Indian cities,
despite municipal authorities' efforts to implement steps to aid the urban poor. There are several
causes for this, including tight land-use patterns and regulations, artificially high costs of urban
land near the city centre, and so on. One of the most serious of these is a lack of an effective
urban transportation system. To correct this imbalance, while in the long run, India must
drastically change the way it determines land use patterns and shift toward strategic
identification of cities, particularly in favour of mandating sufficient land in the core for
affordable housing and other such amenities that directly benefit the urban poor, in the short
and medium run, India must invest heavily in MRTS to provide reliable, fast, and affordable
transportation to people living on the outskirts, semi-urban areas and are yet to be declared
urban areas.
The fact that the core of large Indian cities is not attracting population to the extent,
their growth potential is symptomatic of a rather exclusionary character to Indian cities,
notwithstanding the attempt by municipal authorities to take measures for the benefit of the
2
urban poor. There are many reasons such as strict land-use patterns and regulations, artificially
high prices of urban land in the core of the city, and so on. Of those, the lack of an efficient
urban transport system is a major one. In order to correct this imbalance, while in long run,
India has to drastically alter the way it determines the land use pattern and has to shift towards
strategic identification of cities, especially in favour of mandating sufficient land in the core to
affordable housing and other such amenities which directly benefits the urban poor in the short
and medium run, it has to invest heavily in MRTS to provide a reliable, fast and affordable
transport to people living on the periphery or in the influence zone of Indian cities.
1.3 Category of Rapid transit systems
1) Bus routes and bus rapid transit systems (BRTS)

Bus-ways are physically delineated bus lanes along the main highway with a separate
corridor for bus traffic only. Buses may be granted priority over other modes of
transportation at junctions using a signalling system. BRTS is an improved version of a bus
route that includes elements such as pedestrian amenities, Non-Motorised Vehicles (NMV),
and a variety of additional infrastructures, including operations and control mechanisms.
2) Transit by light rail (LRT)
LRT is a type of at-grade rail-based public transportation system that is usually separated
from the main highway.
3) Tramways
These are at-grade rail-based systems that are not separated and frequently move in mixed
traffic.
4) Metro Rail
Metro rail is a completely segregated rail-based public transportation system that can be at
grade, elevated, or subterranean. Metro rail has a very high capacity of 40,000–80,000
people per hour each direction due to its physical segregation and system technology.
Monorails are also used in metro systems; however, they have smaller capacity and a
greater maintenance cost.
3
5) Regional Trains
Regional rail operates inside a larger urban agglomeration or metropolitan region,
connecting the city's periphery to the city centre. Long-distance trains have more halts at
shorter distances, whereas metro rail has fewer halts and higher speeds. Regional rail is
common in major metropolitan areas, and it helps to decongest the city centre by providing
commuters from less densely populated suburbs with safe and rapid access to the city
centre.
But in India, considering the limited area for development, Transit by light rail (LRT)
and Tramways will be less preferable. Also, these transit systems need more maintenance and
have less scope for future development, so they are not being considered. Regional trains are
already running to its maximum capacity is some Indian cities like Mumbai, Kolkata, so we
have excluded this mode of transportation. So further analysis of bus rapid transit systems
(BRTS) and Metro Rail is being conducted.
1.4 Importance of Public transportation in India

Driven by several global megatrends, public transport is transforming around the world,
and India is no exception. Over the last decade, India has seen a deep penetration of subway
railroads, highway infrastructure, ride-hailing services, and many other innovations that show
the procession to the present day. India's airports have become world class in the last decade
and competition in the private sector-led segment is fierce. Intermodal competition is
increasing rapidly. Still, India's provision of public transport services remains a serious deficit.
Large but crowded rail systems raise major operational and safety concerns. Bus transportation
is dominated by state-owned transportation companies and does not meet modern world
standards. Intermodal integration is almost non-existent. Due to first and last mile connectivity
issues, users will not have a consistent experience. India's need for public transport can grow
rapidly as the country rapidly urbanizes. According to the 2011 census (India's population is
1.21 billion), India is about 31% urbanized, with cities accounting for about 6601% of gross
domestic product (GDP). By 2030, 40% of the population will live in cities and is expected to
contribute 7501% to GDP. The Ministry of Housing and Urban Affairs estimates that it will
need to invest Rs 39,20,000 (US $ 600 billion) during 2011, 44% of which will be invested in
urban roads and 11.5% in mass transportation systems.
4
Larger investments in roads that do not correspond to the quality of public transport
will lead to the introduction of more personal transport. It has some negative externalities in
the form of death, air pollution, congestion and so on. It is estimated that about 88 million trips
(704 million by bus, 184 million by rail and 2,205 million by plane) are carried out by public
transport in India. This means that 69% of all trips are by public transport, compared to 3035%
06 in most countries of the world. With so many advantages in India, it is clear that we need to
provide more public transport.
Sustainable development requires a paradigm shift in terms of avoiding modal shifts

and improving the transition to public transport. Changes in consumer tastes, increased
environmental awareness and sensitivity, improved technology, digital payments, electric
vehicles and other trends towards renewable energy sources will lead to new and transport
models and will be open to the public. Expected to be: In terms of end-user quality,
sustainability and efficiency, we can take transportation to the next level (international
standards) faster than expected. One of the biggest drivers of efficiency is the technology-
enabled economics of shared and peer-to-peer networks that enable real-time matching of
supply and demand, thereby eliminating the costly and full utilization of asset and time
reserves.
India is experiencing rapid urbanization and this trend is expected to continue.

Therefore, focusing on providing adequate and quality public transport in cities is just as
important as improving connectivity between cities. To sustain this growth, the Ministry of
Housing and Urban Affairs estimates that approximately Rs. 21.556 billion (US $ 333 billion)
will need to be invested in urban roads and mass transit in 201131.
Fig. 1.1 Use of Mass transit in India
5
However, as shown in the estimates in Table 1, India's use of public transport is significantly
lower than in some other countries. This will increase the use of personal transportation,
especially cars and bicycles. It has the following negative externalities:
• Increased congestion
• Extended travel time
• Air pollution and consequent health problems
• Increased road deaths, 13% loss of GDP to the economy
• Loss of economic productivity
Table 1.1 Estimated Public transportation share
In order to circumvent this challenge/ impending problem, there needs to be a paradigm change
in the approach to urban and transport planning which effectively translates into adopting the
Avoid Shift Improve (ASI) framework:
• Avoid - Need for motorised travel which is possible by integrated land use transport
planning and measures like tele commuting, work from home, etc.
• Shift - Shift from personal modes of transport to public transport and non-motorised
transport
• Improve - Make improvements in technology, cleaner fuels and vehicles, etc.
Fig 1.4 Capital cost of different modes of transport
6
Table 1.2 Bus Fleet/ 1000 persons in different cities
1.5 Introduction of Metro Rail
A metro is a train that is especially planned to run in metropolitan regions; it is used by

regular suburbanites to travel little or significant distances inside the city. A metro train has its
own track that isn't imparted to different trains, and it might go both underground or more
ground. Kolkata Metro was India's first metro, sent off in 1984 by previous Prime Minister
Indira Gandhi. In excess of ten Indian urban communities presently have metro organizations,
and a lot more are being proposed in different urban communities. Rising urban areas,
expanded populaces, and developing traffic have fundamentally required a create some
distance from private types of transportation and toward public transportation. A glance at the
world's arising nations uncovers that very much arranged Mass Rapid Transit Systems (MRTS)
are being used. India, then again, has fallen behind, in spite of the way that its first metro, the
Kolkata Metro, opened north of 25 years prior. The causes may be connected to an absence of
monetary preparation, as such ventures require huge capital data sources, a long development
time, and muddled innovations. Different variables may be an absence of availability between
different mass travel frameworks and an absence of complete traffic and transportation
arranging.
While research shows that the ideal modular portion of public transportation ought to
be around 70%, it is nearer to 35%-40% in India's significant regions. With its current Metros
in Kolkata, Delhi, Mumbai, Bengaluru, Hyderabad, Chennai, Jaipur, and Kochi, India is
7
endeavoring to assemble a-list framework, with the consideration of Pune, Chandigarh,

Ahmedabad, Kanpur, Ludhiana, Bhopal, Indore, and Faridabad. The primary benefits of Metro
rail are-
• As far as energy use, space inhabitance, and number of travelers moved, the Metro Rail
System has demonstrated to be the most effective.
• Enormous limit transporters - incredibly high amounts of pinnacle hour top heading
ventures
• Harmless to the ecosystem - creates no air contamination and essentially less commotion
contamination.
• Low energy utilization - 20% less per traveler kilometer than street based frameworks.
• Expanded traffic limit - transports as much traffic as seven paths of transport traffic or 24
paths of vehicle traffic (regardless).
• Very little ground region required - essentially a 2-meter width for raised rail.
• Quicker - brings travel time by 50 down to 75 percent.
1.6 Introduction of BRTS
Transport quick travel (BRT), frequently known as a busway or transitway, is a

transport based public transportation framework that is planned to improve limit and constancy
over a customary transport framework. A BRT framework frequently contains devoted
transport paths and gives transports priority at intersections where transports might interface
with other traffic, as well as plan components to kill delays brought about by travelers boarding
or leaving transports or purchasing admissions. BRT tries to join a metro's ability and speed
with the adaptability, less expensive expense, and straightforwardness of a transport
framework. Transports work with an assortment of privileges of way, including blended traffic,
private paths on ground streets, and separate transport courses.
Transport quick travel (BRT) transport administration is interesting to travel specialists

since it is more affordable to lay out and work than other normal travel modes, for example,
light rail travel (LRT) or mass fast travel (MRT): no track is required, transport drivers
ordinarily require less preparation and a lower allowance than rail administrators, and transport
support is less intricate than rail upkeep. Besides, transports are more versatile than rail
vehicles; a transport course might be changed, either for a brief time or forever, to suit changing
8
interest or to manage ominous street conditions with a tiny consumption of assets. Be that as it
may, traditional transports almost consistently take more time to cross any given course when
contrasted with a vehicle navigating a similar course, because of a blend of elements:
• Except if there is a transport just path, a transport can't travel quicker than typical street
traffic. This might be particularly recognizable during busy time or different times of
weighty traffic.
• Except for transport bulbs, when a bus stations to get or release travelers, it leaves the
progression of traffic and can't continue travel until it is protected to converge back in.
• Since essentially all regular transport courses use demand stops, a transport driver should
invest in some opportunity to check moving toward stops for travelers holding back to
board, as well as drive gradually to the point of securely halting should travelers be
available.
• Since few transport networks are without expense or utilize confirmation of-installment
charge assortment, a transport should delay until all travelers boarding at that stop have
paid their passage prior to leaving. To decrease charge avoidance, transports typically just
have one farebox installed (put inside the front entryway, close to the driver), accordingly
this may consume most of the day when traffic is high.
This can make transport make a trip less captivating to individuals who have the choice
of utilizing private transportation or a leased vehicle rather than travel - either on the grounds
that they need to invest less energy or due to awkward blockage during top hours. Regardless
of whether a specific course isn't as expected covered by regular transports, it may not be
alluring or even feasible to put resources into rail framework for that course, or the organization
accountable for the course might come up short on essential assets or authority. Therefore,
transport fast travel fills in as a connection for such courses. It is somewhat more costly and
less adaptable because of the foundation expected to relieve the previously mentioned easing
back impacts, yet it is still altogether more affordable and adaptable than rail travel, and it gives
speed and limit that, while not continuously matching tailor made rail, can far surpass the limit
of regular transports (albeit this depends how much on the BRT standard is carried out, how
well, and for what length of the course). BRT's fundamental qualities incorporate committed
paths and arrangement, off-board toll gathering, and stage level boarding.
9
In this report we will concentrate on different ventures of India connected with Metros
and BRTS and finish up on the pattern of Government approach towards the method of
transport.
1.7 Scope
India is developing at a fast pace during recent years. The metro cities of India need to
solve the daily problems of the inter-city transportation for the residential people in the wake
of physical expansion, growing population, and employment opportunities. Metro and Bus
Rapid Transport System (BRTS) are Rapid transit public transport systems which enables for
mass transportation of the people within the inter-city. Our study includes to study the projects
and to analyse the implementation, construction, and operation aspects as many of the public
transportation system face challenges due to lack of financial resources, land acquisitions,
operation, and maintenance problems, etc. Also, there is need to ensure that the public
transportation systems are safe, efficient, affordable, and effective. The scope of the project is
to study various aspects of the projects in India, their implementation and do detail analysis of
operation management of Metro and BRTS and also understand the impact of the preferred
urban transport as the city is populated with working people and therefore needs smooth
working of these modes of transport.
1.8 Objective
Metro and BRTS mode of Transportation play an important role in Development and
improving the Economy of a country. Our main objectives are:
1. To identify the factors related to Planning and Development of Metro and BRTS projects
in India.
2. To study and differentiate the projects on development parameters.
3. To understand the impact of the preferred transit systems.
1.9 Methodology
The study is based on various newsletters, journals, magazines available on internet

along with the data taken from secondary sources to analyse various concepts that are to be
used in the project. Also, for analysing the impact of the preferred transit system data is
collected from the responses collected from respondents.
10
CHAPTER 2
LITERATURE REVIEW
2.1 Pre-Development Stage-Based Research Papers
• Sushobhan Majumdar (2015) - The main points of interest in the rail route transport portion
are the development of appropriate limit and the augmentation of administrations to
guarantee worker solace. Cooperation with state specialists and rail route specialists will
be expected for the development of metro rail organizations. In a joint effort with the
different state/specialists, railroad specialists may likewise endeavor to coordinate the
nearby train and metro rail frameworks under a solitary administration. To soothe the
interest on metro rail line travel, the public authority declares a metro project up to Kalyani.
Notwithstanding, numerous people are reluctant to give land for this venture. Accordingly,
there is some uncertainty around this task. Moreover, the projected metro rail line expands
much past the current high-thickness region. So most extreme quantities of individuals
again should rely on the nearby train.
• Niraj Sharma, Anil Singh and Rajhni Dhyani (2014) verified that the emanations saved as
far as generally speaking discharges as well as individual toxins, to be specific CO, HC,
NOX, PM, and CO2, have been determined Estimation and awareness investigation show
that changing travellers from one type of public transportation to metro rail will bring about
the best CO2 benefit. Such activities could help policymakers in settling on informed
arrangement choices and defending the high execution expenses of metro rail projects in
contrast with other public transportation projects, as well as deciding how its execution
would support moving suburbanites from different methods of street transportation to
metro rail.
• Lilly R and Ravikumar G (2017) did a review on the accessibility of water sum preceding
and after the structure of the Chennai metro train course in Tamil Nadu, India Using a
Geographical Information System, the volume of still up in the air for each stage (GIS).
The gridded information was used. For example, survey areas, groundwater levels, and
explicit yields of different soil types covering the types of survey areas. They conclude that
11
the reduction in groundwater volume was caused by underground development along

subway tracks. This was clearly demonstrated by the GIS groundwater volume assessment
using a raster adder. The average water table of Chepauk, Barpery, and Chepauk was low,
but Sidapet, Aminjikarai, Ginditil Mangaram, and K.K. Nagar had a high average water
table. This may be due to the underground development causing diagonal confusion. These
figures clearly show that precipitation cannot be the limit to change the water table, and
that the development of huge water table appears to be the main cause of water table
subsidence.
• A Research was done by M.E. Scholar and Assistant professor of Dr. DYPSOET to study
the feasibility analysis of the Pune city subway project. They were considering two subway
corridors: Pimpri-Chinchwad-Swargate, Vanaz-Ram Buddy. The methodology used was
based on estimating the degree of validity of the Athens metro network in Greece in relation
to the needs of the city. This method was based on the length of the network and the number
of stations on the network. From their research, they concluded that the Pune subway is not
feasible and the length and stations of the subway need to be increased.
• A student at MIT University of Business in Pune conducted a survey to review Pune Metro's
planning and scheduling projects using construction software. The research paper
emphasizes the importance of planning and scheduling software such as Primavera P6 in
complex infrastructure projects such as the subway. This helps you remotely update and
track your project, reduce data loss, reduce operational and maintenance costs, save time,
increase transparency, and physically monitor the progress of your project. Improved
communication between all teams and management..
• A Research was done by Two professors of NICMAR for technical analysis of the
Hyderabad Metro Railroad Project. This survey provides information on the need for a
subway in Hyderabad, the type of subway adopted in Hyderabad, and various details of the
Hyderabad subway. It also specifies the various components needed during the construction
and construction process. The research is primarily conducted to understand the technical
feasibility of the Hyderabad Metro project and how it can help improve the lives of people
living in Hyderabad.
• A Research was done by a professor and Three student of NICMAR for the Economic
Analysis of the Hyderabad Metro rail project. The research states about the need of Mass
Rapid Transit System, the need for Public Private Partnership, Benefits of implementing
12
metro project and the Direct & Indirect costs for implementation of Hyderabad metro. The
paper discussed about the growth in population which has resulted in need of a good transit
system, it also discusses the increasing pollution because of the rise in number of vehicles.
The research paper has used Social Cost Benefit analysis as a tool for evaluating the
economical need for Hyderabad metro. The result of this analysis was found in favor for
implementing the Metro project.
2.2 Contract Stage-Based Research Papers
• Rakesh Kulshreshtha, Anil Kumar, Ashish Tripathi, Dinesh Kumar in (2017) conduct a
study on Critical Success Factors in Implementation of Urban Metro System on PPP Rail-
based metro system is crucial for supporting a city’s expansion and growth. A capital-
intensive, long-development and payback urban metro project may not be economically
feasible, but it is socially desirable As of now the metro projects started in India in the last
seven years are planned under the PPP framework. Our international experience on the PPP
subway and our own experience on the Delhi Airport subway show that many aspects can
influence the successful implementation of PPP in such projects. I am. In this regard, it is
exciting to note that Hyderabad Metro is one of the world's largest subway projects built
with the PPP framework. This white paper outlines the research conducted on the Critical
Success Factors required to deploy the PPP scheme in urban metros in the context of India.
The 18 CSFs identified through the literature search were validated in a pilot study using a
structured questionnaire and grouped into 7 macrofactors by hierarchical cluster analysis.
In the case study, we tried to use the SAP LAP framework to analyze the CSF identified in
the real environment of the first two phases of the Hyderabad Metro project. Stakeholders
of major projects were interviewed during a field survey to receive feedback on actions
taken in relation to key elements of success. Observations and insights have been integrated
as insights for such projects in the future.
13
2.3 Financing Based Research Papers
• A Research was done by a student and professor of GHRCEM along with an Executive
engineer from MMRDA, Mumbai on Commercial exploration of Metro Infrastructure for
revenue generation for Mumbai metro. The research shows the types of ads available on
the subway and how they can help drive sales through ads. The types of ads that can be
used are station naming rights, corridor naming rights, pouring rights, broadcasting rights,
experimental marketing rights, train decorations, smart card and token ads, outside station
ads, and station inside ads. , Pillar advertisement. Pillar. According to their research,
subway stations can earn about 10.5 chlores a year with the help of such commercial
exploration.
• Talati & Talati, (2014) in his research has explained how the finance for BRT projects.
BRTS in India followed a regulatory reform by formation of special purpose vehicle (SPV)
Private companies were involved only for maintenance and operation of BRTS at first. In
his report he has suggested that instead of going for competitive bidding to find a cost-
effective option, government can include private sector in developing the urban
transportation projects which allows authorities to spare funds for other development
works. Two types of revenue models were followed for operation of BRT in India, these
are the Gross Cost (GC) model and the Net Cost (NC) model. The GC model is either a
route based or area-based cost model. In GC model the private partner states the unit cost
of service on the following criteria:
o Kilometres based (cost/km) e.g., Helsinki (Finland), Janmarg (Ahmedabad BRTS)
and DIMTS New Delhi
o Contract based (whole cost of operating) e.g., London (before 1993)
o Passenger based (Cost/Passenger) e.g. Not used in India.
NC model is also either a route based or area-based model. In these models, the operator
specifies the minimum required subsidies (e.g., London (since 1993) and Rajkot).
14
2.4 Construction Stage-Based Research Papers
• Dr. Nagajurna Pilaka in 2020 conducted study on key project feature of Under construction
metro project in Pune. Pune is a large metropolitan city in India which has a high level of
population and the traffic and transportation problems are rising over the past several years.
As the prevailing transportation modes – buses and trains – are already saturated, there may
be a want for growing Mass Rapid Transit Systems (MRTS). Recognizing this, the Pune
Metro Rail Project (PMRP) popularly acknowledged as “Maha Metro” become deliberate
to be advanced as a Public Private Partnership (PPP) version a decade ago. The Pune Metro
Rail Corporation Limited (PMRCL) assignment suffered from numerous demanding
situations and but it's miles at the verge finishing touch in phrases of execution at the
ground. This paper discusses the salient technical functions of the PMRP which is thought
to cope with destiny visitors and transportation issues of the Pune city. The technical
evaluation covers the info of metro rail course alignment, horizontal, vertical and era
worried in production of underground course, layout of the assignment finance structures,
production costs, metro course alignment etc. These functions make the PMRCL as
possibly one of the nicely designed and advanced initiatives this is being completed with
perfection. The Pune Metro Project is completed in 3 phases - Line 1 (L1), Line2 (L2) and
Line 3(L3) on 3 busy visitors’ corridors. The L3 is the longest upcoming line which has
approximately 25 station all increased. While the L2 too is all increased the L1 is in part
underground the tunnelling paintings of which goes on for the beyond some months. The
Tunnel Boring Machines imported from China are uninteresting underground course
approximately 6kms.The L3 is the maximum high-priced assignment costing kind of
Rs.8500 cr. consequently placed on PPP mode because of scarcity of public funds. Whereas
the fee of LI and L2 collectively is Rs. 11,500 cr. that's financed mutually through Central,
State, and neighbourhood Govts.
• Rajeev Mishra, Tarun Joshi & Goel 2015 This study aims to collect real time particulate
matter data from metro construction sites to understand the gravity of the particulate matter
pollution due to metro construction works. EPAM HAZ 5000 dust sampler is used to
conduct the field studies and record the particulate matter levels at Badli, Mayapuri and
Najafhgarh metro construction sites of Delhi, India. Significant trends were observed
during the study, with high PM10 concentrations observed at midnight from 1 am to 3 am,
with an average PM10 concentration measured at Maya Prejunction during this period of
15
366 µg / m3. The pace of subway construction at night is fast. In addition, a time-weighted
average of 222 µg / m3 PM10 concentrations was recorded at the same location during the
morning peak hours from 8 am to 10 am. At the Najaf Gar Metro construction site, the
PM10 concentration tended to increase from 20:00 to 22:00 in the latter half of the year,
indicating an increase in PM10 concentration in response to the increase in traffic volume
during rush hours. During these times, a time-weighted average concentration of 245 µg /
m3 was measured.
• Mahadevia, Joshi, & Datey (2012) in her research high-capacity bus system (HCBS) and
full bus rapid transit system stated that Closed system has the following features:
o Segregated busways on most of the network length.
o Location of the bus station and busway on the median
o Provide a good integration of network of routes and corridors.
o BRT stations are comfortable and safe and also protected by different weather.
o Implementation of pre-boarding fare collection system
o Integrated with feeder service.
o Entry to other buses is restricted.
• Gandhi, (2015) in his work has given the flexibility of open BRT as compared to closed
BRT network are:
o Allows existing bus routes to be included in the system.
o Kerb side stops allowed-to cater to the existing routes.
o Any kind of bus is allowed to enter the system.
o On board ticketing is acceptable in this system
16
2.5 Operational Stage-Based Research papers
• Ravi Bhutania & Dr. Sewa Ram (2016) conducted research to study and quantify the impact
of mass rapid transit system construction work zones on traffic environment which will
further help in estimating the economic loss due to metro rail construction work zone. The
purpose of this study is to investigate the impact of subway construction areas on the traffic
environment and, as a result, quantify these impacts on the current situation. Total
economic loss is calculated to be approximately 20 chlores / km / year for elevated railway
construction at a particular site. Due to these enormous economic losses, systematic work
area planning and traffic management techniques are essential to reduce the impact of work
areas when constructing subway railroads. This study was conducted to clarify the impact
of the Metro Railroad Construction Zone on the traffic environment and to quantify the
unexplained causes of direct and indirect economic losses. These enormous economic
losses make it essential to have systematic work area planning and traffic management
skills to reduce the impact of work areas for the construction of subway railways. To reduce
the impact of these work zones, you need to implement systematic work zone planning and
traffic management techniques. It is necessary to check the generation of shock waves,
which can be controlled by changing the signal time. Public transportation in the work area
should be prioritized, as the largest percentage of economic loss is due to the loss of time
for bus passengers in the work area. Restricting one or more vehicle types in a workspace
during rush hours can be one of the traffic managements schemes that can be adopted in a
workspace.
• A Research was finished by a M. Tech understudy of COEP for concentrating on the

Optimization of offices and productive site the board for Pune metro project. He found
different issues brought about by inappropriate preparation at the foundry. Different issues
at building destinations incorporate inappropriate area of field workplaces, deficient
admittance to the site, ill-advised area of steel distribution centers, ill-advised area of
foundry yards, and absurd expansion in gantry inactive time. RMC and test lab separated
position, and absence of work. Security and protection. He later proposed the format of the
site. This makes it more straightforward to move, decreases transportation costs, works
with assessments, diminishes material taking care of expenses, further develops work
usefulness, and further develops generally speaking site effectiveness.
17
• Mahadevia (2012) led a report on Jaipur and Indore open BRT network announced that
now they are inline to being changed over to shut framework. As to length of the passage,
Yanmarg nearly stretched out from 12.5km in 2009 to 82km in 2014, however the length
of the halls in Delhi, Pune and Indole is fixed. Rajkot and Surat BRTS went into activity in
2012 and 2014, separately, so there is no huge augmentation. As indicated by the BRT Data
site, the normal distance between BRTS stations in India is 525-710m. The absolute
organization length of the Indian BRT framework in activity is 167.7 km, which is 3.4% of
the all out length of BRT (4,907 km) on the planet.
• Currie and Delbosc, (2014) has led a report on Ahmedabad, Surat, Rajkot and Indore BRTS
embrace off-load up tagging, this aides in decreasing loading up delays brought about by
tagging collaboration. He inferred that continuous data frameworks are currently normal in
Indian BRT frameworks and are further developing the help level of the framework. India's
BRT framework isn't yet perhaps the most active course on the planet. Report on the
recurrence of Janmarg busy times in different cities in India. 24 rush hour buses in the main
direction offset 150 seconds from the rush hour. Jaipur, Pune and Delhi reported rush hours
for buses in the order of 23, 120 and 104, with inter-vehicle distances of approximately
150, 30 and 35 seconds, respectively. Bhopal BRTS is reported to have the lowest service
level because the distance is on the order of 600 seconds. The minimum interval for the
Indian BRT system is 30 seconds, which is about 2.5 times the peak interval (12 seconds)
for the Brisbane South East Busway (BSEB). BSEB is Australia and is one of the busiest
BRT systems in the world. All Indian BRT systems have a relatively long roster. However,
due to the small number of passengers at night, there are no passengers operating 24 hours
a day.
• Currie and Delbosc, (2014) investigated the normal cruising velocity to get to BRTS
execution. His review presumed that on account of Ahmedabad and Delhi BRTS, the most
elevated and least cruising speeds were noticed, individually. Ahmedabad BRTS has
something else entirely plan for signals introduced at the crossing point of the BRT
passageway. The process durations for these signs are planned so the BRT path signal
becomes green two times in process duration, regardless of whether no need signal is
introduced, which diminishes the general travel season of the BRT passage. Assists with
doing. The recurrence of Pune BRTS administration is accounted for to be genuinely great.
18
At the end of the day, it requires around 30 seconds during busy time. Bhopal, then again,
is the most un-regular, around 10 minutes during busy time.
2.6 Modifying in Current Services Based Papers
• Appu and Dr. SG Balaji (2017) reasoned that City transportation is a need for truly
developing populace in Chennai, one of the bustling urban areas in India. Chennai has a
huge populace of the 1830s age bunch and numerous outsiders looking for better work and
life. Chennai Metro needs to exploit this segment profit by proceeding to develop and adjust
to the most recent innovation. Extending Chennai Metro's administrations around evening
time, running express administrations, charging brilliant cards on the web, and so forth
could be a significant stage toward this path. Individuals with various social, financial and
instructive foundations with various sorts of transportation needs, male and female
suburbanites of various ages go by metro to meet their metropolitan travel needs. increment.
Travel is one of the fundamental necessities, however suburbanites have elevated standards
for such administrations and specialist co-ops. Accomplishment of their assumptions shows
their fulfillment with administrations and specialist organizations. A few ideas have been
made in light of this review
2.7 Post Construction Reviews-Based Papers

• A study was conducted by W N Deulkar and AF Shaikh to review the Pune Metro Rail
project. They discovered a flaw that existed before the project was implemented. According
to their investigation, the Pune Municipal Corporation (PMC) followed the proposal of the
Delhi Metrorail Corporation (DMRC) without actually confirming the actual situation in
the area. The shortcomings they analysed were related to methodological issues, cost-
benefit analysis, time savings, fuel savings, and vehicle maintenance savings. They
determined that the number of DMRCs was overestimated and proved to actually have a
negative impact on the city. They felt that there was an urgent need to consider a DMRC
investigation as the Indian government plans to invest mainly in rupees.
• A professor at GFGC in Bangalore conducted a survey to investigate the impact of the

subway railway project on retail in the region. The selected areas were CMH Road in Indira
Nagara and KMM Road in Rajajinagara. The research paper investigates the lives of people
living in the disaster area and the aftermath of the project. The paper concludes with the
19
need for policies to make the project more user-friendly through appropriate government
negotiations with traders and the general public.
• Research was done by Two professors at Hindustan Institute of Technology and Science,
Chennai on the Impact of metro stations in its immediate neighborhood. Research papers
show how densely populated the area of influence is, the introduction of subways impacts
their lives, the impact of land use of residential or commercial spaces affects subways, and
then Improved proximity parameters and accessibility We are also increasing the number
of social infrastructure facilities. The method used in the study is a ranking system, which
helps predict patterns of development in this area.
• A Research was finished by an understudy and educator of Veltech Dr. SR R and D Institute
of Science and Technology on concentrating on the Commuter fulfillment towards Chennai
Metro Rail Limited. The exploration paper clarifies the significance of suburbanite
fulfillment and how it can assist with further developing the framework further. The
procedure applied depended on essential and auxiliary information and included studies or
passages from different books. Their review inferred that the vast majority of them were
happy with the administrations given during their outing. A portion of the areas that
required improvement were the significance of counter upkeep, stopping frameworks, Wi-
Fi network, and lift and elevator support.
• A Research was finished by Four understudies of NICMAR, Pune on Execution of Metro

Rail Projects for Nagpur. The examination paper diagrams the requirement for mass rapid
transportation frameworks in India and the execution of metro projects in different urban
communities.
• Niyati Rana (2011) has discussed about switching to CNG buses for Ahmedabad BRTS
and impacts on carbon emission. Average CO and NO2 emissions in 2006 were reduced to
31% and 44% compared to pollutants. The use of CNG increases hydrocarbons by 8%.
Among public transport, BRTS had the largest positive impact on greenhouse gas
emissions. After the Ahmedabad Municipal Corporation (AMC) launched BRTS in 2009,
about 22% of private car users switched to BRTS, helping to reduce emissions. This paper
is closed because not a single measure can reduce all greenhouse gas emissions.
20
CHAPTER 3
(Part 1)
DATA ANALYSIS
For the selection of the rapid transit system among the two i.e., Metro rail or Bus rapid transit
system, following parameters are being considered:
1. State of implementation of Metro/ BRTS projects in India

2. City of implementation of Metro/ BRTS projects
3. Name of Metro Project/ BRTS Projects
4. Terminal Stations for the Metro/ BRTS projects
5. Length of Metro/BRTS Line
6. Metro/ BRTS System
7. Client for the Metro/ BRTS project
8. Contractor/ Concessionaire for the Metro/ BRTS project
9. Mode of Finance for the Metro/ BRTS project
10. Cost of Project for the Metro/ BRTS
11. Present Status for the Metro/ BRTS project
12. Construction Start Date for the Metro/ BRTS project
13. Project Duration for the Metro/ BRTS project
14. Project Operation Start Date for the Metro/ BRTS project
15. Total Stations for the Metro/ BRTS project
16. Estimated Daily Ridership for the Metro/ BRTS project
17. Popularity for Using the Metro/ BRTS project
The following data is collected form secondary literature form articles, websites and books.
3.1 Sample Information for Metros in India –

Table 3.1 Sample Information for Metros in India
21
Length of Project Esrtimated
Mode of Cost of Present Construction Project Total Popularity
Sr. No. State City Metro Project Terminal Stations the Metro Metro Systems Client Contractor/ Concessionaire Operation Daily
Finance Project Status Start Date Duration Stations for using
Line Start Date Ridership
Mumbai Metro
Public Private
One Private Reliance Infrastructure, Veolia Februbary, 6 Years and 6.65 Lakhs
1 Maharashtra Mumbai Line 1 Versova - Ghatkopar 11.4 Km Elevated Partnership 2356 cr. Completed 8th June, 2014 12 Good
Limited Transport France 2008 4 Months in 2021
(PPP) (VGF)
(MMRDA)
Public Private
Reliance Infrastructure, SNC Almost November, 4.07 Lakhs
2 Maharashtra Mumbai Line 2A Dahisar - D. N. Nagar 18.59 Km Elevated MMRDA Partnership 6410 cr. 17
Lavalin Completed 2016 in 2021
(PPP) (VGF)
Public Private
Reliance Infrastructure, SNC Under November, 8.9 Lakhs in
3 Maharashtra Mumbai Line 2B D.N Nagar - Mandale 23.64 Km Elevated MMRDA Partnership 10986 cr. 22
Lavalin Construction 2016 2021
(PPP) (VGF)
Larsen & Toubro, Shanghai

Tunnel Engineering Co.,
Hindustan Construction Co.,
Engineering,
Moscow Metrostroy, Doğuş and
Procurement and Under 26th August, 13.9 Lakhs
4 Maharashtra Mumbai Line 3 Colaba - Seepz 33.50 Km Underground MMRCL Soma, Continental Engineering 23136 cr. 24
Construction Construction 2014 in 2021
Corp, ITD Cementation, Tata
(EPC)
Projects, J Kumar Infraprojects,
China Railway Tunnel Group,
Sam (India) Builtwell Pvt. Ltd.
Engineering,
Reliance Infrastructure, Astaldia, 24th
Procurement and Under 8.7 Lakhs in
5 Maharashtra Mumbai Line 4 and 4A Wadala - Kasarvadavali 32.32 Km Elevated MMRDA TPL - CHEC JV, J Kumar 14549 cr. December, 32
Construction Construction 2021
Infraprojects Limited 2016
(EPC)
Engineering,
Procurement and Under December, 3.025 Lakhs
6 Maharashtra Mumbai Line 5 Thane - Kalyan 24.9 Km Elevated MMRDA Afcons Infrastructure Ltd. 8416.51 cr. 15
Construction Construction 2017 in 2031
(EPC)
Engineering,
Lokhandwala - Procurement and Under December,

7 Maharashtra Mumbai Line 6 14.47 Km Elevated MMRDA J Kumar Infraprojects, MBZ-EIIL JV 6672 cr. 13
Kanjurmarg Construction Construction 2018
(EPC)
Engineering,
Simplex Infrastructure Ltd,
Procurement and Almost 5.28 Lakhs
8 Maharashtra Mumbai Line 7 Andheri - Dahisar 16.475 Km Elevated MMRDA JKumar Infraprojects Ltd, NCC 6208 cr. 13
Construction completed in 2021
Ltd
(EPC)
9 Maharashtra Mumbai Line 8 CSIA - NMIA 40 Km Elevated MMRDA Proposed 8
Engineering,
Andheri - CSIA,
Elevated and Under Procurement and Under 8.47 Lakhs
10 Maharashtra Mumbai Line 9 Dahisar - Mira 13.58 Km MMRDA J Kumar Infraprojects Ltd 6518 cr. 10
ground Construction Construction in 2021
Bhayender
(EPC)
22
Siddhivinayak – Elevated and Under
11 Maharashtra Mumbai MTHL 49.6 Km MMRDA Proposed 20
Dushmi ground
Engineering,
NCC Ltd., IL&FS Engineering
North South corridor Automotive Square - Procurement and Partly November, 3 Years and 8th March,
12 Maharashtra Nagpur 19.66 Km Elevated MahaMetro Ltd., TD Cementation Ltd., 22
(Orange Line) Khapri Construction Completed 2015 4 Months 2019
Afcons Infrastructure Ltd.
(EPC)
3.63 Lakhs
9000 cr.
in 2021
Engineering,
NCC Ltd., IL&FS Engineering
East West corridor Lokmanya Nagar - Procurement and Partly December, 3 Years and
13 Maharashtra Nagpur 19.4 Km Elevated MahaMetro Ltd., TD Cementation Ltd., 28th Jan, 2020 20
(Aqua Line) Prajapati Nagar Construction Completed 2016 1 Month
Afcons Infrastructure Ltd.
(EPC)
Maharashtra
Engineering,
Metro Rail
Elevated and J Kumar Infraprojects Ltd., NCC, Procurement and Almost 6 Lakh in
14 Maharashtra Pune Line 1 PMC Bhavan - Swargate 16.59 Km Corporation 2500 cr. April, 2018 14
underground HCC, AFCONS, Gulmark Construction Completed 2021
Limited (MAHA-
(EPC)
METRO)`
Maharashtra
Engineering,
Metro Rail
J Kumar Infraprojects Ltd., NCC, Procurement and Under December,
15 Maharashtra Pune Line 2 Vanaz - Ramwadi 16.6 Km Elevated Corporation 3000 cr. 16 2.6 Lakh
HCC, AFCONS, Gulmark Construction Construction 2018
Limited (MAHA-
(EPC)
METRO)
Pune Metropolitan Tata’s TRIL Urban Transport

Public Private
Civil Court Line - Region Private Limited and Siemens Under
16 Maharashtra Pune Line 3 23.33 Km Elevated Partnership 8313 cr. January, 2020 23 2.6 Lakh
Hinzwadi Development Project Ventures GmbH (TRIL Construction
(PPP)
Authority UTPL + SPVG).
Jaipur Metro Rail

Mansarover - Elevated and Februbary, 4 Years and
17 Rajasthan Jaipur Line 1 A 9.6 Km Corporation 2856 cr. Completed July, 2015 9 17649 Bad
Chandpole Underground 2011 5 Months
System
Engineering,
Jaipur Metro Rail
Chandpole - Badi Continental Engineering Procurement and 5 Years and September,
18 Rajasthan Jaipur Line 1B 2.35 Km Elevated Corporation 293 cr. Completed June, 2015 2 3590 Bad
Chaupal Corporation (CEC) Construction 3 Months 2020
System
(EPC)
Kochi Metro Rail Larsen & Toubro, Soma Public Private

55000 in
19 Kerala Kochi Line 1 (Blue Line) Aluva - Thaikoodam 25 Km Elevated Corporation Enterprise, Era Infra, McNally Partnership 5181 cr. Completed June, 2013 4 Years June, 2017 22 Okay
2020
Limited (KMRC) Bharat (PPP)
Kochi Metro Rail Public Private

JLN Stadium - Infopark
20 Kerala Kochi Line 2 (Pink Line) 11.2 Km Elevated Corporation Partnership 2310 cr. Bids Invited 11
2
Limited (KMRC) (PPP)
Kerala Rapid
Design, Build-
23
Transit
21 Kerala Thiruvanthapuram Line 1 Technocity - Karamana 21.82 Km Operate-Transfer 4219 cr Approved Estimated 2026 19
Corporation
(DBOT)
Limited
Engineering,
Wimco Nagar - Chennai Metro Soma Enterprise, Egris Rail, L&T,
Procurement and 5 Years and
22 Tamil Nadu Chennai Blue Line Chennai International 32.15 Km Elevated, underground Rail Limited Continental Engineering 15000 cr Completed June, 2009 March, 2015 25 1.25 Lakh Okay
Construction 9 Months
Airport (CMRL) Corporation (CEC)
(EPC)
Engineering,
Chennai Metro Soma Enterprise, Egris Rail, L&T,
MGR Central - St Procurement and Construction 5 Years and
23 Tamil Nadu Chennai Green Line 22 Elevated, underground Rail Limited Continental Engineering 10000 cr June, 2009 March, 2015 17 1.25 Lakh
ThomasMount Construction Complete 9 Months
(CMRL) Corporation (CEC)
(EPC)
24 Tamil Nadu Chennai Line 3 Madhavaram - Siruseri 45.81 Km Proposed
Poonamalle -
25 Tamil Nadu Chennai Line 4 26.1 Km Proposed
Lighthouse
Madhavaram -
26 Tamil Nadu Chennai Line 5 47 Km Proposed
Sholinganallur
3.2 Sample Information for BRTS in India –

Public Private
Hyderabad Metro L&T Metro Rail Hyderabad Ltd 5 Years and November,
27 Telangana Hyderabad Line 1 - Red Line Miyapur - LB Nagar 29 Km Elevated, underground Partnership 7000 cr Completed April, 2012 27 4.9 Lakh Good
Rail Ltd. (HMRL) (L&TMRHL) 7 Months 2017
(VGF)
Public Private
Hyderabad Metro L&T Metro Rail Hyderabad Ltd 5 Years and November,
28 Telangana Hyderabad Line 2 - Blue Raidurg - Nagole 27 Km Elevated, underground Partnership 6835 cr Completed June, 2012 23 3 Lakh Good
Rail Ltd. (HMRL) (L&TMRHL) 5 Months 2017
(VGF)
Public Private
Hyderabad Metro L&T Metro Rail Hyderabad Ltd 3 Years and
29 Telangana Hyderabad Line 3 - Green JBS PG - MGBS 11 Km Elevated Partnership 3256 Completed August, 2016 February, 2020 10 1 lakh Good
Rail Ltd. (HMRL) (L&TMRHL) 6 Months
(VGF)
Bangalore Metro Engineering,

Eastwest corridor Baiyyappanahalli – Elevated and Under Rail Corporation ITD Cem India JV, IL&FS Procurement and 5 Years and
30 karnataka Banglore 42.3 Km 14405 cr. Completed June, 2006 October, 2011 40 Good
(Purple Line) Mysore Road ground Limited Engineering Ltd. Construction 4 Months
(BMRCL) (EPC)
Bangalore Metro Engineering,
24
Northmost corridor Nagasandra – Silk Elevated and Under Rail Corporation Simplex Infrastructures Ltd., NCC Procurement and Under September,
31 karnataka Banglore 72.095 Km 26405 cr. 62
(Green Line) Institute ground Limited Ltd. Construction Construction 2015
(BMRCL) (EPC)
Length of Esrtimated
BRTS Terminal BRTS Contractor/ Mode of Cost of Present Construction Project Project Operation Total Popularity
Sr. No. State City the BRTS Client Daily
Project Stations Systems Concessionaire Finance Project Status Start Date Duration Start Date Stations for using
Line Ridership
RNS 3 years
Hubballi Hubballi 23rd March,
1 Karnataka 22 km HDBRTS Infrastructure PPP 970 cr Completed and 7 2nd October, 2018 32 1.75 Lakhs Good
Dharwad Dharwad 2015
Limited months
Kalewadi Phata -
PBA 2nd September,
2 Maharashtra Pune Dehu Alandi 11km PCMC PPP 217 Cr Completed 2011 8 years 20 1.5 lakhs Bad
Infrastructure 2019
Road
Umra gum- Welspun projects

3 Gujarat Surat 6.7 km SMC PPP 68.12 Cr Completed 2014 2 years Feb, 2016 11 60000 Okay
ONGC circle limited
Gondal chowk-
Rajkot Rajpath
4 Gujarat Rajkot Madhapar 10.5 km 110 Cr Completed 2007 4 years 2011 18 17000 Okay
Ltd.
Chowk
Maninagar-
5 Gujarat Ahmedabad 21.2 km Janmarg 87 Cr Completed 2007 2 years 2009 35 1 Lakhs Good
Ghuma Gum
Sikar road - Tonk

6 Rajasthan Jaipur 7km JMC 80 Cr Completed 2007 3 years 2010 13 30000 Bad
road
Sadhbav
PTC Corridor 20 km GVMC 32
Andhra Engineering Ltd
7 Visakhapatnam 450 Cr Completed 2008 6 years 2016 50000 Okay
Pradesh GVR Infra
STC Corridor 18.5 km GVMC 30
projects
Raipur railway Naya Raipur

station to Capitol 25 km Mass Transport
Table 3.4 Sample Information for BRTS in India
complex Ltd (NRMTL)

Raipur and
8 Chhattisgarh 500 Cr Completed 2008 6 years 2016 9 100000 Bad
Naya Raipur
3.3 List of Indian cities proposed/ under construction/ constructed –

Naya Raipur
Naya raipur 17.8 km Mass Transport
Table 3.5 List of Indian Cities where Metro/ BRTS are implemented.
Ltd (NRMTL)
Biju patnaik
International
airport to 30.2 - -
Nanadankanan Bhubaneshwar
9 Odisha Bhubaneshwar Zoo Development 460 Planning 2011 150000

Authority
Kalpana square
25
36
to Macheshwar
Metro Connectivity BRTS Connectivity

Delhi Pune
Mumbai Delhi
Bengaluru Ahmedabad
Hyderabad Jaipur
Chennai Vijayawada
Kochi Rajkot
Jaipur Surat
Kolkata Indore
Lucknow Bhubaneswar
Noida Jodhpur
Gurgaon Raipur
Nagpur Vishakhapatnam
Ahmedabad Amritsar
Pune Bhopal
Indore Hubli
Bhopal Kolkata
Varanasi Mumbai
Kozhikode Chennai
Vijayawada Coimbatore
Meerut Hyderabad
Visakhapatnam Madurai
Kanpur Tiruchirappalli
Coimbatore Guwahati
Patna
Navi Mumbai
Guwahati
Agra
No of cities having Metro and BRTS
23
27
Metro BRTS
Fig. 3.1 No. of cities having Metro/ BRTS in India
From the above figure, we can see More cities have implemented Metros than BRTS.
3.4 Total Length of Metro/ BRTS Constructed/ Planned/ Proposed in India –
26
Construction of Metro and BRTS in Km
121.9
1338.96
Metro BRTS
Fig. 3.2 Length of Proposed/ Planned/ Constructed Metro and BRTS in India
From the above figure, we can clearly see the length of Metro project are very long as
compared to BRTS.
3.5 Average Capacity per Metro rail/ BRTS in India –
Capacity of BRTS and Metro per vechile (person)
75
400
Metro BRTS
Fig. 3.3 Average capacity of Metro/ BRTS in India
From the above figure, we can see the average capacity of metros is more than BRTS.
3.6 Length of the Underground Metro from the Sample data
27
Table 3.6 Underground and Elevated Metro rail in India
Sr. No. State City Line Length of the

Underground
section
1 Maharashtra Mumbai Line 3 33.5 Km
2 Maharashtra Mumbai Line 9 2.19 Km
3 Maharashtra Mumbai MTHL 3.98 Km
4 Maharashtra Pune Line 1 5 Km
6 Rajasthan Jaipur Line 1 A 0.5 Km
7 Tamil Nadu Chennai Blue line 16.6 Km
8 Tamil Nadu Chennai Green line 9.7 Km
9 Karnataka Bangalore Purple line 14 Km
10 Karnataka Bangalore Green line 13.9 Km
Fig. 3.4 Underground and Elevated Metro rail in India
28
3.7 Total Investment from the sample of the Metro/ BRTS projects –
Table 3.7 Total Investment from the sample of Metro/ BRTS projects
Total Investment for 205824.51 cr.

Metro
Total KM invested for 589.97 Km
Metro
Investment/ Km for 348.87 cr.
Metro
Total Investment for 2942.12 cr.

BRTS
Total KM invested for 225.9 Km
BRTS
Investment/ Km for 13.02 cr.
BRTS
Investment/ Km for Metro Investment/ Km for BRTS

348.87 cr. 13.02 cr.
Percentage of Investment/ Km for Percentage of Investment/ Km for

Metro BRTS
96.40% 3.60%
Investment
4%
96%
Percentage of Inverstment/ Km for Metro Percentage of Inverstment/ Km for BRTS
Fig. 3.5 Investment of Metro/ BRTS in India

From the above figure, we can clearly see there is large need of investment needed for Metros
as compared to BRTS.
29
3.8 Exposure to PPP from sample data –

Table 3.8Exposure of Metro/ BRTS projects to PPP
No. of metro projects exposed to PPP 10

Total No. of Metro projects 25
No. of BRTS projects exposed to PPP 3

Total No. of BRTS projects 10
Percentage of Metro projects exposed to Percentage of Metro projects exposed to

PPP PPP
40% 30%
Percentage of Projects exposed to PPP
43%
57%
Percentage of Metro projects exposed to PPP Percentage of Metro projects exposed to PPP
Fig. 3.6 Metro. BRTS projects exposed to PPP

From the above figure, it is clearly visible that Metro projects are more exposed to PPP than
BRTS. It also states that government are inviting more private parties to develop the Metro
projects.
30
3.9 Popularity based on Operational review –

Table 3.9 Popularity based on Operational review
Popularity of Metro No. of lines Percentage
Good 7 64
Bad 2 18
Okay 2 18
Total completed projects 11 100
Ratings
Good 1
Bad 0
Okay 0.5
Popularity of Metro 73%
Popularity of BRTS No. of lines Percentage

Good 2 25
Bad 3 38
Okay 3 38
Total completed projects 8 100
Popularity of BRTS 44%
Metro BRTS
73% 44%
Popularity among users
38%
62%
Metro BRTS
Fig. 3.7 Percentage of popularity of Metro/ BRTS among users

From the above figure, it is clearly visible that Metro is more preferred mode for than the BRTS
for the users.
31
CHAPTER 4
CONCLUSION
4.1 Summary:
From the above data, it is clearly visible that the Metro construction is preferred over BRTS,
also the proposed projects of Metros are more than BRTS. The Timeline of the projects speaks
about the change in mindset of government from BRTS to Metros. Implementation of Metros
need high investment, but it has more benefits than BRTS because of factors like less pollution,
less space utilization, high capacity, more comfort and reducing time of transportation. The
data also shows that the exposure of PPP is more towards the Metros, this is because of the
increase in need for a mass rapid transit system and less availability of funds in the government.
The analysis of operational projects also states that the popularity for using metros is more than
the BRTS. So, we can clearly state that Government is preferring Metro construction than
BRTS based on the above factors.
4.2 Inferences of the study:

• There are more Metro projects then BRTS projects in India.
• The length of the Metro projects is much more than the length of the BRTS projects.
• Metro Rail accommodates more capacity than BRTS.
• The amount of investment needed for Metros are high as compared to BRTS.
• The number of projects exposed to PPP for Metros are more than BRTS.
• Metros have proved to be more popular than BRTS among the users.
So, Metro Rail transit system is considered for further analysis.
32
CHAPTER 5
(Part 2)
DATA ANALYSIS
For further analysis on operational aspect, we have considered Metro rail in two cities i.e.,
Jaipur (where metro is considered failure) and Mumbai (where metro is considered success).
5.1 Failure of Jaipur metro

When the tier 2 cities launched and expanded the subway corridor with the support of
the center, the provincial capital could not benefit because successive governments had never
shown interest in the joint venture. This is the main reason behind the slow expansion of the
Jaipur corridor. Over the last five years, the financially deprived Jaipur Metrorail Corporation
(JMRC) has built only one 2.35km corridor. Launched in June 2015, Jaipur Metro's Phase 1A
performance was sluggish as the average number of passengers in the first 22 months was
only 19.17% of the projected number of passengers. According to the report, JMRC had an
operating profit of Rs. 1.878 billion and was unable to cover the operating expenses of Rs.
8.556 billion in the first 22 months.
Table 5.1 Profits from Jaipur metro
33
Table 5.2 Additional information of Jaipur metro
Table 5.3 Fundings involved for Jaipur metro
Currently, Jaipur Metrorail Corporation (JMRC) has no new projects or senior

bureaucrats to handle its work. Worst of all, no official seems willing to fulfill the position of
Managing Director of Cooperation. The state government also does not seem to prioritize its
administration after becoming a deficit company. This delayed the Phase IB project. Wilbur
Smith, an international company that conducted passenger surveys, estimates that by 2018,
there will be 1,21,000 commuters on all routes. However, Phase IB continues to miss some
deadlines and has not yet started commercial operation. The subway spends about Rs. 1.5
billion on annual maintenance costs of Rs. 4 billion. According to the assessment (JMRC), the
project expects an annual operating loss of 41 rupees over the next five years. Loss is calculated
at 60% of the number of passengers. If the loss is calculated with 20% passenger numbers, the
amount will rise to 71 rupees per year. As phase IB, corridor is delayed and no earning has
started yet it would be also a challenge to repay Rs 969 loan taken by the Asian Development
Bank (ADB). For example, even if the JMRC receives 60% ridership in 20202021, the annual
losses for operational will be Rs 29 crore.
34
Fig. 5.1 Performance of Jaipur metro
5.2 Success of Mumbai metro
Mumbai Metro Line 1, also known as Blue Line 1, went into service on June 8, 2014.
It is a 11.40km line that runs between Versova and Ghatkopar. This 11.40km line is completely
elevated and consists of 12 stations from Versova to Ghatkopar. This line connects the eastern
and western suburbs of Mumbai. It will be built at an estimated cost of 4,321 chlores (US $
570 million) and will be operated by Metro One Operation Pvt Ltd (MOOPL) under a five-
year contract. This special purpose vehicle, Mumbai Metro One Private Limited (MMOPL),
was established to carry out the project. Reliance Infrastructure owns 69% of MMOPL's equity
capital, MMRDA owns 26%, and the remaining 5% is owned by RATP Dev Transdev Asia.
This metro line has the eighth highest passenger density of any metro line in the world.
From June 2014 to June 2015, the first year of operation, Line 1 carried more than 92
million commuters and travelled more than 130,000 times over 1.4 million km. On weekdays,
the line carried an average of 263,000 commuters. MMOPL generated a total revenue of 136
chlores (US $ 18 million), including 13.1 chlores (US $ 1.7 million) from 52 booth lease station
spaces spanning 12 stations. MMOPL said it cost Rs 550,000 (US $ 73,000) per day to maintain
the system and car depot. Line 1 carried 200 million passengers within 786 days of service.
Within February 11, or 957, the Indian metro exceeded 250 million, the fastest time to reach
35
the milestone. Mumbai Metro is the only exception to the list of metros analyzed by the
organization, including Jaipur, Kochi, Lucknow and Hyderabad Metro Network. Mumbai
exceeds the expected number of passengers of about 42,000 rupees. Before the pandemic hit
the city, Mumbai Metro had a weekday passenger count of Rs 45,000.
Fig. 5.2 Ridership of Mumbai metro over the years
Fig. 5.3 Revenue and Expenditure of Mumbai metro over the years
Currently, there are many new proposed and under construction metro lines in Mumbai,
this is because of the success of the Line 1. The following table shows the different metro lines
in Mumbai:
Table 5.4 Additional metro projects planned in Mumbai
Length
Line Name of Corridor Stations Estimated cost Status Opening
(km)
Versova–Andheri– 8 June
1 11.40 12 ₹4,321 crores Opened
Ghatkopar 2014
36
2A: Dahisar-Charkop- Under

18.5 17 ₹6,410 crores TBA
Andheri West construction
2
2B: Andheri West- Under
23.6 22 ₹10,986 crores TBA
Mandala construction
Under
3 Colaba - Bandra – SEEPZ 33.5 27 ₹24,430 crore TBA
construction
Wadala–Ghatkopar-
Under
4 Mulund–Teen Hath 32.32 32 ₹14,549crore TBA
construction
Naka–Kasarvadavali
Under
4A Kasarwadavali-Gaimukh 2.7 2 ₹949 crores TBA
construction
Under
5 Thane-Bhiwandi-Kalyan 24.9 17 ₹8,417 crores TBA
construction
Lokhandwala- Under
6 14.5 13 ₹6,716 crores TBA
Jogeshwari-Kanjurmarg construction
Dahisar (East) - Bandra Under

7 16.5 13 ₹6,208 crores TBA
(East) construction
Under
7A Andheri-CSMIA 3.17 2 TBA TBA
construction
₹15,000 crores
8 CSMIA T2-NMIA 35 Proposed
(approx)
Dahisar (East)-Mira- Under

9 10.3 8 ₹6,518 crores
Bhayander construction
Gaimukh-Shivaji Chowk
10 9.2 9 ₹5,000 crores Approved
(Mira Road)
11 Wadala-CSMT 12.7 11 ₹8,739 crores Approved
12 Kalyan-Dombivali-Taloja 20.7 17 ₹5,865 crores Approved
13 Mira Bhayander-Virar 23 TBA ₹6,900 Proposed
14 Kanjurmarg-Badlapur 45 TBA ₹13,500 Approved
₹1,40,814+
Total 337 202
crores
37
5.3 Data collected from google form
Conclusions from the data collected through google forms in Jaipur city:
1. 80% of the people from whom data was collected were living in Jaipur.
2. 40% of the people from whom data was collected were of age group of 18 – 40 years, 30%
from 41 – 55 years.
3. 53% of the people from whom data was collected were employed, while 25% were student
and 20% were retired.
4. Most of the survey people avoid metro and prefer to travel by private car.
5. Most of survey people found that metro is not cost effective in Jaipur as compared to other
means of transport.
6. Metro in Jaipur is ineffective for people to reach destination on time.
7. Mode of Transportation used Frequently –
Mode of Transportation used Frequently
60%
50% 57%
40%
43%
30%
20%
10%
0%
Public Private
Fig. 5.4 Mode of Transportation used Frequently

8. Frequency of using public transport –
FREQUENCY OF USING PUBLIC TRANSPORT

Daily Often Rare Never
10%
17%
33%
40%
Fig. 5.5 Frequency of using public transport
38
9. Mode of Transportation used to travel to destination –
MODE OF TRANSPORTATION USED TO TRAVEL

TO DESTINATION
Walk Auto/ Taxi Carpool Bus Private Vehicle Cycle
7% 5%
17%
7%
47%
17%
Fig. 5.6 Mode of Transportation used to travel to destination
10. Distance between your homes to the nearest metro station –
Distance between your home to the nearest metro

station
14%
23%
12%
21% 30%
Under 500 m 500m to 1Km 1Km to 5 km 5km to 10 Km Above 10 Km
Fig. 5.7 Distance between your homes to the nearest metro station
39
11. Distance between your offices to the nearest metro station –
Distance between your office to the nearest metro

station
10%
21%
21%
23%
25%
Fig. 5.8 Distance between your offices to the nearest metro station
12. Average travel time between the boarding metro stations to alighting metro station –
Average travel time between the boarding metro

station to alighting metro station
9%
30%
27%
18%
17%
Under 10 min 10 min to 20 min 20 min to 40 min 40 min to 1 hr more than 1 hr
Fig. 5.9 Average travel time between the boarding metro stations to alighting metro station
40
13. Average travel time to reach the destination after alighting from the metro train –
Average travel time to reach the destination after

alighting from the metro train
15%
29%
15%
9%
33%
Fig. 5.10 Average travel time to reach the destination after alighting from the metro train
14. Metro fare per trip (one direction) –
What is your Metro fare per trip (one direction)

3.200%
30%
22.00%
25.00%
19.80%
Under Rs 25 Rs 25 to Rs 50 Rs 50 to Rs 100 Rs 100 to Rs 150 Above Rs 150
Fig. 5.11 Metro fare per trip (one direction)
41
15. Average traveling fare (to and fro) per day -
Average traveling fare (to and fro) per day

2.00%
19.00% 25%
18.00%
36.00%
Fig. 5.12 Average traveling fare (to and fro) per day
16. Comfort of traveling in the metro –
the comfort of traveling in the metro
7.70%
22.70%
18.60%
26.00%
25%
Excellent Good Fair Ok Poor
Fig. 5.13 Comfort of traveling in the metro
42
17. Rate Metro train in terms of managing congestion and pollution –
Metro train in terms of managing congestion and

pollution
9%
28.77%
18%
19% 26%
Fig. 5.14 Rate Metro train in terms of managing congestion and pollution
18. Preferred mode to travel between the destination to metro station –
Preferred mode to travel between the

destination to metro station
35%
30%
25%
20%
15%
10%
5%
0%
Walk Cycle Auto/ Taxi/ Carpool Bus Private Vehicle
Share
Fig. 5.15 Preferred mode to travel between the destination to metro station
43
19. Perspective for governments proposal to build the network of metros for better connectivity
in Jaipur –
PERSPECTIVE FOR GOVERNMENTS PROPOSAL TO BUILD

THE NETWORK OF METROS FOR BETTER CONNECTIVITY
IN JAIPUR
62%
Good idea (will benefit in long run)
Good idea but might backfire
Will surely be unsuccessful
20%
18%
Fig. 5.16 Perspective for governments proposal to build the network of metros for better connectivity in
Jaipur
44
Conclusions from the data collected through google forms in Mumbai city:
• 78% of the people from whom data was collected were living in Mumbai.
• 83% of the people from whom data was collected were of age group of 18 – 40 years.
• 43% of the people from whom data was collected were students, while 27% were employed
and 26% were unemployed.
• Most of people preferred metro for their work as it reduced time travel.
• Most of survey people found that metro is cost effective in Mumbai as compared to other
means of transport.
• Metro in Mumbai is very effective for people to reach destination on time.
• Mode of Transportation used Frequently –
Mode of Transportation used

Frequently
80%
60% 68%
40%
20% 32%
0%
1
Public Private
Fig. 5.17 Mode of Transportation used Frequently
• Frequency of using public transport –
FREQUENCY OF USING PUBLIC

TRANSPORT
Daily Often Rare Never
9% 1%
45%
45%
45
Fig. 5.18 Frequency of using public transport

• Mode of Transportation used to travel to destination –
MODE OF TRANSPORTATION USED TO TRAVEL

TO DESTINATION
Walk Auto/ Taxi Carpool Bus Private Vehicle Local trains
10%
3%
5%
51% 16%
15%
Fig. 5.19 Mode of Transportation used to travel to destination
• Distance between your homes to the nearest metro station –
Distance between your home to the nearest metro

station
2%
11%
37%
20%
30%
Fig. 5.20 Distance between your homes to the nearest metro station
46
• Distance between your offices to the nearest metro station –
Distance between your office to the nearest metro

station
1%
6%
35%
25%
33%
Fig. 5.21 Distance between your offices to the nearest metro station
• Average travel time between the boarding metro stations to alighting metro station –
Average travel time between the boarding metro

station to alighting metro station
5%
15%
23%
37%
20%
Fig. 5.22 Average travel time between the boarding metro stations to alighting metro station
47
• Average travel time to reach the destination after alighting from the metro train –
Average travel time to reach the destination after

alighting from the metro train
2%
8%
9%
35%
46%
Fig. 5.23 Average travel time to reach the destination after alighting from the metro train
• Metro fare per trip (one direction) –
Metro fare per trip (one direction)
10%
23.30%
14.70%
22.50%
29.50%
Fig. 5.24 Metro fare per trip (one direction)
48
• Average traveling fare (to and fro) per day-
Average traveling fare (to and fro) per day

3.40%
10%
9.70%
33.50%
43.40%
Fig. 5.25 Average traveling fare (to and fro) per day
• Comfort of traveling in the metro –
Comfort of traveling in the metro
7.80%
22.30%
15.20%
25% 29.70%
Fig. 5.26 Comfort of traveling in the metro
49
• Rate Metro train in terms of managing congestion and pollution –
Metro train in terms of managing congestion and

pollution
4.90%
19%
40%
13%
23%
Fig. 5.27 Rate Metro train in terms of managing congestion and pollution
• Preferred mode to travel between the destination to metro station –
Preferred mode to travel between the

destination to metro station
80%
70%
60%
50%
40%
30%
20%
10%
0%
Walk Cycle Auto/ Taxi/ Carpool Bus Private Vehicle
Share
Fig. 5.28 Preferred mode to travel between the destination to metro station
50
• Perspective for governments proposal to build the network of metros for better connectivity
in Mumbai –
PERSPECTIVE FOR GOVERNMENTS PROPOSAL TO BUILD

THE NETWORK OF METROS FOR BETTER CONNECTIVITY
IN MUMBAI
69%
Good idea (will benefit in long run)
26%
5%
Fig. 5.29 Perspective for governments proposal to build the network of metros for better connectivity in
Jaipur
51
CHAPTER 6
CONCLUSION
6.1 Summary
Objective:
Metro and BRTS mode of Transportation has played an important role in Development and
improvement of the Economy of our country. So, our objectives were:
1. To identify the factors related to Planning and Development of Metro and BRTS projects
in India.
2. To study and differentiate the projects on development parameters.
3. To understand the impact of the preferred transit systems.
Study Area:
Our study area focusses on the rapid transportation system in India. For our study we consider
two Rapid transportation system that is:
• Metro Rail System
• Bus transport Rapid system
We differentiate between the two transports systems to determine the suitability of each of the
transport. Then we focus our study on operation of Metro rail in Jaipur and Mumbai city in
order to identify the success of the system in these two cities.
Sample Respondent factor:

We collect the sample respondent from the two cities that is from Mumbai & Jaipur. We collect
the data through Google form. We prepare the questionnaires related to the metro rail operation
in their cities and find their opinion on the comfortability on the use of metro. We analyse the
data which we collected from the respondent from both the cities and try to understand the
success rate of metro rail in each city.
Sample Respondent factor:

The study is based on various newsletters, journals, magazines available on internet along
with the data taken from secondary sources to analyse various concepts that are to be used in
the project. Also, for analysing the impact of the preferred transit system data is collected
from the responses collected from respondents.
52
6.2 Future Scope of Work

• The study of other rapid transport system like Mono rail.
• There is also scope for analysis the financial performance of the metro rail in different cities
and analysis the Internal Rate of Return for the project.
• In extended study we can include different cities in which metro rail is operational.
• Identify different cities in India in which Metro rail can be successfully implemented
6.3 Explanation
We can clearly state that Government is preferring Metro construction than BRTS.
Conclusions from the data collected through google forms in Jaipur city:
• 80% of the people from whom data was collected were living in Jaipur.
• 40% of the people from whom data was collected were of age group of 18 – 40 years, 30%
from 41 – 55 years.
• 53% of the people from whom data was collected were employed, while 25% were student
and 20% were retired.
• Most of the survey people avoid metro and prefer to travel by private car.
• Most of survey people found that metro is not cost effective in Jaipur as compared to other
means of transport.
• Metro in Jaipur is ineffective for people to reach destination on time.
Conclusions from the data collected through google forms in Mumbai city:
• 78% of the people from whom data was collected were living in Mumbai.
• 83% of the people from whom data was collected were of age group of 18 – 40 years.
• 43% of the people from whom data was collected were students, while 27% were employed
and 26% were unemployed.
• Most of people preferred metro for their work as it reduced time travel.
• Most of survey people found that metro is cost effective in Mumbai as compared to other
means of transport.
• Metro in Mumbai is very effective for people to reach destination on time.
Some of the difficulties faced during our research was the data collection. Because of the
pandemic, we were unable to carry out extensive research of collecting data from concerned
authorities which would have given more in-depth knowledge about our topic which would
have resulted in more precise conclusion.
53
CHAPTER 7
REFERENCES
1. https://www.jagranjosh.com/
2. https://www.nbmcw.com/
3. https://en.wikipedia.org/
4. https://hmrl.co.in/
5. FEASIBILITY STUDY OF METRO RAIL PROJECTS IN PUNE CITY by Mayur P.
Chounde (M.E. Scholar) and Milind M. Darade (Assistant professor) – International
Research Journal of Engineering and Technology (IRJET).
6. PUNE METRO RAIL PROJECY: A REVIEW by W N Deulkar and A F Shaikh –
International Journal of Structural and Civil Engineering Research.
7. OPTIMIZATION OF FACILITIES AND EFFICIENT AND EFFECTIVE SITE
MANAGEMENT, CASE STUDY: PUNE METRO RAIL PROJECT by Kalpesh k. Shinde
(Student) – www.researchgate.net
8. A REVIEW FOR PLANNING & SCHEDULING OF A PUNE METRO RAIL PROJECT
USING PRIMAVERA P6 WEB by Ajesh Pilaniya and Ashwin A. Mahajan (Students) –
International Journal for Scientific Research & Development.
9. COMMERCIAL EXPLOITATION OF METRO INFRASTRUCTURE FOR REVENUE
GENERATION - A CASE STUDY ON MUMBAI METRO by Ajay Yadav (Student),
Girish Joshi (Assistant Professor) and Yojana Patil (Executive Engineer) - International
Research Journal of Engineering and Technology (IRJET).
10. TECHNICAL ANALYSIS OF THE HYDERABAD METRO RAIL PROJECT by Nagarjuna
Pilaka (Assistant Professor) and Ramakrishna Nallathiga (Associate Professor) –
International Journal of Technology.
11. ECONOMIC ANALYSIS OF HYDERABAD METRO RAIL PROJECT by Bharath K.,
Shishir K Jain, Kottam Varun (Students) and Ramakrishna N. (Associate Professor) -
International Journal of Technology.
12. A STUDY ON THE IMPACT OF BANGALORE METRO RAIL PROJECT ON RETAIL
BUSINESS by Suchetha Hosamane (Professor) – www.researchgate.net
13. IMPACT OF METRO STATION IN ITS IMMEDIATE NEIGHBORHOOD – A CASE
STUDY OF CHENNAI MMETRO RAIL CORRIDOR by D. Karthigeyan (Associate
Professor) and Sheeba Chander (Professor) – International Journal of Advanced Research
in Engineering and Technology.
14. A STUDY ON TRAFFIC FORECAST FOR METRO RAILWAY EXPANSION IN
CHENNAI by Sumathy Eswaran, M.A.J. Bosco and Rajalakshmi – International Journal
of Science and Technology.
15. AN EMPIRICAL STUDY ON COMMUTER SATISFACTION TOWARDS CHENNAI
METRO RAIL LIMITED by Shankar Kumar (Research Scholar) and B. Jeyaprabha
(Professor) – International Journal of Engineering and Technology.
i
16. EXECUTION OF METRO RAIL PROJECTS – A CASE STUDY OF NAGPUR METRO

RAIL by Aniket Raut, Ashutosh Tonpe, Ajinkya Kulkarni and Sakshee Bhaiswar
(Students) – International Journal of Science Technology & Engineering.
17. IMPACT OF METRO RAIL CONSTRUCTION WORK ZONE ON TRAFFIC
ENVIRONMENT by Bhutani, Ravi, Sewa Ram, and Kayitha Ravinder - Transportation
Research Procedia 17 (2016): 586-595.
18. AN EMPIRICAL STUDY ON THE COMMUTER’S SATISFACTION TOWARDS SERVICE
QUALITY DIMENSION WITH REFERENCE TO CHENNAI METRO RAIL LIMITED by
Bhagyalakshmi, R., and M. Vasudevan –
www.researchgate.net
19. A STUDY OF KEY PROJECT FEATURES OF THE UNDER-CONSTRUCTION PUNE
METRO by Nagarjuna Pilaka – X International Conference on Multidisciplinary Research
20. COMPARATIVE ASSESSMENT OF GROUNDWATER QUANTITY USING GIS FOR
CHENNAI METRO RAIL CORRIDOR by Lilly R. and G. Ravikumar - India Applied
Ecology and Environmental Research 15.3 (2017): 1801-1814.
21. IDENTIFICATION OF CRITICAL FACTORS FOR DELAY IN METRO RAIL PROJECTS
IN INDIA by Mittal, Yash Kumar, and V. K. Paul. - International Journal of Students
Research in Technology & Management 6.1 (2018): 30-39.
22. A PRAGMATIC APPROACH TOWARDS AVOIDING UNCERTAINTIES IN
CONSTRUCTION OF METRO RAIL by Pradhan, Neha, and M. R. Apte -
www.researchgate.net
23. CRITICAL SUCCESS FACTORS IN IMPLEMENTATION OF URBAN METRO SYSTEM
ON PPP: A CASE STUDY OF HYDERABAD METRO by Kulshreshtha, Rakesh - Global
Journal of Flexible Systems Management 18.4 (2017): 303-320.
24. EMISSION REDUCTION FROM MRTS PROJECTS–A CASE STUDY OF DELHI METRO
by Sharma, Niraj - Atmospheric Pollution Research 5.4 (2014): 721-728.
25. MESSAGE IN A METRO: BUILDING URBAN RAIL INFRASTRUCTURE AND IMAGE
IN DELHI, INDIA by Siemiatycki, Matti - International journal of urban and regional
research 30.2 (2006): 277-292.
26. EXECUTION OF METRO RAIL PROJECTS–A CASE STUDY OF NAGPUR METRO
RAIL by Raut, Aniket - International Journal of Science Technology & Engineering 4.3
(2017): 32-35.
27. LOW-CARBON MOBILITY IN INDIA AND THE CHALLENGES OF SOCIAL
INCLUSION: BUS RAPID TRANSIT (BRT) CASE STUDIES IN INDIA
by Mahadevia, D., Joshi, R., & Datey, A. (2012) - Denmark: UNEP RISO Centre [Google
Scholar]
28. WHICH BRT DO WE NEED? By Gandhi, S. (2015, January 26) Retrieved
from http://www.governancenow.com
29. THE BRTS BHOPAL - Bhopal City Link Limited (2015). Retrieved January 2015,
from http://www.mybusbhopal.in
30. ASSESSING BUS RAPID TRANSIT SYSTEM PERFORMANCE IN AUSTRALASIA by
Currie G., & Delbosc, A. (2014) - Research in Transportation Economics, 48, 142–
151.10.1016/j.retrec.2014.09.012.
ii
31. ISSUES & CHALLENGES IN PRIVATE SECTOR PARTICIPATION IN INDIAN by

Talati V. & Talati, A. (2014) - Journal of Applied Research, 4, 219–221.
32. JANMARG (2015) - Retrieved January 2015, from Ahmedabad Janmarg
Limited: http://www.ahmedabadbrts.org
33. MODELLING URBAN BUS SERVICE AND PASSENGER RELIABILITY by Liu, R.,
& Sinha, S. (2007) - Third International Symposium on Transportation Network
Reliability, Hague.
34. SWITCHING TO CNG BUSES FOR AHMEDABAD BRTS AND IMPACTS ON CARBON
EMISSION by Niyati Rana (2011) - https://www.dnaindia.com/india/report-ahmedbad-
brts-helping-reduce-emissions-in-city-1598721.
35. https://themetrorailguy.com/
36. https://mmrda.maharashtra.gov.in/
37. https://www.metrorailnagpur.com/
38. https://www.punemetrorail.org/
39. https://www.mahametro.org/
40. http://transport.rajasthan.gov.in/jmrc
41. http://www.delhimetrorail.com/
42. https://kochimetro.org/
43. https://economictimes.indiatimes.com/
44. https://www.urbantransportnews.com/
45. https://krtl.in/
46. https://chennaimetrorail.org/
47. https://www.ltmetro.com/
48. https://hmrl.co.in/
49. https://english.bmrc.co.in/
50. https://english.bmrc.co.in/
51. https://www.pmc.gov.in/
52. https://indianexpress.com/
53. https://www.suratmunicipal.gov.in/
54. https://www.suratsmartcity.com/
55. http://rajkotrajpath.com/
56. https://www.slideshare.net/
57. https://ahmedabadcity.gov.in/
58. https://brtdata.org/
59. https://www.trafficinfratech.com/
60. https://www.thehansindia.com/
61. http://www.tatparbus.com/
62. https://www.patrika.com/
63. https://discoverbbsr.com/
iii
CHAPTER 8
APPENDIX 1
Questionnaire –
1. Where do you live? *
Mumbai
Elsewhere
2. What mode of transportation is used by you frequently? *
Public
Private
3. What do you think about governments proposal to build the network of metros for better
connectivity in Mumbai? *
Good idea (will benefit in the long run)
4. Do you think metros will reduce pressure in the existing local trains? *
Yes
No
Maybe
5. How would you want to travel between the destination and the metro station? *
Walk
Cycle
Auto/ Taxi/ Share
Carpool
Bus
Private Vehicle
6. How often do you use the railway or bus service? *
Daily
Often
Rare
Never
iv
7. What is your age?

Below 18
18 to 40
41 to 55
Above 55
8. What is your employment status?
Employed
Unemployed (looking for job)
Unemployed (Not looking for job)
Student
Retired
9. How far is the place where you are employed?
Under 500 m
500 m to 1 km
1 km to 5 km
5 km to 10 km
Above 10 km
10. How do you travel to the Destination?
Walk
Auto/ Taxi
Carpool
Bus
Private Vehicle
Local trains
11. What do you think is the most efficient mode of transport in crowded city like Mumbai?
Metro
Bus
Local Trains
v
Auto/ Taxi/ Carpool

Private vehicles
None
12. What according to you would be a better solution (if not metros) for better connectivity
in Mumbai?
13. How frequently do you travel by metro? *
Daily
Often
Rare
Never
14. What is the distance between your home to the nearest metro station? *
Under 500 m
500 m to 1 km
1 km to 5 km5 km to 10 km
Above 10 km
15. What is the distance between your office to the nearest metro station?
Under 500 m
500 m to 1 km
1 km to 5 km
5 km to 10 km
Above 10 km
16. What is the average travel time between the boarding metro station to alighting metro
station?
Under 10 minutes
10 minutes to 20 minutes
40 minutes to 1 hour
More than 1 hour
17. What is the average travel time to reach the destination after alighting from the metro
train?
Under 10 minutes
vi
40 minutes to 1 hour
More than 1 hour
18. What is your Metro fare per trip (one direction)?

Under Rs. 25
Rs. 25 to Rs. 50
Rs. 50 to Rs. 100
Rs. 100 to Rs. 150
Above Rs. 150
19. What is your average traveling fare (to and fro) per day? *
Under Rs. 50
Rs. 50 to Rs. 150
Rs. 150 to Rs. 300
Rs. 300 to Rs. 500
Above Rs. 500
20. How do you rate the comfort of traveling in the metro? *
Excellent
Good
Fair
Ok
Poor
21. How do you rate Metro train in terms of managing congestion and pollution? *
Excellent
Good
Fair
Ok
Poor
vii
CHAPTER 9
APPENDIX 2
Plagiarism check –
Jigar thesis
by Prof. Nagarjuna Pilaka
Submission date: 03-Feb-2022 05:10PM (UTC+0530)

Submission ID: 1754089071
File name: Jigar_thesis_3_2_2022.docx (1,008.25K)
Word count: 10238
Character count: 54188
viii
Jigar thesis
ORIGINALITY REPORT
19 %
SIMILARITY INDEX
17%
INTERNET SOURCES
6%
PUBLICATIONS
8%
STUDENT PAPERS
PRIMARY SOURCES
1
www.ris.org.in
Internet Source 4%
en.wikipedia.org
2 Internet Source 2%
www.tandfonline.com
Submitted to University of Leeds
4 Student Paper 1%
assets.kpmg.com
6
Submitted to Foundation for Liberal And
Managment Education 1%
Student Paper
link.springer.com
timesofindia.indiatimes.com
9
Submitted to RICS School of Built
Environment, Amity University 1%
ix
1%
Student Paper
cyberleninka.org
10 Internet Source
www.i-scholar.in
1%
11 Internet Source
<1 %
www.inderscience.com
12 Internet Source
<1 %
journals.plos.org
13 Internet Source
<1 %
Submitted to National Institute of
14
Construction Management and Research
Student Paper
<1 %
Ennio Cascetta, Armando Cartenì, Marcello
15
Montanino. "A New Measure of Accessibility
based on Perceived Opportunities", Procedia -
Social and Behavioral Sciences, 2013
<1 %
Publication
Franz Fuerst, Chihiro Shimizu. "Green luxury

16
goods? The economics of eco-labels in the
Japanese housing market", Journal of the
Japanese and International Economies, 2016
<1 %
Publication
www.coursehero.com
17 Internet Source
<1 %
static.scribd.com
18 Internet Source
x
<1 %
19 Submitted to Stevens Institute of Technology
Student Paper
<1 %
20 "Sustainable Smart Cities in India", Springer
Science and Business Media LLC, 2017
Publication
<1 %
21 archive.org
Internet Source
<1 %
22 Submitted to University of Brighton
Student Paper
<1 %
23 depot-e.uqtr.ca
Internet Source
<1 %
24 Submitted to iGroup
Student Paper
<1 %
25 Submitted to IUBH - Internationale
Hochschule Bad Honnef-Bonn
Student Paper
<1 %
26 Submitted to Shanghai United International
School
Student Paper
<1 %
27 agora.fmi.fi
Internet Source
<1 %
28 test.nhb.org.in
Internet Source
<1 %
29 edcoulson.weebly.com
Internet Source
xi
30
<1 %
www.urbanrail.net
Internet Source
<1 %
31 Submitted to University of Mumbai
Student Paper
<1 %
32 nbmcw.com
Internet Source
<1 %
33 Submitted to University of Minnesota System
Student Paper
34
<1 %
Submitted to University of Stellenbosch,
South Africa
Student Paper
35
<1 %
Mishra, Rajeev Kumar, Tarun Joshi, Nikhil
Goel, Himanshu Gupta, and Amrit Kumar.
"Monitoring and analysis of PM10 concentration
at Delhi Metro construction sites", International Journal
of Environment and Pollution, 2015.
Publication
36 Ravi Bhutani, Sewa Ram, Kayitha Ravinder.

"Impact of Metro Rail Construction Work Zone <1 %
on Traffic Environment", Transportation
Research Procedia, 2016
Publication
37 Ankit Kathuria, Manoranjan Parida, Ch. Ravi

Sekhar, Anshuman Sharma. "A review of bus <1 %
rapid transit implementation in India", Cogent
Engineering, 2016
xii

Selection of Rapid Transit project and it&#39;s impact on Urban transport

Uploaded by

Copyright:

Available Formats

You might also like

Selection of Rapid Transit project and it&#39;s impact on Urban transport

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Selection of Rapid Transit project and it&#39;s impact on Urban transport

Uploaded by

Copyright:

Available Formats

SELECTION OF RAPID TRANSIT PROJECT AND ITS IMPACT ON URBAN TRANSPORT

PGP IFDM 10TH BATCH

NATIONAL INSTITUTE OF CONSTRUCTION MANAGEMENT AND

Jigar Shah FP20010

Jigar Shah FP20010

3.7 Total Investment from the sample of the Metro/ 28

5.17 Mode of Transportation used Frequently 48

1.1 Introduction of Rapid transit system

1.2 Rapid transit systems and goal of Inclusive Development

1.3 Category of Rapid transit systems

1) Bus routes and bus rapid transit systems (BRTS)

1.4 Importance of Public transportation in India

Sustainable development requires a paradigm shift in terms of avoiding modal shifts

India is experiencing rapid urbanization and this trend is expected to continue.

Fig. 1.1 Use of Mass transit in India

Fig 1.4 Capital cost of different modes of transport

Table 1.2 Bus Fleet/ 1000 persons in different cities

1.5 Introduction of Metro Rail

A metro is a train that is especially planned to run in metropolitan regions; it is used by

endeavoring to assemble a-list framework, with the consideration of Pune, Chandigarh,

1.6 Introduction of BRTS

Transport quick travel (BRT), frequently known as a busway or transitway, is a

Transport quick travel (BRT) transport administration is interesting to travel specialists

The study is based on various newsletters, journals, magazines available on internet

2.1 Pre-Development Stage-Based Research Papers

the reduction in groundwater volume was caused by underground development along

2.2 Contract Stage-Based Research Papers

2.3 Financing Based Research Papers

2.4 Construction Stage-Based Research Papers

2.5 Operational Stage-Based Research papers

• A Research was finished by a M. Tech understudy of COEP for concentrating on the

2.6 Modifying in Current Services Based Papers

2.7 Post Construction Reviews-Based Papers

• A professor at GFGC in Bangalore conducted a survey to investigate the impact of the

• A Research was finished by Four understudies of NICMAR, Pune on Execution of Metro

1. State of implementation of Metro/ BRTS projects in India

3.1 Sample Information for Metros in India –

Larsen & Toubro, Shanghai

Table 3.2 Sample Information for Metros in India

9 Maharashtra Mumbai Line 8 CSIA - NMIA 40 Km Elevated MMRDA Proposed 8

Pune Metropolitan Tata’s TRIL Urban Transport

Jaipur Metro Rail

Kochi Metro Rail Larsen & Toubro, Soma Public Private

Kochi Metro Rail Public Private

24 Tamil Nadu Chennai Line 3 Madhavaram - Siruseri 45.81 Km Proposed

3.2 Sample Information for BRTS in India –

Bangalore Metro Engineering,

Bangalore Metro Engineering,

Umra gum- Welspun projects

Sikar road - Tonk

Raipur railway Naya Raipur

complex Ltd (NRMTL)

3.3 List of Indian cities proposed/ under construction/ constructed –

9 Odisha Bhubaneshwar Zoo Development 460 Planning 2011 150000

Metro Connectivity BRTS Connectivity

No of cities having Metro and BRTS

Fig. 3.1 No. of cities having Metro/ BRTS in India

Construction of Metro and BRTS in Km

3.5 Average Capacity per Metro rail/ BRTS in India –

Selection of Rapid Transit project and it's impact on Urban transport

Selection of Rapid Transit project and it's impact on Urban transport

Selection of Rapid Transit project and it's impact on Urban transport