Delhi Metro

Delhi Metro (Hindi: ) is a metro system serving Delhi, Gurgaon, Noida,

and Ghaziabad in the National Capital Region of India.[7] Delhi Metro is the world's thirteenth
largest metro system in terms of length.[8] Delhi Metro is India's second urban mass rapid
transportation system, after Kolkata Metro. As of June 2014, the network consists of five
colour-coded lines (Red, Blue, Green, Yellow, Violet), plus a sixth Airport Express line, with a
total length of 193.2 kilometres (120.0 mi), serving 139 stations,[1] (including the 6 Airport
Express stations), of which 38 are underground, five are at-grade, and the rest are
elevated.[9] All stations have escalators, elevators, and tactile tiles to guide the visually impaired
from station entrances to trains. It has a combination of elevated, at-grade, and underground
lines, and uses both broad gauge and standard gauge rolling stock. Four types of rolling stock
are used: Mitsubishi Rotem broad gauge, Bombardier Movia, Mitsubishi Rotem standard gauge,
and CAF Beasain standard gauge.

Delhi Metro Rail Corporation Limited (DMRC), a state-owned company with equal equity
participation fromGovernment of India and Government of National Capital Territory of Delhi
built and operates the Delhi Metro. However, the organisation is under administrative control
of Ministry of Urban Development, Government of India. Besides construction and operation of
Delhi metro, DMRC is also involved in the planning and implementation of metro rail, monorail
and high-speed rail projects in India and providing consultancy services to other metro projects
in the country as well as abroad.

As of November 2010, DMRC operates around 2,700 trips daily between 06:00 and 23:00
running with an interval of 2 minutes 40 seconds between trains at peak frequency.[10][11] The
trains are usually of four and six coaches, but due to increase in the number of passengers,
eight-coach trains are added on the Yellow Line (Jahangirpuri to HUDA city centre) and Blue line
(Dwarka Sector-21 to Noida City Centre/Vaishali).[12] Yellow line being the first one with eight
coach trains.[5][6][11][13] The power output is supplied by 25-kilovolt, 50-hertz alternating
current throughoverhead catenary. The metro has an average daily ridership of 2.4 million
commuters, and, as of August 2010, had already carried over 1.25 billion commuters since its
inception.[14] The Delhi Metro Rail Corporation has been certified by the United Nations as the
first metro rail and rail-based system in the world to get "carbon credits for reducing
greenhouse gas emissions" and helping in reducing pollution levels in the city by 630,000
tonnes every year.[15]
Planning for the metro started in 1984, when the Delhi Development Authority and the Urban
Arts Commission came up with a proposal for developing a multi-modal transport system for
the city. The Government of India and the Government of Delhi jointly set up the Delhi Metro
Rail Corporation (DMRC) registered on 3 May 1995 underThe Companies Act, 1956.
Construction started in 1998, and the first section, on the Red Line, opened in 2002, followed
by the Yellow Line in 2004, the Blue Line in 2005, its branch line in 2009, the Green and Violet
Lines in 2010, and the Delhi Airport Metro Express in 2011.
The recently opened Rapid MetroRail Gurgaon, whilst linked to it by the Yellow Line is a
separate metro system, although tickets from the Delhi Metro can be used in its' network.
The voice overs for the Delhi Metro have been given by Rini Simon Khanna and Shammi Narang.

History
Background
The concept of a mass rapid transit for New Delhi first emerged from a traffic and travel
characteristics study which was carried out in the city in 1969.[16] Over the next several years,
many official committees by a variety of government departments were commissioned to
examine issues related to technology, route alignment, and governmental jurisdiction.[17] In
1984, the Delhi Development Authority and the Urban Arts Commission came up with a
proposal for developing a multi-modal transport system, which would consist of constructing
three underground mass rapid transit corridors as well augmenting the city's existing suburban
railway and road transport networks.[18]
While extensive technical studies and the raising of finance for the project were in progress, the
city expanded significantly resulting in a twofold rise in population and a fivefold rise in the
number of vehicles between 1981 and 1998.[18] Consequently, traffic congestion and pollution
soared, as an increasing number of commuters took to private vehicles with the existing bus
system unable to bear the load . An attempt at privatising the bus transport system in 1992
merely compounded the problem, with inexperienced operators plying poorly maintained,
noisy and polluting buses on lengthy routes, resulting in long waiting times, unreliable service,
extreme overcrowding, unqualified drivers, speeding and reckless driving.] To rectify the
situation, the Government of India and the Government of Delhi jointly set up a company called
the Delhi Metro Rail Corporation (DMRC) on 3 May 1995, with E. Sreedharan as the managing
director.
Dr. E. Sreedharan handed over the charge as MD, DMRC to Shri Mangu Singh on 31 December
2011.
Construction
Physical construction work on the Delhi Metro started on 1 October 1998. After the previous
problems experienced by the Kolkata Metro, which was badly delayed and 12 times over
budget due to "political meddling, technical problems and bureaucratic delays", DMRC is a
special purpose organization vested with great autonomy and powers to execute this gigantic
project involving many technical complexities, under a difficult urban environment and within a
very limited time frame. DMRC was given full powers to hire people, decide on tenders and
control funds. The DMRC then consulted the Hong Kong MTRC on rapid transit operation and
construction techniques. As a result, construction proceeded smoothly, except for one major
disagreement in 2000, where the Ministry of Railways forced the system to use broad
gauge despite the DMRC's preference for standard gauge.
The first line of the Delhi Metro was inaugurated by Atal Behari Vajpayee, the then Prime
Minister of India, on 24 December 2002,[25] and thus, it became the second underground rapid
transit system in India, after the Kolkata Metro. The first phase of the project was completed in
2006, on budget and almost three years ahead of schedule, an achievement described
by Business Week as "nothing short of a miracle".

Current routes
As of September 2013, with the completion of Phase I, Phase II and the beginning of operaions
on Phase III, the Delhi Metro network comprises six lines (plus the Airport Express line), serving
135 metro stations[1] (plus 6 Airport Express stations, for a total of 141), and operating on a
total route length of 193.2 km (120.0 mi) (including the Airport Express line).

Line

Red
Line

First
Last
Length
Stations[1][35]
operational Extension
(km)[35]
24
December
2002

4 June
2008

20
3
Yellow
December September
Line
2004
2010

Blue
Line

Green
Line

Violet
Line

TOTAL

Rithala

26
25kV
1676mm
[36]
trains
OHE

35

HUDA
44.65 Jahangirpuri City
Centre

60
25kV
1676mm
[10]
trains
OHE

Noida City
49.93
Centre

43

7 January
2010

14 July
2011

3 April
2010

14

27 August
2011

[1]

3.32

3 October
2010

26 June
2014

15

23.24

Gauge Power

25.09

30
October
2010

6
141

Dilshad
Garden

Rolling
stock

21

31
December
2005

23
Airport
February
Express
2011

Terminals

Dwarka
Sector
21

70
trains[11]

1676mm

25kV
OHE

Yamuna
Bank

Vaishali

1676mm

25kV
OHE

15.14 Inderlok

Mundka

1435mm

25kV
OHE

1435mm

25kV
OHE

8.74

Ashok Park Kirti

Main
Nagar
Mandi
House

22.70 New Delhi

192.81

15
trains[37]

Badarpur

30
25kV
1435mm
[38]
trains
OHE

Dwarka
Sector
21

8 trains 1435mm

25kV
OHE

Planned extensions
Delhi Metro map with Phase I, phase II & proposed phase III routes
Delhi Metro was planned to be built in phases spread over around 20 years as with each phase
having a target of five years and end of one phase marking the beginning of another. Phase I
(65 km) and Phase II (125 km) were completed in 2006 and 2011, respectively, and Phase III and
Phase IV are scheduled for completion in 2016 and 2021, respectively. Work on Phase III started
in 2011 while planning for Phase IV has begun. Ex-chief of DMRC hinted that by the time Phase
IV is completed, the city will need Phase V to cope with rising population and transport
needs.[74]
Phase III
Out of 2 new lines and 11 route extensions proposed for Phase III, cabinet approvals have been
obtained for 2 new lines and 10 line extensions totaling 167.27 km, with an estimated cost of
350 billion (US$5.8 billion).[75] Construction has already begun on many of these. In April 2014
the Delhi governor gave approval for two further extensions.[76] All the approved lines are:
Length
(km)

Stations

Yellow Line extension

4.48

Jahangirpuri

Badli

9.36

Central
Secretariat

Kashmere Gate

11

13.875 Badarpur

Ballabgarh

5.5

Dwarka

Najafgarh

Noida City
Centre

Noida Sector 62

11.182 Mundka

Bahadurgarh

Brown Line-Inner Ring

Road Line (Line 7)[77]

37

58.40

Mukundpur

Shiv Vihar

10

Magenta Line-Outer
Ring Road Line (Line 8)

26

37.25

Janakpuri
West

Botanical Garden

Red Line

9.6

Dilshad
Garden

New Bus Stand,

Ghaziabad

Airport Express

11.63

Dwarka Sector
IFFCO Chowk
21

Violet Line

Blue Line branch

Green Line

Total

104

167.277

Terminals

No. of
interchanges
planned

Line

1
18

L & T CONSTUCTION
HISTORY
The evolution of L&T into the country's largest engineering and construction organization is
among the most remarkable success stories in Indian industry.
L&T was founded in Bombay (Mumbai) in 1938 by two Danish engineers, Henning Holck-Larsen
and Soren Kristian Toubro. Both of them were strongly committed to developing India's
engineering capabilities to meet the demands of industry.

Henning Holck-Larsen

Soren Kristian Toubro

(4.7.1907 - 27.7.2003)

(27.02.1906 - 4.3.1982)

Beginning with the import of machinery from Europe, L&T rapidly took on engineering and
construction assignments of increasing sophistication. Today, the company sets global
engineering benchmarks in terms of scale and complexity.

Early days
Henning Holck-Larsen and Soren Kristian Toubro, school-mates in Denmark, would not
have dreamt, as they were learning about India in history classes that they would, one
day, create history in that land.
In 1938, the two friends decided to forgo the comforts of working in Europe, and started
their own operation in India. All they had was a dream. And the courage to dare.
Their first office in Mumbai (Bombay) was so small that only one of the partners could use
the office at a time!

In the early years, they represented Danish manufacturers of dairy equipment for a
modest retainer. But with the start of the Second World War in 1939, imports were
restricted, compelling them to start a small work-shop to undertake jobs and provide
service facilities.
Germany's invasion of Denmark in 1940 stopped supplies of Danish products. This crisis
forced the partners to stand on their own feet and innovate. They started manufacturing
dairy equipment indigenously. These products proved to be a success, and L&T came to
be recognised as a reliable fabricator with high standards.
The war-time need to repair and refit ships offered L&T an opportunity, and led to the
formation of a new company, Hilda Ltd., to handle these operations. L&T also started two
repair and fabrication shops - the Company had begun to expand.
Again, the sudden internment of German engineers (because of the War) who were to put
up a soda ash plant for the Tatas, gave L&T a chance to enter the field of installation - an
area where their capability became well respected.

The jorney
In 1944, ECC was incorporated. Around then, L&T decided to build a portfolio of foreign
collaborations. By 1945, the Company represented British manufacturers of equipment
used to manufacture products such as hydrogenated oils, biscuits, soaps and glass.
In 1945, L&T signed an agreement with Caterpillar Tractor Company, USA, for marketing
earthmoving equipment. At the end of the war, large numbers of war-surplus Caterpillar
equipment were available at attractive prices, but the finances required were beyond the
capacity of the partners. This prompted them to raise additional equity capital, and on 7th
February 1946, Larsen & Toubro Private Limited was born.
Independence and the subsequent demand for technology and expertise offered L&T the
opportunity to consolidate and expand. Offices were set up in Kolkata (Calcutta), Chennai
(Madras) and New Delhi. In 1948, fifty-five acres of undeveloped marsh and jungle was
acquired in Powai. Today, Powai stands as a tribute to the vision of the men who
transformed this uninhabitable swamp into a manufacturing landmark.

PUBLIC LIMITED COMPANY

In December 1950, L&T became a Public Company with a paid-up capital of Rs.2 million.
The sales turnover in that year was Rs.10.9 million.
Prestigious orders executed by the Company during this period included the Amul Dairy at
Anand and Blast Furnaces at Rourkela Steel Plant. With the successful completion of these
jobs, L&T emerged as the largest erection contractor in the country.
In 1956, a major part of the company's Bombay office moved to ICI House in Ballard Estate.
A decade later this imposing grey-stone building was purchased by L&T, and renamed as
L&T House - its Corporate Office.
The sixties saw a significant change at L&T - S. K. Toubro retired from active management
in 1962.
The sixties were also a decade of rapid growth for the company, and witnessed the
formation of many new ventures: UTMAL (set up in 1960), Audco India Limited (1961),
Eutectic Welding Alloys (1962) and TENGL (1963).

EXPANDING HORIZONS
By 1964, L&T had widened its capabilities to include some of the best technologies in the
world. In the decade that followed, the company grew rapidly, and by 1973 had become
one of the Top-25 Indian companies.
In 1976, Holck-Larsen was awarded the Magsaysay Award for International Understanding
in recognition of his contribution to India's industrial development. He retired as Chairman
in 1978.
In the decades that followed, the company grew into an engineering major under the
guidance of leaders like N. M. Desai, S.R. Subramaniam, U. V. Rao, S. D. Kulkarni and A. M.
Naik.
Today, L&T is one of India's biggest and best known industrial organisations with a
reputation for technological excellence, high quality of products and services, and strong
customer orientation. It is also taking steps to grow its international presence.
For an institution that has grown to legendary proportions, there cannot and must not be
an 'end'. Unlike other stories, the L&T saga continues.....

CRANES
A crane is a type of machine, generally equipped with a hoist, wire ropes or chains,
and sheaves, that can be used both to lift and lower materials and to move them horizontally. It
is mainly used for lifting heavy things and transporting them to other places. It uses one or
more simple machines to create mechanical advantage and thus move loads beyond the
normal capability of a human. Cranes are commonly employed in the transport industry for the
loading and unloading of freight, in theconstruction industry for the movement of materials and
in the manufacturing industry for the assembling of heavy equipment.
The first construction cranes were invented by the Ancient Greeks and were powered by men
or beasts of burden, such as donkeys. These cranes were used for the construction of tall
buildings. Larger cranes were later developed, employing the use of human treadwheels,
permitting the lifting of heavier weights. In the High Middle Ages, harbour cranes were
introduced to load and unload ships and assist with their construction some were built into
stone towers for extra strength and stability. The earliest cranes were constructed from wood,
but cast iron and steel took over with the coming of the Industrial Revolution.
For many centuries, power was supplied by the physical exertion of men or animals, although
hoists in watermills and windmillscould be driven by the harnessed natural power. The first
'mechanical' power was provided by steam engines, the earlieststeam crane being introduced
in the 18th or 19th century, with many remaining in use well into the late 20th century. Modern
cranes usually use internal combustion engines or electric motors and hydraulic systems to
provide a much greater lifting capability than was previously possible, although manual cranes
are still utilized where the provision of power would be uneconomic.
Cranes exist in an enormous variety of forms each tailored to a specific use. Sometimes sizes
range from the smallest jib cranes, used inside workshops, to the tallest tower cranes, used for
constructing high buildings. For a while, mini cranes are also used for constructing high
buildings, in order to facilitate constructions by reaching tight spaces. Finally, we can find larger
floating cranes, generally used to build oil rigs and salvage sunken ships.
Some lifting machines do not strictly fit the above definition of a crane, but are generally known
as cranes, such as stacker cranes and loader cranes.

Design and parts of a crane

Mechanical principals
The lever. A balance crane contains a horizontal beam (the lever) pivoted about a point called
the fulcrum. The principle of the lever allows a heavy load attached to the shorter end of the
beam to be lifted by a smaller force applied in the opposite direction to the longer end of the
beam. The ratio of the load's weight to the applied force is equal to the ratio of the lengths of
the longer arm and the shorter arm, and is called the mechanical advantage.
The pulley.A jib crane contains a tilted strut (the jib) that supports a fixed pulley block. Cables
are wrapped multiple times round the fixed block and round another block attached to the
load. When the free end of the cable is pulled by hand or by a winding machine, the pulley
system delivers a force to the load that is equal to the applied force multiplied by the number
of lengths of cable passing between the two blocks. This number is the mechanical advantage.
The hydraulic cylinder. This can be used directly to lift the load or indirectly to move the jib or
beam that carries another lifting device.
Cranes, like all machines, obey the principle of conservation of energy. This means that
the energy delivered to the load cannot exceed the energy put into the machine. For example,
if a pulley system multiplies the applied force by ten, then the load moves only one tenth as far
as the applied force. Since energy is proportional to force multiplied by distance, the output
energy is kept roughly equal to the input energy (in practice slightly less, because some energy
is lost to friction and other inefficiencies).
The same principle can operate in reverse. In case of some problem, the combination of heavy
load and great height can accelerate small objects to tremendous speed (see trebuchet). Such
projectiles can result in severe damage to nearby structures and people. Cranes can also get in
chain reactions; the rupture of one crane may in turn take out nearby cranes. Cranes need to be
watched carefully.

AT THE CONSTRUCTION SITE THERE WERE THREE TYPES OF CRANE namely,

PICK AND CARRY CRANE

CRAWLER CRANE
TOWER CRANE

Pick and carry crane

A Pick and Carry Crane is similar to a mobile crane in that is designed to travel on public roads,
however Pick and Carry cranes have no stabiliser legs or outriggers and are designed to lift the
load and carry it to its destination, within a small radius, then be able to drive to the next job.
Pick and Carry cranes are popular in Australia where large distances are encountered between
job sites. One popular manufacturer in Australia was Franna, who have since been bought by
Terex, and now all pick and carry cranes are commonly referred to as "Frannas" even though
they may be made by other manufacturers. Nearly every medium and large sized crane
company in Australia has at least one and many companies have fleets of these cranes. The
capacity range is usually ten to twenty tonnes maximum lift, although this is much less at the
tip of the boom. Pick and Carry cranes have displaced the work usually completed by smaller
truck cranes as the set up time is much quicker. Many steel fabrication yards also use pick and
carry cranes as they can "walk" with fabricated steel sections and place these where required
with relative ease...

HYDRA TRX 1250

FEATURES
CREEP SPEED :Low Travel speed with load of2 km/hr achieved
through a combination of constant mesh Transmission and
straight drive axle

STABLE CRANE : The center of gravity is low and falls within the
dimensions even under articulation

SLI : Safe Load indicator with features like 1 hook/ 3 hooks

calibrations & fail safe operations with cut off.

FRONT MOUNTED CABIN :Front cabin for better visibility &

control of loads. Line of sight is always aligned with load even
in articulation.

STEERING WHEEL : Articulated power steering controlled through

steering wheel for safe usage and precision control

TECHNICAL DATA
Engine

Diesel Engine Escorts E4.286NA ,Four Cylinder , water cooled , developing 51 PS@2200 rpm or
equivivalent
Rated Capacity

12 tonne at 1.8 m
1.6 tonne at 9.9 m radius
Boom

part boom hydraulically powered & fully synchronized.

Luffing angle -3 deg to 60 deg
Hoist

Hydraulically winch with 4 falls

Rope dia 13 mm
Dimension

Overall Length : 12100 mm

Overall width : 2550 mm
Overall Height : 2780 mm
Operating Weight

12300Kg
Safety System

Overload Audio warning System

Rear View Camera with LCD display
Wheel Guard
Rope Compensation for auto leveling
Safety brakes on hoist
Hose protection failure device
Front Mounted cabin
standard fitment

All weather cabin

Steering Wheel
Front Bumper
Reflectors
Rear View Mirrors
Rear Camera with LCD display
Wheel Guard in front and rear

Crawler crane
A crawler is a crane mounted on an undercarriage with a set of tracks (also called crawlers) that
provide stability and mobility. Crawler cranes range in lifting capacity from about 40 to 3,500
short tons .
Crawler cranes have both advantages and disadvantages depending on their use. Their main
advantage is that they can move around on site and perform each lift with little set-up, since
the crane is stable on its tracks with no outriggers. In addition, a crawler crane is capable of
traveling with a load. The main disadvantage is that they are very heavy, and cannot easily be
moved from one job site to another without significant expense. Typically a large crawler must
be disassembled and moved by trucks, rail cars or ships to its next location.

TATA TFC 280

Crawler cranes have both advantages and disadvantages depending on their use. Their main
advantage is that they can move around on site and perform each lift with little set-up, since
the crane is stable on its tracks with no outriggers. In addition, a crawler crane is capable of
traveling with a load. The main disadvantage is that they are very heavy, and cannot easily be
moved from one job site to another without significant expense. Typically a large crawler must
be disassembled and moved by trucks, rail cars or ships to its next location.

Specification

Maximum lifting capacity75 tonnes

Boom length .15.24 ~ 45.72 meters

Jib length .9.14 meters

Dragline bucket capacity..1.9 ~ 2.68 cum

Clamshell bucket capacity 1.9 ~ 2.29 cum

Design

Load chart

Tower crane
Tower cranes are a modern form of balance crane that consist of the same basic parts. Fixed to
the ground on a concrete slab (and sometimes attached to the sides of structures as well),
tower cranes often give the best combination of height and lifting capacity and are used in the
construction of tall buildings. The base is then attached to the mast which gives the crane its
height. Further the mast is attached to the slewing unit (gear and motor) that allows the crane
to rotate. On top of the slewing unit there are three main parts which are: the long horizontal
jib (working arm), shorter counter-jib, and the operator's cab.
The long horizontal jib is the part of the crane that carries the load. The counter-jib carries a
counterweight, usually of concrete blocks, while the jib suspends the load to and from the
center of the crane. The crane operator either sits in a cab at the top of the tower or controls
the crane by radio remote control from the ground. In the first case the operator's cab is most
usually located at the top of the tower attached to the turntable, but can be mounted on the
jib, or partway down the tower. The lifting hook is operated by the crane operator using electric
motors to manipulate wire rope cables through a system of sheaves. The hook is located on the
long horizontal arm to lift the load which also contains its motor.

Components
Tower Cranes are used extensively in construction and other industry to hoist and move
materials. There are many types of tower cranes. Although they are different in type, the main
parts are the same, as follows:

Mast: the main supporting tower of the crane. It is made of steel trussed sections that are
connected together during installation.
Slewing Unit: the slewing unit sits at the top of the mast. This is the engine that enables the
crane to rotate.
Operating Cabin: the operating cabin sits just above the slewing unit. It contains the
operating controls.
Jib: the jib, or operating arm, extends horizontally from the crane. A "luffing" jib is able to
move up and down; a fixed jib has a rolling trolley that runs along the underside to move
goods horizontally.
Hook: the hook (or hooks) is used to connect the material to the crane. It hangs at the end
of thick steel cables that run along the jib to the motor.
Weights: Large concrete counterweights are mounted toward the rear of the mast, to
compensate for the weight of the goods lifted.

Features
MTC 2418 is an all-terrain, self propelled mobile tower crane, with a road speed of 25 km/hr. A
differential lock enables it toget out of tough spots.
MTC-2418 is self erecting/selffolding. Operations can be easily affected in a few minutes by a single
operator through a remote control pod.
MTC-2418 is remote controlled.It facilitates the operator to position himself in such a way that he can
see both picking as well as dumping points for precise load positioning.A built-in generator, driven bythe
prime mover's engine makes
MTC-2418 totally independent of any outside electric source. The crane only uses a part of the power
and the generator can be used to supply other electrical equipment like mixers, vibrators and job site
lighting systems.
An articulated chassis and hydraulic steering system enables a very short turning radius and easy
positioning.
Stabilizers are of out and down type and can be retracted into the lower chassis to satisfy road clearance
codes.