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Executive Summary
4 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
EXECUTIVE SUMMARY
0.1 INTRODUCTION
0.1.1 Background
Pune is well known as the „Queen of Deccan‟ due to its scenic beauty and rich
natural resources. Besides, it is famous for its religious and historical places Pune is
the 9th most populous city in India and the second largest in the state of Maharashtra
after the state capital Mumbai. Pune is also the 101st largest city in the world, by
population. Pune city is the administrative headquarters of Pune district and was
once the center of power of the Maratha Empire established by ShivajiMaharaj. In the
18th century, Pune became the political center of the Indian subcontinent, as the seat
of the Peshwas who were the prime ministers of the Maratha Empire.
Pune is considered the cultural capital of Maharashtra. Since the 1950s and 1960s,
Pune has had a traditional old-economic base. Most of the old industries continue to
grow. The city is also known for its manufacturing and automobile industries, as well
as for research institutes of information technology (IT), education, management and
training, which attracts migrants, students, and professionals from India, South East
Asia, the Middle East, and Africa. Pune is also one of the fastest growing cities in the
Asia-Pacific region. The „Mercer 2015 Quality of Living rankings‟ evaluated local
living conditions in more than 440 cities around the world where Pune ranked at 145,
second in India after Hyderabad. It also highlights Pune among evolving business
centers and emerging nine cities around the world with citation "Hosts IT and
automotive companies".
0.1.2 Demographic Profile
As per Census of India 2011, Pune population is 31,24,458 numerically housing
7,42,602 households. The population density of Pune Municipal Area is 12,814
persons per sq. Km. PimpriChinchwad Municipal Corporation serves a population of
17,27,692 with 4,27,356 households. Pune Cantonment and Khadki Cantonment
Areas cater population of 71,781 and 78,684 with 15,102 and 16,266 households
respectively.
0.1.3 Economy
The Hinjawadi IT Park (officially called the Rajeev Gandhi IT Park) is a project being
started by MIDC to house the IT sector in Pune. When completed, the Hinjawadi IT
Park is expected to encompass an area of about 2,800 acres (11 km2). The
estimated investment in the project is Rs. 600 billion, to facilitate economic growth,
the government made liberal incentives in its IT and ITES Policy, 2003 and leased
properties on MIDC land. The IT sector employs more than 70,000 people. Software
giant Microsoft intends to set up a Rs. 7.0 billion project in Hinjawadi.
Executive Summary
5 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
As one of the largest cities of India and major centre of learning with several colleges
and universities, Pune is emerging as a prominent location for IT and manufacturing.
Pune has the eighth largest metropolitan economy and the sixth highest per capita
income in the country.
The automotive sector is prominent in Pune. It is home to the Automotive Research
Association of India, which is responsible for the homologation of all vehicles
available in India. All sectors of the automotive industry are represented, from two-
wheelers and auto rickshaws to cars, tractors, tempos, excavators, and trucks.
Automotive companies like Tata Motors, Mahindra & Mahindra, Mercedes Benz,
Force Motors (Firodia-Group), Kinetic Motors, General Motors, Land Rover, Jaguar,
Renault, Volkswagen, and Fiat have set up greenfield facilities near Pune, making
Pune as India's leading "Motor City".
The Kirloskar Group was the first to bring industry to Pune by setting up Kirloskar Oil
Engines Ltd. in 1945 at Kirkee in Pune. The Group was originally set up in
Kirloskarwadi. Kirloskar Brothers Limited (India's largest manufacturer and exporter
of pumps and the largest infrastructure pumping project contractor in Asia, Kirloskar
Oil Engines (India's largest diesel engine company), Kirloskar Pneumatics Co. Ltd.,
and other Kirloskar companies are based in Pune.
Pune Food Cluster development project is an initiative funded by the World Bank. It
is being implemented with the help of SIDBI, Cluster Craft to facilitate the
development of the fruit and vegetable processing industries in and around Pune.
The Meetings, Conferencing, Exhibitions, Trade are expected to get a boost once the
Pune International Exhibition and Convention Centre (PIECC) is completed in 2017.
The 97-hectare PIECC will boast a seating capacity of 20,000 with a floor area of
13,000 m2. It will have seven exhibition centres, a convention centre, a golf course, a
five-star hotel, a business complex, shopping malls, and residences. The US$ 115.0
million project is developed by the Pimpri-Chinchwad New Town Development
Authority.
The emergence of industrial Pune began in the early 1960s, with mechanical
engineering industries arriving. Pune's proximity to Mumbai, good climate, and
availability of talent made it a destination for large firms like Tata Motors (TELCO
then), Thermax, Buckau Wolf (ThyssenKrupp now), Kirloskar Group, KSB Pumps,
Cummins, Hindustan Antibiotics, and several others. Serum Institute of India, the
world's fifth largest vaccine producer by volume has a manufacturing plant located in
Pune.
Pune is the largest hub in India for German companies. According to the Indo-
German Chamber of Commerce, Pune has been the single largest hub for German
companies for the last 60 years. Over 225 German companies have set up their
businesses here.
Executive Summary
6 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
0.1.4 Previous Metro Rail DPRs
Pune Municipal Corporation entrusted DMRC for preparation of detailed project
report of metro rail for Pune and PimpariChinchwadin 2006. DMRC submitted DPR in
2009 and based on the traffic study carried by the IIT Mumbai, suggested two
corridors as under:-
Table 0.1: Details of Corridors
Corridors Length (km.) Stations (Nos.)
UG Ele Total UG Ele Total
Corridor I : PCMC - Swargate 5.03 11.57 16.60 6.00 9.00 15.00
Corridor II: Vanaz - Ramwadi - 14.90 14.90 - 16.00 16.00
Total 5.03 26.47 31.50 6.00 25.00 31.00
PMC is trying to implementthese corridors on Government Funding Model. Project is
yet to get clearance from the Government of Maharashtra (GoM) and Government of
India (GoI).
0.1.5 Present Assignment
Pune Metropolitan Regional Development Authority (PMRDA) has been mandated by
Government of Maharashra to undertake the project of developing a Metro Rail link
between down town area of city at Shivaji Nagar and an Information Technology
Industry Zone at Hinjawadi at out skirt of the city. PMRDA requested DMRC to take
up the job of preparation of DPR for this metro corridor. Accordingly DMRC submitted
the Terms of Reference (ToR) of study to PMRDA and finally an agreement between
DMRC and PMRDA was signed on 27/01/2016 for preparation of DPR of this third
metro corridor from Shivaji Nagar to Hinjawadi.
0.2 TRAFFIC FORECAST
0.2.1 CUBE Voyager software has been utilized to develop the ridership estimation model.
A complete three fold analytical approach was adopted. The assignment technique
adopted would help us to ascertain the ridership at the proposed metro corridors.
This assignment technique involves:
Network Development: The network development stage involves both the highway
and transit network throughout the entire study area. Base year network is the
existing road network. Once the base year mode-wise matrices developed and
assigned to the base year network, the network characteristics have been calibrated
and validated with respect to the ground conditions. Further future year network has
been developed for both the highway and public transport (PT) incorporating the
additional future proposed road networks and future phases PT routes including
proposed metro routes with the base year validated network.
Matrix Development: Base year passenger trip matrix has been developed from the
zone-wise population-employment database and calibrated. This calibrated
passenger trip matrix was utilised to develop base year mode-wise passenger trip
matrices as per the existing modal share.
Once these base year passenger trip matrices have been assigned to the base year
Executive Summary
7 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
highway as well as transit network, the assigned passenger trips have been validated
comparing to the existing database. These base year mode-wise passenger trips
matrices further forecasted for future year with estimated future PCTR and modal
shift from other modes to proposed metro as per the Logit Model.
Trip Assignment: Trip assignment has been conducted for both the highway
assignment and PT assignment. Base year assigned trips has been validated in
comparison with existing database to validate the model. Further future year
assignment conducted to estimate the ridership for horizon years.
Figure 0.1: Analytical Framework for Ridership Estimation Model
Table 0.2: No. of Stations along Phase 1 and 2 of Metro
Phase No. Corridor No. of Stations Source
1 HinjawadiMegapolis Circle to Civil Court 23 DMRC
2 Nigdi to Swargate 20 DMRC
Vanaz to Ramwadi 15 DMRC
3 Civil Court to Chaitanya Colony 12 IMaCS Study
Vanaz to Varsha Park 8 IMaCS Study
The number of stations and location of stations is influenced by the following factors:
Catchment Area Population
Ward Boundary
Land-use
Station to Station Distance which in this case works out to be approximately 1 to 1.5
km
0.2.2 Estimation of Aggregated Ridership
Forecasted mode-wise passenger trip matrices assigned to the entire network for
horizon years and assigned public transport trips have been obtained for entire
network level to estimate the aggregated daily ridership on the proposed metro
corridors. The aggregated demand estimated for Most Likely Scenario at the
aggregated network level is given in following table:
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8 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Table 0.3: Aggregated Ridership for Most Likely Scenario the Scenarios
Target
Year
Metro Routes
Operational
Total
Network
Length (km)
Total Daily
Trips on
Metro
Daily
Passenger
Ridership on
Different
Lines
Daily
Passenger
Kilometer
(km)
Average Trip
Length or
Passenger
Lead (km)
2019 Hinjawadi –Civil
Court 23.31 1,92,270 1,92,270 13,11,117 6.82
2021
Hinjawadi –Civil
Court, Nigdi –
Swargate , Vanaz –
Ramwadi
60.91 6,94,271 8,64,982 58,80,064 6.71
2025 All 5 Corridor 80.94 10,23,929 14,47,439 95,57,723 6.15
2031 All 5 Corridor 80.94 12,73,290 18,34,578 121,53,958 6.13
2041 All 5 Corridor 80.94 15,28,862 22,04,378 146,11,660 6.14
2051 All 5 Corridor 80.94 17,69,268 25,52,791 169,29,249 6.14
Table 0.4: Proposed Pune Metro Ridership Summary (Line Wise) for Most Likely
Scenario
Target
Year
Metro Routes
Operational
Route
Length
(km)
Daily
Ridership
(Passengers)
PHPDT
(Passengers)
Daily
Passenger
Kilometers
(km)
Average Trip
Length/
Passenger Lead
(km)
2019 Hinjawadi to Civil
Court 23.31 1,92,270 3,524 13,11,117 6.82
2021
Hinjawadi to Civil
Court 23.31 2,61,915 8,143 23,71,904 9.06
Nigdi to Swargate 22.68 3,74,765 9,825 24,99,157 6.67
Vanaz to
Ramwadi 14.92 2,28,302 6,102 10,09,003 4.42
2025
Hinjawadi to Civil
Court 23.31 3,51,724 11,888 32,56,844 9.26
Nigdi to Swargate 22.68 4,44,987 11,927 31,20,802 7.01
Vanaz to
Ramwadi 14.92 3,07,321 9,014 12,52,133 4.07
Civil Court -
Chaitanya Colony 11.83 2,71,114 11,026 16,05,665 5.92
Vanaz - Varsha
Park 8.20 72,294 2,202 3,22,278 4.46
2031
Hinjawadi to Civil
Court 23.31 4,78,299 15,872 41,18,608 8.61
Nigdi to Swargate 22.68 5,36,257 14,908 38,60,239 7.20
Vanaz to
Ramwadi 14.92 3,69,034 10,689 15,29,615 4.14
Civil Court -
Chaitanya Colony 11.83 3,41,131 13,958 21,66,083 6.35
Vanaz - Varsha
Park 8.20 1,09,853 3,334 4,79,413 4.36
2041
Hinjawadi to Civil
Court 23.31 5,74,156 19,089 49,40,908 8.61
Nigdi to Swargate 22.68 6,46,290 17,996 46,54,961 7.20
Vanz to Ramwadi 14.92 4,44,772 12,851 18,43,954 4.15
Civil Court - 11.83 4,08,217 16,709 25,99,238 6.37
Executive Summary
9 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Target
Year
Metro Routes
Operational
Route
Length
(km)
Daily
Ridership
(Passengers)
PHPDT
(Passengers)
Daily
Passenger
Kilometers
(km)
Average Trip
Length/
Passenger Lead
(km)
Chaitanya Colony
Vanaz - Varsha
Park 8.20 1,30,943 3,973 5,72,599 4.37
2051
Hinjawadi to Civil
Court 23.31 6,64,258 22,125 57,12,508 8.60
Nigdi to Swargate 22.68 7,50,579 20,937 54,08,861 7.21
Vanz to Ramwadi 14.92 5,16,627 14,891 21,42,284 4.15
Civil Court -
Chaitanya Colony 11.83 4,70,883 19,282 30,06,427 6.38
Vanaz - Varsha
Park 8.20 1,50,442 4,564 6,59,169 4.38
0.3 SYSTEM SELECTION
Selection of a particular mode for any pre-determined traffic corridor depends mainly
on demand level of a corridor Right of Way (ROW) on the road and the capacity of
the mode. The demand forecast is estimated considering the traffic growth for about
30 years. Other considerations in mode choice are location of building lines,
possibility of increasing ROW. Cost of some mode may vary depending upon the
location in view of engineering constraints. Therefore final choice of mode to be
adopted for a particular corridor is based on techno economic considerations. As
regards the location of a particular mode like at-grade, elevated and underground,
depends upon the ROW. If ROW is 20 m or more, elevated alignment is preferred
over underground as the cost of underground alignment is 2- 2½ times of elevated
alignment. Normally metro rail corridors are not considered at grade as that
separates the city into two parts and providing foot over bridges at various locations
also becomes a major problems.
0.3.1 Daily Ridership on Corridor
Daily ridership on the corridor in 2019 & 2021 is expected to be 1.92 lakh & 2.62 lakh
passengers respectively for Most Likely Scenario and 3.60 lakh & 4.83 lakh
passengers respectively for Optimistic Scenario.
0.3.2 PHPDT on the Corridor in Horizon Years
The maximum peak hour peak direction trips for proposed corridor in 2019 & 2021 is
expected to be 3,524 & 8,143 passengers respectively for Most Likely Scenario and
7,701 & 14,895 passengers respectively for Optimistic Scenario.
0.3.3 Mode Selection for the Corridor
Road-based systems can optimally carry up to a maximum of 8,000 PHPDT. The
average trip length is 9.06 km in year 2021. With an aim of reduction in road traffic
and with the PHPDT of more than 8000 assumed on the above corridors, there can
be two options namely 1) Mono Rail and 2) Light Capacity Metro. Mono rail can carry
the PHPDT projected but it has some demerits over Light Capacity Metro as
discussed below.
Executive Summary
10 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Based on MMRDA‟s experience, following are the demerits of Monorail over Light
Capacity Metro:
Technology is not proven.
It has comparatively high maintenance cost due to wear and tear of rubber
tyres.
Problems in emergency evacuation thus posing disaster management
problems.
Total dependence on Rolling Stock supplier. No indigenous production of
Rolling Stock and Spans.
It has poor ride quality as compared to metro.
Rolling Stock cannot be purchased from another manufacturer without
changing the guide beams.
Higher Life Cycle Cost
The capital cost of Mono Rail is also almost same as that of Light Metro. Even
MMRDA is now shifting to Metro Rail System on its earlier proposed Monorail
corridor such as, Thane- Bhiwandi-Kalyan. Even in other countries, Mono rail is being
adopted only for small lengths, as feeder to Metro.
Moreover, if metro system is in place by 2019, the daily and peak hourly traffic on
Shivaji Nagar to Hinjawadi road is expected to be reduced considerably. It may be
seen that with the proposed metro corridor, the road traffic will be reduced not only
on the road along the corridor but also in the surrounding road network in its
influence area.
Hence, keeping in view the above points, it is recommended to adopt a stable, tested
and reliable Metro technology i.e. Light Capacity Metro System.
0.4 GEOMETRIC DESIGN PARAMETERS AND ALIGNMENT DESCRIPTION
0.4.1 General
0.4.1.1The geometrical design norms are based on international practices adopted for
similar metro systems with standard gauge on the assumption that the maximum
permissible speed on the section is limited to 80kmph. The design parameters
related to the Metro system described herewith have been worked out based on a
detailed evaluation, experience and internationally accepted practices. Various
alternatives were considered for most of these parameters but the best-suited ones
have been adopted for the system as a whole.
Desirable minimum horizontal curve radius specified is 200 m but in extreme cases it
can be reduced to 120 m. Minimum curve radius at stations is specified as 1000 m.
Vertical curves are proposed at every change of grade. Radii of vertical curves are
2500 m desirable and 1500 m minimum.
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11 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
The viaduct carrying the tracks will have a vertical clearance of minimum 5.5 m
above road level.
0.4.1.2 Gradients
Normally stations should be on a level stretch. In limiting cases, stations may be on a
grade of 0.1%. In this corridor all stations are on level gradient.
Between stations, normally grades may not be steeper than 2.0%. However, where
existing road gradients are steeper than 2%, gradients up to 4% (compensated) can
be provided in short stretches.
0.4.1.3 Design Speed
The maximum Design speed has been proposed as 90 kmph and maximum
sectional speed 80 kmph. The scheduled speed has been taken as 35kmph.
0.4.2 Track Structure
Track on Metro Systems is subjected to intensive usage with very little time for day-
to-day maintenance. Thus it is imperative that the track structure selected for Metro
Systems should be long lasting and should require minimum or no maintenance and
at the same time, ensure highest level of safety, reliability and comfort, with minimum
noise and vibrations.
Two types of track structures are proposed for any Metro. The normal ballasted track
is suitable for At-Grade (surface) portion of Main Lines and in Depot (except inside
the Workshops, inspection lines and washing plant lines). The ballastless track is
recommended on viaducts as the regular cleaning and replacement of ballast at such
location will not be possible. Only in case of the depot, normal ballasted track is
proposed for adoption.
Rail Section
Keeping in view the proposed axle load and the practices followed abroad, it is
proposed to adopt UIC-60 (60 kg. /m) rail section. Since main lines will have sharp
curves and steep gradients, the grade of rail on main lines should be 1080 Head
Hardened as per IRS-T- 12-2009. As these rails are not manufactured in India at
present, these are to be imported. For the Depot lines, the grade of rails should be
880, which can be easily manufactured indigenously.
0.4.3 Alignment
0.4.3.1First station on Megapolis Circle (Hinjawadi) – Civil Court (Shivaji Nagar) Corridor is
named as Megapolis Circle and last station is Civil Court.
0.4.3.2 Chainage of Megapolis Circle proposed station is taken as 0.0 for reference and
dead end chainage of this station as (-) 405 m.
0.4.3.3Total length of the corridor from dead end to dead end is 23.33 km. The entire
corridor proposed is elevated.
Executive Summary
12 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
0.4.3.4Twenty-three stations have been proposed on the corridor. Names of stations are
Megapolis Circle, Quadran, Dohler, Infosys Phase II, Wipro Technologies Phase II,
Pall India, ShivajiChowk, Hinjawadi, WakadChowk, Balewadi Stadium, NICMAR,
Ram Nagar, LaxmiNagar, BalewadiPhata, BanerGaon,Baner, KrushiAnusandhan,
Sakal Nagar, University, R.B.I, Agriculture College, Shivaji Nagar and Civil court.
Attempt has been made to locate stations at about a kilometer apart. However due to
various considerations such as ridership, accessibility, availability of land, design
considerations etc; a few stations could not be located at one km distance apart. The
maximum and minimum inter station distances are 1617.36 m and 545.30 m
respectively. Depot for this corridor has been planned at Hinjawadi.
0.4.3.5 This corridor runs in North-West to South-East direction. It connects Hijewadi (IT
Hub), Wakad, Baner Road, University, CBD of Shivaji Nagar, Shivaji Nagar Railway
Station, Prominent market places and Civil Court.
0.4.4 Station Locations
Stations have been located so as to serve major passenger destinations and to
enable convenient integration with other modes of transport such as Railway
Stations, Bus Terminals, etc. However effort has also been made to propose station
locations, such that inter station distances are as uniform as possible. The average
spacing of stations is close to one km.
0.4.4.1 All stations will be two level stations. The concourse comprising of passenger
facilities and station facilities will be at lower level and the platforms on the higher
level. All the stations have been planned cantilever leaving 11m road width either
side of the median.
0.4.5 Terminals
Megapolis CircleTerminal
This Station is proposed on median of the road, just before Megapolis Circle.
Scissors crossovers are proposed at the rear end of station.
Civil Court Terminal
This Station is proposed off the road. Scissors crossovers are proposed at the rear
end of station.
0.4.6 Scissors Crossovers
Scissors Crossovers will be provided at both the terminal stations viz. Megapolis
Circle and Civil Court. In between, crossovers are proposed at Pall India, Ram
Nagar, KrushiAnusandhan, Sakal Nagar station.
0.4.7 Depot
It is proposed to provide depot at Hinjawadi, in the Government land identified by
PMRDA. The total land for depot will be 18 Ha. Exact location of Depot land is still
not confirmed hence, detailed planning of depot cannot be done at this stage. It will
be included in the final DPR after finalization of depot location. However cost of land
and depot facilities have been taken in account in cost estimate.
Executive Summary
13 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
0.5 CIVIL ENGINEERING
It deals with civil structure, geotechnical investigation, construction methods, land
requirements, utility services and traffic diversion during construction etc.
0.5.1 Viaduct–Elevated Structure:
The proposed Viaduct Structure is fully elevated. Generally four types of
Superstructure are used for construction of elevated section of Metro Corridor, i.e. (i)
Segmental Box Girder, (ii) Segmental U Girder, (iii) I Girder and (iv) Double U Girder,
depending upon characteristic of the corridor such as traffic congestion on roads,
available working space, etc.
In case of this corridor of Pune Metro, it is suggested to use Double U-Girder in the
superstructure upto radius 300m and for radius less than 300 m and at locations
where point and crossing are to be provided, it is suggested to use I-Girder.
0.5.2 Grade of Concrete
It is proposed to carry out construction work with „Design mix concrete‟ through
computerized automatic Batching Plants with following grades of concrete for various
members considering the design requirements and durability.
i) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals - M -45/M -60
vi) Other miscellaneous structure - M -30
For all the main structures, permeability test on concrete sample is recommended to
ensure impermeable concrete.
0.5.3 Geo-Technical Investigations
Detailed field investigations have been carried out between March 2016 and June
2016 on the Metro corridor under study.The investigation has been carried out to
obtain the subsurface stratification in the proposed project area and collect soil
samples/rock cores for relevant laboratory testing to determine the engineering
properties, along with basic engineering classification of the subsurface stratum to
arrive the foundation design parameters.
For Geotechnical investigation work, boring / drilling rig was installed at the specified
borehole locations. Stability of rig was assured by leveling the Ground. Boring has
been advanced by shell and auger method in soil and was continued by rotary drilling
method in rock and sampling carried out at regular interval in the bore hole.
The rig deployed was suitable for boring and had arrangement for conducting
Standard Penetration Test (SPT), collection of Undisturbed Soil Sample (UDS) and
Disturbed Soil Samples (DS).
Executive Summary
14 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
The subsurface investigation of soil or rock strata in the field involves three basic
operations: -
Drilling
Sampling
Conducting field tests, followed by laboratory tests on soil/rock samples retrieved
from the field.
0.5.3.1 Pile Load Carrying Capacity
Table 0.5: Pile Load Carrying Capacity
BH -No. Pile Length below
cut off level of 2.50 m Diameter of
Pile(m) Pile Load Carrying Capacity (t)
BH-02 1+000
7.10 1.20 180.00
7.50 0.90 220.00
8.30 1.00 325.00
BH-15 12+600
5.50 0.90 450.00
5.50 1.00 540.00
5.50 1.20 750.00
BH-16 12+730
7.75 0.90 260.00
7.75 1.00 310.00
7.75 1.20 490.00
BH-17 13+280
10.50 0.90 220.00
10.50 1.00 250.00
10.50 1.20 330.00
BH-18 14+380
9.50 0.90 570.00
9.50 1.00 680.00
9.50 1.20 910.00
0.5.3.2 Allowable Bearing Pressure
Allowable bearing pressure is the minimum of the safe net bearing capacity
(determined from considerations of shear failure) and safe bearing pressure
(determined from considerations of permissible settlement).
Considering the proposed structure and taking into account the „N‟ values, an
allowable settlement of 25 mm in case of cohesionless soil and 40 mm in case of
cohesive soil has been adopted for evaluating the safe bearing pressure, based on
the settlement criterion as per IS: 8009 (Part-1)-1976.
The allowable bearing pressure is calculated considering a continuous strip
foundation of width 2m.
Executive Summary
15 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Table 0.6: Allowable Bearing Pressure
BH No. Depth (m)
Allowable Bearing Pressure
(10X8)
(t/m2)
BH-01
0+000
3.00 28.50
4.00 34.00
5.00 39.50
BH-03
1+800
3.00 34.50
4.00 41.00
5.00 47.50
BH-04
2+500
5.00 44.50
6.00 69.00
7.50 91.00
BH-05
3+300
3.00 36.50
4.00 43.00
5.00 50.00
BH-06
4+700
3.00 34.50
4.00 41.00
5.00 47.50
BH-07
5+500
3.00 37.00
4.00 43.50
5.00 50.50
BH-08
6+500
3.50 64.00
5.00 68.00
6.50 72.00
BH-09
7+400
3.00 57.00
4.00 61.00
5.00 66.00
BH-10
8+500
3.00 62.00
4.00 69.00
5.00 75.00
BH-11
9+600
2.50 37.00
3.50 40.00
4.50 47.00
BH-12
10+100
2.50 34.00
4.00 42.00
5.50 46.00
BH-13
11+100
2.50 36.00
4.00 42.00
5.50 49.00
BH-14
12+000
3.00 35.50
4.00 42.00
5.00 48.50
BH-19
15+200
4.00 45.00
5.50 53.00
7.00 61.00
BH-20
3.00 38.00
4.00 44.50
5.00 51.50
BH-21
3.00 33.00
4.00 39.00
5.00 45.00
BH-22 5.50 45.00
6.50 56.00
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16 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
BH No. Depth (m)
Allowable Bearing Pressure
(10X8)
(t/m2)
7.50 66.00
BH-23
2.50 28.00
3.50 33.00
4.50 39.00
BH-24
3.50 37.50
4.50 43.50
5.50 50.00
0.5.3.3 Recommendations
(i) The boreholes BH-02, BH-4, BH-6, BH-15 to 19 and BH-22 predominantly contain
sandy silt with clay & gravels at the top followed by weathered rock & then hard rock
up to the bottom while the rest of the boreholes consist of weathered rock at top to
hard rock at bottom.
(ii) The most of the boreholes, water absorption of rocky strata is high.
Type of Foundation, recommended for this corridor is given below
Table 0.7: Recommended Foundation Type
Type of foundation
Pile at
BH-02, BH-15, BH-16, BH-17, BH-18
Open foundation at
BH-01, BH-03, BH-04, BH-05, BH-06, BH-07,
BH-08, BH-09, BH-10, BH-11, BH-12, BH-13,
BH-14, BH-19, BH-20, BH-21, BH-22, BH-23,
BH-24
0.5.4 Utility Diversions
Large number of sub-surface, surface and over head utility services viz. sewers, water
mains, storm water drains, telephone cables, O.H electrical transmission lines, electric
poles, traffic signals, etc. are existing along the proposed alignment. These utility
services are essential and have to be maintained in working order during different
stages of construction, by temporary/permanent diversions or by supporting in
position. Since these may affect construction and project implementation time
schedule/costs, for which necessary planning/action needs to be initiated in advance.
Meticulous planning therefore will have to be taken in tackling the issue of
protection/diversion of these utility services. Accordingly, the following engineering
items have been studied in details in the chapter:
i) Existing utilities and planning for their diversion during construction, if necessary.
ii) Land acquisition necessary for diversion both on permanent as well as on temporary
basis, including its break up between Government and private ownership.
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17 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
0.5.5 Land
In order to minimise land acquisitions and to provide good accessibility form either
directions, the metro alignments are located mostly along the road, which lie on the
corridor. But, at some locations the geometrics of the roads especially at road
turnings may not match with geometric parameters required for metro rail systems. In
such cases, either the alignment will be off the road or some properties abutting the
road would get affected. Further, some land is required for various purposes as
detailed below.
Land Requirement for following Major Components
MRTS Structure (including Route Alignment), Station Building, Platforms, Entry/Exit
Structures, Traffic Integration Facilities, Depots, etc.
Receiving/Traction Sub-stations
Radio Towers
Temporary Construction Depots and work sites.
Staff quarters, office complex and operation control centre(OCC)
.
0.5.5.1 Summary of Land Requirements
Abstract of land requirements for different components of this corridor is given in
Table 0.8 and Table 0.9.
Table 0.8 Summary of Permanent Land Requirement (All figures in Sq. m)
S. No. Description Govt. Pvt.
1 Stations 10556 12222
2 Running Section 5569 7671
3 Depot 180000 0
4 Staff Quarter 10000 0
5 Office Complex and OCC 5000 0
6 RSS 11200 0
7 Parking Facility 13881 56099
Total (Area in sq m) 236206 75992
Total Permanent Land = 31.2198 ha
Permanent Land (Govt.) = 23.6206 ha
Permanent Land (Pvt.) = 7.5992 ha
Table 0.9- Summary of Temporary Land Requirement
S. No. Description AREA (m2) OWNER-SHIP
1 Temporary Office/ Site Office 10000 Government
2 Segment Casting Yard 100000 Government
Total 110000
Total land required for temporary acquisition is 11 ha, which is assumed that it will be
government land.
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18 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
0.5.6 Safety & Security Systems
This chapter lays down the standards and requirements for safety & security, arising
out of fire and unauthorized entry into premises. The system will be designed and
installed for safe transportation of passengers & premises safety in Metro Railway
System.
0.5.6.1 Requirements
i. The System shall protect the passengers against the fire in train services and at the
premises of Metro Railway.
ii. The system shall protect vulnerable premises from fire.
iii. The system shall be able to detect the unauthorized entry and exit at nominated
places.
iv. The system shall include
Fire alarm system.
Fire Hydrant and Sprinkler System.
Fire Extinguishers.
Closed circuit television with video analytics.
Security Gates – Metal Detector.
Baggage Scanner.
0.6 STATION PLANNING
The proposed Pune Metro Rail corridor runs from Megapolis Circle, Quadran, Dohler,
Infosys Phase II, Wipro Technologies Phase II, Pall India, Shivaji Chowk, Hinjawadi,
Wakad Chowk, Balewadi Stadium, NICMAR, Ram Nagar, Laxmi Nagar, Balewadi
Phata, Baner Gaon, Baner, Krushi Anusandhan, Sakal Nagar, University, R.B.I,
Agriculture College, Shivaji Nagar and Civil court covering a distance of about 23.3
km from Dead End to End of Track.
A total of 23 stations have been planned along the proposed Corridor. All stations are
proposed to be elevated and most of them are on the road stations except the Civil
Court Station which is an Off the Road Station. Stations have been located so as to
serve passenger requirements and to enable convenient integration with other
modes of transport. Efforts have been made to propose station locations at a uniform
inter-station distance as feasible. Average inter-station distance is ~1 Kilometer,
though it varies from 0.545 km to 1.617 km due to land-use and topographic reasons.
0.6.1 Planning and Design Criteria for Stations
1. The stations can be divided into public and non-public areas (those areas where
access is restricted). The public areas can be further subdivided into paid and
unpaid areas.
2. The platform level has adequate assembly space for passengers for both normal
operating conditions and a recognized abnormal scenario.
3. The platform level at elevated stations is determined by a critical clearance of 5.5m
under the concourse above the road intersection, allowing 3.3m for the concourse
height, about 0.8m for concourse floor and 1.8 m for structure of tracks above the
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19 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
concourse. Further, the platforms are 1.09-m above the tracks. This would make
the rail level in an elevated situation at least 13 meters above ground.
4. The concourse contains automatic fare collection system in a manner that divides
the concourse in two distinct areas. The “Unpaid Area” is where passengers gain
access to the system, obtain travel information and purchase tickets. On passing
through the ticket gates, the passenger enters the “Paid Area”, which includes
access to the platforms.
5. The arrangement of the concourse is assessed on a station-by-station basis and is
determined by site constraints and passenger access requirements. However, it is
planned in such a way that maximum surveillance can be achieved by the ticket
hall supervisor over ticket machines, automatic fare collection (AFC) gates, stairs
and escalators. Ticket machines and AFC gates are positioned to minimize cross
flows of passengers and provide adequate circulation space.
6. Sufficient space for queuing and passenger flow has been allowed at the ticketing
gates.
7. Station entrances are located with particular reference to passenger catchment
points and physical site constraints allowing for 30 meter right-of-way proposed by
the local authorities.
8. Office accommodation, operational areas and plant room space is required in the
non-public areas at each station.
9. The DG set, Bore Well, Pump House and Underground Water Tanks would be
located generally in one area on ground.
10. The system is being designed to maximize its attraction to potential passengers
and the following criteria have been observed:
Minimum distance of travel to and from the platform and between platforms for
transfer between lines.
Adequate capacity for passenger movements.
Convenience, including good signage relating to circulation and orientation.
Safety and security, including a high level of protection against accidents.
11. Following requirements have been taken into account:
Minimum capital cost is incurred consistent with maximizing passenger attraction.
Minimum operating costs are incurred consistent with maintaining efficiency and
the safety of passengers.
Flexibility of operation including the ability to adapt to different traffic conditions
changes in fare collection methods and provision for the continuity of operation
during any extended maintenance, repair period, etc.
Provision of good visibility of platforms, fare collection zones and other areas, thus
aiding the supervision of operations and monitoring of efficiency and safety.
Provision of display of passenger information and advertising.
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20 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
12. The numbers and sizes of staircases/escalators are determined by checking the
capacity against AM and PM peak flow rates for both normal and emergency
conditions such as delayed train service, fire etc.
13. In order to transfer passengers efficiently from street to platforms and vice versa,
station planning has been based on established principles of pedestrian flow and
arranged to minimize unnecessary walking distances and cross-flows between
incoming and outgoing passengers.
14. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates
required to process the peak traffic from street to platform and vice-versa (these
facilities must also enable evacuation of the station under emergency conditions,
within a set safe time limit).
0.6.2 Sequence of Stations
The sequence of stations along with their respective chainages, site and platform
characteristics are presented in the Table 0.10.
Table 0.10 Station Sequence with characteristics
S. No. Station Name
Chainage
Inter station
Distance (m)
Rail Level from
Ground (m) Platform Type Alignment
1 Megapolis Circle 0.00
15.279 Side Platforms,
2 Nos Straight
2 Quadran 1190.60 1190.60 13.834 Side Platforms,
2 Nos. Curve
3 Dohler 2093.97 903.37 13.3 Side Platforms,
2 Nos. Curve
4 Infosys Phase-II 3095.21 1001.24 14.457 Side Platforms,
2 Nos. Straight
5 Wipro Technologies
Ph-II 4002.13 906.92 15.024
Side Platforms,
2 Nos. Straight
6 Pall India 5270.54 1268.41 14.59 Side Platforms,
2 Nos. Straight
7 Shivaji Chowk 6274.11 1003.57 13.807 Side Platforms,
2 Nos. Straight
8 Hinjawadi 7270.35 996.24 14.06 Side Platforms,
2 Nos. Straight
9 Wakad Chowk 8650.61 1380.26 16.948 Side Platforms,
2 Nos. Straight
10 Balewadi Stadium 10267.97 1617.36 13.651 Side Platforms,
2 Nos. Straight
11 NICMAR 10813.27 545.30 13.724 Side Platforms,
2 Nos. Straight
12 Ram Nagar 11722.13 908.86 13.354 Side Platforms,
2 Nos. Straight
13 Laxmi Nagar 12451.70 729.57 13.242 Side Platforms,
2 Nos. Straight
14 Balewadi Phata 13162.47 710.77 14.012 Side Platforms,
2 Nos. Straight
15 Baner Gaon 14339.21 1176.74 14.129 Side Platforms,
2 Nos. Curve
16 Baner 15349.38 1010.17 15.962 Side Platforms, Straight
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21 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
S. No. Station Name
Chainage
Inter station
Distance (m)
Rail Level from
Ground (m) Platform Type Alignment
2 Nos.
17 KrushiAnusandhan 16578.15 1228.77 13.635 Side Platforms,
2 Nos. Straight
18 Sakal Nagar 17864.04 1285.89 13.898
Side Platforms,
2 Nos. Straight
19 University 18835.02 970.98 13.804 Side Platforms,
2 Nos. Straight
20 R.B.I 20049.22 1214.20 13.64 Side Platforms,
2 Nos. Straight
21 Agriculture College 20754.05 704.83 13.79 Side Platforms,
2 Nos. Straight
22 Shivaji Nagar 21562.84 808.79 13.891
Side Platforms,
2 Nos. Straight
23 Civil Court 22523.40 960.56 19.95 Side Platforms,
2 Nos. Curve
0.6.2 Station Accommodation
Table 0.11 Station Accommodation
For Elevated Stations
1. Station Control Room 2. Cleaner‟s Room
3. Station Master‟s Office 4. Security Room
5. Information & Enquiries 6. First Aid Room
7. Ticket Office 8. Miscellaneous Operations Room
9. Ticket Hall Supervisor & Excess
Fare Collection
10. Platform Supervisor‟s Booth
11. Cash and Ticket Room 12. Auxiliary Substation / DG Room
13. Staff Area 14. Fire Tank and Pump Room
15. Staff Toilets 16. Commercial Outlets and Kiosks
17. Station Store Room 18. UPS and Battery Room
19. Refuse Store 20. Signaling / Communication Room
0.7 TRAIN OPERATION PLAN
The underlying operation philosophy is to make the Metro System more attractive
and economical, the main features being:
Selecting the most optimum frequency of Train services to meet sectional capacity
requirement during peak hours on most of the sections.
Economical & optimum train service frequency not only during peak period, but also
during off-peak period.
A train consists of 3 coaches with high frequency service which can be increased to 6
coaches to meet future requirements.
Multi-tasking of train operation and maintenance staff.
Details of stations for Pune Metro Megapolis Circle (Hinjawadi) to Civil Court (Shivaji
Nagar) Corridorare given below:
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Table 0.12 -Details of Stations
S. No Station Name Chainage
(m)
Inter Distance Between
Two Stations.
DEAD END -405.00
1 Megapolis Circle 0.00
2 Quadran 1190.60 1190.60
3 Dohler 2093.97 903.37
4 Infosys Phase II 3095.21 1001.24
5 Wipro Technologies Phase II 4002.13 906.92
6 Pall India 5270.54 1268.41
7 ShivajiChowk 6274.11 1003.57
8 Hinjawadi 7270.35 996.24
9 WakadChowk 8650.61 1380.26
10 Balewadi Stadium 10267.97 1617.36
11 NICMAR 10813.27 545.30
12 Ram Nagar 11722.13 908.86
13 Laxmi Nagar 12451.70 729.57
14 BalewadiPhata 13162.47 710.77
15 BanerGaon 14339.21 1176.74
16 Baner 15349.38 1010.17
17 KrushiAnusandhan 16578.15 1228.77
18 Sakal Nagar 17864.04 1285.89
19 University 18835.02 970.98
20 R.B.I 20049.22 1214.20
21 Agriculture College 20754.05 704.83
22 Shivaji Nagar 21562.84 808.79
23 Civil court 22523.40 960.56
DEAD END 22928.40 405.00
0.7.1 Salient Features
Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell
time of 30 seconds,
Make up time of 5-10% with 8-12% coasting.
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23 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Scheduled speed for this corridor has been taken as 35 Kmph.
0.7.2 Train Formation
To meet the above projected traffic demand, the possibility of running trains with
composition of 3 Car trains with different headways have been examined. The basic
unit of 3-car train comprising of DMC-TC- DMC configuration has been selected for
the Pune Metro Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Corridor
for the year 2021, 2025, 2031, 2041 & 2051.
Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
3-car train composition: DMC+TC+DMC
Capacity
DMC : 247 Passenger (Sitting-43, Crush Standing-204)
TC : 270 Passenger (Sitting-50, Crush Standing-220)
3 Car Train : 764 Passengers (Sitting-136, Crush Standing-628)
The PHPDT capacity provided on this corridor in different years of operation is given
in Table 0.13:
Table 0.13 - PHPDT Capacity Provided
Particular 2021 2025 2031 2041 2051
Car/Trains 3 3 3 3 3
Headway (Min) 5.5 3.75 2.75 2.25 2.0
Max. PHPDT Demand 8143 11888 15873 19092 22129
PHPDT Capacity Available 8335
(10604)*
12224
(15552)*
16669
(21207)*
20373
(25920)*
22920
(29160)*
* @ 8 persons per square meter of standee area
0.7.3 Year-Wise Rake Requirement
Based on Train formation and headway as given above to meet Peak Hour Peak
Direction Traffic Demand, Rake requirement has been calculated and has been
tabulated below in Table 0.14:
Table 0.14 - Year wise Rake requirement
Year Headway
(min) No. of Rakes Rake Consist No. of Coaches
2021 5.5 19 3 car 57
2025 3.75 27 3 car 81
2031 2.75 37 3 car 111
2041 2.25 44 3 car 132
2051 2.00 49 3 car 147
0.7.4 Recommendation
1. Demand is less in Megapolis circle to Hinjawadi village. Nevertheless end to end
operations is proposed. Operating in loops i.e. a) Megapolis Circle - Civil Court and
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24 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
b) Hinjawadi- Civil Court would further reduce the headway between Megapolis
Circle &Hinjawadi village and not recommended for metro operation.
2. TOP has been proposed with 3-car train keeping headways suited for metro
operations in view. However, if during the course of operations, should the traffic
demand increase, suitable augmentation to convert 3-car train to 6-car train can be
considered. In a 6 car train (67% powering cars) with CBTC signaling technology, an
ultimate headway @ 90 seconds can be realized. This translates to a capacity
generation of 63000 PHPDT @ 6 Passengers per sq m. Suitably for a 3 car train
PHPDT capacity generation of 31000 is possible.
0.8 MAINTENANCE DEPOT
One Depot-Cum-Workshop is proposed for this corridor at Hinjawadi Phase-IV near
Infosys Circle.
0.8.1 Depot- Cum- Workshop
It is proposed to establish one depot- cum- workshop with following functions:
(i) Major overhauls of all the trains.
(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv) Repair of heavy equipments.
The Depot planning is based on following assumptions:
(i) Enough space should be available for establishment of a Depot- Cum- workshop.
(ii) All inspection lines, workshop lines, stabling lines are designed to accommodate
two trains set of 3- Car each and space earmarked for future provision.
(iii) All Stabling lines are designed to accommodate two trains of 3- Car each.
(iv) All stabling lines are planned in the proposed depot-cum-workshop assuming
adequate space availability. In case of space constraints, if any, stabling facilities
may need to be created at terminal stations or elsewhere to cater to the required
stability facilities.
In broad terms, based on the planned Rolling Stock requirements, this chapter
covers conceptual design on following aspects and will work as a guide for detailed
design later:
Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair
overhauling workshop and cleaning of Rolling Stock.
Operational and functional safety requirements.
Ancillary buildings for other maintenance facilities.
Electrical & Mechanical Services, power supply and distribution system.
Water Supplies, Drainage & Sewerage.
0.8.2 Maintenance Philosophy
Monitoring of the performance of equipment by condition monitoring of key
parameters. The concept is to evolve the need based maintenance regime,
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25 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
which can be suitably configured in the form of schedules like daily check, “A”
checks, “B” type checks, “IOH” and “POH”.
Labour intensive procedures are kept to the minimum. Automation with state of
the art machinery to ensure quality with reliability.
Multi skilling of the Maintenance staff to ensure quality and productivity in their
performance.
Energy conservation is given due attention.
0.9 ROLLING STOCK
The required transport demand forecast is the governing factor for the choice of the
Rolling Stock.
0.9.1 Optimization of Coach Size
The following optimum size of the coach, as opted for this corridor, has been chosen
for this corridor as mentioned in Table 0.15.
Table 0.15: Size of the coach
Length* Width Height
Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m
Trailer car (TC)/Motor Car (MC) 21.34 m 2.9 m 3.9 m
*Maximum length of coach over couplers/buffers = 23 m
0.9.2 The recommended performance parameters are:
Traction Power Supply: 25Kv ac
Motoring capacity: 67%
Maximum Design Speed: 90 kmph
Maximum Operating Speed: 80 kmph
Max. Acceleration: 1.0 m/s2
Max. Deceleration: 1 m/s2 (Normal brake)
1.3 m/s2 (Emergency brake)
Velocity
Time
Accelerating Traction in constant speed
Coasting Decelerating
-1.1m/s2
0
0.95m/s2 ± 5%
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26 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Axle Load
The axle load @ 6persons/sqm of standing area works out in the range of 14.51T to
14.38T. Heavy rush of passenger, having 8 standees per sq. meter can be
experienced occasionally. It will be advisable to design the coach with sufficient
strength so that even with this overload, the design will not result in over stresses in
the coach. Coach and bogie should, therefore, be designed for 16T axle load.
0.9.3 Coach design and basic parameters
The important criteria for selection of rolling stock are as under:
(i) Proven equipment with high reliability
(ii) Passenger safety feature
(iii) Energy efficiency
(iv) Light weight equipment and coach body
(v) Optimized scheduled speed
(vi) Aesthetically pleasing Interior and Exterior
(vii) Low Life cycle cost
(viii) Flexibility to meet increase in traffic demand
(ix) Anti-telescopic
The controlling criteria are reliability, low energy consumption, lightweight and high
efficiency leading to lower annualized cost of service. The coach should have high
rate of acceleration and deceleration.
0.10 POWER SUPPLY
0.10.1 Electricity is required for operation of Metro system for running of trains, station
services (e.g. lighting, lifts, escalators, signaling & telecom, fire fightingetc.) and
workshops, depots & other maintenance infrastructure within premises of metro
system. The power requirements of a metro system are determined by peak-hour
demands of power for traction and auxiliary applications. Broad estimation of
auxiliary and traction power demand is made based on the following requirements:-
(i) Specific energy consumption of rolling stock – 80 KWh/1000 GTKM
(ii) Regeneration by rolling stock – 30%
(iii) Elevated/at –grade station load – initially 250 kW, which will increase to 300 kW in
the year 2051
(iv) Depot auxiliary load - initially 1500 kW, which will increase to 2000 kW in the year
2051.
Keeping in view of the train operation plan and demand of auxiliary and traction
power, power requirements projected for the year 2021, 2025, 2031, 2041 and 2051
are summarized in table 0.16 below:
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27 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Table 0.16Power Demand Estimation (MVA)
Corridor Load
Year
2021 2025 2031 2041 2051
Megapolis Circle (Hinjawadi)
to Civil Court (Shivaji
Nagar), 23 Stations
(23.33 km)
Traction 6.87 9.67 12.91 15.58 17.52
Auxiliary 8.65 8.65 9.64 9.64 10.62
Total 15.52 18.32 22.55 25.22 28.14
0.10.2 Sources of Power Supply
The high voltage power supply network of Pune city was studied in brief. The city has
220 and 132 kV network to cater to various types of demand in vicinity of the
proposed corridors.
Keeping in view the reliability requirements, two Receiving Sub-stations are proposed
to be set up for the line. This is an economical solution without compromising
reliability. It is proposed to avail power supply for traction as well as auxiliary services
from the following grid sub-stations of M/s Maharashtra State Electricity Transmission
Co. Ltd. (MSETCL) at 220 & 132 kV voltage through cable feeders:
Table 0.17 Sources of Power Supply
S. No. Corridor Grid sub-station (GSS)
(Input voltage)
Location of
RSS of Metro
Authority
Approx.
length
between
GSS & RSS
1
Megapolis Circle
(Hinjawadi) to
Civil Court
(Shivaji Nagar)
23 Stations (23.33
km)
220/33 kV GSS of M/s
MSETCL at Hinjawadi
Phase – II (Two No. 220kV
bay) provide.
RSS at
HinjawadiPhase
IV Depot
0.2 km
2
132/22/11 kV GSS of M/s
MSETCL at National
Chemical Laboratory
(N.C.L.) (Two No. 132kV
bay) provide
RSS Near
University 1 km
DMRC has done a joint survey/ meeting with M/s MSETCL on 11.04.2016 &
12.04.2016 for this corridor for feasibility of Power Supply. Accordingly, availability of
power supply has been planned and tabulated above. Projected Power demand is
calculated on each RSS and furnished below:-
Table 0.18 Power Demand projections for various sources
Corridor Input
Source
Peak demand –
Normal (MVA)
Peak demand** –
Emergency (MVA)
Year (2021) Year
(2051)
Year
(2021)
Year (2051)
MegapolisCircle
RSS at HinjawadiPhase IV Depot
Traction 3.99 9.59 6.87 17.52
Auxiliary 5.25 6.55 8.65 10.62
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28 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Corridor Input
Source
Peak demand –
Normal (MVA)
Peak demand** –
Emergency (MVA)
Year (2021) Year
(2051)
Year
(2021)
Year (2051)
(Hinjawadi) to
Civil Court
(Shivaji Nagar)
23 Stations
(23.33 km)
Sub-total
(A) 9.24 16.14 15.52 28.14
RSS Near University
Traction 2.88 7.93 6.87 17.52
Auxiliary 3.40 4.08 8.65 10.62
Sub-total
(B) 6.28 12.02 15.52 28.14
**Incase of failure of other source of power
0.10.3 Various options of Traction system
There are three options available for power supply system for MRTS:
25 kV & 2X25 kV AC Overhead Catenary system
750 V DC third rail system
1500 V DC Overhead Catenary system.
On the basis of techno-economic considerations, 25 kV AC traction system is
suggested for this corridor.
0.10.4 Standby Diesel Generator Set
In the unlikely event of simultaneous tripping of all the input power sources or grid
failure, the power supply to stations as well as to trains will be interrupted. It is,
therefore, proposed to provide a standby DG set of 125 kVA to 160 kVA at the
elevated stations and 500 kVA capacities at depot to cater to the following essential
services:
(i) Essential lighting
(ii) Signaling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system
Silent type DG sets with low noise levels are proposed, which do not require a
separate room for installation.
0.10.5 Supervisory control and Data Acquisition (SCADA) system
The entire system of power supply (receiving, traction & auxiliary supply) shall be
monitored and controlled from a centralized Operation Control Centre (OCC) through
SCADA system. Modern SCADA system with intelligent remote terminal units (RTUs)
shall be provided. Optical fiber provided for telecommunications will be used as
communication carrier for SCADA system.
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29 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
0.10.6 Energy Saving System
Energy charges of any metro system constitute a substantial portion of its operation
& maintenance (O & M) costs. Therefore, it is imperative to incorporate energy saving
measures in the system design itself. The auxiliary power consumption of metros is
generally more than the traction energy consumed by train movement during initial
years of operation. Subsequently, traction power consumption increases with
increase in train frequency/composition in order to cater more traffic.
0.10.7 Electric Power Tariff
The cost of electricity is a significant part of Operation & Maintenance (O&M) charges
of the Metro System, which constitutes about 25-35% of total annual working cost.
Therefore, it is the key element for the financial viability of the Project. The annual
energy consumption is assessed to be about 44.85 million units in initial years 2021,
which will be about 85.02 million Units in the year 2051. In addition to ensuring
optimum energy consumption, it is also necessary that the electric power tariff be
kept at a minimum in order to contain the O& M costs. Therefore, the power tariff for
Pune Metro should be at effective rate of purchase price (at 220 and 132 kV voltage
level) plus nominal administrative Charges i.e. on a no profit no loss basis. The
power tariff of Maharashtra Electricity Regulatory Commission for M/s MSETCL for
FY 2015 – 16 demand charges Rs 200/ kVA per month and energy charges Rs 7.63/
kWh. Therefore it will be in the range of Rs 7.91 to Rs 8.00 per unit. It is proposed
that Government of Maharashtra takes necessary steps to fix power tariff for Pune
Metro at “No Profit No Loss” basis. Similar approach has been adopted for Delhi
Metro.
0.11 SIGNALLING AND TRAIN CONTROL SYSTEM
The Signalling and Train Control System shall provide the highest security level for
means of an efficient Train Control, ensuring safety in train movements. It assists in
optimization of rail infrastructure investment and running of efficient train services on
the network.
0.11.1 Signalling
The Signalling shall provide the highest security level to ensure that the operational
activities are developed following strict safety requirements. At the same time it shall
meet the requirements for efficient train operations and high quality of service.
The proposed signallingsystem design for the metro corridor is as under:
Continuous Automatic Train Control System (CATC)
Automatic Train Operation System (ATO)
Radio based Automatic Train Control (ATC) System
Automatic Train Protection (ATP) System
On board Equipments
Cab Signalling
Fall-Back BlockSystem
Interlockingdevice
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Track side Radio equipments
TrackVacancyDetection System
ElectricPointMachine
Track side Signals
Centralized Traffic Control System
PowerSupply of signaling
Cablefor signalling
Half Height Integrated Platform Gate (PG)
0.11.2 Overview of Signalling System
It is expected to carry large number of passengers by maintaining shorter spacing
between trains requiring a very high level of safety enforcement and reliability. At
the same time heavy investment in infrastructure and Rolling stock necessitates
optimization of its capacity to provide the best services to the people.
The requirements of the Pune Metro Corridor planned to be achieved by adopting
following basic principles of signaling System:-
The Train Control and Monitoring shall be ensured from Centralized Traffic control
System located at Operation Control Centre (OCC). OCC equipments shall be
connected to station equipment room through optical fiber network.
Computer Based Interlocking System shall be designed on failsafe philosophy. In
case of failure of any equipment, the equipment shall fail on safe side or more
restrictive state. In such case the signaling System shall authorized movement of
train in normal and degraded operations.
Track side equipments shall be connected through Electronic Interlocking (to Station
Equipment Room) by secure links to ensure safe movement of train.
Provide high level of safety with trains running at shorter headways ensuring
continuous safe train separation.
Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal / warning
by the driver.
Provide safety and enforce speed limit on the sections having permanent and
temporary speed restrictions.
Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed in his cab enabling him to optimize the speed potential of the
track section. It provides signal / speed status in the cab even in bad weather.
Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock.
Improve maintenance of Signalling and Telecommunication equipments by
monitoring System status of trackside and train borne equipments and enabling
preventive maintenance.
To avoid any accidence at platform, Integrated Passenger Gate shall be provided,
which will be a barrier between the track and platform accessible to passengers.
Signaling and Rolling Stock interfaces shall be provided for Passenger Gate System.
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Signalling & Train Control System on the line shall be designed to meet the required
headway during peak hours.
0.11.3 Signaling Mode of Operation
There are five signalling modes of operation which shall be available but only one
single signaling mode shall be active at any one instant of time. These five Modes are
mentioned as under:-
a) Restricted Manual (RM) Mode for Depot.
b) Automatic Train Protection (ATP) Mode
c) Automatic Train Operation (ATO) Mode
d) Run on Sight Mode (ROS) Mode
e) Automatic Turn back Mode
0.11.4 Space Requirement for Signaling Installations
Adequate space for proper installations of all Signalling equipment and Platform
screen doors at each of the stations has to be provided keeping in view the case of
maintenance and use of instrumentation set up for regular testing and line up of the
equipment/system.
The areas required at Interlocking stations for Signalling Equipment Room shall be
generally 40 sqm. For UPS Room (common for signaling, AFC and Telecom) at each
of the stations the area required 50 sqm.
For Non interlocking stations, Signaling Equipments can be installed in the
Telecommunication Room available at that station.
At the OCC and the Depot, the areas required shall be as per the final configuration
of the equipments and network configuration keeping space for further expansion.
0.11.5 Maintenance Philosophy for Signalling systems
The philosophy of continuous monitoring of system status and preventive &
corrective maintenance of Signalling and telecommunication equipments shall be
followed. Card / module / sub-system level replacement shall be done in the field.
Maintenance personnel shall be suitably placed at intervals and they shall be trained
in multidisciplinary skills. Each team shall be equipped with a fully equipped transport
vehicle for effectively carrying out the maintenance from station to station.
The defective card/ module / sub-system taken out from the section shall be sent for
diagnostic and repair to a centralized S&T repair lab suitably located in the
section/depot. This lab will be equipped with appropriate diagnostic and test
equipments to rectify the faults and undertake minor repairs. Cards / modules /
equipments requiring major repairs as specified in suppliers documents shall be sent
to manufacturer's workshop.
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0.12 TELECOMMUNICATION & AUTOMATIC FARE COLLECTION:
0.12.1 Telecommunication System
The Telecommunication system acts as the communication backbone for Signalling
systems and other systems such as SCADA, AFC etc and provides
Telecommunication services to meet operational and administrative requirements of
the metro network.
0.12.1.1 Overview
The Telecommunication facilities proposed are helpful in meeting the requirements
for operation of trains:
1. Supplementing the Signalling system for efficient train operation.
2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system
The proposed Telecom system will cater to the following requirements:
Radio System
Backbone network using Optical Fiber Cable (OFC)
Ethernet over SDH & WAN Network.
Station to Station dedicated communication
Telephone System with Telephone Exchanges, Telephones and their Recording
Centralized Recording System (CDRS)
Centralized Clock System
Closed Circuit Television (CCTV) System
Passenger Information & Display System within the station & trains and from Central
Control to each station, Integrated Passenger Announcement System
Train Traffic Control
Assistance to Train Traffic Control
Maintenance Control
Emergency Control
Data Channels for Signalling, SCADA, Automatic Fare Collection
Power Supply of Telecommunications, and
Cables for Telecommunications etc.
0.12.1.2 Space Requirement for Telecom Installations
Adequate space for proper installations of all Telecommunication equipment at each
of the stations has to be provided keeping in view the case of maintenance and use
of instrumentation set up for regular testing and line up of the equipment/system. The
areas required at each of the stations for Telecom equipment shall be generally 40
sqm each for Telecom Room (Common for Signaling & Telecom equipments at none
interlocking stations) and 50 sqm. For UPS Room (common for signal, Telecom and
AFC). These areas shall also cater to local storage and space for maintenance
personnel to work.
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At the OCC, the areas required shall be as per the final configuration of the
equipment and network configuration keeping space for further expansion.
0.12.1.3 Maintenance Philosophy for Telecom Systems
The philosophy of continuous monitoring of system status and preventive &
corrective maintenance of Signalling and Telecommunication equipments shall be
followed. Card / module / sub-system level replacement shall be done in the field.
Maintenance personnel shall be suitably placed at intervals and they shall be trained
in multidisciplinary skills. Each team shall be equipped with a fully equipped transport
vehicle for effectively carrying out the maintenance from station to station.
The defective card/ module / sub-system taken out from the section shall be sent for
diagnostic and repair to the existing centralized S&T repair lab suitably located on the
section. This lab will be equipped with appropriate diagnostic and test equipments to
rectify the faults and undertake minor repairs. Cards / modules / equipment requiring
major repairs as specified in suppliers documents shall be sent to manufacturer's
workshop.
0.12.2 Automatic Fare Collection System
Metro System handles large number of passengers. Ticket issue and fare collection
play a vital role in the efficient and proper operation of the system. To achieve this
objective, ticketing system shall be simple, easy to use / operate and maintain, easy
on accounting facilities, capable of issuing single / multiple journey tickets, amenable
for quick fare changes and require overall less manpower. In view of the above
computer based automatic fare collection system is proposed.
AFC system proves to be cheaper than semi-automatic (Manual System) in long run
due to reduced manpower cost of ticketing staff, reduced maintenance in comparison
to paper ticket machines, overall less cost of recyclable tickets (Smart Card / Token)
in comparison to paper tickets and prevention of leakage of revenue. Relative
advantages of automatic fare collection system over manual system are as
follows.Seamless ticketing is now being thought of for Pune Metro Rail. This system
is recommended to be adopted as this will enable the commuters to travel hassle
free by different modes of transport viz. Metro, suburban trains, buses, water
transport (whenever introduced) and even taxies without purchasing multiple tickets
for each mode separately.
A. Manual fare collection systems have the following inherent disadvantages:
1. Large number of staff is required for issue and checking of tickets.
2. Change of fare structure is time consuming as it has to be done at each station.
3. Manipulation possible by jamming of mechanical parts.
4. Staff and passenger interaction leading to more chances of confrontation.
5. 100 % ticket checking at entry / exit impossible.
B. Automatic fare collection systems have the following advantages:
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1. Less number of staff required.
2. Less possibility of leakages of revenue due to 100% ticket check by control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate.
5. System is amenable for quick fare changes.
6. Management information reports generation is easy.
7. System has multi operator capabilities. Same Smart Card can be used for other
applications also.
8. AFC systems are the world wide accepted systems for Metro environment.
The proposed ticketing system shall be of Contact less Smart Token / Card type. The
equipments for the same shall be provided at each station counter / booking offices
and at convenient locations and will be connected to a local area network with a
computer in the Station Master‟s room. Equipment and installation cost of
Contactless Smart Card / Token based AFC system is similar to magnetic ticket
based AFC system, but Contactless system proves cheaper due to reduced
maintenance, less wear and tear and less prone to dusty environment.
0.12.2.1 Gate
Retractable Flap Type/Paddle Type Control Gates are proposed which offer high
throughput, require less maintenance and are latest in modern systems.
0.12.2.2 Gate Function
a) Gate arrays shall be the normal-means of controlling entry to and exit from the
paid areas. Control shall be by means of actuating a physical barrier on
recognition of a valid ticket or card by the gate. The barrier may be a bi-
parting leaves, centre flaps, end flaps or other configuration however the
use of tripod or turnstile type gates is not acceptable. The gate shall be capable
of operating either in normally open or normally closed mode.
b) Where required, barriers shall be provided to separate paid and unpaid
areas of the concourse. The barriers shall meet local public safety requirements
and be aesthetically merged with station engineering.
0.12.2.3 Features
a) Power Failure - In the event of a total power failure to the gates, the gates shall
open to allow unrestricted user access. All latch gates shall automatically unlatch
where electric locks are installed.
b) Concourse Emergency Mode - All AFC gates shall open whenever the
Concourse Operating Mode is in emergency. An Emergency Push Button
independent of the SC shall be provided in each Excess Fare Office.
c) Ergonomics - The engineering of the gate arrays should be such that the
passenger uses reader placed on the right hand side while passing through the
gate. The display and Contact less Smart Card (CSC) reader associated with
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each gate shall be grouped such that they bias the passenger towards the aisle
through which the passenger should pass.
0.12.2.3 Types of Gates
(a) Passenger Entry Gate: - The Passenger Entry Gate shall control the entry of
passengers into the paid area by validating the fare media.
(b) Passenger Exit Gate: - The Passenger Exit Gate shall control the exit from the
paid area by validating the fare media.
(c) Passenger Reversible Gate:- The Passenger Reversible Gate shall combine the
features of the Entry and Exit gates. It shall be capable of being switched by the
Station Computer from entry mode to exit mode and vice-versa depending on the
operational requirements of passenger flow. Reversible Gates shall also function
automatically, based on the side from where the Passenger approaches first.
(d) Staff / Emergency Gate: - Normally situated adjacent to the Excess fare Office
and kept open during emergency situations.
0.12.2.5 Integration of AFC with other Lines and Modes of Transport:
In Pune, different mode of transport are being constructed and operated by different
operators. In view of passenger convenience and operational efficiency, it is
proposed that AFC for different metro lines should be integrated and smart card
based fare products should be inter-operable. AFC system shall take into account
revenue sharing mechanism among different operators based on journeys performed
at each system. The single ride tickets (tokens) may not be inter-operable and may
be limited to each operators system.
The proposed AFC system shall provide interfaces to other operators such as
Suburban Rail, Bus, Parking, Toll etc so that these systems may also be integrated
with common smart card based fare products. This will facilitate the passengers as
they need not carry different cards for different applications.
0.13 FRIENDLY FEATURES FOR DIFFERENTLY ABLED:
The objective of making this chapter is to create a user-friendly mass transport
system in India which can ensure accessibility to persons with disabilities, people
travelling with small children or are carrying luggage, as well as people with
temporary mobility problems (e.g. a leg in plaster) and the elderly persons.
The design standards for universal access to Public Transport Infrastructure
including related facilities and services, information, etc. would benefit people using
public transport.
The access standards given in Chapter-13 are extracted from Indian Roads
Congress Code, IRC 103: 2012, Guidelines for Pedestrian Facilities; Model Building
Bye-Laws, 2011 and National Building Code, 2005. Central Public Works
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Department‟s (CPWD) “Space Standards for Barrier Free Built Environment for
Disabled and Elderly Persons”, 1998 and 2013 edition (under revision by MoUD),
and international best practices / standards.
Further, it has also been attempted to provide guidelines/ standards for alighting and
boarding area, approach to station, car parking area, drop-off and pick-up areas,
taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road
intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge
etc. to achieve a seamless development around Metro stations.
0.13.1 Contents
1. Metro Rail Station
Way finding
Signage
Automated Kiosks
Public Dealing Counters
Audio-visual Displays
Public Telephones
Rest Areas/Seating
Tactile Paving - Guiding & Warning
Doors
Steps & Stairs
Handrails
Ramps
Lifts/Elevators
Platform/Stair Lift
General and Accessible toilets
Drinking Water Units
Visual Contrasts
Emergency Egress/Evacuation
2. Street Design
Footpath (Sidewalk)
Kerb Ramp
Road Intersection
Median/Pedestrian Refuge
Traffic Signals
Subway and Foot Over Bridge
3. Alighting and Boarding Area
Approach
Car Park
Drop-off and Pick-up Areas
Taxi/Auto Rickshaw Stand
Bus Stand/Stop
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37 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
0.14 ENVIRONMENTALAND SOCIAL IMPACTASSESSMENT
0.14.1 Objective and Scope of the Study
The objective of the study is to facilitate the Pune Metropolitan Region Development
Authority (PMRDA) evaluate the environmental impacts of its proposed activity.
PMRDA proposes to apply for loan to seek financial support from ADB. Thus, the
objective of the study is to conduct Environmental Impact Assessment as per
requirement of FIs. The scope of EIA includes the impacts resulting from pre-
construction, during construction and operation phases of MegapolisCircle
(Hinjawadi) – Civil Court (Shivaji Nagar) Metro corridor at Pune. In addition, it is
proposed to establish environmental baseline and safeguard measures for protection
of environment for sustainable development during project cycles.
0.14.2 Approach and Methodology
The PMRDA has considered different alternative corridors. The underlying principles
for evaluation for each corridor, without affecting the overall usefulness of the
corridor, are minimum private land acquisition, least disturbance to properties,
minimum disturbance to ecology/biodiversity. In the analysis of alternatives, a
comparison of scenario with and without the project has also been made. The final
alternative was fixed based on Technical Feasibility, Socio-economic acceptability,
and Environmental sustainability for Metro Corridors. The environmental study is
carried out for the alignment proposed by DMRC in consultation with PMRDA. The
approach is to follow the sequence of steps adopted in an EIA study. The basic
concept is to ascertain the existing baseline conditions and assess the impacts as a
result of construction and operation of the project. The changes likely to occur in
different components of the environment viz. physical, biological / ecological,
environmental and socio-economic etc. have been studied, analyzed and quantified,
wherever possible. The identification of parameters for data generation and impact
assessment are important. The analysis of assessment depends upon the reliable
data generated/ available on environmental attributed. This study has documented
the baseline data for various parameters of physical, ecological and environmental
pollution (air, water and noise). The impacts are assessed for various phases of
project cycle namely:
Impacts due to project location,
Impacts due to project design,
Impacts due to project construction, and
Impacts due to project operation.
0.14.3 Environmental Scoping
Baseline environmental status in and around the proposed project depicts the
existing environmental conditions of the location. Baseline data was collected for
various/environmental attributes so as to compute the impacts that are likely to arise
due to proposed project.
The scope of the present study includes detailed characterization of following
environmental components, which are most likely to be influenced by the proposed
project:
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38 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Land Environment
Water Quality (Surface + Ground water)
Meteorological conditions
Ambient Air Quality
Noise Levels
Biodiversity
Socio Economic studies.
0.14.4 Positive Environmental Impacts
Potential impacts that are likely to result from the proposed metro corridor
development have been identified and wherever possible these have been quantified.
The introduction of the corridor will also yield benefits from non-tangible parameters
such as saving due to equivalent reduction in road construction and maintenance,
vehicle operating costs, less atmospheric air pollution and socio-economic benefits of
travel time, better accessibility, better comfort and quality of life. However, all benefits
cannot be evaluated in financial terms due to non-availability of universally accepted
norms. The parameters such as economic growth, improvement in quality of life,
reduction in public health problems due to reduction in pollution, etc have not been
quantified.
Various positive impacts have been listed as under:
Employment Opportunities;
Enhancement of Economy;
Mobility, Safety and reduced accidents;
Traffic Congestion Reduction;
Reduced Fuel Consumption;
Reduced Air Pollution;
Reduction in Number of Buses/ Auto rickshaws, and
0.14.5 Socio-Economic Survey
A socio-economic survey was undertaken for the proposed corridor to assess the
socio-economic conditions of project-affected families/people and to examine the
impacts of the proposed metro alignment on their conditions. There can be two types
of impacts on the PAPs. One is the displacement of residential house and another is
displacement of commercial establishments. The survey has been undertaken on the
corridors using structured questionnaire.
0.15 SECURITY MEASURES FOR A METRO RAIL SYSTEM:
Metro Rail System is emerging as the most favoured mode of urban transportation
system. The inherent characteristics of Metro Rail System make it an ideal target for
terrorists and miscreants. Metro Rail System is typically open and dynamic systems
which carry thousands of commuters. Moreover the high cost of infrastructure, its
economic importance, being the life line of city high news value, fear & panic and
human casualties poses greater threat to its security. Security is a relatively new
challenge in the context of public transport. It addresses problems caused
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intentionally. Security differs from safety which addresses problems caused
accidentally. Security problems or threats are caused by people whose actions aim to
undermine or disturb the public transport system and/or to harm passengers or staff.
These threats range from daily operational security problems such as disorder,
vandalism and assault to the terrorist threat.
0.15.1 Three Pillars of Security
Security means protection of physical, human and intellectual assets either from
criminal interference, removal of destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. There are three important pillars
of security as mentioned under:
(i) The human factor
(ii) Procedures
(iii) Technology
0.15.2 Phases of Security
There are three phases of security as under:
(i) Prevention
(ii) Preparedness
(iii) Recovery
0.16 DISASTER MANAGEMENT MEASURE:
0.16.1 Introduction
“Disaster is a crisis that results in massive damage to life and property, uproots the
physical and psychological fabric of the affected communities and outstrips the
capacity of the local community to cope with the situation.” Disasters are those
situations which cause acute distress to passengers, employees and outsiders and
may even be caused by external factors. As per the disaster management act, 2005
"disaster" means a catastrophe, mishap, calamity or grave occurrence in any area,
arising from natural or manmade causes, or by accident or negligence which results
in substantial loss of life or human suffering or damage to, and destruction of,
property, or damage to, or degradation of, environment, and is of such a nature or
magnitude as to be beyond the coping capacity of the community of the affected
area”. As per World Health Organization (WHO):
“Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary
response from outside the affected community or area.”
A disaster is a tragic event, be it natural or manmade, which brings sudden and
immense agony to humanity and disrupts normal life. It causes large scale human
suffering due to loss of life, loss of livelihood, damages to property and persons and
also brings untold hardships. It may also cause destruction to infrastructure,
buildings, communication channels essential services, etc.
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0.16.2 Need for Disaster Management Measures
The effect of any disaster spread over in operational area of Metro Rail System is
likely to be substantial as Mumbai Metro will be dealing with thousands of
passengers daily. Disaster brings about sudden and immense misery to humanity
and disrupts normal human life in its established social and economic patterns. It has
the potential to cause large scale human suffering due to loss of life, loss of
livelihood, damage to property, injury and hardship. It may also cause destruction or
damage to infrastructure, buildings and communication channels of Metro Rail
System. Therefore there is an urgent need to provide for an efficient disaster
management plan.
0.16.3 Objectives
The main objectives of this Disaster Management Measures are as follows:
Save life and alleviate suffering.
Provide help to stranded passengers and arrange their prompt evacuation.
Instill a sense of security amongst all concerned by providing accurate information.
Protect Metro Rail property.
Expedite restoration of train operation.
Lay down the actions required to be taken by staff in the event of a disaster in VMRT
in order to ensure handling of crisis situation in coordinated manner.
To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is important
that these officials and workers are adequately trained in anticipation to avoid any
kind of confusion and chaos at the time of the actual situation and to enable them to
discharge their responsibilities with alertness and promptness.
0.16.4 Provisions at Metro Stations/Other Installations
To prevent emergency situations and to handle effectively in case „one arises‟ there
needs to be following provisions for an effective system which can timely detect the
threats and help suppress the same.
(A) FIRE DETECTION AND SUPPRESSION SYSTEM
(B) SMOKE MANAGEMENT
(C) ENVIRONMENTAL CONTROL SYSTEM (ECS)
(D) TRACK-WAY EXHAUST SYSTEM (TES)
(E) STATION POWER SUPPLY SYSTEM
(F) DG SETS& UPS
(G) LIGHTING SYSTEM
(H) STATION AREA LIGHTS
(I) SEEPAGE SYSTEM
(J) WATER SUPPLY AND DRAINAGE SYSTEM
(K) SEWAGE SYSTEM
(L) ANY OTHER SYSTEM DEEMED NECESSARY
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The above list is suggestive not exhaustive actual provisioning has to be done based
on site conditions and other external and internal factors.
0.17 MULTI MODAL TRAFFIC INTEGRATION
Metro is a high capacity mode of transport; the need for integration with other
secondary/intermediate transport mode is getting highlighted more than ever to
ensure a seamless journey. It will be augmented through enhanced flexibility of criss-
cross interchanges to other modes and reduce the travel time of commuters. This
concept is to provide first mile and last mile connectivity to the commuters with their
places of stay. With top priority to this issue, MoUD has laid down policy guidelines to
include the need and provisioning of all public, IPT and private modes in the DPRs
for the Metro Rail Systems.(Ref: MoUD (Urban Transport Wing)Advisory Circular No.
K-14011/1/2007-UT-IV dated 30.08.2013).
0.17.1 Way Forward
There is a need for providing a transportation system which is seamlessly integrated
across all modes and provides first mile as well as last mile connectivity. It is also
necessary that various public transportation modes including Inter-mediate Public
Transport (IPT) and feeder buses etc. work together in order to facilitate increase in
ridership to the Metro/Metro system and provide ease of using Metro system by the
public at large.
Therefore, there is a need for doing more scientific study exclusively for this. To
achieve this goal, Metro Stations influenced zone need to be defined which can be
taken as approximately 5 kms for the motorized traffic and 1.5 km. for
pedestrian/cyclists. Detailed Study is required to be done in this influenced zone of a
Metro station for following aspects mainly:
i) Availability and review of existing public and IPT facilities, in terms of motorized
and non-motorised mode with main consideration of the streets/roads adjoining to
the stations and also to examine adequacy of availability of pedestrians/cycle
paths in the influenced zone.
ii) Analysis and identification of gaps between supply and demand in terms of
feeder facilities and other requirements for better first and last mile connectivity.
iii) Proposal for introduction/enhancement of feeder buses and cycle/pedestrians
tracks, bike sharing arrangement for each Metro station to be finalised.
iv) Proposal for better integration of Metro station with other mode of transport, such
as relocation of existing bus stop, introduction of new bus stop, bus base etc.
v) Cost of the requirements namely road widening including roads for
pedestrian/cycle paths, feeder buses based on the outcome of the study.
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42 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
The detailed study and requirement for providing first mile as well as last mile
connectivity to the Metro users will be carried out separately and the same should be
in place before the commercial operation of the Metro services for the benefit of the
users as well as for better ridership and the financial viability of the project.
Since, it is envisaged that detailed study for provision of feeder buses, public bike
sharing and pedestrianisation in the influence zone of Metro stations will be done and
put in place by the time commercial operation of the Metro services, a lump-sum cost
of Rs. 2.43 crores per station has been considered sufficient and included in the
project cost of proposed Metro System. If at any stage, more feeder services etc will
be required, same can be augmented by concerned city transportation authorities.
0.18 COST ESTIMATE
Project Cost estimates for Megapolis Circle (Hinjawadi) – Civil Court (Shivaji Nagar)
Corridor of Pune Metro has been prepared covering civil, electrical, signaling and
telecommunication works, rolling stock, environmental protection, rehabilitation,
considering 25 kV AC traction etc. at June 2016 price level.
The overall Capital Cost for the Megapolis Circle (Hinjawadi) – Civil Court (Shivaji
Nagar) Corridor of Pune Metro at June 2016 price level works out to Rs.5549 Crores
excluding applicable Taxes & Duties of Rs. 981 crores as tabulated hereunder.
Table 0.19 –Summary of Cost Estimate
Sr. No. Name of the corridor Capital Cost
(Rs. Crore)
Taxes & Duties
(Rs. Crore)
Total
(Rs. Crore)
1. Megapolis Circle (Hinjawadi)
– Civil Court (Shivaji Nagar)
5549
981
6530
Table 0.20 - Capital Cost Estimate
March 2016 level
S. No. Item
Amount (Rs. in
Cr.)
Without taxes
1.0 Land and R & R 1559.36
2.0 Alignment and Formation 584.29
3.0 Station Buildings 933.33
4.0 Depot 173.50
5.0 P-Way 179.50
6.0 Traction & power supply incl. OHE , ASS etc. Excl. lifts
& Escalators 282.86
7.0 Signalling and Telecom. 518.06
8.0 Misc. Utilities, roadworks, other civil works such as
median stn. signages Environmental protection 214.21
9.0 Rolling Stock (2.9 m wide Coaches) 570.00
10.0 Capital expenditure on security 5.52
11.0 Staff quarter for O & M 54.33
12.0 Capital expenditure on Multimodal Traffic Integration 55.89
Executive Summary
43 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
S. No. Item
Amount (Rs. in
Cr.)
Without taxes
13.0 Total of all items except Land 3663.00
14.0 General Charges incl. Design charges @ 7 % on all
items except land 256.41
15.0 Total of all items including G. Charges except land 3919.41
16.0 Contingencies @ 3 % 117.58
17.0 Gross Total 4036.99
Cost without land 4037
Cost with land including contingencies on land 5549
Table 0.21 - Details of Taxes and Duties
Customs duty =23.4155%
Excise duty = 12.50 %
VAT = 12.5%
LBT = 4%
S.
No. Description
Total cost
without
Taxes &
duties (Cr.)
Taxes and duties
LBT
Total
taxes &
duties
(Cr.)
custom
duty
(Cr.)
excise
duty
(Cr.)
VAT
(Cr.)
Service
Tax
(Cr.)
1 Alignment & Formation
Elevated, Depot entry &Spl Span 584.29
51.13 57.52 21.91 12.71 143.26
2 Station Buildings
Elevated station - civil works 575.72
50.38 56.67 21.59 12.52 141.16
Elevated station-EM works 159.85 7.49 13.59 15.29 5.99 5.07 47.42
OCC bldg-civil works 55.00
4.81 5.41 2.06 1.20 13.49
OCC bldg-EM works 25.00 1.17 2.13 2.39 0.94 0.79 7.42
3 Depot
Civil works 90.00 6.32 5.51 6.20 3.38 2.04 23.45
EM works 83.50 3.91 7.10 7.98 3.13 2.65 24.77
4 P-Way 179.50 33.62 3.81 4.29 6.73 6.07 54.54
5 Traction & power supply
Traction and power supply 282.86 26.49 18.03 20.29 6.36 9.17 80.34
6 S and T Works
S & T 385.81 72.27 9.65 10.85 8.68 13.10 114.54
AFC 132.25 23.23 4.13 4.65 2.98 4.47 39.45
PSD 117.76 22.06 2.94 2.48 2.65 4.00 34.13
7 R & R hutments 91.50
5.72
1.83 7.55
8 Misc.
Civil works 247.10
21.62 24.32 9.27 5.37 60.59
EM works 82.86
8.80 9.90 3.11 2.57 24.38
9 Rolling stock 570.00 117.45 5.56 6.25 12.83 22.18 164.26
Total 3663.00 314.01 209.19 240.23 111.60 105.72 980.75
Total taxes & Duties
981
0.19 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY:
The Pune Metro rail project from Megapolis Circle (Hinjawadi) to Civil Court (Shivaji
Nagar) is proposed to be constructed with an estimated cost of Rs. 5446.00 Crore
with Central Taxes and land cost excluding State Taxes and Local Body Tax (LBT).
The corridor-wise length and estimated cost at June - 2016 price level without central
taxes, with central taxes and with all taxes is placed in table 0.22 as under:
Executive Summary
44 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Table 0.22 Cost Details
Sr.
No. Name of Corridor
Distance
(km)
Estimated Cost with
Land cost and
without taxes at
June-2016 Price
Level
Estimated Cost
with Central
taxes & Land
cost at June-
2016 Price Level
Estimated Cost
with All taxes &
Land cost at
June-2016
Price Level
I
Megapolis Circle (Hinjawadi) to
Civil Court (Shivaji Nagar)
Corridor
23.330 5549.00 6184.00
6530.00
The estimated cost at June-2016 price level includes Rs. 1559.36 Crore as land cost
including R&R cost. The estimated cost at June-2016 price level also includes an
amount of Rs. 5.52 Crore as one-time charges of security personal towards cost of
weapons, barricades, and hand held and door detector machine etc. However, the
recurring cost of Rs. 1.14 Crore per station per annum at June-2016 price level
towards operation cost of CISF has been taken in to account in FIRR calculation.
It is assumed that the construction work will start in April-2017 & expected to be
completed by 31.03.2021 with Revenue Opening Date (ROD) as 01.04.2021. The
total completion costs duly escalated and shown in the table 0.23 have been taken
as the initial investment. The year-wise cash outgo is shown in Table –0.23 as
below.
Table 0.23 Year –wise Investment
Figures in Rs. Crore
The cost of Land of Rs. 1835 Crore included in the above completion cost will be
provided free of cost by the Maharashtra Government.
0.19.1 Additional Investment
Total investment provided in the FIRR calculation towards requirement of additional
rolling stock to take care of incremental traffic, duly escalated @ 5% PA is placed in
Table 0.24 as under: -
Financial
Year
Estimated Cost including cost of land
and all taxes & duties at June -2016
Price Level
Completion Cost including
cost of land cost and central
taxes & duties
2017-18 630.50 659.000
2018-19 1088.50 1205.000
2019-20 1317.50 1546.000
2020-21 1546.50 1924.000
2021-22 916.00 1208.000
2022-23 458.00 640.000
2023-24 227.00 336.000
Total 6184.00 7518.00
Executive Summary
45 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Table 0.24 - Additional Investment towards Rolling Stock
(Rs. in Crore)
0.19.2 Fare Structure
The Delhi Metro Fares structure was fixed by a fare fixation committee in 2009. The
fare structure of Pune Metro for the FY 2021-22 has been assumed based on the
increase in the Consumer Price Index (CPI) and input costs of operation, the fare
structure has been escalated by using @15.00% once in every two years and
rounded to nearest Rs.10/- to arrive at the initial fare structure for Pune Metro so that
tendering change at the stations may not pose problem, which is placed in Table
0.25.
Table 0.25 – Fare Structure in 2021-22
Distance in km DMRC Fare as
Revised in 2009
Pune Metro Fare (Rs.)
in 2020-21
0-2 8 10
2-4 10
20
4-12 30
12-18 12 40
>18 15 50
0.19.3 Other sources of revenues
Other revenues from Property Development and advertisement have been estimated at 10% of the fare box revenues during operations. Apart from development of property on metro stations and depot it is possible to raise resources through leasing of parking rights at stations, advertisement on trains and tickets, advertisements within stations and parking lots, advertisements on viaducts, columns and other metro structures, co-branding rights to corporate, film shootings and special events on metro premises. PMRDA vide letter no. EG/shiihinmr/File No. 2/10.16/412/Shakha-I dated 27th October 2016 has informed the details of additional revenue from premium on 4 FSI and surcharge on registration fees and stamp duty on property sales. It has been proposed to permit 4 FSI in the vicinity of 500 meter of both sides of the metro corridor. The project influence area considered is 1 KM wide (i.e. 500 meter on both sides) and 23.30 KM long. Out of this project influence area only 37% of the area is considered for 4 FSI and rest is deducted due to presence of military areas, University area, water bodies, roads etc. Further, out of 37% area available nearly 75% area is deducted for small flats, old buildings, and highly congested rented building which has no scope for development. On the remaining net area, a premium rate of Rs. 10,000/- per Sq. m. has been assumed to arrive at the final figure of Rs. 6466/- crore at 2015-16 price level for 26 years of operation. The revenue is applied over the 26 years of operation by applying a modest 2.50% annual increase.
Year No. of Cars Amount with all
Taxes
2024-25 24 457.00
2031-32 30 803.00
2041-42 21 916.00
Total 75 2176.00
Executive Summary
46 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
The surcharge on stamp duty at a rate of 1% collected in Rural area in the year 2015-16 is Rs. 216 Crores. It has been proposed that the 50% of the surcharge collected is to be utilised for Hinjawadi-Shivajinagar Metro project. This is further escalated @ 2.50 % annually. Thus at the starting year i.e. 2021-22, the additional revenue from premium on 4 FSI in project influence area and surcharge on registration fees and stamp duty on property sales is worked out as Rs 281 Cr and Rs. 122 crore respectively.
0.19.4 Financial Internal Rate of Return (FIRR)
The Financial Internal Rate of Return (FIRR) on completion price basis i.e. With
escalation and with fare increase for 30 years business model including construction
period is 1.46% without PD income and 8.52% with with additional revenue from
other sources..
0.19.5 Alternative Models of Financing:
The financing option shall depend upon selection of the dedicated agency created to
implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the State Control (Delhi Metro Rail Corporation
(DMRC) /Bangalore Metro Rail Corporation (BMRC) model
(ii) Public-Private Partnership (PPP) mode
Built Operate and Transfer (BOT) model
Other PPP Model
0.19.5.1 SPV Model:A Special Purpose Vehicle (SPV) is to be set up for the implementation
of the project and for its subsequent Operation & Maintenance. Under this
arrangement Government of India and Government of Maharashtra shall make equal
equity contribution and run the SPV as a commercial enterprise as a joint venture of
GOI & GOM. As per the prevalent practice, Central Government may be willing to
contribute 15% to 20% of the project cost as their equity contribution. An equal
amount can be contributed by Government of Maharashtra aggregating the total
equity to 40%. With the equal ownership of the SPV, both the governments
nominate their representatives as members of the Board of Directors, which in turn
select functional directors. Such a SPV has a benefit of independent management
under the aegis of Indian Companies Act, 2013. Delhi Metro Rail Corporation,
Chennai & Bangalore metro corporations are shining example of such SPV. The
funding pattern assumed under government owned SPV model is placed in table
0.26as under:
Table 0.26 Funding pattern under SPV model (with taxes and duties)
Particulars
With Taxes & Duties
Amount
(Rs/Crore)
% Of
contribution
Equity By GOI 727.50 12.80%
Equity By GOM 727.50 12.80%
SD for CT by GOM (50%) 409.50 7.21%
Executive Summary
47 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Particulars
With Taxes & Duties
Amount
(Rs/Crore)
% Of
contribution
SD for CT by GOI (50%) 409.50 7.21%
Grant by Local Bodies 568.00 10.00%
PTA against ODA/Multilateral Loan @ 1.50%
PA / Market Borrowing @ 12% PA 2841.00 49.98%
Total 5683.00 100.00%
SD by GOM for Land including R&R cost and
State taxes 452.40
Subordinate Debts for Land including R&R
cost and State Taxes From ULB 1811.60
Total 7947.00
Interest during Construction (IDC) by GOM 17.00 ODA/Multilateral
Loan @ 1.50%
Grand Total 7964.00
0.19.5.2 Public Private Partnership Mode
Public Private Partnership (PPP) arrangements are steadily growing in use
particularly in road, power, and telecom sectors which are more of commercial nature
rather than in a social sector project. PPP models are arrayed across a spectrum
ranging from BOT where the private sectors have total involvement to other tailor
made models where both public and private sector assume separate responsibilities.
A few alternatives which can be selected in this regard are: -
BOT Model: In this model, the private firm will be responsible for financing,
designing, building, operating and maintaining of the entire project. The contribution
of Government of Maharashtra will be limited to cost of land only. Such a project
become eligible for Viability Gap Funding (VGF) upto 20% from the Central
Government provided the state government also contribute same amount towards
the project. The metro being a social sector project may not attract much private
parties. Besides quite expectedly the private operator may demand assured rate of
return in the range of 16% to 18% (Equity IRR) or a comfort of guaranteed ridership
etc.
The funding pattern assumed under this model to ensure 18% as EIRR is placed in
table 0.27 as under:
Table 0.27 Funding pattern under BOT model with additional income
Particulars Amount (Rs/Crore) % of contribution
VGF by GOI 1137.00 20.00%
VGF by GOM 812.00 14.30%
Equity by Concessionaire 1245.00 21.91%
Concessionaire‟s debt @12% PA 2489.00 43.79%
Total 5683.00 100.00%
Land Free by GOM/ULB 1835.00
Total 7518.00
Executive Summary
48 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
Particulars Amount (Rs/Crore) % of contribution
State Taxes by GOM/ULB 429.00
Total 7947.00
IDC 366.00
Total including IDC 8313.00
0.19.6 Recommendations
The FIRR of the corridor with central taxes is positive i.e., 1.46% and 8.52% (with
revenue from other sources). Therefore, the corridor is recommended for
implementation with additional revenue from other sources. The pre-tax Equity FIRR
to the BOT operator worked out to 18% with total VGF of Rs.4213.00 Crore including
land and state taxes.
The total fund contribution of GOI & GOM under various alternatives is tabulated in
table 0.28.
Table 0.28 - Fund Contribution of GOI & GOM
(Rs. In crore)
Particulars SPV Model BOT
GOI 1137.00 1137.00
GOM & State‟s/ULB
other contributions 3401.00 3076.00
Total 4538.00 4213.00
From the above, after considering the revenues from other sources, BOT appears to
be viable but there are other large number of factors for which this mode is not
recommended. Hence, it is suggested that the project be implemented under SPV
mode as per the funding pattern given in Table 0.26.
0.20 ECONOMIC APPRAISAL
0.20.1 Introduction
Economic appraisal of a project starts from quantification of measurable economic
benefits in economic money values, which are basically the savings of resource cost
due to introduction of the metro line. Economic savings are derived from the
difference of the cost of the same benefit components under „with‟ and „without‟
metro line. Total net savings/or benefit is obtained by subtracting the economic cost
of the project (incurred for construction (Capital) and maintenance (recurring) costs
for the metro line) from the benefits out of the project in each year. The net benefit
value which would be negative during initial years becomes positive as years pass.
Internal rate of return and benefit cost ratio are derived from the stream.
The sources from where economic savings occur are identified first. Although there
are many kinds of primary, secondary and tertiary benefits, only the quantifiable
components are taken to measure the benefits. These components are quantified by
linking with the number of passengers shifted to metro and the passenger km saved
by the trips which are shifted from road/rail based modes to metro. It may be
Executive Summary
49 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
observed that first four benefit components (given in Table 0.29)are direct benefits
due to shifting of trips to metro, but other benefit components are due to
decongestion effect on the road. Benefit components were first estimated applying
market values then were converted into respective economic values by using
separate economic factors which are also given in table 0.29. Depending upon
methodology of estimation, economic factors are assumed. Overall economic value
of benefit components is 93% of the market value. No economic factor for the cost
components are assumed as these are 100% for the completion cost, 82.26%for
fixed cost and 71.56% for the economic cost.
Table 0.29: Benefit Components due to Metro
S.No. Benefit Components Economic Factors
1 Annual Time Cost Saved by Metro Passengers in Cr. Rs. 100%
2 Annual Fuel Cost Saved by Metro Passengers in Cr. Rs. 80%
3 Annual Vehicle Operating Cost Saved by Metro Passengers
in Cr. Rs. 80%
4 Emission Saving Cost in Cr. Rs. 100%
5 Accident Cost in Cr. Rs. 100%
6 Annual Time Cost Saved by Road Passengers in Cr. Rs. 100%
7 Annual Fuel Cost Saved by Road Passengers in Cr. Rs. 80%
8 Annual Infra Structure Maintenance Cost 100%
0.20.2 Economic Performance Indicators
After generating the cost and benefit stream table, values of economic indicators are
derived and are presented in table 0.30. Project period is 2017-2047;
EIRR at fixed rate is found to be 19.05% and B/C ratio as 4.67 and with 12 %
discount, EIRR is 6.29% and B/C ratio is 1.78.
EIRR at present rate is found to be 16.54% and B/C ratio as 3.84 and with 12 %
discount, EIRR is 4.05% and B/C ratio is 1.47.
EIRR (fixed cost excluding all taxes-economic value) is found to be 20.95% and
B/C ratio as 5.37 and with 12 % discount, EIRR is 7.99% and B/C ratio is 2.05.
Table 0.30 Economic Indicator Values
PUNE Full Metro
Network WITHOUT DISCOUNT WITH DISCOUNT (12%)
Benefits in year 2047 FIXED CURRENT ECONOMIC FIXED CURRENT ECONOMIC
Cumulative cost 22014 26763 19152 6709 8156 5837
Cumulative benefit 102758 102758 102758 11970 11970 11970
Benefit Cost Ratio 4.67 3.84 5.37 1.78 1.47 2.05
NPV 80744 67093 83606 4698 3814 6134
EIRR 19.05% 16.54% 20.95% 6.29% 4.05% 7.99%
0.21 IMPLEMENTATION PLAN
World over Metro projects cannot be financially viable and depend upon generous
concessions and subsidies. The financial rate of return for this corridor with central
taxes is 1.46% (without additional revenue from other sources) and 8.52% (with
additional revenue from other sources)).
Executive Summary
50 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
The only Metro which has been implemented on BOT model so far is the Rapid
Metro in Gurgaon. Financially this Metro has been a total failure since the revenues
are not able to meet even the interest payment on the loans raised.It is therefore
recommended that the project is implemented fully as a Government initiative. By this
route the project can be completed at the shortest time and at the lowest cost. This is
important because then only ticket can be priced low, affordable to the common
citizens and make the system truly a popular public transport.
0.21.1 Implementation Schedule
A suggested project implementation schedule for Project Implementation on Turnkey
Basis (Deposit Terms) is given in Table 0.31
Table 0.31 Project Implementation on Turnkey basis (Deposit Terms)
S.No. Item of Work Completion Date
1 Submission of Final DPR to State Govt. D
2 Approval of DPR by State Government D+15 days
3 Submission of DPR for Approval of Ministry of
Urban Development (MoUD). D+30 days
4. Sanction of Project by GOI D+60 days
5. Appoint an agency on deposit terms D+30 days
6. Implementation of the project D+46months
7. Testing and Commissioning D+47months
8. CMRS Sanction D+48months
9. ROD D+48months
0.21.2 Institutional Arrangements
The State Govt. of Maharashtra may approve the implementation of the project by
PMRDA or may form a new SPV. Entire Pune Metro Rail Project including earlier
North-South and East-West corridors also may be handed over to this new SPV.
0.21.3 Legal Cover for Pune Metro
Implementation of proposed corridorcan now be done under “The Metro Railways
(Amendment) Act 2009”.
0.22 CONCLUSIONS AND RECOMMENDATIONS
0.22.1 Pune Metropolitan Regional Development Authority (PMRDA) has been mandated by
Government of Maharashra to undertake the project of developing a Metro Rail link
between down town area of city at Shivaji Nagar and an Information Technology
Industry Zone at Hinjawadi at out skirt of the city. PMRDA requested DMRC to take
up the job of preparation of DPR for this metro corridor. Accordingly DMRC submitted
the Terms of Reference (ToR) of study to PMRDA and finally an agreement between
DMRC and PMRDA was signed on 27/01/2016 for preparation of DPR of this third
metro corridor from Shivaji Nagar to Hinjawadi.
Executive Summary
51 DPR for Megapolis Circle (Hinjawadi) to Civil Court (Shivaji Nagar) Metro Rail Corridor October 2016
0.22.2 The proposal of this corridor is technically feasible but involves acquisition of land as
well as rehabilitation of some hutments and shops. This is a socio-economic problem
and has to be tackled for execution of the project.
0.22.3 Project Cost
Estimated Cost of the project at June 2016 price level is Rs. 6530.00 Crore with all
the taxes and duties and completion cost at 6.0% p.a. escalation is estimated to be
Rs. 7947.00 Crores including all the taxes and duties.
0.22.4 After examining the various options for execution of the project, it has been
recommended that the project should be got executed through a SPV on DMRC
funding pattern.
0.22.5 Financial Internal Rate of Return (FIRR) and Economic Internal Rate of Return
(EIRR
While the Financial Internal Rate of Return (FIRR) for the project with central taxes
has been assessed as 1.46% (without additional revenue from other sources)
and 8.52% (with additional revenue from other sources). The Economic Internal
Rate of Return (EIRR) at current rate is found to be 16.54%.
0.22.6 When the project is taken up as a Government initiative there are two ways the
projects can be implemented. One is – Pune Metropolitan Regional Development
Authority (PMRDA)/SPV handling the project directly with the help of General
Consultants (G.C.). Further multilateral lending agencies generally insist of
international consultants to engage as G.C. for assisting for the implementation of the
project. International G.C. is required for planning, design, drawing up specifications,
preparation of tender documents, finalization of contract and supervision of the
project during execution. To engage the G.C. globally tenders would be necessary.
For finalizing such a global contract and positioning the Consultants itself takes about
9 to 12 months. G.C. will generally cost about 3½ to 4% of the project cost. Even if
G.C. is engaged, still PMRDA/SPV will need a fairly big organisation to oversee the
G.C. work. It will be difficult for PMRDA/SPV to mobilize required technical persons
with experience and knowledge and the establishment cost of PMRDA/SPV itself
would be about another 3½ to 4%. Thus about 7 to 8% of the project cost will be
spent on total establishment alone.
The 2nd option is PMRDA/SPV for this project can be a very small lean and efficient
organization responsible for land acquisition and mobilization of funds. The entire
Metro project can be entrusted on turnkey basis and on deposit terms to an
experienced organization such as DMRC who has the experience and track record
and competency of technical manpower. DMRC is implementing on similar basis
Jaipur Metro for Rajasthan Government, Kochi Metro for Kerala Government,
Greater NOIDA Metro project for the Greater NOIDA Authority and Dahisar (East) to
D.N. Nagar Corridor for MMRDA. In second option there is saving approximately 10
to 12 months as selection of General Consultants takes this much time. Moreover the
competency of the General Consultants is always questionable due to only limited
agencies having exposure in this field.