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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


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


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


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:

Executive Summary


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


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


Vanaz to

Ramwadi 14.92 3,69,034 10,689 15,29,615 4.14

Civil Court -


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


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


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


Vanz to Ramwadi 14.92 5,16,627 14,891 21,42,284 4.15

Civil Court -


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


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.

Executive Summary


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


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


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


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


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

Executive Summary


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.

Executive Summary


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.

Executive Summary


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

Executive Summary


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.

Executive Summary


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

Executive Summary


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:

Executive Summary


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.

Executive Summary


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

Executive Summary


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,

Executive Summary


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%

Executive Summary


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:

Executive Summary


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

Executive Summary


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.

Executive Summary


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

Executive Summary


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.

Executive Summary


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.

Executive Summary


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.

Executive Summary


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:

Executive Summary


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

Executive Summary


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

Executive Summary


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

Executive Summary


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:

Executive Summary


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

Executive Summary


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.

Executive Summary


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

Executive Summary


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.

Executive Summary


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


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


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


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


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


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


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


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


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


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.

Executive Summary


FIG

. 0.1

Fig. 0.2

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