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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


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

0.4.3 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.

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.

Executive Summary


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

MegapolisCircleTerminal

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.

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

Executive Summary


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.

0.5.5 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 = 31.2198ha

Permanent Land (Govt.) = 23.6206 ha

Permanent Land (Pvt.) = 7.5992 ha

Executive Summary


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.

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, ShivajiChowk, Hinjawadi,

WakadChowk, Balewadi Stadium, NICMAR, Ram Nagar, Laxmi Nagar,

BalewadiPhata, BanerGaon, Baner, KrushiAnusandhan, 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.

Executive Summary


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

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.

Executive Summary


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.

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 ShivajiChowk 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 WakadChowk 8650.61 1380.26 16.948 Side Platforms,

2 Nos. Straight

Executive Summary


S. No. Station Name

Chainage

Inter station

Distance (m)

Rail Level from

Ground (m) Platform Type Alignment

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 BalewadiPhata 13162.47 710.77 14.012 Side Platforms,

2 Nos. Straight

15 BanerGaon 14339.21 1176.74 14.129 Side Platforms,

2 Nos. Curve

16 Baner 15349.38 1010.17 15.962 Side Platforms,

2 Nos. Straight

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

Executive Summary


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:

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

Executive Summary


S. No Station Name Chainage

(m)

Inter Distance Between

Two Stations.

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.

Scheduled speed for this corridor has been taken as 35 Kmph.

* @ 8 persons per square meter of standee area

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

The above list is suggestive not exhaustive actual provisioning has to be done based

on site conditions and other external and internal factors.

Executive Summary


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.5549Croresexcluding applicable Taxes & Duties of Rs. 981 croresas 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

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 %

Executive Summary


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:

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. 1559.36Crore 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

Executive Summary


recurring cost of Rs. 1.14Crore 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: -

Table 0.24 - Additional Investment towards Rolling Stock

(Rs. in Crore)

0.19.2 Fare Structure

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

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 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. 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.

Executive Summary


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 0.27Funding 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

State Taxes by GOM/ULB 429.00

Total 7947.00

IDC 366.00

Total including IDC 8313.00

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.

Executive Summary


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

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.

Executive Summary


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)).

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

Executive Summary


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 PuneMetropolitan 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.

0.22.2 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.7947.00Crores 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.

Executive Summary


FIG

. 0.1

Fig. 0.2

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