Inception Report

Feasibility Study and DPR for Delhi- Gurgaon-Rewari-Alwar RRTS Corridor Inception Report

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Table of Contents

Table of Contents ................................................................................................................... i

List of Tables ........................................................................................................................ iii

List of Figures ....................................................................................................................... iii

1. Introduction ................................................................................................................... 1

1.1. Background ............................................................................................................. 1

1.2. Project Description.................................................................................................. 8

1.3. Objectives of the Study ........................................................................................... 8

1.4. Study Area .............................................................................................................. 8

1.5. Scope and Limitations ........................................................................................... 10

2. Literature Review ......................................................................................................... 11

2.1. Identification of Rail projects for Commuter Travel in National Capital Region and Delhi – March 2000 ............................................................................................... 11

2.2. Detailed Techno-Economic Feasibility Study for Integrated Rail cum Bus Transit (IRBT) Corridors- January 2003 .............................................................................. 15

2.3. Integrated Transportation Plan for National Capital Region (draft report) ............. 18

2.4. Review of the Development Plans of important towns on the Corridor ................. 19

2.4.1 Gurgaon – Manesar Urban Complex Development Plan – 2021 ..................... 19

2.4.2 Rewari Draft Development Plan - 2021 .......................................................... 20

2.4.3 Master Plan Bhiwadi – 2011 ........................................................................... 21

2.4.4 Master Plan for Alwar 1988-2001 (extended for 2011)................................... 22

3. Methodology ............................................................................................................... 24

3.1. List of Tasks as per the Terms of Reference (TOR) issued by NCR Planning Board .. 24

3.2. Deliverables .......................................................................................................... 27

3.3. Overall Methodology ............................................................................................ 27

3.4. Reconnaissance, Review of Earlier Studies & Secondary Data Collection ............... 29

3.5. Traffic Field Surveys & Transport Demand Forecast .............................................. 29

3.6. Selection of Alignment .......................................................................................... 31

3.7. Detailed Field Investigations ................................................................................. 31

3.8. System Specifications and O&M Plan .................................................................... 32


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3.9. Station Planning and Intermodal Integration ......................................................... 33

3.10. Environmental and Social Impact Assessment (EIA and SIA) .............................. 34

3.11. Project Costing and Economic & Financial Analysis ............................................ 34

3.12. Implementation Mechanism .............................................................................. 36

3.13. Work Program ................................................................................................... 36

4. Issues for Consideration of the Client ........................................................................... 38

4.1. Changes suggested in the deliverables: ................................................................. 38

4.2. Assistance required from the Client ...................................................................... 38

5. Progress So far and Next Steps ..................................................................................... 41

5.1. Primary Surveys .................................................................................................... 41

5.2. Secondary Data Collection .................................................................................... 43

5.3. Next Steps ............................................................................................................. 44


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List of Tables

Table No.

Title Page No.

1.1 Railway Stations on Delhi-Gurgaon-Rewari-Alwar Section 9

2.1 (a) Proposed Rail Network Development Plan in Delhi 12

2.1 (b) Proposed Rail Network Development Plan in NCR 13

2.2 Gurgaon-Manesar Complex - Proposed land use 2021 19

2.3 Proposed Land Use of Rewari - 2021 20

2.4 Land Use of Bhiwadi - 1991 21

2.5 Proposed Land use of Alwar – 2001 (2011) 22

3.1 List of deliverables to be submitted to the Client as per the TOR 27

5.1 List of locations for carrying out traffic surveys 42

5.2 Location for interviews of public transport users 43

List of Figures

Figure No

Title Page No.

1.1 Constituent areas of NCR 2

1.2 Road network within NCR 4

1.3 Rail network within NCR 5

2.1 Propose rail network development plan 14

2.2 Proposed IRBT Corridors 17

3.1 Study Methodology 28

3.2 Work Plan for the study 37


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1

1. Introduction

1.1. Background

The National Capital Region (NCR) is a planning region comprising the entire National

Capital Territory of Delhi and the parts of the neighbouring states of Haryana, Uttar

Pradesh and Rajasthan. With the total area of the region as 33,578 km2

(12,965 sq mi), it is one of the world's largest urban agglomerations.

The constituent areas of the NCR are given below:

(i) National Capital Territory (NCT) Delhi (4.4 per cent of NCR area);

(ii) Haryana Sub-region – Faridabad, Gurgaon, Rohtak, Sonepat, Rewari, Jhajjar,

Mewat and Panipat districts of Haryana (40.0 per cent of NCR area);

(iii) Rajasthan Sub-region – Alwar district of Rajasthan (23.3 per cent of NCR

area);

(iv) Uttar Pradesh Sub-region – Meerut, Ghaziabad, Gautam Buddha Nagar,

Bulandshahar and Baghpat districts of UP (32.3 per cent of NCR area)

The map of the constituent areas of NCR is given at Figure 1.1.

The total population of the region was about 37.1 million (2001). As per the Regional

Plan 2021 (RP21), it is estimated to grow to 48.6 million by 2011 and 64.1 million by

2021. Thus the region has not only very high concentration of the people but is also

a fast growing economic hub.


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Figure 1.1 Constituent areas of NCR

G U R G A O N

P A N I P A T

G H A Z I A B A D

B U L A N D S H A H R

J H A J J A R

F A R I D A B A B

R E W A R I

A L W A R

R O H T A K

S O N I P A T

D E L H I

M E E R U T B A G H P A T

M E W A T

H A R Y A N A

R A J A S T H A N

U T T A R P R A D E S H

URBAN MASS TRANSIT COMPANY LTD. 5 TH. F L O O R , 'A' W I N G , I F C I T O W E R , N E H R U P L A C E, N E W D E L H I - 1 1 0 0 1 9

MAPTITLE:

SCALE:

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DISTRICTS AND STATES WITHIN NATIONAL CAPITAL REGION

0 5 10 20 30 40KMS

NCR BOUNDARYSTATE BOUNDARYDISTRICT BOUNDARY

LEGENDLEGEND

G A U T A M B U D D H A N A G A R


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The central core of the NCR i.e. NCT Delhi has been experiencing rapid and explosive

growth in terms of population. The population has increased from 9.3 million in 1991

to 13.7 million in 2001. It is estimated that it will grow to 23 million by the year 2021.

This rapid growth of population is coupled with high growth in economic activities

and therefore transport demand is also increasing. The public transport system is

inadequate to cater to the increased demand and consequently, there has been an

explosive growth of private vehicle population in Delhi. This has led to the

congestion on the roads, which in turn has led to high consumption of fossil fuel and

consequent increase in environment pollution.

The road network in Delhi essentially exhibits “Radial Corridor” pattern. There are

nine corridors which form vital network system of transport in the region. It

comprises national highways, state highways, major and other district roads. The

primary NH system of five roads converges into Delhi (NH-1, 2, 8, 10 & 24) and two

(NH-58 & 91) at the Ghaziabad. One State Highway (SH 14) also converges at Delhi.

Other NHs i.e. NH 71, NH 71-A, NH 93 and NH 119 and State Highways also serve in

strengthening the regional road network.

The road network of the region is shown at Figure 1.2.

The rail network in NCR shows the similar “Radial Corridor” pattern with eight Broad

Gauge railway lines converging towards Delhi. The rail network has two special

identified lines known as the Goods Avoiding Line (GAL) and Delhi Avoiding Line

(DAL). The GAL provides a direct entry into New Delhi from Ghaziabad avoiding Delhi

Railway Station, The DAL provides a direct entry into the Delhi - Ambala section from

Tughlaqabad.

The rail network of NCR is shown at Figure 1.3.


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G H A Z I A B A D


J H A J J A R

G U R G A O N

F A R I D A B A B

R E W A R I

A L W A R

R O H T A K

S O N I P A T

P A N I P A T

D E L H I


M E W A T

H A R Y A N A

R A J A S T H A N

NATIONAL HIGHWAYSTATE HIGHWAYOTHER ROADSNCR BOUNDARYSTATE BOUNDARYDISTRICT BOUNDARYTOWNSRIVERS

NETWORK OF ROADS WITHIN NATIONAL CAPITAL REGION

MEERUT

PANIPAT

FARIDABAD

GHAZIABADDELHI

GURGAON

REWARI

JHAJJAR

ALWAR

Kakor

Bilaspur

KaroraAhmadgarh

Pahasu

Arnia

Sikandarpur

Jahangirpur

RAJGARH

MalakherSariskaNationalPark

Baleta

Sariska

AkbarpurMahwa

Maujpur

Buntoli

Garh

Lachhmangarh

Ramgarh

Milkapur

Bagar Meo

Jamwa RamgarhSanctuary

Partapgarh

Thana GaziNangalBani

BaraudMandawar

Harsauli

Gunta

Tatarpur

Jindoli

Hajipur

Ghasoli

Mubarikpur

Bahadurpur

Kishangarh Bas

Shahbach

Bhindusi

Fatehabad TIJARA

Kot Qasim

Tapukrah

Dharuhera

Taoru

Nuh

Malab

Bhadas

Nagina

Sakras Punahana

HODAL

PALWAL

Hathin

Ghasera Mandkaula

Manpur

Kot

Mohana

AsaotiRS

RAI

Raoh

FirozpurJhirka

Nauganva

BAGHPAT

BULANDSHAHR

ROHTAK

Dibai

NH-8

NH-10

NH-71

SONIPAT

NOIDA

NH-1

NH-2

NH-91

NH-24

NH-58

NH-119

NH-71B

NH-71A

Bamnikhera

GAUTAM BUDH NAGAR

Pinangwan

NH-71

Dankaur RS

Wair RS

NH-5

8

NH-10

NH-8

NH-71

BHIWADI

NH-11A

Gotoli

KUNDLI

NH-93

Hassanpur

Pipli

Chandhat

Ghori



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Figure 1.2 Road network within NCR


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Figure 1.3 Rail network within NCR

MEERUT

PANIPAT

FARIDABAD

GHAZIABADDELHI

GURGAON

REWARI

JHAJJAR

ALWAR

BAGHPAT

BULANDSHAHR

ROHTAK

SONIPAT

NOIDAJ H A J J A R

G U R G A O N

F A R I D A B A B

R E W A R I

A L W A R

R O H T A K

S O N I P A T

P A N I P A T

D E L H I

G H A Z I A B A D



GAUTAM BUDH NAGAR

M E W A T

RAIL NETWORK WITHIN NATIONAL CAPITAL REGION NCR BOUNDARYSTATE BOUNDARYDISTRICT BOUNDARYRIVERS

H A R Y A N A

R A J A S T H A N


RAILWAYS


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RAIL NETWORK

GAL

DAL


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The Regional Plan 2021 prepared by NCR Planning Board highlighted the need for

better integrated connectivity and accessibility in the region through development of

Regional Rapid Transit System (RRTS) which would connect NCT Delhi with the rest

of the region on lines of an earlier study titled “Identification of Rail Projects for

commuter travel in National Capital Region and Delhi” which was commissioned by

Northern Railways. The main aim of the study was to wean away the commuters

from road based system to an optimal multimodal mass transport system. The study

recommended twenty eight railway projects for commuter travel in NCT Delhi and

National Capital Region to be implemented in three phases. The estimated cost of

phase I was Rs. 58 billion (1998 prices). The study also recommended to integrate

these corridors with the Delhi Metro Rail Corporation (DMRC) network and road

based mass transport system. This report has been reviewed in the literature review

section.

In 2001, NCR Planning Board identified three corridors for the implementation of

“Integrated Rail cum Bus Transit (IRBT) System” on priority. These three corridors

are:

a) Shahdara-Ghaziabad (14.92 km),

b) Sahibabad-Minto Bridge (17.36 km),

c) Trinagar-Gurgaon (30.53 km)

A detailed techno-economic feasibility study for these corridors was taken up. The

study for Trinagar-Gurgaon corridor has been reviewed in literature review section.

Another study was commissioned by NCR Planning Board to prepare an “Integrated

Transportation Plan for National Capital Region”. The draft report of the study

identified the following eight Regional Rapid Transit System (RRTS) corridors to be

implemented in NCR for the movement of commuters.

1. Delhi – Sonipat - Panipat

2. Delhi – Loni - Baghpat

3. Delhi – Ghaziabad - Meerut


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4. Ghaziabad - Hapur

5. Ghaziabad - Bulandshahr

6. Delhi – Faridabad - Palwal

7. Delhi – Gurgaon - Rewari

8. Delhi – Rohtak

This report has also been reviewed in literature review section.

NCR Planning Board has now decided to implement RRTS on the following three

corridors on priority.

1 Delhi-Gurgaon-Rewari-Alwar

2 Delhi-Sonipat-Panipat and

3 Delhi-Ghaziabad-Meerut

The Ministry of Urban Development, Govt. of India vide its letter no. K-

14011/03/2010-UT dated 28 January 2010 has accorded the approval to award the

consultancy for preparation of feasibility report and detailed project report of Delhi-

Gurgaon-Rewari-Alwar Corridor to Urban Mass Transit Company Ltd. (UMTC).

In the meeting of the sub-committee to the Task Force constituted by Secretary

(Urban Development) on RRTS for NCR held on 19th February 2010, the modalities of

carrying out the work were finalised and it was decided that NCR Planning Board will

issue the letter of award to UMTC.

NCR Planning Board issued the letter of award to UMTC on 11th March 2010 and the

Memorandum of Agreement between NCR Planning Board and UMTC was signed on

23rd March 2010.


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1.2. Project Description

The Project involves preparation of Feasibility Study and the Detailed Project Report

for Delhi-Gurgaon-Rewari-Alwar corridor of Regional Rail Transit System (RRTS).

1.3. Objectives of the Study

To prepare a Feasibility Study as well as Detailed Project Report for the

Delhi-Gurgaon-Rewari-Alwar RRTS corridor

To carry out the suitable professional training and capacity building Program

for 10 professionals to be nominated by NCR Planning Board

1.4. Study Area

The corridor will cover the following areas:

Part of NCT of Delhi

Gurgaon & Pataudi Tehsils of District Gurgaon, and Rewari & Bawal Tehsils of

District Rewari in Haryana; and

Kishangarh & Alwar Tehsils of District Alwar in Rajasthan

The project corridor is broadly expected to follow the existing railway alignment with

suitable deviations to capture the prospective traffic.

Table 1.1 lists the name of existing railway stations and their chainages


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Table 1.1: Railway Stations on Delhi-Gurgaon-Rewari-Alwar Section

S. No. Name of Station KM from Delhi Jn. 1. New Delhi 3.14

2. Delhi Jn. 0.00

3. Delhi Sarai Rohilla 4.56

4. Patel Nagar 7.77

5. Delhi Cantt 14.21

6. Palam 17.70

7. Shahabad Mohammadpur 21.23

8. Bijwasan 24.22

9. Gurgaon 31.11 10. Basai Dhankot 35.34

11. Garhi Harsaru Jn. 40.85

12. Patli 49.21 13. Jataula Jauri Sampka 56.18

14. Pataudi Road 61.16

15. Inchhapuri 65.45 16. Khalilpur 71.24

17. Kumbhas Mundhali Halt 75.69

18. Rewari Jn. 82.48 19. Anaj Mandi 84.38

20. Karnawas 90.37

21. Bharawas 92.39

22. Bawal 97.40

23. Majri Nangal 104.35

24. Ajarka 110.33 25. Khanpur Ahir 116.48

26. Harsauli 121.83

27. Khairthal 129.96 28. Ghatla 136.92

29. Parisal 143.16 30. Alwar 156.69

Note: There is a 11.27 km long single line Branch Line from Garhi Harsaru Jn. (S. No. 11) to Farrukhnagar (11.27 km), which is currently under conversion from Metre Gauge to Broad Gauge. This branch line operates under One Engine Only System.

Thus the total centre to centre distance between Alwar and Delhi Jn. along the

existing alignment, is 156.69 km and that up to New Delhi station it is 159.83 km.


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1.5. Scope and Limitations

The study will be carried out for the Delhi-Gurgaon-Rewari-Alwar corridor, the

tentative length of which is 158 km. The study will be based on the primary data

which will be collected through the following primary surveys

1 Traffic Surveys

2 Topographic Surveys

3 Geo-Technical Surveys

In addition to these surveys, secondary data will be collected by UMTC from the NCR

Planning Board, Ministry of Railways, the State Governments of Haryana and

Rajasthan and National Highway Authority of India.


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2. Literature Review

UMTC has carried out a brief literature review of some of the relevant studies

undertaken in the recent past. This is followed by the review of the proposals of the

Development Plans for the towns which fall on the existing railway alignment.

2.1. Identification of Rail projects for Commuter Travel in National

Capital Region and Delhi – March 2000

NCR was conceived to develop selected settlements outside Delhi in order to diffuse

pressure on Delhi. An adequate and efficient Mass Transit System within Delhi and

its connection to settlement in NCR is one of the major tools to achieve this

objective. With this background Northern Railways commissioned a study in 1998 to

identify railway projects for commuter travel in NCR and Delhi. The objective of the

study was to develop a phased, cost- effective plan for an integrated rail/ road/ MRT

system in the study area with the view to reduce travel time, congestion and

pollution on roads of NCT of Delhi and NCR.

The study undertaken revealed that in 1998, 102 lakh intra city vehicular trips were

performed daily of which 62% were by buses, 1% by rail and remaining 37% by all

other modes. In addition 20 lakh intercity trips were also being performed daily of

which 50% were by buses, 20% by rail and 30% by all other modes. The study

forecasted that by 2005 the daily intra city vehicular trips would increase to 157

lakhs and by 2025 to 249 lakhs. Of these daily trips, 82% would be by mass transport

if improved mass transit system is provided. For intercity travel to Delhi, transport

demand was expected to grow to 35 lakh trips daily by 2005 and 90 lakhs trips by

2025. Of these about 40% were projected to be performed by rail. The consumer

preference survey undertaken revealed a substantial shift towards a mass transport

system both in inter and intra city traffic if a well-integrated rail cum road based

system (such as buses) is provided. Considering the demand and capacity of various

sections, a commuter rail development plan to be implemented in three phases, was

prepared.


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The plan is given in Tables 2.1 (a) and (b)

Table 2.1 (a) Proposed Rail Network Development Plan in Delhi

SECTION

PROPOSALS S No.

(PHASE-I) 2005

(PHASE-II) 2011

(PHASE-III) 2025

1 Shahdara-Sahibabad Dedicated BG double line & electrified (on MRTS standards)

- -

2 Sahibabad-New Delhi Railway station

Dedicated BG double line & electrified

- -

3 Holambi Kalan-Narela Dedicated BG double line & electrified (on MRTS standards)

- -

4 Dayabasti-Bijwasan Dedicated, electrified BG double line

- -

5 Tilak Bridge-Tughlakabad

Dedicated BG double line electrified

- -

6 Southern Ring Rail from Tilak Bridge to Daya Basti

Strengthening One more line One more line (dedicated)

7 Patel Nagar to Shakurbasti


- -

8 Brar Square to Delhi Cantt. Station

Dedicated, Electrified BG double line

- -

9 Terminal at Tilak Bridge

EMU Terminal - -

10 New Tilak Bridge to Mayur Vihar (Delhi Border) - part of New Tilak Bridge Noida-Greater Noida new rail link

Dedicated, Electrified BG double line


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Table 2.1 (b) Proposed Rail Network Development Plan in NCR

S No.

SECTION PROPOSALS 2005

(PHASE-I) 2011 (PHASE-II)

2025 (PHASE-III)

1 Narela-Sonepat Strengthening

Dedicated BG double line

-

2 Sonepat-Panipat Strengthening, automatic colour light signalling

One more BG line electrified

One more electrified BG line (dedicated)

3 Nangaloi-Bahadurgarh

Strengthening, automatic colour light signalling and electrification


-

4 Bahadurgarh-Rohtak Strengthening, automatic colour light signalling and electrification

One more BG line

One more BG line (dedicated)

5 Bijwasan-Gurgaon Dedicated, Electrified BG double line

- -

6 Gurgaon-Rewari Strengthening & electrification

One more BG line


7 Sahibabad-Ghaziabad Dedicated BG double line electrified

- -

8 Ghaziabad-Meerut Strengthening and electrification

One more BG line


9 Ghaziabad-Hapur Strengthening and electrification

- One more line

10 Ghaziabad-Khurja Strengthening - One more line 11 Tilak Bridge-Noida Dedicated BG double line

electrified - -

12 NOIDA-Dadri -

- Dedicated BG double line electrified

13 Tughlakabad-Ballabhgarh

Dedicated BG double line electrified (new line)

- -

14 Ballabgarh-Palwal Strengthening

One more BG line


15 Shahdara-Shamli Strengthening - One more line

Other important observation of the study was that there was no need to completely

eliminate freight train operations from Delhi area as the proposed projects would

make more capacity available for freight movement.


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The plan of the NCR Projects is given at Figure 2.1

Figure 2.1 Propose rail network development plan

MEERUT

PANIPAT

FARIDABAD

DELHI

GURGAON

REWARI

JHAJJAR

ALWAR

BAGHPAT

BULANDSHAHR

SONIPAT

NOIDAJ H A J J A R

G U R G A O N

F A R I D A B A B

R E W A R I

A L W A R

R O H T A K

S O N I P A T

P A N I P A T

D E L H I

G H A Z I A B A D



GAUTAM BUDH NAGAR

M E W A T

PROPOSED RAIL NETWORK DEVELOPMENT PLAN NCR BOUNDARYSTATE BOUNDARYDISTRICT BOUNDARYRIVERS

H A R Y A N A

R A J A S T H A N


RAILWAYS


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HAPUR

ROHTAK

KHURJAPALWAL

GHAZIABAD

RAIL NETWORKSTRENGTHENING/DEDICATED LINES


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2.2. Detailed Techno-Economic Feasibility Study for Integrated Rail cum

Bus Transit (IRBT) Corridors- January 2003

Transport Department, Govt. of National Capital Territory of Delhi (GNCTD)

commissioned another study to prepare techno-economic feasibility study for three

corridors identified in the previous study. These corridors were

a) Shahdara-Ghaziabad (14.92 km),

b) Sahibabad-Minto Bridge (17.36 km),

c) Trinagar-Gurgaon (30.53 km)

The study was based on the following key parameters:

The alignment to be kept along the existing tracks on the Northern Railway as far

as possible.

Railway and Government land to be utilized as far as possible so as to minimize

the acquisition of private land.

Indian Railways parameters to be followed as far as possible for track layout,

design of structures and system planning including the coaches.

Interconnectivity with Indian Railways to be provided at identified locations

Planning for feeder buses to be carried out in detail to develop the integrated

transport system.

Utilize the existing infrastructure for Indian Railways to the extent of spare

capacity.

Ongoing and planned Railway projects in the influence area to be considered in

planning the track layout.

Based on various primary surveys undertaken and secondary data sources, it was

estimated that IRBT corridor of Tri Nagar to Gurgaon would carry 3.20 lakh

passengers per day with an average lead of 12.47km. The passenger kilometers

carried would be 39.91 lakh.


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The study finally recommended providing two Broad Gauge (BG) lines and using the

existing Railway BG lines between Gurgaon and Delhi Cantonment and one BG line

between Patel Nagar and Delhi Cantonment. Between Patel Nagar and Tri Nagar two

elevated BG lines were recommended to be provided as the alignment is away from

the existing railway system. The total length of the identified corridor was 25.78,

including 2.25 km of elevated portion. Three terminals were identified North end

terminal at Tri Nagar (near DMRC Tri Nagar Station), South end terminal at Gurgaon

and mid terminal at Shahbad Mohammadpur (which at present is a halt station for

Northern Railway). Passengers interchange facilities with Delhi metro system were

required to be planned at Tri Nagar and New Patel Nagar station.

A feeder route plan was developed taking into consideration factors like the existing

bus routes and minimum route length and maximum influence area of the station

etc. A total of 47 routes connected to 13 stations requiring feeder bus service, with

an average route length of 6.8km were identified. They were expected to cater to 2.8

lakh passengers.

The overall capital cost of the 25.78km corridor was estimated as Rs 8480 million

including 8% general charges and 3% as contingency. This did not include the cost of

land. The FIRR of the project was worked out to be 8.32% and EIRR as 31.75%

A map showing the alignment is given at Figure 2.2


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Figure 2.2 Proposed IRBT corridors

MEERUT

PANIPAT

FARIDABAD

GURGAON

JHAJJAR

BAGHPAT

BULANDSHAHR

SONIPAT

NOIDAJ H A J J A R

G U R G A O N

F A R I D A B A B

R E W A R I

A L W A R

R O H T A K

S O N I P A T

P A N I P A T

D E L H I

G H A Z I A B A D



GAUTAM BUDH NAGAR

M E W A T

PROPOSED IRBT CORRIDORS NCR BOUNDARYSTATE BOUNDARYDISTRICT BOUNDARYRIVERS

H A R Y A N A

R A J A S T H A N


RAILWAYS


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HAPUR

ROHTAK

KHURJAPALWAL

GHAZIABAD

DELHI

ALWAR

REWARI

RAIL NETWORKPROPOSED IRBT CORRIDORS


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2.3. Integrated Transportation Plan for National Capital Region (draft

report)

National Capital Region Planning Board (NCRPB), on approval of RP-21, initiated

preparation of an Integrated Multi Modal Transport Plan (IMMTP) to be in

consonance and within the policy framework of the RP-21. The draft report

presented findings of surveys and studies, policy framework and details of IMMTP.

The daily intra-regional travel demand in NCR for horizon year (2032) ranged from

10.0 to 15.44 million for different scenarios while daily goods tonnage generation

varied from 1.79 to 2.48 million tonnes. The horizon year trip end forecasts

incorporating inter and intra-region passenger trips ranged from 18.3 to 23.77

million while it varied from 5.87 to 6.57 million tonnes for goods traffic.

Based on the evaluation of different scenarios, the report has suggested a ‘Strong

NCR – Integrated Multi Modal Transport System’ as the most optimal scenario.

However, it recommended ‘RP2021 Extended – Integrated Multi Modal Transport

System” scenario. The following proposals are recommended in the report:

An extensive network of Regional Expressways, Regional Arterials, Regional Sub-

Arterials, Regional Collectors, Sub-Regional Access, Bypass system

Network of Regional Rapid Rail System (RRTS) running on dedicated tracks

New Rail lines linking some of the regional centres

An extended network of Metro Rail System connecting the Regional Centres

An extensive fleet of Bus System with supporting infrastructure

A number of Highway Transport Facility Centers

A second International Airport and number of small airports in Regional Centres

The total investment cost estimates, to implement the IMMTP, over a period of 25

years (2008 – 2032), is estimated to be Rs 1,603,758 million.


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2.4. Review of the Development Plans of important towns on the Corridor

2.4.1 Gurgaon – Manesar Urban Complex Development Plan – 2021

Gurgaon – Manesar Urban Complex has been planned for a population of 37 lakhs by

2021 which will be accommodated in an area of 37,069 Ha.

The proposed land use is summarised in Table 2.2

Table 2.2: Gurgaon-Manesar Complex - Proposed land use 2021

SN Land Use Area (in hectares)

Percentage

1 Residential 14930 40.33

2 Commercial 1404 3.79

3 Industrial 5441 14.70

4 Transport and Communication 4231 11.43

5 Public Utilities 564 1.52

6 Public and Semi-public use (Institutional)

1630 4.40

7 Open Spaces 2675 7.23

8 Special Zone 106 0.29 9 Defence Land 633 1.71

Total Area 31614

10 Special Economic Zone 4570 12.35 11 Existing Town 406 1.10

12 Village Abadies 428 1.15

Grand Total 37018 100 Source: Master Plan 2021 for Gurgaon - Manesar

It is proposed to develop a Mass Rapid Transit System and new road links to connect

Gurgaon– Manesar Urban Complex with Delhi.


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2.4.2 Rewari Draft Development Plan - 2021

Rewari is one of the regional centres, proposed in the regional plan. The town lies in

the extreme south of the state and is situated at a distance of 93 km from Delhi

towards its south-west. As per Census 2001 the city had a population of 1.01 lakhs.

This is expected to increase 4 times and reach 4.5 lakhs by 2021 due to growth of

adjoining industrial estates of Bawal and Dharuhera and resultant in-migration of

population from surrounding districts. Accordingly, the density of the town is also

expected to increase from 20 persons per hectare (PPH) to 90 PPH. The total area of

Rewari is 4971 hectare, of which only 645 hectares form part of the municipal limits.

The proposed land use distribution of Rewari is shown in Table 2.3.

Table 2.3: Proposed Land Use of Rewari - 2021

S No. Land use Total area (Hectare) % of total area

1 Residential 2250 45.26

2 Commercial 395 7.95

3 Industrial 198 3.98

4 Transport & Communication 627 12.62

5 Public and semi public 400 8.05 6 Public Utilities 246 4.95

7 Open spaces 855 17.19

Total 4971 100.0 Source: Rewari Development plan-2021

The existing town can be divided into two components - one is bounded by the

circular road and the other is outside the circular road. The town has a radial pattern

of road network. For better circulation of heavy traffic two 120 m wide peripheral

roads have been planned, one up to Jhajjar road and another from Rewari -Jhajjar

Road. A new national highway, NH-71, has also been notified passing through

Rohtak, Jhajjar and Rewari upto NH-8 near Bawani.


21

2.4.3 Master Plan Bhiwadi – 2011

Bhiwadi is located at the junction of Rewari – Sohana – Palwal SH-28 of Haryana

State and Gangapur – Alwar – Bhiwadi SH-25 of Rajasthan State. The town has a

population of 1.7 lakhs as per Census 2001, which is expected to increase to 2.25

lakhs by 2011. Bhiwadi has been proposed to be developed as a regional centre with

employment opportunities in secondary and tertiary sectors to accommodate the

potential migrants of Delhi.

The land use pattern of Bhiwadi as in 1991 is presented at Table 2.4 given below.

Table 2.4: Land Use of Bhiwadi - 1991

S No. Use Area in Acres % of developed area

1 Residential 156.00 11.97

2 Commercial 15.00 1.16 3 Industrial 930.00 71.34

4 Governmental 1.00 0.00

5 Recreational 32.00 2.46 6 Public & Semi public 40.00 3.09

7 Circulation 130.00 9.98

Developed area 1304.00 100.00 8 Vacant & Hilly area 60.00

9 Water bodies 6.00

Urbanised area 1370.00 Source: Master Plan Bhiwadi-2011

Roads in the town have developed with right of way 60 feet, 80 feet and 100 feet. In

addition the master plan has proposed the following transport linkages:

A new bypass towards the south of urbanisable area with right of way of 200 feet

Two new arterial roads to provide direct linkages between different functional

areas within the town.

A new link of Regional Rail bypass to connect Bhiwadi with Dharuhera


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2.4.4 Master Plan for Alwar 1988-2001 (extended for 2011)

Alwar is the biggest town and a very important trading centre of North-Eastern

Rajasthan. The town has a population of 2.7 lakhs as per Census 2001 and the Draft

Master Plan has estimated a population of 3.85 lakh by 2011.

In 1988, Alwar Municipal Area was about 9,375 acres of which only 5,500 acres was

developed. To house the projected population of 4 lakh by 2011 and provide for

work centers, community facilities, services and transportation system, the master

plan has estimated the need for 4545 hectares additional land by 2011 (with an

overall the town level density as 110 PPH).

Table 2.5 presents the proposed land use distribution of Alwar.

Table 2.5: Proposed Land use of Alwar – 2001 (2011)

S. No Land Use Area in acres % developed area % of urbanized area

1 Residential 5600 44.80 33.49

2 Commercial 615 4.92 3.68

3 Industrial 2950 23.60 17.64

4 Governmental 135 1.08 0.81

5 Recreational 470 3.76 2.81

6 Public & Semi Public 1160 9.28 6.94 7 Circulation 1570 12.56 9.39

Developed area 12500 100.0 -

8 Governmental reserved

3085 - 18.45

9 Orchards, Nurseries 1135 - 6.79

Urbanised area 16720 - 100.0 Source: Master plan for Alwar 2001

Alwar is situated at the junction of three State Highways. The road pattern in the old

city consists of narrow roads running in a haphazard manner. The outer areas of the

city are served by six major roads which are 80’-100’ wide. The existing Alwar-Delhi

road is serving the local as well as the regional and through traffic. Thus, in order to

divert the through traffic, two bypass roads have been proposed. In addition to

address problems of congestion due to absence of proper truck terminal resulting in


23

loading and unloading activities taking place on the main carriage way and location

of bus-stand inside the city, traffic interchanges and bus & truck terminals have been

proposed. The plan has also laid emphasis on introduction of a proper and efficient

public bus service in Alwar to reduce transportation problems within urban area.


24

3. Methodology

3.1. List of Tasks as per the Terms of Reference (TOR) issued by NCR

Planning Board

Task 1 Secondary Data Analysis

a) Review earlier relevant studies

b) Review of other secondary data

c) Identification & analysis of project specific relevant data

Task 2 Primary Data Collection and Analysis

a) Reconnaissance survey

b) Review of existing commuter rail traffic on existing corridors

c) Traffic Surveys

Roadside OD

Traffic Volume Count

Passenger Opinion

Willingness to Shift

d) Topographic survey of the area 50 meters on either side of the existing

extreme track and proposed alignment.

e) Geo-technical investigations

Task 3 Traffic Study

a) Estimate base year ridership using the data from Primary Surveys

b) Forecasting Demand and estimation of sectional loads for design years

c) Travel demand forecast based on different conditions including no built

conditions.


25

d) Comparison of transport demand against the actual capacity of various

modes

e) Identify alternative alignments and suggest the most optimal alignments

f) Evaluation of existing and potential sectional capacities

Task 4 Selection of Alignment and Other Aspects

a) Review of the existing conditions, layouts, connections and stations, suggest

location of new stations.

b) Review of existing rail traffic on corridors

c) Review of the corridor and fixing route alignment, locations for stations,

workshops, stabling , maintenance and repair facilities and other fixed

structures

Task 5 Civil Engineering Aspects

a) Civil engineering aspects include alignment design, station locations and

conceptual station planning

b) Preparation of station yard plans and changes, if any in the existing layouts

c) Corridor characteristics such as right of way, curvature, gradients, locations

of building line, land use on other side and businesses and engineering

feasibility, geometric design

d) Construction methodology and commissioning schedule

e) Identification of utilities to be diverted

Task 6 Station Planning and TOD Aspects

a) Identification of appropriate and convenient passenger terminal(s) in Delhi

b) Study of Traffic integration of RRTS, Metro, Bus, Intermediate Public

Transport (IPT) and Cycles as feeders

c) Feeder bus Traffic Integration at stations

d) Identify the existing land parcel with the system and additional land if any for

proper Identification of space requirements for Commercial Exploitation


26

e) Study of Transit oriented development and property development potential

to be used for part funding of the project

f) Brief concept for development of passenger amenities and facilities at station

Task 7 System Specifications

a) Rolling Stock and Trains Operations Plan

b) Signalling, telecommunication

c) Power and Traction System

Task 8 Operation & Maintenance

a) Preliminary Operation, Maintenance and Service plan

b) Key Safety Aspects

Task 9 Environmental and Social Impact Assessment

a) Environmental impact assessment

b) Social Impact Assessment

c) Resettlement and Rehabilitation Plan

Task 10 Cost Estimates

a) Preparation of Abstract Cost Estimates

b) Estimate of operation and maintenance cost

Task 11 Financial Analysis

a) Proposed Fare structure comparison with the existing systems

b) Financial viability analysis including development of financial model

c) Cost Benefit Analysis for commuters

d) Broad financing plan and the debt servicing capability of the project

Task 12 Workshop

Task 13 Capacity Building


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Exclusions

a) Detailed design work for civil engineering structures, systems and operations

and maintenance facilities

b) Utilities shifting plans and detailed estimates

c) Detailed traffic diversion plans

3.2. Deliverables

The list of the deliverables to be submitted to the Client during the course of study

as per the TOR is summarised at Table 3.1

Table 3.1: List of deliverables to be submitted to the Client as per the TOR

S.No. Title of Stage Report Schedule

1. Inception Report 1 Month

2. Existing Condition Analysis Report 3 Months

3. Travel Demand Forecast Report 5 Months

4. Topographical Study Report and GT Investigation Report 6 Months

5. Feasibility Report 8 Months

6. Report on Summary of Stakeholders’ Issues 10 Months

7. Draft Report 12 Months

8. Final Report (Detailed Project Report) 13 Months

The period between the submission of stage report and its processing would not be included in the period of assignment

3.3. Overall Methodology

The general approach is to cover various components of the study in a sequential but

interrelated mode so that a comprehensive report can be prepared for taking

decision regarding implementation of the project.

The reports will be prepared based on traffic demand forecasts, broad technical

parameters and engineering feasibility including selection of system & technology,


28

environmental & social impact assessment, economic & financial analysis of project

and implementation mechanisms.

The broad Study Methodology is presented at Figure 3.1

The overall methodology to be followed during the course of study is described in

the following sections;

Figure 3.1 Study Methodology


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3.4. Reconnaissance, Review of Earlier Studies & Secondary Data

Collection

Preliminary field visits for reconnaissance of the transport system / network along

the corridor have been conducted. Consultant also attended a meeting of the task

force held on 23rd April 2010 to assess the views and suggestions on the study and

will incorporate them in the stage reports.

As a part of scope of work, the Consultant will review earlier similar studies including

their system specification, cost estimates and ridership. The major objective for this

exercise would be to get an idea about the previous methodologies adopted for

forecasts and their limitations. The Consultant will also review other secondary data

like the development plans of cities falling on the alignment of the proposed

corridor. The brief review of the previous reports and the development plans has

been presented in Section 2 of this report. The Consultant will also identify & analyse

project specific relevant data which can be collected through the secondary surveys.

3.5. Traffic Field Surveys & Transport Demand Forecast

The aim of this module is to estimate the demand for the corridor for the horizon

years. The first step for establishing the demand on new system is to estimate the

quantum of total traffic in the corridor in the base year across all modes and across

all purposes. This will constitute the candidate traffic out of which a part of the

traffic is expected to shift on the new system. To establish candidate traffic

consultant will collect information from three different sources:

1. People using the Railways (ticketing information)

2. People using buses (to be conducted at bus terminals of major towns on

corridor)

3. People using Cars Taxis, Vans, Auto rickshaws and Two Wheelers (Through

road side interviews at 13 locations on key roads connecting these locations)


30

The quantum of traffic willing to shift to RRTS will be established through an

interview survey. This survey will use a questionnaire which will have 2 parts:

i) Socio-economic profile of the respondent. It will help to profile the respondent into

categories that can be grouped. It is assumed that one category of respondent would

have similar willingness to shift which will be different from the respondents in other

categories.

ii) 5 point likert scale: The questionnaire will be so designed that the response can be

regressed with the variables of the scenarios such as fare, waiting time, comfort,

travel speed etc. to develop response functions of the form. The responses on this

pro forma will allow the calibration of a logit function. The probability (P) of shift is

then computed through the below logit form

P= 1/(e-R)

Where R is the response function derived as per following.

R= m1xv1+m2xv2…….

Where m1 and m2 are the derived coefficients and v1 and v2 are variable scenarios

such as fare, frequency etc.

This function will be derived for various segments of users and applied to each of the

segmental candidate OD Matrices. The trip matrices of probable users derived so

will then be summed up to obtain the total demand for the RRTS. This will provide

the demand in terms of total trips, segmental loadings as well as station loadings

that can be used for calibrating the model for the base year.

Consultant will collect information on railway ridership on the corridor through

ticketing sale data and establish elasticities between growth of traffic and economic

parameters such as GDP/Industrial Growth/Population etc. A similar exercise will be

carried out for the road traffic. On the basis of the development plan for the cities

which have been reviewed earlier, the consultant will establish economic trends in

the corridor and forecast the economic parameters along the influence zone of the


31

RRTS. On the basis of elasticities derived above consultant will establish growth

rates for various segments of users and using these growth rates the candidate OD

matrices will be forecast for the design years. (Application of growth rates on trip

matrix). Forecast travel demand will then be estimated by applying the probability

function as derived above. The traffic forecasts on the proposed RRTS Corridors will

include section-wise passenger loads, transfers at interchange locations and intensity

of utilisation for the horizon years 2021 and 2031.

3.6. Selection of Alignment

After the completion of the traffic study, various options for alignment will be

explored and the most optimal alignment will be finalized after discussion with the

Client. The alignment will be selected with the objective to minimize the private land

acquisition and maximize the ridership. The route alignment will be plotted on the

available survey maps of the corridors using alignment design parameters for the

selected system such as curvature requirements, station locations, gradient, vehicle

characteristics and reversal requirement. The operational width of the route

alignment will be worked out depending upon dimensions of rolling stock of the

suggested RRTS and other clearances required and its feasibility will be ascertained

at site with a view to accommodating the same. The areas/locations requiring

widening to accommodate the proposed system and land requirement will also be

identified. Yard remodelling and connections to existing alignment will be spelt out.

3.7. Detailed Field Investigations

Topographic Survey

Topographic Survey will be conducted along the existing railway alignment from

Delhi to Alwar, covering an area of 50 m on either side of the extreme tracks by

establishing the control points and using the Auto Levels and Total Station for further

detailing. The outputs will be presented in AutoCAD drawing format. The survey will

cover built up line to built-up line and include all physical elements as well as Spot /

Ground levels. Additional Topographic survey will be conducted for the requirement

of the new alignment on its approval by the client.


32

Geo-Technical Investigation

The investigations will be conducted @ 1 borehole per half km (average) along the

approved alignment of the corridor to assess the geological profile for structural

suitability of the proposed System.

3.8. System Specifications and O&M Plan

System Specifications

The consultant will submit station yard layouts, terminal yards etc. The consultant

will also recommend optimal technology relating to Rolling Stock, Signalling and

Telecommunications issues, Power and Traction System and methodology relating to

rail traffic & train operations. The parameters of evaluation of system selection will

include;

Right of Way Requirement

Passenger Carrying Capacity

Capital Cost

Operational Cost

Life Cycle Cost

Land Requirement

Power Requirement

Future Capacity Augmentability

Adaptability with the city’s transport network and Inter-modal Integration

Compatibility/connectivity with the existing system

Maintenance Requirement of Proposed System

The requirement of maintenance depots, their location, type and capacity will be

established for the system. The maintenance cycle/schedules, stabling requirements,

availability of the land, idle running of the vehicles, etc. will be spelt out. The

facilities to be provided at the maintenance depots will also be identified depending


33

upon the operational requirements. Approximate land requirement for the

maintenance depots will also be suggested.

Construction Methodology

Depending upon the type of structure and its functional usage etc., broad

methodology for construction of the alignment, stations and depot will be

suggested. To facilitate the construction, location of the construction depots will be

identified depending upon the availability of land, and their functional requirements.

3.9. Station Planning and Intermodal Integration

Planning for Stations & Related Facilities

The requirement of the number of the stations and their locations will be worked

out depending upon the catchment area, approach to the station, inter-station

distance, availability of the land at site, curvature of the alignment etc. Interchange

facility from one mode of transport to the other will be suggested depending upon

availability of existing modes of transport, peak hour station load, availability of land

area etc. Depending upon the operational requirements/constraints and site

conditions, the type of platform at various stations will be suggested. Approximate

land requirement for each group of stations will also be worked out.

Passenger Dispersal & Inter-modal Integration

Objective of an integrated transport system is to gain maximum advantage from

economic, efficient traffic handling and planning consideration. The various modes

of transport will be proposed to be integrated in such a way that each mode

supplements the other. Feeder services to selected stations will be indicated in order

to provide convenient and quick transfer of passengers from one mode of transport

to the other.

Transit Oriented Development (TOD)

The consultant will define opportunities and constraints for the TOD in the selected

stations after summarising the key opportunities. Consultant will also suggest a


34

conceptual development program on the basis of site conditions, study area context,

and real estate market conditions. Further a phasing plan will also be prepared.

3.10. Environmental and Social Impact Assessment (EIA and SIA)

The Study would look at environmental and social effects due to the proposed

alignment. The parameters of hydrology & surface water quality, air quality, soils and

geology, noise, pollution, land use, forests & fisheries, historical & cultural

monuments will be considered for environmental impact assessment. The EIA will

analyse the impacts due to project location, project design, project construction and

project implementation.

The socio-economic profile of the Project Affected People (PAPs), whose private

properties or land have to be acquired or those who are displaced due to the

implementation of the project on the proposed alignment will be carried out. In

addition, data will also be compiled for the other structures which get affected due

to the proposed corridor. Using this data a Relief and Rehabilitation Plan will be

prepared.

3.11. Project Costing and Economic & Financial Analysis

Cost Estimation

Block cost estimates for various components such as land, vehicles/rolling stock, civil

works, depots, stations/terminals, electro-mechanical system, energy for operation

& signalling system will be worked out. Operation & maintenance cost will also be

worked out for various years of operation depending upon projected traffic on

various sections of proposed system.

Economic Appraisal

Economic analysis is a technique whereby the effect of the project on all segments of

the society is assessed. Economic appraisal of the project will be carried out using

Discounted Cash Flow (DCF) technique. The process will be carried out within the

framework of ‘with’ and ‘without’ (Business as usual) the project situation. The


35

‘without the project’ situation assesses the cost to the economy in case the

projected volume of traffic will continue to be moved with the prevailing modes of

transport. The ‘with the project’ situation estimates the total system costs that the

economy has to bear by introduction of the proposed Integrated Public transport

system. In both cases, the relevant costs (fixed and variable) and benefits will be

worked out. The cash flows will be worked out for the entire project period covering

construction and operation phases. The sum of difference between the two cost

streams (i.e. with and without the project) and benefits is net benefit of the project.

The cost under the above situations will be evaluated on appropriate shadow prices

as per the guidelines of the Planning Commission. Economic internal rate of return

(EIRR) will be evaluated from net benefit stream.

Financial Analysis & Financing Plan

Financing is crucial to the introduction/expansion of rail transit facilities. For such

projects, Government financing may not have priority. Therefore other sources of

financing including privatisation need to be explored. Various possibilities for

meeting the capital cost of the RRTS project are Equity (Center/State Government

and Private sector), Debt, Subordinate Debt by Government, Property

Development/TOD along and/or on RRTS facilities and Dedicated Levies and Taxes.

Some other sources to fund the capital cost may also be suggested during course of

the study. Besides the O&M costs, the project will have to bear other major costs,

viz. repayment of loans, interest on debt, contributions towards depreciation reserve

fund, actual replacement cost of worn out assets and additions to rolling stock (to

cater to the increasing ridership).

The sources of meeting O & M costs are fare box collections, advertising, property

development at stations & depot and Rentals from shops, Kiosks etc. and Interest on

short term investment.

The financial analysis for the project will be carried out using the Discounted Cash

Flow (DCF) technique to arrive at indicators such as internal rate of return. Sensitivity

analysis will also be carried out to check the impact of various factors. The financial


36

appraisal of the project will study project viability from the angle of investing

agencies which may be government, private or joint ventures. The relevant fixed &

variable costs and revenues will be identified and quantified.

3.12. Implementation Mechanism

Implementation Plan

An implementation plan will be developed for the proposed system with stage

opening of sections. While developing this, the overall completion schedule will be

kept in mind. The consultant will also look into various models available for Public

Private Partnership (PPP).

3.13. Work Program

The proposed Work Plan for the study is shown on Figure 3.2. The Work Plan

conforms to:

The Terms of Reference

The Methodology given above

The Work Program has been prepared in sufficient detail to show the inter-

relationship between all the tasks and that between the sub-tasks, the output and

the reporting of the output. The Program details principal activities.

This Program would be used throughout the study to track and report on progress

on each of the activities. The Work Program will be continually updated throughout

the study to show the Consultant’s actual progress against that planned.


37


38

4. Issues for Consideration of the Client

4.1. Changes suggested in the deliverables:

As per the schedule of deliverables provided in the contract for consultancy services,

the 4th Stage Report i.e. Topographical Study Report and Geotechnical Investigation

Report are to be submitted after one month of approval of the Travel Demand

Forecast Report. The topographic survey is to be carried out for the area 50 metres

on either side of the existing extreme tracks and the proposed alignment. While

topographic survey of the existing railway alignment can be started right away, the

same cannot be taken up for the proposed RRTS alignment unless it is approved by

NCR Planning Board. Similarly geotechnical investigations, which are to be done for

the new alignment, cannot be taken up unless the new alignment is approved.

Consequently, the approval of new alignment is a condition precedent for

preparation and submission of the Topographical Study Report and Geotechnical

Investigation Report. It is therefore proposed that after the approval of 3rd Stage

Report containing Travel Demand Forecast, a “Corridor Alignment Report” be

submitted by the consultant as the 4th Stage Report. Thus the new alignment of the

RRTS corridor can be approved expeditiously which will facilitate conduct of

Topographical survey and the Geotechnical Investigations of the approved alignment

area. The Topographical Study Report and Geotechnical Investigation Report will be

submitted along with the Feasibility Report as 5th Stage Report, after the approval

of new alignment for the corridor. NCR Planning Board may please consider and

approve the suggested change in the schedule of reporting. The work Program has

been drawn incorporating the suggested change.

4.2. Assistance required from the Client

NCR Planning Board (the Client) has agreed to facilitate the Consultant by providing

following assistance for the duration of Consultancy Services:

Issuing letters of request for organizing traffic police help for stopping of

vehicles during Road Side Interview surveys.


39

Issuing letters of request to various Government and Semi-government

bodies to extend their support to the Consultant.

All relevant reports on the Project and other documents/ information/

reports as available with the Client.

Furnish to the Consultant from time to time such other documents/ reports/

information in its possession and/or knowledge as it may consider relevant to

perform the Services, as and when such information is received by/ available

with the Client.

Besides above the Client is requested to get the Nodal Officers appointed from

Northern and North Western Railways;

Dedicated Freight Corridor Corporation of India

Delhi Metro Rail Corporation; and

The State Governments - GNCT Delhi, Governments of Haryana & Rajasthan

The nodal officers may be directly contacted by the Consultant for the relevant

information and documents and for authorization of entry of Consultant’ personnel

in their premises for carrying out the studies related to the services.

The Client is also requested to advise its preliminary views to UMTC on issues like:

The terminal points particularly the Delhi end

The system specifications like

Gauge

Speed

Grade separation at road crossings

Fare structure

Fare collection system


40

Signalling System

interoperability between the existing railway system and RRTS

Axle load

Width of the Rolling Stock

Operational issues like implementation structure


41

5. Progress So far and Next Steps

5.1. Primary Surveys

As per the TOR of the study, following primary surveys are required to be carried out

by the Consultant during the course of the study.

1. Traffic Surveys

2. Topographic Surveys

3. Geo Technical Investigations

Out of the above surveys, the traffic surveys have already been commissioned and

commenced. NCR Planning Board has issued the reference letters to the relevant

authorities to assist the Consultant to carry out the traffic surveys.

The surveys are basically trying to capture two distinct groups of commuters. i.e.

private mode users and public transport users. The characteristics of both categories

of commuters will be captured through different surveys. Private users will be

captured using the classified traffic volume counts (CTVS) and road side interview

(RSI) surveys. Consultant will carry out these surveys for 16 hours for a period of 3

days across 13 identified locations.

The list of these locations is given at Table 5.1


42

Table 5.1: List of locations for carrying out CTVS and RSI

S. No. Location Road 1 Delhi Haryana Border) Mehrauli Gurgaon Road

2 Rajokari Border NH 8

3 Kapashera Border Old NH 8

4 Palam Vihar Border

5 Bajghera Border MDR 136

6 Garhi Harsaru Pataudi Road

7 Pataudi SH 26

8 Rewari SH 26

9 Dungrawas NH 71 B 10 Karanwas NH 71 A

11 Bawal NH 8

12 Tatarpur SH 14 13 Alwar SH 25

Public transport users will be captured using the interviews of commuters at railways

stations, bus terminals and IPT terminals (wherever used for intercity movement e.g.

Rewari and Bawal). These interviews will be conducted across 20 locations in the

entire area.

The location of each of the interviews is given at Table 5.2


43

Table 5.2: Location for interviews of public transport users

S. No. City Terminal 1. Alwar Railway Station

2. Alwar Bus Terminal

3. Khairthal Railway Station

4. Khairthal Bus Terminal

5. Bawal Railway Station

6. Bawal Bus Terminal

7. Bawal Auto Stand

8. Rewari Railway Station

9. Rewari Bus Terminal 10. Pataudi Road Railway Station

11. Pataudi Bus Terminal

12. Garhi Harsaru Railway Station 13. Farrukhnagar Bus Terminal

14. Gurgaon Railway Station

15. Gurgaon Bus Terminal 16. Bijwasan Railway Station

17. Palam Railway Station

18. Delhi Cantt Railway Station 19. Daya Basti Railway Station

20. Sarai Rohila Railway Station

Topographic survey of the existing section will be carried out in May 2010.

Geotechnical investigations will be taken up after the final alignment is approved.

5.2. Secondary Data Collection

Soon after the execution of Agreement for the Services, the Consultant has carried

out reconnaissance survey of the area, have broadly studied the existing railway

services between Delhi and Alwar and have started collecting relevant information

from the Railways. The first and the foremost is the existing alignment and the

stations.

The Consultant has collected following data for existing Delhi – Rewari (excluding)

section from Northern Railway:


44

1. Monthly ticket sale data of all classes of travel for all the stations for the years 2004-05 to 2009-10

2. Lists giving details of – Bridges, level crossings, Road over/under bridges, curves and gradients of the section

2. Index plan of the section

4. Longitudinal section of the railway line

5. Railway Land plans of part of the section

6. Part civil engineering data of Rewari – Alwar section (to be verified)

The Consultant is in the process of collecting remaining secondary data from

Northern and North Western railways.

The Consultant plans to study the upcoming and future proposals of the Railways in

respect of doubling of Rewari – Alwar section, any proposal of electrification of the

existing railway line, ROBs/RUBs, line capacity works such as yard

remodelling/additional lines, upgrdation of signalling, high speed corridors,

dedicated freight corridor and DMIC rail connections, if any, and any SEZ proposals

which may impact and influence the alignment of the proposed RRTS.

5.3. Next Steps

The 2nd Stage Report to be submitted by the Consultant to the Client would be

‘Existing Condition Analysis Report’, which is required to be submitted after two

months of approval of this ‘Inception Report’. 2nd Stage Report will primarily be

based on the analysis of secondary railway data, which the Consultant is already in

the process of collection. The traffic survey is also in progress which will bring out

the existing traffic scenario between Alwar and Delhi and the major transport nodes

on the way like Rewari and Gurgaon. Topographic survey of the existing alignment is

also likely to start in May 2010. Traffic data from field survey and the ticket sale data

from the railways will enable traffic modelling and ridership forecast for base year

and the horizon years. These will be used in preparing the 2nd and 3rd Stage

Reports.

Inception Report

Documents

Transcript of Inception Report