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Technical Analysis of the Hyderabad Metro Rail Project

Article · January 2015

DOI: 10.5958/2231-3915.2015.00040.1

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ISSN 2231-3907 (Print) International J of Technology; Vol 5, Issue 2
ISSN 2231-3915 (Online) (July-Dec 2015)

TECHNICAL ANALYSIS OF THE

HYDERABAD METRO RAIL PROJECT
Nagarjuna Pilaka*§ and Ramakrishna Nallathiga**

* Assistant Professor, National Institute of Construction Management and Research, Pune

** Associate Professor, National Institute of Construction Management and Research, Pune
§ Author for correspondence: [email protected]

Abstract
Hyderabad city is a large metropolitan city in India which has a high level of population and the traffic and
transportation problems are rising over the past several years. As the existing transportation modes – buses and
trains – are already saturated, there is a need for developing Mass Rapid Transit Systems (MRTS). Recognising this,
the Hyderabad Metro Rail Project (HMRP) was planned to be developed as a Public-Private Partnership (PPP)
model in India. The HMRL project suffered from several challenges and yet it is on the verge of completion in terms of
technical execution.. This paper discusses the salient technical features of the HMRP towards addressing traffic and
transportation of the Hyderabad city. The technical analysis covers the details of metro rail route alignment,
horizontal, vertical and cross-sectional details of structure, design of the project structures, construction methods and
processes, operational arrangements etc. These features make the HMRL as perhaps one fo the well designed and
developed project that has been executed with perfection.

Key Words: Mass Transportation, MRTS, Hyderabad Metro Rail and Technical analysis

1. INTRODUCTION
Many modern metro rail transit lines utilize elevated structures as they represent sometimes the only possibility in
built-up urban areas. Billions of man hours are lost with people ‘stuck in Traffic’. The reasons are well known:
exponential growth of motor vehicles with negligible increase in road space. This fact is also echoed in Govt.’s
National Urban Transport Policy (NUTP). Public transport plays a major role in catering to the commuter traffic in
Indian cities. The rail based mass rapid transport system which is believed to be the best solution, is already
operational in Metropolitan cities like Kolkata, Delhi, Mumbai and performing well to the satisfaction of local
commuters. Following the success the new metro projects are either being constructed or are in the advanced stage of
implementation in a few cities: Kochi, Chennai, Hyderabad, Jaipur and Pune. Hyderabad is one of the largest cities
of Andhra Pradesh State. Hyderabad has grown manifolds over the last two decades in terms of area, population and
habitation. In order to cope with ever increasing traffic and growing travel demand a Mass Rapid Transport System
(MRTS) that involves a 72 km elevated metro project was proposed for Hyderabad city. The metro rail project is
under development stage on three high traffic density corridors, the route details are explained in the subsequent
article. The metro will have 62 stations and the project apparently won several international awards for unique
project development concept.

Various Formats of Metro

In fact, the underground, elevated and surface rail systems are three different mobility options, with vastly different
costs and impacts. Therefore, they must be treated as three distinct options, and an objective framework must be
developed to decide which of the systems would be suitable under what conditions, given the impact of such systems
on urban fabric and form. Elevated metro systems are not viable solutions for areas that are already dense and built-
up. While direct and tangible costs of an elevated option may be lower, the underground option is more cost-effective
from a total cost and full life cycle perspective. It is also said that the elevated metro stations reduce the motorable
width of roads to over 30%. This will deteriorate traffic and result in congestion on the roads. The massive structure of
elevated metro shall change the skyline as it will be enforced over crowded arterial routes with virtually no open
space. The impact will be the worst in terms of quality of life for several generations to follow. The present day costs
of the elevated and underground metro system are Rs. 234 cr. per km. and Rs. 614 cr. per km. respectively. On the
other hand, though it is huge, the investment in the underground metro could result in the reduction on road user cost.
The citizens of the city will gain substantially with the introduction of the underground metro service as it saves travel
time due to reduction of congestion on the roads and lower travel time of the Metro. There will be health and other
environmental benefits to the public due to reduced pollution from the transport sector of any Metro system. However,
when there is no land available (as in case of surface metro) and/or there are too many unknown underground utility
lines criss-crossing, the elevated metro is considered to be a good choice of metro systems in the cities. This is the
situation of Hyderabad city, which has huge shortage of land and large unknown underground utility systems.

1
2. METRO RAIL ALIGNMENT AND PROJECT PHASES
The following figure shows the route alignment map of Hyderabad Metro.

Source: http://hyderabadmetrorail.com/routemap.html

The Phase I of the project includes 3 lines covering a distance of around 71 km. The metro rail stretches between
Nagole and Secuderabad 11 km is targeted to be operational by December 2015. The entire 72 km 66-station first
phase is due to be completed by December 2017.
 Miyapur – L B Nagar - 29.87 km
 Nagole - Shilparamam - 26.51 km
 JBS – Falaknuma - 14.78 km

The Government sanctioned second phase of metro rail extending further 85 km. The proposed routes are as
following:
 Miyapur - BHEL - Patanchervuu 15 km.
 Faluknama - Shamshabad Airport 12 km.
 LB Nagar - Vanasthalipuram 4 km.
 ECIL - Tarnaka 7 km.
 Nagole - LB Nagar - Faluknama 15 km.
 JNTU - Shilparamam - Gacchibowli 14 km.
 JBS - Alwal 8 km.
 Gachibowli - ToliChowk - Lakdikapul 17 km

3. COMPONENTS ELEVATED METRO LINE

I. Elevated Metro/Viaduct :
The proposed viaduct structure for the Hyderabad Metro is a ‘U’ shape deck carrying two tracks on single
pier located on the median of the road. The width of the deck is 9.1 m and the pier will be 1.45 m to 1.6 m
diameter. A road clearance of 5.5 m is ensured below the viaduct structure. The foundation shall be open
foundation at most of the locations though pile foundation socketed in rock may be necessary at certain
isolated locations. The superstructure shall be pre-cast segmental construction which will cause minimal
inconvenience to the road users. The other key aspects are it accommodates two directional tracks, built
on single pier, made up of single box girders.
 II. Construction Process:
a) The construction equipments are selected based on the size of the project, the environment of site
(built-up area), safety and quality and minimum inconvenience to the general public and existing
traffic flow. The major equipments used in this project are gantry cranes, piling rigs, power generators,
transit mixers, batching plants, RMs units wheel loaders, stone crushers, launching girders, etc.

b) Building super structure: It is made up of pre-cast segmental technology. The pre-cast segments are
prepared at designated yards set up in the land provided by the Government on temporary basis under
strict supervision. Usually the the yards are considerably away from the city, in this case they are
located in Uppal and Qutubullapur. The pre –cat and pre-stressed segments thus cast in these yards are
transported to the project site and to the place of viaduct alignment by launching girders deployed at
the site for this purpose.

c) Grade of concrete and steel: For construction of various structures the following grades of
concrete and steel is used:
M-30 : Pile cap and open foundation
M-40 : Piers
M-45 : All pre-cast elements for Viaduct and stations
M-30 : Other Miscellaneous structures

HYSD 415 or TMT steel RECC Works

High tensile steel strands with configuration 12 T 13 or 19 K 15 for pre-stressing members
(Confirming IS: 14268)

Design stipulations
Characteristic compressive strength of concrete = 45 N / mm2
Maximum size of aggregates = 20 mm
Degree of workability = Very Good
Compaction factor = 0.75
Degree of quality control = Very good
Pile integrity test is conducted to assess the condition of the pile

d) Pile Construction Procedure in Brief:

Utility checking is conducted in order to finalise the exact location of the digging building the pile and installation of
the pile is done as per the drawing approved by the consultant. The key operations involved in the pile construction
are pre tube driving, boring pile hole, Reinforcement cage fabrication, lowering of cage in to the bore, concreting, etc.

III. Operational features: Features and Descriptions

i. Average Train speed : 90 kmph

ii Gauge : 1435 mm ( standard0
iii. Curve length : 25 m
iv. Cant : 125 mm
v. Grades (station) : 0.1% ( max.)
vi. Grade (mid section) : 2% ( normal )
4% (exceptional)
vii. Track structure : Ballast less track conform to the
UIC717-2R (international union of Railways)
viii. Rolling stock: Shall fulfil the condition of UIC 512
ix. Width of coach : 3.2 m
x. Height of the coach : 4.0 m
xi. Length of coach : 21.34- 21.64m
xii. Capacity : 45 seated
250 standing
295 Total
xiii. Power / Traction : 25 KV AC 50 Hz.
xiv. Continuous automatic Train control (CATC) system
xv. Automatic fare Collection (AFC) system
xvi. Automatic train supervision system (ATSS)
xvii. Optical fibre cables telecommunications for system efficiency
xviii. CCTV
xix. Computerized accounting system.
4. SALIENT FEATURES OF METRO STATIONS
The Delhi metro station plan has been considered as a basic model for the station development scheme. However the
size of the stations for Hyderabad metro is comparatively small as it is designed to fit in the existing road alignment.
The other salient features are as follows:
 Length of the station – 138m
 Width of the station – 20.25m
 Height of the station – 24.21m
 Typical span of the station – 13.4m/17m
 Station consists of 2 level slabs (Concourse level & Platform level)
 Concourse level structural system is of Spine beam and wings. Spine beam rests on Pier cap and Cantilever wings
are fixed to spine beams on either side
 Platform level structural system of Diaphragm beam on top of pier cap with Precast longitudinal girders
spanning between them. Decking system is of cast in-situ slab.
 Roofing system – Structural steel supported with sheet.

Fig. 1 : Station Elevation Stage

 Natural ventilation for public areas

 Façade and Roof designed to maximize weather protection
 Roof designed to cater for solar panel provisions
 Rainwater harvesting
 Appearance to reflect the contemporary high speed rail
 Form dictated by the functional requirement and tailored to fit in with the site constraints of the urban scenario of
Hyderabad
 Station entry/ exits modified as per site conditions
 5.5m minimum ensured above all street levels

5. PROJECT EXECUTION STAGES

Cast in-situ slab Cast in-

situ cross
Platform level beam

Box Girder
segment
6.75m Precast
longitudinal beams

Concourse
level
Wings
Spine
Bracket

Fig. 2 : Station Super Strcture

Construction Sequence
Stage 1
 Provision of brackets in pier for placing of spine beam
Stage 2
 Construction of Cast in situ cross girder at Platform level with cantilever support from pier
Stage 3
 Completed view of Cast in situ cross girder at Platform level
Stage 4
 Lifting of Spine beam S1 at concourse level using launching girder
Stage 5
 Erection of Spine beam S2 using launching girder
 Segments are positioned and locked with Macalloy bar to main beam of Launching girder
Stage 6
 Segment S3 is held little away from the actual position to create extra space for fixing of other segments
 Lifting of Segment S4 using Launching girder
Stage 7
 Completed view of Spine erection using launching girder
Pre-stressing is done
Stage 8
 Releasing the spine segments from Macalloy bars only after pre-stressing is done.
Stage 9
 Positioning of Spine Segment from Temporary stool to bearing using Flat jacks
Stage 10
 Deactivate the main jacks
Stage 11
 Side shifts the main girders by Hydraulic cylinder to right side. Then, Activate the Gantry crane Anchorage.
Stage 12
 Lifting of Platform level longitudinal girder on left side at platform level using launching girder
Stage 13
 Lifting of Platform level longitudinal girder on left side at platform level using launching girder
Stage 14
 Side shift the main girders by Hydraulic cylinder to left side. Then, Activate the Gantry crane Anchorage.
 Lifting of Platform level longitudinal girder at platform level on right side.
Stage 15
 Lifting of Platform level longitudinal girder on left side at platform level using launching girder
Stage 16
 Side shift the main girders by Hydraulic cylinder . Then, Activate the Gantry crane Anchorage.
 Erection of wings segment and locking it with beams in Platform level girders using Macalloy bars
Stage 17
 Lifting of wings segment and locking it with beams in Platform level girders using Macalloy bars
Stage 18
 After completion of lifting of wings segments, launching girder is moved to next bay
Stage 19
 Pre-stressing of Wing segments/Stitch Slab is casted in between the wings
 Erection of Spine segments in next bay
Stage 20
 Wings segments are released from macalloy bars after stressing is done.
Stage 21
 Completed view
Stage 22
 Completed view of cross beams at platform level
Stage 23
 Casting of slab at platform level
 Fig. 3 : Elevation of the Metro line

Fig. 4: Launching Process of the Girder

6. ROLLING STOCK
Rolling stock for Hyderabad Metro has been selected based on the following criteria:
 Proven equipment with high reliability;
 Passenger safety features, including fire resistance;
 Energy efficiency;
 Light weight equipment and coach body;
 Optimised scheduled speed;
 Aesthetically pleasing Interior and Exterior;
 Low life cycle cost; and
 Flexibility to meet increase in traffic demand.

The controlling criteria are reliability, low energy consumption, light weight and high efficiency leading to lower
annualized cost of service. The coach should have high rate of acceleration and deceleration. Keeping the above
features in mid, 2.88 m wide stainless steel light weight coaches are proposed for the Hyderabad Metro, with length of
20.8 m for trailer coach and 21.05 m for motor coach. Height of coach is 3.8 m. Train length for 3 coach train in 64.1
m while that of 6 – coach train is 128 m. The Axle load is about 15 t for which the structures are to be designed.
Traction motors are 180 KW and propulsion system is 3-phase drive with variable voltage and variable frequency
(VVVF) control. Trains will have regenerative braking system to save energy cost. Current collection is through
bottom collection from third rail at 750 Volt dc. Trains will be air-conditioned and provided with automatic door
 closing and opening system. The trains will have state of the art cab signalling with continuous automatic train control
and automatic train protection system. The trains will have passenger information and announcement system. Coaches
have longitudinal seats with a seating capacity of 50 per coach and total dense crush capacity of 322 (MC) to 356
(TC), at 8 persons/sq m.

7. CONCLUSIONS

ACKNOWLEDGMENTS

This paper is partly based on the Thesis work entitled “Technical and Economic Analysis of Hyderabad Metro Rail
Project carried out by Mr Bharat K, Shishir K Jain and Varun Kottam for the award of Post-Graduate Diploma in
Advanced Construction Management at NIMCAR - Pune .

References
1. ‘Hyderabad Metro’ available at http://hyderabadmetrorail.com/routemap.html
2. Available from : <https://en.wikipedia.org/wiki/Hyderabad_Metro_Rail#Phase_I>
3. Gadgil, V. B. (2014). Innovation in HMR Project by L & T Metro rail (Hyderabad) Limited.
4. Govt. of Andhra Pradesh (2007). Hyderabad metro Rail Project. Detailed Project Report by DMRCL.

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