DPR of Pune Metro NOV 2015 2

FINAL DETAILED PROJECT REPORT
FOR
PUNE METRO RAIL PROJECT
Client: PUNE MUNICIPAL CORPORATION
Prepared By:
Updated (Nov 2015)

FINAL DETAILED PROJECT REPORT
FOR
PUNE METRO RAIL PROJECT
Client: PUNE MUNICIPAL CORPORATION
Prepared By:
Aug 2014 Updated For Nov 2015 Prices

PREFACE
Delhi Metro Rail Corporation prepared the Detailed Project Report for
Pune - Pune Chinchwad area and submitted to Pune Municipal Corporation in
July, 2009. Subsequently, this DPR was updated to the price level of January,
2013 and last updated in August, 2014. Both these updations had only revision
of the cost and re-working of the Financial Internal Rate of Return (FIRR).
Decision on the implementation of the Pune Metro could not be taken for
the various reasons. Hon’ble Chief Minister of Maharashtra himself took the
initiative and constituted a committee to iron out the differences in the proposals
made by various Groups. However, final meeting was taken by the Hon’ble
Central Minister of RTH&S on 09.09.2015, wherein it was decided that the Pune
Metro should be implemented with the minor changes in the alignment of
Corridor-II (Vanaz – Ramavadi corridor near Jangli Maharaj Road). It was
decided that the alignment should avoid Jangli Maharaj Road and run along the
left bank of Mutha River. Accordingly, DMRC has revised the alignment of
Corridor-2 and prepared this Report with updation of price level to November,
2015 and assessment of financial viability for the entire project to be
commissioned in 2021.
Salient Features i-iv
Executive Summary 1-35
Chapter 1 Introduction 36-39
Chapter 2 Traffic Demand Analysis 40-93
Chapter 3 Need for Metro System 94-96
Chapter 4 System Selection 97-133
Chapter 5 Civil Engineering 134-221
Chapter 6 Train Operation Plan 222-246
Chapter 7 Power Supply Arrangement 247-265
Chapter 8 Ventilation and Air-conditioning System 266-278
Chapter 9 Maintenance Depot 279-302
Chapter 10 Environmental Impact Assessment & Management 303-324
Chapter 11 Cost Estimate 325-347
Chapter 12 Financing Options, Fair Structure & Financial Viability 348-371
Chapter 13 Economic Appraisal 372-380
Chapter 14 Implementation Plan 381-392
Chapter 15 Disaster Management Measures 393-398
Chapter 16 Disabled Friendly Features 399-421
Chapter 17 Security Measures For A Metro System 422-425
Chapter 18 Multi Modal Traffic Integration At Metro Stations And Land Use 426-444
Chapter 19 Conclusions And Recommendations 445-447
DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT November 2015
FOREWORD
FOREWORD
DMRC is a joint venture of Government of India and Government of Delhi (the Government
of the National Capital Territory of Delhi) and has already completed and commissioned
phase-I of Delhi Metro (65 kms). DMRC is now implementing phase-II of Delhi Metro
covering over 124 kms including a High Speed Rail link from New Delhi Railway
Station/Shivaji Stadium (20kms) to the IGI Airport with City check-in facilities. The Detailed
Project Report (DPR) for Metro system for number of Indian cities have already been
prepared and submitted to respective States for further implementation.
The Delhi Metro Rail Corporation Ltd. (DMRC) was commissioned by Pune (PMC) and Pune
Chinchwad (PCMC) Municipal Corporations for preparation of Detailed Project Report
(DPR) for about 30 Kms. of Metro network in the Pune Metropolitan area. Accordingly,
DMRC undertook necessary studies and investigations and has prepared this DPR.
DMRC carried out the studies and investigations with the assistance of the following
organizations:
Topographical Survey - M/s Suncon Engineers, Pune
Traffic Survey - M/s IIT Mumbai with the assistance of M/s
Snehal Engineering Mumbai.
Geo-technical studies - M/s Oriental Consulting Engineers Pvt. Ltd. Navi

Mumbai.
Environmental studies - M/s Envirotech East Pvt. Ltd., Kolkata
During the preparation of the Detailed Project Report, there was constant interaction with
PMC and PCMC and other Civic agencies. We wish to place on record the assistance
rendered by them.
. Sd/-
(E. Sreedharan)
Managing Director
Delhi Metro Rail Corporation
New Delhi
12.03.09
Salient Features
1.0 Gauge
2.0 Route Length Stations
3.0 Number of Stations
4.0 Traffic Forecast
5.0 Train Operation System Design
6.0 Speed
7.0 Traction Power Supply
8.0 Rolling Stock
9.0 Maintenance Facilities
10.0 Signalling, Telecommunication& Train Control
11.0 Fare Collection
12.0 Construction Methodology
13.0 Estimated Cost
14.0 Total Estimated Completion Cost
15.0 Funding Pattern Under DMRC Model
16.0 Financial Indices
SALIENT FEATURES
1. GAUGE (STANDARD) … 1435 mm
2. ROUTE LENGTH (BETWEEN DEAD ENDS)

Underground Elevated Total
Description
(km) (km) (km)
Corridor-1: PCMC - SWARGATE 5.019 11.570 16.589
Corridor-2 : VANAZ - RAMVADI NIL 14.665 14.665
Total 31.254
3. NUMBER OF STATIONS
Description Underground Elevated Total
Corridor-1: PCMC - SWARGATE 6 9 15

Corridor-2: VANAZ - RAMVADI NIL 16 16
Total 31
4. TRAFFIC FORECAST (IN LAKHS)

Year Corridor-1 Average Corridor-2 Average
Lead(in km) Lead(in km)
2018 382577 9 189307 5
2021 397229 8 212019 5
2031 443849 7 290515 5
5. TRAIN OPERATION
Corridor Year Headway No. of Train Coaches

(minutes) Rakes Composition required
Corridor-1 2018 4 19 4 car 76
PCMC - SWARGATE 2021 3.5 22 4 car 88
2031 3.5 22 4 car 88
Corridor-2 2018 12 7 4 car 28
VANAZ - RAMVADI 2021 8 10 4 car 40
2031 6.5 12 4 car 48
FINAL DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT November 2015 i
SALIENT FEATURES
6. SPEED
Designed Speed … 80 kmph
Scheduled speed … 33 kmph for Corridor -1
… 31 kmph for Corridor -2
7. TRACTION POWER SUPPLY
a) Voltage … 25 KV ac
b) Current Collection … Overhead Current collection
c) Power Demand (MVA)
Year 2018 2021 2031

Corridor I 25.7 27.6 34.2
Corridor II 8.0 10.9 15.9
d) Grid Sub Stations

Corridor I (i) Chinchwad GSS (220/132 kV),
(ii) Ganesh Khind GSS (220/132kV),
Corridor II (i) By LILO from 132 kV transmission

line at Kothrud
(ii) Khardi GSS (220/132kV)
e) No. of traction substations
Corridor-1 2 Nos
Corridor-2 2 Nos
f) SCADA system Provided
8. ROLLING STOCK
2.90 m wide modern rolling stock with stainless steel body:
a. Axle load - 16 T
b. Seating arrangement - Longitudinal
c. Capacity of 4 coach unit - 1034 Passengers
d. Class of accommodation - One
FINAL DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT November 2015 ii
SALIENT FEATURES
9. MAINTENANCE FACILITIES
Maintenance Depot for Corridor-1 - Depot near Hill Range Station
Maintenance Depot for Corridor-2 - Kothrud Depot near Vanaz Station
10. SIGNALLING, TELECOMMUNICATION & TRAIN CONTROL

a) Type of Signalling - Cab signaling and continuous automatic train
control with Automatic Train Protection (ATP)
b) Telecommunication - i) Integrated System with Fiber Optic cable,
SCADA, Train Radio, PA system etc.
- ii)Train information system, Control
telephones and Centralized Clock System.
11. FARE COLLECTION
Automatic Fare collection system with POM and Smart card etc.
12. CONSTRUCTION METHODOLOGY

Elevated viaduct consisting prestressed concrete “Box” shaped Girders on Single
pier with pile / Open foundations, and underground section with Tunnel Boring
and station in underground station cut and cover.
13. TOTAL ESTIMATED COST (AT November 2015 PRICES) WITHOUT TAXES
Corridor I - Rs.5333 Crore

Corridor II - Rs.2794 Crore
Total - Rs.8127 Crore
14. TOTAL ESTIMATED COMPLETION COST (with central taxes):

Corridor I - Rs.7628 Crore ( Commissioning in 2021)
Corridor II - Rs.3894 Crore ( Commissioning in 2020)
Total - Rs.11522 Crore
FINAL DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT November 2015 iii
SALIENT FEATURES
15. FUNDING PATTERN UNDER SPV MODEL (WITH TAXES & DUTIES)
With Taxes & Duties
Particulars Amount
% Of contribution
(Rs/Crore)
Equity By GOI 1419.50 13.40%
Equity By GOM 1419.50 13.40%
SD for CT by GOM (50%) 698.50 6.60%
SD for CT by GOI (50%) 698.50 6.60%
Grant by Local Bodies 28.50 0.27%
PTA against JICA Loan @ 0.30% PA 6325.50 59.73%
Total 10590.00 100.00%

SD by GOM for Land including R&R cost
312.40
and State taxes
Subordinate Debts for Land including R&R
1249.60
cost and State Taxes From ULB
Total 12152.00
Additional PTA for Interest during 146.00 JICA Loan @ 1.40%

Construction (IDC) (If JICA loan @ 0.30%
IDC = 28Cr.)
Grand Total 12298.00
16. FINANCIAL INDICES

FIRR
The FIRR for the Subject Metro under various scenarios with Central Taxes
and cost of land is tabulated below
Sr. Description FIRR Table No. Remarks

No.
1 FIRR with additional 12.08 % 12.9.1(b) Proposed to
revenue from increase be adopted
in Development
Charges by 100% and
1% surcharge on stamp
duty & registration fees
on sale of Property
a) EIRR
The Economic Internal Rate of Return - EIRR (with central taxes) in
economic terms work out to be 16.32 % for the project.
FINAL DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT November 2015 iv
Executive Summary
0.1 Introduction
0.2 Traffic Demand Forecast
0.3 Need For Metro
0.4 System Selection
0.5 Civil Engineering
0.6 Train Operation Plan
0.7 Power Requirements
0.8 Ventilation & Air-Conditioning System
0.9 Maintenance Depot
0.10 Environmental Impact Assessment & Management
0.11 Cost Estimates
0.12 Financial Viability, Fare Structure And Financing Options
0.13 Economic Analysis
0.14 Implementation Plan
0.15 Disaster Management Measure
0.16 Disabled Friendly Features
0.17 Security Measures For Metro System
0.18 Multimodal Traffic Integration And Land Use
0.19 Conclusions And Recommendations
EXECUTIVE SUMMARY
0.1 INTRODUCTION
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 city is known in
the world map because of its educational, research and development institutions. The
district also has an importance as an important military base. Pune is the most
industrialized district in western Maharashtra and a famous IT hub in the country. Pune
exemplifies an indigenous Marathi culture and ethos, in which education, arts & crafts and
theaters are given due prominence. Pune is the cultural capital of Maharashtra. It is the
birth place of the poet-saint Tukaram. It is the home of great freedom fighters like Bal
Gangadhar Tilak, Agarkar and Gopal Krishna Gokhale. Jayant Narlikar, the famous
contemporary scientist is from Pune.
Location
Pune district is located between 170 54’ and 100 24’ North Latitude and 73019 and 750 10’
East Longitude. The district is bound by Ahmadnagar district on the north-east, Solapur
district on the south-east, Satara district on south, Raigad district on the west and Thane
district on the north-west. Pune district forms a part of the tropical monsoon land and
therefore shows a significant seasonal variation in temperature as well as rainfall
conditions. Climate of the western region of Pune is cool whereas the eastern part is hot and
dry.
Road Network
Pune district is well connected with the state capital and surrounding headquarters through
road and rail linkages. The road network consists of Express Highways. National Highways,
State Highways and Major District Roads. The district has total length of 13,642 km of roads.
Following National Highways pass through the district :
1. National Highway No. 4 (Mumbai-Bangalore)

2. National Highway No. 9 (Pune-Solapur-Hyderabad)
3. National Highway No. 50 (Pune-Nashik).
FINAL DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT November 2015 1
EXECUTIVE SUMMARY
Rail Network
The district has a total rail network of 311 km. Pune and Daund are the two major junction
stations. Following are the three main railway routes pass through the district:
1. Mumbai-Pune-Solapur
2. Pune-Miraj
3. Daund-Baramti.
Air Route
Pune is well connected through domestic airlines with the entire country. The airport
located at Lohgaon has recently acquired status of an international airport. Also it is
proposed to develop an international air-cargo hub near Khed Tahsil of the district.
Study Area
The study area has been taken as the area comprising the present Pune Corporation (PMC),
Pimpri Chinchwad Municipal Corporation (PCMC) and both the cantonment areas namely
Pune and Khadki. The zoning system of the study area comprise of 53 zones in the PMC area
and 38 zones in PCMC area. Pune and Khadki cantonments have been considered as two
zones. In addition to 91 internal zones, 13 external zones are considered.
Demographic Profile
The total population of the study area in 2001 was 35.6 lakhs. The decadal growth in PCMC
area is almost 100% in the past 3 decades. PMC area has registered an average decadal
growth of around 35% and a decline in population is observed in both the cantonments. The
population figures of study area for the base year 2011 and estimated population for the
horizon years are as under:
Table 0.1 - Estimated Population in Different Areas of Study Area
Region 2011 2021 2031

PMC 3115431 4807868 5443642
PCMC 1729320 1915320 2106123
Pune Cantonment 67861 88603 93134
Khadki Cantonment 77417 85600 89977
Total 4992040 6899412 7734907
EXECUTIVE SUMMARY
0.2 TRAFFIC DEMAND FORECAST

Based on the experience of Delhi Metro the optimistic projections are normally not
achieved and it is felt that initially the most likely rider ship may only materialize. Hence,
the all further planning for the Metro infrastructure is done for catering the most likely
projections.
0.2.1 Daily Ridership, Passenger km and Average Lead
Table 0.2 - Pimpri Chinchwad (PCMC) – Swargate Section
Year 2018 2021 2031

Daily Ridership 382577 397229 443849
Passenger km 3443190 3177832 3106943
Average Lead 9 8 7
Table 0.3 - Vanaz – Ramvadi Section

Year 2018 2021 2031
Daily Ridership 189306 212019 290515
Passenger km 946532 1060095 1452575
Average Lead 5 5 5
0.3 NEED FOR METRO
Public Transport System is an efficient user of space and with reduced level of air and noise
pollution. As the population of a city grows, share of public transport, whether road or rail-
based, should increase. Experience has shown that, in cities like Pune where roads do not
have adequate width and which cater to mixed traffic conditions comprising slow and fast
moving vehicles, road transport can optimally carry 8,000 persons per hour per direction
(phpdt). When traffic density increases beyond this level, average speed of vehicles comes
down, journey time increases, air population goes up and commuters are put to increased
level, of inconvenience. Thus when on a corridor, traffic density during peak hours crosses
this figure, provision of rail-based mass transport, i.e. Metro system should be considered.
• Advantages Of Metro System
 Requires 1/5th energy per passenger km compared to road-based system.

 Causes no air pollution in the city.
 Causes lesser noise level
 Occupies no road space, if underground and only about 2 metres width of the
road, if elevated.
EXECUTIVE SUMMARY
 Carries same amount of traffic as 5 lanes of bus traffic or 12 lanes of private

motor cars (either way), if it is a light capacity system.
 Is more reliable, comfortable and safer than road based system
 Reduces journey time by anything between 50% and 75% depending on road
conditions.
0.4 SYSTEM SELECTION
A. Permanent Way
• Choice Of Gauge
Standard Gauge (1435mm) is invariably used for metro railways world over due
to its inherent advantages. During the last decade, 20 new metros have been
constructed in various cities of the world. All these metros have gone in for
Standard Gauge even though the national gauge for mainline railways in some of
these countries was different from Standard Gauge. In India the national gauge is
Broad Gauge (1676mm). Reasons for selection of Standard gauge are described in
the Report.
• Track Structure
Track on Metro Systems is subjected to intensive usage with very little time for
day-to-day maintenance. Thus it is imperative that the track structure selected
for Metro Systems should be long lasting and should require minimum or no
maintenance and at the same time, ensure highest level of safety, reliability and
comfort, with minimum noise and vibrations. Ballastless track with continuous
welded head-hardened rails has been proposed as mainline track in elevated
and underground stretches. However for at-grade section and at depot the track
structure shall be ballasted.
B. Traction System
Keeping in view the ultimate traffic requirements, standardization, and other techno-
economic considerations, 25 kV ac Over Head Electrification (OHE) traction system is
proposed for adoption on Pune Metro System.
EXECUTIVE SUMMARY
C. Signaling And Train Control
Metro carries large number of passengers at a very close headway requiring a very
high level of safety enforcement and reliability. At the same time heavy investment in
infrastructure and rolling stock necessitates optimization of its capacity to provide the
best services to the public. These requirements of the metro are planned to be
achieved by adopting ATP (Automatic Train Protection) and ATS (Automatic Train
Supervision) signaling systems. Automatic Train Operation (ATO) will be added in
future.
D. Telecommunication
The telecommunication system acts as the communication backbone for Signaling

systems and other systems such as SCADA, AFC, etc and provides telecommunication
services to meet operational and administrative requirements of metro network.
The telecommunication facilities proposed are helpful in meeting the requirements for
1. Supplementing the Signaling system for efficient train operation.

2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system
The proposed telecom system will cater to the following requirements:

• Train Traffic Control
• Assistance to Train Traffic Control
• Maintenance Control
• Emergency Control
• Station to station dedicated communication
• Telephone Exchange
• Passenger Announcement System and Passenger Information and Display System
within the station and from Central Control to each station.
• Centralized Clock System
• Train Destination Indicator
• Instant on line Radio Communication between Central Control and Moving trains
and maintenance personnel.
• Data Channels for Signaling, SCADA, Automatic Fare Collection, etc.
EXECUTIVE SUMMARY
E. Automatic Fare Collection
Mass Rapid Transit Systems handle large number of passengers. Ticket issue and fare
collection play a vital role in the efficient and proper operation of the system. To achieve this
objective, ticketing system shall be simple, easy to use/operate and maintain, easy on
accounting facilities, capable of issuing single/multiple journey tickets, amenable for quick
fare changes and require overall lesser manpower. In view of above, computer based
automatic fare collection system is proposed.
AFC system proves to be cheaper than semi-automatic (manual system) in long run due to
reduced manpower cost for ticketing staff, reduced maintenance in comparison to paper
ticket machines, overall less cost of recyclable tickets (Smart Card/Token) in comparison to
paper tickets and prevention of leakage of revenue.
F. Rolling Stock
Rolling stock for Pune Metro has been selected based on the following criteria:
• Proven equipment with high reliability

• Passenger safety feature
• Energy efficiency
• Light weight equipment and coach body
• Optimized scheduled speed
• Aesthetically pleasing Interior and Exterior
• Low Life cycle cost
• Flexibility to meet increase in traffic demand
• Anti-telescopic.
The controlling criteria are reliability, low energy consumption, lightweight and high
efficiency leading to lower annualized cost of service. The coach should have high rate of
acceleration and deceleration.
The following optimum size of the coach has been chosen for this corridor as mentioned
below:-
Description Length Width Height

Driver Motor Car 21.64 m 2.9 m 3.9 m
Motor/Trailer car 21.34 m 2.9 m 3.9 m
Maximum length of coach over coupler/buffer is 22.6 m
EXECUTIVE SUMMARY
0.5 CIVIL ENGINEERING
Geometric Design Norms
The design parameters related to the Metro system described herewith have been worked
out based on a detailed evaluation, experience and internationally accepted practices.
Various alternatives were considered for most of these parameters but the best-suited ones
have been adopted for the system as a whole.
Horizontal curves are provided with:-
Description Underground Elevated

Section Section
Desirable Minimum 300 m 200 m
Absolute minimum 200 m 120 m
Minimum curve radius at stations 1000 m 1000 m
Maximum permissible cant (Ca) 125 mm 125 mm
Maximum cant deficiency (Cd) 100 mm 100 mm
Elevated Sections
The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m above road
level. For meeting this requirement with the ‘Box’ shaped pre-stressed concrete girders, the
rail level will be about 9.8 m above the road level. However, at stations which are located
above central median, the rail level will be 12.5 m above the road level with concourse at
mezzanine. These levels will, however, vary marginally depending upon where the stations
are located.
The track center on the elevated section is kept as 4.0 m uniform throughout the corridor to
standardize the superstructure, except at few locations as detailed below:
• On curves below 300m Radius

but upto 120m Radius 4.10 m
• At scissors crossings 4.50 m
Underground sections
Rail level at midsection in tunneling portion shall be kept at least 12.0 m below the ground
level so that a cover of 6m is available over the tunnels. At stations, the desirable depth of
rail below ground level is 12.5 m, Track centre in underground section to be constructed by
Tunnel Boring Machine (TBM) is 15.05 m to accommodate a 12 m wide island platform.
Track centre in underground section to be constructed by cut and cover method is 4.5m.
EXECUTIVE SUMMARY
Gradients
Normally the stations shall be on level stretch. In limiting cases station may be on a grade of
0.1 %. Between stations, generally the grades may not be steeper than 2.0 %. However,
where existing road gradients are steeper than 2 %, gradients or for Switch Over Ramps,
grade up to 4% (compensated) can be provided in short stretches on the main line.
Design Speed
The maximum sectional speed will be 80 km/h. However, the applied cant, and length of
transition will be decided in relation to normal speeds at various locations, as determined
by simulation studies of alignment, vertical profile and station locations.
Geometrical design norms are based on international practices adopted for similar metro
systems with standard gauge on the assumption that the maximum permissible speed on
the section is limited to 80 Kmph. Horizontal alignment and vertical alignment are dictated
to a large extent by the geometry of the road followed by the alignment.
Route Alignment
Corridor -1 : Pimpri Chinchwad (PCMC) – Swargate
Alignment from (-) 450 m to 16589 m
From dead end (Ch. – 450 m) of PCMC station to dead end of Swargate station (Ch. 16139m),
the length of corridor 1 is 16.589 km, out of which 5. km is underground and remaining
11.570 km is elevated Including length of Switch Over Ramp(SWR). Total 15 numbers of
stations have been planned along this corridor out of which 9 are elevated and 6 are
underground stations.
Corridor -2 : Vanaz (Kothrud) – Ramvadi
Alignment from (-) 684.8 m to 14665 m
From dead end (Ch – 684.8 m) of Vanaz station to dead end of Ramvadi station (Ch.
13790m), the length of corridor 2 is 14.665 km. Total 16 number of elevated stations have
been planned along this corridor.
Viaduct Structure
The proposed viaduct structure for Pune Metro is Pre-cast segmental box girder, carrying
two tracks supported on single pier located on the median of the road. Road clearance of 5.5
m is ensured below the viaduct structure. The foundation shall be pile foundation at most of
the locations. Open foundations are possible at certain isolated locations. The
superstructure shall be pre-cast segmental construction which will cause minimal
inconvenience to the road users during the execution stage.
EXECUTIVE SUMMARY
Station Locations & Planning
Stations have been located so as to serve major passenger destinations and to enable
convenient integration with other modes of transport. However effort has also been made to
propose station locations, such that inter station distances are as uniform and the average
spacing of stations is close to one km as possible.
Sequence of Stations
The sequence of stations along with their respective chainages, site and platform
characteristics are presented in the Table 0.4:-
Table 0.4 - Station Location Characteristics
Ground Level (in

Rail level ( in m)
previous station
Distance from
Platform type
S. Name of Station Chainage (in
(in m)
Alignment
m)
No. m)
Corridor 1 : Pimpri Chinchwad (PCMC) to Swargate

Dead End ( -)450.000 -
1 PCMC 0.000 - 588.250 575.200 Side Elevated
2 Tukaram Nagar 1763.264 1763.264 575.800 562.870 Side Elevated
Bhosari 2974.275 1211.011 570.400 557.250 Side Elevated
3 (Nashik Phata)
4 Kasarwadi 3748.615 774.340 574.200 561.240 Side Elevated
5 Fugewadi 4923.064 1174.449 564.200 550.500 Side Elevated
6 Dapodi 6018.188 1095.124 564.200 555.600 Side Elevated
7 Bopodi 7206.181 1187.993 568.600 555.670 Side Elevated
8 Khadki 7977.395 771.214 572.700 559.740 Side Elevated
9 Range Hill 10185.226 2207.831 562.200 552.700 Side Elevated
10 Shivaji Nagar 11789.640 1604.414 538.500 551.100 Island Underground
11 ASI 12432.292 642.652 542.500 554.870 Island Underground
12 PMC 12848.000 415.708 549.000 551.660 Island Underground
13 Budhwar Peth 13866.261 1018.261 541.500 556.500 Island Underground
14 Mandai 14742.084 875.823 549.000 562.610 Island Underground
15 Swargate 15688.959 946.875 563.000 576.200 Island Underground
Dead End 16138.959 450.000 563.000 576.630 - Underground
EXECUTIVE SUMMARY
Ground Level (in

Rail level ( in m)
previous station
Distance from
Platform type
(in m)
Alignment
m)
No. m)
Corridor 2- Vanaz (Kothrud Depot) to Ramwadi

Dead End -684.790
1 Vanaz 0.000 - 596.500 584.278 Side Elevated
2 Anand Nagar 994.699 994.699 595.000 582.250 Side Elevated
3 Ideal Colony 1900.000 905.301 586.806 575.222 Side Elevated
4 Nal Stop 2875.274 975.274 574.700 562.000 Side Elevated
GARVARE 1004.283 Side Elevated
3878.2 567.00 553.80
5 COLLEGE
6 DECCAN 4629.8 751.53 558.70 544.434 Side Elevated
7 SAMBHAJI PARK 5222.9 593.15 561.10 547.402
8 PMC 6053.2 830.31 561.70 548.067 Side Elevated
9 CIVIL COURT 6568.1 514.91 563.20 549.602 Side Elevated
10 Mangalwar Peth 7671.332 1056.541 564.500 551.850 Side Elevated
Pune Railway 8584.185 376.696 569.500 556.700 Side Elevated
11 Station
12 Ruby Clinic 9379.712 795.527 567.500 554.730 Side Elevated
13 Bund Garden 10430.686 1050.974 561.600 548.670 Side Elevated
14 Yerawada 11292.383 861.697 560.500 545.173 Side Elevated
15 Kalyani Nagar 12660.667 1368.284 568.000 555.000 Side Elevated
16 Ramwadi 13789.667 1129.000 570.300 557.350 Side Elevated
Dead End 14239.667 450.000
Stations have been divided into two distinct areas, namely public and non-public (technical
areas). The public area is further sub divided into unpaid and paid area. Provision for
escalators are made at all stations in paid area from the beginning itself. Provision in civil
structures at stations is being kept for providing lifts for disabled passengers in future.
Integration facilities at Metro stations include approach roads to the stations, circulation
facilities, pedestrian ways and circulation areas for various modes likely to come to
important stations, including feeder buses. Parking for private vehicles has not been
proposed in view of the scarcity of land along the alignment
EXECUTIVE SUMMARY
Geo technical Investigations
A total of 44 bore holes have been drilled along the proposed two corridors..
Geotechnical investigations were carried out along the corridor up to a depth varying up to
30 m. Soil and rock samples were collected and tested in laboratory.
Utilities
The proposed Metro alignment is passing along major arterial roads of the city road
network, which are serving institutional, commercial and residential areas. A large number
of surface and sub-surface utility services, viz. sewers, water-mains, storm water drains,
telephone cables, electric poles, traffic signals, etc. are existing along the proposed
alignment. Details of the existing utility services along the proposed alignment have been
collected from the concerned authorities.
Land Requirement
Since land is a scarce commodity especially in metropolitan areas, every effort has been
made to keep land requirement to the barest minimum and acquisition of private property
is minimal. Land is mainly required for Depots and route alignment on sharp bends, station
buildings, platforms, entry/exit structures, traffic integration, power sub-stations,
ventilation shafts, administrative buildings and temporary construction depots / work sites
etc.
Abstract of land requirements for Corridor -1 and Corridor-2 is given in Table 0.5:
Table 0.5 - Summary of Permanent Land Requirement (Ha)
S.No. Description Corr I Corr II

Govt. PVt. Govt. PVt.
Comm. Res. Comm. Res.
1. Stations 4.2 -- 0.80 0.30 0.60 1.53
2. Running Section 0.50 6.80 0.80 0.55 0.980 1.17
3. RSS/TSS 1.20 -- -- 1.20 -- --
4. Depots 11.51 -- -- 12.11 -- --
Total 17.41 6.80 1.60 14.16 1.58 2.70
Total Land required for both corridors: 31.57Ha (Govt.) + 12.68Ha (Pvt.) = 44.25 Ha.
EXECUTIVE SUMMARY
0.6 TRAIN OPERATION PLAN
0.6.1 OPERATION PHILOSOPHY
The underlying operation philosophy is to make the MRT 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 short train consist of 4 coaches with high frequency service which can be increased to
6 Coaches to meet future requirements.
• Multi-tasking of train operation and maintenance staff.
Salient Features of the proposed trains operation plan are:-
• 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 these corridors has been taken as 33 Kmph for Corridor-1 & 31
Kmph for Corridor-2.
Requirements of coaches is calculated based on following assumptions:-
The basic unit of 4-car train comprising of DTC-MC-MC- DTC configuration has been selected
for the Pune Metro Corridors for the year 2018, 2021 & 2031.
Composition
DTC : Driving Trailer Car
MC : Motor Car
TC : Trailer Car
4 Car Train Composition DTC + MC + MC+ DTC
6 Car Train Composition DTC + MC + TC + MC + MC + DTC
Capacity
DTC : 247 passenger (Sitting-43, Crush Standing-204)
TC/MC : 270 passenger (Sitting-50, Crush Standing-220)
4 Car Train: 1034 Passengers (Sitting-186, Crush Standing-848)
EXECUTIVE SUMMARY
Based on Train formation and headway as decided above to meet Peak Hour Peak Direction
Traffic Demand, Rake requirement has been calculated and enclosed as Attachment V & has
been tabulated below:
Table 0.6 – Rake Requirement
Corridor Headway
Year No. of Rakes Rake Consist No. of Coaches
(min)
Pune Metro 2018 4 19 4 car 76
Corridor-1 2021 3.5 22 4 car 88
2031 3.5 22 4 car 88
Corridor Headway
(min)
Corridor-2 2021 8 10 4 car 40
2031 6.5 12 4 car 48
Requirements of coaches is calculated based on following assumptions-
(i) Train Composition planned as under

• 4 Car Train Composition : DTC-MC-MC-DTC
Train Carrying Capacity of 4 Car Train : 1034 passengers
(ii) Coach requirement has been calculated based on headway during peak hours.
(iii) Traffic reserve is taken as one train per section to cater to failure of train on line and
to make up for operational time lost.
(iv) Repair and maintenance reserve has been estimated as 8 % of total requirement (Bare
+Traffic Reserve).
(v) The calculated number of rakes in fraction is rounded off to next higher number.
(vi) Schedule speed is taken as 33 KMPH & 31 KMPH respectively for Corridor 1 & 2.
(vii) Total Turn round time is taken as 6 min at terminal stations.
0.7 POWER REQUIREMENTS
Power supply is required for operation of Metro system for running of trains, station
services (e.g. lighting, lifts, escalators, tunnel ventilation system, signaling & telecom, fire
fighting etc) and workshops, depots & other maintenance infrastructure within premises of
EXECUTIVE SUMMARY
metro system. The major component of power supply is traction requirements for elevated
sections and auxiliary requirements for Underground section.
The power requirements of a metro system are determined by peak-hour demands of

power for traction and auxiliary applications. Broad estimation of auxiliary and traction
power demand is made based on the following assumptions:-
(i) Specific energy consumption of rolling stock – 70KWh/1000 GTKM

(ii) Regeneration by rolling stock – 30%.
(iii) Elevated/at –grade station load – initially 200KW, which will increase to 300 KW
inclusive of Property Development loads in the year 2031.
(iv) Underground Station load – initially 2000 kW, which will increase to 2500 kW in the
year 2031.
(v) Depot auxiliary load – initially 1000KW, which will increase to 2000 KW in the year
2031.
Keeping in view of the train operation plan and demand of auxiliary and traction power,
power requirements projected for the year 2018, 2021 and 2031 are summarized in table
0.7 below :-
Table 0.7 - Power Demand Estimation (MVA)
Year
Corridor 2018 2021 2031.
Corridor – 1 Traction 6.8 7.6 7.6

Pimpri Chinchwad––Shivaji Auxiliary 18.9 20.0 26.6
nagar – Swar Gate. 25.7 27.6 34.2
[16.59 km & 15 Stns. (6 U/G)].
Kothrud Depot (Vanaz) – Pune Auxiliary 5.2 7.3 11.7
railway station – Ram Vadi. 8.0 10.9 15.9
[14.93 kms & 16 Stns.].
Sources of Power Supply
The high voltage power supply network of Pune city has 220kV and 132kV and network to
cater to various types of demand in vicinity of the proposed corridor. 220 kV Sub Stations
are generally located at outskirts of the city. 220/132 kV sub stations and some 132 KV
Transmission lines are located /passing near to the alignment of Corridors. Keeping in view
the reliability requirements, two input sources of 132 kV Voltage level are normally
EXECUTIVE SUMMARY
considered for each corridor. Accordingly, two Receiving Sub Stations (132 / 33/25 kV) are
proposed to be set up for Corridor I & Corridor –II each. Based on the discussions with Pune
power supply authorities, it is proposed to avail power supply for traction as well as
auxiliary services from the following grid sub-stations at 132 kV voltage through double
cable feeders. The input sources for these four grid sub stations are different therefore the
reliability enhances further: Sources of Power Supply is given in Table 0.8.
Table 0.8 - Sources of Power Supply
Corridor Grid sub-station Location of

(with Input voltage) RSS of Metro Authority
Chinchwad GSS Near PCMC
Corridor – I (220 / 132kV) (132 / 33/25 kV).
PCMC –Swargate. Ganesh Khind RSS near Agriculture
GSS (220 / 132 kV). College
(132 / 33/25 kV)
Corridor – II By LILO From 132 KV Near Kachara Depot
Kothrud Depot (Vanaz) transmission line at (132 / 33/25 kV)
- Ram Vadi. Kothrud
Khardi Grid Sub Station Near RamVadi
(220 / 132 kV). (132 / 33/25 kV)
Summary of expected power demand at various sources is given in Table – 0.9.
Table 0.9 - Power Demand Projection for various sources
Corridor Input Source k Demand – Normal Demand – Emergency

(MVA) (MVA)
2018 2031 2018 2031
Corridor – I RSS Near PCMC office
Pimpri Chinchwad – Traction 3.8 4.3 6.8 7.6
Shivaji nagar – Auxiliary 2.2 5.6 18.9 26.6
Swargate Sub – Total (A) 6.0 9.9 25.7 34.2
RSS near Agriculture
College
Traction 3.0 3.3 6.8 7.6
Auxiliary 16.7 21.0 18.9 26.6
Sub – Total (B) 19.7 24.3 25.7 34.2
TOTAL (A + B) 25.7 34.2
Corridor – II RSS near Kachara Depot
Kothrud Depot Traction 2.0 2.7 2.8 4.2
(Vanaz)–Pune Auxiliary 3.2 6.8 5.2 11.7
EXECUTIVE SUMMARY
Corridor Input Source k Demand – Normal Demand – Emergency

(MVA) (MVA)
2018 2031 2018 2031
railway station- Total 5.2 9.5 8.0 15.9
RamVadi. RSS Near Ramvadi
Traction 0.8 1.5 2.8 4.2
Auxiliary 2.0 4.9 5.2 11.7
Total 2.8 6.4 8.0 15.9
TOTAL (A + B) 8.0 15.9
Auxiliary Supply Arrangements for Stations & Depot
Auxiliary sub-stations (ASS) are envisaged to be provided at each station (3 ASS’s for
Underground stations and 1 ASS for elevated station) for stepping down 33 kV supply to
415 V for auxiliary applications. A separate ASS is required at depot. The ASS will be located
at mezzanine or platform level inside a room. The auxiliary load requirements have been
assessed at 200kW for elevated / at-grade stations which is likely to increase up to 500 KW
in the year 2031 and 2000 kW for Underground Station which is likely to increase up to
2500 KW in the year 2031. In order to meet the requirement of auxiliary power two dry
type cast resin transformers (33/0.415kV) of 500kVA capacity are proposed to be installed
at the elevated stations (one transformer as standby) and one transformer of 1.6 MVA at
each underground ASS. For Property Development within the footprints of the station, a
provision to add third transformer at a later date may be kept at elevated station.
Standby Diesel Generator (DG) Sets
In the unlikely event of simultaneous tripping of all the input power sources or grid failure,
the power supply to stations as well as to trains will be interrupted. It is, therefore,
proposed to provide a standby DG set of 200 KVA capacities at the elevated stations and 2 X
1000/750 KVA at Under Ground Stations to cater to the following essential services:
(i) Essential lighting

(ii) Signaling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system
Silent type DG sets with low noise levels are proposed, which do not require a separate
room for installation.
EXECUTIVE SUMMARY
Supervisory Control and Data Acquisition (SCADA) System
The entire system of power supply (receiving, traction & auxiliary supply) shall be
monitored and controlled from a centralized Operation Control Centre (OCC) through
SCADA system. Modern SCADA system with intelligent remote terminal units (RTUs) shall
be provided. Optical fibre provided for telecommunications will be used as communication
carrier for SCADA system.
Digital Protection Control System (DPCS) is proposed for providing data acquisition, data
processing, overall protection control, interlocking, inter-tripping and monitoring of the
entire power supply system consisting of 132/33kV ac switchgear, transformers, 25 KV ac
switchgear and associated electrical equipment. DPCS will utilize microprocessor-based
fast-acting numerical relays & Programmable Logic Controllers (PLCs) with suitable
interface with SCADA system.
Energy Saving Measures
Energy charges of any metro system constitute a substantial portion of its operation &
maintenance (O & M) costs. Therefore, it is imperative to incorporate energy saving
measures in the system design itself. The auxiliary power consumption of metros is
generally more than the traction energy consumed by train movement during initial years of
operation. Subsequently, traction power consumption increases with increase in train
frequency/composition in order to cater more traffic. The proposed system of Pune Metro
includes the following energy saving features:
(i) Modern rolling stock with 3-phase VVVF drive and lightweight stainless steel
coaches has been proposed, which has the benefits of low specific energy
consumption and almost unity power factor.
(ii) Rolling stock has regeneration features and it is expected that 30% of total
traction energy will be regenerated and fed back to 25 KV ac OHE to be
consumed by nearby trains.
(iii) Effective utilization of natural light is proposed. In addition, the lighting

system of the stations will be provided with different circuits (33%, 66% &
100%) and the relevant circuits can be switched on based on the requirements
(day or night, operation or maintenance hours etc).
(iv) Machine-room less type lifts with gearless drive have been proposed with 3-
phase VVVF drive. These lifts are highly energy efficient.
(v) The proposed heavy-duty public services escalators will be provided with 3-
phase VVVF drive, which is energy efficient & improves the power factor.
EXECUTIVE SUMMARY
Further, the escalators will be provided with infrared sensors to automatically

reduce the speed (to idling speed) when not being used by passengers.
(vi) The latest state of art and energy efficient electrical equipment (e.g.
transformers, motors, light fittings etc) have been incorporated in the system
design.
(vii) Efficient energy management is possible with proposed modern SCADA system
by way of maximum demand (MD) and power factor control.
8.0 VENTILATION AND AIR-CONDITIONING SYSTEM
The underground stations of the Metro Corridor are built in a confined space. A large
number of passengers occupy concourse halls and the platforms, especially at the peak
hours. The platform and concourse areas have a limited access from outside and do not
have natural ventilation. It is therefore, essential to provide forced ventilation in the stations
and inside the tunnel for the purpose of:-
• Supplying fresh air for the physiological needs of passengers and the authority’s
staff;
• Removing body heat, obnoxious odors and harmful gases like carbon dioxide
exhaled during breathing;
• Preventing concentration of moisture generated by body sweat and seepage of
water in the sub-way;
• Removing large quantity of heat dissipated by the train equipment like traction
motors, braking units, compressors mounted below the under-frame, lights and fans
inside the coaches, A/c units etc.;
• Removing vapour and fumes from the battery and heat emitted by light fittings,
water coolers, Escalators, Fare Gates etc. working in the stations;
• Removing heat from air conditioning plant and sub-station and other equipment, if
provided inside the underground station.
This large quantity of heat generated in M.R.T. underground stations cannot be extracted by
simple ventilation, especially when the outdoor air temperature and humidity is high. It is,
therefore, essential to provide mechanical cooling in order to remove the heat to the
maximum possible extent. As the passengers stay in the stations only for short periods, a
fair degree of comfort conditions are considered appropriate. In winter months it may not
be necessary to cool the ventilating air as the heat generated within the station premises
would be sufficient to maintain the comfort requirement.
EXECUTIVE SUMMARY
The train heat generated inside the tunnel sections would be removed by the train piston
action. It is envisaged that for the design outside conditions, it may not be necessary to
provide forced ventilation using Tunnel Ventilations Fans for normal operating conditions.
The two tunnel ventilation shafts would be required at the end of the stations. As the
maximum inter station distance in under ground stations is 1057.7m therefore considering
the ultimate train headway the mid tunnel ventilation shaft would not be required. These
end-shafts at the stations also serve as Blast Relief Shafts i.e. the piston pressure is relieved
to the atmosphere before the air-blast reaches the station.
Tunnel Ventilation Systems (TVS)
The TVS is provided in a Subway system essentially to carry out the following functions:
(a) Train Pressure relief during normal operation

(b) Ventilation during maintenance periods, if required
(c) Removal of smoke during emergency conditions
(d) Maintenance of smoke free evacuation route and provision of adequate fresh air
during fire related emergencies.
Ventilation and Air Conditioning of Ancillary Spaces
Ancillary spaces such as staff room, equipment plant room, will be mechanically ventilated
or air conditioned in accordance with the desired air change rates and
temperatures/humidity.
Station Air Conditioning
The platform and concourse areas will be air-conditioned using supply ‘air handling units’
located in Environmental Control plant rooms throughout the station. Each platform will be
served by at least two separate air handling units (AHU’s) with the distribution systems
combined along each platform to ensure coverage of all areas in the event of single
equipment failure. Based on the initial estimation about 6 units (2 for the concourse each
with 18 cum/s and 4 for the platform each having 24 cum/s air-flow) would be needed for
the full system capacity.
Tunnel Ventilation System
As described earlier tunnel ventilation fans will be installed in each of the fan rooms near
vent shafts. There shall be two fans in a fan room at each end of the station. The fan capacity
depends on the inter-station distances and may vary from 60 m3/s to 100 m3/s. The exact
capacity will be obtained through the simulation during detailed stage. If necessary, nozzle
EXECUTIVE SUMMARY
type structures made up of concrete or steel may also be constructed to achieve desired
airflow and air velocity in the tunnel sections. Alternatively booster fans (jet fans) may be
installed to direct the flow in the desired direction. These fans may also be used for
emergency ventilation at crossover locations.
Space Requirement for VAC System
The station air conditioning and tunnel ventilation equipment plant room are normally
located at each end of the concourse for the two level stations. The approximate area for air
handling equipment room would be 400 sq. m and for tunnel ventilation fan room would be
600 sq. m. respectively at each end of the station. The tunnel vent shafts of approximately 20
sq. m. area will be constructed at each end of the stations. There shall be supply shaft and
exhaust shafts at the stations of similar dimensions. For the underground stations with large
inter station distances there may be necessity of constructing mid tunnel shaft. Considering
the ultimate headway of 3-minute and the inter-station distances in Pune metro corridor the
mid tunnel ventilation shafts are not required.
However, the adjacent station’s end shafts will have fans with higher pressure since thrust
required will be more. We can reduce the pressure (and also fan power requirement) if
booster fans are used but this is preferred if cut-cover tunnel sections is there. Computer
simulation during design stage would tell about the need of mid tunnel cooling dumping.
Although increase in in-bound dumping can eliminate this need. Train AC condensers
should work at full load till 50 oC.
Control and monitoring Facilities
For the underground stations the control and monitoring of station services and systems
such as station air-conditioning, ventilation to plant rooms, lighting, pumping systems, lifts
& Escalators, etc shall be performed at Station Control Room (SCR). However, the operation
and control of Tunnel Ventilation as well as Smoke Management system will normally be
done through OCC. All these systems shall be equipped with automatic, manual, local and
remote operation modes. The alarms and signals from the equipment at stations shall be
transmitted to the OCC via communication network (such as FOTS).
0.9 MAINTENANCE DEPOTS
Two Depot-cum-Workshops are proposed, one near Hill Range station for Corridor 1 and
the other at Kothrud near Vanaz station for Corridor 2. These depots will be used for
stabling of trains, cleaning, schedule inspections, wheel-re-profiling, minor & major repairs
as well as Overhauls. Trains operational on the two corridors shall have stabling facilities at
terminal station also.
EXECUTIVE SUMMARY
It is proposed that Depot cum Workshop near Hill Range station may be used for stabling,
washing, scheduled inspection, wheel re-profiling and overhaul for Corridor 1 while the
depot at Kothrud (smaller in size) may be used for stabling, washing & scheduled
inspections for corridor 2. Since the platforms on both the corridors have been planned for
the length of 6-car train formations, the inspection sheds and workshops sheds are also
proposed to be dimensionally in accordance with the length of 6-car formation. Each Depot
will comprise of an inspection shed consisting an inspection bay and a workshop bay.
0.10 ENVIRONMENT IMPACT ASSESSMENTS AND MANAGEMENT
A detailed Environmental Impact Assessment Study has been carried out along the
proposed alignment. As a part of this study, comprehensive environmental baseline data
was collected. Both positive and negative impacts of the project were assessed in detail. The
project has many positive environmental impacts like reduction in traffic congestion, saving
in travel time, reduction in air and noise pollution, lesser fuel consumption, lesser road
accidents etc. However, the project has some negative impacts especially during
implementation of the project. An important environmental consideration of this project is
that neither any forest area nor any plants/ trees of endangered species exist along the
proposed alignment, though 685 trees will need to be uprooted. A few
residential/commercial structures are affected. To minimize the negative environmental
impacts, an Environmental Management Plan has been drawn up.
0.11 COST ESTIMATES
The overall capital cost for PCMC - Swargate Corridor, at November 2015 price level, works
out to Rs.5333 crores, excluding taxes and duties, but including general charges & design
charges @ 5% on all items except land and 3% contingencies on all items. The abstract
capital cost estimates are shown at Table below:-
Table 0.10 - Capital Cost Estimate of PCMC – Swargate (Corridor I )

(November 2015 Price Level)
Corridor I (PCMC-SEWARGATE SECTION)

Total length = 16.589 km, UG= 5.019 km (TBM = 4.114 km, C&C = 0.905 km), Elv =
11.570 km
Total Station = 15 nos, UG = 6, Elv =9
S. No. Amount
Item Unit Rate Qty. (Rs. in Cr.)
Without taxes
1.0 Land 503.94
1.1 R & R incl. Hutments etc. R Km 3.55 17.589 62.40
EXECUTIVE SUMMARY
Sub Total (1) 566.34

2.0 Alignment and
Formation
Underground section by
R.
2.1 T.B.M excluding station 150.00 3.074 461.10
Km.
length (260m each)
Underground section by
Cut & Cover excluding R.
2.2 100.00 0.385 38.50
Station length (260m Km.
each)
2.3 Elevated section including R.
33.00
station length Km. 11.570 381.81
2.4 R.
19.80
Entry to depot at grade Km. 1.000 19.80
3.0 Station Buildings
3.1 Underground Station(260
m length) incl. EM works,
lifts, escalators, VAC etc. Each
a Underground Station- Civil
works Each 150.00 6.000 900.00
b Underground Station- EM
works etc. Each 60.00 6.000 360.00
3.2 Elevated stations Each
a Type (A) way side- civil
works Each 26.00 5.000 130.00
b Type (A) way side- EM
works etc Each 11.81 5.000 59.05
c Type (B) Way side with
signalling-civil works Each 25.89 2.000 51.78
d Type (B) Way side with
signalling-EM works etc Each 11.81 2.000 23.62
e Type (C), Terminal station
-civil works Each 29.01 2.000 58.02
f Type (c), Terminal station
-EM works Each 11.81 2.000 23.62
3.3 Metro Bhawan & OCC LS
bldg.
a Metro Bhawan & OCC LS
bldg.-civil works 56.25
b Metro Bhawan & OCC LS
bldg.-EM works etc 18.75
Sub Total (3) 1681.09
4.0 Depot LS
a Civil works LS 100.00
EXECUTIVE SUMMARY
b EM works etc LS 50.00

Sub total (4) 150.00
5.0 P-Way
5.1 Ballastless track for
R.
elevated & underground 7.85 16.589 130.22
Km.
Section
5.2 Ballasted track for at R.
3.93 5.000 19.63
grade alignment in depots Km.
6.0 Traction & power supply
incl. OHE, ASS etc. Excl.
lifts & Escalators
6.1 UG Section R.Km. 15.39 5.019 77.25
6.1 Elevated & at grade R.Km.
section 10.34 12.570 129.98
7.0 Signalling and Telecom.
7.1 Sig. & Telecom. R.
Km. 15.73 17.589 276.63
7.2 Automatic fare collection Stn.
a)Underground section Each 5.41 6.000 32.45
b) Elevated stations Each 5.41 9.000 48.67
8.0 Misc. Utilities, R.
roadworks, other civil Km.
works such as median
stn. signages
Environmental
protection
a Civil works+EM works R.
Km. 7.18 16.589 119.15
9.0 Rolling Stock Each 10.60 76.000 805.62
10.0 Capital expenditure on LS
security
11.0 Total of all items except
Land 4391.90
12.0 General Charges incl.
Design charges @ 5 %
on all items except land 219.60
EXECUTIVE SUMMARY
13.0 Total of all items

including G. Charges
except land 4611.50
14.0 Contingencies @ 3 % 138.34
15.0 Gross Total 4749.84
Cost without land = 4750
Cost with land = 5333
The overall capital cost for Vanaz – Ramvadi Corridor at November 2015 price level, works
out to Rs. 2794 crores, excluding taxes and duties, but including general charges & design
Table 0.11 - Capital Cost Estimate of Vanaz – Ramvadi (Corridor II)

Corridor II (VANAZ-RAMVADI SECTION)

Total length = 14.665 km, UG= 0 km , Elv = 14.665 km
S. No. Amount (Rs.
Item Unit Rate Qty. in Cr.)
Without taxes
1.0 Land 282.77

1.1 R & R incl. Hutments etc. R. 3.55
Km. 15.665 55.58
2.0 Alignment and
Formation
2.1 Elevated section including R.
station length Km. 33.00 14.665 483.97
2.2 R.
Entry to depot at grade Km. 19.80 1.000 19.80
a Type (A) way side- civil
works Each 26.00 12.000 312.04
b Type (A) way side- EM
works etc Each 11.81 12.000 141.69
Each 25.89 2.000 51.78
EXECUTIVE SUMMARY
signalling-civil works

e Type (C), Terminal station
-civil works Each 29.01 2.000 58.02
f Type (c), Terminal station -
EM works Each 11.81 2.000 23.62
3.3 Metro Bhawan & OCC LS
bldg.
a Metro Bhawan & OCC LS
bldg.-civil works 0.00
b Metro Bhawan & OCC LS
bldg.-EM works etc 0.00
4.0 Depot LS
5.0 P-Way
5.1 Ballastless track for
R.
elevated & underground 7.85 14.665 115.16
Km.
Section
5.2 Ballasted track for at grade R.
3.93 5.000 19.63
alignment in depots Km.
6.0 Traction & power supply
incl. OHE, ASS etc. Excl.
lifts & Escalators
6.1 Elevated & at grade R.Km.
section 10.34 15.665 161.99
7.1 Sig. & Telecom. R.
Km. 15.73 15.665 246.37
Elevated stations Each 5.41 15.000 81.12
8.0 Misc. Utilities, R.
roadworks, other civil Km.
works such as median
stn. signages
Environmental
protection
a Civil works+EM works R. 3.79 14.665 55.57
EXECUTIVE SUMMARY
Km.
Sub Total (8) 55.57
security
11.0 Total of all items except
Land 2261.18
12.0 General Charges incl.
Design charges @ 5 %
on all items except land 113.06
13.0 Total of all items
including G. Charges
except land 2374.23
EXECUTIVE SUMMARY
0.12 FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS
The FIRR of subject metro with central taxes is positive i.e., 4.48% (when PD and other
income is not considered) and with PD and additional income the FIRR is 12.08%.
Therefore the corridors are recommended for implementation with additional income.
FIRR has been calculated without taking in to account the revenue from sale of additional
FAR.
Table 0.12 - Fare Structure in 2020-21
Distance in DMRC Fare Pune Metro
Kms as Revised Fare (Rs.) in
in 2009 2020-21
0-2 8 10
2-4 20
4-12 10 30
12-18 12 40
>18 15 50
The funding pattern assumed under government owned SPV model is placed in Table 0.13
as under:-
Table 0.13 - Funding pattern under SPV model (with Taxes & Duties)
With Taxes & Duties
Particulars Amount
% Of contribution
(Rs/Crore)
Equity By GOI 1419.50 13.40%
Equity By GOM 1419.50 13.40%
SD for CT by GOM (50%) 698.50 6.60%
SD for CT by GOI (50%) 698.50 6.60%
Total 10590.00 100.00%
SD by GOM for Land including R&R cost
312.40
and State taxes
1249.60
Total 12152.00

IDC = 28Cr.)
EXECUTIVE SUMMARY
In addition to the above, State Taxes of Rs.630 crore on completion cost basis has to be
either reimbursed or exempted or to be provided as subordinate debts by state government
Property Development
PMC has intimated that they will make available 6.4435 Hectare of the land , the plots
already identified by them and given in Civil Engineering chapter. In addition, it is assumed
that air space of 4 Hectare of the Depot land in Agriculture university area will also be
commercially exploited for supporting this project. Thus, 10.4435 hectares land will be
developed with the involvement of established Developers. It is assumed that FAR of 4 will
be allowed for the commercial exploitation of these plots for the project. It is expected that
it may yield up front receipt of Rs.600 Crores. Also, the property development models can
be designed in a way that not only the upfront receipts but also the regular revenue in the
development of lease rentals can be ensured to supplement the fare box collection and
reduce the fare structure. PMC has confirmed that additional FAR of 4 can be adopted for
calculating the earnings from Property Development.
Earnings from FSI
In addition to the above, earnings from sale of additional Floor Area Ratio (FAR) along both
the corridors are also possible. The rate of sale of additional FAR has been taken as Rs.
10000 per Sq. m. These earnings from the densification of the corridor and sale of Floor
Surface Index (FSI) have been taken as recurring income during the first four years of
operation. The details of estimated earnings from additional FSI are as under: -
Total length of corridor X 50% (% length of the corridor possible for densification) X 1000
X 60% X additional FAR of 4 = 31.514 KM X 50% X 1000 X 60% X 4X 10000 = Rs. 37817
crore. It is felt that this amount will not come in one year or two but may be achievable only
in about 20 years time. However, for this project only Rs. 2000 crores earnings from sale of
FSI have been assumed in the first four years of construction period @ 10%, 30%, 30% &
30% (2000 crores) each year respectively. However the income from sale of FSI has not
been taken into account while working-out FIRR.
Recommendation
(B) The FIRR of Subject Metro with taxes and considering additional sources of revenue
through (i) additional development charges and (ii) surcharge of 1% on registration fees
on sale of Properties as brought out in table 12.9.1(b) is 12.08%. Therefore the Pune
Metro Project Phase I comprising Corridor 1 and Corridor 2 is recommended for
implementation.
The total fund contribution of GOI & GOM under various alternatives is tabulated in
Table 0.14
EXECUTIVE SUMMARY
Table 0.14 - Fund Contribution of GOI & GOM

(Rs. In crore)
Particulars SPV Model BOT
GOI 2118.00 2118.00
GOM & State’s/ULB other
contributions 3708.50 6064.00
Total 5826.50 8182.00
The funding pattern assumed under SPV model is depicted in the pie chart i.e., Figure 0.1
as under: -
Equity By GOI
2.42%
13.40% Equity By GOM
13.40% SD for CT By Gom (50%)
6.60% sd FOR CT By GOI (50%)

57.31%
6.60% Grand By Local Bodies
PTA against JICA Loan @1.40%

PA/Market Borrowing @12%
0.27% Loan from Financial Institution
Figure 0.1 Funding Pattern - SPV Model
0.13 ECONOMIC ANALYSES
After generating the cost and benefit stream table, values of economic indicators are derived
and are presented in table 13.10. Project period is 2016-2047, EIRR at present rate is found
to be 16.32% and B/C ratio as 3.24 and with 12 % discount, EIRR is 3.85% and B/C ratio is
1.41. EIRR (fixed cost excluding all taxes-economic value) is found to be 21.53% and B/C
ratio as 9.73 and with 12 % discount, EIRR is 8.51% and B/C ratio is 2.34.
EXECUTIVE SUMMARY
0.14 IMPLEMENTATION PLAN
Way Forward for Implementing Pune Metro Project
On receipt of the Detailed Project Report, following action will be required for implementing
the Corridor-1 & Corridor-2 of Pune Metro:
• Approval to the Detailed Project Report to be taken from Maharashtra State

Government (Cabinet approval).
• The DPR to be forwarded to the Ministry of Urban Development, Planning

Commission and Finance Ministry with the request for approving the Metro project
and for financial participation through equity contribution in the SPV.
• Signing of an MOU between Maharashtra State Government and Government of

India giving all details of the Joint Venture bringing out the financial involvement of
each party, liability for the loans raised, the administrative control in the SPV, policy
in regard to fare structure, operational subsidy, if any, etc.
• Set up a Special Purpose Vehicle (SPV) for implementing the project and for its
subsequent Operation & Maintenance.
• The Government of India is considering enactment of a Central legislation to give

legal cover for construction and maintenance of Metros in other cities. Under this
Central enactment, State Governments will have to frame the rules and procedures
for implementation.
• The State Government should formulate the funding plan for executing this project
and get the same approved by the Government of India. The loan portion of the
funding will have to be tied up by State Government in consultation with the
Government of India.
• The Government should freeze all developments along the corridors suggested. For
any constructions within 50 m. of the proposed alignment a system of ‘No Objection
Certificate’ should be introduced so that infructuous expenditure at a later stage is
avoided.
EXECUTIVE SUMMARY
Organisational Set-Up of PMMRC
The PMMRC Organisation, as stated earlier, should be very lean but effective. It will consist
of a non-executive Chairman, a Managing Director with full Executive Powers (in Schedule
‘A’) and three Functional Directors (in Schedule ‘B’) including Director (Finance). All the
three Functional Directors will be full members of the Management Board. The Directors
will be assisted by Heads of Departments in each of the major disciplines and they in turn
will have Deputy Heads of Departments. The organisation should be basically officer-
oriented with only Personal Assistants and Technical Assistants attached to senior officers
by eliminating unproductive layers of staff such as Peons, Clerks, etc. We strongly
recommend that the total organisational strength is limited to 45 to 50 eliminating too many
tiers to enable faster decision-making. An organizational chart for MMRC is enclosed.
It is necessary for the PMMRC officers to get exposed to the Metro technology and Metro
culture through study tours of some of the selected foreign Metros and Delhi/Calcutta
Metros.
Implementing a metro project in a congested metropolis is indeed a challenge. In sheer size,

magnitude and technical complexity there are no parallels to metro projects. Further, these
projects are to be carried out in difficult urban environment without dislocating city life,
while at the same time preserving the environment. The project involves integration of a
number of complex technical systems – some of these technologies used in these systems
are totally new to the country – each one of which is a major project by itself. Interfacing
various system contracts is a difficult and highly skilled exercise. Side by side, timely and
adequate funds have to be assured for implementation and lands, without encumbrances,
have to be taken possession of in time. Clearances from the local authorities have to be
taken permission to cut trees, diversion of utilities, management of road traffic, etc., all of
which will call for an efficient and competent project implementing agency.
Metro projects cannot be executed the way Government agencies execute projects in this
country. Timely completion is very important to safeguard the financial viability. Competent
and skilled technical personal to man such an organisation are difficult to mobilize. In fact
such experienced persons are not readily available in the country. Being a rail based project,
for most of the systems such as rolling stock, signaling, telecommunication, traction power
supply, etc., persons with railway background would be necessary.
Since PMMRC will not have the required expertise and experienced manpower to check and
monitor the General Consultants it may be necessary to engage Prime Consultants from the
very start of GC’s assignment who will do this job on behalf of PMMRC. Delhi Metro Rail
Corporation can be considered for being appointed as Prime Consultant to PMMRC.
EXECUTIVE SUMMARY
Implementation through SPV
Once the SPV is formed, it has to take action for appointment of General Consultants
for project management including preparation of tender documents. Till the General
Consultants are in position, PMMRC should appoint an interim Consultant for all
preliminary and enabling jobs such as land acquisition, detailed design of civil
structures, utility diversions, etc.
A suggested project implementation schedule is given below. The proposed date of

commissioning of the section with suggested dates of important milestones is given
in Table 0.15.
Table 0.15 - Implementation Schedule through SPV
S. No. Item of Work Completion Date

1. Submission of Final DPR to State Govt. D
2 Approval of DPR by State Government D+30
3 Appoint interim Consultant for preliminary D+30
works
4 Approval of Project by Empowered Committee D+60
5 Sanction of Project by EGOM. D+90
6 Appoint General Consultant D+270
7 Tendering, Execution of works and D+300 to D+1600
Procurement of equipments, coaches and
installations
8 Testing and Commissioning D+1600 to D+1700
9 Revenue Operation D+1700
Both corridors can be divided into sections for the purpose of commercial opening
in stages. In first stage, line No. 2 (completely elevated) and elevated portion of
Corridor 1 up to ShivajiNagar Station (Underground) will be opened. Both Depots
should also be available for commercial operation.
Concessions from Government
Metro rail projects need very heavy investment. Loans have invariably to be taken to fund a
part of the capital cost of the projects. These projects yield low financial internal rate of
return. With reasonable fare level, servicing of these loans often pose problems. To make the
project financially viable, therefore, the fares need to be substantially increased to socially
un-acceptable levels. This results in the ridership coming down significantly, as it is
EXECUTIVE SUMMARY
sensitive to increases in the fare level. Thus the very objective of constructing the metro rail
system to provide an affordable mode of mass travel for public is defeated. It, therefore,
becomes necessary to keep the initial capital cost of a metro project as low as possible so
that the fare level of the metro system can be kept at reasonable level
Posting of OSD
Since sanction of Pune Metro may take some time, It is recommended that Maharashtra
State Government should urgently post an Officer on Special Duty (OSD) with adequate
powers to process and persue sanction for this project and to take preliminary steps
required for its implementation.
Need For Dedicated Fund For Metro Projects
We also strongly recommend that the State Government start building up funds for the
project through dedicated levies as has been done by other State Governments notably
Karnataka.
To enable the State Governments to provide their share of equity in the Special Purpose
Vehicles set up for such projects, it would be necessary to constitute a Special Metro Fund at
the State Government level. The State Governments should resort to imposition of dedicated
levies for raising resources for these Funds. Areas where such dedicated levies are possible
is given below:
• A 50% cess on the tax levies for registration of road vehicles.

• A Surcharge on fuel (petrol, diesel).
The above two levies would also assist to discourage the use of personalized vehicles and
encourage the use of public transport, which would not only reduce the pollution level in the
city but also reduce traffic congestion on the road.
• Metro Tax @ 2% on pay rolls of all establishments having more than 100 employees.
Such cess is in existence in a number of Western countries for raising resources for
metro rail. The employer’s benefit a good deal by good Metro System.
• Surcharge @ 10% on luxury tax on the earning of all Star Hotels. At present level, the
luxury tax is 10%. The surcharge will raise the level to only 11%. Chinese cities have
adopted this scheme.
0.15 CONCLUSIONS AND RECOMMENDATIONS
Pune has witnessed enormous industrial growth during the last 10 years. Rapid
urbanization in the recent past has put the city’s travel infrastructure to stress. With a large
EXECUTIVE SUMMARY
number of units have come up both in small scale as well as in heavy & medium scale
industry, etc., traffic in the city is expected to shoot up. Being thickly populated area, Pune’s
traffic needs cannot be met by only road-based system.
The existing urban transport system of Pune City which is road-based has already come
under stress leading to longer travel time, increased air pollution and rise in number of road
accidents. With projected increase in the population of the city strengthening and
augmenting of transport infrastructure has assumed urgency. For this purpose provision of
rail-based Metro system in the city has been considered.
Studies have brought out that a Medium Metro with carrying capacity of about 25,000
phpdt will be adequate to meet not only the traffic needs for the present but for the future
30 to 40 years also. A Medium Metro System consisting of two Corridors namely (i) PCMC –
Swargate Corridor (16.59 km) and Vanaz - Ramvadi Corridor (14.67km) at an estimated
completion cost of Rs. 11522.00 crores (Central taxes & duties) to be made operational has
accordingly been recommended
After examining the various options for execution of Pune Metro Project, it has been
recommended that the project should be got executed at DMRC Pattern.
(C) While the Financial Internal Rate of Return (FIRR) for the Project has been assured as
12.08% without additional Property development but with additional revenue from
development charges and 1% surcharge on Registration fees on the sale of Properties. The
Economic Internal Rate of Return (EIRR) works out to 16.32%
To avoid delays in processing the clearance for the Project, It is suggested that immediately
on receipt of the DPR, the State Government should approve it ‘in principle’ and forward the
DPR to the Secretary, Ministry of Urban Development, Government of India, advising the GOI
of the State Government’s intention to take up the Project on DMRC pattern requesting for
the latter’s “in principle” clearance to go ahead with the Project.
Since the SPV to be set up to get the project implemented and initially the SPV may lack in
expertise, it will be necessary to engage Interim Consultants for the first one year who will
do this job on behalf of the SPV in preparation of land plans, transferring the alignment from
drawing to the ground, fixing the contracts for some of the selected elevated packages and
depots. Interim consultant will also help in finalization of General Consultants.
To keep a check on the work of General Consultants and to ensure that the Metro is being
constructed to meet the appropriate specifications and safety standards, the SPV will also
need to engage the services of Prime Consultants for having the check on the supervision of
General Consultants and render the necessary advice to SPV on the various technical
matters.
EXECUTIVE SUMMARY
Chapter -1
Introduction
1.1 Back Ground

1.2 Study Area
1.3 Demographic Profile
1.4 Present Study
CHAPTER - 1
INTRODUCTION
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 city is known in
the world map because of its educational, research and development institutions. The
district also has an importance as an important military base. Pune is the most
industrialized district in western Maharastra and a famous IT hub in the country. Pune
exemplifies an indigenous Marathi culture and ethos, in which education, arts & crafts and
theaters are given due prominence. Pune is the cultural capital of Maharastra. It is the birth
place of the poet-saint Tukaram. It is the home of great freedom fighters like Bal Gangadhar
Tilak, Agarkar and Gopal Krishna Gokhale. Jayant Narlikar, the famous contemporary
scientist is from Pune.
1.1.1 Location
Pune district is located between 170 54’ and 100 24’ North latitude and 73019 and 750 10’
East longitude. The district has geographical area of 15.642 sq km. The district is bound by
Ahmadnagar district on the north-east, Solapur district on the south-east, Satara district on
south, Raigad district on the west and Thane district on the north-west. Pune district forms
a part of the tropical monsoon land and therefore shows a significant seasonal variation in
temperature as well as rainfall conditions. Climate of the western region of Pune is cool
whereas the eastern part is hot and dry.
1.1.2 Earhquake Prone Areas
Due to the presence of many structural hills within Pune district, it is likely place for
earthquakes. Small south-west side portion of taluka Bhor and Velha fall under risk zone-IV,
which is high damage risk zone. The remaining part of the district falls under zone –III,
which is moderate risk zone.
1.1.3 Flood Prone Areas
Most of the talukas in Pune district are flood prone. The rivers likely to cause flooding are
rivers - Bhima, Mula, Mutha, Indrayani, Ghod, Mina, Pushpavati, Nira and river Pavana. Due
to heavy rainfall, land slide occurs in taluka Ambegaon, Junnar and Mushi.
FINAL DETAILED PROJECT REPORT FOR PUNE METRO November 2015 36

CHAPTER 1 - INTRODUCTION
1.1.4 Road Network
Pune district is well connected with the state capital and surrounding headquarters through
road and rail linkages. The road network consists of Express Highways. National Highways,
State Highways and Major District Roads. The district has total length of 13,642 km of
roads. Following National Highways pass through the district :
1. National Highway No. 4 (Mumbai-Bangalore)
2. National Highway No. 9 (Pune-Solapur-Hyderabad)
3. National Highway No. 50 (Pune-Nashik).
1.1.5 Rail Network
The district has a total rail network of 311 km. Pune and Daund are the two major junction
stations. Following are the three main Railway routes pass through the district :
1. Mumbai-Pune-Solapur
2. Pune-Miraj
3. Daund-Baramati.
1.1.6 Air Route
Pune is well connected through domestic airlines with the entire country. The airport
located at Lohgaon has recently acquired status of an international airport. Also it is
proposed to develop an international air-cargo hub near Khed Tahsil of the district.
1.2 STUDY AREA
The study area has been taken as the area comprising the present Pune Corporation (PMC),
Pimpri Chinchwad Municipal Corporation (PCMC) and both the cantonment areas namely
Pune and Khadki. The study area also includes the Hinjewadi and surrounding areas where
the IT Parks are coming up.
The zoning system of the study area comprises of 53 zones in the PMC area and 38 zones in
PCMC area. Pune and Khadki cantonments have been considered as two zones. In
addition to 91 internal zones, 13 external zones are considered.
1.3 DEMOGRAHIC PROFILE
The total population of the study area in 2001 was 35.6 lakhs. The break-up of
population is as under:
FINAL DETAILED PROJECT REPORT FOR PUNE METRO August 2013

Pune Khadki Total

PMC PCMC
Cantonment Cantonment
2001 2328349 1083967 80191 77473 35,69,980
The decadal growth in PCMC area is almost 100% in the past 3 decades. PMC area has
registered an average decadal growth of around 35% and a decline in population is
observed in both the cantonments. The population figures of study area for the base year
2011, and estimated population for the horizon years are as under:
Region 2011 2021 2031

PMC 3115431 4807868 5443642
PCMC 1729320 1915320 2106123
Pune Cantonment 67861 88603 93134
Khadki Cantonment 77417 85600 89977
Total 4992040 6899412 7734907
DMRC has been entrusted with the job of preparation of Detailed project report for about 30
Km. of Metro network in Pune metropolitan Authority which includes the city of Pune and
Pimpari Chinchwad, vide the letter No. 9002 dated 05.12.2007 of Pune Municipality.
1.4 PRESENT STUDY
Rapid industrialization and intense commercial developments in the past decades have
resulted in steep rise in travel demand, putting Pune’s transport infrastructure to stress.
With the projected increase in the city’s population, strengthening and augmenting the
existing transport infrastructure has assumed urgency.
Present study has been conducted to identify the main traffic corridors, which will
eventually become the routes for running a grade separated Rail based transport system. As
technology has vastly improved over the years, underground metro rail system is no more a
dream which cannot be translated into reality. Underground metro will be able to connect
different parts of the city area with the developed and developing areas and there is no need
to recommend detouring to avoid the congested parts of the city.
The Objective of the present study is to identify the best metro corridor network for Pune
City. Although the city has relatively low population compared to other metropolitan cities,
an advance planning for a modern transportation system for Pune city shall help it to grow
in terms of industrialization and commercialization. The objective of the study is to identify
the metro corridors for the metro master plan and prioritise the corridors for
implementation. This report also deals to find out the sectional loads on different corridors
including the station loads for the Phase-I.

1.5 Modification of alignment of Corridor–II between Garware College and Civil Court.
As discussed in the meeting taken by the Hon’ble Central Minister, RTH&S on 09.09.2015,
the alignment of Corridor-II has been modified avoiding Jangli Maharaj Road and run along
the left bank of Mutha River between Garware College and Civil Court. Due to this
modification, one more station near Sambaji Park has been proposed for facilitating more
people to use the Metro system. The length of this corridor has slightly reduced by about
261 metre. The revised cost of both the corridors has been arrived at the price level of
today (November, 2015) and Financial Internal Rate of Return (FIRR) & Economic Internal
Rate of Return (EIRR) calculated. Necessary modifications in Civil Engineering Chapter and
Executive Summary have also been made.

Chapter - 2
Traffic Study
2.1 Study Area and Traffic Zoning

2.2 Methodology for Ridership Forecost
2.3 Secondary and Primary Data Collection
2.4 Travel Demand Model Development
2.5 Forecasting of External Trips and Commercial Vehicle Trips
2.6 Traffic Demand Forecasting
2.7 Detailed Estimation of Ridership on the Recommended Metro system
CHAPTER - 2
TRAFFIC DEMAND ANALYSIS
2.1 STUDY AREA AND TRAFFIC ZONING
2.1.1 Study Area
The proposed Metro Rail System will essentially serve both PMC and PCMC areas. Therefore,
the study area has been taken as the area comprising the present Pune Municipal
Corporation area, Pimpri Chinchwad Municipal Corporation area and both the cantonment
areas namely Pune and Khadki. The study area also includes the Hinjewadi and the
surrounding areas where the IT Parks are coming up. The study area adopted in the study is
similar to the one adopted by CES (2004) but with appropriate modifications as stated
above. The map in Fig 2.1 shows the study area. The following sections describe the zoning
system, and the details of road and rail networks adopted for Metro Master Plan study.
2.1.2 Delineation of Traffic Zones
The zoning system of the study has been adopted from a previous study namely Integrated
Traffic Dispersal System for PMC & PCMC carried out by CES in 2004. In addition to the CES
zones a few new developments like Hinjewadi IT Park have been added as new zones. Some
disaggregation has also been done in larger zones like Pashan. The zoning system of the
study area for Metro study comprised 53 zones in the PMC area and 38 zones in PCMC area.
Pune and Khadki cantonments have been considered as two zones. The zones in the study
area are shown in Fig 2.1. In addition to 91 internal zones, 13 external zones are considered.
These external zones represent the catchment of external transport links feeding into the
city.

CHAPTER 2 – TRAFFIC DEMAND ANALYSIS

2.1.3 Planning Variables
The travel demand in an area depends on land use distribution and its intensity. The
variables that describe the travel demand traditionally have been the population,
employment and vehicle ownership. The growth of population, employment and vehicles in
study area and their projection into the future is described in the following sections.
2.1.3.1 Population
The total population of study area in 2001 was 35.6 lakh (more than thrice the 1971
population of 10.7 lakh). This data is given in Table 21.
Table 2.1 - Population Growth in Study Area
PMC PCMC Pune Cantonment Khadki Cantonment

1961 595762 46031 65838 58496
1971 856105 83542 69451 65497
1981 1203351 220966 85986 80835
1991 1566651 517083 82139 78323
2001 2328349 1083967 80191 77473
The decadal growth in PCMC area is almost 100% in the past three decades. PMC area has
registered an average decadal growth of around 35% and a decline in population has been
observed in both the cantonments
The base estimates of population for the horizon years are based on RITES (1998) study. An
equivalency has been established in the form of Zonal equivalency factors between RITES
zoning system and Zoning system adopted for this study for both population and
employment. A lot of modifications have been done to the RITES estimates to incorporate the
dynamics of the development. It has been noticed that the population of PMC has been
underestimated by RITES and the population of PCMC has been overestimated. This finding
was the result of validation of RITES forecasts using 2001 population. Appropriate
diminishing compound annual growth rates have been applied to counter these findings. A
growth rate varying from 5 % in 2001 to 1 % in 2031 has been used for PMC and similarly a
growth rate varying from 9 % in 2001 to 1 % in 2031 has been adopted for PCMC. The
aggregate population of PMC in the year 2031 was limited to the PMC forecast of 56.57 lakh
as per the City Development Plan 2006-2012. The population of the cantonments was
considered to remain constant, keeping in view the steady decline in the past decades. The
forecasts were made in terms of gross population of PMC, PCMC and Cantonments
separately. The aggregate forecasts thus obtained were apportioned to individual zones as
per their observed incremental growth. The proposed residential development in Hinjewadi
area in PCMC has been appropriately considered in estimating the population of the zones

containing the area. The estimated population figures of study area for the base year 2008,
and the horizon years are given in Table 2.2.
Table 2.2 - Estimated Population in Different Areas of Study Area
Region 2008 2011 2021 2031

PMC 3372919 3756345 4807868 5443642
PCMC 1446142 1591873 1915320 2106123
Pune Cantonment 83046 84292 88603 93134
Khadki Cantonment 80232 81435 85600 89977
POPULATION FORECAST
9
Millions
6
POPULATION
5 POPULATION PMC
POPULATION PCMC
4 POPULATION TOTAL
3
0
2001 2006 2011 2016 2021 2026 2031
YEAR
Fig 2.2 - Population projections of different areas of Study Area
Since this study was initiated in year 2008, the same is taken as base year. Estimates of
traffic on potential Metro lines are required over a 20 - 30 year period from the year of
opening to traffic for the purpose of financial and economic analysis. Therefore the horizon
years are kept as 2011, 2021 and 2031.

2.1.3.2 Employment
The aggregate employment data of study area was obtained by assuming worker
participation rates of 32%. The adoption of 32 % was justified by both Census 2001 and City
Development plan. The aggregate forecasts thus obtained were distributed amongst the
individual zones as per their present employment levels. Modifications have been done in
view of the recent IT developments as the RITES study did not witness the IT boom in Pune.
A proxy index for employment has been developed from the HIS data and has been used to
moderate the Zone wise Employment values. A lot of change has been observed in the
recently developed zones like Hinjewadi, Talwade, Hadapsar and Yerwada and the changes
have been incorporated in the respective zones. The changes incorporated in view of the IT
boom are displayed in Table 2.3 The aggregate forecasts of employment are given in Table
2.4 and the same is represented in Figure 2.3
Table 2.3 - Additional Employment due to new developments
Area 2008 2011 2021 2031

Rajiv Gandhi InfoTech Park Hinjewadi Phase I 21750 21750 21750 21750
Rajiv Gandhi InfoTech Park Hinjewadi Phase II 19075 27250 54500 54500
Rajiv Gandhi InfoTech Park Hinjewadi Phase III 7000 17500 56000 70000
SEZ
Rajiv Gandhi InfoTech Park Hinjewadi Phase IV 0 10000 70000 100000
Kharadi Knowledge Park 6750 6750 6750 6750
Talawade InfoTech Park 6563 9375 18750 18750
Table 2.4 - Employment in Study Area
YEAR EMPLOYMENT
2001 1207040
2006 1522845
2011 1846476
2016 2161567
2021 2404298
2026 2571595
2031 2709490

Millions
3.0
2.5
2.0
1.5 EMPLOYMENT
1.0
0.5
0.0
2001 2006 2011 2016 2021 2026 2031
YEAR
Fig 2.3 - Employment Projections for Study Area
2.1.3.3 Vehicle Ownership
The data on private vehicles was obtained from the Road Transport Office in Pune. This data
is available for two regions, namely, PMC, and PCMC. The classified number of vehicles (all
types) was collected from 1993 onwards. It was observed that the number of private
vehicles per thousand people is growing steadily. This clearly shows the inclination of people
towards private vehicles. The trend is also influenced by the income level and the state of
public transport in Pune. The vehicle ownership characteristics of PMC and PCMC were
found to be very distinct and thus modeling has been done differently for both the areas. The
number of two wheelers and cars per thousand populations has been taken as proxy
explanatory variables for Trip Productions. The registered vehicles in PMC and PCMC areas
are given in Table 2.5 and Table 2.6.The projected vehicle ownership and estimated numbers
of vehicles in PMC and PCMC is also given in 2.5 and 2.6.

Table 2.5 - PMC Motor Vehicle Statistics
PMC
Year
Two wheelers Cars Population TW/1000 CAR/1000
1993 235601 29159 1752762 134 17
1994 248398 31574 1845768 135 17
1995 271355 35545 1938873 140 18
1996 313242 40728 2031929 154 20
1997 351538 48439 2124873 165 23
1998 434000 71069 2228672 195 32
1999 490411 82513 2332471 210 35
2000 554155 95799 2436270 227 39
2001 670982 95950 2540069 264 38
2002 724952 105118 2655515 273 40
2003 781541 117231 2770962 282 42
2004 844326 135092 2886408 293 47
2005 922270 160448 3001855 307 53
2006 1021000 211235 3117301 328 68
2007 1189818 231288 3245110 367 71
Table 2.6 - PCMC Motor Vehicle Statistics
PCMC
Year
Two Wheeler Car Pop TW/1000 CAR/1000
1993 41715 2998 641526 65 5
1994 46610 3927 703715 66 6
1995 53714 4642 765970 70 6
1996 58274 4721 828192 70 6
1997 66061 6725 890339 74 8
1998 88323 7269 936321 94 8
1999 104627 9026 982303 107 9
2000 123940 11208 1028285 121 11
2001 146819 13917 1083967 135 13
2002 173921 17281 1126381 154 15
2003 206026 21458 1178495 175 18
2004 244057 26645 1230610 198 22
2005 289108 33085 1282724 225 26
2006 342476 41083 1459955 235 28
2007 424379 61986 1698215 250 37

Table 2.7 - Projected Vehicle Ownership in PMC and PCMC
PMC PCMC
YEAR TW/1000 Cars/1000 TW/1000 Cars/1000
2001 257 42 152 17
2011 391 86 305 45
2021 437 124 404 88
2031 447 141 438 124
Table 2.8 - Estimated Numbers of Private Vehicles in PMC and PCMC
PMC PCMC
YEAR Two Two
Wheelers Cars Wheelers Cars
2001 653043 106027 163285 18368
2011 1467977 323255 476675 70093
2021 2099333 594597 740648 161373
2031 2434606 769605 879090 248390
2.1.4 Highway and Public Transport Network
Separate networks were developed for public and private modes. In case of public transport
network, the speed on road links was appropriately adjusted to account for the delay at bus
stops. The networks for private, public and IPT modes were coded as per the requirement of
Cube-TRIPS software. All the operating bus routes available in Pune Metropolitan area have
been coded appropriately with their characteristics. The rail network links were also
included in public transport network. Therefore, the public transport network considered in
the present study is essentially a composite network comprising of road and rail links, and in
future scenarios they include Metro/LRT networks also. The routes for IPT modes, viz., 3
seater autorickshaw and 6 seater autorickshaw were also coded on the public transport
network. The private vehicle network (two wheeler and car) considered is the road network.
The network for private modes is taken as the network for goods (commercial) vehicles also
by incorporating the existing restrictions of freight vehicular movements. Appropriate
provisions were made in basic network to account for the proposed and / or possible
changes in networks in future years.

The network developed for public transport consists of all road links, suburban rail links,
BRT links and future metro links along with the routes coded on them.
All the bus routes were coded on the road network by obtaining the information on all the
routes operated by PMT and PCMT from PMPML.
The data on rail links were obtained from the Railways in Pune for preparing the rail
network. The Central railways operate suburban trains from Pune station to Lonavala
serving 15 stations along its route at an average frequency of 55 min.
2.2 METHODOLOGY FOR RIDERSHIP FORECAST
The travel demand analysis that is performed is based on the secondary data collected in
previous similar studies and on the extensive primary data collected exclusively for this
study. CES (2004) study is the starting point for this present modeling exercise. The
methodology adopted for forecasting traffic volume on Metro corridors consists of the
following four steps.
1. Generation and Validation of base year OD Matrices

2. Development of Travel Demand Model
3. Horizon year Travel Demand Forecasts
4. Ridership Estimation on potential Metro Corridors
The following sections briefly describe each of these steps.
2.2.1 Generation of Base Year OD Matrices and Travel Pattern
This process starts with the Home Interview Survey data as input. The data collected from
HIS has been checked for bias and the necessary bias correction was applied and expansion
factors have been computed. Thus the expanded partial OD matrices were obtained. OD
surveys conducted at outer cordon were pooled in to get the OD matrices with all trips. The
matrices were loaded on to the network and the assigned values were compared with the
ground counts to validate the Matrices. The entire process is shown in Figure 2.5.

Eliminate bias in HH data and compute

expansion factors
Expanded partial O-D matrices
Outer cordon O-D

O-D matrices with all trips O-D surveys at Workplace based
surveys
Comparison of trips from O-D

matrices with screen line counts
Adjustment of matrices
Load matrices on to the network and Network data

compare the assigned and observed link Screen line data
flows. Validate matrices. Select appropriate Cordon line data
assignment technique Bus route network
Validated O-D matrices for base

year
Fig. 2.4
Fig. 2.4
2.2.2 Development of Travel Demand Model
Using the planning variables and validated total O-D matrix for base year (2008), trip end
models are calibrated for total internal passenger travel. A single gravity model is calibrated
using the validated trip ends and skims (generalized cost) obtained from assignment process
as the seed values. The revised skims obtained after successive modal split and traffic
assignments will be used to calibrate the gravity model.
A binary logit, modal split model will be devised, to determine the share of public transport
and private vehicles. The model will be mainly based on the transport system attributes. The
Public transport matrix will include the person trips performed by bus, rail, auto and taxi,
while the Private vehicle matrix will include person trips by car and two-wheeler. The cost
skims that will be obtained from the assignment will be used to calibrate the mode choice
model.

The peak hour public transport passenger matrix will be assigned to the public transport
network, which includes a) Bus network (prepared by coding all the PMPML bus routes), b)
Intermediate Public Transport (IPT) routes on the road network and c) Rail network with all
the existing links. The public transport assignment will be based on generalized time, which
is a combination of In-Vehicle Travel Time (IVTT), Waiting Time (WT), No of Transfers (TR),
Fare and Discomfort in time units. The parameters of this generalized time will be obtained
from Stated Preference Survey.
There are two important steps in public transport assignment. These are path building and
loading trips on these paths. The purpose of path building is to identify all reasonable paths
between zones and provide associated travel information in generalized time, so that the
proportion of trips using each path may be calculated at the loading stage. Between any pair
of zones, the maximum number of trips will be loaded on to the best path. The other paths
with longer generalized times will be loaded with fewer trips. The proportion of trips to be
loaded will be calculated on the basis of a logistic choice function based on generalized time.
The public transport assignment is also required to assign the trips as per the observed
modal shares. In order to achieve this, the parameters of the generalized time were fixed
based on the values obtained from the analysis of stated preference surveys. After
performing the public transport assignment, the assigned flows across the screen lines will
be compared with the observed flows.
Highway assignment will be carried out for peak hour, preloading the highway network with
peak hour public transport and commercial vehicle flows. The daily public transport loadings
are factored by the peak hour flow to daily flow ratios to obtain the peak hour public
transport flows. These are converted to PCU’s by using appropriate passenger–to-PCU
conversion factors. These peak-hour public transport (bus and IPT) and commercial vehicle
flows in terms of PCU’s will be preloaded on to the highway network before loading the
private vehicle passenger OD matrices. The private vehicle passenger matrices will be
converted into peak hour PCU units, by using appropriate regional peak hour ratios and
passenger-PCU conversion factors, based on observed occupancies at screen lines. A user
equilibrium procedure based on generalized cost (sum of vehicle operating cost and time
cost) will be used in loading private vehicle matrices.
The public transport network will be revised with the speeds obtained after assigning the
private trips. The assignment of public transport trips will be performed on the revised
network, and the next iteration of private traffic assignment will be carried out by taking the
bus, taxi, auto and truck flows as preloads. This iterative process between PT and private
vehicle traffic assignment will be repeated until there is no appreciable change in the link
loadings and link costs.

Two skims namely the highway time and highway travel costs will be obtained from the
loaded network. The skims obtained will be used for calibrating the gravity model and the
modal split-model. The process of distribution, modal split and assignment will be repeated
till the OD matrices become stable. The complete model development process is graphically
represented in Figure 2.5.
Validated base year Trip productions

O-D matrices Trip attractions
Trip Generation Modelling Planning Variables

for internal trips • Population
• Trip production • Residential
equations workers
• Trip attraction • Vehicle ownership
• Assignment of PT trips on to the public

transport network Road network data
PT network data
• Assignment of highway trips on to the
road network taking PT flows as
PT time/cost skims Calibration of a disaggregate

Highway time/cost skims mode choice model
Fig 2.5
Calibration of Gravity trip distribution
model for internal trips
Fig. 2.5
2.2.3 Horizon Year Travel Demand Forecasts
The developed Travel Demand Model is used to forecast the Horizon Year loadings on each
mode on all the links. Future forecasts would be done for the Horizon years 2011, 2021 and
2031. Planning variables would be forecasted for Horizon years based on demographics and
also with inputs from respective planning agencies. The planning variables of horizon year
form the input to the Travel demand model along with the future highway and proposed
metro corridors. Trip ends are estimated and are fed into the calibrated gravity model along
with base year highway skims. The distributed PA matrix so obtained is fed into the Mode
split model and mode wise PA matrices are estimated. This forms the internal portion of the

PA matrix. The external passenger PA portion as well as Commercial vehicle trips are
estimated by Furness method and added to the horizon year internal matrices. The combine
PA matrix is converted into an OD matrix and is loaded on to the highway and PT networks.
Skims obtained from this assignment process are updated in the gravity model and
redistribution of trips is done. Mode wise OD matrices are estimated by the updated skims.
The final matrices thus produced are loaded on to the network and the cycle is continued till
the skims are stable. The procedure is displayed in Figure2.6.
Projection of Planning Variables using

Land-use / demographic models for the
future year
Apply trip-end equations and obtain

future year trip-ends of internal trips
Apply calibrated gravity model Previous cost/time skims

and obtain O-D matrix for internal for initial run
trips
Apply mode choice model and obtain PT,

car and two-wheeler O-D matrices of
passenger internal trips
Regional peak hour to daily flow

ratios, Passenger - PCU
• Matrix of daily PT
conversion factors
(bus+rail+taxi+walk)
Passenger trips
• AM peak and PM peak matrices of Obtain truck matrix and mode-wise
external O-D matrices by Furness
method using growth factors
• Assignment of PT
passenger trips on to
the public transport
Road network data and PT
network
network data for the scenario
• Assignment of peak- under consideration
hour PCU trips on road

No Link costs
stable?
Yes
Final Link flows
PT Loadings (Bus, MRTS, Rail, Taxi, walk)
LRT Boardings and Alightings
Final PT and Highway Cost/Time skims
Fig 2.6 - Horizon Year Travel Demand
2.3 SECONDARY AND PRIMARY DATA COLLECTION
2.3.1 Secondary data from RITES (1998) and CES (2004) studies
The present study utilizes the data pertaining to planning variables, transportation system,
etc. as collected during previous studies conducted by RITES (1998) and CES (2004). The
transportation system data such as the highway and public transport networks and system
parameters, however, have been updated thoroughly in the present study with the help of
Google imagery and some amount of ground verification. The data on planning Variables
have also been modified based on census 2001 data and latest employment data
incorporating the developments in IT sector in the study area.
2.3.2 Stated Preference (SP) Survey
Stated Preference (SP) is a statement by an individual of his/her liking (or disliking) for one
alternative over another. The stated preference technique is used to determine the
commuter behaviour with respect to the improved transportation system. In this study, the
SP study was used to know commuter’s preference and willingness to shift to the proposed
Metro rail System. The survey was conducted at workplaces in the potential areas like
Shivajinagar, Chinchwad, etc. The workplaces included PMC office, PCMC Office, Tata Motors,
Shoppers Stop, ICC trade towers, etc.
SP survey of commuters is required to model the generalized cost of travel as perceived by

them along with their willingness to opt for better services. Without any doubt, the proposed
Metro Rail System will provide better quality of service in terms of substantial reduction in
travel time, more comfort and reliability. Therefore, in order to arrive at the realistic demand
for the Metro corridor, it was essential to calibrate the base year models using a generalized

cost of travel comprising waiting time, travel time, travel cost and discomfort. The data
sheets used for conducting the SP survey are provided in Annexure to main traffic report.
2.3.3 Traffic Volume counts
In order to establish the base year travel pattern in the study area, in all the traffic volume
surveys were undertaken at 20 locations across the 2 screen lines and 14 locations on the
cordon line. Cordon stations were established at all those points where the external road
links cross the cordon line entering the study area. The details of the location of screen line
stations are provided in Table 2.9 and those of cordon stations are provided in Table 2.10.
The data sheets used for traffic volume surveys, O-D surveys and occupancy counts are
provided in the traffic report.
The traffic volume surveys were undertaken for 24 hours in case of important screen line
stations and for other screen line count stations traffic surveys were undertaken for 16
hours i.e. from 7.00 Hrs to 23.00 Hrs. The traffic volume counts were undertaken during 15th
December 2007 to 20th January 2008. Only normal weekdays were considered for carrying
out the traffic volume surveys. Holidays, days of the weekend and Mondays and Fridays were
avoided as far as possible.
The hourly mode wise and direction wise traffic volume observed at all fourteen cordon
stations and twenty screen line stations has been tabulated and presented in traffic report
converting all classes of vehicle into passenger car units (PCU) produced summaries of traffic
volume counts in terms of Average Daily Traffic (ADT) and Directional Design Hour Volume
(DDHV). The PCU values adopted for this purpose are shown in Table 2.11. Directional
design hour volume is the peak hour volume in peak direction in PCU per hour. In addition,
K-factor (the proportion of daily volume occurring during peak hour) and D-factor
(proportion of total peak hour volume occurring in peak direction) were also worked out.
Table 2.12 gives the daily traffic volumes at all the screen line stations. The observed DDHV,
K-factor and D-factor for the entire screen line count stations are shown in Table 2.13. The
daily traffic volumes at the entire cordon stations are provided in Table 2.14. Table 2.15
gives the observed DDHV, K-factor and D-factor for all Outer Cordon Stations.
The observed modal shares of the traffic at outer cordon are shown in Figure 2.7, The
proportion of total external traffic entering and leaving the study area through each of the
cordon stations is displayed in Figure 2.8.

Auto
Rikhshow
4.55%
Car/Jeep/Van/Taxi
28.19%
Two
Wheelers
27.02%
Bus/Mini bus/Maxi
cab
13.34%
Others
2.24%
Cycle Trucks/LCV's
2.86% 21.81%
Fig 2.7 - Modal Share at Outer Cordon Stations
Talegaon
Hinjewadi Road
express highway
6%
12%
Somatane Phata Perangut Rd.
10% 5%
Saswad Kondwa
rd.
Sholapur Rd. 5%
9%
Saswad Rd.
5%
Sinhagad Rd.
5%
Satara Rd.
Shindewadi Warje Rd.
8% 4%
Alandi
Nasik Rd.
6%
11%
Ahmednagar Rd
Hinjewadi(Shivaji
6%
chowk)
8%
Fig 2.8 - Proportion of traffic at each Outer Cordon Station

Table 2.9 - Location Details of Screen Line Stations
Station Occupancy
Name of the Station Landmark Duration
No Survey
1 Westerly Bye Pass Mutha river crossing 24 Y
2 Rajaram Bridge Sinhagad Road 16 -
Anant Kan Kahare Path -
3 Mathre Bridge 24 Y
Eradhawane Road
4 SM Joshi Marg LBS Road -Karve Road 16 -
Connecting Laxmi Road and
5 Sambhaji Bridge 24 Y
Prabhat Road
6 Shinde Bridge JM Road - Laxmi Road 16 -
Veer Santaji Ghorpade Road
7 Shivaji Bridge 24 Y
(Parallel to Dhagdi Pool)
8 Causeway Parallel to Shinde Bridge 16 -
9 Dhagdi Pool Veer Santaji Ghorpade Road 16 -

Bund Garden Road – Deccan
10 Bund Garden Road 24 Y
College Road
Wellesley Road - Nagar Mula-Mutha river crossing
11 24 -
Road (Yerwada IT Park)
Ghorpadi Mundwa Road-
12 Mula-Mutha river crossing 16 -
A Nagar Road
Mumbai Pune Road - R.B Mothilal
13 Sangam Bridge 24 Y
Road
14 Shivaji Nagar Bridge JM Road Sangam Bridge 16 Y
15 Pimple Nilakh Pimple Nilakh Junction 24 Y

16 Pune Mumbai Road Between Dapodi and Kasarwadi 24 Y
17 Karve Road Near Law College Road Junction 16 -
18 Nigdi Crossing Chinchwad - Nigdi Road 16 Y

Chinchwad - Akurdi Road/Nigdi
19 Akurdi Crossing 16 -
Road
Chinchwad - Akurdi Road (MIDC
20 Chinchwad Crossing 24 Y
ROAD)

Table 2.10 - Location Details of Cordon Stations
Station
Name of the Station Landmark Duration Remark
No
1 Talegaon Toll Plaza, MSRDC 24 Hrs OD and Volume Count
2 Somatane Toll Plaza, MSRDC 24 Hrs OD and Volume Count
3 Nasik Road Toll Plaza, PWD 24 Hrs OD and Volume Count

Merging Road near
4 Alandi Road 16 Hrs OD and Volume Count
NH50
Merging Road near
5 Ahmednagar Road 24 Hrs OD and Volume Count
Wagoli Road
6 Sholapur Road Toll Plaza, NHAI 24 Hrs OD and Volume Count
7 Saswad Road Toll Plaza, MSRDC 16 Hrs OD and Volume Count
8 Saswad Kondwa Road Kondwa junction 16 Hrs Volume Count
9 Satara Road Toll Plaza, NHAI 24 Hrs OD and Volume Count
10 Sinhagad Road After bridge 16 Hrs OD and Volume Count
11 Warje Road After bus terminal 16 Hrs OD and Volume Count
12 Perangut Road Near Junction 16 Hrs OD and Volume Count

Bhumkar chowk -
13 Hinjewadi Road 16 Hrs OD and Volume Count
Hinjewadi Chowk
14 Hinjewadi Chowk Hinjewadi Chowk 24 Hrs OD and Volume Count
Table 2.11 - PCU Values adopted for the Study
Adopted PCU
S. No Vehicle Type
Values
1 Car / Jeep 1.0
2 Bus 3.0
3 Autorickshaw 0.8
4 Two-wheeler 0.5
5 LCV/ Mini-bus 2.5
6 Truck 3.0
7 Truck Trailer 3.5

Table 2.12 - Daily Traffic in PCU at Screen Line Stations
Daily Traffic in PCU's

Station
South Bound North Bound Total
Akurdi Crossing 11176 10243 21419
Causeway 14185 12751 26936
Dhagdi pool 28942 24257 53199
Ghorpadi Mundwa 20990 15250 36240
Karve road 60763 52562 113325
Nigdi Road 15790 14063 29853
Rajaram bridge 26855 19430 46285
SM Joshi bridge 10240 14103 24343
Shinde bridge 10818 15675 26492
Sancheti Bridge 18134 43497 61631
Bund garden 22752 43873 66625
Chinchwad crossing 16281 17310 33591
Mathre Bridge 22142 22635 44777
Pimple Nilakh 22628 25239 47867
Pune Mumbai 34184 47477 81662
Satara to Mumbai 28488 33476 61964
Sambhaji Bridge 26821 20956 47777
Sangam Bridge 35151 41321 76472
Shivaji bridge 12481 13752 26233
Wellesley Road 22493 19329 41822
Table 2.13 - DDHV at Screen Lines Stations
Station K-FACTOR D-FACTOR DDHV
Akurdi Crossing 0.08 0.68 1223

Causeway Dangre 0.09 0.56 1416
Dhagdi pool 0.08 0.68 2965
Ghorpadi Mundwa 0.08 0.62 1777

Karve road 0.07 0.55 4367
Nigdi Road 0.13 0.67 2578

Station K-FACTOR D-FACTOR DDHV
Rajaram bridge 0.08 0.56 2087
SM Joshi bridge 0.08 0.7 1386
Shinde bridge 0.07 0.53 1027
Sancheti Bridge 0.07 0.68 2933

Bund garden 0.07 0.75 3748
Chinchwad crossing 0.07 0.54 1233
Mathre Bridge 0.09 0.52 2087
Pimple Nilakh 0.07 0.58 1983
Pune Mumbai 0.08 0.67 4232

Satara to Mumbai 0.08 0.6 3065
Sambhaji Bridge 0.09 0.87 3615

Wellesley Road 0.08 0.52 1674
Table 2.14 - Daily Traffic in PCU at Outer Cordon Stations
Daily Traffic in PCU's

Station
IN OUT Total ADT
Hinjewadi Road 13561 11885 25446
Perangut Rd. 9377 11382 20759
Saswad Kondwa rd. 10715 9538 20253
Saswad Rd. 12743 9939 22682
Sinhagad Rd. 13566 6363 19930
Warje Rd. 9994 7939 17933
Alandi 13657 11778 25434
Ahmednagar Rd 12580 12655 25234
Hinjewadi(Shivaji chowk) 19158 16829 35987
Nasik Rd. 22959 23253 46212
Satara Rd. Shindewadi 16129 19110 35239
Sholapur Rd. 19560 20633 40193
Somatane Phata 22419 21778 44197
Talegaon express highway 25070 25469 50539

Table 2.15 - DDHV in PCU at Outer Cordon Stations
Station K- Factor D-Factor DDHV
Hinjewadi Road 0.08 0.62 1236
Perangut Rd. 0.07 0.63 923
Saswad Kondwa rd. 0.07 0.53 710
Saswad Rd. 0.06 0.54 757

Sinhagad Rd. 0.07 0.63 897
Warje Rd. 0.06 0.6 680

Alandi 0.1 0.6 1547
Ahmednagar Rd 0.07 0.61 1142
Hinjewadi(Shivaji chowk) 0.08 0.68 2048
Nasik Rd. 0.07 0.53 1634

Satara Rd. Shindewadi 0.06 0.7 1481
Talegaon express highway 0.05 0.51 1246
2.3.4 Occupancy Counts
Occupancy counts were taken at selected screen line stations. These occupancy counts were
made during morning and evening peak hours and as well as during the lean hours of the
day. The average occupancy of various vehicle types for the whole day are given in Table
2.16. These values were obtained at all the 20 screen lines. These occupancy values
corresponding to appropriate time of the day were used to convert vehicles to passengers
and vice-versa.
Table 2.16 - Average Occupancy of Vehicles
Vehicle type Average occupancy
Two Wheeler 1.56

Autorickshaw 2.32
Maxi Cab 4.02
Taxi 3.24
Car/Jeep/Van 2.91
Mini-Bus 16.71

Vehicle type Average occupancy
PMC/PCMC Bus 35.19

ST Bus 34.37
Other Buses 25.23
2.3.5 O-D Surveys
In order to establish the external trips entering and leaving the study area, Origin and
Destination (O-D) surveys were carried out at the outer cordon stations. The O-D surveys
were carried out by using the standard Road Side Interview method on a sample basis at the
outer cordon stations. The questionnaire used for the O-D surveys is provided in traffic
report. The O-D survey carried out at the outer cordon was utilized in deriving the external
travel pattern for the study area. Mode wise origin-destination matrices were obtained from
outer cordon data and home interview survey data. The overall magnitude of travel in the
study area as obtained from these surveys is given in the end of the section 2.3.
2.3.6 Speed and Delay survey
Speed and delay survey has been carried out along the potential corridors of mass transit.
The main purpose of this survey is to get the present journey times and delays along these
corridors. This information has been used to adjust the parameters of the speed-flow
relationships of various road links. This information has also been used to validate the public
transport and highway assignment models. These journey times also gave the extent of
travel time saving that one could expect on Metro.
In order to get accurate data on travel times, delays and their locations, a handheld GPS
(Global Positioning System) palmtop has been used in a probe vehicle moving with the
traffic. GPS receiver logs data continuously at time interval of one second. The GPS data
provides both spatial and time/distance based data from which various traffic parameters
can be derived, including travel time, stopped time, travel speeds (instantaneous and
average), and various congestion indices. The elemental data provided by the vehicle and the
GPS are stored in GIS (Geographical Information System) software running on a notebook PC
in the vehicle or saved to a file. Thus the recorded data may be displayed, and analyzed using
GIS-specific functionality both during the data collection and afterwards.
2.3.6.1 Corridors Selected for Speed and Delay Study
Four Major Corridors were selected for doing this survey. Each of these corridors was
further subdivided in to segments in order to capture the exact peak-hour traffic conditions
in the corridor. The description of these corridors and the prominent roads on the corridors
is given in Table 2.18.

Table 2.17 Description of the Corridors chosen for Speed and Delay Study
Sl.
Corridors Roads Direction
No.
Sancheti to Swargate
1 Shivajinagar- Swargate JM road, Tilak Road
Swargate to Sancheti
Sancheti to Nigdi Circle

2 Shivajinagar- Nigdi Mumbai-Pune Road
Nigdi circle to Sancheti
Bund Garden road, Nagar Sancheti to Wagoli

3 Shivajinagar- Yerwada
road Wagoli to Sancheti
Sancheti to Karve Circle
4 Shivajinagar- Warje JM road, Karve road
Karve Circle to Sancheti
2.3.6.2 Results of Speed and Delay Study
The data that was collected using the GPS palmtop during the speed and delay survey was
analysed to find variation of speed along the stretches of the four corridors in northbound as
well as southbound directions. The summary of journey speeds for each of the four corridors
is presented in Table 2.19.
From the analysis of speed and delay data it can be observed that the journey speeds are
falling below 16 km/hr over certain corridors during peak hours. From Table 2.19 It can be
inferred that the journey speeds during peak hour vary between a low of 16 km/hr to a high
of 26 km/hr on these four corridors. All these corridors are the main arterials of the city
feeding traffic to the CBD. This indicates that the traffic flows on these streets may have to
experience severe congestion with stop and go movements.
Table 2.18 - Summary of Average Speeds in kmph along the Corridors
Morning Peak Evening Peak

Corridors
Onward Return Onward Return
Shivajinagar- Swargate 24.06 16.19 14.62 14.50
Shivajinagar- Nigdi 29.82 29.46 20.02 27.57

Shivajinagar- Yerwada 20.05 18.91 13.85 17.42
Shivajinagar- Warje 18.84 15.01 14.47 18.72

2.3.7 Home Interview Survey (HIS)
Home Interview survey among other surveys is the most important survey for any
transportation study. Representative samples of dwelling units are selected and personal
interviews are conducted to obtain travel characteristics for all members of the household by
all modes of transportation on one full normal working day. Vast amount of information is
collected on various aspects of family structure, socio-economic characteristics, location of
work/study places, and information of travel attributes by all trips made on that day. This
data is employed for analyzing existing travel patterns and behavior, to help in the
calibration of Travel demand Models.
2.3.7.1 Types of HIS
A household interview can be administered in many different ways. Classification of

techniques relate to the way a household interview is divided and the ways in which this
information is sought from the interviewee.
There are various methods to capture information required from the selected households in
the study area. Contact with the members of the house hold can be established by any or a
combination of the methods.
• In Home personal interviews
• Telephonic interviews
• Post Card method
In the present study, personally administering a questionnaire also known as face-to-face

interview, through trained enumerators was more of a necessity than a choice. Moreover,
enough local experience was available in doing such surveys. All previous studies in the
region as well as in other part of the country to date have relied on these time-tested
methods. The format designed for the purpose consisted of three parts.
1. Survey Format Design

2. Sample Design
3. Administering the Survey
Home Interview Survey was conducted on a sample basis in 3000 households to establish
the base year travel pattern. The survey included collection of information regarding the
Household, Persons and Trips. A group of 50 graduate enumerators was entrusted the task
of conducting the Interviews. The details of conduction of House hold survey is given in the
traffic report.

2.3.7.2 Data Analysis and Results

The collected forms were transformed into soft copy by using different codes. The data
was checked for rationality and legal limits during coding. The household distribution
obtained from the sample was observed to be biased towards the lower household sizes.
The average household size came out to be 2.7 as compared to the household size of 4.52
as per 2001 census. Bias corrections were applied to household distribution and the
average household size improved to 4.31 after correction for bias. The Weightage factors
used for bias correction are shown in Table 2.19. Zonal expansion factors along with
these weightage factors were applied to get the expanded parameters for the whole
population. The household size distribution obtained from the sample is displayed in
Figure 2.9.
Table 2.19 - Bias Correction Factors
HH Size Weightage Factor
1 1.00
2 0.43
3 0.50
4 1.00
5 2.32
6 2.00
7 & above 1.00
35.00
30.00
25.00
Frequency(%)
20.00
15.00
10.00
5.00
0.00
1 2 3 4 5 6 7 8 9 10 11 12 13 14
HH Size
Fig 2.9 - Household Size Distribution from HIS

Existing modal split was also evaluated from the HIS data and it was observed that the share of
Public Transit was as low as 13%. Figure 2.10 shows the obtained Modal Split form HIS data.
BICYCLE TRAIN
BUS
8.8% 0.5%
12.5%
WALK
25.0%
TW
38.6%
IPT
8.3%
CAR
6.3%
FIG 2.10 - MODAL SPLIT FROM HIS
It was also observed that majority of the houses were self owned and the proportion of the
rented houses was very less. The ownership characteristics of the sample is displayed in
Figure 2.11.
90
80
70
60
Frequency(%)
50
40
30
20
10
0
Own Rented Employer Provided
Residence Ownership
FIG 2.11 - RESIDENCE OWNERSHIP

The trip length frequency considering only motorized modes is shown in Figure 2.12 and the
corresponding average trip length was found to be 31 minutes. Figure 2.13 shows the Trip
length frequency for all trips. The average trip length considering all modes was found to be
26 minutes.
45.00%
40.00%
Percent Number of Trips
35.00%
30.00%
25.00%
20.00%
15.00%
10.00%
5.00%
0.00%
5 15 25 35 45 55 65 75 85 95 105 115 125 135
Travel Time, minutes
FIG 2.12 - TRIP LENGTH FREQUENCY DISTRIBUTION FOR MOTORIZED TRIPS FROM HIS
35.00%
30.00%
Percent Number of Trips
25.00%
20.00%
15.00%
10.00%
5.00%
0.00%
5 15 25 35 45 55 65 75 85 95 105 115 125 135
Travel Time, minutes
FIG 2.13 - TRIP LENGTH FREQUENCY DISTRIBUTION FOR ALL TRIPS FROM HIS

From HIS data, trips made by the residents of the study area were obtained. The mode wise
daily trips made by the residents of the study area are depicted in Figure 2.14
2000000 1878142
1800000
1600000
1400000
1215791
No. of Trips
1200000
1000000
800000
608785
600000
429641 404205
400000 306034
200000
22519
0
Walk Bicycle Two- Car IPT Bus Train
wheeler
Mode
FIG 2.14 - NO OF TRIPS MODE WISE FROM HIS
From OD survey and Traffic volume count at outer cordon the magnitude of external travel
made by the residents as well as the non residents is obtained. The travel pattern thus
obtained from both HIS and outer cordon OD surveys was collated to get the overall travel
pattern of the study area. The same is reported in Table 2.20.
Table 2.20 - Overall Travel pattern obtained for the Study Area
No. of Passenger Trips

Mode Internal to Internal to External to External to
Internal External Internal External
Two Wheeler 1837861 44468 49269 11538
Car 296343 129000 125893 54851
IPT 389537 23099 20159 8379

PT 928734 278538 314849 180567
Total 3452475 475105 510170 255335

Total Trips 4693085

2.4 TRAVEL DEMAND MODEL DEVELOPMENT
2.4.1 Establishing Base Year Travel Pattern
As explained earlier, the travel pattern in the form of mode wise OD matrices were obtained
following the process described in the flowchart shown in Fig. 2.6. The sources used for
arriving at the base year OD pattern are the home interview survey, outer cordon OD survey,
screen line traffic volume counts and occupancies. The mode wise OD matrices obtained
form these primary sources were then validated by assigning them on to the respective
networks and comparing the assigned and observed flows from ground counts. As the outer
cordon surveys give only the external commercial vehicle trips, the internal commercial
vehicle trips have been estimated from link counts using standard matrix estimation
procedure.
Highway and public transport networks were coded in CUBE, a transportation planning
software package. The details of the assignment procedure are discussed in the following
section.
2.4.2 Highway And Public Transport Assignment
2.4.2.1 Public Transport Assignment
Peak hour public transport passenger matrix, which includes trips made by bus,
Intermediate Public Transport (IPT) and train, was assigned on to the public transport
network. Public transport network is prepared by coding all the bus and IPT routes on the
road network. In addition, the public transport network consists of all the existing rail links
with the suburban train route coded on the rail links. All the zone centroids were connected
to the nearest road nodes by walk links. Road to rail node walk connections were also given
appropriately.
The public transport assignment is done based on generalized time. The components of
generalized time are in-vehicle travel time (IVTT), waiting time (WT), transfer penalty, fare
and discomfort in time units. Accordingly, the generalized time, GT, is worked out as
GT = IVTT + WTFAC*WT +TRFAC*NTR + FARE / VOT + DF

Where,
GT = Generalized time in minutes
WTFAC = Wait time factor worked out as a ratio between value of WT and value
of IVTT
TRFAC = Transfer penalty in minutes per transfer between modes
VOT = VALUE OF TRAVEL TIME, IN RS PER MINUTE
FARE = FARE PAID FOR JOURNEY BETWEEN ORIGIN AND DESTINATION IN RS.
DF = DISCOMFORT FACTOR (WORKED OUT FROM SP SURVEY)

The values of the above parameters used in public transport assignment are worked out
from the choice models developed using the Stated Preference and Revealed Preference
(Home Interview Survey) data obtained fro primary surveys.
There are two important steps in public transport assignment, viz., path building and loading
trips on to these paths. The purpose of path building is to identify all reasonable paths
between zones and provide associated travel information in generalised time so that the
proportion of trips using each path may be calculated at the loading stage. Between any pair
of zones maximum number of trips are loaded on to the best path and other paths with
longer generalized times will be loaded with fewer trips. The proportion of trips to be loaded
is calculated on the basis of a logistic choice function based on generalized time.
The public transport (PT) assignment is also required to assign the trips as per the observed
modal shares. In order to achieve this, the parameters of the generalised time were fixed
based on the values obtained from the analysis of stated preference and revealed preference
surveys. However, these values were slightly modified to get the assigned flows close to the
observed ones. Several skim matrices for PT were obtained at the end of assignment which
can be used for calibration of other demand models. The calibrated parameters of PT
assignment Model are shown in Table 2.21
Table 2.21 - Calibrated parameters of PT assignment
Parameter Value
WTFAC 1.2
TRFAC 3
VOT Rs 0.53/ min
DF As per Table 6.2
Table 2.22 - Crowding Table for PT Modes
Percent Standees DF(Min)

0 3
50 5
75 20
95 45
100 300
2.4.2.2 Highway Assignment
Highway assignment has been carried out for peak hour, preloading the highway network
with peak hour public transport flows. The peak hour public transport passenger trips were
converted into PCUs by using appropriate PCU-passenger ratios. These peak-hour public

transport (bus and IPT) flows in terms of PCUs were preloaded on to the highway network
before loading the two-wheeler and car O-D matrices. The passenger matrices of car and
two-wheeler were converted into peak hour PCU units by using appropriate K factors
(proportion of daily flow occurring during peak hour) and passenger-PCU conversion factors
based on observed occupancies. An equilibrium procedure based on generalized cost was
used in loading these car and two-wheeler matrices. The Commercial Vehicle (CV) trips were
taken as preloads on highway network. The generalized cost, GC, used in highway
assignment has the following form:-
GC = VOT * TT + TC
WHERE,
VOT = VALUE OF TRAVEL TIME
TT = TRAVEL TIME
TC = TRAVEL COST
Travel cost for car/two-wheeler is the perceived operating cost which was taken as the cost
of fuel and oil. Two skims namely the highway time and highway travel cost were obtained
from the loaded network for use with other demand models. The parameters of Generalised
cost used in Highway assignment are given in Table 2.23.
Table 2.23 – Parameters of Generalised Cost Used In Highway Assignment
MODE VOT (RS/HR) TC (RS/ KM)

TWO WHEELER 34 1
CAR 107 5
The assignment of PT and private vehicle trips were done iteratively till an overall
equilibrium was reached between PT and highway networks. After every step of this
equilibrium assignment, the observed and assigned flows were compared and the matrices
were adjusted if required using O-D Matrix estimation procedure.
2.4.3 Validation of Base Year Travel Pattern
The assigned total road-based flows during peak hour (in PCU) and public transport
passengers in peak hour in peak direction are compared with the flows observed across the
screen lines. The assigned traffic flow in terms of passenger car equivalencies across all
screen lines was found to match very closely with the observed flows. In fact, the percent
error between observed and assigned flows across the screen line was found to be with in
0.5%. The percent error at individual screen line points, however, was found to be within 20
% at most of the screen line points. As many of the adjacent links across the screen line
provide alternate crossing paths, the above error at individual links is acceptable. The public
transport passenger flows assigned by the model and those observed across screen lines also
match within 1% indicating that the model is capable of capturing the observed distribution

of public transport trips between bus and IPT modes. The comparison between observed
and estimated trips across screen lines is shown Table 6.4. Therefore, the estimated travel
pattern of the base year (2008) was found to be fairly accurate and the model performance
was acceptable as established through these observations.
Table 2.24 - Observed and Estimated Trips across Screen Line
Observed Estimated % Error

All vehicles (PCU) 72963 72784 -0.25
PT Trips (passengers) 124855 123818 -0.83
2.4.4 Trip Generation Models

The Productions (P) and Attractions (A) of internal passenger trips by all modes for the base
year (2008) were calculated from the validated P to A matrices. Trip generation models were
developed using stepwise multiple linear regression technique. The calibrated trip end
equations are presented below.
Trip Productions = 0.3498 x POP + 0.3274 x TW + 0.3920 x CAR

(6.706) (1.983) (1.925)
Trip Attractions = 1.5265 x EMP (19.978)
where,
POP is population
TW is number of Two Wheelers
CAR is the number of Cars
EMP is Employment
Figures in the parentheses indicate the t- statistic of the parameters. R square for both the
above equations was found to be 0 .74 which is satisfactory.
2.4.5 Trip Distribution Model
A Gravity Trip Distribution model of the following form was calibrated for distributing the
total internal passenger trips.
Tij = A i O i B j D j Fij
where,
1
A =
i
∑ B j D j Fij
j
Fij = the deterrence function
= (C ij ) α exp( β C ij )

C ij = Highway travel time from i to j

Tij = Number of trips between zones i and j.
1
B =
j
∑ Ai Oi Fij
i
α = Calibration parameter – power function
β = Calibration parameter – exponential function
Following Gravity Model parameters for trip distribution were obtained.

α= -0.9163730
β= -0.0192746
Figure 2.15 shows the mean and Standard Deviations of the observed and estimated values
of Trip lengths. The observed and Modeled Trip length Frequency Distributions are
displayed in Figure 2.16. It can be seen that the Gravity model is very closely representing
the observed trip length frequency.
60 Observed Estimated
48.9 48.91
50
40 37.5 36.59
Minutes
30
20
10
0
Mean Standard Deviation
Parameter of Trip Length
Fig 2.15 - Mean and Standard Deviation of the Trip length

16
14
12
% of total trips
Observed frequency
10
Estimated frequency
8
6
4
2
0
0 50 100 150 200 250 300
Highway time (min)
Fig 2.16 - Trip Length Frequency Distributions
2.4.6 Modal Split Model
The public transport assignment model is achieving the modal split among the public-
transport modes i.e., bus, rail and IPT. The input to the public transport assignment module
is the total public transport person trips. The task that is remaining is to model the choice
between highway and public transport modes. The following multinomial mode choice
model was calibrated for this purpose.
Vj
e
Pj =
∑e
all l
Vl
WHERE,
P J = PROBABILITY OF CHOOSING MODE J, PT, PV (TW OR CAR)
V J = DETERMINISTIC COMPONENT OF UTILITY FOR MODE J AND
J AND L ARE INDICES FOR MODES
The utility functions of the following specifications were calibrated.
V PT = α WT PT + β TT PT + γ TC PT
V PV = α WT PV + β TT PV + γ TC PV

V PT = deterministic component of utility of PT,

V PV = deterministic component of utility of Private vehicle,
WT = waiting time,
TT = travel time,
TC = travel cost,
α, β , γ =coefficients
The modal split parameters for PT and private vehicle split were estimated using the skims
obtained from PT and Highway assignments. These are given below.
Wait Time coefficient, α = - 0.0046

Travel Time coefficient, β = - 0.00614
Travel Cost coefficient, γ = - 0.0253
(ρ2 = 0.3)
Figure 2.17 - shows the comparison between the observed and estimated Modal shares by
the mode choice model.
80.00% Observed Predicted

67.84% 66.93%
70.00%
60.00%
Per cent Trips
50.00%
40.00% 32.16% 33.07%
30.00%
20.00%
10.00%
0.00%
PV PT
Mode
Fig. 2.17 - Comparison between Predicted and Observed Modal Shares
Based on the goodness of fit statistics of Trip End Models, Trip Distribution Model and Modal
Split model, it can be concluded that these models will be able to project the travel pattern
for future years with reasonable accuracy.

2.5 FORECASTING OF EXTERNAL TRIPS AND COMMERCIAL VEHICLE TRIPS
All the external passenger trips have been forecast using growth factor method. These
growth factors were arrived at based on the growth of external traffic observed at the
cordon. The commercial vehicle matrix was forecast using growth factor method. The growth
factors were obtained by observing the growth rates of employment.
2.6 TRAFFIC DEMAND FORECASTING
2.6.1 Metro Corridors
The metro corridors, which form the master plan of metro lines for the study, have been
adopted from RITES study discussed in section 1.2.1 of chapter 1 with some improvements
to incorporate the recent dynamics in the study area. The corridors proposed by modifying
the RITES study are displayed in Table 2.25.
Table 2.25 - Proposed Metro Corridors
Length (km)
Line.
Details (Alignment)
No.
Elevated Underground Total
Agricultural College to Nigdi Via Pune

1 16 0 16
Mumbai Rd
Agricultural College to Warje Via JM

2 8.7 0 8.7
and Karve Rd
Agricultural College to Hadapsar via

3 16 0 16
Mhatre bridge
Agricultural College to Vagholi Via

4 16 0 16
Bund Garden Rd
Agricultural College to Hinjewadi Via

5 17.5 0 17.5
Aundh
Agricultural College to Swargate and

6 7 5 12
Katraj Via Shivaji Rd
Major changes have been done to line 2 and line 5. Line 2 as proposed by RITES was along
the Mula River, this was changed to pass through Karve road and connect to Westerly bypass
at Warje. Line 5 which was earlier proposed between Agricultural College and Chinchwad via

Aundh has now been diverted to Hinjewadi in view of the huge employment potential of
Hinjewadi.
2.6.2 Parameters Of Metro Rail System
While modeling the demand for METRO, parameters of metro in terms of fares, frequencies
and capacities constitute a necessary input. Fares that are considered for metro are 1.5 times
that of the coded bus fare and fares used were at 2008 prices. The coded fare table has been
provided in Table 2.26.
Table 2.26 - Fare Table adopted for Metro
Distance (km) Fare (Paise)

2 450
4 750
6 900
8 1050
10 1200
12 1350
14 1500
18 1800
22 2100
24 2400
2.6.3 Parameters of Other PT Modes
The parameters of existing PT modes, similar to Metro mode are also required for modeling.
The suburban train running in Pune was coded at a frequency of one hour, with a seating
capacity of 700 seating and 1800 crush load. Fares on suburban are significantly lower than
that of bus and are coded separately. The bus fare table, route wise frequencies and
capacities are obtained from PMPML. Existing BRT system was coded at a frequency of 10
minutes until 2011, and later reduced to 5 minutes. As no extra charge is being levied for
BRT over the existing bus fare, fare table used for buses was also used for BRT. Capacity used
for normal buses was also retained for BRT buses, as no advantage was observed in BRT
buses. Six seater shared auto rickshaws plying on certain routes shared the same fare table
of the bus, a frequency of 1 minute and a seating capacity of 6. Normal 3 seater auto
rickshaws were also coded at 1 minute, and with a seating capacity of 3. Auto rickshaw fare
has been calculated as 0.6 times distance + 2 rupees.
2.6.4 Details of Forecasts
The calibrated travel demand models, discussed have been incorporated in CUBE software to
form an integrated model. For each forecasting year the model is run in an iterative manner

with complete feedback structure amongst the sub models . The overall travel estimated by
the model in the above manner for the forecast years 2018, 2021, 2031 is given in Table 2.27.
The model also gives the demand by individual modes for various network scenarios. The
estimates of rider ship on the metro corridors are discussed in the following section.
Table 2.27 - Estimated Travel for Base year and Forecast Years
Mode 2008 2011 2021 2031

PT 2143862 2224549 2979307 3509770
PV 2549053 2277876 3034045 3549735
CV (PCU) 75577 97885 119322 131806
2.6.5 Estimates of Ridership on Metro Corridors
In order to know the priority of the metro lines listed in Table 2.25, all the 6 lines were coded
in the networks of all the forecast years. The forecast of ridership on all these lines for each
of the forecast year has been discussed in detail in the following sub sections.
2.6.5.1 Forecast for Year 2011
The estimated peak hour loading for year 2011 is displayed in Table 2.28 and the flow
diagram for the same is displayed in Fig 2.28.
Table 2.28 - Peak Hour Metro Loading for the Year 2011
Pass- Combined
Line Length Passenger- Lead Loading
Passengers km max link
alignment (km) km (km) (PHPPD)
/km load
1: A.C to
16 30684 278821 9.09 17426 27121 16273
Nigdi
2: A.C to
8.7 7489 38527 5.14 4428 6606 3964
Warje
3: A.C to
16 20684 134847 6.52 8428 12191 7314
Hadapsar
4: A.C to
16 13217 76396 5.78 4774 11740 7044
Wagoli
5: A.C to
17.5 22278 176522 7.92 10087 18241 10944
Hinjewadi
6: A.C to
12 45684 264512 5.79 15559 36822 22093
Katraj

Fig 2.18 - Flow Diagram for Horizon year 2011

The estimated loading for horizon year 2021 is displayed in Table 2.29 and the flow diagram
for the same is displayed in Fig 2.29.
Combined
Line Length Passenger Lead Pass/ Loading
Passengers max link
alignment (km) -km (km) km (PHPPD)
load
1: A.C to 21323
16 41863 368659 8.81 23041 35539
Nigdi
2: A.C to 6705
8.7 12951 65093 5.03 7482 11176
Warje
3: A.C to 10379
16 29462 185251 6.29 11578 17299
Hadapsar
4: A.C to 10783
16 20406 115560 5.66 7222 17972
Wagoli
5: A.C to 24241
17.5 47762 435248 9.11 24871 40403
Hinjewadi
6: A.C to 5.70 34643
12 70324 401086 23593 57739
Katraj

Line 1
Line 5
Line 4
Line 2 Line 3
Line 6
The estimated loadings for horizon year 2031 are shown in Table 2.30 and the flow diagram
for the same is displayed in Fig 2.20.

Pass- Combined
Line Length Passenger Passenger Lead Loading
km max link
alignment (km) s -km (km) (PHPPD)
/km load
1: A.C to
16 52671 469398 8.91 29337 44584 26750
Nigdi
2: A.C to
8.7 21003 97443 4.64 11200 16024 9614
Warje
3: A.C to
16 52051 358197 6.88 22387 28260 16956
Hadapsar
4: A.C to
16 24073 134294 5.58 8393 21231 12738
Wagoli
5: A.C to
17.5 58572 523380 8.94 29907 49920 29951
Hinjewadi
6: A.C to
12 79157 447757 5.66 26338 53876 32325
Katraj
Line 1
Line 5
Line 4
Line 3
Line 2
Line 6

2.6.6 Proposed Metro Lines and Their Phasing
Subsequently, it was felt that the corridors selected need little re-arrangement due to the fact
that Hinjewadi being only under development for the time being and there are more
important areas in the city which need the Metro network. Based on the estimated passenger
demand and the peak hour link loads on all the links of the metro master plan network, the
exact lines to be operated and their phasing was arrived at. The conclusions that emerged
from the discussions of the experts from the consultants of this project, viz., DMRC and IIT
Bombay and the client Pune and Pune Chinchwad Municipal Corporation were also
incorporated while arriving at the exact lines and their phasing. These discussions were
based on the results of rider ship estimation and practicality of implementation.
Therefore the under mentioned corridors were selected and rider ship projections made.
These corridors are shown in Fig. 2.21
Fig 2.21 – Corridors Selected

• Metro Line 1: This line is from Nigdi to Katraj and runs via Pimpri Chinchwad,
Agricultural College and Swargate. Line 1 and Line 6 of the master plan network were
combined into a single line to form this Metro Line 1.
• Metro Line 2: This line is from Kothrud to Ramvadi and runs via Nal Point, ASI, Civil
Court, Pune Station and Bund Garden. Line 4 and Line 2 of the master plan network were
combined into a single line to form this Metro Line 2.
• Metro Line 3: This line is from Deccan Gymkhana to Bund Garden via Swargate,
Hadapsar Road, Golf Course and
The metro master network that was studied earlier has been revised and given in Table 2.31.
These lines have been coded with an average station spacing of 1 to 1.2 m and with
appropriate access links. A detailed estimate of the passenger demand only for Phase- I is
given in the subsequent paras.
Table 2.31 - Recommended Metro Lines and Their Phasing
Line Length, km
Phasing Details of the Phase
Designation (Approx.)
Metro Line 1 Phase-I (2013) Pimpari Chinchwad to Swargate via

16.59
Agricultural College Shivaji Nagar,PMC
Phase-II (2021) Extension from Chinchwad to Nigdi and
Swargate to Katraj 15
Metro Line 2 Phase-I (2013) Vanaz to Ramavadi via Nal Point, Civil
Court and Pune Station 14.93
Metro Line 3 Phase- I (2021) Deccan Gymkhana to Bund Garden via

Swargate , Hadapsar Road , Golf Course 11
and Koregaon
Metro Line 4 Phase-II (2021) ASI to Hinjewadi via University and Aundh
18
Total 75.5

2.7 DETAILED ESTIMATION OF RIDERSHIP ON THE RECOMMENDED

METRO SYSTEM
Rider ship assessment only for Phase I have been done for the two Scenarios namely; i)
Optimistic projections and ii) most likely projections.
The detailed estimation of rider ship for the recommended under mentioned metro network
for both the above scenarios is given in the subsequent paras.
Corridor 1: Pimpri Chinchwad (PCMC) to Swargate via Shivaji Nagar, Pune Municipal
Corporation having length of 16.59 km with 9 elevated stations & 6 underground Stations.
Corridor 2: Vanaz ( Kothrud Depot) to Ramvadi via Pune Railway Station, Bund Garden
having length of 14.665 km with 16 stations all elevated.
2.7.1 Optimistic Projections
The estimated peak hour section load and station wise boarding and alighting for corridors
1, 2 are given in the subsequent paragraphs.
2.7.1.1 SECTIONAL LOADS (PEAK HOUR)

TABLE 2.32 - SECTIONAL LOAD FOR CORRIDOR-I
2018 2021 2031

From station To station
Forward Reverse Forward Reverse Forward Reverse
PCMC Tukaram Nagar 11855 11185 12114 11576 10246 12904
Tukaram Nagar Bhosari 14342 14097 14604 14391 12712 15724
Bhosari
Kasarwadi 15577 14557 16040 14526 16527 15918
(Nashik Phata)
Kasarwadi Fugewadi 15515 15857 15997 15576 16799 17917
Fugewadi Dapodi 15784 16325 16288 16098 17177 19144
Dapodi Bopodi 17375 18075 18000 18051 18909 21283
Bopodi Khadki 18892 19488 19699 19693 20592 22840
Khadki Range Hill 18409 18760 19131 19075 20206 22026
Range Hill Shivaji Nagar 18232 18489 18821 18888 19375 20915
Shivaji Nagar ASI 16616 16864 17030 17227 17971 19138
Pune Municipal
ASI 16413 14653 16166 14717 17874 15461
Corporation
Pune Municipal
Budhwar Peth 18221 17196 17625 16685 23387 16550
Corporation
Budhwar Peth Mandai 17612 17528 16967 16819 23021 15625
Mandai Swargate 10044 17358 9651 16719 12686 15587

TABLE 2.33 - SECTIONAL LOAD FOR CORRIDOR-II
2018 2021 2031

Vanaz Anand Nagar 6716 4017 7514 4527 8427 7152
Anand Nagar Ideal Colony 7281 4330 8125 4907 9255 7858
Ideal Colony Nal Stop 7299 4423 8141 5011 9288 7958
Garware
Nal Stop 12728 11068 14346 12853 18651 17272
College
Garware
Deccan 13944 12164 15681 13947 19855 19541
College
Deccan ASI 15760 14271 18244 16584 22414 19693
ASI Civil Court 14205 12656 16557 14545 19507 16621
Mangalwar
Civil Court 9357 9296 10806 10152 12891 12424
Peth
Mangalwar Pune Railway
11639 12629 13012 13735 15688 15718
Peth Station
Pune Railway
Ruby Clinic 8772 9584 9727 10317 11758 12169
Station
Ruby Clinic Bund Garden 8214 8714 8935 9329 10776 11292
Bund Garden Yerawada 7140 6964 7777 7417 9162 9022
Yerawada Kalyani Nagar 5720 5638 6176 6046 7140 7020
Kalyani Nagar Ramvadi 1855 1805 2023 1943 2267 2303
2.7.1.2 STATION LOADS (PEAK HOUR)
TABLE 2.34 - STATION LOAD FOR CORRIDOR-I
2018 2021 2031

S. No Station Name
Boarding Alighting Boarding Alighting Boarding Alighting
1 PCMC 11855 11185 12114 11576 10246 12904
2 Tukaram Nagar 2494 2921 2498 2824 2481 2834
Bhosari
3 1237 462 1438 137 4219 597
(Nashik Phata)
4 Kasarwadi 3003 4364 3601 4693 4870 6597
5 Fugewadi 269 468 291 521 378 1227
6 Dapodi 3363 3522 3572 3814 3900 4307
7 Bopodi 2559 2455 2715 2658 3067 2941
8 Khadki 738 493 631 581 864 436
9 Range Hill 3761 3667 3564 3688 4273 3993
10 Shivaji Nagar 1630 1620 1665 1794 1783 1409
11 ASI 10758 8751 11521 9876 16841 13261

2018 2021 2031

S. No Station Name
12 PMC 6110 6845 6947 7456 8766 4343
13 Budhwar Peth 1453 2394 1341 2133 2024 1465
14 Mandai 603 8000 578 7793 450 10747
15 Swargate 17358 10044 16719 9651 15587 12686
Total 67190 67190 69195 69195 79748 79748
TABLE 2.35 - STATION LOAD FOR CORRIDOR-II
2018 2021 2031

S. No Station Name
1 Vanaz 6716 4017 7514 4527 8427 7152
2 Anand Nagar 565 313 611 381 828 705
3 Ideal Colony 18 93 16 104 33 101
4 Nal Stop 7128 8343 8257 9893 10726 10678
5 Garware College 1638 1518 1778 1537 1838 2902
6 Deccan 8920 9213 10388 10463 14515 12107
7 ASI 2115 2054 2591 2239 3796 3632
8 Civil Court 7267 8756 8674 10033 9484 11902
9 Mangalwar Peth 3730 4782 4026 5404 5732 6230
Pune Railway
10 5250 5072 5884 5751 7149 7530
Station
11 Ruby Clinic 1531 1217 1714 1517 1700 1805
12 Bund Garden 2279 1602 2491 1736 2947 2291
13 Yerawada 1944 2038 2059 2290 2782 2801
14 Kalyani Nagar 3844 3875 4117 4166 4723 4880
15 Ramwadi 1805 1855 1943 2023 2303 2267
Total 54748 54748 62063 62064 76983 76983
2.7.1.3 Summary of Passenger Loading (Peak Hour) – Corridor-I
Table 2.36 - Coridor-I: Pimpri Chinchwad (PCMC) – Swargate Section
Year 2018 2021 2031

Boarding 67190 69195 79748
Passenger km 604711 553560 558236
Average Lead 9 8 7
2.7.1.4 Summary of Passenger Loading (Peak Hour) -Corridor-II

Table 2.37 - Coridor-II: Vanaz – Ramvadi Section
Year 2018 2021 2031

Boarding 54747.5 62063 76983
Passenger km 273737.5 310315 384915
Average Lead 5 5 5
2.7.1.5 Daily Ridership, Passenger km and Average Lead
Table 2.38 - Pimpri Chinchwad (PCMC): Swargate Section-Corridor-I
Year 2011 2018 2021 2031

Daily Ridership 480860 516855 532281 613442
Passenger km 2787096 4651692 4258248 4294094
Average Lead 9 9 8 7
Table 2.39 - Vanaz – Ramvadi Section-Corridor-II
Year 2011 2018 2021 2031

Daily Ridership 289813 421123 477399 592168
Passenger km 2787096 2105616 2386995 2960840
Average Lead 5 5 5 5
2.7.2 Most likely Traffic Projections

2.7.2.1 SECTIONAL LOADS (PEAK HOUR)
TABLE 2.40 - CORRIDOR I: SECTIONAL LOAD (PEAK HOUR)
2018 2021 2031

Tukaram
PCMC
Nagar 6339 5631 9744 9004 11309 10580
Tukaram Bhosari
Nagar (Nashik Phata) 8711 8480 12598 12117 13716 13431
Bhosari
Kasarwadi
(Nashik Phata) 9829 9555 14334 13281 15691 14470
Fugewadi Dapodi 11378 11297 15692 15500 17195 16985
Dapodi Bopodi 13147 13146 17318 17357 18521 18346
Bopodi Khadki 14509 14481 18961 18860 20035 19376

2018 2021 2031

Pune
ASI Municipal
Corporation 14756 13346 14873 14403 15803 14924
Pune
Municipal Budhwar Peth
Corporation 17824 17557 17688 16918 18704 18551
Mandai fugewadi 9030 17586 8563 16487 8608 18505
TABLE 2.41- CORRIDOR II- SECTIONAL LOAD (PEAK HOUR)
2018 2021 2031

Garware
4400 4654 6365 7254 9838 9872
Nal Stop College
Garware
5175 5966 7112 7883 10479 10591
College* Deccan
Deccan* ASI 4678 5753 7110 7194 10982 10880
A S I* Civil Court 4098 5054 6431 5813 10226 8685
Mangalwar
3577 4605 5339 6152 7477 7990
Civil Court* Peth
Mangalwar Pune Railway 5419 6203 7582 8519 9868 10320
Peth Station
Pune Railway 4737 5265 6149 7106 7634 8227
Station Ruby Clinic
Kalyani Nagar Ramwadi 1050 1100 1358 1381 1661 1595
*Between Garware college & City civil court 3 stations proposed (Deccan, Sambhaji park & PMC)

2.7.2.2 STATION LOADS (PEAK HOUR)
TABLE 2.42- CORRIDOR I - STATION LOAD
2018 2021 2031

S. No Station Name
1 PCMC 8552 7824 9744 9004 11309 10580
2 Tukaram Nagar 2690 3025 2859 3118 2413 2858
Bhosari
3 1520 1133 1736 1164 1975 1039
(Nashik Phata)
4 Kasarwadi 1601 2164 1589 2341 1747 2611
5 fugewadi 249 313 231 341 258 404
6 Dapodi 3047 3224 3249 3479 3471 3506
7 Bopodi 2442 2343 2674 2535 2879 2395
8 Khadki 637 505 812 626 1751 1109
9 Range Hill 3663 3489 3851 3755 3884 4457
10 Shivaji Nagar 1324 1362 1421 1501 1937 1844
11 ASI 7861 7406 7773 7605 10316 10259
12 PMC 4217 4422 4210 3910 4232 4958
13 Budhwar Peth 2186 2737 2432 2782 1301 2638
14 Mandai 526 8714 515 8860 598 9310
15 Swargate 16872 8727 16487 8563 18505 8608
Total 57386 57387 59584 59584 66576 66576
TABLE 2.43- CORRIDOR II- STATION LOAD
2018 2021 2031

S. No Station Name
1 Vanaz 3446 2585 4134 2849 5833 3431
2 Anand Nagar 260 207 237 238 456 317
3 Ideal Colony 22 37 21 50 5 57
4 Nal Stop 3008 4574 3472 5616 5423 7946
5 Garware College* 996 1107 1046 928 1179 1257
6 Deccan* 3905 3557 4554 3867 6084 5871
7 A S I* 1479 980 1765 1062 2681 1242
8 Civil Court* 2309 3263 2241 3671 4543 6597
9 Mangalwar Peth 2232 2229 2388 2514 3022 2960
Pune Railway
10 3084 3007 3488 3508 4480 4621
Station
11 Ruby Clinic 785 417 924 486 1099 940
12 Bund Garden 1513 1160 1675 1282 2078 1495

2018 2021 2031

S. No Station Name
13 Yerawada 1293 1249 1460 1386 1752 1807
14 Kalyani Nagar 2784 2773 3017 2987 3347 3375
15 Ramwadi 1283 1250 1381 1358 1595 1661
Total 28396 28396 31803 31803 43577 43577
2.7.2.3 Summary of Passenger Loading (Peak Hour)
TABLE 2.44 - CORRIDOR-I - PIMPRI CHINCHWAD (PCMC) – SWARGATE SECTION
Year 2018 2021 2031

Boarding 57386 59584 66576
Passenger km 516478 476672 466032
Average Lead 9 8 7
2.7.2.4 Summary of Passenger Loading (Peak Hour)
Table 2.45 - Corridor-II Vanaz – Ramvadi Section
Year 2018 2021 2031

Boarding 28396 31803 43577
Passenger km 141980 159015 217885
Average Lead 5 5 5
2.8 Based on the experience of Delhi Metro the optimistic projections are normally not achieved
and it is felt that initially the most likely rider ship may only materialize. Hence, the all
further planning for the Metro infrastructure is done for catering the most likely projections.
The daily sectional loads and Station loads for this Scenario are given as under.
2.8.1 Most Likely Sectional Loads (Daily)
TABLE 2.46 - CORRIDOR – I
2018 2021 2031

PCMC Tukaram Nagar 85326 85326 83500 83500 90376 90376
Bhosari
Tukaram Nagar 114185 114185 112575 112575 120403 120403
(Nashik Phata)
Bhosari Kasarwadi 116255 116255 115351 115351 124183 124183

2018 2021 2031

(Nashik Phata)
Fugewadi Dopodi 101962 101962 109636 109636 108372 108372
Dapodi Bopodi 110874 110874 119331 119331 120957 120957
Bopodi Khadki 112006 112006 121339 121339 121848 121848
Pune Municipal
ASI 92162 92162 102062 102062 111723 111723
Corporation
Pune Municipal
Budhwar Pet 82448 82448 92050 92050 100535 100535
Corporation
Mandai Swargate 54584 54584 62492 62492 72965 72965
TABLE 2.47 - CORRIDOR – II
2018 2021 2031

Nal Stop Garware College 40073 40073 45398 45398 65702 65702
Garware
Deccan 45485 45485 49981 49981 70233 70233
College*
Deccan* ASI 43163 43163 47681 47681 72876 72876
A S I* Civil Court 37206 37206 40813 40813 63037 63037
Civil Court* Mangalwar Peth 34441 34441 38302 38302 51557 51557
Pune Railway
Mangalwar Peth 48442 48442 53667 53667 67295 67295
Station
Pune Railway
Ruby Clinic 40390 40390 44185 44185 52869 52869
Station
Kalyani Nagar Ramwadi 8445 8445 9133 9133 1661 1595

2.8.2 Most Likely Station Loads (Daily)

TABLE 2.48 – CORRIDOR – I
2018 2021 2031
S.No Station Name
1 PCMC 85326 85326 83500 83500 11309 10580
2 Tukaram Nagar 30801 30801 31252 31252 2413 2858
Bhosari
3 16411 16411 17382 17382 1975 1039
(Nashik Phata)
4 Kasarwadi 28797 28797 27067 27067 1747 2611
5 Fugewadi 50891 50891 51261 51261 258 404
6 Dapodi 8954 8954 9738 9738 3471 3506
7 Bopodi 23840 23840 25351 25351 2879 2395
8 Khadki 3808 3808 4793 4793 1751 1109
9 Range Hill 15949 15949 17363 17363 3884 4457
10 Shivaji Nagar 20901 20901 22428 22428 1937 1844
11 ASI 1873 1873 1908 1908 10316 10259
12 PMC 12549 12549 13100 13100 4232 4958
13 Budhwar Peth 8843 8843 9668 9668 1301 2638
14 Mandai 19051 19051 19925 19925 598 9310
15 Swargate 54585 54585 62493 62493 18505 8608
Total 382577 382577 397229 397229 443849 443849
TABLE 2.49 - CORRIDOR – II

2018 2021 2031
S. No. Station Name
1 Vanaz 20102 20102 23277 23277 30880 30880
2 Anand Nagar 1554 1554 1585 1585 2577 2577
3 Ideal Colony 194 194 235 235 207 207
4 Nal Stop 25272 25272 30292 30292 44563 44563
5 Garware College 7010 7010 6578 6578 8121 8121
6 Deccan 24877 24877 28073 28073 39850 39850
7 ASI 8198 8198 9424 9424 13077 13077
8 Civil Court 18571 18571 19707 19707 37131 37131
9 Mangalwar Peth 14870 14870 16340 16340 19940 19940
Pune Railway
10 20303 20303 23320 23320 30336 30336
Station
11 Ruby Clinic 4005 4005 4699 4699 6800 6800
12 Bund Garden 8912 8912 9857 9857 11909 11909
13 Yerawada 8472 8472 9486 9486 11863 11863

2018 2021 2031

S. No. Station Name
14 Kalyani Nagar 18523 18523 20013 20013 22407 22407
15 Ramwadi 8445 8445 9133 9133 10854 10854
Total 189306 189306 212019 212019 290515 290515
2.8.3 Daily Ridership, Passenger km and Average Lead
Table 2.50 - Pimpri Chinchwad(PCMC) – Swargate Section
Year 2018 2021 2031

Daily Ridership 382577 397229 443849
Passenger km 3443190 3177832 3106943
Average Lead 9 8 7
Table 2.51 - Vanaz – Ramvadi Section
Year 2018 2021 2031

Daily Ridership 189306 212019 290515
Passenger km 946532 1060095 1452575
Average Lead 5 5 5

Fig 2.22

Chapter - 3
Need for a Metro System
3.0 Why a Metro?

3.1 Types of Metros and Their Capacity
3.2 Advantages of a Metro System
CHAPTER - 3
NEED FOR METRO SYSTEM
3.1 WHY A METRO?
Public Transport System is an efficient user of space and energy, with reduced level of air
and noise pollution. As the population of a city grows, share of public transport, road or rail-
based, should increase. For a city with population of 1.0 million, the share of public
transport should be about 40% - 45%. The percentage share of public transport should
progressively increase with further growth in the city population, reaching a value of about
75% when the population of the city touches 5 million mark.
Whether public transport system on a corridor in the city should be road-based or rail-
based will depend primarily on the traffic density during peak hours on the corridor.
Experience has shown that in mixed traffic conditions, comprising slow and fast moving
traffic prevailing in most of our cities, road buses can optimally carry 8,000 persons per
hour per direction (phpdt). When traffic density on a corridor exceeds 8,000 phpdt, average
speed of buses comes down, journey time increases, air pollution goes up, and commuters
are put to increased level of inconvenience. Thus when on a corridor, traffic density during
peak hours crosses this figure, provision of rail-based mass transport, i.e. Metro system
should be considered. In any case, Metro system may become inescapable if the traffic
density on a corridor reaches 15,000 phpdt.
Pune is one of the largest cities of Maharastra State. Pune has grown manifolds over the last
two decades in terms of area, population and habitation. The city limits have increased a lot
and areas like Aundh, Kothrud stand as one of fastest growing suburbs. In Pune District,
there are two Municipal Corporations viz., Pune Municipal Corporation (PMC) and Pimpri
Chinchwad Municipal Corporation (PCMC) and the district is spread over an area of 15642
sq.km.
In the last census(2001), the population of the district was 72.33 lakhs out of which the
urban population of Pune city was estimated as 58.08%. Population projections suggest
that in 2021, there might be 68.97 lakhs people in Pune and the population size of the city
may cross 77 lakhs by 2031.

CHAPTER 3 - NEED FOR METRO SYSTEM
With growing population and industrial and commercial development plans coming up for
the City, the travel demand is expected to grow steeply. With the growing economy and
inadequate public transport services, the passengers shall shift to private modes, which is
already evident from the high vehicle ownership trends in the region. This would not only
aggravate the congestion on streets but also increase the pollution. Hence, it is essential to
plan and provide for a Metro System in Pune Metropolitan area.
A study carried out by Delhi Metro Rail Corporation has shown that the break-even point
between bus transport and rail-based metro system is 8,000 phpdt considering only
Operation and Maintenance (O&M) cost and depreciation. If, however, along with O&M cost
and depreciation the cost of capital at 10% interest rate is also taken into account, the
break-even point is about 15,000 phpdt. However, it may not be technically feasible to
operate bus transport beyond 10,000 phpdt in the mixed transport scenario obtaining on
Pune city roads.
The most likely peak traffic demand on PCMC - Swargate corridor has been assessed as
18110 PHPDT for 2011 and this is likely to increase to 20035 PHPDT by the year 2031.
Similarly, on Vanaz - Ramvadi corridor the optimistic peak traffic demand has been
assessed as 10048 PHPDT for 2011 and this is likely to increase to 22414 PHPDT by the
year 2031. However, the most likely PHPDT values for the VanaZ- Ramvadi corridor in 2011
and 2031are 5817 and 10982 respectively. Pollution in the city has already crossed the
acceptable limit. Therefore, road based public transport will not serve the purpose and
there is an urgent need to introduce a Metro system in the city to provide fast, safe and
economic and environment friendly mode for mass movement of passengers.
3.2 TYPES OF METROS AND THEIR CAPACITY
Rail based mass transport in cities can be brought mainly under three categories:-
Carrying capacity (passengers/hour)

Mode
phpdt
a) Light Capacity Metro System
i.e. Light Rail Capacity System Up to 30,000
(LRTS)
b) Medium Capacity Metro System 30,000-50,000
c) Heavy Capacity Metro System 50,000-80,000
Since, the number of commuters to be dealt is relatively less in Light Capacity Metro System,
its trains consist of 3 to 4 Coaches (which can be increased to 6 Coaches in future) and other
related infrastructure is also of a smaller size.

CHAPTER 3 - NEED FOR METRO SYSTEM
For medium capacity Metro system, the train generally comprises 3 to 6 coaches with
ultimate train headway of about 3 minutes. The other related infrastructure, e.g. civil
works; stations, passenger-handling equipment etc. are also planned accordingly.
Heavy capacity metro systems have to deal with large traffic densities ranging from 50,000
to 80,000 phpdt. Accordingly, the trains have 6 to 8 coaches and other related
infrastructure is also of larger size. Beyond the traffic level of 80,000 phpdt, additional
parallel lines are normally planned. The metro system being planned for Delhi is heavy
capacity system.
In view of the present and projected phpdt on the proposed corridors of Pune city, a
medium capacity Metro system is considered adequate to meet the traffic demand.
3.3 ADVANTAGES OF A METRO SYSTEM
Metro systems are superior to other modes because they provide higher carrying capacity,
faster, smoother and safer travel, occupy less space, are non-polluting and energy-efficient.
To summarise, a Metro system:
(i) Requires 1/5th energy per passenger km compared to road-based system

(ii) Causes no air pollution in the city
(iii) Causes lesser noise level
(iv) Occupies no road space if underground and only about 2 metres width of the road if
elevated
(v) Carries same amount of traffic as 5 lanes of bus traffic or 12 lanes of private motor
cars (either way), if it is a medium capacity system.
(vi) Is more reliable, comfortable and safer than road based system
(vii) Reduces journey time by anything between 50% and 75% depending on road
conditions.

Chapter - 4
System Selection
4.1 Consider for Selecting Light Metro System

4.2 Underground v/s Elevated Alignment
4.3 Permanent Way
4.4 Traction System
4.5 Signaling
4.6 Telecommunication
4.7 Automatic Fare Collection
4.8 Rolling Stock
CHAPTER 4
SYSTEM SELECTION
4.1 CONSIDERATION FOR SELECTING MEDIUM METRO SYSTEM
Traffic to be catered by metro services on PCMC – Swargate Corridor (16.51 km) and
Vanaz- Ramwadi Corridor (14.78 km) in the years 2018, 2021, and 2031 has been discussed
in detail in Chapter 2 on ‘Traffic Study’. It will be seen from this Chapter that peak hour peak
direction trips (phpdt) on the proposed Corridors are given in Table 4.1.
Table 4.1 Peak Hour Peak Direction Traffic (PHPDT) Demand

Corridor 2018 2021 2031
Corridor -1 : PCMC - Swargate 1905 18961 20035
Corridor - 2 : Vanaz – Ramwadi 6203 8519 10982
Road-based systems can optimally carry up to a maximum of 8,000 phpdt. Since the phpdt
of the above proposed corridors exceed 8,000, it qualify for a rail-based Mass Transit
System. A rail-based system may be either Light Capacity Metro System or Medium Capacity
Metro System, or Heavy Capacity Metro System. While the Light Metro System is suitable for
corridors with phpdt in the range of 15,000 to 30,000, medium capacity and heavy capacity
Metro Systems can optimally handle traffic densities ranging between 30,000 - 50,000
phpdt and between 50,000 – 80,000 phpdt respectively.
Medium Capacity Metro System is to be adopted for Pune Metro System although the phpdt
is below 30,000 even in 2031. The difference here in Light Metro and Medium Metro is only
the planning of platforms for running 6 coach trains in place of 4 coach trains in LRT.
4.2 UNDERGROUND V/S ELEVATED ALIGNMENT
For the Metro System if the corridor is located on busy roads, underground alignment is
preferable over the elevated alignment on numerous considerations. However, a single
factor that tilts the balance in favour of the latter is its substantially lower construction cost,
since a unit length of underground corridor, the cost involved is almost 3 times of that for an
elevated alignment. In the present case as the proposed corridors have to traverse partly on
wide roads and partly through highly congested area. Hence, the maximum portion of the

CHAPTER 4 - SYSTEM SELECTION
alignment has been planned elevated but small length as underground due the area being
very congested with narrow roads.
4.3 PERMANENT WAY
4.3.1 Choice of Gauge
Standard Gauge (1435mm) is invariably used for metro railways world over. During the last
decade, many metros such as Cairo, Madrid, Bangkok, Manila, and Beijing etc. have been
constructed in various cities of the world. All these metros have gone in for Standard Gauge
even though the national gauge for mainline railways in some of these countries was
different from Standard Gauge. In India the national gauge is Broad Gauge (1676mm). The
question whether Pune Metro should go in for Broad Gauge or Standard Gauge has,
therefore, been examined with following important parameters.
(i) Metro alignments in a city have to pass through heavily built-up areas for optimal
passenger utilisation and this imposes severe restrictions on the selection of curves.
As in most of the cities in India no 'right of way' has been reserved for metro
systems, the alignments have to follow the major arterial roads. These roads may
often have sharp curves and right-angle bends. In such a situation adoption of
Standard Gauge is advantageous since it permits adoption of sharper curves
compared to Broad Gauge to minimise property acquisition along the alignments.
(ii) In Standard Gauge 1 in 7 and 1 in 9 turn-outs, which occupy lesser length, are
feasible compared to 1 in 8 ½ and 1 in 12 turn-outs required for Broad Gauge.
Length of cross-overs for Standard Gauge is thus lesser than for Broad Gauge. Land
requirement for depots where a large number of lines connected together in the
shape of ladder is also reduced. Standard Gauge is, therefore, more suited for use in
built up environment where land availability is scarce.
(iii) For Standard Gauge, optimised state-of-the-art rolling stock designs are available
‘off-the-shelf’. This is not so for Broad Gauge where new designs for rolling stock
have to be specially developed which entails extra time and cost.
(iv) Because of the availability of a very large market, constant up-gradation of

technology takes place for Standard Gauge coaches. Thus upgraded technology is
available on a continued basis in case of Standard Gauge. This is not so in case of
Broad Gauge.
(v) For the same capacity gross weight of a metro coach is lower for Standard Gauge
than for Broad Gauge. Standard Gauge rolling stock thus results in recurring saving
in energy consumption during operation.
(vi) Once technology for Standard Gauge coaches get absorbed and a manufacturing base
for them is set up in India, there will be considerable export potential for the
coaches, since almost all the countries use Standard Gauge for their metros. This is
not so in case of Broad Gauge.
(vii) It is some time argued that adoption of Broad Gauge for metros would enable inter-
running of metro trains with Indian Railways since the latter uses Broad Gauge.
Inter-running is, however, technically and / or operationally not feasible as the two
systems have different:
• Rolling Stock characteristics,

• Signalling Systems,
• Headways,
• Tariffs,
• Moving dimensions, and
• Loading standards.
(viii) Track gauge is not a technical parameter for any metro rail system. It is a planning
parameter. This issue was also examined in January 2000 by the Ministry of Law and
Justice who had opined that the choice of gauge is a matter which lies within the
jurisdiction of the metro rail organisation entrusted with the responsibility of
implementing and operating the metro systems.
Since inter-running is not feasible, choice of Gauge for a metro system should be based
solely on technical and economic considerations on which Standard Gauge turns out to be
superior.
From the above, it is seen that Standard Gauge will be cost-effective and at the same time
enable Pune Metro to be at par with world-class metros and enable it to remain technically
up-dated in future. Standard Gauge will also enable setting up a manufacturing base for
coaches required for metros in other cities of the country as well create an export potential
for such coaches. Adoption of Standard Gauge is, therefore, recommended for Pune Metro. A
wider gauge is not justified for 2.9 m wide coach and axle loads are as low as 16 ton for
Standard Gauge Metro.
4.3.2 TRACK STRUCTURE
Track on Metro Systems is subjected to intensive usage with very little time for day-to-day
maintenance. Thus it is imperative that the track structure selected for Metro Systems
should be long lasting and should require minimum or no maintenance and at the same
time, ensure highest level of safety, reliability and comfort, with minimum noise and
vibrations. The track structure has been proposed keeping the above philosophy in view.

General
Two types of track structures are proposed for any Metro. The normal ballasted track is
suitable for At-Grade (surface) portion of Main Lines and in Depot (except inside the
Workshops, inspection lines and washing plant lines. The ballast-less track is recommended
on Viaducts and inside tunnels as the regular cleaning and replacement of ballast at such
location will not be possible. Only in case of the depot normal ballasted track is proposed for
adoption.
From considerations of maintainability, riding comfort and also to contain vibrations and
noise levels, the complete track is proposed to be joint-less and for this purpose even the
turnouts will have to be incorporated in LWR/CWR.
The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling Stock should
be compatible with the rail cant and rail profile.
Rail Section
Keeping in view the proposed axle load and the practices followed abroad, it is proposed to
adopt UIC-60 (60 kg. /m) rail section. Since on main lines, sharp curves and steep gradients
would be present, the grade of rail on main lines should be 1080 Head Hardened as per IRS-
T- 12-96. As these rails are not manufactured in India at present, these are to be imported.
For the Depot lines, the grade of rails should be 880, which can be easily manufactured
indigenously.
Ballastless Track on Viaducts
On the viaducts, it is proposed to adopt plinth type ballastless track structure with RCC
derailment guards integrated with the plinths (shown in Fig.4.1). Further, it is proposed to
adopt fastenings System approved by the suitable system complying to performance
criteria laid down by the Indian railways on both types of ballastless track structures, with a
base-plate to base-plate spacing of 65 cm. on viaducts. Most of the components of Vossloh-
336 fastening system are now indigenously available. The toe load design for the clips is to
be finalised at the detail design stage.
Ballast less Track in Depot
The ballastless track in Depot may be of the following types:

• Discretely supported on concrete/steel pedestal for inspection lines.
• Embedded rail type inside the Workshop.
• Plinth type for Washing Plant line.
• Normal Ballast less (as on viaduct) for Washing lines, Stabling and other running lines.
Turnouts
• From considerations of maintainability and riding comfort, it is proposed to lay the
turnouts also with 1 in 20 cant. Further, it is proposed to adopt the following two types
of turnouts:
i) On main lines, 1 in 9 type turnout with a lead radius of 300 metres and permissible
speed on divergent track as 40 km/h (shown in Fig.4.3).
ii) On Depot lines, 1 in 7 type turnout with a lead radius of 400 metres and permissible
speed on divergent track as 25 km/h (shown in Fig.4.4).
• The Scissors cross-overs on Main Lines (1 in 9 type) will be with a minimum track
centre of 4.5 m (shown in Fig.4.5).
• The proposed specifications for turnouts are given below: -
i) The turnouts should have fan-shaped layout throughout the turnout so as to have
same sleepers/base-plates and slide chairs for both LH and RH turnouts.
ii) The switches and crossings should be interchangeable between ballasted and
ballastless turnouts (if required).
• The switch rail should be with thick web sections, having forged end near heel of switch
for easy connection with lead rails, behind the heel of switch. The switches should have
anti creep device at heel of switch for minimising the additional LWR forces transmitted
from tongue rail to stock rail.
• The crossings should be made of cast manganese steel and with welded leg extensions.
These crossings should be explosive hardened type for main lines and without surface
hardening for Depot lines.
• The check rails should be with UIC-33 rail section without being directly connected to
the running rails.
BALLASTLESS TRACK ON VIADUCT
1435
525
212.5 1600
Rail level
202
175
(Mln)
5° Slope 2.5%
5° Slope 2.5%
FINAL DETAILED PROJECT REPORT FOR PUNE METRO

NOTE:-
ALL DIMENSION ARE mm UNLESS OTHERWISWISE NOTED
TYPICAL CROSS SECTION MINIMUM DEPTH OF PLINTH = 175mm.
ON VIADUCT
Fig No. 4.1
November
2015
102
Fig No. 4.2
FIG. NO 4.3
1837.7
3888
PT
R=300m
tg.1/9 (6.3419176°)
16615.5
16615.5
190m
R== 300m
12727.5
GEOMETRY
TURNOUT tg. 1/9 R
33331
16615.5
R=300m
100
2006
Fig No. 4.4

4050
PT tg.1/7
14144
14144
10094
TURNOUT tg. 1/7 R= 400m
24095
GEOMETRY
9951
9951
DOUBLE CROSSOVER tg. 1/9 R= 300m C.L. 4500
AXLE SCHEME
73731
40500
33231
16615.5 16615.5
4500
16615.5 16615.5
33231
40749
FINAL DETAILED PROJECT REPORT FOR PUNE METRO

Fig No. 4.5
November
2015
106
Buffer Stops
On main lines and Depot lines, friction buffer stops with mechanical impact absorption
(non-hydraulic type) need to be provided. On elevated section the spans on which friction
buffer stops are to be installed are to be designed for an additional longitudinal force of 85
T, which is likely to be transmitted in case of Rolling Stock impacting the friction Buffer
Stops.
4.3.2 Rail Structure Interaction
For continuing the LWR/CWR on Viaducts, the elevated structures are to be adequately
designed for the additional longitudinal forces likely to be transmitted as a result of Rail-
Structure interaction. Rail structure interaction study will determine the need and locations
of Rail Expansion Joints (REJ) also. REJ in ballasted track will be for a maximum gap of 120
mm, whereas on ballastless track for a maximum gap of 180 mm.
Welding
Flash Butt Welding Technique is to be used for welding of rails. Alumino-Thermic Welding is
to be done only for those joints which cannot be welded by Flash Butt Welding Technique,
such as joints at destressing locations and approach welds of switches & crossings. For
minimising the population of Thermit welds, mobile (rail-cum-road or portable) Flash Butt
Welding Plant will have to be deployed.
4.4 TRACTION SYSTEM
Traditionally, electric traction is used in Metro systems for requirement of high acceleration
and pollution-free services in urban areas. There are three standard and proven systems of
electric traction for use in suburban and metro lines, viz:- 750V dc third rail, 1500V dc
overhead catenary and 25kV ac overhead catenary system. All these three systems are
presently in use in India.
750V dc third rail system has been extensively used in metros and more than 60% of
existing metro systems in the world utilize 600-750V dc third rail system. The system does
not negate the aesthetics of the city as it is laid alongside the track and also requires smaller
tunnel diameter for underground section compared to other systems. This system has a
technical limitation beyond a traffic level of 60,000 PHPDT on account of requirement of
large number of traction sub-stations and difficulty in differentiation between over-current
and short-circuit currents. Few recently commissioned Metro systems with 750V dc third
rail are Bangkok Subway (2005), Bangkok Transit System (1999), Ankaray Metro (1997),
Athens Metro (2000), Istanbul Metro (2001) and Tehran Metro (2000). All these are Metro
systems similar to the proposed Pune Metro.
1500V dc catenary system has been adopted by some of heavy metros to overcome the
limitation imposed by 750V dc system for catering to traffic level of 60,000-80,000 PHPDT
(e.g. Singapore, Hong Kong, Guangzhou etc.). This system requires use of catenary masts and
messenger wires on elevated viaducts thereby affecting aesthetics of the city.
Stray current corrosion is often encountered in dc-electrified railways and therefore,

suitable measures are required for protection against corrosion of metallic structures,
reinforcement and utility pipes caused by dc stray current.
25kV ac traction has the economical advantages of minimal number of traction sub-stations
and potential to carry large traffic (60,000-90,000 PHPDT). The system requires catenary
masts on surface/elevated section, thereby affecting aesthetics and skyline of the city. Suitable
measures are required for mitigation of electro-magnetic interference (EMI) caused by single-
phase 25kV ac traction currents. In addition, 25kV ac train will require heavy transformer &
converters to be carried in each motor coach. A typical 25kV AC Catenary Arrangement is
shown in Fig 4.6. Since the proposed alignment of Pune Metro would traverse congested roads
and built-up area of the city, 25kV ac traction system is considered a safe option.
Fig 4.6 Typical 25kV AC Catenary Arrangement
Traffic requirements of the Pune Metro have been projected in the range of 25,000 PHPDT
in year 2031.The alignment of proposed corridors is on elevated viaducts and some section
of Corridor 1 is underground, where the height of structure has been restricted to less than
12 metre. Keeping in view the techno-economic considerations, 25 KV AC traction system is
considered to be the best trade-off.
4.5 SIGNALLING
4.5.1 Introduction
The signaling system shall provide the means for an efficient train control, ensuring safety in
train movements. It assists in optimization of metro infrastructure investment and running
of efficient train services on the network.
4.5.2 Signalling and Train Control
4.5.2.1 Overview
Metro carries large number of passengers at a very close headway requiring a very high
level of safety enforcement and reliability. At the same time heavy investment in
infrastructure and rolling stock necessitates optimization of its capacity to provide the best
services to the public. These requirements of the metro are planned to be achieved by
adopting ‘Distance to go’ ATP (Automatic Train Protection) and ATS (Automatic Train
Supervision) sub-systems. This will:
• Provide high level of safety with trains running at close headway ensuring continuous
safe train separation.
• Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal / warning
by the driver.
• Provides safety and enforces speed limit on section having permanent and temporary
speed restrictions.
• Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed / Distance to Go status in his cab enabling him to optimize the
speed potential of the track section. It provides signal / speed status in the cab even in
bad weather.
• Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be possible
with the same number of rolling stock.
• Improve maintenance of Signalling and telecommunication equipments by monitoring
system status of trackside and train born equipments and enabling preventive
maintenance.
Signalling & Train Control system on the line shall be designed to meet the required
headway during peak hours. Automatic Train Operation (ATO) is not planned initially but
the system will be upgradeable to include ATO in future.
4.5.2.2 System Description and Specifications
The Signalling and Train Control system shall be as below. Sub-system/ components will
conform to international standards like CENELEC, IEC, BS, IS, ITU-T etc:
A. Continuous Automatic Train Control
Continuous Automatic Train Control will consist of - ATP (Automatic Train

Protection), ATO (Automatic Train Operation) and ATS (Automatic Train Supervision)
sub-systems:
(i) Automatic Train Protection (ATP)
Automatic Train Protection is the primary function of the train control systems. This
sub-system will be inherently capable of achieving the following objectives in a fail-
safe manner. Line side signals will be provided at diverging routes (i.e. at points &
crossings), which shall serve as backup signalling in case of failure of ATP system.
However, in such cases, train speed will be automatically restricted to 25 kmph.
• Cab Signalling
• Track Related Speed Profile generation based on line data and train data
continuously along the track
• Continuous monitoring of braking curve with respect to a defined target point
• Monitoring of maximum permitted speed on the line and speed restrictions in
force
• Detection of over-speed with audio-visual warning and application of brakes, if
necessary
• Maintaining safety distance between trains
• Monitoring of stopping point
• Monitoring of Direction of Travel and Rollback
The cab borne equipment will be of modular sub-assemblies for each function for easy
maintenance and replacement. The ATP assemblies will be fitted in the vehicle integrated
with other equipment of the rolling stock.
(ii) Automatic Train Operation (ATO) - Future
This system will operate the trains automatically from station to station while
remaining within the safety envelope of ATP & open the train doors. Driver will close
the train doors and press a button when ready to depart. In conjunction with ATP/
ATS, ATO can control dwell time at stations and train running in accordance with
headway/ timetable.
(ii) Automatic Train Supervision (ATS)
A train supervision system will be installed to facilitate the monitoring of train

operation and also remote control of the station. The train supervision will log each
train movement and display it on the workstations with each Traffic Controller at the
OCC and on one workstation placed in the Station Control room (SCR) with each
Station Controller.
The centralized system will be installed in the Operation Control Centre. The OCC will
have a projection display panel showing a panoramic view showing the status of
tracks, points, signals and the vehicles operating in the relevant section/ whole
system. ATS will provide following main functionalities:
• Automatic Route setting

• Automatic Train Regulation
• Continuous Tracking of train position
• Display Panel & Workstation interface
• Adjustment of station dwell time
• Link to Passenger Information Display System for online information
• Computation of train schedules & Timetable
B. Interlocking System:
(i) Computer Based Interlocking (CBI)
At all stations with points and crossings, Computer Based Interlocking (CBI) will
be provided for operation of points and crossings and setting of routes.
The setting of the route and clearing of the signals will be done by workstation,
which can be either locally (at station operated or operated remotely from the
OCC.
This sub-system is used for controlling vehicle movements into or out of stations
automatically from a workstation. All stations having points and crossings will be
provided with workstations for local control. Track occupancy, point position, etc.
will be clearly indicated on the workstation. It will be possible to operate the
workstation locally, if the central control hands over the operation to the local
station. The interlocking system design will be on the basis of fail-safe principle.
The equipment will withstand tough environmental conditions encountered in a

Mass Transit System. Control functions in external circuits will be proved both in
the positive and negative wires. Suitable IS, IRS, BS standards or equivalent
international standards will be followed in case wiring, installation, earthing,

cabling, power supply and for material used in track circuits, relays, point
operating machines, power supply etc.
(ii) Track Circuits
Audio Frequency Track Circuit will be used for vehicle detection and for
transmission of data from track to train.
(ii) Point Machines
Non-Trailable Electrical Point Machine capable of operating with either 110V DC

or 3-phase 380V AC will be used on main line. The depot point machine will
preferably be trailable type.
C. Train Depot: Signalling
Two depots i.e. one near Hill Range Station in Agricultural University area and another
near Vanaz Station area are planned for Corridor 1 & 2 respectively. All depot lines
except the ones used for shunting and in workshop shall be interlocked. A workstation
each shall be provided in the Depot Control Centre for electrical operation of the
points, signals and routes of the depot yard. Audio Frequency Track Circuits will be
used in the depot as well.
4.5.2.3 Standards
The standards to be adopted for Signalling system are shown in Table 4.2.
Table 4.2 Standards of Signalling System
Description Standards
Computer based Interlocking adopted for station having
switches and crossing. All related equipment as far as
possible will be centralised in the equipment room at the
 Interlocking
station. The depot shall be interlocked except for lines
mainly used for shunting, workshop/inspection shed
areas.
With Direct current 110V D.C. point machines or 380 volts
 Operation of Points
3 phase, 50 Hz. AC point machines.
Audio frequency Track circuits on running section, test
 Track Circuit
track and in depot.
 Signals at Stations with Line Side signals to protect the points (switches). LED type
point & crossings signals for reliability and reduced maintenance cost.
Description Standards
 UPS (uninterrupted
power at stations as well For Signalling and Telecommunications
as for OCC)
 Train protection system Automatic Train Protection system.
Automatic Train Supervision system. Movement of all
trains to be logged on to a central computer and displayed
 Train Describer System
on workstations in the Operational Control Centre and at
the SCR. Remote control of stations from the OCC.
 Redundancy for TP/ Redundant Train borne equipment and ATS equipment at
Train Describer. OCC.
 Cables Outdoor cables will be steel armoured as far as possible.
SIL-4 safety levels as per CENELEC standard for signal
 Fail Safe Principles
application.
All data transmission on telecom cables/OFC/Radio. All
 Immunity to External Signalling and telecom cables will be separated from
Interface. power cables. CENELEC standards to be implemented for
EMC.
 Train Working under Running on site with line side signal with speed
emergency automatically restricted between 15-25 kmph.
 Environmental
Air-conditioners for all equipment rooms.
Conditions
Philosophy of continuous monitoring of system status and
preventive & corrective maintenance of Signalling
equipments shall be followed. Card / module / sub-system
 Maintenance philosophy
level replacement shall be done in the field and repairs
under taken in the central laboratory/ manufacturer’s
premises.
4.5.3 Space Requirement for Signalling Installations
Adequate space for proper installations of all Signalling equipment at each of the stations
has to be provided keeping in view the case of maintenance and use of instrumentation set
up for regular testing and line up of the equipment/system. The areas required at each of
the stations for Signalling equipment shall be generally 50 sqm for UPS Room (common for
signalling and telecom) and 50 sqm at interlocked station with points & 20 sqm at other
stations for Signalling. These areas shall also cater to local storage and space for
maintenance personnel to work. At the OCC and the Depot, the areas required shall be as
per the final configuration of the equipments and network configuration keeping space for
further expansion.
4.5.4 Maintenance Philosophy for Signalling systems
The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of Signalling and telecommunication equipments shall be followed. Card /
module / sub-system level replacement shall be done in the field. Maintenance personnel
shall be suitably placed at intervals and they shall be trained in multidisciplinary skills. Each
team shall be equipped with a fully equipped transport vehicle for effectively carrying out
the maintenance from station to station.
The defective card/ module / sub-system taken out from the section shall be sent for
diagnostic and repair to a centralized S&T repair lab suitably located on the section. This lab
will be equipped with appropriate diagnostic and test equipments to rectify the faults and
undertake minor repairs. Cards / modules / equipments requiring major repairs as
specified in suppliers documents shall be sent to manufacturer's workshop.
4.6 TELECOMMUNICATION
4.6.1 Introduction
The telecommunication system acts as the communication backbone for Signalling systems
and other systems such as SCADA, AFC etc and provides telecommunication services to meet
operational and administrative requirements of metro network.
5.6.2 Telecommunication
4.6.2.1Overview
The telecommunication facilities proposed are helpful in meeting the requirements for
1. Supplementing the Signalling system for efficient train operation.

2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system
The proposed telecom system will cater to the following requirements:
• Train Traffic Control

• Assistance to Train Traffic Control
• Maintenance Control
• Emergency Control
• Station to station dedicated communication
• Telephone Exchange
• Passenger Announcement System and Passenger Information and Display System within
the station and from Central Control to each station.
• Centralised Clock System
• Train Destination Indicator
• Instant on line Radio Communication between Central Control and Moving Cars and
maintenance personnel.
• Data Channels for Signalling, SCADA, Automatic Fare Collection etc.
4.6.2.3 Telecommunication System and Transmission Media
i) Fibre Optic System - Main Telecommunication Bearer
The main bearer of the bulk of the telecommunication network is proposed with
optical fibre cable system. Considering the channel requirement and keeping in view
the future expansion requirements a 24 fibre optical fiber cable is proposed to be laid
in ring configuration with path diversity.
SDH(minimum STM-4) based system shall be adopted with SDH nodes at every station
and OCC. Access 2MB multiplexing system will be adopted for the lower level at each
node, equipped for channel cards depending on the requirement of channels in the
network. Further small routers and switches shall be provided for LAN network at
stations.Alternatively a totally IP Based High Capacity Ethernet Network can be
provided in lieu of SDH/MUX.
ii) Telephone Exchange
For an optimized cost effective solution Small exchanges of 30 port each shall be
planned at each station , a 60 Port Exchange at the Terminal Stations and a 100 Port
exchanges at the OCC/Depots. The Exchanges will serve the subscribers at all the
stations and OCC. The exchanges will be interconnected at multiple 2 MB level through
optical fibre cable. The Exchanges shall be software partitioned for EPABX and Direct
Line Communication from which the phones shall be extended to the stations.
iii) Mobile Radio Communication
Mobile Radio communication system having 8 logical channels is proposed for on-line
emergency communication between Motorman (Front end and Rear end) of moving
train and the Central Control. The system shall be based on Digital Trunk Radio
Technology to TETRA International standard. This system now is widely adopted for
mobile radio communication in metro / rapid transit services abroad. All the stations
and the OCC will be provided with fixed radio sets. Mobile communication facility for
maintenance parties and Security Personnel will be provided with handheld sets.
These persons will be able to communicate with each other as well as with central
control.
The frequency band for operation of the system will be that for TETRA in 400/800
MHz band, depending on frequency availability.
The system shall provide Instant mobile radio communication between the
motorman of the moving cars from any place and the Central Control .The
motorman can also contact any station in the network through the central control,
besides intimating the approaching trains about any emergency like accident, fire,
line blocked etc., thus improving safety performance.
To provide adequate coverage, based on the RF site survey to be carried out during
detailed design stage, base stations for the system will be located at sites
conveniently selected after detailed survey. Tentatively 3 sites with 40 m towers
and 1 Base Station for underground stations shall be required along the route for
corridor 1 and 4 Base Station sites with 40 m towers for corridor 2.
iv) Passenger Announcement System
The system shall be capable of announcements from the local station as well as
from OCC. Announcements from OCC will have over-riding priority in all
announcements.
v) Centralised Clock System
This will ensure an accurate display of time through a synchronization system of

slave clocks driven from a Master Clock at the operation control center. The Master
Clock signal shall also be required for synchronization of SDH and Exchanges. The
System will ensure identical display of time at all locations. Clocks are to be
provided at platforms, concourse, Station Master's Room, Depots and other service
establishments etc.
vi) Passenger Information Display System
These shall be located at convenient locations at all stations to provide bilingual

visual indication of the status of the running trains and will typically indicate
information such as destination, arrival/departure time, and also special messages
in emergencies. The boards shall be provided at all platforms and concourses of all
stations.
vii) Network Monitoring and Management

For efficient and cost effective maintenance of the entire communication network, it
is proposed to provide a network management system (NMS), which will help in
diagnosing faults immediately from a central location and attending the same with
least possible delay, thus increasing the operational efficiency and reduction in
manpower requirement for maintenance.
The proposed NMS system will be covering radio communication, Optical Fiber
Transmission system and Telephone Exchange.
4.6.2.4 Standards
The standards proposed to be adopted for telecommunication systems are shown in Table
4.3.
Table 4.3 Standards of Telecommunication System
System Standards
• Transmission
SDH based for the entire telecom network.
System
Optical Fibre system as the main bearer for bulk of the
• Transmission Media
telecommunication network,
EPABX of minimum 30 ports is to be provided at all
• Telephone Exchange Stations , an Exchange of 60 Ports to be provided at
Terminal Station.
Digital Train radio (TETRA) communication between
• Train Radio System motorman of moving cars, stations, maintenance
personnel, depots and central control.
LED/LCD based boards with adequate visibility to be
• Train Destination provided at convenient location at all stations to provide
Indicator System bilingual visual indication of the status of the running
trains, and also special messages in emergencies.
Accurate display of time through a synchronisation system
• Centralized clock of slave clocks driven from a master clock at the OCC and
system sub – master clock in station/depots.. This shall also be
used for synchronisation other systems.
• Passenger Passenger Announcement System covering all platform
Announcement and concourse areas with local as well as Central
System Announcement.
Redundancy on Radio base station equipment.
• Redundancy
Path Redundancy for Optical Fibre Cable by provisioning
(Major System)
in ring configuration.
• Environmental
All equipment rooms to be air-conditioned.
Conditions
System Standards
System to have, as far as possible, automatic switching
facility to alternate routes/circuits in the event of failure.
Philosophy of preventive checks of maintenance to be
• Maintenance followed. System networked with NMS for diagnosing
Philosophy faults and co-ordination.
Card/module level replacement shall be done in the field
and repairs undertaken in the central
laboratory/manufacture's premises.
4.6.3 Space Requirement for Telecom Installations
Adequate space for proper installations of all Telecommunication equipment at each of the
stations has to be provided keeping in view the case of maintenance and use of
instrumentation set up for regular testing and line up of the equipment/system. The areas
required at each of the stations for S & T equipment shall be generally 40 sq.m each for
Telecom Room and 50 sq.m. for UPS Room (common for signal, telecom and AFC). These
areas shall also cater to local storage and space for maintenance personnel to work. At the
OCC, the areas required shall be as per the final configuration of the equipments and
network configuration keeping space for further expansion.
4.6.4 Maintenance Philosophy for Telecom systems
The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of Signalling and telecommunication equipments shall be followed. Card /
module / sub-system level replacement shall be done in the field. Maintenance personnel
shall be suitably placed at intervals and they shall be trained in multidisciplinary skills. Each
team shall be equipped with a fully equipped transport vehicle for effectively carrying out
the maintenance from station to station.
The defective card/ module / sub-system taken out from the section shall be sent for
diagnostic and repair to a centralized S&T repair lab suitably located on the section. This lab
will be equipped with appropriate diagnostic and test equipments to rectify the faults and
undertake minor repairs. Cards / modules / equipments requiring major repairs as
specified in suppliers documents shall be sent to manufacturer's workshop.
4.7 AUTOMATIC FARE COLLECTION
4.7.1 Introduction
Metro Rail System handle large number of passengers. Ticket issue and fare collection play a
vital role in the efficient and proper operation of the system. To achieve this objective,
ticketing system shall be simple, easy to use/operate and maintain, easy on accounting
facilities, capable of issuing single/multiple journey tickets, amenable for quick fare changes
and require overall lesser manpower. In view of above, computer based automatic fare
collection system is proposed.
The proposed Ticketing system shall be of Contactless Smart Card & Token type. For
Multiple Journey , the Store Value Smart Card shall be utilized and for the Single Journey ,
the Smart Token , which shall be captured by the gate at the exits, shall be utilized.
AFC system proves to be cheaper than semi-automatic (manual system) in long run due to
reduced manpower cost for ticketing staff, reduced maintenance in comparison to paper
ticket machines, overall less cost of recyclable tickets (Smart Card/Token) in comparison to
paper tickets and prevention of leakage of revenue.
Relative advantages of automatic fare collection system over manual system are as follows:
A) Manual fare collection systems have the following inherent

disadvantages:
1. Large number of staff is required for issue and checking of tickets.

2. Change of fare structure is time consuming as has to be done at each station.
3. Manipulation possible by jamming of mechanical parts.
4. Staff and passenger interaction leading to more chances of confrontation.
5. 100% ticket checking at entry / exit impossible.
B) Automatic fare collection systems have the following advantages:
1. Less number of staff required.

2. Less possibility of leakage of revenue due to 100% ticket check by control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate, faster evacuation both in normal and emergency.
5. System is amenable for quick fare changes.
6. Management information reports generation easy.
7. System has multi-operator capabilities. Same Smart Card can be used for other
applications also,
8. AFC systems are the worldwide accepted systems for Metro environment.
The proposed ticketing system shall be of Contact less Smart Token/ Card type. The
equipments for the same shall be provided at each station Counter/Booking office
and at convenient locations and will be connected to a local area network with a
computer in the Station Master's Room.
C) Choice of Control Gates
Retractable flap type Control Gates are proposed which offer high throughput ,
require less maintenance and are latest in modern metros internationally. Tripod
turnstile type or flap type gates offer less throughput and require more
maintenance.
D) Passenger Operated Machine
At all the Stations, two Passenger Operated Machines (Automatic Ticket Vending
Machines) each are proposed. The POM’s will provide convenience to passengers to
avoid standing in queues at ticket booths and provide them international standard
service.
Standards
The standards proposed to be adopted for AFC systems are shown in Table 4.4.
Table 4.4 Standards of Automatic Fare Collection System
Standards Description
a) Contactless smart token – For single
journey. They shall have stored value
amount for a particular journey. Tokens are
• Fare media
captured at the exit gate.
b) Contactless smart card – For multiple
journeys.
Computer controlled retractable flap type automatic
gates at entry and exit. There will be following types
of gates:
• Gates • Entry
• Exit
• Reversible – can be set to entry or exit
• Wide reversible -gate for disabled people.
All the fare collection equipments shall be
connected in a local area network with a station
server controlling the activities of all the machines.
These station servers will be linked to the central
• Station computer, Central computer
computer situated in the operational control centre
and AFC Net work
through the optic fibre communication channels.
The centralised control of the system shall provide
real time data of earnings, passenger flow analysis,
blacklisting of specified cards etc.
Manned Ticket office machine shall be installed in
• Ticket office machine (TOM/EFO) the stations for selling cards/ tokens to the
passengers.
Ticket reader shall be installed near EFO for
• Ticket reader and portable ticket
passengers to check information stored in the token
decoder.
/ cards.
Standards Description
• UPS (uninterrupted power at
Common UPS of S&T system will be utilized.
stations as well as for OCC).
Being fully Contactless systems, manpower
requirement for maintenance is much less compared
• Maintenance philosophy to system with magnetic tickets. However, adequate
facilities to be provided similar to that of S&T
systems.
4.7.2 AFC Equipment Requirements
AFC equipment requirements are given in Table 4.5 below.
Table 4.5 AFC Equipment Requirements
Daily Daily Gate Disabled

Station TOM EFO TR POM
Boarding Alighting Entry Exit Reversible Gate
CORRIDOR-I DETAILS OF AFC EQUIPMENT
PCMC 11250 10272 2 2 2 1 4 2 4 2
Tukaram Nagar 2486 3146 2 2 2 1 4 2 4 2
Bhosari
767 1219 2 2 2 1 4 2 4 2
(Nashik Phata)
Kasarwadi 1609 3596 2 2 2 1 4 2 4 2
Fugewadi 216 345 2 2 2 1 4 2 4 2
Dapodi 2876 2841 2 2 2 1 4 2 4 2
Bopodi 2196 1981 2 2 2 1 4 2 4 2
Khadki 987 289 2 2 2 1 4 2 4 2
Range Hill 4219 3618 2 2 2 1 4 2 4 2
Shivaji Nagar 1548 1215 2 2 2 1 4 2 4 2
ASI 8978 6125 2 2 2 1 4 2 4 2
PMC 4157 5419 2 2 2 1 4 2 4 2
Budhwar Peth 1715 3002 2 2 2 1 4 2 4 2
Mandai 660 8482 2 2 2 1 4 2 4 2
Swargate 18848 10961 2 2 2 1 4 2 4 2
TOTAL 30 30 30 15 60 30 60 30
CORRIDOR-II DETAILS OF AFC EQUIPMENT
Vanaz 4854 2828 2 2 2 1 4 2 4 2
Anand Nagar 458 155 2 2 2 1 4 2 4 2
Ideal Colony 22 67 2 2 2 1 4 2 4 2
Nal Stop 4492 4725 2 2 2 1 4 2 4 2
Garware
1312 1472 2 2 2 1 4 2 4 2
College*
Station Daily Daily Gate Disabled TOM EFO TR POM

Deccan* 5493 6295 2 2 2 1 4 2 4 2
ASI* 1005 1622 2 2 2 1 4 2 4 2
Civil Court* 3984 5777 2 2 2 1 4 2 4 2
Mangalwar Peth 1755 2276 2 2 2 1 4 2 4 2
Sasson 1519 1665 2 2 2 1 4 2 4 2
Pune Railway
3769 3487 2 2 2 1 4 2 4 2
Station
Ruby Clinic 1103 517 2 2 2 1 4 2 4 2
Bund Garden 1783 1290 2 2 2 1 4 2 4 2
Yerawada 1676 1451 2 2 2 1 4 2 4 2
Kalyani Nagar 3206 3196 2 2 2 1 4 2 4 2
Ramwadi 1483 1464 2 2 2 1 4 2 4 2
TOTAL 32 32 32 16 64 32 64 32
Assumptions:
1. Each station has two accesses.
2. Minimum arrangement at each access is 1 entry gate, 1 exit gate, 1 reversible gate, 1
EFO and 2 TR.
3. Throughput of gate is 30 PPM. For TOM it is 10 PPM.
4. 50% passengers are assumed on smart card and 50% on single journey token.
5. Each station has 1 wide gate for disabled. Exact equipment arrangement depends on
final station layout.
4.8 ROLLING STOCK
4.8.1 Introduction
The required transport demand forecast is the governing factor for the choice of the Rolling
Stock. In a metro city, the forecasted Peak Hour Peak Direction Traffic (PHPDT) calls for a
Medium Rail Transit System.
4.8.2 Optimization of Coach Size
The following optimum size of the coach has been chosen for this corridor as mentioned in
Table 4.6.
Table 4.6 - Size of the coach
Description Length* Width Height

Driver Trailer Car 21.64 m 2.9 m 3.9 m
Motor/Trailer car 21.34 m 2.9 m 3.9 m
* Maximum length of coach over coupler/buffers = 22.6 m.
4.8.3 Passenger Carrying Capacity

In order to maximize the passenger carrying capacity, longitudinal seating arrangement
shall be adopted. The whole train shall be vestibuled to distribute the passenger evenly in all
the coaches and for evacuation from ends in emergency. Criteria for the calculation of
standing passengers are 3 persons per square meter of standing floor area in normal state
and 6 persons in crush state of peak hour.
Therefore, for the Medium Rail Vehicles (MRV) with 2.9 m maximum width and longitudinal
seat arrangement, conceptually the crush capacity of 43 seated, 204 standing thus a total of
247 passengers for a Driving Trailer Car and 50 seated, 220 standing, thus a total of 270 for
a Trailer/ Motor Car is envisaged.
Following train composition is recommended :
4-car Train : DTC+MC+MC+DTC
6-car Train : DTC+MC+TC+MC+MC+DTC
The passenger carrying capacity for Driving Trailer Car, Trailer Car and Motor Car and also
of a train is given in table 4.7.
Table 4.7 - Carrying Capacity of MRV

DTC TC / MC 4-Car Train 6-Car Train
Normal Crush Normal Crush Normal Crush Normal Crush
Seated 43 43 50 50 186 186 286 286
Standing 102 204 110 220 424 848 644 1288
Total 145 247 160 270 610 1034 930 1574
Normal- 3 persons/sqm of standee area

Crush - 6 persons/sqm of standee area
4.8.3 Weight
The weight of motorcars and trailers has estimated as in Table 4.8, referring to the
experiences in Delhi Metro. The average passenger weight has been taken as 65 kg.
Table 4.8 -Weight of Light Rail Vehicles (Tonnes)
Description DTC TC MC 4-Car Train 6-Car Train 8-Car Train

TARE(max) 39 39 39 156 234 312
Passenger
Normal 9.425 10.4 10.4 39.65 60.45 81.25
Crush@6/sqm 16.055 17.55 17.55 67.21 102.31 137.41
Crush@8/sqm 20.475 22.295 22.295 85.583 130.22 174.85
Description DTC TC MC 4-Car Train 6-Car Train 8-Car Train

Gross
Normal 48.25 49.4 49.4 195.65 294.45 393.25
Crush@6/sqm 55.055 56.55 56.55 223.21 336.31 449.41
Crush@8/sqm 59.475 61.295 61.295 241.58 364.22 486.85
Axle Load 13.764 14.138 14.138
Crush@6/sqm
Axle Load 14.869 15.324 15.324
Crush@8/sqm
The axle load @ 6 persons/ sqm of standing area works out in the range of 13.764T to
14.138 T. Heavy rush of passenger, having 8 standees per sq. meter can be experienced
occasionally. Hence, it will be advisable to design the coach with sufficient strength so that
even with this overload, the design will not result in overstresses in the coach. Coach and
bogie should therefore be designed for 16 T axle load.
4.8.5 Performance Parameters
It would be necessary for the trains to have rather higher acceleration and deceleration,
considering the short distance between stations along the line. The recommended
performance parameters are:
Maximum Design Speed : 95 kmph

Maximum Service Speed : 85 kmph
Acceleration : 0.82 m/s2 +_ 5%
Deceleration : 1.1 m/s2 (normal brake)
: 1.3 m/s2 (Emergency brake)
Simplified velocity – time operation curve is shown in Fig 4.12
Traction at constant speed

Decelerating
Accelerating Coasting
Velocity ↑
35
-1.0m/s2
0.82m/s
Time →
0 Fig 4.12 - Simplified velocity – time operation curve
4.8.6 Coach design and basic parameters
The important criteria for selection of rolling stock are as under:
• Proven equipment with high reliability.

• Passenger safety feature
• Energy efficiency
• Light weight equipment and coach body
• Optimized scheduled speed
• Aesthetically pleasing Interior and Exterior
• Low Life cycle cost
• Flexibility to meet increase in traffic demand
• Anti-telescopic
The controlling criteria are reliability, low energy consumption, lightweight and high
efficiency leading to lower annualized cost of service. The coach should have high rate of
acceleration and deceleration.
4.8.7 Selection of Technology
Low life cycle cost:
The low life cycle cost is achieved by the way of reduced scheduled and unscheduled
maintenance and high reliability of the sub-systems. It is possible to achieve these
objectives by adopting suitable proven technologies. The selection of following
Technologies has been adopted to ensure low life cycle cost:
4.8.8 Car body
In the past carbon high tensile steel was invariably used for car bodies. In-fact almost all the
coaches built by Indian Railways are of this type. These steel bodied coaches need frequent
painting as well corrosion repairs, which may have to be carried out up to 4-5 times during
the service life of these coaches. It is now standard practice to adopt stainless steel or
aluminium for car body.
The car bodies with aluminium require long and complex extruded sections which are still
not manufactured in India. Therefore, aluminium car body has not been considered for use.
Stainless steel sections are available in India and as such it is specified. No corrosion repair
is necessary on these cars during their service life.
Stainless steel car body leads to energy saving due to its light weight. It also results in cost
saving due to easy maintenance and reduction of repair cost from excellent anti-corrosive
properties as well as on improvement of riding comfort and safety in case of a crash or fire.
4.8.9 Bogies
Bolster less lightweight bogies with rubber springs are now universally adopted in metro
cars. These bogies require less maintenance and overhaul interval is also of the order of
4,20,000 km. The use of air spring at secondary stage is considered with a view to keep the
floor level of the cars constant irrespective of passenger loading unlike those with coil
spring. The perturbation from the track are also dampened inside the car body on account
of the secondary air spring along with suitable Vertical Hydraulic Damper. The primary
suspension system improves the curve running performance by reducing lateral forces
through application of conical rubber spring. A smooth curving performance with better
ride index is being ensured by provision of above type of bogies.
4.8.10 Braking System
The brake system shall consist of:
• An electro-pneumatic (EP) service friction brake.
• A fail safe, pneumatic friction emergency brake.

• A spring applied air-release parking brake
• An electric regenerative service brake
• Provision of smooth and continuous blending of EP and regenerative braking.
The regenerative braking will be the main brake power of the train and will regain the
maximum possible energy and pump it back to the system and thus fully utilize the
advantage of 3 phase technology .The regenerative braking should have air supplement
control to bear the load of trailer car. In addition, speed sensors mounted on each axle
control the braking force of the axles with anti skid valves, prompting re-adhesion in case of
a skid. The brake actuator shall operate either a tread brake or a wheel disc brake.
4.8.11 Propulsion System Technology
In the field of Electric Rolling Stock, DC series traction motors have been widely used due to
its ideal characteristics and good controllability for traction applications. But these required
intensive maintenance because of commutators and electro-mechanical contactors, resistors
etc.
The brushless 3 phase induction motors has now replaced the D C series motors in traction
applications. The induction motor, for the same power output, is smaller and lighter in
weight and ideally suited for rail based Mass Rapid Transit applications. The motor tractive
effort and speed is regulated by Variable Voltage and Variable Frequency control and can be
programmed to suit the track profile and operating parameters. Another advantage of 3
phase a.c. drive and VVVF control is that regenerative braking can be introduced by
lowering the frequency and the voltage to reverse the power flow and to allow braking to
very low speed.
For this corridor, 3 phase a.c. traction drive that are self ventilated, highly reliable, robust
construction and back up by slip/ slid control have been recommended.
The AC catenary voltage is stepped down through a transformer and converted to DC

voltage through convertor and supply voltage to DC link, which feeds inverter operated with
Pulse Width Modulation(PWM) control technology and using insulated Gate Bipolar
Transistors(IGBT). Thus 3 phase variable voltage variable frequency output drives the
traction motors for propulsion.
Recently advanced IGBT has been developed for inverter units. The advanced IGBT contains
an Insulated Gate Bipolar Transistor (IGBT) and gate drive circuit and protection. The
advanced IGBT incorporates its own over current protection, short circuit protection, over
temperature protection and low power supply detection. The IGBT has internal protection
from over current, short circuit, over temperature and low control voltage.
The inverter unit uses optical fiber cable to connect the control unit to the gate interface.
This optical fibre cable transmits the gate signals to drive the advanced IGBT via the gate
interface. This optical fiber cable provides electrical isolation between the advanced IGBT
and the control unit and is impervious to electrical interference. These are recommended
for adoption in trains of Pune Metro.
4.8.12 Interior and gang ways
The passenger capacity of a car is maximized in a Metro System by providing longitudinal

seats for seating and utilizing the remaining space for standing passenger. Therefore all the
equipments are mounted on the under frame for maximum space utilization .The gangways
are designed to give a wider comfortable standing space during peak hours along with easy
and faster passenger movement especially in case of emergency.
4.8.13 Passenger Doors
For swift evacuation of the passenger in short dwell period, four doors of adequate width,
on each side of the coach have been considered. These doors shall be of such dimensions
and location that all the passenger inside the train are able to evacuate with in least possible
time without conflicting movement .As the alignment passes through elevated section at 10
to 12 meters above ground, automatic door closing mechanism is envisaged from
consideration of passenger safety. Passenger doors are controlled electrically by a switch in
Driver cab. Electrically controlled door operating mechanism has been preferred over
pneumatically operated door to avoid cases of air leakage and sluggish operation of doors.
The door shall be of bi-parting, Sliding Type as in the existing coaches of DMRC.
4.8.14 Air –Conditioning
With heavy passenger loading of 6 persons/m2 for standee area and doors being closed from
consideration of safety and with windows being sealed type to avoid transmission of noise,
the air conditioning of coaches has been considered essential. Each coach shall be provided
with two air conditioning units capable of automatically controlling interior temperature
throughout the passenger area at 25 oC with 65% RH at all times under varying ambient
condition up to full load. For emergency situations such as power failure or both AC failures
etc ventilation provision supplied from battery will be made. . Provision shall be made to
shut off the fresh air intake and re-circulate the internal air of the coach, during an
emergency condition, such as fire outside the train causing excessive heat and smoke to be
drawn in to the coach.
4.8.15 Cab Layout and Emergency detrainment door
The modern stylish driver panel shall be FRP moulded which give maximum comfort and
easy accessibility of different monitoring equipments to the driver along with clear visibility
.The driver seat has been provided at the left side of the cabin.
An emergency door for easy detainment of the passengers on the track has been provided at
the centre of the front side of each cabin which has an easy operation with one handle type
master controller.
4.8.16 Communication
The driving cab of the cars are provided with continuous communication with base
Operational Control Center and station control for easy monitoring of the individual train in
all sections at all the time.
Public Address and Passenger Information Display System is provided in the car so that
passengers are continuously advised of the next stoppage station, final destination station,
interchange station, emergency situations if any, and other messages. The rolling stock is
provided with Talk Back Units inside the cars, which permit conversation between
passengers and the drivers in case of any emergency.
4.8.17 Noise and Vibration
The train passes through heavily populated urban area .The noise and vibration for a
metro railway becomes an important criteria from public acceptance view point. The
source of noise are (i) rail-wheel interaction (ii) noise generated from equipment like
Blower, Compressor, air conditioner, door, Inverter etc. (iii) traction motor in running
train .For elimination and reduction of noise following feature are incorporated: -
• Provision of anti drumming floor and noise absorption material

• Low speed compressor, blower and air conditioner
• Mounting of under frame equipments on anti-vibration pad
• Smooth and gradual control of door
• Provision of GRP baffle on the via-duct for elimination of noise transmission
• Provision of sound absorbing material in the supply duct and return grill of air
conditioner
• Sealing design to reduce the aspiration of noise through the gap in the sliding
doors and piping holes
The lower vibration level has been achieved by provision of bolster less type bogies
having secondary air spring.
4.8.18 Passenger Safety Features
(i) ATP/ATO
The rolling stock is provided with Continues Automatic Train Protection and
Automatic Train Operation (in future) to ensure absolute safety in the train
operation. It is an accepted fact that the 60-70% of accidents take place on
account of human error. Adoption of this system ensures freedom from human
error. The on board computerized ATC system compare and verify the
continuous data like speed etc .for safest train control.
(ii) Fire
The rolling stock is provided with fire retarding materials having low fire load,
low heat release rate, low smoke and toxicity inside the cars. The electric cables
used are also normally low smoke zero halogen type which ensures passenger
safety in case of fire.
(iii) Emergency door
The rolling stock is provided with emergency evacuation facilities at several

vehicles to ensure well-directed evacuation of passengers in case of any
emergency including fire in the train.
(iv) Crash worthiness features
The rolling stock is provided with inter car couplers having crashworthiness
feature which reduces the severity of injury to the passengers in case of
accidents.
(v) Gangways
Broad gangways are provided in between the cars to ensure free passenger
movement between cars in case of any emergency.
The salient features of the proposed Rolling Stock are enclosed as Annexure-
I.
Annexure- I
SALIENT FEATURES OF MRTS ROLLING STOCK
S. No. Parameter Details

1 Gauge (Nominal) 1435mm
2 Traction system
2.1 Voltage 25 KV AC
2.2 Method of current collection Overhead Current Collection System
3 Train composition
3.1 4 car : DTC + MC + MC + DTC
3.2 6 car: DTC + MC + TC + MC + MC + DTC
4 Coach Body Stainless Steel
5 Coach Dimensions
5.1 Height 3.9 m
5.2 Width 2.9 m
5.3 Length over body (approx)
- Driving Trailer Car (DTC) 21.64 m
- Trailer Car (TC) 21.34 m
- Motor Car (MC) 21.34 m
Maximum length of coach over
couplers/buffers: 22.6 m
5.4 Locked down Panto height (if
applicable) N.A
5.5 Floor height 1100mm
6 Designed - Passenger Loading 4048 mm
6.1 Design of Propulsion equipment 8 Passenger/ m2
6.2 Design of Mechanical systems 10 Passenger/ m2
7 Carrying capacity- @ 6
standees/sqm
7.1 Coach carrying capacity
DTC 247 (seating - 43 ; standing - 204)
TC 270 (seating - 50 ; standing - 220)
MC 270 (seating - 50 ; standing - 220)
7.2 Train Carrying capacity
4 car train 1034 (seating - 186 ; standing - 848)
6 car train 1574 (seating - 286 ; standing - 1288)
8 Weight (Tonnes)
8.1 Tare weight (maximum)
DTC 39
TC 39
MC 39

8.2 Passenger Weight in tons @ 0.065 T per passenger
DTC 16.055
TC 17.55
MC 17.55
8.3 Gross weight in tons
DTC 55.055
TC 56.55
MC 56.55
9 Axle load(T)(@ 8 persons per sqm 15.32
of standee area)
System should be designed for 16T axleload
Maximum Train Length (6 car)-
10 Approximate 129 m
11 Speed
10.1 Maximum Design Speed 95 Kmph
10.2 Maximum Operating Speed 85 Kmph
12 Wheel Profile UIC 510-2
Noise Limits (ISO 3381 and 3058 -
13 2005)
13.1 Stationary (Elevated and at grade)
13.1.1 Internal (cab and saloon) L pAFmax 65 dB(A)

External (at 7.5 mtr from centre line of
13.1.2 track) L pAFmax 68 dB(A)
Running at 85 kmph (Elevated and at
13.2 grade)
13.2.1 Internal (cab and saloon) L pAeq,30 72 dB(A)

External (at 7.5 mtr from centre line of
13.2.2 track) L pAFmax 85 dB(A)
13.3 Stationary (Underground)
13.3.1 Internal (cab and saloon) L pAFmax 72 dB(A)

14 Traction Motors Ventilation Self
15 Acceleration on level tangent track 0.82 m/sec2
16 Deacceleration on level tangent track 1.1 m/sec2 (>1.3 m/sec2 during emergency)
17 Type of Bogie Fabricated
18 Secondary Suspension springs Air
19 Brakes Wheel disc
20 Coupler Auto

Outer end of 2-car Unit (except DT cab Automatic coupler with mechanical, electrical
front Outer end of 2-car Unit (except & pneumatic coupling
DT cab front
Between cars of same Unit Semi-permanent couplers
21 Detrainment Door Front

22 Type of Doors Sliding
23 Passenger Seats Stainless Steel
24 Cooling
24.1 Transformer Forced
24.2 CI & SIV Self/Forced
24.3 TM Self ventilated
Train based Monitor & Control System
25 Control System (TCMS/TIMS)
26 Traction Motors 3 phase VVVF controlled
27 Temperature Rise Limits
27.1 Traction Motor Temperature Index minus 70 deg C
10 deg C temperature margin for
27.2 CI & SIV Junction temperature
27.3 Transformer IEC specified limit-20 deg C
28 HVAC Cooling, Heating & Humidifier (As required)
29 PA/PIS including PSSS (CCTV) Required
30 Passenger Surviellance Required
31 Battery Lead Acid Maintenance free
32 Headlight type LED
33 Gradient (max) 3%
34 Average Cost per car exclusive of taxes 10
and duties at Oct 2008 Price level in
Rs Crores.
Chapter - 5
Civil Engineering
5.1 Geometric Design Norms

5.2 Description of Corridors
5.3 Description of Route alignment
5.4 Rail Levels and Alignment
5.5 Platforms
5.6 Sequence of Stations
5.7 Planning and Design Criteria for Stations
5.8 Typical Elevated Station
5.9 Typical Underground Station
5.10 Passenger Amenities
5.11 Traffic Integration
5.12 Civil Structures
5.13 Construction Methodology
5.14 Structural System of Viaduct
5.15 Construction Methods
5.16 Construction of Stations
5.17 Geo-Technical Investigations
5.18 Recommendations
5.19 Utility Diversion
5.20 Land Requirement for Corridors
5.21 Land Requirement for Property Development
5.22 Summary of Land Requirement
5.23 Relocation/Resettlement
CHAPTER 5
CIVIL ENGINEERING
5.1 GEOMETRIC DESIGN NORMS
5.1.1 General
The design parameters related to the Metro system described herewith have been worked
out based on a detailed evaluation, experience and internationally accepted practices.
Various alternatives were considered for most of these parameters but the best-suited ones
have been adopted for the system as a whole.
5.1.2 Horizontal Alignment
As far as possible, the alignment follows the existing roads. This leads to introduction of
many horizontal curves. On consideration of maximum allowable cant of 120 mm and cant
deficiency of 85 mm on Metro tracks, the safe speed on curves of radii of 400 m or more is 80
km/h. On elevated section use of curves with minimum radius of 200 m, having speed of 55
km/h shall be adopted. There are, however, exceptional situations where due to site
constraints; use of sharper curves is unavoidable. Under such situations on this project,
curves of 160 m radius (safe speed of 40 km/h) have been adopted. However in
underground section desirable minimum radius of curve shall be 250m for ease of working
of Tunnel Boring Machine.
For maximum permissible speed on curve with various radii, Table 5.1 may be referred.
5.1.3 Horizontal Curves
Description Underground Section Elevated Section

Desirable Minimum radius 300 m 200 m
Absolute minimum radius 200 m 120 m
Minimum curve radius at stations 1000 m 1000 m
Maximum permissible cant (Ca) 120 mm 120 mm
Maximum cant deficiency (Cd) 85 mm 85 mm
CHAPTER 5 - CIVIL ENGINEERING
5.1.4 Transition Curves
The existing roads along which the metro is proposed have frequent curves. However, it is
necessary to provide transition curves at both ends of the circular curves. Due to change in
gradients at various locations in the corridor, it is necessary to provide frequent vertical
curves along the alignment. In case of ballast less track, it is desirable that the vertical curves
and transition curves of horizontal curves do not overlap. These constraints may lead to
reduced lengths of transition curves. The transition curves have certain minimum
parameters:
- Length of Transitions of Horizontal curves (m)
Minimum : 0.44 times actual cant or cant deficiency (in mm) whichever is higher.
Desirable : 0.72 times actual cant or cant deficiency, (in mm), whichever is higher.
- Overlap between transition curves and vertical curves not allowed.
- Minimum straight between two Transition curves: either 25 m or Nil.
- Minimum curve length between two transition curves: 25 m
5.1.5 Vertical Alignment and Track Centre
(a) Elevated Sections
The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m above
road level. For meeting this requirement with the ‘Box’ shaped pre-stressed concrete
girders, the rail level will be about 9.8 m above the road level. However, at stations
which are located above central median, the rail level will be 12.5 m above the road
level with concourse at mezzanine. These levels will, however, vary marginally
depending upon where the stations are located.
The track center on the elevated section is kept as 4.1 m uniform through out the
corridor to standardize the superstructure, except at few locations; wherever scissors
crossovers are planned; it is kept 4.5m.
(b) Underground sections
Rail level at midsection in tunneling portion shall be kept at least 12.0 m below the
ground level. At stations, the desirable depth of rail below ground level is 12.5 m, so
that station concourse can be located above the platforms.
Track centre in underground sections are follows.
Sections where stations are to be constructed

by Cut & cover and running section by TBM to
accommodate 12m wide plat PF : 15.05m
Sections where stations are to be constructed

By NATM and running section by TBM to
Facilitate construction of Stations : 22.00m
Sections where stations as well as running

Section as well as stations both are to be
constructed cut & cover : 4.5.00m
are to be constructed
(c) Gradients
Normally the stations shall be on level stretch. In limited cases, station may be on a
grade of 0.1 %. Between stations, generally the grades may not be steeper than 3.0 %.
However, where existing road gradients are steeper than 2 %, gradients or for Switch-
over Ramps upto 4% (compensated) can be provided in short stretches on the main
line.
(d) Vertical Curves
Vertical curves are to be provided when change in gradient exceeds 0.4%. However, it
is recommended to provide vertical curves at every change of gradient.
Radius of vertical curves:
• On main line (desirable) : 2500 m

(Absolute minimum) : 1500 m
• Other Locations : 1500 m
• Minimum length of vertical curve : 20 m
5.1.6 Design Speed
The maximum sectional speed will be 80 km/h. However, the applied cant, and length of
transition will be decided in relation to normal speeds at various locations, as determined by
simulation studies of alignment, vertical profile and station locations. Computerized train
simulation studies need to be conducted with proposed gradients at the time of detailed
design stage. This is with the objective of keeping down the wear on rails on curves to the
minimum.
Table 5.1 - Cant, Permitted Speed & Minimum Transition Length for Curves
MINIMUM DISTANCE BETWEEN

MAXIMUM ADJACENT TRACKS(mm)
RADIUS(m) CANT(mm)
PERMISSIBLE SPEED ELEVATED AND AT-
UNDER GROUND
GRADE
3000 15 80 3500 3650
2800 15 80 3500 3650
2400 20 80 3500 3650
2000 20 80 3500 3650
1600 25 80 3500 3650
1500 30 80 3500 3650
1200 35 80 3500 3650
1000 45 80 3500 3700
800 55 80 3550 3700
600 70 80 3550 3750
500 85 80 3600 3750
450 95 80 3600 3800
400 105 80 3650 3800
350 110 75 3650 3800
300 110 70 3700 3850
200 110 55 3800 3950
150* 110 50 4000 4050
150* 0 30 4000 4050
120* 110 45 4000 4150
120* 0 30 4000 4150
Notes: (a) The track spacing is without any column/structure between two tracks and is
with equal cant for both outer and inner tracks.
(b) Track spacing shown is not applicable to stations which should be calculated
depending on specific requirement.
(c) Figures for any intermediate radius of curvature may be obtained by
interpolating between two adjacent radii. For higher radii, values may be
extrapolated.
5.1.7 Station Locations
Stations have been located so as to serve major passenger destinations and to enable
convenient integration with other modes of transport. 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 kept close to 1.0km.
5.2 DESCRIPTION OF CORRIDORS
Two corridors have been recommended for Pune Metro Rail Project which are as under:
5.2.1 Corridor-1: Pimpri Chinchwad (PCMC) to Swargate.
From dead end (Ch. – 450 m) of PCMC station to dead end of Swargate station (Ch. 16139m),
the length of corridor 1 is 16.589 km, out of which 4.661 km is underground and remaining
11.570 km is elevated Including length of Switch Over Ramp(SWR). Total 15 numbers of
stations have been planned along this corridor out of which 9 are elevated and 6 are
underground stations.
5.2.2 Corridor-2: Vanaz (Kothrud Depot) to Ramwadi.
From dead end (Ch – 684.8 m) of Vanaz station to dead end of Ramwadi station (Ch.
13790m), the length of corridor 2 is 14.665 km. Total 16 number of elevated stations have
been planned along this corridor.
5.3 DESCRIPTION OF ALIGNMENT
5.3.1 CORRIDOR – 1
Introduction
Corridor 1 of Pune metro rail project passes across the middle of Pune city and runs in
North-South direction. It originate from Pimpri Chinchwad(PCMC) in North and terminates
at Swargate in South. It further can be extended southward beyond Swargate. It starts from
PCMC and runs on the Eastern side footpath of NH-4 for a initial length of 6.8km between km
(-) 0.450 & km 6.37. Here it further turns Eastward and crosses Mula river between km
6.630 and km 6.78; it futher moves forward and after having a right having a right turn it
aligns along the median of NH-4 and runs along it upto km 8.530. It leaves NH – 4 at km
8.580; turns align along the centre of a road leading towards Agriculture University. It enters
in the premises of Agriculture University at km 10.365 and runs in university area for a
length of 959m. It exits university premise at km 11.324. Switch Over Ramp has been
planned in university area between km 10.760 and km 11.120. Alignment attains
underground in university area and after exiting from it; it runs almost under Shivaji Road
prior to PMC office. In PMC office area; alignment is in the East of the Shivaji road; where
PMC station has been planned. It crosses Mutha River in underground position at km 13.040.
Henceforth alignment runs under the heavily habitated area of Budhwarpeth & Mandai and
reaches Swargate.
Overall length of alignment is km 16.589 from dead end to dead end .Out of which 5.019 km
is underground and remaining 11.570 km including length of SOR is elevated 15 stations
have been planned along the corridor out of these 6 are underground and 9 are elevated.
Depot has been planned in the premise of Agriculture University; an area of 11.51 Ha has
been identified along railway lines.
5.3.2 Reference Line
Centre line of PCMC station has been taken as ‘0’ for reckoning of chainage on Corridor 1.
Chainage increases from PCMC station towards Swargate station. Line from PCMC station to
Swargate station has been named as “Up line” and from Swargate station to PCMC station is
named as “Down line”.
5.3.3 Terminal stations
PCMC Terminal Station
The terminal station of Corridor 1 is Pimpri Chinchwad (PCMC) station, with its center line at
Ch. 0.00 m. This station is elevated. At the end of this station, the train reversal facilities have
been proposed by providing cross-over at the rear end. The dead end of Corridor 1 is at Ch (-
) 450 m. Reversal length can be used for night stabling of rakes.
Swargate Terminal Station
The terminal station at other end of Corridor 1 is Swargate station with its center line at
Ch.15/689 km. This station is underground. At the end of this station, the train reversal
facilities have been proposed by providing cross-overs at the rear end. The dead end of
Corridor 1 is at Ch. 16/139 km. Provision for further extension of Metro lines has been kept
in view at the dead end. Similar to starting terminal night stabling of rakes on reversal length
of tracks has been planned on this terminal as well.
5.3.4 Route Alignment
To describe the alignment property it has been divided in three sections as follows:
i. Elevated section (km (-) 0.450 to km 10/760

ii. Switch Over Ramp (km10/760 to km 11/120)
iii. Underground section (km 11/120 to 16/139)
5.3.5 Elevated section (km (-) 0.450 to km 10/760)
In the beginning from km (-) 0.450 to km 6/630 alignment has been kept on the left side on
median of service road due to a number of underpasses and wider row of existing road;
which required wider concourse at stations and substantial increase in the cost of stations.
Hereafter, it crosses Mula River km 6/700 and runs in the down stream of existing Road
Bridge at a distance of about 50 m. It aligns along the central verge of the road at km 7/020,
runs along it up to km 8/532. Henceforth, it turns right through a curve of 2000 m; crosses
railway tracks and aligns along an existing 6 m wide road; from km 9/160 to km 10/150. In
this about 1 km long stretch it is proposed to widen the road up to four lane with central
median to accommodate Metro system. Alignment enters Agriculture University premises at
km 10/365. This section ends in the Agriculture University area at km 10/760.
In this section 22 Nos. of curves have been provided. Out of these curves, sharpest one is 200
m, which has occurred at two locations; whereas flattest radius is 10,000 m occurring at 4
locations. Length of straights between two curves in this section is greater than 25 m at all
locations and 19% alignment is curved.
Vertical alignment has been designed keeping in view 5.5 m clearance from road surface to
bottom of the girder. It has been increased by about 3.5 m at station locations to
accommodate concourse of stations. Ground profile in this section varies from highest level
at PCMC, i.e. 576 m from mean sea level (MSL) to 552 m from MSL at Range Hill. Existing
ground profile generally falling or raising at the rate of 2% gradient. Change of grade takes
place at 34 locations. Steepest grade is 3.5% which has been provided to bring alignment
from elevation position to underground position. Flattest grade is level; which has been
provided at stations. Longest length at same grade is between km (-) 0.450 to km 0.190 m,
which is 640 m long at 0% gradient at PCMC terminal station.
5.3.6 Switch Over Ramp (km 10/760 to 11/120)
Switch Over Ramp (SOR) or at Grade Ramp is required to switch over alignment from
elevated position to underground position or vice versa. SOR has been planned between km
10/760 to km 11/120 in Agriculture University area; just after Range hill station. Depot for
this line has been planned on the east of SOR adjacent to existing Railway line. Location of
switch over ramp has been decided keeping in view the availability of land; without creating
hindrance to traffic flow on roads. Therefore, it has been located on off road position. About
10.50 m wide strip of land shall be required permanently. It has been planned with 3.5%
gradient to minimize the length of ramp (Ref. Fig 5.1)
5.3.7 Underground Section (Km 11/120 TO 16/139)
Underground section can be further divided in to two sections:
(a) Underground section by Cut & Cover Method.

(b) Underground section by tunnel Boring Machine (TBM).
5.3.8 Underground section by Cut & Cover Method
Alignment attains underground position at km 11/120 at the end of Switch Over Ramp. It
has been planned to construct initial 0.905km length of alignment by Cut & Cover Method
from km 11/120 to km 12/030; as this stretch is along the existing road and traffic can be
diverted to other roads during construction; as indicated by PMC officials during a meeting
on 06/12/2008.
Four horizontal curves having radius 160 m to 1000 m has been provided in this stretch. 160
m radius curves occur at two locations and have been provided to align the alignment along
the middle of road, while it comes out from Agriculture University Area. 302 m length in this
stretch is on 160 m radius curves; tunnel Boring Machine can not negotiate curves sharper
than 200 m. It is also a reason to construct this section by Cut & Cover Method. Moreover,
construction cost of underground section by Cut & Cover Method is lesser than the TBM.
3.5% gradient from preceding section continues to run in this section up to km 11/300, till
alignment attains full depth desired for underground section, i.e. about 12.00 m. Henceforth,
a down gradient of 0.4% has been provided up to approach of Shivaji Nagar station, which
has been planned at level gradient. On exit from Shivaji Nagar station further a down
gradient of 0.526% has been planned to increase depth at ASI station; to bring gradient
originating from end of ASI station within the stipulated limit.
5.3.9 Underground section by Tunnel Boring Machine (TBM)
Alignment beyond Shivaji Nagar Chowk onward deviates from its on-road position and runs
straight as far as possible under heavily built up area to keep underground length as much
minimum as possible. Police station land at Shivaji Chowk has been earmarked for Tunnel
Boring Machine lowering. Alignment further proceeds towards Swargate in underground
position parallel to Shivaji Road, crosses Jangali Maharaj Road, at km 12/345. Another
corridor from Vanaz to Ramawadi crosses this corridor in elevated position at this junction.
ASI station has been planned just after crossing Jangali Maharaj Road. It further proceeds and
enters PMC area. PMC station has been proposed under existing PMC office. It crosses Mutha
River at km 13/040. A reverse curve of 500m and 450 m radii respectively has been
introduced to avoid its entrance under the Shaniwarwada. It aligns parallel to the Shivaji
Road; cuts across it at km 14/910; runs in the west to Shivaji Road up to km 15/360. It
further crosses it and again becomes parallel to Shivaji Road on the eastern side after having
a turn through a 500 m radius curve and runs straight up to end of this section.
Construction in this section had been proposed by TBM and therefore no curve of less
than 200 m radius is planned. Total number of curves provided is 6, out of which 2 Nos. are
of 200 m radius. Maximum radius of curve is 1000 m, which has been provided at one
location. Efforts have been made to maintain radius as larger as possible to facilitate smooth
working of TBM as well as smooth riding on trains.
Vertical alignment has been designed keeping adequate cushion (about 6 m) over the tunnel
under the bed level of Mutha River. This has resulted in deepening of PMC station as well as
ASI station. Depth at PMC station below the existing road level is 23.00 m.
Change of grades takes place at 12 locations. Steepest gradient provided in the section is
3.679%, which has been provided on exit from ASI station to lower PMC station adequately,
so that alignment could pass below the bed level of River Mutha River. Longest level at same
grade is on level gradient that has been provided at Swargate station.
Five stations have been planning in this stretch and out of these stations four stations, except
Swargate station, shall be constructed by New Austrial Tunneling Method (NATM). Open
spaces, dilapidated buildings have been identified to locate shafts to facilitate construction of
stations by NATM. These locations have been marked in the alignment plans.

While designing horizontal alignment; efforts have been made to keep alignment straight as
far as possible. However it is not possible in case of elevated sections; where alignment has
to follow central median of existing roads. Geometrics of existing roads at certain locations is
too kinky that metro alignment cannot follow the same. Alignment at these locations has
deviated from on road position to off road position to keep metro alignment geometry within
stipulated norms.
Total 32 number of curve have been provided in this corridor. Over all 23% alignment is on
curves. Sharpest curve is 160m; whereas flattest is 10000m. Abstract and details of
horizontal curves have been put on Tables 5.2 and Table 5.3 respectively.
Table 5.2 - Abstract of Horizontal Curves
Nos. of % w.r.t. Total

S. No Radius Curve Length
occurrences Curve Length
1. 160 2 301.774 7.89

2. 200 4 628.941 16.45
3. 275 1 136.597 3.57
Nos. of % w.r.t. Total

S. No Radius Curve Length
occurrences Curve Length
4. 300 6 758.942 19.85

5. 450 1 240.473 6.29
6. 500 5 600.157 15.70
7. 525 1 135.381 3.54
8. 1000 4 561.576 14.69
9. 5000 4 296.699 7.76
10. 10000 4 162.939 4.26
Total 32 3823.479 100
Table 5.3 - Statement of Horizontal Curves

Deflection Transiti Total
Curve Tangent Curve
Direction Radius Angle on Curve
No Length Length
D M S Length Length
1 Left -10000 0 5 12 10 10 12.571 5.142 25.142
2 Right 10000 0 8 1 10 10 16.661 13.323 33.323
3 Left -10000 0 17 40 10 10 30.691 41.381 61.381
4 Right 275 15 57 32 60 60 68.613 16.597 136.597
5 Right 5000 0 13 23 10 10 14.728 9.457 29.457
6 Left -10000 0 11 23 10 10 21.547 23.093 43.093
7 Right 525 10 24 34 40 40 67.833 55.381 135.381
8 Left -300 11 47 7 50 50 55.993 11.707 111.707
9 Right 500 6 44 49 40 40 49.48 18.879 98.879
10 Right 300 11 44 39 50 50 55.884 11.492 111.492
11 Left -300 13 5 49 50 50 59.472 18.575 118.575
12 Left -300 15 4 27 50 50 64.733 28.928 128.928
13 Right 5000 0 57 17 10 10 46.653 73.304 93.304
14 Right 200 27 45 47 50 50 74.542 46.911 146.911
15 Left -200 19 56 40 50 50 60.244 19.619 119.619
16 Right 300 17 28 46 50 50 71.167 41.522 141.522
17 Left -500 8 16 37 40 40 56.187 32.23 112.23
18 Right 1000 2 5 54 25 25 30.814 11.623 61.623
19 Right 5000 0 35 28 10 10 30.798 41.595 61.595
20 Left -5000 1 10 22 10 10 56.173 92.343 112.343
21 Left -1000 2 30 56 35 35 39.456 8.903 78.903
22 Right 300 18 28 18 50 50 73.833 46.718 146.718
23 Left -160 38 12 31 60 60 85.708 46.698 166.698
24 Right 160 26 53 4 60 60 68.431 15.076 135.076
Curve Deflection Transiti Tangent Curve Total

Direction Radius
No Angle on Length Length Curve
25 Left -500 8 21 25 40 40 56.538 32.929 112.929
26 Right 1000 15 9 26 25 25 145.552 239.543 289.543
27 Left -200 47 19 30 50 50 112.853 115.195 215.195
28 Right 200 27 51 1 50 50 74.704 47.216 147.216
29 Left -500 11 10 2 45 45 71.396 52.453 142.453
30 Right 450 24 53 18 45 45 121.842 150.473 240.473
31 Right 1000 6 6 9 25 25 65.805 81.507 131.507
32 Right 500 10 44 0 40 40 66.982 53.666 133.666
5.3.11 Gradients
While designing vertical alignment; efforts have been made to keep grades as flatter as
possible. However facilitate proper drainage minimum gradient adopted is 0.25% except
stations; where level gradient has been provided. Majority of grades are less than 1%.
Flattest gradient is level, which has been provided on stations. Steeper gradients have
introduced wherever they are essentially required; such as for SOR etc. Total at 49 locations
change of grade takes place. Abstract of gradients and details of gradient have been put in
Table 5.4 & 5.5 respectively.
Table 5.4 - Abstract of Gradients

S. N. Description No of Length (m) % w.r.t. Total
Occurre Length
nces
1 0 – 1% 31 10200.1 61.48
2 >1 – 2 % 10 3406.5 20.54
3 >2 – 3% 6 2120.0 12.78
4 >3 – 3.7% 2 862.0 5.20
TOTAL 49 16588.6 100
Table 5.5 - Statement of Gradients
S. Chainage Rail Level

Length Gradient (%) Remarks
No. From To From To
1 -450.000 190.000 640.000 588.250 588.250 0.000 Level
2 190.000 500.000 310.000 588.250 580.000 -2.661 Fall
3 500.000 840.000 340.000 580.000 583.300 0.971 Rise
4 840.000 1280.000 440.000 583.300 573.900 -2.136 Fall
5 1280.000 1620.000 340.000 573.900 575.800 0.559 Rise
6 1620.000 1900.000 280.000 575.800 575.800 0.000 Level
7 1900.000 2370.000 470.000 575.800 568.800 -1.489 Fall

No. From To From To
8 2370.000 2840.000 470.000 568.800 570.400 0.340 Rise
9 2840.000 3100.000 260.000 570.400 570.400 0.000 Level
10 3100.000 3340.000 240.000 570.400 571.600 0.500 Rise
11 3340.000 3620.000 280.000 571.600 574.200 0.929 Rise
12 3620.000 3860.000 240.000 574.200 574.200 0.000 Level
13 3860.000 4300.000 440.000 574.200 567.600 -1.500 Fall
14 4300.000 4600.000 300.000 567.600 565.200 -0.800 Fall
15 4600.000 4730.000 130.000 565.200 567.000 1.385 Rise
16 4730.000 5115.000 385.000 567.000 567.000 0.000 Level
17 5115.000 5470.000 355.000 567.000 564.500 -0.704 Fall
18 5470.000 5900.000 430.000 564.500 568.500 0.930 Rise
19 5900.000 6140.000 240.000 568.500 568.500 0.000 Level
20 6140.000 6520.000 380.000 568.500 561.400 -1.868 Fall
21 6520.000 6920.000 400.000 561.400 563.500 0.525 Rise
22 6920.000 7110.000 190.000 563.500 568.600 2.684 Rise
23 7110.000 7320.000 210.000 568.600 568.600 0.000 Level
24 7320.000 7520.000 200.000 568.600 568.400 -0.100 Fall
25 7520.000 7831.500 311.500 568.400 572.700 1.380 Rise
26 7831.500 8100.000 268.500 572.700 572.700 0.000 Level
27 8100.000 8550.000 450.000 572.700 574.300 0.356 Rise
28 8550.000 9020.000 470.000 574.300 567.800 -1.383 Fall
29 9020.000 9380.000 360.000 567.800 569.800 0.556 Rise
30 9380.000 9680.000 300.000 569.800 565.600 -1.400 Fall
31 9680.000 9980.000 300.000 565.600 565.200 -0.133 Fall
32 9980.000 10430.000 450.000 565.200 565.200 0.000 Level
33 10430.000 10650.000 220.000 565.200 561.000 -1.909 Fall
34 10650.000 11300.000 650.000 561.000 538.250 -3.500 Fall
35 11300.000 11666.000 366.000 538.250 536.850 -0.383 Fall
36 11666.000 11920.000 254.000 536.850 536.850 0.000 Level
37 11920.000 12310.000 390.000 536.850 534.800 -0.526 Fall
38 12310.000 12535.000 225.000 534.800 534.800 0.000 Level
39 12535.000 12747.000 212.000 534.800 527.000 -3.679 Fall
40 12747.000 12980.000 233.000 527.000 527.000 0.000 Level
41 12980.000 13490.000 510.000 527.000 537.800 2.118 Rise
42 13490.000 13740.000 250.000 537.800 537.500 -0.120 Fall
43 13740.000 13990.000 250.000 537.500 537.500 0.000 Level
44 13990.000 14340.000 350.000 537.500 547.900 2.971 Rise
45 14340.000 14620.000 280.000 547.900 544.300 -1.286 Fall
46 14620.000 14860.000 240.000 544.300 544.300 0.000 Level

No. From To From To
47 14860.000 15180.000 320.000 544.300 553.900 3.000 Rise
48 15180.000 15585.000 405.000 553.900 561.500 1.877 Rise
49 15585.000 16138.595 553.595 561.500 561.500 0.000 Level
5.3.12 Break up of Alignment Length for Corridor 1
Breakup of alignment length for Corridor 1 is given in Table 5.6:
Table 5.6 - Breakup of alignment length
S. N. Description Chainage(m) Length

From To (m)
1. Elevated (-) 450.00 10760.00 11210.00
2. Switch Over Ramp 10760.00 11120.00 360.00
3. Underground by cut & cover 11120.00 12025.00 905.00
4. Underground by TBM 12025.00 16138.595 4113.595
Alignment length (Total) 16588.595
5.3.13 CORRIDOR – 2
Reference Line
Dead End of Vanaz station has been taken as ‘0’ for reckoning of chainage on Corridor 2.
Chainage increases from Vanaz station towards Ramwadi station. Line from Vanaz station to
Ramwadi station has been named as “Up line” and from Vanaz to Ramwadi is named as
“Down line”.
Terminal Stations
Vanaz Station
First terminal station on this corridor is Vanaz, which has been provided at km 0/00.
Alignment on rear end of station has been extended about 685 m; to plan depot entry, which
has been planned on Katchra depot land as well as to provide reversal facilities. As depot has
been planned very close to this station, no stabling is required at this station.
Ramwadi Station
Another terminal station has been provided on the Eastern end of this corridor at km
13/790. Lines have been extended for 450 m from the centre line of the station to provide
train reversal facilities as well as night stabling of trains to start early morning services.
Inter-change Stations
While deciding location of stations, efforts have been made to have their integration with
other modes of transport, such as buses, railways, etc. The following stations shall have
inter-changeability with existing Railway network and corridor-1 of proposed Metro system.
Table No. 5.7 - Inter-change Stations
S. No. Station Inter-change with

01 Civil court PMC Station on corridor-1 of Pune Metro.
02 Pune Railway Station Pune Railway Station of Indian Railway.
5.3.14 Description of Alignment
Introduction
This corridor cuts across Pune city in the east-west direction. It starts from Kothrud in the
west and terminates at Ramwadi in the east. Starting point of this corridor is near Katchra
depot, where the depot for this corridor has been planned. Initial 3.2 km length is along Paud
Road, then it runs along Karve Road, crosses Garware College Road. From thereon the
alignment turns right and runs along left bank of Mutha river upto PMC office where it will
be integrated with Corridor -1. From PMC the alignment enters in the river bed area and
then takes left turn to cut across a corner affecting some of the encroachments to enter in th
Godown area where Civil Court Metro Station is located.
There after it turns right to join earlier planned alignment at Chainage 6800 and aligns
along Ambedkar Wellesly Road and runs along it up to Vallabh Bhai Patel Chowk.
Henceforth, it goes along H.H. Prince Agha Khan Road, till it reaches Pune Railway Station.
Here it deviates from on-road position to off-road position, crosses Railway tracks, aligns
along central median of Bund Garden Road and runs along it up to Mahatma Gandhi Udyan
(Bund Garden), cuts across the Bund Garden, crosses Mutha River and after having a left
hand turn, it aligns along the Southern footpath of Nagar Road. Thereafter it runs along till
the end.
Whole alignment has been planned as elevated and most of its length is along the
median/footpath of the road. Dead end to dead end length of corridor is 14.665 km. Total 16
stations have been planned along the corridor and all of them are elevated. Depot for this
corridor has been planned at Kothrud Katchra depot land.
5.3.15 Horizontal and Vertical Alignment
From km (-) 0/685 to km 2/600 (along Paud Road)
This corridor starts from Kothrud near Katchra depot and runs along Paud Road up to km
2/600. Geometry of the road is kinky. Alignment runs along the central median of the road
up to km 2/100. Here it deviates from central median position to negotiate a flyover
constructed on Paud Naka. It has been placed on the northern side of the flyover; as soon as
flyover ends, alignment again takes central verge position. Right of way (ROW) of Paud Road
is more than 20 m, so it is envisaged that there shall be no land acquisition required for
running section except the station locations. Alignment along Paud Naka Flyover has been
shown in Fig. 4.2.
As alignment in this section is along the central median of the road, it has to follow existing
road geometrics. Total 11 curves have been provided, out of which three are 160 m radium,
which is minimum required for Metro system. Largest radius in this section is 2000 m, which
has been used at one location between km 1/505 and 1/807.
In the beginning, vertical profile of existing road is on more than 4% slope. Metro system
cannot negotiate such a steep gradient. So the gradient provided between km (-)0/440 to (-
)0/120 has been limited to 3.7%; because of it elevation difference required between road
level to rail level, i.e. 9.8 m could not be achieved between km (-)0/410 to km (-)0/250. In
this length, to maintain 5.5 m clearance under the bottom of the girder of Metro system the
road lowering shall be required. Change of gradient takes place in this section at 12
locations. Steepest gradient provided in this section is 3.7% and flattest is level, which has
been provided at station locations.
Three stations - Vanaz, Anand Nagar, and Ideal Colony, at km 0/00, km 0/995 and km 1/900
respectively, have been provided in this section. As described earlier, gradient of existing
road is more than 4%, Vanaz station also falls on the same stretch of road. As Vanaz station
has been planned on level gradient, it has resulted in the height of station at one end at 12.2
m from the road level, whereas it is 16.7 m at the other end. However, the height at Anand
Nagar station is uniform at about 12.8 m and the height of Ideal Colony is also uniform at
about 13 m.
5.3.16 Alignment from km 2/600 to km 4/200 (along Karve Road)
Similar to the previous section, alignment in this section also is on the central median of the
road. Available ROW of this road varies from 25 m to 40 m. Therefore, no land acquisition is
envisaged for running section except stations. As road geometry in this section is smooth.
Minimum radius provided is 800 m and largest is 2000 m. Total five curves have been
provided, out of which three curves have more than 2000 m radius. Existing road at
beginning of the section is falling with about 2% gradient. A falling gradient of 1.77%
provide in the previous section at km 2/340 continues to run in this section up to km 2/708.
Steepest gradient provided in this section is 2.74% which has been provided from km 3/060
to 3/400 for a length of 340 m.
Two stations – Nal Stop and Garware College, have been provided at km 2/875 and km
3/880 respectively. Existing road profile at Nal Stop station location is at about 2% gradient.
However, the station has been planned on level gradient. Height of this station from road
level varies from 12.25 m to 15.25 m from one end to the other. Height of Garware College
station varies from 11.9 m to 14.6 m from the road level.
5.3.17 Alignment from Garware College to Civil Court ( Chainage 3878.24 to Chainage
6568.4)
From Garware College the alignment turns right and runs along left bank of Mutha river
upto PMC office where it will be integrated with Corridor -1. From PMC the alignment enters
in the river bed area and then takes left turn to cut across a corner affecting some of the
encroachments to enter in th Godown area where Civil Court Metro Station is located.
Earlier there were two stations namely Deccan and ASI between Garware College and Civil
Court. However now due to realignment of this stretch along Mutha River three stations
have been proposed namely Deccan Bus stop, Sambhaji Garden, and PMC. Traffic
projections have however been taken as earlier with two stations. But the costing etc has
been done with one additional station.
5.3.18 Alignment from km 6568 to km to km 8800 (along Ambedkar Wellesly Road

and H.H. Prince Aga Khan Road)
Alignment enters Ambedkar Wellesly Road after having a right hand turn through 122m
radius curve. Alignment proceeds further and after crossing Nyayamurti Ranade Path at km
6/900 it runs south of the bridge across the Mutha river. After that, it again aligns along the
central median of Ambedkar Wellesly Road and runs along it up to Vallabh Bhai Patel Chowk.
Hereafter, it turn left through a 160 m radius curve and aligns along H.H. Prince Agha Khan
Road and runs along till Pune Railway Station. Alignment in this section runs through the
roads having kinky geometry, so the minimum radius of 160 m has been used at three
locations and 200 m at one location. Largest radius of 3000 m has been used at two places.
Vertical profile of the existing road in this section is not much undulating, so the steepest
gradient used in this section is 1.46% which has been provided between km 6/730 and km
7/140 for a length of 410 m. This also the longest gradient used in this section. All stations
have been planned on level gradient.
Three stations –, Mangalwar Peth, Sasson and Pune Railway Station, have been planned in
this section at km 7/671, km 8/207 and km 8/584 respectively. Average height from road
level at Mangalwar Peth station is 12.5 m, at Sasoon it is 12.8 m and at Pune Railway Station
it is 13.0 m.
5.3.19 Alignment from km 8/800 to km 10/730 (along Bund Garden Road)

Crossing of Railway Yard at Pune Railway Station
As soon as alignment comes out of the proposed Pune Metro Station, it turns left through a
160 m radius curve, crosses Pune railway yard between km 8/960 and km 9/017, passes
through a vacant land in the north of railway yard and aligns along Bund Garden Road after
having a right hand turn between km 9/046 and km 9/195 (Refer Fig. 5.5).
Alignment runs along central median of Bund Garden Road up to km 10/525. Hereafter, it
enters Mahatma Gandhi Udyan, crosses Solapur Road at km 10/710 and approaches the
southern bank of Mutha river.
Nine horizontal curves have been introduced in this section with radius varying from 160 m
to 5000 m. Minimum radius of 160 m has been used at three locations, whereas the largest
radius of 5000 m has been used at one location.
On existing from Pune Metro Station a down gradient of 1.84% has been provided to reduce
height of piers and it is further raised by 1.5% gradient to cross railway yard. Crossing of
railway yard has been planned at about 10 m from existing ground level. Profile of Bund
Garden Road is continuously falling at an average gradient of 1.5% towards Mutha river.
Therefore, a gradient of 1.65% has been provided to minimize the height of piers
immediately after the Ruby Clinic Metro Station. Change of grade in this section takes place
at seven locations, steepest gradient is 1.8%.
Only two stations have been planned in this section. First is Rub Clinic Station at km 9/380
and the other is Bund Garden Station at km 10/431. Height from the road level at Ruby Clinic
Station is 13 m and it is 13.25 m at Bund Garden Station.
5.3.20 Alignment from km 10/730 to km 14/240 (along Nagar Road)
After crossing Solapur Road, the alignment crosses Mutha river at km 10/900 in the
downstream of Yerawada Bridge; aligns along the southern footpath of Nagar Road after
having a turn through a reverse curve of 160 m radii. It runs along up to km 12/900.
Hereafter, it is along the central median of Nagar Road till the end of this section.
Ten horizontal curves with varying radius of 200 m to 1000 m have been provided in this
section, out of which four curves are of 600 m radius, followed by three of 300 m curves and
one curve each is of 450 m, 300m and 200 m.
Change of grade takes place at 10 locations, with steepest gradient of 2.22% which has been
provided between km 12/260 and km 12/575 for 315 m. All the stations have been planned
on level gradients.
Three stations – Yarwada, Kalyani Nagar and Ramwadi, have been planned in this section at
km 11/292, km 12/660 and 13/790 respectively. Height from the road level at Yerawada
Station is 13.3 m, at Kalyani Nagar it is 12.8 m and it will be about 13 m at Ramwadi.
While designing horizontal alignment; efforts have been made to keep alignment straight as
far as possible. However it is not possible in case of elevated sections; where alignment has
to follow central median of existing roads. Geometrics of existing roads at certain location is
too kinky that metro alignment cannot negotiate the same. Alignment at these locations has
deviated from on road position to off road position to keep metro alignment geometry within
stipulated norms. These locations have been described in detail in alignment description.
Total 46 number of curve have been provided in this corridor. Over all 48.73% alignment is
on curves. Sharpest curve is 160m; whereas flattest is 10000m. Abstract and details of
horizontal curves have been put on Tables 5.8 and Table 5.9 respectively.
Table 5.8 - Abstract of Horizontal Curves
Upto Nos. of % w.r.t. Total Curve

S. No Curve Length
Radius occurrences Length
1. 200 11 885.554 25.8

2. 300 8 715.893 20.9
3. 800 12 900.557 26.3
4. 1500 6 810.666 23.6
5. 5000 6 115.479 3.4
Total 46 3428.149 100.0
Table 5.9 - Statement of Horizontal Curves
Hand Arc Staright

Curve Radius Transition Included
of Length Tange Length
No. (m) Length (m) Angle
Arc (m) nt (m) (m)
L1 L2 D M S 162.495
1 Right 800 78.893 40 30.878 05 39 01.085 39.479 0
2 Left 302.1 33.03 81.767 75 06 15 51.988 16.532 366.65
3 Left 202.1 30.623 50 50 08 40 54.184 15.341 0
4 Right 222.1 30.211 50 50 07 47 37.253 15.129 35.346
5 Left 162.1 26.09 75 64.239 09 13 18.484 13.073 0
6 Right 162.1 47.846 64.239 60 16 54 42.003 24.098 0
7 Left 1002.1 171.886 25 25 09 49 39.684 86.154 72.904
8 Right 2002.1 331.536 20 47.7 09 29 16.222 166.148 53.379
9 Right 252.1 172.285 47.7 47.7 39 09 20.916 89.659 396.805
10 Left 162.1 151.887 60 60 53 41 09.092 82.035 93.384
11 Right 1137.1 25.248 25 24.847 01 16 19.833 12.624 0
12 Left 802.1 34.311 35.225 35 02 27 03.381 17.158 226.826
13 Left 3052.1 26.565 15 15 00 29 55.275 13.282 212.335
14 Right 5002.1 260.11 15 15 02 58 45.789 130.084 36.612
15 Left 2002.1 47.326 20 20 01 21 15.715 23.664 307.953
16 Right 802.1 33.913 40 40 02 25 20.956 16.959 215.801
17 Left 302.1 141.135 55 55 26 46 02.828 71.88 151.128
18 Right 1502.1 263.967 25 25 10 04 07.301 132.324 268.081
19 Right 302.1 130.141 55 55 24 40 56.580 66.096 204.412
20 Left 502.1 70.296 50 50 08 01 17.920 35.206 278.603
21 Left 252.1 152.056 55 55 34 33 30.549 78.42 196.024
22 Right 122.1 98.232 55 55 46 05 45.129 51.949 286.374
23 Left 162.1 102.933 50 50 36 22 57.582 53.269 0
24 Right 162.1 103.857 50 50 36 42 33.108 53.781 309.221
25 Right 252.1 28.061 60 60 06 22 39.228 14.045 0
26 Left 602.1 163.798 60 45 15 35 13.309 82.408 266.164
27 Left 122.1 36.899 50 50 17 18 53.498 18.591 31.575
28 Left 1217.1 25.138 20 20 01 11 00.209 12.569 23.668
29 Right 762.1 25.379 30 30 01 54 28.965 12.691 32.151
30 Left 5002.1 111.946 15 15 01 16 56.158 55.975 93.604
31 Left 802.1 171.539 35 35 12 15 12.190 86.098 408.99
32 Left 5002.1 37.183 15 15 00 25 33.277 18.592 207.162
33 Left 162.1 64.997 50 50 22 58 25.988 32.941 157.065
34 Right 162.1 185.295 60 60 65 29 38.891 104.254 415.229
35 Left 437.1 193.95 50 50 25 25 23.898 98.598 41.099

36 Left 867.1 25.306 30 30 01 40 19.646 12.654 102.779
37 Left 612.1 30.441 35 35 02 50 57.956 15.224 0
38 Right 602.1 34.554 35 35 03 17 17.359 17.282 13.074
39 Right 802.1 33.377 30 30 02 23 03.133 16.691 78.587
40 Right 452.1 30.106 45 45 03 48 55.413 15.058 18.205
41 Right 302.1 28.974 50 50 05 29 42.427 14.498 362.445
42 Right 1252.1 26.072 20 20 01 11 35.020 13.037 510.439
43 Left 202.1 36.895 50 50 10 27 35.355 18.499 610.513
5.3.22 Gradients
While designing vertical alignment; efforts have been made to keep grades as flatter as
possible. However it is not possible in the stretches of corridor where ever profile of existing
road has steep gradients. Stations have been planned on level gradient. Majority of grades
are less than 1%. Flattest gradient is level, which has been provided on stations. Steeper
gradients have introduced wherever they are absolutely required. Total at 48 locations
change of grade takes place. Abstract of gradients and details of gradient have been put in
Table 5.10 & 5.11 respectively.
Table 5.10 - Abstract of Gradients

S. N. Description No of Length (m) % w.r.t. Total
Occurrences Length
1 0 – 1% 31 9380.897 62.86
2 >1 – 2 % 13 4104.564 27.30
3 >2 – 3% 4 1149.000 7.70
4 >3 – 3.7% 1 320.000 2.14
TOTAL 49 14954.461 100
Table 5.11 - Statement of Gradients
S. Chainage Rail Level Gradient

No. From To Length From To (%) Remarks
1 -684.79 -440 244.79 610.7 610.7 0% Level
2 -440 -120 320 610.7 598.95 -3.672 Fall
3 -120 120 240 598.95 598.95 0 Level
4 120 334 214 598.95 593.6 -2.5 Fall
5 334 566.436 232.436 593.6 591.5 -0.903 Fall
6 566.436 870 303.564 591.5 595 1.153 Rise
7 870 1140 270 595 595 0 Level

8 1140 1420 280 595 588.2 -2.429 Fall
9 1420 1720 300 588.2 588.3 0.033 Rise
10 1720 2030 310 588.3 588.3 0 Level
11 2030 2340 310 588.3 583 -1.71 Fall
12 2340 2708 368 583 576.5 -1.766 Fall
13 2708 3060 352 576.5 576.5 0 Level
14 3060 3400 340 576.5 567.2 -2.735 Fall
15 3400 3750 350 567.2 567 -0.057 Fall
16 3750 4033.6 284 567 567 0 Level
17 4033.6 4460 426.404 567 558.7 -1.947% Fall
18 4460 4785 325 558.7 558.7 0.000% Level
19 4785 5100 315 558.7 561.1 0.762% Rise
20 5100 5390 290 561.1 561.1 0.000% Level
21 5390 5660 270 561.1 556.9 -1.556% Fall
22 5660 5930 270 556.9 561.5 1.704% Rise
23 5930 6150 220 561.5 561.5 0.000% Level
24 6150 6350 200 561.5 565.5 2.000% Rise
25 6350 6740 390 565.5 565.5 0.000% Level
26 6740 7080 340 565.5 559.7 -1.706% Fall
27 7080 7460 380 559.7 564.5 1.263% Rise
28 7460 7852.81 392.815 564.5 564.5 0.000% Level
29 7780 8040 260 564.5 566.5 0.769 Rise
30 8040 8320 280 566.5 566.5 0 Level
31 8320 8495 175 566.5 568 0.857 Rise
32 8495 8740 245 568 568 0 Level
33 8740 8930 190 568 564.5 -1.842 Fall
34 8930 9165 235 564.5 568 1.489 Rise
35 9165 9485 320 568 568 0 Level
36 9485 9890 405 568 561.3 -1.654 Fall
37 9890 10295 405 561.3 561.6 0.074 Rise
38 10295 10582.5 287.5 561.6 561.6 0 Level
39 10582.5 10800 217.5 561.6 558.6 -1.379 Fall
40 10800 11120 320 558.6 560 0.437 Rise
41 11120 11460 340 560 560 0 Level
42 11460 11875 415 560 558.8 -0.289 Fall
43 11875 12260 385 558.8 561 0.571 Rise

44 12260 12575 315 561 568 2.222 Rise
45 12575 12780 205 568 568 0 Level
46 12780 13020 240 568 569.8 0.75 Rise
47 13020 13300 280 569.8 571.2 0.5 Rise
48 13300 13560 260 571.2 570.3 -0.346 Fall
49 13560 14239.7 679.671 570.3 570.3 0 Level
5.4 RAIL LEVELS AND ALIGNMENT
In underground sections, the rail levels are generally about 14 m below the ground level
governed by a ground clearance of 2 m. and a station box of about 14 m depth. In the
elevated section, rail level is generally about 12.5 m above ground in order to maintain a
clearance of 5.50 m between the road and the station structure. In order to keep the land
acquisition to minimum, alignment is planned generally in middle of the road (especially at
stations in underground section) and a two-level station design has been proposed in both
elevated and underground sections. Entry/exit structures to the proposed stations and
traffic integration areas have been planned in the open space available.
5.5 PLATFORMS
All the underground stations have been planned with island platforms. In the elevated
section, stations have been planned with side platforms to avoid the viaduct structure from
flaring in and out at stations, which obstructs the road traffic below. Care has been taken to
locate stations on straight alignment. However, in some stations, site constraints have
become the deciding criteria and a curve of 1000-m radius has been introduced.
5.6 SEQUENCE OF STATIONS
The sequence of stations along with their respective chainages, site and platform
characteristics are presented in the Table 5.12 & 5.13.

Ground Level (in
Rail level ( in m)
previous station
Distance from
Platform type

(in m)
Alignment
m)
No. m)
Corridor 1 : Pimpri Chinchwad (PCMC) to Swargate

Dead End ( -)450.000 -
1 PCMC 0.000 - 588.250 575.200 Side Elevated
Ground Level (in

Rail level ( in m)
previous station
Distance from
Platform type
(in m)
Alignment
m)
No. m)
2 Tukaram Nagar 1763.264 1763.264 575.800 562.870 Side Elevated

Bhosari 2974.275 1211.011 570.400 557.250 Side Elevated
3 (Nashik Phata)
4 Kasarwadi 3748.615 774.340 574.200 561.240 Side Elevated
5 Fugewadi 4923.064 1174.449 564.200 550.500 Side Elevated
6 Dapodi 6018.188 1095.124 564.200 555.600 Side Elevated
7 Bopodi 7206.181 1187.993 568.600 555.670 Side Elevated
8 Khadki 7977.395 771.214 572.700 559.740 Side Elevated
9 Range Hill 10185.226 2207.831 562.200 552.700 Side Elevated
10 Shivaji Nagar 11789.640 1604.414 538.500 551.100 Island Underground
11 ASI 12432.292 642.652 542.500 554.870 Island Underground
12 PMC 12848.000 415.708 549.000 551.660 Island Underground
13 Budhwar Peth 13866.261 1018.261 541.500 556.500 Island Underground
14 Mandai 14742.084 875.823 549.000 562.610 Island Underground
15 Swargate 15688.959 946.875 563.000 576.200 Island Underground
Dead End 16138.959 450.000 563.000 576.630 - Underground
Ground Level (in

Rail level ( in m)
previous station
Distance from
Platform type
(in m)
Alignment
m)
No. m)
Corridor 2- Vanaz (Kothrud Depot) to Ramwadi

Dead End -684.790
1 Vanaz 0.000 - 596.500 584.278 Side Elevated
2 Anand Nagar 994.699 994.699 595.000 582.250 Side Elevated
3 Ideal Colony 1900.000 905.301 586.806 575.222 Side Elevated
4 Nal Stop 2875.274 975.274 574.700 562.000 Side Elevated
GARWARE 1004.283 Side Elevated
3878.2 567.00 553.80
5 COLLEGE
6 DECCAN 4629.8 751.53 558.70 544.434 Side Elevated
7 SAMBHAJI PARK 5222.9 593.15 561.10 547.402
8 PMC 6053.2 830.31 561.70 548.067 Side Elevated
9 CIVIL COURT 6568.1 514.91 563.20 549.602 Side Elevated
10 Mangalwar Peth 7671.332 1056.541 564.500 551.850 Side Elevated
Pune Railway 8584.185 376.696 569.500 556.700 Side Elevated
11 Station
12 Ruby Clinic 9379.712 795.527 567.500 554.730 Side Elevated
13 Bund Garden 10430.686 1050.974 561.600 548.670 Side Elevated
14 Yerawada 11292.383 861.697 560.500 545.173 Side Elevated
15 Kalyani Nagar 12660.667 1368.284 568.000 555.000 Side Elevated
16 Ramwadi 13789.667 1129.000 570.300 557.350 Side Elevated
Dead End 14239.667 450.000
5.7 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 5.5 m

under the concourse above the road intersection, allowing 3.5 m for the concourse
height, about 1 m for concourse floor and 1.5 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 12.5 above ground.
4. In the underground stations, platform level is determined by a critical clearance of 2.50

m above the station box, which would be 13.7 m high. Allowing about 80 cm for the box
structure, ~70 cm for rails /supporting structure and 1.09 m for rail to platform ht,
would make the platforms in an underground situation at least 13.5 m below ground.
5. The concourse contains automatic fare collection system in a manner that divides the
concourse into 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.
6. 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.
7. Sufficient space for queuing and passenger flow has been allowed at the ticketing gates.
8. Station entrances are located with particular reference to passenger catchment points
and physical site constraints within the right-of-way allocated to the MRTS.
9. Office accommodation, operational areas and plant room space is required in the non-
public areas at each station. The functions of such areas are given in Table 5.13.
10. The DG set, bore well pump houses and ground tank would be located generally in one
area on ground.
11. 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.
12. Following requirements have been taken into account:
• Minimum capital cost is incurred consistent with maximising 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 or 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.
13. 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.
14. 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.
15. 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).
5.8 TYPICAL ELEVATED STATION
The station is generally located on the road median. Total length of the station is 140m. All
the stations are two-level stations. The concourse is concentrated in a length of about 70 m
in the middle of the station, with staircases leading from either side of the road. The
maximum width of the station at concourse is 35 m and at the narrowest part is 16.5 m.
Passenger facilities like ticketing, information, etc as well as operational areas are provided
at the concourse level. Typically, the concourse is divided into public and non-public zones.
The non-public zone or the restricted zone contains station operational areas such as Station
Control Room, Station Master’s Office, Waiting Room, Meeting Room, UPS & Battery Room,
Signaling Room, Train Crew Room & Supervisor's Office, Security Room, Station Store Room,
Staff Toilets, etc. The public zone is further divided into paid and unpaid areas. Auxiliary
Service station is provided on the ground nearby as per availability of land.
Since the station is in the middle of the road, minimum vertical clearance of 5.5-m has been
provided under the concourse. Platforms are at a level of about 12.5-m from the road. To
reduce physical and visual impact of the elevated station, stations have been made narrow
towards the ends.
With respect to its spatial quality, an elevated Metro structure makes a great impact on the
viewer as compared to an At-grade station. The positive dimension of this impact has been
accentuated to enhance the acceptability of an elevated station and the above ground section
of tracks. Structures that afford maximum transparency and are light looking have been
envisaged. A slim and ultra-modern concrete form is proposed, as they would look both
compatible and modern high-rise environment as well as the lesser-built, low-rise
developments along some parts of the corridor.
Platform roofs, that can invariably make a structure look heavy, have been proposed to be of
steel frame with aluminium cladding to achieve a light look. Platforms would be protected
from the elements by providing an overhang of the roof and sidewalls would be avoided,
thereby enhancing the transparent character of the station building. In order to allow
unhindered traffic movement below the stations, portals across the road have been proposed
in the concourse part, over which the station structure would rest. The rest of the station
structure is supported on a single column, which lies unobtrusively on the central verge.
5.9 TYPICAL UNDERGROUND STATION
The typical underground station is a two-level station with platforms at the lower level and
concourse on the upper level. Concourses are provided at the two ends only in such a
manner that the total height of underground station, and hence the cost, is kept to the
minimum. The upper level has, in addition to the concourse, all the passenger amenities, ECS
plant rooms, electrical and S&T equipment rooms, station operation areas such as Station
Control Room, Station Master’s Office, Waiting Room, Meeting Room, UPS & Battery Room,
Signalling & Train Crew Room, Train Crew Supervisor's Office, Security & Station Store
Room, Staff Toilets, etc. Lower level has platforms, tracks, seepage sump, pump room and
similar ancillary spaces beyond the platforms on either side.
Ventilation shafts, equipment hatch, entrances and chiller plants for ECS plant are
aboveground structures associated with the underground station and are being provided on
the open spaces by the road side. Generally four entrances have been provided to the station,
two at each end (one each from either side of the road). Two emergency staircases are also
being planned in the traffic islands. Other aboveground structures are suitably located near
the station.
Structure of the underground station is essentially a concrete box about 20-m wide, 14.6-m
high and 225-m long with an intermediate slab. Sides of the box are made of 1.2-m thick RCC.
Table 5.14 - Station Accommodation
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 10. Platform Supervisor’s Booth
Fare Collection (Passenger
Office)
11. Cash and Ticket Room 12. Traction Substation (alternate
Stations)
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
5.10 PASSENGER AMENITIES
Passenger amenities such as ticketing counters/automatic ticket vending machines, ticketing

gate, etc. are provided in the concourse. Uniform numbers of these facilities have been
provided for system wide uniformity, although the requirement of the facilities actually
varies from station to station. The same applies to provision of platform widths and
staircase/escalators. Maximum capacity required at any station by the year 2031 for normal
operation has been adopted for all stations. For this purpose, peak minute traffic is assumed
to be 2% of the peak hour traffic. For checking the adequacy of platform area, stair widths
and requirement additional of emergency evacuation stairs, a maximum accumulation of
passengers in the station has been considered to be comprising waiting passengers at the
platform (including two missed headways) and section load expected to be evacuated at the
station in case of an emergency.
5.10.1 Concourse
Concourse forms the interface between street and platforms. In elevated stations, this is
contained in a length of about 90-m in the middle of the station. This is where all the
passenger amenities are provided. The concourse contains automatic fare collection system
in a manner that divides the concourse into distinct paid and unpaid 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. The concourse 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.
Sufficient space for queuing and passenger flow has been allowed in front of the AFCs.
5.10.2 Ticketing Gates
Ticketing gates’ requirement has been calculated taking the gate capacity as 45 persons per
minute per gate. Passenger forecast for the horizon year 2031 has been used to compute the
maximum design capacity. At least two ticketing gates shall be provided at any station even if
the design requirement is satisfied with only one gate. Uniform space has been provided in
all stations where gates can be installed as and when required.
5.10.3 Ticket Counters and Ticket Issuing Machines (TIMs)
It is proposed to deploy manual ticket issuing in the beginning of the operation of the line. At a
later stage, automatic TIMS would be used for which space provision has been made in the
concourse. At present, ticket counters would be provided, which would be replaced with TIMS in
future. Capacity of manual ticket vending counters is taken to be 10 passengers per minute and it
is assumed that only 40% of the commuters would purchase tickets at the stations while
performing the journey. The rest are expected to buy prepaid tickets or prepaid card, etc.
Accordingly, the requirement of ticket counters has been calculated and the same provided for in
the plans.
5.10.4 Platforms
A uniform platform width of 10-m wide is proposed for the underground stations. In
elevated stations, 4.5m wide side platforms have been proposed. These platform widths also
have been checked for holding capacity of the platform for worst-case scenario.
5.10.5 Stairs, Escalators and Lifts
Provision has been made for escalators in the paid area i.e. from concourse to platforms. On
each platform, one escalator has been proposed. In addition, two staircases with a combined
width of 6 m are provided on each platform connecting to the concourse. These stairs and
escalator together provide an escape capacity adequate to evacuate maximum accumulated
passengers in emergency from platforms to concourse in 5.5 minutes. Lifts have been provided
one each on either platform, to provide access for elderly and disabled. Since the rise to road from
the concourse is about 8m, it is proposed to provide escalators and lifts in addition to stairs for
vertical movement of passengers from street to concourse.
5.11 TRAFFIC INTEGRATION
5.11.1 Concept of Traffic Integration
The objective of an integrated transport system and traffic movement is to offer maximum
advantage to commuters and society from traffic and planning consideration. Various modes
of transport need to be integrated in a way that each mode supplements the other. A large
proportion of MRTS users will come to and depart from various stations by public, hired and
private modes, for which integration facilities need to be provided at stations to ensure quick
and convenient transfers.
In order to ensure that entire MRTS function as an integrated network and provides efficient
service to the commuter, the following steps have been identified:
• Suitable linkages are proposed so that various corridors of MRTS are integrated within
themselves, with existing rail services and with road based modes.
• Facilities needed at various stations are planned in conformity with the type of
linkages planned there.
Traffic and transport integration facilities are provided for two different types of linkages:
• Feeder links to provide integration between various MRTS corridors and road based
transport modes i.e. public, hired, and private vehicles.
• Walk links to provide access to the pedestrians.
5.11.2 Approach Adopted in Planning Traffic Integration Facilities
Integration facilities at MRTS stations include approach roads to the stations, circulation
facilities, pedestrian ways and adequate circulation areas for various modes likely to come to
important stations including feeder bus/mini-buses. Parking for private vehicles has been
proposed close to the station entrances. The computer model employed for traffic demand
projections provides also a breakup of station loads between passengers arriving by walk or
by vehicular modes. The vehicular component has been further broken up among hired and
private modes on station-to-station basis, by assessing the socio-economic profile of the
catchment areas and the distance likely to be traveled by commuters before and after using
the MRTS. In doing so, feeder buses being planned as part of the project as well as
interchange with railways has been considered. Given below is station wise traffic
integration requirement. In case at a particular station, suitable land is not available, effort
has been made to provide equivalent space on the adjacent stations, assuming that park and
ride commuters will shift to which ever station such a facility is available.
5.12 CIVIL STRUCTURES
5.12.1 Underground Construction

As in the underground section most of the area is either built-up or passing under arterial
Road, it is proposed to tunnel through Tunnel Boring Machine (TBM) in the overburden soil
mass. This will reduce cost substantially and inconvenience to general public during
construction. Tunnel excavation for a major part of this underground section is expected to
be carried out by Tunnel Boring Machines. There is some smaller section along the
underground part of the alignment where Cut & Cover method has been considered for
construction after Switch Over Ramp (SOR). Tunnel boring machines (TBMs) capable of
drilling in soft soil with a finished internal diameter of 5.2 m. can be successfully employed
for boring tunnels through this stratum. The tunnels are proposed with a minimum soil
cover of 6 m.
ASI, PMC, Budhwarpeth and Mandai have been planned with NATM, where as Shivaji Nagar
and Swar Gate have been planned by cut and cover.
5.12.2 Underground Stations
Two of the underground stations out of six have been proposed as cut and cover with top-
down method. The diaphragm walls for such station constructions would be 80 to 100 cm.
thick and will function as a permanent side wall of the station. It is, therefore, necessary to
construct the diaphragm walls absolutely watertight and with the required concrete strength
as has been done in the Delhi Metro station constructions. By resorting to top-down method
the surface could be restored quickly and further excavations and construction of the station
will not hamper the surface activity.
5.12.3 Cut and Cover Method of Construction of Underground Stations
Cut and Cover mainly consists of following steps:
1. Diversion of utilities
2. Construction of support walls
3. Excavation between the support walls along with the installation of struts between
the two walls to keep them in position.
4. Construction of tunnel/structure and removal of temporary struts.
5. Back filling and restoration of the surface
Utility Diversion
It is suggested that all utilities falling within excavation area are to be diverted away in
advance to avoid damage to such utilities during the excavation/ construction phase. The
cross utilities, however has to be kept supported. It is suggested that pressure water
pipelines crossing the proposed cut area are provided with valves on both sides of the cut so
that the cut area can be isolated in case of any leakage to the pipeline avoid flooding of the
cut/damage to the works.
Support Walls
Most commonly used support wall is RCC Diaphragm Wall. The advantage of diaphragm wall
is that the same can be used as part of permanent structure. The modern techniques are now
available where water-stop can be inserted at the joints of two diaphragm wall panels to
avoid seepage through the joints. It is also now possible to ensure the verticality of the
diaphragm wall panels to avoid any infringement problem later on. Typically the diaphragm
wall of 80 cm to 1 meter thickness is sufficient to do the cut and cover construction. The
various advantages of diaphragm wall are as follows.
(a) It is rigid type of support system and therefore ensures the maximum safety against
settlement to the adjacent structures.
(b) Can be used as part of the permanent structure and, therefore, considered economical.
(c) With diaphragm wall it is possible to construct an underground structure by top down
method. In this method top slab is casted once the excavation is reached to the top slab
level with rigid connections to the diaphragm wall which can be achieved by leaving
couplers in the diaphragm wall reinforcement at appropriate level. This top slab then
acts as strut between the two support walls and gives much more rigidity and safety to
the construction. Excavation thereafter can be completed. This also helps in restoration
of the surface faster without waiting for full structure to be completed.
The other support walls which can be used depending on the site conditions are as follows.
(a) Sheet Piles : ‘Z’/ ‘U’ sheet piles cane be used as temporary support wall. This can
be advantageous where it is possible to re-use the sheet pile again and again and
therefore, economy can be achieved However the main concern remains, driving of
sheet piles causes vibrations/noise to the adjacent buildings. This may sometimes
lead to damage to the building and most of the time causes inconvenience to the
occupants of the building. Situation becomes more critical if sensitive buildings are
adjacent to the alignment like hospitals, schools, laboratories, etc. Silent pile
driving equipments however are now available and can be used where such
problems are anticipated.
(b) Retaining Casing Piles : This suitable for situation where the cut and cover is to be
done in partly soil and partly rock. The top soil retaining structure can be with the
help of casing pile is then grouted with then cement slurry. This is considered
suitable in case of Shallow level, non-uniform, uneven nature of rock head surface
which rendered the construction of sheet piles/diaphragm wall impracticable.
These are suitable up to 7-meter depth. The common diameter used for such casing
pile is 200-250 meter dia.
(c) Soldier Piles and Lagging: Steel piles (H Section or I section) are driven into the
ground at suitable interval (normally 1-1.5 mtr.) centre-to-centre depending on the
section and depth of excavation. The gap between two piles is covered with
suitable lagging of timber planks/shot-creting /steel sheets/GI sheets during the
process of excavation.
(d) Secant Piles: are cast-in-situ bored piles constructed contiguously to each other so
that it forms a rigid continuous wall. This is considered an alternative to diaphragm
wall where due to soil conditions it is not advisable to construct diaphragm wall
from the consideration of settlement during the trenching operation. In this case
800 to 1000m.m. dia. piles area quite common in use Two alternative soft piles in
such a way that the new pile partly cuts into earlier constructed piles. And this pile
now is constructed with suitable reinforcement. With this alternative soft and hard
pile is constructed. This has got all the advantages of diaphragm wall. However, this
wall can not be used as part of permanent structure and permanent structure has
to be constructed inside of this temporary wall.
Anchors:
As an alternative to the struts, soil/rock anchors can be used to keep theses support walls in
position. This gives additional advantage as clear space is available between two support
walls and progress of excavation, construction can be much faster as compared to the case
where large number of struts is provided which create hindrance to the movement of
equipments and material.
The combination of all the type of retaining walls, struts./anchors is necessary for the project
to suit the particular site. Based on the above broad principle, the support walls system for
cut and cover shall be chosen for particular locations.
5.12.4 Elevated Section
Choice of Superstructure
The choice of superstructure has to be made keeping in view the ease of construct ability and
the maximum standardization of the formwork for a wide span ranges.
The segmental construction has been chosen mainly due to the following advantages :
• Segmental construction is an efficient and economical method for a large range of span
lengths and types of structures. Structures with sharp curves and variable super
elevation can be easily accommodated.
• Segmental construction permits a reduction of construction time as segments may be

manufactured while substructure work proceeds, and assembled rapidly thereafter.
• Segmental construction protects the environment as only space required for

foundation and sub-station is required at site. The superstructure is manufactured at a
place away from busy areas and placement of superstructure is done with the system
erected from piers at heights.
• Segments are easy to stack in the casting yard/sticking yard in more than one layer,
thereby saving in requirement of space.
• It is easier to transport smaller segments by road trailers on city roads.
• It is easy to incorporate last minute changes in span configuration if the site situation
so warrants.
• Interference to the traffic during construction is significantly reduced.
• Segmental construction contributes towards aesthetically pleasing structures and good

finishes.
• The overall labour requirement is less than that for conventional methods.
• Better quality control is possible in the casting yard.
• During construction, the technique shows an exceptionally high record of safety.
5.12.5 Types of Superstructures for Elevated Section
(A) Pre-cast segmental box girder using external unbounded tendon

(B) Pre-cast segmental U-Channel Superstructure with internal pre-stressing.
Comparative advantages/disadvantages of the above two types are given below :
A. Precast Segmental Box Girder using External Unbonded Tendon.
This essentially consists of precast segmental construction with external prestressing

and dry joints and is by far most preferred technique in fast track projects. In such
construction the prestressing is placed outside the structural concrete (inside the box
section) and protected with high density polyethylene tubes, which are grouted with
special wax or cement. The match cast joints at the interface of two segments are
provided with shear keys as in traditional segmental construction. However, epoxy is
dispensed with because water tight seal at the segment joints is not required in
association with external tendons.
The main advantages of dry-jointed externally prestressed precast segmental construction

can be summarized as follows:-
• Simplification of all post-tensioning operations, especially installation of tendons.

• Reduction in structural concrete thickness as no space is occupied by the tendons
inside the concrete.
• Good corrosion protection due to tendons in polyethylene ducts; the grout inspection is
easier and leaks, if any, can be identified during the grouting process.
• Simplified segment casting. There is no concern about alignment of tendons.
Increased speed of construction.
• The elimination of the epoxy from the match-cast joints reduces costs and increases
speed of construction further.
• Replacement of tendons in case of distress is possible and can be done in a safe and
convenient manner.
• Facility for inspection and monitoring of tendons during the entire service life of the
structure.
B. Precast Segmental U-Channel Superstructure with Internal Pre-stressing.
The single U type of viaduct structure is also a precast segmental construction with
internal prestressing and requires gluing and temporary prestressing of segments. The
match cast joints at the interface of two segments are also provided with shear keys.
The main advantages for this type of structural configuration of superstructure are:
1. Built in sound barrier.

2. Built in cable support and system function.
3. Possibility to lower the longitudinal profile by approximately 1m compared to
conventional design.
4. Built in structural elements capable to maintain the trains on the bridge in case of
derailment (a standard barrier design allow this)
5. Built in maintenance and evacuation path on either side of the track.
However, ‘U’ section has following disadvantages:
(i) Inefficient structure sections

(ii) Requires cross pre-stressing of pier segments
(iii) At X-over locations the girders are to be connected at slab level hence changing of
bearing at later stage becomes very difficult.
(iv) Costly than Box girder.
5.13 CONSTRUCTION METHODOLOGY
Pre-Cast Construction
For the elevated sections it is recommended to have pre-cast segmental construction for
super structure for the viaduct. For stations also the superstructure is generally of pre-cast
members. The pre-cast construction will have following advantages:-
• Reduction in construction period due to concurrent working for substructure and

superstructure.
• For segmental, pre-cast element (of generally 3.0m length), transportation from
construction depot to site is easy and economical.
• Minimum inconvenience is caused to the public utilising the road as the superstructure
launching is carried out through launching girder requiring narrow width of the road.
• As the pre-cast elements are cast on production line in a construction depot, very good
quality can be ensured.
• The method is environment friendly as no concreting work is carried at site for the
superstructure.
Casting of Segments
For viaducts segmental pre-cast construction requires a casting yard. The construction depot
will have facilities for casting beds, curing and stacking area, batching plant with storage
facilities for aggregates and cement, site testing laboratories, reinforcement steel yard and
fabrication yard etc. An area of about 2.5 Hact. To 3 Hact is required for each construction
depot.
For casting of segments both long line and short line method can be adopted. However the
long line method is more suitable for spans curved in plan while short line method is good
for straight spans. A high degree of accuracy is required for setting out the curves on long
line method for which pre calculation of offsets is necessary. Match casting of segments is
required in either method. The cast segments are cured on the bed as well as in stacking
yard. Ends of the segments are to be made rough through sand blasting so that gluing of
segments can be effective.
The cast segment will be transported on trailers and launched in position through launching
girders.
Launching Scheme
Launching girder is specially designed for launching of segments. The suggested launching
scheme is designed in such a way that initially the launching girder is erected on pier head at
one end of the work. The segments are lifted in sequence and when the lifting is over; they
are dry matched while hanging from the launching girder. After dry matching, the segments
are glued with epoxy and pre-stressed from one end. The girder is lowered on the
temporary/permanent bearings after pre-stressing. The launching girder then moves over
the launched span to next span and the sequences continue.
5.13.1 Structural System of Viaduct
Superstructure
The superstructure of a large part of the viaduct comprises of simply supported spans.
However at major crossing/over or along existing bridge, special steel or continuous unit
will be provided.
Normally the Box Girder having a soffit width of about 4.0 m (approx) accommodates the
two tracks situated at 4.1m center to center (c/c). The Box Girder superstructure for almost
all the simply supported standard spans will be constructed by precast prestressed
segmental construction with epoxy bonded joints.
The max spans c/c of piers of standard simply supported spans constructed by precast
segmental construction technique has been proposed as 28.0m. The usual segments shall be
3.0m in length except the Diaphragm segments, which shall be 2.0m each. The other
standard spans (c/c of pier) comprises of 25.0m, 31.0m, 22.0m, 19.0m & 16.0m, which shall
be made by removing/adding usual segments of 3.0m each from the center of the span.
The pier segment will be finalized based on simply supported span of 31.0m and the same
will be also kept for all simply supported standard span.
For major crossing having spans greater than 31.0m, special units normally of 3 –span
construction or steel girders have been envisaged.
All these continuous units (in case provided at obligatory location) will be constructed by
cast-in-situ balanced cantilever construction technique.
Substructure
The viaduct superstructure will be supported on single cast-in-place RC pier.
The shape of the pier follows the flow of forces. For the standard spans, the pier gradually
widens at the top to support the bearing under the box webs.
At this preliminary design stage, the size of pier is found to be limited to 1.8m to 2.0m
diameter of circular shape for most of its height so that it occupies the minimum space at
ground level where the alignment often follows the central verge of existing roads.
To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier of 1.0m height
above existing road level has been provided all around the pier. A gap of 25mm has been
also provided in between the crash barrier and outer face of pier. The shape of upper part of
pier has been so dimensioned that a required clearance of 5.5m is always available on road
side beyond vertical plane drawn on outer face of crash barrier. In such a situation, the
minimum height of rail above the existing road is 8.4m.
The longitudinal center to center spacing of elastomeric/pot bearing over a pier would be
about 1.8m. The space between the elastomeric bearings will be utilized for placing the
lifting jack required for the replacement of elastomeric bearing. An outward slope of 1:200
will be provided at pier top for the drainage due to spilling of rainwater, if any.
The transverse spacing between bearings would be 3.2m (to be studied in more details).
The orientation and dimensions of the piers for the continuous units or steel girder (simply
supported span) have to be carefully selected to ensure minimum occupation at ground level
traffic. Since the vertical and horizontal loads will vary from pier to pier, this will be catered
to by selecting the appropriate structural dimensions.
5.14 FOUNDATIONS RECOMMENDATIONS
Substratum consists of clayey silt/ silty clay / silty sand followed by weathered rock / hard
rock in the proposed alignment. No rock has been encountered up to depth of exploration at
some stretches also. Pile foundations have been recommended for the foundation as per the
stratum encountered. Hence, pile foundations with varying pile depths depending on depth
of rock from ground level have to be provided on a case-by-case basis.
5.15 CONSTRUCTION METHODS
Deck – Simple Spans
Salient features of the precast segmental construction method technique as envisaged for the
project under consideration are indicated below:
The superstructure shall be constructed “span by span” sequentially, starting at one end of a
continuous stretch and finishing at the other end. Nos. of launching girders may be required
so as to work on different stretches simultaneously to enable completion of the project in
time.
The number of “breaks” in the stretch can be identified by nos of continuous units.
The suggested method of erection will be detailed in drawings to be prepared, at the time of
detailed design. The launching girder (or, more accurately, the “assembly truss”) is capable
of supporting the entire dead load of one span and transferring it to the temporary brackets
attached to the pier. The governing weight of the segments will be of the order of 50t (to be
finalized). The launching girder envisaged will be slightly greater than two span lengths. It
must be able to negotiate curves in conjunction with temporary brackets.
Transportation of segments from casting yard to the point of erection will be effected by
appropriately designed low-bedded trailers (tyre-mounted). The segments can be lifted and
erected using erection portal gantry moving on launching girder.
Box girder segments shall be match cast at the casting yard before being transported to
location and erected in position. Post-tensioned cables shall be threaded in-situ and
tensioned from one end. It is emphasized that for precast segmental construction only one-
end prestressing shall be used.
The prestressing steel and prestressing system steel accessories shall be subjected to an
acceptance test prior to their actual use on the works. The tests for the system shall be as
per FIP Recommendations as stipulated in the special specifications. Only multi-strand jacks
shall be used for tensioning of cables. Direct and indirect force measurement device (e.g.
Pressure Gauge) shall be attached in consultation with system manufacturer.
The Contractor shall be responsible for the proper handling, lifting, storing, transporting and
erection of all segments so that they may be placed in the structure without damage.
Segments shall be maintained in an upright position at all times and shall be stored, lifted
and/or moved in a manner to prevent torsion and other undue stress. Members shall be
lifted, hoisted or stored with lifting devices approved on the shop drawings.
Epoxy Bonded Joints and Shear Keys
A minimum compressive stress of 3 kg/sqcm shall be provided uniformly over the cross-
section for the closure stress on the epoxied joint until the epoxy has set. The curing period
for application of the compressive stress, method of mixing and application of epoxy and all
related aspects including surface preparation shall be as per approved manufacturer’s
specifications.
The purpose of the epoxy joint, which is about 1mm on each mating surface, shall be to serve
as lubricant during segment positioning, to provide waterproofing of the joints for durability
in service conditions and to provide a seal to avoid cross-over of grout during grouting of one
cable into other ducts.
The epoxy shall be special purpose and meet requirements of relevant provision of FIP
(International Federation of Prestressed Concrete)
The temporary compressive stress during the curing period shall be applied by approved
external temporary bar prestressing (such as Macalloy or Diwidag bar systems or approved
equivalent).
5.16 CONSTRUCTION OF STATIONS
It is proposed to construct the elevated stations with elevated concourse over the road at
most of the locations to minimize land acquisition. To keep the rail level low, it is proposed
not to take viaduct through the stations. Thus a separate structural configuration is required
(although this may necessitate the break in the launching operations at each station
locations)
Sub-structure for the station portion will also be similar to that of viaduct and will be carried
out in the same manner. However, there will be single viaduct column in the station area,
which will be located on the median and supporting the concourse girders by a cantilever
arm so as to eliminate the columns on right of way.
Super-structure will consist of 3 precast U Girders for supporting the track structure and I
Girder / Double T Girders for supporting the platform and concourse areas. A pre-cast or
cast in situ prestressed cross girder will be required over the middle piers for supporting
platform structure. Box shaped in situ prestressed cantilever cross girders are planned for
supporting the concourse girders and escalators at mezzanine level. All the members will be
pre-cast in a construction depot and launched at site through cranes.
5.16.1 Grade of Concrete
It is proposed to carry out construction work with design mix concrete through
computerized automatic Batching Plants with following grade of concrete for various
members as per design requirement/durability considerations.
i) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals - M -45
- M -60
vi) Other miscellaneous structure - M -30
For all the main structures, permeability test on concrete sample is recommended to ensure
impermeable concrete.
5.16.2 Reinforcement and pre-stressed Steel
It is proposed to use HYSD 415 or TMT steel as reinforcement bars.

For pre-stressing work, low relaxation high tensile steel strands with the configuration 12 T
13 and or 19 K 15 is recommended (confirming to IS:14268).
5.16.3 Road width required during construction
As most of the construction is to be carried out on the middle of the road, central two lanes
including median will be required for construction activities. During piling and open
foundation work, a width of about 9 m will be required for construction and the same will be
barricaded. It is proposed that two lanes are provided for traffic on either sides during
construction by widening of roads, if necessary. In certain cases, one way traffic may be
resorted to.
All these actions will require a minimum period of about 4 to 6 months. During this period,
the implementing agency can go ahead with the following preliminary works:
i) Preliminary action for diversion of utility and preparation of estimates there of.
ii) Reservation of land along the corridor, identification and survey for acquisition.
Once the Corporation is formed, the Corporation has to take action for appointment of
consultant for Project Management and proof checking including preparation of tender
documents. Simultaneously, action is also to be taken for detailed design for structures for
elevated corridors.
5.17 GEO-TECHNICAL INVESTIGATIONS
5.17.1 Details of Bore Holes
Investigation Works
Geotechnical investigation work at site was carried out to determine the existing subsoil
strata, proposed type & depth of foundations and safe bearing capacity of foundations
required for the proposed two Metro Corridors in Pune Metropolitan City based on the
results of 44 boreholes.
Boring in Soil and Rock
Core drilling was carried out by using rotary type of boring machine with diamond bits of N X
size. Casing of 100/150 mm dia was advanced upto the firm strata as per IS1892 (1979). The
description of bore logs for bore holes drilled as per IS -5313. The bore logs are as under:
Table: 5.15 - Borehole Details
Bore Hole Depth below

S.No. Specified Locations
No. ground level (m)
1 Sanghvi Naka to Agricultural
BH-1 16.50
College
2 -do- BH-2 13.00
3 Natawadi Road to Swargate BH-15 25.15
4 -do- BH-16 25.00
5 -do- BH- 17 19.50
6 -do- BH-18 11.00
7 -do- BH-19 11.10
8 -do- BH-21 25.00
9 -do- BH-22 25.00
10 -do- BH-23 25.00
11 -do- BH-24 26.30
12 BH-25 15.00
Bund Garden to Ramwadi
13 BH-26 12.00
Octroi Naka
14 -do- BH-27 19.50
Wakde Wadi to Pimpri
15 BH-33 15.00
Chowk
Bore Hole Depth below

S.No. Specified Locations
No. ground level (m)
16 -do- BH-34 12.60
17 -do- BH-35 16.00
18 -do- BH-36 14.50
19 -do- BH-37 11.50
20 -do- BH-38 14.00
21 -do- BH-39 9.00
22 -do- BH-40 15.00
23 -do- BH-41 12.00
24 -do- BH-42 15.50
25 BH-54 10.50
26 Jangli Maharaj Path BH-55 14.50
27 -do- BH-56 18.80
28 -do- BH-57 17.90
29 -do- BH-58 17.90
30 -do- BH-59 19.50
31 -do- BH-60 15.10
32 -do- BH-61 19.90
33 -do- BH-62 13.50
34 -do- BH-63 11.20
35 -do- BH-64 13.75
36 -do- BH-65 12.50
37 -do- BH-66 11.75
38 -do- BH-67 13.00
39 -do- BH-68 16.30
40 -do- BH-70 11.50
41 -do- BH-71 8.00
42 -do- BH-72 10.20
43 -do- BH-74 10.00
44 -do- BH-75 10.50
5.17.2 Field Tests & Laboratory Tests
Standard Penetration Tests
The Standard Penetration Tests were conducted in exploratory bore hole at different depths
as per the procedure stipulated in IS:2131. Number of blows required for each 15 cm
penetration upto 45 cm were recorded and the number of blows for later 30 cm
penetration were counted as Standard Penetration Value(N).
Insitu Permeability Test in Overburden in BH 15,17,19,22,24,26,33, 36, 37, 39, 41, 42, 55,
57, 59, 61, 63, 65, 70, 74.
Insitu Permeability Test in BH 16, 21, 35, 40, 56, 66, 72, 75.
Grain Size Analysis
The Grain Size Analysis of different samples collected from boreholes were done as per IS:
2720(part IV).
Atterberg’s Limits
The liquid limit and plastic limit were conducted as per IS: 2720(part V) on soil samples.
Field Content Density and Moisture
The Undisturbed Soil Samples were tested for field density and moisture content as per IS:
2720(part II).
Specific Gravity
The soil samples were tested for specific gravity as per IS: 2720(part III).
Direct Shear Test
The undisturbed soil samples were tested for direct shear tests.
Chemical Analysis of Soil
Chemical analysis of soil samples were conducted for PH, Sulphates (ppm) and for Chloride
(ppm).
Chemical Analysis of Water
Chemical analysis of soil samples were conducted for PH, Sulphates (ppm) and for Chloride
(ppm).
Rock Test Analysis
Rock samples were collected from the bore holes and tested for water absorption, porosity,
dry density and compressed strength (kg/cm2).
5.18 RECOMMENDATIONS
Forty four boreholes are drilled in Pune Metropolitan Area for Pune Metro Rail Project. Three
horizons are observed at proposed Pune Metro alignment.
First horizon observed is filled up soil followed by clayey soil with murum and boulders. The
drilled thickness of this horizon varied from 0.00 m to 12.50 m. The N value in this horizon
varied from 7 to more than 50.
The net allowable safe bearing capacity of filled up soil followed by clayey soil with
murum is recommended as 10.00T/m2 at a depth of 3.00 m below G.L.
Second horizon observed is light brownish to reddish gray weathered rock. The core
recovery of rock mass varied from 5% to 82.67% and RQD of the rock mass varied from nil to
77%. The compressive strength of rock mass varied from 47.79 kg/cm2 to 191.16 kg/cm2.
The safe bearing capacity of light brownish to reddish gray weathered rock is
recommended as 55.00T/m2.
Third horizon observed is light olive gray to light medium brownish gray basalt rock. The
core recovery of rock mass varied from 22% to 100% and RQD of the rock mass varied from
nil to 100%. The compressive strength of rock mass varied from 184.62 kg/cm2 to 456.32
kg/cm2.
The safe bearing capacity of light olive gray to light medium brownish gray basalt rock
is recommended as 225.00T/m2.
5.19 UTILITY DIVERSIONS
5.19.1 Introduction
Besides the details of various aspects e.g. transport demand analysis, route alignment,
station locations, system design, viaduct structure, geo-technical investigations etc. as
brought out in previous chapters, there are a number of other engineering issues, which are
required to be considered in sufficient details before really deciding on taking up any
infrastructure project of such magnitude. Accordingly, following engineering items have been
studied and described in this chapter:
• Existing utilities and planning for their diversion during construction, if necessary.
• Land acquisition necessary for the project both on permanent basis as well as
temporary, including its break up between Government and private ownership.
5.19.2 Utility and Services
Large number of sub-surface, surface and over head utility services viz. sewers, water mains,
storm water drains, telephone cables, O.H electrical transmission lines, electric poles, traffic
signals, etc. are existing along the proposed alignment. These utility services are essential
and have to be maintained in working order during different stages of construction, by
temporary/permanent diversions or by supporting in position. Since these may affect
construction and project implementation time schedule/costs,for which necessary
planning/action needs to be initiated in advance.
Organisations/Departments with concerned utility services in Pune are mentioned in Table
5.16.
Table 5.16 - Utility Responsibility Departments
S No ORGANIZATION/ UTILITY SERVICES

DEPARTMENT
1. Pune Metropolitan Surface water drains, nallahs, Sewerage and drainage
Water Supply and conduits, sewerage treatment plants, pumping
Sewerage Board. stations, Water mains and their service lines,
including hydrants, water treatment plants, pumping
stations, Gardens etc.
2. Public Works Deptt. Road construction & maintenance of State highways
(PWD) and Expressways.
4. Bharat Sanchar Nigam Telecommunication cables, junction boxes, telephone
Ltd. (BSNL) posts, O.H. lines, etc.
5. Pune Traffic Police Traffic signal posts, junction boxes and cable
connections, etc.
6. District Revenue Office Land Development & Housing etc.
7. Railway Railway crossings, signals, railway bridges, etc.
5.19.3 Sewer Lines, Strom Water Drains and Water Lines
The sewer/drainage lines generally exist in the service lanes i.e. away from main
carriageway. However, in certain stretches, these have come near the central verge or under
main carriageway, as a result of subsequent road widening.
The major sewer/drainage lines and water mains running across the alignment and likely to
be affected due to location of column foundations are proposed to be taken care of by
relocating on column supports of viaduct by change in span or by suitably adjusting the
layout of pile foundations. Where, this is not feasible, lines will be suitably diverted.
Provision has been made in the project cost estimate towards diversion of utility service
lines. Investigations of underground utilities are in progress and details would be furnished
in Final Report.
5.19.4 Above Ground Utilities
Above ground utilities namely street light, poles, traffic signal posts, telecommunication
posts, junction boxes, trees etc, are also required to be shifted and relocated suitably during
construction of elevated viaduct. Since these will be interfering with the proposed alignment.
Approximate numbers of affected lamp/telecom elect. Posts & boxes are indicated in Table
5.17:
Table 5.17 - Affected Above Ground Services

Section LP EP TSP TP DP HT TR CD
Corridor 1 326 48 25 9 27 65 246 10
Corridor 2 505 33 81 11 8 41 765 1
LP- Light Post ; EP - Electric Post; TSP - Traffic Signal Post; TP - Telephone Post; DP-high
tension double poll; HT- high tension post ; TR-trees ; CD-civil works
5.20 LAND REQUIRED FOR CORRIDORS
5.20.1 Land Requirement for Major Components
Availability of land is one of the major prerequisites for a project in cities like Pune. As the
Metro alignment has to be planned on set standards and parameters, it becomes difficult to
follow the road alignment. Apart from alignment the various structures like stations, parking
facilities, traction sub stations, communication towers, etc. require large plots of land. The
land being scare, costly and acquisition being complex process; the alignment is so planned
that barest minimum land acquisition is involved. Land is mainly required for;
• Metro Structure (including Route Alignment), station Building, Platforms, Entry/Exit

Structures, Traffic Integration Facilities, etc.
• Receiving/Traction Sub-stations
• Radio Towers
• Property Development.
• Temporary Construction Depots and work sites.
• Depot
• Switch Over Ramps.
5.20.2 Land Required for Elevated Stretches
For elevated section, single pier supporting the viaduct will be located on the middle of road
so that the existing roads remain in use as usual. Accordingly, necessary permission for
using such right-of-way will have to be obtained from the concerned authorities. Elevated
stations are generally proposed with elevated concourse so that land is required only for
locating the entry/exit structures. Traffic integration facilities are provided wherever the
same are required but no land is proposed for acquisition.
The normal viaduct structure of elevated Metro is about 10 m (edge to edge) wide. Ideally
the required right of way is 10m. However, for reasons of safety a clean marginal distance /
setback of about 5 m is necessary from either edge of the viaduct (or 10 m on both sides of
the center line) wherein no structures are to be located. In stretches, where the elevated
alignment has to be located away from road, a strip of 17m width (with consideration of
3.5m clearance on either side to reduce land width), is proposed for acquisition, it ensures
road access and working space all along the viaduct for working of emergency equipments
and fire brigade.
5.20.3 Land for Underground Stretches
No land at surface is required permanently for underground section, except for small areas
for entry/exit structures, traffic integration and ventilation shafts at stations. These will be
located either on footpath edge or in front marginal open setback of the building along the
road. All the stations in underground stretch are planned with island platforms.
5.20.4 Land for Switch-over Ramps

Switch-over ramps are required for transition from the underground to elevated section. The
ramp covers a stretch at ground for the whole width of structure for two tracks (about 11 m
including the protection works). The length of ramp above ground depends on the existing
ground slope and the gradient provided on Metro alignment (normally 3% to 4%). Thus the
ramp is to be located in an area where sufficient road width is available or in an open area.
5.20.5 Land for Stations
Provision of land for Traffic integration has been made on those stations only, where space is
available. It is proposed to provide traffic integration facilities at all the following Metro
stations. Land for these facilities has been identified and is given in Table 5.18:
Table 5.18 - Lands For Stations & Traffic Integration
PLOT TYPE OF
S.NO. AREA(m2) OWNERSHIP REMARKS
NO. PROPERTY
Corridor - I
1 PCMC1 2483.97 Open Government New Construction
2 PCMC2 468.00 Open Government
3 STR1 2519.99 Open Government Sant.TukaRam Bus Stand
4 STR2 468.00 Open Government
5 BR1 2520.85 Hotel + Shop Line Government Hotel Jivan+Shop Line
PLOT TYPE OF
NO. PROPERTY
6 BR2 468.00 Residential Government
Commercial l+
7 KR1 2519.67 Government Wakhar+ Shiv Lodge
Shop
8 KR2 468.00 Open Government
9 FW1 2528.02 Open Government
10 FW2 468.00 Open Government
11 DP1 2527.05 Open Government
12 DP2 468.00 Commercial+Shop Government Shop Line
13 BP1 420.00 House Line Government House Line
14 BP2 420.00 House Line Government House Line
15 BP3 468.00 Open Private
16 KH1 420.00 Open Government
17 KH2 420.00 Open Government
18 KH3 468.00 Open Private
19 HR1 2626.83 Open Government
20 HR2 468.00 Open Private
21 SN1 364.90 Open Government Bus Stand
22 SN2 1095.37 Open Government Hospital
23 SN3 900.00 Open Government Police Station
24 SN4 148.60 Open Government
25 SN5 148.20 Commercial Government Bus Stand
26 SN6 68.90 Open Government Bus Stand
Pragati Surgical Medical
Open +
27 SN7 835.90 Private Clinic. Land required for
commercial
staton box construction.
Land required for staton
28 SN8 582.60 Open Government
box construction.
29 ASI1 922.51 Open Government
30 ASI2 2830.70 Open Government
31 PMC1 3150.70 Open Government Petrol Pump+Primer Garage
32 PMC2 3946.00 Open Government
33 PMC3 61.90 Commercial Government
34 BH1 2376.20 Open Government
35 BH2 85.59 Open Government
Shop Line+Police
36 MN1 3661.90 Open Government
Station+House
37 MN2 32.70 Commercial Pvt. Shops
38 SW1 1008.60 Open Private
box construction.
PLOT TYPE OF
NO. PROPERTY
box construction.
Total 49746.86
Corridor - II
1 VN1 468.00 Open Private
4 AN1 468.00 Open Private
5 AN2 420.00 Residential Private
6 AN3 420.00 Residential Private
7 1C1 468.00 Open Private
8 1C2 420.00 Commercial Private
9 1C3 420.00 Commercial Private
10 NS1 468.00 Open Private
11 NS2 420.00 Commercial Private
12 NS3 420.00 Commercial Private
13 GC1 468.00 Open Government
14 GC2 420.00 Residential Private
15 GC3 420.00 Residential Private
16 DC1 468.00 Open Private
17 DC2 420.00 Open Private
18 DC3 420.00 Residential Private
19 ASI'1 468.00 Open Private
20 ASI'2 420.00 Commercial Private
21 ASI'3 420.00 Commercial Private
22 CC1 468.00 Open Private
23 CC2 420.00 Residential Private
24 CC3 420.00 Residential Private
25 MP1 468.00 Open Private
26 MP2 420.00 Open Private
27 MP3 420.00 Commercial Private
28 SN1 468.00 Open Private
29 SN2 420.00 Commercial Government
30 SN3 420.00 Commercial Government
31 PRS1 468.00 Commercial Private
34 RC1 468.00 Open Private
PLOT TYPE OF
NO. PROPERTY
35 RC2 420.00 Open Government
36 RC3 420.00 Commercial Private
37 BG1 468.00 Shop Private
38 BG2 420.00 Residential Private
39 BG3 420.00 Residential Private
40 YD1 468.00 Residential Private
41 YD2 2520.00 Residential Private
42 KN1 468.00 Residential Private
43 KN2 2514.00 Residential Private
44 RV1 468.00 Open Government
Total 24282.00
5.20.6 Land for Depot
A vacant land near Hill Range station in Agriculture University adjacent to the alignment of
corridor 1 has been identified for locating a full fledged maintenance depot. The area
identified is 115143.354 sq m or 11.51 Ha and is low lying from the surrounding road level.
Earth filling is to be done to bring the existing ground level to designed level. The details of
land requirement for depot are given in Table 5.19.
Table 5.19 - Land requirement for Depots
SN Plot No. Land Area

Location Ownership
(Ha)
1. 1DP1 Agriculture University Area(Corridor I) 11.51 Government
Katchra Depot land at Kothrud(Corridor
2. 2DP1 12.11 Government
I)
Total 23.62
5.20.7 Land for Receiving /Traction Sub Station

The details of land requirement for RSS / TSS are given in Table 5.20:
Table 5.20 - Land Requirement for RSS/TSS
Corridor Location Land Area (Ha) Ownership

Corridor 1 Chinchwad (near PCMC
0.60 Government
Pimpri Chinchwad – office)
Corridor Location Land Area (Ha) Ownership

Swargate Ganesh Khind (near
0.60 Government
Agricultural College)
Kothrud (at Kachara
Corridor 2 0.60 Government
Depot)
Vanaz (Kothrud Depot)
Kharadi (near
- Ramwadi 0.60 Government
Ramwadi)
Total 2.4
5.20.8 Land Requirement for Running Section
As indicated earlier, the ROW of the roads along which the alignment is planned is
sufficiently wide hence no land is required for acquisition as long as the alignment is straight
and at the center of the road. However, at curved portions, the alignment could not be kept at
the center of the road and acquisition of certain land is inevitable in spite of introduction of
sharper radius curves in elevated sections.
To the extent possible the Entry and Exit points of stations (underground and elevated) were
planned on the foot paths. But, for locating other station facilities such as chiller plants,
ventilation shafts, underground water tanks, generator set room etc., land acquisition is
proposed. The land required for alignment planning is given in table 5.21.
Table 5.21 - Land Requirement Running Section

PLOT
S.NO. LOCATION DETAILS AREA(m2) OWNERSHIP
NO.
Corridor - I
1 1RS 1 PCMC to Sant Tukaram Nagar Open 136.3 Private
2 1RS 2 PCMC to Sant Tukaram Nagar Open 194.7 Government
5 1RS 5 PCMC to Sant Tukaram Nagar Commercial 85.6 Government
6 1RS 6 PCMC to Sant Tukaram Nagar Commercial 59.4 Government
8 1RS 8 PCMC to Sant Tukaram Nagar Residential 25.3 Private
9 1RS 9 PCMC to Sant Tukaram Nagar Shop 23.7 Private
11 1RS 11 PCMC to Sant Tukaram Nagar Residential 62 Private
13 1RS 13 PCMC to Sant Tukaram Nagar Commercial 53.6 Private
14 1RS 14 PCMC to Sant Tukaram Nagar Commercial 11 Government
PLOT
NO.
18 1RS 18 PCMC to Sant Tukaram Nagar Open 31 Private
19 1RS 19 PCMC to Sant Tukaram Nagar Commercial 167 Private
21 1RS 21 PCMC to Sant Tukaram Nagar Commercial 161 Private
28 1RS 28 PCMC to Sant Tukaram Nagar Office 4.7 Government
33 1RS 33 PCMC to Sant Tukaram Nagar Office 11.1 Private
35 1RS 35 PCMC to Sant Tukaram Nagar Office 4150 Government
Sant Tukaram Nagar to
40 1RS 40 Open 221.6 Private
Bhosari(Nashik Phata)
41 1RS 41 Office 8.8 Private
Bhosari (Nashik Phata)
42 1RS 42 Commercial 4.3 Private
43 1RS 43 Open 718 Private
PLOT
NO.
52 1RS 52 Commercial 43.6 Government
57 1RS 57 Shop 24.8 Private
Bhosari (Nashik Phata)to
Kasarwadi
59 1RS 59 Residential 24 Private
Kasarwadi
Bhosari (Nashik Phata) to
60 1RS 60 Residential 12.5 Private
Kasarwadi
Kasarwadi
62 1RS 62 Residential 58 Private
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Bhosari(Nashik Phata) to
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
PLOT
NO.
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
82 1RS 82 Kasarwadi to Fugewadi Office 121.9 Private
83 1RS 83 Kasarwadi to Fugewadi Shops 15.2 Private
85 1RS 85 Kasarwadi to Fugewadi Commercial 60.1 Private
90 1RS 90 Kasarwadi to Fugewadi Residential 52.6 Private
95 1RS 95 Kasarwadi to Fugewadi Residential 223 Private
100 1RS 100 Kasarwadi to Fugewadi Commercial 120 Government
101 1RS 101 Fugewadi to Dapodi Office 1636 Private
102 1RS 102 Fugewadi to Dapodi Office 657.3 Private
103 1RS 103 Fugewadi to Dapodi Office 16366.3 Private
104 1RS 104 Dapodi to Bopodi Office 10179.2 Private
105 1RS 105 Dapodi to Bopodi Office 1527.8 Private
PLOT
NO.
106 1RS 106 Bopodi to Khadki Office 47.7 Private
107 1RS 107 Bopodi to Khadki Residential 9.6 Private
112 1RS 112 Khadki to Range Hill Residential 43.4 Private
113 1RS 113 Khadki to Range Hill Residential 11.9 Government
115 1RS 115 Khadki to Range Hill Shops 28.1 Private
116 1RS 116 Khadki to Range Hill Office 69.3 Private
117 1RS 117 Khadki to Range Hill Residential 18.1 Private
125 1RS 125 Khadki to Range Hill Office 3523 Private
129 1RS 129 Range Hill to Shivaji Nagar Office 1931.6 Private
130 1RS 130 Range Hill to Shivaji Nagar Office 7092 Private
131 1RS 131 Range Hill to Shivaji Nagar Office 1013.9 Private
TOTAL 81254.7
Corridor - II
1 2RS 1 Anand Nagar to Ideal Colony Open 44.4 Private
2 2RS 2 Anand Nagar to Ideal Colony Open 80.9 Government
3 2RS 3 Anand Nagar to Ideal Colony Open 8.5 Private
4 2RS 4 Ideal Colony to Nal Stop Open 50.4 Private
5 2RS 5 Ideal Colony to Nal Stop Commercial 10.1 Government
6 2RS 6 Ideal Colony to Nal Stop Commercial 96.1 Government
8 2RS 8 Ideal Colony to Nal Stop Residential 4.7 Private
9 2RS 9 Ideal Colony to Nal Stop Shop 86.2 Private
11 2RS 11 Ideal Colony to Nal Stop Residential 17.8 Private
12 2RS 12 Ideal Colony to Nal Stop Open 308 Private
PLOT
NO.
13 2RS 13 Garware College to Deccan Commercial 121.7 Private
14 2RS 14 Garware College to Deccan Commercial 161.6 Government
15 2RS 15 Garware College to Deccan Open 12.4 Private
16 2RS 16 Garware College to Deccan Commercial 91.7 Private
17 2RS 17 Garware College to Deccan* Residential 232.2 Private
18 2RS 18 ASI to Civil Court* Open 2600.1 Private
19 2RS 19 ASI to Civil Court* Commercial 156.2 Private
20 2RS 20 ASI to Civil Court* Open 681.1 Private
21 2RS 21 Civil Court to Mangalwar Peth Commercial 249.2 Private
24 2RS 24 Civil Court to Mangalwar Peth Open 53.1 Private
26 2RS 26 Civil Court to Mangalwar Peth Residential 1344.8 Private
27 2RS 27 Mangalwar Peth to Sasson Open 876.3 Private
28 2RS 28 Mangalwar Peth to Sasson Office 18.6 Government
29 2RS 29 Sasson to Pune R. Station Office 78.6 Government
30 2RS 30 Sasson to Pune R. Station Residential 114.2 Private
31 2RS 31 Pune R. Station to Ruby Clinic Office 768.3 Government
32 2RS 32 Pune R. Station to Ruby Clinic Commercial 250 Private
33 2RS 33 Pune R. Station to Ruby Clinic Office 40.1 Private
34 2RS 34 Pune R. Station to Ruby Clinic Open 110.7 Private
35 2RS 35 Ruby Clinic to Bund Garden Office 71.9 Government
36 2RS 36 Bund Garden to Yerawada Open 2656.7 Private
37 2RS 37 Bund Garden to Yerawada Open 71.6 Private
38 2RS 38 Bund Garden to Yerawada Residential 43.8 Private
40 2RS 40 Bund Garden to Yerawada Shops 8.9 Private
42 2RS 42 Yerawada to Kalyani Nagar Open 303.8 Private
43 2RS 43 Yerawada to Kalyani Nagar Open 20.9 Private
44 2RS 44 Yerawada to Kalyani Nagar Shops 35.6 Private
46 2RS 46 Yerawada to Kalyani Nagar Office 4402.6 Government
47 2RS 47 Yerawada to Kalyani Nagar Office 12.7 Government
TOTAL 25319.5
5.20.9 Land for Construction Depot
4 pockets of land two on each corridor have been identified for locating Construction Depot.
The total area identified is about 9.5Ha. These land pockets will be acquired on temporary
basis during construction period. The details of land requirement for depot are given in
Table 5.22.
Table 5.22 - Land Requirement on Temporary Basis for Construction Depot
S.No Location Land Area(Ha) Ownership

Corridor- I
1 PCMC 4.0 Pvt.
2 Range Hill 4.0 Pvt.
3 Swargate 1.0 Pvt.
Corridor- II
Ramwadi 0.50
Total 9.5
5.21 LAND REQUIRED FOR PROPERTY DEVELOPMENT
Identification of Sites for Property Development:
To ensure fast implementation of the proposals and optimisation of earnings, the following
criteria have been kept in view:
• Land plots to be close to the proposed MRTS corridor.
• Land plots should be vacant and owned preferably by a Government agency.
• Proposed usage to be in conformity with provisions of Development Plans of the city.
• Availability of adequate infrastructural support and optimum potential for commercial
utilization and early high returns.
Methodology of Property Development:
Process of property development requires land, labour, capital, entrepreneurship and

management as major inputs. Following steps are involved in the process:
• To obtain land free from all encumbrances with a clear title.

• To obtain clearances of the concerned government and local authorities for proposed
usage, ground coverage, FAR, height and other basic controls and availability of
essential services like water supply, sewers, electric supply, approach roads, etc.
• To assess demand and optimum usage and expected returns.

• To prepare architectural plans/models and obtain sanctions of concerned authorities.
• To prepare construction plans, structural designs, etc. for implementation.
• To appoint executing agency and create supervising organization.
• To sell the developed property and realize the proceeds thereof.
• To allow the property on long-term lease.
Property development and its transfer can be under taken by MRTS either by themselves or
in collaboration with a builder/developer. Since it involves not only heavy financial
investment but also real estate expertise and risk, it is considered better to undertake this
activity in collaboration with some established builder/developer of repute on pre-agreed
terms regarding individual responsibilities and various related financial aspects.
The details of land identified for property development are shown in Table 5.23 below. The
property development shall be taken either by BOT operator or private agency.
Table 5.23 - Land identified for Property Development

Land
S. No Location Sur vey No. Area Ownership
(Sqm)
1. Kharadi 61/1/1/2,61/2 6812 Private
2. Kharadi 60/1/2 7114 Private
3. Wadgaon Sheri 59/1+2+3/1, 1+2+3/2 17237 Private
63/1/3A + 1/4 + 1/5 + 1/6 +
4. Kondhawa kh 5668 Private
1/7 p
18/2/5, 18/2/6, 19/18,
5. Kondhawa bk 6730 Private
19/19 Ao
6. Baner 221 to 223 5143 Private
7. Balewadi 14 + 15 5731 Private
Irrigation
8. Swargate - 10000
Department
Total = 64435
5.22 SUMMARY OF LAND REQUIREMENTS

Abstract of land requirements for Corridor -1 and Corridor-2 is given in Table 5.24:
Table 5.24 - Summary of Permanent Land Requirement (Ha)
SN Description Corr I Corr II

Govt. PVt. Govt. PVt.
Comm. Res. Comm. Res.
1. Stations 4.2 -- 0.80 0.30 0.60 1.53
2. Running Section 0.50 6.80 0.80 0.55 0.980 1.17
3. RSS/TSS 1.20 -- -- 1.20 -- --
4. Depots 11.51 -- -- 12.11 -- --
Total 17.41 6.80 1.60 14.16 1.58 2.70
Total Land required for both corridors: 31.57Ha (Govt.) + 12.68Ha (Pvt.) = 44.25 Ha.
5.23 Relocation / Resettlement

The project involves relocation of few shops, commercial cum residential buildings and
hutments along the alignment. Compensation for relocation of these affected structures shall
be paid and it has been considered in the project cost estimate. The alignment has been so
chosen, that it remains mostly within the government land. However, at certain locations
while negotiating the curves, the land acquisition became inevitable. It is proposed to invite
bids from private developers to offer constructed tenements against TDR and cash
components in their own land.
Chapter - 6
Train Operation Plan
6.1 Operation Philosphy

6.2 Stations
6.3 Train Operation Plan
6.4 Vehicle Kilometer
6.5 Year Wise rake Requirement
CHAPTER - 6
TRAIN OPERATION PLAN
6.1 OPERATION PHILOSOPHY
The underlying operation philosophy is to make the MRT 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 short train consist of 4 coaches with high frequency service which can be increased to
6 Coaches to meet future requirements.
• Multi-tasking of train operation and maintenance staff.
6.2 STATIONS
List of Stations for two corridors of Pune Metro Rail System are given ahead in Table 6.1.
Table 6.1 - List of Stations

S.No Name of Stations Change (in m) Inter – Station Distance Remarks
(in m)
CORRIDOR – 1
Dead End (-) 450 -
1 PCMC 0.000 450.000 Elevated
2 Tukaram Nagar 1763.264 1763.264 Elevated
3 Bhosari (Nashik Phata) 2974.275 1211.011 Elevated
4 Kasarwadi 3748.615 774.340 Elevated
5 Fugewadi 4923.064 1174.449 Elevated
6 Dapodi 6018.188 1095.124 Elevated
CHAPTER 6 - TRAIN OPERATION PLAN
S.No Name of Stations Change (in m) Inter – Station Distance Remarks

(in m)
7 Bopodi 7206.181 1187.993 Elevated
8 Khadki 7977.395 771.214 Elevated
9 Range Hill 10185.226 2207.831 Elevated
10 Shivaji Nagar 11789.640 1604.414 Underground
11 ASI 12432.292 642.652 Underground
12 Pune Municipal Corporation 12848.000 395.523 Underground
13 Budhwar Peth 13866.261 1038.446 Underground
14 Mandai 14742.084 875.823 Underground
15 Swargate 15688.959 946.875 Underground
Dead End 16138.959 450.000
16588.959 or
Total Distance 16.59 km
Table 6.2 - List of Stations in Corridor 2
S.No Name of Change (in km) Inter – Station Distance Remarks
Stations (in m)
CORRIDOR - 2
Dead End (-)684.790 -
1 Vanaz 0.000 684.790 Elevated
2 Anand Nagar 994.699 994.699 Elevated
3 Ideal Colony 1900.000 905.301 Elevated
4 Nal Stop 2875.274 975.274 Elevated
5 Garware College* 3879.557 1004.283 Elevated
6 Deccan* 4870.687 991.130 Elevated
7 A S I* 6028.870 1158.183 Elevated
8 Civil Court* 6614.791 585.921 Elevated
9 Mangalwar Peth 7671.332 1056.541 Elevated
10 Pune Railway Station 8207.489 536.157 Elevated
11 Ruby Clinic 8584.185 376.696 Elevated
12 Bund Garden 9379.712 795.527 Elevated
13 Yerawada 10430.686 1050.974 Elevated
14 Kalyani Nagar 11292.383 861.697 Elevated
15 Ramvadi 12660.667 1368.284 Elevated
Dead End 14239.667 450.000

14924.457or
Total Distance 14.93 km.
6.3 TRAIN OPERATION PLAN
6.3.1 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 these corridors has been taken as 33 Kmph for Corridor-1 & 31
Kmph for Corridor-2.
6.3.2 Traffic Demand
Peak hour peak direction traffic demands (PHPDT) for the Pune Metro Corridor-1 &
Corridor-2 for the year 2018, 2021 and 2031 for the purpose of planning are indicated in
Attachment I/A1, B1 and C1 and Attachment I/A2, B2, and C2 respectively.
6.3.3 Train Formation
To meet the above projected traffic demand, the possibility of running trains with different
headways has been examined.
The basic unit of 4-car train comprising of DTC-MC-MC- DTC configuration has been selected
for the Pune Metro Corridors for the year 2018, 2021 & 2031.
Composition
DTC : Driving Trailer Car

MC : Motor Car
TC : Trailer Car
4 Car Train Composition DTC + MC + MC+ DTC
6 Car Train Composition DTC + MC + TC + MC + MC + DTC
Capacity
DTC : 247 passenger (Sitting-43, Crush Standing-204)

TC/MC : 270 passenger (Sitting-50, Crush Standing-220)
Train Operation Plan
Based on the projected PHPDT demand, train operation has been planned for Pune Metro
Corridors for the year 2018, 2021 and 2031 as detailed below:
Pune Metro Corridor-1: Pimpri Chinchwad (PCMC) – Swargate
Train operation plan with train carrying capacity @ 6 persons per square meter of
standee area on Pune Metro Corridor-1 is given below:
• Year 2018 (Refer Attachment I/A1)
Train operation with 4 car Trains with headway of 4 min on Corridor-1 is planned in
the first year of operation i.e. 2018 with Peak Hour Peak Direction Capacity of
15510@ 6 persons per square meter of standee area (Capacity of 19740 @ 8
persons per square meter of standee area under dense loading conditions).
The maximum PHPDT demand of 17905 is in the Section between Budhwar Peth and
Mandai and the PHPDT demand in the section between Pune Municipal Corporation
and Budhwar Peth is 17824, demand in the remaining sections is in the range of 6339
to 17586 only. The planned capacity of 15510 (19740 under dense loading) is less
than the PHPDT demand in three (zero, with dense loading capacity) sections out of
fourteen sections. With this planned PHPDT capacity, optimum utilization of Rolling
Stock will be achieved and empty running of trains will be considerably reduced.
However, the Rolling Stock is designed for carrying higher density loading @ 8
standee passengers per square meter and in the sections in which PHPDT capacity
exceeds the planned capacity, overloading during these periods will help in reducing
the demand for increased deployment of Rolling Stock. Traffic demand and train
capacity for this corridor in the year 2018 is tabulated and represented on a chart
enclosed as Attachment I/A1.
• Year 2021 (Refer Attachment I/B1)
Train operation with 4 car Trains with headway of 3.5 min on Corridor-1 is planned
in the year 2021 with Peak Hour Peak Direction Capacity of 17726 @ 6 persons per
square meter of standee area (Capacity of 22560 @ 8 persons per square meter
of standee area under dense loading conditions).
The maximum PHPDT demand of 18961 is in the Section between Bopodi and Khadki
and the PHPDT demand in the section between Khadki and Hill Range is 18344,
demand in the remaining sections is in the range of 9744 to 18091 only. The planned
capacity of 17726 (22560 under dense loading) is less than the PHPDT demand in
three (zero, with dense loading capacity) sections out of fourteen sections. With this
planned PHPDT capacity, optimum utilization of Rolling Stock will be achieved and
empty running of trains will be considerably reduced. However, the Rolling Stock is
designed for carrying higher density loading @ 8 standee passengers per square meter
and in the sections in which PHPDT capacity exceeds the planned capacity,
overloading during these periods will help in reducing the demand for increased
deployment of Rolling Stock. Traffic demand and train capacity for this corridor in the
year 2021 is tabulated and represented on a chart enclosed as Attachment I/B1.
• Year 2031 (Refer Attachment I/C1)
The maximum PHPDT demand of 20035 is in the Section between Bopodi and Khadki
and the PHPDT demand in the section between Khadki & Hill Range and is 18928,
capacity of 17726 (22560 under dense loading) is less than the PHPDT demand in
seven (zero, with dense loading capacity) sections out of fourteen sections. With this
year 2031 is tabulated and represented on a chart enclosed as Attachment I/C1.
Pune Metro Corridor-2: Vanaz – Ramwadi
Train operation plan with train carrying capacity @ 6 persons per square meter of
standee area on Pune Metro Corridor-2 is given below:
• Year 2018 (Refer Attachment I/ A2)
Train operation with 4 car Trains with headway of 12 min on Corridor-2 is planned
in the first year of operation i.e. 2018 with Peak Hour Peak Direction Capacity of 5170
@ 6 persons per square meter of standee area (Capacity of 6580 @ 8 persons
per square meter of standee area under dense loading conditions).
The maximum PHPDT demand of 6203 is in the Section between Mangalwar Peth and
Pune Railway Station and the PHPDT demand in the section Garware College and
Deccan is 5966, demand in the remaining sections is in the range of 1100 to 5753 only.
The planned capacity of 5170 (6580 under dense loading) is less than the PHPDT
demand in four (zero, with dense loading capacity) sections out of fourteen sections.
With this planned PHPDT capacity, optimum utilization of Rolling Stock will be
achieved and empty running of trains will be considerably reduced. However, the
Rolling Stock is designed for carrying higher density loading @ 8 standee passengers
per square meter and in the sections in which PHPDT capacity exceeds the planned
capacity, overloading during these periods will help in reducing the demand for
increased deployment of Rolling Stock. Traffic demand and train capacity for this
corridor in the year 2018 is tabulated and represented on a chart enclosed as
Attachment I/A2 respectively.
• Year 2021 (Refer Attachment I/B2)
Train operation with 4 car Trains with headway of 8 min on Corridor-2 is planned in
the year 2021 with Peak Hour Peak Direction Capacity of 7755 @ 6 persons per
square meter of standee area (Capacity of 9870 @ 8 persons per square meter of
standee area under dense loading conditions).
The maximum PHPDT demand of 8519 is in the Section between Mangalwar Peth and
Pune Railway Station and the PHPDT demand in the section between Garware College
and Deccan is 7883, demand in the remaining sections is in the range of 1381 to 7194
only. The planned capacity of 7755 (9870 under dense loading) is less than the PHPDT
demand in two (zero, with dense loading capacity) sections out of fourteen sections.
With this planned PHPDT capacity, optimum utilization of Rolling Stock will be
achieved and empty running of trains will be considerably reduced. However, the
Rolling Stock is designed for carrying higher density loading @ 8 standee passengers
per square meter and in the sections in which PHPDT capacity exceeds the planned
capacity, overloading during these periods will help in reducing the demand for
increased deployment of Rolling Stock. Traffic demand and train capacity for this
corridor in the year 2021 is tabulated and represented on a chart enclosed as
Attachment I/B2.
• Year 2031 (Refer Attachment I/C2)
The maximum PHPDT demand of 10982 is in the Section between Deccan and ASI and
the PHPDT demand in the section between Garware College and Deccan is 10591,
capacity of 9545 (12148 under dense loading) is less than the PHPDT demand in five
(zero, with dense loading capacity) sections out of fourteen sections. With this
year 2031 is tabulated and represented on a chart enclosed as Attachment I/C2.
In case of any mismatch in the capacity provided and the actual traffic, the
capacity can be moderated suitably by either varying the rake composition or
adjusting the Headway.
Based on traffic projections, requirement of 4-car trains is envisaged even in the

Year 2031. However, the length of the train can be increased to 6-car based on
actual traffic requirements and all infrastructure and maintenance facilities
should be planned for 6-car trains.
The PHPDT capacity provided on the two corridors in different years of

operation is tabulated below:
Table 6.3 - Capacity Provided for Corridor-1

LINE YEAR
Pune Metro Corridor-1 2018 2021 2031
Cars/trains 4 4 4
Head way (Minutes) 4 3.5 3.5
Max. PHPDT Demand 17905 18961 20035
PHPDT Capacity Available 15510 17726 17726
(19740*) (22560*) (22560*)
* @ 8 persons per square meter of standee area
Table 6.4 - Capacity Provided for Corridor-2

LINE YEAR
Pune Metro Corridor-2 2018 2021 2031
Cars/trains 4 4 4
Head way (Minutes) 12 8 8
Max. PHPDT Demand 6203 8519 10982
PHPDT Capacity Available 5170 7755 9545
(6580*) (9870*) (12148*)
* @ 8 persons per square meter of standee area
6.3.4 Train Frequency
Pune Metro Corridor
The train operation of Pune Metro provides the following train frequency:
2018 2021 2031

Pune Metro Corridor Peak Lean Peak Lean Peak Lean
Hour Hour Hour Hour Hour Hour h/w
h/w h/w h/w h/w h/w
Corridor-1: Pimpri
Chinchwad (PCMC) – 4min
6 to
3.5min
6 to
3.5min
6 to
15min 15min 15min
Swargate
Corridor-2: Vanaz –
16 to 12 to 8 to
12min 8min 6.5min
Ramwadi 30min 30min 15min
No services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.
6.3.5 Hourly Train Operation plan
The hourly distribution of daily transport capacity is presented in Table 6.6, 6.7, & 6.8 and
6.6A, 6.7A, & 6.8 A for years 2018, 2021 & 2031 for Corridor –1 & 2 respectively and
enclosed as Attachment II. Number of train trips per direction per day for Corridor 1 & 2 is
worked out as 178 & 68 in the year 2018, 193 & 89 in the year 2021and 193 & 135 for in the
year 2031 respectively. The directional splits for Corridor-1 and Corridor-2 are presented in
Table 6.9 and 6.10 enclosed as Attachment III.
6.4 VEHICLE KILOMETER
Based on above planning, after considering maintenance period and assuming 340 days in
service in a year, Vehicle Kilometers for Pune Metro Corridor-1 & 2 is given in Table 6.11
and 6.12 enclosed as Attachment IV.
6.5 YEAR WISE RAKE REQUIREMENT
Based on Train formation and headway as decided above to meet Peak Hour Peak Direction
Traffic Demand, Rake requirement has been calculated and enclosed as Attachment V & has
been tabulated below:
Table 6.5 – Rake Requirement
Corridor Headway
(min)
Corridor-1 2021 3.5 22 4 car 88
2031 3.5 22 4 car 88
Corridor Headway
(min)
Corridor-2 2021 8 10 4 car 40
2031 6.5 12 4 car 48
Requirements of coaches is calculated based on following assumptions-
Assumptions –
(i) Train Composition planned as under

• 4 Car Train Composition : DTC-MC-MC-DTC
Train Carrying Capacity of 4 Car Train : 1034 passengers
(ii) Coach requirement has been calculated based on headway during peak hours.
(iii) Traffic reserve is taken as one train per section to cater to failure of train on line and
to make up for operational time lost.
(iv) Repair and maintenance reserve has been estimated as 8 % of total requirement (Bare
+Traffic Reserve).
(v) The calculated number of rakes in fraction is rounded off to next higher number.
(vi) Schedule speed is taken as 33 KMPH & 31 KMPH respectively for Corridor 1 & 2.
(vii) Total Turn round time is taken as 6 min at terminal stations.
Chapter - 7
Power Supply
7.1 Power Requirements

7.2 Need for High Reliability of Power Supply
7.3 Sources of Power Supply
7.4 Auxiliary Supply Arrangements for Stations & Depot
7.5 Electromagnetic Interference (EMI) and Electromagnetic Compatibility
(EMC)
7.6 25 KV Rigid OHE System
7.7 25 KV Flexible OHE System
7.8 Rating of Major Equipment
7.9 Standby Diesel Generator (DG) Sets
7.10 Supervisory Control and Data Acquisition (SCADA) System
7.11 Energy Saving Measures
7.12 Electric Power Traffic
CHAPTER - 7
POWER SUPPLY ARRANGEMENT
7.1 POWER REQUIREMENTS
Electricity is required for operation of Metro system for running of trains, station services
(e.g. lighting, lifts, escalators, signalling & telecom, fire fighting etc) and workshops, depots
& other maintenance infrastructure within premises of metro system. The power
requirements of a metro system are determined by peak-hour demands of power for
traction and auxiliary applications. Broad estimation of auxiliary and traction power
demand is made based on the following requirements:-
(i) Specific energy consumption of rolling stock – 70KWh/1000 GTKM

(ii) Regeneration by rolling stock – 30%
(iii) Elevated station load – initially 200KW, which will increase to 500 KW in the year
2031
(iv) Underground Station load – initially 2000 kW, which will increase to 2500 kW in the
year 2031
(v) Depot auxiliary load - initially 1000KW, which will increase to 2000 KW in the year
2031
Keeping in view of the train operation plan and demand of auxiliary and traction power,
power requirements projected for the year 2018, 2021and 2031 are summarized in table
7.1 below:-
CHAPTER 7- POWER SUPPLY
ARRANGEMENT
Table 7.1 - Power Demand Estimation (MVA)
Year
Corridor 2018 2021 2031
Pimpri Chinchwad –– Shivaji nagar – Swar
Auxiliary 18.9 20.0 26.6
Gate.
[16.59 km & 15 Stns. (6 U/G)]. Total 25.7 27.6 34.2

Kothrud Depot (Vanaz) – Pune railway Auxiliary 5.2 7.3 11.7
station – Ram Vadi. Total 8.0 10.9 15.9
[14.93 kms & 16 Stns.].
Detailed calculations of power demand estimation are attached at Annexure – 7. 1 & 7.2.
7.2 NEED FOR HIGH RELIABILITY OF POWER SUPPLY
The proposed Section of the Pune metro system is being designed to handle about 20,035
passengers per direction during peak hours when trains are expected to run at 3.5 minutes
intervals in 2031. Incidences of any power interruption, apart from affecting train running,
will cause congestion at stations. Interruption of power at night is likely to cause alarm and
increased risk to traveling public. Lack of illumination at stations, non-visibility of
appropriate signages, disruption of operation of lifts and escalators is likely to cause
confusion, anxiety and ire in commuters, whose tolerance level are low on account of stress.
Effect on signal and communication may affect train operation and passenger safety as well.
Therefore, uninterrupted power supply is mandatory for efficient metro operations.
To ensure reliability of power supply, it is essential that both the sources of Supply and
connected transmission & distribution networks are reliable and have adequate
redundancies built in. Therefore, it is desirable to obtain power supply at high grid voltage
of 220 or 132V from stable grid sub-stations and further transmission & distribution is done
by the Metro Authority itself.
ARRANGEMENT
7.3 SOURCES OF POWER SUPPLY
The high voltage power supply network of Pune city has 220kV and 132kV and network to
cater to various types of demand in vicinity of the proposed corridor. 220 kV Sub Stations
are generally located at outskirts of the city. 220/132 kV sub stations and some 132 KV
Transmission lines are located /passing near to the alignment of Corridors. Keeping in view
the reliability requirements, two input sources of 132 kV Voltage level are normally
considered for each corridor. Accordingly, two Receiving Sub Stations (132 / 33/25 kV) are
proposed to be set up for Corridor I & Corridor –II each. Based on the discussions with Pune
power supply authorities, it is proposed to avail power supply for traction as well as
auxiliary services from the following grid sub-stations at 132 kV voltage through double
cable feeders. The input sources for these four grid sub stations are different therefore the
reliability enhances further: Sources of power supply is given in Table 7.2.
Table 7.2 - Sources of Power Supply
Corridor Grid sub-station Location of RSS of Approx. length

(with Input voltage) Metro Authority of cables
Chinchwad GSS Near PCMC 5km. 132kV
Corridor – I (220 / 132kV) (132 / 33/25 kV). (Double Circuit
cables).
Pimpri Chinchwad
– Shivaji nagar – Ganesh Khind Grid Sub RSS near 2.5km. 132kV
Swar Gate. Station (220 / 132 kV). Agriculture College (Double Circuit
(132 / 33/25 kV) cables).
Corridor – II BY LILO From 132 KV Near Kachara Depot 2.5 km. 132kV
Kothrud Depot transmission line at (132 / 33/25 kV) (Double Circuit
(Vanaz) –Pune Kothrud Cables).
railway station-
Ram Vadi. Khardi Grid Sub Station Near Ram Vadi 3 km. 132kV
(220 / 132 kV). (132 / 33/25 kV) (Double Circuit
Cables).
Summary of expected power demand at various sources is given in Table – 7.3. Maharashtra
state Electricity Distribution Co. Ltd. have confirmed availability of requisite power at their
above sub-stations vide letter No CE/PZ/T/Pune Metro Rail Project/327dated:-01.09.2008
(Annexure 7.3).
ARRANGEMENT
Table 7.3 - Power Demand Projection for various sources
Corridor Input Source Peak Demand – Peak Demand –

Normal (MVA) Emergency (MVA)
2018 2031 2018 2031
Corridor – I RSS Near PCMC office
Pimpri Chinchwad Traction 3.8 4.3 6.8 7.6
– Shivaji nagar – Auxiliary 2.2 5.6 18.9 26.6
Swar Gate Sub – Total (A) 6.0 9.9 25.7 34.2
RSS near Agriculture
College
Traction 3.0 3.3 6.8 7.6
Auxiliary 16.7 21.0 18.9 26.6
Sub – Total (B) 19.7 24.3 25.7 34.2
TOTAL (A + B) 25.7 34.2
Corridor – II RSS near Kachara Depot
Kothrud Depot Traction 2.0 2.7 2.8 4.2
(Vanaz) –Pune Auxiliary 3.2 6.8 5.2 11.7
railway station- Total 5.2 9.5 8.0 15.9
Ram Vadi. RSS Near Ramvadi
Traction 0.8 1.5 2.8 4.2
Auxiliary 2.0 4.9 5.2 11.7
Total 2.8 6.4 8.0 15.9
TOTAL (A + B) 8.0 15.9
The 132 kV power supply will be stepped down to 25kV single phase for traction purpose at
the RSS of Pune Metro and the 25kV traction supply will be fed to the OHE at viaduct
through cable feeders. For feeding the auxiliary loads, the 132 kV power supply received
will be stepped down to 33 kV and will be distributed along the alignment through 33kV
Ring main cable network. These cables will be laid in dedicated ducts along the viaduct / on
tunnel walls. If one RSS trips on fault or input supply failure, train services can be
maintained from the other RSS. However, in case of total grid failure, all trains may come to
a halt but station lighting & other essential services can be catered to by stand-by DG sets.
Therefore, while the proposed scheme is expected to ensure adequate reliability, it would
cater to emergency situations as well.
ARRANGEMENT
Typical High Voltage Receiving Sub-Station
The 132kV cables will be laid through public pathways from Maharastra State Electricity
Distribution Co. Ltd. Sub-stations to RSS of Metro Authority. For corridor-I, RSS Near PCMC
and near Agriculture College shall be provided with 2nos. (one as standby) 132/25 kV, 10
MVA single-phase traction Transformers for feeding Traction and 132/33 KV, 30 MVA three
phase Transformers for feeding auxiliary loads. For corridor – II, RSS Near Kachara depot
and RSS near Ram Vadi shall be provided with 2nos. (one as standby) 132/25 kV, 10 MVA
single phase traction Transformers for feeding Traction supply and 132/33 KV, 15 MVA
three phase Transformers for feeding auxiliary loads. The capacity of transformers may be
reviewed considering the load requirement/distribution of both the corridors at the time of
detailed design.
Conventional Outdoor type 132 kV Switchgear is proposed for above Four RSS’s to be
located in approx. 100 X 60 m (6000 sq. mm) land plot, as the availability of Land in this
area may not be a constraint.
ARRANGEMENT
7.4 AUXILIARY SUPPLY ARRANGEMENTS FOR STATIONS & DEPOT
Auxiliary sub-stations (ASS) are envisaged to be provided at each station (3 ASS’s for
Underground stations and 1 ASS for elevated station) for stepping down 33 kV supply to
415 V for auxiliary applications. A separate ASS is required at depot. The ASS will be located
at mezzanine or platform level inside a room. The auxiliary load requirements have been
assessed at 200kW for elevated / at-grade stations which is likely to increase up to 500 KW
in the year 2031 and 2000 kW for Underground Station which is likely to increase up to
2500 KW in the year 2031. In order to meet the requirement of auxiliary power two dry
type cast resin transformers (33/0.415kV) of 500kVA capacity are proposed to be installed
at the elevated stations (one transformer as standby) and one transformer of 1.6 MVA at
each underground ASS. For Property Development within the footprints of the station, a
provision to add third transformer at a later date may be kept at elevated station
Typical Indoor Auxiliary Sub-station
7.5 ELECTROMAGNETIC INTERFERENCE (EMI)
ARRANGEMENT
AND ELECTROMAGNETIC COMPATIBILITY (EMC)
25kV ac traction currents produce alternating magnetic fields that cause voltages to be
induced in any conductor running along the track. Booster Transformer and Return
Conductor (BT/RC) System is proposed for EMI mitigation. Concrete structures of elevated
viaducts are not good electrical earths and therefore, Earthing and Bonding of the traction
system shall be in accordance with the latest standards EN50122-1, IEEE80 and other
relevant standards. Two earth conductors –Overhead Protection Cable (OPC) and Buried
Earth Conductor (BEC) are proposed to be laid along with elevated via duct and all the
metallic structures, structural reinforcement, running rails etc will be connected to these
conductors to form an equiv-potential surface & a least resistance path to the fault currents.
The overhead protection cable will also provide protection against lightning to the 25kV OHE
and the elevated viaduct. Similar arrangements have been adopted on Delhi Metro as well.
Detailed specification of equipment e.g. power cables, transformer, switchgear, E&M

equipment etc shall be framed to reduce conducted or radiated emissions as per appropriate
international standards. The Metro system as a whole (trains, signaling & telecomm, traction
power supply, E&M system etc) shall comply with the EMC requirements of international
standards viz. EN50121, EN50123, IEC61000 series etc. A detailed EMI/EMC plan will be
required to be developed during project implementation stage.
7.6 25 kV RIGID OHE SYSTEM
The proposed 25kV Rigid OHE system in underground section is similar to the one installed
in underground Metro Corridor of Delhi Metro. 25kV Rigid OHE system comprises a hollow
Aluminum Conductor Rail of adequate cross section with 107 sqmm copper contact wire
held with elastic pinch. The Al conductor rail is supported by an insulator & cantilever
arrangement attached to drop-down supports fixed to tunnel roof. The supports are located
at every 10metre and there is no tension in the conductors and hence, no tensioning
equipment in tunnel. The design of 25kv rigid OHE system shall be in accordance to
electrical clearances & contact wire height as per IEC 60913, which is summarized below:
a) Contact wire height 4570mm

b) Structure to Live parts clearances 270/170/150mm
(Static/Dynamic/Absolute min dynamic)
c) Vehicle to Live parts clearances 290/190/150mm
(Static/Dynamic/Absolute min dynamic)
ARRANGEMENT
25kV Rigid OHE Arrangement
7.7 25KV FLEXIBLE OVERHEAD EQUIPMENT (OHE) SYSTEM
25kV ac flexible OHE system shall comprise 107 sqmm HD-copper contact wire and 65
sqmm Cd-copper catenary wire. Return conductor (RC) shall be All Aluminum Conductor
(AAC) of 233sqmm cross section. From safety considerations, Hydraulic type Anti-
Tensioning Device (ATDs) are proposed on mainlines which does not require use of balance
weight for tensioning of OHE conductors. Proven catenary fittings are proposed similar to
DMRC system.
7.8 RATING OF MAJOR EQUIPMENT
25kV ac Overhead Equipment (OHE) shall comprise 107mm2 HD-copper contact wire and
65 mm2 Cd-copper catenary wire. Return conductor (RC) shall be All Aluminum Conductor
(AAC) of 233 mm2 cross section. From safety considerations, Hydraulic type Anti-Tensioning
Device (ATDs) are proposed on mainlines which does not require use of balance weight for
tensioning of OHE conductors.
Based on emergency demand expected at each RSS as shown in Table 6.3, 2 nos. 132/25kV
traction transformers of 10 MVA capacity and 2 nos. 30 MVA capacity Auxiliary
ARRANGEMENT
transformers shall be provided at each RSS in Corridor –I. and 2 nos. 132/25kV traction
transformers of 10 MVA capacity and 2 nos. 15 MVA capacity Auxiliary transformers shall be
provided at each RSS in Corridor –II, being standard design (one to be in service and second
one to serve as standby). The 132kV incoming cable shall be 3-phase single core XLPE
insulated with 630 mm2 Aluminum conductor to meet the normal & emergency loading
requirements and fault level of the 132 kV supply.
33kV and 25kV switchgear shall be rated for 1250 A being standard design. 33kV cable ring
network shall be adequately rated to transfer requisite auxiliary power during normal as
well as emergency situations and accordingly 3 number of Single core 300 mm2 XLPE
insulated 33kV cable is proposed for ring main network. [FRLSOH Copper conductor cable
for Corridor 1 with underground section and FRLS Aluminum conductor Cable for Corridor
2 with fully Elevated section].
Adequate no. of cables are required for transfer of traction power from Metro’s RSS to 25kV
OHE. Single-phase XLPE insulated cables with 240mm2 copper conductor are proposed for
traction power. Based on current requirements, 2 cables are required for each of the two
circuits to feed power to OHE.
The above capacities of transformers, switchgear, cables etc. have been worked out based
on the conceptual design. Therefore, these may be required to be revised for better accuracy
during design stage of project implementation.
7.9 STANDBY DIESEL GENERATOR (DG) SETS
In the unlikely event of simultaneous tripping of all the input power sources or grid failure,
the power supply to stations as well as to trains will be interrupted. It is, therefore,
proposed to provide a standby DG set of 200 KVA capacity at the elevated stations and 2 X
1000/750 KVA at Underground stations to cater to the following essential services:
(i) Essential lighting

(ii) Signaling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system
(vi) Tunnel Ventilation (for Underground Stations)
Silent type DG sets with low noise levels are proposed, which do not require a separate
room for installation.
ARRANGEMENT
7.10 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM
The entire system of power supply (receiving, traction & auxiliary supply) shall be
monitored and controlled from a centralized Operation Control Centre (OCC) through
SCADA system. Modern SCADA system with intelligent remote terminal units (RTUs) shall
be provided. Optical fibre provided for telecommunications will be used as communication
carrier for SCADA system.
Digital Protection Control System (DPCS) is proposed for providing data acquisition, data
processing, overall protection control, interlocking, inter-tripping and monitoring of the
entire power supply system consisting of 33kV ac switchgear, transformers, 25kV ac
switchgear and associated electrical equipment. DPCS will utilize microprocessor-based
fast-acting numerical relays & Programmable Logic Controllers (PLCs) with suitable
interface with SCADA system
7.11 ENERGY SAVING MEASURES
Energy charges of any metro system constitute a substantial portion of its operation &
maintenance (O & M) costs. Therefore, it is imperative to incorporate energy saving
measures in the system design itself. The auxiliary power consumption of metros is
generally more than the traction energy consumed by train movement during initial years of
operation. Subsequently, traction power consumption increases with increase in train
frequency/composition in order to cater more traffic. The proposed system of Pune Metro
includes the following energy saving features:
(i) Modern rolling stock with 3-phase VVVF drive and lightweight stainless steel
coaches has been proposed, which has the benefits of low specific energy
consumption and almost unity power factor.
(ii) Rolling stock has regeneration features and it is expected that 30% of total traction
energy will be regenerated and fed back to 25kV ac OHE to be consumed by nearby
trains.
(iii) Effective utilization of natural light is proposed. In addition, the lighting system of
the stations will be provided with different circuits (33%, 66% & 100%) and the
relevant circuits can be switched on based on the requirements (day or night,
operation or maintenance hours etc).
(iv) Machine-room less type lifts with gearless drive have been proposed with 3-phase
VVVF drive. These lifts are highly energy efficient.
(v) The proposed heavy-duty public services escalators will be provided with 3-phase
VVVF drive, which is energy efficient & improves the power factor. Further, the
ARRANGEMENT
escalators will be provided with infrared sensors to automatically reduce the speed
(to idling speed) when not being used by passengers.
(vi) The latest state of art and energy efficient electrical equipment (e.g. transformers,
motors, light fittings etc) have been incorporated in the system design.
(vii) Efficient energy management is possible with proposed modern SCADA system by
way of maximum demand (MD) and power factor control.
7.12 ELECTRIC POWER TARIFF
The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of the
Metro System, which constitutes about 25-35% of total annual working cost. Therefore, it is
the key element for the financial viability of the Project. The annual energy consumption is
assessed to be about 69.2 million units in initial years (2018), which will increase to 90.1
Million Units by year 2031 for Corridor – 1 and about 20.4 million units in initial years
(2018), which will increase to 43.9 Million Units by year 2031 for Corridor – 2. In addition to
ensuring optimum energy consumption, it is also necessary that the electric power tariff be
kept at a minimum in order to contain the O& M costs. Therefore, the power tariff for this
Corridor should be at effective rate of purchase price (at 132 kV voltage level) plus nominal
administrative charges i.e. on a no profit no loss basis. This is expected to be in the range of
Rs. 2.50-2.75 per unit. It is proposed that Government of Maharastra take necessary steps to
fix power tariff for Pune Metro at “No Profit No Loss” basis. Financial analysis has been
carried out based on this tariff for the purpose of finalizing the DPR. Similar approach is
being pursued for Delhi Metro.
ARRANGEMENT
ANNEXURE 7.1
POWER REQUIREMENTS Year 2018 Year 2021 Year 2031
Corridor-1: Pimpari Chinchwad to swargate
Traction power
requirements
Tare weight of 4 Car train 156 T 156 T 156 T
Passenger carrying
1034 T 1034 T 1034 T
capacity of 4 Car Train
(2DTC+2
No of cars 4 (2DTC+2MC) 4 4 (2DTC+2MC)
MC)
Passenger weight 67.2 T 67.2 T 67.2 T
Total Train weight 223.2 T 223.2 T 223.2 T
Section length 15.69 KM 15.69 KM 15.69 KM
Headway 4 mts 3.5 mts 3.5 mts
Specific Energy KWhr/1000G KWhr/10 KWhr/1000
70 70 70
consumption TKM 00GTKM GTKM
No. of trains/hr in both
30 34.29 34.29
directions
Peak traction power
7.4 MW 8.4 MW 8.4 MW
requirement
Less Regeneration @30% 2.2 MW 2.5 MW 2.5 MW
Depot power
1.0 MW 1.0 MW 1.0 MW
requirements
Total traction power
6.1 MW 6.9 MW 6.9 MW
requirement

requirement (MVA)
6.8 MVA 7.6 MVA 7.6 MVA
assuming 5% energy
losses and 0.95 pf
Station aux power

requirements
Elevated/at-grade station-
0.20 MW 0.30 MW 0.50 MW
-power consumption
Underground station--
2.00 MW 2.00 MW 2.50 MW
power consumption
No. of elevated/at-grade
9 9 9
stations
No. of underground
6 6 6
stations
ARRANGEMENT

Total Station Aux Power
13.8 MW 14.7 MW 19.5 MW
requirement
Depot Aux power
1.5 MW 1.5 MW 2.0 MW
requirement
Total Aux Power
15.3 MW 16.2 MW 21.5 MW
requirement
Total aux power

requirement (MVA)
18.9 MVA 20.0 MVA 26.6 MVA
assuming 5% energy
losses and 0.85 pf
Total traction & aux

25.7 MVA 27.6 MVA 34.2 MVA
power requirement
Corridor-2 :Vanaz to Ramvadi
Traction power
requirements
Tare weight of 4 Car train 156 T 156 T 156 T
Passenger carrying
1034 T 1034 T 1034 T
capacity of 4 Car Train
(2DTC+2
No of cars 4 (2DTC+2MC) 4 4 (2DTC+2MC)
MC)
Total Train weight 223.2 T 223.2 T 223.2 T
Headway 12 mts 8 mts 6.5 mts
Specific Energy KWhr/1000G KWhr/10 KWhr/1000
70 70 70
consumption TKM 00GTKM GTKM
No. of trains/hr in both
10 15 18.5
directions
Peak traction power
2.2 MW 3.2 MW 4.0 MW
requirement
Less Regeneration @30% 0.6 MW 1.0 MW 1.2 MW
Depot power
1.0 MW 1.0 MW 1.0 MW
requirements
2.5 MW 3.3 MW 3.8 MW
requirement

requirement (MVA) 2.8 MVA 3.6 MVA 4.2 MVA
assuming 5% energy
losses and 0.95 pf
ARRANGEMENT
Station aux power

requirements
Elevated/at-grade station-
0.20 MW 0. 30 MW 0.50 MW
-power consumption
Underground station--
2.0 MW 2.0 MW 2.50 MW
power consumption
No. of elevated/at-grade
16 16 16
stations
No. of Underground
0 0 0
stations
Total Station Aux Power
3.2 MW 4.8 MW 8.0 MW
requirement
Depot Aux power
1.0 MW 1.1 MW 1.5 MW
requirement
Total Aux Power
4.2 MW 5.9 MW 9.5 MW
requirement
Total aux power

requirement (MVA)
5.2 MVA 7.3 MVA 11.7 MVA
assuming 5% energy
losses and 0.85 pf
Total traction & aux

8.0 MVA 10.9 MVA 15.9 MVA
power requirement
ARRANGEMENT
ENERGY REQUIREMENTS
Pimpari Chinchwad to Swargate

Year 2018 Year 2021 Year 2031
Traction power requirements
No of cars 4 (2MC+2 4 (2MC+2 4 (2MC+2
DTC) DTC) DTC)
Train Tare weight 156.0 T 156.0 T 156.0 T
Total train weight 223.2 T 223.2 T 223.2 T
Specific Energy consumption with 30% 49 KWhr/1 49 KWhr/1 49 KWhr/1
regeneration 000 000 000
GTKM GTKM GTKM
No. of trains per direction in a day 178 193 193
Yearly Traction Energy consumption with 365 days million million million
22.30 24.18 24.18
working with 30% regen units units units
Station aux power requirements

Elevated/at-grade station--power consumption
0.20 MW 0.30 MW 0.50 MW
Underground station--power consumption
2.00 MW 2.00 MW 2.50 MW
Underground Mid-shaft power 0.30 MW 0.30 MW 0.30 MW

No.of Mid-Shaft 0 0 0
No. of elevated/at-grade stations 9 9 9
No. of Underground stations 6 6 6
Total Station Aux Power requirement 13.8 MW 14.7 MW 19.5 MW
Depot Aux power requirement
1.5 MW 1.50 MW 2.00 MW
Total Aux Power requirement
15.3 MW 16.2 MW 21.5 MW
Total aux power requirement (MVA) assuming 5%
energy losses and .85 pf for aux loads 18.9 MVA 20.0 MVA 26.6 MVA
Diversity factor of aux loads 0.4 0.4 0.4
Yearly Aux Energy consumption 20 hrs/day and million million million

46.91 49.67 65.92
365 days working (million units) units units units
Net Annual Energy Consumption (Traction & million million million

69.2 73.8 90.1
Aux) units units units
Note:- The requirement of PD load is not considering in estimation of power calculation.
ARRANGEMENT
ENERGY REQUIREMENTS
Vanaz to Ramvadi
Year 2018 Year 2021 Year 2031
Traction power requirements
No of cars 4 (2MC+2 4 (2MC+2 4 (2MC+2
DTC) DTC) DTC)
Train Tare weight 156.0 T 156.0 T 156.0 T
Total train weight 223.2 T 223.2 T 223.2 T
Specific Energy consumption with 30% 49 KWhr/1 49 KWhr/1 49 KWhr/1
regeneration 000 000 000
GTKM GTKM GTKM
No. of trains per direction in a day 68 89 135
Yearly Traction Energy consumption with 365 days million million million
7.49 9.80 14.86
working with 30% regen units units units
Station aux power requirements

Elevated/at-grade station--power consumption
0.20 MW 0.30 MW 0.50 MW
Underground station--power consumption
2.00 MW 2.00 MW 2.50 MW
Underground Mid-shaft power 0.30 MW 0.30 MW 0.30 MW

No.of Mid-Shaft 0 0 0
No. of elevated/at-grade stations 16 16 16
No. of Underground stations 0 0 0
Total Station Aux Power requirement 3.2 MW 4.8 MW 8.0 MW
Depot Aux power requirement
1.0 MW 1.1 MW 1.5 MW
Total Aux Power requirement
4.2 MW 5.9 MW 9.5 MW
Total aux power requirement (MVA) assuming 5%
energy losses and .85 pf for aux loads 5.2 MVA 7.3 MVA 11.7 MVA
Diversity factor of aux loads 0.4 0.4 0.4
Yearly Aux Energy consumption 20 hrs/day and million million million

12.88 18.09 29.13
365 days working (million units) units units units
Net Annual Energy Consumption (Traction & million million million

20.4 27.9 44.0
Aux) units units units
Note:- The requirement of PD load is not considering in estimation of power calculation.
ARRANGEMENT
ANNEXURE 7.2
ARRANGEMENT
ANNEXURE 7.3
ARRANGEMENT
Chapter - 8
Ventilation & Air
Conditioning System
8.1 Introduction
8.2 Alignment Ventilation & Air Conditioning
8.3 Need for Ventilation & Air Conditioning
8.4 External Environment Conditions & Weather Data
8.5 Sub Soil Temperature
8.6 Internal Design Conditions in Underground Station
8.7 Design Parameters for VAC System
8.8 Design Concepts for VAC System
8.9 Trackway Exhaust System
8.10 Tunnel Ventilation System
8.11 Pressure Transients
8.12 Ventilation & Air Conditioning of Ancillary Spaces
8.13 Station Smoke Management System
8.14 Control & Monitoring Facilities
8.15 Codes & Standards
CHAPTER - 8
VENTILATION AND AIR-CONDITIONING SYSTEM
8.1 INTRODUCTION
This chapter covers the Ventilation and Air-conditioning (VAC) system requirements for the
underground sections of the proposed Metro Rail Project Pune Metropolitan area. It
includes the following:
- Station Air-conditioning System

- Ventilation System for station plant rooms (ancillary spaces)
- Station Smoke Management System
- Tunnel Ventilation System
8.2 ALIGNMENT
The proposed alignment has an underground section of about 4.5 km. This would include 5
underground stations and 3 tunnel portals.
The MRTS alignment passes through the heart of the city. The underground section starts
from tunnel portal between Hill Range and Shivaji Nagar station and passes through ASI
U/G station. The alignment goes to PMC elevated station and starts underground again from
tunnel portal between PMC and Budhwar Peth station and passes through Mandai and
Swargate U/G Metro Stations. The route terminates in underground dead end. The inter-
station distances vary from 675 m to 1604 meters.
8.3 NEED FOR VENTILATION AND AIR CONDITIONING
The underground stations of the Metro Corridor are built in a confined space. A large
number of passengers occupy concourse halls and the platforms, especially at the peak
hours. The platform and concourse areas have a limited access from outside and do not
have natural ventilation. It is therefore, essential to provide forced ventilation in the stations
and inside the tunnel for the purpose of:
CHAPTER 8 – VENTILATION AND AIR-
CONDITIONING SYSTEM
- Supplying fresh air for the physiological needs of passengers and the authority’s staff;
- Removing body heat, obnoxious odours and harmful gases like carbon dioxide exhaled
during breathing;
- Preventing concentration of moisture generated by body sweat and seepage of water in
the sub-way;
- Removing large quantity of heat dissipated by the train equipment like traction motors,
braking units, compressors mounted below the under-frame, lights and fans inside the
coaches, A/c units etc.;
- Removing vapour and fumes from the battery and heat emitted by light fittings, water
coolers, Escalators, Fare Gates etc. working in the stations;
- Removing heat from air conditioning plant and sub-station and other equipment, if
provided inside the underground station.
This large quantity of heat generated in M.R.T. underground stations cannot be extracted by
simple ventilation, especially when the outdoor air temperature and humidity is high. It is,
therefore, essential to provide mechanical cooling in order to remove the heat to the
maximum possible extent. As the passengers stay in the stations only for short periods, a
fair degree of comfort conditions are considered appropriate. In winter months it may not
be necessary to cool the ventilating air as the heat generated within the station premises
would be sufficient to maintain the comfort requirement.
8.4 EXTERNAL ENVIRONMENT CONDITIONS AND WEATHER DATA
The design weather data from the ASHRAE handbooks have been used to arrive at the
design criteria. Based on the feedback and analysis of the VAC system installed at Delhi
Metro, it is suggested that 2% criteria would be acceptable on techno economic reasons. The
climate pattern in Pune suggests that the summer season is generally between March to
June. During the July and February months the weather generally has temperate conditions
The air pollution of Pune throughout the year adds new dimension and there is a critical
need for maintaining desired Air – Quality (Environmental control) in public places like
MRT stations. High content of suspended particles, Carbon Mono-oxide, Sulphur Dioxide etc.
discharged in the air from moving traffic, industries, etc requires consideration of
appropriate measures for air -pollution control in metro stations, while designing the VAC
system.
CONDITIONING SYSTEM
8.5 SUB-SOIL TEMPERATURE
The temperature conditions of sub-soil play a vital role in the system design of the
underground stations. It is also expected that water table surrounding the underground
alignment is not very much below the surface level, thereby facilitating adequate heat
exchange between the tunnel structures and soil.
8.6 INTERNAL DESIGN CONDITIONS IN UNDERGROUND STATIONS
With hot and humid ambient conditions of Pune during the summer and monsoon months,
it is essential to maintain appropriate conditions in the underground stations in order to
provide a ‘comfort-like’ and pollution-free environment. The plant capacity and design of
VAC system needs to be optimized for the designed inside conditions.
The Indian Standards & Codes, which pertain to office-buildings, commercial centers and
other public utility buildings, have no guidelines on temperature standards to be maintained
for the underground mass rapid transit systems as yet. The standards used for buildings
cannot be applied straightaway for the underground spaces, because the patrons will stay
for much shorter durations in these underground stations.
The comfort of a person depends on rapidity of dissipation of his body heat, which in turn
depends on temperature, humidity and motion of air in contact with the body. Body heat
gets dissipated is given out by the process of evaporation, convection and conduction.
Evaporation prevails at high temperature. Greater proportion of heat is dissipated by
evaporation from the skin, which gets promoted by low humidity of air. The movement of
air determines the rate of dissipation of body heat in the form of sensible and latent heat.
There are different comfort indices recognized for this purpose. The ‘Effective Temperature’
criterion was used in selecting the comfort conditions in earlier metro systems, including
the north-south section of Kolkata Metro. In this criterion, comfort is defined as the function
of temperature and the air velocity experienced by a person. More recently a new index
named RWI (Relative Warmth Index) has been adopted for metro designs worldwide. This
index depends upon the transient conditions of the metabolic rate and is evaluated based on
the changes to the surrounding ambience of a person in a short period of about 6 to 8
minutes. It is assumed that during this period human body adjusts its metabolic activities.
Therefore in a subway system where the train headway is expected to be six minutes or less,
RWI is the preferred criterion.
8.7 DESIGN PARAMETERS FOR VAC SYSTEM
Based on the reasons stated in the previous sections. The following VAC system design
parameters are assumed in the present report.
CONDITIONING SYSTEM
(1) Outside ambient conditions:

This is based upon ASHRAE recommended design conditions for 2% and 1% criteria, as
under:-
2% Criteria 1% Criteria
Summer : 35.9 DB, 19.6 WB 37.0 DB, 19.6 WB
Monsoon : 28.2 DB, 23.7 WB 28.8 DB, 24.1 WB
For Pune Metro Underground Corridor it is suggested to use 2% criteria, which is defined as
the conditions, when the DB or WB temperatures are likely to exceed for only 2% of the
total time.
(2) Inside design conditions:

Platform areas - 25 deg. C at 55 % RH
Concourse - 26 deg. C at 60% RH
(3) Tunnel design conditions:

Normal conditions - Max. DB 40 deg. C
Congested conditions - Max. DB 45 deg. C
(4) Minimum fresh air

(in station public areas) - 10 % or 18 cmh/person
8.8 DESIGN CONCEPTS FOR VAC SYSTEM
There are various VAC design concepts technically feasible in a subway system that can
provide and maintain acceptable subway environment conditions under different
requirement and constraints. These are: Open type; Closed type; Mid - Tunnel Cooling; Semi
Transverse Ventilation; Use of jet fans; use of mid-shafts; platform screen doors etc. An
overview of VAC systems in other metros like Jubilee line extension, Bangkok etc. that have
similar climatic behavior and ambient conditions have provided valuable information in
deciding VAC concept for Pune Metro Underground Corridor. The experience available from
the design of VAC system for Delhi Metro also provides key guidelines.
From the experience of DMRC, for such conditions it can be concluded that with open shaft
system the piston effects can be sufficient to maintain acceptable conditions inside the
tunnel, as long as the ambient DB temperature is below 330 C. When the outside
temperature is higher than 330 C the tunnel shafts should be closed to prevent any further
exchange of air with atmosphere. The station premises (public areas) can be equipped with
separate air-conditioning system during the summer and monsoon months to provide
acceptable environment for patrons. There shall be provision of Trackway Exhaust System
(TES) by which platform air can be re-circulated. The train cars reject substantial heat inside
subway. When the trains dwell at the stations TES would capture a large portion of heat
CONDITIONING SYSTEM
released by the train air conditioners mounted on the roof tops and under gear heat because
of braking, before it is mixed with the platform environment.
The train heat generated inside the tunnel sections would be removed by the train piston
action. It is envisaged that for the design outside conditions, it may not be necessary to
provide forced ventilation using Tunnel Ventilations Fans for normal operating conditions.
The two tunnel ventilation shafts would be required at the end of the stations. As the
maximum inter station distance in under ground stations is 1057.7m therefore considering
the ultimate train headway the mid tunnel ventilation shaft would not be required. These
end-shafts at the stations also serve as Blast Relief Shafts i.e. the piston pressure is relieved
to the atmosphere before the air-blast reaches the station. All these shafts are connected to
the tunnels through dampers. The dampers are kept open when the exchange of air with the
atmosphere is permitted (Open system). For the closed system the shaft dampers can be in
closed mode and the displaced air is dumped in the adjacent tunnel.
Generally each tunnel ventilation shaft has a fan room in which there are two fully
reversible tunnel ventilation fans (TVF) are installed with isolation dampers. These
dampers are closed when the fan is not in operation. There is a bypass duct around the fan
room, which acts as a pressure relief shaft when open during normal conditions, and
enables the flow of air to bypass the TV fans, allowing air exchange between tunnels with
flows generated by train movements. Dampers are also used to close the connections to
tunnels and nozzles when under different operating conditions. The details for the shaft
sizes, airflow exchange with the atmosphere, fan capacities can be estimated in more
accurate manner with the help of Computer Simulations during the detailed design stage.
Tunnel Ventilation Dampers
CONDITIONING SYSTEM
8.9 TRACKWAY EXHAUST SYSTEM (TES)
The TES is to be installed in the trainways of each station to directly capture heat rejected
by the vehicle propulsion, braking, auxiliary and air conditioning systems as the train dwells
in the station. The TES includes both an under platform exhaust (UPE) duct and an Over-
trackway (OTE) exhaust duct. The TES uses ducts formed in the under platform void and
over the trackway. Exhaust intakes are to be located to coincide with the train-borne heat
sources.
Trackway Exhaust Fan
8.10 TUNNEL VENTILATION SYSTEMS (TVS)
The TVS is provided in a Subway system essentially to carry out the following functions:
(a) Train Pressure relief during normal operation

(b) Ventilation during maintenance periods, if required
(c) Removal of smoke during emergency conditions
(d) Maintenance of smoke free evacuation route and provision of adequate fresh air
during fire related emergencies.
CONDITIONING SYSTEM
Tunnel Ventilation Fan
There are various operating modes (scenarios) for the Tunnel Ventilation system. These are
described as under:
8.10.1 Normal Conditions
Normal condition is when the trains are operating to timetable throughout the system, at
prescribed headways and dwell times, within given tolerances. The primary source of
ventilation during normal conditions is generated by the movement of trains operating
within the system and, in some cases, the trackway exhaust system.
During summer and the monsoon seasons, the system will be functioning essentially with
the station air conditioning operating. The vent shafts to the surface will enable the tunnel
heat to be removed due to train movements. The platform air captured by the trackway
exhaust system shall be cooled and recirculated. For less severe (i.e. cool) environmental
conditions (or in the event of an AC system failure), station air conditioning will not be used
and ventilation shafts will be open to atmosphere (open system) with the trackway exhaust
system operating. For cold conditions, the closed system or open system mode may be used,
but without any station air conditioning. System heating is achieved by the train heat
released into the premises.
8.10.2 Congested Conditions
Congested conditions occur when delays cause disruption to the movement of trains. It is
possible that the delays may result in the idling of a train in a tunnel section. Without forced
ventilation, excessive tunnel temperatures may result, reduced performance of coach air
conditioners that may lead to passenger discomfort.
CONDITIONING SYSTEM
During congested operations, the tunnel ventilation system is operated to maintain a

specific temperature in the vicinity of the car air conditioner condenser coils (i.e. allowing
for thermal stratification). The open system congested ventilation shall be via a ‘push-pull’
effect where tunnel vent fans behind the train are operated in supply and tunnel vent fans
ahead of the trains are operated in exhaust mode. Nozzles or booster (jet) fans will be used
to direct air into the desired tunnel, if required.
8.10.3 Emergency Conditions
Emergency conditions are when smoke is generated in the tunnel or station trackway. In
emergency conditions, the tunnel ventilation system would be set to operate to control the
movement of smoke and provide a smoke-free path for evacuation of the passengers and for
the fire fighting purposes. The method of controlling the smoke is the same as for the open
system congested mode. The ventilation system is operated in a ‘push-pull’ supply and
exhaust mode with jet fans or nozzles driving tunnel flows such that the smoke is forced to
move in one direction, enabling evacuation to take place in the opposite direction.
8.11 PRESSURE TRANSIENTS
The movement of trains within the underground system induces unsteady air motion in the
tunnels and stations. Together with changes in cross section, this motion of air results in
changes in air pressure within trains and for wayside locations. These changes in pressure
or ‘pressure transients’ can be a source of passenger discomfort and can also be harmful to
the wayside equipment and structures. Two types of transient phenomenon are generally to
be examined:
a) Portal Entry and Exit Pressure Transients – As a train enters a portal, passengers
will experience a rise in pressure from when the nose enters until the tail enters. After
the tail enters the pressure drops. Similarly, as the nose exits a portal, pressure
changes are experienced in the train. There are three locations of the portal between
Hil range and Shivaji Nagar Station, ASI and PMC stations PMC and Budhwar Peth
station.
b) Wayside Pressure Transients – As trains travel through the system they will pass
structures, equipment and patrons on platforms. Equipment would include cross
passage doors, lights, dampers, walkways etc. Pressures are positive for the
approaching train and negative for retreating trains. Most rapid changes occur with
the passage of the train nose and tail. The repetitive nature of these pressures may
need to be considered when considering fatigue in the design of equipment.
CONDITIONING SYSTEM
The detailed analysis to assess the effect of pressure transients will have to be done during
the design stage. For the portal entry/exits the effect of higher train speed may pose
discomfort to the passengers. Although, based on the recent studies, it is assumed that a
design train speed of 85 kmph would not be of major concern. The estimation of Way-side
transients during design stage would be necessary to select design mechanical strength of
the trackside components and fixtures, e.g. false ceilings, light fittings etc at the platform
levels.
8.12 VENTILATION AND AIR CONDITIONING OF ANCILLARY SPACES
Ancillary spaces such as staff room, equipment plantroom, will be mechanically ventilated
or air conditioned in accordance with the desired air change rates and
temperatures/humidity.
All ancillary areas that require 24-hour air conditioning will be provided with fan-coil units
(FCU) and standby AC units. During the revenue hours when the main chilled water system
is running the FCU will be used for air-conditioning and in non-revenue hours standby AC
units will be operated. Return air grilles will be fitted with washable air filters for the
recirculation of the air.
Where fresh air is required it will be supplied to the indoor unit via a fresh air supply
system, complete with filter, common to a group of ancillary areas. The fresh air unit will be
located in the VAC plant room and will be time switch controlled with local override.
Temperature control will include an alarm setting, which is activated on attaining high
temperature.
8.13 STATION SMOKE MANAGEMENT SYSTEM
The Trackway Exhaust and Concourse smoke extract fans will be provided for smoke extract
purposes from the public areas and will operate in various modes depending on the location
of the fire. The associated supply air-handling units will provide support, to assist in smoke
control in the event of a fire in the station. The control of this system in fire mode will be
fail-safe. These exhaust fans will be provided with “essential” power supplies, with
automatic changeover on loss of supply.
Down stand beams will be provided underneath the ceiling around floor openings for stairs
and escalators, so that a smoke reservoir is formed on the ceiling. The smoke will be
contained in this reservoir at ceiling level and exhausted to atmosphere. By controlling
smoke in this manner, it is possible to maintain a relatively smoke clear layer above human
head height and to protect the escape route, giving sufficient time for evacuation. The
stations will be designed to accommodate the full smoke exhaust volumes and thus prevent
the reservoir from completely filling with smoke. To provide an additional barrier against
smoke migration, the overall smoke management system would be designed to provide a
CONDITIONING SYSTEM
draught of fresh air through entrances and escape routes, to assist in protecting those routes
from smoke.
8.13.1 System Components for VAC
The various components and equipment used in the VAC system are described in the
following sections:
8.13.2 Station Air Conditioning
The platform and concourse areas will be air-conditioned using supply ‘air handling units’
located in Environmental Control plant rooms throughout the station. Each platform will be
served by at least two separate air handling units (AHU’s) with the distribution systems
combined along each platform to ensure coverage of all areas in the event of single
equipment failure. Based on the initial estimation about 6 units (2 for the concourse each
with 18 cum/s and 4 for the platform each having 24 cum/s air-flow) would be needed for
the full system capacity.
Concourse Air Handling Unit
These air conditioning systems mix return air with a desired quantity of outside air. The
outside air requirement is based on occupancy, with a minimum of 5 liters per second per
person or 10% of circulated air volume, whichever is the greater. The provision of free
cooling by a simple two-position economizer control system will be included, with the use of
enthalpy sensors to determine the benefits of using return air or outside air. This will signal
CONDITIONING SYSTEM
the control system to operate dampers between minimum and full fresh air, so as to
minimize the enthalpy reduction needed to be achieved by the cooling coil. This mixture of
outside and return air is then filtered by means of suitable filters and then cooled by a
cooling coil before being distributed as supply air via high level insulated ductwork to
diffusers, discharging the air into the serviced space in a controlled way to minimise
draughts. Return air to the platform areas is extracted via the trackway exhaust system and
either returned to the AHU’S or exhausted as required.
Water-cooled chiller units with screw compressors are recommended to be provided at

each station, which are energy efficient. These units can be installed in a chiller plant room
at surface level or in the underground premises. Based on the initial concept design, the
estimated capacity for a typical station would be around 660 TR, hence three units of 330TR
(including one stand-bye) may be required for full system capacity (i.e. design PHPDT traffic
requirement). During the detail design stage this estimated capacity might get marginally
changed for individual station depending on the heat loads and geometry of the stations. It
is recommended that initially 2X330 TR may be installed with the provision in terms of
space be kept for the future/stand by addition.
During the detail design stage this estimated capacity might get marginally changed for
individual station depending on the heat loads.
Platform Air Handling Unit
CONDITIONING SYSTEM
In view of the temperate outdoor conditions, alternatively, it is possible to utilize air-cooled

chiller units, which can save large amount of water requirement. The air-cooled chillers
should be equipped with screw compressors so that they can be operated at a very less load
with high efficiency. These units also eliminate requirement of condenser water circuits
including pumps, cooling towers and make up water plants, but are less efficient as
compared to the water-cooled- units.
8.13.3 Tunnel Ventilation System
As described earlier tunnel ventilation fans will be installed in each of the fan rooms near
vent shafts. There shall be two fans in a fan room at each end of the station. The fan capacity
depends on the inter-station distances and may vary from 60 m3/s to 100 m3/s. The exact
capacity will be obtained through the simulation during detailed stage. If necessary, nozzle
type structures made up of concrete or steel may also be constructed to achieve desired
airflow and air velocity in the tunnel sections. Alternatively booster fans (jet fans) may be
installed to direct the flow in the desired direction. These fans may also be used for
emergency ventilation at crossover locations.
The distance between Hil Range and Shivaji Nagar Station is 1604.6 meter and the ramp
portion length is 360 m therefore, Tunnel Booster Fans (TBF) may be required in the ramp
portion. The capacity of the TBFs can be obtained from the simulations.
The trackway exhaust system will have two fans of each 30 cum/sec. for each platform. The
connections to tunnels and shafts will be through damper units that may be either
electrically or pneumatic actuated.
A comprehensive remote control and monitoring system for operation and control of tunnel
ventilation system will be installed. The alarm and status signals from the equipment will be
transmitted to operations control centers (OCC) through SCADA. The activation command
for a group of equipment will be initiated from OCC by the controller. There shall be a mode
table defining sequence of equipment operation for each event or scenario.
8.13.4 Space Requirement for VAC System
The station air conditioning and tunnel ventilation equipment plant room are normally
located at each end of the concourse for the two level stations. The approximate area for air
handling equipment room would be 400 sq. m and for tunnel ventilation fan room would be
600 sq. m. respectively at each end of the station. The tunnel vent shafts of approximately 20
sq. m. area will be constructed at each end of the stations. There shall be supply shaft and
exhaust shafts at the stations of similar dimensions. For the underground stations with large
inter station distances there may be necessity of constructing mid tunnel shaft. Considering
the ultimate headway of 3-minute and the inter-station distances in Pune metro corridor the
mid tunnel ventilation shafts are not required.
CONDITIONING SYSTEM
However, the adjacent station’s end shafts will have fans with higher pressure since thrust
required will be more. We can reduce the pressure (and also fan power requirement) if
booster fans are used but this is preferred if cut-cover tunnel sections is there. Computer
simulation during design stage would tell about the need of mid tunnel cooling dumping.
Although increase in in-bound dumping can eliminate this need. Train AC condensers
should work at full load till 50 oC.
8.14 CONTROL AND MONITORING FACILITIES
For the underground stations the control and monitoring of station services and systems
such as station air-conditioning, ventilation to plant rooms, lighting, pumping systems, lifts
& Escalators, etc shall be performed at Station Control Room (SCR). However, the operation
and control of Tunnel Ventilation as well as Smoke Management system will normally be
done through OCC. All these systems shall be equipped with automatic, manual, local and
remote operation modes. The alarms and signals from the equipment at stations shall be
transmitted to the OCC via communication network (such as FOTS).
There shall be an Auxiliary Power Controller at OCC who will be monitoring these services
and systems. The command signals will be initiated at OCC and relayed upto the relevant
equipment for operation. The feedback signal is received through SCADA whether the
command is implemented or not. The control from OCC is generally performed using ‘Mode
Tables’ for each system. This table defines the sequence of the desired equipment that need
to be operated based on the event. The abnormal conditions such as train congestion,
emergency, fire in subway would be detected by various components and the emergency
response thereto will be activated based on the mode tables. In the event that remote
control is not possible due to any reason, the local control via SCR would be performed. The
OCC will also be used for logging the alarm status, fault occurrences, and other maintenance
related data for the above systems.
8.15 CODES AND STANDARDS
The concept VAC design is guided by the following codes and standards:
a) SEDH – Subway Environment Design Handbook
b) ASHRAE – Handbook, current series.
c) CIBSE – relevant document
d) NFPA – 130, 2003 edition
Chapter - 9
Maintenance Depot
9.1 Introduction
9.2 Estimation of km Earning Per Day Per Rake
9.3 Rolling Stock Maintenance Needs
9.4 Year Wise Planning of Maintenance Facilities
9.5 Design of Depot Facilities
9.6 Operational Features
9.7 Safety Features in Design of Maintenance Depot
CHAPTER - 9
MAINTENANCE DEPOT
9.1 INTRODUCTION
Depot-cum-workshops for Corridor 1 and for Corridor 2 will be used for stabling of trains,
cleaning, schedule inspections, wheel-re-profiling, minor & major repairs as well as
Overhauls. Trains operational on the two corridors shall have stabling facilities at terminal
station also.
Corridor 1 – From Pimpri Chinchwad to Swargate

Corridor 2 – From Vanaz to Ramvadi.
In broad terms the chapter covers conceptual design on following aspects and will work as a
guide line later:
• Layout of stabling shed, inspection shed, heavy repair, minor repairs, maintenance
workshop and cleaning of Rolling Stock.
• Operational and functional safety requirements.
• Ancillary buildings for other maintenance facilities.
• Electric & mechanical Services, power supply and distribution system.
• Water supply, Drainage & Sewerage.
CHAPTER 9 – MAINTENANCE DEPOT
9.2 ESTIMATION OF KM EARNING/DAY/RAKE
Year Corridor 1 Corridor 2

2018 461 km 372 km
2021 461 km 385 km
2031 469 km 395 km
9.3 ROLLING STOCK MAINTENANCE NEEDS
9.3.1 Maintenance Schedule
The following maintenance schedule has been envisaged for conceptual design of depot
assuming 480 km and 400 km of running per train per day for, Corridor 1 & 2 respectively,
taking in consideration the passenger load of 2018, 2021 and 2031 respectively.
Type of
Interval Work Content Locations
Schedule
Daily Daily Check on the train condition and function at Stabling
every daily service completion. Interval Lines
cleaning/mopping of floor and walls with
vacuum cleaner.
“A” Service At 5000 Km Detailed inspection and testing of sub-systems, Inspection
Check 10 days for under frame, replacement/topping up of oils & Bays
corridor 1 lubricants.
12days for
corridor 2
“B” Service 15,000 Km Detailed Inspection of ‘A’ type tasks plus items Inspection
Check 30 days for at multiples of 15,000 Km (‘B’ type tasks) Bays
corridor 1
36 days for
corridor 2
Intermediat 420,000 Km Check and testing of all sub-assemblies Workshop
e Overhaul 3 years for (Electrical + Mechanical). Overhaul of
(IOH) corridor 1 pneumatic valves, Compressor. Condition
3.5 years for based maintenance of sub-systems to bring
corridor 2 them to original condition. Replacement of
parts and rectification, trial run.

Periodical 840,000 Km Dismantling of all sub-assemblies, bogies Workshop
Overhaul (6-7 Years) suspension system, traction motor, gear,
(POH) control equipment, air-conditioning units etc.
Overhauling to bring them to original
condition. Checking repair and replacement
as necessary. Inspection and trial.
Heavy - Changing of heavy item such as bogies, Workshop
Repairs traction motor, axles, gear cases & axle boxes
etc.
9.3.2 Washing Needs of Rolling Stock
Cleanliness of the trains is essential. Following schedules are recommended for

environment of Pune :
Maintenance
Kind of Inspection Time Maintenance Place
Cycle
Outside cleaning (wet 2 Days 5-8 mins Single Pass through

washing on automatic Automatic washing plant of
washing plant) Depot
Outside heavy Cleaning (wet 20 days 1.5-2hrs. (Automatic washing plant &
washing on automatic cleaning & washing shed)
washing plant and Front
Face, Vestibule/Buffer area.
Floor, walls inside/outside of
cars and roof. Manually)
9.4 YEARWISE PLANNING OF MAINTENANCE FACILITY
Corridor – I : PCMC – SWARGATE

Year Headway No. of Rakes No. of Coaches
2018 4 minutes 19 76
2021 3.5 minutes 22 88
2031 3.5 minutes 22 88
Corridor – II : VANAZ – RAMVADI

Year Headway No. of Rakes No. of Coaches
2018 12 minutes 7 28
2021 8 minutes 10 40
2031 63.5 minutes 12 48
9.4.1 Requirement of Maintenance/Inspection Lines (Corridor-I)
Schedule Maintenance Lines Needed

Requirement
(No. of cars)
Upto the year 2031 (Maximum no. of rake holding is 22 x 4 cars)
‘A’ Checks (5000 22 x 4 = 88 cars 2 Line x 6* cars (with sunken floor)

kms) or 10 days
‘B’ Checks (15000 22 x 4 = 88 cars 1 Line x 6* cars (with sunken floor). ‘B’
kms) or 30 days checks can be collectively performed along
with ‘A’ schedule on same line, but this line
has to be provided for future work load of
‘B’ checks.
Unscheduled line & For minor repairs, 1 line x 6* cars (sunken floor)
adjustment line testing and after
IOH/POH
adjustments
Total Requirement (Corridor I) 4 lines with sunken floor i.e. with 2 bays of
2 lines each
*6- Car lines are envisages with a view of reformation of 4 car trains to 6 car formation in
future.
9.4.2 Requirement of Stabling Lines for Corridor-I :-
Year Stabling Lines at Stabling in Baddowal Depot

Terminals On Inspection Line On Stabling Lines
Upto 2018 2 Line x 6* Car(one on 4 Line x 6* Car 16 Line x 6* Car
each side)

each side)

each side)
*6- Car lines are envisages with a view of reformation of 4 car trains to 6 car formation in
future.
9.4.3 Requirement of Workshop Lines for IOH/POH & Heavy Repairs of cars for corridor-I
and POH/IOH of Heavy Equipment of cars for corridor-II :-
Year No. of Total

Lines No. of Remarks
(One Bay) Lines
2018 4 4 POH of heavy equipments such as
2021 4 4 mechanical component, couplers, air-
conditioners, bogies, Traction Motor,
2031 4 4 Vehicle Doors and Window and brake
modules shall be done at Hill Range
Station.
Note: The above requirement is based on
1. The total annual average collective IOH/POH load of both the corridors range from
128 cars to 180 cars between Year 2018-2031. The average monthly intake in
workshop for IOH/POH ranges from 11 to 16 cars. Taking average IOH/ POH time of
15 days per train of 4 coaches minimum of two workshop lines is required.
2. In addition two more workshop lines for (a) unscheduled lifting and bogie changing
and for storage of wheels, bogie and axles are essential.
9.4.4 Requirement of Maintenance/Inspection Lines – Corridor-II :-

Requirement (No.
of Cars)
Upto the year 2021 (Maximum no. of rake holding is 10 x 4 cars)
‘A’ Checks (5000 10 x 4 cars = 48 1 Line x 6* cars (with sunken floor)

kms) or 12 days cars
‘B’ Checks 10 x 4 cars = 40 1 Line x 6* cars (with sunken floor). ‘B’

(15000 kms) or cars checks can be collectively performed
36 days along with unscheduled and
adjustment requirements of car
From the year 2021-2031 (Maximum no. of rake holding is 12 x 4 cars)
‘A’ Checks 12 x 4 = 48 cars Same as indicated for the year 2021

Requirement (No.
of Cars)
above. one new line is required.
‘B’ Checks 12 x 4 = 48 cars
Total Requirement (Corridor-II) 3 lines with sunken floor i.e. one bay of
3 lines
*6- Car lines are envisages with a view of reformation of 4 car trains to 6 car formation
in future.
9.4.5 Requirement of Stabling Lines for Corridor-II :-
Year Stabling Lines at Stabling in Gill Village Depot

Rohan Road On inspection line On Stabling
Terminal Lines
Upto 2018 2x1 line x 6* Car 2 Line 6 Line x 6 Car*
Upto 2021 2x1 line x 6* Car 2 Line 8 Line x 6 Car*
Upto 2031 2x 1 line x 6* Car 3 Line 15 Line x 6* Car
*6- Car lines are envisages with a view of reformation of 4 car trains to 6 car formation
in future.
9.4.6 Requirement of Workshop Lines for Heavy Repairs :-
No. of Total
Year Lines No. of Remarks
(One Bay) Lines
2018 2 2 POH/IOH of heavy equipments such as

2021 2 2 mechanical components, couplers air-
conditioners, brake modules, bogies, traction
2031 2 2 motor, vehicle door and window of this
Corridor shall be carried out at Hill Range
Station. The disassembly before POH/IOH,
assembly and testing after IOH and POH/IOH
of remaining of the equipments shall be
carried out by the workshop itself.
Following facilities shall be provided to include the ability to carry out the inspection, of the
following sub-systems/equipments:
• Electronics; PA/PIS
• Mechanical components, couplers etc;
• Batteries;
• Air conditioner;
• Brake modules;
• Bogie;
• Traction Motor
• Vehicle doors, windows and internal fittings.
• Power System including converter, ckt breaker etc.
These activities shall be grouped into “A” checks and “B” Checks. The minor scheduled
inspections (“A” checks) shall be carried out during the day off peak and night. Since “B”
checks take longer time, these cannot be completed in the off peak times. Certain inspection
lines will be nominated for “A” checks. For “B” Checks, separate line will be nominated
where the rakes may be kept for long time.
9.5 DESIGN OF DEPOT FACILITIES (Corridor-I and Corridor-II)
As per advised dimensions of the Rolling Stock, the length of 6-Car train would be 128.94m
(say 130m). In the design of the Inspection shed and stabling lines, length of 6-car train is
taken in consideration.
9.5.1 Stabling Lines
Lengths of 6 - car rake = 128.94 meters (say 130 m).

Minimum length of each stabling lines is computed as below:
Length = 130m (rake length) + 15m (for cross pathway, signal and friction buffers) = 145 m.
Stabling lines are designed for 145 m lengths to cater for safe gap from the friction buffer
stops and the signaling interlocking needs.
Looking to the car width of 2900 on SG, 5.0m “Track Centre” is proposed for all the stabling
lines. Thus, space between stabling shall be sufficient to include 800mm wide pathway to
be constructed between tracks to provide access for internal train cleaning.
9.5.2 Inspection Shed
The length of Inspection shed is computed as below.

Length = [Cross path at end + space for friction buffer stop + Length of Rake + Cross path at
end which keeps Gap from gate]
Length = 5.0m + 145m + 5.0m = 155m (say 160m)
If column space is taken as 10m for steel columns, shed length of 160m including two
expansion joints (1m each) is proposed. This will have the composite building with
workshop.
There shall be two inspection bays of 160 x 15 m size each with two inspection lines having
sunken floor with overhead roof inspection platforms. The floor will be sunken by 1100mm.
The center line of the tracks will be 7500mm apart. The centerline of nearest inspection line
adjacent to columns of inspection shed would be at a distance of 3750 mm. The two bays of
160 x 15 m covering two lines each are planned for entire inspection load of 22 to 25 train
sets for corridors -1.Similarly, 3 line one inspection bay of 160 x 21.5 m size is envisaged for
corridor 2 with 2 lines initially and provision of one more sunken line during 2021-2031.
Roof Inspection platforms supported on the columns shall be provided. There would be
lighting below the rail level to facilitate the under frame inspection. Ramps of 1:8 slopes, 3
meter wide have been provided with sunken floor system for movement of material for the
cars. Further, 5m cross pathways are left at each end for movement of material by fork
lifter/Leister/Hand trolley. 415V 3 phase 50 Hz, 230V 1 phase 50 Hz AC supply and
Pneumatic supply shall also be made available on each inspection shed columns. Air-
circulators shall be provided on each column. The inspection bay shall be provided with
O/H crane of 1.5 T to facilitate lifting of equipment.
9.5.3 Workshop Shed (Corridor 1)
There shall be two bays comprising of four lines. Size of each workshop bay is proposed to
be 160m x 21m. The unscheduled lifting and heavy repair line shall be fitted with jack
system capable to lift the 6-car unit simultaneously for quick change of bogie, thereby saving
down time of Rolling Stock.
There shall be two bays comprising of four lines. Size of each workshop bay is proposed to
be 160m x 21m. The unscheduled lifting and heavy repair line shall be fitted with jack
system capable to lift the 6-car unit simultaneously for quick change of bogie, thereby saving
down time of Rolling Stock.
The IInd and IIIrd workshop line shall be earmarked for POH/IOH of coaches of Corridor - I
and POH/IOH of equipment of Corridor - II. These lines are to be provided with pits at
regular intervals for inspection of undercarriage with turn tables at the end. The IVth
workshop line shall be used for storage of the bogies and wheels. Facility of Pits for bogie-
body connection and disconnection shall be made on this line.
9.5.4 Workshop Shed (Corridor-II)

Workshop shall be of 160 x 21 meters size with two workshop lines only. Line one shall be
utilized for lifting and lowering and change of bogies/heavy repairs. This Line shall be
provided with lifting jacks upto 75 meters and rest of its length shall be utilized for
IOH/POH of the equipment other than those shown in remarks column of Para 1.4.4. The
other line shall be utilized for storage of wheels/bogies upto a length of 75 meters and the
rest of it can be used for connection/disconnection of coaches, inspection of bogies/wheels
and their assembly and hence should be provided 8 meters long pits to facilitate such
activities.
There shall be washing and cleaning equipments on the workshop floor. Bogie test stand
shall be provided on the nominated bay. Other heavy machinery shall also be suitably
installed on the workshop floor. Air-circulators, lights and convenience powers supply
points, compressed air supply line shall be provided on each workshop column.
All the workshop lines shall be inter linked through turn table. Cross track equipped with
turntables shall be provided for movement between bays. The capacity of O/H crane shall
be optimized by using this concept, resulting in savings in structure cost. Repair of heavy
equipments such as air conditioner shall be located so that it does not affect the movement
inside workshop.
The small component and bogie painting and battery maintenance will be located in both
the workshop with arrangement that fumes are extracted by suitable exhaust systems.
Workshop Corridor-1 will have service building with array of rooms along its length. Total
size is proposed to be 160 x 8m. However, lesser number of rooms may be planned at
Corridor – II workshop. These can be made by column and beam structure and architecture
made of brick works. These shall cater for overhaul sections, offices, costly item store,
locker rooms, toilets etc. The rooms shall be so located that both longitudinal sides of the
shed remain open for through ventilation. The sidewall shall have sufficient width of
louvers for providing adequate ventilation.
Following equipment; repair/overhaul facilities are planned in the workshop at Hill Range
Station:
Corridor – 1 Corridor - 2
1. Body furnishing 1. Bogie
2. Bogie 2. Wheels
3. Wheels 3. Traction Motors
4. Traction Motors 4. Axle Box and axle bearing
5. Axle Box and axle Bearing 5. Transformer , C/I, Circuit Breaker
6. Power Collector 6. Air-conditioner
7. Transformer, converter/inverter, 7. Brake Equipment
circuit breaker 8. Door actuators
8. Battery
9. Air Compressor
10. Air-conditioner
11. Brake Equipment
12. Door actuators
13. Control and measuring equipments
14. Pneumatic equipment
9.5.5 Coach Unloading Line
As the coaches are on standard gauge, these shall reach the depot by the road on trailers. To
unload the coaches and bring them to the track, the shunting neck shall be designed as
unloading line as well. It shall have the insulated track embedded in the floor facilitating the
movement of road trawler, which brings in the cars, on it. The length of the track embedded
area shall be 50 m long.
9.6 OPERATIONAL FEATURES
The rake induction and withdrawal to main line will be primarily from the stabling shed.
Further, provisions are there for direct rake induction and withdrawal to main line from
Inspection Shed/workshop area. Movement from depot to the main line is so planned that
the headway of main line is not affected. Simultaneous receipt and dispatch of trains from
depot to main line is feasible in the present site scenario. Both of these activities will be
done effectively without effecting the train operation on the main line. The stabling lines
would be interlocked with the main line thereby induction of train from the stabling would
be safe and without loss of time. The proposition for a transfer track on the incoming line as
well as on the outgoing line to facilitate the movement of rake in the depot by Operation
Control Centre (OCC) even though the further path inside the depot is not clear shall be
explored in the detailed design stage depending on the actual availability of land.
An emergency line is provided from which an emergency rescue vehicle may be dispatched
to main line in the event of emergency if necessary.
9.6.1 Infrastructure Facilities
I. Inspection Shed
II. Stabling Lines in Depots
The requirement of lines shall be in accordance with the tables indicated at 1.4.2 & 1.4.3
(i).
III. Automatic Coach Washing Plant
Provision is made for rolling Stock exterior surfaces to be washed using a fully
automated Train Washing System, with a throughput capacity of approximately six
trains per hour. This shall be accommodated in the 130m x 10m area. Trains can move
to the stabling shed directly from Automatic wash Plant.
IV. Test Track
A test track of 1000m in length covered & fenced is provided beside workshop in the
depot. It shall be equipped with signaling equipments (ATP/ATO). It shall be used for
the commissioning of the new trains, their trials and testing of the trains after the IOH
and POH.
V. Heavy Cleaning Shed
Monthly heavy cleaning of interior walls, floors, seats, windows glasses etc, outside
heavy cleaning, Front/rear Face, Vestibule/ Buffer area, outside walls and roof shall be
done manually in the interior cleaning plant designed for cleaning of one four car train
at a time.
VI. Power Supply
Auxiliary substations are planned for catering to the power supply requirement of the
whole depot and workshop. Details of connected load feeder shall be worked out.
Taking diversity factor of 0.5 the maximum demands shall be computed. Two Auxiliary
substations are proposed, as the demand by machines in Workshop area would be very
large. The standby power supply is proposed through DG set with AMF panel. The
capacity of DG set will be adequate to supply all essential loads without over loading.
VII. Compressed Air Supply
Silent type compressor units shall be suitably installed inside the workshops at
convenient location for the supply of compressed air to workshop and Inspection shed.
Thus, the pneumatic pipeline shall run within the shed.
VIII. Water Supply, Sewerage and Drainage Works
In house facilities shall be developed for the water supply of the entire depot cum
workshop. Sewerage, storm water drainage shall be given due care while designing the
depot for efficient system functioning. Past records of Municipal Corporation shall be
used to design the drainage system. Rainwater harvesting would be given due emphases
to charge the under ground reserves.
IX. Ancillary Workshop
This workshop will have a line both at floor level with provision of pits. Arrangement for
repairs of Shunters, Rail Road Vehicles and other ancillary vehicles will be provided.
These vehicles will also be housed here itself. Heavy lifting works can be carried out in
main workshop.
Ancillary workshop will be used for storing OHE/rigid OHE parts and their
maintenance/repair for restoration of 25kV feed system.
X. Watch Towers
There shall be provision of adequate number of watchtowers for the vigilance of depot
boundary.
XI. Administrative Building
An administrative building close to the main entrance is planned. It can be suitably

sized and architecturally designed at the detailed design stage. A time and security
office is also provided close to main entrance. It shall be equipped with suitable Access
control system for all the staff working in the complex.
Ample parking shall be provided for the two wheelers and four wheelers close to the
depot entry.
XII. Shed and Buildings
The shed and buildings normally provided in the depot with their sizes and brief
functions are indicated in Annexure-I. Some of these buildings are not depicted on the
layout drawing. At the detailed design stage depending upon the land availability, the
decision to locate these buildings can be taken. These can then be architecturally and
functionally grouped.
XIII. Plant and Machinery
Requirement of major plants and machinery, which are vital for operational needs, is
given in Annexure-II.
9.7 FOLLOWING SAFETY FEATURES SHOULD BE INCORPORATED IN THE DESIGN OF THE

MAINTENANCE DEPOTS.
a) 1.5 EOT cranes in the inspection bay should be interlocked with OHE in such a way
that the cranes become operational only when OHE is isolated and grounded.
b) Red flasher lights should be installed along the inspection lines at conspicuous
location to indicate the OHE is ‘Live’.
c) Multi level wheel and TM stacking arrangement should be a inbuilt feature at the end
of Workshop Lines.
d) Pillers in the inspection bay & workshop should have provision for power sockets.
e) Placement of rakes from inspection/workshop lines on to washing lines for interior

cleaning on their own power should be possible. Linking of OHE and its isolation at
the cleaning area should be provided. Necessary requirements of safety should be kept
in view.
f) The roof inspection platform should have at least two openable doors to facilitate staff
to go up the roof for cleaning of roof. Suitable safety interlock should be provided to
ensure maintenance staff are enabled to climb on the roof inspection platform only
after the OHE is isolated.
g) Control Centre, PPIO & store depot must be close to Workshop.
h) Width of the doors of the sections wherein repairs of equipments are done should be
atleast 2 meters wide to allow free passage of equipment through them.
i) Provision of water hydrants should be done in workshops stabling yards also.
j) Compressed air points alongwith water taps should be available in interior of

buildings for cleaning.
Annexure-I
List of Buildings
Depot – cum – Workshop (Corridor – I)
S.No Name of Building Size Brief Function
1 Inspection Shed 160 x 30 Servicing of Cars for 10 days & 30 days
inspection.
Workshop Shed 160 x 42 Major repair & overhaul of rolling stocks, diesel
shunters, electric tractors, tower wagons. All
heavy lifting hobs.
Associated Sections 160 x 8m Rooms for carrying out the inspection &
workshop activity.
2. Stores Depot & 42.5 x i. Stocking of spares for regular &
Offices 42.5m emergency requirement including
consumable items.
including ii. This store caters for the requirement of
depot for rolling stock & other
Goods Platform with disciplines.
Ramp iii. To be provided with computerized
inventory control.
iv. Loading/Unloading of material received
by road.
3. Elect. Substation DG 30 x 20m To cater for normal and emergency power
set room supply for depot, workshop, service and all
other ancillary buildings, essential power
supply for essential loads and security light.
4. Track Feed Traction 80 x 30m Stabling and routine maintenance of shunting
repair depot & E &M (partly engine etc. & Traction maintenance depot.
repair shop double
storey) For maintenance of lifts/escalators and other
General service works.
5. Cycle & Scooter 25 x 6m To park cycles and Scooter
Stand
6. Auto Coach washing 160 x 10m For automatic washing of coaches. Washing
plant and washing apron is for collection of dripping water and its
apron proper drainage.
7. Interior Cleaning 160 x 6.5m Heavy wet washing of rakes from inside,
Plant underframe, roof at 30 days interval.
8. P.way office, store & 80 x 20m i. For track maintenance of section and
Workshop including depot.
Welding plant ii. To weld rails for construction period
only.
iii. To stable track Tamping machine.

9. Security office & 15 x 8m For security personnel.
Time Office Garages For time punching
(4 Nos.) For parking vehicle jeep, truck etc.
10. Check Post (2 Nos.) 5 x 3m For security check of incoming/outgoing staff
material and coaches.
11. Watch Tower (3nos) 3.5 x 2.5m For security of the depot especially during
nighttime.
12. Depot control centre 25x20m To control movement of trains in and out of the
& Crew booking (double depot & out of the depot & for crew booking.
centre storey)
13. O.H raw water Tank 1,00,000Ltr Storage of water, capacity 1,00,000 Ltrs each.
s Capacity
14. Pump house Bore 7.3 x 5.4 Submersible type pump planned with 200 mm
well 200 mm diameter bore well.
15. Repair shops for S & 40 x 20m For the AFC gates, Signaling and telecom
T equipment.
16. Work shop Manager 30 x 20m Office of Depot in charge
Office
17. ATP & ATO Room 4 x 5m To keep equipments of ATP/ATO
18. Waste Water 12 x 6m For treating the discharge waters of the depot
Treatment Plant and remove the oil, acids etc. before discharging
into the river, with U/G tank.
19. Canteen 200 sqm To cater staff of depot and workshop.
Obligatory as per statuary requirements.
20. Testing Line with 1000m Testing after heavy repairs, IOH & POH and for
ATP/ATO new train formations.
Note
 Depending on the administrative decision, the location of the building shall be suitably
at the detailed design stage incorporating the site topography, architectural nitty
gritty and minor adjustment in sixes looking to the available land.
 Some of the buildings like stabling shed; security office etc shall be pre-engineered
structure. The decision in this regard may be taken at the detailed design stage.
Annexure-II
List of Plants & Equipment
Depot – cum – Workshop (Corridor - II)
S.No. Equipment Qty Unit Imp/Ind
1. Under floor Pit wheel lathe, Chip crusher and 1 Nos Imp
conveyor for lathe on pit, Electric tractor for
movement over under floor wheel lathe
2. Under floor lifting system for 2 car unit for 2 Set Imp
replacement of bogie
3. Mobile jacks 15T for lifting cars 24+12 Nos Imp
4. Re-railing equipment consisting of rail cum road 1 Set Imp
vehicle and associated jack system etc.
5. Run through type Automatic Washing plant for 1 Nos Imp
Metro cars.
6. Rail fed Bogie wash plant 1 Nos Imp
7. Bogie test stand 1 Nos Imp
8. Work lift platform 6 Nos Imp
9. Electric bogie tractor for pulling cars and bogies 2 Nos Imp
inside workshop
10. Chemical cleaning tanks, ultrasonic cleaning tanks, 1 Set Imp
etc
11. Compressor for Inspection shed & shop air supply 2 Nos Ind
12. Travelling O/H crane Workshop 10T- 4 nos; 5T- 4 8 Nos Ind
nos (with auxiliary capacity of 5T)
13. Mobile jib crane 4 Nos Ind
14. Mobile lifting table 6 Nos Ind
15. Carbody stands 36+12 Nos Ind
16. Bogie turn tables 3 Nos Ind
17. Underframe & Bogie blowing plant 1 Ind
18. AC filter cleaning machine 1 Nos Ind
19. Portable cleaning plant for rolling stock 1 Nos Ind
20. High-pressure washing pump for front and rear 2 Nos Ind
end cleaning of car

21. Shot blast cleaner 1 Set Ind
22. Paint booth for small parts 1 Set Ind
23. Axle shaft inspection station 1 Set Ind
24. Industrial furniture 1 L.s. Ind
25. Minor equipment and collective tools - Set Ind
26. Induction heater 1 No. Ind
27. Oven for the motors 1 No. Ind
28. EMU battery charger 2+1* Nos. Ind
29. Welding equipments (Mobile welding, 1 Set Ind
oxyacetelene, fixed arc welding)
30. Electric and pneumatic tools - Set Ind
31. Measuring and testing equipment - Set Ind
32. Tool kits - Nos. Ind
33. Mobile safety steps 15+5 Nos. Ind
34. Fork lift tractor 2 Nos. Ind
35. Pallet trucks 6 Nos. Ind
36. Diesel/battery Shunting Locomotive 1 Nos. Ind
37. Road vehicles (pickup van/ truck) 2 Set Ind
38. Miscellaneous office equipments - Nos. Ind
39. Vertical Boring machine for wheel discs 1 No. Ind
40. Press for removal and pressing of the wheels on 1 No. Ind
axles
41. Surface wheel lathe 1 No. Ind
42. Axle journal turning and burnishing lathe 1 No. Ind
43. Special jigs and fixtures and test benches for Ind
Rolling stock
*Additional requirement in the event of reformation of 4 car trains to 6 car trains.
Annexure-III
List of Buildings
Depot – cum– Workshop (Corridor - II)
1 Inspection Shed 160 x 15 Servicing of Cars for 15 days & 45 days
inspection.
Workshop Shed 160 x 21 Major repair & overhaul of rolling stocks, diesel
shunters, electric tractors, tower wagons. All
heavy lifting hobs.
Associated Sections 80 x 8m Rooms for carrying out the inspection &
workshop activity.
2. Stores Depot & 42.5 x 42.5m v. Stocking of spares for regular &
Offices emergency requirement including
consumable items.
including vi. This store caters for the requirement of
depot for rolling stock & other
Goods Platform disciplines.
with Ramp vii. To be provided with computerized
inventory control.
viii. Loading/Unloading of material received
by road.
3. Elect. Substation 20 x 20m To cater for normal and emergency power
DG set room supply for depot, workshop, service and all other
ancillary buildings, essential power supply for
essential loads and security light.
4. Track Feed 80 x 30m Stabling and routine maintenance of shunting
Traction repair (partly engine etc. & Traction maintenance depot.
depot & E &M double
For maintenance of lifts/escalators and other
repair shop storey)
General service works.
5. Cycle & Scooter 25 x 6m To park cycles and Scooter
Stand
6. Auto Coach 160 x 10m For automatic washing of coaches. Washing
washing plant and apron is for collection of dripping water and its
washing apron proper drainage.
7. Interior Cleaning 160 x 6.5m Heavy wet washing of rakes from inside,
Plant underframe, roof at 30 days interval.
8. P.way office, store 80 x 20m iv. For track maintenance of section and
& Workshop depot.
including Welding v. To weld rails for construction period
plant only.
vi. To stable track Tamping machine.
9. Security office & 15 x 8m For security personnel.

Time Office For time punching
Garages (4 Nos.) For parking vehicle jeep, truck etc.
10. Check Post (2 Nos.) 5 x 3m For security check of incoming/outgoing staff
material and coaches.
11. Watch Tower 3.5 x 2.5m For security of the depot especially during
(3nos) nighttime.
12. Depot control 25x20m To control movement of trains in and out of the
centre & Crew (double depot & out of the depot & for crew booking.
booking centre storey)
13. O.H raw water 1,00,000Ltrs Storage of water, capacity 1,00,000Ltrs each.
Tank Capacity
14. Pump house Bore 7.3 x 5.4 200 Submersible type pump planned with 200 mm
well mm diameter bore well.
15. Repair shops for S 40 x 20m For the AFC gates, Signaling and telecom
&T equipment.
16. Work shop 30 x 20m Office of Depot in charge
Manager Office
17. ATP & ATO Room 4 x 5m To keep equipments of ATP/ATO
18. Waste Water 12 x 6m For treating the discharge waters of the depot
Treatment Plant and remove the oil, acids etc. before discharging
into the river, with U/G tank.
19. Canteen 100 sqm To cater staff of depot and workshop. Obligatory
as per statuary requirements.
20. Testing Line with 1000m Testing after heavy repairs, IOH & POH and for
ATP/ATO new train formations.
Note
 Depending on the administrative decision, the location of the building shall be suitably at
the detailed design stage incorporating the site topography, architectural nitty gritty and
minor adjustment in sixes looking to the available land.
 Some of the buildings like stabling shed; security office etc shall be pre-engineered
structure. The decision in this regard may be taken at the detailed design stage.
Annexure-IV
List of Plants & Equipment
Depot – cum– Workshop (Corridor – II)
1. Under floor Pit wheel lathe, Chip crusher and 1 Nos Imp
conveyor for lathe on pit, Electric tractor for
movement over under floor wheel lathe
2. Under floor lifting system for 3-car unit for 1+1 Set Imp
replacement of bogie
3. Mobile jacks 15T for lifting cars and locomotive 12+6 Nos Imp
4. Re-railing equipment consisting of rail cum road 1 Set Imp
vehicle and associated jack system etc.
5. Run through type Automatic Washing plant for 1 Nos Imp
Metro cars.
6. Work lift platform 2 Nos Imp
7. Electric bogie tractor for pulling cars and bogies 2 Nos Imp
inside workshop
8. Compressor for Inspection shed & shop air supply 2 Nos Ind
9. Travelling O/H crane Workshop 15T/5T (with 4 Nos Ind
auxiliary capacity of 5T)
10. Mobile jib crane 4 Nos Ind
11. Mobile lifting table 4 Nos Ind
12. Carbody stands 16+8 Nos Ind
13. Bogie turn tables 2 Nos Ind
14. AC filter cleaning machine 1 Nos Ind
15. Portable cleaning plant for rolling stock 1 Nos Ind
16. High-pressure washing pump for front and rear 2 Nos Ind
end cleaning of car
17. Shot blast cleaner 1 Set Ind
18. Paint booth for small parts 1 Set Ind
19. Axle shaft inspection station 1 Set Ind
20. Storage racks 1 Set Ind
21. Industrial furniture 1 L.s. Ind

22. Minor equipment and collective tools - Set Ind
23. Induction heater 1 No. Ind
24. Oven for the motors 1 No. Ind
25. EMU battery charger 2 Nos. Ind
26. Welding equipments (Mobile welding, 1 Set Ind
oxyacetelene, fixed arc welding)
27. Electric and pneumatic tools - Set Ind
28. Measuring and testing equipment - Set Ind
29. Tool kits - Nos. Ind
30. Mobile safety steps 10+5 Nos. Ind
31. Fork lift tractor 2 Nos. Ind
32. Pallet trucks 4 Nos. Ind
33. Diesel/battery Shunting Locomotive 1 Nos. Ind
34. Road vehicles (pickup van/ truck) 2 Set Ind
35. Miscellaneous office equipments - Nos. Ind
*Additional requirement in the event of reformation of 4 car trains to 6 car trains.
Chapter - 10
Environmental Impact
Assessment & Management
10.1 Environmental Baseline Data

10.2 Location and Physiography
10.3 Water and Soil
10.4 Geology and Soil
10.5 Green Cover
10.6 Air Quality
10.7 Seismicity
10.8 Noise Levels
10.9 Socio-Economics
10.10 Environmental Impacts
10.11 Components of Impact Assessment
10.12 Impacts During Construction Phase
10.13 Impacts During Operation Phase
10.14 Beneficial Impacts of the Proposed Project
10.15 Summary of Impacts and Mitigation Measures
10.16 Environmental Management Plan
10.17 Environmental Monitoring Plan
10.18 Environmental Management System
CHAPTER - 10
ENVIRONMENTAL IMPACT ASSESSMENT & MANAGEMENT
10.1 ENVIRONMENTAL BASELINE DATA
The main aim of the EIA study is to establish present environmental conditions along the
proposed metro corridors; predict the impacts on relevant environmental attributes due to
the construction and operation of the proposed project and recommend adequate mitigation
measures to minimize/reduce adverse impacts. The different components of environment in
which changes are likely to occur include water, land, air, ecology, noise, socio-economic
issues, etc. Majority of data on water quality, vegetation, air and noise quality was
collected during field studies in May 2008.
10.2 LOCATION AND PHYSIOGRAPHY
Pune is the first metropolitan centre of Maharashtra and has a population of 2,69,5911 as
per 2001 census. It is located on NH4, 170km from state capital Mumbai. Positioned at
18°32' N latitude and 73°51' E longitude, at an altitude of 598 m. The city is approachable
by National Highway NH4 known as Mumbai Pune Highway.
The city lies near the convergence point of rivers Mula and Mutha. The northwestern
outskirts of Pune’s urban area serve as the crossway for two other rivers, namely Pavana
and Indrayani. The Bhima River also flows from the north-western part about 8-9 km away
from the main city.
The topography of the city is hilly and uneven. Pune is located 560m (1,837 ft) above sea
level on the western margin of the Deccan plateau. It is a relatively hilly city, with its tallest
hill rising to 800m (2,625 ft) above sea level. Situating on the leeward side of the Sahyadri
mountain range (the Western Ghats), which separate it from the Arabian sea parts of
Sahyadri Hills are spread from West to South of the city. Pune is approximately 50 km from
the Western Ghats and 100 km to the east of the Konkan i.e. the west coast.
CHAPTER 10 – ENVIRONMENTAL IMPACT
ASSESSMENT & MANAGEMENT
The altitude of the city is variable from west to east and north to centre and centre to south.
The lowest altitude is 547m above MSL found in the eastern part the highest is more
than 820m in the southern part. In the northern area of the city the altitude is 559m to
755m above MSL and in the western part the altitude is rising to more than 750 m above
MSL. The central part i.e the main part of the has the altitude within 549-600m above MSL
average meteorological condition prevailing at the project route is given in Table 10.1
Table 10.1 - Meteorological Data (IMD)
Table 9.1: Average Meteorological Conditions of 30 yrs data-(1951-1980) of

Pune IMD from March-May,2008
Parameters Maximum Minimum
Temperature (˚C) 38.1 16.5
Relative Humidity (%) 58 21
Wind Speed (kmph) 10.2 5.7
Wind Direction Predominant wind direction are W and NW
Rainfall (mm) 721.7
Source: Climatological Tables 1951-1980, IMD
10.3 WATER AND SOIL
The water environment refers to the surface and ground water characteristics in the study
area. Following section describes the different hydrological characteristics of surface water
and groundwater depth or level below the ground level. Water analysis was done for the
physico-chemical and biological as per norms. For the groundwater, samples are being
collected from the hand pumps and tested in the laboratories
10.3.1 Ground Water Table
The groundwater table of the Pune city as collected from the ESR (Environmental Status
Report) of PMC (Pune Municipal Corporation) is mentioned in Table 10.2
Table10.2 - Groundwater Table
Pre-Monsoon Post-Monsoon
Sr. Name of
No. Location/Village
2004 2005 2006 2004 2005 2006
1 Katraj 10.8 8.5 6.45 1.75 1.85 -
2 Dhanori 9.4 2.9 2.9 2.4 2.1 -
3 Urali Devachi 6.45 8.4 6 4.5 3.35 -
4 Sus 7.5 6.35 5.8 0.85 0.58 -
Source: ESR Report 2005-06 of PMC(Pune Municipal Corporation)
10.3.2 Ground Water Quality
Ground water samples from 4 representative areas were taken from sources near the
alignments and described in Table 10.3.
Table10.3 - Physico-chemical Characteristics Ground Water Monitoring
Desirable Limit
Drinking water
Khadki station
Kunbi sahkari
Bharat petrol
pump ( karve
Shivaji nagar
(durbankar)
Ashoka mall
Agricultural
Sr.
Parameters
No
college
road)
Bank
units
1. Colour Hazen C/L C/L C/L C/L C/L C/L 5

2. Odour - U/O U/O U/O U/O U/O U/O U/O
3. Turbidity NTU 1 1 1 1 1 1 5
4. pH 6.5-
7.65 8.05 7.25 7.35 7.46 7.92
-- 8.5
5. Conductivity us/cm 1072 170 420 795 660 692 -
6. Total Dissolve Solids mg/l 697 104 265 511 424 450 500
7 Alkalinity as CaCO3 mg/l 328 40 116 256 216 232 200
8. Total Hardness as CaCo3 mg/l 368 88 160 256 216 216 300
9 Calcium as Ca mg/l 115 16 58 96 74 74 75
10 Magnesium as Mg mg/l 20 12 4 4 8 8 30
11 Bicarbonate mg/l 400 49 142 312 264 283
12 Chloride as Cl mg/l 65 11 22 31 26 37 250
13 Sulphate as SO4 mg/l 80 15 34 56 45 40 200
14 Nitrate as NO3 mg/l 17 2 6 12 8 8.5 45
15 Fluorides as F mg/l 1.2 0.6 0.85 0.85 0.75 0.65 1
16 Phenolic compound as
BDL BDL BDL BDL BDL BDL 0.001
C6H5OH mg/l
17 Cyanide mg/l BDL BDL BDL BDL BDL BDL 0.05
18 Aluminium mg/l BDL BDL BDL BDL BDL BDL 0.03
19 Arsenic mg/l BDL BDL BDL BDL BDL BDL 0.05
20 Cadmium mg/l BDL BDL BDL BDL BDL BDL 0.01
21 Chromium as Cr+6 mg/l BDL BDL BDL BDL BDL BDL 0.05
22 Iron mg/l 0.7 0.1 0.16 0.17 0.2 0.15 0.3
23 Copper mg/l BDL BDL BDL BDL BDL BDL 0.05
24 Lead mg/l BDL BDL BDL BDL BDL BDL 0.05
25 Manganese mg/l BDL BDL BDL BDL BDL BDL 0.1
Desirable Limit
Drinking water
Khadki station
Kunbi sahkari
Bharat petrol
pump ( karve
Shivaji nagar
(durbankar)
Ashoka mall
Agricultural
Sr.
Parameters
No
college
road)
Bank
units
26 Mercury mg/l BDL BDL BDL BDL BDL BDL 0.001
27 Zinc mg/l 1 BDL 0.5 1 0.6 0.7 5
Source: Field Monitoring, Note: Units of all the parameters are mg/l except pH, Colour
and Turbidity Water
The quality of the well water was inferred in comparison with the National Standards of
Drinking Water Quality (IS: 10500, 1992). All the well water samples were colourless,
odourless and with agreeable taste. One sample had high turbidity and the samples showed
well-balanced pH. The chemical characteristics such as total hardness, chlorides, dissolved
solids, sulphates and nitrates were within limits. Among the metals analyzed iron, copper,
zinc, chromium, magnesium, cadmium, selenium, mercury and arsenic were not detected or
were within stipulated limits.
10.3.3 Surface Water Quality
The source of surface water of Pune is the Mula and Mutha river. The water has been
collected from this river at different locations. Table 10.4 describes the Surface water
quality of the Pune City as analysed from the samples taken from Mula-Mutha River.
Table10.4 - Physico-chemical Characteristics Surface Water Monitoring

Bridge (Mutha
(Mula -Mutha)
GarwareBridg
(Mutha river)
e (Mula river)
Bund Garden
Vitthalwadi
Desirable
Sangam
river)
limit
Unit
S. No. Parameters
Light Light Light
1 Colour Hazan Brownish darkish darkish greyish 5
Objection Objecti Objecti Objecti
2 Odour - able onable onable onable U/O
3 Turbidity NTU 26 32 30 28 5
4 pH -- 7.50 7.35 7.30 7.40 6.5-8.5
Bridge (Mutha
(Mula -Mutha)
GarwareBridg
(Mutha river)
e (Mula river)
Bund Garden
Vitthalwadi
Desirable
Sangam
river)
limit
Unit
S. No. Parameters
5 Conductivity uS/cm 550 640 690 460 -
Total Dissolve Solids
6 sum mg/l 360 448 476 325
7 Alkalinity as CaCO3 mg/l 140 165 173 115 200
Total Hardness as
8 CaCo3 mg/l 162 188 195 113 300
9 Calcium as Ca mg/l 35 52 60 27 75
10 Magnesium as Mg mg/l 18 14 11 11 30
11 Sodium mg/l 29.0 45.0 52.0 21.0 _
12 Potassium mg/l 8.0 11.0 9.0 11.0 _
13 Bicarbonate mg/l 171 201 211 140 _
14 Chloride as Cl mg/l 43 67 58 35 250
15 Sulphate as SO4 mg/l 35 42 47 23 200
16 Nitrate as NO3 mg/l 3.5 11.4 14 3 45
17 Fluorides as F mg/l 0.2 0.4 0.5 0.3 1
Phenolic compound
18 as C6H5OH mg/l BDL BDL BDL BDL 0.001
19 Cyanide mg/l BDL BDL BDL BDL 0.05
20 Aluminium mg/l BDL BDL BDL BDL 0.03
21 Arsenic mg/l BDL BDL BDL BDL 0.05
22 Cadmium mg/l BDL BDL BDL BDL 0.01
23 Chromium as Cr+6 mg/l BDL 0.02 0.035 BDL 0.05
24 Iron mg/l 0.25 0.6 0.48 0.05 0.3
25 Copper mg/l BDL BDL BDL 0.02 0.05
26 Lead mg/l BDL BDL BDL BDL 0.05
27 Manganese mg/l BDL BDL BDL BDL 0.1
28 Mercury mg/l BDL BDL BDL BDL 0.001
29 Zinc mg/l 0.4 1.6 1.5 0.8 5
Bridge (Mutha
(Mula -Mutha)
GarwareBridg
(Mutha river)
e (Mula river)
Bund Garden
Vitthalwadi
Desirable
Sangam
river)
limit
Unit
S. No. Parameters
30 DO mg/l 1.2 0.6 0.5 2.5 _
31 COD mg/l 21 35 42 16 _
32 BOD mg/l 12 12 15 5 _
Source: Field Monitoring

Note: Units of all the parameters are mg/l except pH, colour and Turbidity
10.4 GEOLOGY AND SOIL
Almost the entire morphological strata of the city comprises of stratified trap, beds of basalt
and amygdaloid alternate, whose upper and lower planes are strikingly parallel to each
other. Barometric measurements and the course of the rivers show a fall in level to the east,
and Southeast.
However, soil samples were collected and analyzed and the results are presented in Table
10.5 and 10.6. It is observed that the soil of the project area is sandy loamy to clayey loam in
texture and dark grey to dark brown in colour.
Table 10.5 - Soil Type
Sand Silt Clay

Sr. No. Sampling station sampling code Soil texture
(%) (%) (%)
1 Swargate S1 Sandy Loam 62 22 16
Sandy clayey
2 Khadki station S2
loam 55 20 25
3 Bund garden S3 Sandy loam 62 16 22
4 Null stop S4 Clayey loam 35 33 32
5 Sant tukaram nagar S5 Sandy loam 58 19 23
Table 10.6 - Physico-chemical Quality of Soil
S.No. Parameter Units S1 S2 S3 S4 S5

Dark Dark
1 Hazan Brownish Brownish Brownish Brownish Brownish
2 pH - 6.8 7.2 7.3 6.9 7.2
Sandy Sandy clay Sandy Sandy

3 Soil Texture - Loam Loam Loam Clay Loam Loam
Infiltration Cm/hr
4 Rate 1.35 1.20 1.50 1.10 1.65
gm/cc
5 Bulk Density 1.40 1.58 1.47 1.65 1.48

6 Porosity % 39 30 41 32 42
Moisture %
7 content 10.5 15.3 12.5 16.8 13.0
%
8 Organic Carbon 0.180 0.350 0.290 0.420 0.200
%
9 Organic matter 0.31 0.60 0.50 0.72 0.34
Total Kjeldahl
10 Nitrogen (%) 0.015 0.028 0.034 0.038 0.022
kg/ha
11 Phosphorus 28 42 70 48 40
Kg /has
K%
12 Potash 180 220 246 260 260
10.5 GREEN COVER
The proposed corridors do not pass through any reserve/protected forest in its entire
length. Moreover, no forests are found in its indirect impact zone as well (7km radius).
However, significant amounts of road side vegetation are observed in 20 m band of metro
corridor. There are over 2500 trees along the project site. The main trees which were found
on the site are, Eucalyptus, Sisham, Toot, Arjun, Neem, Pipal, Banyan, Baigad, Kassod.
Copper pod (Peltophorum ferruginum), Gulmohar (Delonix regia), Silver Oak (Grevillea
robusta ), Bottle palm (Roystonea regia), Asoka (Polyalthia longifolia var. pendula) Fountain
tulip (Spathodea companulata) Sayami Cassia (Cassia siamea) Neelmohor (Jacaranda
mimisaefolia) and Cork (Millingtonia hortensis), & Mangnifera indica.
10.6 AIR QUALITY
As part of the study, ambient air quality monitoring has been carried out by setting up
ambient air quality monitoring stations at 8 locations for the parameters SPM, RPM, SO 2 and
NO x . The ambient air quality stations were selected taking into the view of traffic flow and
strategic locations on the proposed metro rail route. Sampling was done during May 2008
at the 5 locations along the proposed alignment. The sampling locations are given in Table
10.7.
Table 10.7 - Details of AAQ Monitoring Locations
Sr. No. Name of the code Name of Location/village

1 AAQ1 Karve road
2 AAQ2 Pimpri-Chinchwad
3 AAQ3 Swargate
4 AAQ4 Nalstop
5 AAQ5 .Khadki Railway station
6 AAQ6 Agricultural University
7 AAQ7 Law College
Source: Field monitoring
The air quality as monitored is given in Table 10.8.
Table 10.8 - Overall Baseline ambient Air Quality
Standards (Concentration in 98th Percentile Values (µg/mg3)

µg/mg3) SPM RSPM SO 2 NO x
24 hours**
Industrial Area 500 150 120 120
Residential, Rural & Other Areas 200 100 80 80
Sensitive Areas 100 75 0 30
Village Name SPM RSPM SO 2 NO x
Karve road 170.0 64.0 12.5 15.0
Pimpri chinchwad 176.0 68.5 18.0 20.0
Standards (Concentration in 98th Percentile Values (µg/mg3)

µg/mg3) SPM RSPM SO 2 NO x
24 hours**
Swargate 296.5 93.0 30.5 48.5
Nalstop 293.0 95.5 38.0 42.5
.Khadki Railway station 169.5 63.0 15.0 13.0
Agricultural University 158.5 54.0 15.0 15.0
Law College 132.0 44.0 11.0 11.0
** 24 hourly/ 8 hourly values should be met 98% of the time of the year. However 2% of the time
it may exceed but not on two consecutive days
With respect to pollutants the results of the monitoring program indicate the following:
 Levels of SPM are high and exceed NAAQS. SPM levels exceeded the NAAQS (Annual
Average) in residential areas whereas in industrial areas they were within the NAAQS
(Annual Average).
 Levels of RSPM are well within the limits of NAAQS.
 Levels of SO2 are well within the prescribed limits of NAAQS at all receptors.
 Levels of NOX are also within prescribed limit at some receptors, while at some places
like Swargate and Nalstop the values are slightly high.
10.7 SEISMICITY
The City spans over an area of 146 square kilometres with around 40 per cent of area under
greenery. Pune lies in the seismically active zone of Koyna Region, which is about 100 km
south of the city. Pune has experienced some moderate-intensity and many low-intensity
earthquakes.
10.8 NOISE LEVELS
The noise levels were measured at 7 locations along the project alignment at 1.0 km away
from the source as per standard practice. The noise level ranges are summarized in Table
10.9. It could be concluded that the noise levels recorded at various stations are generally
higher than the permissible level of 65db (day) and 55db (night) for commercial areas and
55db (day) and 45db (night) for residential areas.
Table-10.9 - Noise levels at different Location
Noise Day Night

Location L Max L Min Leq L10 L50 L90 L Max L Min Leq L10 L50 L90
Karve road 72 63 68.58 70.5 68 65 65 56 62.02 65 61 57.4
Pimpri –
chinchwad 72 61 67.48 70 66.5 63.5 64 54 60.54 64 59 55.4
Swargate 68 62 65.40 67 65.5 63 65 57 61.24 63.6 60.5 57
Nalstop 73 68 70.67 72 70 68 67 61 64.35 67 63.5 61
Khadki
railway
station 70 62 66.66 69 66 63.5 62 57 60.01 62 59.5 57
Agricultural
university 70 62 67.09 69.5 66.5 63 64 58 61.95 64 61.5 58.7
Law college 67 55 62.62 65.5 62 56 62 53 58.33 61.3 57 53.7
Source: Field monitoring
10.9 SOCIO-ECONOMICS
The population of Pune City is 2695911 as per 2001 census. Rapid industrialization of the
area led to high population growth since independence and has led to a high population
density. The city is divided into three subdivisions viz. Kirkee Extension( Cantonment
Board), Pune Cantonment and Pune Municipal Corporation area. Table 10.10 depicts the
demographic profile of the Pune city.
Table 10.10 - Demographic Profile of Pune city
Parameters Kirkee (CB) Pune (CB) Pune (M.corp.) Total

Total 77,473 79965 2,538,473 2695911
population
Male 43,386 41,241 1321,338 1405965
Female 34087 38,724 1,217,135 1289946
Population 8776 79965 302,960 391701
under 6 years
of age
Male 4694 4240 158,672 167606
Parameters Kirkee (CB) Pune (CB) Pune (M.corp.) Total

Female 4082 4042 144,288 152412
Sex ratio 786 939 921 2646
Sex ratio (0-6) 870 953 909 2732
Source: census of India 2001
From Table 9.9, it can be observed that the gender ratio of the area is low and stands at 786.
This is due the general low gender ratio in Maharashtra and also the high rate of in-
migration to the city of labourers who come alone and leave their families behind in the
villages. The population below 6 years was also found to be low.
The Literacy rate of the area is quite high and stands at 88.9%. The female literacy rate of
the study area which is 87.73% is lower than the male literacy rate.
The economy of the city and its local planning area is based mainly on trade and commerce
and on manufacturing industries including hosiery, cycle, sewing machines, textiles and
other industries. Real estates, financial and banking services also contribute to the economic
wellbeing of the city.
10.10 ENVIRONMENTAL IMPACTS
Based on the project particulars and existing environmental conditions potential impacts
have been identified that are likely to result from the proposed metro rail project. The
positive environmental impacts includes reduction in traffic congestion, quick service and
safety, less fuel consumption, reduction in air pollution, reduction of noise level and Better
roads
10.11 COMPONENTS OF IMPACT ASSESSMENT
The construction and operational phase of the proposed project comprises various activities
each of which may have an impact on environmental parameters. Various impacts during
the construction and operation phase on the environment have been studied to estimate the
impact on the environmental attributes and are discussed in the subsequent section. The
probable impacts of each of these activities on various sectors of environment have been
mentioned below under three headings:
• Impacts due to Project Location

• Impacts during Construction Phase
• Impacts during Operational Phase
All the potentially significant environmental impacts from the project are tabulated as
below in Table 10.11
Table 10.11 – Potential Significant Environment Impacts
Negative Positive No
S. No. Parameters
Impact Impact Impact
A. Impacts due to Project Location
i. Change of land use 
ii. Loss of trees/vegetation 
iii. Impact on archeological property 
B. Impacts due to Project Construction
Soil Erosion, pollution and health risk
i. 
at construction site
Traffic Diversion and risk to existing
ii. 
buildings
iii Impact on water Quality 
C. Impact during Project operation
i Oil Pollution 
ii Noise and vibration 
iii Accidental Hazards 
iv Water Supply 
v. Metro station refuse 
vi. Visual Impact 
D. Positive Impact
i Traffic congestion 
ii Quick Service and safety 
iii Less fuel consumption 
iv Better roads 
v Reduction in air pollution 
vi Employment opportunity 
10.11.1 Land-Use Changes
The align will not have much affect on the landuse of the city. The alignment contains both
elevated and underground section along the road divider. Some residential and
commercial buildings will be affected situated on the route of the alignment.
10.11.2 Loss of trees
The proposed metro lines are in urban/ city area and will not pass through any
forests.However, due to the proposed metro construction about 685 mature trees are
likely to be lost. With removal of these trees the process for CO2 conversion will get
effected and the losses are reported below:
Total Number of Mature Trees About 685

Decrease in CO 2 absorption @ 21.8kg per year /tree for 8 years 161843kg
Oxygen production @ 49kg per year /tree for 8 years 363776kg
The total value of these trees lost is Rs. 8.22lacs as shown in table below:-
Total Loss of trees (No.)

Average cost of one tree (Rs.)
Total Loss (Rs.) Rs. 8.22 lacs
The main species are Githithi, Babul, Seshum, Neem, Peepal, Keekar, Pilkhan, Kakri,
Chokar, Laspasia, Sahtut, Bargad, Gulmohar, Baikan, Rudrakash, etc.
10.11.3 Displacement of the people
There will be land acquisition only near the underground stations and places where there
will be interchanges. It has been estimated after preliminary survey that there will be 480
structures affected due to land acquisition.
10.11.4 Shifting of Utilities and Drainages
There will be shifting of existing water supply pipelines, electrical lines and sewerage
lines. There is surface water body such as drains and canals joining the Mula and Mutha
River cutting the proposed corridor. Therefore cross drainage works such as bridges,
culverts etc. will be required. Since this will affect construction and project
implementation time schedule/costs for which necessary planning/action needs to be
initiated in advance.
10.12 IMPACT DURING CONSTRUCTION PHASE
The most likely negative impacts related to the construction works are given below.
• Pressure on local Infrastructure

• Soil erosion problems
• Solid Waste Generation
• Health risk at construction site,
• Traffic congestion and diversion problems,

• Excavated and Construction material Disposal problems,
• Water Contamination Problems
• Impact on Air Quality
• Impact on Noise Quality
• Displacement.
10.12.1 Pressure on Local Infrastructure
Considering the nature and the magnitude of the project, impact shall be short term and
low in magnitude and are limited to construction phase only.
10.12.2 Soil Erosion
The vegetation and top soil shall be disturbed during the construction stage due to
excavation and movement of vehicles and equipment. The spillage of oil from machinery
or cement residual from concrete mixer plants might contaminate the soil if not properly
collected and disposed off.
10.12.3 Solid waste Generation
Problems could arise from dumping of construction spoils (Concrete, bricks) waste
materials (from contractor camps) etc. causing surface and ground water pollution.
However, it is proposed to have mix concrete directly from batching plant for use at site.
Batching plants will be located away from the site. The other construction material such as
steel, bricks, etc. will be housed in a fenced stored yard. The balance material from these
yards will be removed for use/disposal.
10.12.4 Health Risk at Construction Site
At the project site direct exposure to dust generation is likely to cause health related
impact especially dust related diseases. This would be minimized by providing suitable
respiratory personal protective equipments (PPE) such as nose mask with suitable filters
etc.
10.12.5 Traffic Congestion and Diversion Problems
Most of the roads of the project area are broad with traffic signals in proper places but in
some areas has congested stretches where traffic movement is very slow and roads are
very narrow. Hence, traffic congestion during the construction phase will be a major issue.
10.12.6 Water Contamination Problems
Within the vicinity of project site no major / designated water body except one irrigation
canal are present. Also since all construction related activities will primarily be confined
to the enclosed corridor, hence no major impacts are anticipated.
10.12.7 Impact on Air quality
Potential impacts on the air quality during the construction stage will be due to the
fugitive dust and the exhaust gases generated in and around the construction site.
10.12.8 Impact on Noise Quality
Due to the various construction activities, there will be short-term noise impacts in the
immediate vicinity of the project corridor. The impact will be felt more in the congested
areas where utmost care has to be taken to reduce noise generation by using acoustic
enclosures.
10.12.9 Social Impact
As local labours will be hired from the vicinity of the project site and shall be utilized for
the construction purpose and all the activities shall be confined to the project site only,
hence no adverse social impacts are envisaged due to the proposed project.
10.13 IMPACT DURING OPERATION PHASE
The project may cause the following negative impacts during operation of the project due
to the increase in the number of passengers and trains at the stations:
• Impact on Land Environment

• Noise pollution,
• Water supply and sanitation at Stations,
• Refuse disposal and sanitation, and
• Visual Issues
10.13.1 Impact on Land Environment
As the metro corridor will pass through some congested stretches of

residential/commercial areas, there would be increased scope for commercial, industrial
and residential development along the project corridor.
10.13.2 Noise Pollution
The maximum noise level has been estimated as 64 dB(A) including background noise
level as 20 dB(A) inside the Metro Noise level at a distance of 12.5m, 25m, and 50m from
the alignment have been calculated similarly and these comes out to be 57.2, 54.2 and 45.2
dB(A) respectively.
10.13.3 Impact on Water System
Thus the water demand on one station works out to be about 11kld, out of them 7.5 kld
wastewater will be generated at each station that will be treated in the treatment plant. In
addition, water will be required for contractor’s camps during construction.
10.14 BENEFICIAL IMPACTS OF THE PROPOSED PROJECT
Positive impacts have been listed under the following headings:
• Employment Opportunities
• Less Air Pollution
• Quick Service and Safety
• Less Fuel Consumption and Carbon Dioxide Reduction
10.14.1 Employment Opportunities
The project is expected to generate employment in the secondary and tertiary sector
during construction and operation phase. During the construction phase, there will be
requirements for unskilled labourers.
10.14.2 Less Air Pollution
Introduction of Mass Rapid Transport System will reduce the traffic load on the roads.
Many vehicle owners and users of auto-rickshaw will shift to metro rail as it will be a
faster and convenient mode of transport. Thus reduction of traffic will lead to reduction of
automobile emission and consequently air pollution.
10.14.3 Quick Service and Safety
The metro rail system would be more efficient and faster as compared to the traditional
mode of travel. Also reduction of congestion will make the roads safer and will reduce the
incidence of accidents.
10.14.4 Less Fuel Consumption
Reduction of cars and other forms of personal vehicles will help in reduction of fuel
consumption in the city.
10.15 SUMMARY OF IMPACTS AND MITIGATION MEASURES
A summary of the potential environmental impacts during construction and operation

phase along with recommended mitigation measures is presented in matrix format in
Table 10.12.
Table 10.12 - Environmental Impacts and Mitigation Measures
Area Impacts Mitigation Measures

Construction Phase
Topography • Change in existing profile of • Suitable seismic design of the
and geology the land-use proposed corridor structures will be
• Disturbance on geological adopted to mitigate the earthquake
setting due to quarrying. impacts.
Soil • Loosening of soil due to • Adequate drainage, embankment
excavation, resulting increased consolidation & slope stabilization
soil erosion. will be taken along the road to avoid
soil erosion.
Water use • Impact on the local water • Maximum rainwater harvesting and
sources due to use of minimum use of existing water
construction water. sources for construction will be
ensured to minimize likely impacts
on other users.
Water quality • Increase of sediment load in • Sediment traps will be provided to
the run off from construction reduce sediment load in
sites construction wastewater.
• Water pollution due to sewage • Proper sanitation facilities will be
from construction camps. provided in construction camps.
Air quality • Deterioration of air quality due • Construction materials will be
to fugitive dusts emission from stored in enclosed spaces to prevent
construction activities and fugitive emissions.
vehicular movement along • Truck carrying soil, sand and stone
unpaved roads. will be duly covered to avoid
• Deterioration of air quality due spilling.
to gaseous emissions from • Adequate dust suppression
construction equipment & measures will be undertaken to

vehicular traffic. control fugitive dust.
• Deterioration of air quality due • Low emission construction
to emission from asphalt and equipment & vehicles will be used.
hot mix plants.
Noise level • Increase in noise level due to • Protective gears such as ear plugs
operation of construction etc. will be provided to construction
equipment & vehicular traffic. personnel exposed to high noise
levels as preventive measure.
• Low noise construction equipment
will be used.
• Construction activities carried out
near residential area will be
scheduled to the day time only so
that minimum disturbances are
caused to people.
Floral & fauna • Loss of 900 trees due to • Preferential plantation of flowering
construction of proposed trees with less timber & fruit value
Metro corridor will be carried out.
• Cooking fuel will be provided to
construction workers to avoid
cutting/felling of trees for fuel wood.
• Compensatory trees cost of
compensatory afforestation will be
provided.
Rehabilitation • No Impact will take Place
&resettlement
Employment • The construction will improve • Most of the construction labourers
and trading the job opportunities will be recruited from local areas to
opportunities alleviate social tension of migration.
• Some of the construction materials
like stone chips & sand will be
procured locally.
Operation Phase
Land-use & • Change of land use by • Planning agencies and Collector/
Encroachment squatter/ encroachment within Revenue Officer will be made
ROW and induced involved for controlled development
development outside the ROW. and prohibiting squatter/
encroachment within ROW.
Drainage • Filthy environment due to • Drainage system will be properly

improper maintenance of maintained.
drainage.
Air quality • The proposed project will
provide a reduced vehicular
emission load atmosphere
Noise level • Noise pollution due to • Regular monitoring of noise level at
operation phase of proposed specified locations will be
Metro rail corridor conducted.
Access • The proposed corridor will
help to increase the
accessibility of the project site
Road safety • Less vehicular movement will • Road signs, road markings, kerb
result to less accidental paintings and road furniture like
scenario overhead gantry signs, roadway
delineators etc. will be provided.
• Adequate illumination will be
provided at interchange locations
• Periodical inspection of the corridor
will be conducted to detect
anomalies in pavement.
10.16 ENVIRONMENTAL MANAGEMENT PLAN
Based on the environmental baseline conditions, planned project activities and its impact
assessed, which needs to be taken to implemented are given in this section.
10.16.1 Mitigation Measures
Based on the project description, environmental baseline data and environmental impacts,
it is proposed to prepare the environmental management plan for the following:
a) Compensation for loss of land

b) Compensation for loss of trees
c) Compensatory afforestation and fencing
d) Compensation for relocation / resettlement
e) Water supply and sanitation
f) Noise control
g) Vibration control
a) Compensation for loss of land
The cost of land for compensation is taken under the project cost.
b) Compensation for loss of trees
Compensation will be given for all trees which will be destroyed during construction
activity.
c) Compensatory afforestation
According to survey, about 685 trees are likely to be lost due to the project along the
alignment. Five times the number of trees is proposed to be planted. Hence near
about 3425 plants are required to be planted in the project area at a total cost of Rs. 1
lakh. It is presumed that government land will be provided for afforestation; hence no
land cost will be involved.
d) Compensation for relocation/resettlement
The project involves relocation of shops, commercial cum residential buildings along
the alignment. Compensation will be paid as per Government policy.
e) Water supply and sanitation
The public health facilities such as water supply sanitation and toilets are much
needed at project location. Water should be treated before use upto WHO standards.
In addition, water will be required for contractor’s camps during construction for
which additional arrangements have to be made in consultation with the Corporation
of Pune. The collection and safe disposal of human wastes are among the most
important problems of environmental health. During the operation phase, adequate
water supply and sanitation facilities would be made available at all the stations.
Properly designed rain water harvesting systems will be installed at all stations to
conserve water.
f) Noise
There will be an increase in noise level in ambient air due to construction and
operation of metro rail. The increase in levels is marginal; hence local population will
not be adversely affected. However, the exposure of workers to high noise levels
especially near engine, vent shaft, etc. need to be minimized. This can be achieved by
job rotation, automation, protective devices, noise barriers, and soundproof
compartments, control rooms, etc. The workers employed in high noise level area
could be employed in low noise level areas. Automation of equipment and
machineries, wherever possible should be done to avoid continuous exposure of
workers to noise. At work places, where automation of machineries is not possible, the
workers exposed to noise should be provided with protective devices. Special acoustic
enclosures should be provided for individual noise generating equipments, wherever
possible.
g) Vibration control
Vibration emanates from rail-wheel interaction and the same can be reduced by
minimizing surface irregularities of wheel and rail, improving track geometry,
providing elastic fastenings, and separation of rail seat assembly from the concrete
plinth with insertion of resilient and shock absorbing pad.
10.17 ENVIRONMENTAL MONITORING PLAN
The environmental monitoring will be required for the construction and operational
phases. The parameters to be monitored are water quality, air quality and noise level.
a) Water quality
Water quality parameters can be monitored one year before the construction, during
the construction phase and also for one year after the completion of the project.
Monitoring shall be carried out at least four times a year to cover seasonal variations.
The parameters for monitoring will be pH, total dissolved solids, chlorides, nitrates,
sulphates, total suspended solids, calcium, iron, fluoride, total alkalinity, oil and
grease, etc. Locations for monitoring can be decided after the construction phase. The
cost of water quality analysis for four locations works out to be Rs 4.00 lakhs.
b) Air quality and noise level
Ambient air quality and noise level should be monitored one year before the
construction, during the construction phase, and for one year after the completion of
the project. The proposed monitoring program for field monitoring and laboratory
analysis of air and noise is given in Table 24. The cost of ambient air quality and noise
level monitoring works out to be Rs 15.20 lakhs.
10.18 ENVIRONMENTAL MANAGEMENT SYSTEM
The environmental management system constitutes provision of an environmental

division, which should be staffed by an environmental engineer/officer, an environmental
assistant and two other assistants. The task assigned should include supervision and
coordination of monitoring and implementation of environmental mitigation measures.
An environmental advisor shall review progress of the division every year.
Chapter - 11
Cost Estimates
11.1 Introduction
11.2 Capital Cost Estimate Corridor-I
11.3 Capital Cost Estimate Corridor-II
11.4 Civil Engineering Works
11.5 Depot
11.6 Utility Diversions
11.7 Environmental Impact Assessment
11.8 Rehabilitation and Resettlement
11.9 Traction and Power Supply
11.10 General Charges and Contingences
11.11 Signalling and Telecommunication Works
11.12 Automatic Fare Collection
11.13 Rolling Stock
11.14 Taxes and Duties
CHAPTER - 11
COST ESTIMATES
11.1 INTRODUCTION
Detailed cost estimates for Corridor-1 (PCMC - Swargate) and Corridor-2 (Vanaz – Ramvadi)
have been prepared covering civil, electrical, signalling and telecommunications works,
rolling stock, environmental protection, rehabilitation, etc. considering 25 kV ac Overhead
Traction System at November 2015 price level.
While preparing the capital cost estimates, various items have generally been grouped
under three major heads on the basis of (i) route km length of alignment, (ii) number of
units of that item, and (iii) item being an independent entity. All items related with
alignment, whether elevated or at-grade or underground construction, permanent way,
traction, Signalling & telecommunication, whether in main lines or in maintenance depot,
have been estimated at rate per route km basis. Cost of station structures, other electrical
services at these stations including Lifts & Escalators and automatic fare collection (AFC)
installations at all stations have been assessed in terms of each station as a unit. Similarly
Rolling stock costs have been estimated in terms of number of units required. In remaining
items, viz. land, utility diversions, rehabilitation, etc. the costs have been assessed on the
basis of each item, taken as an independent entity.
In order to arrive at realistic cost of various items, costs have been assessed on the basis of
accepted rates in various contracts recently awarded by DMRC for their ongoing works of
Phase-III duly correcting them for the system proposed for the Pune Metro. A suitable
escalation factor has been applied to bring these costs to November 2015 price level. In
some of the tenders, there is an element of taxes, which has been excluded for working out
the project cost. However the details of taxes and duties are worked out separately.
The capital cost has been worked out for Corridor-1 and Corridor-2 with Depots near Hill
Range station for Corridor-1 and at Kothrud (Kachara depot) near Vanaz station for
Corridor -2.
CHAPTER 11 – COST ESTIMATES
11.2 CAPITAL COST ESTIMATE –CORRIDOR 1
The overall capital cost for PCMC - Swargate Corridor, at November 2015 price level, works
out to Rs.5333 crores, excluding taxes and duties, but including general charges & design
Table 0.10 - Capital Cost Estimate of PCMC – Swargate (Corridor I )

Nov 2015 Prices
Corridor I (PCMC-SEWARGATE SECTION)
Total length = 16.589 km, UG= 5.019 km (TBM = 4.114 km, C&C = 0.905 km), Elv = 11.570 km
S. No. Amount
Item Unit Rate Qty. (Rs. in Cr.)
Without taxes
1.0 Land 503.94
1.1 R & R incl. Hutments etc. R Km 3.55 17.589 62.40
2.0 Alignment and Formation
Underground section by T.B.M

2.1 excluding station length (260m R. Km. 150.00 3.074 461.10
each)
Underground section by Cut &
2.2 Cover excluding Station length R. Km. 100.00 0.385 38.50
(260m each)
2.3 Elevated section including 33.00
station length R. Km. 11.570 381.81
2.4
19.80
Entry to depot at grade R. Km. 1.000 19.80
3.1 Underground Station(260 m
length) incl. EM works, lifts,
escalators, VAC etc. Each
a Underground Station- Civil
works Each 150.00 6.000 900.00
b Underground Station- EM works
etc. Each 60.00 6.000 360.00
a Type (A) way side- civil works Each 26.00 5.000 130.00
b Type (A) way side- EM works
etc Each 11.81 5.000 59.05

e Type (C), Terminal station -civil
works Each 29.01 2.000 58.02
f Type (c), Terminal station -EM
works Each 11.81 2.000 23.62
3.3 Metro Bhawan & OCC bldg. LS
a Metro Bhawan & OCC bldg.-civil LS
works 56.25
b Metro Bhawan & OCC bldg.-EM LS
works etc 18.75
Sub Total (3) 1681.09
4.0 Depot LS
5.0 P-Way
5.1 Ballastless track for elevated &
underground Section R. Km. 7.85 16.589 130.22
5.2 Ballasted track for at grade
R. Km. 3.93 5.000 19.63
alignment in depots
6.0 Traction & power supply incl.
OHE, ASS etc. Excl. lifts &
Escalators
6.1 UG Section R.Km. 15.39 5.019 77.25
6.1 Elevated & at grade section R.Km. 10.34 12.570 129.98
7.1 Sig. & Telecom. R. Km. 15.73 17.589 276.63
a)Underground section Each 5.41 6.000 32.45
b) Elevated stations Each 5.41 9.000 48.67
8.0 Misc. Utilities, roadworks, R. Km.
other civil works such as
median stn. signages
Environmental protection
a Civil works+EM works R. Km. 7.18 16.589 119.15
Sub Total (10) 805.62
security
11.0 Total of all items except Land 4391.90

12.0 General Charges incl. Design
charges @ 5 % on all items
except land 219.60
13.0 Total of all items including G.
Charges except land 4611.50
11.3 CAPITAL COST ESTIMATE –CORRIDOR 2
The overall capital cost for Vanaz – Ramvadi Corridor at November 2015 price level, works
out to Rs. 2794 crores, excluding taxes and duties, but including general charges & design
PUNE METRO
Capital Cost Estimate
November 2015 Prices
Corridor II (VANAZ-RAMVADI SECTION)
Total length = 14.665 km, UG= 0 km , Elv = 14.665 km
S. No. Amount (Rs.
Item Unit Rate Qty. in Cr.)
Without taxes
1.0 Land 282.77

1.1 R & R incl. Hutments etc. R. Km. 3.55 15.665 55.58
2.0 Alignment and Formation
2.1 Elevated section including

station length R. Km. 33.00 14.665 483.97
2.2
Entry to depot at grade R. Km. 19.80 1.000 19.80
a Type (A) way side- civil works Each 26.00 12.000 312.04
b Type (A) way side- EM works etc Each 11.81 12.000 141.69

e Type (C), Terminal station -civil
works Each 29.01 2.000 58.02
f Type (c), Terminal station -EM
works Each 11.81 2.000 23.62
3.3 Metro Bhawan & OCC bldg. LS
a Metro Bhawan & OCC bldg.-civil LS
works 0.00
b Metro Bhawan & OCC bldg.-EM LS
works etc 0.00
4.0 Depot LS
5.0 P-Way
5.1 Ballastless track for elevated &
underground Section R. Km. 7.85 14.665 115.16
5.2 Ballasted track for at grade
R. Km. 3.93 5.000 19.63
alignment in depots
6.0 Traction & power supply incl.
OHE, ASS etc. Excl. lifts &
Escalators
6.1 Elevated & at grade section R.Km. 10.34 15.665 161.99
7.1 Sig. & Telecom. R. Km. 15.73 15.665 246.37
Elevated stations Each 5.41 15.000 81.12
8.0 Misc. Utilities, roadworks, R. Km.
other civil works such as
median stn. signages
Environmental protection
a Civil works+EM works R. Km. 3.79 14.665 55.57
Sub Total (9) 55.57
Sub Total (10) 296.81
security
11.0 Total of all items except Land 2261.18
12.0 General Charges incl. Design
charges @ 5 % on all items
except land 113.06
13.0 Total of all items including G.

Charges except land 2374.23
11.4 CIVIL ENGINEERING WORKS
11.4.1 Land
i) Land requirements have been kept to the barest minimum & worked out on area basis.
For underground and elevated alignment, no land is proposed to be acquired
permanently, except small areas for locating entry/exit structures, traffic integration,
etc. at stations, and wherever the alignment is off the road.
ii) Major area 31.64 Ha of land proposed to be acquired is of Govt. land including 11.51
Ha. for Agricultural University Area depot and 12.11 Ha. for Kothrud Depot. In
addition to this, 12.62.Ha private land is proposed to be acquired.
iii) In addition to the lands required permanently, 9.5 Ha of private land is temporarily
required for construction depots. Ground rent charges for 3 years @ 6% per year of
the cost of land have been provided for, in the project cost estimates.
iv) Total land requirements for Corridor -1 have been worked out to 17.47 Ha. of Govt.
land and 17.34 for Corridor -2 land requirements have been worked out to 14.17 Ha
of Govt. land and 4.78 Ha of Private land including 12.11 Ha for car maintenance depot
at Kothrud and 0.5 Ha. for temporary construction depot.
v) It is envisaged that requirement of land remain same for underground and elevated
options as no acquisition of land (except off the road locations) is proposed in running
section of viaduct in case elevated sections. Requirement of land at station locations is
increased marginally in case of underground sections as certain facilities such as DG
set, Chilling Plant, Pump House and cooling Towers are required to be constructed at
surface. Land required for depots and construction depots remains same in both the
cases
vi) Maharashtra Infrastructure Development Board (MIDB) has identified 23.96 Ha of

land for Property Development. However, only 6.44 Ha land has been considered for
funding the project after its commercial exploitation. The small plots identified have
not been considered since the Developer will not like to take up property development
in small plot areas at several locations. In addition to 6.44 Ha land, it is assumed that
the FAR equivalent 4.0 Ha of the land at University Depot will also be made available
for Property Development for funding the project. The total land area considered for
property development for funding of project is 10.44 Ha. The property development
shall be taken either by BOT operator or private agency.
vii) Details of Land requirement and its cost are given at Table No. 11.3, 11.4 and 11.5.
11.4.2 Formation, Alignment
i) Underground section:- Rates adopted are based on the cost assessed for Delhi-Metro
works underground alignment. Cost are worked considering underground alignment
to be done by Tunnel Boring Machines, except 260m lengths for each station, which is
proposed to be done along with station work. All the stations are proposed to be
constructed by cut & cover method.
ii) Elevated Section: Rates are based on accepted rates for ongoing works of Delhi
Metro, duly updated to November 2015 price level. Cost of viaduct length for station
has been included in elevated section.
11.4.3 Station Buildings
i) Underground Stations: Rates for underground stations are based on cost assessed
for similar works for Delhi Metro Station works duly updated to November 2015 price
level. This work cover U.G. alignment, as well as, other civil electrical works like
ventilation, air-conditioning, lifts & escalators, but does not cover P-way, O.H.E,
signaling and interlocking works, AFC installations.
ii) Elevated Stations: Estimated rate is based on accepted rates for stations on Delhi
Metro, duly updated to November 2015 price level. The cost includes the general
services at the stations but excludes the cost of viaduct, lifts & escalators, which have
been considered separately under, respective items.
11.4.4 Permanent Way
For elevated and underground sections, ballastless track and for at-grade section and Depot
ballasted track has been planned. Rates adopted are based on accepted rates for ongoing
works of Delhi Metro, duly updated to November 2015 price level and duly corrected for the
systems proposed for Pune Metro.
11.5 DEPOT
Separate Car Maintenance Depot-cum-Workshop for Corridor-1 and Corridor-2 have been
proposed at Agricultural University area and Kothrud respectively. The two depots are
planned at ground level. Costs have been worked out for various items of building, elevated
structures, tracks, boundary wall & plants machinery etc.
11.6 UTILITY DIVERSIONS
The costs of utility diversions involved in the stretch have been considered separately and
provided for in the estimate. In addition to sewer/drainage/water pipelines other important
utilities works considered are road diversions, road restoration etc. Cost provision has been
made on route km basis based on experience of Delhi Metro.
11.7 ENVIRONMENTAL IMPACT ASSESSMENT
Provision for environmental impacts of the proposed two Corridors of Pune Metro has been
made to cover various protection works, additional compensatory measures, compensation
for loss of trees, compensatory afforestation and fencing, monitoring of water quality,
air/noise pollution during construction, establishment of Environmental Division.
11.8 REHABILITATION & RESETTLEMENT
Provision towards compensation/rehabilitation of structure likely to be affected has been

assessed. Sufficient provision is kept in the estimate to cover the cost of shifting of
structures.
11.9 TRACTION & POWER SUPPLY
Provisions have been made to cover following subheads:

• OHE
• Receiving-cum-Traction Sub-stations including cables.
• ASS for elevated and at-grade stations.
• Service connection charges for Receiving Sub-stations.
• Scada augmentation.
• Miscellaneous items e.g. illumination, lifting T&P, etc.
The rates adopted for various items are based on costs of works being done for Delhi Metro
Phase-II, duly updated to November 2015 price level.
11.10 ELECTRICAL SERVICES AT STATIONS
These are included in estimated costs of stations. Cost of escalators for elevated stations
have not been included in station costs, and therefore, are provided under electrical
estimates & shown separately.
11.11 SIGNALLING & TELECOMMUNICATION WORKS
The rates adopted are based on assessment done considering rates of similar sub-system on
Delhi Metro, duly updated to November 2015 price level and TPWS works. These rates
include escalation during manufacture & supply of equipment and their installation at site,
but exclude CD and WT.
11.12 AUTOMATIC FARE COLLECTION
Adopted rates are based on assessment done considering rates of similar works in progress
on Delhi Metro, duly updated to November 2015 price level. These rates exclude CD & WT,
but include escalation during the period of equipment manufacture and their supply,
including installation.
11.13 ROLLING STOCK
The estimated cost per coach at November 2015 Price level exclusive of taxes and duties has
been taken as Rs. 10.60 crores per coach.
11.14 TAXES AND DUTIES
The component of Import Duty, Excise Duty and VAT is not included in the Capital cost
estimated. The estimated taxes and duties work out to Rs. 1017 crores and Rs. 515 crores
for corridor-1 and 2 respectively (Table 11.6 and 11.7)
Table - 11.3 Details of Land cost (Corridor-1)

PCMC- Swargate Corridor
A. Land Requirement for Alignment
PLOT AREA COST
S.NO. LOCATION DETAILS OWNERSHIP RATE
NO. (m2) (in Crores)
1 1RS 1 PCMC to Sant Tukaram Nagar Open 136.3 Private 7000 0.10
2 1RS 2 PCMC to Sant Tukaram Nagar Open 194.7 Government 7000 0.14
5 1RS 5 PCMC to Sant Tukaram Nagar Commercial 85.6 Government 26000 0.22
6 1RS 6 PCMC to Sant Tukaram Nagar Commercial 59.4 Government 26000 0.15
8 1RS 8 PCMC to Sant Tukaram Nagar Residential 25.3 Private 21500 0.05
9 1RS 9 PCMC to Sant Tukaram Nagar Shop 23.7 Private 47500 0.11
11 1RS 11 PCMC to Sant Tukaram Nagar Residential 62 Private 21500 0.13
13 1RS 13 PCMC to Sant Tukaram Nagar Commercial 53.6 Private 26000 0.14
14 1RS 14 PCMC to Sant Tukaram Nagar Commercial 11 Government 26000 0.03
18 1RS 18 PCMC to Sant Tukaram Nagar Open 31 Private 7000 0.02
19 1RS 19 PCMC to Sant Tukaram Nagar Commercial 167 Private 26000 0.43
21 1RS 21 PCMC to Sant Tukaram Nagar Commercial 161 Private 26000 0.42
PLOT AREA COST

28 1RS 28 PCMC to Sant Tukaram Nagar Office 4.7 Government 26000 0.01
33 1RS 33 PCMC to Sant Tukaram Nagar Office 11.1 Private 26000 0.03
35 1RS 35 PCMC to Sant Tukaram Nagar Office 4150 Government 26000 10.79
40 1RS 40 Open 221.6 Private 7000 0.16
Bhosari (NashikPhata)
41 1RS 41 Office 8.8 Private 26000 0.02
42 1RS 42 Commercial 4.3 Private 24800 0.01
43 1RS 43 Open 718 Private 5500 0.39
44 1RS 44 Open 254.1 Private 5500 0.14
46 1RS 46 Open 63 Private 5500 0.03
47 1RS 47 Open 1113.9 Private 5500 0.61
48 1RS 48 Open 58.6 Private 5500 0.03
49 1RS 49 Open 241.6 Private 5500 0.13
50 1RS 50 Open 68.4 Private 5500 0.04
51 1RS 51 Open 120.9 Private 5500 0.07
52 1RS 52 Commercial 43.6 Government 24800 0.11
53 1RS 53 Open 240 Private 5500 0.13
54 1RS 54 Sant Tukaram Nagar to Commercial 24.8 Private 24800 0.06
PLOT AREA COST

Bhosari(NashikPhata)

55 1RS 55 Open 17 Private 5500 0.01
57 1RS 57 Shop 24.8 Private 40200 0.10
Bhosari(NashikPhata)to
58 1RS 58 Open 373.5 Private 5500 0.21
Kasarwadi
Bhosari(NashikPhata)to
59 1RS 59 Residential 24 Private 18200 0.04
Kasarwadi
Bhosari (NashikPhata) to
60 1RS 60 Residential 12.5 Private 18200 0.02
Kasarwadi
61 1RS 61 Shop 12.6 Private 40200 0.05
Kasarwadi
62 1RS 62 Residential 58 Private 18200 0.11
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
69 1RS 69 Shop 30.6 Private 40200 0.12
Kasarwadi
70 1RS 70 Shop 110.2 Private 40200 0.44
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
Kasarwadi
PLOT AREA COST

Kasarwadi
Kasarwadi
Kasarwadi
82 1RS 82 Kasarwadi to Fugewadi Office 121.9 Private 23600 0.29
83 1RS 83 Kasarwadi to Fugewadi Shops 15.2 Private 42200 0.06
85 1RS 85 Kasarwadi to Fugewadi Commercial 60.1 Private 23600 0.14
90 1RS 90 Kasarwadi to Fugewadi Residential 52.6 Private 15000 0.08
95 1RS 95 Kasarwadi to Fugewadi Residential 223 Private 15000 0.33
100 1RS 100 Kasarwadi to Fugewadi Commercial 120 Government 22400 0.27
101 1RS 101 Fugewadi to Dapodi Office 1636 Private 22400 3.66
102 1RS 102 Fugewadi to Dapodi Office 657.3 Private 22400 1.47
103 1RS 103 Fugewadi to Dapodi Office 16366.3 Private 22400 36.66
104 1RS 104 Dapodi to Bopodi Office 10179.2 Private 37100 37.76
105 1RS 105 Dapodi to Bopodi Office 1527.8 Private 37100 5.67
106 1RS 106 Bopodi to Khadki Office 47.7 Private 36000 0.17
107 1RS 107 Bopodi to Khadki Residential 9.6 Private 29000 0.03
PLOT AREA COST

112 1RS 112 Khadki to Range Hill Residential 43.4 Private 20000 0.09
113 1RS 113 Khadki to Range Hill Residential 11.9 Government 20000 0.02
115 1RS 115 Khadki to Range Hill Shops 28.1 Private 33000 0.09
116 1RS 116 Khadki to Range Hill Office 69.3 Private 27000 0.19
117 1RS 117 Khadki to Range Hill Residential 18.1 Private 20000 0.04
125 1RS 125 Khadki to Range Hill Office 3523 Private 27000 9.51
129 1RS 129 Range Hill to Shivaji Nagar Office 1931.6 Private 36500 7.05
130 1RS 130 Range Hill to Shivaji Nagar Office 7092 Private 36500 25.89
131 1RS 131 Range Hill to Shivaji Nagar Office 1013.9 Private 38000 3.85
TOTAL 81254.7 216.95
B. Land Required For Stations

COST
S.NO. PLOT NO. AREA(m2) RATE TYPE OF PROPERTY OWNERSHIP
in Crores
1 PCMC1 2483.97 7000 1.74 Open Government
2 PCMC2 468.00 7000 0.33 Open Government
3 STR1 2519.99 7000 1.76 Open Government
4 STR2 468.00 7000 0.33 Open Government
5 BR1 2520.85 40200 10.13 Hotel+Shop Line Government
6 BR2 468.00 18200 0.85 Residential Government
7 KR1 2519.67 24800 6.25 Commercial+Shop Government
8 KR2 468.00 23600 1.10 Open Government
9 FW1 2528.02 22400 5.66 Open Government
10 FW2 468.00 22400 1.05 Open Government
11 DP1 2527.05 22400 5.66 Open Government
12 DP2 468.00 22400 1.05 Commercial+Shop Government
13 BP1 420.00 36000 1.51 House Line Government
14 BP2 420.00 36000 1.51 House Line Government
15 BP3 468.00 36000 1.68 Open Private
16 KH1 420.00 20000 0.84 Open Government
17 KH2 420.00 20000 0.84 Open Government
18 KH3 468.00 20000 0.94 Open Private
19 HR1 2626.83 36500 9.59 Open Government
20 HR2 468.00 36500 1.71 Open Private
21 SN1 364.90 38000 1.39 Open Government
25 SN5 148.20 38000 0.56 Commercial Government

27 SN7 835.90 38000 3.18 Open+commercial Private
COST
S.NO. PLOT NO. AREA(m2) RATE TYPE OF PROPERTY OWNERSHIP
in Crores
29 ASI1 922.51 38000 3.51 Open Government
30 ASI2 2830.70 38000 10.76 Open Government
31 PMC1 3150.70 38000 11.97 Open Government
32 PMC2 3946.00 38000 14.99 Open Government
33 PMC3 61.90 38000 0.24 Commercial Government
34 BH1 2376.20 38000 9.03 Open Government
35 BH2 85.59 38000 0.33 Open Government
36 MN1 3661.90 38000 13.92 Open Government
37 MN2 32.70 38000 0.12 Commercial Private

38 SW1 1008.60 38000 3.83 Open Private
39 SW2 141.90 38000 0.54 Open Private
40 SW3 3074.20 38000 11.68 Open Private
41 SW4 457.70 38000 1.74 Open Private
42 SW5 233.40 38000 0.89 Open Private
Total 49746.86 153.83
C. Land Requirement for Depot

PLOT COST
S. No. DETAILS AREA(m2) OWNERSHIP RATE
No. (crores)
1 1DP1 Open 115143.354 Government 7092 81.66
D. Land Requirement for TSS

S. No. AREA (m2) OWNERSHIP RATE COST in crores
1 12000 Government 11120 13.344
E. Land Requirement for Construction Depot

S.NO. AREA(m2) OWNERSHIP RATE COST (in crore)
1 40000 Private 1260 5.04

2 40000 Private 6570 26.28
3 10000 Private 6840 6.84
90000 38.16
Table- 11.4 - Details of Land Cost (Corridor -2)

Vanaz - Ramvadi Corridor
A. Land Requirement for Alignment

PLOT AREA OWNERSHI COST
S.NO. LOCATION DETAILS RATE
NO. (m2) P (in Crores)
Anand Nagar to Ideal
1 2RS 1 Open 44.4 Private 40000 0.178
Colony
2 2RS 2 Open 80.9 Government 70000 0.566
Colony
3 2RS 3 Open 8.5 Private 37000 0.031
Colony
4 2RS 4 Ideal Colony to Nal Stop Open 50.4 Private 11000 0.055
5 2RS 5 Ideal Colony to Nal Stop Commercial 10.1 Government 11000 0.011
6 2RS 6 Ideal Colony to Nal Stop Commercial 96.1 Government 82000 0.788
8 2RS 8 Ideal Colony to Nal Stop Residential 4.7 Private 54000 0.025
9 2RS 9 Ideal Colony to Nal Stop Shop 86.2 Private 54000 0.465
11 2RS 11 Ideal Colony to Nal Stop Residential 17.8 Private 82000 0.146
Garware College to
Deccan*
14 2RS 14 ASI to Civil Court* Open 2600.1 Private 14250 3.705
15 2RS 15 ASI to Civil Court* Commercial 156.2 Private 14250 0.223
16 2RS 16 ASI to Civil Court* Open 681.1 Private 14250 0.971

Civil Court to Mangalwar
Peth
Peth
Peth
20 2RS 20 Open 53.1 Private 26850 0.143
Peth
Peth
Peth
Mangalwar Peth to
23 2RS 23 Open 876.3 Private 30500 2.673
Sasson
Mangalwar Peth to
24 2RS 24 Office 18.6 Government 21500 0.040
Sasson
PLOT AREA OWNERSHI COST

S.NO. LOCATION DETAILS RATE
NO. (m2) P (in Crores)
25 2RS 25 Sasson to Pune R. Station Office 78.6 Government 21500 0.169
26 2RS 26 Sasson to Pune R. Station Residential 114.2 Private 21500 0.246

Pune R. Station to Ruby
Clinic
28 2RS 28 Commercial 250 Private 24500 0.613
Clinic
Clinic
30 2RS 30 Open 110.7 Private 41500 0.459
Clinic
Ruby Clinic to Bund
Garden
Bund Garden to
32 2RS 32 Open 2656.7 Private 16000 4.251
Yerawada
Bund Garden to
33 2RS 33 Open 71.6 Private 42000 0.301
Yerawada
Bund Garden to
Yerawada
Bund Garden to
Yerawada
Bund Garden to
36 2RS 36 Shops 8.9 Private 42000 0.037
Yerawada
Bund Garden to
Yerawada
Yerawada to Kalyani
38 2RS 38 Open 303.8 Private 16000 0.486
Nagar
Yerawada to Kalyani
39 2RS 39 Open 20.9 Private 16000 0.033
Nagar
Yerawada to Kalyani
40 2RS 40 Shops 35.6 Private 45000 0.160
Nagar
Yerawada to Kalyani
41 2RS 41 Shops 31.4 Private 60000 0.188
Nagar
Yerawada to Kalyani
Nagar
Yerawada to Kalyani
Nagar
Yerawada to Kalyani
44 2RS 44 Shops 14.1 Private 45000 0.063
Nagar
Yerawada to Kalyani
45 2RS 45 Shops 33.7 Private 51000 0.172
Nagar
TOTAL 27055.8 85.60
B. Land Requirement for Station and Traffic Integration

PLOT AREA COST
S.NO. DETAILS OWNERSHIP RATE
NO. (m2) in crores
1 VN1 Open 468 Private 40000 1.872
2 VN2 Open 420 Private 40000 1.680
3 VN3 Open 420 Private 40000 1.680
4 AN1 Open 468 Private 40000 1.872
5 AN2 Residential 420 Private 40000 1.680
6 AN3 Residential 420 Private 40000 1.680
7 1C1 Open 468 Private 37000 1.732
8 1C2 Commercial 420 Private 37000 1.554
9 1C3 Commercial 420 Private 37000 1.554
10 NS1 Open 468 Private 41000 1.919
11 NS2 Commercial 420 Private 41000 1.722
12 NS3 Commercial 420 Private 41000 1.722
13 GC1 Open 468 Government 41000 1.919
14 GC2 Residential 420 Private 41000 1.722
15 GC3 Residential 420 Private 41000 1.722
16 DC1 Open 468 Private 77000 3.604
17 DC2 Open 420 Private 77000 3.234
18 DC3 Residential 420 Private 77000 3.234
19 ASI'1 Open 468 Private 77000 3.604
20 ASI'2 Commercial 420 Private 77000 3.234
21 ASI'3 Commercial 420 Private 77000 3.234
22 CC1 Open 468 Private 14250 0.667
23 CC2 Residential 420 Private 14250 0.599
24 CC3 Residential 420 Private 14250 0.599
25 MP1 Open 468 Private 42000 1.966
26 MP2 Open 420 Private 42000 1.764
27 MP3 Commercial 420 Private 42000 1.764

28 SN1 Open 468 Private 21500 1.006
PLOT AREA COST

S.NO. DETAILS OWNERSHIP RATE
NO. (m2) in crores
29 SN2 Commercial 420 Government 21500 0.903
30 SN3 Commercial 420 Government 21500 0.903

31 PRS1 Commercial 468 Private 21500 1.006

34 RC1 Open 468 Private 41500 1.942
35 RC2 Open 420 Government 41500 1.743
36 RC3 Commercial 420 Private 41500 1.743
37 BG1 Shop 468 Private 16000 0.749

38 BG2 Commercial 420 Private 16000 0.672
39 BG3 Commercial 420 Private 16000 0.672
40 YD1 Commercial 468 Private 16000 0.749
41 YD2 Commercial 2520.327 Private 16000 4.032
42 KN1 Residential 468 Private 51000 2.387
43 KN2 Residential 2514.219 Private 51000 12.823

44 RV1 Open 468 Govt. 51000 2.387
45 RV2 Open 420 Govt. 51000 2.142
46 RV3 Open 420 Govt. 51000 2.142
Total 24282.546 93.337
C. Land Requirement for Depot

COST
S.NO. PLOT NO. DETAILS AREA(m2) OWNERSHIP RATE
in crores
1 2DP1 Open 121115.657 Government 7092 85.90
D. Land Requirement for TSS

S. No. AREA (m2) OWNERSHIP RATE COST(in crores)
1 12000 Government 11120 13.344
E. Land Requirement for Construction Depot

S. No. AREA(m2) OWNERSHIP RATE COST(in crores)
1 5000 Private 9180 4.59
Table 11.5 – Details of Land required for Property Development
S. No Location Land Area (Sqm) Ownership

1 Kharadi 6812 Private
2 Kharadi 7114 Private
3 Wadgon Sheri 17237 Private
4 Kondhawa kh 5668 Private
5 Kondhawa bk 6730 Private
6 Baner 5143 Private
7 Balewadi 5731 Private
Irrigation
8 Swargate 10000
Department
Total 64435
Table 11.6 Details of Taxes & Duties (Corridor I)
Customs duty = 25.22 %

Excise duty = 14.47 %
VAT = 12.5 %
Taxes and
duties
Total cost custom excise Total
without duty duty VAT taxes &
Taxes & (Cr.) (Cr.) duties
Description duties (Cr.) (Cr.)
Alignment & Formation
Underground 499.60 37.80 35.42 35.03 108.25
Elevated, at grade & entry to Depot 401.61 40.68 40.23 80.90
Station Buildings
a) Underground station-civil works 900.00 68.09 63.81 63.10 195.01
b) Underground station-EM works 360.00 45.40 22.14 21.89 89.43
a) Elevated station - civil works 239.80 24.29 24.02 48.31
b) Elevated station-EM works 106.29 5.36 10.46 10.34 26.16
e) Metro bhawan & OCC bldg-civil
works 56.25 5.70 5.63 11.33
f) Metro bhawan & OCC bldg-EM
works 18.75 0.95 1.84 1.82 4.62
Depot
Civil works 100.00 7.57 7.09 7.01 21.67
EM works 50.00 2.52 4.92 4.86 12.31
P-Way 149.85 30.23 3.69 3.65 37.56
Traction & power supply
Traction and power supply 207.23 20.91 15.29 15.12 51.32
a) Lifts 0.00 0.00 0.00 0.00 0.00
b) Esclators 0.00 0.00 0.00
S and T Works
S&T 276.63 55.81 8.01 7.92 71.73
AFC 81.12 15.34 2.93 2.90 21.18
R & R hutments 0.00 0.00 0.00
Misc.
Civil works 89.36 9.05 8.95 18.00
EM works 29.79 3.66 3.62 7.29
Rolling stock 805.62 178.80 9.09 8.99 196.88
Security
Civil works 12.00 1.22 1.20 2.42
EM works 8.00 1.16 1.14 2.30
Total 4391.90 468.78 270.45 267.44 1006.67
Total taxes & Duties 1007
Table 11.7 Details of Taxes & Duties (Corridor II)

Customs duty = 25.22 %
Excise duty = 14.47 %
VAT = 12.5 %
Taxes and duties
Total cost excise Total
without custom taxes &
duty VAT
Taxes & duty (Cr.) duties
(Cr.)
Description duties (Cr.) (Cr.)
Alignment & Formation
Underground 0.00 0.00 0.00 0.00 0.00
Elevated, at grade & entry to Depot 503.77 51.03 50.46 101.48
Station Buildings
a) Underground station-civil works 0.00 0.00 0.00 0.00 0.00
b) Underground station-EM works 0.00 0.00 0.00 0.00 0.00
a) Elevated station - civil works 421.83 42.73 42.25 84.98
b) Elevated station-EM works 188.93 9.53 18.59 18.38 46.50
e) Metro bhawan & OCC bldg-civil
works 0.00 0.00 0.00 0.00
f) Metro bhawan & OCC bldg-EM works 0.00 0.00 0.00 0.00 0.00
Depot
Civil works 100.00 7.57 7.09 7.01 21.67
EM works 50.00 2.52 4.92 4.86 12.31
P-Way 134.79 27.20 3.32 3.28 33.79
Traction & power supply
Traction and power supply 161.99 16.34 11.95 11.82 40.12
a) Lifts 0.00 0.00 0.00 0.00 0.00
b) Esclators 0.00 0.00 0.00
S and T Works
S&T 246.37 49.71 7.13 7.05 63.89
AFC 81.12 15.34 2.93 2.90 21.18
R & R hutments 0.00 0.00 0.00

Misc.
Civil works 41.67 4.22 4.17 8.40
EM works 13.89 1.71 1.69 3.40
Rolling stock 296.81 65.87 3.35 3.31 72.53
Security
Civil works 12.00 1.22 1.20 2.42
EM works 8.00 1.16 1.14 2.30
Total 2261.18 194.08 161.34 159.54 514.96
Total taxes & Duties 515
Chapter -12
Financing Options,Fare
Structure and Financial
Viability
12.1 Introduction
12.2 Cost
12.3 Revenues
12.4 Financial International Rate of Return (FIRR)
12.5 Financing Options
12.6 Recommendations
CHAPTER 12–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY
CHAPTER - 12
FINANCING OPTIONS, FARE STRUCTURE

AND FINANCIAL VIABILITY
12.1 INTRODUCTION
The Pune Metro consisting of two corridors has been proposed to be constructed with an
estimated cost of Rs9221.00 Crore with Central Taxes and land cost excluding State Taxes. The
corridor-wise length estimated cost at November-2015 price level without central taxes and
with central taxes is placed in Table 12.1 as under:
Table - 12.1 Cost Details

(Rs. in Crore)
Corridor Name of Corridor Distance Estimated Cost Estimated Cost
No (KMs) without Central taxes with Central taxes
at Nov-2015 Price atNov-2015 Price
Level Level
I PCMC-SWARGATE 16.589 5333.00 6072.00
II VANAZ-RAMVADI 14.665 2794.00 3149.00
Total 31.254 8127.00 9221.00
The estimated cost at Nov-2015 price level includes Rs. 583 Crore and Rs.349 Crore as land cost
including R&R cost respectively for Corridor I and II.The estimated cost at Nov-2015 price level
also includes an amount of Rs.40.00 Crore as one-time charges of security personal towards
cost of weapons, barricades, and hand held and door detector machine etc. However, the
recurring cost of Rs. 1.11Crore per station per annum at Nov-2015 price level towards
operation cost of CISF hasbeen taken in to account in FIRR calculation.
12.2 COSTS
12.2.1 Investment Cost

For the purpose of calculating the Financial Internal Rate of Return (FIRR), the completion cost
with central taxes has been taken with an escalation factor @7.5% per annum. The taxes and
duties consist of Custom Duty (CD), Excise Duty (ED) and State Value Added Tax (VAT). Pune
Metro project is eligible for availing concessional project import duty under chapter 98.01 of
the Custom Tariff Act. The effective CD works out to 23.4155% (Basic CD (5%), Countervail
Duty (CVD) + Additional Custom Duty (ACD)) on the imported portions and ED @ 12.50% and
VAT @ 12.50% on indigenously manufactured items, which have been considered for working
out the estimated taxes and duties. Service Tax on “Works Contract Services” on new
construction pertaining to Metro and Mono Rail Projects is exempted from the Service Tax and
therefore the same has been considered as Nil in the estimated cost. It has been assumed that
DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT November 2015 348
Maharashtra State Government will exempt the local taxes or reimburse the same (State VAT,
etc) and provide the land including R&R cost of Rs. 932.00 crore atNov-2015 price level either
free of cost or shall provide Interest Free Subordinate Debt.
It is assumed that the construction work for both the corridorswill start in April-2016 and
Corridor-II is expected to be completed by 31.03.2020&Corridor-I by 31.03.2021. The Revenue
Opening Date (ROD) has been assumed accordingly. The total completion costs duly escalated
and shown in the table 12.2 have been taken as the initial investment. The year-wise cash
outgoisshown in Table 12.2 as below.
Table 12.2- Year –wise Investment

(Rs. in Crore)
Financial Cost at Nov 2015 Price Level Completion Cost

Year Corridor-I Corridor-II Total Corridor-I Corridor-II Total
2016-17 305.00 200.00 505.00 308.00 203.00 511.00
2017-18 1017.00 537.00 1554.00 1106.00 582.00 1688.00
2018-19 1456.00 816.00 2272.00 1697.00 950.00 2647.00
2019-20 1372.00 700.00 2072.00 1757.00 896.00 2653.00
2020-21 1098.00 616.00 1714.00 1511.00 848.00 2359.00
2021-22 549.00 280.00 829.00 812.00 415.00 1227.00
2022-23 275.00 0.00 275.00 437.00 0.00 437.00
Total 6072.00 3149.00 9221.00 7628.00 3894.00 11522.00
Although the construction is expected to get over by March 2020 and March 2021, the cash flow
spill over up to March 2023is necessary on account of payment normally required to be made to
the various contractors up to that period necessitated by contractual clauses.
The land cost is divided into three initial years during which it is expected that the land
acquisition work would be over and related payments would have to be released. Therefore, no
escalation has been considered on it.
12.2.2 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 inTable 11.3 as
under: -
Table 12.3- Additional Investment towards Rolling Stock
(Rs. in Crore)
Year No. of Cars Amount with

Taxes
2023-24 24 464.00
2033-34 8 252.00
12.2.3 Operation & Maintenance (O&M) Costs
The Operation & Maintenance costs can be divided into three major parts: -
(i) Staff costs

(ii) Maintenance cost which include expenditure towards upkeep and maintenance
of the system and consumables
(iii) Energy costs
The staffs are assumed to be provided @ 35 persons per kilometre. The escalation factor used
for staff costs is 9% per annum to provide for both escalation and growth in salaries.
The cost of other expenses is based on the actual O & M unit cost for the Delhi Metro Phase-II
project. The applicable rate of electricity in Pune isRs. 7.68 per unit and the same has been used
for all calculations. The O&M cost (excluding staff cost) has been obtained by providing an
escalation of 7.50% per annum. The O&M costwhich has been calculated on life cycle cost basis
is tabulated in Table 11.4 as below:-
Table 12.4- Operation and Maintenance Costs

(Rs. in Crore)
Staff Maintenance Energy Security Total
Year
Expenses
2020 - 2021 31.55 32.56 20.92 15.36 100.39
2021 - 2022 70.07 77.35 98.79 36.24 282.45
2022 - 2023 76.38 83.15 106.20 39.50 305.23
2023 - 2024 83.25 89.38 129.58 43.06 345.27
2024 - 2025 90.74 96.09 139.30 46.94 373.06
2025 - 2026 98.91 103.29 149.75 51.16 403.11
2026 - 2027 107.81 111.04 160.98 55.76 435.59
2027 - 2028 117.51 119.37 173.05 60.78 470.72
2028 - 2029 128.09 128.32 186.03 66.25 508.69
2029 - 2030 139.62 137.95 199.98 72.22 549.76
2030 - 2031 152.18 148.29 214.98 78.71 594.17
2031 - 2032 165.88 159.41 231.10 85.80 642.20
2032 - 2033 180.81 171.37 248.44 93.52 694.14
2033 - 2034 197.08 184.22 352.16 101.94 835.40
2034 - 2035 214.82 198.04 378.57 111.11 902.54
2035 - 2036 234.15 212.89 406.96 121.11 975.12
2036 - 2037 255.23 228.86 437.48 132.01 1053.58
2037 - 2038 278.20 246.02 470.29 143.89 1138.41
2038 - 2039 303.24 264.47 505.56 156.84 1230.12
2039 - 2040 330.53 284.31 543.48 170.96 1329.28
2040 - 2041 360.27 305.63 584.24 186.35 1436.50
2041 - 2042 392.70 328.56 628.06 203.12 1552.43
2042 - 2043 428.04 353.20 675.17 221.40 1677.80
2043 - 2044 466.56 379.69 725.80 241.32 1813.38
2044 - 2045 508.56 408.16 780.24 263.04 1960.00
2045 - 2046 554.33 438.78 838.76 286.72 2118.58
12.2.4 Depreciation
Although depreciation does not enter the FIRR calculation (not being a cash outflow) unless a
specific depreciation reserve fund has been provided, in the present calculation, depreciation
calculations are placed for purpose of record.
12.2.5 Replacement Cost
The replacement costs are provided for meeting the cost on account of replacement of
equipment due to wear and tear. With the nature of equipment proposed to be provided, it is
expected that only 50% of the Signalling and Telecom and 25% of electrical works would
require replacement after 20 years. Further, 50% of the Signalling and Telecom and 25% of
electrical works would require replacement after 30 years. These costs have been provided
duly escalated @ 7.50% per annum.
12.3 REVENUES
The Revenue of Pune metro mainly consists of fare box collection and other incomes from
property development, advertisement, parking etc.
In addition it is proposed (i) to enhance the development charge by 100% on properties and (ii)
to levy a surcharge of 1% on stamp duty and registration fees on property transaction in PMC
and PCMC areas after commissioning of proposed Metro Project.
12.3.1 Fare box

The Fare box collection is the product of projected ridership per day and applicable fare
structure based on assumed trip distribution at different distance zones.
12.3.2 Traffic
a. The year-wise projected ridership figures are as indicated in Table 12.5 as below: -
Table 12.5 - Projected Ridership
Year Corridor-I Corridor-II Total

Trips Per Day Trips Per Day Trips Per Day
(lakhs) (lakhs) (lakhs
2020-21 0.00 2.04 2.04
2021-22 3.97 2.12 6.09
2031-32 4.44 2.90 7.34
b. The growth rate for traffic is assumed at 1.90% Per Annumupto 2031-32 and 1% thereafter.
12.3.3 Trip Distribution

The trip distribution has been worked out by considering average lead of 6.95 KM, which is
placed in Table 12.6 below: -
Table 12.6- Trip Distribution
Distance in kms. Percent distribution

0-2 7.00%
2-4 26.35%
4-12 56.65%
12-18 8.00%
>18 2.00%
Total 100.00%
The graphic presentation of the same is placed below in Figure-12.1.
Figure 12.1 –Trip Distribution
TRIP DISTRIBUTION
60.00%
% OF TRAFFIC
50.00%
40.00%
30.00%
20.00%
10.00%
0.00%
0-2 2-4 4-12 12-18 >18
DISTANCE
Series1
12.3.4 Fare Structure
The Delhi Metro Fares structure was fixed by a fare fixation committee in 2009 by taking the
data upto 31.03.2010 the same have been escalated@15% once inevery two yearsand 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 12.7.
Table 12.7– Fare Structure in 2020-21
Distance in Kms DMRC Fare as PuneMetro Fare

Revised in 2009 (Rs.) in 2020-21
0-2 8 10
2-4 20
4-12 10 30
12-18 12 40
>18 15 50
12.3.5 Other sources of revenues

Other revenues from Property Development and advertisement have been estimated at 10% of
the fare box revenues during operations.Total Development Charges collected by PMC & PCMC
during the year 2012-13 is approximately Rs 100 Cr. It is proposed to double these charges in order
to credit the additional revenue to the Pune Metro. A modest 3% annual increase is assumed in
order to estimate the revenue over 25 years beyond the commencement of the Operation of
Metro. Thus at the starting year i.e. 2020-21 the revenue from this source is worked out as Rs 120
Cr. Total Stamp Duty and Registration Fees collection by the Govt of Maharashtra from PMC, PCMC
and Cantonment areas expected in 2012-13 is approximately Rs 2900 Cr at the present rate of 5%.
It is proposed to enhance registration charges from 5% to 6%. 75% out of the increased 1 % of this
additional revenue is proposed to be credited to Metro revenue stream. A 3% annual increase is
assumed in order to project the revenue over 25 years beyond the commencement of the Project.
Thus at the starting year i.e. 2020-21 the revenue from this source is worked out as Rs 520 Cr. This
is further enhanced by 3 % annually. Table 12.8 (a) brings out the projected revenue stream which
has been incorporated while working out the FIRR under Table 12.9.1 (b).
Table 12.8 (a) – Estimated generation of additional revenue from enhancement in Development
Charges and surcharge on Registration fees and stamp duty on property sales
(inRs Crore)
ADDITIONAL REVENUE
Year Year From 1% Cess on Total
from Enhancement Registration
2018- of Dev
19 Charges
2020-21 0 120 520 640
2021-22 1 124 536 659
2022-23 2 127 552 679
2023-24 3 131 568 699
2024-25 4 135 585 720
2025-26 5 139 603 742
2026-27 6 143 621 764
2027-28 7 148 640 787
2028-29 8 152 659 811
2029-30 9 157 678 835
2030-31 10 161 699 860
2031-32 11 166 720 886
2032-33 12 171 741 912
2033-34 13 176 764 940
2034-35 14 182 787 968
2035-36 15 187 810 997
2036-37 16 193 834 1027
2037-38 17 198 859 1058
2038-39 18 204 885 1090
2039-40 19 210 912 1122
ADDITIONAL REVENUE
Year Year From 1% Cess on Total
from Enhancement Registration
2018- of Dev
19 Charges
2040-41 20 217 939 1156
2041-42 21 223 967 1191
2042-43 22 230 996 1226
2043-44 23 237 1026 1263
2044-45 24 244 1057 1301
2045-46 25 251 1089 1340
Considering fare box revenue, advertisement, and revenue from additional Development
charges and surcharge on stamp duty and registration fees on property sale; the FIRR works
out to 12.08% (Table 12.9.1(b)) The revenue through Property development and
advertisement is expected to get accrued 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.
12.4 FINANCIAL INTERNAL RATE OF RETURN (FIRR)
Financial Internal Rate of Return (FIRR) under different Scenarios is tabulated below
Sr. No. Description FIRR Table No. Remarks
1 FIRR 4.48% 12.9.1(a)

FIRR with additional revenue 12.08% 12.9.1(b) Proposed to be
from increase in Development adopted
Charges by 100% and 1%
2
surcharge on stamp duty &
registration fees on sale of
Property
Table 12.9.1(a)- FIRR

(Rs. in Crore)
Complet Additiona Running Replacem Total Fare Box PD & Total Net Cash
Year ion Cost l Cost Expenses ent costs Costs Revenue ADVT Revenue flow for
IRR
2016 - 2017 511 511 0 -511
2017 - 2018 1688 1688 0 -1688
2018 - 2019 2647 2647 0 -2647
2019 - 2020 2653 2653 0 -2653
2020 - 2021 2359 100 2459 188 19 207 -2252
2021 - 2022 1227 282 1509 563 56 619 -890
Complet Additiona Running Replacem Total Fare Box PD & Total Net Cash
Year ion Cost l Cost Expenses ent costs Costs Revenue ADVT Revenue flow for
IRR
2022 - 2023 437 305 742 665 67 732 -10
2023 - 2024 0 464 345 809 678 68 746 -63
2024 - 2025 0 0 373 373 789 79 868 495
2025 - 2026 0 0 403 403 804 80 884 481
2026 - 2027 0 0 436 436 943 94 1037 601
2027 - 2028 0 0 471 471 960 96 1056 585
2028 - 2029 0 0 509 509 1130 113 1243 734
2029 - 2030 0 0 550 550 1152 115 1267 717
2030 - 2031 0 0 594 594 1350 135 1485 891
2031 - 2032 0 0 642 642 1375 138 1513 871
2032 - 2033 0 0 694 694 1595 160 1755 1061
2033 - 2034 0 252 835 1087 1611 161 1772 685
2034 - 2035 0 0 903 903 1879 188 2067 1164
2035 - 2036 0 0 975 975 1898 190 2088 1113
2036 - 2037 0 0 1054 1054 2202 220 2422 1368
2037 - 2038 0 0 1138 1138 2224 222 2446 1308
2038 - 2039 0 0 1230 1230 2582 258 2840 1610
2039 - 2040 0 0 1329 1329 2608 261 2869 1540
2040 - 2041 0 0 1437 1437 3032 303 3335 1898
2041 - 2042 0 0 1552 1552 3062 306 3368 1816
2042 - 2043 0 0 1678 1678 3548 355 3903 2225
2043 - 2044 0 0 1813 3270 5083 3584 358 3942 -1141
2044 - 2045 0 0 1960 3056 5016 4160 416 4576 -440
2045 - 2046 0 0 2119 0 2119 4202 420 4622 2503
Total 11522 716 23727 6326 42291 48784 4878 53662 4.48%
Table 12.9.1(b)- FIRR (with additional developmentcharges and surcharge on stamp duty &
registration fees)
(Rs. in Crore)
Complet Additio Running Replace Total Fare PD & Addition Total Net Cash
ion Cost nal Cost Expenses ment Costs Box ADVT al Revenue flow for
costs Revenu revenue IRR
e from
Year Dev
Charges
&
Registra
tion
2016 - 2017 511 511 0 -511
2017 - 2018 1688 1688 0 -1688
2018 - 2019 2647 2647 0 -2647
2019 - 2020 2653 2653 0 -2653
2020 - 2021 2359 100 2459 188 19 640 847 -1612
2021 - 2022 1227 282 1509 563 -106 659 1116 -393
Complet Additio Running Replace Total Fare PD & Addition Total Net Cash
ion Cost nal Cost Expenses ment Costs Box ADVT al Revenue flow for
costs Revenu revenue IRR
e from
Year Dev
Charges
&
Registra
tion
2022 - 2023 437 305 742 665 -68 679 1276 534
2023 - 2024 0 464 345 809 678 -33 699 1344 535
2024 - 2025 0 0 373 373 789 38 720 1547 1174
2025 - 2026 0 0 403 403 804 202 742 1748 1345
2026 - 2027 0 0 436 436 943 239 764 1946 1510
2027 - 2028 0 0 471 471 960 264 787 2011 1540
2028 - 2029 0 0 509 509 1130 304 811 2245 1736
2029 - 2030 0 0 550 550 1152 331 835 2318 1768
2030 - 2031 0 0 594 594 1350 380 860 2590 1996
2031 - 2032 0 0 642 642 1375 490 886 2751 2109
2032 - 2033 0 0 694 694 1595 530 912 3037 2343
2033 - 2034 0 252 835 1087 1611 550 940 3101 2014
2034 - 2035 0 0 903 903 1879 596 968 3443 2540
2035 - 2036 0 0 975 975 1898 619 997 3514 2539
2036 - 2037 0 0 1054 1054 2202 670 1027 3899 2845
2037 - 2038 0 0 1138 1138 2224 694 1058 3976 2838
2038 - 2039 0 0 1230 1230 2582 753 1090 4425 3195
2039 - 2040 0 0 1329 1329 2608 781 1122 4511 3182
2040 - 2041 0 0 1437 1437 3032 849 1156 5037 3600
2041 - 2042 0 0 1552 1552 3062 880 1191 5133 3581
2042 - 2043 0 0 1678 1678 3548 958 1226 5732 4054
2043 - 2044 0 0 1813 3270 5083 3584 990 1263 5837 754
2044 - 2045 0 0 1960 3056 5016 4160 1079 1301 6540 1524
2045 - 2046 0 0 2119 0 2119 4202 1117 1340 6659 4540
Total 11522 716 23727 6326 42291 48784 13126 24673 86583 12.08%
The various sensitivities with regard to increase/decrease in capital costs, O&M costs and
revenues are placed in Table 12.10 below : -
Table 12.10- FIRR Sensitivitybased on Table 12.9.1(b)
CAPITAL COSTS with Central Taxes

10% increase in 20% increase in 10% decrease 20%
capital cost capital cost in capital cost decrease in
capital cost
11.15% 10.33% 13.15% 14.41%
REVENUE
20% decrease in 10% decrease 10% increase in 20%
Traffic revenue Traffic in Traffic revenue increase in
revenue Traffic
revenue
10.36% 11.25% 12.86% 13.59%
O&M COSTS
10% increase in O&M cost 10% decrease in O&M cost
11.72% 12.43%
These sensitivities have been carried out independently for each factor.
12.5 FINANCING OPTIONS
12.5.1 Objectives of Funding

The objective of funding metro system is not necessarily enabling the availability of funds for
construction but coupled with the objective of financial closure are other concerns, which are of
no less importance: -
• Ensuring low project cost
• Ensuring debt funds at low rates of interest
• Creating self sustainable system in the long run by
o Low infrastructure maintenance costs
o Longer life span
o Setting fares which minimise dependence on subsidies
• Recovering returns from both direct and indirect beneficiaries
• Rail based mass transit systems are characterised by heavy capital investments coupled
with long gestation period leading to low financial rates of return although the
economic benefits to the society are immense. Such systems generate externalities,
which do not get captured in monetary terms and, therefore, do not flow back to the
system. However, experience all over the world reveals that both construction and
operations of metro are highly subsidised. Government involvement in the funding of

metro systems is a foregone conclusion. Singapore had a 100% capital contribution
from the government, Hong Kong 78% for the first three lines and 66% for the later 2
lines. The Phase-I, Phase-II as well as Phase-III of Delhi MRTS project, Chennai,
Bengaluru and Mumbai Line-3 metros projects are funded with mixture of equity by GOI
& concerned state governments and step loan/soft loan (ODA)/Multilateral funding
agencies.
12.5.2 Alternative Models Of Financing

The financing option shall depend upon selection of the dedicated agency created to implement
the project. The prominent models are: -
(i) Special Purpose Vehicle under the State Control (Delhi Metro Rail Corporation (DMRC)
/Bangalore Metro Rail Corporation (BMRC) model)
(ii) Public-Private Partnership (PPP) mode
- Built Operate and Transfer (BOT) model
- Other PPP Model
12.5.3 Financing Options:
Metro Rail Projects are highly capital intensive with long gestation period. Given the tariff
constraints, they are not commercially attractive for investment. However, Delhi MRTS Phase-
III project is estimated to give a high economic rate of return to the tune of 20%, which means
investment on this project will be recovered by the city/society within 5 to 6 years time. Only a
few metros in the world make operational profits and Delhi Metro is one of them. Thus, the
Government involvement in the funding of metro systems is a foregone conclusion.
12.5.4 INTERNATIONAL EXPERIENCE:

Experience all over the world reveals that both construction and operations of a metro are
highly subsidised and funded by the Government. Singapore had a 100% capital contribution
from the government, Hong Kong 78% for the first three lines and 66% for the subsequent 2
lines. Others run on Governmental support and subsidies. Some of the metros which have
access to tax levies are Sao Paulo, New York and Paris. If our capital city is to have Metro System
on self sustainable basis, it is necessary to keep down the capital cost as much as possible by
exempting taxes for the project and also required funding is made available from the
Government sources. Financial patterns of some of the international metros are given below: -
12.5.4.1 Hong Kong

In December 2007, the Kowloon Canton Rail Corporation (KCRC) was merged with the Hong
Kong Metro; popularly known as MTR. After the merger, the metro system in Hong Kong has a
network of 211.6 KMs. The Hong Kong Metro is one of the best examples of a metro system
which gives quality service to the passengers and is making profits. The MTR also operates an
airport express on dedicated high-speed rail link providing connections to the Hong Kong
International Airport and the city. The MTR is widely recognized as a transporter of world class
transport service that achieves high international standards in reliability, safety and efficiency.
The MTR is engaged in a wide range of business activities in addition to railway operations.
This includes development of residential and commercial projects, property leasing and
revenue from advertising, telecom services and international consultancy services. The Hong
Kong Metro carried 1205 million passengers in 2008 with a daily ridership of about 4 million.
During the year 2008, the Hong Kong Metro earned a net profit of 8284 million HK$. In the year
2008, the fare revenue for the MTR lines amounted to HK$ 11,467 million, whereas non-fare
revenue was HK$ 6,161 (from stations commercial, property rentals and management, etc).
The company has financed the construction & operation of MTR through equity funds from the
government apart from debt financing and property development profits. Out of HK$ 26 billion
cost of initial MTR system, HK$ 20.2 billion (nearly 78%) came from Hongkong Government
while the remainder was obtained by MTRC through short & long term commercial loans, bond
issues, various fund raising schemes and internal reserves. Similarly, for the last two lines,
against the construction cost of HK$ 35.1 billion, HK$ 23.7 billion (68%) was funded by the
Hongkong Government as an increase in capital to MTR while the remainder was obtained from
loan sources external to MTRC. The government has taken initiative to meet the capital cost of
Hong Kong metro but no support has been provided at the operations stage. However, support
from the government has also come in the form of transfer of prime land along with the land
required for the project. MTRC developed these lands and also reaped returns in the form of
higher ridership due to this development. The fund generated from the development of these
properties was used to finance construction costs. Moreover, properties developed along and
on the alignment are used as a recurring source of income to supplement operating revenues.
The funding pattern of initial metro line and Line-II is depicted in Figure 11.2 below
Figure 11.2 Funding Pattern of HK metro (Initial and subsequent lines)
Hong Kong Metro Hong Kong Metro

(Initial Metro Lines) (Subsequent Lines)
22%
Debt 32% Debt
Government Government
Equity 68% Equity
78%
12.5.4.2 Metro Network at Tokyo

The metro network at Tokyo consists of 13 lines totalling 304.1 KMs which is managed by the
Tokyo Metro, the Toei Subway and other private operators. The main operator is the Tokyo
Metro which is the largest subway operator in Asia. It is jointly owned by the National
Government (53%) and the Tokyo Metropolitan Government (47%) with a total capital
deployment of 58.1 billion Yen. Tokyo Metro operates a network of 9 metro lines totalling 195.1
KMs. The other major metro operator in Tokyo is the Government of Tokyo, through the Tokyo
Metropolitan Bureau of Transportation, which operates the Toei Subway- a network of 4 metro
lines totalling 109 KMs. One unique feature of the metro in Tokyo is through-service (inter-
running) with private railway companies. The subways were initially planned to replace the
streetcar network and the passengers travelling into the centre of Tokyo from the suburbs had
to change trains at terminal stations. However, as the number of passengers increased, these
stations became very congested. To solve this problem, through-services with JR (Japanese
Railway) and private railway lines were started. At present, 10 lines have been connected to JR
and private suburban lines at 16 points. The running of through-services has served multiple
purposes viz. the inconvenience of changing trains by commuters has been eliminated, private
railway operators gain access to central Tokyo and the new subway lines built at huge
investment would get a fairly large demand from the very start from the users of the lines. The
funding pattern of Tokyo Metro is depicted in Figure 11.3 below: -
Figure 11.3 Funding Pattern of Tokyo Metro
Tokyo Metro
National Government
47%
53% Tokyo Metropolitan

Government
12.5.4.3 Singapore
The Singapore Mass Rapid Transit System represents a completely government owned model.
The funds for financing the project were generated through traditional and innovative taxation
measures. In departure to the funding approach adopted by the Hongkong system, the entire
metro system was completely funded through budgetary support using innovative taxation
mechanism. The Government was able to finance the entire initial construction phase by
revenues generated through the taxation of the road transport sector and other general
revenues. There is a clear-cut policy on the development and maintenance of metro systems.
The government provides full infrastructure including rolling stock and another agency
operates the system. The difference in replacement costs and historical cost of assets is met by
the government. The nature of funding has led to a situation wherein the metro systems are not
saddled with debt service obligations including repayment of loan. Some of the innovative
measures implemented to limit the use of private cars i.e. decongestion and at the same time to
garner resources for funding integrated transport infrastructure are given below: -
The Area License Scheme (ALS) later Electronic Road Pricing (ERP): - The Area License Scheme
required all vehicles entering a designated restricted zone, consisting of the Central Business
District (CBD), to display a license unless it was carrying at least 3 passengers. Charges were set
on both the license as well as parking. The scheme was applicable during peak hours to begin
with, then later extended to the whole day. It was replaced by the (ERP) scheme in 1998,
whereby the toll is automatically paid by a car entering licensed area.
The Vehicle Quota System (VQS): - The Vehicle Quota system sought to contain vehicle
population growth within acceptable limits. A limited number of additional licenses are
auctioned every quarter. Prospective vehicle owners are required to bid for these and procure a
ten year license. Companies are charged twice the rate for private individuals. The schemes
were successful in halving the vehicle population growth rates.
12.5.4.4 Seoul
The Seoul Metropolitan Government (SMG) is the agency which oversees the construction of the
metro in Seoul. The operations are handled by two public sector corporations-Seoul
Metropolitan Subway Corporation and Seoul Metropolitan Rapid Transit Corporation. At
present, the metro consists of 8 lines covering a distance of 286.90 KMs carrying 4.50 million
passengers on an average per day during the year 2009. The Seoul metro has been financed
from various sources like central government, city government, OECF (now JICA) borrowings,
subway bonds, taxes from various traffic demand measures. The subway and metro rail system
in Seoul so far has been funded, built and operated under government ownership with Seoul
metropolitan government footing most of the bill. The funding pattern of initial and subsequent
metro lines is depicted in Figure 10.4 below: -
Figure 11.4 Funding Pattern of Seoul Metro
Seoul Metro Seoul Metro

(Initial Metro Lines) (Phase-II Extensions)
3% JICA Loan
Government
Subsidy 20%
97% Seoul City 80% Seoul

Government Metropolitan
government
12.5.5 DMRC/BMRC/CMRL pattern of Financing
A Special Purpose Vehicle (SPV) is to be set up for the implementation of the project and for its
subsequent Operation & Maintenance. Under this arrangement Government of India and
Government of Maharashtra shall make equal equity contribution and run the SPV as a
commercial enterprise as a joint venture of GOI & GOM. As per the prevalent practice, Central
Government may be willing to contribute 15% to 20% of the project cost as their equity
contribution. An equal amount can be contributed by Government of Maharashtra aggregating
the total equity to 40%. With the equal ownership of the SPV, both the governments nominate
their representatives as members of the Board of Directors, which in turn select functional
directors. Such a SPV has a benefit of independent management under the aegis of Indian
Companies Act, 2013. Delhi Metro Rail Corporation, Chennai & Bangalore metro corporations
are shining example of such SPV. For the balance 60% funding requirement, options available
are as follows: -
(i) Subordinate Debt: - For Delhi Metro, land and rehabilitation and resettlement
cost have been borne by GOI & GNCTD equally as interest free subordinate debt.
Now, MOUD have changed the policy under which the cost of land for Bangalore
Metro was borne by Government of Karnataka as interest free subordinate debt.
Similarly, the cost of Land including rehabilitation and resettlement cost
amounting to Rs.932.00 Crore may be contributed as interest free subordinate
debt by GOM/ULB. This mezzanine financing is of extreme help in quickening
the pace of land acquisition, since the compensation amount is released to
evacuate instantaneously. The loan is of longer duration and becomes repayable
only after other long term loans raised for the project is repaid.
(ii) Debt: -The balance cost is to be met through loans from various institutions
namely JICA, domestic borrowing, loans from ADB/World Bank and Suppliers
Credit etc.
JICA Loan: -Overseas Development assistance from Japan International Cooperation Agency
(JICA) may be availed of for the Pune metro rail projects with interest @ 1.40%PA(excluding
onetime front end fee @0.20% on the sanctioned loan) by GOI and lend it to the SPV on back to
back basis. The loan is repayable in 30 years including moratorium period of 10 years. The
loan is being provided by JICA to GOI which in turn releases the same to SPV under a Pass
Through Assistance (PTA) mechanism. Normally, JICA funds for underground civil works,
Electrical, Signalling &Telecom and Rolling Stock only. Since the loan will be in Japanese Yen,
fluctuation in exchange rate at the time of repayment shall be borne by the Central Government
and Government of Maharashtra in proportion to which their share holding. Alternatively, JICA
can release the loan to the SPV for which a sovereign guarantee will be required from Central
Government. Foreign exchange variation in such eventuality will be borne either by the SPV or
GOM. In either case loan shall be repaid by SPV from the income streams of metro operations.
Modified JICA Loan:The union cabinet chaired by the PM has given its approval for
modification of existing guidelines of the policy on bilateral official development assistance for
Development Corporation from with bilateral partners. As per the discussions with JICA
officials, JICA will extend only modified step loan for the new projects in India at an interest rate
of 0.30% per annum. The tenure of the loan is 40 years with 10 years moratorium period. JICA
shall fund the project to the extent of 85% of the cost of the project excluding the cost of the
land, cost of Rehabilitation and Resettlement and taxes and duties. In case JICA agree to fund
the project, the full loan i.e., Rs. 6325.50 crore shall be funded by JICA. In that case there will be
no need to borrow from Market Borrowing.
Loan from Asian Development Bank (ADB)/World Bank: - The Loan shall be available from
ADB/World Bank, but as per the experience it’s processing and approval normally takes 8-12
months. The interest rate is linked with prevailing 6 monthly LIBOR. These bilateral funding
institutions also charge some margin ranging from 200 basis points to 300 basis points. Loan
from these institutions may delay the implementation of the project resulting in avoidable
increase in the completion cost due to time taken during finalization of loan agreement.
Recently, Bangalore Metro availed ADB loan, however loan is yet to be disburse.
Loan from Bank and Financial Institutions: - Funds can be arranged from domestic Financial
Institutions like India Infrastructure Finance Company Limited (IIFCL), India Development
Financing Corporation (IDFC), Life Insurance Corporation of India (LIC), IDBI Bank, ICICI Bank
Ltd etc. These institutions are increasingly engaged to fund infrastructure projects subject to
their commercial viability against guarantee from GOI. There are many models available under
which the funds can be arranged by these financial institutions with or without syndicating with
other commercial banks. IIFCL e.g. fund 20% of the project cost and arrange balance through
the syndication of commercial banks with a lead banker among the consortium of bankers. The
loan can be given for a period of 20-30 years with interest rate ranging from 9.50% to 12% PA.
IIFCL can also provide 100% funding against GOI guarantee. They arrange ECB to the extent of
foreign currency requirement at very competitive rate. The funding arrangement may require
the central government guarantee as well. Since the rate of interest of these financial
institutions is much higher than the interest rates of soft loan provided by JICA considering the
exchange rate variation will be to GOI & GOM account, GOI and GOM shall have to bear the
interest difference and provide suitable subsidy to the SPV to make the project financially
sustainable.
Suppliers Credit: - Suppliers Credit is an established method to secure funding of imports. It is

backed by EXIM banks of exporting countries and is often a much better instrument than
bilateral aid. While bilateral aid ties the borrowing entity, Suppliers Credit can be used
intelligently and effectively to spur competition in competitive international tendering method.
In case of Rolling Stock, where market is truly competitive (unlike S&T) an attractive rate of
interest for suppliers credit is possible. However, the supplier will load the amount of interest
in the cost of supply due to which the effective completion cost will be very high leading to
increase in the initial completion cost.
The funding pattern assumed under government owned SPV model is placed in Table 12.11 as
under:-
Table 12.11- Funding pattern under SPV model (with Taxes & Duties)
With Taxes & Duties

Particulars Amount
% Of contribution
(Rs/Crore)
Equity By GOI 1419.50 13.40%
Equity By GOM 1419.50 13.40%
SD for CT by GOM (50%) 698.50 6.60%
SD for CT by GOI (50%) 698.50 6.60%
Total 10590.00 100.00%

SD by GOM for Landincluding R&R cost and
312.40
State taxes
1249.60
Total 12152.00

IDC = 28Cr.)
12.5.6 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 asocial 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
12.12.1 tabulated as under: -
Table 12.12.1- Funding pattern under BOT model
Particulars Amount (Rs/Crore) % of contribution

VGF by GOI 2118.00 20.00%
VGF by GOM 5132.00 45.63%
Equity by Concessionaire 1113.00 11.45%
Concessionaire’s debt @12% PA 2227.00 22.92%
Total 10590.00 100.00%
Land Free by GOM/ULB 932.00
Total 11522.00
IDC 281.00
State Taxes by GOM/ULB 630.00
Total including IDC 12433.00
12.6. RECOMMENDATIONS
The FIRR of subject metro with central taxes is positive i.e., 4.48% (when PD and other income is not
considered) and with PD and additional income the FIRR is12.08%. Therefore the corridors are
recommended for implementation with additional income. FIRR has been calculated without taking
in to account the revenue from sale of additional FAR.
The total fund contribution of GOI & GOM under various alternatives is tabulated in table 12.12.3.
Table 12.12.3- Fund Contribution of GOI & GOM

(Rs. In crore)
Particulars SPV Model BOT
GOI 2118.00 2118.00
GOM& State’s/ULB other
contributions 3708.50 6064.00
Total 5826.50 8182.00
The state tax amounting to Rs.630 crore is either to be exempted or reimbursed by the State
Government. Considering the difference, it is recommended to implement the project under
SPV model as per the funding pattern given in Table 12.11.
The following cash flowstatement with & without additional income, BOT model to ensure 18%
EIRRwhen the project cost is with central taxes and PD earnings are shown respectively in Table
12.13, 12.14, 12.15, 12.16 and 12.17 as detailed below:
Table 12.1.3 Cash Flow showing FIRR without additional income and JICA loan @1.40%,
Table 12.14 Cash Flow showing FIRR without additional income and JICA loan @ 0.30%
Table 12.15 Cash Flow showing FIRR with additional income and JICA loan @ 1.40%
Table 12.16 Cash Flow showing FIRR with additional income and Market Borrowing @ 12%
Table 12.17 Cash Flow showing BOT model with 18% EIRR.
The funding pattern assumed under SPV model is depicted in the pie chart i.e., Figure 12.2 as under:
-
Figure 12.2 Funding Pattern - SPV Model
Equity By GOI
Equity By GOM
2.42%
13.40% SD for CT By Gom (50%)
13.40%
6.60% sd FOR CT By GOI (50%)

57.31%
6.60%
Grand By Local Bodies
0.27%
PTA against JICA Loan @1.40%
PA/Market Borrowing @12%
Loan from Financial Institution
PUNE METRO PROJECT I II Rate Loan % Upfront Fee Table 12.13
CAPITAL COST-FIXED 9221 6072 3149 Market Borrowings 12.00% 0.00% 0.20%
CAPITAL COST - CURRENT 11522 7628 3894 JICA Loan 1.40% 100.00% 0.00%
DOMESTIC FUNDING - BASE CASE
Completion Additional Running Depreciation Replaceme Total Cost Fare box Revenue From Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC on JICA IDC on MB Cumulative Interest Profit Cash Cumulative
Cost Capital Expenses nt Cost Revenue advertisement, Revenue Flow for IRR GOI & GOM of cash cash of Loan Loan loan incl. before Tax Balance Cash
Year Kiosk etc. IDC
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
1 2016 - 2017 511 511 0 -511 440 -72 -72 72 72 0 13 0 85
2 2017 - 2018 1688 1688 0 -1688 1138 -550 -622 622 550 0 5 0 640
3 2018 - 2019 2647 2647 0 -2647 1137 -1510 -2132 2132 1510 0 19 0 2169
4 2019 - 2020 2653 2653 0 -2653 827 -1826 -3958 3958 1826 0 43 0 4038
5 2020 - 2021 2359 100 229 2459 188 19 207 -2252 827 -1532 -5490 5490 1532 0 66 0 5636 0 -122 107 107
6 2021 - 2022 1227 282 346 1509 563 56 619 -890 828 -399 -5889 5889 399 0 0 6035 676 -685 -339 -232
7 2022 - 2023 437 305 346 742 665 67 732 -10 0 -437 -6326 6326 437 0 0 6472 724 -643 -297 -529
8 2023 - 2024 0 464 345 360 809 678 68 746 -63 0 0 0 0 0 0 6472 777 -736 -840 -1369
9 2024 - 2025 0 0 373 360 373 789 79 868 495 0 0 0 0 0 0 6472 777 -642 -282 -1651
10 2025 - 2026 0 0 403 360 403 804 80 884 481 0 0 0 0 0 0 6472 777 -656 -296 -1946
11 2026 - 2027 0 0 436 360 436 943 94 1037 601 0 0 0 0 324 0 6148 777 -536 -499 -2445
12 2027 - 2028 0 0 471 360 471 960 96 1056 585 0 0 0 0 324 0 5824 738 -513 -476 -2922
13 2028 - 2029 0 0 509 360 509 1130 113 1243 734 0 0 0 0 324 0 5501 699 -325 -288 -3210
14 2029 - 2030 0 0 550 360 550 1152 115 1267 717 0 0 0 0 324 0 5177 660 -303 -267 -3477
15 2030 - 2031 0 0 594 360 594 1350 135 1485 891 0 0 0 0 324 0 4854 621 -90 -54 -3531
16 2031 - 2032 0 0 642 360 642 1375 138 1513 871 0 0 0 0 324 0 4530 582 -71 -35 -3566
17 2032 - 2033 0 0 694 360 694 1595 160 1755 1061 0 0 0 0 324 0 4206 544 157 194 -3372
18 2033 - 2034 0 252 835 368 1087 1611 161 1772 685 0 0 0 0 324 0 3883 505 64 -143 -3515
DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT

19 2034 - 2035 0 0 903 368 903 1879 188 2067 1164 0 0 0 0 324 0 3559 466 330 374 -3141
20 2035 - 2036 0 0 975 368 975 1898 190 2088 1113 0 0 0 0 324 0 3236 427 318 362 -2778
21 2036 - 2037 0 0 1054 368 1054 2202 220 2422 1368 0 0 0 0 324 0 2912 388 612 656 -2122
22 2037 - 2038 0 0 1138 368 1138 2224 222 2446 1308 0 0 0 0 324 0 2589 349 591 635 -1487
23 2038 - 2039 0 0 1230 368 1230 2582 258 2840 1610 0 0 0 0 324 0 2265 311 931 976 -511
24 2039 - 2040 0 0 1329 368 1329 2608 261 2869 1540 0 0 0 0 324 0 1941 272 900 945 433
25 2040 - 2041 0 0 1437 368 1437 3032 303 3335 1898 0 0 0 0 324 0 1618 233 1297 1341 1775
26 2041 - 2042 0 0 1552 368 1552 3062 306 3368 1816 0 0 0 0 324 0 1294 194 1254 1298 3073
27 2042 - 2043 0 0 1678 368 1678 3548 355 3903 2225 0 0 0 0 324 0 971 155 1702 1746 4819
28 2043 - 2044 0 0 1813 466 3270 5083 3584 358 3942 -1141 0 0 0 0 324 0 647 116 1547 -1581 3238
November 2015
29 2044 - 2045 0 0 1960 558 3056 5016 4160 416 4576 -440 0 0 0 0 324 0 324 78 1980 -841 2397
30 2045 - 2046 0 0 2119 558 0 2119 4202 420 4622 2503 0 0 0 0 324 0 0 39 1906 2141 4537
11522 716 23727 9783 6326 42291 48784 4878 53662 4.48% 5197 6326 6472 146 0 11884 8268 4537
11371
367
CAPITAL COST-FIXED 9221 6072 3149 JICA STEP Loan 0.30% 100.00% 0.20%
CAPITAL COST - CURRENT 11522 7628 3894 Period 30+10 40 years
Completion Additional Running Depreciation Replaceme Total Cost Fare box Revenue From Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC on JICA Cumulative Interest Profit Cash Cumulative
Cost Capital Expenses nt Cost Revenue advertisement, Revenue Flow for IRR GOI & GOM of cash cash of Loan loan incl. before Tax Balance Cash
Year Kiosk etc. IDC
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 19 20 21 22 23 24
1 2016 - 2017 511 511 0 -511 440 -72 -72 72 72 0 0 72
2 2017 - 2018 1688 1688 0 -1688 1138 -550 -622 622 550 0 1 623
3 2018 - 2019 2647 2647 0 -2647 1137 -1510 -2132 2132 1510 0 4 2137
4 2019 - 2020 2653 2653 0 -2653 827 -1826 -3958 3958 1826 0 9 3972
5 2020 - 2021 2359 100 229 2459 188 19 207 -2252 827 -1532 -5490 5490 1532 0 14 5518 12 -134 95 95
6 2021 - 2022 1227 282 346 1509 563 56 619 -890 828 -399 -5889 5889 399 0 5917 17 -26 320 416
7 2022 - 2023 437 305 346 742 665 67 732 -10 0 -437 -6326 6326 437 0 6354 18 63 409 825
8 2023 - 2024 0 464 345 360 809 678 68 746 -63 0 0 0 0 0 6354 19 22 -82 743
9 2024 - 2025 0 0 373 360 373 789 79 868 495 0 0 0 0 0 6354 19 116 476 1219
10 2025 - 2026 0 0 403 360 403 804 80 884 481 0 0 0 0 0 6354 19 102 462 1681
11 2026 - 2027 0 0 436 360 436 943 94 1037 601 0 0 0 0 211 6143 19 222 371 2052
12 2027 - 2028 0 0 471 360 471 960 96 1056 585 0 0 0 0 211 5932 18 207 356 2407
13 2028 - 2029 0 0 509 360 509 1130 113 1243 734 0 0 0 0 211 5721 18 356 505 2913
14 2029 - 2030 0 0 550 360 550 1152 115 1267 717 0 0 0 0 211 5510 17 340 489 3402
15 2030 - 2031 0 0 594 360 594 1350 135 1485 891 0 0 0 0 211 5299 17 514 664 4065
16 2031 - 2032 0 0 642 360 642 1375 138 1513 871 0 0 0 0 211 5088 16 495 644 4710
17 2032 - 2033 0 0 694 360 694 1595 160 1755 1061 0 0 0 0 211 4878 15 686 835 5545
18 2033 - 2034 0 252 835 368 1087 1611 161 1772 685 0 0 0 0 211 4667 15 554 460 6004

19 2034 - 2035 0 0 903 368 903 1879 188 2067 1164 0 0 0 0 211 4456 14 782 939 6943
20 2035 - 2036 0 0 975 368 975 1898 190 2088 1113 0 0 0 0 211 4245 13 732 889 7832
21 2036 - 2037 0 0 1054 368 1054 2202 220 2422 1368 0 0 0 0 211 4034 13 987 1144 8976
22 2037 - 2038 0 0 1138 368 1138 2224 222 2446 1308 0 0 0 0 211 3823 12 928 1085 10061
23 2038 - 2039 0 0 1230 368 1230 2582 258 2840 1610 0 0 0 0 211 3612 11 1231 1388 11449
24 2039 - 2040 0 0 1329 368 1329 2608 261 2869 1540 0 0 0 0 211 3402 11 1161 1318 12767
25 2040 - 2041 0 0 1437 368 1437 3032 303 3335 1898 0 0 0 0 211 3191 10 1520 1677 14444
26 2041 - 2042 0 0 1552 368 1552 3062 306 3368 1816 0 0 0 0 211 2980 10 1438 1596 16040
27 2042 - 2043 0 0 1678 368 1678 3548 355 3903 2225 0 0 0 0 211 2769 9 1848 2005 18045
November 2015
28 2043 - 2044 0 0 1813 466 3270 5083 3584 358 3942 -1141 0 0 0 0 211 2558 8 1655 -1360 16685
29 2044 - 2045 0 0 1960 558 3056 5016 4160 416 4576 -440 0 0 0 0 211 2347 8 2050 -659 16026
30 2045 - 2046 0 0 2119 558 0 2119 4202 420 4622 2503 0 0 0 0 211 2137 7 1938 2285 18312
11522 716 23727 9783 6326 42291 48784 4878 53662 4.48% 5197 6326 4217 28 364 19788 18312
11371
368
Completion Additional Running Depreciation Replaceme Total Cost Fare box Revenue From Income From Addtional Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC on JICA IDC on MB Cumulative Interest Profit Cash Cumulative
Cost Capital Expenses nt Cost Revenue advertisement, Property revenue from Revenue Flow for IRR GOI & GOM of cash cash of Loan Loan loan incl. before Tax Balance Cash
Year Kiosk etc. Development Dev Charges & IDC
Registration
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
1 2016 - 2017 511 511 0 -511 440 -72 -72 72 72 0 13 0 85
2 2017 - 2018 1688 1688 0 -1688 1138 -550 -622 622 550 0 5 2 642
3 2018 - 2019 2647 2647 0 -2647 1137 -1510 -2132 2132 1510 0 19 7 2178
4 2019 - 2020 2653 2653 0 -2653 827 -1826 -3958 3958 1826 0 41 15 4060
5 2020 - 2021 2359 100 233 2459 188 19 0 640 847 -1612 827 -1532 -5490 5490 1532 0 63 23 5678 0 514 747 747
6 2021 - 2022 1227 282 350 1509 563 56 -162 659 1116 -393 828 -399 -5889 5889 399 0 0 6077 681 -197 153 900
7 2022 - 2023 437 305 350 742 665 67 -135 679 1276 534 0 -437 -6326 6326 437 0 0 6514 729 -108 242 1142
8 2023 - 2024 0 464 345 364 809 678 68 -101 699 1344 535 0 0 0 0 30 0 6483 782 -146 -277 865
9 2024 - 2025 0 0 373 364 373 789 79 -41 720 1547 1174 0 0 0 0 30 0 6453 778 32 366 1231
10 2025 - 2026 0 0 403 364 403 804 80 122 742 1748 1345 0 0 0 0 30 0 6422 774 207 540 1771
11 2026 - 2027 0 0 436 364 436 943 94 145 764 1946 1510 0 0 0 0 341 0 6082 771 375 399 2170
12 2027 - 2028 0 0 471 364 471 960 96 168 787 2011 1540 0 0 0 0 341 0 5741 730 446 469 2639
13 2028 - 2029 0 0 509 364 509 1130 113 191 811 2245 1736 0 0 0 0 341 0 5400 689 683 706 3345
14 2029 - 2030 0 0 550 364 550 1152 115 216 835 2318 1768 0 0 0 0 341 0 5059 648 756 779 4125
15 2030 - 2031 0 0 594 364 594 1350 135 245 860 2590 1996 0 0 0 0 341 0 4718 607 1025 1048 5173
16 2031 - 2032 0 0 642 364 642 1375 138 352 886 2751 2109 0 0 0 0 341 0 4377 566 1179 1202 6375
17 2032 - 2033 0 0 694 364 694 1595 160 370 912 3037 2343 0 0 0 0 341 0 4037 525 1454 1477 7852
18 2033 - 2034 0 252 835 372 1087 1611 161 389 940 3101 2014 0 0 0 0 311 0 3726 484 1409 1219 9071

19 2034 - 2035 0 0 903 372 903 1879 188 408 968 3443 2540 0 0 0 0 311 0 3416 447 1721 1782 10853
20 2035 - 2036 0 0 975 372 975 1898 190 429 997 3514 2539 0 0 0 0 311 0 3105 410 1757 1819 12672
21 2036 - 2037 0 0 1054 372 1054 2202 220 450 1027 3899 2845 0 0 0 0 311 0 2795 373 2100 2162 14834
22 2037 - 2038 0 0 1138 372 1138 2224 222 472 1058 3976 2838 0 0 0 0 311 0 2484 335 2130 2192 17026
23 2038 - 2039 0 0 1230 372 1230 2582 258 495 1090 4425 3195 0 0 0 0 311 0 2174 298 2524 2586 19612
24 2039 - 2040 0 0 1329 372 1329 2608 261 520 1122 4511 3182 0 0 0 0 311 0 1863 261 2549 2611 22223
25 2040 - 2041 0 0 1437 372 1437 3032 303 546 1156 5037 3600 0 0 0 0 311 0 1553 224 3004 3066 25289
26 2041 - 2042 0 0 1552 372 1552 3062 306 574 1191 5133 3581 0 0 0 0 311 0 1242 186 3022 3084 28373
27 2042 - 2043 0 0 1678 372 1678 3548 355 603 1226 5732 4054 0 0 0 0 311 0 931 149 3533 3595 31967
28 2043 - 2044 0 0 1813 470 3270 5083 3584 358 632 1263 5837 754 0 0 0 0 311 0 621 112 3442 332 32299
November 2015
29 2044 - 2045 0 0 1960 562 3056 5016 4160 416 663 1301 6540 1524 0 0 0 0 311 0 310 75 3943 1139 33438
30 2045 - 2046 0 0 2119 562 0 2119 4202 420 697 1340 6659 4540 0 0 0 0 310 0 0 37 3941 4192 37630
11522 716 23727 9887 6326 42291 48784 4878 8248 24674 86584 12.08% 5197 6326 6514 141 47 11671 41299 37630
44293
369
Completion Additional Running Depreciation Replaceme Total Cost Fare box Revenue From Income From Addtional Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC on JICA IDC on MB Cumulative Interest Profit Cash Cumulative
Cost Capital Expenses nt Cost Revenue advertisement, Property revenue from Revenue Flow for IRR GOI & GOM of cash cash of Loan Loan loan incl. before Tax Balance Cash
Year Kiosk etc. Development Dev Charges & IDC
Registration
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
1 2016 - 2017 511 511 0 -511 440 -72 -72 72 72 0 12 4 88
2 2017 - 2018 1688 1688 0 -1688 1138 -550 -622 622 550 0 0 42 680
3 2018 - 2019 2647 2647 0 -2647 1137 -1510 -2132 2132 1510 0 0 165 2355
4 2019 - 2020 2653 2653 0 -2653 827 -1826 -3958 3958 1826 0 0 365 4546
5 2020 - 2021 2359 100 229 2459 188 19 0 640 847 -1612 827 -1532 -5490 5490 1532 0 0 567 6645 545 -27 202 202
6 2021 - 2022 1227 282 346 1509 563 56 -162 659 1116 -393 828 -399 -5889 5889 399 0 0 7044 797 -309 37 238
7 2022 - 2023 437 305 346 742 665 67 -135 679 1276 534 0 -437 -6326 6326 437 0 0 7481 845 -220 126 364
8 2023 - 2024 0 464 345 360 809 678 68 -101 699 1344 535 0 0 0 0 140 0 7341 898 -258 -502 -138
9 2024 - 2025 0 0 373 360 373 789 79 -41 720 1547 1174 0 0 0 0 140 0 7201 881 -67 154 15
10 2025 - 2026 0 0 403 360 403 804 80 122 742 1748 1345 0 0 0 0 140 0 7061 864 121 341 356
11 2026 - 2027 0 0 436 360 436 943 94 145 764 1946 1510 0 0 0 0 444 0 6617 847 303 219 575
12 2027 - 2028 0 0 471 360 471 960 96 168 787 2011 1540 0 0 0 0 444 0 6173 794 386 302 877
13 2028 - 2029 0 0 509 360 509 1130 113 191 811 2245 1736 0 0 0 0 444 0 5729 741 635 551 1428
14 2029 - 2030 0 0 550 360 550 1152 115 216 835 2318 1768 0 0 0 0 444 0 5285 687 721 637 2065
15 2030 - 2031 0 0 594 360 594 1350 135 245 860 2590 1996 0 0 0 0 444 0 4841 634 1002 918 2983
16 2031 - 2032 0 0 642 360 642 1375 138 352 886 2751 2109 0 0 0 0 444 0 4397 581 1168 1084 4067
17 2032 - 2033 0 0 694 360 694 1595 160 370 912 3037 2343 0 0 0 0 444 0 3953 528 1456 1372 5439

18 2033 - 2034 0 252 835 368 1087 1611 161 389 940 3101 2014 0 0 0 0 304 0 3649 474 1424 1235 6674
19 2034 - 2035 0 0 903 368 903 1879 188 408 968 3443 2540 0 0 0 0 304 0 3345 438 1734 1798 8473
20 2035 - 2036 0 0 975 368 975 1898 190 429 997 3514 2539 0 0 0 0 304 0 3041 401 1770 1834 10306
21 2036 - 2037 0 0 1054 368 1054 2202 220 450 1027 3899 2845 0 0 0 0 304 0 2736 365 2112 2176 12482
22 2037 - 2038 0 0 1138 368 1138 2224 222 472 1058 3976 2838 0 0 0 0 304 0 2432 328 2141 2205 14688
23 2038 - 2039 0 0 1230 368 1230 2582 258 495 1090 4425 3195 0 0 0 0 304 0 2128 292 2535 2599 17286
24 2039 - 2040 0 0 1329 368 1329 2608 261 520 1122 4511 3182 0 0 0 0 304 0 1824 255 2559 2623 19909
25 2040 - 2041 0 0 1437 368 1437 3032 303 546 1156 5037 3600 0 0 0 0 304 0 1520 219 3013 3077 22986
26 2041 - 2042 0 0 1552 368 1552 3062 306 574 1191 5133 3581 0 0 0 0 304 0 1216 182 3030 3094 26080
27 2042 - 2043 0 0 1678 368 1678 3548 355 603 1226 5732 4054 0 0 0 0 304 0 912 146 3540 3604 29685
November 2015
28 2043 - 2044 0 0 1813 466 3270 5083 3584 358 632 1263 5837 754 0 0 0 0 304 0 608 109 3449 341 30025
29 2044 - 2045 0 0 1960 558 3056 5016 4160 416 663 1301 6540 1524 0 0 0 0 304 0 304 73 3949 1147 31172
30 2045 - 2046 0 0 2119 558 0 2119 4202 420 697 1340 6659 4540 0 0 0 0 304 0 0 36 3946 4199 35372
11522 716 23727 9783 6326 42291 48784 4878 8248 24674 86584 12.08% 5197 6326 7481 12 1143 12963 40111 35372
370
44293
PUNE METRO PROJECT Table 12.17
CAPITAL COST-FIXED 9221 12.00%
CAPITAL COST - CURRENT 3340
Completion Additional Running Depreciatio Replaceme Total Cost Fare box PD & Total Net Cash Concession Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative Interest Profit Cash Cumulative Return on
Cost Capital Expenses n nt Cost Revenue Advertisem Revenue Flow for IRR er Equity of cash cash of Loan loan incl. before Tax Balance Cash Equity
Year ent IDC (EIRR) Pre-
Tax
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
1 2016 - 2017 50 50 0 -50 278 228 228 0 0 0 0 0 0 0 -278
2 2017 - 2018 227 227 0 -227 278 51 279 0 0 0 0 0 0 0 -278
3 2018 - 2019 1037 1037 0 -1037 278 -759 -480 480 480 0 29 509 0 0 -278
4 2019 - 2020 853 853 0 -853 279 -574 -1054 1054 574 0 92 1175 0 0 -279
5 2020 - 2021 559 100 109 659 188 19 207 -452 0 -559 -1613 1613 559 0 160 1894 0 -2 107 107 107
6 2021 - 2022 177 282 109 459 563 -106 457 -2 0 -177 -1790 1790 177 0 2071 227 -161 -52 55 -52
7 2022 - 2023 437 305 109 742 665 -68 597 -145 -437 -2227 2227 437 0 2508 249 -66 43 98 43
8 2023 - 2024 0 464 345 123 809 678 -33 645 -164 0 0 0 0 251 2257 301 -124 -716 -618 -716
9 2024 - 2025 0 0 373 123 373 789 38 827 454 0 0 0 0 251 2006 271 60 -68 -685 -68
10 2025 - 2026 0 0 403 123 403 804 202 1006 603 0 0 0 0 251 1756 241 239 111 -574 111
11 2026 - 2027 0 0 436 123 436 943 239 1182 746 0 0 0 0 251 1505 211 412 285 -289 285
12 2027 - 2028 0 0 471 123 471 960 264 1224 753 0 0 0 0 251 1254 181 449 322 32 322
13 2028 - 2029 0 0 509 123 509 1130 304 1434 925 0 0 0 0 251 1003 150 652 524 556 524
14 2029 - 2030 0 0 550 123 550 1152 331 1483 933 0 0 0 0 251 752 120 690 562 1118 562
15 2030 - 2031 0 0 594 123 594 1350 380 1730 1136 0 0 0 0 251 502 90 923 795 1913 795
16 2031 - 2032 0 0 642 123 642 1375 490 1865 1223 0 0 0 0 251 251 60 1040 912 2825 912
17 2032 - 2033 0 0 694 123 694 1595 530 2125 1431 0 0 0 0 251 0 30 1278 1150 3975 1150

18 2033 - 2034 0 252 835 131 1087 1611 550 2161 1074 0 0 0 0 0 0 0 1195 1074 5049 1074
19 2034 - 2035 0 0 903 131 903 1879 596 2475 1572 0 0 0 0 0 0 0 1441 1572 6621 1572
20 2035 - 2036 0 0 975 131 975 1898 619 2517 1542 0 0 0 0 0 0 0 1411 1542 8163 1542
21 2036 - 2037 0 0 1054 131 1054 2202 670 2872 1818 0 0 0 0 0 0 0 1687 1818 9981 1818
22 2037 - 2038 0 0 1138 131 1138 2224 694 2918 1780 0 0 0 0 0 0 0 1649 1780 11761 1780
23 2038 - 2039 0 0 1230 131 1230 2582 753 3335 2105 0 0 0 0 0 0 0 1974 2105 13866 2105
24 2039 - 2040 0 0 1329 131 1329 2608 781 3389 2060 0 0 0 0 0 0 0 1929 2060 15926 2060
25 2040 - 2041 0 0 1437 131 1437 3032 849 3881 2444 0 0 0 0 0 0 0 2313 2444 18370 2444
26 2041 - 2042 0 0 1552 131 1552 3062 880 3942 2390 0 0 0 0 0 0 0 2259 2390 20760 2390
27 2042 - 2043 0 0 1678 131 1678 3548 958 4506 2828 0 0 0 0 0 0 0 2697 2828 23588 2828
November 2015
28 2043 - 2044 0 0 1813 229 3270 5083 3584 990 4574 -509 0 0 0 0 0 0 0 2532 -509 23079 -509
29 2044 - 2045 0 0 1960 321 3056 5016 4160 1079 5239 223 0 0 0 0 0 0 0 2958 223 23302 223
30 2045 - 2046 0 0 2119 321 0 2119 4202 1117 5319 3200 0 0 0 0 0 0 0 2879 3200 26502 3200
3340 716 23727 3738 6326 34109 48784 13126 61910 16.95% 1113 2227 2508 281 2131 32314 26502 18.04%
27801
371
Chapter - 13
Economic Appraisal
13.1 Introduction
13.2 Values Adopted for Some Important Variables
13.3 Economic Benefit Stream
13.4 Metro Construction Cost
13.5 Economic Performance Indicators
13.6 Sensitivity Analysis
13.7 Quantified Benefits
13.8 Transport Oriented Development (TOD) & EIRR
CHAPTER - 13
ECONOMIC APPRAISAL
13.1 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
can be taken to measure the benefits. These components are quantified by linking with the
number of passengers shifted 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 10.1 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 13.1. Depending upon
methodology of estimation, economic factors are assumed. Overall economic value of benefit
components is 92.25% of the market value. Similarly economic value of the cost components
are 82.50% of the market cost.
Table 13.1 - 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. 86%
3 Annual Vehicle Operating Cost Saved by Metro
Passengers in Cr. Rs. 86%
4 Emission Saving Cost in Cr. Rs. 90%
5 Accident Cost in Cr. Rs. 100%
6 Annual Time Cost Saved by Road Passengers in Cr. Rs. 90%
7 Annual Fuel Cost Saved by Road Passengers in Cr. Rs. 86%
8 Annual Infra Structure Maintenance Cost 100%
Chapter 13 - Economic Appraisal
13.2 VALUES ADOPTED FOR SOME IMPORTANT VARIABLES
Benefit components are converted (by applying appropriate unit cost) to money values
(Rs.). Derivation procedures of some of the values used for economic analysis are shown in
Table 13.2.
Table 13.2 - Values Adopted For Some Important Variables
S. No Values Important variables

1 Rs. 1.12/min (2020) Time Cost derived from Households monthly income level.
2 Market Rate (2015) Fuel Cost (value of Petrol, Diesel and CNG).
3 Table 13.3 Vehicle Operating Cost (Derived from Life Cycle Cost of
different passenger vehicles per km)
4 Table 13.4 Emission (gm/km as per CPCB and UK Norms) Emission
Saving Cost (adopted for Indian conditions in Rs/ton).
5 Table 13.5 Accident Rate (No of fatal and all accidents per one Cr.KM).
Accident costs are derived from published papers at current
rate.
6 46.61% Passenger km – Vehicle km conversion factor and mode share
percent values (derived from fresh traffic volume count and
modal split seen in Home Interview study) .
7 Road User Cost Study
Fuel Consumption of vehicles at a given speed is derived
Model
8 Rs. 1.0/vehicle km Infra Structure Maintenance Cost is derived from published
values on annual expenditure on roads and traffic and annual
vehicle km
Table 13.3 - Vehicle Operating Cost in Rs.

4 Wh 4 Wh 2 Wh 2 Wh 3 Wh Mini
Per Vehicle KM Bus
(Large) (Small) (MC) (SC) (Auto) Bus
Maintenance Cost 3.94 3.31 2.01 0.57 0.72 2.25 2.75
Capital Cost 2.40 2.67 1.20 0.18 0.16 0.72 1.72
Total VOC 6.98 6.58 3.54 0.82 0.96 3.27 4.92
Table 13.4 - Vehicle Emission 2011-2021(CPCB) and Cost in Rs.

VEHICLE CO HC NOX PM CO CO2
BUS 3.72 0.16 6.53 0.24 3.72 787.72
2W-2 STROKE 1.4 1.32 0.08 0.05 1.4 24.99
2W-4 STROKE 1.4 0.7 0.3 0.05 1.4 28.58
MINI BUS 2.48 0.83 8.26 0.58 2.48 358.98
4W-SMALL 1.39 0.15 0.12 0.02 1.39 139.51
4W-LARGE 0.58 0.05 0.45 0.05 0.58 156.55
TATA MAGIC 1.24 0.17 0.58 0.17 1.24 160
3W 2.45 0.75 0.12 0.08 2.45 77.89
Cost RS. 100000 PER TON 500
Table 13.5 - Accident Rate$ and Cost in Rs
Accident
Accident Rate in the year
Rate per Cr. Accident Cost in Rs
2016
Vehicle KM
Average of all types. 1.58 593009
Fatal Accident. 0.20 1704425
Traffic parameter values used for economic analysis are given in Table 13.6.
Table 13.6 - Traffic Parameter Values
TRAFFIC INPUT 2020 2021 2026 2031

SECTION
LENGTH km 16.589 31.254 31.254 31.254
PASSKM/KM= 61487 135596 135795 145886
PASKM= 1020000 4237927 4244131 4559518
TRIP LENGTH
km= 5.00 6.96 6.94 6.21
PASSENGER 204000 609020 611304 734364
13.3 ECONOMIC BENEFIT STREAM
Benefits in terms of money value are estimated directly from the projected passenger km
saved for the horizon years (2021, 2026 and 2031) and values for other years are
interpolated on the basis of projected traffic. Market values are used for calculating costs
and then appropriate economic factors (see table 13.1) are applied. For each year values of
each benefit components are obtained and thus benefit stream is estimated. Benefit
Components Stream for Pune Metro Rail is shown in Table 13.7.
Table 13.7 - Year wise Economic Values of Benefit Components (Stream)
Annual
Annual Annual Annual
Annual Fuel Vehicle Annual Infra Total
Time Cost Emission Time Cost Fuel Cost
Cost Saved Operating Accident Structure Benefits
Saved by Saving Saved by Saved by
by Metro Cost Saved by Cost in Maintenance without
Metro Cost in Road Road
Passengers Metro Cr. Rs. Cost in Cr. Discount in
Passengers Cr. Rs. Passengers Passengers
in Cr. Rs. Passengers in Rs. Cr. Rs.
in Cr. Rs. in Cr. Rs. in Cr. Rs.
Year Year Cr. Rs.
2021 2022 152.95 194.67 77.27 4.72 2.45 5.87 1.17 18.22 457.31
2022 2023 500.12 811.75 345.10 21.07 10.95 26.74 5.58 81.38 1802.68
2023 2024 558.14 821.08 373.71 22.81 11.85 29.55 6.35 88.12 1911.61
2024 2025 622.88 830.94 404.69 21.18 12.84 32.65 7.12 95.43 2027.72
2025 2026 695.13 841.35 438.23 19.12 13.90 36.08 7.90 103.34 2155.04
2026 2027 775.77 852.30 474.56 20.70 15.05 39.87 8.67 111.90 2298.82
2027 2028 865.76 863.80 513.89 22.42 16.30 44.05 9.45 121.18 2456.85
2028 2029 966.19 875.85 556.49 24.27 17.65 48.68 10.24 131.22 2630.60
2029 2030 1078.27 852.30 602.62 26.29 19.11 53.79 11.03 142.10 2785.50
2030 2031 1203.35 863.80 652.57 28.47 20.70 59.44 11.82 153.88 2994.02
2031 2032 1342.93 875.85 706.67 30.82 22.41 65.68 12.62 166.63 3223.63
2032 2033 1498.72 929.78 765.24 33.38 24.27 72.57 13.43 180.45 3517.84
2033 2034 1643.48 947.21 830.86 36.24 26.35 80.40 14.28 195.92 3774.74
2034 2035 1802.22 1011.31 945.05 41.22 28.61 95.69 15.87 222.84 4162.81
2035 2036 1976.29 1031.03 1026.08 44.76 31.07 106.01 16.79 241.95 4473.99
2036 2037 2167.18 1051.52 1114.06 48.60 33.73 117.45 17.73 262.70 4812.96
2037 2038 2406.56 1071.23 1211.42 51.68 36.55 130.57 19.26 285.66 5212.93
2038 2039 2672.37 1091.32 1317.30 54.96 39.61 145.15 20.92 310.62 5652.26
2039 2040 2967.55 1111.78 1432.43 58.45 42.93 161.36 22.73 337.77 6135.00
2040 2041 3295.33 1132.62 1557.63 62.16 46.52 179.38 24.69 367.29 6665.62
2041 2042 3659.31 1153.86 1693.76 66.11 50.42 199.42 26.82 399.39 7249.09
2042 2043 4063.50 1175.49 1841.79 70.30 54.64 221.69 29.14 434.30 7890.85
2043 2044 4512.33 1197.53 2002.76 74.77 59.21 246.45 31.66 472.26 8596.96
2044 2045 5010.74 1219.98 2177.80 79.51 64.17 273.98 34.39 513.53 9374.10
2045 2046 5564.19 1242.85 2368.14 84.56 69.54 304.58 37.36 558.41 10229.64
2046 2047 6178.78 1266.16 2575.11 89.93 75.36 338.60 40.58 607.22 11171.74
Chapter 13: Economic Appraisal
CUMMULATIVE BENEFITS
OTHER
7%
TIME COST
49%
VOC
44%
Figure 13.1 - Percent of Benefits
Accrued Benefit components for the lifecycle period (2021-2047) are shown in figure 10.1
which shows benefits are mainly coming from saving of travel time (49%), VOC (including
fuel) (44%). Other combined benefits are 7%. In this area, personalised modes (car and two
wheelers) are dominant which have made vehicle by passenger ratio very high (46.61%).
Average modal split obtained from the Home Interview survey shows that 90.15% vehicle
trips are by private modes as may be seen in table 13.8. Obviously presence of dependable
mass transport system is not there.
Table 13.8 - Average Modal Split In Study Area
Vehicles % PASS % Vehicle

Car-small 5.27% 3.89%
Car-large 4.32% 2.86%
Bus 11.42% 0.78%
Mini bus 7.61% 0.98%
RTV 2.53% 1.35%
2 whs 58.75% 80.81%
Auto Ricksha 10.11% 9.35%
376
DETAILED PROJECT REPORT FOR NAGPUR METRO RAIL November 2015 372
13.4 METRO CONSTRUCTION COST
Total cost of metro construction (CAPITAL COST) is derived after considering cost of all
major component such as Relocation and Rehabilitation(RR), Civil construction for
underground and elevated portions, Stations and Depots, Track laying, Signalling and
telecommunication, Power traction line, Rolling stock, Man power etc. RUCURRING COST
includes energy cost, maintenance cost, and operation cost. Economic analysis period is
taken from 2016-17 to 2045-46 out of which 9 years are marked as payment period. It is
assumed that revenue year will start in 2020-21. Additional capital intensive costs may
occur in the years 2031-32, 2041-42-43. Completion cost is obtained from the fixed cost
estimated (year 2015) for the material and the work to be done by applying annual
escalation factor of 7.5%. Economic cost is obtained from the fixed cost by removing tax
components. Tax details are given in the finance chapter. Thus cost streams are generated
as shown in Table 13.9.
Table 13.9 - Estimated Capital and Recurring Cost
( Including Central Tax)
Current Cost Economic Cost
Recurring
Year Year Capital Cost Recurring Cost Capital Cost
Cost
Beginning Ending Cr. Rs. Cr. Rs Cr. Rs. Cr. Rs
2016 2017 511 0 445 0
2017 2018 1688 0 1370 0
2018 2019 2647 0 2002 0
2019 2020 2653 0 1826 0
2020 2021 2359 100 1511 65
2021 2022 1227 282 731 169
2022 2023 437 305 242 169
2023 2024 464 345 239 177
2024 2025 0 373 0 178
2025 2026 0 403 0 178
2026 2027 0 436 0 178
2027 2028 0 471 0 178
2028 2029 0 509 0 178
2029 2030 0 550 0 178
2030 2031 0 594 0 178

2031 2032 0 642 0 178
2032 2033 0 694 0 179
2033 2034 252 835 60 199
2034 2035 0 903 0 199
2035 2036 0 975 0 199
2036 2037 0 1054 0 199
2037 2038 0 1138 0 199
2038 2039 0 1230 0 199
2039 2040 0 1329 0 199
2040 2041 0 1437 0 200
2041 2042 0 1552 0 200
2042 2043 0 1678 0 200
2043 2044 3270 1813 361 200
2044 2045 3056 1960 312 200
2045 2046 0 2119 0 200
13.5 ECONOMIC PERFORMANCE INDICATORS
After generating the cost and benefit stream table, values of economic indicators are
derived and are presented in table 13.10. Project period is 2016-2047, EIRR at present rate
is found to be 16.32% and B/C ratio as 3.24 and with 12 % discount, EIRR is 3.85% and B/C
ratio is 1.41. EIRR (fixed cost excluding all taxes-economic value) is found to be 21.53% and
B/C ratio as 9.73 and with 12 % discount, EIRR is 8.51% and B/C ratio is 2.34.
Table 13.10 - Economic Indicator Values (with Central Tax)

PUNE Current Cost Basis Economic Cost Basis
With
Without With discount Without
discount
discount (12%) discount
Full Metro Network (12%)
Cumulative cost 34761 10018 11557 6030
Cumulative benefit 112493 14139 112493 14139
Benefit Cost Ratio 3.24 1.41 9.73 2.34
NPV 77732 4120 100936 8109
EIRR 16.32% 3.85% 21.53% 8.51%
13.6 SENSITIVITY ANALYSIS
Sensitivity of EIRR and B/C ratios both with and without discount was carried out and the
output is given in the Table 13.11. 2046-47 is taken for the year of comparison. It is seen
that in worst case, when construction cost is increased by 20% and traffic is decreased by
20%, EIRR and B/C is goes beyond the limit of acceptance.
Table 13.11 - Sensitivity of EIRR
SENSITIVITY WITHOUT DISCOUNT WITH DISCOUNT
TRAFFIC COST EIRR B/C COST EIRR B/C COST
0% 0% 16.32% 3.24 34761 3.85% 1.41 10018
-10% 0% 15.81% 3.09 34761 3.40% 1.35 10018
-20% 0% 15.28% 2.94 34761 2.93% 1.30 10018
0% 10% 15.10% 2.94 38237 2.77% 1.28 11020
0% 20% 14.00% 2.70 41713 1.79% 1.18 12022
-10% 10% 14.60% 2.81 38237 2.32% 1.23 11020
-20% 20% 12.98% 2.45 41713 0.87% 1.08 12022
13.7 QUANTIFIED BENEFITS.
Quantified values of the benefits (first five years) are shown in table 13.12 and 13.13 which
forms the basis of economic analysis.
Table 13.12 Quantified Benefits in Horizon Years
Annual Values 2021 2022 2023 2024 2025

Time Saved by Metro Passengers in Cr. Hr. 6.92 7.19 7.46 7.75 8.04
Fuel Saved by Metro Passengers
in thousand Tons. 122.25 123.79 125.40 127.10 128.88
Daily vehicles reduced (off the road) 61857 62311 62769 63229 63694
CO2 reduced in thousand tons 30.53 30.76 30.98 31.21 31.44
Other gases reduced in thousand tons 1.87 1.89 1.61 1.32 1.33
Reduced No of Fatal Accidents 15 15 15 15 16
Reduced No of Other Accidents 104 105 106 107 108
Annual Vehicle km Reduced in Thousand Km. 20.74 20.89 21.04 21.20 21.36
Table 13.13 Quantified Environmental Benefits in Horizon Years

Environmental
Parameters 2021 2022 2023 2024 2025
CO (Thousand Tonnes) 1069 1077 890 700 705
HC (“) 490 493 405 316 318
NOX(“) 276 278 276 274 276
PM(“) 36 36 34 32 32
SO2(“) 2 2 2 2 2
CO2(“) 30533 30757 30983 31210 31439
Total Emission Saved(“) 32405 32643 32590 32533 32772
All Accident Saved 120 120 121 122 123
Fatal Accident Saved 15 15 15 15 16
Chapter - 14
Implementation Plan
14.1 Way Forward For Implementing Pune Metro Project

14.2 Institutional Arrangements
14.3 Contracts
14.4 Organisational Set-up of PMRC
14.5 Legal Framework
14.6 Concessions from Government
14.7 Posting of OSD
14.8 Need for Dedicated Fund for Metro Projects
CHAPTER - 14
IMPLEMENTATION PLAN
14.1 WAY FORWARD FOR IMPLEMENTING PUNE METRO PROJECT
On receipt of the Detailed Project Report, following action will be required for implementing
the Corridor-1 & Corridor-2 of Pune Metro:
• Approval to the Detailed Project Report to be taken from Maharashtra State

Government (Cabinet approval).
• The DPR to be forwarded to the Ministry of Urban Development, Planning

Commission and Finance Ministry with the request for approving the Metro project
and for financial participation through equity contribution in the SPV.
• Signing of an MOU between Maharashtra State Government and Government of

India giving all details of the Joint Venture bringing out the financial involvement of
each party, liability for the loans raised, the administrative control in the SPV, policy
in regard to fare structure, operational subsidy, if any, etc.
• Set up a Special Purpose Vehicle (SPV) for implementing the project and for its
subsequent Operation & Maintenance.
• The Government of India is considering enactment of a Central legislation to give

legal cover for construction and maintenance of Metros in other cities. Under this
Central enactment State Governments will have to frame the rules and procedures
for implementation.
• The State Government should formulate the funding plan for executing this project
and get the same approved by the Government of India. The loan portion of the
funding will have to be tied up by State Government in consultation with the
Government of India.
• The Government should freeze all developments along the corridors suggested. For
any constructions within 50 m. of the proposed alignment a system of No Objection
Certificate should be introduced so that infructuous expenditure at a later stage is
avoided.
CHAPTER 14 - IMPLEMENTATION PLAN
14.2 INSTITUTIONAL ARRANGEMENTS
To enable Pune Metro project to be implemented without any loss of time and cost over-
run, effective institutional arrangements would need to be set up. Details of these
arrangements are explained below:
14.2.1Special Purpose Vehicle
Experience of implementing Delhi Metro project has shown that a Special Purpose Vehicle
(SPV), vested with adequate powers, is an effective organizational arrangement to
implement and subsequently operate and maintain a metro project. An SPV should,
therefore, be set up for Pune Metro and registered under the Companies Act, 1956. This SPV
should be a PSU of the State Government and may be named as ‘Pune Mahanagar Metro Rail
Corporation Ltd.’ (PMMRC). Since the equity for the project will be contributed by the State
and the Central Governments, both these Governments should have Directors on its Board.
The number of Directors from each Government can be mutually agreed upon between the
Central and the State Governments. The Managing Director of PMMRC should be the
nominee of the State Government. In order to avoid delays usually associated with
bureaucratic process of decision-making, the Board of Directors (BOD) of PMMRC should be
vested with full powers needed to implement the project. The BOD, in turn, should delegate
adequate powers to the Managing Director to take all decisions in day-to-day matters. The
Managing Director should be a technocrat of proven record and impeccable integrity. A
Railway background would be an added advantage. A metro background would be most
desirable.
14.2.2 Implementation ThroughSPV
Once the SPV is formed, it has to take action for appointment of General Consultants for
project management including preparation of tender documents. Till the General
Consultants are in position, PMMRC should appoint an interim Consultant for all
preliminary and enabling jobs such as land acquisition, detailed design of civil structures,
utility diversions, etc.
A suggested project implementation schedule is given below. The proposed date of

commissioning of the section with suggested dates of important milestones is given in
Table 14.1.
Table 14.1 -Implementation Schedule through SPV
S. No. Item of Work Completion

Time(days)
1. Submission of Final DPR to State Govt. D
2 Approval of DPR by State Government D+30
3 Appoint interim Consultant for preliminary works D+30
4 Approval of Project by Empowered Committee D+60
5 Sanction of Project by EGOM. D+90
6 Appoint General Consultant D+270
7 Tendering, Execution of works and Procurement of D+300 to D+1600
equipments, coaches and installations
89 Testing and Commissioning D+1600 to D+1700
9 Revenue Operation D+1700
Both corridors can be divided into sections for the purpose of commercial opening in stages.
In first stage, line No. 2 (completely elevated) and elevated portion of Corridor 1 up to
Shivaji Nagar Station (Underground) will be opened. Both Depots should also be available
for commercial operation.
14.3 CONTRACTS
14.3.1 Civil Works
Elevated viaduct will be part design and built basis while the elevated stations will be
constructed on design and built basis .Underground section will be constructed based on the
design and built basis .Corridor I will have two packages for the elevated viaduct and two
packages for the elevated stations.The underground stretch of corridor – 1 will be
implemented in two packages ie. One package will have the cut and cover portion and
Shivaji Nagar, Swargate stations.
Architectural finishes, fire fighting arrangements and general electrification, will form part
of civil contracts.
14.3.2 System Contracts
• Design, construct and installation for Traction and Power Supply.

• Design, construct and installation of Signal and Telecommunication works.
• Design, construct and installation of lifts.
• Design, construct and installation of escalators.
• Design, construct and commissioning of Automatic Fare Collection System.

• Design and supply of rolling stock.
• Installation of track in Depot and on main line.
• Design and installation of Signages.
14.3.3 Depot Contracts
The contracts are required for Civil and E&M works at Agriculture University and Kothrud
Depot.
Supply of Depot Equipment, the number of contracts may be decided as and when the work
is in progress.
14.4 ORGANISATIONAL SET-UP OF PMMRC
The PMMRC Organisation, as stated earlier, should be very lean but effective. It will consist
of a non-executive Chairman, a Managing Director with full Executive Powers (in Schedule
‘A’) and three Functional Directors (in Schedule ‘B’) including Director (Finance). All the
three Functional Directors will be full members of the Management Board. The Directors
will be assisted by Heads of Departments in each of the major disciplines and they in turn
will have Deputy Heads of Departments. The organisation should be basically officer-
oriented with only Personal Assistants and Technical Assistants attached to senior officers
by eliminating unproductive layers of staff such as Peons, Clerks, etc. We strongly
recommend that the total organizational strength is limited to 45 to 50 eliminating too
many tiers to enable faster decision-making. An organizational chart for PMMRC is enclosed.
It is necessary for the PMMRC officers to get exposed to the Metro technology and Metro
culture through study tours of some of the selected foreign Metros and Delhi/Calcutta
Metros.
Implementing a metro project in a congested metropolis is indeed a challenge. In sheer size,

magnitude and technical complexity there are no parallels to metro projects. Further, these
projects are to be carried out in difficult urban environment without dislocating city life,
while at the same time preserving the environment. The project involves integration of a
number of complex technical systems – some of these technologies used in these systems
are totally new to the country – each one of which is a major project by itself. Interfacing
various system contracts is a difficult and highly skilled exercise. Side by side, timely and
adequate funds have to be assured for implementation and lands, without encumbrances,
have to be taken possession of in time. Clearances from the local authorities have to be
taken permission to cut trees, diversion of utilities, management of road traffic, etc., all of
which will call for an efficient and competent project implementing agency.
Metro projects cannot be executed the way Government agencies execute projects in this
country. Timely completion is very important to safeguard the financial viability. Competent
and skilled technical personal to man such an organisation are difficult to mobilize. In fact
such experienced persons are not readily available in the country. Being a rail based project,
for most of the systems such as rolling stock, signaling, telecommunication, traction power
supply, etc., persons with railway background would be necessary.
Since PMMRC will not have the required expertise and experienced manpower to check and
monitor the General Consultants it may be necessary to engage Prime Consultants from the
very start of GC’s assignment who will do this job on behalf of PMMRC. Delhi Metro Rail
Corporation can be considered for being appointed as Prime Consultant to PMMRC.
14.4.1 High Power Committee
During the implementation of the project several problems with regard to acquisition of
land, diversion of utilities, shifting of structures falling on the project alignment,
rehabilitation of project affected persons, etc. are likely to arise. For expeditious resolution
of these problems, an institutional mechanism needs to be set up at the State Government
level. Towards this end, it is recommended that a High Power Committee under the
chairmanship of Chief Secretary, Maharashtra should be set up. Other members of this
Committee should be Secretaries of the concerned Departments of the State Government
and Heads of civic bodies who will be connected in one way or the other with the
implementation of the project. Commissioners of PMC and PCMC should also be the member
of this committee. This Committee should meet once a month and sort out all problems
brought before it by PMC and PCMC. For Delhi Metro also such a High Power Committee was
set up and it proved very useful in smooth implementation of the Delhi Metro rail project.
14.4.2 Empowered Committee
At the Central Government level an Empowered Committee, under the chairmanship of

Cabinet Secretary, is presently functioning for Delhi Metro project. Other members of this
Committee are Secretaries of Planning Commission, Ministry of Home Affairs, Ministry of
Urban Development, Ministry of Surface Transport, Ministry of Environment and Forests,
Department of Expenditure, Chief Secretary of Delhi Government and a representative from
the PMO. The Empowered Committee meets regularly and takes decisions on matters
connected with inter-departmental coordination and overall planning, financing and
implementation of the Delhi Metro project. It is suggested that the role of this Empowered
Committee should be enlarged to include Mumbai Metro project also and the Chief
Secretary, Maharashtra should be inducted as a member of this Committee.
14.4.3 Approval of GOI
Project may be got sanctioned by Government of India (GOI) after requisite clearances by
the PRE PIB and PIB.
14.5 Legal Cover For Pune Metro
Government of India has passed Legislation as “The Metro Railways (Amendment) Act
2009” for implementation of metro rail in any metropolitan area and NCR. Copy of the Act is
attached as Annexure. The implementation of metro in Pune may be taken up under the
cover of above Act
14.6 CONCESSIONS FROM GOVERNMENT
Metro rail projects need very heavy investment. Loans have invariably to be taken to fund a
part of the capital cost of the projects. These projects yield low financial internal rate of
return. With reasonable fare level, servicing of these loans often pose problems. To make the
project financially viable, therefore, the fares need to be substantially increased to socially
un-acceptable levels. This results in the ridership coming down significantly, as it is
sensitive to increases in the fare level. Thus the very objective of constructing the metro rail
system to provide an affordable mode of mass travel for public is defeated. It, therefore,
becomes necessary to keep the initial capital cost of a metro project as low as possible so
that the fare level of the metro system can be kept at reasonable level.
As in the case of Delhi Metro, the State Government should exempt/reimburse the
Maharashtra Value Added Tax (VAT) to Pune Metro. It should also exempt the following: -
• Tax on electricity required for operation and maintenance of the metro system.
• Municipal Taxes.
As per the present policy 80% of the Central Taxes will be paid by GOI as subordinate Debt
and balance 20% will be paid by the concerned State Government. MaharashtraState
Government may pursue the Central government to extend the same benefit to PuneMetro.
14.7 POSTING OF OSD
Since sanction of Pune Metro may take some time, It is recommended that Maharashtra
State Government should urgently post an Officer on Special Duty (OSD) with adequate
powers to process and persue sanction for this project and to take preliminary steps
required for its implementation.
14.8 NEED FOR DEDICATED FUND FOR METRO PROJECTS
We also strongly recommend that the State Government start building up funds for the
project through dedicated levies as has been done by other State Governments notably
Karnataka.
To enable the State Governments to provide their share of equity in the Special Purpose
Vehicles set up for such projects, it would be necessary to constitute a Special Metro Fund at
the State Government level. The State Governments should resort to imposition of dedicated
levies for raising resources for these Funds. Areas where such dedicated levies are possible
is given below:
• A 50% cess on the tax levies for registration of road vehicles.

• A Surcharge on fuel (petrol, diesel).
The above two levies would also assist to discourage the use of personalized vehicles and
encourage the use of public transport, which would not only reduce the pollution level in the
city but also reduce traffic congestion on the road.
• Metro Tax @ 2% on pay rolls of all establishments having more than 100 employees.
Such cess is in existence in a number of Western countries for raising resources for
metro rail. The employer’s benefit a good deal by good Metro System.
• Surcharge @ 10% on luxury tax on the earning of all Star Hotels. At present level, the
luxury tax is 10%. The surcharge will raise the level to only 11%. Chinese cities have
adopted this scheme.
Annexure - Metro Rail (Amendment Act) 2009
*******
Chapter - 15
DISASTER MANAGEMENT
MEASURES
15.1 Introduction
15.2 Need For Disaster Management Measures
15.3 Objectives:
15.4 List Of Serious Incidents Requiring Use Of Provisions Of The Disaster

Management Measures
15.5 Provisions Under Disaster Management Act, 2005
15.6 Provisions At Metro Stations/Other Installations
15.7 Preparedness For Disaster Management

CHAPTER- 15
DISASTER MANAGEMENT MEASURES

15.1 INTRODUCTION
“Disaster is a crisis that results in massive damage to life and property, uproots the
physical and psychological fabric of the affected communities and outstrips the
capacity of the local community to cope with the situation.” Disasters are those
situations which cause acute distress to passengers, employees and outsiders and
may even be caused by external factors. As per the disaster management act, 2005
"disaster" means a catastrophe, mishap, calamity or grave occurrence in any area,
arising from natural or manmade causes, or by accident or negligence which results in
substantial loss of life or human suffering or damage to, and destruction of, property,
or damage to, or degradation of, environment, and is of such a nature or magnitude as
to be beyond the coping capacity of the community of the affected area”. As per world
health organisation (who):
“Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary
response from outside the affected community or area.”
A disaster is a tragic event, be it natural or manmade, which brings sudden and

immense agony to humanity and disrupts normal life. It causes large scale human
suffering due to loss of life, loss of livelihood, damages to property and persons and
also brings untold hardships. It may also cause destruction to infrastructure,
buildings, communication channels essential services, etc.
15.2 NEED FOR DISASTER MANAGEMENT MEASURES
The effect of any disaster spread over in operational area of Pune Metro is likely to
be substantial as Pune Metro will deal with thousands of passengers daily in
underground tunnels, viaducts and stations. Disaster brings about sudden and
immense misery to humanity and disrupts normal human life in its established
social and economic patterns. It has the potential to cause large scale human
suffering due to loss of life, loss of livelihood, damage to property, injury and
hardship. It may also cause destruction or damage to infrastructure, buildings and
communication channels of Metro. Therefore there is an urgent need to provide for
an efficient disaster management plan.
FINAL DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT August 2013
CHAPTER 15 –DISASTER MANAGEMENT MEASURES
15.3 OBJECTIVES:
The main objectives of this Disaster Management Measures are as follows:
• Save life and alleviate suffering.

• Provide help to stranded passengers and arrange their prompt evacuation.
• Instill a sense of security amongst all concerned by providing accurate
information.
• Protect Metro Rail property.
• Expedite restoration of train operation.
• Lay down the actions required to be taken by staff in the event of a disaster in
Pune w Metro in order to ensure handling of crisis situation in coordinated
manner.
• To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is
important that these officials and workers are adequately trained in
anticipation to avoid any kind of confusion and chaos at the time of the actual
situation and to enable them to discharge their responsibilities with alertness
and promptness.
15.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THE DISASTER

MANAGEMENT MEASURES
Metro specific disasters can be classified into two broad categories e.g.: Man-made
and Natural.
a. Man Made Disaster
1. Terrorist attack
2. Bomb threat/ Bomb blast
3. Hostage
4. Release of Chemical or biological gas in trains, stations or tunnels
5. Fire in metro buildings, underground/ elevated infrastructures, power
stations, train depots etc.
6. Train accident and train collision/derailment of a passenger carrying
train
7. Sabotage
8. Stampede
b. Natural Disaster
1. Earthquakes
2. Floods
15.5 PROVISIONS UNDER DISASTER MANAGEMENT ACT, 2005
A. The National Disaster Management Authority (NDMA)

Establishment of National Disaster Management Authority:-
(1) With effect from such date as the Central Government may, by notification in the
Official Gazette appoint in this behalf, there shall be established for the purposes of
this Act (The Disaster Management Act, 2005), an authority to be known as the
National Disaster Management Authority.
(2) The National Authority shall consist of the Chairperson and such number of other
members, not exceeding nine, as may be prescribed by the Central Government and,
unless the rules otherwise provide, the National Authority shall consist of the
following:-
(a) The Prime Minister of India, who shall be the Chairperson of the National
Authority, ex officio;
(b) Other members, not exceeding nine, to be nominated by the Chairperson of the
National Authority.
(3) The Chairperson of the National Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of the
National Authority.
(4) The term of office and conditions of service of members of the National
Authority shall be such as may be prescribed.
B. State Disaster Management Authority:

Establishment of State Disaster Management Authority:-
(1) Every State Government shall, as soon as may be after the issue of the notification
under sub-section (1) of section 3, by notification in the Official Gazette, establish a
State Disaster Management Authority for the State with such name as may be
specified in the notification of the State Government.
(2) A State Authority shall consist of the Chairperson and such number of other
members, not exceeding nine, as may be prescribed by the State Government and,
unless the rules otherwise provide, the State Authority shall consist of the following
members, namely:-
(a) The Chief Minister of the State, who shall be Chairperson, ex officio;
(b) Other members, not exceeding eight, to be nominated by the Chairperson of the
State Authority;
(c) The Chairperson of the State Executive Committee, ex officio.
(3) The Chairperson of the State Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of the
State Authority.
(4) The Chairperson of the State Executive Committee shall be the Chief Executive
Officer of the State Authority, the Chief Minister shall be the Chairperson of the
Authority established under this section.
(5) The term of office and conditions of service of members of the State Authority
shall be such as may be prescribed.
C. Command & Control at the National, State & District Level

The mechanism to deal with natural as well as manmade crisis already exists and
that it has a four tier structure as stated below:-
(1) National Crisis Management Committee (NCMC) under the chairmanship of Cabinet
Secretary
(2) Crisis Management Group (CMG) under the chairmanship of Union Home
Secretary.
(3) State Level Committee under the chairmanship of Chief Secretary.
(4) District Level Committee under the Chairmanship of District Magistrate.
All agencies of the Government at the National, State and district levels will function
in accordance with the guidelines and directions given by these committees.
D. Plans by Different Authorities at District Level and their Implementation
Every office of the Government of India and of the State Government at the district level and
the local authorities shall, subject to the supervision of the District Authority:-
(a) Prepare a disaster management plan setting out the following, namely:-
(i) Provisions for prevention and mitigation measures as provided for in the
District Plan and as is assigned to the department or agency concerned;
(ii) Provisions for taking measures relating to capacity-building and
preparedness as laid down in the District Plan;
(iii)The response plans and procedures, in the event of, any threatening disaster
situation or disaster;
(b) Coordinate the preparation and the implementation of its plan with those of the other
organizations at the district level including local authority, communities and other
stakeholders;
(c) Regularly review and update the plan; and
(d) Submit a copy of its disaster management plan, and of any amendment thereto,
to the District Authority.
15.6 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.
i) Fire detection and suppression system

ii) Smoke management
iii) Environmental control system (ECS)
iv) Tunnel ventilation system
v) Track-way exhaust system (TES)
vi) Station power supply system
vii) DG sets & UPS
viii) Lighting system
ix) Station area lights
x) Tunnel lighting
xi) Tunnel lighting control
xii) Seepage system
xiii) Water supply and drainage system
xiv) Sewage system
xv) 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.
15.7 PREPAREDNESS FOR DISASTER MANAGEMENT
Being a technological complex system worked by new set of staff, with a learning
curve to improve and stabilize with time, intensive mock drills for the staff
concerned is very essential to train them to become fully conversant with the action
required to be taken while handling emergencies.
They also need to be trained in appropriate communication skills while addressing
passengers during incident management to assure them about their well being
seeking their cooperation.
Since learning can only be perfected by ‘doing’ the following Mock Drills are
considered essential:
a. Fire Drill
b. Rescue of a disabled train
c. Detrainment of passengers between stations
d. Passenger evacuation from station
e. Drill for use of rescue & relief train.
f. Hot line telephone communication with state disaster management
Chapter - 16
DISABLED FRIENDLY
FEATURES
16.1 Introduction
16.2 Content
16.3 Rail Transport
16.4 Information Signs And Announcements
16.5 Metro Railway Stations
16.6 Information Systems
16.7 General And Accessible Toilets
16.8 Drawing Water Events
16.9 Visual Contrasts
16.10 Emergency Egrees/Evacuation
16.11 Alerting Systems
16.12 Written Evacuation Procedure
16.13 Emergency Evacuation Route
16.14 Way Guidance System
16.15 Fire Resistant Doors
16.16 Street Design
16.17 Traffic Signals
16.18 Subway And Foot Over Bridge
16.19 Alighting And Boarding Areas
16.20 Approach
16.21 Car Park
Chapter – 16
DISABLED FRIENDLY FEATURES
16.1 INTRODUCTION
The objective of making this chapter is to create a user-friendly mass transport system in
India which can ensure accessibility to persons with disabilities, people travelling with small
children or are carrying luggage, as well as people with temporary mobility problems (e.g. a
leg in plaster) and the elderly persons.
The design standards for universal access to Public Transport Infrastructure including
related facilities and services, information, etc. would benefit people using public transport.
The access standards given here are extracted from Indian Roads Congress Code, IRC 103:
2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011 and National
Building Code, 2005. Central Public Works Department’s (CPWD) “Space Standards for
Barrier Free Built Environment for Disabled and Elderly Persons”, 1998 and 2013 edition
(under revision by MoUD), and international best practices / standards. Further, it has also
been attempted to provide guidelines/ standards for alighting and boarding area, approach
to station, car parking area, drop-off and pick-up areas, taxi/auto rickshaw stand, bus
stand/stop, footpath (sidewalk), kerb ramp, road intersection, median/pedestrian refuge,
traffic signals, subway and foot over bridge etc. to achieve a seamless development around
metro stations.
16.2 CONTENT
1. Rail Transport
2. Metro Rail Station
• Way finding
• Signage
• Automated Kiosks
• Public Dealing Counters
• Audio-visual Displays
• Public Telephones
• Rest Areas/Seating
CHAPTER 16–DISABLED FRIENDLY FEATURES
• Tactile Paving - Guiding & Warning

• Doors
• Steps & Stairs
• Handrails
• Ramps
• Lifts/Elevators
• Platform/Stair Lift
• General and Accessible toilets
• Drinking Water Units
• Visual Contrasts
• Emergency Egress/Evacuation
3. Street Design
• Footpath (Sidewalk)
• Kerb Ramp
• Road Intersection
• Median/Pedestrian Refuge
• Traffic Signals
• Subway and Foot Over Bridge
4. Alighting and Boarding Area
• Approach
• Car Park
• Drop-off and Pick-up Areas
• Taxi/Auto Rickshaw Stand
• Bus Stand/Stop
16.3 RAIL TRANSPORT
1. General
Whether over-ground or underground, rail travels is a highly effective mode of

transport.
Every train should contain fully accessible carriages.
Staff should be trained in methods of assistance and be at hand on request.
Stations for all rail travel should be fully accessible with extra wide turnstiles where
possible alongside wheelchair accessible doorways
Staff should be on hand to assist persons with disabilities and elderly to enter or exit
through convenient gates.
All new railway stations should be designed to be fully accessible.
For persons with hearing impairments, an electronic sign board (digital display) should
be displayed on each platform at conspicuous location for all announcements made by
the railways.
For persons with visual impairments audio system announcing the station names and
door location should be available.
2. Accessible Railway Cars
The railway carsshould have the following features:
Railway car doors should be at least 900 mm wide;

The gap between the car doors and the platform should preferably be less than 12 mm;
Identification signage should be provided on the doors of wheelchair accessible coach
If the car floor at its door and the platform cannot be at the same level, then at least one
car doors should have apparatus such as a hydraulic lift or pull-out ramp installed in the
doorway for wheelchair users.
3. Wheel Chair Space
Space for a wheel chair should be available at the side of the door:-
The space should be indicated inside and outside the car by using the international
symbol of access; and
Wheel stoppers and ring-strap or other appropriate safety grip should be provided for
wheelchair users.
4. Seats
An appropriate number of designated seats for passengers with disabilities and elderly
people should be provided near the doors.
5. Aisles
Aisles should be at least 900 mm wide.
16.4 INFORMATION SIGNS AND ANNOUNCEMENTS
A map of train routes should be installed at a conspicuous place at the station preferably near the
ticketing window. A map in Braille/raised numbers shall be maintained at the enquiry/ticketing
window. In each car, there should be an announcement and provision of a visual display of the names
of stations en route.
16.5 METRO RAILWAY STATIONS
1. LEVEL APPROACH
− Approach route should not have level differences. If the station is not on the same
level as the walkway or pathway, it should have a ramp.
− Walkway surfaces should be non-slip.
− Approach walkway should have tactile pavements for persons with visual
impairments.
2. STATION ENTRANCES AND EXITS
− These should have a minimum width of 1800mm and is level or ramped.
3. RESERVATION AND INFORMATION COUNTERS
− Should have clear floor space of at least 900 mm x 1200 mm in front of the counters;
− There should be at least one low counter at a height of 750 mm to 800 mm from the
floor with clear knee space of 750 mm high by 900 mm wide by 480 mm deep.
− At least one of the counters should have an induction loop unit to aid people with
hearing impairments; and
− The counters should have pictographic maps indicating all the services offered at the
counter and preferably one of the counter staff should be sign language literate.
4. TOILET FACILITIES
− There should be at least one unisex accessible toilet

− Ticket Gates
At least one of the ticket gates should:

− Be minimum 900 mm wide to allow a wheelchair user through; and
− Have a continuous line of guiding paver for people with visual impairments.
5. PLATFORMS
The Platforms should:
− Have a row of warning paver installed 600mm before the track edge (photo 6);
− Have non-slip and level flooring;
− Have seating areas for people with ambulatory disabilities;
− Be well illuminated lux level 35 to 40;
− There should preferably be no difference in level between the train entry door and
the platform and the gap between car floor at entry door and platform edge shall
poreferably be not more than 12 mm.
− All platforms should inter-connect by means of an accessible routes or lifts; and
provide accessible level entrance to the train coach.
6. WAY FINDING
− Way finding references should be available at decision points.

− Colour can be used to identify routes and provide assistance in locating doors, walls
and hazards. Proper colour contrast between different elements greatly improves
visibility for all users and is critical for persons with low vision. For example, colour
contrasting of door frames can assist in locating doors, and likewise floors should be
contrasted with walls. In addition, furniture should contrast with walls and floors so
as not to create an obstacle.
− Structural elements such as columns should be colour contrasted or brightly marked
so as to be visible to those who may have a visual disability.
− Generally, patterns on flooring should be avoided or else should be minimal and
small to avoid visual confusion.
− In addition to identifying hazards or warnings, tactile floor surfaces can also be used
to inform that there is a change in area (e.g. leaving a corridor and entering a
boarding area).
− Tactile systems should be consistent throughout the building. For example,
terminals should not have carpeting in some boarding areas and tile in others as this
may create confusion for those who rely on tactile surfaces to guide them to their
destination.
− Good lighting assists those with a visual disability to see better and allows people
who have a hearing impairment to lip read easier. However, care should be taken to
properly direct lighting and to use matte finishes on floors, walls and signage, so as
not to create glare which may create difficulties for all travelers.
− Blinds can be used to adjust lighting levels in areas where the natural lighting
changes significantly throughout the day.
7. SIGNAGE
Signs must be clear, concise, and consistent. All travelers need clear information about the
purpose and layout of terminals to maintain a sense of direction and independent use of all
facilities. Using internationally and nationally established symbols and pictograms with
clear lettering and Braille ensures universal accessibility cutting across regional/cultural
and language barriers. A cohesive information and signage system can provide visual (e.g.
signs, notice boards), audible (e.g. public address and security systems, induction loops,
telephones, and infrared devices), and/ or tactile information (e.g. signs with embossed
lettering or Braille).
8. SIGN DESIGN SPECIFICATIONS
− The sign should be in a prominent position.

− The face of the sign should be well-illuminated by natural or artificial light.
− Letters should be simple such as Arial, Helvetica medium, and san serif or similar
and numbers should be Arabic.
− The colour of the text should be in a colour that contrasts with the sign board.
− The sign board should also contrast with the wall on which it is mounted.
− The surface of the sign should not be reflective.
− Some signs such as those adjacent to or on a toilet door may be embossed so that
they can be read by touch.
− Illuminated signs should not use red text on a dark background.
− Signs should be supplemented by Braille where possible.
F
ig. 19.1 - Way finding signage Fig. 19.2 - International Symbol of Accessibility
9. AUTOMATED KIOSKS
− Automated kiosks should be accessible for wheelchair users.

− Should be clearly marked with international symbol of accessibility.
− Should have Braille buttons and audio announcement system for persons with vision
impairments.
− Operations should be easy to understand and operate for persons with learning
disabilities, intellectual disabilities, and elderly persons.
10. PUBLIC DEALING COUNTERS

−
− Ticketing, Information, Check-in, Help desk, Restaurants, Shops, etc. should have
public dealing counters.
− Information or help desks should be close to the terminal entrance, and highly
visible upon entering the terminal. In addition, they should be clearly identified and
accessible to both those who use wheelchairs and those who stand.
− It should provide information in accessible formats, viz. Braille leaflets for persons
with vision impairments.
− Ideally, these desks should have a map of the facility that desk attendants can view
with passengers, when providing directions.
− Staff manning the counters should know sign language wherever possible.
− Information desk acoustics should be carefully planned and controlled as a high level
of background noise is confusing and disorienting to persons with hearing
impairment.
− Lighting should be positioned to illuminate the receptionist/person manning the
counter and the desk top without creating glare.
− Lighting should not create shadows over the receptionist staff, obscuring facial detail
and making lip reading difficult.
− There should be a hearing enhancement system such as a loop induction unit, the
availability of which is clearly indicated with a symbol.
− One of the counters should not be more than 800mm from the floor, with a minimum
clear knee space of 650mm high and 280mm- 300mm deep .
11. AUDIO-VISUAL DISPLAYS
− Terminal maps should be placed so that they are readily visible to persons who are
standing and persons who use wheelchairs. They should also be accessible to
persons with a visual disability (i.e. tactile maps). Other alternatives include
electronic navigation systems or audio maps.
− Enable captioning at all times on all televisions and other audiovisual displays that
are capable of displaying captions and that are located in any portion of the terminal.
− The captioning must be in high contrast for all information concerning travel safety,
ticketing, check-in, delays or cancellations, schedule changes, boarding information,
connections, checking baggage, individuals being paged by bus railway or airlines,
vehicle changes that affect the travel of persons with disabilities, and emergencies
(e.g., fire, bomb threat).
12. REST AREAS/SEATING
− Seating area / benches should be provided along the circulation path at regular
intervals so that passengers do not need to walk more than 50 to 60 metres before
being able to sit and rest.
− Where seating is provided, designated seating for passengers with disabilities is to
be provided at boarding gates and departure areas within viewing distance of
communication boards and/or personnel and identified by the symbol of access.
− Public transit operators should provide seating in passenger service areas where
there may be long waiting lines or times, including at ticket sales counters, check-in
counters, secured screening and during inter-country travel in customs areas and
baggage retrieval areas.
− Designated seating should be provided for at boarding gates and departure areas
within viewing distance of communication boards, and within hearing range of audio
announcements as well. Such seating areas should be identified by the symbol of

accessibility and shelter should be provided where this seating is outdoors.
− In outdoor settings, seating should be provided along with the planned hawker
spaces.
− At waiting lounges for persons with disabilities chairs should have armrests and
backrest.
13. TACTILE PAVING- GUIDING & WARNING 1
(a) Tactile Guiding Paver (Line-Type)
It is recommended to install a row of tactile guidance paver along the entire length of the
proposed accessible route for visual impaired persons. Care must be taken to ensure that
there are no obstacles, such as wall, pillar, uneven surfaces,Soffit (underside /open area
under the stairs, along the route traversed by the guidance paver. Also, there should be clear
headroom of at least 2.1 meters height above the tactile guidance paver, free of protruding
objects such as overhanging advertisement panel and signage, along the entire length of the
walk.
(b) Tactile Warning Paver (Dot-Type)
Indicate an approaching potential hazard or a change in direction of the walkway, and serve
as a warning of the approaching danger to persons with visual impairments, preparing them
to tread cautiously and expect obstacles along the travel path, traffic intersections,
doorways, stairs, etc. They are used to screen off obstacles, drop-offs or other hazards, to
discourage movement in an incorrect direction, and to warn of a corner or junction. Two
rows of tactile warning paver should be installed across the entire width of the designated
accessible passenger pathway at appropriate places such as before intersections, terminal
entrances, obstacles such as signage, and each time the walkway changes direction.
14. PLACES TO INSTALL WARNING PAVER
− In front of an area where traffic is present.

− In front of an entrance/exit to and from a staircase or multi-level crossing facility.
− Entrances/exits at public transport terminals or boarding areas.
Fig. 19.3 - Guiding paver Fig. 19.4 - Warning paver
15. DOORS
Whatever the type of entrance door, it must be wide enough to accommodate

passenger traffic comfortably.
− The recommended minimum clear opening width of an internal door is 900mm

minimum.
− Where doors comprise two leaves (i.e. double doors), each leaf should be 900mm min.
wide, so that persons carrying large items and people using wheelchairs do not have to
open both leaves.
− Manual doors should incorporate kick plates 300-400mm high to withstand impact of
wheelchair footrest (this is especially important where doors are glazed).
o Also be fitted with vision panels at least between 900mm and 1500mm from floor
level.
o Be color contrasted with the surrounding wall and should not be heavier than 22N
to open.
o Lever handles and push type mechanisms are recommended . When a sliding door is
fully open, handles should be usable from both sides.
− Where revolving doors or turnstiles are used, an alternative wheelchair-accessible

entrance must also be provided.
− A distance of 400mm should be provided beyond the leading edge of door to enable a
wheelchair user to maneuver and to reach the handle.
− To ensure maximum clarity for persons with visual impairments, the entrance should
be easily distinguishable from its surroundings by the effective use of landscaping,
signage, colour (preferably yellow/orange), tonal contrast and tactile surfacing.
− Door hardware should be positioned between 900-1000mm above floor.
− Operable devices such as handles, pulls, latches and locks should:
o Be operable by one hand

o Not require fine finger control, tight grasping, pinching or twisting to operate
− Glazed doors and fixed glazed areas should be made visible by use of a clear, colour and
tone contrasted warning or decorative feature that is effective from both inside and
outside and under any lighting conditions, e.g. a logo, of minimum dimensions 150mm
by 150mm (though not necessarily square), set at eye level.
16. STEPS & STAIRS
− Steps should be uniform with the tread not less than 300mm and the risers 150mm.
− The risers should not be open.
− The steps should have an unobstructed width of 1200mm minimum.
− All steps should be fitted with a permanent colour and tone contrasting at the step edge,
extending the full width of the step, reaching a minimum depth of 50mm on both tread
and riser.
− Have continuous handrails on both sides including the wall (if any) at two levels
− Warning paver to be placed 300mm at the beginning and at the end of all stairs.
− Nosing to be avoided.
− The staircase should be adequately and uniformly illuminated during day and night
(when in use). The level of illumination should preferably fall between 100-150 lux.
− The rise of a flight between landings must be no more than 1200mm.
− There should be no more than 12 risers in one flight run.
− The stair covering and nosing should be slip-resistant, non-reflective, firmly-fixed and
easy to maintain.
− Soffit (underside /open area under the stairs) of the stairs should be enclosed or
protected.
17. HANDRAILS
− Handrails should be circular in section with a diameter of 38-45mm and formed from
materials which provide good grip such as timber, nylon or powder coating, matt finish
metal finishes.
− The handrail should contrast in colour (preferably yellow/orange) with surrounding
surfaces.
− At least 50mm clear of the surface to which they are attached and should be supported
on brackets which do not obstruct continuous hand contact with the handrail.
− The handrail should be positioned at two levels- 760mm and 900mm above the pitch-
line of a flight of stairs.
− Handrail at foot of the flight of stairs should extend 300mm beyond the stairs in the line
of travel and returning to the wall or floor or rounded off, with a positive end that does
not project into the route of travel.
18. RAMPS
− Ramps gradient should ideally be 1 in 20 and no greater than 1 in 12.

− Width of the ramp should not be less than 1200mm and preferred width is 1800mm.
− The steeper the gradient, the shorter the length of ramp between landings.
− On long ramps, a horizontal resting space should be provided every 6 meters.
− Surface materials should be slip-resistant, non-reflective, firmly-fixed and easily
maintained
− The edge of the ramp should have an edge protection with a minimum height of
100mm.
− Landings every 750mm of vertical rise.
− A tapping or lower rail should be positioned so that its bottom edge is no higher than
200mm above ground level.
− Handrails on the ramps should be on both sides at two levels: upper at 900mm and
lower at 760mm; both end to be rounded and grouted; extend 300 mm beyond top and
bottom of ramp .
− A row of tactile warning paver should be placed 300mm beginning and end of each run.
− Landings should be provided at regular intervals as indicated in the table (Table 1).
Table 19.1 - Specifications for Ramps
Level difference Minimum gradient Ramp Width Handrail on Comments

of Ramp both
sides
≥ 150 mm 1:12 1200 mm √
≤ 300 mm
≥ 300 mm 1:12 1500 mm √ Landings every 5 meters of
≤ 750 mm ramp run.
≤ 3000mm ramp run.
ramp run.
19. LIFTS/ELEVATORS
A carefully designed lift makes a huge contribution to the accessibility of a multi-storied

terminal building for persons with disabilities.
− Lift locations should be clearly signposted from the main pedestrian route and
recognizable through design and location.
− The colour and tone of the lift doors should contrast with the surrounding wall finish to
assist in their location. Lift doors with metallic finishes such as steel grey and silver
should be avoided as they are difficult to identify by persons with low vision.
− The lift lobby shall be of an inside measurement of 1800mm X 2000mm or more. A
clear landing area in front of the lift doors of minimum dimensions 1500mm x 1500mm
should be provided.
− By making the landing area distinguishable by floor surface and contrast, it will aid
location and recognition of core areas. This could comprise a change in floor finish from
thin carpet to vinyl/PVC, or cement/mosaic floor to carpet.
− Changes in floor finish must be flushed. There should be no level difference between lift
door and the floor surface at each level; the gap if unavoidable should not be more than
12mm.
− The floor level/location should be indicated on the wall adjacent to or just above the
call buttons, and opposite the lift doors where possible.
20. LIFT DIMENSIONS
− Provisions of at least one lift shall be made for people using wheelchairs with the
following car dimensions:
o Clear internal depth -1500 mm minimum

o Clear internal width - 1500 mm minimum
o Entrance door width - 900 mm minimum
21. LIFT CONTROLS
− The lift call button should be wall-mounted adjacent to the lift and should contrast with
wall finish, either by using a contrasting panel, or a contrasting border around the
button panel.
− The call buttons should be located within the range 800-1000mm above floor finish.
− Buttons should not be touch sensitive, but should require a light positive pressure and
should ideally be large enough to be operable by the palm of the hand if required.
− The control buttons inside the lift should be positioned on the side wall rather than
front wall to allow access from the back and front of the lift car, by mobility aid users
like wheelchair users.
− The control buttons should contrast with their surroundings and illuminate when
pressed and should incorporate highly visible tactile embossed (NOT engraved)
characters and in Braille.
− Time of closing of an automatic door should be more than 5 seconds and the closing
speed should not exceed 25 meters per second. There should be a provision of censor
enabled closing.
− In larger lifts, controls should be positioned on both side walls, at least 400mm from
front wall and between 800-1000mm above floor level.
22. CAR DESIGN
− Internal walls should have a non-reflective, matt finish in a colour and tone contrasting
with the floor, which should also have a matt, non-slip finish.
− Use of reflective materials such as metal (stainless steel for example) can be
problematic in creating sufficient contrast with control buttons, emergency telephone
cabinet, etc. for persons with low vision and the use of such materials should be avoided
wherever possible.
− A mirror (750mm above floor level) on the rear wall can be useful to persons using
wheelchairs and other mobility aids should they need to reverse safely out of the lift car
or view the floor numbers.
− Internal lighting should provide a level of illumination of minimum 100 lux
(approximately 50-75 lux at floor level), uniformly distributed, avoiding the use of
spotlights or down lighters.
− A grab bar should be provided along both sides and the back wall, 900mm above floor
level.
− Handrails should be of tubular or oval cross section, in order to be easily gripped and
capable of providing support.
− Handrails should be positioned so that there is a clear space behind the handrail to
allow it to be grasped i.e. knuckle space should be 50mm.
16.6 INFORMATION SYSTEMS
− Lifts should have both visual and audible floor level indicators
− Audible systems are also usually capable of incorporating additional messages, such as
door closing, or, in the case of an emergency, reassurance (with manual over-ride
allowing communication with lift occupants).
− Announcement system should be of 50 decibel.
− The display could be digital or segmented LED, or an appropriate alternative. A yellow
or light green on black display is preferred to a red on black display as it is easier to
read.
16.7 GENERAL AND ACCESSIBLE TOILETS
1. SIGNAGES
− All signage of general toilets should be in bold and contrasting colors.
− For persons with low vision and vision impairments: male pictogram in triangle and
female pictogram in circle, marked on plates along with Braille & raised alphabets, to be
mounted on wall next to door near the latch side, at a height between 1400mm-
1600mm.
− Warning strip/ thin rubber door mat to be provided 300mm before and after the toilet
entrance.
− Tactile paver to be provided for urinals, WC and washbasins for persons with vision
impairments.
2. ACCESSIBLE TOILETS
− Should have the international symbol of accessibility displayed outside for wheelchair
access.
− The toilet door should be an outward opening door or two way opening or a sliding
type and should provide a clear opening width of at least 900mm.
− It should have a horizontal pull-bar, at least 600mm long, on the inside of the door,
located so that it is 130mm from the hinged side of the door and at a height of 1000mm.
3. WC COMPARTMENT DIMENSIONS
− The dimensions of a unisex toilet are critical in ensuring access. The compartment
should be at least 2200mm and 2000mm. This will allow use by both manual and
motorized wheelchair users.
− Layout of the fixtures in the toilet should be such that a clearing maneuvering space of
1500mm x 1500mm in front of the WC and washbasin.
4. WATER CLOSET (WC) FITTINGS
− Top of the WC seat should be 450-480mm above finished floor level, preferably be of
wall hung or corbel type as it provides additional space at the toe level.
− An unobstructed space 900mm wide should be provided to one side of the WC for
transfer, together with a clear space 1200mm deep in front of the WC.
− WC should be centred 500mm away from the side wall, with the front edge of the pan
750mm away from the back wall. Have a back support. The WC with a back support
should not incorporate a lid, since this can hinder transfer.
− L-shape grab bar at the adjacent wall and on the transfer side (open side) swing up grab
bar shall be provided.
− The cistern should have a lever flush mechanism, located on the transfer side and not
on the wall side and not more than 1000mm from the floor.
5. GRAB BARS
− Grab bars should be manufactured from a material which contrasts with the wall finish
(or use dark tiles behind light colored rails), be warm to touch and provide good grip.
− It is essential that all grab rails are adequately fixed, since considerable pressure will be
placed on the rail during maneuvering. Grab bars should sustain weight of 200kgs
minimum.
− A hinged type moveable grab bar should be installed adjacent to the WC on the transfer
side. This rail can incorporate a toilet tissue holder. A distance of 320mm from the
centre line of the WC between heights of 200-250mm from the top of the WC seat. It
should extend 100-150mm beyond the front of the WC.
− A fixed wall-mounted L- shape grab bar (600mm long horizontal and 700mm long
vertical) on the wall side should be provided. It should be placed at a height of 200-
250mm above the WC seat level.
6. WASHBASINS
− Hand washbasins should be fitted on cantilevered brackets fixed to the wall.

− The basin should be fixed no higher than 750mm above the finished floor level.
− Be of dimensions 520mm and 410mm, mounted such that the top edge is between 800-
900mm from the floor; have a knee space of at least 760mm wide by 200mm deep by
650-680mm high.
− The position of the basin should not restrict access to the WC i.e. it should be located
900mm away from the WC.
− A lever operated mixer tap fitted on the side of the basin closest to the WC is useful as it
allows hot and cold water to be used from a seated position on the WC.
− The hand drying facilities should be located close to the hand washbasin between 1000-
1200mm.
− Lever type handles for taps are recommended.
− Mirror’s bottom edge to be 1000mm from the floor and may be inclined at an angle.
7. FIXTURES AND FITTINGS
− Contrast between fittings and fixtures and wall or floor finishes will assist in their
location. For example, using contrasting fittings, or dark tiles behind white hand
washbasins and urinals, contrasting soap dispensers and toilet roll holders. Contrast
between critical surfaces, e.g. floors, walls and ceilings helps to define the dimensions of
the room.
− Towel rails, rings and handrails should be securely fixed to the walls and positioned at
800-1000mm from the floor.
− The mirror should be tilted at an angle of 300 for better visibility by wheelchair users.
− It should have lower edge at 1000mm above floor finish and top edge around 1800mm
above floor finish.
− Hooks should be available at both lower-1200mm and standard heights- 1400mm,
projecting not more than 40mm from the wall.
− Where possible, be equipped with a shelf of dimensions 400mm x 200mm fixed at a
height of between 900mm and 1000mm from the floor.
− Light fittings should illuminate the user's face without being visible in the mirror. For
this reason, most units which have an integral light are unsatisfactory.
− Large, easy to operate switches are recommended, contrasting with background to
assist location, at a maximum height of 1000mm above floor finish.
− All toilet facilities should incorporate visual fire alarms.
− Alarms must be located so that assistance can be summoned both when on the toilet
pan i.e. at 900mm height and lying on the floor i.e. at 300mm, from floor surface. Alarms
should be located close to the side wall nearest the toilet pan, 750mm away from rear
wall and at 900mm and 200mm above floor finish
8. SIGNAGE OF ACCESSIBLE TOILETS
− All unisex accessible toilets to have access symbol in contrast colours. A distinct audio
sound (beeper/clapper) may be installed above the entrance door for identification of
the toilets.
Fig. 19.5 - Signage for accessible washroom
9. ACCESSIBLE URINAL
− At least one of the urinals should have grab bars to support ambulant persons with
disabilities (for example, people using mobility aids like crutches).
− A stall-type urinal is recommended.
− Urinals shall be stall-type or wall-hung, with an elongated rim at a maximum of 430mm
above the finish floor. This is usable by children, short stature persons and wheelchair
users.
− Urinal shields (that do not extend beyond the front edge of the urinal rim) should be
provided with 735mm clearance between them.
− Grab bars to be installed on each side, and in the front, of the urinal.
− The front bar is to provide chest support; the sidebars are for the user to hold on to
while standing.
16.8 DRINKING WATER UNITS
− Drinking water fountains or water coolers shall have up front spouts and control .
− Drinking water fountains or water coolers shall be hand-operated or hand and foot-
operated.
− Conventional floor mounted water coolers may be convenient to individuals in
wheelchairs if a small fountain is mounted on the side of the cooler 800mm above the
floor.
− Fully recessed drinking water fountains are not recommended.
− Leg and knee space to be provided with basin to avoid spilling of water . This allows
both front and parallel access to taps for persons using mobility aids like wheel chair,
crutches etc.
16.9 VISUAL CONTRASTS
− Visual contrasts means adequate contrast created by difference of at least 30 LRV (Light
Reflectance Value) of the two surfaces/ objects and it helps everyone especially persons
with vision impairments.
− Visual contrast should be provided between:
o Critical Surfaces (walls, ceiling and floor),
o Signage and background sign frame/ wall,
o Step edges and risers/ treads on steps,
o Handrails and background walls,
o Doors and surrounding walls,
o Switches/ sockets and background wall,
o Toilet fixtures and critical surfaces in toilet.
− Barriers and hazards should be highlighted by incorporating colours and luminance

contrast.
16.10 EMERGENCY EGRESS/EVACUATION
− Placement (accessibility) and visibility of such devices is very important. The following
is to be considered for the installation of such alarm devices; fire alarm boxes,
emergency call buttons and lit panels should be installed between heights of 800mm
and 1000mm from the furnished floor surface. These should be adequately contrasted
from the background wall and should be labelled with raised letters and should also be
in Braille.
−
− A pre-recorded message, alerting an emergency to the control room or reception should
be installed in the telephone and this should be accessible by a ‘hotkey’ on the phone
keypad. This ‘hotkey’ should be distinct from the rest of the keypad.
16.11 ALERTING SYSTEMS
− In emergency situations, it is critical that people are quickly alerted to the situation at
hand, for persons with disability the following needs to be considered.
−
− Consider having audible alarms with ‘voice instructions’ that can help guide them to the
nearest emergency exit. As an alternative to the pre-recorded messages, these alarms
may be connected to the central control room for on-the-spot broadcasts.
−
− Non-auditory alarms (visual or sensory) to alert persons with hearing impairments
should be installed at visible locations in all areas that the passengers may use
(including toilet areas, etc).
−
Non-auditory alarms include:
− Flashing beacons
− Vibrating pillows and vibrating beds.
− Pagers or mobile phones that give out a vibrating alarm along with a flashing light
(these may be issued to persons with vision or hearing impairments at the time of
check-in or boarding the vehicle.)
16.12 WRITTEN EVACUATION PROCEDURE
A written evacuation procedure that details the egress plan for people with
disability should be installed behind the entrance door in the accessible rest rooms.
The evacuation procedure should be detailed in large print letters that contrast
strongly against the background. Where possible, it should also incorporate raised
letters and Braille. The evacuation route should be displayed on a high contrast
tactile map for benefit of persons with vision impairments.
16.13 EMERGENCY EVACUATION ROUTE
− Designate routes that are at least 1200mm wide, to ensure that a person using a
wheelchair and a non disabled person are able to pass each other along the route. The
route should be free of any steps or sudden changes in level and should be kept free
from obstacles such as furniture, coolers, AC units and flower pots.
− Use Exit signage along the route. Orientation and direction signs should be installed
frequently along the evacuation route and these should preferably be internally
illuminated. The exit door signage should also be internally illuminated.
− A ‘way guidance lighting system’ consisting of low mounted LED strips to outline the
exit route (with frequent illuminated direction indicators along the route) should be
installed along the entire length of the evacuation route. Way guidance systems allow
persons with vision impairments to walk significantly faster than traditional overhead
emergency lighting. Moreover, emergency exit lights in green color and directional
signals mounted near the floor have been found to be useful for all people in cases
where a lot of smoke is present.
16.14 WAY GUIDANCE SYSTEM
− Luminance on the floor should be 1lux minimum provided on along the centre line of
the route and on stairs.
− Install clear illuminated sign above exit and also directional signage along the route.
− The directional exit signs with arrows indicating the way to the escape route should be
provided at a height of 500mm from the floor level on the wall and should be internally
illuminated by electric light connected to corridor circuits.
16.15 FIRE RESISTANT DOORS
− Fire resistant doors and doors used along the emergency evacuation route are generally
heavy and the force required to open these is much higher than 25 Newtons, making it
difficult for people with disability to negotiate these doors independently. There are,
however, magnetic and other types of door holders available that can be connected to
fire alarms so that they will hold the doors open normally but will release the doors
when the fire alarm is activated.
16.16 STREET DESIGN
(a) Footpath (Sidewalk)
Footpaths should be regarded as a transportation system which is connected and

continuous, just like roadways and railways. They should not be sporadically placed
where ever convenient, but instead should be provided consistently between all
major attractions, trip generators, and other locations where people walk.
Footpath should:
− Be along the entire length of the road;

− Have height of a standard public step riser i.e. 150 mm maximum;
− Be at least 1800 mm wide;
− Have non-slip surface;
− Have tactile guiding paver for persons with visual impairments;
− Preferably have well defined edges of paths and routes by use of different colours and
textures;
− Have no obstacles or projections along the pathway. If this is unavoidable, there should
be clear headroom of at least 2200 mm from the floor level;
− The minimum 1.8m (width) x 2.2m (Height) Walking Zone should be clear of all
obstructions – both horizontally and vertically.
Footpath should have:
− Have kerb ramps where ever a person is expected to walk into or off the pathway; and
− Have tactile warning paver installed next to all entry and exit points from the footpath.
(b) Kerb Ramp
− Kerb should be dropped, to be flush with walk way, at a gradient no greater than 1:10
on both sides of necessary and convenient crossing points. Width should not be less
than 1200mm. If width (X) is less than 1200mm, then slope of the flared side shall not
exceed 1:12.
− Floor tactile paving- Guiding & Warning paver shall be provided to guide persons with
vision impairment so that a person with vision impairment does not accidentally walk
onto the road.
− Finishes shall have non-slip surface with a texture traversable by a wheel chair.
(c) Road Intersections
− Pedestrian crossings should be equipped with traffic control signal.

− Traffic islands to reduce the length of the crossing are recommended for the safety of all
road users.
− Warning pavers should be provided to indicate the position of pedestrian crossings for
the benefit of people with visual impairments.
− Table tops (raised road level to the sidewalk height) are helpful in reducing the speed of
traffic approaching the intersection
(d) Median/Pedestrian Refuge
Raised islands in crossings should:
− Cut through and level with the street; or

− Have kerb ramps on both the sides and have a level area of not less than 1500 mm long
in the middle; and
− A coloured tactile marking strip at least 600 mm wide should mark the beginning and
end of a median/ pedestrian refuge to guide pedestrian with visual impairments to its
location.
16.17 TRAFFIC SIGNALS
− Pedestrian traffic lights should be provided with clearly audible signals for the benefit
of pedestrians with visual impairments;
− Acoustic devices should be installed on a pole at the point of origin of crossing and not
at the point of destination;
− The installation of two adjacent acoustic devices such as beepers is not recommended
in order to avoid disorientation;
− The time interval allowed for crossing should be programmed according to the slowest
crossing persons; and
− Acoustical signals encourage safer crossing behaviour among children as well.
16.18 SUBWAY AND FOOT OVER BRIDGE
Subways and foot over bridges should be accessible for people with disabilities. This
may be achieved by:
− Provision of signage at strategic location;
− Provision of slope ramps or lifts at both the ends to enable wheelchair accessibility ;
− Ensuring that the walkway is at least 1500 mm wide;
− Provision of tactile guiding and warning paver along the length of the walkway;
− Keeping the walkway; free from any obstructions and projections; and
− Providing for seats for people with ambulatory disabilities at regular intervals along the
walkway and at landings.
16.19 ALIGHTING AND BOARDING AREAS
All areas and services provided in the Mass Rapid Transit System (Metro/subway), bus
terminuses, etc. that are open to the public should be accessible.
16.20 APPROACH
− Passenger walkways, including crossings to the bus stops, taxi stands, terminal / station
building, etc. should be accessible to persons with disabilities.
− Uneven surfaces should be repaired and anything that encroaches on corridors or paths
of travel should be removed to avoid creating new barriers. Any obstructions or areas
requiring maintenance should be white cane detectable 2.
− Access path from plot entry and surface parking to terminal entrance shall have even
surface without any steps.
− Slope, if any, shall not have gradient greater than 5%. The walkway should not have a
gradient exceeding 1:20. It also refers to cross slope.
− Texture change in walk ways adjacent to seating by means of tactile warning paver
should be provided for persons with vision impairment.
− Avoid gratings in walks.
16.21 CAR PARK
(A) SIGNAGE
− International symbol of accessibility (wheelchair sign) should be displayed at

approaches and entrances to car parks to indicate the provision of accessible parking
lot for persons with disabilities within the vicinity.
− Directional signs shall be displayed at points where there is a change of direction to
direct persons with disabilities to the accessible parking lot.
− Where the location of the accessible parking lot is not obvious or is distant from the
approach viewpoints, the directional signs shall be placed along the route leading to the
accessible parking lot.
− Accessible parking lot should be identifiable by the International Symbol of
Accessibility. The signs should not be obscured by a vehicle parked in the designated
lot.
− Vertical signs shall be provided, to make it easily visible, the sign should be at a
minimum height of 2100 mm .
(B) SYMBOL
International Symbol of Accessibility should be clearly marked on the accessible parking lot
for drivers/riders with disabilities only.
− A square with dimensions of at least 1000 mm but not exceeding 1500 mm in length;
− Be located at the centre of the lot; and
− The colour of the symbol should be white on a blue background.
(C) CAR PARK ENTRANCE
The car park entrance should have a height clearance of at least 2400 mm.
LOCATION
− Accessible parking lots that serve a building should be located nearest to an accessible
entrance and / or lift lobby within 30 meters. In case the access is through lift, the
parking shall be located within 30 meters.
− The accessible route of 1200 mm width is required for wheelchair users to pass behind
vehicle that may be backing out.
(D) ACCESSIBLE CAR PARKING LOT
The accessible car parking lot should:

− Have minimum dimensions 5000 mm × 3600 mm;
− Have a firm, level surface without aeration slabs;
− Wherever possible, be sheltered;
− Where there are two accessible parking bays adjoining each other, then the 1200 mm
side transfer bay may be shared by the two parking bays. The transfer zones, both on
the side and the rear should have yellow and while cross-hatch road markings;
− Two accessible parking lots shall be provided for every 25 no of car spaces.
−
(E) DROP OFF AND PICK UP AREAS
− Designated drop-off and pick-up spaces, to be clearly marked with international symbol
of accessibility.
− Kerbs wherever provided, should have kerb ramps.
Chapter - 17
SECURITY MEASURES
FOR A METRO SYSTEM
17.0 Introduction
17.1 Necessity Of Security
17.2 Three Pillars Of Security
17.3 Phases Of Security
17.4 Responsibilities And Partnerships
17.5 Proposed Provisions For Security System

CHAPTER -17
SECURITY MEASURES FOR A METRO SYSTEM

17.0 INTRODUCTION
Metro is emerging as the most favoured mode of urban transportation system. The inherent
characteristics of metro system make it an ideal target for terrorists and miscreants. Metro
systems are typically open and dynamic systems which carry thousands of commuters.
Moreover the high cost of infrastructure, its economic importance, being the life line of city,
high news value, fear & panic and human casualties poses greater threat to its security.
Security is a relatively new challenge in the context of public transport. It addresses
problems caused intentionally. Security differs from safety which addresses problems
caused accidentally. Security problems or threats are caused by people whose actions aim to
undermine or disturb the public transport system and/or to harm passengers or staff. These
threats range from daily operational security problems such as disorder, vandalism and
assault to the terrorist threat.
17.1 NECESSSITY OF SECURITY
It is well known that public transportation is increasingly important for urban areas to
prosper in the face of challenges such as reducing congestion and pollution. Therefore,
security plays an important role in helping public transport system to become the mode of
choice. Therefore, excellence in security is a prerequisite for Metro system for increasing its
market share. Metro railway administration must ensure that security model must keep
pace with rapid expansion of the metro and changing security scenario.
17.2 THREE PILLARS OF SECURITY
Security means protection of physical, human and intellectual assets either from criminal
interference, destruction by terrorists or criminals or damage/loss incidental to
technological failures or natural hazardous events. There are three important pillars of
security as mentioned under:
(i) The human factor;

(ii) Procedures; and
(iii) Technology
CHAPTER 17 – SECURITY MEASURES FOR METRO SYSTEM
Engagement of staff with the passengers create a sense of re-assurance which cannot be
fully achieved by technology. For human factor to be more effective staff has to be qualified,
trained, well equipped and motivated. They should be trained, drilled and tested. The
security risk assessment is the first step for understanding the needs and prioritizing
resources. The organization of security should be clear and consistent. Security incidents,
especially major ones, often happen without warning. Emergency and contingency plans
must be developed communicated and drilled in advance.
There are number of technologies which can be used to enhance security e.g. surveillance
systems. The objectives of the security systems are multifarious i.e., making planning or
execution of an attack too difficult, detect the planned incidence before it occurs, deny
access after a plan of attack has been detected and to mitigate i.e. lessen the impact/severity
of the attack by appropriate logistic.
17.3 PHASES OF SECURITY
There are three phases of security as under:
Prevention
These are the measures which can prevent a security incidence from taking place. These can
be identified by conducting a risk assessment and gathering intelligence. Prevention begins
with the daily operational security -problems. Uncared for/ dirty/ damaged property is a
breeding ground for more serious crime.
Preparedness
Plans must be prepared to respond to incidents and mitigate the impact. Staff needs to be
trained accordingly and exercises carried out. The results of the risk assessment gives a
basis for such plans.
Recovery
Transport system need to lay down procedures/instructions for the quick recovery of
normal service after an incident. Recovery is important for the financial health of the
operation, but it also sends a clear message to public, it reassures passengers and gives them
confidence to continue using the system. Communication is key to the quick restoration after
such incidents. Restoration should ^also include an evaluation process for the lessons learnt.
17.4 RESPONSIBILITIES AND PARTNERSHIPS
Security is a sovereign function and hence is the responsibility of the state. Security in public
requires clear governance. Responsibility should be clearly defined. In the present scenario
in Pune and its surroundings, it is the responsibility of the State Government to ensure
secured travelling to the public which will include Pune Metro when commissioned.
17.5 PROPOSED PROVISIONS FOR SECURITY SYSTEM:
1. CCTV coverage of all metro stations. With a provision of monitoring in the Station Security
Room as well as at a Centralized Security Control Room with video wall, computer with
access to internet TV with data connection, printer and telephone connection (Land Line
and EPBX) for proper functioning, cluster viewing for stations. Cost of this is included in
Telecom estimate.
2. Minimum one Baggage Scanners on all entry points (1 per AFC array). Additional
requirement of baggage scanners at heavily crowed stations i.e at interchange may also be
required. Cost of one baggage scanner is Rs. 15.0 Lacs approximately, on 2013 prices.
3. Multi-zone Door Frame Metal Detector (DFMD) minimum three per entry (2 per AFC
array). The number can increase in view of the footfall at over crowed stations. Cost of one
Multi-zone DFMD is Rs 2.15 Lacs approximately.
4. Hand held Metal Detector (HHMD) as per requirement of security agency, minimum two
per entry, which varies from station to station with at least 1.5 per DFMD installed at the
station. Cost of one HHMD is Rs 6000/- approximately at 2012 prices.
5. Bomb Detection Equipments with modified vehicle as per requirement of security agency.
One BDS team per 25 - 30 station will be required at par with present criteria of DMRC.
Cost 1.25 crores including vehicle.
6. Bomb Blanket at least one per station and Depots. Cost is Rs. 50,000/- per bomb blanket.
7. Wireless Sets (Static and Hand Held) as per requirement of security agency.
8. Dragon light at least one per station and vital installation.
9. Mobile phones, land lines and EPBX phone connections for senior security officers and
control room etc.
10. Dog Squads (Sniffer Dog), at least one dog for 4 metro stations which is at par with current
arrangement of Lucknow Metro. Cost of one trained sniffer dog is Rs 1.25 Lacs
approximately. Dog Kennels alongwith provision for dog handlers and MI room will also be
provided by metro train depot administration including land at suitable places line wise.
11. Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate of metro
train depot administration metro station.
12. Bullet proof jackets and helmets for QRTs and riot control equipments including space at
nominated stations. One QRT Team looks after 5-6 metro stations as per present
arrangement. One QRT consist of 5 personnel and perform duty in three shifts.
13. Furniture to security agency for each security room, and checking point at every entry
point at stations. Scale is one office table with three chairs for security room and office of
GO and one steel top table with two chairs for checking point.
14. Ladies frisking booth - 1 per security check point (AFC Arrey)
Wooden Ramp - 1 per DFMD for security check points.
15. Wall mounted/ pedestal fan at security check point, ladies frisking booth and bullet proof
morcha, as per requirement.
16. Physical barriers for anti scaling at Ramp area, low height of via duct by providing iron grill
of appropriate height & design/concertina wire.
17. Adequate number of ropes. Queue managers, cordoning tapes, dragon search lights for
contingency.
18. Iron grill at station entrance staircases, proper segregation of paid and unpaid by providing
appropriate design grills etc.
19. Proper design of emergency staircase and Fireman entry to prevent unauthorized entry.
Chapter - 18
MULTI MODAL TRAFFIC
INTEGRATION AT METRO
STATIONS AND LAND USE
18.1 Introduction
18.2 Metro Stations And Their Connectivity To City Buses
18.3 Access To Metro Stations By Auto Rickshaws
18.4 Bicycle Hiring Scheme
18.5 Pedestrianization
18.6 Land Use In Consonance With Metro Alignment
18.7 Ticketing
18.8 Conclusion
CHAPTER - 18
MULTI MODAL TRAFFIC INTEGRATION
AT METRO STATIONS AND LAND USE
18.1 INTRODUCTION
The proposed Pune Metro Project-Phase I comprises of two corridors viz. Corridor 1-
Pimpri-Chinchwad Municipal Corporation (PCMC) to Swargate and Corridor 2 – Vanaz to
Ramwadi. Corridor 1 is generally oriented along North-South and Corridor 2 along West –
East. The two corridors have an interchange point. The length of Corridor 1 is 16.589 km
and that of Corridor 2 is 14.665 km, thus totaling to a length of 31.254 km. Metro System
does not end at the entry or exit doors of the stations but rather encompasses the entire
commuter capture area. While the Metro will go to provide a high capacity corridor to carry
the passengers, its integrationwith other transport modes as well as its accessibility to
pedestrians is essential to facilitate seamless transfer of commuters which will in turn lead
to enhanced ridership on the Metro System. The concept is to provide at last last mile or half
mile connectivity to the commuters residing/working in the Metro Influence Zone. MoUD
laid down policy guidelines to include this important aspect of last mile connectivity in the
DPRs for the Metro Systems vide their letter no. MoUD (Urban Transport Wing) Advisory
Circular no. K-14011/1/2007-UT-IV dated 30.08.2013. This connectivity is expected to be
achieved through proper access to the Metro Stations by City Buses, Shuttle services,
Intermediate Public Transport (Auto Rickshaws), bicycles and pedestrianization.
Pune Metro-Phase I alignments generally traverse areas of city which are already well
developed. Public Transport in Pune city is presently served by a network of bus routes
operated by PMPML (Pune MahanagarParivahanMahamandal Ltd.), which is a company
owned by Govt. of Maharashtra, Pune Municipal Corporation and Pimpri-Chinchwad
Municipal Corporation. PMPML operates a fleet of over 1000 buses along more than 350
Bus Routes. Addition of 500 more buses is under process under JNNURM. Out of the 350
routes approximately 85 routes provide connectivity to Metro Stations at one or more
points. Two wheelers account for more than 35% of the modal share and it is a challenge for
the Metro to attract two wheeler riders to the Metro. Auto Rickshaw is a principal mode of
IPT and approximately 8 % trips are accounted for by this mode. Thus facilities for boarding
and alighting from Autos at the Metro Stations will need special attention while
conceptualizing the station layouts. Pedestrian access to various locations has largely
improved through improved footpath widths and their surfaces as a sequel to
implementation of various projects such as JNNURM. In Pune and surrounding areas
suburban trains are very few in number and their share is hardly 1%. However seamless
CHAPTER 18–MULTI MODAL TRAFFIC INTEGRATION
integration of Metro wherever it touches the main line railway system does need
appropriate attention.
However, any such changes to facilitate access of various modes to the Metro stations needs
to be viewed carefully, keeping in view various constraints in the already developed city
areas such as available road width, availability of parking and lay out and availability of
circulating areas at the Metro Stations, Business centre or markets & existing traffic
densities.
18.2 METRO STATIONS AND THEIR CONNECTIVITY TO CITY BUSES
18.2.1 General
Pune City and its surrounding areas has a dense network of city buses which connect a
number of proposed Metro Stations to the major residential and commercial areas. In order
to appreciate the available bus connectivity to Metro Stations from surrounding areas, an
exercise has been carried out to chart the bus routes leading to some of the important
interchange points with Metro. This data has been processed and presented in the form of
Radial Charts which are presented at Fig. 18.3to Fig. 18.19. This has produced valuable
information which leads to defining any need for augmentation of bus services at certain
Metro Stations to ensure better connectivity to surrounding areas. It also provides a handle
to plan site specific facilities at each Metro Station. The details are enumerated in following
paragraphs.
18.2.2 Corridor 1 Metro Station connectivity to Buses
Sr. Metro Station Connectivitiesof important stations with City Bus System and
No. other features
1 Swargate Swargate is a terminal point of Corridor 1 (PCMC-Swargate).
Swargate Metro will feature a passenger boarding of 17358 in 2018,
which is the highest amongst all the stations.
A number of City Bus Routes pass through Swargate. In addition
Swargate has a major State Transport Bus Terminus. The
underground Metro Sation is proposed to be located below the
Satara Road in between the State Transport Bus Terminus and Bus
Stop area of city buses. It is proposed to plan the Metro station in
such a way that a seamless integration with both these bus services
is accomplished with pedestrian underpasses connecting the three
facilities.
The planning of Swargate Inter Modal Transit Centre (IMTC) is also
currently underway which envisages provision of a state of the art
bus stand cum commercial complex in two wings (on two sides of
Satara Road) one at the State Transport Bus Stand location and the
second at the City Bus Stand location, which are planned to be
FINAL DETAILED PROJECT REPORT FOR PUNE METRO RAIL PROJECT November2015 427
interconnected by a sky walks apart from pedestrian underpasses.

This complex is being conceptualized keeping in view the
requirement of seamlessly integrating the Metro System with the
two bus complexes. A parking lot to accommodate approximately
8000 two wheelers and 2500 cars is also conceived. Fig. 18.1 and Fig.
18.2brings out the artist’s view of the proposed complex. This
project is under initial conceptual stage.
Fig.18.3 brings out the radial chart of City Bus Connectivity at
Swargate. From the chart it could be noticed that Swargate is well
connected with surrounding residential/ commercial areas with
large number of Bus Routes (N) with a very low effective Frequency
(F in minutes). The access to Autos and pedestrians is also planned
to be further enhanced through underpasses and development of
IMTC.
2 Mandai Mandai is the main Market Center along Corridor 1. The bus
connectivity from the north between Shaniwar Wada and Mandai
(along Shivaji Rd) is very high with effective frequency of 1.1 Min
(Fig 18.4). From the city area along the West due to introduction of
One Way Road working (on Bajirao Rd) the station falls at about 500
m away from the bus corridor along which the effective frequency of
buses is 1.1 Min. Mandai and its surroundings are predominantly
Pedestrian dominated areas and the last ½ mile connectivity will be
essentially by walking. While detailing this station this aspect will be
kept in view. Presently two large parking complexes (Aryan &
Minerva) are in place at Mandai and further reservations for Parking
have been demarcated in the new Development Plan of the city.
3 PMC PMC is located at the end of Shivaji Bridge along Corridor 1. Most of
the buses coming from the city going towards Shivajinagar pass
through this route. From the city area (Bajirao Rd) the effective
frequency is 1 Min. From Rasta Peth/PhadkeHaud the effective
frequency is 5 Min. (Fig. 18.5)
4 Shivajinagar Shivajinagar Metro along Corridor 1 is proposed to be located below

the existing State Transport Treminus adjacent to Shivajinagar Rly
Station. It features interchange with City Buses (which ply in large
nos through ShivajinagarStn), State Transport Buses and Central
Railway. Central Railway is currently planning a Model Station
Complex at Shivajinagar Station and it is proposed to dovetail the
access to the underground Metro Station into to this railway complex
as well as to the State Transport Bus Terminus and Bus Stands
leading to their seamless integration. The major residential and
commercial areas which will need connectivity to this station are
along University Road upto Pune University and Yashada. The
effective bus frequency along this route is 1.8 Min (Fig.18.6).

Shivajinagar Metro is well accessed by Footpaths along the various
roads which lead to this location.
5 Khadki Khadki Metro on Corridor 1 is along Mumbai Pune Road adjoining
Khadkai Railway Station. Seamless integration with Pune-Lonavla
suburban railway system is accomplished at Khadki. Mumbai-Pune
Road between Shivajinagar and Khadki has a number of bus routes
with effective frequency of 3.5 Min which will go to provide adequate
connectivity to residential/commercial areas along this stretch. Bus
connectivity with effective frequency of 5 Min is available from BEG
and Deccan College area across the Mula River towards southeast
(Fig.18.7). To the West of KhadkiStn is a defence area which is
sparsely populated.
6 Dapodi Dapodi Metro along Corridor 1 is along Mumbai-Pune Road. To the
East of this station is sparsely populated CME campus and defence
area. Residential/commercial area along small strip of land between
the Mumbai-Pune Road and Railway tracks gets access to Dapodi
Metro by walk. The residential area towards west across the railway
tracks have a bus connectivity with effective frequency of 4.3 Min.
(Fig. 18.8)
7 Bhosari/ Bhosari Metro is located along Mumbai Pune Road adjoining
Nashik Phata Kasarwadi Railway Stn. Seamless integration with Pune-Lonavla
suburban railway system is accomplished at Bhosri. Bus connectivity
is available from BhosriGaon, MIDC etc. towards northest at an
effective frequency of 7.4 Min. (Fig. 18.9). Residential/commercial
area along small strip of land between the Mumbai-Pune Road and
Railway tracks gets access to Bhosari Metro by walk.
8 PCMC PCMC Metro is the north end terminal of Corridor 1. The
residential/commercial area to the north of this stn.uptoNigdi along
Mumbai-Pune Road is connected by Buses at an effective frequency
of 2.1 Min. ChinchwadGaon and surrounding residential/ commercial
areas get connected by buses at effective frequency of 4.3 Min. (Fig.
18.10).
Fig. 18.1: Swargate IMTC Plan
Fig. 18.2: Swargate IMTC Perspective
Fig. 18.3: Swargate Bus Connectivity
Fig. 18.4: Mandai Bus Connectivity
Fig.18.5: PMC Mandai Bus Connectivity
Fig. 18.6: Shivajinagar Bus Connectivity
Fig.18.7: Khadki Bus Connectivity
Fig.18.8: Dapodi Bus Connectivity
Fig.18.9: Bhosari (Nashik Phata) Bus Connectivity
Fig. 18.10: PCMC Bus Connectivity
Important interchange Metro Stations along Corridor 1 are thus seen to be well connected
by PMPML Bus services running at comfortable frequencies. Along Mumbai-Pune Road the
effective frequency of Buses is around 2 Min. Thus on the portion of this corridor between
PCMC and Khadki (covering stations at SantTukaram Nagar, Bhosri, Kasarwadi, Dapodi,
Bopodi) residential/commercial areas falling in the Metro Influence Zone will get
connection to the nearest Metro station with these bus services.
New upcoming residential areas along Moshi- Pimpri Corridor towards the East of Mumbai
Pune Road will need certain augmentation in terms of new bus services. PMPML being a
part of PMC & PCMC this issue could be coordinated and new bus services introduced to
satisfy the needs of Metro Connectivity of these newly developing areas on commissioning
of Metro Corridor 1. This issue is best left to be addressed at that time as many of these
areas are still in a nascent stage of development.
18.2.3 Corridor 2 Metro Station connectivity to Buses
Sr. Metro Connectivitiesof important stations with City Bus System and
No. Station other features
1 Vanaz Vanaz is a terminal point of Corridor 2 (Vanaz-Ramwadi). To the north
of Vanaz is a hilly area with a small strip of residential area along the
Paud Rd. The major residential area is towards south (Kothrud).
Kothrud is generally connected by city buses running towards east
through the township to Nal Stop and not Vanaz. Presently there is only
one service at a frequency of 20 Min which connects Kothrud township
to Vanaz Metro. Towards east of Vanaz is township of Bavdhan beyond
a hillock. This is connected by one bus service at a frequency of 20 Min.
(Fig. 18.11)
2 Nal Stop Nal Stop Metro will be a major interchange point between buses and
Metro along Corridor 1. Area towards west of Nal Stop along Karve
Road is a major residential area. The effective frequency of buses
leading to Nal Stop from this area comprising Warje and Kothrud
township is 1.6 Min. (Fig. 18.12) Autos is another mode by which
commuters will access this station. These aspects shall be kept in view
while conceptualizing Nal Stop Metro Station. For two wheelers
emanating from this area a reservation has already been made for
Parking Lot at Ideal Colony Metro along this alignment.
3 Garware Garware College Metro along Corridor 2 is well connected by buses

College form city area along Tilak Road. The effective frequency of buses from
Tilak Road is 6.6 Min. (Fig. 18.13) The city area comprising Tilak Road
&Laxmi Road is also well connected to Deccan Gymkhana Metro on
Corridor 2.
4 Deccan Deccan Gymkhana Metro along Corridor 2 is well connected by buses

Gymkhana to the City (Tilak Road, Shastri Road) and to Fergusson College Road.
The effective frequency of buses from Tilak Rd, Shastri Rd and
Fergusson Rd are 5.7, 4 and 4.8 Minutes respectively (Fig. 18.14).
5 ASI ASI Metro is well connected by buses to the city area (Bajirao Rd,
Shivaji Rd). The effective frequency of buses leading to & from these
roads is 1 Min (Fig. 18.15).
6 Pune RS Pune Metro is located adjacent to Pune Railway Station and main State
Transport Bus Terminus and PMPML bus stands. A seamless
integration of all these modes is proposed to be ensured while evolving
detailed conceptual plan of this important Metro Interchange Station.
The effective frequency of buses from City area (Rasta Peth, JN Rd) is
1.7 Min and from West End/East Street is 2.1”(Fig. 18.16).
7 Bund Bund Garden Metro along Corridor 2 gets connectivity by buses from
Garden Deccan College area by buses running at effective frequency of 4.3 Min
(Fig.18.17). However, it has practically NIL connectivity by buses with
North Main Rd, Koregaon Park. PMPML will be required to introduce a
new bus route from Bund Garden Metro to Kalyani Nagar Metro via
North Main Rd- Koregaon Park. This will facilitate connectivity of
Kalyani Nagar a major residential and commercial area to Kalyani
Nagar Metro along Corridor 2 and connectivity of Koregaon park to
Bund Garden Metro along Corridor 2.
7 Yerwada Yerwada Metro along Corridor 2 is well connected by buses to & from
Jail Road which has a number of residential and commercial complexes.
The effective frequency along this bus route is 2.5 Min. Connectivity by
buses is also available to Deccan College area with effective bus
frequency of 6 Min (Fig. 18.18). However Deccan College area also gets
connectivity by other set of buses to Corridor 2 at Bund Garden.
8 Ramwadi Ramwadi is a terminal station along Corridor 2. The area beyond

Ramwadi along Nagar Road such as Vadgaon Sheri, Kharadi etc. are
well connected to Ramwadi by buses with effective frequency of 2.6
Min (Fig. 18.19). However, the Commercial/Residential complexes in
VimanNagra lack adequate bus connectivity to Ramwadi Metro and will
need augmentation.
Fig. 18.11: Vanazi Bus Connectivity
Fig.18.12: Nal Stop Bus Connectivity
Fig.18.13: GarwareCollege Bus Connectivity
Fig. 18.14: Deccan Gymkhana Bus Connectivity
Fig.18.15: ASI Bus Connectivity
Fig. 18.16: Pune Stn Bus Connectivity
Fig. 18.17: Bund Garden Bus Connectivity
Fig.18.18: Yerwada Bus Connectivity
Fig.18.19: Ramwadi Bus Connectivity
Important interchange Metro Stations along Corridor 1 viz. Deccan Gymkhana, ASI, Pune
Railway Stn are thus seen to be well connected by PMPML Bus services running at
comfortable frequencies.
PMPML bus services will need to be reorganized in the vicinity of Vanaz, Bund Garden,
Kalyani Nagar and Ramwadi along this Metro Corridor and following will need
implementation by PMPML
(i) New services from Vanaz to Bavdhan/ Bhugaon affording connectivity to

residential/commercial areas.
(ii) New services from Bund Garden to Kalyani Nagar via Koregaon park affording
connectivity to Kalyani Nagar and Koregaon Park.
(iii) New services from Ramwadi to Viman Nagar affording connectivity to the
residential/commercial complexes in that area.
It will be possible to reorganize the bus services after commissioning of Metro and deploy
buses along the above bus routes within the resources of PMPML.
18.3 ACCESS TO METRO STATIONS BY AUTO RICKSHAWS
In the IPT category Autos are one of the main modes of commuter transport over short and
medium distances in Pune (modal share of about 8 %). It is therefore imperative to provide
suitable auto bays for boarding and alighting of commuters at the Metro Stations. While
detailing the Metro Stations, site specific designs are proposed to be evolved to address this
important requirement in the city of Pune. Due to the Metro traversing already developed
city areas there are likely to be certain constraints in fully accomplishing this goal, however,
the endeavour will be to provide such facilities at as many Metro Stations as possible.
18.4 BICYCLE HIRING SCHEME
A proposal for bicycle hiring scheme is already under active consideration of Pune
Municipal Corporation. 40 hubs for delivery and receipt of hired bicycles are envisaged
under this scheme. Out of these 17 hubs are within 500 m to 3 km of Metro Stations. While
implementing the Metro Project and detailing the stations some of the stations need to be
identified as Hubs for bicycle hiring scheme. This will enhance the efficacy of this scheme
and Pune being known as a bicycle city about three decades back will certainly return back
to become one in the present days of spiraling fuel prices.
18.5 PEDESTRIANIZATION
If it is not convenient or easy to walk to walk to the station, then the commuters will be
discouraged from using the Metro. High quality pedestrian access can be accomplished
through design factors such as directness and connectivity, ease of movement, safety and
security. A large number of works have been carried out to upgrade the footpaths along
many of the roads in Pune under JNNURM. As a result of this the city presents desired
widths and surface finish of footpaths along its main roads. In the vicinity of majority of
Metro stations the footpaths stand upgraded. If the vendor menace on these upgraded
footpaths is eliminated then the desired accessibility of pedestrians to Metro Stations could
be accomplished. New pedestrian subways which are being provided adjacent to Metro
stations (e.g. Swargate) are already being conceptualized keeping in view the access to
Metro commuters. Mapping the quality of pedestrian facilities around the stations is a basic
first step to identify barriers and difficulties likely to be faced by commuters. While planning
the Metro Stations footpath accesses are proposed to be reviewed with reference to the
above important criteria. Based on this study requisite inputs are proposed to be made if the
situation demands any improvement.
18.6 LAND USE IN CONSONANCE WITH METRO ALIGNMENT
Phase I of Pune Metro which is a subject matter of this DPR traverses already developed city
area and therefore there is limited scope for any radical changes to the current land use. One
of the major policy intervention in this regard is to increase the FAR to 4 within the Metro
Influence Zone comprising a strip of 500 m width on either side of the Metro alignment.
While according approval to Pune Metro Project- Phase I, Government of Maharashtra has
already resolved to increase FAR along the Metro Influence Zone to 4 (from the present 1).
This will provide an impetus to the renewal of old and dilapidated city areas and bring
about desired densification along the Metro Corridors.
Pune is also in the process of finalizing a new Development Plan. While evolving this plan in
the already built city areas certain reservations have been made for Parking Plazas adjacent
to the Metro Stations, which will lead to a positive effect on ridership of the Metro. It will
play a significant role, particularly in attracting Two Wheeler users to the Metro.
It is the Phase II of the Pune Metro which will seek to connect farther areas which are still to
be developed. Thus once the Phase II Metro alignments get decided in future it will be
necessary to realign the Land Use plans in the influence areas of these Metro alignments.
18.7 TICKETING
With the rapid advancement in technology and communication revolution Pune Metro will
be looking at integrating the ticketing between Metro and City Bus System. A common
plastic card to facilitate use in both the modes of transport and also for parking at Metro
Parking Lots shall be considered in order to bring about efficiencies and saving in commuter
time. For the credit and debit purpose the transactions could be connected though common
secured gateways.
18.8 CONCLUSION
One of the major objectives of the Metro is to wean away commuters from using
personalized modes of travel within the city. Primary reason for using personal vehicle (for
buying vehicle) is to save travel time during journey. In order to attract users of
personalized travel (particularly two wheelers) a seamless integration of various modes of
public transport and IPT is necessary. While planning high ticket projects such as a Metro
System this issue gains much more importance.
As can be noted from above most of the important Metro Stations of Pune Metro Phase-I are
well connected with various adjacent localities by City Bus Service. Once the Metro gets
commissioned the City Bus service could be rationalized. With this it should be possible to
manage the areas which suffer from lack of connectivity by redeployment of buses from the
existing fleet. Thus no extra cost is envisaged in the DPR estimates.
The Bus Operator PMPML being partly owned by Pune Municipal Corporation and Pimpri-
Chinchwad Municipal corporation and the proposed Pune Mahanagar Metro Rail
Corporation Ltd, which will also be partly owned by these two organizations, Pune Metro
will be in a advantageous position to accomplish the goal of seamless integration (including
ticketing) amongst these important modes of Public Transport. The ownership pattern of
Pune Metro will also benefit in a better say in implementing Land Use policies in consonance
with the Metro alignments.
While working out detailed plans and specifications all the above aspects shall be kept in
view in order to accomplish the set goals.
Chapter - 19
Conclusion &
Recommendations
CHAPTER - 19
CONCLUSIONS AND RECOMMENDATIONS

19.1 Pune has witnessed enormous industrial growth during the last 10 years. Rapid
urbanization in the recent past has put the city’s travel infrastructure to stress. With a large
number of units have come up both in small scale as well as in heavy & medium scale
industry, etc., traffic in the city is expected to shoot up. Being thickly populated area, Pune’s
traffic needs cannot be met by only road-based system.
The existing urban transport system of Pune City which is road-based has already come
under stress leading to longer travel time, increased air pollution and rise in number of road
accidents. With projected increase in the population of the city strengthening and
augmenting of transport infrastructure has assumed urgency. For this purpose provision of
rail-based Metro system in the city has been considered.
Studies have brought out that a Medium Capacity Metro with carrying capacity of about
25,000 phpdt will be adequate to meet not only the traffic needs for the present but for the
future 30 to 40 years also. A medium capacity Metro System consisting of two Corridors
namely (i) PCMC – Swargate Corridor (16.59 km) and Vanaz - Ramvadi Corridor (14.67
km) at an estimated completion cost of Rs. 11522.00crores (Central taxes & duties) to be
made operational has accordingly been recommended
19.2 A detailed Environmental Impact Assessment Study has been carried out for the project. As
a part of this Study, comprehensive environmental baseline data was collected, and both
positive and negative impacts of the project were assessed in detail. The project has many
positive environmental impacts like reduction in traffic congestion, saving in travel time,
reduction in air and noise pollution, lesser fuel consumption, lesser road accidents etc, with
a few negative impacts (especially during implementation phase of the project) for which
Environmental Management Plan has been suggested.
19.3 Issues pertaining to (i) Disaster Management, (ii) Security and (iii) Disabled Friendly
Features have been discussed and measures to be implemented clearly brought out in this
Project Report. Measures to be taken for accomplishing Multi Modal Traffic Integration have
been addressed in details. Measures contemplated for directing the Land Use in tune with
the proposed Metro alignments have also been spelt out in this Report.
19.4 After examining the various options for execution of Pune Metro Project, it has been
recommended that the project should be got executed through a SPV on DMRC funding
pattern
CHAPTER 19 - CONCLUSIONS AND RECOMMENDATIONS
19.5 The fare structure has been estimated based on Delhi Metro fares decided by the fare
fixation committee in 2009 duly escalating the same for year 2020. Subsequently, for the
purpose of assessing returns form the project, the fares have been revised every second
year with an escalation of 12% every two years.
19.6 As in the case of Delhi Metro, the State Government should exempt/reimburse the
Maharashtra Value Added Tax (VAT) to Pune Metro. It should also exempt the following: -
• Tax on electricity required for operation and maintenance of the metro system.
• Municipal Taxes.
19.7 As per the present policy 50% of the Central Taxes will be paid by GOI as subordinate Debt
and balance 50% will be paid by the concerned State Government. Pune State Government
may pursue the Central government to extend the same benefit to Pune Metro.
19.8 While the Financial Internal Rate of Return (FIRR) for the project has been assessed as
4.48% without additional development charges and surcharge on stamp duty &
registration fees and 12.08% with additional development charges and surcharge on
stamp duty & registration fees and the Economic Internal Rate of Return (EIRR) works out
to 16.32 %.
without additional development charges and surcharge on stamp duty & registration fees)
19.9 To avoid delays in processing the clearance for the Project, It is suggested that immediately
on receipt of the DPR, the State Government should approve it ‘in principle’ and forward the
DPR to the Secretary, Ministry of Urban Development, Government of India, advising the GOI
of the State Government’s intention to take up the Project on DMRC pattern requesting for
the latter’s “in principle” clearance to go ahead with the Project.
19.10 An SPV should be set up for Pune Metro and registered under the Companies Act, 1956. This
SPV should be a PSU of the State Government and may be named as ‘Pune Mahanagar Metro
Rail Corporation Ltd.’ (PMMRC).
19.11 Since sanction of Pune Metro may take some time, It is recommended that the State
Government should urgently post an Officer on Special Duty (OSD) with adequate powers to
process and pursue sanction for this project and to initiate preliminary steps required for its
implementation.
19.12 Meanwhile the State Government should freeze all future developments along the proposed
route of Pune Metro to avoid infructuous expenditure.
19.13 Since the SPV to be set up to get the project implemented and initially the SPV may lack in
expertise, it will be necessary to engage Interim Consultants for the first one year who will
do this job on behalf of the SPV in preparation of land plans, transferring the alignment from
CHAPTER 19 - CONCLUSIONS AND RECOMMENDATIONS
drawing to the ground, fixing the contracts for some of the selected elevated packages and
depots. Interim consultant will also help in finalization of General Consultants.
.
19.14 To keep a check on the work of General Consultants and to ensure that the Metro is being
constructed to meet the appropriate specifications and safety standards, the SPV may
perhaps need to engage the services of Prime Consultants who will keep over-all watch over
the execution of the project.

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FINAL DETAILED PROJECT REPORT

Updated (Nov 2015)

Aug 2014 Updated For Nov 2015 Prices

Executive Summary 1-35

Chapter 1 Introduction 36-39

Chapter 2 Traffic Demand Analysis 40-93

Chapter 3 Need for Metro System 94-96

Chapter 4 System Selection 97-133

Chapter 5 Civil Engineering 134-221

Chapter 6 Train Operation Plan 222-246

Chapter 7 Power Supply Arrangement 247-265

Chapter 8 Ventilation and Air-conditioning System 266-278

Chapter 9 Maintenance Depot 279-302

Chapter 10 Environmental Impact Assessment & Management 303-324

Chapter 11 Cost Estimate 325-347

Chapter 12 Financing Options, Fair Structure & Financial Viability 348-371

Chapter 13 Economic Appraisal 372-380

Chapter 14 Implementation Plan 381-392

Chapter 15 Disaster Management Measures 393-398

Chapter 16 Disabled Friendly Features 399-421

Chapter 17 Security Measures For A Metro System 422-425

Chapter 19 Conclusions And Recommendations 445-447

Geo-technical studies - M/s Oriental Consulting Engineers Pvt. Ltd. Navi

Environmental studies - M/s Envirotech East Pvt. Ltd., Kolkata

2. ROUTE LENGTH (BETWEEN DEAD ENDS)

Description Underground Elevated Total

Corridor-1: PCMC - SWARGATE 6 9 15

4. TRAFFIC FORECAST (IN LAKHS)

Corridor Year Headway No. of Train Coaches

Year 2018 2021 2031

d) Grid Sub Stations

Corridor II (i) By LILO from 132 kV transmission

e) No. of traction substations

f) SCADA system Provided

10. SIGNALLING, TELECOMMUNICATION & TRAIN CONTROL

12. CONSTRUCTION METHODOLOGY

Corridor I - Rs.5333 Crore

14. TOTAL ESTIMATED COMPLETION COST (with central taxes):

PTA against JICA Loan @ 0.30% PA 6325.50 59.73%

Total 10590.00 100.00%

Additional PTA for Interest during 146.00 JICA Loan @ 1.40%

Grand Total 12298.00

16. FINANCIAL INDICES

Sr. Description FIRR Table No. Remarks

1. National Highway No. 4 (Mumbai-Bangalore)

Table 0.1 - Estimated Population in Different Areas of Study Area

Region 2011 2021 2031

0.2 TRAFFIC DEMAND FORECAST

0.2.1 Daily Ridership, Passenger km and Average Lead

Table 0.2 - Pimpri Chinchwad (PCMC) – Swargate Section

Year 2018 2021 2031

Table 0.3 - Vanaz – Ramvadi Section

0.3 NEED FOR METRO

• Advantages Of Metro System

 Requires 1/5th energy per passenger km compared to road-based system.

 Carries same amount of traffic as 5 lanes of bus traffic or 12 lanes of private

0.4 SYSTEM SELECTION

C. Signaling And Train Control

The telecommunication system acts as the communication backbone for Signaling