Extension of Pune Metro Phase-I 21/12/2022

REVISED FINAL DETAILED PROJECT REPORT

(SWARGATE – KATRAJ)
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase- I

EXTENSION OF PUNE METRO PHASE-I

REVISED FINAL DETAILED PROJECT REPORT (SWARGATE – KATRAJ)

IDENTIFICATION TABLE
Client/Project owner Maharashtra Metro Rail Corporation Limited
Project Extension of Pune Metro Phase-I
Type of document Revised Final Detailed Project Report (SWARGATE – KATRAJ)
Study Detailed Project Report
Framework Systra India
Reference number IN01T18A03
Confidentiality Confidential
Language English
Number of pages 523

APPROVAL

Version Name Position Date Signature Modifications

Divya Urban
Production 10/12/2021
Dahiya Planner

Rishi Project
4 Check
Gupta Manager
10/12/2021

Establishment of
Praveen Project
liability for the 10/12/2021
Goyal Director
entity

5 21/12/2022 Cost Estimate

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TABLE OF CONTENTS

I. SALIENT FEATURES 23
GAUGE – 1435 MM 23
CORRIDOR & ROUTE LENGTH 23
NUMBER OF STATIONS 23
TRAFFIC FORECAST 23
STATION PLANNING 23
INTERMODAL INTEGRATION 23
TRAIN OPERATION PLAN 24
* NOTE: TOTAL CAR REQUIREMENT' INCLUDES 90 CARS ALREADY PLANNED FOR EARLIER PHASES. 24
SPEED 24
TRACTION POWER SUPPLY 24
ROLLING STOCK 25
STABLING LINES 26
SIGNALLING & TELECOMMUNICATION 26
FARE COLLECTION 26
ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT 26
DETAILED COST ESTIMATE 27
ECONOMIC ANALYSIS 28
FINANCIAL ANALYSIS 28
IMPLEMENTATION PLAN 29

II. EXECUTIVE SUMMARY 30

0.1 INTRODUCTION 30
0.2 EXISTING TRANSPORTATION SYSTEM 30
0.3 TRAVEL DEMAND FORECAST 30
0.4 TRAIN OPERATION PLAN 31
0.5 SYSTEM SELECTION 32
0.6 TECHNOLOGY SELECTION 32

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0.7 ALIGNMENT AND CIVIL ENGINEERING 35

0.8 ENGINEERING SURVEY 36
0.9 GEOTECHNICAL INVESTIGATIONS 36
0.10 ROUTE ALIGNMENT 36
0.11 STATION PLANNING 37
0.12 UTILITY DIVERSION 37
0.13 LAND REQUIREMENT 38
0.14 INTERMODAL INTEGRATION 39
0.15 POWER SUPPLY SYSTEM AND POWER REQUIREMENT 40
0.16 MAINTENANCE DEPOT 42
0.17 SOCIAL AND ENVIRONMENTAL IMPACT ASSESSMENT 42
0.18 DISASTER MANAGEMENT & SECURITY MEASURES 43
0.19 DETAILED PROJECT COST ESTIMATES 44
0.20 TRANSIT ORIENTED DEVELOPMENT 45
0.21 FINANCIAL ANALYSIS 47
0.22 FINANCIAL PLAN 48
0.23 ECONOMIC ANALYSIS 48
0.24 IMPLEMENTATION PLAN 49

1. A PROFILE OF THE CITY 50

1.1 HISTORY 50
1.2 GEOGRAPHY 51
1.3 DEMOGRAPHIC AND SOCIO-ECONOMIC PROFILE 52
1.4 URBAN LAND USE STRUCTURE / ACTIVITY DISTRIBUTION 57

2. EXISTING TRANSPORTATION SYSTEM IN THE CITY 62

2.1 INTRODUCTION 62
2.2 ROAD NETWORK CHARACTERISTICS 63
2.3 MAJOR TRANSPORT NODES 64
2.4 TRAFFIC MANAGEMENT INCLUDING PARKING MANAGEMENT 69
2.5 TRAFFIC CHARACTERISTICS 71

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2.6 TRAFFIC SAFETY 73

2.7 INTERMEDIATE PUBLIC TRANSIT (IPT) SYSTEM 73
2.8 PUBLIC TRANSPORTATION SYSTEM 73
2.9 PAST PROPOSALS FROM CMP/CTTS/TRANSPORT MASTER PLAN 74
2.10 ISSUES AND PROSPECTS 77

3. TRAVEL CHARACTERISTIC AND DEMAND ESTIMATE 80

3.1 PREAMBLE 80
3.2 OBJECTIVE AND SCOPE OF TRAFFIC STUDY 81
3.3 SECONDARY DATA 83
3.4 PRIMARY TRAFFIC SURVEYS 83
3.5 PEAK HOUR PASSENGER TRIPS 91
3.6 REVIEW OF CMP - TRAFFIC SURVEYS & ANALYSIS 92
3.7 SOCIO-ECONOMIC CHARACTERISTICS 95
3.8 TRAVEL CHARACTERISTICS 99
3.9 TRAVEL DEMAND ANALYSIS 101
3.10 MODAL SHARE OF SWARGATE-KATRAJ METRO LINE 113
3.11 FUTURE TRAVEL DEMAND SCENARIOS 113

4. SYSTEM AND TECHNOLOGY SELECTION 119

4.1 TECHNOLOGY 119
4.2 MODE SELECTION 127
4.3 SYSTEM SPECIFICATION TO BE ADOPTED FOR CORRIDOR 128

5. CIVIL ENGINEERING AND ALIGNMENT DETAILS 132

5.1 ALIGNMENT DESCRIPTION 132
DESIGN NORMS 135
GEOMETRIC DESIGN OF CORRIDOR INCLUDING PLAN/PROFILE 141
5.4 CONCLUSION 141
5.5 GEOTECHNICAL INVESTIGATIONS 142
5.6 CIVIL ENGINEERING 144

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IDENTIFICATION OF EXISTING SERVICES/UTILITIES 160

6. STATION PLANNING 165

6.2 STATION PLANNING AND DESIGN 178
6.3 PLANNING NORMS & STANDARDS 190
6.4 STATION AREA PLANNING OF NMT 199
6.5 ACCESSIBILITY FOR DIFFERENTLY ABLED 200

7. INTERMODAL INTEGRATION 221

7.1 INTERMODAL INTEGRATION WITH EXISTING MODES 224
7.2 FEEDER SERVICE 227
7.3 PHYSICAL INFRASTRUCTURE REQUIREMENT FOR INTEGRATION WITH OTHER MODES 231
7.4 INSTITUTIONAL INTEGRATION 231
7.5 PHYSICAL INTEGRATION 232
7.6 FARE INTEGRATION 232
7.7 OPERATIONAL INTEGRATION 232
7.8 TECHNOLOGY INTEGRATION 233
7.9 PUBLIC BICYCLE SHARING SCHEME 233
ANNEXURE 1 234

8. TRAIN OPERATION PLAN 238

8.1 SYSTEM OPERATION APPROACH 238
8.2 STATION YARD PLANNING 239
8.3 TRAIN OPERATION 239
8.4 VEHICLE KILOMETRE 254
8.5 YEAR-WISE RAKE REQUIREMENT 254
8.6 STABLING REQUIREMENT 255

256

9. SIGNALLING AND TELECOMMUNICATION SYSTEM 258

9.1 SIGNALLING SYSTEM 258
9.2 TELECOMMUNICATION 264

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9.3 PLATFORM SCREEN DOORS 271

10. AUTOMATIC FARE COLLECTION SYSTEM 272

10.1 OVERVIEW 272

11. ROLLING STOCK 277

11.1 INTRODUCTION 277

12. POWER SUPPLY AND TRACTION 290

12.1 SELECTION OF TRACTION SYSTEM 290
12.2 TOTAL PROJECTED POWER DEMAND 290
12.3 NEED FOR HIGH RELIABILITY OF POWER SUPPLY 298
12.4 SOURCES OF POWER SUPPLY 298
12.5 ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTROMAGNETIC COMPATIBILITY (EMC) 302
12.6 25KV FLEXIBLE OVERHEAD EQUIPMENT (OHE) SYSTEM 303
12.7 ROCS (RIGID OVERHEAD CATENARY SYSTEM) 303
12.8 RATING OF MAJOR EQUIPMENT 304
12.9 STANDBY DIESEL GENERATOR (DG) SETS 304
12.10 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM 305
12.11 SOLAR ENERGY HARNESSING SYSTEM 306
12.12 ENERGY SAVING MEASURES 307
12.13 ELECTRIC POWER TARIFF 307

13. MAINTENANCE DEPOT 309

13.1 DEPOT LOCATION AND NUMBER 309
EXHIBIT 1 – RANGE HILL DEPOT 310
EXHIBIT 2 – NIGDI DEPOT (ELEVATED STABLING) 311

14. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT 312

14.1 PREAMBLE 312
14.2 SCOPE OF THE STUDY 313
14.3 METHODOLOGY 313
14.4 APPLICABLE LEGAL FRAMEWORK AND POLICIES 314

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14.5 AMBIENT AIR QUALITY, NOISE AND WATER QUALITY STANDARDS 321
14.6 DRINKING WATER SOURCE (WITH CONVENTIONAL TREATMENT) 323
14.7 DRINKING WATER SOURCE (WITHOUT CONVENTIONAL TREATMENT) 324
14.8 PROPAGATION OF WILDLIFE 324
14.9 IRRIGATION, INDUSTRIAL COOLING, CONTROLLED WASTE 324
14.10 DESCRIPTION OF THE ENVIRONMENT 326
14.11 DEMOGRAPHIC PROFILE 349
14.12 ENVIRONMENTAL & SOCIAL IMPACTS 349
14.13 ENVIRONMENTAL MANAGEMENT PLAN 367
14.14 ENVIRONMENTAL BUDGET 380
14.15 CONCLUSION & RECOMMENDATION: 382
14.16 SOCIAL IMPACT ASSESSMENT 383
AVOIDANCE OF THE DEMOLITION OF RELIGIOUS PROPERTIES 405
14.18.1 THE ENTITLEMENT MATRIX 409
EXHIBIT 1 – DETAILS OF TRESS ALONG THE ALIGNMENT 415

15. DISASTER MANAGEMENT MEASURES 425

15.1 INTRODUCTION 425
15.2 NEED FOR DISASTER MANAGEMENT MEASURES 425
15.3 OBJECTIVES 425
15.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THE DISASTER MANAGEMENT
MEASURES 426
15.5 AUTHORITIES TO BE CONTACTED IN CASE OF DISASTER - PROVISIONS UNDER DISASTER
MANAGEMENT AUTHORITY 426
15.6 PROVISIONS AT METRO STATIONS/ OTHER INSTALLATIONS 429
15.7 PREPAREDNESS FOR DISASTER MANAGEMENT 433
15.8 SECURITY MEASURES IN METRO 433

16. DETAILED PROJECT COST ESTIMATE 437

INTRODUCTION 437
16.2 CIVIL ENGINEERING WORKS 439

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16.3 UTILITY DIVERSION 440

16.4 ENVIRONMENTAL IMPACT ASSESSMENT 440
16.5 REHABILITATION AND RESETTLEMENT 440
16.6 TRACTION AND POWER SUPPLY 441
16.7 ROLLING STOCK 441
16.8 DEPOT 442
16.9 TAXES AND DUTIES 442

17. TRANSIT ORIENTED DEVELOPMENT PLAN 448

17.1 TRANSIT ORIENTED DEVELOPMENT 448
17.2 NATIONAL TOD POLICY 449
17.3 NEED OF DETAILED TOD STUDY 450
17.1 TOD PROPOSAL FOR PUNE METRO CORRIDOR 2A: SWARGATE TO KATRAJ 450
17.2 IMPACT ASSESSMENT OF TOD PROPOSAL 465
17.3 IMPLEMENTATION MECHANISM 466

EXHIBIT 1 – TOD – DEVELOPMENT CONTROL RULES, PUNE MUNICIPAL CORPORATION,

2017 468

18. FINANCIAL ANALYSIS AND NON-FARE BOX REVENUE ASSESSMENT 473

18.1 INTRODUCTION 473
18.2 REVENUE 476
18.3 FINANCIAL INTERNAL RATE OF RETURN 483
18.4 FIRR SENSITIVITY 483
18.5 FUNDING OPTIONS 484
18.6 FINANCING OPTIONS 485
18.7 CONCLUSION AND RECOMMENDATION 486
EXHIBIT- 1 - GOVERNMENT RESOLUTION NO.PMR-3313/C.R.29/UD-7 AND LETTER DATED 29TH OCTOBER
2013 487
EXHIBIT – PROJECT IRR 492

19. ECONOMIC ANALYSIS 494

19.1 INTRODUCTION 494

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19.2 SCOPE AND OBJECTIVES 494

19.3 APPROACH AND METHODOLOGY FOR THE ANALYSIS 495
19.4 ESTIMATION OF ECONOMIC PROJECT COST OF MRTS 496
19.5 ECONOMIC BENEFITS OF MRTS 498
19.6 ECONOMIC ANALYSIS – EIRR & NPV FOR 30 YEARS 501
19.7 SENSITIVITY ANALYSIS 502
19.8 OUTCOME ON ECONOMIC VIABILITY 503
EXHIBIT - ECONOMIC IRR 504

20. IMPLEMENTATION PLAN 505

20.1 IMPLEMENTATION ON DELHI METRO MODEL 505
20.2 ORGANISATIONAL SET-UP OF SPV 506
20.3 CONTRACTS 506
20.4 EMPOWERED COMMITTEE 507
20.5 EMPOWERED GROUP OF MINISTERS (EGOM) 508
20.6 CONCESSIONS FROM GOVERNMENT 508
20.7 NEED FOR DEDICATED FUND FOR METRO PROJECTS 508

21. LIST OF APPROVALS REQUIRED FOR PROJECT IMPLEMENTATION 510

21.1 PROJECT FEASIBILITY / PRE-SANCTION STAGE 510
21.2 SANCTION STAGE - LAY OUT PLAN/ LOCAL AREA PLAN/ URBAN DESIGN PLAN 510
21.3 SANCTION / BUILDING PERMIT STAGE 510
21.4 CONSTRUCTION STAGE 511
21.5 COMPLETION CUM OCCUPANCY CERTIFICATE STAGE 511

22. RISK ASSESSMENT 512

22.1 BEFORE CONSTRUCTION 512
22.2 DURING CONSTRUCTION 513
22.3 DURING OPERATION 514

23. SAFETY 515

23.1 ENSURING SAFETY DURING CONSTRUCTION 515

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23.2 ENSURING SAFETY DURING OPERATION 515

24. CONCLUSION AND RECOMMENDATION 517

25. CHECKLIST 519

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LIST OF FIGURES

Figure 1. Pune location map 51

Figure 2. Spatial distribution of Population in PMC 52
Figure 3. : Spatial distribution of Density in PMC, 2011 53
Figure 4. Annual Average Migration and Growth Rate 55
Figure 5. Chronological Development of Pune from 1820 -2011 56
Figure 6. Existing Land Use Map of PMC 58
Figure 7. : IT/ITES Establishment in Pune 60
Figure 8. Proposed Road Network in PMC 61
Figure 9. Map of Main Highway Roads from Pune to other Major Cities 63
Figure 10. Map of Major Transportation Nodes in and around Pune City 65
Figure 11. Map of phase 1 Pune Metro Project 66
Figure 12. Pune Metro Project Corridors 68
Figure 13. Vehicular Composition in PMC, 2018 72
Figure 14. Recommended Mass Transit Corridors in 2028 (CMP, 2018) 76
Figure 15. Traffic Survey Locations 82
Figure 16. Traffic Survey Locations: Swargate-Katraj 85
Figure 17. Traffic Composition: Swargate-Katraj Section 88
Figure 18. Average Waiting Time at Bus Depot 89
Figure 19. Dispersal Mode Split 90
Figure 20. Willingness to Pay more for Metro 91
Figure 21. Existing Peak Hour Passenger Trips on Swargate-Katraj Section 91
Figure 22. Age Wise Population Distribution in PMC and PCMC 96
Figure 23. Broad Framework for Transport Demand Modelling 102
Figure 24. Model structure as defined in CUBE 103
Figure 25. Study area (Left) and Zonal Map of Study area (Right) 104
Figure 26. Road Network of the Study Area 106
Figure 27. Public Transport Route Network of the Study Area 107
Figure 28. Proposed Metro Corridors 108
Figure 29. Application of Four Stage Travel Demand Model 112
Figure 30. Proposed Alignment: Nigdi - Katraj Metro Corridor 115
Figure 31. Public transport system comparison graph (6 standees/sq.m.) 119
Figure 32. Bogota Transmilenion 120
Figure 33. Transjakarta in Jakarta, Indonesia 120
Figure 34. Toronto streetcar 121
Figure 35. Grenoble tram, France Barcelona Tram, Spain 121
Figure 36. Manchester Metro Link 122
Figure 37. Stuttgart Stadt Bahn, Germany (Source: SYSTRA,2016) 122
Figure 38. Line T4 in Paris (Source : Wikipedia1) 122
Figure 39. Stuttgart Stadtbahn, Germany Source: SYSTRA, 2016) 123
Figure 40. Manchester Metro-Link Source: David Dixon2 123
Figure 41. Nippori-Toneri Liner, Tokyo, Japan 3 123
Figure 42. Lyon Metro, France (Source Wikipedia) 124

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Figure 43. : Shanghai Metro, China (Source: Wikipedia 4) 124

Figure 44. Paris Metro Line14 124
Figure 45. Paris RER, France(Source: SYSTRA, 2011) & : Frankfurt S-Bahn, Germany (Source:
Wikipedia) 125
Figure 46. Pune Metro Phase II with stations locations 133
Figure 47. Corridor 2A – Swargate to Katraj Analysis of corridor options 134
Figure 48. Typical Twin Tunnel Arrangement 145
Figure 49. Typical Twin Tunnel Arrangement 145
Figure 50. Launching Chamber 148
Figure 51. Report for Chennai Metro Rail Phase-II Corridors 148
Figure 52. Erector, Screw Conveyor & Backup System 149
Figure 53. Main Shield Erection 149
Figure 54. Excavation 150
Figure 55. Ring Segment 150
Figure 56. TBM Through the Diaphragm Wall 153
Figure 57. TBM Through the Diaphragm Wall 154
Figure 58. NATM Method 155
Figure 59. NATM support tubes installation (double Layer) 156
Figure 60. NATM support tubes installation (single Layer) 156
Figure 61. Affected Over ground utilities 162
Figure 62. Swargate to Katraj Alignment (Source: SYSTRA) 167
Figure 63. Station 1 (Market Yard, Gultekdi) 168
Figure 64. station 2 (Padmavati) 168
Figure 65. Station 3 (Katraj) 169
Figure 66. Station Market Yard, Gultekdi - Road Section 173
Figure 67. Station Padamavati - Road Section 175
Figure 68. Station Katraj - Road Section 177
Figure 69. Tentative TVMs (Ticket Vending Machines) at stations 192
Figure 70. Ticket office at stations 193
Figure 71. Tentative Advertisements On Rolling Stock and Station 197
Figure 72. Way finding signage and International Symbol of accessibility 204
Figure 73. Guiding paver and warning paver 207
Figure 74. Signage for accessible washroom 214
Figure 75. Access Modes to the Transit Station 223
Figure 76. Approach of Safe Access 223
Figure 77. Proposed Stations along Swargate - Katraj Metro Corridor 225
Figure 78. Proposed Metro Feeder Bus Routes – Swargate -Katraj Corridor 229
Figure 79. Boarding- Alighting Chart – Corridor-Nigdi-Katraj 241
Figure 80. Traffic Demand Chart – Corridor-Nigdi-Katraj 242
Figure 81. Demand vs Capacity Chart- 2027- Corridor-Nigdi-Katraj 245
Figure 82. Demand vs Capacity Chart- 2037- Corridor-Nigdi-Katraj 246
Figure 83. Demand vs Capacity Chart- 2047- Corridor-Nigdi-Katraj 248
Figure 84. Demand vs Capacity Chart- 2057- Corridor-Nigdi-Katraj 250
Figure 85. Hourly Train Operation Chart- 2027- Corridor-Nigdi-Katraj 252
Figure 86. Hourly Headway Chart- 2037-2057 Corridor- (Nigdi-Katraj) 253

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Figure 87. Example for Interior view of the car** 284

Figure 88. Example for view of the passenger door** 284
Figure 89. Example view of the driving cab 285
Figure 90. Typical high voltage receiving sub-station 301
Figure 91. Typical Indoor Auxiliary Sub-station 302
Figure 92. Nigdi Depot layout- Option 2 (At grade stabling) 328
Figure 93. Pune district map 328
Figure 94. Geomorphology map of Pune District 330
Figure 95. Land use Landcover map of Project Area 332
Figure 96. Land use Landcover Statistics of Pune District 332
Figure 97. Windrose Diagram of project site 335
Figure 98. River map of Pune District 339
Figure 99. Rajiv Gandhi Zoological Park along the Project Alignment 346
Figure 100. Impacted Trees Along the Project Alignment 348
Figure 101. Proposed Station Near Katraj, away from the Zoological Park 351
Figure 102. : Katraj Lake along the Project Alignment 353
Figure 103. Temples affected due to proposed alignment 391
Figure 104. A view of people’s participation during census survey and public consultation along the
project road corridor near City Pride Cinema & Katraj Chowk (Top ), Furniture Market, Dhanakwadi
(Bottom) 403
Figure 105. Figure 109 : Transit Oriented Development Facilities - Pedestrian Crossing, Segregated
Lanes, Lane Markings, Bike Lanes 448
Figure 106. Location of Government Land Parcels considered for Property development 465
Figure 107. Proposed development pattern for TOD influence area over 30 years 467

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LIST OF TABLES

Table 1 : Travel Demand Forecast for Pune Metro Phase-2A 31

Table 2 : Average Trip length (KM) 31
Table 3 : Headway and Capacity Provided for Nigdi To Katraj Section 32
Table 4 Broad Features of Rolling Stock 34
Table 5 : Coach Requirement for Different Horizon Years 35
Table 6 : Design Parameters 35
Table 7 : Horizontal Curve Parameters 35
Table 8 : Gradient Parameters 36
Table 9 : Vertical Curve Parameters 36
Table 10 : Station chainage 37
Table 11 : summary of type of stations Proposed 37
Table 12 : Utility Responsibility Departments 37
Table 13 : List of utilities affected 38
Table 14 : Total land requirement for Swargate to Katraj corridor 39
Table 15 : Feeder Buses 40
Table 16 : Public Bicycle Requirement 40
Table 17 : Power Demand Estimation (MVA) 41
Table 18 : Year wise share of cess on stamp duty with Maha Metro 46
Table 19 : Project FIRR- Sensitivity Analysis 47
Table 20 : EIRR And Sensitivity Analysis 48
Table 21 : Population Trend in PMC 53
Table 22 : Population Density in PMC Region 54
Table 23 : Proposed Land Use distribution of PMC as per Development Plan 59
Table 24 : Summary of Parking Management strategies 69
Table 25 : Yearly PMPL Passenger data (2013-2017) 74
Table 26 : Recommended Public Transport Network and system, 2038 (CMP 2018) 75
Table 27 : Traffic Survey Locations: Swargate-Katraj Section 84
Table 28 : Traffic Volume Count: Swargate-Katraj section 86
Table 29 : Passenger Vehicle Occupancy 88
Table 30 : Daily Traffic at Cordon Lines 92
Table 31 : Daily Traffic at Screen Lines (16 Hr.) 92
Table 32 : Traffic on Mod-Blocks (16 Hr.) 94
Table 33 : Past Trends of Population Growth 95
Table 34 : Compound Annual Growth Rate (CAGR) of Population 95
Table 35 : Age wise Population Distribution in PMC and PCMC 95
Table 36 : Literacy Rate in PMC and PCMC 96
Table 37 : Distribution of Population by Education Level 97
Table 38 : Distribution of Population by Employment 97
Table 39 : Distribution of Household by Size 98
Table 40 : Distribution of Households Monthly Income 98
Table 41 : Distribution of Vehicle Ownership 99
Table 42 : Distribution of Trip Purpose 100

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Table 43 : Mode wise Distribution of Trips 100

Table 44 : Mode wise Trip Length (Km) 101
Table 45 : Study Area Population Forecast 104
Table 46 : Highway Links and Characteristics 105
Table 47 : Different Transport Network Scenarios 109
Table 48 : Trip Generation Models 109
Table 49 : Gravity Model Parameters 110
Table 50 : Modal Split Model Parameters 111
Table 51 : Modal Split Model Parameters 112
Table 52 : Adopted Fare 114
Table 53 : Peak Hour Station Loads on Nigdi - Katraj Corridor (Scenario 2A) 116
Table 54 : Peak Hour Section Loads - Nigdi-Katraj Corridor 117
Table 55 : Summary of Patronage Forecast 118
Table 56 : Incremental Daily Patronage due to Swargate-Katraj Corridor 118
Table 57 : Incremental Daily Patronage due to Nigdi-PCMC & Swargate-Katraj Corridor 118
Table 58: Design Values Summary 137
Table 59 : Details of boreholes along the section 143
Table 60 Summary of geological units 143
Table 61 : Merits and Demerits of Top-Down Method 158
Table 62 : Utility Responsibility Departments 161
Table 66 STATION BOARDING/ALIGHTING IN DESIGN YEAR 2057 179
Table 67 : Connectivity with Other Public Transport Systems - Swargate - Katraj Corridor 226
Table 68 : Feeder Bus System - Swargate-Katraj Metro Corridor 230
Table 69 : Bicycle Sharing Scheme - Swargate-Katraj Corridor 233
Table 70 : Stations on line corridor - (Nigdi-Katraj) 238
Table 71 : Stations on Corridor -Nigdi-Katraj 240
Table 72 : Boarding- Alighting figures for Corridor - Nigdi-Katraj 240
Table 73 : Traffic Demand - Corridor-Nigdi-Katraj 241
Table 74 : Traffic Demand and Capacity - Corridor-Nigdi-Katraj 244
Table 75 : Traffic Demand and Capacity – Corridor-Nigdi-Katraj 245
Table 76 : Traffic Demand and Capacity - Corridor-Nigdi-Katraj 249
Table 77 : Capacity Provided for Nigdi – Katraj Corridor 250
Table 78 : Train frequency/ Headway provided for Corridor – Nigdi to Katarj 251
Table 79 : Hourly Train Operation Plan for Corridor – Nigdi to Katraj 251
Table 80 : Hourly Train Operation Plan for Corridor-Nigdi-Katraj 252
Table 81 : Vehicle Kilometre for Corridor-Nigdi-Katraj 254
Table 82: Standards of Signalling System 261
Table 83: Standards of Telecommunication System 269
Table 84 : AFC Equipment Requirements 276
Table 85: Size of the coach 277
Table 86: Carrying Capacity of Medium Rail Vehicles 277
Table 87: Weight of Metro Rail Vehicles (tons) 278
Table 88: Salient features of Rolling Stock for MRT’s parameter details 287
Table 89: Power Demand (MVA) for PCMC-NIGDI extension 291
Table 90: Detailed Power Estimation for PCMC-NIGDI extension 291

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Table 91 : Auxiliary and Traction Power supply PCMC – SWARGATE requirements till year 2057 292
Table 92 : Detailed calculations of power demand estimation for PCMC – Swargate 293
Table 93 : Year wise Rake requirement for corridor 2A 295
Table 94 : Traction and auxiliary Power supply for corridor 2A, Swargate to Katraj 295
Table 95 : Detailed calculations of power demand estimation for Swargate to katraj 295
Table 96 : Total power requirement for complete corridor – Nigdi-Katraj 297
Table 97: Sources of Power Supply 299
Table 98: Power demand projection for various source 299
Table 99 : List of stations in Phase 2A 312
Table 100 : Summary of Environment Legislation Applicable for this Project 319
Table 101 : National Ambient Air Quality Standards (NAAQS) 322
Table 102 : National Ambient Noise Quality Standards 323
Table 103 : Use Based Classification of Surface Waters in India 323
Table 104 : Indian Standards for Drinking Water-Specification BIS:IS 10500:2012 324
Table 105 : District wise distribution of the project alignment 329
Table 106 :Result of Soil Quality Monitoring of the Study Area 330
Table 107 : Rainfall for last five years in Pune District (in mm) 333
Table 108 : Met Data, Pune (1981-2010) 334
Table 109 : Site Specific Meteorological Data 334
Table 110 : : Ambient Air Quality Monitoring Results 337
Table 111 : : Ambient Noise Quality Monitoring Results 338
Table 112 : Physico-chemical Characteristics Ground Water Monitoring 340
Table 113 : Physico-chemical & Biological Characteristics Ground Water along the project corridor 342
Table 114: Physico-chemical Characteristics Surface Water Monitoring 343
Table 115 : : Physico-chemical & Biologicall Characteristics of Surface Water 345
Table 116 : Summary of Girth Wise Trees Impacted Along the Project Stretch 348
Table 117 Affected Population 349
Table 118 Population Density 349
Table 119: Summary of environmental impacts and mitigation measures 356
Table 120 : Potential Environmental Impacts of Project 360
Table 121: Environmental Assessment Checklist for Environmental & Social Sensitivity of Project 361
Table 122 : Environmental Assessment Checklist for Climate Change and Disaster Risk of Project 366
Table 123 : Environmental Management Plan (EMP) 370
Table 124 : Environmental Monitoring Plan 375
Table 125: Environmental Management Cost Construction & Operation Phase 380
Table 126 : Summary of Project Impacts 385
Table 127 : Land Acquisition details 387
Table 128 : Land Requirement and cost for Stabling Lines proposed 390
Table 129 : Land Required for RSS 390
Table 130 : Properties to be Affected 390
Table 131 : Ownership of Properties to be affected 390
Table 132 : Type of Construction of Private Structures 391
Table 133 : Type of Private Properties to be Affected 392
Table 134 : Type of Government & Religious Properties to be Affected 392
Table 135 : : Entitlement of Properties 392

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Table 136 : Number of Affected Households 393

Table 137 : Religious Categories of PAHs along the Project 393
Table 138 : Social Stratification of PAHs along the Project 394
Table 139 : Type of family of PAHs along the Project 394
Table 140 : Occupation Pattern of PAHs along the Project 394
Table 141 : Summary of Consultation Sessions 402
Table 142:Issues raised and responses 404
Table 143 : Basis of BRT dismantling cost 441
Table 144 : summary of Potential land available for application of TOD Policy 453
Table 145 : Summary of development potential in TOD influence zone 454
Table 146 : Per year premium earned by Maha Metro 463
Table 147 : Land Value 464
Table 148 : Summary of TOD Proposal 467
Table 149 : Project Cost Details 473
Table 150 : Project Cost Phasing 474
Table 151 : Per unit cost of repairs and Maintenance of DMRC (2010 prices) 475
Table 152 : Year wise summary of Operation and Maintenance expenses 476
Table 153 : Projected Metro Ridership – Nigdi - Katraj 477
Table 154 : Projected Metro Ridership – Nigdi - Swargate 477
Table 155 : Average Trip length for incremental corridor 477
Table 156 : Fare structure 478
Table 157 : Fare structure Matrix 478
Table 158 : Year wise share of Premium with Maha Metro 479
Table 159 : Year wise share of cess on stamp duty with Maha Metro 480
Table 160 : Land value 481
Table 161 : Year wise occupancy rate of station boards on stations 482
Table 162 :Year wise occupancy rate of ATM/Kiosk on stations 482
Table 163 : Summary of Non farebox revenue 482
Table 164 : Capital Cost sensitivity analysis 484
Table 165 : Loan terms 486
Table 175 : Project Capital Structure – SPV Model Loan @ 0.6% 486
Table 175 : Details of project cost 497
Table 176 : Estimated Replacement Cost Rs Million 498
Table 177 : Maintenance Cost 498
Table 178 : Projected MRTS Daily Traffic Diverted from Different Modes 499
Table 179 : Details of Road User Cost adopted for the Study 500
Table 180 : Vehicle Category wise Passenger Travel Time (2018) - Urban Condition 500
Table 181 : Assumptions for Carbon Emission Estimation 501
Table 182 : Unit Cost of Accidents 501
Table 183 : Estimation of Savings in Road Stress Reduction 501
Table 184 : Economic Cost-Benefit Analysis 501
Table 185 : Results of Sensitivity Analysis 502
Table 186 : Implementation Schedule of the project 506

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ABBREVIATIONS TABLE

AAC All Aluminium Conductor

AAI Airport Authority of India
AAQ Ambient Air Quality
ABD Area Based Development
ADB Asian Development Bank
ADB Asian Development Bank
AFC Automatic Fare Collection
ALG Advanced Launching Girder
APHA American Public Health Association
American Society of Heating, Refrigerating and Air-
ASHRAE
Conditioning Engineers
ASR Annual Statement of Rates
ATD Anti-Tensioning Device
ATO Automatic Train Operation
ATP Automatic Train Protection
ATS Automatic Train Supervision
BAU Business as Usual
BCD Basic Custom Duty
BEC Buried Earth Conductor
BHLS Bus with a High Level of Service
BIS Bureau of Indian Standard
BOCC Backup Operation Control Centres
BOH Back of House
BOT Build Operate Transfer
BRT Bus Rapid Transit
BS British Standard
CBD Central Business District
CBTC Communication based Train Control System
European committee for Electrotechnical
CENELEC
standardization
CMP Comprehensive Mobility Plan
CO Carbon Monoxide
COI Corridor of Impact
CPCB Central Pollution Control Board
CPR Community Property Resource
CTTS Comprehensive Traffic and Transportation Study
CVRS Central Voice Recording System
CWR Continuous Welded Rail

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DCF Discounted Cash Flow

DG Set Diesel Generating Set
DMC Driving Motor Car
DMRC Delhi Metro Rail Corporation
DP Development Plan
EFO Excess Fare Office
EGOM. Empowered Group of Ministers
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EMDB Emergency Main Distribution Board
EMP Environmental Management Plan
ENPV Economic Net Present Value
EOCC Economic Opportunity Cost of Capital
FAR Floor Area Ratio
FC Forest Conservation
FCU Fan Coil Unit
FIRR Financial Internal Rate of Return
FOB Foot Over Bridge
FRP Fire Resistance Period
FSI Floor Space Index
GC Generalized Cost
GOA Grade of Operation
GOI Government of Maharashtra
GOM Government of India
GPR Ground-penetrating radar
GPS Global Positioning System
HCMTR High Capacity Mass Transit Route
HDM Highway Design and Maintenance Standards Mode
HMI Human Machine Interface
IEC International Electrotechnical Commission
IEEE Institute of Electrical and Electronics Engineers
IMD India Meteorological Department
IPTs Intermediate Public Transport
IRR Internal Rate of Return
ISM Industrial Scientific Medical Radio Band
IT Information Technology
ITDP Institute for Transportation and Development Policy
ITES Information Technology Enabled Services
International Telecommunication Union –
ITU-T
Telecommunication Standardisation sector

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JICA Japan International Cooperation Agency

LAA Land Acquisition Act
LAP Land Acquisition Plan
LBT Local Body Tax
LCCA Life Cycle Cost Analysis
Loss Levels of Service
LoS Level of Service
LRT Light Rail Transit
LULC Land-use Land-Cover
LWR Long Welded Rail
MIDC Maharashtra Industrial Development Corporation
MOHUA Ministry of Housing and Urban Affairs
MOU Memorandum of Understanding
MoUD Ministry of Urban Development
MSRTC Maharashtra State Road Transport Corporation
NFPA National Fire Protection Association
NLO National Labour Organisation
NMS Network Management System
NMT Non-Motorised Transport
NMV Non-Motorised Vehicle
Nox Oxides of Nitrogen
NPV Net Present Value
OCC Operational Control Centre
OD Origin-Destination
ODA Official development assistance
OHE Overhead Equipment
OPC Overhead Protection Cable
OTE Over Trackway Exhaust
PBS Public Bike Sharing
PCMC Pimpri-Chinchwad Municipal Corporation
PCMT Pimpri Chinchwad Municipal Transport
Pimpri Chinchwad New Town Development
PCNTDA
Authority
PCTR Per Capita Trip Rate
PCU Passenger Car Unit
PD Property Development
PD Property Development
PF Platform
PHPDT Per Hour Per Direction Traffic
PM Particulate Matter

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PMPML Pune Mahanagar Parivahan Mahamandal Limited

PMT Pune Municipal Transport
PPE Personal Protective Equipment’s
PRT Personalised Rapid Transport
PSD Platform Screen Doors
PSG Platform Screen Gates
PST Power Supply & Traction
PT Public Transport
R&M Repairs and Maintenance
R&R Rehabilitation and Resettlement
RAP Resettlement Action Plan
RAP Rehabilitation Action Plan
RCTM Recharge Card Terminal Machine
REJ Rail Expansion Joint
RH Relative Humidity
ROW Right of Way
SC Schedule Caste
SCADA Supervisory Control and Data Acquisition
SCR Station Control Room
SERF Shadow Exchange Rate Factor
SOx Oxides of Sulphur
SPV Special Purpose Vehicle
ST Schedule Tribe
TAZ Traffic Analysis Zone
TC Trailer Car
TDM Transportation Demand Management
TES Trackway Exhaust System
TVC Traffic Volume Count
TVM Ticket Vending Machine
UPE Under Platform Exhaust
UPS Uninterrupted Power at Stations
Urban and Regional Development Plan formulation
URDPFI
and Implementation
UV Ultra Violet
ULB Urban Local Body
VOC Vehicle Operating Cost
WB World Bank

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I. SALIENT FEATURES
GAUGE – 1435 mm

Corridor & Route Length

CORRIDOR UNDERGROUND ELEVATED TOTAL LENGTH
(KM) KM)
Swargate to Katraj
(Phase 2A) 5.464 0 5.464

Number of Stations
CORRIDOR UNDERGROUND ELEVATED TOTAL
Swargate to Katraj (Southward Extension of
3 NIL 3
Corridor-1 of Phase 1) - Phase -2A

Traffic Forecast
Maximum Ridership and PHPDT

CORRIDORS Station 2027 2037 2047 2057

Peak Hour 64100 85200 98700 102900
Nigdi to Katraj Daily 668000 888000 1028000 1072000
PHPDT 18070 22980 27020 28170
Peak Hour 55000 70100 80700 84000
Nigdi to Swargate Daily 573000 730000 841000 875000
PHPDT 16610 21300 24830 25840

Station Planning

A typical design has been suggested for the corridor which will form basis for planning of the
stations.

Sr. No. Size (sq. m) Levels No. of stations Construction Type

Underground (Cut and
1 153.4 x 23.73 3 3
Cover)

Intermodal Integration

Feeder bus service, Public Bicycle sharing, Parking and Pedestrian facilities have been
proposed for all the stations for intermodal connectivity.

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Train Operation Plan

The total number of Train car requirement to satisfy the traffic demand is given in the table
below:
Total Trains Required
Year Total Car Requirement
3-Car 6-Car
2027 108 36 0
2037 132 36 4
2047 150 30 10
2057 156 28 12

* Note: Total Car Requirement' includes 90 cars already planned for earlier phases.

Speed

(A) Maximum Design speed : 90 kmph

(B) Maximum Operating Speed : 80 kmph
(C) Scheduled Speed : 33 kmph

Traction Power Supply

(A) Voltage: 25KV OHE and 25 KV ROCS 1

(B) Power Demand (MVA)

Year
Corridor
2027 2037 2047 2057

PCMC-NIGDI Traction 0.9 MVA 1.0 MVA 1.0 MVA 1.0 MVA

Auxiliary 1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA

PCMC-SWARGATE Traction 8.5 MVA 9.9 MVA 10.9 MVA 11.1 MVA

Auxiliary 21.9 MVA 21.9 MVA 21.9 MVA 21.9 MVA

Traction 1.1 MVA 1.2 MVA 1.2 MVA 1.2 MVA
SWARGATE - Katraj
Auxiliary 9.9 MVA 9.9 MVA 9.9 MVA 9.9 MVA
Total Power Demand Traction 10.5 MVA 12.1 MVA 13.1 MVA 13.3 MVA

1
ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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Year
Corridor
2027 2037 2047 2057
(NIGDI-SWARGATE) Auxiliary 32.9 MVA 32.9 MVA 32.9 MVA 32.9 MVA

Incremental requirement of RSS

The implementation of Nigdi – PCMC & Swargate-Katraj metro corridor will increase the
Power supply Load requirement on Phase 1 corridors as well. It is necessary to duly consider
the incremental power supply load requirement while doing the Power load calculations. The
incremental load requirement due to the extension of the corridor, viz. Nigdi – PCMC &
Swargate-Katraj have been estimated considering the traction power requirement and
Auxiliary power requirements for elevated & underground section from NIGDI to KATRAJ. To
cater this incremental requirement with reliability of the Power Supply for traction as well as
auxiliary load, One RSS is Proposed near Swargate to cater the Power supply load
requirements for Phase 1 corridor from Nigdi to Katraj.

(C) Sources of Power Supply

Grid sub-station Location of RSS of Approx. length of

Corridor
(with Input voltage) Metro Authority cables
4.5 km approx. from
132 kV Chinchwad SS Near PCMC
NIGDI - Chinchwad to PCMC
KATRAJ 3 km approx. from
132 kV Ganeshkhind SS Near Agri. College
ganeshkhind to Range hill
3 km Approx. from Parvati
200 kV Parvati SS Near Swargate
GSS to swargate

Rolling stock

S. No. Parameter Rolling Stock

3 Car basic unit 2DMC and 1 TC.
1 Basic Unit Every coach should be fully interchangeable with
any other coach of same type.
3- Car: DMC+TC+DMC
2 Train Composition 6- Car: DMC +TC +MC + MC + TC + DMC
Capable of GoA4 operation
3 Coach Dimensions L= 22.6m, W=2.9m, H= 3.9m
4 Coach construction Light weight Stainless Steel/Aluminium body
5 Axle load ≤16 T
6 Braking System Regenerative Braking
7 Propulsion system 3 phase drive system with VVVF control

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S. No. Parameter Rolling Stock

8 Type of traction supply 25kV AC OHE/ROCS system2

Stabling lines
Phase-II augmentation of the Range Hill depot is planned to accommodate 22 numbers of 6-
car trains or equivalent number of 3-car and 6-car trains which is sufficient for planned Phase-
2A requirement up to year 2037.
However, for planned requirement in Phase-2A in year 2047 & 2057, i.e. additional 4 number
of 6-car trains, additional stabling facility is required.
For Phase -2A in year 2047 & 2057, elevated stabling lines are proposed at the terminal point
of PCMC – Nigdi Corridor. 4 stabling lines are proposed for stabling of 6-car train on each line.

Signalling & Telecommunication

 Type of Signalling: adopting ‘CATC’ (Continuous Automatic Train Control System) based
on "CBTC" (Communication Based Train Control System) which includes ATP
(Automatic Train Protection), ATO (Automatic Train Operation) and ATS (Automatic
Train Supervision) sub-systems using radio communication between Track side and
Train.
 Telecommunication system includes Fibre Optic System - Main Telecommunication
Bearer, Telephone System, Mobile Radio Communication, Centralized Clock System,
Passenger Announcement System, Centralized Clock System, Passenger Information
Display System, CCTV System, Access Control System, Network Monitoring and
Management

Fare Collection
The AFC system for this phase shall be of contactless smart card & token type which will also
allow easy accounting. The System shall be capable for open loop transactions as well to
further integrate the mobility solution with the advancements in technology and to allow for
seamless transition from dedicated cards to common multi-use stored value fare media that
can be used for financial transactions such as making purchases at shops etc. as well as a fare
media in the system.

Environment and Social Impact Assessment

 Both negative and positive impacts associated with the proposed metro corridor
during various phases of project cycle have been identified. Metro will provide

2 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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commuter friendly and efficient transport system, thus will bring positive impact on
the environment.
 Along with that, few negative impacts would also take place during the pre-
construction (design) and construction phase e.g. Approx. 146 Trees are falling within
the propose Right of Way/at the station locations.
 The total estimated environmental management cost for the proposed project is about
Rs. 3.32 Crore.
 The project will involve acquisition of 2.63 Ha Hectare of land. Total of 52 structures
will be affected out of which 45 are private properties, 5 are government owned and
one is religious in nature.
 Estimated cost of implementation of R&R Plan is INR 45.52 Cr.
 Total Land Acquisition cost works out to INR 111.3 Cr.

Detailed Cost Estimate

The detailed cost estimate of the proposed extension line is given below,

CAPITAL COST ESTIMATE (JULY 2021 PRICE LEVEL)

S. No Description Total cost (Cr.)
1 Alignment & Formation
a Underground Section - Twin Tunnel 1,052.10
b Viaduct for Stabling Line/Depot 37.63
2 Station Buildings
a Station Building - Cut & Cover 570.00
b E&M tunnel ventilation incl. Lifts & Escalators 169.51
c Ventilation Shaft between Station 2 & Station 3 50.00
3 Stabling Lines 11.72
4 P-Way for main line and Stabling Line/Depot 47.47
5 Traction and Power Supply 147.28
6 Signaling 54.06
7 Telecommunication 15.26
8 Rolling Stock 162.73
9 Platform Screen Doors (PSD) 10.17
10 Multi Modal Integration 10.17
11 Cost of Security 1.25
12 Environment cost 3.32
13 Utility Shifting 37.05
Total Cost at July '21 price level (Excluding Land, R&R, General
14 2,379.72
Charges, Contingencies, Central & State Taxes)
15 General Charges @ 5% 118.99

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16 Contingencies @ 3 % on Sr. No.14 i.e. on basic cost 71.39

Total Cost at July '21 price levels incl. General Charges and 2,570.10
17
Contingencies (Excluding Land, R&R, Central & State Taxes)
18 Central and State Taxes @ July '21 Price Level 376.96

Total Cost incl. General Charges, Contingencies, Central and state 2,947.05
19
Taxes @ July '21 Price Levels (Excl. Land and R&R)
20 Land 111.30

21 R&R 45.52

Total Cost incl. General Charges, Contingencies, Central and state 3103.87
22
Taxes @ July '21 Price Levels (Incl. Land and R&R)
23 Escalation at 5 % per annum on the above 512.44

24 Total Completion Cost incl. Land and R&R Costs 3,616.31

25 Interest During Construction (IDC) 30.29

26 Total Completion cost including IDC 3,646.60

27 PPP component (AFC) incl. escalation & taxes 17.26

28 Total Completion Cost 3,663.86

Note: July ’21 Price Level is considered and the prices are escalated till the completion period
to arrive at the completion cost.

Economic Analysis
EIRR in economic term is 19.80 % for proposed extension of Phase 2A i.e. Swargate to Katraj.
The evaluation has indicated that the proposed MRTS extension in Pune City with a total
length of 5.464 km, considered under the investment proposals is found to be economically
viable, with the calculated EIRR value exceeding the economic opportunity cost of capital.

Sensitivity analysis of the EIRR with Capital cost increase by 15%, O&M costs increased by 15%,
Target beneficiaries reduced by 15%, Delay in accrual of benefit by 1 year has also been carried
out.

Financial Analysis
FIRR with project cost including all taxes, estimated fare and non-fare box revenue is
estimated at 14.45%

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Implementation plan

S. No Tasks Anticipated Timelines

1 Approval of DPR by PMC Septemeber 2021

2 Approval of DPR by GoM February 2022

3 Final Approval by GoI May 2022

4 Packaging & Invitation of Bids August 2022

5 Commencement of Civil Works November 2022

6 Commencement of Operation April 2027

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II. EXECUTIVE SUMMARY

0.1 Introduction
Study area for the assignment is the administrative boundary of Pune Municipal Corporation
which forms part of core urban area of Pune Metropolitan Region (PMR) with an area of 170
sq. km. As per Census 2011, the population of PMC area is 31.24 Lakh. There is a growth of
more than six times in the city’s population in the last 60 years. (Source: City Development
Plan, PMC)
Large-scale urbanization in IT/ITES and industrialization with rapid growth of vehicular
population has laid severe stress on urban transport system in city over the years. The City has
a total of about 23 lakhs vehicles as per Maharashtra government vehicle statistics. The
growth in mechanized vehicles was around 10 percent per annum in Pune City as per City
Development Plan, 2041 (PMC). The usage of private modes is increasing unabated mainly
due to inadequate public transport facilities.
With a view of developing effective and efficient mass transit system towards improving the
share of public transport trips, the Government of Maharashtra conceived and implemented
Metro rail system covering 17.8 km (Line 1, Phase 1) with an extension of 4.413 km as part of
Phase-IA in the north and further extension of 5.464 km in the south.
There is a need for extension of Phase 1 in order to meet the future traffic demand. Nationally
and globally it is seen that the metro network expands progressively to serve the entire City.

0.2 Existing Transportation System

City level transportation demand is catered predominantly by PMPML, Intermediate Public

Transport System (IPT) in the form of shared services along major arterials and Commuter Rail
System. Phase-I of Pune Metro covering 33.5 km in two corridors is being implemented–
Corridor 1: PCMC to Swargate (17.8 km) and Corridor 2: Vanaz to Ramwadi (15.7 km). An
extension from PCMC to Nigdi (about 4.413 km), Swargate to Katraj (5.464 km) also has been
planned in Corridor 1 (PCMC to Swargate).

0.3 Travel Demand Forecast

The peak hour peak direction traffic (PHPDT) and daily ridership for horizon years up to 2057
for existing and proposed Pune Metro corridors are presented in the following table:

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Table 1 : Travel Demand Forecast for Pune Metro Phase-2A

CORRIDORS Station 2027 2037 2047 2057
Peak Hour 64100 85200 98700 102900
Nigdi to Katraj Daily 668000 888000 1028000 1072000
PHPDT 18070 22980 27020 28170
Peak Hour 55000 70100 80700 84000
Nigdi to Swargate Daily 573000 730000 841000 875000
PHPDT 16610 21300 24830 25840

The average trip length for various horizon years is presented in table below:
Table 2 : Average Trip length (KM)
Year Without Extension (Nigdi-Swargate) With Extension (Nigdi-Katraj)
2027 7.90 8.09
2037 8.11 8.35
2047 8.28 8.63
2057 8.39 8.83

0.4 Train Operation Plan

Train operation plan for proposed corridors is based on the following:

 Running of services for 19 hours of the day (05:00Hrs to 24:00Hrs) with a

maximum station dwell time of 40 seconds;
 Make up time of 5-10% with 8-12% coasting;
 Schedule speed has been taken as 33 km/hr.
 Adequate services to ensure comfortable journey for commuters

Based on the projected PHPDT demand, Train operation for Pune Metro Corridor-2A is
planned with train carrying capacity calculated @6 persons per square meter of standee area
in train.

As PHPDT in sections beyond PCMC-Swargate is very low (PHPDT of 4370), peak headway only
5.4 min in 2027, 5 min in 2037, 2047 and 2057 is considered sufficient in this section.
Accordingly, every alternate train is planned to be short looped from PCMC and Swargate, at
least during peak hours. This has minimized Rolling Stock and Train Operator requirement.

The headway and capacity provided for different sections of three corridors is given in
following table:

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Table 3 : Headway and Capacity Provided for Nigdi To Katraj Section

Demand (PHPDT) and Capacity Plan – line 1 Phase 1A (Nigdi- Katraj)
Year 2027 2037 2047 2057
.
Nigdi- Nigdi- Nigdi- Nigdi-
Section PCMC- PCMC- PCMC- PCMC-
PCMC & PCMC & PCMC & PCMC &
Swarg Swarg Swarg Swarg
Swargate- Swargat Swargat Swargat
Peak Hour ate ate ate ate
Katraj e -Katraj e-Katraj e-Katraj
characteristics
Headway
327 164 300 150 300 150 300 150
(seconds)
No. of 3- Cars
11 22 12 10 12 5 12 3
trains/ Hr
No. of 6- Cars
0 0 0 2 0 7 0 9
trains/ Hr
Peak Demand 4370 18070 6770 22980 7680 27020 8010 28170
Total Capacity
@6p/sqm of 8404 16808 9168 19956 9168 24006 9168 25626
standee area
Total Capacity
@8p/sqm of 10725 21450 11700 25458 11700 30603 11700 32661
standee area

0.5 System Selection

The Phase 2A is a continuation of existing Phase 1 (PCMC to Swargate) in the southern end.
Considering the PHPDT for design year, it is recommended to adopt a medium capacity metro
rail system which will provide seamless connectivity. Alternative Analysis for alternate
Corridor options and modes has been conducted. It was thus concluded that the medium
capacity metro will be suitable to meet the PHPDT of the horizon year. It is proposed that the
medium metro runs through Katraj-Swargate – PCMC – Nigdi corridor. In order to ensure the
same, the system of Phase2A should be similar and compatible to that of Phase 1 and Phase
1A.

0.6 Technology Selection

0.6.1 Permanent way

0.6.1.1 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

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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.

0.6.1.2 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. Ballastless
track with continuous welded head-hardened rails has been proposed as mainline track in
underground stretches.

0.6.2 Traction system

Keeping in view the ultimate traffic requirements, standardisation, and other techno-
economic considerations, 25 KV OHE/ROCS3 traction system is considered to be the best
trade-off and hence, proposed for adoption on Pune Metro System.

0.6.3 Signalling 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 ‘CATC’
(Continuous Automatic Train Control System) based on "CBTC" (Communication based Train
Control System) which includes ATP (Automatic Train Protection), ATO (Automatic Train
Operation) and ATS (Automatic Train Supervision) sub-systems using radio communication
between Track side and Train.

0.6.4 Telecommunication System

The proposed telecom system and transmission media will have following sub-systems:
 Optical Fibre Transmission System
 Telephone Exchange
 Mobile Radio Communication System
 Public Announcement System, Centralized Clock System
 Passenger Information Display System
 Close Circuit Television
 Access control
 Network Monitoring and management
 Supervisory Control and Data Acquisition (SCADA) System
 Wi-Fi system

3 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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 Forensic Debriefing Analysis and Cyber Security System

0.6.5 Platform Screen Doors

Platform screen doors are mainly provided at metro stations to ensure safety and comfort of
the passengers. In case of Underground stations, PSDs saves considerable amount of energy
and improves climate control within the stations (heating, ventilation and air conditioning are
more effective when station is physically isolated from the tunnel). In case of Phase 2A, as the
complete stretch is underground , thus PSD are proposed at all the stations.

0.6.6 Automatic Fare Collection

It is proposed to provide computer based automatic fare collection system (AFC) with
contactless smart token/card type ticketing which is cheaper and offers lower life cycle costs.
The proposed AFC system shall be interoperable with existing system.

The System shall be capable for open loop transactions as well to further integrate the mobility
solution with the advancements in technology and to allow for seamless transition from
dedicated cards to common multi-use stored value fare media that can be used for financial
transactions such as making purchases at shops etc. as well as a fare media in the system.

To accommodate the same, the system shall conform to the following standards as a
minimum:

1. EMV (Euro Mastercard Visa)

2. PCI-DSS ((Payment card Industry / Data Security Standard)
3. ISO-IEC 14443EN

0.6.7 Rolling stock

Rolling stock proposed for the Phase 2A corridors will be similar to that of Phase-I. The broad
features of rolling stock are presented in table below
Table 4 Broad Features of Rolling Stock
S. No. Parameter Rolling Stock
3 Car basic unit 2DMC and 1 TC.
1 Basic Unit Every coach should be fully interchangeable with
any other coach of same type.
3- Car: DMC+TC+DMC
2 Train Composition 6- Car: DMC +TC +MC + MC + TC + DMC
Capable of GoA4 operation
3 Coach Dimensions L= 22.6m, W=2.9m, H= 3.9m
4 Coach construction Light weight Stainless Steel/Aluminium body

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S. No. Parameter Rolling Stock

5 Axle load ≤16 T
6 Braking System Regenerative Braking
7 Propulsion system 3 phase drive system with VVVF control
8 Type of traction supply 25kV AC OHE/ROCS system4

Train operation plan is formulated such that traffic demand for majority of sections of corridor
is met with the passenger loadings @6 passengers/m2. However, in the sections where
planned capacity is less than section load, capacity can be met by carrying standees @ 8
passengers/m2 or higher which have been deliberately planned for optimum utilization of
rolling stock. The total car requirement is following table:
Table 5 : Coach Requirement for Different Horizon Years

Year 2027 2037 2047 2057

Total Requirement* 108 132 150 156

*'Total Car Requirement' includes 90 cars already planned for earlier phases

0.7 Alignment and Civil Engineering

i. Geometric Design Parameters

Table 6 : Design Parameters

SN CRITERIA DIMENSION
1 Gauge 1435 mm
2 Maximum Design Speed 90 kmph
3 Maximum Operating Speed 80 kmph
4 Maximum Axle Load 16T
5 Traction System 25 KV AC (OHE/ROCS)6
Table 7 : Horizontal Curve Parameters
Description Underground Section

Minimum Radius in running track Limiting = 120m Preferential = 225m

Absolute minimum Radius 120 m/ 200m in TBM section

Minimum curve radius at stations 1000 m
Cant (Ca) Limiting = 125mm Preferential = 110mm
Cant deficiency (Cd) Limiting = 100mm Preferential = 85mm

4 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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Description Underground Section

* The applied cant will be decided in relation to normal operating speeds at specific
locations like stations/vicinity to stations.

ii. Gradient Parameters

For running lines, the desirable maximum gradient shall be 3% and where unavoidable shall
be 4%. Where gradients of 1% or less are used, it may be unrestricted in length. Gradients
above 3.0% shall be kept as short as possible.
Table 8 : Gradient Parameters
Description Desirable Minimum Absolute Minimum
Gradient for tunnel 0.5% 0.25%
Gradient at Stations Not steeper than 0.2%
not
iii. Vertical Curve Parameters
Table 9 : Vertical Curve Parameters
Parameter Vertical Curve
Desirable Radius on Main line 2500 m
Absolute Minimum Radius on Main line 1500 m
Minimum Length of constant grade between Desirable Min= 50 m
consecutive vertical curve Absolute Min. = 25m

0.8 Engineering Survey

Topographical Surveys were conducted based on differential GPS.

0.9 Geotechnical Investigations

Geotechnical investigations have been carried out along the proposed corridor to determine
the strata, depth of foundation and safe bearing capacity of foundations required for the
above proposed metro corridors. Drilling and sampling in soil and rock was carried out using
rotary drilling rig. Borehole in soil was advanced using rotary drilling method.

0.10 Route Alignment

Corridor – 2A: Swargate to Katraj
 Proposed alignment of Phase-2A starts from Swargate and goes up to Katraj near Rajeev
Gandhi Zoological Park. Total length of the corridor is 5.464 km which is completely
underground.

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 This corridor is an extension of existing corridor 1 under Phase 1 i.e. PCMC to Swargate
in the south.
 3 Stations have been proposed in corridor 2A, all of which are underground stations.
Summary of the section is given below:
Table 10 : Station chainage
Name of stations Chainage (in m) Inter-station distance (in m) Type
Station 1 (Market Yard, Gultekdi) 17982 1372 Underground
Station 2 (Padamavati) 19568 1586 Underground
Station 3 (Katraj) 21860 2292 Underground

0.11 Station Planning

The stations have been planned based on the following parameters:

a. Station Planning has been done for the peak hour traffic load for each station in the
horizon year. The planning norms have been considered for the design year.
Accordingly, facilities required at any station for emergency evacuation as per NFPA
130 Guidelines has been adopted. The stations have been planned in accordance
with ‘Guidelines for Pedestrian Facilities, and ‘National Building Code-2016’, for
Disabled friendly and other Indian best practices/standards.
b. The platform length is 153.4 m.
c. The platform width has been computed considering Peak Minute Peak Direction
Boarding; Disruption time of service; Platform congregation during disrupted time of
service,0.5sq m/person at Level of Service C.
d. Typical designs have been suggested for various station types and these form basis for
planning of all the stations.
Table 11 : summary of type of stations Proposed
Sr. No. Size (sq. m) Levels No. of stations Construction Type
1 153.4 x 23.73 3 3 Cut and Cover

0.12 Utility Diversion

Table 12 : Utility Responsibility Departments
ORGANIZATION/DEPARTMEN
S. No UTILITY SERVICE
T
Surface water drains, nallahs, Water supply
1. Pune Municipal Corporation.
pipelines, Sewerage and drainage conduits, street
lights.

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ORGANIZATION/DEPARTMEN
S. No UTILITY SERVICE
T
2. Telecommunication Telecommunication cables, junction boxes,
Department telephone posts, O.H. lines, etc.

3. Traffic signal posts, junction boxes and cable

Traffic Police
connections, etc.

4. OH & underground electric cables and electric

Electricity Board
poles
5. BSNL Optical Fibre

6. Maharashtra Natural Gas

Gas Pipe Lines
Limited

No. of over ground utilities affected due to metro alignment, as identified during the
physical survey are:
Table 13 : List of utilities affected
S.No Utilities Location Units
1 Light Poles At Station and Entry Exits 31
2 Traffic Signals At Station 5
3 Sign Boards At Entry Exits 31
4 Hoarding Boards At Station and Entry Exits 5
5 Electric Poles At Station and Entry Exits 23

6 Trees At Station and Entry Exits 146

TOTAL 241

Only visible utilities have been listed out which will be getting affected due to the metro
corridor.

0.13 Land Requirement

 Finalization of alignment, location of stations, entry / exits etc. has been done with
objective of keeping land requirement to bare minimum.
 Stations sizes for three of the underground stations is 153.4 m long and 23.73 m wide.
Since the corridor is underground, land requirement for the project has been estimated
for the station locations, which are proposed to be constructed with cut and cover method

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and their entry & exits. No land acquisition has been considered for the tunnel section,
except for the cross-over location, summary of which is given below.
Table 14 : Total land requirement for Swargate to Katraj corridor

Station Type of Land

Area (Sqm)

Government 4359.52
Station 1 (Market Yard, Gultekdi)
Private 1291.45

Government 2602.45
Station 2 (Padmavati)
Private 3410.06

Government 6388.27
Station 3 (Katraj)
Private 941.99

Vent Shaft Private 357.00

Government
Stabling Lines 2926.75
(Defence)

RSS Government 4000.00

-TOTAL 26277.48

0.14 Intermodal Integration

The proposals have been formulated for facilitating traffic dispersal and circulation facilities
based on the following considerations:

 Proper design of circulation area adjoining the station building to ensure rapid/
efficient dispersal of the passengers and avoiding conflicts between pedestrian and
vehicular traffic.
 Footpaths in the metro station influence zone are proposed to be upgraded
considering direct and easy connectivity, ease of movement and safety.
 Dedicated linkages like subways, skywalks, covered walkways etc. between MRTS,
suburban railway and Metro which will reduce the passenger travel time and
pedestrian load on the roads

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 Circulation area with adequate parking space, designated space for pick-drop zones
and feeder modes like Buses, IPTs and NMT.

In addition to improvement of pedestrian and intermodal facilities, Feeder services in the form
of buses and public bicycle sharing system have been planned at Phase-2A metro stations for
providing last mile connectivity.
Table 15 : Feeder Buses
S. No. STATION 2027 2037 2047 2057
1 Station 1 (Market Yard, Gultekdi) R1 1 2 3 4
2 Station 2 (Padamavati) R1 1 2 3 4
R1 1 2 3 5
3 Station 3 (Katraj)
R2 1 2 4 5
TOTAL 4 8 13 18
Table 16 : Public Bicycle Requirement
S. No. STATION 2027 2037 2047 2057
1 Station 1 (Market Yard, Gultekdi) 26 47 52 53
2 Station 2 (Padmavati) 29 53 59 61
3 Station 3 (Katraj) 115 182 203 214
TOTAL 170 282 314 328

0.15 Power Supply System and Power requirement

Traction Power Supply in Metro systems is used for 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.

The 25 kV AC Over Head Electrification (OHE) traction system and (ROCS)5 Rigid overhead
catenary system shall be similar to existing power supply system, keeping in view the ultimate
traffic requirements, standardization, and other techno-economic considerations as 25 kV AC
Over Head Electrification OHE/ROCS traction system has already been used for traction power
supply for existing corridor and also for interoperability of the system. 25kV AC traction has
the economic advantages of minimal number of traction sub-stations and potential to carry
large traffic upto 60,000 PHPDT.

The system requires catenary masts on surface/elevated section for phase 1A (Nigdi to PCMC)
and elevated section of Existing line (PCMC to Swargate) and also ROCS in underground
Section of Phase 2A (Swargate to Katraj), thereby affecting aesthetics and skyline of the city.
Since the proposed alignment of Pune Metro would traverse congested roads and built-up

5 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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area of the city, 25kV AC traction system is considered a safe option. Traffic requirements of
the Pune Metro (Nigdi to Katraj) have been projected in the range of 28000 PHPDT in year
2057.The alignment of proposed corridors is underground. Keeping in view the techno-
economic considerations, 25 KV AC traction system is considered to be the best solution for
Power requirements.

The power demand calculation for the extension corridor 2A (Swargate to Katraj) based on
the operation plan is projected as below:
Table 17 : Power Demand Estimation (MVA)
Year
Corridor
2027 2037 2047 2057
Corridor- 2A
Traction 1.1 MVA 1.2 MVA 1.2 MVA 1.2 MVA
Swargate - Katraj
No. of stations-
(Elevated – 0,
Auxiliary 9.9 MVA 9.9 MVA 9.9 MVA 9.9 MVA
Underground – 3, Mid
shaft -1)
Total 11.0 MVA 11.1 MVA 11.1 MVA 11.1 MVA

0.15.1 Sources of Power Supply

The Source of power supply system in Pune city has 220 kV and 132 kV grid substation network
on the periphery of the city to cater to various types of power supply demand in vicinity of the
proposed corridor.

For corridor – 1A extension PCMC- NIGDI, both existing substations viz PCMC RSS and Depot
RSS shall be provided with 2nos. (one as standby) 220/132/25 kV, 21.6 MVA single-phase
traction transformers for feeding traction and 2nos. (one as standby) 220/132/33 KV, 20 MVA
three phase transformers for feeding auxiliary loads.

For existing corridor PCMC- Swargate, both existing substations viz PCMC RSS and Depot RSS
shall be provided with 2nos. (one as standby) 220/132/25 kV, 21.6 MVA single-phase traction
transformers for feeding traction and 2nos. (one as standby) 220/132/33 KV, 20 MVA three
phase transformers for feeding auxiliary loads.

For corridor – 2A extension Swargate - Katraj, 1 new Receiving Substation shall be provided
near Swargate with area approximate 4000 sq. GIS type with 2nos. (one as standby)
220/132/25 kV, 21.6 MVA single-phase traction transformers for feeding traction and 2nos.
(one as standby) 220/132/33 KV, 20 MVA three phase transformers for feeding auxiliary loads.

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0.15.2 Incremental requirement of RSS

The implementation of Nigdi – PCMC & Swargate-Katraj metro corridor will increase the
Power supply Load requirement on Phase 1 corridors as well. It is necessary to duly consider
the incremental power supply load requirement while doing the Power load calculations. The
incremental load requirement due to the extension of the corridor, viz. Nigdi – PCMC &
Swargate-Katraj have been estimated considering the traction power requirement and
Auxiliary power requirements for elevated & underground section from NIGDI to KATRAJ. To
cater this incremental requirement with reliability of the Power Supply for traction as well as
auxiliary load, One RSS is Proposed near Swargate to cater the Power supply load
requirements for Phase 1 corridor from Nigdi to Katraj.

0.15.3 Auxiliary Supply Arrangements and Standby Power Supply

For Nigdi to Katraj section, in order to meet the requirement of auxiliary power two dry type
cast resin transformers (33/0.415kV) of 500 kVA capacity are proposed to be installed at the
elevated stations (one transformer as standby) and two 2.5 MVA transformer for underground
stations (one transformer as standby) also, two existing transformer of 2.5 MVA at Depot ASS.
Also, Provision of DG set is proposed to provide a standby DG set of 500 KVA capacity at the
elevated stations and 800 KVA capacity of DG set at underground station in DG room.

0.15.4 Solar Energy Harnessing System

For solar energy harnessing system, Based on RESCO Model, Maha Metro shall sublet the
rooftop to project developer who will be responsible for the solar PV installation. The power
shall be purchased by Maha Metro based on the unit rate specified by Power Purchase
Agreement (PPA).

0.16 Maintenance Depot

Phase-II augmentation of the Range Hill depot is planned to accommodate 22 numbers of 6-
car trains or equivalent number of 3-car and 6-car trains which is enough for planned Phase-
2A requirement up to year 2037.
However, for planned requirement in Phase-2A in year 2047 & 2057, i.e. additional 4 number
of 6-car trains, additional stabling facility is required.
For Phase -2A in year 2047 & 2057, Four elevated stabling lines are proposed in Nigdi.

0.17 Social and Environmental Impact Assessment

0.17.1 Environmental Impact Assessment

The negative impacts due to location of proposed Phase 2A corridor include: Project Affected
People (PAPs), Change of Land use, Loss of trees/forest and Utility/Drainage Problems. The

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impacts due to construction include: Soil erosion, pollution and health risk at construction site,
traffic diversion and risk to existing buildings, excavated soil disposal problems, dust
generation, increased water demand, impact due to supply of construction material.
Anticipated Impacts due to operation are noise pollution, water supply and sanitation at
stations, traffic congestion issues and impact due to depots.

A lot of positive impacts are anticipated which include employment opportunities, benefits to
economy; quick service and safety; reduced fuel consumption and reduction in air pollution.

Mitigation measures and Environment management plan for Compensatory Afforestation,

Construction Material, Housekeeping, Air Pollution Control, Noise and vibration Control are
suggested. The total estimated environmental mitigation measure cost for the proposed
project is about Rs. 3.32 Cr.

0.17.2 Social Impact Assessment

Total land requirement has been worked out to 2.63 Ha, which comprises 1.94 Ha of land for
Main alignment including station locations, 0.29 Ha of defence land for staling lines and its
connection to main line and 4000 sqm of land for RSS proposal. Total of 52 structures will be
affected; 46 of the structures are privately owned and have commercial activity. 6 of the
structures are government owned.

Entitlement matrix, institutional arrangement and schedule for implementation of

Resettlement Action Plan (RAP) have been recommended. Compensation for loss of private
land and structure forms part of capital cost estimate. RAP has been prepared as per Right to
Fair Compensation and Transparency in land acquisition, Rehabilitation and Resettlement Act,
2013 (RTFCTLARR Act), Maharashtra Notification on Resettlement and Rehabilitation, the
right to fair compensation and transparency in land acquisition, rehabilitation and
resettlement act, 2013 (no. 30 of 2013), and ADB’s Safeguard Policy Statement (SPS), 2009 on
Involuntary Resettlement. Estimated cost of implementation of R&R Plan is Rs. 27.61 crore.

The existing BRT will be temporarily closed during construction period, the structure at station
location shall be dismantled for the purpose of construction, reassembled and handed over
post construction. The total cost for the same has been estimated as Rs 17.91 Crores for
affected length of ~0.8 km.

So the total cost of R&R is estimated to be Rs 45.52 Crores.

0.18 Disaster Management & Security Measures

The main objectives of disaster management measures are as follows:

 Arrange for prompt evacuation of passengers

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 Instil a sense of security among passengers

 Protect Metro Rail property
 Expedite restoration of train operation

An effective system needs to be in place under the provision of ‘Disaster Management Act, 2005’.
Provisions at metro stations include Fire Detection and Suppression System, Environmental
Control System (ECS), Tunnel Ventilation System, Track-way Exhaust System (TES), Power Supply
System, DG Sets & UPS, Water Supply and Drainage System, Lights and other facilities which may
be deemed necessary. In order to be prepared for any disaster, it is essential to train the
concerned staff in situations such as fire, rescue of disabled trains, evacuation, etc. and mock
drills need to be conducted. The measures will cover both man-made and natural disasters. The
measures will be in consonance with practices suggested by the disaster management
authorities.

The three phases of security system followed include Prevention, Preparedness and Recovery.
Various provisions like CCTV cameras, baggage scanners, metal detectors, bomb detection
equipment, wireless sets, sniffer dogs and related facilities will be part of station security
system.

0.19 Detailed Project Cost Estimates

0.19.1 Capital Cost

The detailed cost estimate of the proposed extension line is given below,

CAPITAL COST ESTIMATE (JULY 2021 PRICE LEVEL)

S. No Description Total cost (Cr.)
1 Alignment & Formation
a Underground Section - Twin Tunnel 1,052.10
b Viaduct for Stabling Line/Depot 37.63
2 Station Buildings
a Station Building - Cut & Cover 570.00
b E&M tunnel ventilation incl. Lifts & Escalators 169.51
c Ventilation Shaft between Station 2 & Station 3 50.00
3 Stabling Lines 11.72
4 P-Way for main line and Stabling Line/Depot 47.47
5 Traction and Power Supply 147.28
6 Signaling 54.06
7 Telecommunication 15.26
8 Rolling Stock 162.73
9 Platform Screen Doors (PSD) 10.17
10 Multi Modal Integration 10.17

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11 Cost of Security 1.25

12 Environment cost 3.32
13 Utility Shifting 37.05
Total Cost at July '21 price level (Excluding Land, R&R, General
14 2,379.72
Charges, Contingencies, Central & State Taxes)
15 General Charges @ 5% 118.99
16 Contingencies @ 3 % on Sr. No.14 i.e. on basic cost 71.39
Total Cost at July '21 price levels incl. General Charges and 2,570.10
17
Contingencies (Excluding Land, R&R, Central & State Taxes)
18 Central and State Taxes @ July '21 Price Level 376.96

Total Cost incl. General Charges, Contingencies, Central and state 2,947.05
19
Taxes @ July '21 Price Levels (Excl. Land and R&R)
20 Land 111.30

21 R&R 45.52

Total Cost incl. General Charges, Contingencies, Central and state 3103.87
22
Taxes @ July '21 Price Levels (Incl. Land and R&R)
23 Escalation at 5 % per annum on the above 512.44

24 Total Completion Cost incl. Land and R&R Costs 3,616.31

25 Interest During Construction (IDC) 30.29

26 Total Completion cost including IDC 3,646.60

27 PPP component (AFC) incl. escalation & taxes 17.26

28 Total Completion Cost 3,663.86

Note: July ’21 Price Level is considered and the prices are escalated till the completion period
to arrive at the completion cost.

0.20 Transit Oriented Development

0.20.1 Premium Levy on Incremental FAR
National Transit Oriented Development (TOD) Policy provides guidelines on development
along transit corridors. TOD focuses on creation of high-density mixed land use development
in the influence zone of transit stations, i.e. within the walking distance of (500m) of transit
station or along the corridor in case the station spacing is about 1km. With application of TOD
policy premium shall be collected on incremental proposed FSI. For application of TOD Policy,
infrastructure provisions shall be made as well. Thus, at the expense of Rs 191 Cr at FY 19 price
levels, Premium Levy over the development period (30 Years) of Rs. 2321.8 crores at FY 19
price level shall be earned. However, the flow of revenue from application of TOD is assumed

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to take at least 7 years after commencement of the Project. Thus, Share of Premium levy from
incremental FAR for the finance of Maha metro shall be 117.8 Cr from the year FY 35.

0.20.2 Sharing of cess on stamp duty

FY 19 – 1% cess collection on stamp duty in PMC stood at 258 Crores. 25% share per year from
the same is proposed to be given as revenue support to the extension from Swargate to Katraj
over a 30-year period and assumed to be escalated at 2.5%.
Table 18 : Year wise share of cess on stamp duty with Maha Metro
Year Revenue to Metro from Cess on Stamp Duty (Rs. Cr)
FY 35 95.9
FY 36 98.3
FY 37 100.8
FY 38 103.3
FY 39 105.9
FY 40 108.5
FY 41 111.2
FY 42 114.0
FY 43 116.9
FY 44 119.8
FY 45 122.8
FY 46 125.9
FY 47 129.0
FY 48 132.2
FY 49 135.5
FY 50 138.9
FY 51 142.4
FY 52 146.0
FY 53 149.6
FY 54 153.3
FY 55 157.2
FY 56 161.1
FY 57 165.1
FY 58 169.3
FY 59 173.5
FY 60 177.8
FY 61 182.3
FY 62 186.8
FY 63 191.5

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At FY 35 Price levels, the cess and Premium sharing with Maha Metro would translate into an
annual revenue grant of INR 213.7 Crores.

0.21 FINANCIAL ANALYSIS

The revenue has been estimated for the fare-box revenue and non-fare-box revenue (i.e.)
advertisement and commercial activities. The fare structure is as per the Government Resolution
No. PMR-3313/C.R.29/UD-7 dated 11 Sept. 2013A. Non-fare revenue is estimated on account of
advertising on stations and trains, kiosk rentals, sharing of cess on Stamp duty, Property
development of government land and Premium by application of TOD Policy. The non-fare fox
revenue is estimated as follows:

Financial Year Non fare box revenue (Cr.)

FY 28 6.1
FY 38 236.5
FY 48 301.1
FY 57 812

0.21.1 FIRR Analysis

The FIRR for a project operation period of 30 years is carried out with Non fare Box Revenue
including TOD. Non-fare sources of revenue incorporated in financial package for the
proposed Metro Projects such as advertisement, rental from kiosks inside stations, sharing of
cess on stamp duty, Property development on government land and sharing of Premium from
application of TOD policy. Project IRR works out to 14.45%

0.21.2 Sensitivity Analysis

Table 19 : Project FIRR- Sensitivity Analysis
Capital cost sensitivity
10% increase in 20% increase in 10% decrease in capital 20% decrease in capital
capital cost capital cost cost cost
13.46% 12.60% 15.61% 17.01%
O & M Cost
10% increase in O & M Cost 10% decrease in O & M Cost
14.25% 14.64%
Property Development
With PD Without PD
14.45% 12.25%

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0.22 Financial Plan

0.22.1 Multilateral funded loan @ 0.6% per annum

Particulars Amount (Rs. Cr) Percentage

Grant by GoI 300.21 10.0%
Grant by PMC 450.32 15.0%
Grant by GoM 450.32 15.0%
Soft Loan from bilateral/multilateral funding 1801.29
60.0%
agencies
Project Cost Eligible for Grant 3002.15 100.0%

SD for State Taxes, Central Taxes & Duties by GoM 440.32

Contribution for Land, R&R, IDC, etc. by PMC 204.13

Total 3646.60

PPP Component 17.26

Total Cost including PPP Component 3663.86

0.23 Economic Analysis

The economic appraisal has been carried out within the broad framework of Social Cost
Benefit Analysis Technique. It is based on the incremental costs and benefits and involves
comparison of project costs and benefits in economic terms under the “with” and “without”
project scenario. The EIRR in economic terms works out to 19.80 %. Sensitivity analysis of the
EIRR with Capital cost increase by 15%, O&M costs increased by 15%, Target beneficiaries
reduced by 15%, Delay in accrual of benefit by 1 year has been carried out:
Table 20 : EIRR And Sensitivity Analysis

ENPV Benefit - Cost

Benefit - Cost
Details @14% Ratio (Current
EIRR (%) MIRR (%) SV Ratio (2021
(Rs Price)
Price)
Crore)
Main Evaluation
19.8036% 10,804 13.56% 1.58 4.44
(Base Case)

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ENPV Benefit - Cost

Benefit - Cost
Details @14% Ratio (Current
EIRR (%) MIRR (%) SV Ratio (2021
(Rs Price)
Price)
Crore)
15% Capital Cost
17.95% 8,103 13.09% 60.0% 1.41 4.13
Overrun
15% O&M Cost
19.54% 10,274 13.50% 305.9% 1.54 4.13
Overrun
15% Decrease in
17.38% 5,953 12.94% 33.4% 1.34 3.78
Project Benefits
One Year Delay in
19.78% 9,388 13.54% 1.58 4.38
Implementation

0.24 Implementation Plan

Effective institutional arrangements are needed to enable the metro project to be
implemented without any loss of time and cost over-run. The Government of Maharashtra
has created a Special Purpose Vehicle (SPV) for implementing the Pune Metro Rail Project
Phase 1. This SPV named as “NMRCL” was incorporated on 18th February 2015 under the
Companies Act and subsequently the name was changed to Maharashtra Metro Rail
Corporation on 22nd January 2017. It is a 50:50 jointly owned company of GoI and GoM
responsible for implementation of all metro projects in the state of Maharashtra outside
Mumbai Metropolitan region including Pune Metro Rail project phase 1 and the current
extension from Swargate to Katraj and PCMC to Nigdi.

0.24.1 Implementation Schedule

S. No Tasks Anticipated Timelines

1 Approval of DPR by PMC Septemeber 2021

2 Approval of DPR by GoM February 2022

3 Final Approval by GoI May 2022

4 Packaging & Invitation of Bids August 2022

5 Commencement of Civil Works November 2022

6 Commencement of Operation April 2027

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1. A PROFILE OF THE CITY

Pune has emerged as a prominent location for manufacturing industries and has now been
recognized as the information technology hub and education hub of the country. The city is
spread over an area of 243.84 Sq. Km with a population of over 3 million. The rapid growth of
the city has transformed from its character as Pensioner’s city to Educational – Administrative
Centre and now to a bustling economic centre. The city is famous as the Oxford of the East
and the cultural capital of Maharashtra. Pune is also one of the most renowned places among
tourists coming to Maharashtra. The educational institutions, presence of a number of
industries and branches of virtually every array have made Pune a prosperous city.

Pune & Pimpri Chinchwad is the next largest urban conglomerate to Mumbai Metropolitan
Region in Maharashtra. These cities are considered to be an educational hub due to the
establishment of large number of educational institutes across the city.

Pune & Pimpri Chinchwad have been experiencing tremendous growth in population and
employment since the last two decades. The cities have been stretching their limits to the
widest extent possible, thus urban sprawl has become evident.

The growth in various industries, particularly automobile, IT and IT enabled services, in and
around Pune & Pimpri Chinchwad has added further impetus to the urban sprawl and increase
in population and employment.

The district also has an importance as an important military base. The urbanization of this
Pune & Pimpri Chinchwad will receive a big impetus in the next 30 years due to the ambitious
development plan of the 7000 sq. km Pune Metropolitan Region.

1.1 History
The city of Pune has been a city of major importance in the Indian subcontinent since the 17th
century. Confined to the East bank of the Mutha river until the early 19 th century, the city
started to grow on the west bank as well. The city witnessed fast growth after Independence.

Subsequently, Pune became a major manufacturing as well as a higher education centre.

In addition to its temples, historical attractions in and around Pune include the rock-cut
Pataleshwar cave temple, Aga Khan Palace, Shaniwarwada, Lal Mahal, and Sinhagad fort.

Shinde Chhatri, located at Wanowrie, is a memorial dedicated to the Great Maratha Sardar,
Mahadaji Shinde (Scindia) who was instrumental in establishing the Maratha supremacy over
North India.

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1.2 Geography
Pune is located in the State of Maharashtra, approximately 150km South-East of Mumbai as
shown in following figure. Pune has a hot semi-arid climate bordering with tropical wet and
dry with average temperatures ranging between 19 and 33 °C (66 and 91 °F). Pune experiences
three seasons: summer, monsoon, and winter. Typical summer months are from mid-March
to June often extending until 15 June, with maximum temperatures sometimes reaching 42 °C
(108 °F). The warmest month in Pune is May. The city often receives heavy dusty winds in May
(and humidity remains high). Even during the hottest months, the nights are usually cool due
to Pune's high altitude.

The monsoon lasts from June to October, with moderate rainfall and temperatures ranging
from 22 to 28 °C (72 to 82 °F). Most of the 772 mm of annual rainfall in the city falls between
June and September, and July is the wettest month of the year.

The daytime temperature hovers around 26 °C (79 °F) while night temperature is below 9 °C
(48 °F) for most of December and January, often dropping to 5 to 6 °C (41 to 43 °F).

Figure 1. Pune location map

(Source: Open Street Map, 2018)

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1.3 Demographic and socio-economic profile

With a population of 31.2 Lakh (2011 census), Pune city is the second most populated city in
Maharashtra after Mumbai and the 9th most populated city in India. The total population of
the Pune urban agglomeration is 51 Lakh in 2011. The city is considered to be an educational
hub due to the establishment of large number of educational institutes across the city.

In the past few years, Pune and surrounding cities including Pimpri-Chinchwad have witnessed
major population growth. The population of Pimpri-Chinchwad as per 2001 Census is
1,006,417 persons. The population as per 2011 census is estimated to be in the range of 17.27
lakhs . This growth is partly fuelled by the presence of multiple education institutions as well
as industrial developments, notably in the manufacturing and IT sectors (source: PMC, 2008).

1.3.1 Population growth

The population of Pune city as per provisional figures of Census India, 2011 is more than 3
million. There is a growth of more than six times in the city’s population in the last 60 years,
from 0.48 million in 1951 to 3.11 million in 2011; this is attributed to the advanced economic
activities. (Source: City Development Plan, PMC, 2041)

Figure 2. Spatial distribution of Population in PMC

Source: Comprehensive Mobility Plan, PMC, 2018

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Table 21 : Population Trend in PMC

CENSUS YEAR POPULATION DECADAL CHANGE GROWTH RATE (%)
1951 488,419
1961 606,777 118,358 24.23%
1971 856,105 249,328 41.09%
1981 1,203,363 347,258 40.56%
1991 1,691,430 488,067 40.56%
2001 2,538,473 847,043 50.08%
2011 3,115,431 576,958 22.73%
Source: City Development Plan, PMC, 2041

1.3.2 Population Density

The overall liveability of a place is dependent on the population density of that place, in case
of Pune as per the provisional figures of Census India, 2011; the population density is 12,777
persons/ Sq. Km (approx. 127 pph). The average population density of Pune city being on the
lower side of the permissible limits of the UDPFI guidelines for metropolitan cities. Pimpri-
Chinchwad has a population density of 9,353 persons per square kilometre as per the 2011
census, which is comparatively less than that of its neighbouring city, Pune. However, this is
mainly due to the large extent of vacant spaces available in the peripheral, undeveloped areas
of the city.

Figure 3. : Spatial distribution of Density in PMC, 2011

Source: Comprehensive Mobility Plan, PMC, 2018

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Table 22 : Population Density in PMC Region

YEAR AREA SQ KM DENSITY PER SQ KM
1951 125 3,907
1961 125 4,854
1971 139 6,170
1981 146 8242
1991 146 11,585
2001 244 10,410
2011 244 12,777
Source: City Development Plan, PMC, 2041

The population density over the years has increased manifold from 3,907 persons per Sq. Km
(39 pph) in 1951 to 12,777 persons per Sq.Km (approx. 127pph) in 2011. From the table below,
it is evident that the population density from 1951 to 2011 is gradually increasing except in
2001 which was 10,410 sq.Km. (104 pph); this is mainly due to addition of 23 villages within
the PMC area.

The average population densities in the core city wards are higher than the density in the
wards on the periphery. Predominantly, the wards forming the locus of the city viz. Kasba
Vishram Bagh and Bhavani Peth wards comprising the highest population densities that is 445
and 661 respectively, this overcrowding is the consequence of being the old historic city with
specialized and intense trade and commerce activities being taken up; the overcrowding
indicated by the densities call for decongestion of these areas.

1.3.3 Migration patterns

Factually, the city of Pune has developed as the counter magnet of Mumbai, the
administrative capital of Maharashtra state and business capital of India. Mumbai being
overcrowded with high cost of living made Pune, a better place of living in the eyes of people
aspiring for better opportunities in all spheres of life, all over the country, which lead to
increased migration in the city. Thus, the growth of Pune has been contributed by multiple
factors in addition to its natural growth and extension of jurisdiction. It is one of the most
preferred destinations for job, education, healthcare treatment, real estate investment and
ultimately leading to a better quality of life. Enormous economic opportunities, health and
education facilities in the city act as major propellant factors for city’s growth. As per the study
conducted by Gokhale Institute of Politics and Economics, the in-migrated population of Pune
urban agglomeration has increased from 3.1 Lakhs in 1991 to 7.4 Lakhs migrants in 2001
accounting to 13% and 20% of the total population, of which the composition of state migrants
is 73% and 65% percent respectively. The migrated population for Pune city has increased
from 3.7 Lakhs in 2001 to 6.6 Lakhs migrants in 2011 (the projected in-migration of 2011 as
per the Gokhale Demographic Study) accounting to 14% and 21% of the total population.

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Figure 4. Annual Average Migration and Growth Rate

Source: Gokhale Institute of Politics and Economics

1.3.4 Spatial patterns of growth

From a small area around Kasba Peth, Pune has grown radically; in 1958, small pockets of land
in parts of the villages of Katraj, Dhankavadi, Lohagaon, Dapodi, etc. were added increasing
the area within jurisdiction of PMC. In 2001, 23 villages were added to Pune city. As a result,
PMC area increased to 243.84 Sq.Km. Over the years PMC has grown in the pattern of
concentric rings. The driving forces for growth are primarily the development of IT industry in
addition to the economic boom in the automobile sector which forms a major portion of the
industries in and around Pune. The peripheral growth has resulted into the increased
residential areas and area under transportation network and facilities. Pune's population has
increased by 5 to 6 times in the last fifty years and the increase has been very rapid from 1981.
The ever-increasing pressure of population has led to the growth of the adjoining suburbs and
the city has expanded outwards filling in spaces between it and the suburbs. The urban sprawl
has taken place in all directions but more significantly in the eastern, southern and south-
western directions. Significant changes in land use are evident in the eastern part of the city.

The Central Business District (CBD) of Pune is the high-density zone with major land use under
residential and commercial activities. The old city is congested with its narrow roads and lack
of open spaces. Majority of the middle- and high-income groups are inhabited on the
peripheral areas i.e. on the first belt area. Industrial developments are mostly found in pockets
and belts along the radial roads entering the city. The fringe area i.e. the peripheral second
belt was recently merged with PMC, which have been developed as an unorganized urban
sprawl with residential, industrial and local commercial users. The existing road systems
having inadequate widths are connecting all the above components. The railway lines are on
the Northern side. The rivers flowing in three directions have a water front of 20 kms. The
future growth of PMC will be mainly governed by existing transport corridors, existing and
future industrial developments in and around PMC and the expansion of central business

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district (CBD). Spatial growth of PMC will take place towards employment nodes; in areas
which are closer to these nodes and areas which give immediate connectivity to these nodes.

Figure 5. Chronological Development of Pune from 1820 -2011

Source: Town Planning Department, Pune 2011

1.3.5 Population Projections for next 20 years

For the last two decades, the decadal growth rate in population has been in the range of 100%;
the previous two decades witnessed population growth in the range of 150%. The very high
growth rates of the past decades, accounted for by migration and the addition of new areas,
have started to show a downward trend; however, these would still be on the higher side for
the next three decades due to the all-round economic development of the Pune region.
Current population in year 2011 is 50.5 lakh in Pune Region, out of which Pune and Pimpri
Chinchwad combined housed 48.52 lakh persons in year 2011. As of 2011, it is estimated that
the total population of the PCMC area is about 17.27 lakhs and 20.8 Lakh in 2017. Accordingly,
the population of PCMC is estimated to reach 30.9 Lakh by 2028 and 39.11 lakhs by 2038.

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As in the case of Pune city, so in Pimpri-Chinchwad too, the majority of the population (over
80%) is below the age of 50; the city has a very young population with the median age being
close to 24 years. Since a large chunk of the current younger generation is expected to start
families within the next decade and half, the population will escalate to the projected level.
The population of Pimpri-Chinchwad in the last two decades grew at an annual average rate
of over 7% against the national average of 2.1% and state average of about 3.3%.

1.4 Urban Land Use Structure / Activity Distribution

1.4.1 Planning study areas and existing plans

Pune has emerged as a prominent location for manufacturing industries and has now been
recognized as the information technology hub and education hub of the country. The city is
spread over an area of 243.84 Sq. Km with a population of over 3 million. The rapid growth of
the city has transformed from its character as Pensioner’s city to Educational – Administrative
Centre and now to a bustling economic centre. The city is famous as the Oxford of the East
and the cultural capital of Maharashtra. Pune is also one of the most renowned places among
tourists coming to Maharashtra. The educational institutions, presence of a number of
industries and branches of virtually every array have made Pune a prosperous city.

1.4.2 Regional Plans

The Pune Metropolitan Region was established in 1967 for an area of 1340 Sq. Km in Haveli
taluka and comprises of Pune city, Pimpri-Chinchwad, three cantonments Pune, Khadki and
Dehu cantonments, and close to 100 other census towns and villages. A Regional Planning
board was constituted for preparations of a Regional Plan. The first Regional Plan 1970-1991
was sanctioned by the Government and came into force into force in May 1976. A new
Regional Plan 1990-2011 was approved by the Government in 1997 and is still valid.

1.4.3 Existing Land use Distribution

The Central Business District (CBD) of Pune is the high-density zone with major land use under
residential and commercial activities. The old city is congested with its narrow roads and lack
of open spaces. Majority of the middle- and high-income groups are inhabited on the
peripheral areas i.e. on the first belt area. Industrial developments are mostly found in pockets
and belts along the radial roads entering the city. The fringe area i.e. the peripheral second
belt was recently merged with PMC, which have been developed as an unorganized urban
sprawl with residential, industrial and local commercial users. The existing road systems
having inadequate widths are connecting all the above components. The railway lines are on
the Northern side. The rivers flowing in three directions have a water front of 20 kms. The
future growth of PMC will be mainly governed by existing transport corridors, existing and
future industrial developments in and around PMC and the expansion of central business

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district (CBD). Spatial growth of PMC will take place towards employment nodes; in areas
which are closer to these nodes and areas which give immediate connectivity to these nodes.
The development plan 2001 is specially made for the newly added fringe area into Pune
Municipal Corporation area. As per 1987 Development plan, the percentage composition of
residential is 50.58 Sq. Km i.e. 37% of the total land use and in 2001 DP, the residential land
use has increased to 50%. Considering the growing demand of housing, the newly added areas
have been utilized for residential use.

As per DP 2001, around 43% of the area is under residential zone, 2% is under commercial
zone, 4% under industrial zone and 16% under public/semi-public and recreational use. The
area under transport has reduced to only 13% which is low in comparison to other
metropolitan cities where it ranges from 16-25%.

Figure 6. Existing Land Use Map of PMC

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Table 23 : Proposed Land Use distribution of PMC as per Development Plan

LAND USE AREA (KM SQ) PERCENTAGE
Residential 22.26 55.94%
Commercial 0.19 3.17%
Industrial 1.48 3.81%
Public Semi Public 0.82 3.15%
Transport 2.38 12.95%
Public Utilities 0.39 1.14%
Recreational 0.01 3.03%
Water Bodies 0.95 1.57%
Forest & Agricultural 33.27 15.25%
Source: Comprehensive Mobility Plan, PMC, 2018

1.4.4 Review of zoning regulations

The permissible FAR is 1.5 for purely residential building and 2.00 for building with a mixed
residential and commercial user subject to maximum tenement density of 250 T/Ha., provided
in a building with mixed residential and commercial user, the commercial user will be
permitted only on the ground floor and the residential user and commercial user shall not
exceed FAR 1.5 and 0.5 respectively.

1.4.5 Employment distribution by Traffic Zones

Pune has historically been an important economic hub in Maharashtra and continues to be so
today, owing to the growing number of industries in the region: the automotive sector being
most prominent. The industrial township of Pimpri-Chinchwad, just north of Pune city, houses
over 4000 manufacturing units that contributes to the city’s economy. Pune is also the
headquarters (south command) of the Indian Air Force and a large military training base. IT
and education are the other dominant sectors that attract a large population of young
professionals to the city. As a result, a new IT park is being developed by the Maharashtra
Industrial Development Corporation (MIDC) to accommodate this growth.

1.4.6 Activity locations (Business areas, University, Hospitals, Transport Terminals)

The growth of PMC is being driven by various industry segments. Except Kharadi Knowledge
Park, which is located within PMC limits, all other industries are located outside PMC in PMR
or close to PMR towards North-West, North and North-East. PCMC houses a majority of the
industrial development.

Large proportion of the city’s population thrives on wholesale and retail trade and commerce.
The city serves as the regional wholesale market for food grains and other commodities. It
also serves as the market centre for agricultural produce such as green peas, wheat, rice,
pulses, oilseeds, maize, etc., which are cultivated in the rural hinterland. Pune also functions

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as a distributing centre for agricultural implements, fertilizers, drugs and medicines, iron and
steel, cement and minerals, petroleum products and forest products such as timber, and
readymade garments and textiles. Currently, Central Business District (CBD) comprises areas
of Camp (MG Road, East Road), Swargate, Laxmi Road (Tilak Road, Bajirao Road), Kalyani
Nagar, Shivajinagar, Wakad Wadi, Deccan, FC Road, JM Road, and Ahmednagar Road. Main
commercial activities observed in these areas are corporate offices/ headquarters for
manufacturing and service units, business process outsourcing centres, call centres, banking,
insurance, retail trading, shopping malls, entertainment, cinema theatres, heath services,
educational institutions, hotels and restaurants etc.

Figure 7. : IT/ITES Establishment in Pune

1.4.7 Road network pattern

Road Network Inventory has been carried out on major radial and circumferential roads in the
study area as part of Comprehensive Mobility Plan for Pune Municipal Corporation. The
summary of type of road surveyed is shown in the following figure. 35% of roads are two lane
roads, 42% are four lanes divided and 12% are four lanes undivided.

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Figure 8. Proposed Road Network in PMC

Source: Comprehensive Mobility Plan, PMC, 2018

1.4.8 Development of Metro Network

With the projected increase in the city’s population, strengthening and augmenting the
existing transport infrastructure has assumed urgency.

This situation has thus called for the development of an MRT system and in 2016, Phase I of
Pune Metro Project was approved by the Central Government of India. It is Maha Metro –
Pune Metro that is in charge of the implementation of the Pune Metro Project.

The metro system will connect different parts of the city area with the developed and
developing areas. Although the city has relatively low population compared to other
metropolitan cities, a planning for a modern transportation system for Pune city shall help it
to grow in terms of industrialization and commercialization.

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2. EXISTING TRANSPORTATION SYSTEM IN THE CITY

2.1 Introduction
Pune city is an important urban centre in Maharashtra. The city has started experiencing
problems in safe and easy movement of people and goods. Traffic and transportation
problems in Pune Metropolitan Region have aggravated very fast, firstly due to the population
increase through migration and secondly phenomenal rise in vehicle population. The
Metropolitan Region is a twin establishment where industrialization at present is
concentrated in the Pimpri-Chinchwad Municipal Corporation area, while the Pune City has all
the office establishments, state, central, semi-government offices and Commercial Centres
with high-density residential habitat. Besides Pune Municipal Corporation Area (PMC), the
Pimpri-Chinchwad Municipal Corporation (PCMC), the Pune Metropolitan Area (PMA) also
includes Cantonment Boards of Pune and Khirki and some villages. As per 2011 census
population of the Pune City is a home to 32 lacs people and 26 lacs vehicles. The city has
experienced steep enormous population growth due to inward migration of both skilled and
unskilled labour for rising industrial base and service sector. For the last two decades Pune
has registered a steep growth in number of public-private vehicles. But the road infrastructure
and the utilities have not expanded in commensurate with increase in number of vehicles.
Vehicular growth and composition

2.1.1 Vehicular Growth in PMC

The total vehicle population in PMC as on 31st March 2018 was 36.2 lakhs (under the Regional
Traffic Office MH-12), and the total number of registered vehicles in PCMC is 15.68 lakhs in
which 11.69 lakh two wheelers and 2.54 lakh four wheelers. Thus around 51.88 lakh vehicles
are registered in PMC and PCMC. There has been a 700 per cent increase in the number of
vehicles in Pune Urban Agglomeration in the last 20 years as per Regional Transport Office
(The Indian express, 2017).

The analysis of vehicle registration data from the year 2012 to 2017, Compound Annual
Growth Rate (CAGR) was calculated between 2012-13 to 2016-17 for various classes of
vehicles. It can be noticed that two-wheelers constitute to 68.70% of the total vehicles,
followed by cars with 22.70%. (Source: CMP of PCMC & PMC, 2018). It has been observed that
regarding the impact of an increased vehicle population in Pune city very few studies have
taken place after year 2000. According to the Srinivas Bonala, 2004 (Author), Pune city is facing
problems like increased traffic congestion, reduced driving speed, increased environmental
pollution and degradation of the quality of life. The capacity of many intersections has been
exhausted. The central city is experiencing capacity gaps, parking problems, low-speed travel,
increased congestion, and environmental pollution leading to worsening air quality. The
article (India Together, 2004) reports that Pune's municipal transport system, is suffering due
to an increased population, inadequate bus fleets and resources, increasing competitive

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private modes of transport and neglect from political and administrative officers. Pune has
been labelled the 5th most polluted city in Asia. 65% of this pollution in Pune is caused by
vehicular emissions.

2.2 Road Network Characteristics

Pune district is well connected with the state capital and surrounding headquarters through
road 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.

Pune is connected to other major cities through Highway roads converging towards the centre
of the city, 3 of which are going through the areas that are in the study perimeter (see figure
below):

 Katraj (NH48 to Kolhapur);

 Pimpri-Chinchwad (NH65/48 to Mumbai);
 Chakan (NH50/60 to Nashik).

Figure 9. Map of Main Highway Roads from Pune to other Major Cities
(Source: Open Street Map, 2018 & Systra, 2018)

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2.3 Major Transport Nodes

2.3.1 Road Network

The Pune is located to the South East of Mumbai at a distance of 150 km. The Mumbai-
Bangalore National Highway (NH-48) passes through the city and runs towards southern
direction. Pune is well connected with all the major cities of India by network of National and
State Highways. Some of the major highways passing through the study area are as follows:
• Mumbai - Bangalore National Highway (NH 48)
• Pune - Hyderabad National Highway (NH 65)
• Pune Nashik National Highway (NH 60)
• Mumbai Pune Expressway Major State Highways include
• Pune- Ahmednagar- Aurangabad State Highway
• Pune- Alandi State Highway
• Pune- Saswad- Pandharpur State Highway
• Pune- Paud Road State Highway
• Talegaon- Chakan State Highway the Mumbai-Pune Expressway is India's first six-lane
expressway and was built in 2002. The expressway has reduced the travel time between Pune
and Mumbai to almost two hours.

2.3.2 Rail Network

The district of Pune has a total rail network of 311 km. Pune is one of the two main stations of
the district (the other being Daund). Following are the three main railway routes pass through
the district:

 Mumbai-Pune-Solapur;
 Pune-Miraj;
 Daund-Baramti.

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Figure 10. Map of Major Transportation Nodes in and around Pune City

2.3.3 Bus

2.3.3.1 Intercity bus service

MSRTC is a state-run bus service of Maharashtra. it operates buses from Pune to all major
parts of the state from four bus terminals: Swargate, Shivaji Nagar, Pune Railway Station and
Vallabh Nagar. Buses to Mumbai, Solapur, Nasik, Shiridi etc will be plying at regular intervals
from Pune. Wide range of services is operated by MSRTC which includes Ordinary, Asiad,
Hirkani, Ashwamed, Shivneri and Shivshahi.

Apart from MSRTC, state transport corporations of neighbouring states such as Gujarat,
Karnataka and Telangana also operate bus services to Pune.

2.3.3.2 City Bus Service

PMPML is responsible for operating bus service in the city and its suburbs. The fleet size of
PMPML is about 1,500. The average life of fleet is 8 years. Average number of buses on road
per day is 1,382 operating on 371 routes. On an average 17,000 trips per day and carrying
around 10.65 lakhs trips passengers per day with average occupancy of 770 passengers per
bus. PMPML operates various services like Regular Service, Rainbow Buses, Night Buses, Pune
Darshan, Ladies Special and Airport Buses. At present PMPML have 13 bus depots and 2392
bus stops which clearly indicates need for replacing old fleet with new one. The 13 bus depots

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are at Swargate, Shivaji Nagar, Kothrud, Katraj, I-Iadpasar, Market Yard, Upper Depot, Pune
Railway Station, Nigdi, Pimpri, Bhosari, Wagholi, Bhekrai Nagar. Apart from these the other
major bus stands are Deccan Gymkhana, PMT Bus Stand, Mahatma Gandhi Bus Stand at
Pulgate, Bhakti Shakti Bus Stand in Nigdi and Chinchwad Bus Stand.

2.3.4 Airport

Pune International Airport is located at Lohegaon at around 10 km from the city. It is operated
by the Airports Authority of India (AAI). AAI shares its runways with the Indian Air Force base.
In addition to domestic flights to all major Indian cities, the airport serves international direct
flights to Dubai and Frankfurt. In 2017-18, the airport has handled about 8.16 million
passengers and 41,566 tonnes of cargo. The current Airport is saturated, and the new green
field airport is proposed at Purandhar on southern side of Pune city near Saswad town.

2.3.5 Metro

2.3.5.1 Pune Metro Project – Phase I

The Phase I of Pune Metro project comprises two lines. The two lines with 30 stations are
presented on the following figure

Figure 11. Map of phase 1 Pune Metro Project

(Source: Maha Metro – Pune Metro, 2018)

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 Line 1 running from North to South from PCMC to Swargate. It is 17.8 km long
and comprises 14 stations including 5 underground and 9 elevated stations;
 Line 2 running from West to East from Vanaz to Ramwadi. It is 15.7 km long and
comprises 16 elevated stations.

As mentioned above, Phase I of the Metro Project was approved in 2016 and construction is
currently taking place on the two lines.
In addition, Line 3 is also planned under PPP model, being implemented by PMRDA, which will
be running between Shivajinagar and Hinjewadi. Line 3 metro is 23.33 km long and comprises
of 23 stations.

2.3.5.2 Pune Metro Project – Phase II

Maha Metro – Pune Metro is planning to further develop this metro network as an
extension of Phase 1 to cater to the fast development of the city.

After experiencing the rapid growth, particularly in the out-growth areas of PMC & PCMC and
Chakan area, the Government of Maharashtra/ Maha Metro – Pune Metro is planning to
further develop the metro network as an extension of Phase I.

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Figure 12. Pune Metro Project Corridors

Extension of Phase 1 i.e. From PCMC to Nigdi (corridor 1A), and Swargate to Katraj (Corridor
2A) have received the in principal approval of Government of Maharashtra in October 2013.
This extension corridors, as part of Pune Metro Phase II, include:

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This development includes:

 Corridor 1A, which is an extension of line 1 from PCMC to Nigdi in the North
(4.413 km);
 Corridor 2A, which is an extension of line 1 from Swargate to Katraj in the South
(approximately 5.464 km);
 Corridor 2B, which is a new line running from Nashik Phata on line 1 to Chakan
in the north east of the city (23.18 km, including connection to Depot from Main
line). It will have interchange station with existing Bhosari Station.

2.4 Traffic Management Including Parking Management

Mobility Management (also called Transportation Demand Management or TDM) Is a general
term for strategies that result in more efficient use of transportation resources, as opposed
to increasing transportation system supply by expanding roads, parking facilities and facilities
for private vehicles. Mobility Management emphasizes the movement of people and goods,
not just motor vehicles, and therefore gives priority to modes (public transport, NMT and
ridesharing) which optimizes available road space and causes least pollution under congested
conditions. Mobility Management is particularly relevant for Indian cites, because of low costs
and multiple benefits. The benefits include congestion reduction, savings on road and parking
facility development, improved consumer choice, road safety, better environmental quality,
community liveability, efficient land-use and equity. Mobility Management can provide
significant savings to commuters and society by reducing and deferring road-way capacity
expansion costs. These measures can be implemented quickly, and target a particular location,
time period or user group. More efficient management gives priority to modes that require
less space per passenger-kilometre, and to particularly high-value trips such as emergency
vehicles and walking etc., In general, Mobility Management should reflect the following
priorities: Emergency vehicles/trips, Walking, Cycling, Public Transit, Service/Fright Vehicles,
Taxi, Single Occupant Cars, Automobile Parking. Traffic police have a vital role to play in the
success of traffic management. This may require special efforts to establish modern traffic
enforcement techniques, adequately train and compensation for officers to maintain the
professional force and maintain good communication with general public. Summary of
Parking Management strategies is given in the Table 33.
Table 24 : Summary of Parking Management strategies
Method Advantages Disadvantages
Pricing and Regulatory Strategies
Regulate curb-side Low implementation costs Enforcement requirements
parking (loading Generates no revenue
Flexible- can be quickly changed or
zones, 1-hour limits, Does little to reduce overall
apply to specific times
etc.) for priority vehicle travel demand

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Method Advantages Disadvantages

May shift traffic to other
locations
Generates revenue Enforcement requirements
Reduces travel demand Risk of fraud
Imposing parking
Allows higher priority, uses more May shift traffic to other
prices
convenient spaces locations
Moderate implementation cost
Require vehcile Reduces on-street parking
congestion Difficult to enforce (some
owners to have an
residents may register their
off-street parking May reduce vehicle ownership
vehicles elsewhere)
space Low implementation costs
May shift traffic to other
Generates revenue
Tax parking locations
May reduce vehicle travel demand Risk of fraud
More efficient use of parking facilities
Cost effective Reduces parking convenience
Share parking Requires new administrative
Can reduce parking requirements
facilities arrangements
Flexible Depends upon circumstances
More accurate Cost effective May create future parking/
parking supply Can reduce parking requirements congestion problems
Reduce parking Cost saving Limited guidance avaiable
requirements for Requires ongoing
Can reduce parking requirements
mobility management
management Create incentives for employee trip
programs reduction programs
Can reduce parking requirements
Transportation
Can provide many services to Requires new administrative
management
business, employees and arrangements
association
customers
Control Reduce vehicle travel demand
Requires review and
complementary
Can increase revenue enforcement
Parking Passes
Can reduce vehicle travel demand Requires new administrative
Cash out free and parking needs arrangements
parking Gives employers a way to reduce
Risk of fraud
parking demand
Requires new administrative
Unbundle parking Reduce vehicle travel demand
arrangements

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Method Advantages Disadvantages

Can reduce parking requirements Risk of Fraud
Increases customer choices
Other strategies
Supports land use objectives
Location efficient Reduce vehicle travel demand Slow to achieve benefits
development Can reduce parking requirements
Increases customer choices
Response to spill Avoid problems Requires new administrative
over problems Is equitable arrangements
Reduce vehicle travel demand
Over flow parking Requires new administrative
Can reduce parking problems
plans arrangements
Is equitable
Saves money
Supports land use objectives May lead to future parking
Parking maximums
Reduce vehicle travel demand problems
Can reduce parking problems
Requires new administrative
Saves money
arrangements
In Lieu fees Results in more efficient use of May lead to future parking
parking facilities problems
Reduce vehicle travel demand
Saves money (compared with Only effective where people
automobile parking) wants to bicycle
Bicycle parking May lead to future parking
Support bicycle travel
problems
Is equitable
May increase cost
Improve parking
Addresses many problems Require new design
facility design
guidelines

2.5 Traffic Characteristics

2.5.1 Traffic Volume and Composition

About 10.6 Lakh PCU has been observed at various cordon points in Pune and Pimpri-
Chinchwad City as Per CMP, 2018. Total of 10.6 Lakh vehicles and 10.18 Lakh PCU has been
observed. Satara Road is having highest number of vehicles followed by Mumbai Pune
Expressway at Talegoan Toll Plaza. On Khed Shivapur Toll Plaza and Pune-Mumbai Expressway,
a greater number of goods vehicles are observed as high as compared to other locations.
Traffic volume on Velhe Bhudruk village Road, Velhe Bhagud MIDC (Mulshi Road) and Nirvi-

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Nhavare Road is less. Number of vehicles at Kusgaon Toll Plaza is less compared to Talegoan
Toll Plaza, as the Kusgaon Toll Plaza is an entry/exit toll plaza to Lonavala.

Vehiclular Compostion in PCMC

0.08
0.04
15.90

2.88
1.84
47.93

31.32

Two-wheeler Car Auto Bus Goods Vhicle Cycle Others

Figure 13. Vehicular Composition in PMC, 2018

(Source: CMP of PCMC & PMC, 2018)

More dominant mode of transport used in PMC is two-Wheeler, followed by car. Cycle is least
preferred mode which shares just 4% of traffic composition. The share of two wheelers is more
on village roads as they constitute the local trips. The share of goods vehicles is considerably
high on National Highways like Nasik Road, Solapur Road, Mumbai Highway and Satara Road
as compared to other roads. The share of two wheelers is almost zero on Mumbai Pune
Expressway as the movement of two wheelers is restricted on the expressway. Share of buses
is also minimal on roads like Velhe Budruk Road, Nirvi- Nhavare Road, Saswad Supa Road and
Uruli Kanchan road as these roads are not connecting any major settlements.

2.5.2 Speed and delay Survey

Journey speed is an important parameter to measure traffic flow and Level of Service of traffic.
Measurement of speed is frequently required in transport planning particularly to evaluate
the road network system, to provide vital inputs to transport demand modelling process and
assist in economic analysis of improvement plans.

The average journey speed varies from 10 kmph to 60 kmph in Pimpri Chinchwad city.
Maximum journey speed of 60 kmph is observed on bypass road. This is due to four lane
divided carriageway in good condition. Some roads like Laxmi Road, NC Kelkar Road, Shivaji
Road, Bajirao Road, Jawaharlal Nehru Road etc the speeds are very less as these roads are in
CBD area where the speed of vehicles is being affected by various factors like pedestrian flow,
narrow roads, heavy vehicular flow and roadside friction such as on-street parking,
encroachments etc.

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2.5.3 Pedestrian and NMV movement

As per CMP, 2018, Maximum number of pedestrians in peak hour are observed at Belbaug
chowk which is around 13,000, this is because of Dagdusheth Halwai Ganapati Temple and
commercial areas on Shivaji Road. On mid-block locations, maximum number of pedestrians
are observed on Lal Bahadur Sastri Road near Rambaug colony road.

Less than 15% of road network is covered with NMV facilities.

2.6 Traffic safety

Various traffic safety measures are proposed in CMP pertaining to Road marking, signage and
street lighting. Proper signs will be installed at appropriate locations as per guidelines
provided in IRC publications 67-2001 ‘Code of practice for Road signs. The following short-
term alternatives may be considered for implementation:
• Speed breakers and humps be marked and signed adequately for night time visibility,
• All traffic signages be made retro reflective,
• Install minimum pavement markings such as lane lines, median lines, stop bar, fog line, etc.
• Ensure that adequate street lighting is provided on all collectors, sub-arterials, and arterial
roads.
Improvement in street lights are also proposed. Along with this, strategies for junction
improvement and traffic calming measures are also considered.

2.7 Intermediate Public Transit (IPT) System

Auto rickshaws are the main IPT modes in Pune. The various modes of IPT in Pune are: Auto-
rickshaw, Share Auto and Taxi services which include application-based taxi aggregators like
Ola and Uber. There are no specific route restrictions for these autos. Auto rickshaws running
on the streets of Pune provide better connectivity to the city core which has a narrow road
network. Many people prefer them over local bus service due to shorter wait time and point
to point service. A total of 50,892 auto rickshaws, 46,511 taxies and 7759 other passenger
vehicular permits are availed in Pune and Pimpri-Chinchwad.

2.8 Public Transportation System

Bus and Railway are the types of public transport available in the city. Intercity as well as city
bus service is available. BRTS is also in Place. Bus is the most common public transport system
used in the city. With time, usage of city bus service has been declining due to change in
personal choices as shown in PMPML passenger data (Table 25).

BRTS in Pune is named as Rainbow BRTS. BRTS serves both Pune and PCMC. At present 4
corridors of 38km is operational. Rainbow BRTS caters to 51 routes with 319 buses plying along
4 corridors.

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BRTS route from Dapodi-Nigdi on Pune-Mumbai highway will be operational soon. The
ridership is listed in Table 25
Table 25 : Yearly PMPL Passenger data (2013-2017)
YEAR TOTAL PASSENGERS DAILY PASSENGERS
2013-14 424894432 1164094
2014-15 444357132 1217417
2015-16 411503942 1124328
2016-17 393916615 1079224
Source: CMP, PMC, 2018

Another form of Public transportation is sub urban railways. Pune Suburban Railway is
operated by Central Railway between Pune to Lonavala, runs on double line electrified broad-
gauge section of 63.84 km. The suburban trains are operated from Pune to Lonavala regularly
to cater the suburban traffic. In a day 18 trains are being operated from Pune to Lonavala and
5 trains between Pune and Talegaon. The minimum headway of the trains is 30 minutes and
generally frequency is observed to be low, which makes the system heavily crowded in peak
hours. A large number of students, employees, industrial workers travel by the local trains and
the poor frequency of trains leads to increased rush of passengers through the day. Mumbai
Rail Vikas Corporation is planning for 3rd and 4m line between Pune and Lonavala, exclusively
for suburban rail operations. Stations along Pune-Lonavala railway line are Shivajinagar
Station, Khadki Station, Pimpri Station, Chinchwad Station, Akurdi Station, Dehu Road Station,
Talegaon Station and Lonavala Station. It covers Lonavala to Daund and Pune to Miraj.

Metro: Metro has been approved for the Pune In December 2016. Pune Metro project has
been undertaken by MAHA Metro, a SPV (Special Purpose Vehicle) of Government of India
and Government of Maharashtra. Surveying and design work of Pune Metro has begun in June
2017. It will be a combination of elevated and underground sections, with initial routes being
planned between PCMC - Swargate and Vanaz - Ramwadi. The estimated cost of the project
is about Rs.11,522 crore. The project is expected to be completed by 2021.

2.9 Past proposals from CMP/CTTS/Transport Master Plan

2.9.1 Mass Transit System
Under CMP, 2018, the public transport network and system has been selected, considering the evaluation of public
transport networks. Metro, Light Metro and BRT systems have been recommended for various corridors. The
recommended Public transport network in 2028 is presented in

Table 26.

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Table 26 : Recommended Public Transport Network and system, 2038 (CMP 2018)
Length PHPDT Length PHPDT
in Km (2028) in Km (2038)
(2028) (2038)
Metro Corridor
1 Nigdi – Katraj 33.63 15500 33.63 19000
2 Chandani Chowk – Wagholi 25.99 13000 25.99 18000
3 Hingewadi - Hadapsar 30.35 13500 30.35 22000
4 Sinhagad Road 9.08 9500 9.08 16500
5 Hinjewadi - Chakan 30.08 14000 30.08 24000
6 Warje to Swargate 8.87 8000
7 Wagholi-chikali-Hinjewadi 35.23 95000
Total 129.1 173.2
BRTS Corridor
1 Yerwada – Airport 5.05 2000 5.05 2500
2 Kalewadi phata – Chikali 12.03 2500 12.03 3400
3 HCMTR PMC 38.45 2200 38.45 2900
4 HCMTR PCMC 31.40 2000 31.40 2700
5 Chinchwad-Talewade 12.00 2800 12.00 3500
6 Total 98.93 98.93

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Figure 14. Recommended Mass Transit Corridors in 2028 (CMP, 2018)

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2.9.2 NMT Improvement Plan

In view of the importance of NMT infrastructure, PMC has initiated several projects besides
establishing the NMT Cell. The projects initiated by PMC are listed below:

• Bicycle Master Plan for Pune prepared in 2017. It is under implementation.

• Public Bicycle Sharing scheme (PBS) is prepared and is under implementation

• Pune Street redesign as per Urban Street Design Guidelines

• SMART City Street Development (for ABD Area)

• Pedestrian Policy A Non-Motorized Transport (NMT) Cell was set up in 2008 by PMC to look
at the issues related to pedestrians and cyclists, and provision of footpath and bicycle track
infrastructures.

The objective is to plan and maintain consistent, high quality pedestrian infrastructure with
equitable allocation of road space. The Cell has planned to develop 75km footpath along BRT
and complementary 15 km bicycle tracks on following roads:

 Sancheti-Aundh road  Upper Indiranagar road

 Wakdewadi-Harris Bridge  Satara road
 Alandi road  Sinhgad road
 Nagar road  Karve road
 Nehru-Market yard road  Paud road

The Bicycle Plan for Pune has recommended formulation and implementation of following:

• City-wide Bicycle Network • Bicycle Parking

• Bicycle Design Guidelines • Integration with Transit
• Public Bicycle System • Regulation and Enforcement

It envisaged a construction of 375 km of footpath at a cost of Rs.375 crore and Bicycle tracks
for 75 km at a cost of 150 crore during 2016-2020.

2.10 Issues and Prospects

 Inefficient Road Network: Since 1960, Pune traffic has increased by more 105 times,
whereas the road network has grown by merely by 6 times. Hence due to huge traffic
load, the road network is insufficient and hence is causing traffic jams and fatal
accidents. As per the data, the existing road network is 7% while the requirement is

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more than the double i.e. 15% .Hence there is a gap of 8% between them and due to
this gap, there are many huge traffic jams in different parts of the city and these traffic
jams are time consuming and hence the commuters are in hurry to reach their
destinations. For saving their journey time, some of them increase their speeds and
meet with accidents which may cost to their properties and sometimes to their life.
The road infrastructure has not expanded in tandem with the increase in the number
of vehicles in the city. In the last four decades, the population of the city has increased
four times whereas the vehicle population has increased 87 times and the road length
has increased by only five times. With the projections indicating that PMC would have
a population of about 45 lakhs by 2021 and 57 lakhs by 2031, the road and
transportation infrastructure has to not only meet the existing demand but also cater
to the demand that will be generated by the increasing population. There are more
than 12.5 lakh registered vehicles in Pune as on date. The total number of registered
vehicles has grown at a compound annual growth rate (CAGR) of 8 percent. The total
length of roads in the city is 1800 km. including about 50 km. of National Highways and
State Highways (Source: Pune traffic problems & control measures, Journal of information, knowledge and
research in civil engineering, 2017)
 Inter-City Bus Transport: There are three major inter- city bus terminals in the city
located at Swargate, Shivajinagar and Pune Station. These terminals cater to the inter-
city traffic with origin and destination other than Pune. Parking organized on-street
parking facilities are provided in selected locations in the city. It may be multi- storey
dedicated for parking vehicles. (Source: Pune traffic problems & control measures, Journal of
information, knowledge and research in civil engineering, 2017)
 Poor Traffic Management: Traffic police are deployed at major traffic signals and
mainly they are busy in issuing challans to the offenders. They mismanagement the
condition is very pathetic. (Source: Pune traffic problems & control measures, Journal of information,
knowledge and research in civil engineering, 2017)
 Violations of Traffic Rules & Regulations: Commuters are not following the traffic rules.
The main reason is breaking roadsides, narrow the roads and vehicles are not able to
move smoothly. Many are parked at zebra crossings and hence the pedestrians are
forced to cross the roads without using zebra crossing and sometimes meet with
accidents. (Source: Pune traffic problems & control measures, Journal of information, knowledge and research
in civil engineering, 2017)
 Bad Constructions & Improper Management: There are no any quality constructions.
The contactors are making money by doing bad constructions which causes jams and
accidents. There is no any road maintenance and master plan to the concern authority.
Inefficient Public Transport: The public transport numbers and frequency are limited,
and the passenger number is unlimited. Hence there is a huge gap in required public

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transport and existing public transport. (Source: Pune traffic problems & control measures, Journal of
information, knowledge and research in civil engineering, 2017)
 Absence of Infrastructural Requirements: Flyovers, ROB and Subways are limited in
number in Pune city and due to which many parts are facing huge traffic jams problems
(Source: Pune traffic problems & control measures, Journal of information, knowledge and research in civil
engineering, 2017).
 Area under circulation below the normative standard (10-12percent) (Source : CDP, PMC,
2041)
 Radial and rectilinear pattern leads congestion in core areas
 Encroachment along the road side creating the problem of traffic congestion
 High volume capacity ratio in all Major roads. Road network is not up to the mark in
newly added areas.
 Lack of pedestrian facilities.
 High rate of accidents.
 Lack of traffic sense among the citizens.
 Non-availability and poor condition of footpath.
 Poor and inefficient public transport system.

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3. TRAVEL CHARACTERISTIC AND DEMAND ESTIMATE

3.1 Preamble
Pune & Pimpri Chinchwad is the next largest urban conglomerate to Mumbai Metropolitan
Region in Maharashtra. The urbanization of this region will receive a big impetus in the next
30 years due to the ambitious development plan of the 7000 sq. km Pune Metropolitan
Region. These cities are considered to be educational hub due to the establishment of large
number of educational institutes across the city. Pune & Pimpri Chinchwad have been
experiencing tremendous growth in population and employment since the last two decades.
The cities have been stretching its limits to the widest extent possible and urban sprawl has
become evident. The growth in various industries, particularly automobile, IT and IT enabled
services, in and around Pune & Pimpri Chinchwad has added further impetus to the urban
sprawl and increase in population and employment.

The public transport system in Pune & Pimpri Chinchwad consists mainly of buses, and a few
services of Bus Rapid Transit (BRT) System and suburban rail at present. The public transport
share has been completely toppled by the tremendous growth in private vehicle transport.
The vicious cycle of increase in private vehicle ownership (mostly two-wheelers and cars) has
become unstoppable due to the increased transport demand and lack of convenient public
transport options. In a nutshell, in the absence of augmentation of mass transit services, Pune
may head towards unsustainable urban transport scenario. In order to augment public
transport system to cater to the rapid increase in demand for transportation services and
make urban transportation in Pune & Pimpri Chinchwad sustainable, the implementation of
metro rail was envisaged, and Metro master plan was prepared by Delhi Metro Rail
Corporation (DMRC) in 2008.

The Pune metro project comprised two lines initially, which are being constructed;
Line 1: running from North to South from PCMC to Swargate. It is 17.8 km long and comprises 14 stations including
5 underground and 9 elevated stations.

Line 2: running from West to East from Vanaz to Ramwadi. It is 15.7 km long and comprises 16 elevated stations.

Phase I of the Metro Project was approved by the Government in the year 2016 and the
construction is currently in process on the above two lines. In addition, Line 3 is also planned
under PPP model, which will be running between Shivajinagar and Hinjewadi, which is being
implemented by PMRDA. Line 3 metro is 23.33 km long and comprises of 23 stations. After
experiencing the rapid growth, particularly in the out-growth areas of PMC & PCMC and
Chakan area, the Government of Maharashtra/ Maha Metro – Pune Metro is planning to
further develop this metro network as an extension of Phase I. The extension corridors, as part
of Pune Metro Phase II, include:
Corridor 2A, which is an extension of line 1 from Swargate to Katraj in South (5.464 km);

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Corridor 1A, which is an extension from PCMC to Nigdi in the North (approximately 4.413 km);

Corridor 2B, which is a new line running from Nashik Phata on line 1 to Chakan in north east of the city
(approximately 23.18 km including connection to depot from main line).

Pune Metro Project extension Corridor IA and Corridor 2A had received the in-principle
approval of Government of Maharashtra in October 2013.

The transport demand model recently calibrated in the year 2017, is used as a base for the
modelling process. The travel demand model uses the present and future land use patterns to
estimate the origins and destinations of trips. It then assigns these trips to different travel
routes and travel modes, including metro, based on the type and quality of the transportation
network.
3.2 Objective and Scope of Traffic Study

The main objective of the traffic study is to estimate the passenger ridership on the proposed
metro extension corridors; Nashik Phata - Chakan, PCMC - Nigdi and Swargate - Katraj
Corridors; The scope of the traffic study includes;

 Updation of recently validated transport demand model using CUBE Voyager Software
 Collection and review of secondary data
 Collection of primary data including carrying out Classified Traffic Volume Counts and
occupancy along the proposed metro corridors.
 Patronage forecast on entire metro corridors including the proposed PCMC – Nigdi &
Swargate-Katraj extension. The forecast includes station wise boarding/ alighting, link
loads, PHPDT, etc., for identified land use, transport and fare scenarios.

Following figure presents all the survey locations conducted as part of the study.

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Figure 15. Traffic Survey Locations

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3.3 Secondary Data

Past traffic data and transportation surveys conducted during earlier studies as well as other
related secondary data were collected, and relevant data is compiled. This data is used in the
updation of the transport demand model and validation.

3.4 Primary Traffic Surveys

As part of the present study, the following surveys were conducted. The analysis of these surveys
is presented in the below sections.

 Classified Traffic Volume Count;

 Bus Origin Destination (OD) Survey;
 Occupancy Survey;
 Opinion Survey

The metro patronage forecast is carried out using the transport demand model, which is
calibrated and validated in the year 2017. Considering the data already available from recent
past studies, survey locations for Classified Traffic Volume Count (TVC) were identified. Survey
locations for Classified Traffic Volume Count and Other Surveys were included in the Weekly
Progress Report 03 and 04, submitted to Client. The survey locations are identified along all the
proposed metro corridors to know the existing traffic volume and traffic composition. In total,
there are 25 TVC locations identified and traffic volume count surveys were conducted by video
graphic technique at all the locations. The traffic data was extracted manually by playing video
on computer in slow motion for better accuracy.

Bus Occupancy and other passenger modes occupancy surveys were conducted to assess average
number of passengers travelling by each mode. This is done by manual observation technique.
The mode wise number of occupants were recorded at all TVC locations. These surveys were

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conducted simultaneously with traffic volume count surveys and provide the existing mode-wise
passenger demand (person trips). Bus OD surveys were conducted at all the locations along with
traffic volume counts.

3.4.1 Classified Traffic Volume Count Survey

3.4.1.1 Swargate - Katraj Section

The traffic survey locations along the Swargate – Katraj Section are presented in Figure 15 and
Figure 16. The analysis of the traffic surveys is carried out and the peak hour traffic, both during
morning and evening, at each of the survey locations is presented in Table 27.
Table 27 : Traffic Survey Locations: Swargate-Katraj Section
Sr No. Road Name Landmark
1 MB 1: Pune Satara Road S T Colony Bus Stand
2 MB 2: Kushaba Zanjale Road Mukund Nagar Bus Stop
3 MB 3: Jawahar Lal Nehru Road Canol Jhopadpatti Bus Stop
4 MB 4 : Jawahar Lal Nehru Road Market Yard Road Bus Stop
5 MB 5 : Bibwewadi Kondhwa Road Kumar Park Bus Stop
6 MB 6 : Swami Vivekanand Marg Bibwewadi Bus Stop
7 MB 7 : Swami Vivekanand Marg Chintamani Nagar Bus Stop
8 MB 8 : Pune Satara Road Katraj Lake
9 MB 9 : Pune Satara Road Balajinagar Bus Stop
10 MB 10 : Pune Satara Road Padmavati Bus Stop
11 MB 11 : Pune Satara Road Hotel Utsav

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Sr No. Road Name Landmark

12 MB 12 : Market Yard Road Shivaji Putala Bus Stop
13 MB 13 : Indrayani Road Gangadham Bus Stop
14 MB 14 : VIT Hostel Road Ladies Hostel Upper Bus Stop
15 MB 15 : Katraj Kondhwa Road Sundarban Bus Stop

Figure 16. Traffic Survey Locations: Swargate-Katraj

3.4.1.1.1 Option 1 Pune Satara Road

This is fully underground section of about 5.464 Km in length, between Swargate and Katraj Bus
Depot. It runs along Pune-Satara Road. This alignment attracts the highest traffic among other
corridor options as the section is along a major highway which leads to Bengaluru.

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3.4.1.1.2 Option 2 KK Market

Option continues from Swargate Station of N-S corridor, runs along Pune-Satara Road to cross
Laxmi Narayan Chowk to take a left turn with a curve trajectory to join Jawaharlal Nehru Road,
straight towards Aai Mata Chowk, takes right on Bibwewadi Road, travels about 1 km to take a
left on Swami Vivekananda Road to move a little over 1km, takes a right towards K.K. Market
Road and takes left to join Pune-Satara Road to terminate at Katraj Chowk.

3.4.1.1.3 Option 3: Market Yard

This passes from Swargate via Market Yard and similar to option 2.

3.4.1.1.4 Option 4 Kondhwa Road

The alignment continues from Swargate Station of N-S corridor, runs alongside Pune-Satara Road
for about 1km, takes left from City Pride Chowk to travel a distance of 1.5 Km, turns right on
Jawaharlal Nehru Road till Aai Mata Chowk, follows the path of Shatrunjay Road till the end to
take a right to join Katraj - Kondhwa Road and to terminate at Katraj Chowk. presents Swargate
– Katraj alignment via Kondhwa Road.
Table 28 : Traffic Volume Count: Swargate-Katraj section
Existing Traffic Volume Count: Swargate - Katraj Section
MB 1 (Pune Satara Road) Time Total
Morning Peak (Vehicles) 10:00 AM to 11:00 AM 11864
Morning Peak (PCUs) 10:00 AM to 11:00 AM 8403
Evening Peak (Vehicles) 07:00 PM to 08:00 PM 13990
Evening Peak (PCUs) 07:00 PM to 08:00 PM 8822
MB 2 (Kushaba Zanjale Road) Time Total
Morning Peak (Vehicles) 10:00 AM to 11:00 AM 2563
Morning Peak (PCUs) 10:00 AM to 11:00 AM 1703
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 2603
Evening Peak (PCUs) 06:00 PM to 07:00 PM 1668
MB 3 (Jawaharlal Nehru Road) Time Total
Morning Peak (Vehicles) 10:00 AM to 11:00 AM 7340
Morning Peak (PCUs) 10:00 AM to 11:00 AM 4928
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 6308
Evening Peak (PCUs) 06:00 PM to 07:00 PM 4158
MB 4 (Jawaharlal Nehru Road) Time Total
Morning Peak (Vehicles) 10:00 AM to 11:00 AM 7343
Morning Peak (PCUs) 10:00 AM to 11:00 AM 4759
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 6798
Evening Peak (PCUs) 06:00 PM to 07:00 PM 4534
MB 5 (Sitaram Thakre Road) Time Total

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Existing Traffic Volume Count: Swargate - Katraj Section

Morning Peak (Vehicles) 10:00 AM to 11:00 AM 7330
Morning Peak (PCUs) 10:00 AM to 11:00 AM 4744
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 6958
Evening Peak (PCUs) 06:00 PM to 07:00 PM 4525
MB 6 (Swami Vivekananda Road) Time Total
Morning Peak (Vehicles) 09:00 AM to 10:00 AM 6680
Morning Peak (PCUs) 09:00 AM to 10:00 AM 4271
Evening Peak (Vehicles) 07:00 PM to 08:00 PM 9199
Evening Peak (PCUs) 07:00 PM to 08:00 PM 5683
MB 7 (Swami Vivekananda Road) Time Total
Morning Peak (Vehicles) 10:00 AM to 11:00 AM 8886
Morning Peak (PCUs) 10:00 AM to 11:00 AM 5375
Evening Peak (Vehicles) 07:00 PM to 08:00 PM 8466
Evening Peak (PCUs) 07:00 PM to 08:00 PM 5079
MB 8 (Pune Satara Road) Time Total
Morning Peak (Vehicles) 09:00 AM to 10:00 AM 7148
Morning Peak (PCUs) 09:00 AM to 10:00 AM 5464
Evening Peak (Vehicles) 07:00 PM to 08:00 PM 7403
Evening Peak (PCUs) 07:00 PM to 08:00 PM 5403
MB 9 (Pune Satara Road) Time Total
Morning Peak (Vehicles) 10:00 AM to 11:00 AM 12563
Morning Peak (PCUs) 10:00 AM to 11:00 AM 8550
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 10370
Evening Peak (PCUs) 06:00 PM to 07:00 PM 7440
MB 10 (Pune Satara Road) Time Total
Morning Peak (Vehicles) 10:00 AM to 11:00 AM 7675
Morning Peak (PCUs) 10:00 AM to 11:00 AM 5588
Evening Peak (Vehicles) 02:00 PM to 03:00 PM 5623
Evening Peak (PCUs) 02:00 PM to 03:00 PM 4398
MB 11 (Pune Satara Road) Time Total
Morning Peak (Vehicles) 11:00 AM to 12:00 PM 13551
Morning Peak (PCUs) 11:00 AM to 12:00 PM 9300
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 11932
Evening Peak (PCUs) 06:00 PM to 07:00 PM 8286
MB 12 (Market Yard Road) Time Total
Morning Peak (Vehicles) 12:00 PM to 01:00 PM 5734
Morning Peak (PCUs) 12:00 PM to 01:00 PM 4039
Evening Peak (Vehicles) 02:00 PM to 03:00 PM 4658
Evening Peak (PCUs) 02:00 PM to 03:00 PM 3364
MB 13 (Indrayani Road) Time Total
Morning Peak (Vehicles) 10:00 AM to 11:00 AM 5325

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Existing Traffic Volume Count: Swargate - Katraj Section

Morning Peak (PCUs) 10:00 AM to 11:00 AM 3586
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 5248
Evening Peak (PCUs) 06:00 PM to 07:00 PM 3345
MB 14 (VIT Hostel Road) Time Total
Morning Peak (Vehicles) 9:00 AM to 10:00 AM 2784
Morning Peak (PCUs) 9:00 AM to 10:00 AM 1860
Evening Peak (Vehicles) 07:00 PM to 08:00 PM 2696
Evening Peak (PCUs) 07:00 PM to 08:00 PM 1838
MB 15 (Katraj Kondhwa Road) Time Total
Morning Peak (Vehicles) 09:00 AM to 10:00 AM 6859
Morning Peak (PCUs) 09:00 AM to 10:00 AM 5161
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 6553
Evening Peak (PCUs) 06:00 PM to 07:00 PM 5149

Traffic Composition (Vehicles) 2-3 Axle Traffic Composition (PCUs)

2%
Swargate-Katraj Alignment Swargate-Katraj Alignment
Govt.Bus
1%
LCV
Mini LCV LCV MAV
1% 2-3 Axle
Mini Bus 4% 2% 1%
1% 1% Other
1%
Mini LCV
Govt.Bus
Three 9%
5%
Wheelers
9% Pvt. Bus
1%

Mini Bus
Cars/Taxi/Jeep 1% Two wheeler
14% Three 49%
Wheelers
10%
Two wheeler
69%

Cars/Taxi/Jeep
19%

Figure 17. Traffic Composition: Swargate-Katraj Section

3.4.2 Passenger Vehicle Occupancy Surveys

Passenger vehicle occupancy surveys were conducted, along with classified traffic volume counts,
to assess average number of passengers travelling by each mode. This survey was done by
manual observation technique. The mode wise number of occupants were recorded at the
selected survey locations. These surveys provide the existing mode-wise passenger demand
(person trips) at the survey locations.
Table 29 : Passenger Vehicle Occupancy
Two
Corridor Cars Three Wheelers* Bus*
Wheelers
Swargate-Katraj 1.32 2.31 2.67 35.70
* excluding driver

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3.4.3 Opinion Surveys

Opinion survey was conducted to understand the passengers’ experience concerning current
mode of transport and opinion about willingness to pay for Metro. Four locations (Bus depots)
were identified along the proposed metro alignment for opinion survey. The surveys were
conducted for 12 hours at each location. Questionnaire for the opinion survey was prepared and
the data was collected from the bus passengers. Outcome from the opinion survey is presented
in Following Figures.

Average Waiting Time at Bus Depot

120%

100% 3% 2% 4% 4%
15% 19% 14%
23%
80%
Percentage

60% 41% 34% 40%

40%
40%

20% 40% 45% 42% 34%

0%
Bhakti shakti Bhosari Katraj Swargate
Bus Depot
>60 (Minutes) 30-60 (Minutes)
15-30 (Minutes) 0-15 (Minutes)
Figure 18. Average Waiting Time at Bus Depot

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BHAKTI SHAKTI BHOSARI

Taxi Two Taxi
Two wheelers
3% wheelers 2%
9%
Car/Jeep/Va
Car/Jeep/Van 5%
n
Walk 2% 3%
25%
Auto
Auto Rickshaws
Rickshaws Walk 15%
16% 37%

Bus Bus
45% 38%

KATRAJ SWARGATE
Two wheelers Two
Other
4% wheelers…
Other 2%
1% Car/Jeep/Van
3% Auto
Auto Rickshaws
Rickshaws 10%
Walk
Walk 17%
46%
42%

Bus
37%
Bus
33%

Figure 1 : Access Mode Split

BHAKTI SHAKTI Two
Two BHOSARI Taxi
wheelers
Other wheelers Taxi Other 3%
Car/Jeep/V 4%
1% 2% 1% 1%
an Car/Jeep/Va
1% Auto n
Rickshaws 2%
7% Auto
Walk
Walk 37% Rickshaws
42% 19%

Bus
46%

Bus
34%

KATRAJ Two SWARGATE Two

wheelers wheelers
Other 4% Taxi Other 8% Taxi
1% 1% 1%
1%
Car/Jeep/Van
1% Car/Jeep/Van
5%
Auto
Rickshaws Walk Auto
Walk 22% 45% Rickshaws
44% 19%

Bus
27% Bus
21%
Figure 19. Dispersal Mode Split

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Willingness to Pay more for Metro

120%
1%
100% 3%
5% 7% 5% 6%
18% 15% 21%
80%
Percentage

30%
16% 23%
60% 23%
40% 35% 34%
43% 33%
20%
25% 24%
14% 16%
0% 2%
Bhakti shakti Bhosari Katraj Swargate
Bus Depot
>75% 75% 50% 30% 15% 0%
Figure 20. Willingness to Pay more for Metro

3.5 Peak Hour Passenger Trips

Using the peak hour trips and the average occupancy, the existing direction-wise peak hour
passenger trips on Swargate-Katraj extension corridor are estimated and presented in following
figure

Figure 21. Existing Peak Hour Passenger Trips on Swargate-Katraj Section

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3.6 Review of CMP - Traffic Surveys & Analysis

3.6.1 Traffic Surveys at Cordon Location

Table 30 presents peak hour traffic and its share in the daily traffic at cordon locations.
Percentage of traffic in peak hour ranges between 5.6% and 9.9% with an average of 7.0%.
Table 30 : Daily Traffic at Cordon Lines
Total Share
No. Road/ Location ID
Vehicles PCUs %
1 Moshi Toll Plaza, Nasik Road (L1) 85,455 88,270 8.10%
2 Near Sambhaji Chowk, Alandi Road, Alandi (L2) 63,846 58,152 6.00%
3 Nagar Road (L3) 1,38,570 1,33,484 13.10%
4 Kawadipeth Toll Plaza, Solapur Road (L4) 75,077 79,623 7.10%
5 Saswad Road (L5) 38,514 39,926 3.60%
6 Saswad-Bopdev Road (L6) 38,981 36,008 3.70%
7 Sinhgad Road (L7) 68,432 63,629 6.50%
8 NDA Academy Road (L8) 84,107 72,307 8.00%
9 Near Bhugaon, Mulshi Road (L9) 47,080 42,854 4.50%
10 Shivaji Chowk, Hinjewadi (L10) 1,15,248 1,04,056 10.90%
11 Dehu Road Toll Plaza, Mumbai- Pune Highway (L11) 61,535 65,080 5.80%
12 Talwade, Dehu Alandi Road (L12) 92,980 92,133 8.80%
13 Katraj - Satara Road (L13) 51,933 50,864 4.90%
14 Sus Road (L14) 33,449 30,563 3.20%
15 Nande-Balewadi Road (Mahalunge) (L15) 19,425 16,789 1.80%
16 Manjari Village, Manjari Road (L16) 21,115 19,814 2.00%
17 Lohegaon-Nirgudi Road (L17) 1,751 1,668 0.20%
18 Lohegaon-Wagholi Road (L18) 18,217 17,420 1.70%
Total 10,55,715 10,12,640 100%
Source: CMP for PMC and PCMC, 2018

3.6.2 Traffic Surveys at Screen Lines (16 Hr.)

Screen-lines in the study area are classified into North-South and East-West screen-lines. In the
study area, Railway line and Mutha river are considered as North-South screen-lines and Mula
and Mula Mutha rivers as the East-West screen-lines in the study area. Classified traffic volume
counts are conducted at 59 screen-line locations. Table 31 presents the 16-hour traffic (06:00
a.m. to 10:00 p.m.). Based on analysis, total of about 26.48 lakh vehicles (24.60 lakhs PCU) cross
the North- South screen-line locations and 14.36 lakh vehicles (13.28 lakh PCU) cross the East-
West every day.
Table 31 : Daily Traffic at Screen Lines (16 Hr.)
No Road/ Location ID Vehicles PCUs Share %
North-South
1 Talegaon Industrial Area (SL 1) 16177 22303 0.61%
2 Talegaon Chakan Road (SL2) 63,673 59,599 2.40%

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No Road/ Location ID Vehicles PCUs Share %

3 Begdaewadi (SL3) 4,653 4,079 0.18%
4 Dehu (SL4) 50,694 47,695 1.91%
5 Bhau Patil Road (SL5) 28,126 26,883 1.06%
6 Yashwanthrao Chavan Path (SL6) 3,770 3,057 0.14%
7 Khadki Police Chowk (SL7) 58,136 52,281 2.20%
8 Dhanori Alandi Road (SL8) 28,680 25,627 1.08%
9 KB Joshi Path (SL9) 76,304 65,370 2.88%
10 HK Firodia Bridge (SL10) 1,84,933 1,77,961 6.98%
11 Juna Bazar (SL11) 99,433 93,446 3.75%
12 Connaught Road (ROB) (SL12) 42,958 46,444 1.62%
13 Bund Garden Road (SL13) 79,958 79,766 3.02%
14 Koregaon Park Road (SL14) 1,13,462 1,02,882 4.28%
15 BT Kawade Road (ROB) (SL15) 45,658 40,263 1.72%
16 Solapur Road (ROB) Kirloskar (SL16) 31,771 34,798 1.20%
17 Hadapsar Road (SL17) 76,793 74,356 2.90%
18 Western Bypass (After Warje) (SL18) 1,59,621 1,52,646 6.03%
19 Mhatre Bridge (SL19) 1,08,941 95,811 4.11%
20 SM Joshi Bridge (SL20) 62,138 55,271 2.35%
21 Shivaram Mhatre Road (Chavan Bridge) (SL21) 44,752 33,412 1.69%
22 Sambhaji Bridge (SL22) 44,615 61,991 1.68%
23 Kakasaheb Gadgil Bridge(Z Bridge) (SL23) 18,942 14,082 0.72%
24 Baba Bhide Bridge (SL24) 98,093 76,462 3.70%
25 Maha Rishi Shinde Bridge (SL25) 71,123 64,247 2.69%
26 PMC Bhavan Bridge (SL26) 59,044 51,895 2.23%
27 Shivaji Bridge-Nava Pool (SL27) 83,941 81,622 3.17%
28 Dengale Bridge Road (SL28) 75,078 75,422 2.84%
29 Sangam Bridge 1 (SL29) 1,16,910 1,12,685 4.41%
30 Sangam Bridge 2 (SL30) 53,254 49,825 2.01%
31 Ravat Nigdi Raod (SL31) 63,741 56,053 2.41%
32 Akurdi Chikhali Road (SL32) 63,430 55,237 2.40%
33 Chinchwad Akurdi Link Road (SL33) 61,780 53,593 2.33%
34 Kaspate Wasti Road (SL34) 89,995 82,630 3.40%
35 Karachi Chowk (SL35) 1,02,480 97,995 3.87%
36 Jawaharlal Nehru Road (SL36) 29,086 23,188 1.10%
37 Power House Road (SL37) 17,564 14,671 0.66%
38 Pimple Gurav Road (SL38) 26,495 21,693 1.00%
39 Nashik Phata (SL39) 68,389 62,962 2.58%
40 From Jai Maharashtra Chowk (SL40) 17,385 14,677 0.66%
41 Dapodi Bridge (SL41) 50,160 45,341 1.89%
42 Sangam Cross Road (SL42) 7,861 6,410 0.30%
43 Ghorpadi Road (SL43) 48,023 43,673 1.81%

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No Road/ Location ID Vehicles PCUs Share %

Total 26,48,020 24,60,302 100%

East-West
44 Manjari Village (SL44) 21,115 19,814 1.47%
45 Theur Kesanand Road (SL45) 11,085 13,358 0.77%
46 Uruli Ashtapur Road (SL46) 3,001 2,558 0.21%
47 Western Bypass Road (SL47) 1,86,776 1,85,778 13.00%
48 Mahatma Jyotiba Phule Bridge (SL48) 44,051 37,466 3.07%
49 Mahadji Shinde Road (Aundh) (SL49) 55,618 47,847 3.87%
50 Rajiv Gandhi Bridge (Aundh Ravet Road) (SL50) 1,13,662 1,03,874 7.91%
51 Jai Ganesh Chowk (SL51) 71,265 60,450 4.96%
52 Old Sangavi Nera Petrol Pump (SL52) 66,130 62,912 4.60%
53 Harris Bridge (Old Mumbai Highway) (SL53) 1,69,809 1,58,236 11.82%
54 Yerwada Bridge (SL54) 1,33,603 1,25,251 9.30%
55 Yerwada Bridge (SL55) 1,37,401 1,29,007 9.57%
56 HH Aga Khan Bridge (SL56) 1,06,985 97,644 7.45%
57 Mundhwa Bridge (SL57) 1,00,833 95,874 7.02%
58 Alandi Road (Near Tata Communication Centre) (SL58) 80,863 74,103 5.63%
59 Rajaram Bridge (SL59) 1,34,044 1,13,831 9.33%
Total 14,36,241 13,28,001 100%
Source: CMP for PMC and PCMC, 2018

3.6.3 Analysis of Mid-Block Volume Count

Classified traffic volume counts are conducted at 15 mid-block locations. The location-wise traffic
details are presented in Table 32.
Table 32 : Traffic on Mod-Blocks (16 Hr.)
No Road/ Location ID Vehicles PCUs
1 Pashan Road 71,083 63,053
2 Jaganath Shankarsheth Road 1,35,707 1,24,679
3 Spine Road 51,295 47,836
4 Lal Bahadur Shastri Road 86,623 81,195
5 Senapati Bapat Road 90,081 80,850
6 Balagangadhar Tilak Road 74,449 69,767
7 RB Kumthekar Road 23,973 24,532
8 Nashik Road 86,048 76,311
9 Dehu Alandi-Akurdi Chikhali Road 59,216 55,844
10 PCMC Link Road 5,807 4,648
11 Morwadi Road 31,678 28,968
12 Timber Market Road 1,06,169 1,08,056
13 Baner Road 79,353 71,035
14 Kondhwa Road 1,30,501 1,27,483

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No Road/ Location ID Vehicles PCUs

15 Aundh Ravet Road 53,042 47,024
Total 7,12,648 6,51,063

3.7 Socio-economic Characteristics

The total population of Pune Municipal Corporation (PMC) and Pimpri Chinchwad Municipal
Corporation (PCMC) as per Census 2011 was 31.24 lakhs and 17.27 lakhs respectively. Table 33
and Table 34 present the past trends of the study area population. The data reveals that the
annual growth rate in population of PCMC is highest in the study area.
Table 33 : Past Trends of Population Growth
Year PMC PCMC PC KC DC Total
1961 606777 39654 65838 58496 - 770765
1971 856105 98572 77774 65497 24709 1122657
1981 1203363 251769 85986 80835 33267 1655220
1991 1566651 520639 82139 78323 40555 2288307
2001 2538473 1015598 79965 77473 46921 3758430
2011 3124458 1727692 71781 78684 48961 5051576
Source: Census of India, PC: Pune Cantonment; KC : Khadki Cantonment; DC: Dehu Cantonment

Table 34 : Compound Annual Growth Rate (CAGR) of Population

Year PMC PCMC PC KC DC
1961-1971 3.50% 9.53% 1.68% 1.14% -
1971-1981 3.46% 9.83% 1.01% 2.13% 3.02%
1981-1991 2.67% 7.54% -0.46% -0.32% 2.00%
1991-2001 4.94% 6.91% -0.27% -0.11% 1.47%
2001-2011 2.10% 5.46% -1.07% 0.16% 0.43%
PC: Pune Cantonment; KC : Khadki Cantonment; DC: Dehu Cantonment

3.7.1 Age wise Population Distribution

Table 35 and Table 36 : Literacy Rate in PMC and PCMC present the distribution of population by
age, as per Census 2011. From the data, it can be observed that, the population in the age group
of 20-44 years has the highest contribution in the total population; 45.12% in PMC and 49.94%
in PCMC.
Table 35 : Age wise Population Distribution in PMC and PCMC

Age Group (years) PMC PCMC

0-4 239964 160615
5-9 235616 142356
10-14 242254 131745
15-19 255256 139284
20-24 323148 225375

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Age Group (years) PMC PCMC

25-29 338321 227782
30-34 289767 173620
35-39 250558 134418
40-44 207887 101588
45-49 172972 79126
50-54 144551 63056
55-59 118278 48412
60-64 103604 39379
65-69 69702 25192
70-74 49590 15321
75-79 29557 7614
80+ 32766 9159
Age not stated 20667 3650
Total 3124458 1727692
Source: Census of India, 2011

Age Wise Population Distribution

400000
350000 PMC
300000
Population

PCMC
250000
200000
150000
100000
50000
0

Age Group
Figure 22. Age Wise Population Distribution in PMC and PCMC

3.7.2 Literacy Rate

Literacy rate reflects the person’s participation in social and economic development which
contribute to the human development and poverty reduction. As per the Census 2011, Pune city
has highest literacy rate (89.56%) in Pune district. The percentage of male and female literates
of Pune city is 92.31% and 86.67% respectively. The literacy rate of Pimpri-Chinchwad is 89.22%
and the percentage of male and female literacy of the city is 92.41% and 85.37% respectively.
Table 36 presents the literacy rate in PMC and PCMC.
Table 36 : Literacy Rate in PMC and PCMC
Description PMC PCMC

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Literates Percentage Literates Percentage

Total Literates 2,496,324 89.56% 1,343,658 89.22%
Male Literates 1,317,345 92.31% 761,715 92.41%
Female Literates 1,178,979 86.67% 581,943 85.37%
Children (0-6 Years) 337,062 - 221,746 -
Source: Census of India, 2011

3.7.3 Work and Education Profile

In order to understand the existing traffic and transportation scenario in the study area,
Household Interview Survey conducted by L&T Infra Engineering as part of Comprehensive
Mobility Plan for Pune Municipal Corporation and Pimpri - Chinchwad Municipal Corporation in
Pune Metropolitan Region, has been considered. Around 1% of the households were interviewed
to capture the travel characteristic of residents. In total 18830 household samples were collected
from different zones by L&T Infra Engineering.

Table 37 presents the distribution of population, by education level and Table 38 presents the
distribution by employment in PMC and PCMC.
Table 37 : Distribution of Population by Education Level
Education Level PMC PCMC
Illiterate 6.30% 6.00%
Primary School (5th) 16.40% 19.60%
Secondary School (10th) 27.40% 29.00%
Higher Secondary (12th) 20.60% 19.30%
Technical Diploma 2.30% 4.30%
Graduation 21.40% 18.40%
Post- Graduation 5.50% 3.40%
Doctorate (Ph.D.) 0.30% 0.20%
Total 100% 100%
Source: CMP for PMC and PCMC, 2018

Table 38 : Distribution of Population by Employment

Employment Sector PMC PCMC
Argo-based/Farming 1.50% 1.00%
Construction/ Mining 8.40% 10.70%
Manufacturing (Household) 2.60% 0.90%
Manufacturing (Others) 2.60% 2.30%
Service Sector (Govt) 5.50% 5.60%
Service Sector (Private) 36.20% 58.20%
Retail/ Whole Sale Trade 10.00% 6.30%
Transport/Communication/Utilities 7.90% 3.20%
Finance/Insurance/Real Estate 2.30% 1.20%

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Employment Sector PMC PCMC

Educational 4.70% 1.90%
Informal Employment 14.00% 7.70%
Tourism 0.40% 0.70%
Information Technology / Information Technology Enabled Service 4.00% 0.30%
Total 100.00% 100.00%
Source: CMP for PMC and PCMC, 2018

3.7.4 Average Household Size

The average household size in PMC and PCMC are 3.95 and 3.2 respectively. The distribution of
household by size is presented in following table.
Table 39 : Distribution of Household by Size
Household Size PMC PCMC
1 2.9% 1.14%
2 14.93% 10.83%
3 23.37% 26.44%
4 33.19% 37.84%
5 15.81% 16.26%
6 6.67% 5.77%
7 1.91% 1.1%
8 0.91% 0.51%
9 0.17% 0.08%
10 0.11% 0.03%
>10 0.02% 0%
(Source: CMP, 2018)

About 20% of households are having 3 members in PMC and PCMC area. The distribution for
households having 4 members is around 33% in PMC and 38% in PCMC area .

3.7.5 Income Distribution

From the Household Interview Survey data, it is observed that the monthly income range
between Rs 10000 - Rs 30,000 has highest percentage both in PMC and PCMC. This clearly
indicates the domination of middle-class family in the region. The average household income in
PMC and PCMC area is observed to be Rs. 26,954 and Rs. 23,610 respectively. Following table
presents the distribution of Household by monthly income.
Table 40 : Distribution of Households Monthly Income
Income Range (Rs.) PMC PCMC
Less than 2,000 2.50% 0.80%
2,000 - 5,000 5.50% 1.00%

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5,001 - 7,500 4.70% 2.20%

7,501-10,000 9.70% 10.40%
10,001-15,000 21.20% 27.90%
15,001-20,000 24.20% 27.90%
20,001-30,000 18.10% 17.10%
30,001-40,000 9.00% 9.60%
40,001-50,000 3.70% 2.50%
50,000 - 1 lakh 1.20% 0.50%
Greater than 1 lakh 0.20% 0.10%
Total 100% 100%
Source: CMP for PMC and PCMC, 2018

3.7.6 Vehicle Ownership

Vehicle ownership has a relation with household income. Since the middle-class family
percentage is more in PMC and PCMC, the ownership of two-wheelers is very high. Moreover, it
was also observed from the traffic data that the two-wheeler share is highest in mode split
(around 60%-70%). Table 41 shows the distribution of vehicle ownership.
Table 41 : Distribution of Vehicle Ownership
Mode PMC PCMC
Cycle 2.80% 2.30%
Two-Wheeler 57.70% 61.50%
Car 0.90% 1.00%
Two-Wheeler & Cycle 6.60% 3.70%
Car & Two-Wheeler 12.50% 12.80%
Car, Two-Wheeler & Cycle 2.40% 1.80%
Others 4.20% 3.40%
No Vehicle 12.90% 13.50%
Total 100.00% 100.00%
Source: CMP for PMC and PCMC, 2018

3.8 Travel Characteristics

3.8.1 Trip Rate

As per the Comprehensive Mobility Plan for Pune Municipal Corporation and Pimpri - Chinchwad
Municipal Corporation, the overall Per Capita Trip Rate (PCTR) observed in PMC and PCMC area
was 1.33 and 1.17 respectively, while the vehicular PCTR (excluding walk) in PMC and PCMC area
was 0.88 and 0.76.

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3.8.2 Trip Purpose

The CMP Household Interview Survey data revealed that, most of the trips generated from PMC
and PCMC are either work trips or educational trips. The distribution of trip purpose is presented
in following table.
Table 42 : Distribution of Trip Purpose
No. Purpose PMC PCMC
1 Work 50.05% 54.18%
2 Business 5.18% 1.67%
3 Education 37.67% 41.55%
4 Shopping 3.62% 0.31%
5 Social/Religious/Recreation 0.57% 0.02%
6 Health/Hospital 0.34% 0.04%
7 Tourism 0.23% 0.01%
8 Other purpose 2.35% 2.23%
Total 100% 100%
Source: CMP for PMC and PCMC, 2018

3.8.3 Mode of Travel

The mode–wise distribution of trips in PMC and PCMC area is shown in Table 43. Trips by walk
(i.e. Non-motorized) are considerably high in PMC and PCMC compared to other modes of
transport. Share of two wheelers in the total trips is around 35% both in PMC and PCMC.
Table 43 : Mode wise Distribution of Trips
Total Trips Motorized Trips
Mode of Travel
PMC PCMC PMC PCMC
Walk 26.00% 23.10% - -
Cycle 3.50% 0.90% - -
Two-Wheeler 35.00% 35.00% 49.66% 46.06%
Car 12.50% 13.90% 17.73% 18.33%
IPT 8.50% 7.10% 12.06% 9.31%
Bus 11.00% 13.90% 15.61% 18.29%
Train 0.30% 0.60% 0.40% 0.79%
Company/ School Van 3.20% 5.50% 4.54% 7.22%
Total 100% 100% 100% 100%
Source: CMP for PMC and PCMC, 2018

3.8.4 Trip Length

Table 43 presents the mode wise average trip length in PMC and PCMC. Trip length of PMPML
bus is 7.57 km in PMC and 8.14 km in PCMC. The trip length of Two-wheeler, Auto and Shared

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Auto varies between 6 km to 7 km. The average trip length for motorized trips is observed to be
7.13 km in PMC and 7.02 km in PCMC area.
Table 44 : Mode wise Trip Length (Km)
Mode PMC PCMC
Walk 1.11 0.51
Cycle 2.37 2.64
Two-Wheeler 7.13 7.18
Auto 6.7 6.5
Shared Auto 7.2 6.9
Car/ Jeep/ Van 12.87 6.17
Tempo/ others 7.83 5.56
PMPML Bus 7.57 8.14
Private Bus 9.62 6.65
State Bus 29.84 21.65
Govt/ Office Car 10.33 4
Taxi/ Ola/ Uber 11.85 7.64
Company/ School Bus 8.14 7.94
Company/ School Van 5.37 5.62
Local Train/ Train 40.85 14.7
Source: CMP for PMC and PCMC, 2018

3.8.5 Monthly Expenditure on Travel

As per the CMP, the average household expenditure on travel is Rs. 1373 and Rs. 1014 per month
for PMC and PCMC, respectively. Average travel expenditure ranges about 5.1% and 4.3% of total
household income for PMC and PCMC respectively.

3.9 Travel Demand Analysis

3.9.1 Transport Demand Modelling Approach

Travel Demand models can be used for testing different scenarios without implementing the
projects. For example, one can see the impact of adding a mass transport like a metro system.
Similarly, impact on transportation network due to changes in the land use patterns can be
analysed.

The objective of the transport demand assessment is to provide realistic ridership on the
proposed metro corridors. The transport demand model, which is recently validated in the year
2017, is used as a base for the modelling process. The original transport demand model was
developed as part of DPR for Pune Metro Rail Project (2008) and later this model has been
updated and validated through the following studies;

 Evaluation of Development Plans (2011)

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 Feasibility of LRT/Metro within Hinjewadi (2012)

 Pune BRTS (2014)
 Pune HCMTR (2016)
 Proposed 3rd and 4th Suburban rail lines between Pune and Lonavala (2017)

The broad framework for the transport demand modelling adopted for the present study is given
in following figure.

Figure 23. Broad Framework for Transport Demand Modelling

3.9.1.1 Planning Period

Since this study is being initiated in 2018, the year 2018 is taken as the base year. Demand
forecasting on the network and on any proposed transport infrastructure project/ mass transit
system is required over a 30 years period. In order to analyse the travel demand in the study area
and in particular the travel demand on the proposed MRT system, it is proposed to have four
horizon years, viz. 2027, 2037, 2047, and 2057 and the model forecasts are made for these four
horizon years.

3.9.1.2 Modelling Software

Several software programs are available for developing travel demand models. For the present
study, CUBE Voyager (a state-of-the-art Travel Demand Modelling software) for the transport
demand model.

CUBE Voyager is user-friendly software for modelling a wide variety of planning policies and
improvements at the urban, regional and long-distance level. The software provides interactive
data input and analysis, GIS functionality via ArcGIS, model building and scenario development.
Its Application Manager uses a flow-chart system for designing, coding, documenting and running

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the model. The structure allows the professional planner to add functions as required without
the need to learn a new interface and without the need to create multiple databases. Figure
below illustrates the model structure in CUBE.

Figure 24. Model structure as defined in CUBE

3.9.1.3 Study Area

The study area, for the transport demand modelling, comprises of Pune Municipal
Corporation (PMC) area, Pimpri-Chinchwad Municipal Corporation (PMC) area, Chakan area
and three cantonments, viz. Pune, Khadki and Dehu Road. The study area is shown in the
following figure Delineation of Traffic Analysis Zones

The zoning system considered for the previous metro study by DMRC (2008) included of 91
internal zones and 13 external zones. This zoning system is further disaggregated considering the
study requirement. In the updated Traffic Zoning, PMC area consists of 144 zones, PCMC 121
zones and Chakan area 12 zones. The cantonment areas are considered as separate zones. In
total, there are 280 internal zones and 13 external zones. The zonal map of the study area is
shown in following figure

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Figure 25. Study area (Left) and Zonal Map of Study area (Right)

3.9.1.4 Population and Employment

The population and employment forecast for the study area, for the horizon years, is done
considering the past trend in growth in population and employment, development plan,
population density, availability of developable land, etc. The data from the latest CMP carried
out by PMRDA is also considered. The projected population of study area for various horizon
years is presented in Table 45.

The employment data for the study area is compiled from various authentic sources. The
employment forecast made as part of the recent CMP prepared by PMRDA is also taken into
account.
Table 45 : Study Area Population Forecast
Study Area 2018 2021 2031 2041 2048
PMC 37,00,000 40,00,000 48,00,000 55,00,000 58,00,000
PCMC 22,00,000 24,00,000 32,00,000 40,00,000 48,00,000
Total 5900000 6400000 8000000 9500000 10600000

3.9.1.5 Transport Network

The transport network consists of highway and public transport network. The length of road
network considered is about 5,300 km comprising of 35,720 links and 15,039 nodes. The different

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link types and their typical characteristics are shown in Table 46. The public transport network
consists of:

 PMPML (Pune Mahanagar Parivahan Mahamandal Limited) Bus routes

 Intermediate Public Transport-IPT (Auto) routes
 Suburban rail routes
 BRTS (Bus Rapid Transit System) routes
 Shared liner routes
 Out-station bus routes
 Proposed metro routes

The highway network and public transport route network considered for the study are shown in
Table 46 : Highway Links and Characteristics.
Table 46 : Highway Links and Characteristics
Capacity Per Free Flow
Divided/ Type of
Link Type No. of Lanes Direction Speed
Undivided Flow
(PCU/hr) (km/h)
1 One Lane Undivided One-way 1650 30
2 Two Lane Undivided One-way 3200 40
3 Three Lane Undivided One-way 4350 40
4 Four Lane Undivided One-way 5300 50
6 Four Lane Divided One-way 5500 50
7 Six Lane Divided One-way 7000 60
10 One Lane Undivided Two-way 600 25
11 Two Lane Undivided Two-way 1100 35
12 Three Lane Undivided Two-way 1500 35
13 Four Lane Undivided Two-way 2150 40
14 Six Lane Undivided Two-way 3600 50
16 Two Lane Divided Two-way 1500 40
17 Four Lane Divided Two-way 2600 50
18 Six Lane Divided Two-way 3800 60
19 Eight Lane Divided Two-way 4800 60
31 Four Lane (Express way) Divided Two-way 3000 80
41 Two Lane (Flyover) Undivided One-way 3840 50
42 Four Lane (Flyover) Undivided One-way 6360 60
43 Two Lane (Flyover) Undivided Two-way 1320 45
44 Six Lane (Flyover) Undivided Two-way 4320 60
45 Four Lane (Flyover) Divided Two-way 3120 60
46 Six Lane (Flyover) Divided Two-way 4560 70
21 Highway Node to Transit Stop

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Capacity Per Free Flow

Divided/ Type of
Link Type No. of Lanes Direction Speed
Undivided Flow
(PCU/hr) (km/h)
22 Road Node to Zone Centroid Connection
25 Suburban Rail Links
26 BRT Links
27 Metro Links

Figure 26. Road Network of the Study Area

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Figure 27. Public Transport Route Network of the Study Area

3.9.1.6 Transport Network Scenarios

The year 2018 is considered as the base year for the travel demand model. The base year
transport network considered all the existing routes of Bus, IPT, Shared liner, existing suburban
rail routes and currently operational BRT routes. The proposed metro corridors are shown in
following Figure.

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Figure 28. Proposed Metro Corridors

For the horizon years following scenarios are considered:

1. Scenario 2A considers all the existing public transport services listed in base case
scenario (refer Table 47). Apart from the three under construction metro lines and
various mass transit corridors proposed in the latest CMP, the proposed Swargate
– Katraj and PCMC – Nigdi extension corridors are considered.

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2. Without Project Scenario is same as Scenario 2A, exclusion of Swargate-Katraj

corridor.

The network scenarios described above are briefly given in following table
Table 47 : Different Transport Network Scenarios
Scenario Year Transport Network Systems
 Bus, IPT, Shared liner, Out-station bus routes
Base Case 2018  Existing suburban rail routes
 Currently operational BRT routes
 Bus, IPT, Shared liner, Out-station bus routes
 Existing and proposed suburban rail route
2027,2037,  Currently operational and proposed BRT routes
With
2047 and  Metro Lines Under Construction and proposed mass transit
Project
2057 corridors as per CMP
 Proposed Extension Corridors, viz. PCMC-Nigdi & Swargate-
Katraj
 Bus, IPT, Shared liner, Out-station bus routes
 Existing and Proposed Suburban rail route
2027,2037,
Without  Currently operational and proposed BRT routes
2047 and
Project  Metro Lines Under Construction and proposed mass transit
2057
corridors as per CMP
 Proposed extension corridor Swargate-Katraj is excluded.

3.9.1.7 Four Stage Transport Demand Model

The traditional four stage transportation planning model has been employed to estimate the
metro ridership. For this purpose, the study area is divided into traffic analysis zones (TAZ). Study
Area is divided into 280 internal TAZs as explained in the earlier sections. The model is
implemented in state-of-the-art transportation planning software - CUBE Voyager. The four
stages of this transportation planning model are explained here:

1. Trip Generation: Residences produce trips for work, education, business, shopping, social and
recreation purposes. Activity centres such as Industries, commercial centres, offices, educational
institutions, banks, shopping centres, recreational areas, etc. attract these trips. Thus, trip
productions are computed based on the resident population in zones and trip attractions are
computed based on employment in zones. These trip production and attraction equations are
calibrated as a first step. Separate equations are developed for the three income groups, viz.,
High (Car owning group), Middle (Two-wheeler owning group) and Low (No vehicle owning
group) as shown in following table
Table 48 : Trip Generation Models
Income group Trip Generation

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Trip Productions Trip Attractions

Car owning group 1.45*EMP + 0.12*STEN
Two-Wheeler owning group 0.72 * POP 1.28*EMP + 0.1*STEN
No vehicle owning group 1.18*EMP
Where, POP: Population, EMP: Employment, STEN: Student Enrolment

2. Trip Distribution: The zonal trips produced/attracted are distributed to their destination/origin
zones in this step to get the origin – destination matrix (zone to zone travel) after this step. The
trip exchanges between zones will depend on the magnitude of their activity (population for a
production zone and employment for attraction zone) and the friction due to geographical
separation (represented in terms of generalized cost of travel) between them. A mathematical
model is calibrated to synthesize this trip distribution process based on zonal productions,
attractions and the generalized cost of travel between them. These models are calibrated
separately for the three income groups. A Gravity Trip Distribution model of the following form
is developed.
Tij  Ai Oi B j D j Fij

Where,

Ai 
1
Bj 
1 Fij  C  exp C 
ij ij
 B j D j Fij  Ai Oi Fij
j i the deterrence function
C ij  Generalized cost from zone i to zone j

Tij  Trips between zones i and j

α = Calibration parameter – power function
β = Calibration parameter – exponential function

The gravity model parameters are shown in following table

Table 49 : Gravity Model Parameters
Income group α β
Car owning group -2.09557 -0.0001819
Two-Wheeler owning group -1.07986 -0.0236587
No vehicle owning group -0.897392 -0.0255572

3. Modal Split: After the trip distribution stage, the trips between any pair of TAZs is known.
These trips between zones are to be split as per the mode used. The behaviour of people in
choosing a transport mode is modelled based on the characteristics of the mode (travel time,
travel cost, waiting time, transfers, comfort, convenience, etc.), characteristics of travellers
(income, employment status, etc) and journey characteristics (trip purpose, time of day of travel,
etc.). A mode choice model is calibrated based on these attributes to split the trips between
origin and destination into private vehicle (two-wheeler and car) and public transport trips. A
multinomial logit model of the following form is developed.

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Vj
e
Pj 
e
l
Vl

Where,
Pj = probability of choosing mode j

Vj = deterministic component of utility for mode j

j and l are indices for modes
Table 50 : Modal Split Model Parameters
Income group Utility Equations
Car Owning Group a) Ucar = -0.2754*TT-0.04918*TC+0.2327
b) U2W = -0.2754*TT-0.04918*TC-1.2181
c) UPT = -0.2754*TT-0.04918*TC-0.1102*AT
Two-Wheeler owning a) U2W = -0.2255*TT-0.1574*TC-3.111
group b) UPT = -0.2255*TT-0.1574*TC-0.0770*WT-0.1214*AT
*TT = Travel Time, TC = Travel Cost, AT = Access Time, WT = Waiting Time

3. Trip Assignment: In this step the mode wise trips between TAZs are assigned to the transport
network. Trips by private vehicle (two-wheeler and car) are assigned to road network and trips
by public transport (bus, BRT, metro, auto rickshaw and taxi) are assigned to public transport
network. Public transport modes like BRT and Metro have exclusive right of way and bus, auto
rickshaw and taxi share the road space with private modes. The road network is represented in
the form of links and nodes with each link (a road segment) characterized by its width (number
of lanes), type (divided or undivided), capacity, volume-speed relation (for computing travel time
at different volumes), etc. The public transport network is represented by routes (sequence of
road links/exclusive links) with their characteristics such as frequency, seating capacity, crush
capacity, fare, speed, etc. Highway assignment is carried out based on user equilibrium (user
choses paths based on perceived generalized cost of travel) and public transport assignment is
carried out based on path based stochastic user equilibrium (user choses a route again based on
generalized cost, as users may not have full information stochastic aspect comes into picture).
These models are calibrated for the base year (2018 for the present study). At the end of the
assignment, the mode wise traffic volumes on road links, and boarding/alighting and link loads
on public transport routes will be obtained. As this traffic assignment is done for peak hour, all
these outputs are for typical peak hour.

Generalized Cost parameters

The generalized cost (GC) between an origin and destination is computed as:
GC = (value of waiting time × waiting time) + (value of in-vehicle travel time × in-vehicle travel
time) + (fare paid) + (value of one transfer × number of transfers) + (value of one unit of discomfort
× number of units of discomfort)
The parameters of PT assignment and Highway assignments used in the model are shown in
following table.

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Table 51 : Modal Split Model Parameters

Highway Assignment
PT Assignment
VOT (Rs/Hr) Two-wheeler Car
32 34 107

3.9.1.8 Validation of the Four Stage Travel Demand Model

The transportation planning model has been updated and revalidated particularly on the road
corridors where the metro extension is proposed. For the current study traffic volume counts at
all the entry points and on a few important links of catchment are collected. All the models are
recalibrated and validated to reproduce the observed travel pattern (mode wise). The assigned
total road-based flows during peak hour (in PCUs) 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
reasonably close with the observed flows.

3.9.1.9 Model Application for Forecasting

Figure 29. Application of Four Stage Travel Demand Model

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Models are applied on future land use (zonal population and employment) and transport
scenarios (transport network with proposed road links and public transport routes with all their
characteristics) for getting the corresponding mode wise traffic flows on road links and ridership
on public transport modes on all their routes.

Thus, it can be seen from above methodology that the model works at system level and takes
care of competitive and complementary nature of all private and public transport modes.
Essentially the traveller will choose that mode or route for which the perceived generalized cost
is the lowest. As the perceived values of travel time gain, reduction in waiting time, number of
transfers and discomfort are different for different income groups, the models are stratified
accordingly to account for this variation.

3.10 Modal Share of Swargate-Katraj Metro Line

Modal Share Without Swargate- Modal Share With Swargate-Katraj
Daily Passenger Katraj Metro Metro
Trips (in Lakhs)
2027 2037 2047 2057 2027 2037 2047 2057

Car 13.77 19.24 25.65 32.61 13.72 19.18 25.57 32.52

2-wheeler 37.23 52.01 69.35 88.16 37.11 51.85 69.14 87.93

Intermediate Public
6.88 10.25 14.02 18.41 6.57 9.72 13.43 17.87
Transport
Public Transport 16.85 19.87 23.37 27.46 16.36 19.05 22.38 26.33
Swargate - Katraj
0.00 0.00 0.00 0.00 0.95 1.58 1.87 1.97
Metro
Total Trips (In Lakhs) 74.72 101.37 132.39 166.63 74.72 101.37 132.39 166.63

3.11 Future Travel Demand Scenarios

As discussed in earlier sections, two scenarios are developed (With and Without project) for
Metro patronage forecast. Scenario 2A includes the metro corridor between Nigdi and Katraj.
Without Project Scenario do not include the proposed metro extension, viz. PCMC-Nigdi &
Swargate-Katraj. The Nigdi – Katraj metro corridor passes through 20 stations. The proposed
alignment of the metro corridor with all the stations is shown in Table 52 : Adopted Fare.

Metro System Characteristics

The characteristics of the metro system considered for the travel demand modelling are given
below: The adopted fare structure is shown.
• Headway
 Nigdi – Katraj: 2027, 2037, 2047 and 2057 – 3 minutes

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• Seating Capacity – 360

• Crush Capacity – 1574 passengers
Table 52 : Adopted Fare
Fare (Rs.)
Distance (Km)
@ 2018-19 prices
0-2 13
2-4 17
4-6 20
6-9 25
9-12 27
12-15 30
15-18 32
18-21 35
21-24 37
24-27 38
27-30 42
>30 45

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Figure 30. Proposed Alignment: Nigdi - Katraj Metro Corridor

3.11.1 Ridership Assessment for Horizon Year

The estimated peak hour station loads (two-way boarding & alighting) at each of the
metro stations on Nigdi – Katraj Corridor for the horizon years 2027, 2037, 2047 and
2057 for the Scenario 2A are presented in Table 53. The section loads between two
adjacent stations for the horizon years are presented in Table 54.

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Table 53 : Peak Hour Station Loads on Nigdi - Katraj Corridor (Scenario 2A)
SI Boarding Alighting
Station
NO 2027 2037 2047 2057 2027 2037 2047 2057
1 Nigdi 1020 1360 1570 1640 1090 1830 2210 2300
2 Akurdi 1310 1530 1760 1830 1450 2130 2530 2640
3 Chinchwad 1140 1630 1890 1980 1390 2110 2580 2690
4 PCMC 4970 6230 7030 7330 3390 4770 5460 5690
5 Tukaram Nagar 2670 3610 4090 4260 2630 3900 4560 4750
6 Bhosari 3750 4840 5460 5690 3680 4970 5660 5910
7 Kasarwadi 2390 3260 3660 3820 2330 3350 3760 3920
8 Fugewadi 2100 2860 3200 3340 1820 2650 3080 3220
9 Dapodi 4480 5310 5920 6170 4000 5030 5910 6160
10 Bopodi 4420 5370 6100 6370 4380 5510 6360 6640
11 Khadki Station 2140 2780 3090 3220 2370 2980 3420 3560
12 Range Hill 2610 3310 3740 3900 3080 3880 4460 4650
13 Shivaji Nagar 5180 6600 7630 7950 5350 6550 7750 8080
14 Civil Court 7990 10240 11690 12190 8730 11120 12560 13100
15 Budhwar Peth 3570 4550 5400 5630 2860 3660 4330 4510
16 Mandai 2670 3430 4180 4350 2520 3260 3940 4110
17 Swargate 6100 8830 11830 12330 7180 8830 10340 10780
18 Station 1 880 1580 1740 1750 880 1480 1690 1720
19 Station 2 950 1780 1950 2020 1000 1610 1630 1690
20 Station 3 3820 6060 6760 7130 3970 5570 6470 6790
Total 64150 85150 98700 102900 64100 85200 98700 102900

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Table 54 : Peak Hour Section Loads - Nigdi-Katraj Corridor

Forward Reverse
From To
2027 2037 2047 2057 2027 2037 2047 2057
Nigdi Akurdi 1020 1360 1570 1640 1090 1830 2210 2300
Akurdi Chinchwad 2310 2880 3300 3440 2520 3940 4700 4900
Chinchwad PCMC 3280 3950 4470 4660 3750 5490 6560 6840
PCMC Tukaram Nagar 7720 9340 10470 10920 6600 9430 10990 11460
Tukaram 9860 12000 13410 13980 8700 12370 14400 15010
Bhosari
Nagar
Bhosari Kasarwadi 12470 15300 17130 17860 11250 15800 18330 19110
Kasarwadi Fugewadi 13800 17070 19060 19880 12520 17660 20360 21230
Fugewadi Dapodi 15320 18950 21060 21960 13770 19320 22240 23190
Dapodi Bopodi 17060 20910 23210 24200 15020 21020 24380 25420
Bopodi Khadki Station 18030 22150 24700 25760 15960 22390 26120 27240
Khadki Station Range Hill 18070 22320 24880 25940 16230 22760 26630 27770
Range Hill Shivaji Nagar 17740 21970 24550 25600 16380 22980 27020 28170
Shivaji Nagar Civil Court 15910 19940 22240 23190 14730 20890 24840 25900
Civil Court Budhwar Peth 14150 17950 20010 20870 13710 19780 23480 24480
Budhwar Peth Mandai 12450 15840 17870 18630 11290 16770 20260 21130
Mandai Swargate 10110 12960 14760 15390 8820 13720 16920 17640
Swargate Station 1 4370 6020 7010 7310 4160 6790 7680 8010
Station 1 Station 2 4350 5940 6810 7210 4140 6600 7430 7890
Station 2 Station 3 3970 5570 6470 6790 3820 6060 6760 7130
Maximum Section Load (PHPDT) 18070 22320 24880 25940 16380 22980 27020 28170

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The summary of patronage forecast along with peak hour peak direction traffic
(PHPDT) are presented in Table 55.
Table 55 : Summary of Patronage Forecast
Daily Ridership
2027 2037 2047 2057
Nigdi -Katraj 668,000 888,000 1,028,000 1,072,000
Corridor PHPDT
2027 2037 2047 2057
18,070 22,980 27,020 28,170

3.11.2 Incremental Ridership

The implementation of Nigdi – PCMC and Swargate-Katraj metro corridor will increase the
patronage on Phase 1 corridors as well. It is necessary to duly consider the incremental
patronage while doing the train operation plan, rake requirement and O&M. The incremental
daily patronage due to the extension of the corridor, viz. Swargate-Katraj has been estimated
considering the difference in the patronage with Swargate-Katraj Metro Corridors in
comparison to Without the extension corridor and the same is presented in Table 56. The
incremental daily patronage due to Swargate-Katraj & PCMC-Nigdi corridor has been
estimated considering the difference between Nigdi-Katraj Corridor (Phase 2A) and without
these extension corridors is presented in Table 57.
Table 56 : Incremental Daily Patronage due to Swargate-Katraj Corridor
Daily Ridership
Swargate-Katraj Corridor 2027 2037 2047 2057
95,000 158,000 187,000 197,000

Table 57 : Incremental Daily Patronage due to Nigdi-PCMC & Swargate-Katraj Corridor

Daily Ridership
Nigdi - PCMC &
2027 2037 2047 2057
Swargate-Katraj Corridor
128,000 211,000 255,000 269,000

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4. SYSTEM AND TECHNOLOGY SELECTION

4.1 Technology
There are several Mass Transit Systems and Technological options available for public
transport worldwide. Various options available today are described in following sections.

4.1.1 Comparison of public transport systems

Each type of mode is associated with a specific capacity range, expressed in PPHPD. The figure
hereafter shows the relation between mode and capacity (as an indication, it also shows the
relation between mode, capacity, commercial speed and investment costs).

For instance, it can be inferred from the figure hereafter, that heavy metros are recommended
on a corridor when its busiest section has >20,000 PPHPD. On the other hand, for corridors
with PPHPD of 3,000, one may recommend either bus, Bus with a High Level of Service (BHLS),
Streetcar or Urban Tram.

Figure 31. Public transport system comparison graph (6 standees/sq.m.)

(Source: Systra, 2018)

The sections hereafter provide information regarding the characteristics of each mode of
transport. The figures presented are indicative, the values may change a lot depending on the
options taken in the MRT project.

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Note: the distinction between modes is theoretical.

4.1.2 BRT systems

BRT systems can have one-lane in each direction or two-lanes in each direction. The first
configuration offers capacities of up to 15,000 PHPDT for 6 standees/sq.m., 20,000 for 8
standees/sq.m. Systems with two lanes in each direction, such as the Transmilenio in Bogota
(Colombia), can approximately double the capacity to 33,000 PHPDT (6 standees/sq.m.).

BRT is typically provided at grade, but there are examples of both elevated and underground
BRT systems. Providing high capacity by BRT is, however, reliant on operating articulated (or
even bi-articulated) vehicles.

BRT systems are distinct from other bus-based transport systems. The ITDP (Institute for
Transportation & Development Policy) has established a BRT scoring system with multiple
scoring items, which helps to identify the characteristics of BRT systems and their level of
service. These items include notably the BRT basics which includes 5 elements, among which
are the right-of-way and alignment.

According to the ITDP scoring system, in order to be considered as a BRT, a system must:
 be at least 3km long with dedicated bus lanes;
 score 4 or more points in the dedicated right-of-way element;
 score 4 or more points in the busway alignment element;
 score 20 or more points across all five BRT Basics element.
Examples of BRT corridor

Figure 32. Bogota Transmilenion

Figure 33. Transjakarta in Jakarta, Indonesia

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(source : Wikipedia6)

4.1.3 Streetcar

The streetcar system could be defined as a similar mode to the urban tram system but mixed
with traffic. Indeed, the system runs at grade with no significant degree of segregation.

This mode is not the most adapted solution for Pune due to the traffic condition. Moreover,
the commercial speed of this system is low and thus may not be suitable for the corridors.
However, it has been included in this report in order to give a complete picture of the
offer/possibilities.

Example of street car systems:

Figure 34. Toronto streetcar

4.1.4 Urban Tram

Urban Tram systems typically offer capacity for 3,500 to 14,500 PPHPD (6 standees/sq.m.).
They are able of operating in pedestrianized areas as well as along roads (mostly segregated).

Examples of Urban Trams

Figure 35. Grenoble tram, France Barcelona Tram, Spain

(Source: SYSTRA, 2005) (Source: SYSTRA, 2005)

6 By Maxime Lafage - Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=18631356

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4.1.5 LRT systems

LRT systems typically offer capacity for 6,000 to 25,000 PPHPD (6 standees/sq.m.). They have
a dedicated right of way but are usually only partially segregated.
Examples of LRT systems:

Figure 36. Manchester Metro Link

Figure 37. Stuttgart Stadt Bahn, Germany (Source: SYSTRA,2016)

4.1.6 LRT-Train system

LRT-Train systems are systems that are designed to serve dense urban areas where distance
between station is low on the one hand, and less dense areas on the other hand. They allow
for speeds on less dense sections of the line that are higher than standard LRT systems, so
that the offered commercial speed is higher.

Figure 38. Line T4 in Paris (Source : Wikipedia1)

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4.1.7 Light metro

Light metro systems have a typical capacity of 10,000 to 40,000 PHPDT. They run on a
segregated alignment which can be elevated, or underground.
Examples of light metros:

Figure 39. Stuttgart Stadtbahn, Germany Source: SYSTRA, 2016 )

Figure 40. Manchester Metro-Link Source: David Dixon2

4.1.8 Medium metro

A medium metro is a system half-way between light and heavy metro. Its capacity lies between
30,000 PPHPD, and 50,000 PPHPD (6 standees/sq.m.).

Examples of medium metro systems 7

Figure 41. Nippori-Toneri Liner, Tokyo, Japan 3

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Figure 42. Lyon Metro, France (Source Wikipedia2 )

4.1.9 Heavy Metro

A heavy metro is a system that can move more than 40,000 PPHPD (6 standees/sq.m.) and
that runs fully segregated (either elevated or underground). Theoretically some very high
capacity system could reach an operating capacity of 100,000 PPHPD (6 standees/sq.m.). The
PPHPD on Pune Metro Line-1 extension (Nigdi-Katraj) is projected to be 8010 in year 2057.
Hence, choosing this mode will increase the cost of the system without taking advantage of
the high capacity offered by this mode. It is not the most adapted solution for the present
system. However, this mode is included in this report in order to give a complete picture of
the metro offer/possibilities.
Examples of heavy metro systems

Figure 43. : Shanghai Metro, China (Source: Wikipedia 4)

Figure 44. Paris Metro Line14

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4.1.10 Commuter rail

Commuter rail is a system that operates between the city centre and its suburb. Unlike
others, this system has a high distance between its stations and operates following a
schedule.
Examples of commuter rail systems:

Figure 45. Paris RER, France(Source: SYSTRA, 2011) & : Frankfurt S-Bahn, Germany (Source: Wikipedia)

4.1.11 Alternative Options for Lower Ridership Volumes

4.1.11.1 Personal Rapid Transit/ Cable Car

Based on worldwide experience, Light Metro and LRT are feasible solutions for mass transit
at volumes of around 5000 PHPDT or more.

Alternatives to Light Metro or LRT could be considered for the extension, for example
monorail or various forms of Personal Rapid Transit (PRT).

 A PPHPD too high for the people mover option

Typically, PRT vehicles are small in order to provide a personalised service, usually carrying
between two and six passengers. As vehicles are small, infrastructure can be lighter in design.

Although larger vehicles have not so far been used for the limited examples of PRT in current
operation, it might be possible to offer larger vehicles, but this would increase the size and
cost of infrastructure and reduce the benefits of offering a personalised service.

If we assume vehicles carrying as many as 20 passengers (much larger than any application
so far in the world), then 400 departures would be required in the peak hour in 2057, which
does not appear feasible.

4.1.11.2 Monorail

 Monorail, a transport mode that has higher capacity than PRT but has been
mainly developed for other than mass transit so far

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Monorail can accommodate larger volumes of riders than PRT, similar to Light Metro and
LRT, and at similar commercial speeds.

Most Monorail systems in the world have been short-distance lines, often aimed at tourists,
but there are growing applications to mass transit systems (e.g. the Mumbai Monorail can
accommodate over 550 passengers per train).

 Monorail, a system that has cheaper infrastructure than conventional rail-based project

To be suitable for extension line, up to 11860 PHPDT would need to be accommodated by

2057 or beyond- even assuming trains of similar capacity to Mumbai monorail, this could
require at least 15 departures per hour by 2047. Construction requires similar infrastructure
to elevated Light Metro and LRT, although structures typically require less material
compared to an equivalent Light Metro or LRT, without-turn infrastructure costs per km
approximately 25% lower.

 Monorail, a system that lacks flexibility compared to more conventional modes

One major challenge is that monorail systems are less flexible than conventional Metro and
LRT systems, for example switching between tracks requires additional infrastructure than
with steel rails, and ride quality is lower than on steel rails. Evacuation can be more
difficult/dangerous than even elevated conventional rail systems, unless adequate
additional escape routes are built into the infrastructure.

 Lack of diversity in monorail systems suppliers implying potential higher costs and risks

Monorail vehicles are available from only a few suppliers, have less of a successful record of
operation, and are more specialist than Light Metro or LRT vehicles. Consequently, monorail
vehicles are likely to be more expensive than equivalent Light Metro or LRT vehicles, and the
whole operating system would be provided by the vehicle supplier as it is bespoke which would
increase risk and potential cost.

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Different monorail systems are not compatible with each other so that for example, a Hitachi
monorail system will not run with rolling stock from another supplier. If the chosen supplier
decided to end its monorail business line, then the system itself would be threatened (no
possibility to renew rolling stock notably).

Timelines for completing systems of similar length to that proposed for extension appear to
be similar for monorail and conventional rail-based systems (e.g. Mumbai Monorail five
years to opening of first section; five years for São Paulo monorail line 15).

4.2 Mode Selection

Pune is a growing city with high potential of economic activity and population growth.
Commuting for day to day business and personal reasons results in to high passenger traffic
and congestion on roads. Therefore, Phase-I of Pune Metro is already approved by
Government and is currently under construction phase. Following this development, there is
a demand for extension of Phase-I corridor from Swargate to Katraj.

The objective of Mass Transportation systems should be to provide high mobility, freedom
and comfort at optimum cost, keeping safety and security of passengers on high priority.
Mode change over a trip should be minimized to avoid passenger discomfort. The system and
technological option should be selected keeping long term demand in view.

Phase-I of Pune Metro is designed and implemented as a medium metro. Based on worldwide
experience, a medium metro is a system half-way between light and heavy metro. Its capacity
is around 30,000 PPHPD (6 standees/sq.m.) or more.
While projections of demand for the Swargate to Katraj extension show maximum PHPDT to
be around 8010 in 2057 in section Swargate station to Station 1 (Near Market Yard, Gultekdi)
and beyond, PHPDT for corridor-1 with extension in Nigdi-Swargate section, is projected
around 18070 in 2037 and 28170 in 2057. PHPDT criteria indicates that Light Metro, LRT, BRT,
Street-car, Urban Tram, monorail are feasible solutions for mass transit at volumes of around
10,000 to 15,000 PHPDT or more should satisfy projected traffic demand reasonably.

Feasible alternatives (e.g. Monorail) offer limited advantages and are unlikely to be delivered
any faster than Light Metro or LRT. Ensuring compatibility across the whole network should
offer economies of scale (both in capital expenditure – such as sharing depots – and in
operating expenditure – sharing maintenance, staff, rolling stock, etc).

Considering the above factors and systems options, it is concluded that an extension of Phase-
1A corriodor-1 (Nigdi-Swargate) from swargate to Katraj provides a suitable Mass Rapid
Transit System (MRTS) option to public in the area of extension and beyond. It will connect
public in and around the area of Swargate to Katraj to the core area of city and can act as
catalyst for further growth in this area.

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4.3 System Specification to be adopted for corridor

Phase-I of Pune Metro including Line-1 is already under construction phase after due
deliberation for system selection. Its extension from Swargate to Katraj is small stretch which
should be planned with system specification similar to Phase-I to ensure uniformity and
compatibility. However, improvement in design may be incorporated during implementation
phase based on learnings from Phase-I implementation.

The Metro system proposed for Pune Metro is recommended with system specifications
described in following sub-sections. Refer relevant sub-system chapters for detailed
specification.

4.3.1 Permanent Way

Choice of Gauge : Standard Gauge (1435mm) is generally adopted for metro railways world-
over. During the last decade, most of the new metros, constructed in various cities of the
world have gone for Standard Gauge even though the national gauge for main-lines in some
of the cases was different from Standard Gauge.

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 requires minimum 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.

The proposed Track specification are further detailed in Chapter 5

4.3.2 Rolling Stock

Rolling Stock proposed for the corridor will be similar to Phase-1. The specifications of the
rolling stock and its procurement may be decided on the basis of the project implementation
mechanism. 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

The controlling criteria are reliability, low energy consumption, lightweight and high efficiency
leading to lower annualized cost of service.

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The proposed Rolling Stock specification are further detailed in Chapter 11.

4.3.3 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 (750 V DC third rail in Kolkata & Bangalore Metro, 1500V DC catenary
in Mumbai suburban of Central & Western Railways and 25 kV AC catenary in Delhi, Jaipur,
Chennai, Hyderabad Metro & Indian Railways). 1500 V DC system of Central and Western
Railways in Mumbai suburban is currently being converted to 25 kV AC to meet increase traffic
demand.

The 25kV AC overhead catenary system is being provided on the phase-I corridor of Pune
Metro. Thus, to ensure consistency with the existing system, 25kV AC overhead catenary
system is proposed for the extension.

The proposed Traction system specification are further detailed in Chapter 12.

4.3.4 Signalling System

Signalling & Train Control system for Pune Metro Phase-I is proposed for design headway of
90 seconds so as to meet sustained train operation at up to 2 minutes interval during peak
hours. The proposed system shall be compatible with the existing Phase-I system for seamless
operation & maintenance. Therefore, these requirements of the metro are planned to be
achieved by adopting a State of art Communication based Train Control System. This will
enable running of optimum train services meeting traffic requirements in the most efficient
and cost-effective way. The Signalling & Train Control system will ensure: 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.
 Provide 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.
 Moving block feature shall provide enhancement of headway.
 Increase 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 stocks.

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 Improve maintenance of Signalling and Telecommunication equipments by monitoring

system status of trackside and train born equipments and enabling preventive
maintenance.

The proposed Signalling system specification are further detailed in Chapter 6.

4.3.5 Telecommunication

The telecommunication system acts as the communication backbone for Signalling and other
systems and provides telecommunication services to meet operational and administrative
requirements of metro network. The proposed system shall be compatible with the existing
Pune Metro Phase-I system for seamless operation & maintenance.

The proposed telecom system and transmission media will have following systems:

 Optical Fibre Cable

 Telephone Exchange
 Mobile Radio Communication
 Public Address System
 Centralized Clock System
 Passenger Information System
 Close Circuit Television
 Central Voice Recording System (CVRS)
 Access Control
 Network Monitoring and Management and
 Forensic Debriefing Analysis and Cyber Security System

The proposed Telecommunication system specification are further detailed in Chapter 9.

4.3.6 Fare Collection System

Mass Rapid Transit Systems handle a 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, easy on accounting facilities,
capable of issuing single/multiple journey tickets, amenable for quick fare changes and require
overall lesser manpower. Automatic fare collection system meets these requirements.

Keeping in view Metro Railways Automatic Fare Collection System and the fact that
Contactless card/ token technology proves to be cheaper than magnetic technology in life
cycle cost due to reduced maintenance as it has less wear and tear and is less prone to dusty
environment, computer based automatic fare collection system with contactless smart
token/card type ticketing is obvious choice.

The proposed system shall be compatible with the existing Pune Metro Phase-I system for
seamless operation & maintenance.

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The System shall be capable for open loop transactions as well to further integrate the mobility
solution with the advancements in technology and to allow for seamless transition from
dedicated cards to common multi-use stored value fare media that can be used for financial
transactions such as making purchases at shops etc. as well as a fare media in the system.

To accommodate the same the system shall conform to the following standards as a minimum:

1 EMV (Euro Mastercard Visa)

2 PCI-DSS (Payment card Industry / Data Security Standard)

3 ISO-IEC 14443

The system shall be of open architecture to allow for the integration of multiple fare products
and shall be capable of interfacing with cards from different vendors. Additionally, the system
shall not be proprietary as far as possible to allow multiple types of fare media from multiple
sources to be integrated into the system.

The proposed system shall offer high fare revenue protection and minimize fare revenue
evasion and fare related fraudulent activities. The system shall be capable of detecting any
irregularity and allow the authority to take action to correct the same.

The proposed AFC system specification are further detailed in Chapter 10.

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5. CIVIL ENGINEERING AND ALIGNMENT DETAILS

5.1 Alignment Description
5.1.1 Site appreciation and reconnaissance survey

With a view of examining the alignment proposals on ground, joint inspection visits were
organised from March to May 2018. After that the detailed investigation as per TOR are being
carried out as a routine manner.

Teams of experts from Signalling, Traffic, Alignment, Geo-tech, Structure, Hydrology, R & R
and Environment disciplines were deployed.

With an aim of assessment and appreciation of the existing condition/characteristics of the

project stretch in terms of traffic, geometry, pavement, structures, social and environmental
concerns and safety issues, the key professionals of the consultants carried out the
reconnaissance survey during the above said period.

This team was equipped with handheld GPS units loaded with the alignment proposals, KM-
marks and other salient points so as to navigate to the correct positions on ground, measure
distances between salient points and to record new points of interest. Important locations
traced on ground with help of GPS were correlated with that on alignment plans. All points of
interest were observed in depth and discussed with experts of various disciplines in detail at
site.

During reconnaissance, all the important technical site information was collected. The
secondary data for some stretches were collected during the period. Photographs of
important features of whole project corridor are captured. Necessary modifications/detours
requested by the site conditions were also recorded for implementations in the alignment
design.

Detailed Road Inventory, condition survey and investigation has been conducted. Route
alignment option studies

5.1.1.1 General overview of corridor

The following three lines in this Pune MRTS projects are under purview of the DPR Study:

Name of line Origin-Destination Route km No. of stations

Phase 1A PCMC to Nigdi 4.413 3

Phase 2A Swargate to Katraj 5.464 3
Phase 2B Nashik Phata to Chakan 23.18 13

Proposed Corridors comprise of 16 elevated and 3 Underground stations.

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Out of the three designated corridors, two are extensions of under construction PCMC to
Swargate (North South) line 1 of Pune Metro Phase 1. The line 1 of Pune metro rail project
which passes across the middle of Pune city and runs in North-South direction, originating
from Pimpri Chinchwad (PCMC) in North and terminating at Swargate in South:

 The Corridor 1A is extension of the same line on Northwards, from PCMC to Nigdi (Near
Bhakti Shakti Chowk);
 Corridor 2A i.e. extension corridor starts from Swargate, moves southward to reach
Katraj;
 Corridor 2B is a new line, which is along Nashik Highway, connecting the under-
construction Nashik Phata to the fast developing Chakan towards North-Eastern side.

Figure 46. Pune Metro Phase II with stations locations

(Source: Google Maps and Systra, 2018)

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This report deals with corridor 2A only and the next section presents the alignment options
considered on this corridor.

5.1.1.1.1 Line 1 extension-Corridor 2A : Swargate to Katraj

Extension of line 1 towards Katraj starts from Southern end of the under-construction line 1
of Phase 1 and follows the corridor along Pune Satara in general.

The most part of the corridor runs under the Pune - Satara corridor and at one locations
alignment runs along the left side of the road (when travelling from Swargate towards Katraj).
Such deviation in alignment is chosen because there is a road flyover along the highway.

The terminal station i.e. Katraj is proposed near at Katraj – Dehu Road , which is on the
opposite side of Rajiv Gandhi National Park in Katraj.

Figure 47. Corridor 2A – Swargate to Katraj Analysis of corridor options

(Source: Google Earth and Systra, 2019)

The end of chainage of line 1, Phase 1 (PCMC- Swargate) is 16815.290 and the end of chainage
of corridor 2A (Swargate to Katraj) is 22282.933 for north bound track and 16821.530 and
22282.848 as start and end chainage for south bound track. Thus, total length of corridor is
5.464 km, which is fully underground. Station – Near Padmavati has been proposed on the
south side of road, whereas Station – Near Market Yard and Katraj Station has been proposed
on the median of the road (when travelling from Swargate to Katraj). This is due non-

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availability of land at the respective locations. Scissor Crossover has been planned just before
the terminal station i.e. Katraj Station, at chainage 21625.754 to 21765.705 and 21630.697 to
21770.632 on North Bound track and South Bound track respectively. Permanent Speed
restriction of 25kmph, 15kmph and 5kmph may be required to be imposed progressively for
safe degraded operation. Length of alignment post terminal station is 349.459m for North
bound track and 364.625m for South bound track.

Design Norms
5.2.1 Alignment definition

This chapter deals with geometrical standards adopted for horizontal and vertical alignments,
route description, etc. The proposed corridors under Pune MRTS network will consist of
Standard Gauge (SG) lines.

The geometrical design norms are based on international practices adopted for similar
systems with standard gauge on the assumption that the maximum permissible speed on the
section is limited to 80 kmph. Planning for any higher speed is not desirable as the shorter
inter station distance will not lead to significant difference in running time.

The underground tracks will be carried on two parallel tunnels, generally spaced at constant
centre to centre distance of 15.35m. The horizontal alignment and vertical alignment are
dictated to a large extent by the geometry of the road and ground levels followed by the
alignment.

5.2.2 Rolling stock assumptions for alignment study

The conditions of implementation of the MRT system, partly at-grade & partly elevated
without impacting the space given to road vehicle circulations command the choice of a rail
based MRT system rather than a BRT. Therefore, assumptions of MRT rolling stock had been
used for the alignment studies and are detailed in Chapter 11 Rolling stock.

5.2.3 Geometric design parameters

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.

5.2.4 Horizontal alignment

As far as possible, the alignment follows the existing roads. This leads to introduction of
horizontal curves. The criteria for designing horizontal curves are detailed next.

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5.2.5 Transition Curves

It is necessary to provide transition curves at both ends of the circular curves for smooth riding
on the curves and to counter act centrifugal force. Due to change in gradients at various
locations in the corridor, it is necessary to provide frequent vertical curves along the
alignment. 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 at certain
locations. 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 25m or nil;
 Minimum curve length between two transition curves: 25 m.

Assumptions

Track gauge (between interior rails) 1435mm

Spacing of rail lines (between axes of rails) 1507mm

Maximum design speed* 90 km/h

Maximum operating speed* 80 km/h

Note*: This maximum design speed is applicable for the straight and the flatter curved
alignment, which covers most of the alignment. However, in curves sharper than 1000m
radius, suitable speed restriction shall be applicable, which may be optimized for higher speed
based on final survey details available.

For any consecutive circular curves with opposite direction of curvature, the length of straight
track between the ends of the curves or of the transitions where these are required shall be
not less than 25m. When it is not possible to provide a straight portion of 25m, no straight
portion shall be provided, and the transitions extended accordingly. The rate of change of cant
and versine over both transitions shall be kept the same in such cases.

Transition curves will not normally be required between different radii of a compound curve
where the change of radius of curvature does not exceed 15% of the smaller radius and
provided that the cant deficiency and/or cant excess criteria are not exceeded for either curve.

Where a compound curve is employed with a change of radius greater than 15% of the smaller
radius, or where the cant deficiency or cant excess criteria necessitates a change in cant
between the circular curves, a suitable transition curve shall be interposed between the two

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parts of the curve. The length of such a transition shall be equal to the difference between the
required transition lengths at each end of the curve.

When the actual shift of any calculated transition curve would be less than 10mm the actual
transition curve may be omitted. In this case, the required change of cant shall take place over
the calculated length of the transition, or 25 m whichever is the greater, and in the same
location as if the transition had been provided.

In general, for all running and depot lines transition curves shall be provided wherever
possible between a circular curve and adjoining straight, between the different radii of a
compound curve and at the adjoining ends of circular curves forming reverse curves.
Transition curves are not required in sidings.

Applied cant shall be specified to the nearest millimetre for concrete track and to the nearest
5 mm for ballasted track.

Track at terminus stations shall continue past the end of the platforms by 25 metres where
stabling or refuge tracks are not required. Minimum radius in station must not be less than
1000m.

Whenever possible the track shall be straight throughout the length of the stations. The
presence of external restrains may necessitate limited encroachment of transition curves at
station ends but this shall be avoided whenever possible. Where encroachment is unavoidable
this shall be limited such that the vehicle throw does not affect the platform nosing clearance.

5.2.6 Design value

Table 58: Design Values Summary

requirements to comply with

theoretical
Parameters project’s
formulae limiting
preferential
Theoretical equilibrium cant 11.8V2/R 225 mm 195mm

Cant 125 mm 110mm

Cant deficiency 100 mm 85mm

Cant Gradient (geometrical ≤ 1 in 500 ≤ 1 in 750

variation of the cant)
Rate of change of cant 55 mm / s 35 mm / s

Rate of change of cant deficiency 55 mm / s 35 mm / s

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requirements to comply with

theoretical
Parameters project’s
formulae limiting
preferential
Minimum radius in Running Track 120 m 225 m

Minimum radius in Depot 100 m 190 m

Length of pure circular arc between 25 m 50 m

transitions
Length of Transition or Tangent 15 m 25 m
Length
Minimum length of straight 25m or 0m 25m
between reverse direction curves

5.2.7 Vertical Alignment

Vertical curves shall wherever possible be positioned such that coincidence with horizontal
transitions is avoided. Where such coincidence is unavoidable, the largest practicable vertical
curve radius shall be employed.

Vertical curves shall, for each location, be selected on the basis of the largest practicable
vertical curve radius subject to the following limit:

 Minimum desirable radius 2500 m

 Absolute Minimum Radius 1500 m

The length of constant grade between consecutive vertical curves shall be as follows:

 Desirable minimum 50 m
 Absolute minimum 25 m

At point and crossing work, vertical curves shall not coincide with any part of the overall length
of switches or of cast crossings. At other point and crossing work vertical curves shall be
avoided whenever possible. Where they cannot be avoided the vertical curve radius shall be
3000 m or more.

At station ends, the tangent point of the vertical curve shall be permitted to encroach within
the length of the platform to a limited extent. This length of encroachment shall be such that
the vertical offset of the curve from the station gradient at the platform end shall not exceed
15mm.

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5.2.8 Gradient

For running lines, the desirable maximum gradient shall be 3% and where unavoidable shall
be 4%. Where gradients of 1% or less are used they may be unrestricted in length. Gradients
above 3.0% shall be kept as short as possible.

At stations, the track shall be level or of constant gradient not steeper than 0.2% throughout
the platform length except for the limited lengths of vertical curves as specified in relevant
clause under Vertical Alignment.

A drainage gradient shall be provided for all tunnel, other than at stations, as follows :

 Desirable minimum 0.5%

 Absolute minimum 0.25%

Sidings shall be level or shall fall away from the main line switch at a gradient not exceeding
0.25%. Train berths shall be level or shall fall towards the buffer stops at a gradient not
exceeding 0.25%.

5.2.9 Levels

All levels shall be quoted in metres correct to three decimal places and shall be above mean
sea level (MSL).

Rail level on canted track will refer to the level of the running edge of the lower rail.

5.2.10 Points and crossings

Whenever possible, points and crossing work shall not coincide with vertically or horizontally
curved track.

Where it is not possible to avoid coincidence with vertical curves the switches and stock rails
shall not be laid on vertical curves.

Points and crossing work shall not coincide with horizontal transitions.

No part of the switches switch operating gear or crossing nose shall be over a structural
movement joint.

In case of unavoidable circumstances, if the coincidence with horizontal curve cannot be

avoided, the same may be laid in curve having radius greater than 1000m with cant applied
made zero.

Generally, 1 in 9 turnouts with 300m Radius (1 in 9 R300) is to be adopted in Main Line and 1
in 7 turnouts with 190m Radius (1 in 7 R190) is to be adopted in depot tracks.

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5.2.10.1 Scissors crossovers

Scissors crossovers shall be based on a transitioned crossover with vertical rails.

The switch points and turnout radius shall be standard UIC or approved equivalent, designed
to accommodate a minimum operational speed of 40 km/hr.

5.2.10.2 Turnouts

Turnouts shall be based on a transitioned turnout with vertical rails.

 The speed through the turnout shall be 50 km/hr.

 Operational speed in the depot shall be 25 km/hr.

5.2.11 Stations 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 the locations where maximum commuter travel. Further
detail on stations locations is provided in the Station Planning chapter - 6 of this report.

5.2.12 Track structure

Track on MRT 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 MRT systems should
be long lasting and should require minimum 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.

Two types of track structures are proposed for the corridors under Pune MRT network. The
normal ballasted track in depot (except inside the workshops, inspection lines and washing
plant lines). The ballastless track is recommended on viaducts as the regular cleaning and
replacement of ballast at such locations will not be possible. For the depots, ballasted track is
recommended as ballastless track on formation is not suitable due to settlement of
formations. Ballastless track in depot is required inside the workshop, on inspection lines and
washing plant lines.

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 (Long Welded Rail)/CWR (Continuous Welded Rail).

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.

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5.2.13 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. For the
depot lines, the rails of grade 880 are recommended.

5.2.14 Ballastless track on main lines

Inside the tunnel, it is proposed to adopt slab type ballastless track structure.

5.2.15 Ballasted track in depot

The ballasted track in depot may be of the following types:

 Supported on steel pedestal for inspection lines;
 Embedded rail type inside the workshop;
 Plinth type for washing line;
 Track is to be laid on PSC sleepers with sleeper spacing of 65 cm;
 All the rails are to be converted into rail panels by doing flash butt/alumino thermic
welding.

5.2.16 Buffer stops

On main lines and depot lines, friction buffer stops with mechanical impact absorption (non-
hydraulic type) will be provided.

In underground portion, the spans on which friction buffer stops are to be installed will be
designed for an additional longitudinal force, which is likely to be transmitted in case of Rolling
Stock hits, the friction Buffer Stops.

5.2.17 Rail Structure Interaction

For continuing LWR (Long Welded Rail)/CWR (Continuous Welded Rail) on viaducts, the
elevated structures will 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) required to be provided.

Geometric Design of Corridor including plan/profile

Enclosed

5.4 Conclusion
The alignment options discussed and finalized in the Technical Expert Committee Meeting dt.
20th June, 2019 with the following amendments/conclusions :

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1. The alignment is designed under the road median throughout the length to minimise
the effect on the inhabited area, except at the locations where existing flyover is
present at the road center. At this location, the alignment is taken beside the flyover
with one tunnel under building and the other one under service road to avoid any risk
of demolishing part of flyover in case of infringment of TBM with the pier foundation
of the flyover during tunnelling works, which may have to be dealt with demolition of
the Flyover.
The alignment is planned such that any eventual defect in TBM does not hamper the
traffic movement on the flyover and can be rectified in-situ.
2. The alignment shifts at the road median just after the end of flyover and follows the
road median throughout the length.
3. As suggested, all the stations are proposed under the road median, except station 2
Padamavati.
4. Station 3 Near Bharti Vidyapith has been eliminated from the alignment finalization ,
in order to bring down the vertical gradient to below 3% between the 2 adjacent
stations (Padmavati and Near Katraj) and Project cost.
5. In doing so, the interstation distance between station 2 and 3 worked out to be 2.29km
, which brings out the requirement of a ventilation shaft between these stations, as
per the NFPA codal provisions.

5.5 Geotechnical Investigations

5.5.1 General geology & characteristics
5.5.1.1 Location

The rail corridor which has been identified as potential MRT corridor runs through the Pune
Metropolitan city & Pune Municipal Area (PMC).

The proposed corridors 2A, covers the distance of 5.464 km of main alignment which run
along the road. The proposed section from Swargate to Katraj is completely underground.

Geotechnical investigations have been carried out along the proposed corridor including to
determine the strata, depth of foundation and safe bearing capacity of foundations required
for the above proposed metro corridors.

5.5.1.2 Physiography & Climate

Pune District is in the western part of Maharashtra. It is bounded by Thane District to the
northwest, Raigad District to the west, Satara District to the south, Solapur District to the
southeast, and Ahmednagar District to the north and northeast.

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Pune district lies in the Western Ghats or Sahyadri mountain range and it extends on to the
Deccan Plateau on the east. Pune stands on the leeward side of the Western Ghats. Pune is at
an altitude of 559m (1863 ft.).

Pune city has assessed in seismic Zone 3. The temperature ranges from 5°C to 40°C. The city
gets an average yearly rainfall of 772mm.

5.5.1.3 Geotechnical Characteristics

A total of 9 boreholes were drilled for the corridor Phase 2A from Swargate to Katraj section.
Boreholes were drilled from depth 12.0m to 30.0m below ground level. The details of
boreholes along the section is given below,
Table 59 : Details of boreholes along the section
Water Table below
Borehole No. Borehole Location
ground level (m)
BH-1 Corner of Swargate Stand Nil
BH-2 Parvati Industrial Estate 6.5
BH-3 Near Walwekar Lawns 17.0
BH-4 Near Nimantran Hotels 4.0
BH-5 Near Anil Optic Bibwewadi Road 5.0
BH-6 Near K.K.Market 6.5
BH-7 Near Vishweshawar Bank 2.0
BH-8 Dhankawade Patil Society 6.5
BH-9 Rajiv Gandhi Zoological Park 3.0

The geological stratum for this site is majorly categorized in 2 stratum as shown in table below.
Table 60 Summary of geological units
Soil Type Stratum Description
Filled up & Silty Clay/Silty Sand/Sandy Silty/Sandy
SOIL Stratum – 1
Clay (CI & CH/SM/SP/SC)
Completely to Moderately weathered basalt
ROCK Stratum – 2
Rock

Stratum-1 SOIL: This layer is majorly encountered at top of the ground and underlain by
Completely weathered basalt rock/Moderately weathered basalt rock. Filled up soil is majorly
encountered at top layer varying from 1.0m to 2.0m thickness below that silty clay/silty sand
layer is present. This Soil stratum is available varying from 1.0m to 5.0m depth below ground
level.

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Stratum-2 ROCK: Completely to Moderately weathered basalt rock is available below soil
stratum. This layer is encountered at the shallow depth of 1.0m to 2.0m from boreholes BH-
2, BH-4, BH-7, BH-8 & BH-9.

5.6 Civil Engineering

5.6.1 Construction of Tunnels for Underground Alignment

For underground alignment, tunnelling arrangements are decided based upon following
objectives: -

 Minimization of the surface settlement to maintain all metropolitan activities without

adverse effect.
 Expeditious tunnel execution to minimize duration and space of the surface effects
due to tunnelling.
 Economy in tunnelling costs.

To achieve the above-mentioned objectives, use of Tunnel Boring Machine (TBM) is the prime
method of tunnelling. Locations where deployment of TBM is not possible (tunnelling of short
length, cross passages, underground stations which are not possible by cut and cover method
etc.) are tackled by NATM method.

5.6.2 Selection of TBM

Choice of appropriate TBM depends upon the detailed geological studies and soil conditions.
In the rocky strata, heavy disc cutters are required in the cutter head, whereas for excavating
soft soils, scrappers are required in the cutter head. In mixed soil conditions, the TBM should
be capable of excavating soils and rocks both, hence combination of scrappers and disc cutters
shall be used under such situations.

The most important issues to be addressed in selecting a Shield tunnelling method are

 face stability and

 minimum displacement/settlement of ground and structures.

Suitable TBM for this project shall be the mixed shield can be run in open or closed mode as per
geology. The Closed type TBM shall further be categorized as Earth- Pressure Balanced (EPB) TBM
and Slurry type TBM. EPB shall be further categorized into Earth-pressure type TBM and Mud-
pressure type TBM.

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Figure 48. Typical Twin Tunnel Arrangement

5.6.2.1 Earth-pressure type TBM

The Earth-pressure type TBM is suitable for certain types of soil that can be directly fluidized.
Fluidized soil fills the cutter chamber and the screw conveyor is used for discharge of muck,
thereby keeping the cut face stable. The shield machine can simultaneously excavate soil
during shield advance, so not only is the face well stabilized, but also the effects on the
surrounding ground are minimized.

Figure 49. Typical Twin Tunnel Arrangement

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5.6.2.2 Mud-pressure type TBM

The TBM turns the excavated soil into mud pressure and holds it under soil pressure to
stabilize the cutting face, efficient to ground that is high in sand content and low in fluidity
through the addition of water, mud, and additives. It is applicable to a large range of soils,
including soft ground with low solidity such as alluvial sand/gravel, sand, silt and clay, alluvial
deposits, and alternating hard and soft soil layers. The only limitation is that the soil discharge
screw conveyor is unable to operate when the ground has high hydrostatic pressure. For this
reason, it is necessary to closely study the soil properties before implementation.

5.6.2.3 Slurry type TBM

Slurry type TBM (Air tunnel-boring machine) is used for tunnel-boring in highly permeable
unstable terrain, or under civilian structures sensitive to ground disturbances.

When digging in highly unstable or liquid terrain, the pressure exerted by the terrain is directly
governed by the depth at which digging is performed. It is therefore necessary to balance the
pressure exerted by the terrain: the front shield of the Slurry TBM is filled with excavated
material, with the exception of one air-filled part. The pressure within this air bubble is subject
to fine control. Bentonite injection waterproofs the working face and improves its resistance.

5.6.2.3.1 Proposed Dimensions

DIMENSIONS OF TBM
Parameter Proposed dimension
Tunnel internal diameter 5800 mm

Tunnel external diameter 6350 mm

Tunnel excavation diameter 6700 mm
TBM cutter head diameter 6770 mm

Number of segments/rings 5 + 1 Key

Width of segments 1.2m/1.4m/1.5m
Thickness of segments 275 mm
Weight to segments
Normal segments Approx. 3.0 T each Key
segment 1 T
Grade of concrete M - 45

5.6.3 Sequence of Tunnelling by TBM

In the underground stretch of 5.464 km, Three UG stations are proposed i.e. Market Yard near
Gultekdi, Padamavati and Katraj. Tentative arrangement for TBM movement is attached in
Exhibit 1 at the end of the chapter. TBM will be launched from launching shaft. TBM is

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dragged in station area or is retrieved for one end of station and continues from other side of
station. Ground settlement analysis and monitoring is required during the tunnelling using
TBM. Two separate tunnels are constructed by two different TBM. Depending upon the
soil/rock strata, suitable type of TBM shall be used for tunnelling.

5.6.3.1 Pre-Assembly Activities

The following construction sequence is necessary before assembly of TBM can be taken up:

1) Construction of Head Wall & Installation of rubber seal ring

This is a concrete structure designed to hold the main frame of the Entrance ring of TBM and
prevent water and slurry flowing into the shaft during the assembly and operation of the TBM.
Rubber Seal (25 mm thick) and seal retainers keep full contact with the shield TBM. Three air
ventilation tubes are installed near the tunnel crown and one at the invert, to release the air,
when the void is being filled with grout while launching the TBM. These can also be used for
grouting.

2) Construction of Cradle

This is a Pre-fabricated steel structure over which the TBM is assembled in– situ. This also acts as
guide to help TBM oriented in the required direction, while in operation. After the TBM becomes
operational, the cradle will be carefully dismantled so that the same material can be used at
different shaft.

3) Construction of Reaction Frame

This is a steel structure consisting of the frame and supports, which is fixed to the shaft floor and
is designed to safely bear the thrust applied by the TBM during its working (force required by the
cutting edge). The machine is to be assembled in- situ on a platform called Cradle and a Reaction
frame is to be constructed in advance to bear the reaction of the force exerted by the main drive
of the TBM for cutting the rock. Once the TBM becomes operational, the steel work in the Reaction
Frame will be carefully dismantled as the same material is to be used repeatedly at subsequent
assemblies at different sites.

5.6.3.2 Assembly of TBM

After the Head Wall, Entrance ring, Cradle, Reaction Frames are constructed, and other
preparatory works are completed, the TBM can be assembled in-situ in a launching chamber
on the cradle and launched for tunnelling.

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Figure 50. Launching Chamber

Figure 51. Report for Chennai Metro Rail Phase-II Corridors

Following steps are involved in the assembly of TBM:

1) Lowering of the shield,

2) Lowering of Cutter Head and fixing the same to the shield,
3) Fixing Segment erector and screw conveyor erection,
4) Lowering and Assembly of back up gantries.

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Figure 52. Erector, Screw Conveyor & Backup System

It takes about three-four weeks each for completing the preparatory work and actual
assembly of TBM in position, before it could be launched.

Figure 53. Main Shield Erection

The cradle and the reaction Frames are specially designed for every situation depending upon
the machine characteristics and the ground characteristics. Cranes will be required for
assembling and shifting the TBM.

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5.6.3.3 Excavation

A belt weighing device will be included on conveyor belt. This measures the weight of the
excavated material as it is transported on the conveyor belt.

Figure 54. Excavation

5.6.3.4 Ring Erection

As the machine advances, the construction of the permanent lining takes place behind the
excavation face of the machine and typically consists of 6 segments which makes one ring.

Figure 55. Ring Segment

5.6.3.5 Settlement Control

Settlement is primary caused by over excavation by TBM and the failure to fill annular voids
behind the segments. To prevent over excavation during the TBM drives, the following actions
shall be carried out: -

 Surface monitoring scheme to be agreed and installed prior to TBM launch.

 Provision of belt weighing device to measure excavated material weight.

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 Ground treatment of launch area & receiving area (if required)

 Display in TBM drivers cabin to show actual excavated volume vs. theoretical
excavated volume in real time. Data to be recorded by TBM data logger.

To ensure settlement do not occur due to the annulus ring not being filled by grout, the
following actions will be carried out:

 Grouting system based on pressure control.

 Recording of grout volumes & pressure by TBM data logger.
 Tabulation of grout volumes to be done weekly showing running 10 ring averages.
Grout pressure will be adjusted as necessary.

The above actions should ensure that all annular voids are filled during the initial drive, thereby
controlling settlement caused by poor grouting practices.

5.6.3.6 Grouting and Waterproofing

After ring installation, theoretical void distance between the excavated radius and the
external radius of the precast ring needs to be filled up. Grouting fills the voids and it also
controls the ground settlement. Grouting pressure is calculated on the basis of overburden
pressure. Structures shall be watertight if the leakage does not exceed 5 ml/m2/hour. Inside
surface above the spring line of the tunnel shall always be kept in dry condition.

5.6.3.6.1 Cavity grouting of segmental lining

Cavity grout shall be executed during the tunnelling in order to:

 Secure the waterproofing of the tunnel

 Maintain the tunnel ring shape
 Limit the surface settlement
 Distribute ground pressures evenly onto the lining

The grouting can be distinguished into two types. These are single compound type and the two
compounds type. The hardening time of the one compound type is relatively slow, and its
strength is also low. On the other hand, it is relatively easy for the two compounds type to adjust
the hardening time and strength. Hence, it is recommended to use the two compounds type
for the cavity grout.

The two compounds type is further distinguished into two types - liquid type and plastic type.
The liquid type can be sometime diluted by the underground water and is segregated. However,
the plastic type is changed instantly into gel and is kept very stable until it gets its own strength.
Thus, plastic type grout shall be recommended. The major materials of the liquid-A for the plastic
type are mainly cement, fly-ash and bentonite. And the major material of the liquid-B for the
plastic type is sodium silicate.

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Primary grouting is the initial cavity grouting, which is applied simultaneously or immediately
after a unit of lining has been built. Where primary grouting does not completely fill all the
cavities, secondary grouting shall be carried out. Primary grouting shall be undertaken at a
pressure sufficient to place the grout properly but not greater than 1 bar above the prevailing
hydrostatic pressure at the location of grouting. Primary grouting shall be timed so as to
minimize ground movement and be injected through grout holes provided in the linings or via
shield tail skin injection pipes.

Secondary grouting shall be undertaken in selected rings by means of removing grout plugs from
the tunnel lining and drilling a hole to the back of the existing grout. Secondary grouting is the re-
grouting of lining and shall be completed as soon as practicable but within 14 days of the primary
grouting, or when the face has advanced 50 m from the location of primary grouting, whichever
first occurs. Secondary grouting shall be at a pressure consistent with filling all voids. Automatic
grouting system as TBM advances shall be equipped.

5.6.3.6.2 Segment Gasket

It is recommended to apply the three layers of gasket to the perimeter of the segment. The
materials for the gasket are mainly distinguished into chloroprene rubber type and natural
rubber type. It should be tested for durability and water swelling ratio before using. The
natural rubber type is suitable for the tunnel under high water pressure and the chloroprene
rubber type is suitable for the tunnel under low water pressure.

 Gaskets shall be fitted into the grooves provided in the edges of the segment to be
sealed in the manner recommended by the gasket manufacturer. The gasket
dimensions shall match the groove width, subject to the specified tolerance.
 Sealing strips of the hydrophilic or gasket type, or a combination of the two, shall be
provided at all faces between segments to provide a seal against ingress of ground
water. Gaskets must be capable of withstanding the anticipated water pressure when
in use in the tunnel. Test certificates or other information shall be provided to
demonstrate this capability.
 Elastomeric gasket materials shall comply with the requirements of BS 2494, including
resistance to chemical attack and microbiological degradation.
 Immediately prior to the erection of a gasketed segment, the gasket shall be checked
for cleanliness and position. The gasket shall be lubricated as recommended by the
gasket manufacturer.

5.6.3.7 TBM in Station Area

Cradle will be installed to drag the TBM in station area and again drive to the other end of the
station by cutting Head wall. One end of the station is receiving chamber and the other end is
launching chamber

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Figure 56. TBM Through the Diaphragm Wall

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Figure 57. TBM Through the Diaphragm Wall

5.6.4 New Austrian Tunnelling Method (NATM)

The term New Austrian Tunnelling Method, popularly known as NATM, was first used by Mr.
Rabcewicz in 1962. This method has been evolved as a result of experience gained in Austrian
Alpine tunnelling condition. The first use of NATM in soft ground tunnelling is done in
Frankfurt metro in 1969. The basic aim of NATM is for getting stable and economic tunnel
support systems. Providing flexible primary lining in shape of shotcrete, wire mesh, rock bolts,
lattice girder. In case of weaker rock mass, the use of pipe forepole/pipe roofing is also
resorted for crown support, which in turn leads to less over-break as well as ensure safety
during the execution. The main aspect of the approach is dynamic design based on rock mass
classification as well as the in-situ deformation observed. This method has been very useful in
complex diversified geological condition where forecasting of the rock mass is difficult due to
rapidly changing geology.

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Figure 58. NATM Method

5.6.4.1 Cross Passage

It is recommended to follow NFPA 130, which is an international standard for the underground
structures. Cross passageways shall not be further than 244m (800ft) apart according to the
NFPA 130. At least one cross passage shall be required in each underground section between
the stations. Construction method of cross passage is briefly explained below:

 The SGI segment is sometimes used at the locations of the cross passage in order to
strengthen the segment lining, because some parts of the segment lining must be
dismantled during the construction of the cross passage.
 Ground treatment is carried out from the ground surface. Usually the jet grout is applied.
The jet grout is much more effective than other methods for the ground treatment because
the original soil is totally replaced by the improved soil.
 Ground treatment is also carried out from the tunnel after the jet grouting above
ground. The purpose of the grouting from the tunnel is supplementary grouting for the
jet grouting above ground.

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 Dismantling of the piece of the segments is commenced one piece by one piece
together with carefully confirming the soil condition. Additional grouting shall also be
done, if necessary.
 Excavation to the other tunnel with lagging or shot circuiting.
 Structural work

Figure 59. NATM support tubes installation (double Layer)

Figure 60. NATM support tubes installation (single Layer)

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5.6.5 Construction of Underground Stations

Construction of underground station is mostly done by Cut and Cover Method where
adequate ROW is available to support the excavation width to cover the width of station
including protection work. Margin for road traffic also need to be available beyond the
excavation line. Where ROW is restricted, only half width of station will be tackled at a time.
In cases where ROW is extremely restricted and cut & Cover method is not possible,
excavation will be done by New Austrian Tunnelling Method (NATM).

In Corridor 2A – Swargate to Katraj – All Three UG stations are proposed to be constructed

using cut and cover method i.e. Market Yard near Gultekdi, Padmavati and Katraj.

5.6.5.1 Cut and Cover Method

In this method, entire volume required to accommodate structure is first excavated,

structures are casted followed by backfilling. The open cut excavation with slope but without
support is not suited due to large depths of excavation involved. Hence, support of excavated
sides by way of diaphragm wall/sheet pile/soldier pile/secant pile is essentially done in cut
and cover method. The support walls are often braced to effectively resist the huge earth
pressure. The braced cut and cover method involve following steps: -

 Identification and diversion of utilities

 Construction of support walls
 Excavation between support walls along with bracing, ties or anchors
 Concrete construction
 Removal of temporary supports
 Backfilling and restoration of surface/utilities

There are two methods for cut and cover construction: -

i) Bottom Up Construction: This is the conventional construction method in which excavation

is carried out through to the design depth and then construction starts from bottom most
floor slab and proceeds upwards. In this method, the restoration of top surface is possible only
after all the structures are constructed upto the top level and hence it involves longer
restoration time.

ii) Top Down Construction: In this method, after excavation of first stage, floor slabs are
constructed. These floor slabs are permanent structures which replace temporary steel struts
in the braced excavation method to counteract the earth pressure from the back of retaining
wall. In this way, the underground structure construction is finished with the completion of
excavation process. The floor slabs used in this method are heavier than the steel struts used
in conventional excavation method. In addition, superstructure being constructed
simultaneously during excavation puts more weight on the column. Hence, bearing capacity

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of the column is to be considered. Typical construction procedure of top down construction

method is as under: -

 Construct the retaining wall.

 Construct piles. Place the steel columns where piles are constructed.
 Proceed to the first stage excavation.
 Cast the floor slab.
 Begin to construct superstructure.
 Proceed deeper to second stage of excavation. Cast the floor slab.
 Repeat the same procedure till designed depth is achieved.
 Cast bottom most slab.

The merit and de-merit of this method are given in following table.
Table 61 : Merits and Demerits of Top-Down Method

MERITS DE-MERITS
 Higher cost.
 Shortened construction period due to  Possibility of lateral displacement of
simultaneous construction of retaining wall or ground settlement is
underground structures and more due to longer construction period of
superstructures. bottommost slab.
 Faster restoration of ground surface  Natural ventilation and illumination are
and utilities as topmost slab of affected due to construction of first slab.
underground construction is casted
first.
 Higher stiffness of floor slabs compared
to steel struts improves the safety of
excavation

5.6.5.2 New Austrian Tunnelling Method (NATM)

Where ROW is extremely restricted, and it is not possible to adopt cut and cover method,
stations are constructed by NATM. In this method, two separate tunnels consisting of one
track and one platform are constructed by NATM method and are connected by means of
cross passages. This method requires overburden of about 2-2.5 times diameter of tunnel. In
this method, progress is slow. This method is described in detail in tunnelling sub-section.
Earth retaining structures for underground stations

Following earth-retaining structures are used to support excavation for construction of

underground stations: -

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A. Soldier Piles: H/I section steel piles are

driven in the ground at an interval of 1-1.5
m and the gap between the two piles is
filled by using laggings of timber
planks/steel sheets/GI sheets. These piles
are re-usable, can be easily pulled out and
results into less ground disturbance while
driving and pulling out. However, these
piles are not watertight and dewatering
measures are required. Void between
soldier piles and surrounding soil need
filling.
B. Sheet Piles: Sheet piles of 'Z' or 'U' shape are driven into soil by striking or static vibrating.
The sheet pile is interconnected with
adjoining piles to achieve interlocking and
water sealing. Sheet piles can be used again
and again and hence becomes economical.
Driving of sheet piles require considerable
efforts and cause vibrations to ground and
adjoining structures. Sheet piles have
higher stiffness than soldier piles.

C. Secant Piles: It is series of piles cutting

into adjoining piles to achieve water
tight retaining structure. In this method,
alternate soft piles, called female piles,
of dia (D) 800 to 1000 mm (without
reinforcement) are cast at an inter-
distance of less than D and when these
piles are still green, hard piles
(containing reinforcement) are bored by cutting female piles. Thus, a series of alternate and
interconnected hard and soft pile is achieved which acts as rigid earth retaining structure. It
has all the advantages of diaphragm wall, except that it cannot be used as a part of permanent
structure.

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D. Diaphragm Wall: It is a rigid support

system ensuring maximum safety
against settlement/lateral
displacement. Typically diaphragm
wall of 0.6 to 1 m thickness is
sufficient to retain the earth pressure
in a cut and cover construction. The
diaphragm wall can be used as a part
of permanent structure. With diaphragm wall, it is possible to adopt top-down
construction method.

5.6.5.3 MUCK DISPOSAL

Construction of underground tunnel for metro projects is a specialized and complex task. The
construction activity involves tunnelling, cut and cover, foundation, fill and embankment in
which large quantity of muck needs to be disposed off.

Protective measures shall be undertaken during construction phase for reduction of dust
generation. Owing to paucity of space in the city, elaborate measures need to be adopted for
collection, transfer, storage and disposal of excavated muck. Muck collection, transportation,
disposal and its treatment need to be carried out in a systematic manner. Muck collection should
be transported in containers from the tunnel excavation sites. These containers should be such
that muck should not spill during movement to disposal site.

To avoid impact on land due to muck disposal, project proponent has identified options for
disposal of muck by utilizing the muck for various purposes as described in following section.

 Recycle and Reuse: Muck generated can be reused as aggregate material for road
beds, ballast for railways, construction material and graded material can be used in
concrete. The re-use can be decided only after thorough geotechnical investigation,
testing of the muck and choice of TBM. This alternative will require land for setting up
a plant to convert the muck to a useful form.

Identification of existing services/utilities

Apart from the detailing of various other aspects involved in Detailed project report (DPR)
such as Existing transportation system in the city, Major transport nodes ,Transport demand
analysis, Civil engineering and alignment, Station locations, System design, Geometric design,
Viaduct structure, Geo-technical investigations etc as acknowledged in previous chapters,
there are several other engineering issues, which need to be analysed in enough details at the

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inception of such a mega infrastructure project. Accordingly, following engineering items have
been studied and described in this chapter:
 Chartered 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 breakup between Government and private ownership.

5.7.1 Utility and Services

While Planning for diversion of utilities viz. Sewer Lines, Water pipelines, Cables etc.
during construction of metro alignment following guideline have been adopted:

 Utility services must be kept operational during the construction process and even
after the completion of the project.
 All proposal should therefore ensure there uninterrupted functioning.

Large number of sub-surfaces, surface and overhead 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
must 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.

Organizations/Departments with concerned utility services in Pune are mentioned in the table
below.

Table 62 : Utility Responsibility Departments

S. No ORGANIZATION/DEPARTMENT UTILITY SERVICE
Surface water drains, nallahs, Water supply
1. Pune Municipal Corporation.
pipelines, Sewerage and drainage conduits,
street lights.
2. Telecommunication cables, junction boxes,
Telecommunication Department
telephone posts, O.H. lines, etc.

3. Traffic signal posts, junction boxes and cable

Traffic Police
connections, etc.
4. OH & underground electric cables and electric
Electricity Board
poles
5. BSNL Optical Fibre

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S. No ORGANIZATION/DEPARTMENT UTILITY SERVICE

6. Maharashtra Natural Gas Limited Gas Pipe Lines

5.7.1.1 Underground Utilities

The sewer/drainage/Water lines etc. generally exist in the service lanes and footpaths i.e.
away from main carriageway. However, at certain points these utilities are crossing the main
carriageway.

The major sewer/drainage/Water lines etc. running across the alignment and likely to be
affected at certain location due to metro column foundations and 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.

5.7.1.2 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 at locations where cut and cover methodology is proposed like station boxes ,
crossover location etc. Since these will be interfering with the proposed alignment.

Figure 61. Affected Over ground utilities

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S.No Utilities Affected Location Units

1 Light Poles At Station and Entry Exits 31
2 Traffic Signals At Station 5
3 Sign Boards At Entry Exits 31
4 Hoarding Boards At Station and Entry Exits 5
5 Electric Poles At Station and Entry Exits 23

6 Trees At Station and Entry Exits 146

TOTAL 241

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Exhibit 1 - Tentative arrangement for TBM movement

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6. STATION PLANNING
6.1.1 Overview of corridor and proposed stations

This study comprises Phase 2A, for which 3 numbers of Underground stations are proposed:

S.No Corridor Approx. Length of Number of proposed

Corridor Stations
Phase 2A Swargate to Katraj 5.464 km 3

6.1.2 Station locations

This section aims at presenting the stations locations, showing their sequencing and analyzing
their local catchment areas.

General

Stations have been located to serve major passenger catchment areas/destinations and to enable
convenient integration with other modes of transport. The proposed route would have 3
numbers of underground stations, in continuation to the existing Metro Line (Phase 1), starting
at Swargate station of Line 1, Phase 1 and terminating at Katraj. Stations vary in complexity along
the route and have been located by an interactive process influenced by ridership forecasts,
requirements with different modes of transport, station spacing, alignment, utilities, roads and
pedestrian requirements, etc.

The following map provides an overview of the proposed corridor as well as proposed stations
locations,

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STATION 1-

STATION 2 -

PADMAVATI

STATION 3 -

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Figure 62. Swargate to Katraj Alignment (Source: SYSTRA)

6.1.3 Sequence of stations and types of proposed stations

The tables and map below present the sequence of stations and type for proposed Phase 2A :
SN Station Name Inter-station Elevated/ Chainage
Distance (m) Underground

1 Market Yard, Gultekdi 1372 Underground 17982

2 Padamavati 1586 Underground 19568
3 Katraj 2291 Underground 21860

6.1.4 Stations areas characteristics

This section provides a general overview of the proposed corridor extension and the proposed
station locations, existing and future local urban fabric, landmarks, access etc.;

For each station an analysis has been conducted regarding:

 The station location;

 The main roads to access the station;
 The land use around the station;
 The issues and concerns identified;
 The potential for improvements.

6.1.5 Phase 2A: Swargate to Katraj

The Phase 2A Swargate to Katraj is a 5.464 km long extension to the phase 1A line, that will run
from Swargate to Katraj. It is proposed on Pune-Satara Highway.

3 Nos of Underground stations are proposed on this corridor (see figures below):

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Figure 63. Station 1 (Market Yard, Gultekdi)

Figure 64. station 2 (Padmavati)

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Figure 65. Station 3 (Katraj)

 Local area along corridor:

 This corridor is populated with Commercial, Residential as well as Recreational

establishments and is crowded (both in terms of population density and road
congestion).
 Road contains flyovers / underpasses.

 Areas covered by stations:

 Stations at the proposed locations cover an existing Zoological Park, an Educational

campus, Residential Societies, places of worship and Commercial centers;
 Stations at the proposed locations also cover office areas as well as future
developments proposed by respective local authorities.

 Access to stations:
 Access to and egress from the stations will be guaranteed by the implementation
of:
 Pick-up and drop-off areas for different modes of transport (bus stops when relevant,
IPT modes and car)
 Pedestrians facilities (footpaths, pedestrian crossings, foot over bridge etc.)
 Bicycle tracks / cycle stands etc.

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General recommendations for access/egress to/from stations will also be made;

 For optimal access to stations:
 Four (4) entries are proposed for all stations, out of four, two entry shall be future
entries.
 Entries/exits are mostly proposed between service roads and highways;
 Entries shall be covered;
 Station entries shall be also used for crossing the road for safety purpose;
 The proposed stations shall be differently abled.

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Station 1 : (Market Yard, Gutekdi)

STATION INTRODUCTION: This is the first station on the proposed extention of the Swargate-Katraj corridor.
It is an underground station proposed on the Pune-Satara Highway near City Pride Mall. The major roads
connecting the station are Bibwewadi Road and Bengaluru-Pune Highway. The station caters the public, semi-
public, commercial, residential areas of Gultekdi and Maharshi Nagar, Walvekar Garden etc. There shall be
four (4) entries to this station out of four, two entry shall be future entries.
ISSUES & CONCERN POTENTIAL FOR IMPROVEMENT
 Lack of pedestrian facilities like footpath,  Dedicated pedestrian friendly footpath and FOB
pedestrian for crossing road along the road results to ensure pedestrian safety.
in pedestrian spill-over on road;  Proposal to have bicycle stands.
 Improper street Parking leads to a reduction of  Planning of dispersal activities through feeder
effective road width which eventually slows down modes will cater to a larger catchment.
the traffic movement.

Station Box Size : 23.73m X 153.4 m

Entry No. 1 Entry No. 2

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ENTRY NO. 3 ENTRY NO. 4

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Figure 66. Station Market Yard, Gultekdi - Road Section

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Station 2 (Padamavati)
STATION INTRODUCTION: This is an underground station proposed on Pune-Satara Highway near Padmavati
Chowk. The major roads connecting the station is Padmawati – Shahakar Nagar Road and the KK Market road.
The station provides dispersal connectivity to public, semi-public and the residential like Sant Eknath Nagar,
Santosh society, Sahakar Nagar, KK Market, Padmavati. Meeta Nagar and Padmavati Mandir areas. There shall
be four (4) entries to this station out of four, two entry shall be future entries.
ISSUES & CONCERN POTENTIAL FOR IMPROVEMENT
 Lack of pedestrian facilities like footpath,  Dedicated pedestiran friendly footpath to
pedestrian for crossing road along the road results ensure pedestrian safety.
in pedestrian spill over on road;  Planning of dispersal activities through feeder
 Improper street Parking leads to a reduction of modes will cater to a larger catchment.
effective road width which eventually slows down  Removal of encroachments and optimal usage of
the traffic movement. ROW.

Station Box Size : 23.73m X 153.4 m

ENTRY NO. 1 ENTRY NO. 2

ENTRY NO. 3 ENTRY NO. 4

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Figure 67. Station Padamavati - Road Section

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Station 3 (Katraj)
STATION INTRODUCTION: Like other stations on the proposed extenstion, Katraj will also be an Underground
station. This will be a Terminal station proposed on the junction of Pune-Satara Highway and Pune-Mumbai
bypass road near Rajiv Gandhi Zoological Park and Katraj Bus Station. The station provides dispersal
connectivity but not limited to the residential areas of Katraj, Tanaji Nagar, Chaitraban and Kasat Nagar. There
shall be four (4) entries to this station out of four, two entry shall be future entries.

ISSUES & CONCERN POTENTIAL FOR IMPROVEMENT

 Due to the location of the station in close proximity of  Dedicated non-motorized modes
the Zoological park and a Bus stations, and proximity to pedestrian friendly facilities like footpath
the cross junction of two Highways, there shall be heavy and cycle stands.
vehicular/pedestrain movement, pedestrian risk  Planning of dispersal activities through
increases. feeder modes will cater to a larger
catchment.

Station Box Size : 23.73 m X 153.4 m

ENTRY NO. 1 ENTRY NO. 2

ENTRY NO. 3 ENTRY NO. 4

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Figure 68. Station Katraj - Road Section

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6.2 Station Planning and Design

6.2.1 Planning Parameters

The basic design of any station is based on Peak Hour loads. Single mode of authorization
(token/card/ticket), which shall conform to the already existing Metro corridor of Line 1 of Phase
1, and would suffice to travel to any destination within the existing and proposed metro network
shall be used.

The Station planning is dependant on the following factors :

 Underground stations are mostly planned around Island Platforms, in some cases based
on the Alignment, the side platforms can also be designed.
 Ingress/egress and the boarding/alighting requirements.
 Structural requirements.
 Flexibility in design to allow stations to respond to site specific requirements.
 Station utilities like – Ventilation system
- Fire fighting system
- Water supply & Sewage requirements
- Other requirements
 Provisions for future expansions, if any.

A good station design comprises of adequate movement spaces from the station entrance to the
platform and vice versa in a more logical way.

6.2.2 Passengers experience

One of the main objectives of station planning and design is to maximize passengers experience.
This is done by ensuring at stations :

 Attractiveness: The station experience shall be positive;

 Integration with urban realm: The station will be well integrated with the existing
street and its surroundings;
 Intermodal integration: Design will integrate the station entries with other modes of
transport;
 Passengers-oriented: Patrons shall experience a simple system, easy to use and
accessible;
 Comfort: The station atmosphere will be comfortable;
 Safe and secure: The station will be provided with sufficient safety features

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6.2.3 Salient Features of a Typical Station

 Station entrances are located with particular reference to passenger catchment points
which includes buses, IPTs, pick/drop by private modes.
 Following criterion have been taken into account while planning the stations
a. Sizing of station passenger facilities.
b. Stipulated design standards
c. Emergency evacuation
d. Passenger circulation, comfort, ease of use, safety and security.
e. Accomodation of BOH areas.
f. Electrical and Mechanical Plant and equipment space requirements.
Table 63 STATION BOARDING/ALIGHTING IN DESIGN YEAR 2057
STATIONS PEAK HOUR PEAK HOUR
S.No. BOARDING ALIGHTING
1 Station 1 (MARKET YARD, GULTEKDI) 1750 1720
2 Station 2 (PADAMAVATI) 2020 1690
3 Station 3 (KATRAJ) 7130 6790

 Concourse/Mezzanine shall form the link between streets and Platforms, all the
passenger amenities are provided at this level.
 Plant room, operational rooms and offices are provided in the non-public areas of the
station.
 The platform level shall be designed in a way to cater for the emergency scenario as well
as to operate in normal conditions.
 The Ancillary spaces like DG, Bore well pump house, water tanks (UG/overhead) must be
preferably located at Ground level.

6.2.4 Platform sizing and egress calculations

 Platform areas should be designed in such a manner that it will comfortably cater normal
operations as well as delayed operations. Based on Annexture J-5.1 C (Platform
Evacuation Time – NBC-2016) -There shall be sufficient egress capacity to evacuate the
platform occupant load as defined in the Annexture J-5.1 C (NBC2016) from the station
platform in 4 mins or less.

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TL - 6 -Train Crush Load for 6

coach rolling stock (Crush Load
1574 persons Refer section 11.1.2
capacity taken from rolling stock
specs)
PL - Platform length ( For 6 car
153.4 meters Pune DPR, Phase 1
train)
SF - Surge Factor 1.2 times Assumed
ET - Time limit to evacuate
4 minutes NBC, 2016 Edition ,annx - J (J-5.1, b)
platform as per NBC 2016
ERT - Time limit to evacuate
platform load from most remote
6 minutes NBC, 2016 Edition ,annx - J (J-5.1,c )
point to a point of safety as per
NBC 2016
STRC - Capacity of Stairs as per persons per mili
0.0555 NBC, 2016 Edition ,annx - J (J-5.4.4,e )
NBC 2016 meter per minutes
ECN - Capacity of Escalators in
persons per mili
stopped condition as per NBC 0.0555 NBC, 2016 Edition ,annx - J (J-5.4.5,g )
meter per minutes
2016
ECE - Capacity of Escalators in
moving condition in direction of
egress (it is to be ensured that
such elevators will be of persons per mili
0.12 NBC, 2016 Edition ,annx - J( J-5.4.5, h)
reversible type, emergency meter per minutes
powered with ability to be
restared again from stopped
position in line with NFPA 130)
SD - Service Disruption Period
2 period NBC, 2016 Edition ,annx - J (J-4.1, g)
(Two headway)
SI-Service Interval 3 minutes Pune DPR
Maximum mean of egress travel
speed along platform, corridors 38 meter/minute NBC, 2016 Edition ,annx - J (J-5.4.3,d )
and ramp
persons per
Time taken in afc gate 50
minutes
Vertical travel speed 14.6 meter/minute NBC, 2016 Edition ,annx - J (J-5.4.4,e )

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Platfrom Occupant Load

Platform Occupant
Peak Hour Peak Hour Normal Load F1 (Boarding Train Crush
Station Name Laod
Boarding Alighting (Boarding /50) /50 X 1.2 ) Load(T.L.)
POL( {F1(3XS1)}+TL)
CORRIDOR 2A (Swargate to Katraj)
Station 1 (MARKET
1750 1720 35 42 1574 1952
YARD, GULTEKDI)
Station2 1574
2020 1690 40 48 2010
(PADAMAVATI)
Station 3 (KATRAJ) 6790 143 171 1574 3114
7130

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 Typical Station 151.6 m (internal length)

MEZZANINE LEVEL FLOOR PLAN

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CONCOURSE LEVEL FLOOR PLAN

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PLATFORM LEVEL FLOOR PLAN

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Typical Cross Section

STATION LENGTH (in m) WIDTH (in m)

Station 1 (MARKET YARD, GULTEKDI) 153.4 23.73

Station 2 (PADAMAVATI) 153.4 23.73

Station 3 (KATRAJ) 153.4 23.73

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 AREA CHART

Note : All room sizes to be finalized at subsequent detail stage.

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6.3 Planning Norms & Standards

General

 The design year maximum PHPDT (Peak Hour Peak Direction Traffic) of about 28170
passengers between Swargate and Katraj is considered for planning the passenger
facilities at stations.
 The platform is designed for 6 Nos of cars train.
 Based on Annexture J-5.1 C (Platform Evacuation Time – NBC-2016) -There shall be
sufficient egress capacity to evacuate the platform occupant load as defined in the
Annexture J-5.1 C (NBC2016) from the station platform in 4 mins or less.
 The station planning shall be in compliance to “Guidelines and space standards for barrier
free built environment for Disabled and Elderly persons” published by the Ministry of
Urban affairs and employment India in 1998 and National Building Code (NBC).

a. Entry / Exit
 All entrances to the stations shall comply to the predicted passenger flows and emergency
requirements.
 The locations of the Entrances have been decided after aligning the station box on the
proposed alignment and roadway, footpath width and catchment areas.
 The width of the entrances shall be determined by the passenger flow and available
space.
 The station entrances shall be protected against flooding and hence it is proposed to have
a higher landing at the entrance (+450mm min from the Road/footpath level).

b. Walkways / Ramps
 Walkways / Ramps are planned to reduce the walking distances and the passenger
movements. Efforts to be taken to design in a way that cross flows are avoided.

 Minimum Corridor width

i. Unidirectional Movement 1.8m
ii. Bi-directional Movement 2.4m
iii. Where the length of the corridor is more than 30m 3.0m
iv. For Staff 1.2m

 Ramps
i. Preferred Gradient 1:20
ii. Maximum Gradient 1:12
iii. Minimum width (unidirectional movement) 1.2m
iv. Minimum width (bi-directional movement) 1.5m

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v. For Ramps exceeding 10m, rest platform 1.5m

c. Concourse / Mezzanine Planning Standards

i. The arrangements of the Concourse / Mezzanine depends on an individual station,
the space constraints, the requirements and site issues all add to the determination
of the final Concourse. Concourse / Mezzanine are designed in a way to have
maximum surveillance by the hall supervisor over the ticket machines and houses the
following,
- Ticket Machines
- AFC gates
- Stairs
- Escalators

There must be enough queuing space at the AFC gates for the passengers and the
arrangement is planned in a way to avoid cross flows of traffic.

ii. The Concourse / Mezzanine consist of ‘Public Areas’ and ‘Non-Public Areas’, which are
described in the following way,
- Non Public areas house the BOH areas – Power Supply & Traction (PST)
- System Rooms
- Operations
- Staff Facilities
- Tunnel Ventilation System
- Station Ventilation System
- Water supply & Drainage system
- Miscellaneous requirements

The ‘Public Areas’ are further divided in to ‘Paid Areas’ and ‘Unpaid Areas’. In ‘unpaid
areas’ Passengers obtain travel informaton, tickets and gain access to the system,
whereas in the ‘Paid Areas’ includes access to the Platform after obtaining tickets.

iii. Passenger Handling Capacities: these facilities are provided at the concourse and act
as a medium between ‘Paid’ and ‘Unpaid’ areas, these include stairs, escalators, lifts,
ticket counters, automatic ticket vending machines and ticket gates. These facilities
also enable the evacuation of the station under Emergency.

Operation Rooms for Public Use

Ticketing Gates
a. The requirement of the number of Gates is based on the Peak Hour passenger
traffic at the station.
b. Ticketing Gates’ requirements have been calculated taking the gate capacity as 28
persons per minute per gate (80% of the assumed capacity of 35 persons per gate).

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Minimum of 2 (two) numbers of Ticketing gates shall per provided per station. In
case of any breakdown the spare gate can serve the purpose, even if the
requirement is for just one gate at any particular station.
c. The Gate design shall depend upon
- Check in and check out
- Smart card, magnetic or paper ticket.
d. Special gates shall be designed for,
- Physically disabled
- Customers with luggage
- Customers with strollers.

Ticket counters and Ticket Vending Machines (TVMs)

a. Initially manual ticket issuing counters shall be provided at the stations which shall
be replaced by automatic TVMs at the concourse (provision shall be made in the
design)
b. The number of TVMs required is governed by the peak house passenger traffic,
the fare policy and the ticketing. The numbers of TVMs can change depending
upon the numbers of users for smart cards, single ticket users. In general, 7 to 10
TVMs are provided for stations with heavy footfall and 2 to 5 TVMs are provided
for other stations.

Figure 69. Tentative TVMs (Ticket Vending Machines) at stations

Ticket Office
a. The numbers of Ticket office is determined by the passenger traffic and the
operation policy.
b. A minimum of 2 ticket office per station in the stations with high traffic and 1 ticket
office per station in the stations with low traffic have been planned.

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Figure 70. Ticket office at stations

First Aid Room

This room is not a station specific room but is made for Technical provisions of the
Project, can be used as a detention room , if needed.

Passenger Amenities
Toilet for the physcially disabled to be in the ‘Paid Area’.

Operations Rooms for Staff Use Only

Safe Deposit
A safe deposit room next to the main ticket office, TVM back store & SMCR with
restricted and monitored access, connected with the operational area shall be
provided.

Male / Female Toilet.

It is recommended to fit the stations with specific toilets for the employees/
passengers. Separate male and female toilets are proposed for each station. The
Toilets shall only be located in the ‘Paid Area’.
Operations Rooms in Terminal Stations or Intermediate Terminal Station

Train Drivers rooms

In case of start and shut down operation directly in Terminals with stabled trains
during the night, train driver rooms are required. These rooms allow the conductors
to sign on/sign off and receive special orders. These rooms are preferably located at
the platform level and include,
- Train drivers dispatch office,
- Training room / emergency room,
- Operation storage room
- Male and female separate lockers rooms

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- Restrooms

d. Passenger Handling Facilities

Escalator Requirements

Standards, Codes and Regulations

The following standards shall form a basis of the design,
- Indian Standards (IS)
- American National Standard Institute (ANSI)
- American Society of Testing Materials (ASTM)
- International Electro Technical Commission (IEC)
- European Norm (EN)
- National Electrical Manufaturers Association (NEMA)
- National Fire Protection Association (NFPA)
- Underwriter’s Laboratories (UL)

Design Criteria
The Escalators shall be heavy duty ‘Public Service Escalators’, capable of operating
safely, smoothly and continously in either direction, for a period of not less than 16
hours a day, seven days a week. The following criteria shall be adopted :
- Energy saving system
- Protective barriers
- NFPA 130 standards
Escalators shall be used as emergency staircases in case of power failure.

Interfacing requirements
Elevator Requirements
Standards, Codes and Regulations
The following regulations and standards will form the basis for planning and elevator
system.
- Indian Standards (IS)
- American National Standard Institute (ANSI)
- American Society of Testing Materials (ASTM)
- International Electro Technical Commission (IEC)
- European Norm (EN)
- National Electrical Manufaturers Association (NEMA)
- National Fire Protection Association (NFPA)
- Underwriter’s Laboratories (UL)
Design Criteria
The Lifts shall be goods/passenger public service type, the following criterion shall be
followed,

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- Working period of 20 hours a day, 7 days a week.

- Sized comfortably for a stretcher / wheel chair.
- Lift shall be machine room less type
- Provision of intercom within the car

Interfacing requirements

Stairs Requirements

- If the stair width is 4.5m or more, central handrail shall be provided.

- Risers per flight: 3 minimum, 12 maximum
- All steps in a flight if stairs to have similar dimensions
- Tread width of the stairs to be 300mm
- Risers shall be 150mm
- Length of the intermediate landing: lesser of 2m or width of stairs
- Handrail: 0.9m high, 50mm dia, 45mm clearance to wall
- Step nosing shall be rounded and color contrasted.
- Minimum stair width for public use: 2400 mm
- Enclosed staircase in the means of egress shall be minimum 1200mm wide.

e. Platform Design Standards

i. The length of the Platform shall be 140m,to allow for the length of 6 car train.
ii. The nominal platform edge of any continous fixed structure (length more than 2m)
shall be min 3000mm. The minimum distance from the platform edge to an isolated
obstruction like column (length less than 2m) shall be not less than 2000mm.
iii. The Platform edge shall have a safety margin of 600mm wide with a non slip surface
and a yellow warning strip of 100 mm side of contrasting texture.
iv. Platform ends shall be provided with a 1200 mm side security gate and shall be
installed with a Pressure Mat Alarm system.
v. Platform widths shall cater to the following,
- Normal Service: platform width = (peak minute flow x 0.5 sqm/person & headway)
/ Platform Length
- Delayed / Emergency Service: The Platform width shall be determined by the peak
minute flow, allowing for 2 headways. The cursh load is assumed as sectional load
between 2 stations. For an Island platform, the areas between the boundaries of
2 platforms can be included in the calculation.
vi. Platforms shall be laid to fall at 1:100 from the inner face of the platform towards the
back of the platform.
vii. There shall be markings on the platforms to assist and control the flow of traffic for
boarding and alighting the trains.
viii. Stairs, escalators, structure, seating, platform supervisor accomodation shall not be
included as a part of Platform area.

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f. Emergency Evacuation Standards

i. Evacuation of people from platform to another location (level below/above and then
to street), without hindrance shall be followed on following principles,
- The max travel distance on the platform to a point of safety at which a means of
egress route leaves the platform shall not be more than 100m.
- Time required walking from farthest point on a Platform to the Escalator or stair
landing must be considered. Walking speed is assumed to be 1m/s.
- The Emergency is assumed to be occuring in one direction of travel only at any
given point of time.
ii. Waiting passengers at the Platform (including two missed headways) and section load
is expected to be evacuated during any unforeseen emergency. The Platform area,
stair widths, additional emergency evacuation stairs shall be designed and decided
accordingly.
iii. 500mm uncoccupied zone adjacent to the Platform edge shall be included in the
calculations.

g. Commercial Programs
Advertising Areas
i. Advertising has a huge commercial benefits for the products which are advertised.
Station with bigger footfall has better benefits for the product.
ii. The following shall be considered for advertising,
- Passenger traffic
- Space and location requirements for the advertisement
- Importance of light and colours around the advertisement posters
- A sales agency shall manage and maintain the advertisement space.

iii. Preferable locations may include the following,

- On the walls behind the escalators
- On the walls of the first level of the escalators
- Inside the Rolling Stock
- On the Platforms (20% spaces on the Platforms can be used for Advertising).

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Figure 71. Tentative Advertisements On Rolling Stock and Station

Commercial Areas for Retail Shops

i. The footfall on the passengers to a station is a great potential for commercial benefits
as a retail area. Like the advertising, an agency to manage the commecial activites in
a station, or a corridor.
ii. Possible locations for Retails shops shall be as under,
- Within the station (Paid/Unpaid Areas): 3.5m depth across all stations, 50sqm for
smaller stations.
- On the Platforms: 15sqm per platform for Automatic Vending Machines.
- Space for Shopping Mall can be created depending upon the Market potential.
- Outside the Station: Kiosks

6.3.1 Planning of Metro Stations

 The Station Design has numerous factors of influence, the availability of Land, the existing
corridor, the Entry / Exits, Concourse, Platforms, ancilliary buildings etc. The design has
been carried out in a way to accommodate the possible vacant land for the development.

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However, in cases where there is no availability of a vacant land, land aquisition has been
proposed.
 Efforts have been made to provide a safe and comfortable environment for the
passengers during any form of operation. The station design includes numerous
parameters such as, the peak traffic flow, the width of the Stairs, the number of AFC gates,
number of services like Escalators in compliance with NFPA 130.
 Efforts have been made to design the station complying to the best International
standards and built environment. Design has been made so that the station in future can
be upgraded, maintained and operated. Auxilliary substations & ECS Plant room
accomodated at the Concourse / Mezzanine levels at ends of Station Box. Tunnel
vetilation System/ Shafts provided at each end of Platform & most of the S&T rooms are
provided at Concourse level.
 Care has been taken to keep the BOH areas fully organised while the Plant accomodation
is clearly distinct from habitable rooms.
 The Underground station proposed with 4 levels i.e. Mezzanine, Concourse, Platform and
undercroft.
 Mezzanine level has all the passenger amenities, entry/exits, AFC’s, Ticketing, ECS plant
rooms, Auxilliary substation, Station Control room, Staff Mess, first aid room and other
BOH spaces.
 Concourse level has most of S&T rooms, SER, TER, UPS & Battery room, GSM/CDMA room,
Store room, ECS plant rooms, Auxilliary substation and other BOH spaces.
 Platform has seepage sump, pump room and Tunnel vetilation System/ Shafts provided
at each ends. Two banks of staircases and 4 Escalators (2 for future) have been planned
from Concourse to Platform to meet the peak traffic demands.
 Ancillary building (cooling towers, DG, Water tanks, Pump Room and chiller plants for ECS
plant), Ventilation shafts are provided at open spaces along road side.
 Four entrances are provided to the station, two at each end of station box (one from the
either side of the road). Out of four entries/exits two entries/exits shall be proposed as
future entry/exits.

6.3.2 STATION WISE DESCRIPTION

1. Station 1 (Near Market yard, Gultekdi)

This Station is an extension to the Line 1, located in the vicinity of Gultekdi Fruit Market
and Buldana Urban bank areas. This is proposed as an Underground station on the Pune-
Bengaluru Highway and will be a 3 level station, with a total 4 number of entry/exit from
either side of the roads and the station, leading directly to the Mezzanine. The total
width of the Station shall be 23.73M whereas the Length of the Station shall be 153.4 M,
consisting of operational, functional, public and Non-Public areas with a planned
Ancilliary structure along the road. The Entrance/exits to the station have been located
to cater to the local passenger requirements. One entry/exit shall be next to the City

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Pride Mall, similarly the other three (3) entries/exits are planned to bring the passengers
to the station and suitably located to address the local area requirements. Out of four
entry/exits two entry shall be proposed as future entry/exits.

2. Station 2 (Padamavati)
Padmavati Station is another station on the Swargate-Katraj extention, which is located
in the vicinity of Residential neighborhood of Balaji Society and Teen Hatti Chowk. This
proposed station is also part of the Swargate-Katraj extension and is an Underground
station similar to the Swargate Station. This will be a 3 level station, with a total 4 number
of entry/exits from either side of the roads and the station, leading directly to the
Mezzanine. The total width of the Station shall be 23.73M, whereas the Length of the
Station shall be 153.4 M, consisting of operational, functional, public and Non-Public
areas with a planned Ancilliary structure on the road. All the 4 entries/exits are planned
to bring the passengers to the station and suitably located to address the local area
requirements. Out of four entry/exits two entry/exits shall be proposed as future
entry/exits.

3. Sation 3 (Near Katraj)

This is the third and the last station on the Swargate-Katraj extension Phase 2A. Like the
other two stations proposed within this extention, this too shall be an Underground
station, which has been located very close to the Rajiv Gandhi Zoological Park, Katraj
Bus Stop. This station is proposed at Mumbai-Pune bypass road and the Pune-Satara
road. Owing to location at the junction of the two highways, heavy passenger flow is
anticipated at this Station, accordingly all the entries/exits have been located
strategically leading to the Mezzanine. The total width of the Station shall be 23.73M,
whereas the Length of the Station shall be 153.4 M, consisting of operational,
functional, public and Non-Public areas with a planned Ancilliary structure on the road.
All the 4 entries/exits are planned to bring the passengers to the station and suitably
located to address the local areas requirements. Out of four entry/exits two entry/exits
shall be proposed as future entry/exits.

6.4 Station Area Planning of NMT

 The following non-motorized vehicles facilities including pedestrian facilities have been
planned near the station influence area.
 The circulating area adjoining the station building is proposed to be properly designed to
ensure rapid/efficient dispersal of passengers, avoiding conflict between pedestrians and
vehicular traffic.
 The station entry/exit has been planned to keep in view the major growth centres/activity
areas. The entry/exit has been designed to integrate the station with existing/ proposed
bus stops/bus bays, pick-drop zones and IPT services within walking distance.

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 Pick-up and drop-off zones and bays for feeder modes like buses, IPT have been proposed
near the station.
 All the footpaths in the metro station influence zone have been planned to be upgraded
to desired level of comfort and also proposed new within the stations vicinity areas. The
existing road shoulder areas and service lanes also have been augmented/ strengthened
in the design wherever, possible to utilize the complete ROW to cater to the future traffic
volume.
 The vendors if any on the footpaths shall be removed and desired accessibility to metro
stations will be provided.
 Junctions and intersections have been proposed with proper pedestrian crossings.
 In the design, table top crossings has been proposed wherever possible, otherwise ramps
with gentle slope have been designed for pedestrians. For non-motorized vehicles like
bicycle, rickshaw etc. separated NMV lane have been planned within the station influence
area for smooth circulation based on the availability of land.
 The design has been incorporated with a 2-m continuous strip of cycle track on both sides
of the road around stations in accordance to available RoW

6.5 Accessibility for differently abled

6.5.1 Introduction

The objective of making this chapter is to create a user-friendly mass transport system in Pune
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.

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.

6.5.2 Rail transport

 General

 Whether over-ground or grade 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.

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 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 metro 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.

 Accessible railway cars

The metro cars should 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 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.

 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
 Wheel stopper and ring-strap or other appropriate safety grip should be provided
for wheelchair users.
 Emergency communication is accessible to person in wheel chair.

 Seats

 An appropriate number of designated seats for passengers with disabilities and

elderly people should be provided near the doors

 Aisles

 Aisles should be at least 900 mm wide.

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6.5.3 Metro railway station

6.5.3.1 Information signs and announcements

A map of train routes should be installed. This should be in Braille/raised numbers as well. In each
car, there should be an announcement and provision of a visual display of the names of stations
route. This display should be in raised numbers with sharp contrast from the background.

6.5.3.2 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 a ramp.
 Walkway surfaces should be non-slip.
 Approach walkway should have tactile pavements for persons with visual
impairments.

6.5.3.3 Station entrances and exits

 These should have a minimum width of 1800mm and is level or ramped.

6.5.3.4 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.
 The counters should have pictographic maps indicating all the services offered at
the counter and at least one of the counter staff should be sign language literate.

6.5.3.5 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.

6.5.3.6 Platforms

The Platforms should have the Following characteristics:

 Have non-slip and level flooring;
 Have a row of warning paver installed 600mm before the track edge

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 Have seating areas for people with ambulatory disabilities

 Be well illuminated lux level of 200 lux
 There should be no gap or difference in level between the train entry door and
the Platform.
 All platforms should inter-connect by means of an accessible routes or lifts and
provide accessible level entrance to the train coach.

6.5.3.7 Way finding

 Way finding references should be available at decision points.

 Color can be used to identify routes and aid in locating doors, walls and hazards.
Proper color contrast between different elements greatly improves visibility for
all users and is critical for persons with low vision. For example, color 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 color 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.

6.5.3.8 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).

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6.5.3.9 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 color of the text should be in a color that contrasts with the sign board.
 The sign board should also contrast with the wall on which it is mounted.
 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.
 The surface of the sign should not be reflective.

Figure 72. Way finding signage and International Symbol of accessibility

6.5.3.10 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.

6.5.3.11 Public dealing counters

 Ticketing, Information, Check-in, help desk, Restaurants, Shops, etc. should have
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.

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 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.
 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.

6.5.3.12 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 always on all televisions and other audiovisual displays that are
capable of displaying captions and that are 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).

6.5.3.13 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 meters 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.

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 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.

6.5.3.14 Tactile paving – guiding & warning

 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.

 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.

 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.

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Figure 73. Guiding paver and warning paver

6.5.3.15 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).

 Also, be fitted with vision panels at least between 900mm and 1500mm
from floor level.
 Be color contrasted with the surrounding wall and should not be heavier
than 22N to open.
 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.

 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, color (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:

 Be operable by one hand

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 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, color
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.

6.5.3.16 Steps and 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 color 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 14 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.

6.5.3.17 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 color (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.

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 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.

6.5.3.18 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.

6.5.3.19 Lifts

A carefully designed lift makes a huge contribution to the accessibility of a station for persons
with disabilities.

 Lift locations should be clearly signposted from the main pedestrian route and
recognizable through design and location.
 The color 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.

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 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.

 Lift dimensions

Provisions of at least one lift shall be made for people using wheelchairs with the following car
dimensions:

 Clear internal depth - 1500 mm minimum

 Clear internal width - 1500 mm minimum
 Entrance door width - 900mm minimum

 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.

 Car design

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 Internal walls should have a non-reflective, matt finish in a color 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, 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.

 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 decibels.
 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.

6.5.3.20 General and accessible toilets

 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.

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 Tactile paver to be provided for urinals, WC and washbasins for persons with vision
impairments.

 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 ways 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.

 WC (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.

 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 centered 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.

 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.

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 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. 320mm from the center 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.

 Washbasins

 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.
 Hand washbasins should be fitted on cantilevered brackets fixed to the wall.
 Lever type handles for taps are recommended.
 Mirror’s bottom edge to be 1000mm from the floor and may be inclined at an angle.

 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 help 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.

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 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.

1. Signage of Accessible Toilets

 All unisex accessible toilets to have access symbol in contrast colors. A distinct audio
sound (beeper/clapper) may be installed above the entrance door for identification
of the toilets.

Figure 74. Signage for accessible washroom

6.5.3.21 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.

6.5.3.22 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.

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 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.

6.5.3.23 Visual contrasts

 Visual contrasts mean 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:

 Critical Surfaces (walls, ceiling and floor),

 Signage and background sign frame/ wall,
 Step edges and risers/ treads on steps,
 Handrails and background walls,
 Doors and surrounding walls,
 Switches/ sockets and background wall,
 Toilet fixtures and critical surfaces in toilet.

 Barriers and hazards should be highlighted by incorporating colors and luminance

contrast.

6.5.3.24 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.

6.5.3.25 Alert 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.

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 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.).

6.5.3.26 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.

6.5.3.27 Emergency evacuation route

 Designate routes that are at least 1200mm wide, to ensure that a person using a
wheelchair and a non-disabled person can 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.

6.5.3.28 Way guidance system

 Luminance on the floor should be 1lux minimum provided on along the center line
of the route and on stairs.
 Install clear illuminated sign above exit and 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.

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6.5.3.29 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.

6.5.3.30 Street design

 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 have the following characteristics:

 Have height of a standard public step riser i.e. 150 mm maximum;

 Be at least 1800 mm wide.
 Have non-slip surface;
 Be along the entire length of the road;
 Have tactile guiding paver for persons with visual impairments.
 Preferably have well defined edges of paths and routes by use of different colors
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.
 Have kerb ramps where ever a person is expected to walk into or off the pathway.
 Have tactile warning paver installed next to all entry and exit points from the
footpath.

 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.

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 Finishes shall have non-slip surface with a texture traversable by a wheel chair.

 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.

 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 colored 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.

6.5.3.31 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 to avoid disorientation;
 The time interval allowed for crossing should be programmed according to the
slowest crossing persons; and
 Acoustical signals encourage safer crossing behavior among children as well.

6.5.3.32 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

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 Providing for seats for people with ambulatory disabilities at regular intervals along
the walkway and at landings.

6.5.3.33 Alighting and boarding areas

All areas and services provided in the station that are open to the public should be accessible.

6.5.3.34 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.
 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.

6.5.3.35 Car park

 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.

 Symbol

International Symbol of Accessibility should be clearly marked on the accessible parking lot for
drivers/riders with disabilities only.

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 A square with dimensions of at least 1000 mm but not exceeding 1500 mm in

length;
 Be located at the center of the lot; and
 The color of the symbol should be white on a blue background.

 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.

 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 50 no of car spaces.

 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.

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7. INTERMODAL INTEGRATION
The Multi-modal Integration Plan shall include requirements in respect of integrated transport
and how the System must integrate into the existing transport modes at metro station,
including non-motorized trips, viz. walking and cycling. All the physical elements necessary to
ensure seamless connectivity between the metro and the broader transport network shall be
accommodated.

While Pune Metro provides a high capacity transport system to carry the passengers, the need
for integration with other transport modes is essential to ensure a seamless transfer. This
concept is to provide first mile and last mile connectivity to the commuters within their places
of residence/ business. At present the various modes of commute in Pune region comprise of
State Transport buses, City bus services, Mini buses, Auto Rickshaws, Private cars, Two
Wheelers and Bi-Cycles.

The new Metro Rail Policy (2017) also highlights provision of infrastructure for integration of
various modes of transport, last mile connectivity, seamless transfer between various modes
through common payment instrument and universally accessible infrastructure.

A world-class public transport system, incorporating best practice interchange hubs, will also
help to meet the social, economic and environmental needs of a thriving and growing city,
including;

 Improve public transportation provision, mobility, reliability, connectivity and

accessibility in Pune region;
 Easing congestion and tackling climate change by promoting more sustainable modes of
transport;
 Encourages a mode shift from private to public transportation use;
 Meeting the increasing demand for travel by public transport;
 Attracts existing public transport users to the Metro system;
 Improving access to facilities and services in urban centres;
 Takes into consideration the needs of the various stakeholders and the environment, and
is socially and environmentally sensitive and sustainable;
 Improving quality of life by improving air quality and by reducing noise and other
environmental impacts;
 Providing links between neighbourhoods and employment, education and other
opportunities;
 Provides commercial opportunities that reap positive benefits for Maha Metro and Pune;
 Effectively and efficiently interfaced and integrated into the existing public transport
services, community infrastructure, buildings and activity centres at an economical cost;

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 Easily customizable, modifiable and upgradable for the whole of its life to accommodate
and support future expansion, demand and growth for the Metro system at an
economical cost;
 Improves the overall image of Pune.
 Multi Modal Integration refers to transportation and land use planning that considers
diverse transportation options, typically including walking, cycling, public transit and
private transport modes, and accounts for land use factors that affect accessibility. Multi
Modal transportation accounts for the integration of different capabilities of different
modes, including their availability, speed, costs, limitations, and therefore their most
appropriate uses. To be efficient and fair, a transportation system must serve diverse
demands. For example, would be inefficient, if inadequate sidewalks force parents to
chauffeur children to local destinations to which they would rather walk or bicycle, or if
inadequate mobility options force urban commuters to drive although they would prefer
to rideshare or use transit. Physically, economically and socially challenged people in
particular need diverse mobility options; walking and cycling for local travel, public transit
for longer trips, and automobiles (ridesharing, chauffeuring and taxi travel) when
necessary. As a result, to be efficient and fair, transportation must be Multi Modal.
 Before about 1980, walking and bicycling were recognized as important travel modes, but
for most of the last century transport planning was automobile-oriented. As a result, most
communities now have well developed road systems that allow motorists to drive to most
destinations with relative convenience and safety; at worst they may be delayed by peak
period congestion and pay tolls and parking fees at some destinations.
 From the past case experience, it is evident that integration plays a very vital role in
emphasizing the commuters to shift from private mode of transportation to public
transportation. The main tools of any public transportation system must be Multi Modal.
As there is constant change in the requirement / advancement of infrastructure, other
essential tools of integration are promoting active mobility (cycling and walking) users,
providing safe and reliable infrastructure to reach primary mode of public transportation
system, through feeder services, park & ride system, education and public outreach to
commuters (marketing strategy), etc.
 Transport Integration Plan shall enable maximum number of passengers with ease of
accessibility which ensures, safe, quick, convenient and seamless connectivity among the
various modes of transport. Making streets safe, clean and walkable reduce impact on
the natural environment, making less harm and to retain the natural resources. Access
modes to transit stations is presented in below.

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Figure 75. Access Modes to the Transit Station

Integration of modes should be planned in such a way that the people using various modes
are integrated well by providing footpath for pedestrians, bicycle racks/parking for cyclists,
bus bays for buses, taxi ranks and stands for Taxi and auto rickshaw, kiss & ride for Car users.
Approach for safe access is presented below.

Figure 76. Approach of Safe Access

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7.1 Intermodal Integration with Existing Modes

Maharashtra Metro Rail Corporation Limited (MAHA-METRO), a 50:50 jointly owned

company of Government of India and Government of Maharashtra, is implementing Pune
Mass Rapid Transit system on selected corridors.

7.1.1 Transport Integration Requirements

Transport Integration Plan is a combination of a coordinated integration of different modes,

coordination of different other public transport authorities and transport operators for
future coordination of operations ensuring safe, secure, convenient, quick and seamless
transfers with the provision of transport infrastructure within the interchange and its
precincts. Transport Integration Plan for the overall alignment shall focus on connectivity
of different modes of transport at all stations, with a focus on the following precincts.

 Pedestrians (including passenger connections)- Pedestrian facilities are considered

as important measure under this Plan. At elevated Metro stations, access shall be
provided through staircases, lifts/elevators and/or escalators and Foot Over Bridges,
as applicable and at specified locations only.
 Bicycle parking, bicycle end of trip facilities and cycle-ways- Space for the bicycle
users in the area surrounding all stations and interchanges shall be provided which
will ensure last mile connectivity.
 Drop-off and pick-up locations- The basic aim of any Mass Rapid Transit System is to
encourage modal shift from private vehicles and other modes to public transport,
ensuring an easy and convenient modal transport facilities like drop-off/pickup and
park & ride facilities.
 IPT access- another important access mode from/ to Metro station are Taxi & Auto.
Taxi/Auto ranks are proposed at all the stations to enable last mile connectivity.

 Local road connections- to ensure first mile and last mile connectivity, the immediate
surrounding road network nearby the interchange, shall be enhanced to have an
uninterrupted connectivity.

Below figure shows the alignment proposed metro extension towards south, which consists
four stations with a total length of 5.464 km along the Pune-Satara Road. Following figure
shows the description of each of the proposed stations.

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Figure 77. Proposed Stations along Swargate - Katraj Metro Corridor

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Table 64 : Connectivity with Other Public Transport Systems - Swargate - Katraj Corridor

Station Name Connectivity with City Bus System and Other Features
 Station 1 is the first station of Swargate-Katraj South extension. It is
proposed to be underground.
 At station 1, the estimated number of boarding and alighting
passengers during peak hour are 1750 and 1720 respectively in the
year 2057.
 This station is surrounded by public area, residential buildings,
Station 1 commercial area etc.
 Roads near Metro station are Pune-Satara Highway & Swami
Vivekananda Road.
 The transport integration plan for station 1 would facilitate a
seamless connectivity for passengers by providing proper facilities
like, footpath, bus stop, parking, pick up /drop off area. Staircase,
ramps & escalators are proposed for seamless transfer of passengers.
 Station 2 is proposed as an underground metro station near
Padmavati Bus Stand.
 The land use around the station are commercial (Mangal Murti
Complex, Manomayy Technologies etc.), public
 At this station, the estimated number of boarding and alighting
passengers during peak hour are 2020 and 1690 respectively in the
Station 2 year 2057.
 Station 2 is proposed near Pune-Satara Highway X Golvalkar Guruji
Path Intersection which has 3 arms.
 The proposed transport integration plan of Metro Station facilitates
smooth and safe interchange of passengers by providing proper
facilities like pedestrian pathway, cycle track, bus stop, parking, pick
up & drop off area, etc.

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Station Name Connectivity with City Bus System and Other Features
 Station 3 is located near Katraj depot, which is one of the main bus
depots on the corridor. Near the 4-arm intersection formed by
conjunction of roads i.e. Pune-Satara Road and Mumbai-Pune Bypass
Road. Katraj station is the major point of interchange as it is the last
station/terminal of the metro corridor. It is one of the major entry
points to the city. Most of the passengers are the business passengers
Station 3
and daily workers/employees from the surrounding rural areas.
 The surrounding area is equally dominated by residential
developments (i.e. high-rise apartments) and commercial
development (i.e. JSMP group of institutes, Manik Moti Complex
etc.). The expected peak hour boarding and alighting at the station by
year 2057 will be 7130 and 6790 respectively.

7.2 Feeder Service

Feeder services are the most vital secondary public transportation systems as it enables the users
with last mile connectivity and contributes to build a stronger patronage for Metro system.
Usually, the coverage of feeder service is about 2 to 4 Kms in radius.

Fleet requirement is based on the passenger demand who are likely to use the proposed feeder
service after metro line is operational. The assessment is made considering existing bus routes
complementing to the metro shall continue. Feeder service has been planned for the areas which
are not served by any public transit system to provide first & last mile connectivity.

Route planning is done targeting passengers in radial distance of 2-4 km from the metro stations
and complementing the other public transit and Bicycle Schemes. There are a good number of
bus services already serving the commuters in the influencing area. The number of feeder buses
required has been estimated considering the peak demand of the horizon years viz. 2027, 2037,
2047 and 2057. The additional Feeder routes proposed on Swargate-Katraj corridor are
presented below. The feeder buses requirement for respective years for South extension
(Swargate-Katraj) is presented in below.

In Delhi, DMRC has deployed feeder buses with a sitting capacity of 18 passengers and total
capacity of 30 passengers. However, feeder bus service facility has long way to go as the bus
conditions are not so good to travel. Since it is handled by the private operators who normally
waits to fetch more passengers, the headway become long and passengers must wait for longer
time. Because of this, passengers shift to other modes of transport (i.e. Auto/Taxi) to access the

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metro station. These things should be kept in mind while implementing feeder services at any
metro station.

The roads on which the metro feeder routes are proposed are presented below.

Route 1: Station 1 (Swargate-Katraj Corridor) Route 2: Station 3 (Swargate-Katraj Corridor)

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Figure 78. Proposed Metro Feeder Bus Routes – Swargate -Katraj Corridor

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Table 65 : Feeder Bus System - Swargate-Katraj Metro Corridor

Required No. of Buses in Peak

Route Length
SN Metro Station Feeder Bus Route Name Hour
No (Km)
2027 2037 2047 2057
Station 1
(Market Yard, Station 1 to Chintamani Nagar via Late Raghunath Genuji Taware Path, Shiv
1 R1 2.5 1 2 3 4
Gultekdi) Darshan Road & Late Dadasaheb Dhomkar Path

Station 2
2 R1 Station 2 to Station 1 via Golvalkar Guruji Path-Chandrashekhar Azad Path 2.43 1 2 3 4
(Padmavati)
Station 3 to Bhartiya Vidyapeeth via Akshay Nagar, Chandrabhaga Nagar Road &
R1 2.96 1 2 3 5
3 Mumbai Pune Road
Station 3
Station 3 to Katraj Ghat Road via Katraj Kondhwa Road - Katraj Lake Road &
(Katraj) R2 1.95 1 2 4 5
Gujarwadi Road
Year Wise Total Buses Required 4 8 13 18

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7.3 Physical infrastructure requirement for integration with other modes

7.3.1 Integration with Active Mobility Users
To enhance accessibility to Metro stations, passengers are encouraged to commute to stations
by walk / bicycles. This action will not only beneficial for managing authorities, but also promotes
the healthy living of citizens. Hence, the planners must create the urban living into eco-friendly
zone with basic amenities.

Vulnerable user groups like differently abled, the elderly and their accessibility measures must
be taken care meticulously. Some of the facilities include longer crossing time for senior citizens
(Pelican signal upgradation), pedestrian sidewalks of about 1.8 m - 3 m width, bicycle lanes of 1
m - 1.2 m, walking shelters to protect commuters from rain and heat, etc. Tactile paving,
elevators and ramps need to be provided within the MRT stations. Ramps with gentle slope shall
be designed for pedestrians and wheelchair users. Cycle parking shall be planned at all the
stations to safely park the private cycles (Docked /Turnstile). Junctions and intersections should
be proposed with proper pedestrian crossings. Proper road markings, Traffic Signages, Zebra
Crossings and Pedestrian Signals shall be proposed to provide safe and uninterrupted pedestrian
movement.

7.3.2 Park-and-ride Facilities

A limited number of parking slots should be provided in selected stations to discourage the usage
of private modes of transportation. This action encourages car/ two-wheeler commuters to use
public transport automatically with a great comfort and satisfaction due to high congestion of
roads during peak hours. Transport planners strive to attract huge number of users towards MRT
by different modes such as walking, cycling or feeder services only.

7.3.3 Access to Stations with IPT

Auto Rickshaws contribute a significant modal share in Indian Cities. Since, autorickshaws play a
very vital role, it is very important to provide well designed pick up and drop off zones near to
the metro stations. The design of site-specific pick up and drop off points seem to be a most
wanted feature as per current scenario in the city of Pune.

7.4 Institutional integration

Institutional integration is used to create an organizational framework for joint planning and
operation of transit services. For smooth operation of metro, different groups of association (e.g.
tariff associations, transit communities, transit federations etc.) merge/integrate with each other
to provide seamless public transport infrastructure.

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7.5 Physical integration

Physical (or spatial) integration describes efforts to co-locate the various parts of a transport
system. This generally occurs at stations, but also happens elsewhere in the network. Examples
include taxi stands outside metro stations, walkways connecting stations directly to adjacent
buildings, stations serving various bus and train lines, and bikeways along Metro routes, among
others.

The first priorities for physical integration within a Metro network, essentially pre-requisite of
good system design, is with the pedestrian and cycling environment surrounding the station,
terminal or Multi Modal facility and with the different lines and services of the metro system
itself by creating an easy transfer within.

Metro can be integrated with short and long-distance public transport infrastructure e.g., Bus/
BRT/ Train Stations, and, in some cases, airports. Again, physical planning is key to making this
option viable. Travellers from such modes often are carrying luggage or goods and need a
convenient transfer mechanism.

Please refer Annexure 1 for Physical Integration Plans for both Swargate – Katraj metro corridor.

7.6 Fare integration

The absence of an integrated public transportation system causes problems and inconvenience
for commuters and authorities in terms of compromising the necessities such as Comfort,
Transparency, Travel time and Costs. It improves the experience of seamless mobility.
Rechargeable Smart Card is the efficient fare collection system in most of the public
transportation systems around the World. Integrated fare system enables the users to transit
between two different modes of transport / interchange in same mode at lower cost and high
comfort. Handling cash can be lessened which in turn reduces the theft complaint in Public
Transportation Systems. To avoid large queue in the counters, the fare collection systems could
be outsourced to a third-party operator within a radius of 1 Km to 2 Km from all the metro
stations.

7.7 Operational integration

The operational integration is an application of management techniques to optimize allocation
of transit resources and coordinate services. The techniques of the operational integration are
enlisted below:
 Rationalization of redundant services
 Matching modes to service requirements
 Development & Scheduling of feeder route services

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 Unification of fare structure

 Fare discounts
 Coordinated public information system
 Reserved bus lanes and streets
 Parking controls

7.8 Technology integration

Technology plays a very crucial role in the public transport. Technology integration deals with the
information on routes, schedules, fares and transfer points for all transit modes and services
throughout the urban limits which is provided by concerned authorities. Providing integrated and
real time information during the journey and before the journey, with the help of intelligent
transport system (ITS), helps to attracts commuters. Smartphone apps can be used to obtain the
information with few clicks.

7.9 Public Bicycle Sharing Scheme

Cycle sharing provides an ideal transport solution for short trips and a feeder to other public
transport options. Cycle sharing can help reduce pollution, reduce traffic noise, improve safety
on the roads. For users, it is a healthy mode of transport, often quicker than other modes for
short distances, without the need to maintain the cycle or worrying about where to park.
Some of the private players like Yulu, Ofo, Pedal Saddle have come forward to promote and make
the commuters utilize bicycle sharing scheme. These schemes will be predominantly used by
commuters around 1 km to 2 km around metro stations. Also, Government has been constantly
encouraging the commuters to use free and shared bicycles for a short rental period. The main
motto of encouraging is for the convenience of passengers as well as for increasing the ridership
of metro.
The requirement of bicycles along the Swargate-Katraj corridor is estimated and is presented in
table below. The requirement of bicycles may increase as it wholly depends on how the
authorities make the policy and implement bicycle sharing scheme throughout the city.
Table 66 : Bicycle Sharing Scheme - Swargate-Katraj Corridor
No. of Cycles
S No Metro Station
2027 2037 2047 2057
1 Station 1 (Market Yard, Gultekdi) 26 47 52 53
2 Station 2 (Padamavati) 29 53 59 61
3 Station 3 (Katraj) 115 182 203 214
Year Wise Total Bicycles Required 170 283 314 327

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Annexure 1

Station wise Schematic Physical Integration Plans as mentioned below are presented in the
next pages.
Swargate-Katraj Corridor

1) Station 1
2) Station 2
3) Station 3

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PADMAVATI

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8. TRAIN OPERATION PLAN

8.1 System Operation Approach
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;
 Short trains consist of 3 coaches with high frequency service in initial years. Later,
some of 3-car trains converted to 6 coaches to meet peak hour demand in high
PHPDT section;
 Multi-tasking of train operation and maintenance staff;
 Introduction of short loop services to cater to increased passenger load during
peak hours with minimum no. of trains.

8.1.1 Stations

Swargate-Katraj extension of Corridor-1 (Phase 2A) includes 3 stations listed in table

hereunder.

Table 67 : Stations on line corridor - (Nigdi-Katraj)

S.N Chainage Inter-station
Phase Name of stations Remarks
o (in m) distance (in m)
1 Nigdi -5489 - Elevated
Phase

(1A)
-II

2 Akurdi -3459 2030 Elevated

3 Chinchwad -1789 1670 Elevated
4 PCMC -340 1449 Elevated
5 ST Tukaram Nagar 1763 2103 Elevated
6 Bhosari 2500 737 Elevated
7 Kasarwadi 3818 1318 Elevated
8 Fugewadi 4846 1028 Elevated
Phase-I

9 Dapodi 5712 866 Elevated

10 Bopodi 7334 1622 Elevated
11 Khadki Station 8205 871 Elevated
12 Range Hill 9680 1475 Elevated
13 Shivaji Nagar 11729 2049 Underground
14 Civil Court 12849 1120 Underground
15 Budhwar Peth 14157 1308 Underground

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S.N Chainage Inter-station

Phase Name of stations Remarks
o (in m) distance (in m)
16 Mandai 15018 860 Underground
17 Swargate 16541 1523 Underground
Station 1 (Market Yard,
Phase II (2A)*

18 17982 1372 Underground

Gultekdi)

19 Station 2 (Padamavati) 19568 1586 Underground

20 Station 3 (Katraj) 21860 2292 Underground
*This report deals with this section

8.2 Station Yard Planning

Provision of front and rear crossovers at terminal station (at Katraj) are advise for better
operational performance and flexibility. In case rear cross-overs cannot be accommodated
due to certain unavoidable circumstances, front crossovers shall be provided to make
operation from both platforms feasible. The crossovers shall be provided as near to the
terminal station as possible to achieve better headways when required.

Provision of train stabling facility is recommended on mainline

 for future stabling requirements to minimize empty running of train and

 to stable train got faulty during service.

Recommended locations from operations perspective are minimum one near Katraj and one
near Swargate

8.3 Train Operation

8.3.1 Salient Features

 Running of services for 19 hours of the day (05:00Hrs to 24:00Hrs) with a

maximum station dwell time of 40 seconds;
 Make up time of 5-10% with 8-12% coasting;
 Schedule speed has been taken as 33 km/hr.

8.3.2 Traffic demand

Peak hour peak direction traffic demands (PHPDT) for the Pune Metro Corridor-1 Phase-2A
for the horizon years for the purpose of planning the network capacities are summarised
hereunder. Station Boarding/ Alighting figures and Sectional PHPDT is detailed in subsequent
tables in this section.

Summary of Ridership and PHPDT figures for horizon years :

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Table 68 : Stations on Corridor -Nigdi-Katraj

PUNE METRO DPR - PHASE-II CORRIDOR - 2A
Scenario 2A Ridership 2027 2037 2047 2057
Peak Hour 64100 85200 98700 100800
Nigdi - Katraj Daily 668000 888000 1028000 1050000
PHPDT 18070 22980 27020 28170

Sectional Boarding and Alighting figures for horizon years are detailed in table
hereunder.
Table 69 : Boarding- Alighting figures for Corridor - Nigdi-Katraj
Nigdi to Katraj Peak-Hour-Boarding/Alighting
SI
Station 2027 2037 2047 2057
No Boarding Alighting Boarding Alighting Boarding Alighting Boarding Alighting
1 Nigdi 1020 1090 1360 1830 1570 2210 1610 2260
2 Akurdi 1310 1450 1530 2130 1760 2530 1800 2580
3 Chinchwad 1140 1390 1630 2110 1890 2580 1940 2640
4 PCMC 4970 3390 6230 4770 7030 5460 7180 5580
5 Tukaram
2670 2630 3610 3900 4090 4560 4180 4660
Nagar
6 Bhosari 3750 3680 4840 4970 5460 5660 5580 5790
7 Kasarwadi 2390 2330 3260 3350 3660 3760 3740 3840
8 Fugewadi
2100 1820 2860 2650 3200 3080 3270 3150
9 Dapodi 4480 4000 5310 5030 5920 5910 6050 6040
10 Bopodi 4420 4380 5370 5510 6100 6360 6240 6500
11 Khadki
2140 2370 2780 2980 3090 3420 3160 3490
Station
12 Range Hill 2610 3080 3310 3880 3740 4460 3820 4550
13 Shivaji Nagar 5180 5350 6600 6550 7630 7750 7790 7920
14 Civil Court 7990 8730 10240 11120 11690 12560 11940 12830
15 Budhwar
3570 2860 4550 3660 5400 4330 5510 4420
Peth
16 Mandai 2670 2520 3430 3260 4180 3940 4270 4020
17 Swargate 6100 7180 8830 8830 11830 10340 12090 10570
18 Station 1 880 880 1580 1480 1740 1690 1750 1720

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Nigdi to Katraj Peak-Hour-Boarding/Alighting

SI
Station 2027 2037 2047 2057
No Boarding Alighting Boarding Alighting Boarding Alighting Boarding Alighting
19 Station 2 950 1000 1780 1610 1950 1630 2020 1690
20 Station 3 3820 3970 6060 5570 6760 6470 7130 6790
Total Ridership 64160 64100 85160 85190 98690 98700 100860 100850

Boarding Alighting
14000

12000
2037 Boarding

10000
2037 Alighting

8000
2047 Boarding
6000

2047 Alighting
4000

2057 Boarding
2000

2057 Alighting
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Figure 79. Boarding- Alighting Chart – Corridor-Nigdi-Katraj

Sectional Traffic Demand for horizon years is given the table hereunder:
Table 70 : Traffic Demand - Corridor-Nigdi-Katraj
Traffic Demand in PHPDT
Section Year
From To 2027 2037 2047 2057
Nigdi Akurdi 1090 1830 2210 2300
Akurdi Chinchwad 2520 3940 4700 4900
Chinchwad PCMC 3750 5490 6560 6840

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PCMC Tukaram Nagar 6600 9430 10990 11460

Tukaram Nagar Bhosari 8700 12370 14400 15010
Bhosari Kasarwadi 11250 15800 18330 19110
Kasarwadi Fugewadi 12520 17660 20360 21230
Fugewadi Dapodi 13770 19320 22240 23190
Dapodi Bopodi 15020 21020 24380 25420
Bopodi Khadki Station 15960 22390 26120 27240
Khadki Station Range Hill 16230 22760 26630 27770
Range Hill Shivaji Nagar 16380 22980 27020 28170
Shivaji Nagar Civil Court 14730 20890 24840 25900
Civil Court Budhwar Peth 13710 19780 23480 24480
Budhwar Peth Mandai 11290 16770 20260 21130
Mandai Swargate 8820 13720 16920 17640
Swargate Station 1 4160 6790 7680 8010
Station 1 Station 2 4140 6600 7430 7810
Station 2 Station 3 3820 6060 6760 7130
Maximum PHPDT 16380 22980 27020 28170

Figure 82: Traffic Demand Chart – Corridor-Nigdi-Katraj

30000
Traffic Demand (PHPDT)
25000
20000
15000
10000
5000
0

2027 2037 2043 2057

Figure 80. Traffic Demand Chart – Corridor-Nigdi-Katraj

8.3.3 Train Formation

To meet the projected traffic demand, the possibility of running trains with different
headways has been examined.

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Accordingly, for Corridor-1, 3-car trains are proposed for the year 2027 whereas a mix of 3-car
and 6-car trains is proposed for year 2037, 2047 and 2057.

Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
3 Car Train Composition DMC + TC + DMC
6 Car Train Composition DMC + TC + MC + MC + TC + DMC

Capacity
3 Car Train: 6p/sqm standee- 764 Passengers;
8p/sqm standee- 975 Passengers
6 Car Train: 6p/sqm standee- 1574 Passengers;
8p/sqm standee- 2004 Passengers

8.3.4 Train Operation Plan of Corridor - Nigdi to Katraj

Based on the projected PHPDT demand, Train operation for Pune Metro Corridor-1 Phase-2A
is planned with train carrying capacity calculated @6 persons per square meter of standee
area in train and is detailed in following sections for years 2027, 2037, 2047 and 2057.

 Year 2027

Corridor-1 (Nigdi to Katraj) has peak traffic with PHPDT of 18000 in section Khadki Station-
Range Hill. To cater the traffic, Train operation with 3-car trains with headway of 2.7 min in
section PCMC-Swargate is planned with Peak Hour Peak Direction Capacity of 16800 @6
persons per square meter of standee area (Capacity of 21500 @8 persons per square meter
of standee area under crush loading conditions).

As PHPDT in sections beyond PCMC-Swargate is very low (PHPDT of 4370), peak headway of
only 5.4 min is considered sufficient in this section. Accordingly, every alternate train is
planned to be short looped from PCMC and Swargate, at least during peak hours. This has
minimized Rolling Stock and Train Operator requirement.

The planned capacity of 16800 (21500 under crush loading) is less than the PHPDT demand in
four sections out of twenty 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. The sections in which PHPDT capacity exceeds the planned
capacity, overloading during these peak hours is tolerable. Traffic demand and train capacity
for this corridor in the year 2027 is tabulated and represented on a chart provided hereunder

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Table 71 : Traffic Demand and Capacity - Corridor-Nigdi-Katraj

Year 2027
Headway (Sec) 164
S Capacity Capacity
From To PHPDT
No. @6p/sqm @8p/sqm
1 Nigdi Akurdi 1090 8404 10725
2 Akurdi Chinchwad 2520 8404 10725
3 Chinchwad PCMC 3750 8404 10725
4 PCMC Tukaram Nagar 7720 16808 21450
5 Tukaram Nagar Bhosari 9860 16808 21450
6 Bhosari Kasarwadi 12470 16808 21450
7 Kasarwadi Fugewadi 13800 16808 21450
8 Fugewadi Dapodi 15320 16808 21450
9 Dapodi Bopodi 17060 16808 21450
10 Bopodi Khadki Station 18030 16808 21450
11 Khadki Station Range Hill 18070 16808 21450
12 Range Hill Shivaji Nagar 17740 16808 21450
13 Shivaji Nagar Civil Court 15910 16808 21450
14 Civil Court Budhwar Peth 14150 16808 21450
15 Budhwar Peth Mandai 12450 16808 21450
16 Mandai Swargate 10110 16808 21450
17 Swargate Station 1 4370 8404 10725
18 Station 1 Station 2 4250 8404 10725
19 Station 2 Station 3 3970 8404 10725

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25000
Demand vs Capacity - Corridor-1 Phase 2A- 2027
20000

15000

10000

5000

PHPDT Capacity @6p/sqm Capacity @8p/sqm

Figure 81. Demand vs Capacity Chart- 2027- Corridor-Nigdi-Katraj

 Year 2037

Corridor-1 (Nigdi to Katraj) has peak traffic with PHPDT of 23000 in section Khadki Station-
Range Hill. To cater the traffic, Train operation with 3-car & 6-car trains with headway of 2.5
min in section PCMC-Swargate is planned with Peak Hour Peak Direction Capacity of 20000
@6 persons per square meter of standee area (Capacity of 25500 @8 persons per square
meter of standee area under crush loading conditions).

As PHPDT in sections beyond PCMC-Swargate is very low (PHPDT of 6750), peak headway of
only 5 min is considered sufficient in this section. Accordingly, every alternate train is planned
to be short looped from PCMC and Swargate, at least during peak hours. This has minimized
Rolling Stock and Train Operator requirement.

The planned capacity of 20000 (25500 under dense loading) is less than the PHPDT demand in
five sections out of twenty 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. The sections in which PHPDT capacity exceeds the planned
capacity, overloading during these peak hours is tolerable. Traffic demand and train capacity
for this corridor in the year 2037 is tabulated and represented on a chart provided hereunder.
Table 72 : Traffic Demand and Capacity – Corridor-Nigdi-Katraj

Year 2037
Headway (Sec) 150
S Capacity Capacity
From To PHPDT
No. @6p/sqm @8p/sqm
1 Nigdi Akurdi 1830 9978 12729

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Year 2037
Headway (Sec) 150
2 Akurdi Chinchwad 3940 9978 12729
3 Chinchwad PCMC 5490 9978 12729
4 PCMC Tukaram Nagar 9430 19956 25458
5 Tukaram Nagar Bhosari 12370 19956 25458
6 Bhosari Kasarwadi 15800 19956 25458
7 Kasarwadi Fugewadi 17660 19956 25458
8 Fugewadi Dapodi 19320 19956 25458
9 Dapodi Bopodi 21020 19956 25458
10 Bopodi Khadki Station 22390 19956 25458
11 Khadki Station Range Hill 22760 19956 25458
12 Range Hill Shivaji Nagar 22980 19956 25458
13 Shivaji Nagar Civil Court 20890 19956 25458
14 Civil Court Budhwar Peth 19780 19956 25458
15 Budhwar Peth Mandai 16770 19956 25458
16 Mandai Swargate 13720 19956 25458
17 Swargate Station 1 6790 9978 12729
18 Station 1 Station 2 6600 9978 12729
19 Station 2 Station 3 6060 9978 12729

30000
Demand vs Capacity - Corridor-1 - 2037
25000

20000

15000

10000

5000

PHPDT Capacity @6p/sqm Capacity @8p/sqm

Figure 82. Demand vs Capacity Chart- 2037- Corridor-Nigdi-Katraj

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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. E.g. in
case of higher demand, headway may be reduced easily by injecting more trains out of reserve
trains
 Year 2047
Corridor-1 (Nigdi to Katraj) has peak traffic with PHPDT of 27000 in section Range Hill to
Shivaji Nagar. To cater the traffic, Train operation with 3-car and 6-car trains with headway of
2.5 min in section PCMC-Swargate is planned with Peak Hour Peak Direction Capacity of 24000
@6 persons per square meter of standee area (Capacity of 30600 @8 persons per square
meter of standee area under crush loading conditions).
As PHPDT in sections beyond PCMC-Swargate is very low (PHPDT of 7700), peak headway of
only 5 min is considered sufficient in this section. Accordingly, every alternate train is planned
to be short looped from PCMC and Swargate, at least during peak hours. This has minimized
Rolling Stock and Train Operator requirement.
The planned capacity is less than the PHPDT demand in four sections out of twenty 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. The sections in
which PHPDT capacity exceeds the planned capacity, overloading during these peak hours is
tolerable. Traffic demand and train capacity for this corridor in the year 2047 is tabulated and
represented on a chart provided hereunder.

Traffic Demand and Capacity - Corridor-Nigdi-Katraj

Year 2047
Headway (Sec) 150
S Capacity Capacity
From To PHPDT
No. @6p/sqm @8p/sqm
1 Nigdi Akurdi 2210 12003 15302
2 Akurdi Chinchwad 4700 12003 15302
3 Chinchwad PCMC 6560 12003 15302
4 PCMC Tukaram Nagar 10990 24006 30603
5 Tukaram Nagar Bhosari 14400 24006 30603
6 Bhosari Kasarwadi 18330 24006 30603
7 Kasarwadi Fugewadi 20360 24006 30603
8 Fugewadi Dapodi 22240 24006 30603
9 Dapodi Bopodi 24380 24006 30603
10 Bopodi Khadki Station 26120 24006 30603
11 Khadki Station Range Hill 26630 24006 30603
12 Range Hill Shivaji Nagar 27020 24006 30603

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Year 2047
Headway (Sec) 150
S Capacity Capacity
From To PHPDT
No. @6p/sqm @8p/sqm
13 Shivaji Nagar Civil Court 24840 24006 30603
14 Civil Court Budhwar Peth 23480 24006 30603
15 Budhwar Peth Mandai 20260 24006 30603
16 Mandai Swargate 16920 24006 30603
17 Swargate Station 1 7680 12003 15302
18 Station 1 Station 2 7430 12003 15302
19 Station 2 Station 3 6760 12003 15302

35000 Demand vs Capacity - Corridor-1 Phase-2A- 2047

30000

25000

20000

15000

10000

5000

PHPDT Capacity @6p/sqm Capacity @8p/sqm

Figure 83. Demand vs Capacity Chart- 2047- Corridor-Nigdi-Katraj

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. E.g. in
case of higher demand, headway may be reduced easily by injecting more trains out of
reserve trains.

 Year 2057
Corridor-1 (Nigdi to Katraj) has peak traffic with PHPDT of 28000 in section Range Hill- Shivaji
Nagar. To cater the traffic, Train operation with 3-car trains with headway of 2.5 min in
section PCMC-Swargate is planned with Peak Hour Peak Direction Capacity of 25500 @6
persons per square meter of standee area (Capacity of 32500 @8 persons per square meter
of standee area under crush loading conditions).

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As PHPDT in sections beyond PCMC-Swargate is very low (PHPDT of 8000), peak headway of
only 5 min is considered sufficient in this section. Accordingly, every alternate train is planned
to be short looped from PCMC and Swargate, at least during peak hours. This has minimized
Rolling Stock and Train Operator requirement.

The planned capacity at crush loading is less than the PHPDT demand in four sections out of
twenty 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. The sections in which PHPDT capacity exceeds the planned capacity, overloading
during these peak hours is tolerable. Traffic demand and train capacity for this corridor in the
year 2057 is tabulated and represented on a chart provided hereunder.
Table 73 : Traffic Demand and Capacity - Corridor-Nigdi-Katraj
Year 2057
Headway (Sec) 150
Capacity Capacity
S No. From To PHPDT
@6p/sqm @8p/sqm
1 Nigdi Akurdi 2300 12813 16331
2 Akurdi Chinchwad 4900 12813 16331
3 Chinchwad PCMC 6840 12813 16331
4 PCMC Tukaram Nagar 11460 25626 32661
5 Tukaram Nagar Bhosari 15010 25626 32661
6 Bhosari Kasarwadi 19110 25626 32661
7 Kasarwadi Fugewadi 21230 25626 32661
8 Fugewadi Dapodi 23190 25626 32661
9 Dapodi Bopodi 25420 25626 32661
10 Bopodi Khadki Station 27240 25626 32661
11 Khadki Station Range Hill 27770 25626 32661
12 Range Hill Shivaji Nagar 28170 25626 32661
13 Shivaji Nagar Civil Court 25900 25626 32661
14 Civil Court Budhwar Peth 24480 25626 32661
15 Budhwar Peth Mandai 21130 25626 32661
16 Mandai Swargate 17640 25626 32661
17 Swargate Station 1 8010 12813 16331
18 Station 1 Station 2 7890 12813 16331
19 Station 2 Station 3 7130 12813 16331

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35000
Demand vs Capacity - Corridor-1 Phase-2A- 2057
30000
25000
20000
15000
10000
5000
0

PHPDT Capacity @6p/sqm Capacity @8p/sqm

Figure 84. Demand vs Capacity Chart- 2057- Corridor-Nigdi-Katraj

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. E.g. in
case of higher demand, headway may be reduced easily by injecting more trains out of reserve
trains.

The Summary of Peak Hour Headway and Traffic capacity provided on line 1 Phase 2A in
horizon years of operation is tabulated in Table 74.
Table 74 : Capacity Provided for Nigdi – Katraj Corridor
Demand (PHPDT) and Capacity Plan – line 1 Phase 1A (Nigdi- Katraj)
Year 2027 2037 2047 2057
Section
Nigdi-PCMC &

Nigdi-PCMC &

Nigdi-PCMC &

Nigdi-PCMC &
Swargate -
Swargate-

Swargate-

Swargate-
Swargate

Swargate

Swargate

Swargate
PCMC-

PCMC-

PCMC-

PCMC-
Katraj

Katraj

Katraj

Katraj

Peak Hour
characteristics
Headway (seconds) 327 164 300 150 300 150 300 150
No. of 3- Cars trains/
11 22 12 10 12 5 12 3
Hr
No. of 6- Cars trains/
0 0 0 2 0 7 0 9
Hr
Peak Demand 4370 18070 6770 22980 7680 27020 8010 28170
Total Capacity
@6p/sqm of standee 8404 16808 9168 19956 9168 24006 9168 25626
area
Total Capacity
@8p/sqm of standee 10725 21450 11700 25458 11700 30603 11700 32661
area

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8.3.5 Train frequency

The train operation of Pune Metro provides the train headway:

Table 75 : Train frequency/ Headway provided for Corridor – Nigdi to Katarj

Train Frequency – Corridor 1 Phase 2A (Nigdi- Katraj)
Year 2027 2037 2047 2057
Nigdi
-
Nigdi- PCM Nigdi-
Nigdi-PCMC
PCMC & PCMC- PCMC- C& PCMC- PCMC & PCMC-
Section Swargate- Swargate
& Swargate -
Swargate Swar Swargate Swargate- Swargate
Katraj
Katraj gate- Katraj
Katra
j
Peak Headway
5.4 2.7 5 2.5 5 2.5 5 2.5
(Min.)
Off-Peak
Headway 6-15 6-15 5-15 5-15 5-15 5-15 5-15 5-15
(Min.)

No services are proposed between 24:00 hrs to 05:00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.

Peak hours: Morning – 08:00Hrs to 11:00Hrs

Evening – 17:00Hrs to 20:00Hrs.

8.3.6 Hourly Train Operation plan

The hourly distribution of daily transport capacity for Corridor 1 Phase 2A for horizon years
are provided in following tables and represented in graphically in following charts.
Table 76 : Hourly Train Operation Plan for Corridor – Nigdi to Katraj
Year 2027
Time
PCMC- Swargate PCMC- Nigdi & Swargate
Headway No. of Trips Headway No. of Trips
From To
(Min.) UP DN (Min.) UP DN
05:30 06:00 15 2 2 15 2 2

06:00 07:00 12 5 5 12 5 5
07:00 08:00 6 10 10 6.0 10 10

08:00 09:00 2.7 22 22 5.5 11 11

09:00 10:00 2.7 22 22 5.5 11 11

10:00 11:00 2.7 22 22 5.5 11 11

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Year 2027
Time
PCMC- Swargate PCMC- Nigdi & Swargate
11:00 12:00 6 10 10 6 10 10

12:00 13:00 9 7 7 9 7 7
13:00 14:00 9 7 7 9 7 7

14:00 15:00 9 7 7 9 7 7

15:00 16:00 9 7 7 9 7 7

16:00 17:00 6 9 9 6 9 9
17:00 18:00 2.7 22 22 5.5 11 11
18:00 19:00 2.7 22 22 5.5 11 11

19:00 20:00 2.7 22 22 5.5 11 11

20:00 21:00 6 10 10 6 10 10

21:00 22:00 9 7 7 9 7 7

22:00 23:00 12 5 5 12 5 5
23:00 23:30 15 2 2 15 2 2

Total Trips 220 220 154 154

16.0
14.0 2027 PCMC-
12.0 Swargate
Headway
10.0
(Min.)
8.0
6.0
4.0 2027 PCMC-
2.0 Nigdi &
0.0 Swargate
Headway
(Min.) DN

Figure 85. Hourly Train Operation Chart- 2027- Corridor-Nigdi-Katraj

Table 77 : Hourly Train Operation Plan for Corridor-Nigdi-Katraj

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Year 2037, 2047, 2057

Time
PCMC- Swargate PCMC- Nigdi & Swargate

Headway No. of Trips Headway No. of Trips

From To
(Min.) UP DN (Min.) UP DN
05:30 06:00 15 2 2 15 2 2
06:00 07:00 12 5 5 12 5 5
07:00 08:00 5 12 12 5.0 12 12
08:00 09:00 2.5 24 24 5.0 12 12
09:00 10:00 2.5 24 24 5.0 12 12
10:00 11:00 2.5 24 24 5.0 12 12
11:00 12:00 5 12 12 5 12 12
12:00 13:00 8 8 8 8 8 8
13:00 14:00 8 8 8 8 8 8
14:00 15:00 8 8 8 8 8 8
15:00 16:00 8 8 8 8 8 8
16:00 17:00 6 10 10 6 10 10
17:00 18:00 2.5 24 24 5.0 12 12
18:00 19:00 2.5 24 24 5.0 12 12
19:00 20:00 2.5 24 24 5.0 12 12
20:00 21:00 5 12 12 5 12 12
21:00 22:00 9 7 7 9 7 7
22:00 23:00 12 5 5 12 5 5
23:00 23:30 15 2 2 15 2 2
Total Trips 243 243 171 171

Figure 86. Hourly Headway Chart- 2037-2057 Corridor- (Nigdi-Katraj)

16.0
14.0
12.0 . PCMC- Swargate
10.0
8.0
6.0 . PCMC- Nigdi &
Swargate-Katraj
4.0
2.0
0.0
05:30
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
23:30

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8.4 Vehicle kilometre

Based on the above planning, Vehicle Kilometres for Pune Metro corridor-1 Phase 2A are given
in tables enclosed hereunder.
Table 78 : Vehicle Kilometre for Corridor-Nigdi-Katraj
Pune Metro Corridor-1 Phase 2A Nigdi to Katraj
Year
Section
2027 2037 2047 2057
Trip length (KM) 27.4 27.4 27.4 27.4
No. of 3-Car Train
Nigdi to Katraj 305 337 337 337
Trips
No. of 6-Car Train
0 0 0 0
Trips
Trip length (KM) 16.9 16.9 16.9 16.9
PCMC- No. of 3-Car Train
132 120 60 36
Swargate Trips
No. of 6-Car Train
0 24 84 108
Trips
No. of Trips (Nigdi to Katraj) 305 305 337 337
No. of Trips (PCMC- Swargate) 132 132 144 144
Daily Train KM 10723 10595 11677 11677
Annual Train KM (105) 39 39 43 43
5
Annual Car KM (10 ) 117 116 132 143

The calculation for vehicle kilometre is based on assumption that 50% trains will be short
looped only during peak-hours. Vehicle kilometres can be further reduced by introducing short
looping during off-peak hours such that headway in Phase 2A is not too high for passenger
convenience.

8.5 Year-wise rake requirement

Based on train formation and headway as determined above to meet PHPDT, rake
requirement has been estimated and tabulated below in brief:
Table : Rake Requirement for Corridor-Nigdi-Katraj
Total Car Total Trains Required
Year
Requirement 3-Car 6-Car
2027 108 36 0
2037 132 36 4
2047 150 30 10
2057 156 28 12

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Note: Total Car Requirement' includes 90 cars already planned for earlier phases. The detailed
calculations of Rolling Stock Requirement in the year 2027 is shown at end of this chapter.

Assumptions:

Requirements of coaches is calculated based on following assumptions:

 Train composition planned as specified in section §11.3.3 Train Composition;

 Coach requirement has been calculated based on headway during peak hours;
 Traffic reserve is taken as one train per corridor to cater to failure of train on
mainline and to make up for operational time lost;
 Repair and maintenance reserve have been estimated as 10 % of total
requirement (Bare +Traffic Reserve);
 The calculated number of rakes in fraction is rounded off to next higher number;
 Schedule speed is taken as 33 KMPH for corridor 1;
 Total turn-back time at terminals is taken as 3 minutes (90 second each terminal)
using front cross-overs.

8.6 Stabling requirement

Stabling capacity in existing depot at Range Hill is not sufficient to accommodate 156 cars (28
numbers of 3-car train and 12 numbers of 6-car trains) required for design year (2057).

Phase-II augmentation of the Range Hill depot is planned to accommodate 22 numbers of 6-

car trains or equivalent number of 3-car and 6-car trains which is sufficient for planned Phase-
2A requirement upto year 2037.

However, for planned requirement in Phase-2A in year 2047 & 2057, i.e. additional 8 number
of 3-car trains, additional stabling facility is required.

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Detailed Calculation of Rolling Stock Requirement in the Year 2027

A) Rolling Stock Requirement for PCMC to Swargate section (Yr 2027)

PHPDT 16380
Capacity of one car train /rake 764 passenger
Trains /hr = (16380/764) = 21.44
Hence, Headway = 2.80 Min
No of Trains = Turn around time (TO)
Headway

Turn Around Time = Length of Corridor * 2 + Switching Time

Headway

Turn Around Time = 17.8 * 2 + 10 mins

33

TO = 74.7 mins
Hence, No. of Trains = 26.68 = 27 Nos.

B) Rolling Stock Requirement for PCMC to Nigdi section (Yr 2027)

PHPDT 3750
Capacity of one car train /rake 764 passenger
Trains /hr = (3750/764) = 4.91
Hence, Headway = 12.22 Min
No of Trains = Turn around time (TO)
Headway

Turn Around Time = Length of Corridor * 2 + Switching Time

Headway

Turn Around Time = 4.413 * 2 + 10 mins

33

TO = 26.0 mins
Hence, No. of Trains = 2.13 = 2 Nos.

C) Rolling Stock Requirement for Swargate to Katraj section (Yr 2027)

PHPDT 4160
Capacity of one car train /rake 764 passenger
Trains /hr = (4160/764) = 5.45
Hence, Headway = 11.02 Min
No of Trains = Turn around time (TO)
Headway

Turn Around Time = Length of Corridor * 2 + Switching Time

Headway

Turn Around Time = 5.464 * 2 + 10 mins

33
= 29.9 mins
Hence, No. of Trains = 2.7 = 3 Nos.

Total Trains Requires in 2027 = A+B+C 27+2 +3 = 32nos.

trains spares @10% = = 4 Nos trains required

Total trains to be procured = 36 Nos of 3 car trains = 108 Coaches

1. The requirement of Rolling Stock for Nigdi – Swargate section is 90 coaches in year 2025.
2. The requirement of Rolling Stock for Nigdi – Kataraj is 108 in year 2027 (mentioned in DPR pg no. 266 (8.5)).
Accordingly, additional requirement 18 coaches (108 minus 90 required for Nigdi – Swargate ) is considered.

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9. SIGNALLING AND TELECOMMUNICATION SYSTEM

9.1 Signalling System
The Signalling system shall provide the means for an efficient train control, ensuring safety in
train movements. It assists in optimization of MRT infrastructure investment and running of
efficient train services on the network.

9.1.1 Signalling and train control

9.1.1.1 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 ‘CATC’ (Continuous
Automatic Train Control System) based on "CBTC" (Communication based Train Control
System) which includes ATP (Automatic Train Protection), ATO (Automatic Train Operation)
and ATS (Automatic Train Supervision) sub-systems using radio communication between Track
side and Train. This will:

 Provide high level of safety with trains running at close headway ensuring
continuous safe train separation and for bidirectional working;
 Eliminate accidents due to driver passing signal at danger by continuous speed
monitoring and automatic application of brake in case of dis-regard of signal /
warning by the driver;
 Provide safety and enforce speed limit on section having permanent and
temporary speed restrictions;
 Improve capacity with safer and smoother operations. The 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;
 Increase 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 stocks;
 Improve maintenance of signalling and telecommunication equipments by
monitoring system status of trackside and train borne equipment’s and enabling
preventive maintenance.

Signalling & Train Control system on the line shall be designed to meet the required headway
during peak hours.

Note: Radio for CBTC shall work in License free ISM band.

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9.1.1.2 System description and specifications

The Signalling and Train Control system shall be as below. Sub-system/components will
conform to international standards like CENELEC, IEEE, IEC, BS, ITU-T etc:

 Continuous Automatic Train Control

Continuous Automatic Train Control based on CBTC will consist of - ATP (Automatic Train
Protection), ATO (Automatic Train Operation) and ATS (Automatic Train Supervision) sub-
systems:

 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) as well as other
required locations, which shall serve as backup signalling in case of failure of ATP system.

 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.

 Automatic Train Operation (ATO)

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.

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 Automatic Train Supervision (ATS)

A train supervision system will be installed to facilitate the monitoring of train operation and
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 the
following main functionalities:

 Automatic Route setting;

 Automatic Train Regulation;
 Continuous Tracking of train position;
 Display Panel & Workstation interface;
 Link to Passenger Information Display System for online information;
 Computation of train Schedule & Time table.

 Interlocking system

 Computer Based Interlocking (CBI)

The entire line including turnback track, transfer track and sidings will be equipped with CBI
system 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 based on fail-
safe principle.

The equipment will withstand tough environmental conditions encountered in a Mass Rapid
Transit System. Suitable IEC, IEEE, BS and CENELEC standards or equivalent international
standards will be followed in case wiring, installation, earthing, cabling, power supply and for
material used in track circuits, axle counters, relays, point operating machines, power supply
etc.

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 Track Vacancy Detection

Primary mode for track vacancy detection system on main line may be through radio and for
secondary detection it can be through Track circuit / Axle Counter.

 Signals

Line side signals: Multi Aspect Colour Light (LED) type Line side signals shall be
installed on the Main Line and depot entry/exit.

 At stations with point and crossing for point protection catering for
bidirectional working;
 At departure location at stations for normal direction of working.

 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.

 Train Depot : signalling

One depot at the end of Chakan area (Opposite to Swapna Nigdi). All depot lines except the
one which is used for shunting and in the workshop shall be interlocked. A workstation 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.

9.1.2 Standards

The standards to be adopted for the signalling system are shown in the Table 79.
Table 79: Standards of Signalling System
S/No. Description Standards
Computer based Interlocking adopted for station having
switches and crossing. All related equipment as far as possible
1 Interlocking will be centralised in the equipment room at the station. The
depot shall be interlocked except for lines mainly used for
shunting, workshop/inspection shed areas.
Operation of With Direct current 110V D.C. point machines or 380 volts 3
2
Points phase, 50 Hz. AC point machines.
Primary train detection system to use bidirectional digital
transmission of signal/data by radio transponder and to be
provided on Main Line, sidings, test track and transfer track
3 Train Detection
(Entry & Exit of Depot). Secondary train detection system to
use Axle counters and to be provided at entry and exit of each
station and in mid sections as required

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S/No. Description Standards

Signals at
Line Side signals to protect the points (switches). LED type
4 Stations with
signals for reliability and reduced maintenance cost.
point & crossings
UPS For Signalling and Telecommunications
(uninterrupted
5 power at
stations as well
as for OCC)
Train protection
6 Automatic Train Protection system.
system
Automatic Train Supervision system. Movement of all trains to
Train Describer be logged on to a central computer and displayed on
7
System workstations in the Operational Control Centre and at the SCR.
Remote control of stations from the OCC.
Redundancy for Redundant Train borne equipment and ATS equipment at OCC.
8 TP/Train
Describer
9 Cables Outdoor cables will be steel armoured as far as possible.
Fail Safe SIL-4 safety levels as per CENELEC standard for signal
10
Principles application.
Immunity to All data transmission on telecom cables/OFC/Radio. All
11 External Signalling and telecom cables will be separated from power
Interface cables. CENELEC standards to be implemented for EMC.
Train Working
Running on site with line side signal with speed automatically
12 under
restricted between 15-25 kmph.
emergency
Environmental
13 Air-conditioners for all equipment rooms.
Conditions
Philosophy of continuous monitoring of system status and
preventive & corrective maintenance of Signalling equipment’s
Maintenance
14 shall be followed. Card / module / sub-system level
philosophy
replacement shall be done in the field and repairs under taken
in the central laboratory/manufacturer’s premises.

9.1.3 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 as follows:

 Space for UPS Room (common for signalling and telecom) - 60 sq. m

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 Space for Signalling Equipment Room - 50 sq. m at interlocked station with points
 Space for Signalling Equipment Room – 20 sq. m at other stations.

9.1.4 Maintenance philosophy for signalling systems

The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of signalling and telecommunication equipment’s 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 multi-
disciplinary 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 equipment’s to rectify the faults and
undertake minor repairs. Cards / modules / equipment’s requiring major repairs as specified
in supplier’s documents shall be sent to manufacturer's workshop.

9.1.5 Technology selection and choice of automation

The CBTC system is an efficient way to increase the capacity by allowing to decrease the
headway between trains with the use of moving blocks.

In urban transport systems, automation refers to the process by which responsibility for
operation management of the trains is transferred from the driver to the train control system.

There are various degrees of automation (or Grades of Automation, GoA). These are defined
according to which basic functions of train operation are the responsibility of staff, and which
are the responsibility of the system itself.

For example, a Grade of Automation 0 would correspond to on-sight operation, like a tram
running on street traffic. Grade of Automation 4 would refer to a system in which vehicles are
run fully automatically without any operating staff on board.

For this project, the choice of automation is same as that of the phase I and to be made fully
compatible with the proposed system of signalling and train control as in phase I.

Hence, increasing the level of GoA, will allow implicitly to:

 Guarantee a high level of safety enforcement;

 Maximise the train capacity;
 Have a more efficient energy system and train movement on the network & also
 To optimize the operating costs.

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9.2 Telecommunication
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.

For efficient Metro railway management and operation, it is essential to have a well-organized
telecommunication network covering strategic locations like OCC, BCC, passenger platforms,
depot and it is equally essential to have reliable links between the strategic locations and
moving trains or working staff along the railway track/tunnel.

9.2.1 Telecommunication overview

The telecommunication facilities proposed are helpful in meeting the requirements for:

 Supplementing the signalling system for efficient train operation;

 Exchange of managerial information;
 Crisis management during emergencies;
 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.

9.2.2 Station to station dedicated communication

Following are the major communication requirements from station to station or station to
OCC/BCC/Depot or vice versa:
 Telephone System;
 Passenger Announcement System and Passenger Information and Display System within
the station and from Central Control to each station;
 Centralized Clock System;
 Radio Communication between Central Control and Moving Cars and maintenance
personnel;
 CCTV Systems;
 Access Control System;
 Integrated SCADA for Telecom;
 Data Channels for Telecom subsystems, Signalling, SCADA, Automatic Fare collection
etc.
 Forensic Debriefing Analysis and Cyber Security System

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9.2.3 Telecommunication System and Transmission Media

 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, four optical fibre cables of minimum 144 fibres are proposed to be laid in ring
configuration with path diversity.

IP based min 10G Wide Area Network being provided under FOTS Sub-system of contract shall
provide all necessary communication channels for carrying voice, data, and video signals for
Metro railway management and operation from Station/Depot TER to OCC/BCC CER.

The Transmission Backbone is also to be used for Communication Based Train Control system
therefore redundancy at every level must be maintained.

 Telephone System

The telephone system shall also consist of a direct line or intercom telephone communication
network exclusively for the train operation and maintenance functions.

There is one main node at OCC which should be in primary cluster with dual server. In the case
of a failure of one of the servers, the other server will take over the load of the failed server.
The main node shall be connected with FOTS to the secondary cluster with servers at
individual stations.

The IP PBX’s shall be installed in TER at all locations. The IP PBX switches shall be connected
to each other through ethernet links of the FOTS to form the IP PBX switch network. The
ethernet channels shall be provided by FOTS.

CDRS facility shall be provided in OCC & BCC. CDRS shall provide multichannel voice recording
and indexing of direct line communication including communication from all direct line
consoles and emergency telephone lines, two-way radio communications, emergency or fire
messages broadcast on station PAS initiated from OCC/BCC and on train borne PAS initiated
from OCC/BCC.

 Mobile Radio Communication

Mobile Radio Communication system having adequate logical channels is proposed for on-line
emergency communication between moving train (Front end and Rear end of train) and the
Central Control. The system shall be based on Digital Trunk Radio Technology to TETRA
International standard. All the stations and the OCC/BCC/Depot will be provided with fixed
radio sets. Mobile communication facility for maintenance parties and Security Personnel will
be provided with handheld sets to communicate with each other as well as with central
control.

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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. The train radio system shall also be used for depot operation. Train Radio
communication shall also be used for making PAS announcements from OCC & BCC to the
passengers on the train.

A Centralized Digital Voice Recording System shall record all communication from OCC
controller to personal having radio fixed or handheld devices.

 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.

At OCC, Integrated PIDS/PAS system shall be provided.

At the stations, a suitable Public-Address System shall be provided for making announcements
to passengers regarding train arrival / departure and shall work as the primary means of
communication with passengers and staff during emergencies. In the normal case, audio-
broadcast shall be made from Station Control Room or Platform Supervisor’s Booth/Panel and
in a train by the driver/attendant. However, it shall also be possible for the OCC & BCC to make
announcement to any station, group of stations or all stations.

 Centralized 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 centre. Master Clock System shall also
provide reference timing signals for all telecom and other systems for network
synchronization Redundancy shall be maintained for master clock. NTP based clocks shall be
provided and sub master clocks are not required. The System will ensure identical display of
time at all locations. Clocks are to be provided at platforms, concourse, Station Master's
Room, and any other location as desired at stations, Depot, OCC & BCC and other service
establishments etc.

Self-illuminated analogue façade clock with hour and minutes hands shall be proposed. These
clocks will be installed at station entry/ exits.

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 Passenger Information Display System

These shall be located at convenient locations at all stations to provide multi lingual 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.

At OCC, Integrated PIDS/PAS system shall be provided.

A Passenger Information Display system triggered by Signalling & train control system shall
automatically provide real time visual information about train arrival/departure throughout
the station. The PIDS display shall be coordinated with PAS for real time passenger audio broad
casts for train arrival/departure. PIDS shall enable the operator in SCRs , OCC & BCC to display
routine and special emergency messages for passengers and staff in stations. Display boards
shall be provided for each platform side at all stations and in concourse at all stations.

 Wi-Fi

A Wireless communication system is proposed at stations separate from any signalling

Wireless Communication System. The system shall be used to connect all staff devices and
laptops to a central network. The Wireless communication system shall be standard
commercial-off-the-shelf system and will conform to Wi-Fi standard – 802 series of
communication protocols.

The System should be secure, reliable and offer sufficient bandwidth to cater to current and
future needs of the system.

 CCTV System

CCTV surveillance system shall be built through CCTV sub-system for supervising strategic
operational locations like station car park, AFC gates, ticketing offices and lobby, escalator,
lifts and staircase exits, platform operational area and PF ends, to ensure safe operation of
the metro and security locations at stations.

It shall be supervised from the station control room and security room at each station
simultaneously, and this video shall also be transmitted to the OCC & BCC, both as live and as
recorded, from the stations/depot for remote supervision. Similarly, a CCTV depot surveillance
system shall also be built.

It shall be supervised locally from DCC & Security Control room and remotely from OCC & BCC.

A Centralized Digital Recording System is to be provided in CER at the OCC & BCC for minimum
30 days.

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 Access Control System

The Access Control System shall be provided at Stations, OCC & BCC, Depots & Administrative
Building. It shall be provided in important rooms like SCR, Ticket Office, Service gates (near
AFC gate array), Technical rooms (Power Supply, Signalling and Low Voltage technical rooms),
ASS and other important rooms. In Depots, OCC & BCC & Admin building, it shall, as a
minimum, be provided in Technical rooms (Power Supply, Signalling, Telecom, AFC and Low
Voltage technical rooms), DCC & OCC & BCC theatre, Security room including main entry &
exit gates to control access into important equipment rooms and critical areas. Location of the
ACIDS system shall be finalized during detailed design stage.

The functions of the system shall be access management, alarm management and intrusion
detection. The Human Machine Interfaces (HMI) shall be located in the SCR of each station,
the guard room at depot and the OCC & BCC to ensure the safety of major equipments. The
HMI of Access control shall be integrated with HMI of the CCTV system.

 Network Monitoring and Management

For efficient and cost-effective maintenance of the entire communication network, it is

proposed to provide Integrated SCADA network, which will help in diagnosing faults of all
systems in single screen 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 system will be covering all the telecom
subsystems.

 Forensic Debriefing Analysis and Cyber Security System

Metro Rail faces new security challenges as system has become more interconnected,
integrates more and more digital technologies and increasingly uses data to deliver higher
capacity & performance and thus cybersecurity is essential to the safe and reliable operation
of modern Metro Rail System. Cybersecurity is required to ensure end-to-end information
security, not only to prevent and to detect attacks, but also to react rapidly if they occur.
Objective of Cybersecurity for Metro includes availability, integrity, confidentiality, reliability
and safety of information and process of entire Metro Rail Eco-System.

Metro Rail uses heterogeneous IT technologies and software solutions and consists of
following core sub-systems:
 On-Board Train Control & Management System
 Centralized Signalling & Train Control System
 Power SCADA System
 Building Management System
 Fibre Optic Transmission System
 Train Radio System
 Telephone System

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 Passenger Information Display System

 Passenger Announcement System
 Video Surveillance System
 Master Clock System
 Digital Voice Recording System
 Automatic Fare Collection System
 Automatic Platform Screen Door system

Additionally, Metro Rail employs other information technologies services for various uses:
 Office Network and Internet Connectivity for staff
 Email Exchange Service & website
 Enterprise Resource Services
 Document Management System
 Wi-Fi system
 Metro Mobile & Web Applications

To meet the Cyber Security threats, a security policy and framework is recommended for Pune
Metro to manage the cyber security needs and mitigate the project risks. The Cyber Security
System shall be an integral part of the Telecom system.

9.2.4 Standards

The standards proposed to be adopted for telecommunication systems are shown in below
table:
Table 80: Standards of Telecommunication System
SYSTEM STANDARD
Transmission System IP based for the entire telecom network.
Optical Fibre system as the main bearer for bulk of the
Transmission Media
telecommunication network,
Telephone Exchange IP based Voice Communication System
Digital Train radio (TETRA) communication between motorman of
Train Radio System moving cars, stations, maintenance personnel, depots and central
control.
LCD based boards with adequate visibility to be provided at
Passenger
convenient location at all stations to provide multi lingual visual
Information Display
indication of the status of the running trains, and also special
System
messages in emergencies.

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SYSTEM STANDARD
Accurate display of time through a synchronization system of
Centralized clock slave clocks driven from a master clock at the OCC/BCC and in
system station/depots. This shall also be used for synchronization of
other systems.
Passenger Integrated PIDS/PAS System at OCC/BCC/Depot and stations
Announcement covering all platform and concourse areas with local as well as
System central announcement.
Access Control The access control system shall use contact-less smart card with
System ID as the access media for smart card reader. Biometrics shall also
be used for high security zones.
Redundancy (Major Redundancy on major equipments.
System) Path Redundancy for Optical Fibre Cable by provisioning in ring
configuration.
Environmental
All equipment rooms to be air-conditioned.
Conditions
Maintenance System to have, as far as possible, automatic switching facility to
Philosophy alternate routes/circuits in the event of failure. Philosophy of
preventive checks of maintenance to be followed. System
networked with NMS for diagnosing faults and co-ordination.
Card/module level replacement shall be done in the field and
repairs undertaken in the central laboratory/manufacture's
premises.

9.2.5 Space requirement for telecom installations

The following equipment rooms will be provided to install the telecommunication equipment:

 Telecommunication Equipment Room at station and Depot;

 Central Equipment Room at OCC & BCC. In present case, space already provided
for existing system shall be used, provided provision for expansion is there.

Electric power to the equipment room shall be drawn from the central UPS which will not be
in scope of Telecom.

Adequate space for proper installations of all Telecommunication equipment at each of the
stations should 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 only telecom equipment shall be generally 40 sq.m each
for Telecom Room and 60 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.

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9.2.6 Maintenance philosophy for telecom systems

The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of Signalling and telecommunication equipment 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 repair lab suitably located on the section. This lab will be equipped
with appropriate diagnostic and test equipment to rectify the faults and undertake minor
repairs. Cards / modules / equipment requiring major repairs as specified in supplier’s
documents shall be sent to manufacturer's workshop.

9.3 Platform Screen Doors

Platform screen doors are mainly provided at metro stations to ensure safety and comfort of
the passengers. In case of Underground stations, PSDs saves considerable amount of energy
and improves climate control within the stations (heating, ventilation and air conditioning are
more effective when station is physically isolated from the tunnel). In case of Phase 2A, the
complete stretch is underground , thus PSD are proposed at all the stations.

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10. AUTOMATIC FARE COLLECTION SYSTEM

10.1 Overview
The Automatic Fare Collection System forms a vital part of operations of a transit system. The
main objectives of an AFC system are that it shall:
 Be capable of issuing single and multiple journey tickets;
 Ensure efficient and proper operation of the system in terms of passenger flow;
 Minimize Fare Revenue evasion and fraud and maximize fare revenue
protection;
 Be simple and easy to use/operate and maintain;
 Allow for easy accounting;
 Allow for fare changes easily and quickly;
 Require lesser manpower overall.

In view of the above and since the previous phase of the project has an already approved AFC
system, a computer based Automatic Fare collection system is proposed for this phase of the
project as well to ensure easy integration and interoperability of the new system with the one
already proposed/implemented.

The System shall be capable for open loop transactions as well to further integrate the mobility
solution with the advancements in technology and to allow for seamless transition from
dedicated cards to common multi-use stored value fare media that can be used for financial
transactions such as making purchases at shops etc. as well as a fare media in the system.

To accommodate the same the system shall conform to the following standards as a minimum:

ii. EMV (Euro Mastercard Visa)

iii. PCI-DSS ((Payment card Industry / Data Security Standard)
iv. ISO-IEC 14443

The system shall be of open architecture to allow for the integration of multiple fare products
and shall be capable of interfacing with cards from different vendors. Additionally, the system
shall not be proprietary as far as possible to allow multiple types of fare media from multiple
sources to be integrated into the system.

The AFC system for this phase shall be of contactless smart card & token type. For multiple
journeys, stored value smart cards shall be available and for single journeys, smart tokens shall
be available, which shall be deposited at the exit gates at the time of exit validation.

Automatic Fare Collection Systems are proposed as the Semi-Automatic (Manual) Systems
have some inherent disadvantages and the Automatic Fare Collection Systems have some
advantages:

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 Disadvantages of Manual Fare Collection System

 Large Number of staffs are required for ticket issue and validation activities;
 Changes in fare structure and policies are time consuming as changes have to be
made at each station individually;
 System is susceptible to fare revenue evasion and frauds through
tampering/vandalism of the mechanical components of the equipments;
 100% ticket validation and authentication at entry/exit is not possible in this
system;
 Manual System which results in greater transaction time both for fare media
purchase and authentication.

 Advantages of Automatic Fare Collection System

 Fewer staff required for fare media sales and validation/authentication;
 System offers greater flexibility both in terms of scalability and changes in fare
structure to be incorporated;
 System offers increased fare revenue protection and minimizes fare revenue
evasion/fraud;
 Data collection regarding system operation and ridership is simpler and easier;
 System allows fare structure to be changed from the central processing server
across the entire system quickly;
 System is efficient and easy to operate and allows degraded and disaster mode
operations to deal with emergency situations;
 System has capability to integrate multiple modes of transport via
interoperability. In addition, smart cards can be used for other applications such
as payments at third party vendors/outlets etc.

The AFC system shall be of contactless smart token/card type. The equipment for the same
shall be provided at each station at convenient locations.

The equipment shall be connected by a local area network to the station control unit in the
Equipment Room with a terminal in the station control room (SCR).

 Control Gates

Control Gates shall be retractable flap type. These types of gates offer high throughput and
require less maintenance. Tripod turnstile type gates and flap type gates offer less throughput
and require more maintenance.

 Passenger Operated Machine (POM)

A minimum of two Passenger Operated Machines (Automatic Ticket Vending Machines) each
are proposed at all stations. The POM’s shall provide a convenient way for passengers to buy
fare media and avoid standing in queues at Ticket Offices and provide services of international
standard.

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10.1.1 Standards

The standards to be adopted for AFC systems are shown in the table below:
Standards Description
a) Contactless Smart Token – For single journey. They shall have
Fare Media stored value amount for a particular journey. Tokens shall be
captured at the exit gates.
b) Contactless smart cards – for multiple journeys.
Computer Controlled retractable flap type automatic gates at entry
Gates and exit. Gates shall be classified in the following categories:
 Entry
 Exit
 Reversible – can be set to entry or exit.
 Wide Reversible - Gate for disabled people.
All fare collection equipment shall be connected in a Local Area
Station Computer, Network with a station server controlling the activities of all the
Central Computer machines. These station servers will be linked to the central
and AFC Network. computer situated in the Operations Control Centre through the
optic fibre communications channels. The centralized 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 the stations for
Ticket Office selling cards/tokens to the passengers.
Machine (TOM/EFO)
Ticket reader shall be installed near EFO for passengers to check
Ticket Readers and information stored in the token / cards.
Portable Ticket
Decoders
Common UPS of S&T system will be utilized.
UPS (uninterrupted
power at station as
well as for OCC)
Being fully Contactless systems, manpower requirement for
Maintenance maintenance is much less compared to system with magnetic
Philosophy tickets. However, adequate facilities to be provided similar to that
of S&T systems.

10.1.2 Equipment requirement (Automatic Fare Collection System)

Assumptions:

 Each station has two accesses;

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 Minimum arrangement at each access is 1 entry gate, 1 exit gate, 1 reversible

gate, 1 EFO;
 Throughput of gate is 30 PPM. For Ticket Office Machine (TOM) it is 10 PPM;
 50% passengers are assumed on smart card and 50% on single journey token;
 Each station has 1 wide gate for disabled. Exact equipment arrangement
depends on final station layout;

10.1.3 AFC Space Requirements

Each station shall be designed with enough space to allow for the installation of AFC
equipment such as Gates, RCTM, TR, TOM and TVMs. The design should also consider
adequate space for specific rooms such as EFOs to be provided in station architecture.

For Central Equipment at the OCC/BOCC, existing equipment at these locations shall be
utilized provided adequate provision for expansion was considered in phase I of Pune Metro.
No additional equipment shall be required to be installed at OCC/BOCC in case the central
equipment was sized with provision of expansion. In case additional equipment is required
the existing space provided at OCC/BOCC locations shall be utilized, provided the provision for
expansion was provided.

AFC equipment requirements based on available data and assumptions are given in Table 81.

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Swargate-Katraj Section
AFC
Swargate- Katraj BOARDING ALIGHTING REQUIREMENT Gates TOM EFO TVM RCTM TR
2057
SI
Station 2057 2057 Entry Exit Entry Exit Reversible
NO
1 Station 1 1750 1720 3 3 3 2 2 2 2 2 2 2
2 Station 2 2020 1690 3 3 3 2 2 2 2 2 2 2
3 Station 3 7130 6790 7 2 4 3 2 2 2 2 2 2
Table 81 : AFC Equipment Requirements

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11. ROLLING STOCK

11.1 Introduction
The required transport demand forecast is the governing factor for the choice of the Rolling
Stock. The forecasted Peak Hour Peak Direction Traffic (PHPDT) calls for a Mass Rapid Transit
System (MRTS).

11.1.1 Optimization of coach size

The following optimum size of the coach has been chosen in line with existing corridor design
as mentioned in table:
Table 82: Size of the coach

Length* Width Height

Driving Motor Car (DMC) 21.64m 2.9m 3.9m
Trailer Car (TC)/Motor Car (MC) 21.34m 2.9m 3.9m
*Maximum length of coach over couplers/buffer:22.6m (Depending upon the
Kinematic Envelop).

11.1.2 Passenger carrying capacity

In order to maximize the passenger carrying capacity, longitudinal seating arrangement shall
be adopted. The whole train shall be vestibule to distribute the passenger evenly in all the
coaches. 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 Metro Rail Vehicles (MRV) with 2.9m maximum width and longitudinal seat
arrangement, conceptually the crush capacity of 43 seated, 204 standing thus a total of 247
passengers for a Driving motor car, and 50 seated, 220 standing thus a total of 270 for a
trailer/motor car is envisaged.
Train composition is recommended as 3-car DMC+TC+DMC & 6-car
DMC+TC+MC+MC+TC+DMC, below table shows the carrying capacity of medium rail vehicles.
Table 83: Carrying Capacity of Medium Rail Vehicles
Particular 3 Car Train
Driving Motor car Trailer car / Motor car
s
$Engg $Engg $Engg
Normal #Crus Normal #Crus Normal #Crus
. . .
* h * h * h
Load Load Load
Seated 43 43 43 50 50 50 136 136 136
Standing 102 204 273 110 220 293 314 628 839
Total 145 247 316 160 270 343 450 764 975

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Particular 6 Car Train

Driving Motor car Trailer car / Motor car
s
$Engg $Engg $Engg
Normal #Crus Normal #Crus Normal #Crus
. . .
* h *
h * h
Load Load Load
Seated 43 43 43 50 50 50 286 286 286
Standing 102 204 273 110 220 293 644 1288 1718
Total 145 247 316 160 270 343 930 1574 2004
* Normal Load - 3 Person/sqm of standee area
# Crush Load - 6 Person/sqm of standee area
$ Engineering Load - 8 Person/sqm of standee area
11.1.2.1 Weight

The weights of driving motor car and trailer car have been estimated as in table below,
referring to the experiences in existing Metro in India. The average passenger weight has been
taken as 65 kg.

Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
3 Car Train Composition DMC + TC + DMC
6 Car Train Composition DMC + TC + MC + MC + TC + DMC
Table 84: Weight of Metro Rail Vehicles (tons)
DMC (ton) TC (ton) 3 Car Train (ton)
Tare Load (Maximum) 42 40 124
Passenger Load
Normal Load@3p/sqm 9.425 10.4 29.25
Crush Load@6p/sqm 16.055 17.55 49.66
Engg. Load @8p/sqm 20.54 22.295 63.375
Gross Load
Normal Load @3p/sqm 52.425 51.4 156.25
Crush Load@6p/sqm 59.055 58.55 176.66
Engg. Load @8p/sqm 63.54 63.295 190.375
Crush Axle Load @6 p/sqm 14.52 14.40
Engg. Axle Load @8 p/sqm 15.63 15.58
* AW0 - Without any passenger

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DMC (ton) TC (ton) MC(ton) 6 Car Train

(ton)
Tare Load (Maximum) 42 40 42 244
Passenger Load
Normal Load@3p/sqm 9.425 10.4 10.4 60.45
Crush Load@6p/sqm 16.055 17.55 17.55 102.31
Engg. Load @8p/sqm 20.54 22.295 22.295 130.26
Gross Load
Normal Load @3p/sqm 52.425 51.4 52.4 156.25
Crush Load@6p/sqm 59.055 58.55 59.55 176.66
Engg. Load @8p/sqm 63.54 63.295 64.295 190.375
Crush Axle Load @6 p/sqm 14.52 14.40 14.88
Engg. Axle Load @8 p/sqm 15.63 15.58 16.07
* AW0 - Without any passenger

The axle load @ 6persons/sqm of standing area works out in the range of 14.40T to 14.52T.
Heavy rush of passenger, having 8 standees per sq. meter can be experienced occasionally. It
will be advisable to design the coach with sufficient strength so that even with this overload,
the design will not result in over stresses in the coach. Coach and bogie should, therefore, be
designed for 16T axle load.
11.1.2.2 Performance parameters

Following values of acceleration and deceleration are assumed in consideration of riding

comfort, adhesion and requirement of make-up time.

 Maximum Design Speed: 90Kmph;

 Maximum Operating Speed: 80Kmph;
 Maximum Acceleration: 1.0m/s2;
 Maximum Deceleration: 1.1 m/s2 (Service Brake) ;
 Maximum Deceleration: 1.3 m/s2 (Emergency Brake) ;
 Maximum Jerk rate: 0.75m/s3;

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Since the track on a viaduct could possibly be constructed on a level and the traction motors
could be operated with overload for a short time, 8 traction motors with about 220 KW
installed on a three-car train would be enough, even if the equivalent gradients on a curved
section of track are considered. The train shall be propelled by a 3-phase AC asynchronous
motor drive system with variable voltage and variable frequency (VVVF) Control.
11.1.2.3 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.
11.1.3 Selection of technology
11.1.3.1 Low life cycle cost

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

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suitable proven technologies. Following essential aspects will be considered for the
achievement of low life cycle cost;

 Life Cycle cost plan with an aim to minimize the overall life cycle cost whilst
meeting the safety, quality and reliability requirements;
 Life Cycle cost will include, the capital cost, cost of operation (including energy
consumption), maintenance (both material and labour), depreciation,
refurbishment, inflation etc. per unit energy consumption.
11.1.3.2 Car body

In the past carbon high tensile steel was invariably used for car bodies. ln-fact almost all the
coaches built by Indian Railways are of this type. These steel bodied coaches need frequent
painting and corrosion repairs, which may have to be carried out up to 4-5 times during the
service life of these coaches. It is now a 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 therefore stainless-steel car bodies have been
specified. No corrosion repair is necessary on stainless steel cars during their service life.

Stainless steel car body leads to energy saving due to its lightweight. 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.
11.1.3.3 Bogies

Bolster less lightweight fabricated 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 4,20,000km.

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.

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.
11.1.3.4 Braking system

The braking system shall consist of :

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 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, preferably a wheel
disc brake for better braking effectiveness and wheel life.
11.1.3.5 Propulsion System Technology

In the field of Electric Rolling Stock, DC series traction motors have been widely used due to
their ideal characteristics and good controllability for traction applications. But these required
intensive maintenance because of commutators and electro-mechanical contractors, resistors
etc

The brush less 3 phase A.C. induction motors has now replaced the DC 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' (VVVF) control and can be
programmed to suit the track profile and operating requirements.

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/slide control have been recommended for adoption.

The AC catenary voltage is stepped down through a transformer and converted to DC voltage
through converter 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.

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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 fibre 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 fibre 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 MRTS.
11.1.3.6 Auxiliary power System Technology

This shall consist of static converter-inverter(s) together with back-up batteries and battery
charger. Auxiliary Converter shall be suitable for operation at 25kV ac single phase for the
frequency variation from 48 to 52Hz.

There will be at least two auxiliary power supply equipment in the 3-car train. When any train
operator’s cab is activated, all the auxiliary power supply equipment in the train shall operate.
In the event of failure of an auxiliary power supply equipment in the train, the remaining
auxiliary power supply equipment must be capable of supplying all auxiliary power to
complete 3-car train except for HVAC load which may be restricted to one HVAC per car.
11.1.3.7 Interior and gangways

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.
11.1.3.8 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 passengers inside the train are able to evacuate within least possible time
without conflicting movement. Automatic door closing mechanism is envisaged from
consideration of passenger safety. Passenger doors are operated electrically by a switch in the
driver cab.

Electronically controlled door operating mechanism has been preferred over pneumatically
operated door to avoid cases of air leakage and sluggish operation of doors.

**View shown below is one of the examples for saloon interior.

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Figure 87. Example for Interior view of the car**

The door shall be of bi-parting sliding type.

**View shown below is one of the examples for bi-parting door.

Figure 88. Example for view of the passenger door**

11.1.3.9 Air-conditioning

With heavy passenger loading of 6 persons/sqm for standing area and doors being closed from
consideration of safety and with windows being sealed type to avoid transmission of noise, air
conditioning of coaches is considered essential.

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Each coach shall be provided with two air conditioning units capable of cooling, heating and
dehumidifying and thus automatically controlling interior temperature throughout the
passenger area at 25°C with 65% RH all the times under varying ambient conditions up to full
load.

For emergency situations such as power failure or both AC (of the same car) 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.
11.1.3.10 Cab layout and emergency detrainment door

The modem stylish driver panel shall be FRP (Fibre Reinforced Plastic) moulded which gives
maximum comfort and easy accessibility of different monitoring equipment to the driver along
with clear visibility. The driver seat shall be in the cabin.

An emergency door for easy detrainment of the passenger 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.

**View shown below is one of the examples for Driver’s Cab.

Figure 89. Example view of the driving cab

11.1.3.11 Communication

The driving cab of the cars are provided with continuous communication with base
Operational Control Centre 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,

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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.
11.1.3.12 Noise and vibration

The trains will pass through heavily populated urban areas. The noise and vibration for an MRT
become an important criterion from public acceptance viewpoint. The source of noise is (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 equipment on anti-vibration pad;
 Smooth and gradual control of door;
 Provision of GRP baffle on the viaduct 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.

11.1.4 Passenger safety features

 ATP
The rolling stock is provided with continuous Automatic Train Protection to ensure
absolute safety in the train operation. It is an accepted fact that 60-70% of the accidents
take place on account of human error. Adoption of this system reduces the possibility of
human error.

 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.

 Emergency door
The rolling stock is provided with emergency doors at both ends of the cab to ensure
well directed evacuation of passengers in case of any emergency including fire in the
train.

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 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.

 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 detailed in Table 85.
Table 85: Salient features of Rolling Stock for MRT’s parameter details
S.No. Salient Features of Rolling Stock for MRT’s Parameter Details
1 Gauge (Nominal) Traction
1435mm
2 system
2.1 Voltage 25 KV AC
2.2 Method of current collection Overhead Current Collection System
3 Train composition:
3.1 3 car trainsets DMC+TC+DMC
6 car trainsets DMC + TC + MC + MC + TC + DMC
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.) 21.64 m
5.4 Locked down Panto height (if 4048 mm
5.5 applicable)
Floor height 1100mm
6 Designed - Passenger Loading
6.1 Design of Propulsion 8 Passenger/ m2
6.2 equipment
Design of Mechanical systems 10 Passenger/ m2
7 Carrying capacity- @ 6
7.1 standees/sqm
Coach carrying capacity
DMC 247 (seating - 43 ; standing - 204)
TC 270 (seating - 50 ; standing - 220)
MC 270 (seating - 50 ; standing - 220)
7.2 Train Carrying capacity

3 car train (with the future 764 (seating - 136 ; standing - 628)
consideration of adding Trailer 1574 (seating - 286 ; standing - 1288) : Train of 6 car (2-
car to make the rake of 6 car) DMC, 2-TC, 2-MC)

8 Weight (Tonnes)
8.1 Tare weight (maximum) in
tons
DMC 42
TC 40

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S.No. Salient Features of Rolling Stock for MRT’s Parameter Details

MC 42
8.2 Passenger Weight in tons @ 6 @ 0.065 T per passenger
standees/sqm
DMC 16.00
TC 17.55
MC 17.55
8.3 Gross weight in tons
DMC 51.43 (Normal), 58.05 (Crush)
TC 50.40 (Normal), 57.55 (Crush)
MC 52.4 (Normal), 59.55 (Crush)
9 Axle Load (Ton) 16
10 @ 6 persons
Maximum per Length
Train sqm of - 14.52
10.1 standee area
Approximate
3 car train set 65 m approx.
@ 8 persons per sqm of 15.64 (System should be designed for 16T axle load)
10.1 Maximum Design Speed 90 Kmph
standee area
10.2 Maximum Operating Speed 80 Kmph
12 Wheel Profile UIC 510-2
Noise Limits (ISO 3381 and
13
3095 - 2005)
13.1 Stationary (Elevated and at
13.1.1 grade)
Internal (cab and saloon) LpAFmax 65 dB(A)
13.1.2 External (at 7.5 mtr from LpAFmax 68 dB(A)
13.2 centre
Runningline
at of
80track)
kmph (Elevated Based upon applicable standard.
13.2.1 and at grade)
Internal (cab and saloon) LpAFmax 72 dB(A)
13.2.2 External (at 7.5 mtr from LpAFmax 85 dB(A)

13.3 centre line (Underground)

Stationary of track) Based upon applicable standard.
13.3.1 Internal (cab and saloon) LpAFmax 72 dB(A)
14 Traction Motors Ventilation 3 Phase Induction motor
15 Acceleration on level tangent 1.0 m/sec2
16 track
Deacceleration on level 1.1 m/sec2 (>1.3 m/sec2 during emergency brake)
17 tangent
Type track
of Bogie Fabricated
18 Secondary Suspension springs Air
- An electro-pneumatic (EP) service friction brake- An
19 Brakes electric regenerative
-Provision of smooth service brake- blending of EP and
and continuous
regenerative
Brake braking-
Electronic A fail
Control Unitsafe, pneumatic
(BECU) friction for
- Independent
20 Coupler emergency
each bogie brake- A spring applied air-release parking
brake- The brake actuator shall operate a Wheel Disc
20.1 Driving cab end of DMC Automatic coupler with mechanical and & pneumatic
Brake-
20.2 Between cars of coupling but without
Semi-permanent Electrical coupling head
coupler
21 Same unit Door
Detrainment DMC Front end
Sliding (Electrically operated electronically controlled- 4
22 Type of Doors
doors per side per car)
23 Passenger Seats Stainless Steel
24 Cooling

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S.No. Salient Features of Rolling Stock for MRT’s Parameter Details

24.1 Transformer Forced
24.2 CI & SIV Self/Forced
24.3 Traction Motor Self-ventilated
25 Control System Train based Monitor & 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
27.2 CI & SIV 10 deg C temperature margin for Junction temperature
27.3 Transformer IEC specified limit minus 20 deg C
- Cooling, Heating & Humidifier (As required)
- Automatic controlling of interior temperature
28 HVAC throughout the passenger area at 25°C with
65% RH all the times under varying ambient conditions up
29 PA/PIS including PSSS (CCTV) to full load.
Required
30 Passenger Surveillance Required
31 Battery Ni-Cd Maintenance free
32 Headlight type LED
33 Propulsion Equipment
Pantograph 2 No. on T car
VCB 2 No. on T car
Transformer 1 No. on T car
SIV 1 No. on T car
Battery and Charger 1 No. on T car
CI Car bases in each DMC & MC
Traction Motor Axle bases in each DMC & MC
34 Gradient (max) 4%

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12. POWER SUPPLY AND TRACTION

12.1 Selection of traction system
For Traction System, it is standard practice in India to follow and to adopt 25 KV single phase
AC Traction. In addition, it has the following merits:

 Lower initial cost;

 Lower operating and maintenance cost as in case of 25 KV ac traction the
regeneration is up-to 30% and the line losses are around 0.5% in comparison to
D.C. losses up-to 6 – 7%;
 A.C. system poses lesser Fire hazards as current levels are much lower than DC
system.
 No Stray current problems and hence the corrosion is controlled.

As this is an extension of existing line, system with existing design or compatibility shall be used.

12.2 Total Projected Power Demand

Electricity is obtained from the utility supply systems, at transmission or sub transmission
voltage level, through traction feeding substation. This electricity is required for operation of
Metro system for running of trains, station services (e.g. lighting, lifts, escalators, signalling &
telecom, firefighting etc.) workshops, depots & other maintenance infrastructure within
premises of the 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:

 Specific energy consumption of rolling stock – 70 KWhr/1000 GTKM;

 Regeneration by rolling stock – 30%;
 Elevated station load – For Year 2027, 2037, 2047 and 2057 – 300 kW load is
considered;
 Underground station load – For Year 2027,2037, 2047 and 2057 - 2500 kW load
is considered;
 Depot auxiliary load - For Year 2027,2037, 2047 and 2057 - 2500 KW load is
considered.
 Mid shaft auxiliary load near Katraj is considered as 500 kW.

Keeping in view the train operation plan, the demand of auxiliary and traction power
requirements projected for the years 2027, 2037, 2047 and 2057 are summarized in the
following table.

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Table 86: Power Demand (MVA) for PCMC-NIGDI extension

Year
Corridor
2027 2037 2047 2057
Extension Corridor- Traction 0.9 MVA 1.0 MVA 1.0 MVA 1.0 MVA
1A(PCMC-NIGDI)
Auxiliary 1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA

Total 2.0 MVA 2.1 MVA 2.1 MVA 2.1 MVA

Detailed calculations of power demand estimation for PCMC – NIGDI is as below:

Table 87: Detailed Power Estimation for PCMC-NIGDI extension
POWER REQUIREMENTS - For year 2027 , 2037, 2047 and 2057 for PCMC to Nigdi
A. Traction Power
Requirements Year 2027 Year 2037 Year 2047 Year 2057
(DMC-TC- (DMC-TC- (DMC-TC- (DMC-TC-
No of Cars 3 3 3 3
DMC) DMC ) DMC) DMC)
Tare weight of train 124 T 124 T 124 T 124 T
Passenger weight 50 T 50 T 50 T 50 T
Total Train weight 174 T 174 T 174 T 174 T
Section length 4.413 KM 4.413 KM 4.413 KM 4.413 KM
Average Speed 33.00 KM/H 33.00 KM/H 33.00 KM/H 33.00 KM/H
Headway 5.4 min 5 min 5 min 5 min
KWhr/1000 KWhr/1000 KWhr/1000 KWhr/1000
Specific Energy Consumption 70 70 70 70
GTKM GTKM GTKM GTKM
No. of Trains/hr 22 Nos. 24 Nos. 24 Nos. 24 Nos.
Peak traction power
1.2 MW 1.3 MW 1.3 MW 1.3 MW
requirement
Less Regeneration @ 30% 0.4 MW 0.4 MW 0.4 MW 0.4 MW
Depot Power Requirement 0.0 MW 0.0 MW 0.0 MW 0.0 MW
Net Traction Power
0.9 MW 0.9 MW 0.9 MW 0.9 MW
Requirement
Total Traction Power
Requirement (MVA) assuming
0.9 MVA 1.0 MVA 1.0 MVA 1.0 MVA
5% energy losses and .95 pf for
traction loads.
Yearly Traction Energy
Consumption with 18hrs a day, Million Million Million Million
5.6 6.1 6.1 6.1
365 days working and 30% units units units units
regen
B. Station Aux. Power
Requirement

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POWER REQUIREMENTS - For year 2027 , 2037, 2047 and 2057 for PCMC to Nigdi
Elevated Station 0.30 MW 0.30 MW 0.30 MW 0.30 MW
Station at underground 2.50 MW 2.50 MW 2.50 MW 2.50 MW
No. of Elevated Stations 3 3 3 3
No. of Station at underground 0 0 0 0
Total Station Aux Power
0.9 MW 0.9 MW 0.9 MW 0.9 MW
requirement
Depot Aux. power requirement 0.0 MW 0.0 MW 0.0 MW 0.0 MW
Total Aux. Power requirement 0.9 MW 0.9 MW 0.9 MW 0.9 MW
Total auxiliary power
requirement (MVA) assuming
1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA
5% energy losses and .85 pf for
auxiliary loads.
Total traction & aux power
1.75 MW 1.82 MW 1.82 MW 1.82 MW
requirement (MW)
Diversity Factor 0.50 0.50 0.60 0.60
Yearly Auxiliary Power
Million Million Million Million
Consumption with 20hrs a day, 3.3 3.3 3.9 3.9
units units units units
365 days working
C. Total Power Requirement
Total power requirement (MVA)
assuming 5% energy losses and
2.0 MVA 2.1 MVA 2.1 MVA 2.1 MVA
.95 & .85 pf for traction & aux
loads respectively

Note: The requirement of Property development is not considered in estimation of power

calculation.

For the Phase 1A (Nigdi to PCMC) the OHE is taken into consideration.

Diversity factor is considered 0.50 in 2027 & 2037 and 0.60 in 2047 and 2057 for auxiliary
power requirements.

Also, the power demand calculation for the Existing corridor (PCMC to Swargate) of auxiliary
and traction power requirements projected for the years 2027, 2037, 2047 and 2057 are
summarized in table below due to increased headway.
Table 88 : Auxiliary and Traction Power supply PCMC – SWARGATE requirements till year 2057
Year
Corridor
2027 2037 2047 2057
Existing Corridor- 1
Traction 8.5 MVA 9.9 MVA 10.9 MVA 11.1 MVA
PCMC-Swargate

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Auxiliary 21.9 MVA 21.9 MVA 21.9 MVA 21.9 MVA

Total 30.4 MVA 31.8 MVA 32.8 MVA 33.0 MVA

Detailed calculations of power demand estimation for PCMC – SWARGATE is as below:

Table 89 : Detailed calculations of power demand estimation for PCMC – Swargate
POWER REQUIREMENTS - For year 2027 , 2037, 2047 and 2057 for Swargate to PCMC
A. Traction Power
Requirements Year 2027 Year 2037 Year 2047 Year 2057
(DMC-TC- (DMC-TC- (DMC-TC-
(DMC-TC-
No of Cars 3 3/6* MC-TC-MC- 3/6* MC-TC- 3/6* MC-TC-
DMC)
DMC) MC-DMC) MC-DMC)
Tare weight of train 124 T 136.4 T 151 T 155.0 T
Passenger weight 50 T 54 T 60 T 62 T
Total Train weight 174 T 190 T 211 T 217 T
Section length 17.80 KM 17.80 KM 17.80 KM 17.80 KM
Average Speed 33.00 KM/H 33.00 KM/H 33.00 KM/H 33.00 KM/H
Headway 2.7 min 2.5 min 2.5 min 2.5 min
Specific Energy KWhr/1000 KWhr/1000 KWhr/1000 KWhr/1000
70 70 70 70
Consumption GTKM GTKM GTKM GTKM
No. of Trains/hr 44 Nos. 48 Nos. 48 Nos. 48 Nos.
Peak traction power
9.6 MW 11.4 MW 12.6 MW 13.0 MW
requirement
Less Regeneration @ 30% 2.9 MW 3.4 MW 3.8 MW 3.9 MW
Depot Power Requirement 1.0 MW 1.0 MW 1.0 MW 1.0 MW
Net Traction Power
7.7 MW 9.0 MW 9.8 MW 10.1 MW
Requirement
Total Traction Power
Requirement (MVA)
assuming 5% energy losses 8.5 MVA 9.9 MVA 10.9 MVA 11.1 MVA
and .95 pf for traction
loads.
Yearly Traction Energy
Consumption with 18hrs a Million Million Million Million
50.8 58.9 64.6 66.3
day, 365 days working and units units units units
30% regen
B. Station Aux. Power
Requirement
Elevated Station 0.30 MW 0.30 MW 0.30 MW 0.30 MW
Station at underground 2.50 MW 2.50 MW 2.50 MW 2.50 MW
No. of Elevated Stations 9 9 9 9

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POWER REQUIREMENTS - For year 2027 , 2037, 2047 and 2057 for Swargate to PCMC
A. Traction Power
Requirements Year 2027 Year 2037 Year 2047 Year 2057
No. of Station at
5 5 5 5
underground
Total Station Aux Power
15.2 MW 15.2 MW 15.2 MW 15.2 MW
requirement
Depot Aux. power
2.5 MW 2.5 MW 2.5 MW 2.5 MW
requirement
Total Aux. Power
17.7 MW 17.7 MW 17.7 MW 17.7 MW
requirement
Total auxiliary power
requirement (MVA)
assuming 5% energy losses 21.9 MVA 21.9 MVA 21.9 MVA 21.9 MVA
and .85 pf for auxiliary
loads.
Total traction & aux power
25.43 MW 26.67 MW 27.53 MW 27.78 MW
requirement (MW)
Diversity Factor 0.50 0.50 0.60 0.60
Yearly Auxiliary Power
Million Million Million Million
Consumption with 20hrs a 64.6 64.6 77.5 77.5
units units units units
day, 365 days working
C. Total Power
Requirement
Total power requirement
(MVA) assuming 5%
energy losses and .95 & 30.4 MVA 31.8 MVA 32.7 MVA 33.0 MVA
.85 pf for traction & aux
loads respectively

Note: The requirement of Property development is not considered in estimation of power

calculation.

For the Existing phase (PCMC to Swargate) the OHE/ROCS 8 is taken into consideration based
on the elevated and underground Stations.

Diversity factor is considered 0.50 in 2027 & 2037 and 0.60 in 2047 and 2057 for auxiliary
power requirements.

8 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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Assuming 3/6 car trains as per train operation plan is running in year 2037,2047 and 2057
respectively for calculating the power demand and the number of 3 cars and 6 cars in
respective years is calculated as below:
Table 90 : Year wise Rake requirement for corridor 2A
Pune Metro Corridor-1 Phase 2A - Nigdi to Katraj
Total Car Total Trains Required
Year
Requirement 3-Car 6-Car
2027 108 36 0
2037 132 36 4
2047 150 30 10
2057 156 28 12

According to the above data, Power calculation is calculated based on the number of 3 and 6
cars train in year 2037, 2047, 2057 respectively considering the average of total train weight
with respect to the weightage of 3 and 6 car trains:
Table 91 : Traction and auxiliary Power supply for corridor 2A, Swargate to Katraj
Year
Corridor
2027 2037 2047 2057
Corridor- 2A
Traction 1.1 MVA 1.2 MVA 1.2 MVA 1.2 MVA
Swargate - Katraj
Auxiliary 9.9 MVA 9.9 MVA 9.9 MVA 9.9 MVA
Total 11.0 MVA 11.1 MVA 11.1 MVA 11.1 MVA

Detailed calculations of power demand estimation for SWARGATE - KATRAJ is as below:

Table 92 : Detailed calculations of power demand estimation for Swargate to katraj
POWER REQUIREMENTS - For year 2027 , 2037, 2047 and 2057 for Swargate to Katraj
A. Traction Power
Requirements Year 2027 Year 2037 Year 2047 Year 2057
(DMC-TC- (DMC-TC- (DMC-TC- (DMC-TC-
No of Cars 3 3 3 3
DMC) DMC) DMC) DMC)
Tare weight of train 124 T 124 T 124 T 124 T
Passenger weight 50 T 50 T 50 T 50 T
Total Train weight 174 T 174 T 174 T 174 T
Section length 5.46 KM 5.46 KM 5.46 KM 5.46 KM
Average Speed 33.00 KM/H 33.00 KM/H 33.00 KM/H 33.00 KM/H

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POWER REQUIREMENTS - For year 2027 , 2037, 2047 and 2057 for Swargate to Katraj
Headway 5.4 min 5 min 5 min 5 min
Specific Energy KWhr/1000 KWhr/1000 KWhr/1000 KWhr/1000
70 70 70 70
Consumption GTKM GTKM GTKM GTKM
No. of Trains/hr 22 Nos. 24 Nos. 24 Nos. 24 Nos.
Peak traction power
1.5 MW 1.6 MW 1.6 MW 1.6 MW
requirement
Less Regeneration @ 30% 0.4 MW 0.5 MW 0.5 MW 0.5 MW
Depot Power Requirement 0.0 MW 0.0 MW 0.0 MW 0.0 MW
Net Traction Power
1.0 MW 1.1 MW 1.1 MW 1.1 MW
Requirement
Total Traction Power
Requirement (MVA)
assuming 5% energy losses 1.1 MVA 1.2 MVA 1.2 MVA 1.2 MVA
and .95 pf for traction
loads.
Yearly Traction Energy
Consumption with 18hrs a Million Million Million Million
6.8 7.3 7.3 7.3
day, 365 days working and units units units units
30% regen
B. Station Aux. Power
Requirement
Elevated Station 0.30 MW 0.30 MW 0.30 MW 0.30 MW
Station at underground 2.50 MW 2.50 MW 2.50 MW 2.50 MW
No. of Elevated Stations 0 0 0 0
No. of Station at
3 3 3 3
underground
Total Station Aux Power
7.5 MW 7.5 MW 7.5 MW 7.5 MW
requirement
Mid shaft Aux. power
0.5 MW 0.5 MW 0.5 MW 0.5 MW
requirement
Total Aux. Power
7.5 MW 7.5 MW 7.5 MW 7.5 MW
requirement
Total auxiliary power
requirement (MVA)
assuming 5% energy losses 9.9 MVA 9.9 MVA 9.9 MVA 9.9 MVA
and .85 pf for auxiliary
loads.
Total traction & aux power
9.03 MW 9.12 MW 9.12 MW 9.12 MW
requirement (MW)
Diversity Factor 0.50 0.50 0.60 0.60

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POWER REQUIREMENTS - For year 2027 , 2037, 2047 and 2057 for Swargate to Katraj
Yearly Auxiliary Power
Million Million Million Million
Consumption with 20hrs a 29.2 29.2 35.0 35.0
units units units units
day, 365 days working
C. Total Power
Requirement
Total power requirement
(MVA) assuming 5% energy
losses and .95 & .85 pf for 11.0 MVA 11.1 MVA 11.1 MVA 11.1 MVA
traction & aux loads
respectively

Note: The requirement of Property development is not considered in estimation of power

calculation.

As all the stations are underground in Phase 2A (Swargate to Katraj) the ROCS is taken into
consideration.

Mid shaft has been introduced between Gultekdi Metro station and Katraj metro station with
assumption of Auxiliary load of 500 kW.

Diversity factor is considered 0.50 in 2027 & 2037 and 0.60 in 2047 and 2057 for auxiliary
power requirements.

The total power Requirement for the complete corridor (NIGDI - KATRAJ) is as below:
Table 93 : Total power requirement for complete corridor – Nigdi-Katraj
Year
Corridor
2027 2037 2047 2057
PCMC-NIGDI Traction 0.9 MVA 1.0 MVA 1.0 MVA 1.0 MVA
Auxiliary 1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA
PCMC-SWARGATE Traction 8.5 MVA 9.9 MVA 10.9 MVA 11.1 MVA
Auxiliary 21.9 MVA 21.9 MVA 21.9 MVA 21.9 MVA

SWARGATE - Katraj Traction 1.1 MVA 1.2 MVA 1.2 MVA 1.2 MVA
Auxiliary 9.9 MVA 9.9 MVA 9.9 MVA 9.9 MVA
Total Power Demand Traction 10.5 MVA 12.1 MVA 13.1 MVA 13.3 MVA
(NIGDI-SWARGATE) Auxiliary 32.9 MVA 32.9 MVA 32.9 MVA 32.9 MVA

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12.3 Need for high reliability of power supply

Corridor-1 (Nigdi to Katraj) has peak traffic with PHPDT of 28000 in section Range Hill- Shivaji
Nagar. To cater the traffic, Train operation with 3-car trains with headway of 2.5 min in section
PCMC-Swargate is planned with Peak Hour Peak Direction Capacity of 25500 @6 persons per
square meter of standee area (Capacity of 32500 @8 persons per square meter of standee
area under crush loading conditions).

As PHPDT in sections beyond PCMC-Swargate is very low (PHPDT of 8000), peak headway of
only 5 min is considered sufficient in this section. Accordingly, every alternate train is planned
to be short looped from PCMC and Swargate, at least during peak hours. This has minimized
Rolling Stock and Train Operator requirement.

Incidences of any power interruption, apart from affecting train running, will cause congestion
at stations. Interruption of power at night during train operation hours is likely to cause alarm
and increased risk to travel public. Lack of sufficient illumination at stations, non-visibility of
appropriate signage, 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,
reliable and continuous power supply is mandatory for efficient metro operations.

To ensure reliability of power supply, it is essential that both the sources of Power Supply and
connected transmission & distribution networks are reliable and have adequate redundancies
built in itself. It is desirable to obtain power supply at grid voltage of 220KV, 132 KV or 66 kV
from stable grid sub-stations of Power Supply authority and further transmission &
distribution is done by the Pune Metro.

12.4 Sources of power supply

The high voltage power supply network of Pune City has only 220kV and 132kV network on
the periphery of the city to cater to various types of power supply demand in vicinity of the
proposed corridor. 220/132 kV substations are far away from the alignment and therefore, it
involves substantial cable and it’s laying cost.

12.4.1 For extension of line 1 (PCMC to Swargate)

Keeping in view the reliability requirements, three input sources of 220 kV or 132KV Voltage
level are normally considered for each corridor. Therefore, to achieve the desired reliability,
two existing receiving substations (132/33/25 kV) are there to feed extension corridors i.e.
PCMC to Nigdi. The intersection of the extension corridors will be at PCMC for extension of
PCMC to Nigdi and intersection of extension corridor Swargate to Katraj is at swargate.

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Table 94: Sources of Power Supply

Grid sub-station Location of RSS of Approx. length of
Corridor
(with Input voltage) Metro Authority cables
4.5 km approx. from
132 kV Chinchwad SS Near PCMC
NIGDI - Chinchwad to PCMC
KATRAJ 3 km approx. from
132 kV Ganeshkhind SS Near Agri. College
ganeshkhind to Range hill
3 km approx. from Parvati
200 kV Parvati SS Near Swargate
GSS to Swargate

*the exact length of cables from GSS to RSS will be provided after the cable route survey, if
required

The above sub-stations are being considered as a conventional sub-station. In case a 132 kV
GIS to be provided, there will be an additional cost of Rs. 45 Crores per sub-station
respectively.

Summary of expected power demand at various sources is given in Table 95.

Table 95: Power demand projection for various source

Extension Input Source / Peak Demand - Peak Demand - Peak Demand -

Peak Demand -
Corridor and Emergency Emergency Emergency
Receiving Sub Normal* (MVA)
New (MVA) (MVA) (MVA)
Corridor Station (RSS) 2027 2057 2027 2057 2027 2057 2027 2057
RSS near PCMC
Traction 5.8 7.5 5.8 7.5 5.8 7.5
Auxiliary 8.4 8.4 16.8 16.8 16.8 16.8
Sub – Total (A) 14.2 15.9 22.6 24.3 22.6 24.3
Range hill Depot RSS
Nigdi-PCMC
Traction 4.9 5.9 10.6 13.4 4.9 5.9
– Swargate-
Auxiliary 8.4 8.4 16.8 16.8 16.1 16.1
Katraj
Sub – Total (B) 13.3 14.3 27.4 30.2 20.9 21.9
RSS Near Swargate
Traction 0 0 0 0 4.9 5.9
Auxiliary 16.1 16.1 16.1 16.1 16.1 16.1
Sub - Total (C) 16.1 16.1 16.1 16.1 20.9 21.9

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It is assumed that in normal operation the traction load for Nigdi to Range Hill shall be fed by
PCMC RSS and Traction Load for Rangehill to Katraj shall be fed by Range Hill RSS. However,
for Auxiliary Load it is assumed that the complete Auxiliary Load shall be fed by all 3 RSS in
approximate equal portion of total load for Normal case.

The above table represents the peak power demand for each RSS as a complete Traction load
of corridor Nigdi to Katraj shall be cater by any of RSS (near PCMC or Range hill) in normal
condition while in emergency condition any of one RSS can cater the full Traction load
requirements of complete corridor (NIGDI - Katraj).

The above calculation represents the power load calculation in normal and emergency
conditions. For the traction power requirement as the peak traction power requirement is
13.4 MVA in year 2057 which shall be taken care by any of the traction transformer of 21.6
MVA capacity in any of 3 RSS. While for the auxiliary power requirement is 32.9 MVA in year
2057 which shall be taken care by the 2-auxiliary transformer of 20 MVA rating in 3 RSS. So, in
case of any outage of any 1, remaining 2 shall be capable to cater the complete auxiliary as
well as traction load of the corridor from Nigdi – PCMC – Swargate – Katraj.

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 and ROCS
at underground through cable feeders.

For feeding the auxiliary loads, the 132/33 kV or 132/33 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 along the viaduct/tunnel. If one RSS trips on fault or
input supply failure, train services can be maintained from the other RSS

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.

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Figure 90. Typical high voltage receiving sub-station

The 132 KV cables will be laid through public pathways of Maharashtra Grid Sub-stations to
RSS of Metro Authority.

For corridor – 1A extension PCMC- NIGDI, both existing substations viz PCMC RSS and Depot
RSS shall be provided with 2nos. (one as standby) 220/132/25 kV, 21.6 MVA single-phase
traction transformers for feeding traction and 2nos. (one as standby) 220/132/33 KV, 20 MVA
three phase transformers for feeding auxiliary loads.

For existing corridor PCMC- Swargate, both existing substations viz PCMC RSS and Depot RSS
shall be provided with 2nos. (one as standby) 220/132/25 kV, 21.6 MVA single-phase traction
transformers for feeding traction and 2nos. (one as standby) 220/132/33 KV, 20 MVA three
phase transformers for feeding auxiliary loads.

For corridor – 2A extension Swargate - Katraj, 1 new Receiving Substation shall be provided
near swargate with area approximate 4000 sq.m GIS type with 2nos. (one as standby)
220/132/25 kV, 21.6 MVA single-phase traction transformers for feeding traction and 2nos.
(one as standby) 220/132/33 KV, 20 MVA three phase transformers for feeding auxiliary loads.

Auxiliary supply arrangements for stations and depot Existing power supply arrangement at
depot shall be considered for the extension line also as in the existing line the Auxiliary sub-
stations (ASS) are envisaged to be provided at each station (1 ASS for elevated station and 2
ASS for underground Station) for stepping down 33 kV supply to 415 V for auxiliary
applications. No extra ASS is required in depot for the extension line as the existing depot ASS
can cater the 2.5 MW load in year 2057. The station ASS’s will be located at mezzanine or
platform level inside a room. The auxiliary load requirements have been assessed at 300kW

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for elevated / at-grade stations and 2500 kW for underground station for year 2027 to 2057.
In order to meet the requirement of auxiliary power two dry type cast resin transformers
(33/0.415kV) of 500 kVA capacity are proposed to be installed at the elevated stations (one
transformer as standby) and two 2.5 MVA transformer for underground stations (one
transformer as standby) also, two existing transformer of 2.5 MVA at Depot ASS.

Figure 91. Typical Indoor Auxiliary Sub-station

12.4.2 Incremental requirement of RSS

The implementation of Nigdi – PCMC & Swargate-Katraj metro corridor will increase the Power
supply Load requirement on Phase 1 corridors as well. It is necessary to duly consider the
incremental power supply load requirement while doing the Power load calculations. The
incremental load requirement due to the extension of the corridor, viz. Nigdi – PCMC &
Swargate-Katraj have been estimated considering the traction power requirement and
Auxiliary power requirements for elevated & underground section from NIGDI to KATRAJ. To
cater this incremental requirement with reliability of the Power Supply for traction as well as
auxiliary load, One RSS is Proposed near Swargate to cater the Power supply load
requirements for Phase 1 corridor from Nigdi to Katraj.

Power demand calculation Year 2027 Year 2037 Year 2047 Year 2057
Total Power Demand Traction 10.6 MVA 12.2 MVA 13.1 MVA 13.4 MVA
(NIGDI-SWARGATE) Auxiliary 32.9 MVA 32.9 MVA 32.9 MVA 32.9 MVA

12.5 Electromagnetic interference (EMI) 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

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(BT/RC) System is proposed for EMI mitigation. Concrete structures of elevated viaducts
/underground tunnels 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 viaduct/underground
tunnels and all the metallic structures, structural reinforcement, running rails etc. will be
connected to these conductors to form an equi-potential surface & least resistance path to
the fault currents. The overhead protection cable will also provide protection against lightning
to the 25kV OHE/ROCS9 and the elevated viaduct/underground tunnels.

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, signalling & telecom, 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.

12.6 25KV flexible overhead equipment (OHE) system

25kV ac flexible OHE9 system shall comprise 150 sq.mm Hard drawn copper contact wire and
65 sq.mm Cd-copper catenary wire. Return conductor (RC) shall be All Aluminium Conductor
(AAC) of 233 sq.mm 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 existing
corridor under construction.

12.7 ROCS (Rigid Overhead Catenary System)

The ROCS above the tracks contains the Conductor Rail (CR): A contact wire (150 Sqmm Hard
drawn copper) is clamped into the conductor rail profile. The CR is suspended from hinged or
gliding supports provided with insulators.

The point of transition from the conventional overhead line to the conductor rail is equipped
with a transition bar, contact wire anchoring bar and endpoint anchor.

The maximum span between two drop tubes is 11-12m. on overlap, the rigid catenary is
supported at closer intervals, all the ROCS support bracket is earthed.

9 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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12.8 Rating of major equipment

25kV ac Overhead Equipment (OHE)10 shall comprise 150mm2 HD-copper contact wire and 65
mm2 Cd-copper catenary wire. Return conductor (RC) shall be all of OHE conductors.

25 kV ac ROCS shall comprises of 150mm2 HD-copper the maximum span between two drop
tubes is 11-12m. on overlap, the rigid catenary is supported at closer intervals. There is a
continuous Aluminium conductor of 93.3 Sq.mm (known as OPC) which runs all along the ROCS
and it is clamped to each and every ROCS support bracket.

Based on emergency demand expected at each RSS as shown in above Table, two nos. 220 or
132/25kV traction transformers of 21.6 MVA capacity and 2 nos. 132/33 KV, 20MVA capacity
Auxiliary transformers shall be provided at each RSS in Corridor NIGDI - Katraj . The 132kV
incoming cable 3-phase single core XLPE insulated with 630 mm2 Aluminium conductor and
220kV, 3-phase single core XLPE insulated with 800 mm2 Aluminium conductor for corridor
NIGDI - Katraj shall be used to meet the normal & emergency loading requirements and fault
level of the 132 kV and 220 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 mm 2 FRLS Aluminium
conductor cable XLPE insulated 33kV cable is proposed for ring main network.

Adequate no. of cables are required for transfer of traction power from Metro’s RSS to 25kV
OHE/ROCS10. Single-phase XLPE insulated cables with 240 mm2 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/ROCS10.

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.

12.9 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 500 KVA capacity at the elevated stations and 800 KVA capacity
of DG set at underground station in DG room to cater to the following essential services:

(i) Essential lighting

(ii) Signalling & telecommunications

10 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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(iii) Firefighting 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.

12.10 Supervisory Control and Data Acquisition (SCADA) system

For the smooth functioning, high reliability and safety of the transit system the SCADA system
plays a vital role in supervision, control and acquisition of various specified data from the
‘controlled station’ along the line such as receiving substation(RSS), auxiliary substation(ASS),
traction substation (TSS), metro stations, OHE/ROCS11 system switching stations along the line,
depot etc. Modern SCADA system with intelligent remote terminal units (RTUs) shall be
provided for control and monitoring of the whole power supply system from a centralized
Operation Control Centre (OCC). Existing OCC & BOCC shall be updated based on the extension
line phase 1A (PCMC-NIGDI) and extension corridor 2A (Swargate- Katraj).

Redundant Fibre optics transmission system is provided by telecommunications and shall be

used as communication backbone carrier for SCADA system from field side to the central
control centre. In addition, the system shall be fully integrated with the SCADA system
implemented for Phase I.

The Digital Protection Control System (DPCS) is 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 interface with SCADA system.

SCADA system allows the Power Operator to control and monitor the HV (High Voltage), MV
(Medium Voltage) and LV (Low Voltage) equipment. The purpose of this system is to manage:
the incoming lines to provide reliable electrical supply to all the equipment, the Auxiliary
power supply sub-stations: transformers from high voltage to medium and low voltage. The
traction power supply sub-stations: transformers from high voltage to 25 kV traction power.
The control of the Traction Power shall be done through the Traction Power Supply function.
The Power as a whole is managed from the Energy Control Centre ECC, from where centralized
Operation of the line is carried out.

11 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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12.11 Solar Energy Harnessing System

The solar mission, which is part of the National Action Plan on Climate Change has been set up
by Govt. of India to promote the development and use of solar energy for power generation
and other uses with the ultimate objective of making solar energy competitive with fossil-
based energy options. Considering the futuristic technology and potential for solar power
generation, Delhi Metro has recently implemented roof top grid connected solar power
systems at selected locations of elevated stations and maintenance depot. Metro Railways
under implementation in different cities of the country viz. Jaipur, Lucknow, Nagpur etc are
also exploring the possibilities of harnessing solar photovoltaic energy. With the downward
trend in the cost of harnessing solar energy and appreciation for the need for development of
solar power, provision of a grid connected solar photovoltaic power plant utilizing all possible
areas viz. roof top of stations/sheds and buildings is proposed for MAHA MRTS.

12.11.1 Solar PV Power Generation Potential

The roof top on the elevated stations of Pune metro corridors and the different sheds and
buildings of the depot viz. Stabling, Inspection and Heavy Repair Shed, Administrative Building,
DCC/OCC Building etc is proposed to be used for SPV installation at suitable orientation and
inclination to optimize the solar energy potential. The roof of the sheds should be south facing
to maximize the Solar power generation in depot. The solar power would be used locally to
the extent of load in the building and the generation over and above the requirement of the
building would be fed into the grid.
The average raw sunshine available which can be harnessed for the power generation depends
on the geometrical coordinates of the place. The intensity of solar radiation varies with time
of the day. The combined effect of these factors and the additional complication of the wobble
of the seasons is that the average raw power of sunshine per square meter of south-facing
roof in India is roughly 100 to 120W/m2 . Based on the solar radiation intensity in the city of
Pune, the peak solar power generation of Pune Metro corridor is expected to be about 200
kWp for the elevated stations and about 2000kWp for maintenance depot.

The power generation depends upon various factors such as the intensity of the solar
radiation, the net useable area available on the roof top, the obstructions due to shadow or
the shading factor, the orientation of the solar panels, efficiency of the solar cells etc. The solar
power generation potential in Pune metro corridors is required to be reviewed and finalized
during detail design stage.

It is proposed that the solar PV installation for Pune metro shall be done on the basis of RESCO
model which is also being followed by other metros in India. In the RESCO model, the MAHA
Metro shall sublet the rooftop to the project developer who will be responsible for the solar
PV installation. The power shall be purchased by MAHA metro on the basis of the unit rate
specified by Power Purchase Agreement (PPA).

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12.12 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/ROCS12 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 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.) has 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.
(viii) LED lighting is proposed in certain areas.

12.13 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. For Extension of line-1A, the annual
energy consumption is assessed to be about 8.9 million units in initial years (2027), which will

12 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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increase to about 10.0 Million Units by year 2057. For existing Corridor of line, the annual
energy consumption is assessed to be about 115.4 million units in initial years (2027), which
will increase to about 143.8 Million Units by year 2057. For another extension of corridor 2A
the annual energy consumption is assessed to be about 34.2 million units in initial years (2027),
which will increase to about 40.3 Million Units by year 2057. The total annual energy
consumption for line 1, Phase 1 with extension 1A and 2A is assessed to be about 160.3 Million
Units by year 2027 which will increase upto 196.1 Million units by year 2057. 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 132/220 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. 7.6 per unit (Grid supply charges = Rs. 5.8 per unit and 20% of supplies from solar
(@ Rs 4 per unit) as per RESCO model) with Rs. 270/KVA/month fixed charges. It is proposed
that Government of Maharashtra will 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.

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13. MAINTENANCE DEPOT

13.1 Depot Location and Number
Stabling capacity in existing depot at Range Hill is not sufficient to accommodate 156 cars (28
numbers of 3-car train and 12 numbers of 6-car trains) required for design year (2057).

Phase-II augmentation of the Range Hill depot is planned to accommodate 22 numbers of 6-

car trains or equivalent number of 3-car and 6-car trains which is sufficient for planned Phase-
2A requirement up to year 2037.

However, for planned requirement in Phase-2A in year 2047 & 2057, i.e. additional 8 number
of 3-car trains, additional stabling facility is required.

For Phase -2A in year 2047 & 2057, stabling lines are proposed in table below to accommodate
requirement of year 2047 & 2057.

Type Elevated
Number of Stabling Lines 4
Capacity per stabling line One 6-cars train
or
Two 3-car Train
Length of each Stabling Line 140m
Plot Area 0.29 Ha
Total Cost without land 11.72 Cr
Land Cost 5.43 Cr

Elevated, 4 stabling lines are proposed for stabling of 6-car train on each line. However, all
necessary maintenance activities(major/minor/scheduled/etc.) will be catered in Range Hill
depot of Pune Metro Phase 1.

Layout for depot is attached exhibit 2 at the end of the chapter.

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Exhibit 1 – Range Hill Depot

Figure 95: layout- Range hill depot

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Exhibit 2 – NIGDI Depot (Elevated stabling)

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14. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

14.1 Preamble
Large-scale urbanization in IT/ITES and industrialization with rapid growth of vehicular
population has laid severe stress on urban transport system in Pune City over the years. The
City has a total of about 23 lakhs vehicles as per Maharashtra government vehicle statistics.
The usage of private modes is increasing unabated mainly due to inadequate public transport
facilities.

With a view of developing effective and efficient mass transit system towards improving the
share of public transport trips, the Government of Maharashtra conceived and implemented
Metro rail system. Phase I of the Metro Project was approved in 2016 and construction is
currently taking place on the two lines.

Line 1 running from North to South from PCMC to Swargate. It is 17.8 km long and comprises
14 stations including 5 underground and 9 elevated stations;

Line 2 running from West to East from Vanaz to Ramwadi. It is 15.7 km long and comprises 16
elevated stations.

In addition, Line 3 is also planned under PPP model, being implemented by PMRDA, which will
be running between Shivajinagar and Hinjewadi. Line 3 metro is 23.33 km long and comprises
of 23 stations.

After experiencing the rapid growth, particularly in the out-growth areas of PMC & PCMC and
Chakan area, the Government of Maharashtra/ Maha Metro – Pune Metro planned for further
development of the metro network as an extension of Phase I.

The present chapter is dedicated to Environmental Impact Assessment of corridor 2-A Swargate
to Katraj and the total length of this corridor is 5.464 km.
Corridor – 2A: Swargate to Katraj

 Proposed alignment of corridor-2A starts from Swargate and goes up to Katraj

near the Katraj station along the Pune Satara road. Total length of the corridor is
5.464km which is completely underground
 3 Stations have been proposed in Phase 2A, all of which are underground
stations. Summary of the section is given below:
Table 96 : List of stations in Phase 2A
Swargate Katraj Underground Alignment
Station Chainage (m) Type
Station 1 (Market Yard, Gultekdi) 17982 Underground

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Swargate Katraj Underground Alignment

Station 2 (Padmavati) 19568 Underground
Station 3 (Katraj) 21860 Underground

14.2 Scope of The Study

The Terms of Reference (TOR) for the present study were drawn up in accordance with the
guidelines for Environmental Impact Assessment (EIA) studies issued by Ministry of
Environment and Forests (MoEF), Government of India (GOI) for Transport Projects.

The Ministry of Environment and Forests (MoEF), Government of India issued notification on
14th September 2006 for getting Environmental Clearance. All new projects/expansion and
modernization of existing projects or related activities listed in the schedule I of the
notifications are required to obtain prior environmental clearance from MoEF. However, Rail
projects are exempted from this list and hence environmental clearance will not be required
for the present project.

Environmental Assessment Report is prepared for the present assignment in order to identify
the baseline environmental status of the proposed Metro Rail alignment & stations,
assessment of impact due to the proposed project on various Environmental parameters and
preparation of Environmental Management Plan to mitigate the negative impact on these
parameters. The broad scope of the study includes:

 Collection of baseline data on various components of the environment.

 Identification of the potential impacts during pre-construction, construction and
operation phases.
 Developing mitigative measures to sustain and maintain the environmental
scenario.
 Providing compensatory developments wherever necessary, including plans for
tree plantation.
 Designing and monitoring the Environmental Management Plan.
 Suggesting the Environmental Enhancement Scheme and its monitoring.

14.3 Methodology
Suitable methodology was adopted to accomplish the study. As the first step, scoping exercise
was undertaken to identify the parameters needed to be considered for the study and to
outline the activities for collecting data on each parameter. Data pertaining to all facets of
environment viz. physical, ecological and socioeconomic environment both through primary
and secondary sources were collected. The step wise activities include:

 Review of legal requirements

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 Reconnaissance survey for identification of key issues data requirement and

preliminary consultation.
 Primary and secondary data collection
 Identification of impacts and mitigation measures
 Finalisation of EMP.

14.4 Applicable legal framework and policies

A review of the all applicable laws, regulations, notification and existing institutions relevant
to the environmental issues in this project at the National/State levels policies are presented
in this chapter.

India has a well-defined institutional and legislative framework. The legislation covers all
components of environment viz air, water, noise, soil, terrestrial and aquatic flora and fauna,
natural resources, and sensitive habitats. The environmental legislations in India are framed
to protect the valued environmental components and comply with its commitment to the
international community under various conventions and protocols as well. Review of Indian
legal system has been carried out to identify its applicability to the project. WB/ADB has also
defined their Environmental and Social Safeguard policies.

The Acts, Rules and Norms which are generally relevant to Metro rail projects are listed below;

 Amendment dated 9 December 2016 to EIA Notification 2006: Integration of

environmental Conditions in local building byelaws;
 Workmen's Compensation Act 1923: The Act provides for compensation in case
of injury by accident arising out of and during the course of employment;
 Contract Labour (Regulation and Abolition) Act, 1970: The Act provides for
certain welfare measures to be provided by the contractor to contract Labour;
 Minimum Wages Act, 1948: The employer is supposed to pay not less than the
Minimum Wages fixed by appropriate Government as per provisions of the Act;
 Payment of Wages Act, 1936: It lays down as to by what date the wages are to
be paid, when it will be paid and what deductions can be made from the wages
of the workers;
 Equal Remuneration Act, 1979: The Act provides for payment of equal wages for
work of equal nature to Male and Female workers and not for making
discrimination against Female employees;
 Child Labour (Prohibition and Regulation) Act, 1986: The Act prohibits
employment of children below 14 years of age in certain occupations and
processes and provides for regulation of employment of children in all other
occupations and processes. Employment of child labour is prohibited in Building
and Construction Industry;

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 Inter-State Migrant Workmen’s (Regulation of Employment and Conditions of

Service) Act, 1979: The inter-state migrant workers, in an establishment to which
this Act becomes applicable, are required to be provided certain facilities such as
housing, medical aid, travelling expenses from home to the establishment and
back, etc.;
 The Building and Other Construction Workers (Regulation of Employment and
Conditions of Service) Act, 1996 and the Cess Act of 1996: All the establishments
who carry on any building or other construction work and employs 10 or more
workers are covered under this Act; the employer of the establishment is
required to provide safety measures at the building or construction work and
other welfare measures, such as canteens, first-aid facilities, ambulance, housing
accommodation for Workers near the workplace, etc.;
 The Factories Act, 1948: The Act lays down the procedure for approval of plans
before setting up a factory, health and safety provisions, welfare provisions,
working hours and rendering information-regarding accidents or dangerous
occurrences to designated authorities;
 Chemical Accidents (Emergency Planning, Preparedness and Response) Rules,
1996: The Rules provide for mandatory preparation of On-Site Emergency Plans
by the industry and Off-Site Plans by the district collector and the constitution of
four tier crisis groups at the centre, district, and local levels for the management
of chemical disaster.
 Amendment dated 9 December 2016 to EIA Notification 2006: Integration of
environmental Conditions in local building byelaws;
 The Air (Prevention and Control of Pollution) (Union Territories) Rules 1982, 1983
(Consent to establish and operate);
 The Water (Prevention and Control of Pollution) Rules 1975 (Consent to establish
and operate);
 National Ambient Air Quality Standards, 2009;
 Guidelines for Ambient Air Quality Monitoring, CPCB, 2003;
 The Water (Prevention and Control of Pollution) Act 1974 amended 1988 Guide
Manual – Water and waste water analysis, CPCB;
 Construction and Demolition Waste Management Rules, 2016;
 Hazardous and Other Wastes (Management and Transboundary Movement)
Rules 2016 ;
 Solid Waste Management Rules 2016;
 Protocol for Ambient Level Noise Monitoring, CPCB, 2015;
 Drinking water – Specifications IS 10500: 2012 and CPHEEO Manual 2012;
 Energy Conservation Building Code 2017 & IGBC Green MRTS Abridged reference
guide;

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 Noise Pollution (Regulation and Control) Rules, 2000 amendment in 2010 ISO/
TC 108 (vibration);
 Metro Rail Transit System, Guidelines for Noise and Vibrations, RDSO, Ministry
of Railways, September 2015;
 Forest (Conservation) Act, 1980, amended 1988;
 Forest (Conservation) Rules 2003 and Forest (Conservation) Amendment Rules,
2014 (procedure for FC);
 The Indian Wildlife (Protection) Act 1972 and The Wildlife (Protection)
Amendment Act 2002;
 The Metro Railways (Operation and Maintenance) Act 2002 as amended vide.
The Metro Railways (Amendment) Act 2009 (disaster management);
 The Ancient Monuments and Archaeological sites and Remain (Amendment and
Validation Act) 2010;
 Groundwater (Regulation) Act, 1987 as amended till 2008 and
Guidelines/Criteria for evaluation of proposals/requests for ground water
abstraction (With effect from 16.11.2015), Central Ground Water Authority;
 World Bank, Operational policy OP 4.12 , involuntary resettlement
 World Bank, Environmental Assessment OP 4.01
 ADB Safeguard Policy Statement, July 2009

14.4.1 Key Applicable National Laws and Regulation

14.4.1.1 Environment (Protection) Act, 1986

This Act was passed as an overall comprehensive act “for protection and improvement of
environment”. According to this Act, the Central Government has the power to take all such
measures as it deems necessary or expedient for the purpose of protecting and improving the
quality of environment and preventing, controlling and abating environmental pollution.
Under this act, rules have been specified for discharge/emission of effluents and different
standards for environmental quality. These include Ambient Noise Standard, Emission from
Motor Vehicles, Mass Emission Standard for Petrol Driven Vehicles, General Effluent Standards
etc. especially important for Metro project.

14.4.1.1.1 EIA Notification 2006 and Subsequent Amendments

Metro rail projects are not included as a sector in the Schedule of the Environmental Impact
Assessment (EIA) Notification 2006 that provides a list of projects which need to undergo EIA
studies. However, Metro projects include components that may individually qualify for
obtaining Environmental Clearance.

For metro rail projects, station buildings are required to be developed. If the built-up area of
any of these station buildings is >20,000 square metres, then an Environmental Clearance is

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required to be obtained under Item 8(a) of the Schedule of EIA Notification 2006 & its
amendment 15th November 2018.

Train maintenance depots would need to be developed as part of the projects. The depots
would include administrative buildings and occupy a large area for undertaking maintenance
of the rolling stock. If the built-up area of the buildings in the depot will be >20,000 square
metres, then an Environmental Clearance may require to be obtained under Item 8(a) of the
Schedule of EIA Notification 2006.

14.4.1.2 Forest (Conservation) Act, 1980

The Forest (Conservation) Act, 1960 came in to force with effect from October 25, 1980. Under
the provision of this act, prior approval of the Central Government is essential for de-
reservation of forest lands and / or diversion of forest lands for non-forestry purposes. There
is no reserve/protected forest along the proposed project alignment.

14.4.1.3 Wild Life (Protection) Act, 1972

The Wildlife (Protection) Act, 1972 has allowed the Government to establish a number of
National Parks and Sanctuaries to protect and conserve the flora and fauna of the state. The
Wildlife Protection Act, (1972) is the first comprehensive act enacted to protect the wild
animals and their habitats. It will improve protection measures of the existing National Parks
and Sanctuaries and strengthen the Protected Areas (PA). The objectives of the act include to
protect the rapidly declining wild animal and birds of the country, control trade in wildlife
products, streamline and strengthen wildlife setup at Central and State level and
establishment of Wildlife Advisory Board. In the extensive amendment in 1991, endangered
wild plants have also been included within the protective umbrella of this Act.

Any Developmental Activities Will requires “Wildlife Clearance”, if it is Proposed to be located

in or Within 10 Km of any “Wildlife Sanctuary” or “National Park” as Notified Under the Wildlife
(Protection) Act (1972). There is no Wildlife protected area , along the proposed Metro Rail
project alignment

14.4.1.4 Water and Air (Prevention and Control of Pollution) Acts

Water Act and Air Acts provide for the prevention and control of water and air pollution
respectively. These acts empower the Pollution Control Boards to collect effluent and emission
samples, entry to industrial units for inspection, power to prohibit on use of any water bodies
for waste disposal and creation of new discharge outlets, provide consent to set up and
operate certain facilities likely to create air and water pollution including power to give
directions and prosecuting offenders.

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The Air and Water Act are particularly applicable to all civil works activities. All construction
work contractors need to obtain the consent-to-establish and consent-to-operate for plants
and other machinery that they may be required for the purpose of construction. The NOC
certificates need to be obtained from the regional offices of the SPCB. Wherein the existing
plants are used, the contractor shall ensure that all applicable consents are obtained for
operating the plant/equipment.

14.4.1.5 Central Motor Vehicle Act -1988 and Central Motor Vehicle Rules 1989

In 1988, the Indian Motor Vehicles Act empowered the State Transport Authority to enforce
standards f or vehicular pollution and prevention control. The Authority also checks emission
standards of registered vehicles, collects road taxes, and issues licenses. In August 1997, the
Pollution Under Control Certificate (PUC) programme was launched in an attempt to
crackdown on the vehicular emissions in the states.

Central Motor Vehicle Rules 1989 provide for working rules for licensing of drivers of motor
vehicles, registration of motor vehicles, overall dimensions of motor vehicles, rules &
regulations, etc.

14.4.1.6 Ancient Monuments and Archaeological Sites and Remains Rules, 1959 and 2010

As per the Act, area within a radius of 100m and 200m from the “protected property” are
designated as “protected area” and “regulated area” respectively. No development activity
(including mining operations and construction) is permitted in the “protected area” and all
development activities likely to damage the protected property are not permitted in the
“regulated area” without prior permission of the Archaeological Survey of India (ASI).
Protected property entails the site/remains/ monuments are protected by ASI or the State
Department of Archaeology.

Alignment does not pass through any prohibited, protected, restricted area of heritage
structure/ Monument area’.

14.4.1.7 Environmental Assessment (OP 4.01)

Environmental Assessment is used in the World Bank to identify, avoid, and mitigate the
potential negative environmental impacts associated with Bank’s lending operations early-on
in the project cycle. The policy states that Environment Assessment (EA) and mitigation plans
are required for all projects having significant adverse environmental impacts or involuntary
resettlement. Assessment should include analysis of alternative designs and sites, or
consideration of “no option” and require public participation and information disclosure
before the Bank approves the project.

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In World Bank operations, the purpose of Environmental Assessment is to improve decision

making, to ensure that project options under consideration are sound and sustainable, and
that potentially affected people have been properly consulted and their concerns addressed.

The World Bank's environmental assessment policy and recommended processing are
described in Operational Policy (OP)/Bank Procedure (BP) 4.01: Environmental Assessment.

14.4.2 Summary of Statutory Clearance Requirement

The project requires a number of statutory clearances under different Acts and Rules a
different stage of the project. These are listed in.
Table 97 : Summary of Environment Legislation Applicable for this Project

Act Year Objective Applicability Responsible

Institution
Yes/No

Environment 1986 To protect and improve Yes MoEF&CC,

(Protection) Act. the overall environment CPCB

Notification on 2006 To provide No MoEF&CC,

Environment Impact environmental CPCB
Assessment of 2009 clearance to new
Development projects 2010 development activities
(and amendments) following
(referred to as the 2013 environmental impact
Notification on assessment.
Environmental
Clearance)

Wildlife Protection Act 1972 To protect wild animals No MoEF&CC

and birds through the
creation of National
Parks and Sanctuaries

Water (Prevention and 1974 To provide for the Yes SPCB

Control of Pollution) Act prevention and control
(and subsequent of water pollution and
amendments) the maintaining or
restoring of

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Act Year Objective Applicability Responsible

Institution
Yes/No
wholesomeness of
water.
Air (Prevention and 1981 To provide for the Yes SPCB and
Control of Pollution) Act prevention, control and Metro
(and subsequent abatement of air Authority
amendments) pollution, and for the
establishment of
Boards to carry out
these purposes.
Forest (Conservation) 1980 To protect and manage No MoEF&CC
Act forests
Clearance for cutting 1964/ Maharashtra Tree Yes Forest
trees and transporting 71 felling act. Tree removal Department,
will be guided as per /District Level
state government rules. Committee
constituted
by the State
Govt.
Central Motor Vehicle 1988 To control vehicular air Yes State
Act and noise pollution. To Transport
1989 regulate development Department
Central Motor Vehicle of the transport sector,
Rules check and control
vehicular air and noise
pollution.

Dismantling of 2013 As per GOM act, Right Yes Competent

structure falling within to fair compensation Land
right of way/Land and transparency in Acquisition
Acquisition Land Acquisition, Authority
Rehabilitation and
Resettlement Act, 2013

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Act Year Objective Applicability Responsible

Institution
Yes/No

Ancient Monuments 1958a Conservation of No Archaeologic

and Archaeological nd Cultural and historical al Dept. GOI
Sites and Remains Act 2010 remains found in India.

Hazardous and Other 2016 To handle & dispose Yes SPCB

Wastes (Management Hazardous Wastes
and Transboundary
Movement)

Construction and 2016 To handle & dispose

Demolition Waste Construction and
Management Rules, 2016 Demolition Waste Yes SPCB

e-waste (Management) 2016 To handle & dispose E

waste
Rules, 2016 Yes SPCB

14.5 Ambient Air Quality, Noise and Water Quality Standards

14.5.1 Ambient Air Quality Standards (AAQS)

Ambient air quality standards/limits provide a legal framework for the control of air pollution
and the protection of public health.

The Ministry of Environment and Forest (MoEF&CC), Govt. of India, vide gazette notification,
G.S.R826 (E), dated 16.11.2009 have notified/amended the National Ambient Air Quality
Standards by amending the Environment (Protection) Rules 1986. The National Ambient Air
Quality Standards (NAAQS) prescribed by CPCB are given in Table 98.

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Table 98 : National Ambient Air Quality Standards (NAAQS)

Concentration in Ambient Air

Pollutants Time Industrial, Ecologically Method of Measurement

Weighted Residenti sensitive area
al, Rural (notified by
Average and other central
areas government)

1 2 3 4 5

Sulphur Dioxide (SO2) Annual* 50 20 Improved West & Gaeke

µg/m3 method

24 80 80 Ultraviolet fluorescence
hours**

Oxides of Nitrogen (NOx) Annual 40 30 Jacob & Hochheiser (Na-

µg/m3 Arsenite)

24 80 80 Gas Phase
hours** Chemiluminescence’s
Carbon Monoxide (CO)
mg/m3 8 hours** 02 02 NonDispersive
infraredspectroscopy
1 hour 04 04

PM10 µg/m3 Annual* 60 60 -Gravimetric

Particulate Matter size 24 100 100 - TOEM

less than 10µm hours**
-Beta attenuation

PM2.5 µg/m3 Annual* 40 40 -Gravimetric

Particulate Matter size 24 60 60 - TOEM

less than 2.5µm hours**
-Beta attenuation
Source: National Ambient Air Quality standards, CPCB Notification dated18thNovember 2009

* Average Arithmetic mean of minimum 104 measurements in a year taken for a week 24 hourly at uniform interval.

** 24 hourly / 8 hourly values should meet 98 percent of the time in a year

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14.5.2 Noise Quality Standards

Realizing the need to control and regulate noise levels, the Ministry of Environment & Forest,
Government of India, have notified Noise Level Standards and Guidelines under Environment
(Protection) Rules, 1986, known as Noise Pollution (Regulation & Control) Rules, 2000. The
specific standards described in the rules are given in Table 99.
Table 99 : National Ambient Noise Quality Standards
Sr. Area Category of Leq*** in dB (A)
No. Code Zone *Day **Night
1 A Industrial 75 70
2 B Commercial 65 55
3 C Residential 55 45
4 D Silence Zone 50 40
* Day Time – 6.00 am – 10.00 pm (16 hours)
** Night Time – 10.00 pm – 6.00 am (8 hours)
*** Leq – Equivalent noise level
(Source: Noise pollution (Regulation and control) Rules, 2000)

14.5.3 Water Quality Standards

14.5.3.1 Surface Water Quality Standards

The CPCB has identified water quality requirements in terms of few chemical characteristics,
known as primary water quality criteria. The "designated best uses" along with respective
water quality criteria is given in Table 100.
Table 100 : Use Based Classification of Surface Waters in India

Designated Class of
Water
Best Use Criteria
 Total Coliforms MPN/100 ml shall be 50 or less
14.6 Drinking Water source A  pH between 6.5 to 8.5
(with conventional  Dissolved Oxygen 6 mg / 1 or more
treatment)
 Biological Oxygen demand (BOD) 5 days 200C, 2 mg/l or
less
 Total Coliforms Organism MPN/100 ml shall be 500 or
Outdoor bathing B less
(organized)  pH between 6.5 to 8.5
 Dissolved Oxygen 5 mg / l or more
 Biological Oxygen demand (BOD) 5 days 200C 3 mg/1 or
less

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Designated Class of
Water
Best Use Criteria
 Total Coliforms MPN/100 ml shall be 5000 or less
14.7 Drinking Water source C  pH between 6.5 to 8.5
(without conventional  Dissolved Oxygen 4 mg / 1 or more
treatment)
 Biological Oxygen demand (BOD) 5 days 200C 3 mg/1 or
less
 pH between 6.5 to 8.5 for fisheries
14.8 Propagation of Wildlife D  Dissolved Oxygen 4 mg / 1 or more
 Free Ammonia (as N) 1.2 mg/1 or less
 pH between 6.0 to 8.5
14.9 Irrigation, Industrial E  Electrical Conductivity at 250C µmhos/cm Max. 2250
Cooling, Controlled  Sodium absorption ratio Max. 26
Waste
 Boron, Max.2 mg/1
(Source: Guidelines for Water Quality Management – CPCB 2008)

14.9.1.1 Ground Water Quality Standards

Since all groundwater resources of the State are classified for more than one use and
therefore, the most stringent or protective criteria will be applicable. Therefore, its qualities
have been compared with Bureau of Indian standards: IS :10500:1991 and WHO Guideline for
Groundwater Sources for Drinking Water which is presented in the form of
Table 101 : Indian Standards for Drinking Water-Specification BIS:IS 10500:2012
Sr. Substance or Characteristics/Parameter BIS, Indian Standards (IS 10500:2012)
No. Desirable Limit Permissible Limit in the
absence of Alternate
Source
(1) (2) (3) (4)
Essential Characteristics
1 Colour,(HazenUnits, Max) 5 15
2 Odour Unobjectionabl ---
e
3 Taste Agreeable ---
4 Turbidity, NTU, Max 1 5
5 pH value 6.5 to 8.5 No relaxations
6 Total hardness (as CaCO2) mg/L, Max 200 600
7 Iron (as Fe) mg/L, Max 0.3 No relaxations
8 Chloramines (as Cl2 ), mg/l, Max 4 No relaxations
9 Chlorides (as Cl) mg/L , Max 250 1000

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Sr. Substance or Characteristics/Parameter BIS, Indian Standards (IS 10500:2012)

No. Desirable Limit Permissible Limit in the
absence of Alternate
Source
10 Free residual chlorine, mg/l, Min 0.2 1
Desirable Characteristics
11 Dissolved solids mg/L, Max 500 2000
12 Calcium (as Ca) mg/L, Max 75 200
13 Copper (as Cu) mg/L, Max 0.05 1.5
14 Magnesium(as Mg),mg/L,Max 30 100
15 Manganese (as Me) mg/L, Max 0.1 0.3
16 Sulphide (as H2 S), mg/l, Max 0.05 No relaxation
17 Sulphate (as SO4) mg/L, Max 200 400
18 Silver (as Ag), mg/l, Max 0.1 No relaxation
19 Nitrate (as NO3) mg/L, Max 45 No relaxation
20 Fluoride (as F) mg/L, Max 1 1.5
21 Phenolic compounds (asC6H5OH) mg/L, 0.001 0.002
Max
22 Mercury (as Hg) mg/L, Max 0.001 No relaxation
23 Cadmium (as Cd), mg/L, Max 0.003 No relaxation
24 Selenium (as Se), mg/L, Max 0.01 No relaxation
25 Total Arsenic (as As) mg/L, Max 0.01 0.05
26 Cyanide (as CN), mg/L, Max 0.05 No relaxation
27 Lead (as Pb), mg/L, Max 0.01 No relaxation
28 Zinc (as Zn), mg/L, Max 5 15
29 Amonic detergents (as MBAS) mg/L, Max 0.2 1
30 Total Chromium (as Cr6+) mg/L, Max 0.05 No relaxation
31 Polynuclear aromatic hydrocarbons (as 0.0001 ---
PAH) g/L, Max
32 Mineral oil mg/L, Max 0.01 0.03
33 Pesticides mg/L, Max Absent 0.001
34 Radioactive Materials: 0.1 No relaxation
a) Alpha emitters Bq/L, Max 1
b) Beta emitterspci/L, Max
35 Total alkalinity as calcium carbonate mg/L, 200 600
Max
36 Aluminum (as Al), mg/L, Max 0.03 0. 2
37 Ammonia (as total ammonia-N), mg/l, Max 0.5 No relaxation
38 Barium (as Ba), mg/l, Max 0.7 No relaxation
39 Boron, mg/L, Max 0.5 1

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Sr. Substance or Characteristics/Parameter BIS, Indian Standards (IS 10500:2012)

No. Desirable Limit Permissible Limit in the
absence of Alternate
Source
Bacteriological Quality of Drinking Water
1 All water intended for drinking: Shall not be detectable in any 100 ml
a)E. coli or thermotolerant coliform sample
bacteria
2 Treated water entering the distribution Shall not be detectable in any 100 ml
system: sample
a)E. coli or thermotolerant coliform
bacteria
b)Total coliform bacteria
3 Treated water in the distribution system Shall not be detectable in any 100 ml
a)E. coli or thermotolerant coliform sample
bacteria
b)Total coliform bacteria

14.10 Description of the environment

Collection of baseline information on bio-physical, social and economic aspects of the project
area is the most important reference for conducting EIA study, based on the existing
environmental scenario, potential impacts of project will be identified and accordingly
management plan will be proposed so as applicability of Government of India (GoI) regulatory
requirements. The baseline environmental conditions will help in comparing and to monitor
the predicted negative and positive impacts resulting from the project during construction and
operation phases.

Data was collected from Primary & secondary sources for the macro-environmental setting
like climate, physiography (Geology and slope), biological and socio-economic environment.
First-hand information has been collected to record the micro-environmental features within
and adjacent to the project corridor. Collection of first hand (Primary) information includes
preparation of base maps, extrapolating environmental features on proposed Metro Track &
Station design, tree inventories, location and measurement of socio-cultural features abutting
proposed project. Scope of this exercise was 10 kilometres on both sides from the centre of
the project location as per guidelines of Ministry of Environment and Forests, Government of
India. However, the focus of the study was on the areas within and directly adjacent to the
corridor of impact and ROW.

Following section describes the nature, type and characteristics of the physical, biological,
cultural and socioeconomic components along the project Stretch.

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Swargate Ambient Air Sampling Katraj Ambient Air Sampling

Swargate Ambient Noise Sampling Katraj Ambient Noise Sampling

Ground Water Sampling Surface Water Sampling Katraj Lake

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Soil Sampling Meteorology Station

Figure 92. Nigdi Depot layout- Option 2 (At grade stabling)

14.10.1 Location and physiography

Pune is the second largest district of Maharashtra State in respect of area. The district has a
geographical area of 15642 sq.km., which is 5.08% of the total area of State. It is situated in
the western part of the State and lies between north latitude 17°54’ and 19°24’ and east
longitudes 73°29’ and 75°10’.

It is bounded by Ahmednagar district in the north and east. Satara and Solapur districts in
south and south east respectively and Thane and Raigarh districts in north west and west
respectively. For administrative convenience it is divided in 14 talukas namely Pune City,
Haveli, Khed, Ambegaon, Junnar, Shirur, Daund, Indapur, Baramati, Purandhar, Bhor, Velhe,
Mulsi and Maval.

Figure 93. Pune district map

(Source : http://www.mrsac.gov.in)

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Municipal Limit identified with length distribution of the project is shown in the Table 102
hereafter:
Table 102 : District wise distribution of the project alignment
Tentative
State District Chainage Taluka
Length(km)
Swargate to Haveli Taluka (Pune
Maharashtra Pune 5.464
Katraj Municipal Corporation)

14.10.2 Geology and Soil Type

“The district forms part of Western Ghat and Deccan Plateau. Physiographically the district
can be divided in to three distinct belts i.e.,

(1) The western belt stretching from 16 to 31 km. East of Sahayadri –an extremely rugged
country cut by deep valleys, divided and crossed by hill ranges.

(2) The central belt extending for about 30 km. East of the western belt across the tract whose
eastern boundary is roughly marked by a line drawn from Pabal in the north, southwards
through Pune to Purandhar. In this belt a series of small hills stretch in to valleys and large
spurs from Plateau and

(3) The eastern belt with a rolling topography and the low hills sinking slowly in to the plains
with relatively broader valleys.

Therefore, the physiography of the district has given rise to four major characteristic land
forms namely; (1) The hills and ghats (2) the foot hills (3) the plateau and (4) the plains.”
(Source: cgwb.gov.in/District Profile)

From the riverbed of Mutha, highest portion in the Pune City is Kedareshwar hill, which is
about 612 meters from the riverbed. The Western portion from Mulshi, Maval, Tahsil in Pune
District, contains black soil where the main crop is paddy. All lands to the north, west south
and east have generally reddish soil.

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Figure 94. Geomorphology map of Pune District

(Source: krishi.maharashtra.gov.in)
To identify the actual condition of soil, soil quality analysis has been carried out by MoEF &
NABL accredited, Shreeji Aqua Treatment Pvt. Ltd. Laboratory, located at Pune. Soil sample
was collected along the project corridor. Laboratory analysis results are reported in
Table 103. The result shows that the soil is slightly alkaline in nature .
Table 103 :Result of Soil Quality Monitoring of the Study Area
Sr. No. Parameters Unit Reference Method Result

1 pH -- IS 2720 (Part 26):1987 7.98

2 Electrical Conductivity µs/cm IS 14767:2000 180.9
3 Soil Texture -- Lab Manual on Agriculture Sandy Clay
Method
4 Bulk Density g/cm3 IS 2720 (Part 33):1995 1.6
5 Soil Porosity % IS 2720 (Part 2):2010 40.0
6 Permeability cm/hr. IS 2720 (Part 17):2002 0.25
7 Water Holding Capacity % IS 2720 (Part 2):2010 40.0
8 Organic Carbon % IS 2720(Part 22):1972 0.34

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Sr. No. Parameters Unit Reference Method Result

9 Cation Exchange Capacity meq/100 Lab Manual on Agriculture 14.4

Method
10 Nitrogen mg/kg IS 14684:1999 242.70
11 Potassium ppm Protocol:105-001A 178.64
12 Phosphorous mg/kg Olsen’s Method 29.93
13 Lead mg/kg EPA 3050 B 1996 BDL
14 Iron mg/kg EPA 3050 B 1996 4.40

14.10.3 Topography:

Pune district lies in the Bhima and Nira basins. It has a shape of triangle with its base in
Sahyadri mountains on the West and its apex in the extreme South-East corner near Nira River.
Taking into consideration the height from sea level, rainfall, soil pattern etc. it is divided into
three zones viz. Western Zone, Central Zone and Eastern Zone. The Sahayadri ranges are
spread from North to South in the district. Pune district lies in Seismic Zoning III. This zone is
classified as Moderate Damage Risk Zone.

14.10.4 Land-use pattern and land holdings

It can be seen from the LULC map below that out of geographical area, about 23 percent of
land is under non-agricultural usage i.e. forest, land under non-agricultural use, cultivable
waste, permanent pasture and miscellaneous trees and groves.

About 7 percent land is as current and other fallow and about 64 percent of land is sown. Thus,
altogether about 14.71 percent of land is available in the form of cultivable waste, permanent
pastures, land under tree crops and grooves, current as well as other follows, which can be
brought under productive use with a proper wasteland development programme.

The land use along the project corridor is principally of the Urban category passing through
the open and commercial land.

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Figure 95. Land use Landcover map of Project Area

Figure 96. Land use Landcover Statistics of Pune District

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14.10.5 Meteorology

The ambient environment is responsible for the health of human beings, animals, wildlife and
vegetation. All air pollutants emitted by point and non-point sources are transported,
dispersed or concentrated by meteorological and topographical conditions.

The meteorological parameters regulate the transport and diffusion of pollutants into the
atmosphere. In order to assess the impact on existing ambient environment due to the project,
it is necessary to have baseline status of ambient environmental parameters.

Pune District forms a part of the tropical monsoon land and therefore shows a significant
seasonal variation in temperature as well as rainfall conditions. The climate of the Western
region of Pune District is cool, whereas the Eastern part is hot and dry.

14.10.5.1 Seasons

The winter season is from December to about the middle of February followed by summer
season which last up to May. June to September is the south-west monsoon season, whereas
October and November constitute the post-monsoon season.

14.10.5.2 Temperatures

The mean minimum temperature is about 12°C and mean maximum temperature is about
39°C.

14.10.5.3 Rainfall

The normal annual rainfall over the district varies from about 468 mm to 4659 mm.
Table 104 : Rainfall for last five years in Pune District (in mm)

YEAR JAN FEB MAR APR MAY JUN JUL AUG SEPT OCT NOV DEC

R/F R/F R/F R/F R/F R/F R/F R/F R/F R/F R/F R/F

2013 0.5 0.3 0.9 0 0.8 293 397 129 233 32 13.6 5.4

2014 1.2 1.2 36.9 4.3 21.8 42.6 386 345 105 29 22.7 12

2015 0 0.6 50.2 13 29.3 230 142 53.8 157 83 45.3 0

2016 0 0.2 4.4 0.5 13.9 77.8 446 418 197 58 0 0

2017 0 0 0 0 24.6 289 513 290 211 116 13.9 0.7

(Source: www.imd.gov.in)

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14.10.5.4 Humidity levels

Humidity is low during the summer months due to increased evaporation losses from the
atmosphere. The diurnal variations in humidity during this period are high, water vapour gets
condensed due to falling night-time temperatures and the daytime temperatures are high.

In the summer months the relative humidity ranges from a minimum of 20% to maximum of
67% during the day.

During the monsoon period, the relative humidity varies from 68% to 87%. The relative
humidity during winter shows maximum diurnal variation varying from 37% to 88%.
Table 105 : Met Data, Pune (1981-2010)
Month Temperature Humidity % Monthly
Rainfall (mm)
Min Max 08.30hr 17.30 hr
January 11.2 29.8 85 34 1.1
February 12.2 32.1 72 26 0.3
March 15.7 35.6 55 21 2.2
April 19.6 37.6 48 24 8.5
May 22.6 36.9 59 37 16.8
June 23.1 31.9 77 66 173.4
July 22.4 28.3 83 76 181.4
August 21.7 27.6 86 79 145.2
September 20.9 29.4 84 73 146.1
October 18.4 31.5 79 53 86.3
November 14.5 30.4 76 43 25.0
December 11.5 29.2 82 39 7.0
Source: Environment Impact Assessment Report for proposed expansion of IT Park Infosys Limited November 2017

14.10.5.5 Site Specific Metrological Data

The site-specific Meteorological data collected by MoEF & NABL accredited, Shreeji Aqua
Treatment Pvt. Ltd. Laboratory by installing Met station, adjacent to the project corridor. Site
specific Meteorological data & Windrose diagram is given below .
Table 106 : Site Specific Meteorological Data
Barometric
Wind Speed Wind Temp. Relative
Date 0C Pressure Rainfall
( Kmph) Direction Humidity %
Kpa
31.12.2018 3.7 206.3 17.9 33.5 101.6 0.0
01.01.2019 2.2 135.0 21.0 26.7 100.8 0.0
02.01.2019 2.2 135.0 21.9 29.0 101.3 0.0

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Barometric
Wind Speed Wind Temp. Relative
Date 0C Pressure Rainfall
( Kmph) Direction Humidity %
Kpa
03.01.2019 3.8 131.3 22.1 37.3 101.2 0.0
04.01.2019 3.8 191.3 24.7 29.4 101.0 0.0
05.01.2019 2.5 176.3 23.2 27.4 97.3 0.0
06.01.2019 2.9 150 22.6 24.5 101.1 0.0

Figure 97. Windrose Diagram of project site

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Based on the evaluation of the wind rose, it can be said that the overall predominant wind
direction for the district is from the West to South West, with absolutely no wind from the
South and considerable percentage of wind from the North direction .The predominant winds
from the West and South West direction are responsible for the monsoons as they carry
moisture-laden clouds from the Arabian Sea.

14.10.6 Air quality, water quality and noise

Baseline conditions define the characteristics of the existing environment and shape projected
future conditions, assuming no project is undertaken. They provide the basis from which
project impact comparison are made. Existing ambient air, noise and water quality data on
various sections of the project corridors has been collected from secondary sources to
establish a baseline database.

14.10.6.1 Air quality monitoring

Ambient air quality refers to the background air quality levels in a region, characterised by
concentrations of various pollutants in the atmosphere. In most cases vehicular emissions are
the predominant source of air pollution. Existing ambient air quality data on various sections
of the project corridors was collected to establish a baseline database. The aim was to identify
areas that already have high pollution levels or are expected to experience so, on account of
the project, and to design adequate mitigation measures, as applicable.

The activities, which generate modify atmospheric air quality, are transportation (i.e., motor
vehicle emissions, which are addressed in this study); industry; domestic and construction.
The principal sources of air pollution due to metro projects are machineries used during
construction phase and the vehicles that ply over it during the operation phase. The
monitoring locations should be selected based on the sensitivity of the receptors to vehicular
traffic and to obtain baseline concentrations of the various representative land uses along the
corridors. The baseline data of air environment need to be monitored for the below
mentioned parameters:

 Particulate Matter (PM10);

 Particulate Matter (PM2.5);
 Sulphur oxide (SOx);
 Oxides of Nitrogen (NOx); and
 Carbon monoxides(CO);

Dispersal of pollutants depends upon factors like prevailing wind direction and other weather
conditions, height of the source, and characteristics of plantation and presence of other sinks
along the project corridor.

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Primary data collected from project corridor has been examined to establish the baseline
scenario for the project corridor. The sources of air pollution in the region are identified as
industries, vehicular traffic, dust arising from roads etc.

Ambient air quality data within vicinity of the Project Corridor has been Monitored & analysed
by MoEF & NABL accredited, Shreeji Aqua Treatment Pvt. Ltd. laboratory. Site specific ambient
air quality is given below:
Table 107 : : Ambient Air Quality Monitoring Results
Sr. Location Concentration µg/m3 mg/m3
No. PM2.5 PM10 SO2 NOx CO
1 Swargate 56.0 97.0 28.0 30.0 0.069
2 Katraj 58.0 94.0 24.0 28.0 0.063
CPCB Standards 60 100 80 80 04

The ambient air quality levels with respect to PM2.5, PM10, Sulphur dioxide, Nitrogen oxides
(NOx) and Carbon monoxide (CO) ranges from 56.0 µg/m3 to 58.0 µg/m3, 94.0 to 97.0 µg/m3,
24.0 µg/m3 to 28.0 µg/m3, 28.0 to 30.0 µg/m3 and 0.063 to 0.069 mg/m3 respectively in the
project corridor. All the ambient air quality parameters are within the National Ambient Air
Quality Standards (NAAQS).

14.10.6.2 Noise Quality Monitoring

Along the proposed project construction proposals, there is significant industrial activity and
significant vehicular traffic contributing to ambient noise levels. Therefore, the ambient noise
levels may be higher than the noise quality standards. Project development results in increase
in noise levels due to movement and operation of machinery, heavy vehicles, loading and
unloading of construction materials, apart from high noise levels at the asphalt plants (90 -
100 dB(A). These activities are intermittent and localised.

During the operation phase, noise will be generated from Metro Rail movement in three ways,
namely from the vehicle body parts, from the Wheel-Track system (also known as the rolling
noise) and from the driver behaviour, such as use of horns.

To assess background noise levels in the study area, primary data from project corridor has
been collected. Description of the noise monitoring stations and the Leq values at each station
are given in the following tables.

The day noise level monitored during 6 A.M. to 10 P.M. and night levels 10 P.M. to 6 A.M.
reviewed from existing data of Pune District & within vicinity of the Project Corridor, collected
by MoEF & NABL accredited, Shreeji Aqua Treatment Pvt. Ltd. laboratory. The major source of
noise identified in the study area has been predominantly the vehicular movement and the
construction activities.

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In the vicinity of the Project Corridor, Ambient Noise Monitoring night time Leq (Ln) varies
from 57.27 to 60.48 dB (A) and the daytime Leq (Ld) varies from 78.37 to 80.15 dB (A) within
the study area. Ambient noise level is very high as per the standards prescribed by CPCB for
Silence, Residential, Commercial & Industrial Area. The major source of noise identified in the
study area has been predominantly the vehicular movement and the construction activities.
Table 108 : : Ambient Noise Quality Monitoring Results
Results Requirement (as per CPCB
S.
Test Parameters Units Guidelines Limits in
No. Swargate Katraj
dB (A) Leq
Category of Day Night
1. Equivalent Noise Level Area/ Zone Time Time
(6.0 AM TO 10.0 PM) 80.15 78.37 dB(A) Industrial 75 70
Area

Commercial 65 55
Area
Equivalent Noise Level Residential 55 45
2. 57.27 60.48 dB(A)
(10.0 PM TO 6.0 AM) Area
Silence 50 40
Zone

14.10.6.3 Water Resources & Quality

Water environment consists of water resources and its quality. Its study is important from the
point of view to assess the adequacy of water resources for the needs of the project in its
various stages of the project cycle and also to assess the impact of the project on water
environment.

The Pune district has three major drainage systems namely:

 The Bhima Ghod River System in northern, north-eastern and eastern part of which
Bhima River has a total length of about 355 km and Ghod river has a drainage of about
196 km.
 Mula-Mutha River System covering the central part and having total length of 242 km
in the district.
 Nira River system covering south, south-east and eastern part and has total length of
about 231 km in the district.

The Mutha River flows from western side to eastern side towards Daund. Mula River, which is
coming from Western side of Pune City, meets the Mutha river near Sangamwadi and then the

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combined rivers flow towards Solapur side. Width of Mutha River bed is 200 meters (660 feet).
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 northwestern part about
8-9 km away from the main city. Most of the talukas in Pune district are flood prone. The rivers
likely to cause flooding are:

 River Bhima (Tal. Shirur, Daund, Indapur and Haveli);

 River Mula (Pune city);
 River Mutha (Tal.Punecity and Mulshi);
 River Indrayani (Tal. Khed, Haveli and Maval);
 River Ghod (Tal. Ambegaon);
 River Mina and Pushpavati (talJunnar);
 River Nira (Tal. IndapurandPurandar);
 River Pavana (Tal. Haveli).

Figure 98. River map of Pune District

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Prime source of ground water in the district are Dug wells and tube wells. Ground water
Bearing Formations in Pune district are: Weathered, fractured, jointed and vesicular Basalts.
The depth to water level in the district shows wide variation:
 Pre-Monsoon Depth to Water Level (May-2011): 0.40 to 20.10 mbgl
 Post-Monsoon Depth to Water Level (Nov.2011): 0.09 to 14.65 mbgl
 Pre-Monsoon Water Level Trend (2002-11): Rise- Negligible to 0.75 m/yr : Fall-
Negligible to 0.56 m/yr
 Post-Monsoon Water Level Trend (2002-11): Rise- Negligible to 0.63 m/yr : Fall-
Negligible to 0.27 m/yr

Baseline information on the quality of surface and ground water sources along the alignment
of proposed project is required before predictions can be made of the future quality. The
proposed project may contaminate the surface/ground water during the construction,
operation as well as maintenance phases. A plan for monitoring and mitigation will, therefore,
be required to avoid the pollution or deterioration of the water sources.

14.10.6.3.1 Ground Water

Ground water of the area may be impacted due to leaching of contaminants from stored raw
materials at site & sewage generated due to labour activity, excess draft of ground water. Run-
off from project site may contains high quantity of suspended solids due to presence of
sediments from excavated area & other pollutants due to presence of contaminants like oil,
paints etc. This run-off on reaching surface water body will degrade the surface water quality
which in turn may impact aquatic flora & fauna. Ground water Quality of Pune City & along
the project corridor is given in below mentioned tables.
Table 109 : Physico-chemical Characteristics Ground Water Monitoring
units Khadki Kunbisahkari Ashoka Bharat Agricultur water
station Bank Shiv mall petrol al college Desirable
Limit
(durbankar) aji pump
Sr. No Parameters
naga (karve
r road)

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 OU/ U/O
-
3. Turbidity NTU 1 1 1 1 1 1 5
4. pH 7.9
7.65 8.05 7.25 7.35 7.46 6.5-8.5
-- 2
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 mg/l 368 88 160 256 216 216 300
CaCo3

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units Khadki Kunbisahkari Ashoka Bharat Agricultur water

station Bank Shiv mall petrol al college Desirable
Limit
(durbankar) aji pump
Sr. No Parameters
naga (karve
r road)

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 0.6 5 1
16 Phenolic compound BD L
BDL BDL BDL BDL BDL 0.001
as C6H5OH mg/l
17 Cyanide mg/l BDL BDL BDL BDL BDL BD L 0.05
18 Aluminium BDL BDL BDL BDL BDL BD L 0.03
mg/l
19 Arsenic mg/l BDL BDL BDL BDL BDL BD L 0.05
20 Cadmium mg/l BDL BDL BDL BDL BDL BD L 0.01
21 Chromium as Cr+6 mg/l BDL BDL BDL BDL BDL BD L 0.05
22 Iron mg/l 0.7 0.1 0.16 0.17 0.2 0.1 5 0.3
23 Copper mg/l BDL BDL BDL BDL BDL BD L 0.05
24 Lead mg/l BDL BDL BDL BDL BDL BD L 0.05
25 Manganese mg/l BDL BDL BDL BDL BDL BD L 0.1
26 Mercury mg/l BDL BDL BDL BDL BDL BD L 0.001
27 Zinc mg/l 1 BDL 0.5 1 0.6 0.7 5
Source: Detail project report of Pune Metro 2009

The quality of the well water was inferred in comparison with the National Standards of
Drinking Water Quality (IS: 10500). 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 analysed iron, copper, zinc, chromium,
magnesium, cadmium, selenium, mercury and arsenic were not detected or were within
stipulated limit.

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Table 110 : Physico-chemical & Biological Characteristics Ground Water along the project corridor

Acceptable Permissible
Sr. No. Parameters Unit Reference Method Result limits of IS limits of IS
10500:2012 10500:2012
Standard Standard

1 Temperature °C IS 3025 (Part9):1984 25 NS NR

2 pH -- APHA 4500 H+B 8.29 6.5-8.5 NR

3 Colour Hazen Observation Method 1.0 5.0 15.0

4 Conductivity µs/cm APHA 2510-B 700.0 NS NS
5 Turbidity NTU APHA-2130-B 0.2 1.0 5.0
Total Suspended
6 mg/lit APHA 2540-D 12.0 NS NS
Solids (TSS)
Total Dissolved
7 mg/lit APHA 2540-C 440.0 500.0 200.0
Solids (TDS)
Dissolved Oxygen
8 mg/lit IS 3025 (Part 38):1989 7.65 NS >5.0
(DO)

9 Oil & Grease mg/lit IS 3025(Part 39):1991 <2.0 NS NS

10 Total Hardness mg/lit APHA-2340-C 298.0 200.0 600.0

11 Calcium mg/lit APHA-3500-Ca-B 69.73 75.0 200.0

12 Sodium mg/lit APHA 3120,3500-Na 45.20 NS NS

13 Magnesium mg/lit APHA-3500-Mg-B 30.13 30.0 100.0

14 Alkalinity mg/lit IS 3025 (Part 23):1986 195.0 200.0 60.0

15 Nitrate mg/lit APHA-4500-NO2-N-B 1.1 45.0 NR

Ammonical
16 mg/lit APHA-4500-NH3-C 0.7 0.5 NR
Nitrogen
17 Phosphate mg/lit APHA-4500-P-D 1.4 NS NS

18 Sulphate mg/lit APHA 4500- SO42--E 22.7 200.0 400.0

19 Chloride mg/lit APHA 4500-Clˉ-B 36.26 250.0 1000.0

20 Fluoride mg/lit APHA-4500-F-D BDL 1.0 1.5
21 Phenol mg/lit APHA-5530-D BDL 0.001 0.002

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Acceptable Permissible
Sr. No. Parameters Unit Reference Method Result limits of IS limits of IS
10500:2012 10500:2012
Standard Standard

22 Lead mg/lit APHA-3120,3500-Pb 0.03 0.01 NR

23 Iron mg/lit APHA-3120,3500-Fe BDL 0.3 NR

24 Arsenic mg/lit APHA-3120,3500-As BDL 0.01 0.05

25 Zinc mg/lit APHA-3120,3500-Zn <0.01 5.0 15.0

26 Cadmium mg/lit APHA-3120,3500-Cd <0.01 0.003 NR

27 Manganese mg/lit APHA-3120,3500-Mn <0.01 0.1 0.3

28 Chromium mg/lit APHA-3120,3500-Cr 0.03 0.05 NR

29 Copper mg/lit APHA-3120,3500-Cu 0.01 0.05 1.5

30 Faecal Coliform Per 100 IS 1622:1981 Absent Absent Absent
31 Total Coliform Perml100 IS 1622:1981 Nil Nil Nil
ml
The water quality in the impact zone was assessed through physico-chemical and
bacteriological analysis of ground samples. The results have been compared with the drinking
water quality standards specified in IS: 10500. The ground water quality largely meets the
drinking water standards. All the analysed parameters are within desirable limit except Total
Hardness & Magnesium that marginally exceeds the desirable limit but well within permissible
limit.

14.10.6.3.2 SURFACE WATER

The source of surface water of Pune is the Mula and Mutha river. Secondary data of surface
water quality of the Pune City is given below Table 111.
Table 111: Physico-chemical Characteristics Surface Water Monitoring
S. No. Parameters Unit Vitthalwadi GarwareBri Sangam Bund Acceptable
(Mutha river) dge (Mula Bridge Garden limits of IS
river) (Mutha (Mula - 10500:201
river) Mutha) 2

Light Light Light

1 Colour Hazan Brownish darkish darkish greyish 5
Objection Objectionab Objection Objection
2 Odour - able le able able U/O

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S. No. Parameters Unit Vitthalwadi GarwareBri Sangam Bund Acceptable

(Mutha river) dge (Mula Bridge Garden limits of IS
river) (Mutha (Mula - 10500:201
river) Mutha) 2

3 Turbidity NTU 26 32 30 28 5
7.50 7.35 7.30 7.40 6.5-
4 pH -- 8.5
5 Conductivity uS/cm 550 640 690 460 -
Total Dissolve Solids sum
6 mg/l 360 448 476 325
7 Alkalinity as CaCO3 mg/l 140 165 173 115 200
Total Hardness as CaCo3
8 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 as 0.0
18 C6H5OH mg/l BDL BDL BDL BDL 01
19 Cyanide mg/l BDL BDL BDL BDL 0.0 5

20 Aluminium mg/l BDL BDL BDL BDL 0.0 3

21 Arsenic mg/l BDL BDL BDL BDL 0.0 5
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
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: Detail project report of Pune Metro 2009

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Katraj lake is near to the project alignment & Physico-chemical & Bacteriological
characteristics. Water quality of the lake is given below.
Table 112 : : Physico-chemical & Biologicall Characteristics of Surface Water
Sr. No. Surface Water
Parameters Unit Reference Method Result Standards
as per IS:2296
1 Temperature °C IS 3025 (Part 9):1984 25 NS
2 pH -- APHA 4500 H+B 8.97 8.5
3 Colour -- Observation Method Colourless NS
4 Conductivity µs/cm APHA 2510-B 891.0 1000.0
5 Turbidity NTU APHA-2130-B 3.3 NS
6 Total Suspended
mg/lit APHA 2540-D 72.0 NS
Solids (TSS)
7 Total Dissolved
mg/lit APHA 2540-C 584.0 NS
Solids (TDS)
8 Dissolved
mg/lit IS 3025 (Part 38):1989 8.2 4.0
Oxygen (DO)
9 Bio-Chemical
Oxygen Demand
mg/lit IS 3025(Part 44):1993 21.0 NS
(BOD)@ 270C
for 3 days
10 Chemical
Oxygen Demand mg/lit APHA 5220-C 59.02 NS
(COD)
11
12
Oil & Grease mg/lit IS 3025(Part 39):1991 <2.0 0.1
13 Total Hardness mg/lit APHA-2340-C 344.0 NS
14 Calcium mg/lit APHA-3500-Ca-B 84.96 NS
15
16
Sodium mg/lit APHA 3120,3500-Na 81.46 NS
17 Magnesium mg/lit APHA-3500-Mg-B 62.94 NS
18 Ammonical
mg/lit APHA-4500-NH3-C <0.1 NS
Nitrogen
19 Phosphate mg/lit APHA-4500-P-D 2.4 NS
20 Sulphate mg/lit APHA 4500- SO42--E 56.2 NS
21 Chloride mg/lit APHA 4500-Clˉ-B 85.26 NS
22 Fluoride mg/lit APHA-4500-F-D BDL NS
23 Phenol mg/lit APHA-5530-D BDL NS
24 Lead mg/lit APHA-3120,3500-Pb 0.11 NS
25 Iron mg/lit APHA-3120,3500-Fe 7.54 NS
26 Arsenic mg/lit APHA-3120,3500-As 0.06 NS
27 Zinc mg/lit APHA-3120,3500-Zn <0.01 NS
28 Cadmium mg/lit APHA-3120,3500-Cd <0.01 NS
29 Manganese mg/lit APHA-3120,3500-Mn <0.01 NS

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Sr. No. Surface Water

Parameters Unit Reference Method Result Standards
as per IS:2296
30 Chromium mg/lit APHA-3120,3500-Cr 0.08 NS
31 Copper mg/lit APHA-3120,3500-Cu 0.03 NS
32 Faecal Coliform Per 100 ml IS 1622:1981 80.0 NS
33 Total Coliform Per 100 ml IS 1622:1981 >1600.0 NS

The Katraj water quality was assessed through physio-chemical and bacteriological analysis.
The results have been compared with the drinking water quality standards specified in IS:
10500 & IS 2296 for various use of water. Parameters like BOD, COD, Faecal Coliform, Coliform
etc. exceeds the limits and not suitable for drinking & domestic use.

14.10.7 Ecology & Biodiversity

14.10.7.1 Reserve and protected forests

The proposed corridors do not pass through any reserve/protected forest in their entire
lengths. Moreover, no protected areas/environmentally sensitive areas are found in their
indirect impact zones as well (10 km radius).

However, the project alignment is running parallel to the Rajiv Gandhi zoological park in Katraj.
The Rajiv Gandhi Zoological Park, commonly known as the Rajiv Gandhi Zoo or Katraj Zoo, is
located in Katraj, Pune district. It is managed by the Pune Municipal Corporation. The 130-acre
(53 ha) zoo is divided into three parts: an animal orphanage, a snake park, and a zoo, and
includes the 42-acre (17 ha) Katraj Lake.

Figure 99. Rajiv Gandhi Zoological Park along the Project Alignment

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The main tree species in the project area are Madhuca, Erythrina, Terminalia elliptica,
Brideliaretusa, Tectonagrandis, Meynalaxiflora, Dalbergiasisoo, Holarrhenapubescens,
Grewiatilifolia, Lagerstroemia sp. Eucalyptus, Peltophorum, Bombax ceiba, Butea
monosperma, Mangiferaindica, GliricidiaseMetro Authoritym, Cassia fistula, Careyaarborea,
Terminalia chebula, Ficus sp. Melia azadirecta Diospyros melanoxylon, HolopteliaXantolis,
Acacia chundra, Sterculiaurens, Lannea&Emblica officinalis etc.

Fauna- The wild fauna found in study area are Semnopithecushypoleucos, Macaca radiata,
Herpestesedwardsii, Pteropusgiganteus, Funambuluspalmarum

Birds- The Avi Fauna found in study area are Milvus migrans, Accipiter badius, Alcedoatthis,
Halcyon smymensi, Ardeolagrayii, Bubulcuscoromandus, Egretta intermedia, Vanellus indicus,
Spilopeliachinensis, Streptopelia senegalensis, Corvus culminates, Corvussplendens,
Eudynamysscolopaceus, Dicrurusmacrocercus, Meropsorientalis, Cinnyrisasiaticus, Passer
domesticus, Phalacrocoraxniger, Pavocristatus, Ploceusphillippinus, Pycnonotuscafer,
Pycnonotusjocosus, Turdoidesmalcolmi

Reptiles- Indian Monitor (Varanus bengalensis), Garden Lizard (Calotes versicolor), Common
Rat Snake (Ptyasmucosus), Common tree Snake (Dendrelaphistristis), etc.

14.10.7.2 Vegetation Along the Project Stretch

However, significant amounts of vegetation are observed within proposed ROW of metro
corridors. 146* trees will be impacted due to proposed project construction. Impacted Tree
species along the project stretch are: Almond, Ashok, Bada Neem, Banyan, Berry (Ber Coconut
Gulmohar Banyan Jamun, Karanjia, Mango, Neem, Neergudi, Palm, Guava, Papdi, Pipal, Sirish,
Umber.

Impacted Trees along the Station 1

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Impacted Trees along the Station-2 Impacted Trees along the Station-3

Impacted Trees along the Station 3

Figure 100. Impacted Trees Along the Project Alignment

Table 113 : Summary of Girth Wise Trees Impacted Along the Project Stretch
Side Girth Size (Cm)
0-30 31-60 61-90 91-120 121-150 >150 Total
Right 34 9 7 5 3 2 60
Left 31 17 5 6 16 11 86
Total 65 26 12 11 19 13 146
* Approximatey, 146 no. of trees will be impacted due to the project. However, this is a preliminary assessment. Detailed
assessment shall be done at later stages.

14.10.8 Seismicity

Pune lies very close to the seismically active zone around Koyna Dam, about 100 km (62 mi)
south of the city and has been rated in Zone 3 by the India Meteorological Department. Pune
has experienced some moderate and many low-intensity earthquakes in its history. Suitable
seismic factor as per the India Meteorological Department (IMD) to be adequate needs to be
considered for design purpose for Civil Engineering structures and while finishing civil designs.

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14.11 Demographic Profile

14.11.1 Population

The proposed project falls in Pune district of Maharashtra State and it is expected that about
5,057,709 of the State population will benefit. The population percentage of the project
influence district is reflected in Table 114 .
Table 114 Affected Population
S. No State/District Total Population (2011)
1 Maharashtra 11,23,74,333
2 Pune 94,29,408
3 Pune Metropolitan Region 5,057,709
Source: PCA, Census of India 2011

14.11.2 Population Density

Population density of the project influenced district varies considerably as per the census data
of 2011, which clearly indicate that the density of population in Pune district (603 persons/
sq.km.), has increased during 2001-2011. Any significant increase in population density brings
in two demographic factors that determines it i.e. natural increase in population and
migration. Further, natural increase depends on the fertility and mortality rates. This is evident
from the table below Table 115.
Table 115 Population Density
Density/km2
S. No State/ District
2001 2011
1 Maharashtra 315 365
2 Pune 462 603
Source: PCA, Census of India 2011

14.12 Environmental & Social 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 typically include reduction in traffic congestion, quick
public transport service and safety, less fuel consumption, reduction in air pollution, reduction
of noise level etc. Due to the Proposed project possible impacts are identified and assessed
based on the activities associated with project location, design, construction & operation
phase. This segment identifies and evaluate the harmful impacts on the environment, likely to
be consequence of the proposed development. The various potential environmental impacts
envisaged from the various project activities are enlisted :

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(1) Air Environment

(2) Water Environment
(3) Noise & Vibration
(4) Land Environment
(5) Ecological Impacts
(6) Socio-Economic Impacts

14.12.1 Components of Impact Assessment

The construction and operational phases of the proposed project comprises various activities
each of which may have an impact on environmental parameters. Various impacts during the
construction and operation phases 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

14.12.1.1 Impacts due to project location

Land use changes: the alignment will not have much effect on the land use of the city. The
alignment contains only Underground stations. The efforts have been made to keep both the
land requirement and change of land use minimum.

Land acquisition impacts: The proposed project requires land. The acquisition of land for the
project shall displace people from their home, livelihood base since land is a scarce commodity
in Metropolitan areas. Acquisition of the private land may cause social disruption and
economic loss for the project affected families/people. While implementing the project, there
is a need to take into account these disturbances and losses due to the project, their impact
on socio-economic condition of the people and plan for their mitigation measures to minimize
any negative impacts. Efforts have been made to keep land requirement (Govt. and private
land) to the barest minimum by so choosing the alignments that the acquisition of private
property is minimal. Land need to be acquired for the proposed Depot/Station locations
however alignment will run underground.

Land is mainly required for station buildings, platforms, entry/exit structures, traffic
integration, Depot, power sub-stations, ventilation shafts, administrative buildings, and

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temporary construction depots and work sites etc. route alignment of rail tracks is proposed
underground to minimise the resettlement impacts.

Relocation impacts: the project will involve relocation of shops, commercial-cum-residential

buildings and hutments along the proposed corridors. The policy framework and entitlements
for the project will be based on national laws: The Land Acquisition Act, 1894 (LAA, amended
in 1984) and The National Rehabilitation and Resettlement Policy, 2007 (NRRP); The
Maharashtra Project Affected Persons Rehabilitation Act, 1999’ as modified up to 2006 and
Involuntary Resettlement Policy of the WB/ADB. Compensation shall be paid accordingly, for
relocation of shops, commercial-cum-residential buildings and hutments that will be affected
due to the proposed project.

Impact on Flora & Fauna: The proposed metro lines are in urban/city area and will not pass
through any forests. However, due to the proposed metro construction some trees are likely
to be lost. With removal of these trees the process for CO2 conversion will get affected.

The alignment is running parallel to the Rajeev Gandhi Zoological Park; however, the station
locations has been proposed away from the park boundary keeping in mind the impact during
construction and operation phase. . Key impact to the zoological park is Air and Noise pollution
during construction stage, the project alignment is underground hence there will not be major
impact during operation stage.

Figure 101. Proposed Station Near Katraj, away from the Zoological Park

Shifting of utilities and drainages: there will be shifting of existing water supply pipelines,
electrical lines and sewerage lines.

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Impact on Historical and Cultural Monuments, the proposed project will affect residential and
commercial structures at some of the portion of alignment. No Archaeological Monuments
are directly affected. Utmost care needs be taken so that no significant impact is anticipated
on the historical structures due to project activities during construction and operation.

Impact on Local Transport Facilities

The project has been proposed to cater the additional demand of present and future traffic
requirement. Hence, no loss of job to the existing transport facilities is anticipated. The drivers
of local transport facilities like buses, taxis, autos and rickshaws may be utilized to cater the
requirement of transport from stations to work place and vice-versa. Additional employment
opportunities are also anticipated due to the proposed project.

14.12.1.2 Impacts during construction phase

The most likely negative impacts related to the construction works are listed 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;
 Noise Impact;
 Displacement.

Pressure on local infrastructure: considering the nature and the magnitude of the project,
impacts shall be short term and low in magnitude and will be limited to the construction phase
only.

Soil erosion/contamination: the vegetation and top soil shall be disturbed during the
construction stage due to excavation and movement of vehicles and equipment. Run off from
unprotected excavated areas, and underground construction can result in excessive soil
erosion. The spillage of oil from machinery or cement residual from concrete mixer plants
might contaminate the soil if not properly collected and disposed off.

Construction 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

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materials 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.

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 masks with
suitable filters etc.

Dust mitigation plan has to be adopted for the local population. Health risks include disease
hazards due to lack of sanitation facilities (water supply and human waste disposal) and insect
vector disease hazards of local workers and disease hazards to the local population. Mitigation
measures should include proper water supply, sanitation, drainage, health care and human
waste disposal facilities. In addition to these, efforts need to be made to avoid water spills,
adopt disease control measures and employment of local labour. Problems could arise due to
difference in customs of imported workers and local residents. These risks could be reduced
by providing adequate facilities in worker’s camps and by employment of preferably local
labour.

Traffic congestion and diversion problems: most of the roads of the project area are broad
with traffic signals in proper places but some areas have congested stretches where traffic
movement is very slow. Hence, traffic congestion during the construction phase may be a
major issue.

Water contamination problems: within the vicinity of project site no water body is present,
however Katraj Lake in the zoological park is the only water body falling parallel to the project
alignment. Since all construction-related activities will primarily be confined to the enclosed
corridor, no major impacts are anticipated. The mitigation measure will include Prevention of
dumping of construction spoil and debris in the lake, Movement of machinery, workforce shall
be restricted around the water body and no waste from construction camps shall be disposed
into it.
Katraj
KatrajLake
Lake

Figure 102. : Katraj Lake along the Project Alignment

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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. The principal sources of air pollution due to project is plants and machineries used during
construction phase. Such impacts will be low to moderate and spatially restricted along the
immediate corridor of impact.

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. The utmost care shall be taken at the Katraj station along the zoological
park.

Social impact: as local labour 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, no adverse social impacts are envisaged due to the proposed project.

14.12.1.3 Impacts 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;
 Air Pollution;
 Water supply and sanitation at stations;
 Safety.

Noise pollution: during the operation phase, the main source of noise will be from running of
metro trains. Noise radiated from train operations and track structures generally constitute
the major noise sources. Airborne noise is radiated from at-grade and elevated structures,
while ground-borne noise and vibration are of primary concern in underground operations.
Underground metros are not known to generate audible sound at the ground level. since the
metro has underground alignment, noise pollution will not be the major issue .

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.

Air pollution: metro operation will cause no air pollution in the city and reduce congestion on
the roads there by contributing to improvement in the overall pollution levels in the city.

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Water supply and sanitation: the metro’s operation will require substantial groundwater. The
Client shall install rainwater harvesting facilities at the stations in compliance to the
Mandatory Roof Top Rain Harvesting regulations. All stations shall employ a cooling water re-
circulation system for air conditioning. Recycled water shall be used for facility cleaning and
landscape irrigation. All toilets will be equipped with low-flow fixtures.

Safety: during operation, accidents related to train operation like collision, derailment, fire,
power outages, or operation stoppage may occur. 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. A standby silent type DG set at underground stations shall be
installed. To provide a high level of safety with trains running at close headway ensuring
continuous safe train separation, eliminate accidents continuous speed monitoring and
automatic application of brake in case of disregard of signal / warning by the driver, and
provides safety and enforces speed limit on section having permanent and temporary speed
restrictions .

14.12.2 Beneficial impacts of the proposed project

Positive impacts have been listed under the following headings:

 Employment opportunity
 Impact on Land Environment
 Traffic flow Improvement/ Less air pollution;
 Quick service and safety
 Less fuel consumption and carbon dioxide reduction.
 Reduction in air pollution

14.12.2.1 Employment opportunities

The project is expected to generate employment in the secondary and tertiary sectors during
the construction and operation phases. Thus, the project would provide substantial direct
employment; besides, more people would be indirectly employed in allied activities and
trades.

14.12.2.2 Impact on land environment

There would be increased scope for commercial, industrial and residential development along
the project corridor.

14.12.2.3 Less air pollution

Introduction of Mass Rapid Transport System will reduce the traffic load on the roads. Many
vehicle owners and users of auto-rickshaws will shift to metro rail as it will be a faster and

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convenient mode of transport. Thus, reduction of traffic will lead to reduction of automobile
emission and consequently air pollution.

14.12.2.4 Quick service and safety

The metro rail system would be more efficient and faster as compared to the traditional modes
of travel. In addition, reduction of congestion will make the roads safer and will reduce the
incidence of accidents.

14.12.2.5 Less fuel consumption

On implementation of the project, it is estimated that both petrol and diesel consumption will
get reduced. The saving will be due to two factors namely Reduction in vehicles and
decongestion on roads.

14.12.3 Summary of impacts and mitigation measures

A summary of the potential environmental impacts during construction and operation phases
along with recommended mitigation measures is presented in a matrix format in following
Table 116.
Table 116: Summary of environmental impacts and mitigation measures
Area Impacts Mitigation measures
Construction phase
Topography &  Change in existing profile of  The overall topography of the
geology the land-use area is not going to alter due to
 Disturbance on geological the proposed alignment’s
setting due to quarrying  . No new quarry will be
proposed for the Project
requirements only existing, live,
licensed quarries will be used as
sources of aggregates. It will be
ensured the aggregates
procured during construction
stage will be from the
authorized or licensed suppliers
Water use  Impact on the local water  Maximum rainwater harvesting
sources due to use of and minimum use of existing
construction water water sources for construction
will be ensured to minimize likely
impacts on other users

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Area Impacts Mitigation measures

Construction phase
Water Quality  Increase of sediment load in  Sediment traps will be provided
the run off from construction to reduce sediment load in
sites construction wastewater
 Water pollution due to sewage  Proper sanitation facilities will
from construction camps be 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
construction activities and prevent fugitive emissions
vehicular movement along  Truck carrying soil, sand and
unpaved roads stone will be duly covered to
 Deterioration of air quality due avoid 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
hot mix plants used
Noise level  Increase in noise level due to  Protective gears such as ear
operation of construction plugs etc. will be provided to
equipment & vehicular traffic construction personnel exposed
to high noise levels as
preventive measure
 Low noise construction
equipment will be used
 Construction activities carried
out near residential areas will be
scheduled to the day time only
so that minimum disturbances
are caused to people
 The contractor will ensure that
noise from construction
activities does not result to
exceedances of relevant limits
prescribed in the Indian
Ambient Air Quality Standards
for Commercial Area and Silence
Zone.

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Area Impacts Mitigation measures

Construction phase
 local residents and shop owners
should be informed of the
nature and duration of intended
activities prior to
commencement and kept
updated as to changes in the
management and mitigation
plan equipment compounds will
be located off-site
 noise barriers will be installed at
critical work areas particularly
around the Zoological Park
 enclose especially noisy
activities if above the noise
limits
 employ transportable noise
screens between noise sources
and identified noise sensitive
areas for the duration of noisy
construction activities
 maximize the possibility of
scheduling noisy activities at the
same time to minimize the
duration of exposure
Floral & fauna  Loss of trees due to  Preferential plantation of
construction of proposed flowering trees with less timber
metro corridor & fruit value will be carried out
 Cooking fuel will be provided to
construction workers to avoid
cutting /felling of trees for fuel
wood
 Compensatory afforestation cost
for compensatory plantation will
be provided
Rehabilitation  Loss of private structures  Some of the
& residential/commercial
Resettlement structures will be impacted.
Proper Rehabilitation and

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Area Impacts Mitigation measures

Construction phase
Resettlement measures will be
adopted
Employment &  loss of source of livelihood for  Most of the construction
trading the PAP’s losing commercial labourers will be recruited from
opportunities structures. local areas to alleviate social
 The construction will improve tension of migration
the job opportunities  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 Revenue Officer will be made
within the ROW and induced involved for controlled
development outside the ROW development and prohibiting
squatter/ encroachment within
ROW
Drainag  ·Filthy environment due to  Drainage system will be properly
e improper maintenance of maintained
drainage
Air  The proposed project will
quality provide a reduced vehicular
emission load atmosphere
Noise  Noise pollution due to  Regular monitoring of noise
level operation phase of proposed level at specified locations will
metro rail corridors be conducted
Access  The proposed corridors will 
help to increase the
accessibility of the project site

14.12.4 Impact Matrix

A matrix is a grid-like table that is used to identify the interaction between project activities,
which are displayed along one axis, and environmental characteristics, which are displayed
along the other axis. Using the table, environment-activity interactions can be noted in the
appropriate cells or intersecting points in the grid. Impact matrix summarizing environmental
parameters impact and nature of impact for the project is given in Table 117.

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Table 117 : Potential Environmental Impacts of Project

Environmental Nature of Potential Impacts during Construction and Operation Phases
Parameters
Local Regional Short Term Long Term Reversible Irreversible Negative Positive Significant Insignificant
Impact
Topography No Impact
Drainage √ √ √
√ √
Soil √ √ √ √
(construction) (operation)
Water
√ √ √ √
Resources
Water Quality √ √ √ √
√ √
Land Use √ √ √ √
(construction) (operation)
Ambient Air
√ √ √ √
Quality
Noise &
√ √ √ √
Vibration
√ √
Flora √ √ √
(construction) (operation)
√ √
Fauna √ √ √
(construction) (operation)
Employment √ √ √ √ √
√ √
Aesthetic √ √ √
(construction) (operation)

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14.12.5 Environmental Assessment Checklist

Based on the environmental screening, a checklist has been prepared (see table below) to assess
the Environmental & Social Sensitivity of Project:
Table 118: Environmental Assessment Checklist for Environmental & Social Sensitivity of Project

Screening Questions Yes No Remarks

Project siting
Is the project adjacent to or
within any of the following
environmentally sensitive
areas?
Cultural heritage site No cultural heritage site in proximity of
project.
Protected area No forest is in the vicinity of the project. No
wildlife-protected area is located close to the
alignment and nearby (assessment made up to
10 Km) area.
Wetland No designated Wetland
Mangrove No mangrove area is located in the project site
Estuarine Not applicable
Buffer zone of protected area No protected area or its buffer Zone
Special area for protecting No special biodiversity area is located within
biodiversity the ROW
Potential environmental
impacts
Will the Project cause…
Encroachment on No encroachment on historical or cultural
historical/cultural areas, areas.
disfiguration of landscape by

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Screening Questions Yes No Remarks

road embankments, cuts, fills, The topography of project is passing through
and quarries? plain terrain and rolling terrain at some of the
location.
Minor impacts on landscape by embankments
to improve profile. Cuts and fills are not ruled
out.
Opening of New Quarries is not envisaged. Only
operational and licensed quarry will be used for
sourcing materials for the project
Proper environmental management plan will
be adopted during construction to sustain the
quarries.

Encroachment on precious There is no National Parks, Wild Life

ecology (e.g. sensitive or Sanctuaries or any other similar eco-sensitive
protected areas)? areas in the project area. Only cutting of small
number of trees is involved.
Attempts have been made to minimise the
cutting of trees.
Deterioration of surface water Adequate sanitary facilities and drainage in the
quality due to silt run off and workers camps will help to avoid this
sanitary wastes from worker- possibility. As the construction activity in this
based camps and chemicals project will not contain any harmful
used in construction? ingredients, no impact on surface water quality
is anticipated.
Increased local air pollution due Localised air pollution level is likely to increase
to rock crushing, cutting and for a short duration during the construction
filling works, and chemicals period due to construction vehicle movement
from asphalt processing? and asphalt processing.

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Screening Questions Yes No Remarks

The asphalt mixing plant (hot mix plant) to be
located away from habitat areas with
adequately high stack for effective dispersion
of likely emissions.
Dust separation measures like spraying of
water on unpaved vehicle movement areas are
proposed to minimise the dust generation.
Risks and vulnerabilities related Workers may get exposed to dust and noise
to occupational health and during construction activities. However, the
safety due to physical, chemical, exposure levels are likely to be short and
biological, and radiological insignificant. Workers will be provided
hazards during project requisite PPEs to minimise such exposure and
construction and operation? associated harmful occupational health
effects. As such, no occupational health hazard
is anticipated during operation phase.
Noise and vibration due to civil Suitable mitigation measures such as use of
works? Personal Protective Equipments will be taken
to minimize the adverse effects.
Dislocation or involuntary The project-affected persons are expected to
resettlement of people? be very less as the metro corridor will
generally follow underground alignment.
However, at stations and cross-over location,
there will be need for small land acquisition.
This aspect will be addressed as per Govt. rules
and ADB‟s Social Safeguard Policies (SPS-09)
separately.
Other social concerns relating to Appropriate mitigation measures to curb the
inconveniences in living air pollution within permissible levels will keep
conditions in the project areas a check on this problem.
that may trigger cases of upper

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Screening Questions Yes No Remarks

respiratory problems and Deterioration in ambient air quality will be
stress? localised and temporarily during construction
activity. The project area is largely located in
open areas.
Hazardous driving conditions To minimize the construction interference,
where construction interferes suitable traffic management plan will be
with pre-existing roads? designed and implemented by the contractor.
Poor sanitation and solid waste Provisions for sanitation, health care and solid
disposal in construction camps waste disposal facilities such as disposal of
and work sites, and possible sewage in soak pit, first aid facility will be done
transmission of communicable to avoid such possibility.
diseases from workers to local Awareness plan for workers will be prepared to
population? educate them about communicable diseases.
Creation of temporary breeding No such condition is anticipated.
habitats for mosquito vectors of
disease?
Dislocation and compulsory Proper resettlement action plan will be
resettlement of people living in proposed.
right-of-way?
Accident risks associated with Adequate safety measures will be adopted to
increased vehicular traffic avoid accidents during construction and
leading to loss of life? operation stages. Measures, like signage,
speed control; crash barriers will be taken
close to sensitive locations such as schools,
temple or hospitals.
Increased noise and air pollution Increase in noise and air pollution is expected
resulting from traffic volume? during construction phase but is likely to be
confined within few meters of either side of
the project alignment.

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Screening Questions Yes No Remarks

Adequate mitigation measures will be adopted
as per the prescribed Environmental
Management Plan to minimise the same.
During operation stage, metro will provide a
comfortable travel and provide pollution free
alternate mode for commuters.
Increased risk of water pollution This possibility is minimal but cannot be ruled
from oil, grease and fuel spills, out. Controlled construction activities and
and other materials from proper drainage system will reduce this
possibility.
vehicles using the road?

Large population influx during Most of the workers will be hired locally. The
project construction and small construction camps are unlikely to cause
operation that causes increased any significant burden on social infrastructure
burden on social infrastructure and services.
and services (such as water
supply and sanitation systems)?
Social conflicts if workers from Most of the workers will be hired locally.
other regions or countries are
hired?
Risks to community health and The construction material (aggregate from
safety due to the transport, approved quarries, borrow earth, bitumen)
storage, and use and/or disposal will be sourced from nearby and approved
of materials such as explosives, sources. No explosive or chemicals are likely to
fuel and other chemicals during be used. Bitumen waste if any generated
construction and operation? during construction and garbage from stations
will either be recycled or disposed of in
controlled manner.
Community safety risks due to No such impacts are anticipated. Adequate
both accidental and natural awareness will be created amongst people and
causes, especially where the workers through information disclosure,

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Screening Questions Yes No Remarks

structural elements or safety signage and public consultation about
components of the project are safety aspects.
accessible to members of the
affected community or where
their failure could result in injury
to the community throughout
project construction, operation
and decommissioning.
Table 119 : Environmental Assessment Checklist for Climate Change and Disaster Risk of Project
Climate Change and Disaster Yes No Remarks
Risk

Is the Project area subject to As per BIS categorization project area falls in
hazards such as earthquakes, Zone III indicating Moderate- low earthquake
floods, landslides, tropical hazard risk.
cyclone winds, storm surges,
The area is not subject to natural hazards like
tsunami or volcanic eruptions tropical cyclone winds, storm surges, tsunami
and climate changes? or volcanic eruptions and climate changes.
Could changes in temperature, The project design was based on projects
precipitation, or extreme events already in operation in other cities with similar
patterns over the Project climatic conditions. The project area is not
lifespan affect technical or subject to erosion or landslide etc. Technical or
financial sustainability (e.g. financial sustainability of the project is unlikely
increased erosion or landslides to be affected due to any extreme event
could increase maintenance pattern.
costs, permafrost melting, or
increased soil moisture content
could affect sub-grade).
Are there any demographic or No such condition exists or anticipated.
socio-economic aspects of the
Project area that are already
vulnerable (e.g., high incidence

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Climate Change and Disaster Yes No Remarks

Risk
of marginalized populations,
rural-urban migrants, illegal
settlements, ethnic minorities,
women or children)?
Could the Project potentially No such condition is anticipated.
increase the climate or disaster
vulnerability of the surrounding
area (e.g., by encouraging
settlement in areas that will be
more affected by floods in the
future, or encouraging
settlement in earthquake
zones)?

No significant Social and Environmental impact has been found due to the proposed project
in the project influence area.

14.13 Environmental Management Plan

The main purpose of the Environmental Management Plan (EMP) is to delineate all the measures
to be undertaken during various phases of the project to offset or mitigate the adverse
environmental Impacts (if any) to acceptable level to protect the environment especially the
community likely to be affected by the proposed project. The EMP should necessarily cover all
phases of project cycles i.e. planning and design, construction and operation. The potential Impacts
on the environment due to the proposed project were Identified based on the nature of activities
undertaken during its construction and those envisaged to occur during Its operation in the light of
present status of the environment and legal compliance required. The mitigation measures
required to be taken already taken during various stages of the project have been described below.
The Environment Management measures shall be implemented during the various stages of the
project – Pre-construction stage, Construction Stage and Operation Stage.

A description of the various management measures suggested during different stages of

construction is provided in Table 120.

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14.13.1 EMP Matrix

14.13.1.1 Pre-Construction Stage

Pre-construction activities by Metro Authorities

Prior to Contractor mobilization, the Metro Authority will ensure that an encumbrance free
Corridor of Impact is handed over to enable the start of construction. Clearance involves the
following activities:

O Removal and felling of trees,

O Relocation of common property resources and utilities that will be impacted.
O Formal arrangements for maintenance of enhancement sites. This includes
plantation of trees and barricades along the project site.

Pre-construction activities by Contractor

Pre-construction stage involves mobilisation of the Contractor and the activities undertaken by the
Contractor pertaining to the planning of logistics and site preparation necessary for commencing
construction activities. The activities include:

O Joint field verification of EMP by the Environment Specialist of the Supervision

Consultant and Contractor.
O Identification and selection of material sources (quarry and borrow material, water,
sand etc).
O Procurement of construction equipment / machinery such as crushers, plants and
other construction equipment and machinery.
O Selection, design and layout of construction areas, plants, labour camps etc.
O Apply for and obtain all the necessary clearances/ NOCs/ consents from the
agencies concerned.
O Planning traffic diversions and detours including arrangements for temporary land
acquisition.

14.13.1.2 Construction Stage

Construction activities by the Contractor

Construction stage is the most crucial stage in terms of activities that require careful management
to avoid environmental impacts.

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There are several other environmental issues that have been addressed as part of good engineering
practices, the costs for which have been accounted for in the Engineering Costs. They include
providing drainage, provision of cross-drainage structures etc.

Construction activities by the Metro Authority/Supervision Consultant

The Metro Authorities /Supervision Consultant shall be involved in the smooth execution of the
project and assisting the EPC Contractor during this phase. Their work shall include but not limited
to:

O Monitoring and guiding the EPC Contractor on adopting good environmental and
engineering practices.
O Arranging training to the EPC Contractor and other stakeholders according to the
needs arising.

14.13.1.3 Operation Stage

The operation stage involves the following activities by Metro Authority:

O Monitoring of environmental conditions through approved monitoring agency.

O Monitoring of operational performance of the various mitigation/enhancement
measures carried out.

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Table 120 : Environmental Management Plan (EMP)

Environmental Parameters for Responsibility of
Mitigation measures
parameters / Issues Monitoring Implementation
Pre-Construction/ Design Phase
Energy Energy conservation through provision Periodic energy auditing, DPR/ Design Consultant
conservation/ of energy efficient fittings, maximize use electricity usage bills Environmental
natural ventilation of natural light. Management Cell/ Unit
Reduce water requirements through Water consumption DPR/ Design Consultant
water efficient plumbing fittings, by estimates and its or Design unit of Metro
Water making provision for rain water compliance/status during Authority
Conservation harvesting, Recycle and reuse of waste construction /operation
water to the maximum extent possible, phase
using alternative sources of water e.g.
bore well etc.) for non - drinking
Reduction in Designing proper traffic management Air Pollution monitoring DPR/ Design Consultant
purpose
incremental air plan around the proposed project to or Design Unit of Metro
pollution through facilitate smooth flow of traffic, removal Authority in Consultation
traffic of encroachments /unauthorized with SPCB and Traffic
management hawkers on footpaths/roads to increase Police
the carrying capacity of the roads.
DPR/ Design Consultant
Environmental Development of Green belt as a part of or Design unit of Metro
DPR/ Land Scaping plan
Enhancement Station building land scaping Authority in consultation
with Environmental
Providing Firefighting facilities as per DPR/ Work contracts Management Cell/ Unit of
National Building Code (2004) included in the Tender DPR/
Metro Design
AuthorityConsultant
Fire Management provisions, Periodic maintenance documents or Design unit of Metro
/checking of the fire & educate the Authority
occupants for fighting facilities.
Inclusion of various environmental
DPR/ Design Consultant
Inclusion of related aspect (viz., disposal /
management of spoils during or Design unit of Metro
environmental
construction phase, monitoring of DPR/ Work Contractor Authority in consultation
management
with Environmental
related clauses in environmental parameters during pre-
construction /construction/Operation Management Cell/ Unit of
work contract
Phase) of project, appointment of Metro Authority
environmental consultants to advise
Construction Phase
on environmental matters
Random check of
All equipment’s will be operated within equipment log & Manuals Engineering unit at the
specified design parameters Project site
Air Emissions
Vehicle trips to be minimized to the Contractor/CivilEngg unit
Vehicle Logs
extent possible at the Project site

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Environmental Parameters for Responsibility of

Mitigation measures
parameters / Issues Monitoring Implementation
Any dry, dusty materials stored in Sealed Absence of stockpiles or Contractor/Civil Engg unit
containers or prevented from blowing open containers of dusty at the Project site/
containers of dusty Environmental
Compaction of soil during materials Management
Contractor/CivilCell/ Unitunit
Engg of
Construction logs Metro Authority
various construction activities at the Project site
The Ambient Air Quality will Contractor/
Ambient Air Quality conform to the standards Environmental
Monitoring within construction zone to for SPM, SO2, and NOx, CO Management Cell/ Unit of
be monitored a Metro Authority

Noise Pollution List of all noise generating machinery onsite Contractor/ Environmental
along with age to be prepared. Equipment to Equipment logs, noise
Management Cell of Metro
be maintained in good working order reading
Authority
Night working to be minimized Working hours records Contractor/Civil Engg. unit
at the Project site
Maintenance records
Generation of vehicular noise
of vehicles
Implement good working practices Site working practices records, DPR/ Design Consultant /
(equipment selection and siting) to noise reading Civil Engg. unit of Metro
minimize Authority
Noise and also reduce its impacts on
human
health (ear muffs, safe
distances,
Log books/ physical Contractor/Civil Engg unit
enclosures)
No machinery running when not required supervision at the Project site

Contractor/ Environment
Acoustic mufflers/ enclosures to be
Mufflers/ enclosures in place Management Cell/ Unit of
provided in large engines Metro Authority
Noise to be monitored in Noise reading as per PCC requirement
ambient atmosphere within the or half yearly, whichever
premises is lesser
The noise level not to Noise level monitoring Contractor/
exceed the permissible limit both Environmental
during day and night times Management Cell/ Unit of
Random checks of Metro Authority
Contractor/CivilEngg unit
All equipment operated
equipment logs/ manuals at the Project site
within specified design
parameters

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Environmental Parameters for Responsibility of

Mitigation measures
parameters / Issues Monitoring Implementation
Vehicle trips to be minimized to the Vehicle logs Contractor/Civil Engg unit
extent possible at the Project site
Minimize area of site clearance to the Contractor/CivilEngg unit
extent possible, Compensatory at the Project site in
plantations as apart of land scaping to Physical inspection consultation with
Soil Erosion compensate the loss of trees/vegetation, /supervision Environmental
development of green belt, avoid providing Management Cell/ Unit of
concrete flooring outside the Station Metro Authority
building to the extent possible
Covering the spoils to prevent the wash Physical inspection Contractor/Civil Engg unit
Surface Runoff out during rainy seasons, provision of /supervision of Metro Authority at the
green belt to minimize surface run off Project site
Providing sufficient no. of garbage bins,
segregate biodegradable and non-
biodegradable wastes and dispose off
Disposal/ Recycle Log books of disposal Contractor/Civil Engg unit
them accordingly including
of Construction trucks, Physical inspection of Metro Authority at the
disposal of spoils/waste generated during
Waste /supervision Project site
construction phase at the pre -
designated site by the contractor, reuse
of construction waste at the construction
Non - Routine site itself.
Preparation/ inclusion of emergency Contractor/Civil Engg unit
Events and preparedness plan in the work contract to DPR/Work Contract at the Project site
Accidental Release avoid/manage emergencies
First aid facilities at the
work/construction site, provision of safe
Contractor/CivilEngg unit
Workers Safety/ drinking water and sanitation facilities for
DPR/Work Contract of Metro Authority at the
Health Hazard construction workers, safety/health
Project site
related issues for construction workers to
be included in the civil/electrical work
contract
Setting awards up of Environmental Environmental
Environmental Management cell/ Unit to Management Cell/ Unit of
Management Cell/ be set up to ensure DPR/Work Contract Metro Authority
Unit implementation and
monitoring of environmental
Operation Phase
safeguards
Stack emissions from DG sets to be Air pollution monitoring Environmental
Air Emissions
optimized and monitored, periodic Management Cell/ Unit of
ambient
Air quality monitoring at the project site Metro Authority
as per the Post Project Monitoring (PPM)
details, Incentives/encouragement to the
Staff to use public transport instead of
private vehicles

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Environmental Parameters for Responsibility of

Mitigation measures
parameters / Issues Monitoring Implementation
Noise generated from operation of DG Environmental
sets to be optimized and monitored, Dg Management Cell/ Unit of
sets to generate less than 75dB(A) Leq at Metro Authority
Noise Pollution 0.5m from the source, DG sets to be
(DG sets and provided at basement with proper Noise Pollution monitoring
Vehicles) acoustic enclosures /mufflers, Chimney
height of 8m above the roof top, no-horn
zone inside the Station building complex

All the wastewater generated in the Contractor/Civil Engg and

station building complex to be collected Environmental
through the internal sewer line and Management Cell/ Unit of
Wastewater ultimately discharging it to municipal; Physical inspection as a part Metro Authority
Discharge sewage line to be taken to sewage of periodic maintenance
treatment plan, Separate lines for surface
run off arid its disposal into drainage
system
Provision of adequate no. of bins in the
Station building, segregation and
collection of bio- Degradable (kitchen
Contractor/Building
Solid Waste wastes) and non-biodegradable Physical inspection as a part
Maintenance unit of
Management wastepaper and computer stationery), of periodic maintenance
METRO AUTHORITY
Disposal of solid wastes as a part of
maintenance and included in the work
contract
Indoor air pollutants (viz., CO, VOC, RSPM Environmental
Indoor Air Pollution to be reduced by providing proper Management Cell/ Unit of
(Inside Station ventilation and to be monitored Indoor Air Pollution METRO AUTHORITY
building and periodically as per the stipulated PPM, Monitoring
Parking lots) declaring whole Station building as "No
Smoking Zone"
Energy Uses Energy usage for AC's and other electrical Energy usage Energy Auditors,
appliances to be minimized, conduct quantity, bills trends over a maintenance section of
energy auditing of the Station building period of time the Station building
annually, use of solar energy for different
usages

Fire protection and safety measures to Mock drills/ safety auditing Maintenance section of
Emergency take care of fire and explosion hazards, by the consultant the Station building
Preparedness mock drills to check the emergency (METRO AUTHORITY)
including Fire preparedness in case of fire, earthquake
Management etc.

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Environmental Parameters for Responsibility of

Mitigation measures
parameters / Issues Monitoring Implementation
Setting up of Environmental Environmental
Environmental Management Cell/ Unit to be set up to Management Cell/ Unit of
Management Cell/ ensure implementation and monitoring DPR METRO AUTHORITY
Unit of environmental safeguards

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Table 121 : Environmental Monitoring Plan

Environmental Project Stage Monitoring Institutional Responsibility

Component
Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision

Air Construction PM10, PM2.5, High volume The Air Plant Site Once in year Continuous 24 Contractor through Engineer,
Stage SO2, NOX, sampler to be (Prevention for hours- Weekly approved Metro
located 50 m from and Control twice for two monitoring agency Authority
CO, HC (non- the plant in the of Pollution) three non-
methane) downwind Rules, CPCB, seasons consecutive
direction. Use 1994 day.
method specified by (except
CPCB for analysis monsoons)

Construction PM10, PM2.5, High volume The Air Stretch of the Once in year Continuous 24 Contractor through Engineer,
Stage SO2, NOX, Sampler to be (Prevention project where for hours/ Weekly approved Metro
located 40 m from and Control construction is twice for two monitoring agency Authority
CO, the earthworks site of Pollution) in progress at three non-
downwind Rules, CPCB, the site seasons consecutive
direction. Use 1994 day.
method specified by At 4 Station (except
CPCB for analysis Locations monsoons)

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Environmental Project Stage Monitoring Institutional Responsibility

Component
Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision

Operation PM10, PM2.5, High Volume The Air At 4 station Once in year Continuous 24 Contractor through Engineer,
Stage SO2, NOX, Sampler to be (Prevention locations. for hours/or for 1 approved Metro
located at 15m from and Control full working monitoring agency Authority
CO, HC edge of the of Pollution) three day.
pavement Rules, CPCB, seasons
1994
(except
monsoons)

Water Quality Construction pH, BOD, Grab sample Water At 2 locations as Once in year - Contractor through Engineer,
Stage COD, TDS, collected from quality per for approved Metro
TSS, DO, total source and analyse standards by requirement. monitoring agency Authority
coliform, as per Standard CPCB three
conductivity Methods for seasons
Oil & Grease Examination of
and Pb Water and (except
Wastewater monsoons)

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Environmental Project Stage Monitoring Institutional Responsibility

Component
Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision

Operation pH, TDS, TSS, Grab sample Water At 2 locations as Once in a - Metro Authority Metro
Stage DO, Temp, collected from quality per year Authority
Pb, Oil and source and analyse standards by requirement.
Grease as per Standard CPCB
Methods for
Examination of
Water and
Wastewater

Noise Levels Construction Noise levels Free field at 1 m Noise Plant Site Once in year Continuous Contractor through Engineer,
Stage on dB (A) from the equipment standards by for over 24 hours approved Metro
scale whose noise levels CPCB monitoring agency Authority
are being three
determined. seasons

(except
monsoons)

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Environmental Project Stage Monitoring Institutional Responsibility

Component
Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision

Noise levels Equivalent Noise Noise Stretch of the Once in year Continuous Contractor through Engineer,
on dB (A) levels using an standards by project where for over 24 hours approved METRO
scale integrated noise CPCB construction is monitoring agency AUTHORITY
level meter kept at a in progress at three
distance of 9m & the site seasons
15m from edge of
Pavement At 4 Locations (except
monsoons)

Operation Noise levels Equivalent Noise Noise At 4 station Once a year Continuous Contractor through Engineer,
Stage on dB (A) levels using an standards by locations over 24 hours approved Metro
scale integrated noise CPCB monitoring agency Authority
level meter kept at a
distance of 9 m and
15 m from edge of
Pavement

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Environmental Project Stage Monitoring Institutional Responsibility

Component
Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision

Soil Quality Construction Monitoring of Contamination As per IRC At Selected 2 Once in year One-time Contractor through Engineer,
Stage heavy metals standards given by code of locations for sample approved Metro
EPA practice monitoring agency Authority
three
seasons

(except
monsoons)

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14.14 Environmental Budget

Mitigation measures proposed in the EMP will be implemented by the Contractor. The budgetary provisions
for the implementation of the environmental management plan of the Project are presented in Table 122.
Table 122: Environmental Management Cost Construction & Operation Phase

Environmental Aspect Frequency of No. of Total Rate per Total

monitoring sampling Samples sample Cost (Rs.)
locations (Rs.)

Construction Phase

Air Pollution Monitoring Quarterly 5 30 10,000 300000

Noise Pollution Monitoring Quarterly 5 30 4,000 120000

Ground Water Quality Monitoring Quarterly 2 6 10,000 60000

Surface Water Quality Monitoring Quarterly 2 6 10000 60000

Soil Monitoring Quarterly 2 6 8000 48000

Waste Management 1000000

Water Conservation Rain Water

3 500000 1500000
Harvesting

Training & Education to Workers

for Environment Conservation & 1000000
Awareness

Dust Suppression & Air & Noise

1000000
Pollution Control Measure

Green Cover/Afforestation &

1500000
Maintenance

Tentative Tree Cutting Cost for

41642
146* no. of trees

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Environmental Aspect Frequency of No. of Total Rate per Total

monitoring sampling Samples sample Cost (Rs.)
locations (Rs.)

Tentative Tree Plantation Cost

(However the cost shall be as per
the availability of the land and as 90 150000 13500000
per the discussion with concern
forest department)

Sub Total (A) 28229641

Operation Phase

Air Pollution Monitoring Quarterly 4 24 10,000 240000

Noise Pollution Monitoring Quarterly 4 24 4,000 96000

Ground Water Quality Monitoring Yearly 2 2 10,000 20000

Surface Water Quality Monitoring Yearly 2 2 10000 20000

Soil Monitoring Yearly 2 2 8000 16000

Maintenance Cost for Plantation 1000000

Training & Education to Workers

for Environment Conservation & 1000000
Awareness

Maintenance cost for

1000000
Environment Safeguard

Sub Total (B) 3392000

31621641
Total Cost (A)+(B)

1581082
Contingency @5%
33202723
Total Environmental Mitigation Measures Cost (Rs.)
* Refer Exhibit 1 for Tree Inventory

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14.15 Conclusion & Recommendation:

The preliminary environmental studies along the project corridor based on the secondary baseline data
and field survey has revealed some of the environmental issues along the project corridor as well as
potential adverse impacts due to the project. The negative impacts due to location of proposed corridor
IA include: Project Affected People (PAPs), Change of Land use, Loss of trees/forest and Utility/Drainage
Problems. The impacts due to construction include: Soil erosion, pollution and health risk at
construction site, traffic diversion and risk to existing buildings, excavated soil disposal problems, dust
generation, increased water demand, impact due to supply of construction material. Anticipated
Impacts due to operation are noise pollution, water supply and sanitation at stations, traffic congestion
issues and impact due to depots.

Mitigation measures and management plan for Compensatory Afforestation, Construction Material,
Housekeeping, Air Pollution Control, Noise and vibration Control are suggested for early consideration
in designing and decision of most appropriate alignment.

A lot of positive impacts are anticipated which include employment opportunities, benefits to economy;
quick service and safety; reduced fuel consumption and reduction in air pollution.

Social Impact Assessment

This section deals with the Social Impact Assessment and the Short Resettlement Action Plan as a part
of the Detailed Project Report.

Social impact assessment aims to identify likely impacts on the local communities and other existing
settlements, congested and built up areas including community property resources (CPRs) and any
other impacts on the population within project corridor etc., so that the basic information could be
provided to the engineering design team.

The objective of this study is to minimize the adverse impacts on the targeted population, if any, with
the best possible engineering solutions and the most appropriate cost, with complete coordination
between the engineering, social and environmental teams during the design process.

At this stage, social impact assessment of the project area has been carried out and steps have been
taken to minimize adverse impacts at the design stage itself to make the project people friendly and
economically viable. Wherever avoidance/ reduction of the adverse social impact is not possible, the
affected population has been compensated, resettled and rehabilitated properly by adopting adequate
mitigation measures, with an objective of improving the living conditions of the project affected people
(PAPs).

The following key steps were taken, while preparing social impact assessment report and, thereafter,
short resettlement action plan for the project including options for mitigation measures at the time of
project implementation:
 Avoid/ reduce the adverse social impacts at the initial design stage, especially while finalizing the
alignments;
 Mitigate the unavoidable adverse impacts at planning, designing and implementation phase; and

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 Provide compensation to project affected persons (PAPs) and common properties at replacement costs
by adopting appropriate rehabilitation and resettlement measures in the light of Government of India
policies RFCTLARR Act, 2013, ADB Safeguard Policy Statement, 2009 (SPS) on the Involuntary
Resettlement guidelines and concerned State Government rules and regulations.

14.16 Social Impact Assessment

14.16.1 Scope & Objectives of the Project

The Social Impact Assessment process generally begins with screening at the time of project
identification where steps are taken from the beginning and plans/ designs/ alignments are finalized in
such a way that to the extent possible adverse impacts are avoided at the designing stage itself and
make these projects people friendly. These steps are:

 Avoiding the adverse social impact at the designing stage especially while finalising the alignments
and station locations.
 Mitigating the adverse impacts at designing stage and construction /operation phase.
 Compensating the affected people/common properties and rehabilitation and resettlement
measures.

The overall objective of conducting social impact assessment is to provide input of social concerns to
be detailed in design and to avoid or minimize the adverse social impacts with the best possible
engineering solutions at the most optimal cost with complete co-ordination between the engineering,
environmental and social teams during the entire design process.

In brief, keeping in mind the scope and objectives of the study, the following main tasks has been
considered for accomplishment:

 To highlight the need for a proposed metro project;

 To describe the proposed project and alternatives;
 To evaluate the potential impacts of proposed metro project options on the valued ecosystem
components within the project study area;
 To consult the local people, officials and experts on options and impacts in order to establish
institutional capacity;
 To encourage the public participation during consultation;
 To select the preferred project option and suggest mitigation plan .

14.16.2 Approach and Methodology

The social impact assessment at this stage is based on ‘Social Survey’, conducted within the corridor.

The social survey of the affected properties has been carried out by using a questionnaire format,
conducted within the corridor in the light of up-to-date project design.

The approach and methodology involve the following:

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 To understand the settlement pattern and the physical features along the project corridor to identify
the critical sections of the metro stretch and to develop an understanding of socio-economic profile.
 A social survey was carried out, administering a questionnaire for collection of information on
affected population, properties/structures, likely impact on land, type of ownership and social
groups etc.
 Documentation of the PAP’s perception regarding the adverse impacts that may be caused due to the
project.
 Developing a database with estimates of different categories of PAPs irrespective of their legal
holdings.
 Analysis of census and socio-economic data collected for the purpose of social impact assessment and
short resettlement action plan.

14.16.3 Project Benefits and Beneficiaries

The proposed metro project is expected to bring positive benefits for the users and act as a
development stimulant for the country in terms of overall socio-economic development in the region
as discussed in the subsequent paragraph.

14.16.4 Direct Project Benefits

Major benefits that are likely to accrue from the project include:

 Stimulus for further development in the region along with increase in employment opportunities;
 Improved metro network benefitting the local people including businessmen, traders, merchant,
tourists and short distance motorists;
 Reduction in travel time, distance as well as transportation cost will be reduced;
 Boost for socio-economic and tourism development along the project;
 Vulnerable and poor people’s income will be increased and;
 Facilitate the provision of extension and social services by the government, NGOs and other
voluntary institutions;

14.16.5 Indirect Project Benefits

As quantified above, the most direct beneficiaries of this project are users, i.e., the population living
along project, as well as passengers travelling in private and public transport etc. There will be benefit
from reduced transportation costs and travel times between the connected regions, and much
improved travelling comfort. However, the communities located along the project corridor will also get
economic benefit indirectly mainly because of two reasons;

 During the construction period a large number of skilled and unskilled workers will be
employed by private contractors, resulting in important income generation. Unskilled
workers will be recruited from the area for physical works, resulting in direct income
generation for this group in the area of the project.
 Private contractors and consultants will get benefit from the contracts that will arise from
project execution and from the subsequent operation. Both women and men are expected

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to benefit from the improved mobility, safety and access to markets and services along the
project corridor. However, in terms of safety benefits women and children will be benefitted
from the increased safety related measures generated by the project at the time of travelling,
since they tend to constitute the majority of commuters in the proposed metro project, in
order to access social services, markets and shopping stores.

14.16.6 Social and Resettlement Impacts

The present exercise will explore the impact on the population as well as on the properties, reported in
this section as follows:

This report will assess the social impacts and land acquisition requirement for the project section
Corridor-2A i.e. Swargate to Katraj which traverses through the Sahakar Nagar, Maharshi Nagar,
Walvekar Nagar, Bibvewadi, Padmawati Nagar, Balaji Nagar, Mangawadi, Dhankawadi & Katraj in Pune
District. Total length of the main line from Swargate to Katraj is 5.464 km which is completely
underground. 3 Stations have been proposed in Phase 2 A, all of which are underground stations.

The present report has described the impact on the land and structures at the proposed underground
station locations, entry exit and at proposed cross over. The track alignment is proposed as
underground keeping in mind to minimise the resettlement impact.
As per findings of the census survey of affected land and non-land assets, the project impacts can be
broadly classified as (i) impacts on private structures (ii) impacts on livelihoods due to loss of private
properties and (iii) loss of common property resources (iv) impact on Govt./Pvt. Land.
From the analysis of impacts, it is noted that altogether 52 structures including 46 private, 5 Govt and
1 religious structures will be affected due to the project. The details of project impacts are presented in
the following table:
Table 123 : Summary of Project Impacts
S. No. Impacts Number
1 Total land acquisition including Govt. and Pvt. Land (in hectare) 2.63
2 Total no. affected Structures 52
3 Total no. affected Private Structures (7 Households) 46
4 Total no. Tenants 21
5 Total no. Employees 205
6 Total no. Govt. Properties 5
7 Total no. Religious Properties 1
8 Fully Displaced Structures 46
9 Losing Commercial (TH) Fully displaced 43
Source: Census Survey, Systra Faridabad, 2018

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14.16.7 Scope of Land Acquisition

The scope of land acquisition is quite significant in the project because of limited availability of RoW.
According to the latest Land Acquisition Plan (LAP), prepared as a part of Detailed Design Report, 1.94
hectares of land including private land and govt. land will be acquired for the main line and additional
0.29 Ha of defence land will be acquired for stabling lines proposed at Nigdi. Thus, total of 2.63 Ha of
area will acquired for the project.

Census survey of affected structure owners is carried out to identify the persons who would be affected
by the project and to make an inventory of their assets that would be lost to the project, which would
be the basis of calculation of compensation.

At this juncture, the land ownership details have been identified for the private landowners. However,
the further details can be assessed during the joint verification process. Here, the social composition of
affected persons has been analysed, considering the data collected from the structure owners.

The major findings and magnitude of impacts are discussed in the following sections.

14.16.8 Ownership of Land Being Acquired for the Project

The land acquisition for the project section has been calculated considering the proposed ROW. The
land, which has to be acquired, includes private as well as government land are documented in Table
124.

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Table 124 : Land Acquisition details

Area of Area of Acquisition

Name of ASR (Per Land Cost Type of
S. NO Station Side Survey No. Acquisition Acquisition Multiple cost as per REMARKS IMPACT
Station sqm) (In Crores) Land
(SQM) (HECTARE) ASR

Lift Right 47 40.00 0.0040 0 2 0 0.00 Govt Footpath/Road

Left 612 217.45 0.0217 32270 2 14033900.3 1.40 Pvt Parking Area
Entry 02
Left 612 114.00 0.0114 0 2 0 0.00 Govt Road
Footpath &
Stair Case Left 611 98.00 0.0098 0 2 0 0.00 Govt
Station 01 Road
(Market T.K Shah & T.K Shah &
1 Ancillary Left 611 1074.00 0.1074 209870 2 450800760 45.08 Pvt
Yard, Gul Brothers Brothers
Tekdi) Right 41 67.00 0.0067 0 2 0 0.00 Govt Road
Entry 03
Right 41 275.40 0.0275 0 2 0 0.00 Govt Footpath
Station Median of
NA 3765.12 0.3765 0 2 0 0.00 Govt Road
Box the Road
Total 5650.97 0.5651 464834660.3 46.48
Right 14 162.00 0.0162 0 2 0 0.00 Govt Footpath
Dhananjay
Ramchandra
Deshpande/
Entry 01 Mangalamurti
Right 16 162.00 0.0162 2 0 0.00 Govt Road
Station 02 Sahakari
2 Housing
(Padmavati)
Society
0 Limited
Dhananjay
Ramchandra
Lift 01 Right 14 40.00 0.0040 2 1172800 0.12 Pvt Pvt Land
Deshpande/
14660 Mangalamurti

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Sahakari
Housing
Society
Limited
Lift 02 Left 17 39.00 0.0039 0 2 0 0.00 Govt Footpath
Stair Case Left 17 99.00 0.0099 0 2 0 0.00 Govt Footpath
Entry 04 Left 17 324.00 0.0324 0 2 0 0.00 Govt Footpath
Ancillary Left 19 1421.00 0.1421 26220 2 74517240 7.45 Pvt Private
Left 17 1816.45 0.1816 0 2 0 0.00 Govt Nala/Drainage
Station Fruniture
Left 17 1633.23 0.1633 117280 2 383091367 38.31 Pvt
Box Market
Left 19 315.83 0.0316 26220 2 16562177.64 1.66 Pvt Open Land
Total 6012.52 0.6013 475343584.7 47.53
3 Vent Shaft Left 357.00 0.0357 26220 2 18721080 1.87 Pvt
357.00 0.0357 18721080 1.87
Entry 02 Left 6 324.00 0.0324 0 2 0 0.00 Govt Footpath
Lift 01 Left 1 35.00 0.0035 0 2 0 0.00 Govt Footpath
Stair Case Right NA 77.33 0.0077 0 2 0 0.00 Govt Footpath
Ancillary Right 84 816.30 0.0816 26220 2 42806929.32 4.28 Pvt Isuzu
Entry 03 Right NA 167.00 0.0167 0 2 0 0.00 Govt Footpath
Station 03
4 Station
(Katraj) Right 84 3765.12 0.3765 0 2 0 0.00 Govt
Box Road
Bharti
Right 7&6 125.69 0.0126 2 6580971.32 0.66 Pvt Vidhyapath
26180 Hostel
Cross Over
Pune District
Right 7&6 111.12 0.0111 2 0 0.00 Govt Cooperative
0 Milk

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Production
Union
Footpath &
Right 7&6 1908.70 0.1909 2 0 0.00 Govt
0 Road
Total 7330.25 0.7330 49387900.64 4.93879006
5 Depot/ stabling lines 2926.754 0.29 17660 1 51686475.64 5.17 Defense
6 RSS 4000 0.4 0 0 0 0 Government
Grand Total 26277.47 2.63 1059973701 106
Contingency@5% 52998685.06 5.3
1112972386 111.3
Total Land Cost with Contingency@5%

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14.16.9 Land Required for Stabling Lines

A vacant defence land near Nigdi station has been identified for Depot location. Area identified
the at elevated stabling lines proposed is 2926.74 sqm.
Table 125 : Land Requirement and cost for Stabling Lines proposed
Area of ASR (INR Land Cost Contingenc Total Land Cost with
OWNERSHIP
Acquisition (SQM) Per sqm) (In Cr. y@5% Contingency@5%
2926.74 17660 5.17 0.26 5.43 Defence Land

14.16.10 Land Required for Receiving sub station

The details of land required for RSS is given in table below:

Corridor Location Land Area Ownership
2A (Swargate to Katraj) Near Existing Swargate station 4000 sqm Government
Table 126 : Land Required for RSS

14.16.11 Impacted Properties

The properties to be affected by the proposed project include shops, or any other structure. It
has been attempted to get the details of various structures that are located within the proposed
RoW of the project.

The census survey, within proposed Right of Way, has been carried out to enumerate the
properties falling within proposed ROW. The finding of the survey revealed that there are
significant numbers of structures, i.e., a total of 52 structures are going to be affected within
the proposed right of the way. Structures include the private properties, government properties
and religious properties. The following sections deals with the details of the affected structures
along the project. The number of properties and its distance from the existing centreline is
depicted in Table 127.
Table 127 : Properties to be Affected
S.
Properties to be Affected Left Right Total
No
1 Private, Government and Religious Properties 48 4 52
Source: Census Survey, Systra Faridabad, 2018

The properties falling within the corridor of impact as per its type of ownership have been
documented in Table 128
Table 128 : Ownership of Properties to be affected
S. No Type of Properties Left Right Total %
1 Private 42 4 46 88.46
2 Government 4 1 5 9.62
3 Religious 1 0 1 1.92

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Total 47 5 52 100
Source: Census Survey, Systra Faridabad, 2018

Figure 103. Temples affected due to proposed alignment

The impact on religious structures is generally considered as an area of concern due to its
association with the religious sentiments of the people. It was observed during socio-economic
survey that religious properties are falling under proposed station boxes and cannot be avoided
as there is limited space available for station boxes. There is no other option available to
propose station boxes to avoid impact on religious properties. The details of type of
construction of the structures are summarized in Table 129
Table 129 : Type of Construction of Private Structures
S. No Type of Construction (Private Properties) Left Right Total %
1 Semi-Pucca 42 0 42 91.30
2 Pucca 0 4 4 8.70
Total 42 4 46 100
Source: Census Survey, Systra Faridabad, 2018

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The total number of private properties will be affected due to the project is 46 in number. These
private properties are used for commercial purpose. It was revealed during social survey that
most of the structures along the project are commercial structures as shown in Table 130
Table 130 : Type of Private Properties to be Affected
S. No Type of Private Properties Left Right Total %
1 Commercial 41 1 42 91.30
2 Godown 1 0 1 2.17
3 Boundary Wall 0 2 2 4.35
4 Under Construction 0 1 1 2.17
Total 42 4 46 100
Source: Census Survey, Systra Faridabad, 2018

Data collected through field survey shows that there are 6 government properties are to be
affected due to the proposed project. The details of such properties are summarized in the
Table 130.
Table 131 : Type of Government & Religious Properties to be Affected
S. No Type of Government & Religious Properties Left Right Total %
1 Boundary Wall (City Pride) 1 0 1 16.66
2 Boundary Wall (Society) 1 0 1 16.66
3 Boundary Wall 1 0 1 16.66
4 Boundary Wall & Tin Shed (Society) 0 1 1 16.66
5 Temple 1 0 1 16.66
6 Toilet 1 0 1 16.66
Total 5 1 6 100
Source: Census Survey, Systra Faridabad, 2018

14.16.12 Legal Status of the Ownership of the Properties/ Structures

Due to loss of structures many people will be losing their properties/ livelihoods and will be
economically affected. As per the census survey of structures, 47 households will be losing their
properties/ livelihood due to loss of structures under titleholders’ category and 21 Tenants, 205
employees under non-titleholder’ category. The details of the affected households are shown
in Table 132.
Table 132 : : Entitlement of Properties
Number of PAPs
S. No Category of Affected Households Description Total
Left Right
1 Title Holder Structures 42 5 47
2 Tenant Structures 21 0 21
3 Employees Structures 205 0 205
Total 268 5 273
Source: Census Survey, Systra Faridabad, 2018

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14.16.13 Social profile of the PAPs along the Project

The purpose of our census survey was to create a broad database of the affected properties as
well as the project-affected persons (PAPs) in order to understand the social profile of the
project-affected area. It helps to appraise the positive as well as negative change in the life style
of the communities in the project influence area due to implementation of the project as an
external intervention. Based on the primary data collected during census survey, an assessment
of the social profile of the affected population of structures only has been outlined in the
following paragraphs and tables.

14.16.13.1 Total Affected Households

Due to loss of structures many people will be losing their properties/ livelihoods and will be
adversely affected. The data reveals that as many as total 273 households are getting affected
due to the proposed project. The details for the same are shown in Table 133.
Table 133 : Number of Affected Households
Number of PAPs
S. No Type of Impacts Category of PAHs
Left Right Total
1 Owner (TH) 42 5 47
2 Structure Only Tenant (NTH) 21 0 21
3 Employees (NTH) 205 0 205
Total 268 5 273
Source: Census Survey, Systra Faridabad, 2018

14.16.13.2 Religious Category of PAHs along the Project

Social customs and tradition play a major role in determining the socio-economic development
as well as occupational pattern in the influence area, keeping this in mind a social analysis has
been conducted taking into account the religious profile of the PAHs within the corridor of
impact. In the project, majority of the PAHs belong to Hindu population (82.98%) followed by
Muslim population (17.02%). Table 134 delineates the religious cluster of the affected
households.
Table 134 : Religious Categories of PAHs along the Project
S. No Religious Group Left Right Total %
1 Hindu 37 2 39 82.98
2 Muslim 5 3 8 17.02
Total 42 5 47 100
Source: Census Survey, Systra Faridabad, 2018

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14.16.13.3 Social Category of PAHs along the Project

In many places, especially in rural India, the social category plays a dominant role in determining
the accessibility to resources. People from Schedule Tribe or Schedule caste are deprived of
their rights. Such sections of the society need special concern while rehabilitating them.

At this stage, the socio-economic profile of structures owner has been updated, who are losing
their property due to the project. Here, the social composition of affected persons has been
analyzed, considering the data collected from the structure’s owners.

The analysis of collected data indicates that majority of PAH’s belongs to OBC category (44.68%)
followed by General category (31.91%) and (14.89%) are SC category. Data was collected
regarding social classification of PAHs and the same has been presented in Table 135
Table 135 : Social Stratification of PAHs along the Project
S. No Social Category Left Right Total %
1 SC 7 0 7 14.89
1 OBC 21 0 21 44.68
2 General 14 1 15 31.91
4 NA 0 4 4 8.51
Total 42 5 47 100
Source: Census Survey, Systra Faridabad, 2018

14.16.13.4 Type of family of PAHs along the Project

The analysis of collected data indicates that majority of PAH’s lives in Joint Family (82.98%)
followed by Nuclear Family (6.38%). Data was collected regarding type of family has been
presented in Table 136.
Table 136 : Type of family of PAHs along the Project
S. No Type of Family Left Right Total %
1 Joint 39 0 39 82.98
2 Nuclear 3 0 3 6.38
3 NA 0 5 5 10.64
Total 42 5 47 100.00
Source: Census Survey Systra Faridabad, 2018

14.16.13.5 Occupation Pattern in the family along the Project

The project is dominated by families which are involved in commercial activities. Table 137 gives
the detail explanation.
Table 137 : Occupation Pattern of PAHs along the Project
S. No Occupation Pattern Left Right Total %
1 Business 41 1 42 91.49

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2 NA 1 4 5 8.51
Total 42 5 47 100
Source: Census Survey, Systra Faridabad, 2018

14.16.14 Applicable Resettlement Policy and Regulations

The Social Assessment describes the approach to be followed in minimizing and mitigating
negative social and economic impacts caused by the project. In addition, social assessment
identifies categories of expected project impacts, including loss of property and assets, loss of
livelihood, and other social and economic impacts on roadside communities. All people and
households adversely affected by the project would be enumerated and supported as per the
Entitlement Matrix which is under preparation. The outcomes of consultation with community
with regards to relocation of religious and community structures, if any constructed
encroaching on Government lands would be duly documented. Over the years, R&R policies
have been developed at international, national and organizational levels. The Acts and Policies
relevant to the SIA are:
 Asian Development Bank’s Safeguard Policy Statement (SPS), 2009
 The notifications of Department of Revenue and Forest, Maharashtra Government
for Resettlement and Rehabilitation dated 13/08/2014, 27/08/ 2014 (2 Nos.)
 Order of CBDT, Ministry of Finance, Govt. Of India dated 25/10/2016
 The Right to Fair Compensation and Transparency in Land Acquisition,
Rehabilitation and Resettlement Act, 2013 (No. 30 of 2013)
The following section deals with these policies with a comparison and subsequently deals with
the entitlements and eligibility for compensation and other resettlement entitlements.

14.16.15 ADB’s Safeguard Policy Statement (SPS), 2009 on Involuntary Resettlement

Objectives: To avoid involuntary resettlement wherever possible; to minimize involuntary
resettlement by exploring project and design alternatives; to enhance, or at least restore, the
livelihoods of all displaced persons in real terms relative to pre-project levels; and to improve
the standards of living of the displaced poor and other vulnerable groups.

Scope and Triggers: The involuntary resettlement safeguards cover physical displacement
(relocation, loss of residential land, or loss of shelter) and economic displacement (loss of land,
assets, access to assets, income sources, or means of livelihoods) as a result of (i) involuntary
acquisition of land, or (ii) involuntary restrictions on land use or on access to legally designated
parks and protected areas. It covers them whether such losses and involuntary restrictions are
full or partial, permanent or temporary.

Policy Principles:

 Screen the project early on to identify past, present, and future involuntary
resettlement impacts and risks. Determine the scope of resettlement planning
through a survey and/or census of displaced persons, including a gender
analysis, specifically related to resettlement impacts and risks.

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 Carry out meaningful consultations with affected persons, host communities,

and concerned non-government organizations. Inform all displaced persons of
their entitlements and resettlement options. Ensure their participation in
planning, implementation, and monitoring and evaluation of resettlement
programs. Pay particular attention to the needs of vulnerable groups, especially
those below the poverty line, the landless, the elderly, women and children, and
indigenous Peoples, and those without legal title to land, and ensure their
participation in consultations. Establish a grievance redress mechanism to
receive and facilitate resolution of the affected persons’ concerns. Support the
social and cultural institutions of displaced persons and their host population.
Where involuntary resettlement impacts and risks are highly complex and
sensitive, compensation and resettlement decisions should be preceded by a
social preparation phase.

 Improve, or at least restore, the livelihoods of all displaced persons through (i)
land-based resettlement strategies when affected livelihoods are land based
where possible or cash compensation at replacement value for land when the
loss of land does not undermine livelihoods, (ii) prompt replacement of assets
with access to assets of equal or higher value, (iii) prompt compensation at full
replacement cost for assets that cannot be restored, and (iv) additional
revenues and services through benefit sharing schemes where possible.

 Provide physically and economically displaced persons with needed assistance,

including the following: (i) if there is relocation, secured tenure to relocation
land, better housing at resettlement sites with comparable access to
employment and production opportunities, integration of resettled persons
economically and socially into their host communities, and extension of project
benefits to host communities; (ii) transitional support and development
assistance, such as land development, credit facilities, training, or employment
opportunities; and (iii) civic infrastructure and community services, as required.

 Improve the standards of living of the displaced poor and other vulnerable
groups, including women, to at least national minimum standards. In rural areas
provide them with legal and affordable access to land and resources, and in
urban areas provide them with appropriate income sources and legal and
affordable access to adequate housing.

 Develop procedures in a transparent, consistent, and equitable manner if land

acquisition is through negotiated settlement to ensure that those people who
enter into negotiated settlements will maintain the same or better income and
livelihood status.

 Ensure that displaced persons without titles to land or any recognizable legal
rights to land are eligible for resettlement assistance and compensation for loss
of non-land assets.

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 Prepare a resettlement plan elaborating on displaced persons’ entitlements, the

income and livelihood restoration strategy, institutional arrangements,
monitoring and reporting framework, budget, and time-bound implementation
schedule.

 Disclose a draft resettlement plan, including documentation of the consultation

process in a timely manner, before project appraisal, in an accessible place and
a form and language(s) understandable to affected persons and other
stakeholders. Disclose the final resettlement plan and its updates to affected
persons and other stakeholders.

 Conceive and execute involuntary resettlement as part of a development

project or program. Include the full costs of resettlement in the presentation of
project’s costs and benefits. For a project with significant involuntary
resettlement impacts, consider implementing the involuntary resettlement
component of the project as a stand-alone operation.

 Pay compensation and provide other resettlement entitlements before physical

or economic displacement. Implement the resettlement plan under close
supervision throughout project implementation.

 Monitor and assess resettlement outcomes, their impacts on the standards of

living of displaced persons, and whether the objectives of the resettlement plan
have been achieved by taking into account the baseline conditions and the
results of resettlement monitoring. Disclose monitoring reports.

Involuntary Resettlement Categorization

A proposed project is assigned to one of the following categories depending on the

significance of the probable involuntary resettlement impacts:

 Category A: A proposed project is classified as category A if it is likely to have

significant involuntary resettlement impacts. A resettlement plan, including
assessment of social impacts, is required.

 Category B: A proposed project is classified as category B if it includes involuntary

resettlement impacts that are not deemed significant. A resettlement plan,
including assessment of social impacts, is required.

 Category C: A proposed project is classified as category C if it has no involuntary

resettlement impacts. No further action is required.

 A project’s involuntary resettlement category is determined by the category of

its most sensitive component in terms of involuntary resettlement impacts. The
involuntary resettlement impacts of an ADB-supported project are considered
significant if 200 or more persons will experience major impacts, which are
defined as (i) being physically displaced from housing, or (ii) losing 10% or more

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of their productive assets (income generating). The level of detail and

comprehensiveness of the resettlement plan are commensurate with the
significance of the potential impacts and risks.

The Mumbai Metro 7 project falls in “Category B” based on Asian Development Bank’s
Safeguard Policy Statement (SPS), 2009 since the project is likely to have involuntary
resettlement impacts with more than 200 persons will be physically displaced from housing or
will lose 10% or more of their productive assets (income generating).

14.16.16 MAHARASHTRA NOTIFICATION ON RESETTLEMENT AND REHABILITATION

Revenue and Forest Department of Maharashtra Government has issued Notification No. LQN.
12/2013/C.R. 190/A-2 on 27th August 2014 for Resettlement and Rehabilitation of PAPs for
projects in the state of Maharashtra as per Section 108 of the Right to Fair Compensation and
Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013 to provide higher
compensation. The details of the notification are given in the following paragraphs:
Part-1. Land Valuation:
1. The market value of land to be acquired will be determined by ready reckoner value fixed
under the Maharashtra Stamp Act (59 of 1958) and the Maharashtra Stamp
(Determination of True Market Value of Property) Rules, 1995.
2. The multiplication factor by which market value of the land is multiplied will be 2 in case of
rural areas and 1 for urban areas. (This factor should be at least 10% higher than the state
approved multiplier.)
3. Compensation of the land to be acquired in rural area: (market value x 2) plus value of
assets attached to land or building) Plus (100% solatium) = Land Compensation Price;
Compensation of the land to be acquired in urban area: (market value x 1) plus value of
assets attached to land or building) plus (100% solatium) = Land Compensation.
4. In case the land is acquired for urbanization purpose 20% of the developed land will be
reserved and offered to the landowner at price equal to cost of acquisition and cost of
development. The net land reserved and offered will be excluding the land required for
infrastructure development by recovering the cost of acquisition and cost of development
gross land i.e. 20%. The land required for infrastructure development and cost of the
same as per norms prescribed by Public Works Department or Irrigation Department or
Rural Development Department or Municipal Corporations or City and Industrial
Development Corporation of Maharashtra (CIDCO) or Mumbai Metropolitan Region
Development Authority (MMRDA) or Maharashtra Industrial Development Corporation
(MIDC). The actual area required for development of infrastructural facilities will be taken
into consideration at the time of calculation of land to be allotted.
The net land to be reserved or offered to land owner will be:—
20% of the gross land-land required for infrastructural development as per norms prescribed
by Public Works Department or Irrigation Department or Rural Development Department or
Municipal Corporations or City and Industrial Development Corporation of Maharashtra
(CIDCO) or Mumbai Metropolitan Region Development Authority (MMRDA) or Maharashtra

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Industrial Development Corporation (MIDC) norms-recovery of cost of acquisition as per Right

to Fair Compensation and Transparency in Land Acquisition. Rehabilitation and Resettlement
Act, 2013 and cost of development as per norms prescribed by Public Works Department or
Irrigation Department or Rural Development Department or Municipal Corporations or City
and Industrial Development Corporation of Maharashtra (CIDCO) or Mumbai Metropolitan
Region Development Authority (MMRDA) or Maharashtra Industrial Development
Corporation (MIDC) for gross 20% land.
Explanation.— As per the City and Industrial Development Corporation of Maharashtra
(CIDCO) norms, the area required for infrastructure development considered is 30%., then the
net land to be reserved or offered to land owner will be : 20% of the gross land-7% area
required for infrastructure development=14% of the land acquired-(recovery of cost of
acquisition and cost of development as per City and Industrial Development Corporation of
Maharashtra (CIDCO) norms for gross 20% land.
The acquiring body may also give monetary value equivalent of the net developed land in lieu
of actually providing the land to the displaced persons or his family.

Part-2. Rehabilitation and Resettlement components:

 If a house is lost in rural area, a constructed house shall be provided as per the
specifications of Indira AawasYojana or Rs. 1.65 lacs in lieu of house.
Explanation. - In case of Indira Aawas Yojana, a house of 25 sq.mt. will be provided.
Considering the low specifications, the construction cost will be minimum Rs. 600 per sq.
ft. which gives Rs. 1,61,400 excluding the cost of the developed land.
 If a house is lost in urban area, a constructed house shall be provided of 50 sq.mt. plinth
area as per Public Works Department norms or Rs. 5.5 lacs in lieu of house.
Explanation, —Considering the construction cost of Rs. 1000 per sq. Ft., the cost of house
will bs Rs. 5,38,000 excluding the cost of the developed land.
 Onetime payment of Rs. 5 lacs to each affected family to those who have eligible
candidate for employment.
 Subsistence allowance to the affected displaced families of Rs. 3000 per month for a year
after displacement date. For the families belonging to Scheduled Castes or Scheduled
Tribes such families will get additional Rs. 50,000.
 Transportation cost of Rs. 50,000 per affected displaced families.
 Those families having cattle shed or petty shops will get Rs. 25,000 one-time financial
assistance.
 One-time grant for artisans, small traders of Rs. 50,000.
 One-time resettlement allowance of Rs. 50,000 after shifting of house.
 Stamp duty and registration charges will be borne by Requiring Body for the first
transaction of the rehabilitated person only.
 The Requiring Body will provide the infrastructure in Rehabilitation and Resettlement
area, which includes the roads, drainage, Panchayatghar, post office, Samajmandir and
other facilities as mentioned in the THIRD SCHEDULE of the Right to Fair Compensation

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and Transparency in Land Acquisition. Rehabilitation and Resettlement Act, 2013.

However, if the Requiring Body monetize the amenities as per family costs of
constructing these amenities as per cost norms developed by Public Works Department
or Rehabilitation Department or Irrigation Department or Rural Development
Department or Urban Development Department or Municipal Corporations or City and
Industrial Development Corporation of Maharashtra (CIDCO) or Mumbai Metropolitan
Region Development Authority (MMRDA) or Maharashtra Industrial Development
Corporation (MIDC). In such an eventuality, the Requiring Body shall offer 10% plus the
total per family cost of all the amenities to be provided under the THIRD SCHEDULE of
the said Act.
 All monetary value fixed above shall be entitled to be increased by 5% on the 1st January of
each year unless the rate of inflation index is less than 5 % for that year.
 Above package will be applicable if the affected person accepts the same through a
written consent.

[Note: - The explanations provided above are only the supportive information on the basis of
City and Industrial Development Corporation of Maharashtra (CIDCO) practice and shall not be
included part of the Guidelines]

It may be seen that the Government of Maharashtra has further prescribed entitlements for
families affected due to acquisition of land, which are currently applicable.

The Revenue and Forest Dept., Govt. of Maharashtra, vide Notification dated 27/08/2014, has
prescribed rules for various matters under Section 109 of the RFCTLARR Act

14.16.17 The Right to Fair Compensation and Transparency in Land Acquisition,

Rehabilitation and Resettlement Act, 2013 (No. 30 Of 2013)
The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and
Resettlement (RFCTLARR) Act, 2013 is effective from January 1, 2014 after receiving the assent
of the President of Republic of India, repealing the Land Acquisition Act, 1894. The new Act
extends to the whole of India except the state of Jammu and Kashmir. The aim of the new act
is to minimize displacement and promote, as far as possible, non-displacing or least displacing
alternatives and also aims to ensure adequate compensation including rehabilitation package
and expeditious implementation of the rehabilitation process with the active participation of
those affected. The Act also recognizes the need for protecting the weaker sections of the
society especially members of the scheduled castes and scheduled tribes.

The aims and objectives of the Act include: (i) to ensure, in consultation with institutions of
local self-government and Gram Sabhas established under the Constitution of India, a humane,
participative, informed and transparent process for land acquisition for industrialization,
development of essential infrastructural facilities and urbanization with the least disturbance
to the owners of the land and other affected families; (ii) provide just and fair compensation
to the affected families whose land has been acquired or proposed to be acquired or are
affected by such acquisition; (iii) make adequate provisions for such affected persons for their
rehabilitation and resettlement; (iv) ensure that the cumulative outcome of compulsory

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acquisition should be that affected persons become partners in development leading to an

improvement in their post-acquisition social and economic status and for matters connected
therewith or incidental thereto.

The key features of the new land acquisition act are as follows: Schedule I outlines the
proposed minimum compensation based on a multiple of market value. Schedule II and III
outline the resettlement and rehabilitation (R&R) entitlements to land owners and livelihood
losers, which shall be in addition to the minimum compensation per Schedule I. The Schedules
IV lists out other land acquisition acts, which will be repealed with 1 year after LAAR is effective.

The salient provisions of the RTFCTLARR Act relevant to the Metro project are as follows:
 The Act (Section 105) specifies that the provision of the Act shall not apply to the
enactments relating to land acquisition specified in the Fourth schedule of the Act
which includes Metro Railways (Construction of Works) Act, 1978. However, as
stipulated in Sub Section (3) of Section 105 and as subsequently notified by the GoI,
the compensation for acquisition of private land and rehabilitation and resettlement
benefits specified under the new LARR Act remain applicable even for such activities
taken up under the Metro Railways Act.
 Preparation of Social Impact Assessment study including assessment of public
purpose through a process of public consultation and disclosure for land acquisition
proposals covered under the Act.
 Transparent procedures to be followed in the acquisition of land from preliminary
notification to award and possession and preparation and implementation of
rehabilitation and resettlement schemes for those affected by acquisition of land for
public purpose.
 Procedure and methodology for determination of market value for compensation to
be provided to legal title holders.
 Infrastructural facilities to be provided in resettlement areas and special provision
for Scheduled Castes and Tribes.
 Institutional mechanism for implementing the provision of the Act, monitoring of
R&R and grievance redressal.
 Procedure for payment of compensation.
 Temporary possession of land.
 The owners of land and structures (including those having certain legal rights)
proposed to be acquired and, in urban areas, those who are staying on or whose
livelihood is dependent on such land for a period of 3 years prior to acquisition of
land are entitled for certain compensation and benefits under the Act.
 For legal title holders in urban areas, the compensation for land is equivalent to
market value of land, value of assets attached to the land or buildings and 100%
solatium on value of land.
 For houses lost as a result of acquisition of land in urban areas, a constructed house
of not less than 50 sq.m. plinth area (if required in multi-storied building) is to be
provided for a family. Alternatively, if so desired by the PAP, a one-time financial

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assistance of not less than Rs. 1.5 lakhs are to be given for construction of a house.
However, the location of house in terms of the distance from lost house is not
prescribed.
 In addition, the affected family is to be provided (i) training and skill development
for job to one family member in the project or one-time payment of Rs. 5 lakhs or
annuity policies that pay Rs. 2,000 per month per family for 20 years indexed to CPI
(ii) monthly subsistence allowance of Rs. 3,000 per month for a period of one year
(iii) one-time financial assistance of Rs. 50,000 towards transportation cost for
shifting (iv) one-time resettlement allowance of Rs. 50,000.
 Each petty shop owner / small trader / self-employed person and family owning non-
agricultural land, or commercial, industrial or institutional structure is to be provided
one-time financial assistance of minimum Rs. 25,000 for construction of shop.
 The stamp duty and registration charges for the land and house to be provided to
the PAPs shall be borne by the acquiring body.
It may be seen that while elaborate provisions for compensation and R&R benefits are made
for those affected due to the acquisition of land for the project, the Act does not prescribe
any benefits for occupants of structures located on public (Government) land and affected
by the project. Further, the Act does not envisage any resettlement benefit for occupants /
owners of structures used for other than residential purposes and affected by the project.
The Central Board of Direct Taxes vide Order dated 25/10/2016 has clarified that the
compensation received in respect of award or agreement, which has been exempted from
levy of income tax vide Section 96 of the RFCTLARR Act shall also not be taxable under the
provisions of Income Tax Act, 1961.

14.16.18 Community Consultation and Stakeholder Analysis

Extensive public consultations were carried out with various stakeholders at various locations
throughout the length of the project corridor. The consultations were undertaken with PAPs, in
selected area. The locations, number of people that participated and the consultation methods
are summarized in Table 138
Table 138 : Summary of Consultation Sessions

No. of Type of
Date State District Tehsil Village
person Consultation

27/11/2018 Maharashtra Pune Haveli Katraj Chowk 13 Consultation

Near City Pride

27/11/2018 Maharashtra Pune Haveli 4 Consultation
Cinema
Dhanakwadi (Near
01/01/2019 Maharashtra Pune Haveli 40 Consultation
Furniture Market)
*Source: Public consultation during social assessment.

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The purpose of public participation and consultation for this resettlement planning study was
to create awareness on the project and involve those persons in the study who are to be
affected positively or negatively and involve also other stakeholders by giving them
opportunities to express their views and concerns about expected and perceived impacts and
about the most suitable ways for mitigating negative effects and enhancing positive project
effects.

The consultations intended to create a sense of commitment towards implementing the social
safeguard plan for the project. With due consideration of vulnerable PAPs including SC, PH,
Aged (60+) and WHH, consultations were carried out through various methods including
individual interviews, consultation meetings, and informal and formal group discussions.

A list of participants’ location/place wise is provided in this report. The photographs of public
consultations are shown in following figure.

Figure 104. A view of people’s participation during census survey and public consultation along the
project road corridor near City Pride Cinema & Katraj Chowk (Top ), Furniture Market, Dhanakwadi
(Bottom)

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14.16.19 Issues Raised and Responses

Various topics were covered in the consultations with villagers, project affected people,
community leaders and village sarpanches. The issues raised, and the responses given are
summarized in table below.
Table 139:Issues raised and responses

Issues raised Reponses

Land acquisition People were informed that within the broader corridor
minimization alignment, several alternatives were studied taking into
consideration of social and environmental impacts, including the
land acquisition. The option selected is with the least land
acquisition impacts.

I. Provision of new bypass The PAPs suggestions will be discussed with the design Engineers
construction and accordingly incorporated if technically feasible.

Resettlement impacts A resettlement action plan will be prepared in line with relevant
mitigation measures LARR Act, 2013.
Underpasses at schools The exact location of underpasses will be discussed with the
and hospitals design engineer. The final location will select by taking into
account people’s concerns and needs, as much as technically
viable.

Wayside amenities and The locations of road side amenities and public services such as
public facilities including rest areas, service areas, bus shelter, urinals and drinking water
toilets and drinking facilities will be incorporated in the project design.
water

Road safety measures Adequate road safety measures will be incorporated in the
project design. If needed, additional road safety measures can be
added during construction, taking into account local people’s
concerns.

Pedestrian pathways The design includes pedestrian pathways for crossing the highway
at populated locations. Local people’s suggestions can still be
incorporated in the project, if technically feasible.

Resettlement assistance Compensation will be paid to the eligible PAPs and assistance will
package be given for relocation and livelihood rehabilitation as set to be
forth in the LARR Act, 2013.

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Issues raised Reponses

Compensation should be Compensation rate of lost assets will be determined based on the
computed at current prevailing market value in the project area.
market price of land and
structures

Avoidance of the PAPs suggestions will be incorporated in the project design if

demolition of religious technically feasible. However, relocation of religious structures
properties will be done at proper place after consensus with the local
communities.
Income and Contractors typically hire most unskilled workers locally for
employment generation construction activities and maintenance work. Other different
schemes should be options will be provided to PAPs for income restoration, such as
launched all along the land-for-land compensation, cash for land, and combination of
project influence area land and cash for land. These measures would help the PAPs to
restore or enhance their income and livelihood.
Special signage near The signage near the prominent locations has been incorporated
schools, college and in the road design. Additional signs can be added as needed.
road turnings and
crossings

During construction Contractors typically give priority to local people when hiring
local people should be workers, both during construction and operational phases.
preferred for
employment by the
contractor

*Source: Public consultation during social assessment

14.16.20 Definitions and Eligibility Criteria for Various Categories of Displaced Persons

The definitions provided below are as per Chapter 1 Section 3 of the Right to Fair
Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act,
2013 (RFCTLARR).

Table 158: Issues raised and responses

An officer appointed for the purpose of rehabilitation and resettlement of
Administrator
affected families under sub-section 1 of section 43 of the RFCTLARR Act
2013
Affected Area Such area as may be notified by the Appropriate Government for the
purposes of land acquisition Includes:

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A family whose land or other immovable property has been acquired;

A family which does not own any land, but a member or members of such
family may be agricultural labourers, tenants including any form of tenancy
or holding of usufruct right, share-croppers or artisans who may be working
in the affected area for three years prior to the acquisition of the land,
whose primary source of livelihood stand affected by the acquisition of
land’
The Scheduled Tribes and other traditional forest dwellers who have lost
any of their forest rights recognized under the Scheduled Tribes and other
Traditional Forest Dwellers (Recognition of Forest Rights) Act, 2006 due to
acquisition of land;
Affected Family Family whose primary source of livelihood for three years prior to the
acquisition of the land is dependent on forests or water bodies and includes
gatherers of forest produce, hunters, fisher folk and boatmen and such
livelihood are affected due to acquisition of land;
A member of the family who has been assigned land by the State
Government or the Central Government under any of its schemes and such
land is under acquisition;
A family residing on any land in the urban areas for preceding three years or
more prior to the acquisition of the land or whose primary source of
livelihood or three years prior to the acquisition of the land is affected by
the acquisition of such land.
Means:
In relation to acquisition of land situated within the territory of a State, the
State Government;
In relation to acquisition of land for public purpose in more than one State,
Appropriate
the Central Government, in consultation with the concerned State
Government
Governments or Union territories;
Provided that in respect of a public purpose in a District for an area not
exceeding such as may be notified by the Appropriate Government, the
Collector of such District shall be deemed to be the Appropriate
Government
Means the Collector of a revenue district, and includes Deputy
Collector Commissioner
And any officer specially designated by the Appropriate Government to
perform the function of a Collector under the RFCTLARRA 2013

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Commissioner Means the Commissioner for Rehabilitation and Resettlement appointed

under sub-section (1) of section 44 of the RFCTLARRA 2013
Includes:
Amount of compensation which includes solatium, any enhanced
compensation ordered by the Land Acquisition and Rehabilitation and
Resettlement Authority or the Court and interest payable thereon and any
other amount determined as payable to the affected families by such
Authority or Court;
Demurrage to be paid for damages caused to the land and standing corps in
the process of acquisition
Cost of acquisition of land and building for settlement of displaced or
adversely affected families;
Cost of development of infrastructure and amenities at the resettlement
Cost of areas;
Acquisition Cost of rehabilitation and resettlement as determined in accordance with
the provisions of the RFCTLARR Act 2013
Administrative cost for (a) acquisition of land, including both in the project
site and out of the project area lands, not exceeding such percentage of the
cost of compensation as may be specified by the Appropriate Government;
and (b) rehabilitation and resettlement of owners of the land and other
affected families whose land has been acquired or proposed to be acquired
or other families affected by such acquisition;
Cost of undertaking Social Impact Assessment Study
Displaced Means any family, who on account of acquisition of land has to be relocated
Family and resettled form an affected area to the resettlement area
Includes a person, his or her spouse, minor children, minor brothers and
Family minor sisters depended on him: provided that widows, divorces and women
deserted by families shall be considered separate families
Holding of Means the total land held by a person as an owner, occupant or tenant or
Land Otherwise
Land Includes benefits to arise out of land, and things attached to the ear or
permanently fastened to anything attached to the earth
Means such persons or class of persons who may be:
Considered or specified as such under any State law for the time being in
Landless force; or
In a case of landless not being specified as above, as may be specified by the
Appropriate Government

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Includes any person:

Whose name is recorded as the owner of the land or building or part
thereof, in the records of the authority concerned; or
Any person who is granted forest rights under the Scheduled Tribes and
Other Traditional Forest Dwellers (Recognition of Forest Rights) Act, 2006 or
Land Owner
under any other law for the time being in force; or
Who is entitled to be granted Patta rights on the land under any law of the
State including assigned lands; or?
Any person who has been declared as such by an order of the court or
Authority
Marginal Farmer means a cultivator with an un-irrigated land holding up to one hectare or
irrigated land holding up to one-half hectare;
Small Farmer means a cultivator with an un-irrigated land holding up to two hectares or
with an irrigated land holding up to one hectare, but more than the holding
of a marginal farmer.
Local Authority Includes a town planning authority (by whatever name called) set up under
any law for the time being in force, a Panchayat as defined in article 243 and
a Municipality as defined in article 243P of the Constitution
Market Value Means the value of land determined in accordance with section 26 of the
RFCTLARRA 2013
Means:
All persons claiming an interest in compensation to be made on account of
the acquisition of land under the RFCTLARRA 2013
The Scheduled Tribe and other traditional forest dwellers, who have lost any
forest rights recognized under the Scheduled Tribes and Other Traditional
Person
Forest Dwellers (Recognition of Forest Rights) Act, 2006;
Interested
A person interested in an easement affecting the land;
Persons having tenancy rights under the relevant State laws including share-
croppers by whatever name they may be called; and
Any person whose primary source of livelihood is likely to be adversely
affected;
Means:
All persons claiming an interest in compensation to be made on account of
the acquisition of land under the RFCTLARRA 2013
The Scheduled Tribe and other traditional forest dwellers, who have lost any
forest rights recognized under the Scheduled Tribes and Other Traditional
Person
Forest Dwellers (Recognition of Forest Rights) Act, 2006;

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Interested A person interested in an easement affecting the land;

Persons having tenancy rights under the relevant State laws including share-
croppers by whatever name they may be called; and
Any person whose primary source of livelihood is likely to be adversely
affected;
Resettlement Means an area where the affected families who have been displaced as a
Area result of land acquisition are resettled by the Appropriate Government
Scheduled Means the Scheduled Areas as defined in section 2 of the Provision of the
Areas Panchayats (Extension to the Scheduled Areas) Act, 1996.
Vulnerable Persons who are physically challenged, widows, persons above sixty years
Persons of age, below-poverty line households and woman-headed household.

14.18.1 The Entitlement Matrix

An Entitlement Matrix has been developed, based on the RFCTLARR Act 2013, that summarizes
the types of losses and the corresponding nature and scope of entitlements; and is in
compliance with National/State Laws. The following entitlement matrix presents the
entitlements corresponding to the tenure of the DPs and the same has been approved and
endorsed by Government of Maharashtra.

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Table 159: Entitlement Matrix

SI. No. Impact Category Entitlements Implementation Guidelines
PART I. TITLE HOLDERS – Compensation for Loss of Private Property
1 Loss of Land 1.1 Compensation for Land
(agricultural, a. Land will be acquired by the
homestead, competent authority in
commercial or accordance with the
otherwise) provisions of RFCTLARR Act,
2013.
b. Replacement cost for land
will be, higher of (i) market
value as per Indian Stamp
Act, 1899 for the registration
of sale deed or agreements
to sell, in the area where
land is situated; or (ii)
average sale price for similar
type of land, situated in the
nearest village or nearest
vicinity area, ascertained
from the highest 50% of sale
deeds of the preceding 3
years; or (iii) consented
amount paid for PPPs or
private companies.
c. Plus 100% solatium and 12%
interest on the market value
of land from date of
commencing till the date of
the award or the date of
taking possession.
d. In case of severance of land,
house, factory or other
building, as per Section 94
(1) of the RTFCTLARR Act,
2013, the whole land and/or
structure shall be acquired,
if the owner so desires.
e. Stamp duty and registration
fee

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SI. No. Impact Category Entitlements Implementation Guidelines

2 Loss of Structure 2.1 a. The market value of 1-month notice will be
(house, shop, structures and other provided before demolition of
building or immovable properties will be the structure.
immovable property determined by PWD on the
or assets attached to basis of relevant PWD
the land) Schedule of Rates (SR) as on
date without depreciation
with 100% solatium or
replacement cost, whichever
is higher.
b. Lump-sum of Rs.25, 000 to all
families who lose cattle shed,
or replacement cost of
structure, whichever is
higher.
c. Loss of other properties such
as irrigation wells will be
compensated at scheduled
rates of (PWD) with 100%
solatium, or replacement cost
of asset, whichever is higher.
d. Replacement cost of bore
well, opens well and hand
pumps, plus 100% solatium.
Wells and hand pumps must
be operational to be eligible.
e. Owners have right to salvage
materials of the affected
structures.
f. In case of impact to crops,
three months (90 days)
advance notification for the
harvesting of standing crops
(or) lump sum equal to the
market value of the yield of
the standing crop lost
determined by the
Agricultural /Horticulture
Department.
g. In case of impact to timber
trees, Compensation based
on timber value at market

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SI. No. Impact Category Entitlements Implementation Guidelines

price or as valued by the
Forest Department with
100% solatium whichever is
higher. For other perennial
trees as valued by the
Horticultural Department
with 100% solatium or
replacement cost whichever
is higher.
PART II. REHABILITATION AND RESETTLEMENT - Both Land Owners; and Families, whose Livelihood is
primarily dependent on Land Acquired
3 Land Owners losing 3.1 Each affected family will be
land or structures given a one-time Resettlement
Allowance of Rs 50,000.
3.2 One-time lump sum payment Affected Family whose land or
(in lieu of employment or other immovable property has
annuity) of Rs 5,00,000 for been acquired and to those
Affected Family whose land whose livelihood is fully
or other immovable property dependent on the acquired
has been acquired and to land.
those whose livelihood is
fully dependent on the
acquired land.
3.3 All affected families, if a. Vulnerable Families are
physically displaced from those belonging to SC /ST
residence or commercial category or those who are
place due to acquisition, the eligible to BPL Antyodaya
following payments will be Anna Yojana Scheme,
applicable: Vulnerable Families are
 Rs 36,000 subsistence those belonging to SC /ST
grant for all physically category or those are
displaced families; eligible to BPL Antyodaya
Anna Yojana Scheme,
 Additional Benefits to
those headed by woman,
Vulnerable families Rs.
elderly (above 60 years of
50,000
age), or disabled and
 Rs 50,000 for squatters who are
transportation; landless. 13

 Rs 150,000 in rural areas b. Maha Metro will be

and Rs 200,000 in urban responsible for identifying

13 “Landless” means such person or class of person considered as such under any state law for the time being in force.

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SI. No. Impact Category Entitlements Implementation Guidelines

areas as house and acquiring land and
construction grant; assist affected family in
 Rs 25,000 for each house construction.
affected family of an
artisan or self-employed.

4 Families whose 4.1 Each affected family will be -

livelihood is given a one-time Resettlement
primarily Allowance of Rs 50,000.
dependent on the
private land or
structures to be
4.2 All affected families, if a. Vulnerable Families are
acquired (users of
physically displaced from those belonging to SC /ST
private land or
residence or commercial category or those are
structures such as
place due to acquisition, the eligible to BPL Antyodaya
workers, share-
following payments will be Anna Yojana Scheme,
croppers, artisans,
applicable: those headed by woman,
tenants etc.)
 Rs 86,000 subsistence elderly (above 60 years of
Workers shall be of
grant for vulnerable age), or disabled and
full-time
families; and Rs 36,000 squatters who are
employment either
subsistence grant for all landless
in businesses or
agriculture that are other families; b. PIU will be responsible for
affected due to  Rs 50,000 for identifying and acquiring
acquisition. In case transportation; land and support affected
of seasonal family in house
 Rs 150,000 in rural areas
employed workers, construction
and Rs 200,000 in urban
these are not areas as house
eligible for benefits. construction grant;
 Rs 25,000 for each
affected family of an
artisan or self-employed.
PART III. UNFORESEEN IMPACTS
Unforeseen impacts encountered during implementation will be addressed in accordance with the
principles of RFCTLARR Act 2013

TOTAL R & R COST

The R&R budget for the proposed project worked out approximately for Corridor 2A is
Rs. 156.82 Crores, which includes the cost of land and structure, relocation or enhancement of
religious and government structures and R & R Assistance given to affected people. The details
of the tentative budget are given in Table 142.

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Table 160 : R&R COST

Compensatio
Total
n
Sl. Quantity Unit Rate Amount (Factors to be 100%
Item Eligibility
No. (Sqm.) (Rs) (cr.) multiplied) Solatium (In
(Urban= 1* of Crores)
MV) column 6
1 2 3 4 5 6 7 8
A Compensation for Land
Cost of land
As per
1 including - 19350.73 1059973701 111.3
ASR
contingency
Sub Total (A) 111.3
B Compensation for Structure
1058554 No factor 1058554 211710
1 Pucca - 2641.94 40067.34
88 Applicable 88 976
Sub-total (B) 21.17
C R&R Assistance
Annuity allowance,
Land and structure Owner (Fully
1 losing primary 46 500000 23000000 2.30
Displaced)
source of Income
Substance Losing Commercial Structures (Fully
2 Assistance for Displaced) 46 TH, 21 Tenants & 205 272 36000 9792000 0.98
displaced family Employees

Transportation Losing Residential and Commercial

3 cost for displaced Structures (Fully Displaced) 46 TH & 67 50000 3350000 0.34
family 21 Tenants

TH Losing Residential and

Resettlement
4 Commercial Structures (Fully 273 50000 13650000 1.37
Allowance
Displaced)

Sub Total C 4.98

D Administrative and other Costs

NGO (RAP
1 1500000 0.15
Implementation)

Sub-total (D) 0.15

Total R&R Cost (B+C+D) 26.3
Contingency @ 5% 1.31
Cost of Dismantling & Restoration of BRTS 17.91
GRAND TOTAL 156.82
* construction cost has been taken from government evaluation site (igrsmaharashtra.com)

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Exhibit 1 – Details of Tress along the Alignment

Project Name:-Pune Metro Project (Swargate-Katraj Section)

District: Pune Division: Pune Forest Division

Forest Range: Pune Road Side (LHS/RHS): RHS

Distance
Condition
from Condition
Tree Girth Girth Size 1- Fit Height
Sr.No. Kilometer Centre Species Name 1.- Green Remarks
No. Size (m) (cm) 2- Unfit (m)
of Road 2.- Dry
3- Sound
(m)

1 1 KARANJIA 0.5 50 1 1 2.2 CUT

2 2 KARANJIA 0.7 70 1 1 0.1 CUT
3 3 KARANJIA 0.4 40 1 1 2 CUT
4 4 KARANJIA 0.3 30 1 1 1.2 CUT
5 5 UMBER 0.5 50 1 1 2.1 CUT
STATION 01
6 6 KARANJIA 0.1 10 1 1 2.1 CUT
7 1 GULMOHAR 3 300 1 1 1.7 TRIM
8 1 IMLY 1.25 125 1 1 2 CUT

9 2 IMLY 2 200 1 1 1.25 CUT

10 3 IMLY 1 100 1 1 1.25 CUT

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11 4 IMLY 0.5 50 1 1 1.25 CUT

12 5 IMLY 0.75 75 1 1 1.25 CUT

13 6 UMBER 1 100 1 1 1.7 CUT

14 1 UMBER 0.6 60 1 1 0.9 CUT

15 2 PEEPAL 0.8 80 1 1 1 CUT

STATION 02
16 1 SAFEDA 1 100 1 1 6 CUT

17 2 KARANJIA 0.8 80 1 1 0.5 CUT

18 1 RUBBER 0.25 25 1 1 1.1 TRIM

19 2 NEEM 0.25 25 1 1 0.7 TRIM

20 3 PEEPAL 0.25 25 1 1 0.5 TRIM

21 4 SILVER 1.25 125 1 1 0.5 TRIM

22 5 NA 0.9 90 1 1 2 CUT

23 STATION 03 1 UMBER 0.5 50 1 1 2 CUT

24 2 NILGIRI 0.25 25 1 1 1 CUT

25 3 NILGIRI 0.25 25 1 1 1 CUT

26 4 PEEPAL 1.2 120 1 1 3 CUT

27 5 JAMUN 0.25 25 1 1 3.5 CUT

28 6 BAIR 0.25 25 1 1 3 CUT

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29 7 BADA NEEM 0.25 25 1 1 2.5 CUT

30 8 SUBABAD 0.25 25 1 1 2.5 CUT

31 9 BADA NEEM 0.5 50 1 1 2 CUT

32 10 SESAM 0.4 40 1 1 1.5 CUT

33 11 NEEM 0.3 30 1 1 2 CUT

34 12 BAIR 0.25 25 1 1 1.2 CUT

35 13 PAPDI 0.25 25 1 1 2 CUT

36 14 PAPDI 0.25 25 1 1 2.5 CUT

37 15 NEEM 0.25 25 1 1 2 CUT

38 16 NEEM 0.25 25 1 1 2 CUT

39 17 NEEM 0.25 25 1 1 2 CUT
40 18 SAGWAN 0.5 50 1 1 2.5 CUT
41 19 WAD 0.75 75 1 1 1.8 CUT
42 20 SILVER 0.3 30 1 1 1.7 CUT
43 21 PAPDI 0.25 25 1 1 1.55 CUT
44 22 PAPDI 0.25 25 1 1 1.35 CUT
45 23 PEEPAL 0.3 30 1 1 6 CUT
46 24 AMLA 0.25 25 1 1 4.5 CUT
47 25 JAMUN 0.25 25 1 1 1.25 CUT
48 26 WAD 0.25 25 1 1 3 CUT
49 27 NEEM 0.1 10 1 1 3 CUT

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50 28 PAPDI 0.1 10 1 1 2 CUT

51 29 PAPDI 0.1 10 1 1 1 CUT
52 30 VAD 0.1 10 1 1 2 CUT
53 31 BADAM 1 100 1 1 1.5 CUT
54 32 BADAM 1.5 150 1 1 1.2 CUT
55 33 SILVER 0.75 75 1 1 10 CUT
56 34 SILVER 0.25 25 1 1 8 CUT
57 35 NEEM 0.25 25 1 1 3 CUT
58 36 PEEPAL 0.25 25 1 1 12 CUT
59 37 ASHOK 0.3 30 1 1 8 CUT
60 38 SAFEDA 0.3 30 1 1 10 CUT

Project Name:- Pune Metro Project (Swargate-Katraj Section)

District: Pune Division: Pune Forest Division

Forest Range: Pune Road Side (LHS/RHS): LHS

Distance
Condition
from Condition
Tree Girth Girth Size 1- Fit
Sr.No. Kilometer Centre Species Name 1.- Green Height Remarks
No. Size (m) (cm) 2- Unfit
of Road 2.- Dry
3- Sound
(m)

1 1 SIRISH 2.1 210 1 1 1.25 CUT

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2 2 PEEPAL 1.5 150 1 1 2.1 CUT

3 3 SIRISH 1.6 160 1 1 4 CUT

4 4 SIRISH 2.15 215 1 1 2.3 TRIM

5 1 SIRISH 1.5 150 1 1 2 CUT

6 1 GULMOHAR 1.5 150 1 1 0.1 TRIM

7 2 SIRISH 1.5 150 1 1 0.1 TRIM

8 3 SIRISH 1.3 130 1 1 3.5 TRIM

9 4 SIRISH 1.67 167 1 1 2 TRIM

10 STATION 5 SIRISH 2.3 230 1 1 0.5 TRIM

01 1 1.2 120 1 1.8 CUT
11 SIRISH 1
12 2 BADAM 0.05 5 1 1 0.5 CUT

13 3 MANGO 0.04 4 1 1 0.2 CUT

14 4 COCONUT 0.02 2 1 1 0.02 CUT
15 5 MANGO 0.02 2 1 1 0.09 CUT
16 6 MANGO 0.02 2 1 1 0.02 CUT
17 7 UMBER 0.1 10 1 1 0.5 CUT
18 8 ASHOK 0.2 20 1 1 2 CUT
19 9 ASHOK 0.2 20 1 1 2 CUT

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20 10 ASHOK 0.3 30 1 1 6 CUT

21 11 GULMOHAR 0.3 30 1 1 4 CUT
22 12 GULMOHAR 0.6 60 1 1 3 CUT
23 13 GULMOHAR 0.5 50 1 1 2 CUT
24 14 GULMOHAR 0.4 40 1 1 4 CUT
25 15 GULMOHAR 1 100 1 1 3 CUT
26 16 GULMOHAR 1.5 150 1 1 5 CUT
27 17 GULMOHAR 1.5 150 1 1 5 CUT
28 18 GULMOHAR 1.5 150 1 1 6 CUT
29 19 GULMOHAR 1.5 150 1 1 6 CUT
30 20 UMBER 0.5 50 1 1 1 CUT
31 21 UMBER 0.4 40 1 1 1 CUT
32 22 UMBER 0.4 40 1 1 1 CUT
33 23 UMBER 0.4 40 1 1 1 CUT
34 24 UMBER 0.4 40 1 1 1 CUT
35 25 UMBER 0.4 40 1 1 1 CUT
36 1 SIRISH 1.5 150 1 1 1 TRIM
37 1 WAD 4 400 1 1 1.5 CUT

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38 2 WAD 1.5 150 1 1 1.7 CUT

39 3 KADU NEEM 0.5 50 1 1 2 CUT
40 4 KADU NEEM 0.5 50 1 1 3 CUT
41 5 KADU NEEM 0.5 50 1 1 1.25 CUT
42 1 KARANJIA 0.15 15 1 1 0.2 CUT
43 2 KARANJIA 0.2 20 1 1 0.2 CUT
44 3 NA 0.3 30 2 2 2 CUT
45 4 PALM 0.3 30 1 1 10 CUT
46 5 ASHOK 0.3 30 1 1 3 CUT
47 6 ASHOK 0.3 30 1 1 3.5 CUT
48 STATION 7 IMLY 1 100 1 1 2 CUT
02 8 0.5 50 1 10
49 PALM 1 CUT
50 9 ASHOK 0.3 30 1 1 5 CUT
51 1 PEEPAL 0.15 15 1 1 3 TRIM
52 2 UMBER 0.75 75 1 1 1.5 TRIM
53 3 ALMOND 0.75 75 1 1 3 TRIM
54 4 ALMOND 0.75 75 1 1 3 TRIM
55 5 NEEM 1.1 110 1 1 2 CUT

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56 6 SIRISH 1.25 125 1 1 1.5 CUT

57 7 SIRISH 0.8 80 1 1 1.5 CUT
58 8 GULMOHAR 0.9 90 1 1 2 CUT
59 9 GULMOHAR 1.7 170 1 1 1.5 CUT
60 10 SIRISH 1.35 135 1 1 0.9 CUT
61 11 SIRISH 1.4 140 1 1 1.6 CUT
62 12 SIRISH 1.5 150 1 1 3 CUT
63 13 GULMOHAR 1 100 1 1 3 CUT
64 1 SUBABAD 2 200 1 1 1.6 CUT
65 2 BADA NEEM 1.8 180 1 1 1.25 CUT
66 1 BANYAN 3.5 350 1 1 0.1 CUT
67 2 NA 1 100 1 1 1 CUT
68 3 PEEPAL 0.3 30 1 1 1.2 CUT
69 4 PAPADI 0.5 50 1 1 1.6 CUT
70 5 BADAM 0.35 35 1 1 2 CUT
71 6 BADAM 0.25 25 1 1 2.5 CUT
72 7 BADAM 0.25 25 1 1 3 CUT
73 8 BADAM 0.25 25 1 1 3.5 CUT

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74 9 SIRISH 2.5 250 1 1 1 CUT

75 10 SIRISH 1.5 150 1 1 0.9 CUT
76 1 SUBABAD 0.25 25 1 1 1.5 TRIM

77 2 SUBABAD 0.25 25 1 1 2.25 TRIM

78 3 SUBABAD 0.25 25 1 1 3.25 TRIM

79 4 SIRISH 0.1 10 1 1 1.25 TRIM

80 5 NEEM 0.17 17 1 1 3 TRIM

STATION
81 6 SIRISH 0.25 25 1 1 3 TRIM
03
82 1 WAD 0.5 50 1 1 2 TRIM

83 2 WAD 0.25 25 1 1 2 TRIM

84 3 SUBABAD 0.25 25 1 1 2.25 TRIM

85 4 SUBABAD 0.15 15 1 1 1.1 TRIM

86 1 SUBABAD 0.5 50 1 1 1.1 TRIM

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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.

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.
 Instil a sense of security amongst all concerned by providing accurate
information.
 Protect Metro Rail property.

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 Expedite restoration of train operation.

 Lay down the actions required to be taken by staff in the event of a disaster in
Pune 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 Disasters.

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 Disasters.

1. Earthquakes
2. Floods
3. Cyclone

15.5 Authorities to be contacted in case of disaster - Provisions under Disaster

Management Authority

A. The National Disasters 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.

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(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 Disasters Management Authority (SDMA)

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.

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(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 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.

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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.

Certain measures are suggested in the following sections which need to be selected/ tailored
according to local conditions, regulations and O&M practices for safety and effectiveness.

15.6.1 Measures in Case of Fire

Fire has been recognized as one of the most dreaded accidents on metros, primarily because
of large concentration of passengers at stations and in trains. Fire prevention and prompt
response to any incident of fire or smoke emission is therefore the most important component
of disaster management on Metros. For better management and safety from fire disaster on
metro system, various signages like prohibition signs, warning signs, emergency escape signs
etc. shall be installed as mentioned in NFPA 130, Standard for Fixed Guideway Transit and
Passenger Rail Systems and National Building Code of India,2016 part 4. Universally accepted
measures for fire prevention include:

 Rigid observance of non-smoking regulations

 Total ban on carriage of inflammable/ explosive substance within metro premises and
in trains
 Non accumulation of garbage in the metro station premises and inside trains

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 All staffs posted at stations must ensure instructions are rigidly enforced by regular
checks.
 Installation of fire alarms and detection systems.

15.6.1.1 Fire and Smoke

In the event of fire and/or smoke either in train , station premises, right of way including the
tunnel or other metro premises, every Metro Rail official whether on duty or not shall,

 Report the occurrence to the nearest Station Controller (SC) or Chief Controller (OCC).
A reporting system shall be developed as per NFPA Guidelines and officials shall be
trained accordingly.
 Take all possible steps to extinguish fire like using portable fire extinguishers, blankets,
water, sand etc. that is available on site depending on the source of fire. Standards
steps/measures to extinguish may be followed from NBC of India, 2016 and NFPA 130.
 Disconnect electricity supply if necessary
 Prevent the fire from spreading
 Seek assistance of Fire services.

15.6.1.2 Fire in a Train

The guidelines set out below are based on the content analysis of past accidents on other
Metros and are in the nature of best practices. Since every fire incident is unique, the train
operator is to exercise quick judgment based on:

The nature of fire whether localized or widespread in passenger area.

The extent of occupation of the train-number of passengers-if the number is manageable, he

will ask passengers of the affected coach to move away to other coaches.

Proximity of the next station – passenger evacuation and handling of emergency is much
easier at station than in between stations. Train Operator (TO) has to exercise his judgment
about those extreme cases where the train has to be stopped forthwith to save life by prompt
evacuation or taken to the next station expeditiously.

15.6.1.3 Fire in Train at the Station Platform

The Train Operator shall open all train doors on the platform side and ask passengers to vacate
the train. He will inform OCC and Station Controller and take assistance from station staff as
required.

Cut off power supply to the fire affected area during emergency.

A water pipeline should run along the entire underground Metro corridor. These pipelines
have hydrants fixed every 15 m where hose pipes can be connected. The pipes are of great
help to quickly extinguish any fire outbreak. Each underground section should equip with one
to three cross passages between the up and down tunnels. These passages can be used for
speedy evacuation of commuters in case of emergency. There is a Fire Detection and

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Suppression system equipped to automatically activate alarms for Vents, Fans and Dampers
& Suppression equipment. The system is operated from a panel located in the Station Control
Room.

15.6.1.4 Fire Suppression System

A wet Fire Main System covers the station area as well as the entire length of the tunnels. In
addition, there are automatic sprinklers, inert gas-based suppression systems and portable
fire extinguishers at various locations.

Appropriate O&M procedures should be in place taking into account past experience of other
metro systems to handle fire incidents.

15.6.1.5 Fire at Metro Station Premises

The fire can be at the following locations:

 In areas, where the passengers enter for purchasing tickets or leave the station after
performing their train journey including lifts, staircases and escalators.
 Concourse
 Auxiliary electrical substations.

In case of fire in areas where passengers enter/leave the station premises, the endeavour of
station staff should be to cordon off the area so that it is not approachable for intending Metro
users or by Metro passengers leaving the station area.

15.6.2 Measures in Case of Collision of Trains or derailment

Collision of Metro trains is a rare occurrence, particularly at high speeds as signalling system
provides protection from such incidents. Only in case signalling system is disabled, train
collision is possible at low speed, except in case of wrong side failure or poor design/
maintenance.

Appropriate O&M procedures should be in place taking into account past experience of other
metro systems to avert collision scenario and to handle the event of a train collision if it
happens.

15.6.2.1 Medical Assistance

Provisions for Medical assistance and procedures for O&M staff to handle injured and
casualties in case of collision or derailment shall be in place. External medical help in case of
such incidents shall be planned in advance and called for immediately when required.

15.6.3 Measures in Case of Terrorist Actions

Increase in terrorist actions against public transport worldwide, indicates that public transport
systems are becoming more vulnerable and potential targets for terrorist. It is clear that
preventing terrorist activities is the primary responsibility of security agencies and state
police.

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However, concern for passenger well-being and their security and adverse effects of such
mishaps on the public image of transport systems itself, requires best possible level of
preparedness for prevention of such threats within Metro premises. Key components of such
preparatory and preventive action include:

 Encouraging and guiding passengers to be cautious themselves.

 An awareness program – appealing users to be on the alert and report any suspect
package.
 Well thought out crisis communication to prevent misinformation, confusion, panic
and shock.
 Clear procedures and systems of communications need to be established for
emergencies and regularly tested, in order to ensure a working communication during
crisis situation.
 Frequent mock drills to test effectiveness of passenger evacuation systems including
the collaboration and response of passengers.
 Training all frontline staff to prevent dangerous situations and handle incidents.
 Once they have happened, act with courage, promptitude and alertness, reassuring
passengers and providing regular information for their guidance.

Terrorist attack may take place anywhere in the metro rail’s jurisdictions, however when it
takes place, on the right of way particularly underground section, at metro station and in
running trains it may have serious impact in terms of human distress and restoration of normal
operation. On receipt of information of any terrorist act on Metro Trains, stations or on the
Right of Way, OCC will take prompt action to get the entire metro network cleared of all
passengers.

15.6.3.1 Bomb Blast on Track:

There may be derailment of the train with large scale damage to the train and fixed
structures as well as injury to the passengers in the train. In case of derailment, the train will
immediately come to a stop.

Appropriate O&M procedures shall be in place to handle bomb threat or suspicion, bomb
detection and rescue operation and medical assistance in case bomb explosion takes place. A
coordinated effort along with bomb squad may be required to neutralise further threat and
for restoration to normal operation.

15.6.3.2 Release of Chemical Poisonous or biological gases in tunnels, trains or at stations

Whenever other terrorist activities described above produce loud noise, explosion, fire and
smoke, release of lethal or harmful gases works silently and can only be generally inferred
from-

 Unusual smell
 Passengers or employees complaining of Breathing problems- including
choking/fainting, Severe eye/Skin irritation and Vomiting etc.

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15.6.4 Appropriate O&M procedures and training of O&M staff

Appropriate O&M procedures and training of O&M staff shall be carried out to detect and act
to neutralise the effects of such attack. Passenger awareness measures shall be taken to help
them in case they are caught in such scenario and cooperate with O&M staff. Measures in
Case of Natural Calamities

Traction Power supply shall be switched off in a manner which does not shut down station
supplies unless it unsafe for occupants.

In the event of a significant earthquake, train should be stopped until earthquake is confirmed
subsided.

Passenger evacuation shall be done following appropriate operating procedures for such
scenario.

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 wellbeing 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.
Hot line telephone communication with state disaster management

15.8 Security measures in metro

15.8.1 Introduction

Metro Rail System has emerged as the most reliable mode of urban transportation system in
India. 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, high cost of infrastructure, its economic impacts to the society, being
the life line of city with high news value pose greater threat to its security. Security is a
relatively new challenge in the context of public transport. It addresses problems caused
intentionally and differs from safety which addresses problems caused accidentally. Security
problems or threats are caused by people whose actions aim to undermine or disturb the

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public transport system and/or to harm passengers or staff. These threats range from daily
operational security problems such as disorder, vandalism and terror threat.

The public transportation system is increasingly becoming important for urban areas to
prosper in the face of challenges such as reduction in congestion and pollution. Therefore,
security system for public transportation like metro rail plays an important role in helping the
system to become the preferred mode choice for commuters. Therefore, provision of an
excellent and reliable security system is a prerequisite for metro system for increasing its
market share. Metro railway administration must ensure that security model keep pace with
the rapid expansion of the metro and changing security scenario.

15.8.2 Three pillars of security

Security means protection of human, intellectual assets and infrastructure either from
criminal interference, destruction by terrorists or criminals or incidental to technological
failures or natural hazardous events. Three important pillars of security are as follows:

 The Human factor;

 Procedures;
 Technology;

Staff interaction with passengers create a sense of re-assurance which cannot fully be
achieved by technology. For human factor to be more effective, staff must be qualified,
trained, well equipped and motivated. The staff members should be skilful, trained, drilled
and experienced. 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 tested in advance. There are number of
technologies which can be used to enhance security e.g. surveillance systems. The objectives
of the security systems differ i.e., detection of the plan before an attack, deny the access for
carrying out an attack and mitigation measures after an attack.

15.8.3 Different phases of security

There are three different phases associated with the security system in metro. These phases
are as under:

 Prevention

These are the measures which can prevent a security breach from taking place. These can be
identified by conducting risk assessment and gathering intelligence. Prevention begins with
the daily operational security problems. Care must be given in controlling unused, damaged
properties which could otherwise prove to be a breeding ground for more serious crimes.

 Preparedness

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Plans must be prepared to respond to incidents and to mitigate the impacts. Staff must be
accordingly trained to carry out the exercises. The results of the risk assessment will give basis
for such plans.

 Recovery

Urban transport system should have laid down procedures/instructions for quick recovery of
normal service after an incident. Financial health is important for the recovery 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.

15.8.4 Responsibilities and partnerships

The responsibility of the Security lies with the state. Security in public requires clear
governance. Responsibility should be clearly defined. In the present scenario, this is the
responsibility of the State Government to ensure secured travel in Pune Metro.

15.8.5 Proposed provisions for security system

For providing an efficient security system in metro station areas the following provisions are
suggested:

 CCTV coverage of all metro stations with 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.
 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.
 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.
 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.
 Bomb Detection Equipment’s with modified vehicle as per requirement of security
agency.
 Bomb Blanket at least one per station and depot.
 Wireless sets (Static and Handheld) as per requirement of security agency.
 Dragon light at least one per metro station
 Mobile phones, land lines and EPBX phone connections for senior security officers and
control room etc.
 Dog Squads (Sniffer Dog), at least one dog for 4 metro stations. Dog Kennels along with
provision for dog handlers and MI room will also be provided by metro train depot
administration including land at suitable places line wise.
 Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate of metro
train depot administration.

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 Bullet proof jackets and helmets for Quick Response Team (QRTs) and riot control
equipment’s 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.
 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 & office
and one steel top table with two chairs for checking point.
 Ladies frisking booth - 1 per security check point (AFC) Wooden Ramp - 1 per DFMD for
security check points.
 Wall mounted/ pedestal fan at security check point, ladies frisking booth and bullet
proof morcha, as per requirement.
 Physical barriers for anti-scaling at Ramp area, low height of viaduct by providing iron
grill of appropriate height & design/concertina wire.
 Adequate number of ropes. Queue managers, cordoning tapes, dragon search lights for
contingency.
 Iron grill at station entrance staircases, proper segregation of paid and unpaid areas by
providing appropriate design grills etc.
Proper design of emergency staircase and fireman entry to prevent unauthorized entry.

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16. DETAILED PROJECT COST ESTIMATE

Introduction
16.1.1 Preliminary cost estimates of Pune MRT have been prepared covering civil, electrical,
signalling and telecommunications works, rolling stock, etc. at July 2021 price level
and escalated @5% PA.

16.1.2 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 to
main line and maintenance depot related to alignment including traction power
supply, signalling, viaduct, ballastless track have been estimated at rate per route Km.
Cost of station structures, telecommunication 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, EIA, R&R etc. the costs are assessed
on the basis of each item, taken as an independent entity.

16.1.3 In order to arrive at realistic cost of various items, costs of the project have been
derived from similar executed project in similar scenario in India. Rates are also
adopted based on Report for Benchmarking for cost estimation of Metro Rail Projects
issued by MoHUA, GoI in February, 2019.

Capital Cost Estimate of Swargate - Katraj (July '21 Price Level)

Amount
S.
Item Unit Rate Quantity (in INR
No
Cr)
1 Alignment & Formation

1.1 Underground Section - Twin Tunnel R. Km. 210.00 5.01 1,052.10

1.2 Viaduct for Stabling Line/Depot R. Km. 41.81 0.9 37.63

Sub Total - Alignment & formation 1,089.73

Station Buildings including Architectural
2
Finishes, Lifts & Escalators
2.1 Station Building - Cut & Cover Each 190.00 3 570.00

2.2 E&M tunnel ventilation incl. Lifts & Escalators Each 56.50 3 169.51

2.3 Ventilation Shaft between Station 2 & Station 3 Each 50.00 1 50.00

Sub- total Station Building 789.51

3 Stabling Lines

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3.1 Civil works, OHE, Signaling, Telecom, etc., LS 11.72 1 11.72

Sub-total Depot 11.72

4 Permanent Way

4.1 Ballastless track for Main Line R.Km 7.46 5.464 40.75

4.2 Ballastless track for Depot/Stabling Line T.Km 7.46 0.9 6.71
Sub-total Permanent Way 47.47
Traction & power supply incl. OHE, ASS etc.
5
Excl. lifts & Escalators
5.1 Underground Section R. Km. 13.00 5.464 71.01

5.2 HT Cabling 132 KV - Single core KM 1.69 15 25.42

5.3 RSS Each 50.85 1 50.85

Sub-total Traction and Power Supply 147.28

6 Signalling and Telecom

6.1 Signalling

a Main Line R.Km 4.97 5.46 27.17

b On Board Equipment Per train 1.92 14.00 26.90

Sub-total Signalling 54.06

6.2 Telecommunication
Per
a Station 5.09 3.00 15.26
station
Sub-total Telecom 15.26

7 Enviornment Cost

7.1 Environmental Cost 3.32

Sub-total Enviornment 3.32

8 Misc. utilities etc

8.1 Civil works R. Km. 3.39 5.464 18.52

8.2 Electrical Works R. Km. 3.39 5.464 18.52

Sub-total Misc 37.05

9 Security
Per
9.1 Civil works 0.42 3.00 1.25
Station
Sub-total Security 1.25
Per
10 AFC 3.96 0.00 0.00
Station
Sub-total AFC 0.00
Per
11 Platform Screen Doors (PSD) 3.39 3.00 10.17
Station

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Per
12 Multimodal Integration and Last mile connectivity 3.39 3.00 10.17
station
Per
13 Rolling Stock 9.04 18.00 162.73
coach
Total Cost at July '21 price level (Excluding Land, R&R, General Charges,
14 2379.72
Contingencies, Central & State Taxes)
15 General Charges @ 5% 118.99

16 Contingencies @ 3 % on Sr. No.14 i.e. on basic cost 71.39

2570.10
Total Cost at July '21 price levels incl. General Charges and Contingencies
17
(Excluding Land, R&R, Central & State Taxes)

18 Central and State Taxes @ July '21 Price Level 376.96

2947.05
Total Cost incl. General Charges, Contingencies, Central and state Taxes @
19
July '21 Price Levels (Excl. Land and R&R)
111.30
20 Land

21 R&R 45.52

Total Cost incl. General Charges, Contingencies, Central and state Taxes @
22 3103.87
July '21 Price Levels (Incl. Land and R&R)

23 Escalation at 5 % per annum on the above (S. No: 22) 512.44

24 Total Completion Cost incl. Land and R&R Costs 3616.31

25 Interest During Construction (IDC) 30.29

26 Total Completion cost including IDC 3646.60

27 PPP component (AFC) incl. escalation & taxes 17.26

28 Total Completion Cost 3663.86

Note: July ’21 Price Level is considered and the prices are escalated till the completion period
to arrive at the completion cost.

16.2 Civil Engineering Works

16.2.1 Land

i) Land requirements have been kept to the barest minimum & worked out on area basis.
For underground alignment, no land acquisition is proposed, except small areas for
locating entry/exit structures, traffic integration, station box etc. at stations. For Each
station, temporary land acquisition is required for the purpose of construction using
cut and cover method.
ii) Total land requirement has been worked out to 2.63 Ha, which comprises 1.94 Ha of
private and government land for main alignment and station locations, 0.29 Ha of
defence land shall be acquired for stabling lines proposed in Nigdi and additional
government owned land of 0.4 Ha shall also be needed for RSS proposal.
iii) Cost of land has been worked out based on the rates published by department of
registration and stamps, Government of Maharashtra. For private land and structures,
the cost of acquisition is taken as 2 times the published rates.

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iv) The total cost of land acquisition for Swargate to Katraj alignment works out to INR
111.30 Cr.

16.2.2 Alignment

Alignment has been proposed to be completely underground, proposed to be constructed

using TBM. Cost of twin tunnel is taken as 210 Cr./km.

16.2.3 Station Building

The cost includes general services at the stations but excludes the cost of tunnel, lifts &
escalators, which have been considered separately under, respective items. The cost of
stations has been worked out based on the basis of earlier constructed stations in same rock
starta like Mumbai Metro Line 3 and the same was discussed for ongoing stations in Pune
Metro Phase 1. Out of 3 stations proposed, 2 are located under the ROW. During construction
full traffic decking will be required. Secant pile will also add on to the extra cost on outside
wall to retain Earth. Thus, average cost of each station is taken as 190 Cr.

16.2.4 Permanent Way

For underground stations, ballastless track has been planned. Rates are adopted based on
Report for Benchmarking for cost estimation of Metro Rail Projects issued by MoHUA, GoI in
February 2019.

16.3 Utility Diversion

The provision of utility diversion has been taken as 6 Cr. per running km as per ministry
guidelines, 2019 for the alignment length.

16.4 Environmental Impact Assessment

Cost provision for environmental impacts has been made to cover various protection works,
additional compensatory measures, compensation for loss of 14614 trees, compensatory
afforestation and fencing, monitoring of water quality, air/noise pollution during construction,
establishment of Environmental Division. The total cost works out to 3.32 Cr.

16.5 Rehabilitation and Resettlement

Private structure:

Efforts has been made to keep the acquisition of private land to the minimum. Provision
towards compensation of rehabilitation of properties on private land, likely to be affected has
been assessed after site inspection. Total of 52 structures will be affected.

14 Approximatey, 146 no. of trees will be impacted due to the project. However, this is a preliminary
assessment. Detailed assessment shall be done at later stages.

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R&R assistance has been worked out including annuity allowance, loosing primary source of
income, substance assistance for displaced family, transportation cost and resettlement
allowance. Administrative and other cost for implementation of RAP is also considered.
Provision amount based on compensation rates works out to ~27.61 Cr.

BRT along the alignment:

With regard to the first point, cost of breaking and restoration of the BRT has been considered
@2.4 Cr/km duly escalated from 2Cr./km, which was the rate for breaking Delhi BRTS in 2016.
Breaking of BRT corridor of 5.8km from Moolchand to Ambedkar Nagar cost ~12 Cr.
Table 140 : Basis of BRT dismantling cost
Corridor Length Cost of Breaking Per km Cost of Per km Cost of
@FY 15 price breaking @ FY 15 breaking @ July 21
levels price levels price levels
Delhi BRT
(Moolchand to 5.8km ~12 Cr ~2Cr/km 2.4 Cr/km
Ambedkar Nagar)

Cost of construction of BRT is taken as 20 Cr. per running km based on 12 th Five Year Plan and
First-hand interactions with PMPML. The total cost of dismantling and restoration works out
to Rs 17.91 Cr. for affected length of ~0.8 km.

16.6 Traction and Power supply

Provisions have been made to cover the following sub heads, some of which is existing from
Phase 1:

 ROCS
 Auxiliary sub-stations (ASS) are envisaged to be provided at each station (1 ASS for
Underground station) for stepping down 33 kV supply to 415 V for auxiliary
applications.
 25kV switchgear along the line.
 SCADA augmentation
 Miscellaneous items e.g. Illumination, lifting, T&P and C&M for traction part etc.
 RSS proposed near Swargate station.

The rate has been worked out in line with benchmarking of cost issued by GOI, 2019.

HT cabling cost has been considered based on actual length of 15km (2.5km X 6runs) @ Rs
1.69 Cr. Per km and GIS type RSS is considered based on the cost Benchmarking issued by
MOHUA, 2019.

16.7 Rolling Stock

The rate has been worked out in line with benchmarking of cost issued by GOI, 2019.

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16.8 Depot
Elevated Stabling lines have been proposed near Nigdi station of corridor 1A. Total cost of
which works out to Rs 11.72 Cr without land. Cost of land acquisition out to Rs 5.43 Cr.

16.9 Taxes and Duties

The details of taxes and duties are detailed as below,

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TAXES & DUTIES

Taxes and Duties

Importe Indigenou
Total
S. d s Basic IGST IGST
Description cost Total GST Total GST
No Material Materials Custom (CGST (SGST Total Customs
(Cr.) CGST (Cr.) SGST (Cr.) (CGST & (Taxes &
s (%) (%) s Duty portion portion Duty (Cr.)
SGST) (Cr.) Duties) (Cr.)
(Cr.) ) (Cr.) ) (Cr.)
Alignment &
1
Formation
Underground
1,052.1
1.1 Section - Twin 20 80 10.84 19.91 19.91 50.66 50.50 50.50 101.00 151.66
0
Tunnel
Viaduct for
1.2 Stabling 37.63 10 90 0.19 0.36 0.36 0.91 2.03 2.03 4.06 4.97
Line/Depot
Station Buildings
including
2 Architectural
Finishes, Lifts &
Escalators
Station Building -
2.1 570.00 20 80 5.87 10.79 10.79 27.45 27.36 27.36 54.72 82.17
Cut & Cover
E&M tunnel
2.2 ventilation incl. 169.51 40 60 3.49 6.42 6.42 16.33 6.10 6.10 12.20 28.53
Lifts & Escalators
Ventilation Shaft
2.3 between Station 2 50.00 20 80 0.52 0.95 0.95 2.41 2.40 2.40 4.80 7.21
& Station 3
3 Stabling Lines
Civil works, OHE,
3.1 Signaling, 11.72 10 90 0.06 0.11 0.11 0.28 0.63 0.63 1.27 1.55
Telecom, etc.,
4 Permanent Way

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Ballastless track
4.1 40.75 20 80 0.42 0.77 0.77 1.96 1.96 1.96 3.91 5.87
for Main Line
Ballastless track
4.2 for Depot/Stabling 6.71 20 80 0.07 0.13 0.13 0.32 0.32 0.32 0.64 0.97
Line
Traction & power
supply incl. OHE,
5
ASS etc. Excl. lifts
& Escalators
Underground
5.1 71.01 40 60 1.46 2.69 2.69 6.84 2.56 2.56 5.11 11.95
Section
HT Cabling 132
5.2 25.42 40 60 0.52 0.96 0.96 2.45 0.92 0.92 1.83 4.28
KV - Single core
5.3 RSS 50.85 40 60 1.05 1.92 1.92 4.90 1.83 1.83 3.66 8.56
Signalling and
6
Telecom
6.1 Signalling
Main Line
a 27.17 50 50 0.70 1.29 1.29 3.27 0.82 0.82 1.63 4.90
including OCC
On Board
b 26.90 50 50 0.69 1.27 1.27 3.24 0.81 0.81 1.61 4.85
Equipment
Telecommunicatio
6.2
n
a Station 15.26 50 50 0.39 0.72 0.72 1.84 0.46 0.46 0.92 2.75
Enviornment & R
7 & R incl. Hutments
etc.
Environmental
7.1 3.32 0 100 0.00 0.00 0.00 0.00 0.20 0.20 0.40 0.40
Cost
8 Misc. utilities etc

8.1 Civil works 18.52 0 100 0.00 0.00 0.00 0.00 1.11 1.11 2.22 2.22

8.2 Electrical Works 18.52 0 100 0.00 0.00 0.00 0.00 1.11 1.11 2.22 2.22

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Platform Screen
9 10.17 40 60 0.21 0.38 0.38 0.98 0.37 0.37 0.73 1.71
Doors (PSD)
10 Security
10.
Civil works 1.25 0 100 0.00 0.00 0.00 0.00 0.08 0.08 0.15 0.15
1
Multimodal
Integration and
11 10.17 0 100 0.00 0.00 0.00 0.00 0.61 0.61 1.22 1.22
Last mile
connectivity
12 Rolling Stock 162.73 40 60 3.35 6.16 6.16 15.67 5.86 5.86 11.72 27.39

13 General Charges 118.99 0 100 0.00 0.00 0.00 0.00 10.71 10.71 21.42 21.42
2,498.7
TOTAL 29.84 54.83 54.83 139.50 118.73 118.73 237.46 376.96
0

Total Central GST & Basic Custom Duty 203.40

Total State GST 173.56
Total Taxes & Duties 376.96
Total Taxes & Duties (incl. Escalation) 440.32

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COMPONENT WISE ESCALATION FOR SWARGATE - KATRAJ EXTN. LINE (RS. IN CRORE)

Cost at July '21 Price Level Completion Cost

Land Distribution
Cost Distribution

Compone
nt Cost Completion
Escalati Central State
incl. GC Cost incl. GC
Yr Year on Taxes Taxes Land Total
and Central State Land and and
Total Cost Factor with with and Completi
contingen Taxes Taxes R&R contingency
escalati escalat R&R on Cost
cy without without Taxes,
on ion
Taxes, Land, R&R
Land, R&R
2021-22 1.000
Y1 2022-23 10.0% 20% 257.01 20.34 17.36 31.36 326.07 1.050 269.86 21.36 18.22 32.93 342.37
Y2 2023-24 20.0% 50% 514.02 40.68 34.71 78.41 667.82 1.103 566.71 44.85 38.27 86.45 736.27
Y3 2024-25 30.0% 30% 771.03 61.02 52.07 47.05 931.16 1.158 892.56 70.64 60.27 54.46 1077.94
Y4 2025-26 25.0% 642.52 50.85 43.39 736.76 1.216 780.99 61.81 52.74 0.00 895.54
Y5 2026-27 15.0% 385.51 30.51 26.03 442.06 1.276 492.02 38.94 33.23 0.00 564.19
Tota 100% 2570.10 203.40 173.56 156.82 3103.87 3002.15 237.59 202.74 173.84 3616.31
l

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17. TRANSIT ORIENTED DEVELOPMENT PLAN

17.1 TRANSIT ORIENTED DEVELOPMENT
Transit Oriented Development is essentially development, macro or micro that is focused
around a transit node and facilitates complete ease of access to the transit facility
thereby inducing people to prefer to walk and use public transportation over personal
modes of transport. It could be located within a quarter- to half-mile radius of a transit
station that offers a mix of housing, offices, shopping, and transportation choices within
a neighbourhood or business district. The primary goals of TOD are to:

1. Reduce/discourage private vehicle dependency and induce public transport use –

through design, policy measures & enforcement.
2. Provide easy public transport access to the maximum number of people within
walking distance /through densification and enhanced connectivity.

The above goals can be addressed by two steps. Firstly, by getting more people close to
the station, which can be done through densification and modifying mix of uses around
the station. Following this, second step would be to facilitate the existing and proposed
population to access the stations by addition and improvement of transport
infrastructure. To achieve this paradigm shift, TODs offer attractive alternatives to the
use of personal modes – pleasurable walking experiences, very easily accessible and
comfortable mass transportation with easy, convenient and comfortable intermodal
transfers for last mile connectivity and other low cost, comfortable, non- motorized
transportation options. Figure below shows some of the transit-oriented development
facilities.

Figure 105. Figure 109 : Transit Oriented Development Facilities - Pedestrian Crossing, Segregated Lanes,
Lane Markings, Bike Lanes
Source: The NACTO Urban Street Design Guide

17.1.1 TOD - OBJECTIVES

 Increase ‘location efficiency’ to provide multi-modal transportation

 Boost transit ridership and minimize vehicular traffic.
 Provide a rich mix of housing, shopping, and transportation choices.
 Generate revenue for the public and private sectors.
 Provide value for both new and existing residents.
 Pedestrian and NMT friendly environment

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 Manage parking, bus and vehicular traffic, parking for PT/IPT and NMT modes has
been prioritized at-grade and on-street, within the station vicinity area.
 Design for pedestrian safety, comfort and convenience on all street’s
connectivity.
 Design infrastructure to ensure rapid and comfortable transfers.

17.2 National TOD Policy

17.2.1 Elements of TOD Policy
 The “TOD influence zones” shall be plotted at each Station area level by drawing
the travel distance from the Centre of the Station in following manner:
Intense TOD Zone - 300m buffer from transit stop/ station
Standard TOD Zone – 800m buffer from transit stop/ station
 The types of planned and unplanned development within the Zone 1 Standard
TOD and Zone 2 Intense TOD influence zones may be categorized into three
broad categories: Redevelopment, Greenfield and brownfield development.
 Redevelopment/ Infill: Infill Sites are empty sites within Existing Urban Area
which may have opened for development.
Redevelopment sites could be any of the following:
i. Low density areas with gross density less than 250 du/ha
ii. Shopping/ Commercial centres
iii. Industrial areas/ clusters
iv. Resettlement Colonies
v. Unauthorized colonies
vi. Urban Villages
vii. JJ clusters
 Redevelopment projects with FAR above 1.5 to be located only within Intense
TOD zone. For commercial development, at least 50% of total street frontage
length to be active frontage.
 FAR below 3 is not desirable (Within 800m influence zone)
 Non-Permissible Uses for all new projects within TOD Intense Zone as per above
policy:
i. Car-sales showrooms
ii. Banquet halls
iii. Automobile-repair/ services/ vehicular servicing shops
iv. LPG Godowns
v. Electric Substation 220 KV (Check Buffer requirement/restriction)
vi. Bus Depot (permitted only if clubbed with terminal and in the form
of mixed-use development site)
vii. Cremation ground
viii. Stand-alone Multi Level Parking without on-site mixed use.
ix. Open ground parking lot (if provided shall be counted as FAR
consumption)
x. Any trade or activity involving any kind of obnoxious, hazardous,
inflammable, non-compatible and polluting substance or process shall
not be permitted.

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17.3 Need of Detailed TOD Study

TOD proposal will increase the accessibility of the transit stations by creating pedestrian
and Non-Motorised Transport (NMT) friendly infrastructure that benefits large number
of people, thereby increasing the ridership of the transit facility and improving the
economic and financial viability of the system. The transit corridor will have mixed land-
use, where the transit stations are either origin (housing) or destination (work), the
corridor experiencing peak hour traffic in both directions would optimize the use of the
transit system.

To make the Transit system successful and to absorb the development potential created due
to transit system, pre-requisite is for the population to shift from private mode of travel to
the mass transit. Such condition can be satisfied if more population and trip attracting
activities are concentrated in the vicinity of transit line. Thus, by bringing people close to the
transit system, they are facilitated to shift to public mode of travel. Such development can
be encouraged by proposing high density residential, commercial and mixed-use
development close to the transit system. Thus, by integrating land use and transport
planning, planned sustainable urban growth centres can be promoted, having walkable
and liveable communes with high density mixed land-use.

Along with this, TOD creates additional value to land, property and businesses, with
better accessibility and more efficient use of land with higher density, leading to
agglomeration benefits. VCF mechanisms gives opportunity to capture the value of these
benefits from the beneficiaries. In TOD influence area, premium levy can be charged on
incremental FAR proposed. Thus, this amount shall be used to fund Metro. Thus, in order
to identify TOD potential in the study area, station wise detailed assessment is done. For
easy execution of the TOD proposal, provision of legislative proposal shall be made in
the implementation plan.

17.1 TOD Proposal for Pune Metro Corridor 2A: Swargate to Katraj

17.1.1 Integrating Land use and Transportation and Using Land as a resource: Approach
for TOD Implementation

17.1.1.1 Influence area demarcation

The area in the immediate vicinity of the transit station or transit line, i.e. within a walking
distance, having high density compact development with mixed land use to support all basic
needs of the residents is called the influence zone of a transit station/ corridor. Influence
zone is established along the transit corridor. It has been identified as a delineated zone
(around 500m) on either side of the transit corridor within 10 - 12 minutes walking distance.
This area of influence is demarcated as planning area for TOD implementation.

17.1.1.2 Densification
Densification is promoted in the influence area by providing higher Floor Area Ratio (FAR)/ Floor
Space Index (FSI) and higher population & job density as compared to the area around and beyond
the influence areas. Density and FAR is not kept consistent across the influence area. To ensure
sustainable development, the minimum FAR proposed is 2 and maximum goes upto 4 , depending
on the accessibility of the locality. This will promote higher concentration of people within the

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walking distances of transit station, thereby increasing the ridership of the public transport and
resulting in increased fare revenue, pollution and congestion reduction.

17.1.1.3 Mixed use development

Mixed land use is stipulated for development/ redevelopment in the TOD zone as it would reduce
the need for travel by providing most of the activities such as shopping, entertainment and public
amenities. within the walking distance of the residents. It would also link origins and destinations,
i.e. residences with work places or activity nodes. This would ensure better utilization of transit
fleet by distributing loads in both directions, rather than creating unidirectional peak hour flows.
To promote such development, 200m buffer from the transit station is reserved for mix of high
grade commercial and Residential development, which will be used for mix of uses. Existing
commercial development within the influence zone of 200m are also permitted to be developed
with FAR 4. High grade Commercial development is proposed along the existing arterial road i.e.
Pune Satara Road, to minimise the requirement of Road Widening. Existing arterial road with
ROW of 51m can easily serve the high-density commercial development with FAR 3 to 4. This
commercial corridor will have an ‘active frontage’ which will provide for pedestrian safety. This
will satisfy the TOD principle which says, ‘At least 50% of total street frontage length needs to be
active frontage’. Following the commercial belt, high density residential development is
envisaged. Existing residential areas and areas under Public Semi-Public uses are left untouched.

17.1.2 Inventory (within 500 M either side) & Overall Activity Pattern
Land use distribution in the influence zone reflects that a small chunk of land i.e. is reserved
under industrial use, which comprises to be low density development. This 2.25% of
industrial land has potential for re-development under TOD principals as no rehabilitation
will be involved. Along with this, 0.38% of land is commercial land, which can be densified
with the provision of high FAR. Slum pockets present in the study areas can also be
redeveloped into high density residential development.

Land Use % breakup

Residential 54.12
Commercial 0.38
Industrial 2.25
PSP 7.41
Recreational Green 3.12
Forest 5.51
Water body 4.77
Utilities 1.55
Roads 20.88

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Figure 110 : Land use distribution of TOD zone

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17.1.3 Inventory (within 500m either side)

Inventory of land parcels with potential for redevelopment and densification has been
identified. Such parcels are mostly vacant land, Surplus government land, Bus Depots, Open
parking spaces and existing low-grade commercial spaces. Locations and areas of such spaces
are listed down along the identified corridor. As per the inventory, 10.7 million sqft of space
is identified with potential of densification, summary of which is given below:

Table 141 : summary of Potential land available for application of TOD Policy
Land Type Area (Mn sft)
Vacant Plot 2.26
Low Rise Commercial Development 1.37
slum Redevelopment 2.13
Industrial Redevelopment 1.25
Government Land 3.38

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17.1.4 Assessment of Development Potential

Higher FSI is promoted in the influence area, which is not consistent throughout the area. FAR
Proposed varies with plot size and width of access road. FAR is Proposed as per TOD guidelines
stipulated in DCR Rules of PMC, 2017, clause 24.8.3 (Exhibit 1 at the end of the chapter).

Maximum permissible FSI shall be determined by satisfaction of both the criteria’s i.e.
Minimum road width as well as plot area, as shown in the table below:
Plot area ROAD WIDTH
(sqm) Less than 9m to up 12m to up 18m to up 24m to up 30m and
9m to 12m to 18m to 24m to 30m above
Below Basic FSI 2 2 2 2 2
1000
1000 to Basic FSI 2 2.5 2.5 2.5 2.5
below
2000
2000 to Basic FSI 2 2.5 3 3 3
below3
3000 to Basic FSI 2 2.5 3 3.5 3.5
below
4000
4000 or Basic FSI 2 2.5 3 3.5 4
above

Existing commercial space (low grade), vacant plots, Parking areas/Bus Depots, Slums,
Industrial areas identified in the inventory are densified and thus development potential is
identified. Considering the proposal of high FAR (as per DCR Rules), total of 38.22 Million
Square Feet of high grade commercial and high dense residential potential can be achieved,
summary of which is given below
Table 142 : Summary of development potential in TOD influence zone
Vacant Slum Governme Industrial TOTAL
Plot Redevelopm nt Plot Redevelo (mn. Sft)
(mn. Sft) ent (mn. Sft) pment
(mn. Sft) (mn. Sft)
Station 1 (Near Market 4.52 7.11 7.91 3.90 23.44
Yard, Gultekdi)
Station 2 (Padamavati) 5.69 0.00 1.03 1.12 7.84
Station 3 (Near Katraj) 0.47 0.73 0.15 0.00 1.35
Market Yard 0.00 0.00 5.58 0.00 5.58
TOTAL 10.68 7.84 14.67 5.02 38.21

To ascertain mixed use development along with the required street network, the minimum
plot area in the influence zone is defined. In order to avail high FAR provision under TOD
Policy, smaller plot owners are assumed to amalgamate plots for development. Thus,
wherever required, smaller vacant plots are assumed to be amalgamated and will thus be
developed with potentially high FAR.

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In order to depict application of TOD Policy within the influence area along Metro corridor
from swargate to Katraj, redevelopment of industrial areas and slum redevelopment
proposals are made. Industrial area considered for redevelopment here are Parvati Industrial
area and Bibvewadi Industrial area. Following slum pockets are identified and proposed to be
redeveloped : Parvati Darshan slum, shiv Darshan Slum, Shelke Basti slum, Slum Near Central
Govt. Health Scheme, Sambhaaji Nagar Slum and anna Bhai Sathe jhopadpatti complex. Rest
vacant plots are proposed to be developed with high FAR as per TOD Norms.

Influence area is divided into 6 sites and thus redevelopment Proposal is given:

Site is divided into 6 sites and thus redevelopment Proposal is given:

17.1.4.1 Site 1 of 6
KEY MAP

Redevelopment of Ice Factory has potential to generate 1825646 sqft of commercial

developable space. Similarly, Redevelopment of existing low-grade commercial space of SBI
Bank has potential to generate 248705 sqft of commercial developable space. PMC Bus depot
and parking space of 476221.2 sqft shall be used to generate revenue in form of property
development of government land parcel. This land parcel shall be leased out to a private
developer on 50 Year lease and thus shall generate 213 Cr.

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17.1.4.2 Site 2 of 6
KEY MAP

Redevelopment of a low-grade commercial space shall generate 226816.14 sqft of commercial

developable space. Vacant Plot of 27733.82 sqft when developed with the proposed FAR of
2.5, shall generate 83201.45 sqft of residential developable space.

17.1.4.3 Site 3 of 6
KEY MAP

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Existing Industrial area are proposed to be converted to high grade commercial or residential
areas. Parvati Industrial area covers 811773 sqft of area. This conversion shall provide
3247094 sqft of developable space.

17.1.4.4 Site 4 of 6
KEY MAP

Bibvewadi Industrial area - I

Bibvewadi Industrial area - II

Redevelopment of Bibewadi Industrial area shall generate 656983 sqft of high grade
commercial or residential space. As abutting road has ROW 51m, FAR 4 can be proposed after
amalgamation of Plots.

17.1.4.5 Site 5 of 6

Redevelopment of buildings, the entitlement of rehabilitation of area of an existing tenement

is provided as per DCR Rules of PMC, 2017, clause 24.4. While redevelopment tenement size
provided shall be equal to the carpet area of existing tenement plus 35% thereof. This
additional carpet area will be dependent on plot size, as defined in the table below:
Area of Plot under Redevelopment Additional entitlement (as % of carpet
area of existing tenement)
Up to 4000sqm Nil
4000sqm to 2 Ha 155
2Ha to 5 Ha 25%
5Ha to 10 Ha 35%
Above 10Ha 45%

After rehabilitation of existing tenements, 3. 82 sqft of developable space can be

generated.

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KEY MAP

Redevelopment of slum pockets shall generate 3.819 sqft of developable space Under

17.1.4.6 Site 6 of 6
KEY MAP

Similarly, with Redevelopment of Sambhaji Nagar vasti, 144101 sqft of developable space shall
be generated.

Other vacant Plots generate 16.26 million sqft of developable potential as per prescribed
FSI.

Summary of development Potential of vacant space is given in the table below:

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Development KEY MAP

Sr. Ground Abutting Proposed Potential
No. Notes Coverage(Sqft) ROW DP FAR (sqft)
1 456411.6 60 4 1825646.4
2 64750.4579 15 2.5 161876.1
3 50736.0689 15 2.5 126840.2
Plot Area
4 4458.6315 22237.3864 15 2.5 55593.5
5 125171.451 15 2.5 312928.6
6 85760.4142 60 4 343041.7
7 40947.0822 60 3.5 143314.8
8 90726.5709 60 4 362906.3
Plot size to be
9 checked 27733.818 24 3 83201.5
Plot
10 amalgamation 89139.5415 15 2.5 222848.9
24874.9513 is
within TOD
Zone(More
11 than 50%) 493068.054 60 4 1972272.2
Plot size to be
12 checked 58068.8068 60 4 232275.2
Plot
amalgamation,
13 Garages etc 116258.163 20 3.5 406903.6
14 22630.0869 60 3 67890.3
Plot
15 amalgamation 68834.9898 18 3 206505.0
Plot
16 amalgamation 332634.261 18 3 997902.8
17 330479.202 60 4 1321916.8
18 84774.7305 20 3 254324.2
19 19138.1184 10 2 38276.2
20 28337.3908 10 2 56674.8
21 49277.7596 10 2 98555.5
22 Plot 16376.8347 10 2 32753.7
23 amalgamation 29127.3351 8 2 58254.7
24 39372.5594 12 2.5 98431.4
Plot
25 amalgamation 21765.9965 60 4 87064.0

26 18493.6342 60 4 73974.5

Summary of slum re-development Potential is summarised in the following table:

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Ground Basic Basic +Additional Development

Coverage Abutting Propose Tenement size Additional Tenement: Carpet Built-up area to be Potential (Million
(Sqft) ROW DP d FAR (sqft) Tenement Size area provided sqft)

Slum 1 (Parvati
Darshan Poorgrahst) 1003540 60 4 923256.7 35% 1246396.59 1780567 2.233

Slum 1 (Parvati
Darshan Poorgrahst) 229613.5 24 3.5 211244.5 15% 242931.135 347044.5 0.456

Slum 2 (Shivdarshan
Poorgrahst Vasahat) 74951.17 24 3.5 68955.1 15% 79298.3346 113283.3 0.149

Slum 2 (Shivdarshan
Poorgrahst Vasahat) 420467.9 24 3.5 386830.5 15% 444855.053 635507.2 0.836
Slum 3 (anna Bhai
Sathe) 72464.58 24 3.5 66667.4 15% 76667.528 109525 0.144

Slum 4 (Sambhaaji
Nagar Slum) 208589.4 24 3.5 191902.2 15% 220687.558 315267.9 0.4147
Slum (Near Central
Govt. Health
Scheme) 122226.7 15 2.5 112448.6 15% 129315.89 184737 0.120
TOTAL 4.3 55

Slum redevelopment shall provide 2.01 million sqft of potential for high grade commercial/ residential potential. Along with this, 1.96 million sqft of area is
provided for slum resettlement.

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Summary of slum re-development Potential is summarised in the table below:

% Deduction Effective
Abutting Proposed for amenities Development
Area(Sqft) ROW DP FAR Potential (sqft)
Parvati Industrial 25% 2435321
area 811773.6 60 4
Bibewadi 25% 492737.7
Industrial area 164245.9 60 4
Bibewadi 25% 840355
Industrial area- II 280118.3 60 4

Redevelopment of industrial land will provide 5.02 million sqft of potential for high grade
commercial/ residential potential. Industrial Plots are assumed to be amalgamated by an
external actor , and thus shall be developed as per TOD Policy.

17.1.4.7 Land Value Assessment & Revenue Potential

Evidence from around the world demonstrates that well-conceived infrastructure

investment generates benefits that exceed costs. This is a result of the indirect benefits
offered by the investment. In other words, large scale public infrastructure investment
leads to an increment in land and property valuation. Value capture refers to the
recovery of a share of this increment. The appreciation usually occurs due to regulatory
changes such as higher permissible densities and change in land use, investments in
public goods infrastructure that increases quality of housing, jobs access and
transportation, or social benefits and emergence of an important commercial, cultural,
institutional, or residential developments in the neighbourhood. Land/ property owners
in the proximity then become indirect beneficiaries of the appreciation in value without
any effort. This appreciation is also in business opportunities. Value Capture Financing
(VCF) is the mechanism of capturing the increment due to the appreciation in value. This
fee levied, wherein a share of increased property value is levied as a charge is called as
Premium levy.

TOD creates additional value to land, property and businesses, with better accessibility
and more efficient use of land with higher density, leading to agglomeration benefits.
VCF mechanisms gives opportunity to capture the value of these benefits from the
beneficiaries. In TOD influence area, premium levy can be charged on incremental FAR
provided. 50% of the value of incrementable developable space is charged as premium
levy. This revenue generated through premium charge will be deposited in a separate
amount by the municipality. This account will be ‘ Pune Infrastructure Development
Fund’. This amount will thus be used for developing new infrastructure. Thus, this
amount shall be used to fund Metro.

Total premium collection area is 12.011 Million sqft from vacant land and 3.64 mn sqft
from industrial redevelopment and 2.01 mn sqft from slum re-development. Case wise
summary of premium collection area is given below:

a. Vacant Lands

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Development Premium
Sr. Basic Proposed Incremental ASR Premium
Potential Potential
No. FAR FAR FAR (sqft) Levy (Cr)
(sqft) (sqft)
1 1.1 4 2.9 1825646.4 1323593.6 2432.2 161.0
2 1.1 2.5 1.4 161876.1 90650.6 2432.2 11.0
3 1.1 2.5 1.4 126840.2 71030.5 2432.2 8.6
4 1.1 2.5 1.4 55593.5 31132.3 2432.2 3.8
5 1.1 2.5 1.4 312928.6 175240.0 2432.2 21.3
6 1.1 4 2.9 343041.7 248705.2 2122.8 26.4
7 1.1 3.5 2.4 143314.8 98273.0 2122.8 10.4
8 1.5 4 2.5 362906.3 226816.4 3300.8 37.4
9 1.1 3 1.9 83201.5 52694.3 3300.8 8.7
10 1.1 2.5 1.4 222848.9 124795.4 3494.1 21.8
11 1.1 4 2.9 1972272.2 1429897.4 2432.2 173.9
12 1.1 4 2.9 232275.2 168399.5 1881.3 15.8
13 1.1 3.5 2.4 406903.6 279019.6 3152.2 44.0
14 1.1 3 1.9 67890.3 42997.2 3152.2 6.8
15 1.1 3 1.9 206505.0 130786.5 3279.5 21.4
16 1.1 3 1.9 997902.8 632005.1 2378.3 75.2
17 1.1 4 2.9 1321916.8 958389.7 3279.5 157.2
18 1.5 3 1.5 254324.2 127162.1 3279.5 20.9
19 1.1 2 0.9 38276.2 17224.3 2378.3 2.0
20 1.1 2 0.9 56674.8 25503.7 2378.3 3.0
21 1.1 2 0.9 98555.5 44350.0 2378.3 5.3
22 1.1 2 0.9 32753.7 14739.2 2378.3 1.8
23 1.1 2 0.9 58254.7 26214.6 2378.3 3.1
24 1.1 2.5 1.4 98431.4 55121.6 2378.3 6.6
25 1.5 4 2.5 87064.0 54415.0 2941.3 8.0
26 1.1 4 2.9 73974.5 53631.5 2941.3 7.9
Total 1621.3

Application of TOD Policy on vacant plots shall generate Rs. 1621.3 Crore as Premium
levy.

a. Industrial Area
Potential (sqft)

Premium Levy
Proposed FAR

Development

reserved for
Incremental

Amenities

ASR (sqft)
Basic FAR

Premium
Potential
Effective
% Area
FAR

(cr)

Parvati
4 1.1 2.9 3247094 25% 1765608 2613.3 230.708
Industrial area
Bibvewadi
4 1.1 2.9 656983.6 25% 357234.8 2667.2 47.641
Industrial area
Bibvewadi
Industrial 4 1.1 2.9 1120473 25% 609257.3 2667.2 81.252
area-II
TOTAL 359.601

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Application of TOD Policy through redevelopment of industrial areas shall generate Rs. 359.601 Crore as
Premium levy.

b. Slum Redevelopment

area to be
Developm

developer

ASR (sqft)
Basic FAR

Proposed

Premium

Premium
Potential

Potential
provided
Built-Up
(sqft)

from

Levy
FAR

ent
Slum 1 (Parvati Darshan 1.1 4 4014159.70 1780567 1129699.23 3494.087 197.36
Poorgrahst)
Slum 1 (Parvati Darshan 1.1 3.5 803647.42 347044.5 204028.04 3494.087 35.64
Poorgrahst)
Slum 2 (Shivdarshan 1.1 3.5 262329.08 113283.3 66599.47 3494.087 11.63
Poorgrahst Vasahat)
Slum 2 (Shivdarshan 1.1 3.5 1471637.70 635507.2 373615.77 3494.087 65.27
Poorgrahst Vasahat)
Slum 3 (anna Bhai Sathe) 1.1 3.5 253626.04 109525 64389.96 193.3342 0.62
Slum 4 (Shankar 1.1 3.5 730062.81 315267.9 185346.56 3494.087 32.38
Maharaj Vasahat)
Slum (Near Central Govt. 1.1 2.5 305566.85 184737 0 0
Health Scheme)
340.91

Slum redevelopment shall generate Rs 340.91 though premium levy.

Thus, Revenue from Premium Levy over the development period (30 Years) will be Rs 2321.805
Crore. Per year revenue generated will be Rs. 77 crores. This amount will be shared with Maha
Metro through Pune Infrastructure development fund. TOD revenue is expected to start from
at least 7 years after commencement of the Project. Thus, Revenue generated through TOD in
year FY 38 works out to 126.8 Cr. Per year premium earned by Maha Metro by application of
TOD Policy is summarized in the table given below:
Table 143 : Per year premium earned by Maha Metro

Escalation from price levels at 2018-2019 2.5%

Revenue from premium Levy
2037-38 127
2038-39 130
2039-40 133
2040-41 137
2041-42 140
2042-43 143
2043-44 147
2044-45 151
2045-46 155
2046-47 158
2047-48 162
2048-49 166

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Escalation from price levels at 2018-2019 2.5%

Revenue from premium Levy
2049-50 171
2050-51 383
2051-52 392
2052-53 402
2053-54 412
2054-55 422
2055-56 433
2056-57 444

17.1.5 PPP Potential

Property Development in Government Identified Land
One of the best ways to realize upfront revenues for the project is by giving the land to a
private developer on lease for 50 years. Property with clear title of land with government
under PMC has been proposed for the said development. The land area is approximately 51.73
acre. An FSI of 4, 3 and 3.5 is assumed for the proposed development, depending on the
accessibility of the plot.
Another property considered for property development is Market yard which lies under the
clear title of APMC. APMC runs one of the oldest wholesale markets in Pune. It comprises:
• Grain Market
• Vegetable and Flower Market
APMC has leased out plots on a 99-year lease to wholesale grain traders. However, the flower
and vegetable market present an opportunity for re-location. Thus, this 32 Acre of land has
been proposed for said development. An FSI of 4 is assumed for the proposed development,
due on the accessibility of the plot. Thus, in order to realise the upfront revenue for the
project, this parcel of land has been proposed to be leased out to a private developer on lease
for 50 years. The value of clear ownership of the Market yard works out to 507 Crores.
The full value of clear ownership of the PMC and APMC owned land works out to 812 Crores.
Table 144 : Land Value
Ground
Abutting Proposed Development Capital Lease Inflow
Coverage
ROW DP FAR Potential (sqft) (Cr)
(Sqft)
PMPML
B1 476221.2 60 4 1904885.0 173
Depot
Vacant
A2 Govt. 1414298 60 4 5657192 515
Land
A1 PMPML 44250.41 60 4 177001.7 16
Travel
F1 102365.9 60 4 409463.6 42
service
Vacant/
C1 121967.9 24 3.5 426887.7 45
PSP
D1 Parking/ 22600.16 20 3 67800.5 7

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Ground
Abutting Proposed Development Capital Lease Inflow
Coverage
ROW DP FAR Potential (sqft) (Cr)
(Sqft)
Travel
Service
E1 (Katraj) 37025.96 60 4 148103.9 14
TOTAL 812

Figure 106. Location of Government Land Parcels considered for Property development
Assumptions made for inflows from asset monetization are:
• Lease Rental in the Area = 40 INR/Sqft/ Month
• Cap Rate = 10%
• Construction Cost = Rs 3500/sqft

From an accounting treatment perspective, this is treated as other equity in the balance
sheet and not as Other Income. The other equity can be treated as deferred revenue year on
year. However, in this model, the other equity item is not phased out.

17.2 Impact Assessment of TOD Proposal

Population growth is bound to happen with TOD. Increases residential FAR implies
densification of the area. Average Population density proposed will be 180 PPH for areas
which are proposed to be developed with FAR 2 and 225 PPH for areas which are proposed
to be developed with FAR 2.5, 270 for areas which are proposed to be developed with FAR 3,
310 PPH for areas which are proposed to be developed with FAR 3.5 and 360 PPH for areas

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which are proposed to be developed with FAR 4. Thus, average Projected population after 30
years will be 69745 Persons. This Projected Population was then compared with the
population projected in the comprehensive mobility Plan of Pune, 2018. Pune average density
in 2011 is 30.4 DU/Ha and is projected to be 40.1 DU/Ha in 2031 and 51.3 DU/Ha in 2031 in
CMP. This density is thus projected to year 2051 through curve fitting method. Population
density thus came out to be 71.99 DU/Ha. Correlation factor for such curve is coming out to
be 0.99, depicting the reliability of the relation. This projected density is applicable for very
low-rise development with the basic FAR of 1. Population density is thus calculated for
proposed residential FAR 4, 3.5, 3, 2.5 and 2 each. Projected population in such a case will be
55943 persons. This population as per the methodology adopted in CMP is comparable 69745
persons as per methodology used in this report.

Demand for infrastructure will increase with this incremental population, thus cost of
development of the area will increase. Cost of development will comprise of two components
i.e. Infrastructure Provision and Road Widening, which are discussed in detail in next section.

17.3 Implementation Mechanism

Land use structure of the influence zone is proposed, wherein high-density residential
development and high-grade commercial development is encouraged. Industrial uses are
replaced with high grade commercial development / dense residential. Existing slums are
proposed to be redeveloped. For effective implementation of TOD Policy, Plots with good
accessibility are proposed to be developed with high FSI. Minimum ROW required to propose
incremental FSI is 9m. Plot size is also considered while proposing high FSI.

Apart from Road widening, Other utilities and infrastructure will also have to be proposed to
provide for increment population. In case of Industrial to Residential conversion, land must
be reserved for amenities and public services in order develop the plot with high FAR as per
DCPR Rule Clause M 6.4. Area will be reserved for public amenities based on plot size in
following manner:
Plot Size % Area Reserved
< 2Ha 5%
2-5Ha 20%
>5Ha 25%

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Figure 107. Proposed development pattern for TOD influence area over 30 years

Infrastructure cost is assumed to be Rs. 50INR/sqft of developable area proposed. Thus, total
cost for infrastructure provision shall be Rs 191 crore.

Thus, at the expense of Rs 191 Cr, Premium Levy over the development period (30 Years) of
Rs. 2321.8 crores shall be earned. Therefore, Share of Premium levy for the finance of Maha
metro shall be 97 Cr from the year of operation i.e. FY 2027-28.
Table 145 : Summary of TOD Proposal
Total Development Potential Available based on additional FSI 88.22 Million sft
Total Premium Amount to be collected (@FY 19 price levels) 2321.8 Cr.
TOD Implementation Cost (@FY 19 price levels) 191 Cr.
Net TOD Revenue (@FY 19 price levels) 2130.8 Cr.

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EXHIBIT 1 – TOD – Development Control Rules, Pune Municipal

Corporation, 2017

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18. FINANCIAL ANALYSIS AND NON-FARE BOX REVENUE

ASSESSMENT
18.1 Introduction
The chapter seeks to examine the financial viability of the proposal to add to the existing
metro network planned for Pune city. Based on the optimum routes discussed with Maha
Metro and covered in the previous chapters, the existing metro line is proposed to be
extended from PCMC to Nigdi on one end and Swargate to Katraj on the other. Chakan is an
industrial suburb of Pune – having emerged as a major automobile hub. A new line connecting
Chakan to Nashik Phata is also proposed.

This chapter evaluates the financial feasibility of this extended line from Swargate to Katraj.
The proposed extension would be constructed at an approximate cost of INR 3134.16 Crores
at July 2021 prices. This includes all central and state taxes. The total cost completion cost
(excl. PPP components) works out to INR 3,646.60Crores.
Table 146 : Project Cost Details
Sr. July ‘21 Price
Swargate to Katraj Corridor Compeltion Cost (INR Cr.)
No Level (INR Cr.)
Without Land, R&R and taxes
1 2600.39 3032.44
(Excl. PPP Comonent)
With Land, R&R and taxes (Excl.
2 3134.16 3,646.60
PPP Comonent)

Construction period start is assumed in November 2022 and period of construction is assumed
as 4.5 years. Start of operations is assumed April 2028.

The total investment of INR 3616.31 Crores (Total Project completion cost: Rs 3,646.60 Cr
minus IDC: Rs 30.29 Cr) is broken down by year is presented in the table below.

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Table 147 : Project Cost Phasing

(RS. IN CRORE)

Cost at July '21 Price Level Completion Cost

Land Distribution
Cost Distribution
Component Completion
Cost incl. GC Cost incl. GC Central State
and Land Escalatio and Taxes Taxes Land Total
Yr Year Central State Total
contingency and n Factor contingency with with and Completi
Taxes Taxes Cost
without R&R without escalatio escalatio R&R on Cost
Taxes, Land, Taxes, Land, n n
R&R R&R
2021-22 1.000
Y1 2022-23 10.0% 20% 257.01 20.34 17.36 31.36 326.07 1.050 269.86 21.36 18.22 32.93 342.37
Y2 2023-24 20.0% 50% 514.02 40.68 34.71 78.41 667.82 1.103 566.71 44.85 38.27 86.45 736.27
Y3 2024-25 30.0% 30% 771.03 61.02 52.07 47.05 931.16 1.158 892.56 70.64 60.27 54.46 1077.94
Y4 2025-26 25.0% 642.52 50.85 43.39 736.76 1.216 780.99 61.81 52.74 0.00 895.54
Y5 2026-27 15.0% 385.51 30.51 26.03 442.06 1.276 492.02 38.94 33.23 0.00 564.19
Total 100% 2570.10 203.40 173.56 156.82 3103.87 3002.15 237.59 202.74 173.84 3616.31

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18.1.1 Investment towards Rolling Stock

Total investment provided in the FIRR calculation towards requirement of additional rolling
stock duly escalated @ 5% per annum to cater increased ridership is placed in table as follows:

No.of cars – Nigdi Incremental

Financial Year Investment at escalated levels
Katraj Corridor Cars

FY 37 132 24 Rs 451.07 Cr
FY 47 150 18 Rs 551.06 Cr

18.1.2 O&M Costs

Energy Charges – Energy consumption figures for traction and auxiliary power over a 30-year
period has been detailed below
Traction Auxilliary
Description Value (year Value (year Value (year Value (year Units
2026-2027) 2056 - 2057) 2026-2027) 2056 - 2057)
Load 1.14 1.24 9.88 9.88 MVA
Energy usage million
6.78 7.35
(annual) 29.20 35.04 Units

Grid electricity charges are taken as 5.60 INR per KWH. 80% is assumed to be drawn from the
grid and 20% from solar as per RESCO model. Solar charges are taken as 4 INR/KWH.

18.1.3 Employee Costs

The O&M staff is assumed to be provided @ 32 persons per kilometre. As per the experience
of DMRC and BMRCL metros, the average annual salary of Rs. 7.77 lakh per annum is
considered. Further, the average salary is increased by 15% to account for the impact of Pay
commission. Thus, the average annual staff salary considered for Pune metro phase 2A
corridors is Rs. 8.94 Lakhs in the year 2018. The escalation factor used for staff costs is 7.5 %
per annum to provide for growth in salaries.

18.1.4 Maintenance Costs

Maintenance costs have been arrived at basis the table below. Escalation of 5% has been
assumed to arrive at 2023-24 costs.
Table 148 : Per unit cost of repairs and Maintenance of DMRC (2010 prices)
Unit Cost of Repairs and Maintainance of DMRC (2010 Prices)
2010 Prices
Maintenance Cost 1.45 Cr/ km/ year
Length of Main Alignment 5.464 Km

Summary of O & M expenditure is as follows:

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Table 149 : Year wise summary of Operation and Maintenance expenses

Financial Energy Expense Employee benefit expense O & M Expenditure
Year (Cr.) (Cr.) (Cr.)
FY 28 28 37 14
FY 29 29 40 14
FY 30 29 44 15
FY 31 30 48 16
FY 32 31 52 16
FY 33 31 57 17
FY 34 32 62 18
FY 35 33 68 19
FY 36 33 74 20
FY 37 34 80 21
FY 38 35 88 22
FY 39 36 95 23
FY 40 37 104 24
FY 41 38 113 26
FY 42 39 124 27
FY 43 41 135 28
FY 44 42 147 30
FY 45 43 160 31
FY 46 45 175 33
FY 47 46 190 34
FY 48 48 207 36
FY 49 49 226 38
FY 50 50 246 40
FY 51 51 269 42
FY 52 52 293 44
FY 53 53 319 46
FY 54 54 348 48
FY 55 55 379 51
FY 56 56 413 53
FY 57 57 450 56

Salvage value is considered as 0 for ease of calculation.

18.1.5 Replacement Cost

The replacement cost is 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 signalling and telecom and 25% of electrical works would require
replacement after 15 years.

18.2 Revenue
The revenue streams for the project are detailed as under:

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1.1 Fare Box Revenue

1.2 Non-Fare Box Revenue
1.2.1 Premium levy from property development along the development
corridor
1.2.2 Sharing of Cess on stamp duty with PMC
1.2.3 Property Development on available Government Land
1.2.4 Advertising Revenue
1.2.5 ATMs/ Kiosks on Stations

18.2.1 Fare Box Revenue

The incremental trips per day on the Nigdi Swargate corridor and the trip length distribution
is detailed in the following tables:
Table 150 : Projected Metro Ridership – Nigdi - Katraj

Year Without Extension (PCMC-Swargate) With Extension (Nigdi-Katraj)

2027 540000 668000
2037 677000 888000
2047 773000 1028000
2051 788000 1050000
2053 795000 1061000
2057 803000 1072000
Table 151 : Projected Metro Ridership – Nigdi - Swargate
Without Extension With Extension
Year (PCMC-Swargate) (Nigdi-Swargate)
2023 466000 495000
2031 613000 651000
2033 634000 677000
2041 720000 782000
2043 738000 802000
2051 788000 858000
2053 795000 867000
Table 152 : Average Trip length for incremental corridor
Without extension With Extension (Nigdi – Katraj)
Year
(Nigdi – Swargate)
2027 7.90 8.09
2037 8.11 8.35
2047 8.28 8.63
2057 8.39 8.83

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The fare box revenue has been calculated based on ridership in the full Nigdi-Katraj corridor,
subtracting the farebox from Nigdi-Swargate Corridor.

The fare structure has been taken in accordance with Government Resolution No.PMR-
3313/C.R.29/UD-7 and letter dated 29th October 2013 (refer Exhibit 1 at the end of chapter)
vide which sanction was accorded to Sanction to the revised proposal of Pimpri- Chinchwad
to Swargate and Vanaz to Ramwadi Metro Rail corridor of Pune Mahanagar Metro Rail Project.
The letter also accorded in principal sanction to implement commuter fares as tabulated
below as the Pune Mahanagar Metro Rail Project is proposed to be implemented under the
provisions of Metro Railway Act enacted by the Government of India. The fares at 2018-2019
prices are detailed in Table 153:
Table 153 : Fare structure
Sr. No. Distance in K.M. Fare (Rs.) @ 2018-2019 Prices
1 0-2 13
2 2-4 17
3 4-6 20
4 6-9 25
5 9-12 27
6 12-15 30
7 15-18 32
8 18-21 35
9 21-24 37
10 24-27 38
11 27-30 42
12 More than 30 K.M. 45

The average incremental trip length is between 7 to 9 kms for the corridor – Nigdi to Katraj.
Hence, the applicable fare slab is 6 to 9.

The above table is at 2019 price levels.

Table 154 : Fare structure Matrix
Fare as per table Fare @ start of project Fare Revision – FY
Distance (Km)
above 2027-28 30
6 to 9 25 46 53

18.2.2 Non-Fare Box Revenue

>90% of non-fare box revenue for the extension would come in the form of revenue support
from PMC – classified as Other Income in the Profit and Loss Statement. The IRR without non-
operational non fare box revenue i.e. TOD works out to 6.5 %. This would be realized with a
combination of:

 Share of premium levy on property development

 Share of cess on property registrations

The following section analyses and presents findings to make this practically realizable.

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18.2.2.1 Premium levy from property development along the development corridor

TOD policy envisages extensive development for a width of 500 meters on either side of the
transit corridor. This development potential has been analysed by an in-depth study of existing
land use of plots along development corridor. Post this, a rigorous methodology was followed
with a plot wise analysis to arrive at the true development potential of the development
corridor. An assessment of associated costs that will have to be borne by the municipality in
order to realize this development potential was also taken out. While this is covered in detail
in the application of TOD policy chapter given below is a summary of the methodology
followed:

 The area was divided into development zones based on distance from the station and
distance from the transit line
 The individual plot end use was assessed.
 The width of the access road to the plot was assessed.
 Based on the above criterion, FAR of 3/ 4/ 2.5 and residential/ commercial was
accorded to the individual plots.

We have fixed the premium on incremental FAR based on prevailing ASR rates. This additional
revenue from higher FSI is assumed to be realized over a 30-year period. The same is escalated
@2.5%.
Table 155 : Year wise share of Premium with Maha Metro
Revenue to Metro from Premium Levy with Max FAR 4
Year
(Rs. Cr)
FY 35 118
FY 36 121
FY 37 124
FY 38 127
FY 39 130
FY 40 133
FY 41 137
FY 42 140
FY 43 143
FY 44 147
FY 45 151
FY 46 155
FY 47 158
FY 48 162
FY 49 166
FY 50 171
FY 51 175
FY 52 179
FY 53 184
FY 54 188

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FY 55 193
FY 56 198
FY 57 203
FY 58 208
FY 59 213
FY 60 218
FY 61 224
FY 62 229
FY 63 235
FY 64 241

18.2.2.2 Sharing of Cess on stamp duty with PMC

FY 19 – 1% cess collection on stamp duty in PMC stood at 258 Crores. 25% share per year from
the same is proposed to be given as revenue support to the extension from Swargate to Katraj
over a 30-year period and assumed to be escalated at 2.5%.
Table 156 : Year wise share of cess on stamp duty with Maha Metro
Year Revenue to Metro from Cess on Stamp Duty (Rs. Cr)
FY 35 95.9
FY 36 98.3
FY 37 100.8
FY 38 103.3
FY 39 105.9
FY 40 108.5
FY 41 111.2
FY 42 114.0
FY 43 116.9
FY 44 119.8
FY 45 122.8
FY 46 125.9
FY 47 129.0
FY 48 132.2
FY 49 135.5
FY 50 138.9
FY 51 142.4
FY 52 146.0
FY 53 149.6
FY 54 153.3
FY 55 157.2
FY 56 161.1
FY 57 165.1
FY 58 169.3

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FY 59 173.5
FY 60 177.8
FY 61 182.3
FY 62 186.8
FY 63 191.5
FY 64 196.3

At FY 35 Price levels, the cess and Premium sharing with Maha Metro would translate into an
annual revenue grant of 213.7 Crores.

18.2.2.3 Property Development in Government Identified Land

Property with clear title of land with government under PMC has been proposed for the said
development. The total land area is approximately 39.32 acre. An FSI of 4 is assumed for the
proposed development.

One of the best ways to realize upfront revenues for the project is by giving the land to a
private developer on lease for 50 years. The full value of clear ownership of the land works
out to 1319 Crores.
Table 157 : Land value
Ground
Land Plots Coverage(Sft) Proposed FAR Capital Lease Inflow (Cr.)
PMPML Depot 476221 4 173
Vacant Govt. Land 1414298 4 515
PMPML 44250 4 16
Parking/Travel service 114366 4 42
Vacant/PSP 141968 3.5 45
Parking/Travel Service 24600 3 7
Govt. Land (Katraj) 38026 4 14
Market Yard 1393914 4 507
TOTAL 1319 Crore

This amount is expected to be realized in FY 28 when the metro becomes operational so that
the developer does not price the construction risk of the project into his quote and maximum
possible value is realized.

From an accounting treatment perspective, this is treated as other equity in the balance
sheet and not as Other Income. The other equity can be treated as deferred revenue year on
year. However, in this model, the other equity item is not phased out.

18.2.2.4 Advertising Revenues

The following sources of advertising revenues are evaluated in the said report:

Station boards – Based on typical station alignment - 120 Sqm of advertising space is identified
per station. Occupancy rate from start of operation has been identified as below with
occupancy rates remaining constant at 85% FY 37 onwards:

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Table 158 : Year wise occupancy rate of station boards on stations

2027 2028- 2029- 2030- 2031- 2032- 2033- 2034- 2035- 2036-
-28 29 30 31 32 33 34 35 36 37

50% 60% 60% 60% 60% 60% 70% 70% 80% 85%

Train Wrapping and In Train Advertising – From DMRC norms, only 10% of the trains are
wrapped. Based on the same, the number of trains with wrapping and in-train advertising has
been capped at 1 as only 8 incremental trains are proposed.

18.2.2.5 ATMs/ Kiosks on Stations

There are 3 stations along the alignment. From the typical layout of the station, space for 2
ATMs/ kiosks have been identified.

Lease rental of 40 INR/ square feet / month is currently assumed. Escalation in standard
commercial development of 15% every 3 years is incorporated as 5% per year. 85% occupancy
is targeted only from the 10th year of operation. The occupancy rate from start of project in
FY 28 is detailed below with occupancy rates remaining constant at 85% FY 37 onwards:
Table 159 :Year wise occupancy rate of ATM/Kiosk on stations
2027 2028- 2029- 2030- 2031- 2032- 2033- 2034- 2035- 2036-
-28 29 30 31 32 33 34 35 36 37

50% 60% 60% 60% 60% 60% 70% 70% 80% 85%

Table 160 : Summary of Non farebox revenue

(In INR Crore)
REVENUE NON-FARE BOX
OTHER INCOME (Cr.)
Revenue
Financial Inflow from Total Income
Fare Box Premium
Year Advertising, LBT share of (Cr.)
(Cr.) Levy on
train wrapping Registration
Development
etc (Cr.)
FY 28 167 6 173
FY 29 179 6 185
FY 30 228 6 234
FY 31 235 6 241
FY 32 296 6 302
FY 33 310 6 316
FY 34 390 6 396
FY 35 396 6 118 96 616
FY 36 491 6 121 98 716
FY 37 511 6 124 101 742
FY 38 631 6 127 103 867
FY 39 626 6 130 106 868

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REVENUE NON-FARE BOX

OTHER INCOME (Cr.)
Revenue
Financial Inflow from Total Income
Fare Box Premium
Year Advertising, LBT share of (Cr.)
(Cr.) Levy on
train wrapping Registration
Development
etc (Cr.)
FY 40 757 6 133 109 1005
FY 41 769 6 137 111 1023
FY 42 924 6 140 114 1184
FY 43 919 6 143 117 1185
FY 44 1110 6 147 120 1383
FY 45 1132 6 151 123 1412
FY 46 1360 7 155 126 1648
FY 47 1359 7 158 129 1653
FY 48 1626 7 162 132 1927
FY 49 1637 7 166 136 1946
FY 50 1930 7 171 139 2247
FY 51 1910 7 383 312 2612
FY 52 2247 7 392 319 2965
FY 53 2263 7 402 327 2999
FY 54 2657 7 412 336 3412
FY 55 2626 7 422 344 3399
FY 56 3074 7 433 353 3867
FY 57 3083 7 444 361 3895

18.3 Financial Internal Rate of Return

The financial internal rate of return at completion cost basis with farebox and non-fare box
revenue with additional revenue sources (Other Income) from improved FSI along the
development corridor (TOD) and cess from stamp duty works out to 14.45 %.

The profit and loss statement and cash flow statement are attached in the exhibit at the end
of chapter.

Additionally, there is a monetary grant from PMC generated by granting a 50-year capital lease
on PMC owned land. From an accounting treatment perspective, monetary grant is treated as
other equity in the balance sheet and not as Other Income. The other equity can be treated
as deferred revenue year on year and phased out from the balance sheet. However, in this
model, the other equity item is not phased out.

Also, Salvage value is considered as zero for ease of calculation

18.4 FIRR Sensitivity

While calculating impact of FIRR with various Capex scenarios, revised depreciation
calculations and tax impact have not been affected due to small effect.

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Table 161 : Capital Cost sensitivity analysis

Capital cost sensitivity
10% increase in 20% increase in 10% decrease in 20% decrease in
capital cost capital cost capital cost capital cost
13.46% 12.60% 15.61% 17.01%
O & M Cost
10% increase in O & M Cost 10% decrease in O & M Cost
14.25% 14.64%
Property Development
With PD Without PD
14.45% 12.25%

18.5 Funding Options

18.5.1 Funding Objectives

The objective of the exercise is not just financial closure but to achieve financial closure while
ensuring availability of lowest cost of funds while procuring and creating sustainable systems
to achieve optimal project costs. It, being a public utility service, analysis of life cycle costs –
low maintenance cost and longer life spans; must be done to ensure optimal project costs.
Fares must be set which minimize dependence on subsidies. Returns must accrue to both
direct and indirect beneficiaries. Additionally, one must draw on experience of metro projects
the world over with regard to funding patterns. Experience from successful metro projects
Singapore, Hong Kong suggests between 60% to 100% government capital contribution as
metro projects typically yield high economic benefits reflected in the substantially better
economic IRRs of the project.

Hong Kong has one of the highest non fare box revenue collections in the world at 37% and
yet 66% of the capital contribution comes from the government. This underlines the fact
that government funding is required despite exploring non fare box revenue sources well.

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18.6 Financing Options

The operational metro services in India have adopted a similar capital structure. This DMRC/
BMRC/ CMRL pattern of financing is discussed in detail below. Another method of financing is
through a public private partnership. However, PPP mode will present several challenges the
most major being:

 Access to low cost fund – 0.6% interest rate from multilateral funding agencies.
 Mode of sharing of monetary and non-monetary grants by PMC will have the lowest
cost in case the asset is owned by a GoI and state controlled SPV structure
 This is an extension of an existing asset. The rolling stock however being added is for
the entire section and not just the extended portion. Therefore, there will be sharing
of both capital revenue which will prove challenging of the extended portion is hived
off to a private party.

18.6.1 DMRC/BMRC/CMRL pattern of Financing

A special purpose vehicle is set up for project implementation and subsequent operation and
maintenance. Equity contributions are made by:

Government of India
State Government
Pune Municipal Corporation

Typically, Government of India makes up to 20% equity contributions at the maximum. The
project cost taken for equity contribution excludes cost of land acquisition and R&R. A portion

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of the above will be in the form of subordinated debt which would include taxes, land etc. 20%
is funded by state Government again in the form of equity or grants. Balance 60% constitutes
loans from multilateral funding agencies.

18.6.1.1 Multilateral funded loan @ 0.6% per annum

Table 162 : Loan terms
S.n. Parameter Value
1 Annual Interest rate for loan 0.6%
2 Front end fee Management fee = 0.25%
Commitment Fee= 0.25% p.a. on undisbursed portion
3 Repayment Period 15 Years
4 Moratorium Period 5 Years
5 Payment Schedule Bi-annual

Table 163 : Project Capital Structure – SPV Model Loan @ 0.6%

Particulars Amount (Rs. Cr) Percentage

Grant by GoI 300.21 10.0%
Grant by PMC 450.32 15.0%
Grant by GoM 450.32 15.0%
Soft Loan from bilateral/multilateral funding 1801.29
60.0%
agencies
Project Cost Eligible for Grant 3002.15 100.0%

SD for State Taxes, Central Taxes & Duties by GoM 440.32

Contribution for Land, R&R, IDC, etc. by PMC 204.13

Total 3646.60

PPP Component 17.26

Total Cost including PPP Component 3663.86

18.7 Conclusion and Recommendation

 FIRR for the project is 14.45%

 SPV model with loan funded at 0.6% per annum is proposed for implememtation of
the project due to highest Equity IRR among all the options studied.

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EXHIBIT- 1 - Government Resolution No.PMR-3313/C.R.29/UD-7 and letter dated

29th October 2013
Sanction to the revised proposal of Pimpri- Chinchwad to Swargate and Vanaz to Ramwadi
Metro Rail corridor of Pune Mahanagar Metro Rail Project.

Government of Maharashtra

Urban Development Department

Government Resolution No.PMR-3313/C.R.29/UD-7

Mantralaya, Mumbai-400032

Date: 29th October 2013.

Ref:- Government Resolution No. PMR-3313/C.R.29/UD-7 Mantralaya, Mumbai-

400032 ,dated 11 Sept,2013

PREAMBLE:

Keeping in view the traffic and transportation problems arising out of ever-
increasing population and rapid increase in number of vehicles, it has become necessary to
strengthen the Public Transport systems in Pune Metropolitan Region. Pune Metro Railway
Project is one of the several proposals contemplated to address this traffic problem
engulfing Pune and Pimpri-Chinchwad. Pune Municipal Corporation and Pimpri Chinchwad
Municipal Corporation jointly appointed Delhi Metro Rail Corporation to prepare a Detailed
Project Report for examining the feasibility of planning and implementation of Pune Metro
Railway Project.

In the Detailed Project Report of Pune Metro Project prepared by Delhi Metro Rail
Corporation (DMRC) various Metro Rail Corridors have been proposed. Phase 1 of the
Project includes two corridors viz. Corridor 1- Pimpri Chinchwad to Swargate and Corridor2
– Vanaz to Ramwadi. After giving due consideration to technical issues, feasibility of
implementation and financial viability, the General Body of Pune Municipal Corporation has
accorded approval to Corridor 2 – Vanaz to Ramwadi, which entirely traverses through their
jurisdiction, vide Resolution no. 90 dated 23/06/2010. Similarly, for Corridor 1- Pimpri
Chinchwad to Swargate, the General Bodies of Pune Municipal Corporation and Pimpri
Chinchwad Municipal Corporation have accorded approval vide Resolution no.577 of PMC
General Body-51 dated 24/12/2012 and Resolution no.133 of PCMC General Body-8 dated
20/9/2012 respectively.

Vide the Government Resolution referred to above the Government of Maharashtra

had accorded sanction to ‘Corridor 2 Vanaz to Ramwadi’ elevated Metro Project. But due
to elapse of time leading to increase in cost a revised proposal for Corridor 2 Vanaz to
Ramwadi along with a proposal for Corridor 1- Pimpri Chinchwad to Swargate is now
submitted to the Government of Maharashtra seeking its sanction for the same. Pune

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Mahanagar Metro Railway proposal under Phase 1 comprises of Corridor-1 (Pimpri

Chinchwad to Swargate - Length 16.59 km) and Corridor- 2 (Vanaz to Ramwadi- Length
14.52km). Corridor – 1 Pimpri Chinchwad to Swargate is estimated to cost Rs.5618 Crore at
January 2013 prices with a completion cost estimated at Rs 6960 Crore. Corridor- 2 Vanaz
to Ramwadi is estimated to cost Rs.2663 Crore at January 2013 prices with a completion
cost estimated at Rs 3223 Crore. The subject of granting sanction to the proposal of
Corridor-1 and revised proposal of Corridor-2 of Pune Metro Railway Project has been
under the consideration of Government of Maharashtra. After considering all the relevant
aspects of the proposal, the Government of Maharashtra has taken following decision.

GOVERNMENT RESOLUTION

[I] Sanction is hereby accorded to the proposal of Corridor no 1-Pimpri Chinchwad to

Swargate and revised proposal of Corridor no 2- Vanaz to Ramwadi which form Pune
Mahanagar Metro Rail Project Phase 1.
1. Sanction is hereby accorded to Corridor no.1 Pimpri Chinchwad to Swargate,
partly elevated and partly underground as per details attached at Annexure 1,
which forms a part of Pune Mahanagar Metro Rail Project Phase 1.

2. Vide the above referred Government Resolution the Government of

Maharashtra had accorded sanction to ‘Corridor 2 Vanaz to Ramwadi’ elevated
Metro Project Sanction is now accorded to the revised proposal of Corridor 2
Vanaz to Ramwadi (as per details attached at Annexure 2), which forms a part
of Pune Mahanagar Metro Rail Project Phase 1, incorporating the updated
capital expenditure based on January 2013 prices and revised time line for
implementation.

3. Sanction is hereby accorded to submit the proposal of Pune Mahanagar Metro

Rail Project Phase 1 comprising of the above referred two corridors to the
Government of India for seeking its approval.

4. Sanction is hereby accorded for the establishment of ‘Pune Mahanagar Metro

Rail Corporation Limited’ a Special Purpose Vehicle Company (SPV) for
implementation of the project comprising of the two corridors. Since in
comparison to 20% equity participation of the Government of India the equity
participation of Government of Maharashtra and the Local Bodies being 30%,
sanction is hereby accorded to appoint six directors nominated by the
Government of Maharashtra and the two Municipal Corporations on the Board
of the proposed Company. Government of India needs to be requested to keep
this in view. Accordingly following shall be the list of Directors :

1) Principal Secretary (UD-1) Urban Development Dept., Govt. of

Maharashtra.

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2) Principal Secretary (Finance) Finance Dept., Govt. of Maharashtra.

3) Principal Secretary (UD-2) Urban Development Dept., Govt. of
Maharashtra.
4) Municipal Commissioner, Pune Municipal Corporation
5) Municipal Commissioner, Pimpri Chinchwad Municipal Corporation.
6) Principal Secretary (Industries) Industries, Energy & Labour Dept., Govt. of
Maharashtra.
7) Nominated Officers from Govt. of India – 5

5. Sanction is hereby accorded to vest the ‘Pune Mahanagar Rail Corporation Limited’
with similar authority as is available to Delhi Metro rail Corporation (DMRC) for
Implementation of the Project. Sanction is hereby accorded to appoint Pune
Municipal Corporation and Pimpri Chinchwad Municipal Corporation as the Executing
Agencies, until the formation of Pune Mahanagar Metro Rail Corporation Limited.

6. Sanction is hereby accorded to authorize Pune Municipal Corporation and the proposed
Pune Mahanagar Metro Rail Corporation to enter into correspondence with the
Government of India and the Ministry of Railways in connection with the
implementation of the project and obtaining funds to the tune of 20% which is the
equity participation of the Government of India. Sanction is hereby accorded to
authorize the Municipal Commissioner of Pune Municipal Corporation for entering into
correspondence with the Government of India until the SPV Company is established.

7. Sanction is hereby accorded to the proposed Financial Structure for the project
implementation which is as follows :
 Pune Mahanagar Metro Rail Project Phase 1 – Corridor 2 Vanaz to Ramwadi –
Pune Municipal Corporation 10% Share, Govt of Maharashtra 20% Share, Govt.
of India 20 % Share, Balance 50 % to be raised through borrowing or other
sources.
 Pune Mahanagar Metro Rail Project Phase 1 – Corridor 1 Pimpri Chinchwad to
Swargate – Pune Municipal Corporation and Pimpri Chinchwad Municipal
Corporation 10% Share, Govt of Maharashtra 20% Share, Govt. of India 20 %
Share, Balance 50 % to be raised through borrowing or other sources.

8. The 10 % share of the total capital cost of Corridor no. 2 Pimpri Chinchwad to Swargate,
which forms a part of Pune Mahanagar Metro Rail Project – Phase 1, shall be shared by
Pune Municipal Corporation and Pimpri Chinchwad Municipal Corporation in
proportion of the expenditure which will be incurred over the length falling in the
jurisdiction of each of the Corporations (Pro rata basis). Pune Municipal Corporation
and Pimpri Chinchwad Municipal Corporations are directed to deposit their respective

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shares for Corridor no. 1 and Corridor no. 2 with the ‘Pune Mahanagar Metro Rail
Corporation Limited’.

9. Sanctions is hereby accorded to deposit 20% share of the State Government in the
capital expenditure of the project with the ‘Pune Mahanagar Metro Rail Corporation
Limited’. The 20% share of the State Government shall also include the cost of State
Government Land, assessed at prevalent rates, required to be acquired for the Project.

10. Sanction is hereby accorded to raise funds for implementation of the Project through
various sources of revenue listed in Annexure 3 attached herewith.

11. In principal sanction is hereby accorded to implement commuter fare rates as tabulated
below as the Pune Mahanagar Metro Rail Project is proposed to be implemented under
the provisions of Metro Railway Act enacted by the Government of India.

Sr.No. Distance in K.m. Revised Rate as Rate for Pune Metro

per Year for the Year 2018-
2009(Rs.) 2019(Rs.)
0-2 8 13
1
2-4 10 17
2
4-6 12 20
3
6-9 15 25
4
9-12 16 27
5
12-15 18 30
6
15-18 19 32
7
18-21 21 35
8
21-24 22 37
9
24-27 23 38
10
27-30 25 42
11
More than 30 K.m. 27 45
12

Sanction is hereby accorded to periodic revision of fares by the Fare Regulation

Committee to be established as per the provisions of the Metro Railway Act.

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12 Sanction is hereby accorded to declare this Project as Essential Public Project and
Important Public Transport Project.

[II] In principal sanction is hereby accorded to extension of Pune Metro Project Corridor
no. 1 from Pimpri to Nigdi and Swargate to Katraj ( a Length of approximately 15 km).
Sanction is hereby accorded to include these extensions as Phase 2 and prepare a
Detailed Project Report for the same and forward it to the Government of India as a
standalone proposal.

This Govt. Resolution is being forwarded after giving due considerations to the Govt. of
Maharashtra’s Planning Department’s demy-official reference No.155/1444
dtd.13/08/2013 and Finance Department’s demy-official reference No.470/ Expenditure
dtd.14/08/2013

In the Name & Orders from Governor of Maharashtra.

(S.K.Salimath)
Deputy Secretary, Govt. Of
Maharashtra

To,

The Secretary, Governor, Govt. of Maharashtra,

Principal Secretary of Chief Minister, Mantralaya, Mumbai 400 032

The Secretary of Vice Chief Minister, Mantralaya, Mumbai 400 032

Private Secretary of State Minister(Navi), Mantralaya, Mumbai 400 032.

Chief Secretary, Govt. of Maharashtra, Mantralaya, Mumbai 400 032

Upper Chief Secretary(Revenue)Revenue & Forest Department, Mantralaya, Mumbai 400 032

Upper Chief Secretary, Home Department, Mantralaya, Mumbai 400 032

Principal Secretary (Navi -1), Nagar Development Department, Mantralaya, Mumbai 400 032

Principal Secretary (Finance) Finance Department, Mantralaya, Mumbai 400 032

Principal Secretary ,Planning Department, Mantralaya, Mumbai 400 032

Principal Secretary(Transport),Home Department, Mantralaya, Mumbai 400 032

Principal Secretary(Navi 2),Nagar Development Department, Mantralaya, Mumbai 400 032

Secretary (Special Project),General Administration Department, Mantralaya, Mumbai 400 032

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EXHIBIT – PROJECT IRR

Revenue O&M Expenses Capital

Non Other Without Expenditure
With PD O&M Cost
Fare Income PD
Box
Inflow
Revenue Total
Sr No Year from Premiu PD Employ
Fare Box LBT Income Energy Mainta
Advertis m levy ee Total Capital
share of nance Net Cash Net Cash 10% 20% 10% 20% 10% 10%
ing, on Benefit Expense Expendi
Registrati Expens Expedit Outflow Outflow increase increase decrease decrease increase decrease
train develop Expens s ture
on e ure
wrappin ment e
g etc
1 2022-2023 341.92 -341.92 -341.92 -376.11 -410.30 -307.73 -273.54 -341.92 -341.92
2 2023-2024 736.72 -736.72 -736.72 -810.40 -884.07 -663.05 -589.38 -736.72 -736.72
3 2024-2025 1077.94 -1077.94 -1077.94 -1185.73 -1293.53 -970.15 -862.35 -1077.94 -1077.94
4 2025-2026 895.54 -895.54 -895.54 -985.09 -1074.65 -805.99 -716.43 -895.54 -895.54
5 2026-2027 564.19 -564.19 -564.19 -620.61 -677.03 -507.77 -451.35 -564.19 -564.19
6 2027-2028 160.00 6.13 96.65 78.72 1319.00 1660.51 28.20 37.00 13.60 78.80 0.00 1581.71 262.71 1581.71 1581.71 1581.71 1581.71 1573.83 1589.59
7 2028-2029 172.00 6.16 99.07 80.69 357.92 29.00 40.49 14.28 83.77 0.00 274.15 274.15 274.15 274.15 274.15 274.15 265.77 282.53
8 2029-2030 219.00 6.17 101.55 82.71 409.43 29.00 44.13 15.00 88.13 0.00 321.29 321.29 321.29 321.29 321.29 321.29 312.48 330.11
9 2030-2031 225.00 6.18 104.09 84.78 420.04 30.00 48.11 15.75 93.85 0.00 326.19 326.19 326.19 326.19 326.19 326.19 316.80 335.57
10 2031-2032 284.00 6.19 106.69 86.90 483.77 31.00 52.44 16.53 99.97 0.00 383.80 383.80 383.80 383.80 383.80 383.80 373.80 393.80
11 2032-2033 298.00 6.19 109.35 89.07 502.62 31.00 57.16 17.36 105.52 0.00 397.10 397.10 397.10 397.10 397.10 397.10 386.55 407.65
12 2033-2034 374.00 6.24 112.09 91.30 583.62 32.00 62.30 18.23 112.53 0.00 471.09 471.09 471.09 471.09 471.09 471.09 459.84 482.35
13 2034-2035 380.00 6.25 114.89 93.58 594.72 33.00 67.91 19.14 120.05 0.00 474.67 474.67 474.67 474.67 474.67 474.67 462.67 486.67
14 2035-2036 471.00 6.29 117.76 95.92 690.98 34.00 74.02 20.10 128.12 0.00 562.86 562.86 562.86 562.86 562.86 562.86 550.05 575.67
15 2036-2037 491.00 6.33 120.71 98.32 716.35 35.00 80.68 21.10 136.78 451.07 128.50 128.50 83.39 38.29 173.61 218.71 114.82 142.18

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16 2037-2038 605.00 6.34 123.73 100.77 835.84 36.00 87.94 22.16 146.10 0.00 689.74 689.74 689.74 689.74 689.74 689.74 675.13 704.35
17 2038-2039 601.00 6.36 126.82 103.29 837.47 37.00 95.86 23.27 156.12 0.00 681.35 681.35 681.35 681.35 681.35 681.35 665.74 696.96
18 2039-2040 727.00 6.38 129.99 105.88 969.24 38.00 104.48 24.43 166.91 64.23 738.10 738.10 731.68 725.26 744.53 750.95 721.41 754.79
19 2040-2041 738.00 6.40 133.24 108.52 986.16 39.00 113.89 25.65 178.54 236.04 571.58 571.58 547.98 524.38 595.19 618.79 553.73 589.44
20 2041-2042 887.00 6.42 136.57 111.24 1141.22 41.00 124.14 26.93 192.07 35.41 913.75 913.75 910.21 906.66 917.29 920.83 894.54 932.95
21 2042-2043 882.00 6.44 139.98 114.02 1142.44 42.00 135.31 28.28 205.59 0.00 936.85 936.85 936.85 936.85 936.85 936.85 916.29 957.41
22 2043-2044 1066.00 6.46 143.48 116.87 1332.81 43.00 147.49 29.69 220.18 0.00 1112.63 1112.63 1112.63 1112.63 1112.63 1112.63 1090.61 1134.64
23 2044-2045 1087.00 6.48 147.07 119.79 1360.34 45.00 160.76 31.18 236.94 0.00 1123.40 1123.40 1123.40 1123.40 1123.40 1123.40 1099.71 1147.09
24 2045-2046 1306.00 6.50 150.75 122.78 1586.03 46.00 175.23 32.74 253.97 0.00 1332.07 1332.07 1332.07 1332.07 1332.07 1332.07 1306.67 1357.46
25 2046-2047 1305.00 6.53 154.52 125.85 1591.90 48.00 191.00 34.37 273.37 551.06 767.46 767.46 712.36 657.25 822.57 877.68 740.13 794.80
26 2047-2048 1561.00 6.55 158.38 129.00 1854.93 49.00 208.19 36.09 293.28 0.00 1561.65 1561.65 1561.65 1561.65 1561.65 1561.65 1532.32 1590.98
27 2048-2049 1571.00 6.58 162.34 132.22 1872.14 50.00 226.93 37.90 314.82 0.00 1557.32 1557.32 1557.32 1557.32 1557.32 1557.32 1525.84 1588.80
28 2049-2050 1853.00 6.61 166.40 135.53 2161.53 51.00 247.35 39.79 338.14 0.00 1823.39 1823.39 1823.39 1823.39 1823.39 1823.39 1789.58 1857.21
29 2050-2051 1834.00 6.64 170.56 138.92 2150.11 52.00 269.61 41.78 363.39 0.00 1786.72 1786.72 1786.72 1786.72 1786.72 1786.72 1750.38 1823.06
30 2051-2052 2157.00 6.67 174.82 142.39 2480.88 53.00 293.88 43.87 390.75 0.00 2090.13 2090.13 2090.13 2090.13 2090.13 2090.13 2051.06 2129.21
31 2052-2053 2177.00 6.70 179.19 145.95 2508.84 54.00 320.33 46.06 420.39 0.00 2088.46 2088.46 2088.46 2088.46 2088.46 2088.46 2046.42 2130.49
32 2053-2054 2550.00 6.74 183.67 149.60 2890.01 55.00 349.15 48.37 452.52 0.00 2437.49 2437.49 2437.49 2437.49 2437.49 2437.49 2392.23 2482.74
33 204-2055 2521.00 6.77 188.26 153.34 2869.38 56.00 380.58 50.79 487.36 0.00 2382.01 2382.01 2382.01 2382.01 2382.01 2382.01 2333.28 2430.75
34 2055-2056 2951.00 6.81 192.97 157.17 3307.95 57.00 414.83 53.32 525.16 0.00 2782.80 2782.80 2782.80 2782.80 2782.80 2782.80 2730.28 2835.31
35 2056-2057 2960.00 6.85 197.79 161.10 3325.75 68.69 452.17 55.99 576.84 0.00 2748.91 2748.91 2748.91 2748.91 2748.91 2748.91 2691.22 2806.59
34413.00 193.34 4243.37 3456.22 43624.93 1272.89 5063.33 903.75 7239.97 4954.11 31430.85 30111.85 30935.44 30440.03 31926.26 32421.68 30706.86 32154.85
14.45% 12.25% 13.46% 12.60% 15.61% 17.01% 14.25% 14.64%

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19. ECONOMIC ANALYSIS

19.1 Introduction

1. The current service delivery is not commensurate with the existing traffic scenario in
urban areas in general. Pune City urban transport service is one such area which require more
attention. Based on Comprehensive Mobility Plan Study (CMP), 2018 findings, a metro rail
transport system is proposed to tackle the growing intra-urban transport demand in Pune City.

2. As a public transport system, Metro Rail Transport System (MRTS) proposed in Pune
will supplement the growing intra-city travel demand, especially in the selected heavy traffic
corridors. Spending public money in the construction of MRTS lines has been defended as a
socially desirable public investment which produces several types of benefits such as:
 Passenger time savings,
 Increase in comfort,
 Generation of new trips,
 Reduction in congestion and delays in roads,
 Reduction in accidents, reduction in environmental externalities,
 Wider economic benefits including the development of the less developed regions

3. Many factors influence the market shares between the other modes of public transport
and MRTS. According to the literature, travel time is the most important one. The MRTS has a
clear advantage over the traditional bus services and the fast growing costly IPT modes. Other
factors that contribute to the relative position of MRTS are ticket prices, frequency of the
service, the integration of networks, accessibility , reliability and punctuality of the services
and government policy.

4. The findings of this Feasibility Study will determine this intra-urban transport service
through MRTS to improve accessibility so that residents of Pune City will have better access to
economic and social activities.

19.2 Scope and Objectives

1. The objective of this feasibility study (FS) to evaluate the potential for the identified
MRTS services in Pune City and to assess strategically the overall need and potential
for development.
2. The scope of the study is divided into two stages, further divided into several phases:
3. Stage 1
a. Phase 0 – Inception
b. Phase 1 – Transport demand assessment
c. Phase 2 – Corridor definition and Techno-economic feasibility
4. Stage 2
a. Phase 3 – Detailed Project Report

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5. Based on the identified study area, following three corridors were identified for further
detailed investigations. As part of the Phase 2, the present section assessed the
economic feasibility for the identified MRTS corridors and to provide
recommendations for project implementation. The key success will hinge on the
selection of the most viable route, the introduction of reliable systems, sufficient
budget allocation and of course smooth land acquisition.

6. However, considering the traffic data availability, the above three corridors were
reduced to two corridors in the initial draft feasibility report, by integrating (i) Nigdi-
Katraj Section and (ii) PCMC-Nigdi Section, as these two sections are extension of the
on-going Swargate – PCMC corridor. Subsequently, considering the comments of the
client, Corridor 1A (PCMC-Nigdi Section) is considered separately for economic
analysis. Thus, the present report had considered Corridor 2A (Swargate to Katraj
Section) for the study include:

Corridor 2A: Swargate - Katraj Km 5.464

7. The objective of the economic analysis in the FS is to identify and quantify the benefits
and costs associated with the investment proposal in order to select the optimum
solution along with the economic viability in terms of its likely investment return
potential. This is carried out in order to assess the economic feasibility and prioritize
the identified transport investment proposal and assist the governments in
Maharashtra State in making the right decision.

19.3 Approach and Methodology for the Analysis

1. The economic analysis contained in this chapter has been undertaken in accordance
with the available guidelines including ‘Appraisal Guidelines for Metro Rail Projects
Proposals’ (2017) and ‘Metro Rail Policy 2017’ by the Ministry of Housing & Urban
Affairs, Govt. of India; and ‘Manual on Economic Evaluation of Highway Projects in
India’ IRC-SP30, 2009 by the Indian Roads Congress, ‘Guidelines for the Economic
Analysis of Projects, and Framework for the Economic and Financial Appraisal of Urban
Development Sector Projects’1994 by Asian Development Bank (ADB). Economic
analysis involves comparing ‘with project’ and ‘without project’ alternatives. By
comparing the above alternatives, the net agency costs and net user costs and finally
net project benefits associated with the project during its analysis period were
calculated for the proposed improvement options separately in order to arrive at their
internal rate of return (IRR) and net present value (NPV) both for economic and
financial analysis.

19.3.1 Methodology for Economic Analysis

1. In accordance with the guidelines, economic feasibility analysis was carried out for 30 years
analysis period for Life Cycle Cost Analysis (LCCA):
 Base Year (July 2021)

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 Construction period (2022 - 2027)

 Project opening for traffic (2027)
 Project operating period (2027 - 2057)
 End of the analysis period (2057)

2. Thus, a period of 30 years of operation is considered for the evaluation. All the cost was at
2021 (Base Year) level and also the results including NPV, IRR were estimated for the base year
level.

3. Considering the component wise opportunity cost (estimated for Maharashtra State
conditions), the financial cost was converted into economic cost in accordance with the
available guidelines from international funding agencies like Asian Development Bank (ADB).

4. The conventional economic model like HDM (which is used for highway improvement
project analysis) may not be relevant for most of the rapid urban transport projects etc. Hence
appropriate excel based models are developed, to quantify the relevant project benefits; life
cycle costing; project net benefits and finally economic feasibility criteria like EIRR and ENPV.

5. Updated inputs available from the guidelines explained above, available secondary
sources and the input data from the Comprehensive Mobility Plan (2018) with suitable
updates pertaining to the unit rates of VOC and travel time for different vehicle categories etc
were used for the excel based models developed for this study.

6. The cost – benefit analysis was carried out by using the discounted cash flow (DCF)
technique to obtain the economic internal rate of return (EIRR) and economic net present
value (ENPV) for the proposed investments and the likely quantified project benefits linked
with the project during the project analysis period

7. Economic Opportunity Cost of Capital (EOCC): Given the complexity of estimating

country-specific economic opportunity cost of capital (EOCC), a discount rate of 14% in
constant economic prices is used. The EIRR must be compared with the EOCC, for
interpretation purpose of project feasibility.

19.4 Estimation of Economic Project Cost of MRTS

19.4.1 Capital Cost

For economic analysis, only the cost estimates of the MRTS (excluding the cost of property
development15) estimated in the cost section is adopted. Adding the preoperative expenses,
physical contingency, applicable taxes, price contingency etc, the total financial cost for all the
proposed three corridors were estimated for the base year (2018).

15 Property development being a commercial activity, it is not considered for economic analysis.

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The economic costs of capital works and annual operation and maintenance are calculated
from the financial cost estimates on the following basis:
(i) Price contingencies are excluded but physical contingencies are included because they
represent real consumption of resources;
(ii) Import duties and taxes are excluded because they represent transfer payments. For
this the shadow exchange rate factor (SERF) worked out below (1.03)16 was used;
(iii) The existence of unemployment and under-employment for unskilled workers within
the Indian economy means that the opportunity cost of unskilled labour can be lower
than its wage rate – a conversion factor (SWRF) of 0.8117 of the market wage rate for
construction labour is used to estimate the shadow wage rate;
(iv) The market wage rate for skilled labour and the acquisition cost of land are considered
to represent opportunity costs, as both factors are in demand;
(v) Land cost is excluded for estimation of economic cost;
(vi) All costs are valued using the domestic price numeraire, to enable an easier comparison
with the information used to measure benefits (e.g. a significant component of benefit
is the savings in resources, which would be used in the without project situation).
Table 164 : Details of project cost
Details Total
Length Km 5.464
Project Cost Rs Million 31,074.52
Project Cost Rs Million/Km 5,687.14
Economic Cost Rs Million 26,665.31
Economic Cost Rs Million/Km 4,880.18

Shadow Exchange Rate Factor (SERF) INR in Billion

Details 2015-16 2014-15 2013-14 2012-13 2011-12 Average
Exports (INR Billion) 17,146 18,963 18,942 16,353 14,660 17,213
Imports (INR Billion) 24,880 27,371 27,142 26,732 23,455 25,916
Customs Duties (INR Billion) 2,083 1,887 1,231 1,155 1,056 1,482
Shadow Conversion Factor (SCF) 0.953 0.961 0.974 0.974 0.973 0.967
Shadow Exchange Rate Factor (SERF) 1.05 1.04 1.03 1.03 1.03 1.03
Source: Hand Book of Statistics on Indian Economy, 2015-16, 2014-15 & 2013-14, Reserve Bank of India
16 Note: Calculation Method based on ERD Technical Note Series No. 11, February 2004, 'Shadow Exchange Rate for Project Economic Analysis' , ADB

Shadow Wage-rate Factor (Y)

Unskilled labor cost (Rs. per day)* ( L) 400
Minimum Wages in Maharastra w.e.f January 1, 2018 (Rs. per day)** (M) 495
Shadow Wage-rate Factor (Y); Y = L/M 0.81
*Wages practiced in Maharastra state in the construction industry in 2018.
** Minimum Wage in Maharastra w.e.f January 1, 2018 to March 31, 2018; https://www.labourlawreporter.com/wp-
content/uploads/2017/04/Minimum-wages-maharashtra-01-01-18-a.pdf

17 Note: Calculated using the 'Guidelines for the Economic Analysis of Projects, 1997, ADB

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19.4.2 Capital Replacement

25% of electrical and mechanical equipments, 50% of signalling and telecommunication

equipment need replacement in 15 years, rolling stock will be added in 20 years.
Table 165 : Estimated Replacement Cost Rs Million
Year Total
2037 4,510.69
2040 642.27
2041 2,360.36
2042 354.05
2047 5,510.58
Source: Financial Model

19.4.3 O&M Cost

Annual operating costs of this investment proposal at constant prices has been broken down
into different items of this investment proposal and used for analysis purposes. This annual
operation and maintenance (O&M) for the proposed project include staff cost, maintenance
cost and power charges as estimated in the financial analysis chapter, is considered for
analysis.
Table 166 : Maintenance Cost
1. Staff cost @ 32 persons/km & @Rs 0.9 million/year - Rs Million 370
2. Maintenance cost @15 million/km 136
3. Power charges 282
Total 788
Source: Financial Model

19.5 Economic Benefits of MRTS

Proposed MRTS is expected to divert passengers from the existing modes like car, bus, two
wheelers and auto with better comfort and improved speed. These improvements will benefit
the users in terms of better speed with service quality and reduced travel time. In addition,
the proposed MRTS will reduce the carbon emission from the diverted traffic and also will
reduce stress on the existing road corridors. Reduction in the congestion on the existing road
corridors will result in reduction of road accidents. Accordingly, the economic benefits
considered in the present analysis for the subprojects in transport component in this
investment proposal include:

i) Value of Travel Time Savings

a. For the diverted passengers by using the proposed HSR system;
b. For the non-diverted passengers in the form of reduced congestion due to the
diverted HSR traffic
ii) Value of vehicle operating cost (VOC) savings
a. For the diverted passengers by using the proposed HSR system;
b. For the non-diverted passengers in the form of reduced congestion due to the
diverted HSR traffic

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iii) Savings in Reduction of Accidents

iv) Pollution Reduction Benefits in terms of reduction in carbon emission from the vehicles
due to the diversion to MRTS
v) Reduced Road Infrastructure Costs
a. Reduction in annual maintenance cost
b. Reduction in the road capacity improvement cost
Above project economic benefits are estimated on annual basis for the selected alignment
corridors proposed in the technical section. Projected MRTS traffic for the selected option, in
terms of daily passengers and passenger km, upon which the benefits are estimated is
presented below in Table 167. Average trip length by MRTS is estimated to be 7.7km.
Considering the assigned traffic to MRTS, its trip length, the modes from which these MRTS
trips were diverted etc., the travel scenario under (i) without project and (ii) with project
scenario including distribution by different modes were developed. This was used as the inputs
for estimating all the project benefits discussed above.
Table 167 : Projected MRTS Daily Traffic Diverted from Different Modes
Corridor2A – Swargate - Katraj
Year
No. of daily passengers Daily Passenger km (Million)

2021 95,000 0.77

2022 101,300 0.82
2023 107,600 0.88
2024 113,900 0.93
2025 120,200 0.98
2026 126,500 1.04
2027 132,800 1.10
2028 139,100 1.15
2029 145,400 1.21
2030 151,700 1.26
2031 158,000 1.32
2032 160,900 1.35
2033 163,800 1.38
2034 166,700 1.41
2035 169,600 1.44
2036 172,500 1.46
2037 175,400 1.49
2038 178,300 1.52
2039 181,200 1.55
2040 184,100 1.58
2041 187,000 1.61
2042 188,250 1.63
2043 189,500 1.65
2044 190,750 1.66

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Corridor2A – Swargate - Katraj

Year
No. of daily passengers Daily Passenger km (Million)

2045 192,000 1.68

2046 193,000 1.69
2047 194,000 1.71
2048 194,750 1.69
2049 195,500 1.67
2050 196,250 1.65
2051 197,000 1.64

8. Additional assumptions followed for estimating the project benefits are given below.
Table 168 : Details of Road User Cost adopted for the Study
VOC (Rs. / Vehicle Km)
Vehicle Category
2008 1,3 2018 2
Car - New Technology (Maruti 800) 4.07 6.95
Bus 16.37 27.96
TW 1.40 2.39
Auto rickshaw 3.98 6.80
Share-Auto 4.49 7.67
Taxi 4.70 8.03
2-Axle Truck 14.77 25.23
LCV 10.96 18.72
Goods Tempo 4.61 7.87
Goods Auto 3.59 6.13

1 Approach for Economic and Operation Assessment for Identified Urban Roads and
Transportation Sub-projects, Working Paper No. : WP-05, Comprehensive Transportation
Study for Chennai Metropolitan Area, May 2008

2. Escalated to 2018 with 5.5% annual growth based on inflation.

3. Includes fuel cost

Table 169 : Vehicle Category wise Passenger Travel Time (2018) - Urban Condition
Vehicle Type Time value (Rs / Hour), 2018
Work Non work Combined

Bus 81.99 24.60 59.03

Mini Bus 81.33 24.40 58.56
TW 94.88 28.46 68.31
Car - Old Tech 142.31 42.69 102.47
Car - New Tech 213.47 64.04 153.70

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Note:

1. Approach for Economic and Operation Assessment for Identified Urban Roads and
Transportation Sub-projects, Working Paper No.: WP-05, Comprehensive Transportation
Study for Chennai Metropolitan Area, May 2008

2. Escalated to 2018 with 10% annual growth.

Table 170 : Assumptions for Carbon Emission Estimation

Treatment cost of CO2 Rs/Ton 500

Source: Appraisal Guidelines for Metro Rail Projects Proposals, 2017, MOH&UA, GOI

Carbon (CO2) Emission - Ton /litre 0.0023

Source: GHG Analysis Road Improvement, Guidance Note, World Bank Group, February 2016)

Table 171 : Unit Cost of Accidents

Details Rs. 2004 Rs. 2018
Cost of Fatal Accident 437342 9,01,194
Cost of person injury 64256 1,32,407
Cost of damage to vehicles 29,911 61,636
Source: Appraisal Guidelines for Metro Rail Projects Proposals, 2017, MOH&UA, GOI
Note: 2004 costs are updated using average 5.5% inflation rate
Table 172 : Estimation of Savings in Road Stress Reduction
Reduction in Maint. Cost Rs Million/Year
Major impacted roads length - Km 5.85
Average annual maintenance Rs Million/Km 0.93
Total annual maintenance Rs Million 5.46
Reduction in Maint. Cost Rs Million/Year 0.55

Reduction in Widening Cost Rs Million/Year

Major impacted roads length - Km 5.85
Average widening cost Rs Million/Km 15.00
Total widening cost Rs Million 87.75
Reduction in widening Cost Rs Million/Year 2.93

19.6 Economic Analysis – EIRR & NPV for 30 Years

As part of the economic feasibility analysis, the feasibility parameters developed are shown in
Table 173. A more detailed economic feasibility analysis is given in Table 173.
 Economic Internal Rate of Return (EIRR)
 Economic Net Present Value (ENPV)
Table 173 : Economic Cost-Benefit Analysis
Details Present Value (Rs. Crore) a/, b/

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Costs
Capital costs 1805.68
O&M costs 353.12
Total costs 2158.80
Benefits
Savings in Travel Time Cost 2730.89
Savings in VOC 494.84
Savings in Reduction of Accidents 1.01
Pollution Reduction Benefits 6.00
Reduced Road Infrastructure Costs 1.26
Total benefits 3233.99

Economic Return Measures

Net present value (Rs. Crore) 1080.4
EIRR (%) 19.80 %
Note: Discounted at 14% EOCC

19.7 Sensitivity Analysis

Sensitivity analysis was carried out to their economic feasibility results for the following
scenarios is presented in Table 174:
 Capital cost increase by 15%
 O&M costs increased by 15%
 Target beneficiaries reduced by 15%
 Delay in accrual of benefit by 1 year
Table 174 : Results of Sensitivity Analysis
Benefit
ENPV
- Cost
@14% Benefit - Cost Ratio
Details EIRR (%) MIRR (%) SV Ratio
(Rs (2021 Price)
(Current
Crore)
Price)
Main
Evaluation 19.80% 13.56% 1.58
10,804 4.44
(Base Case)
15% Capital
17.95% 13.09% 60.0% 1.41
Cost Overrun 8,103 4.13
15% O&M Cost
19.54% 13.50% 305.9% 1.54
Overrun 10,274 4.13
15% Decrease
in Project 17.38% 12.94% 33.4% 1.34
5,953 3.78
Benefits
One Year Delay
in 19.78% 13.54% 1.58
9,388 4.38
Implementation

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SV = Switching Value; MIRR = Modified Internal Rate of Return; ENPV = Economic Net Present
Value; EIRR = Economic Internal Rate of Return

Note:
1. Calculated as the percentage change in a variable required for EIRR to reduce to 14%.
2. Discounted at 14% of EOCC.
3. MIRR, is the internal rate of return of an investment that is modified to account for
the difference between re-investment rate and investment return.

19.8 Outcome on Economic Viability

1. The evaluation has indicated that the proposed MRTS extension in Pune City in
Corridor 2A, among the three corridors, with a length of 5.464 km, considered under
the investment proposals is found to be economically viable, with the calculated EIRR
value exceeding the economic opportunity cost of capital. With the EIRR of 19.80% and
ENPV of Rs. 1080.40 Crore @ 14% discount rates, the proposed MRTS is found to be
economically viable. In most of the sensitivity analysis scenarios, EIRRs were found to
be greater than the minimum required rate. This has identified the areas of risk which
need to be focussed during implementation.
2. Furthermore, for this investment proposed, the calculated EIRR value is considered
minimum estimates of economic return, as there are a number of economic benefits
like travel comfort, tourism benefits, employment generation and environment
improvement that have not been quantified.

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Exhibit - Economic IRR

Appendix I: Economic Cost-Benefit Analysis of MRTS Component
Swargate - Katraj Section of Pune MRTS
Base Case (Rs.in Million) 15% 15% 15% Rs Million
Year Economic Cost Economic Project Benefits Net Base Case Constructio O&M Cost Net Benefits One year Combined
Capital O&M Total VOC Time Savings in Pollution Reduced Total Benefit n Cost (15% (15% Delay Effect
Cost Cost Savings savings Reduction Reduction Road (15% Cost O&M Cost Benefits (Worst
of Benefits Infrstructure Increase Increase Reduction Scenario)
Accidents Costs Scenario) Scenario) Scenario)
2,022 2,235 - 2,235.2 - - - - - - (2,235) -2235 -2,570.50 (2,235) -2,235.22 0 0
2,023 4,470 - 4,470.4 - - - - - - (4,470) -4470 -5,141.01 (4,470) -4,470.44 (2,235) (2,571)
2,024 6,706 - 6,705.7 - - - - - - (6,706) -6706 -7,711.51 (6,706) -6,705.66 (4,470) (5,141)
2,025 5,588 - 5,588.1 - - - - - - (5,588) -5588 -6,426.26 (5,588) -5,588.05 (6,706) (7,712)
2,026 3,353 - 3,352.8 - - - - - - (3,353) -3353 -3,855.76 (3,353) -3,352.83 (5,588) (6,426)
2,027 - 685.6 685.6 842 4,757 2 10 3 5,614 4,929 4929 4,928.93 4,826 4,086.76 (3,353) (3,856)
2,028 - 706.1 706.1 900 5,072 2 11 3 5,989 5,283 5283 5,282.56 5,177 4,384.26 4,929 3,984
2,029 - 727.3 727.3 959 5,388 2 12 3 6,364 5,637 5637 5,636.57 5,527 4,681.99 5,283 4,278
2,030 - 749.1 749.1 1,018 5,703 2 13 3 6,739 5,990 5990 5,989.94 5,878 4,979.08 5,637 4,573
2,031 - 771.6 771.6 1,078 6,019 2 13 3 7,115 6,344 6344 6,343.67 6,228 5,276.38 5,990 4,867
2,032 - 794.8 794.8 1,138 6,334 2 14 3 7,491 6,697 6697 6,696.72 6,578 5,573.00 6,344 5,161
2,033 - 818.6 818.6 1,198 6,650 2 15 3 7,868 7,049 7049 7,049.07 6,926 5,868.92 6,697 5,454
2,034 - 843.2 843.2 1,259 6,965 2 15 3 8,245 7,402 7402 7,401.71 7,275 6,164.98 7,049 5,746
2,035 - 868.4 868.4 1,321 7,281 2 16 3 8,623 7,755 7755 7,754.62 7,624 6,461.16 7,402 6,039
2,036 - 894.5 894.5 1,383 7,596 3 17 3 9,001 8,107 8107 8,106.76 7,973 6,756.58 7,755 6,331
2,037 3,744 921.3 4,665.2 1,445 7,911 3 17 3 9,379 4,714 4714 4,152.68 4,576 3,307.34 8,107 6,622
2,038 - 949.0 949.0 1,477 8,057 3 18 3 9,557 8,608 8608 8,608.07 8,466 7,174.52 4,714 2,608
2,039 - 977.4 977.4 1,508 8,202 3 18 3 9,734 8,756 8756 8,756.19 8,610 7,296.14 8,608 7,032
2,040 533 1,006.8 1,539.9 1,540 8,347 3 18 3 9,911 8,371 8371 8,291.40 8,220 6,884.68 8,756 7,150
2,041 1,959 1,037.0 2,996.1 1,572 8,492 3 19 3 10,089 7,093 7093 6,798.87 6,937 5,579.41 8,371 6,654
2,042 294 1,068.1 1,361.9 1,604 8,638 3 19 3 10,266 8,904 8904 8,860.36 8,744 7,364.48 7,093 5,130
2,043 - 1,100.1 1,100.1 1,636 8,783 3 19 3 10,444 9,344 9344 9,343.85 9,179 7,777.25 8,904 7,160
2,044 - 1,133.1 1,133.1 1,669 8,928 3 20 3 10,623 9,489 9489 9,489.43 9,319 7,896.05 9,344 7,612
2,045 1,167.1 1,167.1 1,702 9,073 3 20 3 10,801 9,634 9634 9,634.03 9,459 8,013.86 9,489 7,726
2,046 1,202.1 1,202.1 1,735 9,218 3 20 3 10,980 9,778 9778 9,777.61 9,597 8,130.64 9,634 7,839
2,047 4,574 1,238.2 5,812.0 1,768 9,364 3 21 3 11,158 5,346 5346 4,660.28 5,161 3,672.60 9,778 7,950
2,048 - 1,275.3 1,275.3 1,783 9,426 3 21 3 11,236 9,961 9961 9,960.78 9,769 8,275.36 5,346 2,801
2,049 - 1,313.6 1,313.6 1,797 9,489 3 21 3 11,313 9,999 9999 9,999.31 9,802 8,302.37 9,961 8,084
2,050 - 1,353.0 1,353.0 1,812 9,551 3 21 3 11,391 10,038 10038 10,037.70 9,835 8,329.09 9,999 8,105
2,051 - 1,393.6 1,393.6 1,826 9,614 3 21 3 11,468 10,074 10074 10,073.90 9,865 8,353.77 10,038 8,126
2,052 - 1,435.4 1,435.4 1,834 9,664 3 21 M 11,523 10,087 10087 10,087.32 9,872 8,358.91 10,074 8,145
2,053 - 1,478.5 1,478.5 1,841 9,714 4 21 3 11,583 10,105 10105 10,104.53 9,883 8,367.08 10,087 8,144
2,054 - 1,522.8 1,522.8 1,803 9,752 4 21 3 11,583 10,060 10060 10,059.89 9,831 8,322.48 10,105 8,145
2,055 - 1,568.5 1,568.5 1,766 9,789 4 22 3 11,583 10,015 10015 10,014.91 9,780 8,277.40 10,060 8,094
2,056 - 1,615.6 1,615.6 1,727 9,827 4 22 3 11,582 9,967 9967 9,966.57 9,724 8,229.25 10,015 8,042
2,057 - 1,664.0 1,664.0 1,688 9,864 4 22 3 11,581 9,917 9917 9,916.81 9,667 8,179.68 9,967 7,987
Total 2,33,098 2,33,098 2,28,080 2,27,956 1,87,973 2,23,182 1,69,883
ENPV 10,804 10,804 8,103 10,274 5,953 9,388 2,317
EIRR 19.80% 19.80% 17.95% 19.54% 17.38% 19.78% 15.38%
MIRR 13.56% 13.56% 13.09% 13.50% 12.94% 13.54% 12.37%
SV 60.0% 305.9% 33.4%
B C Ratio 1.58 1.58 1.41 1.54 1.34 1.58 1.17
ENPV @14% 18,056.8 3,531.2 21,588.0 4,948.4 27,308.9 10.1 60.0 12.5 32,339.8

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20. IMPLEMENTATION PLAN

On receipt of the Detailed Project Report, following actions will be required for implementing
the Pune Metro Phase 2A:

 Approval to the Detailed Project Report to be taken from Maharashtra State

Government (Cabinet approval).
 The DPR to be forwarded to the Ministry of Housing and Urban Affairs (GOI) and
Finance Ministry with the request for approving the Metro project and for financial
participation through equity contribution in the Pune Metro Corridor 2A.
 Signing of an MOU between Maharashtra State Government, Government of India and
PMC 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.
 The present Special Purpose Vehicle (SPV) a 50:50 jointly owned company of GoI and
GoM is responsible for implementation of all metro projects in the state of
Maharashtra outside Mumbai Metropolitan region including Pune Metro Rail project
phase 1 and the current extension from Swargate to Katraj.
 PMC as a major equity shareholder will form a part of the SPV with a seat in Board of
Directors of Maha Metro. The State Government should arrange the funding of
subordinated debt required for executing this project and get the whole funding plan
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.
 An act needs to be passed for collection of 1% cess on property registrations (Earlier
covered as LBT) allowing for collection of the cess in PMC and sharing of 25% of this
amount with the SPV.
 Implementation of TOD Policy allowing incremental FAR of 4, 500m on either side of
alignment, Premium collection for the same and sharing of proceeds with Maha Metro.
 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.

20.1 Implementation on Delhi Metro Model

Maha Metro has to take action for appointment of General Consultants for project
management including preparation of tender documents. Till the General Consultants are in
position, Maha Metro should appoint an interim Consultant for all preliminary and enabling
jobs such as land acquisition, detailed design of civil structures, utility diversions, etc. The
proposed date of commissioning of the corridor with suggested dates of important milestones
is given in following table :

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Table 175 : Implementation Schedule of the project

S. No Tasks Anticipated Timelines

1 Approval of DPR by PMC Septemeber 2021

2 Approval of DPR by GoM February 2022

3 Final Approval by GoI May 2022

4 Packaging & Invitation of Bids August 2022

5 Commencement of Civil Works November 2022

6 Commencement of Operation April 2027

20.2 ORGANISATIONAL SET-UP OF SPV

Maha Metro is the SPV responsible for the implementation of the project, which has already
been set up for the implementation of Pune Metro Phase 1 as well as its extension from
Swargate to Katraj.

The board comprises of 13 directors of whom, 5 directors are nominees of GoI, five directors
are nominees of GoM, and three are functional directors. The chairman is secretary MOHUA
– a Nominee of GoI and the Managing director is a nominee of GoM. Since, PMC is a major
equity shareholder, the organisational setup of the Maha Metro board would be extended to
include a representative of the Pune Municipal Corporation.

The Directors will be Implementing a metro project in a congested metropolis. 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 which includes
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.

20.3 Contracts
20.3.1 Civil Works

It is proposed to carry out the civil works through following construction contracts:

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(a) Tunnel Construction-It is suggested that each contract can be limited to appropriate
package lengths.

(b) Station Contracts- It is proposed that each station contract comprises appropriate number
of stations.

Architectural finishes, firefighting arrangements and general electrification, will form part of
civil contracts.

20.3.2 Systems Contract

 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.

20.3.3 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.
Commissioner of Pune Urban Development Authority and Municipal Commissioner of PMC
should also be the member of this committee. This Committee should meet once a month and
sort out all problems brought before it by Maha Metro.

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.

20.4 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

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implementation of the Delhi Metro project. It is suggested that the role of this Empowered
Committee should be enlarged to include Pune Metro project extension also and the Chief
Secretary, Maharashtra should be inducted as a member of this Committee.

20.5 Empowered Group of Ministers (EGOM)

Union Cabinet had set up an Empowered Group of Ministers (EGoM) to take decisions on
behalf of the Cabinet on policy matters concerning Delhi Metro project. The Group of
Ministers is chaired by the Home Minister. Other members of the GOM are Minister of Urban
Development and Poverty Alleviation, Minister of Railways and Minister of Finance and
Company Affairs. Chief Minister, Delhi and Lt. Governor, Delhi, are permanent invitees to all
meetings of the GOM. The GOM meets whenever any problem requiring decision on behalf of
the Union Cabinet is to be taken. It is suggested that the role of this GOM should be enlarged
to include Pune Metro Extension. The Chief Minister, Maharashtra should be inducted as a
member and should attend the meetings of GOM whenever any issue concerning Pune Metro
is to be deliberated upon.

20.6 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 poses 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.

Thus, Government should exempt the following: -

 Tax on electricity required for operation and maintenance of the metro system.
 Basic Custom Duty at concessional rate of 5.15%.

20.7 Need for dedicated fund for metro projects

We also strongly recommend that the State Government and PMC start building up funds for
the project through dedicated levies as has been done by other State Governments.

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 Government should resort to imposition of dedicated
levies for raising resources for these Funds. Areas where such dedicated levies are possible via
State government and Urban local body are given below:

Annual Grant by PMC:

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 An act needs to be passed for collection of 1% cess on property registrations (Earlier covered
as LBT) allowing for collection of the cess in PMC and sharing of 25% of this amount with the
SPV.
 Implementation of TOD Policy allowing incremental FAR of 4, 500m on either side of
alignment, Premium collection for the same and sharing of proceeds with Maha Metro.

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21. LIST OF APPROVALS REQUIRED FOR PROJECT

IMPLEMENTATION
The details of the comprehensive checklist for approval of large-scale projects

21.1 Project Feasibility / Pre-Sanction Stage

21.1.1 APPROVALS FROM LOCAL BODY

 Land use plan approval

 Approval for change in land use
 NOC for construction / augmentation
 Relaxation in respect of density/ ground coverage/ FAR/ setbacks/ height

21.1.2 APPROVAL FROM AIRPORT AUTHORITY

 No objection certificate (legal document) is required for height clearance

 NOC from coastal zone management authority

21.2 Sanction Stage - Lay Out Plan/ Local Area Plan/ Urban Design Plan
 Local body approvals
 Approval from national monument authority
 Approval from tree authority committee
 Approval from Maharashtra heritage conservation committee
 Approval from railway authority/port
 Approval from road owning agency
 Approval from traffic & coordination dept. (municipal)
 Approval from chief fire officer
 Approval from chief controller of explosives
 Approval is required from the chief inspector of factories, in case of industrial
building.
 Environment clearance is required from ministry of environment and forests
(MOEF)

21.3 Sanction / Building Permit Stage

 Approval from local body
 Approval from licensing
 Approval is required from the power distributing / supply agency
 Approval / NOC /assurance is required from the water supply agency
 Approval / NOC is required from the storm water & drain department/sewerage
department
 Approval is required from the storm water & drain dept. / sewerage dept. for
drainage & sewerage connection before start of construction

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21.4 Construction Stage

 Permission is required from the central ground water authority

 Intimation to the local authority
 Plinth level notice

21.5 Completion Cum Occupancy Certificate Stage

 MRT Rail / Rail Safety Clearance
 Completion-cum-occupancy certificate from local body
 Approval from the lift inspector
 Approval for handicapped accessibility & amenity

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22. RISK ASSESSMENT

Pune MRT Line corridor project is a complex project in a transport infrastructure pristine
environment. In order to mitigate most of the risks identified at this stage of the project, it
becomes essential the selected contractors demonstrate adequate experience and a General
Consultant is introduced in order to control and monitor the performance of the contractor.
Possible Risk & Mitigation measures are listed below.

22.1 Before Construction

22.1.1 Land Acquisition – Temporary & Permanent

Land pocket identifications for temporary & permanent works should be accurately assessed
during planning and design stages and land should be acquired ahead of the construction
activities. Any delay in land acquisition will have immediate impact on the schedule of the
project. Local authorities shall be proactive in this as delay in land acquisition affects project
time frame & budget adversely.

The General Consultant would work hand in hand with the State Government and
Maharashtra Metro Rail Corporation Limited to pass these obstacles standing along the way.

22.1.2 Utility Identification & Relocations

Utility Identification survey shall be done, before start of the construction, through GPRS/
Equivalent survey. Proper & timely shifting of utilities are essential in order to avoid delay in
construction.

22.1.3 Energy providers

Utilities may also be directly connected to the existing and newly implemented Pune MRT
system. This is particularly true for the energy providers. Power supply design will have to be
prepared in collaboration with the local energy providers in order to ensure the power
requirement can actually be met by the provider and under which conditions.

Once the power supply scheme has been agreed upon and implemented, the system will
require to be highly reliable to ensure continuous operation at the defined time of operation.
An audit of the power provider shall be conducted before construction so that adequate
measures are taken ahead of operations.

22.1.4 Monitoring of the project

Since Maharashtra Metro Rail Corporation Limited have the required expertise and few
experienced manpower to check and monitor the contractors’ work, it may be necessary to
engage a General Consultants from the very start of the Pune MRT project, who will do this
job on behalf of Maharashtra Metro Rail Corporation Limited.

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22.2 During Construction

22.2.1 Construction schedule

Planned construction schedule envisages 5 years for construction and commissioning of first
approx. 5.464 km which is very challenging, and it is important the contractor in charge has a
clear understanding of the works to be accomplished and the construction methods to be
followed.

Adequate monitoring of project construction and schedule should also be implemented to

identify an issue appearing and avoid any slippage. The nomination of a General Consultant
would serve that purpose.

22.2.2 Cost management

Along with schedule risks, project such as MRT project are often exposed to costs risk.

22.2.3 Interface management

While it needs to be anticipated before construction starts, interface management becomes

critical during construction if not performed adequately resulting in mistake at site and delay.

22.2.4 Setting up of working site

It is paramount the working site areas are clearly delineated and properly barricaded and
guarded to avoid unattended intrusion of non-authorized personnel or vehicle.

When setting up the working areas, traffic management plan shall be implemented to provide
adequate traffic diversion and lessen disruptions to the road users.

22.2.5 Concurrent activities with other departmental construction work

In order to avoid conflicting works activities, proper liasoning is required between different
Government departments working on the same perimeter.

22.2.6 Safety, Health & Environment

The Contractor is required to comply with all the precautions as required for the safety of the
workmen as per the International Labour Organisation (ILO) as far as those are applicable to
this contract. The contractor shall supply all necessary safety appliances such as safety goggles,
helmets, masks, etc., to the workers and staff. The contractor has to comply with all regulation
regarding.

The Contractor shall also ensure they fulfil their contract requirements for minimizing
construction noise by developing mitigation measures to tackle the noise problem for at-grade
or elevated tracks, e.g. by prescribing noise barriers or noise enclosures, either complete
enclosure or partial.

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22.2.7 Approvals from statutory bodies

The approval required for such project are listed in Chapter 21. Delay in statutory bodies’
approval will create delay in construction timeline.

22.3 During Operation

22.3.1 Security

Security is a relatively new challenge in the context of public transport. It addresses problems
caused intentionally. Security problems or threats are caused by people whose actions aim at
undermining or disturbing the public transport system and/or to harm passengers or staff.
These threats range from daily operational security problems such as disorder or vandalism.
Operating MRT stations and running trains also become a soft target in time of any
insurgencies or terrorist activities.

22.3.2 Energy providers

In case the energy provider is not found reliable enough, operations of the system are at risk.

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23. SAFETY
Ensuring safety along the newly implemented transport corridor is paramount for the success
of the project. Given the configuration of the Metro line corridor, the following items shall be
implemented.

23.1 Ensuring safety during construction

Construction methods deployed at site shall not endanger the life of workers. It is advised that
method used are largely tried and tested and do not present any kind of risk for the safety of
workers.

Implementation of the MRT corridor on underground stretch should ideally happen in a non-
built area and located at enough distance from any built-up land wherever practicable.

Traffic diversion shall be adequately planned to avoid any conflict between construction
related activities and associated traffic flow on one hand and regular road traffic on the other
hand.

Implementation of MRT stations shall be planned in coherence with the urban fabric and local
development also planned to support safety requirements generated due to new
development.

23.2 Ensuring safety during operation

23.2.1.1 Station operations

Facilities required at any station for emergency evacuation as per NFPA 130 Guidelines has
been adopted. The stations have been planned in accordance with ‘Guidelines for Pedestrian
Facilities, and ‘National Building Code-2016’, for Disabled friendly and other Indian best
practices/standards which ensure adequate sizing of station and comfort of passengers. The
regulations are tailored to avoid any injury or casualty in case.

Electrical installations shall be confined in “authorized personnel only” area.

Specific safety rules and procedures shall be followed by MRT staff during both operation in
station and in depot area.

23.2.1.2 Train operations

However, signalling system ensures the safety of running trains during operations through an
efficient train control, ensuring safety in train movements.

Rolling stock running on the system is tailored to ensure safety of the passengers and shall
comprises the following characteristics: continuous automatic train protection, fire-proofing,
emergency door control, crashworthiness design protecting passengers in case of accident.

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23.2.1.3 Passenger awareness

Wide publicity shall be given to all commuters and general public for awareness on safety in
Metro systems. General Do’s & Don’ts shall be circulated and displayed in station areas for
users and workers in the metro system to ensure safety.

Passengers shall be particularly made aware of risks associated with 25KV OHE/ROCS18 and
unauthorized access to track or prohibited areas in stations.

18 ROCS is recommended for phase 2A whereas OHE is only used as a reference for calculation purpose.

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24. CONCLUSION AND RECOMMENDATION

Pune has witnessed enormous growth during the last 10 years. The growth is mainly the result
of immigration as the city provided better employment opportunities. Pune and surrounding
areas are experiencing tremendous economic growth supported by favourable socio-
economic conditions and investment climate. Rapid urbanization in the recent past has put
the city’s travel infrastructure to stress. Being densely populated area, Pune’s traffic needs
cannot be met by only road-based system. Road-based, has already come under stress leading
to longer travel time, increased air pollution and rise in number of road accidents. However,
BRTS has offered some respite in this context, but it may not be sustainable and cater travel
demand in longer horizon. 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
15,000 to 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. The extension of a Metro System of PCMC to Swargate
in south i.e. from Swargate to Katraj is at an estimated completion cost of INR 3,663.86 Crores
(with Central taxes & duties) to be made operational as recommended in implementation
chapter.

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.

After examining the various options for execution of the extension of Pune Metro Project, it is
recommended that the project should get executed through the existing SPV.

The fare structure is as per the Government Resolution No. PMR-3313/C.R.29/UD-7 dated 11
Sept. 2013.

Pune Metro shall get following exemptions:

 Tax on electricity required for operation and maintenance of the metro system.
 Basic Custom duty is taken at concessional rate of 5%

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. Maharashtra State
Government may pursue the Central Government to extend the same benefit to Pune Metro.

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While the Financial Internal Rate of Return (FIRR) for the project has been assessed as 14.45%,
with central taxes with property development of 33.88 Ha land and the Economic Internal
Rate of Return (EIRR) works out 19.80 %.

The project has already received in principle approval from Government of Maharashtra in
October 2013.

For implementation of the project, an act needs to be passed for collection of 1% cess on
property registrations (Earlier covered as LBT) allowing for collection of the cess in PMC and
sharing of 25% of this amount with the SPV. Also, implementation of TOD Policy allowing
incremental FAR of 4, 500m on either side of alignment needs to be done, premium collection
for the same and sharing of proceeds with Maha Metro.

Meanwhile, the State Government should freeze all future developments along the proposed
route of extension of Pune Metro to avoid infructuous expenditure.

Land required for PD if the additional PD income is considered. PMC has provided 33.88 Ha
of land, which shall be auctioned out to a developer with maximum allowable FAR of 4, for a
50-year capital lease period after implementation of project in order to maximize the benefit.
Accordingly, the corridor is recommended for implementation.

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25. Checklist
S.No. Items Yes/No
CMP/ Master Plan
1. Does the city have a Master Plan for the horizon year? Yes
2. Does the city have a Comprehensive Urban Mobility Yes
Plan/Integrated Mobility Plan (IMP); and have the
recommendations of the same been incorporated in the City
Master Plan/Development Plan?
3. Has the Comprehensive Urban Mobility Plan been notified as Yes
per the State Town and Country Planning Act, if not, will it be
notified in next six months?
Alternatives Analysis
4. Has the Alternatives Analysis Report been prepared as per the Yes
framework issued by MoHUA and with justifications for the
construction of a Metro Rail?
Detailed Project Report
5. As part of the DPR, has Techno Economic Feasibility of the Yes
Metro System been examined or not?
6. Does the proposal include Economic cost and benefit analysis? Yes

7. Does the proposal contain the status report on prevailing Yes

pre-metro urban transport infrastructure in the city?
8. Is the DPR prepared strictly in accordance with the Yes
standards and specifications of Metro rail system issued
by MoHUA from time to time?
Public Transport System
9. Does the city have an existing Public Transport System? (please
tick)a) Upto 50 buses
b) 50 to 100 buses
c) 100 to 200 buses
d) More than 200 buses Yes
10. Does the proposal include a report on how the Metro Rail will Yes
integrate with the existing transportation systems/proposed
transit system?
11. Does the proposal include a status report on the existing status
and financial viability or socio- economic benefits of an existing
Metro Rail System, if any in the city and the support being
extended by the State Government to improve its financial
viability?
12. Does the proposal contain a report on making a feeder system Yes
integrated with the proposed Metro Rail project?

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S.No. Items Yes/No

Does the report ensure last mile connectivity/NMT Yes
13.
infrastructure?
Transit Oriented Development (TOD) and Non-Fare Box
Revenue
14. Does the proposal contain distinct proposal for development of Yes
commercial property at and around stations to supplement
fare-box revenue?
15. Are the recommendations of the Transit Oriented Development Yes
Plan incorporated in the Master Plan?
16. Has TOD plan and Value capture financing framework been Yes
prepared as per guidelines issued by MoHUA?
17. Does the proposal include expanding utility capacity to densify Yes
areas around metro station as per notified TOD policy?

18. Does the proposal include measures that will be taken for Yes
maximization of non-fare box non-property revenue?

19. Does the proposal contain a detailed Environmental and Social Yes
Impact Analysis?
Economic Analysis
20. Does the proposal contain measures for optimization of O&M Yes
costs?
21. Does the proposal contain an Economic Analysis of the project Yes
along with the calculated values of EIRR and ENPV as per
approved framework of MoHUA?
Implementation Framework
22. Does the proposal include the exploration of PPP models for Yes
implementing the project? Does proposal contain
implementation of at least one component of Metro Rail Project
through PPP?
23 Does the proposal include the exploration of PPP models for Yes
Operations and/or maintenance of the project? (For AFC, PPP
Mode is
recommended)
24 Does the project clearly bring out key performance indicators Yes
and robust monitoring mechanism?

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S.No. Items Yes/No

25. Is the methodology devised for integrating fares of all available Yes
modes with Metro system planned (including National Common
Mobility Card)?
26. Does the proposal contain an MOU in between various service No, will be
providers to provide seamless integration between the various developed at
modes? later stage
27. Does the proposal include any monitoring mechanism to Yes
monitor the project during construction & implementation?

28. In case the project is for a metropolitan region, is there an MOU Not applicable ,
between the participating states? participating
state is only
Maharashtra
29. Is there an involvement of municipal corporation/city Yes
development authority in implementing and/or operating the
project?

Role of State Government and UMTA

30. Has State Government committed in maintaining the financial Yes

viability of metro line?
31. Has the State Government committed for providing & financing Yes
security provision for Metro System?
32. Has the State Government firmed up funding of the project, Yes
with exploration of various methods?
33. Has the State Government committed financial support to the Yes
project including O&M to ensure financial sustainability during
the project life cycle including the operations stage?

34. Has the State Government set up or firmed up the plan for Yes
setting up of UMTA for the city?

35. Is the UMTA notified? Yes

36. If UMTA is not notified, is there a commitment for notifying it Not applicable
within a year?

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S.No. Items Yes/No

37. Is there a role, responsibility and involvement (including Yes
financial stake) of the city government in the Metro Rail project,
both during construction and the operations phase

38. Has the State Government committed for enabling policy & Yes
regulatory framework required for enhancing non fare box
revenue
39. Has the State Government devised any option to No
enable metro rail implementing agencies to issue corporate
bonds

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