Detailed Project Report 2015

DETAILED PROJECT REPORT FOR

AHMEDABAD METRO RAIL PROJECT (PHASE – I)

Client: Metro Link Express for Gandhinagar and Ahmedabad (MEGA) Company Ltd.

Prepared By:

March 2015

DETAILED PROJECT REPORT FOR

AHMEDABAD METRO RAIL PROJECT (PHASE – I)

Client: Metro Link Express for Gandhinagar and Ahmedabad (MEGA) Company Ltd.

Prepared By:

March 2015

I N D E X

CHAPTER NO. DESCRIPTION PAGE NO - SALIENT FEATURES 1-4 - EXECUTIVE SUMMARY 1-49 1 INTRODUCTION 1-38 2 TRAFFIC DEMAND FORECAST 1-154 3 SYSTEM SELECTION 1-11 4 GEOMETRIC DESIGNING PARAMETERS AND ALIGNMENT DESCRIPTION 1-18 5 CIVIL ENGINEERING 1-56 6 STATION PLANNING 1-41 7 TRAIN OPERATION PLAN 1-32 8 ROLLING STOCK & MAINTENANCE FACILITIES 1-35 9 POWER SUPPLY ARRANGEMENTS 1-33 10 VENTILATION & AIR CONDITIONING SYSTEM 1-13 11 SIGNALLING & TRAIN CONTROL 1-8 12 TELECOMMUNICATION & AUTOMTIC FARE COLLECTION 1-12 13 DISABLED FRIENDLY FEATURES 1-23 14 ENVIORNMENT & SOCIAL IMPACT ASSESSMENT 1-19 15 SECURITY MEASURES FOR A METRO SYSTEM 1-4 16 DISASTER MANAGEMENT MEASURES 1-6 17 MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS 1-56 18 COST ESTIMATES 1-13 19 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY 1-20 20 ECONOMIC APPRAISAL 1-11 21 IMPLEMENTATION PLAN 1-12 22 CONCLUSIONS AND RECOMMENDATIONS 1-2

SALIENT FEATURES

DPR for Ahmedabad Metro Rail Project March 2015 1/4

SALIENT FEATURES

1. Gauge (Nominal) 1435 mm 2. Route Length (between dead ends)

Corridors Total Length

Underground Length

Elevated Length

East-West Corridor 19.435 6.335 13.100

North-South Corridor 18.493 - 18.493

Total 37.928 6.335 31.593

3. Number of stations 4. Traffic Forecast

Note: Moderate Scenario of Traffic Demand Forecast is being used for Station Planning, Rolling Stock and Fare Box calculation. 5. Train Operation Plan

S. No Corridor Name UG Elevated. Total i)

East-West Corridor 4 13 17

ii) North-South Corridor 15 15

Total: 4 28 32

Daily ridership Corridor/Year 2018 2021 2031 2043

North South Corridor 215678 297240 492666 739115 East West Corridor 280415 372580 630776 861947

Total 496093 669820 1123442 1601062 Trip length 6.99 6.99 6.97 7.29

PHPDT Corridor/Year 2018 2021 2031 2043

North South Corridor 8121 10463 17245 25425 East West Corridor 11290 13902 21994 30092

SALIENT FEATURES


The PHPDT capacity provided on the two corridors in different years of operation is

tabulated below:

Sections Year Headway (min) No. of Rakes Rake

Consist No. of

Coaches

Max. PHPDT

Demand

PHPDT Capacity Available

Capacity Provided for North- South Corridor APMC to Motera Stadium 2018 5.5 14 Rakes of 3-car

3-car

42

8121

8335 (10615*)

APMC to Motera Stadium 2021 4.5 18 Rakes of 3-car

3-car

54

10463 10187 (12973*)

APMC to Motera Stadium 2031 2.75 27 Rakes of 3-car

3-car 81

17245

16669 (21229*)

APMC to Motera Stadium 2043 1.75

43 Rakes of 3-car

3-car 129

25425 26194 (33360*)

Capacity Provided for East-West Corridor

Thaltej to Vastral Gam 2018 5.25 17 Rakes of 3-car 3-car 51

11290 8731 (11120*)

Thaltej to Vastral Gam 2021 3.75 22 Rakes of 3-car 3-car

66

13902 12224 (15568*)

Thaltej to Vastral Gam 2031 2.5 33 Rakes of 3-car 3-car 99 21994 18336 (23352*)

Thaltej to Vastral Gam 2043 1.75 46 Rakes of 3-car 3-car

138

30092 26194 (33360*)

* @ 8 persons per square meter of standee area

6. Speed Designed Speed 80kmph

Scheduled speed

East-West Corridor 33kmph North-South Corridor 32kmph

7. Traction Power Supply

a) Voltage 750v dc b) SCADA system Provided c) Power Demand (MVA)

SALIENT FEATURES


Power Demand (in MVA)

8. Rolling Stock a) 2.90 m wide modern rolling stock with stainless steel body.

b) Axle load - 16 T

c) Seating arrangement - Longitudinal

d) Capacity of 3 coach unit

Normal - 450 Passengers

Crush - 764 Passengers

e) Class of accommodation - One

9. Maintenance Facilities East-west Corridor - Apparel Park

North-South Corridor - Vasana

10. Signalling, & Train Control

‘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.

11. Telecommunication and Fare Collection

Corridor Year

2018 2021 2031 2043

APMC To Motera Stadium (North-South)

Traction 6.17 7.28 11.01 16.39

Auxiliary 7.10 7.23 8.40 10.50

Sub-total 13.27 14.51 19.41 26.89

Thaltej To Vastral Gam (East-West)

Traction 8.64 9.68 13.86 19.16

Auxiliary 16.74 17.36 19.39 22.24

Sub-total 25.38 27.04 33.25 41.40

SALIENT FEATURES


i) Integrated System with Fibre Optic cable, SCADA, Train Radio, PA system etc. ii) Train information system, Control telephones and Centralized Clock System. iii) Automatic Fare collection system with POM and Smart card etc.

12. Construction Methodology

Elevated viaduct consisting prestressed concrete “Box” shaped Girders on Single pier with pile / Open foundations, and underground section with Tunnel Boring and station in underground by New Austrian Tunneling Method (NATM) and cut and cover.

13. Total estimated cost (at March 2014 prices)

Corridor-wise Details of Capital Cost

Sr. No. Name of the corridor Capital Cost (Rs. Crore)

Taxes & Duties (Rs. Crore)

Total (Rs.

Crore) 1. East-West Corridor 4951 864 5815 2. North-South corridor 3436 584 4020

Total 8387 1448 9835

14. Total estimated completion cost

Year –wise Investment (Completion Cost including cost of land)

Figures in Rs. Crore

15. Financial Indices

a) FIRR (Without PD) - 9.70% b) FIRR (With PD) - 10.45%

c) EIRR The EIRR (without taxes) in economic terms work out to be 19.94%

for the project.

Cost at March-2014 Price Level Completion Cost

9382.00 11463.00

EXECUTIVE SUMMARY

Revised DPR for Ahmedabad Metro Rail Project March 2015

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EXECUTIVE SUMMARY 0.1 Introduction

The historic city of Ahmedabad is amongst the major metropolitan cities in India. With the increasing opportunities for trade and commerce and as a center for higher education, the population of the city is already touching 6 million and this heavy growth continues.

The city, known as Ashapalli or Ashaval in ancient times, was founded by King Karnadeva Vaghela as Karnavati in 11th Century as capital of his kingdom. Later on Sultan Ahmed Shah of Gujarat Sultanate shifted his capital from Patan to Karnavati and renamed it as Ahmedabad in 1411 AD. A number of monuments built during his era are spread over the old city area. The walled city was also built during this era and its 12 gates are still existing though most of the wall can't be seen anymore. The city thrived as the capital of strong kingdom but later became part of the Moghul Sultanate in 1573. Shahjahan spent the prime of his life in this city and developed the present Shahi Baug area. The city was invaded by the Marathas in the year 1707 and ruled by them from 1753 AD to 1817 AD, when the city was taken over by the British.

During the British period the city became "Manchester of India" due to large scale manufacturing of textile. The first textile mill was set up in 1854 and more such mills followed soon after with rapid industrialization. However, the textile industry in the city is no more a force to reckon with, yet it is fifth largest producer of denim cloth in the world. The eastern part of the walled city is mostly inhabited by the families of mill mazdoors, who have been forced to find alternative jobs due to closure of most of the textile mills. However many chemical and pharmaceutical industries have come up around the city. Trade is still flourishing in the city as textile weaving, tie-and-dye work, zari work and intricate silk embroidery produced by this city has been famous for centuries. Originally DPR for Ahmedabad Metro Rail Network and Regional Rail System was submitted by DMRC in 2005, consisting following corridors. Regional Rail System

o Line –1 Barajedi-Kalupur-Kalol o Line –2 Kalupur-Naroda

EXECUTIVE SUMMARY

DPR for Ahmedabad Metro Rail Project March 2015

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Metro Rail System: o Line –1 APMC Vasna – Aayakar Bhawan-Sabarmati - Akshardham (North-South

corridor) o Line –2 Kalupur-Aayakar Bhawan -Thaltej (East-West corridor)

Subsequently, in 2008 DMRC was again commissioned by GIDB to prepare DPR for metro connectivity from Gandhinagar to GIFT city & from Gandhi Nagar to Airport and review certain portion of the corridors proposed in 2005 DPR. Accordingly study was carried by DMRC and reports were submitted in 2010. MEGA vide their letter no MEGA/Chm/Oct/2013/, dated 20/10/2013 requested to DMRC for upgradation of earlier DPR submitted by DMRC. This is an upgardtion of earlier DPR submitted by DMRC in the context of the letter as referred here above.

0.1.1 Introduction to the study area

The proposed metro alignment provides north-south connectivity in Ahmedabad city from Visat to APMC running along the Ashram road on most of the sections. The other corridor Thaltej to Vastral provides east to west connectivity and passes through important nodes of Kalupur, Ashram road, Thaltej and Industrial areas on the east of Ahmedabad. As per the Draft Development Plan and Integrated Mobility Plan for Greater Ahmedabad Region, the future growth in this area is expected to intensify between Ahmedabad and Gandhinagar. The study area definition would be carried out keeping in view the future growth expected in the study region.

0.2 TRAFFIC CHARACTERISTICS AND DEMAND FORECASTING

This topic provides an overview of the existing transportation system outlines the travel characteristics and presents the demand forecasting carried out for estimating ridership on metro.

0.2.1 ROAD NETWORK

The transportation system in Ahmedabad and Gandhinagar is predominantly dependent on roadway systems. The major road network in the study area is around 3045 km in length, of which 125 km are National Highways and 103 km are under State Highways which are being maintained by National Highways Authority of India and Roads & Building Department respectively. The rest of the roads are managed by respective urban local bodies of AMC, AUDA, GNA and GUDA.

0.2.2 DAILY RIDERSHIP ON AHMEDABAD METRO CORRIDORS IN HORIZON YEARS Daily ridership on the Ahmedabad metro rail network in 2021 is expected to be 6.69 lakh passengers. The average trip length will be 6.99 km in year 2021. Corridor wise total daily ridership for the years 2021, 2031 and 2043 and PHPDT are shown in Table

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0.1.

Table 0.1 - Corridor wise Daily Ridership and PHPDT

0.3 SYSTEM SELECTION

A. Options for Public Transport System

The following systems are mainly available for Urban Mass Transit: i) High Capacity Metro System: Metro system is a grade separated dedicated

system for high peak hour traffic densities exceeding 40,000 PHPDT. It is characterized by short distances of stations spaced at 1 km, high acceleration and declaration and average speeds of 30-35 kmph.

ii) Light Capacity Metro System: This is a dedicated metro rail system for moderate peak hour traffic densities exceeding 8000 PHPDT.

iii) Light Rail Transit: Modern trams-Street Cars running on Rails at grade or elevated with sharp curves of 24m radius. These are extremely popular and operating in large number of European countries. Generally the stations are spaced at 500m to 1 km and have high acceleration and deceleration characteristics. In most of the countries, they are operating at-grade with prioritized signaling at road inter-section.

iv) Sky Train: This is an experimental rail based system under development by

Konkan Railway.

v) Other Rail Based Systems: A number of options are available but have not been introduced in India. Some of these are very briefly mentioned below:

Daily ridership Corridor/Year 2018 2021 2031 2043 North South Corridor 215678 297240 492666 739115 East West Corridor 280415 372580 630776 861947 Total 496093 669820 1123442 1601062

PHPDT Corridor/Year 2018 2021 2031 2043 North South Corridor 8121 10463 17245 25425 East West Corridor 11290 13902 21994 30092

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(a) Maglev This is an advanced Rail based transit system in which Magnetic Levitation is used to raise the vehicles above the rail surface. Rail wheel interaction is thus avoided and very high speeds are attainable. Maglev Levitation can either be due to attractive force or due to repulsive forces.

(b) Linear Induction Motor (LIM) Train

This is also an advanced Rail based transit system in which propulsion is through a Linear Induction Motor whose stator is spread along the track. The rotor is a magnetic material provided in the under frame of train. In the technology the tractive force is not transmitted through rail-wheel interaction, and so there is no limitation on account of adhesion. This technology is most appropriate for turnouts, as the height of the tunnel can be reduced to lower height of cars.

(c) Monorail

Monorail trains operate on grade separated dedicated corridors with sharp curves of up to 50m radius. This is a rubber tyred based rolling stock, electrically propelled on concrete beams known as guide-ways. The system is extremely suitable in narrow corridors as it requires minimum right of way on existing roads and permits light and air and is more environmental friendly. This is prevalent in several countries for traffic densities of over 20,000 PHPDT.

(d) Bus Rapid Transit System

This system involves operation of buses on a dedicated corridor (except of traffic integration) at a high frequency to achieve PHPDT. For providing a very high transport capacity say 20,000 PHPDT, about 200 buses shall be required per hour i.e., at headway of 20 seconds. Such a high PHPDT can be achieved by providing two lanes of traffic in each direction and elimination of traffic intersection on the route. (e) Automated Guide way Transit System

The term is used for systems other than conventional rail based system on grade separated guide ways. The system can be rail based or rubber tire based but fully automated guided systems with driver less operation.

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B. Capacity of Various Modes (as per the recommendations of Working Group on Urban Transport for 12th Five Year Plan)

In their report on Urban Transport for 12th Five Year Plan, the Working Group has set the guidelines for the choice of different modes are as follows:

Table 0.2 - Guidelines for the Choice of Different Modes

SYSTEM PHPDT IN 2021 POPULATION IN 2011

AVG. TRIP LENGTH

Metro Rail # >=15000 for at least 5km continuous length More than 20 Lakhs More than 7 Km

LRT primarily at grade =<10,000 More than 10 Lakhs More than 7 Km

Monorail @@ =<10,000 More than 20 Lakhs About 5-6 Km

Bus Rapid Transit System

>=4,000 and upto 20000 More than 10 Lakhs >5 Km

Organised City Bus Service as per urban bus specifications

>1 lac, >50,000 in case of hilly towns

>2 to 3 Km

# for having Metro Rail, the city should have a ridership of at least 1 million on organized public transport (any mode) @@ Monorail is desirable only as a feeder system or where the narrow roads are flanked on either side by high rise buildings. In monorail while the cost of construction, operation and maintenance is almost the same as elevated metro rail, the carrying capacity is much lesser.

0.4 SELECTION OF MODE

Selection of a particular mode for any pre-determined traffic corridor depends mainly on demand level of a corridor Right of Way (ROW) on the road and the capacity of the mode. The demand forecast is estimated considering the traffic growth for about 30 years. Other considerations in mode choice are, location of building lines, possibility of increasing ROW. Cost of some mode may vary depending up on the location in view of engineering constraints. Therefore final choice of mode to be adopted for a particular corridor is based on techno economic considerations. As regards the location of a particular mode like at-grade, elevated and underground depends up on the ROW. If

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ROW is 20 M or more, elevated alignment is preferred over underground as the cost of underground alignment is 2- 2½ times of elevated alignment. Hence, keeping in view the above points, it is recommended to adopt a stable, tested and reliable Metro technology i.e. Light Capacity Metro System having capacity to cater PHPDT from 15000 to 25000.

0.4.1 GEOMETRIC DESIGNING PARAMETERS AND ALIGNMENT DESCRIPTION

This topic deals with geometrical standards adopted for horizontal and vertical alignments, route description, etc. The proposed corridors under Phase I network will consist of Standard Gauge (SG) lines. For underground corridors, track centres are governed by spacing of tunnels and box design.

The geometrical design norms are based on international practices adopted for similar metro systems with standard gauge on the assumption that the maximum permissible speed on the section is limited to 80kmph. Planning for any higher speed is not desirable as the average inter-station distance is about 1.06 km and trains will not be able to achieve higher speed.

The elevated tracks will be carried on box-shaped elevated decking supported by single circular piers or oblong piers, generally spaced at 31 m to 34 m centres and located on the median of the road to extent possible over road. The horizontal alignment and vertical alignment are, therefore, dictated to a large extent by the geometry of the road and ground levels followed by the alignment over road.

The underground tracks will be carried in separate tunnels to be drilled by Tunnel Boring Machine. Stations will, however, be constructed by cut and cover method except one station which has been proposed by NATM with TBM going through.

0.4.2 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.

0.4.3 Horizontal Alignment

As far as possible, the alignment follows the existing roads. This leads to introduction of horizontal curves. On consideration of desirable maximum cant of 110 mm and maximum permissible cant deficiency of 100 mm on Metro tracks, the safe speed on curves of radii of 400 m or more is 80 km/h. On elevated sections minimum radius of

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145m has been used at one location having speed potential upto 45 km/h. However in underground section desirable minimum radius of curve shall be 400 m for ease of working of Tunnel Boring Machine (TBM).

0.4.4 Horizontal Curves

Table 0.3

Description Underground Section

Elevated Section

Desirable Minimum radius 400 m 400 m

Absolute minimum radius 200 m (only cut & cover)

120 m

Minimum curve radius at stations 1000 m 1000 m

Maximum permissible cant (Ca) 125 mm 125 mm

Maximum desirable cant 110 mm 110 mm

Maximum cant deficiency (Cd) 100 mm 100 mm

0.4.5 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. In case of ballast less track, it is desirable that the vertical curves and transition curves of horizontal curves do not overlap. These constraints may lead to reduced lengths of transition curves 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 (in case of reverse curves): either

25 m or Nil. • Minimum straight between two Transition curves (in case of same flexure curves):

either 25 m or both curves should be converted in to the compound curve by introducing single transition between the two circulars.

• Minimum curve length between two transition curves: 25 m 0.4.6 Vertical Alignment and Track Centre

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(a) Elevated Sections

The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m above road level. For meeting this requirement with the ‘Box’ shaped pre-stressed concrete girders, the minimum rail level will be about 9.8 m above the road level. However, at stations which are located above central median, the minimum rail level will be 11.8 m above the road level with concourse at mezzanine. These levels will, however, vary marginally depending upon where the stations are located. At special continuous span locations the minimum rail level will be 11. 6m. For N-S alignment passing over railway land, in addition to the above requirement for service road, SOD of double stack container (as per DFCC western corridor) is also to be followed. A minimum clearance of 5.5 m for road traffic over proposed road surface for ROB ramp for Shyamaprasad Mukharji ROB and proposed road surface for Shreyas and Ellis Bridge ROB is to be maintained. The proposed road surface of these ROBs will be decided based on the SOD for double stack container movement.

The track centre on the elevated section is kept as 4.2 m uniform throughout the corridor to standardize the superstructure, except at few locations, wherever scissors crossovers are planned, it is kept 4.5 meter.

(b) Underground sections

Rail level at midsection in tunneling portion shall be kept at least 12.0 m below the ground level. At stations, the desirable depth of rail below ground level is 13.5 m, so that station concourse can be located above the platforms.

Track center in underground sections are follows:

Track center in underground sections are follows: Sections where stations are to be constructed by cut & cover and running section by TBM to Accommodate 13 m wide platform

16.04 m (for lesser width of platform, track center to be reduced)

Sections where stations are to be constructed by NATM and running section by TBM to facilitate Construction of stations

23.04 m

Sections where stations as well as running section both are to be constructed by cut and cover method

4.50 m

(c) Gradients

Normally the stations shall be on level stretch. In exceptional cases, station may be on a grade of 0.1 %. Between stations, generally the grades may not be

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steeper than 3.0 %. However, where existing road gradients are steeper than 2% or for Switch Over Ramps gradient up to 4% (compensated) can be provided in short stretches on the main line.

(d) Vertical Curves

Vertical curves are to be provided when change in gradient exceeds 0.4%. However, it is recommended to provide vertical curves at every change of gradient.

(e) Radius of vertical curves:

• On main line (desirable) : 2500 m

(Absolute minimum) : 1500 m • Other Locations : 1500 m • Minimum length of vertical curve : 20 m

0.4.7 ROUTE ALIGNMENT

Two Corridors have been identified for implementation in Ahmadabad Metro Rail Project network (Phase 1).

Table 0.4

S. No. Corridors Total (km)

i) North South Corridor : APMC to Motera Stadium 18.493

ii) East West Corridor : Thaltej To Vastral Gam 19.435

Total 37.928 The above corridors are shown in figure 0.4. 0.5 CIVIL ENGINEERING 0.5.1 Underground Construction

The most of the underground section passing under the road, cut and cover method of the underground construction easily can be employed for the construction of the underground sections. However keeping in view obstruction of traffic movement and inconvenience to the general public; during the construction as an open cut around 10.00m wide required to be cut through entire length of underground section it is proposed to tunnel through Tunnel Boring Machine (TBM) or New Austrian Tunneling Method (NATM) in the overburden soil mass. This will reduce substantially inconvenience to general public during construction. Tunnel excavation for a major part

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of this underground section is expected to be carried out by Tunnel Boring Machines. There is some smaller section along the underground part of the alignment where Cut & Cover method has been considered for construction after Switch Over Ramp (SOR). Tunnel boring machines (TBMs) capable of drilling in soft soil with a finished internal diameter of 5.2 m. can be successfully employed for boring tunnels through this stratum. The tunnels are proposed with a minimum soil cover of 6.0m.

0.5.2 Underground Stations

Total 4 underground stations have been proposed out of which 3 will be constructed by cut and cover with top-down method and 1 by NATM with through tunnels TBM. The diaphragm walls for such station constructions would be 80 to 100 cm. thick and will function as a permanent side wall of the station. It is, therefore, necessary to construct the diaphragm walls absolutely watertight and with the required concrete strength as has been done in the Delhi Metro station constructions. By resorting to top-down method the surface could be restored quickly and further excavations and construction of the station will not hamper the surface activity.

0.5.3 Cut and Cover Method of Construction of Underground Stations Cut and Cover mainly consists of following steps:

1. Diversion of utilities 2. Construction of support walls 3. Excavation between the support walls along with the installation of struts

between the two walls to keep them in position. 4. Construction of tunnel/structure and removal of temporary struts. 5. Back filling and restoration of the surface

0.5.4 Utility Diversion: It is suggested that all utilities falling within excavation area are diverted away in advance to avoid damage to such utilities during the excavation/ construction phase. The cross utilities, however has to be kept supported. It is suggested that pressure water pipelines crossing the proposed cut area are provided with valves on both sides of the cut so that the cut area can be isolated in case of any leakage to the pipeline to avoid flooding of the cut/damage to the works.

0.5.5 Elevated Section - Choice of Superstructure

The choice of superstructure has to be made keeping in view the ease of constructability and the maximum standardization of the formwork for a wide span ranges. The segmental construction has been chosen mainly due to the following advantages:

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• Segmental construction is an efficient and economical method for a large range

of span lengths and types of structures. Structures with sharp curves and variable super elevation can be easily accommodated.

• Segmental construction permits a reduction of construction time as segments

may be manufactured while substructure work proceeds and assembled rapidly thereafter.

• Segmental construction protects the environment as only space required for

foundation and sub-station is required at site. The superstructure is manufactured at a place away from busy areas and placement of superstructure is done with the system erected from piers at heights.

• Segments are easy to stack in the casting yard/stacking yard in more than one

layer, thereby saving in requirement of space. • It is easier to transport smaller segments by road trailers on city roads. • It is easy to incorporate last minute changes in span configuration if the site

situation so warrants. • Interference to the traffic during construction is significantly reduced. • Segmental construction contributes towards aesthetically pleasing structures

and good finishes. • The overall labour requirement is less than that for conventional methods. • Better quality control is possible in the casting yard. • During construction, the technique shows an exceptionally high record of safety.

0.5.6 Types of Superstructures for Elevated Section (A) Pre-cast segmental box girder using external unbounded tendon (B) Pre-cast segmental U-Channel Superstructure with internal pre-stressing.

0.5.7 GEO-TECHNICAL INVESTIGATIONS 0.5.7.1 Physiography

Ahmedabad is the largest city in the state of Gujarat. It is located in Western India on the

banks of the River Sabarmati, 32 km from the state capital Gandhinagar. It is the former capital of Gujarat and also the financial capital of Gujarat. Ahmedabad is located at 23.030 N and 72.580 E at an elevation of 53 m. The Sabarmati River frequently dries up in summer, leaving only small stream of water, however now there is perennial supply of water from Narmada Canal after Sabarmati River Front Development. Except for the

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small hills of Thaltej - Jodhpur Tekra, the city is almost flat. Gandhinagar is the capital of the state of the Gujarat. Gandhinagar has an average elevation of about 81 m. The city sits on the banks of the River Sabarmati in North - Central - East of Gujarat.

0.5.7.2 Geology The well-known agriculturally rich alluvial basin of Gujarat rises from the estuarine

tacts between Narmada and Tapi rivers, and extends 402 Km Northwards merging into the deserts plains of Rajasthan and the Rann of Kutch.

The alluvial plains of Gujarat are belongs to Quaternary group. The project site area is

covered with deep layers recently placed alluvial sands. 0.5.8 LAND

In order to minimise land acquisitions and to provide good accessibility form either directions, the metro alignments are located mostly along the center of the roads, which lie on the corridor. But, at some locations the geometrics of the roads especially at road turnings may not match with geometric parameters required for metro rail systems. In such cases, either the alignment will be off the road or some properties abutting the road would get affected. The North-South Corridor alignment has been revised and it is passing through Railway Land on Botad- Sabarmati section of Bhavnagar Division of Western Railway between Railway Chainage 23+746 to 15+259 and runs parallel to existing Railway corridor in decreasing chainage direction of railway for 8.5 km. No permanent land acquisition will be required in this portion and only way leave permission from Railway will be required and charges will have to be paid to them. Further, some land is required for various purposes as detailed below:

0.5.9 Land Requirement for following Major Components

• MRTS Structure (including Route Alignment), Station Building, Platforms, Entry/Exit Structures, Traffic Integration Facilities, Depots, etc.

• Receiving/Traction Sub-stations • Radio Towers • Temporary Construction Depots and work sites. • Staff quarters, office complex and operation control centre(OCC)

0.5.10 Land for Traction and Receiving Substation and Radio Towers

Two RSS each is proposed to be located for Thaltej to Vastral Gam and APMC to Motera Stadium Corridor. Hence, an area of 22400 m2 has been earmarked exact location will be decided at the time of implementation of the project. No additional land proposed for locating radio towers. These will be accommodated in the land already acquired. Land required for RSS will be as tabulated below.

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Table 0.5 - Details of Land Required for RSS

S. No. Name of Corridor Area (m2) Ownership

1. Thaltej to Vastral Gam 11200 Government 2. APMC to Motera Stadium 11200 Government

Total 22400

0.5.11 Land Requirement for Stations & Running section

As indicated earlier, the ROW of the roads along which the alignment is planned is adequately wide and hence no land is required for acquisition as long as the alignment is straight and in the centre of the road. However, at curved portions, the alignment could not be kept in the centre of the road and land acquisition at such locations is inevitable in spite of introduction of sharper curves. To the extent possible the Entry and Exit points of stations (underground and elevated) were planned on the in open spaces between foot paths and building offsets as far as possible. But, for locating other station facilities such as chiller plants, ventilation shafts, underground water tanks, generator set room etc., land acquisition is proposed The details of land permanently required for depot, running sections and stations are indicated in the Tables below –

Table 0.6 - Details of Land Required for Depot

S. No. Location Area(m2) ownership Purpose

1. Apparel Park 190936 Government Depot

2. Vasana (Gyaspur) 250000 Government Depot

Total 440936

0.5.12 Summary of Land Requirements

Abstract of land requirements for different components of this corridor is given in Table 0.7 and 0.8. However, the land requirement is summarized below:

a) Govt Land permanently required for stations, Depot, Ramp and running section

86.768 ha.

b) Private Residential and Commercial Required for stations, Ramp and Running section 5.348 ha

c) Total land required for the project is 92.116 ha.

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Table 0.7 - Summary of Permanent Land Requirement

(All figures in Sq. m)

S. No. Description Thaltej to Vastral Gam

APMC to Motera Stadium Total

Govt. Pvt. Govt. Pvt. 1 Stations 5,020 9,840 28,807 10,920 54,587 2 Running Section 1,97,672 22,073 1,21,199 10,643 3,51,587 3 Depot 1,90,936 2,50,000 4,40,936

4 Staff Quarter,Office Complex and OCC

50,000 50,000

5 Receiving Substation(RSS)

11,200 11,200 22,400

6 Mid Shaft 1,650 1,650 Total 4,56,478 31,913 4,11,206 21,563 9,21,160 * Railway land subject to verification vide detailed survey and Indian Railways * Total land required for the project is mentioned here above does not include land require for traffic integration/parking.

Total = 92.116 Ha Government = 86.768 Ha Private = 5.348 Ha

Table 0.8 - Summary of Temporary Land Requirement

S. No. Description Thaltejgam to Vastral Gam

APMC to Motera Stadium Total

Govt. Pvt. Govt. Pvt.

1 Temporary office accommodation 8213 6168 14381

2 Segment Casting Yard 80000 60000 140000

Total 88213 66168 154381

Total = 15.438 Ha Government = 15.438 Ha Total land required for temporary acquisition is 15.4 ha which assumed that it will be government open land.

0.6 Station Planning

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The proposed Ahmedabad Metro consists of two corridors namely:

Corridor I: North-South Corridor (APMC-Motera Stadium) The length of this corridor is 18.493 km (including Depot connection). Total 15 no. of stations have been planned on this corridor. All stations on this corridor are planned to be elevated. Corridor II: East West Corridor (Thaltej – Vastral Gam) The length of this corridor is 19.435 km. Total 17 no. of stations have been planned on this corridor. Four stations on this corridor are planned to be underground while the rest will be elevated.

0.6.1 Station Types

A total of 32 stations have been proposed across both the corridors. These are mostly elevated stations located at a clear height of 5.5m above the road. The stations shall be accessible from both sides of the road in order to better serve the catchment area. Two side platforms are planned on these type of stations. Seven elevated stations are located within an 8.5 km part of metro alignment that traverses along the existing metre gauge railway alignment. These shall be constructed in conjunction with western railways. Approximately 6 km of alignment in the E-W corridor is located underground. This alignment will include four underground stations. These underground stations will be island types in configuration. The Old High Court station is planned as an important metro interchange providing interchange between North-South & East-West lines. Other interchange stations include those interconnecting transport nodes such as Railway stations, GSRTC Terminals, BRTS and AMTS stops. The stations would be physically connected to these nodes to ensure comfortable and hassle-free transfers.

0.6.2 Planning And Design Criteria For Stations Salient features of a typical station are as follows:

1. The stations can be divided into public and non-public areas (those areas where access is restricted). The public areas can be further subdivided into paid and unpaid areas.

2. The platform level has adequate assembly space for passengers for both normal operating conditions and a recognized abnormal scenario.

3. The platform level at elevated stations is determined by a critical clearance of 5.50 m under the concourse and above the road intersection, a clearance of 3.00 m for the concourse height, depth of below concourse floor below track viaducts in concourse would depend on detailed structural design. The platforms are 1.09

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m above the tracks level.

4. The concourse contains automatic fare collection system in a manner that divides the concourse into distinct areas. The 'unpaid area' is where passengers gain access to the system, obtain travel information and purchase tickets. On passing through the ticket gates, the passenger enters the 'paid area’, which includes access to the platforms.

5. The arrangement of the concourse is assessed on a station-by-station basis and is determined by site constraints and passenger access requirements. However, it is planned in such a way that maximum surveillance can be achieved by the ticket hall supervisor over ticket machines, automatic fare collection (AFC) gates, stairs and escalators. Ticket machines and AFC gates are positioned to minimize cross flows of passengers and provide adequate circulation space.

6. Sufficient space for queuing and passenger flow has been allowed at the ticketing gates.

7. Station entrances are located with particular reference to passenger catchment points and physical site constraints within the right-of-way allocated to the MRTS.

8. Office accommodation, operational areas and plant room space is required in the non-public areas at each station.

9. Tunnel Ventilation fans and ASS in underground stations are provided at platform level/ concourse level depending on availability of land for locating vent shafts.

10. The DG set, bore well pump houses and ground tank would be located generally in one area on ground.

11. The system is being designed to maximize its attraction to potential passengers and the following criteria have been observed:

o Minimum distance of travel to and from the platform and between platforms for transfer between lines.

o Adequate capacity for passenger movements.

o Convenience, including good signage relating to circulation and orientation.

o Safety and security, including a high level of protection against accidents.

12. Following requirements have been taken into account:

o Minimum capital cost is incurred consistent with maximizing passenger attraction.

o Minimum operating costs are incurred consistent with maintaining efficiency and the safety of passengers.

o Flexibility of operation including the ability to adapt to different traffic conditions changes in fare collection methods and provision for the

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continuity of operation during any extended maintenance or repair period, etc.

o Provision of good visibility of platforms, fare collection zones and other areas, thus aiding the supervision of operations and monitoring of efficiency and safety.

o Provision of display of passenger information and advertising.

13. The numbers and sizes of staircases/escalators are determined by checking the capacity against AM and PM peak flow rates for both normal and emergency conditions.

14. In order to transfer passengers efficiently from street to platforms and vice versa, station planning has been based on established principles of pedestrian flow and arranged to minimize unnecessary walking distances and cross-flows between incoming and outgoing passengers.

15. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates required to process the peak traffic from street to platform and vice-versa (these facilities must also enable evacuation of the station under emergency conditions, within a set safe time limit).

0.7 TRAIN OPERATION PLAN & MAINTENANCE FACILITIES 0.7.1 OPERATION PHILOSOPHY

The underlying operation philosophy is to make the MRT System more attractive and economical, the main features being: • Selecting the most optimum frequency of Train services to meet sectional capacity

requirement during peak hours on most of the sections. • Economical & optimum train service frequency not only during peak period, but also

during off-peak period. • A short train consists of 3 coaches. • Multi-tasking of train operation and maintenance staff.

The PHPDT capacity provided on the two corridors in different years of operation

Capacity Provided for North- South Corridor is tabulated below:

Sections

Year Headway (min)

No. of Rakes

Rake Consist

No. of Coaches

Max. PHPDT Demand


APMC to Motera Stadium

2018 5.5 14 3 Car 42 8121 8335 (10615*)

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2021 4.5 18 3 Car 54 10463 10187 (12973*)


2031 2.75 27 3 Car 81 17245 16669 (21229*)


2043 1.75

43 3 Car 129 25425 26194 (33360*)

* @ 8 persons per square meter of standee area


Sections

Year

Headway (min)

No. of Rakes

Rake Consist

No. of Coaches

Max. PHPDT Demand


Thaltej to Vastral Gam

2018 5.25 17 3 Car 51 11290 8731 (11120*)


2021 3.75 22 3 Car 66 13902 12224 (15568*)


2031 2.5 33 3 Car 99 21994 18336 (23352*)


2043 1.75 46 3 Car 138 30092 26194 (33360*)

*@ 8 persons per square meter of standee area

0.7.2 Train frequency North- South Corridor

Sections

2018 2021 2031 2043

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w


5.5 min 8 to 20 min

4.5 min

6 to 20 min

2.75 min

4 to 10 min

1.75 min

3 to 10 min

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East-West Corridor

No services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for maintenance of infrastructure and rolling stock.

0.8 ROLLING STOCK

The required transport demand forecast is the governing factor for the choice of the Rolling Stock. The forecasted Peak Hour Peak Direction Traffic calls for a Medium Rail Transit System (MRTS).

0.8.1 Optimization of Coach Size The following optimum size of the coach has been chosen for this corridor as mentioned in Table0.9.

Table 0.9 Size of the coach

Length* Width Height Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m Trailer car (TC) 21.34 m 2.9 m 3.9 m

*Maximum length of coach over couplers/buffers = 22.6 m

0.8.2 Passenger Carrying Capacity In order to maximize the passenger carrying capacity, longitudinal seating arrangement shall be adopted. The whole train shall be vestibuled to distribute the passenger evenly in all the coaches. Criteria for the calculation of standing passengers are 3 persons per square meter of standing floor area in normal state and 6 persons in crush state of peak hour.

Therefore, for the Medium Rail Vehicles (MRV) with 2.9 m maximum width and longitudinal seat arrangement, conceptually the crush capacity of 43 seated, 204 standing thus a total of 247 passengers for a Driving motor car, and 50 seated, 220 standing thus a total of 270 for a trailer/motor car is envisaged. Following train composition is recommended:

Sections

2018 2021 2031 2043

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Thaltej to Vastral

Gam

5.25 min

6 to 20 min

3.75 min

5 to 15 min

2.5 min

4 to 10 min

1.75 min

3 to 10 min

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3-car Train: DMC+TC+DMC Table 0.10 shows the carrying capacity of Medium Rail Vehicles.

Table 0.10 Carrying Capacity of Medium Rail Vehicles

Particulars Driving Motor car Trailer car 3 Car Train

Normal Crush Normal Crush Normal Crush

Seated 43 43 50 50 136 136

Standing 102 204 110 220 314 628

Total 145 247 160 270 450 764

NORMAL-3 Person/sqm of standee area

CRUSH -6 Person/sqm of standee area

0.8.3 Weight The weights of driving motor car, trailer car and motor car have been estimated as in Table 0.11, referring to the experiences in Delhi Metro. The average passenger weight has been taken as 65 kg.

Table 0.11

Weight of Light Rail Vehicles (TONNES)

DMC TC 3 Car Train

TARE (maximum) 40 40 120

Passenger

(Normal) 9.425 10.4 29.25

(Crush @6p/sqm) 16.055 17.55 49.66

(Crush @8p/sqm) 20.475 22.295 63.245

Gross

(Normal) 49.425 50.4 149.25

(Crush @6p/sqm) 56.055 57.55 169.66

(Crush @8p/sqm) 60.475 62.295 183.23

Axle Load @6 person/sqm

14.014 14.388

Axle Load @8 person/sqm

15.119

15.577

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The axle load @ 6persons/sqm of standing area works out in the range of 14.014T to 14.388T. 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 16 T axle load.

0.8.4 Performance Parameters

The recommended performance parameters are: Maximum Design Speed: 90 kmph Maximum Operating Speed: 80 kmph Max. Acceleration: 1.0 m/s2 (with AW3 load) Max. Deceleration 1.1 m/s2 (Normal brake) More than 1.3 m/s2 (Emergency brake)

0.8.5 Coach Design and Basic Parameters

The important criteria for selection of rolling stock are as under: (i) Proven equipment with high reliability (ii) Passenger safety feature (iii) Energy efficiency (iv) Light weight equipment and coach body (v) Optimized scheduled speed (vi) Aesthetically pleasing Interior and Exterior (vii) Low Life cycle cost (viii) Flexibility to meet increase in traffic demand (ix) 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.

0.9 POWER REQUIREMENTS

Electricity is required for operation of Metro system for running of trains, station services (e.g. lighting, lifts, escalators, signalling & telecom, fire fighting etc) and workshops, depots & other maintenance infrastructure within premises of metro system. The power requirements of a metro system are determined by peak-hour demands of power for traction and auxiliary applications. Broad estimation of auxiliary and traction power demand is made based on the following requirements:- (i) Specific energy consumption of rolling stock – 75KWh/1000 GTKM (ii) Regeneration by rolling stock – 20%

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(iii) Elevated/at –grade station load – initially 250KW, which will increase to 400 KW in the year 2043

(iv) Underground station load – initially 2000 KW, which will increase to 2500 KW in the year 2043

(v) Depot auxiliary load - initially 2000 KW, which will increase to 2500 KW in the year 2043.

Keeping in view of the train operation plan and demand of auxiliary and traction power, power requirements projected for the year 2018, 2021, 2031 and 2043 are summarized in table 0.12 below:-

Table 0.12 Power Demand Estimation (MVA)

Corridor Year

2018 2021 2031 2043 APMC To Motera Stadium (North-South)

Traction 6.17 7.28 11.01 16.39 Auxiliary 7.10 7.23 8.40 10.50 Sub-total 13.27 14.51 19.41 26.89


Traction 8.64 9.68 13.86 19.16 Auxiliary 16.74 17.36 19.39 22.24 Sub-total 25.38 27.04 33.25 41.40

The high voltage power supply network of Ahmedabad city was studied in brief. The city has 220, 132 and 66kV network to cater to various types of demand in vicinity of the proposed corridor. Series of meetings were held with M/s Torrent Power AEC Limited (Licensee of the area) and various sub-stations sites were inspected to finalize the Input Power Supply sources & Supply Voltage. Keeping in view the reliability requirements, Four Receiving Sub-stations (two for N-S line and Two for E-W line) are proposed to be set up. This is an economical solution without compromising reliability. Based on the discussions with M/s Torrent AEC Ltd., it is proposed to avail power supply for traction as well as auxiliary services from the following grid sub-stations at 132 or 66kV voltage through cable feeders: -

Table 0.13 Sources of Power Supply

S. N. Corridor Grid sub-station of

Torent AEC Ltd. (Input voltage)

Location of RSS of Metro Authority

Approx. length of 132 or 66kV cables

APMC To Motera Stadium (North-

Vasna Grid sub-station (132kV)

Gyaspur Depot 2.6 km Transmission Line (Double circuit)

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S. N. Corridor Grid sub-station of Torent AEC Ltd. (Input voltage)


Approx. length of 132 or 66kV cables

South) Sabarmati Grid sub-station (132kV)

Sabarmati/Ranip 1km. (Double circuit)


Thaltej Grid sub-station (132kV)

Thaltej 1km. (Double circuit)

Amraiwadi Grid sub-station(132kV)

Apparel Park Depot

1.5km(Double circuit)

The summary of expected power demand at various sources is given in table 0.14.

Table 0.14 – Power Demand projections for various sources

Corridor Input Source

Peak demand – Normal (MVA)

Peak demand* – Emergency (MVA)

Initial Year (2018)

Year (2043) Initial Year (2018)

Year (2043)


Gyaspur RSS Traction 3.91 9.30 6.17 16.39

Auxiliary 4.78 6.80 7.10 10.50

Sub-total (A) 8.69 16.10 13.27 26.89

Ranip/Sabarmati RSS Traction 2.26 7.09 6.17 16.39

Auxiliary 2.32 3.70 7.10 10.50

Sub-total (B) 4.58 10.79 13.27 26.89


Thaltej RSS Traction 3.49 8.48 8.64 19.16

Auxiliary 7.14 9.57 16.74 22.24

Sub-total (C) 10.63 18.05 25.38 41.40

Apparel Park Traction 5.15 10.69 8.64 19.16

Auxiliary 9.60 12.67 16.74 22.24

Sub-total (C) 14.75 23.36 25.38 41.40 * Incase of failure of other source of power

The 132 kV power supply will be stepped down to 33 kV level at the RSS’s of metro authority. The 33kV power will be distributed along the alignment through 33kV Ring main cable network for feeding traction and auxiliary loads. These cables will be laid in dedicated ducts/cable brackets along the viaduct and tunnel.

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Interconnection of 33kV power supply between the two corridors has been planned at the Interchange station of Old High Court which can be used for transfer of power from One corridor to other in emergency situations. In case of tripping of One RSS of either corridor on fault or input supply failure, train services can be maintained from stand-by source of the same line or by feed extension from RSS of other line. But if one more RSS fails, only curtailed services can be catered to. However, in case of total grid failure, all trains may come to a halt but station lighting, fire and hydraulics & other essential services can be catered to by stand-by DG sets. However, no train services can be run with power supply received from DG Sets. Therefore, while the proposed scheme is expected to ensure adequate reliability, it would cater to emergency situations as well, except for the train running.

Typical High Voltage Receiving Sub-station

The 132 kV cables will be laid through public pathways from Torrent Power AEC Sub-stations to RSS of Metro Authority. RSS at Gyaspur and Ranip/Sabarmati RSS shall be provided with 2nos. (one as standby) 132/33 kV, 30 MVA (ONAN) three phase Transformers for feeding Traction as well as auxiliary loads and RSS near Thaltej and Apparel park RSS shall be provided with 2nos. (one as standby) 132/33 kV, 45 MVA (ONAN) three phase Transformers. The capacity of transformers may be reviewed considering the load requirement/distribution of both the corridors at the time of detailed design.

Conventional Outdoor type 132 kV Switchgear is proposed for all the RSS to be located in approx. 80 X 60 m (4800 sq. m) land plot as the availability of Land in this area may not be a constraint. If Gas Insulated Switchgear (GIS) type Switchgear will be planned in future due to less space and reduced maintenance the capital cost need to be enhanced.

0.9.1 750V dc Third Rail Current Collection System

For the 750V dc Third Rail Current Collection System, Bottom current collection with the use of composite Aluminum steel third rail on main lines is envisaged from

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reliability and safety considerations (figure below). Low carbon steel third rail available indigenously is proposed for the depot because of reduced current requirements.

6mm thick

Aluminium

sliding surface : stainless steel

Concrete Sleeper

Third Rail support

Third Rail

Insulated Protective Shrouds

Insulator

Track

Composite Aluminum Third Rail

750V dc Third Rail Current Collection System

The cross-section of third rail will be about 5000 mm2. The longitudinal resistance of composite and steel third rail is about 7 and 20 milli-ohm/km respectively. The life of composite and steel third rail is expected to be 25-30 years.

0.9.2 Special Arrangements in Depot

A separate traction sub-station (TSS) shall be provided for the depot so as to facilitate isolation of depot traction supply from mainlines in order to prevent the leakage of return currents to depot area. Tracks of Depot area shall also be isolated from mainline through insulated rail joints (IRJ). Remote operated sectionalizing switches shall be provided to feed power from depot to mainline and vice-versa in case of failure of TSS. The prescribed limit of highest touch potential in depot is 60V as per EN50122-1 and therefore Track Earthing Panels (TEP) shall be provided at suitable locations to earth the rail in case the rail potential exceeds this limit. In areas, where leaky conditions exist (e.g. washing lines, pit wheel lathe etc.), insulated rail joints (IRJ) shall be provided with power diodes to bridge the IRJ to facilitate passage of return current. A detailed scheme shall be developed during the design stage.

0.9.3 Electromagnetic Interference (EMI) and Electromagnetic Compatibility (EMC)

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AC traction currents produce alternating magnetic fields that cause voltages to be induced in any conductor running along the track. However, dc traction currents do not cause electromagnetic induction effect resulting in induced voltages and magnetic fields.

0.9.4 The rectifier-transformer used in dc traction system produces harmonic voltages, which may cause interference to telecommunications and train control/protection systems. The rectifier-transformer shall be designed with the recommended limits of harmonic voltages, particularly the third and fifth harmonics. 12-pulse rectifier-transformer has been proposed, which reduces the harmonics level considerably. Detailed specification of equipment e.g. power cables, rectifiers, transformer, E&M equipment etc shall be framed to reduce conducted or radiated emissions as per appropriate international standards. The Metro system as a whole (trains, signaling & telecomm, traction power supply, E&M system etc) shall comply with the EMC requirements of international standards viz. EN50121, EN50123, IEC61000 series etc. A detailed EMC plan will be required to be developed during project implementation stage.

0.9.5 Auxiliary Supply Arrangements for Stations & Depot

Auxiliary sub-stations (ASS) are envisaged to be provided at each station. A separate ASS is required at each depot. The ASS will be located at mezzanine or platform level inside a room. Wherever TSS is required, ASS & TSS will be housed together inside a room. The auxiliary load requirements have been assessed at 400 kW for elevated/at-grade stations. Accordingly, two dry type cast resin transformers (33/0.415kV) of 500kVA capacity are proposed to be installed at the stations (one transformer as standby). Both the Depot ASSs will also be provided with 2x2500 kVA auxiliary transformers. For Underground station, the auxiliary load requirements have been assessed at 2500 kW, accordingly, two dry type cast resin transformers (33/0.415kV) of 3200kVA capacity are proposed to be installed at the stations (with one transformer as standby).

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Typical Indoor Auxiliary Sub-station

2 x 2.5MW transformer-rectifier set shall be provided in each TSS with space provisions for an additional set to be accommodated in future as and when train composition is increased. Self-cooled, cast resin dry type rectifier-transformer is proposed, which is suitable for indoor application. From the traction sub-stations, 750V dc cables will be laid up to third rail and return current cables will be connected to running rails.

0.10 VENTILATION AND AIR-CONDITIONING SYSTEM

0.10.1 Need for Ventilation and Air Conditioning The underground stations are built in a confined space. A large number of passengers occupy concourse halls and the platforms, especially at the peak hours. The platform and concourse areas have a limited access from outside and do not have natural ventilation. It is therefore, essential to provide forced ventilation in the stations and inside the tunnel for the purpose of:

- Supplying fresh air for the physiological needs of passengers and the staff;

- Removing body heat, obnoxious odours and harmful gases like carbon dioxide exhaled during breathing;

- Preventing concentration of moisture generated by body sweat and seepage of water in the sub-way;

- Removing large quantity of heat dissipated by the train equipment like traction motors, braking units, compressors mounted below the under-frame, lights and fans inside the coaches, A/c units etc.;

- Removing vapour and fumes from the battery and heat emitted by light fittings, water coolers, Escalators, Fare Gates etc. working in the stations;

- Removing heat from air conditioning plant and sub-station and other equipment, if provided inside the underground station.

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This large quantity of heat generated in M.R.T. underground stations cannot be extracted by simple ventilation. It is, therefore, essential to provide mechanical cooling in order to remove the heat to the maximum possible extent. As the passengers stay in the stations only for short periods, a fair degree of comfort conditions, just short of discomfort are considered appropriate. In winter months it may not be necessary to cool the ventilating air as the heat generated within the station premises would be sufficient to maintain the comfort requirement.

0.10.2 DESIGN PARAMETERS FOR VAC SYSTEM With hot and humid ambient conditions of Ahmedabad during the summer and monsoon months, it is essential to maintain appropriate conditions in the underground stations in order to provide a ‘comfort-like’ and pollution-free environment. The plant capacity and design of VAC system needs to be optimized for the “Designed inside Conditions”.

The Indian Standards & Codes, which pertain to office-buildings, commercial centers and other public utility buildings. The standards used for buildings are not directly applicable for the underground spaces, as the heat load gets added periodically with the arrival of the train.

The patrons will stay for much shorter durations in these underground stations, the comfort of a person depends on rapidity of dissipation of his body heat, which in turn depends on temperature, humidity and motion of air in contact with the body. Body heat gets dissipated is given out by the process of evaporation, convection and conduction. Evaporation prevails at high temperature. Greater proportion of heat is dissipated by evaporation from the skin, which gets promoted by low humidity of air. The movement of air determines the rate of dissipation of body heat in the form of sensible and latent heat.

There are different comfort indices recognized for this purpose. The ‘Effective Temperature’ criterion was used in selecting the comfort condition in earlier metros, in this criteria comfort is defined as the function of temperature and the air velocity experienced by a person. A new index named RWI (Relative Warmth Index) has been adopted for metro designs worldwide. This index depends upon the transient condition of the metabolic rate and is evaluated based on the changes to the surrounding ambient of a person in a short period of about 6 to 8 minutes. It is assumed that during this period human body adjusts its metabolic activities. Therefore in a subway system where the train headway is expected to be six minutes or less, then RWI is the preferred criterion.

(1) Outside ambient conditions:

This is based upon ASHRAE-2009 recommended design conditions for 1% criteria, as under

1% Criteria

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Summer: 40.9oC (DB), 22.9oC (WB) Monsoon: 32.9oC (DB), 28.1oC (WB) For this corridor it is suggested to use 1% criteria, which is defined as the conditions, when the DB or WB temperatures are likely to exceed for only 1% of the total time.

(2) Inside design conditions:

Platform areas: 27oC at 55% RH Concourse: 28oC at 60% RH

(3) Tunnel design conditions:

Normal conditions Max. DB 40oC Congested conditions Max. DB 45oC

(4) Minimum fresh air: 10% or 18 cmh/person (In station public areas)

0.11 SIGNALLING The signaling system shall provide the means for an efficient train control, ensuring

safety in train movements. It assists in optimization of metro infrastructure investment and running of efficient train services on the network.

0.11.1 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.

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 disregard of signal / warning by the driver.

• Provides safety and enforces speed limit on section having permanent and temporary speed restrictions.

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• Improve capacity with safer and smoother operations. Driver will have continuous display of Target Speed / and other information in his cab enabling him to optimize the speed potential of the track section. It provides signal / speed status in the cab even in bad weather.

• Increased productivity of rolling stock by increasing line capacity and train speeds, and enabling train to arrive at its destination sooner. Hence more trips will be possible with the same number of rolling stock.

• Improve maintenance of Signalling and telecommunication equipments by monitoring system status of trackside and train born equipments and enabling preventive maintenance.

Signalling & Train Control system on the line shall be designed to meet the required headway during peak hours.

Radio for CBTC shall work in License free ISM band.

0.12 TELECOMMUNICATION & AUTOMATIC FARE COLLECTION

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 the metro network.

The Telecommunication facilities proposed are helpful in meeting the requirements for:

1. Supplementing the Signalling system for efficient train operation. 2. Exchange of managerial information 3. Crisis management during emergencies 4. Passenger information system

The proposed Telecom system will cater to the following requirements:

• Train Traffic Control • Assistance to Train Traffic Control • Maintenance Control • Emergency Control • Station to station dedicated communication • Telephone Exchange • Integrated Passenger Announcement System and Passenger Information and

Display System within the station and from Central Control to each station. • Centralised Clock System • Train Destination Indicator

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• Instant on line Radio Communication between Central Control and Moving Cars and maintenance personnel.

• Data Channels for Signalling, SCADA, Automatic Fare Collection etc. • E&M SCADA is not envisaged as part of Telecomm System as such, hence catered

to separately in DPR • Integrated Network Control System • Access Control System

0.12.1 AUTOMATIC FARE COLLECTION

Metro Rail Systems handle large number of passengers. Ticket issue and fare collection play a vital role in the efficient and proper operation of the system. To achieve this objective, ticketing system shall be simple, easy to use/operate and maintain, easy on accounting facilities, capable of issuing single/multiple journey tickets, amenable for quick fare changes and require overall lesser manpower. In view of above, computer based automatic fare collection system is proposed. For Multiple Journey, the Store Value Contactless Smart Card shall be utilized and for the Single Journey, the Smart media shall be as utilized as Contactless Smart Token. System should be compatible with the Contactless Smart Chip supplied by at least 2 Chip OEMs as per ISO 14443 standard. AFC system proves to be cheaper than semi-automatic (manual system) in long run due to reduced manpower cost for ticketing staff, reduced maintenance in comparison to paper ticket machines, overall less cost of recyclable tickets (Smart Card/Token) in comparison to paper tickets and prevention of leakage of revenue. Relative advantages of automatic fare collection system over manual system are as follows: A) Manual fare collection systems have the following inherent disadvantages: 1. Large number of staff is required for issue and checking of tickets. 2. Change of fare structure is time consuming as has to be done at each station. 3. Manipulation possible by jamming of mechanical parts. 4. Staff and passenger interaction leading to more chances of confrontation. 5. Almost 100% ticket checking at entry / exit impossible. B) Automatic fare collection systems have the following advantages:

1. Less number of staff required. 2. Less possibility of leakage of revenue due to automatic ticket check by control gates. 3. Recycling of ticket fraudulently by staff avoided. 4. Efficient and easy to operate, faster evacuation both in normal and emergency. 5. System is amenable for quick fare changes. 6. Management information reports generation easy.

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7. System has multi-operator capabilities. Same Smart Card can be used for other applications also, including in other lines of the Metro.

8. Contactless Smarts Card based AFC systems are the worldwide accepted systems for LRT/Metro environment.

The proposed ticketing system shall be that to be of Contactless Smart Card type for multiple journey and Contactless Token for Single Journey. The equipment for the same shall be provided at each station Counter/Booking office and at convenient locations and will be connected to a local area network with a computer in the Station Control room. C) Choice of Control Gates

Flap type Control Gates are proposed which offer high throughput, require less maintenance and are latest in modern metros internationally. Tripod turnstile type gates offer less throughput and require more maintenance and hence are not proposed. All these Gates will have a functionality of Auto Top on Smart cards in case balance goes below the threshold Value (As per User Choice/Business Rules)

D) Ticket Vending Machine (TVM)

At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket Vending Machines) are proposed. The TVM’s will provide convenience to passengers to avoid standing in queues at ticket booths and provide them international standard service. This will be used for

1. Dispensing Smart Tokens for single journey 2. Add Value in Smart card by paying money using Bank Notes or through Credit Card

/Debit card /pre Paid card. 3. Return the remaining money through Bank Notes and Coins (Min 2 types)

E) Ticket Reader/Add Value Machines These machines will be used to know the Card/Token balance and can also be used as Add value device in case payment for Card top up is made through alternate Internet based channel like net banking, Credit/Debit card ( Payment gateway) etc.

F) Recharge Card terminal Machine (RCTM)

RCTM will be used to recharge the Card using bank Note as well as Credit Card /Debit card /Pre Paid card.

0.13 DISABLED FRIENDLY FEATURES

The objective of making these features is to create a user-friendly mass transport system in India which can ensure accessibility to persons with disabilities, people travelling

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with small children or are carrying luggage, as well as people with temporary mobility problems (e.g. a leg in plaster) and the elderly persons.

The design standards for universal access to Public Transport Infrastructure including related facilities and services, information, etc. would benefit people using public transport.

The access standards given here are extracted from Indian Roads Congress Code, IRC 103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011 and National Building Code, 2005. Central Public Works Department’s (CPWD) “Space Standards for Barrier Free Built Environment for Disabled and Elderly Persons”, 1998 and 2013 edition (under revision by MoUD), and international best practices / standards

Further, it has also been attempted to provide guidelines/ standards for alighting and boarding area, approach to station, car parking area, drop-off and pick-up areas, taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge etc. to achieve a seamless development around metro stations.

(A) CONTENT

1. Rail Transport

2. Metro Rail Station

• Way finding • Signage • Automated Kiosks • Public Dealing Counters • Audio-visual Displays • Public Telephones • Rest Areas/Seating • Tactile Paving - Guiding & Warning • Doors • Steps & Stairs • Handrails • Ramps • Lifts/Elevators • Platform/Stair Lift • General and Accessible toilets • Drinking Water Units • Visual Contrasts

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• Emergency Egress/Evacuation

3. Street Design

• Footpath (Sidewalk) • Kerb Ramp • Road Intersection • Median/Pedestrian Refuge • Traffic Signals • Subway and Foot Over Bridge

4. Alighting and Boarding Area

• Approach • Car Park • Drop-off and Pick-up Areas • Taxi/Auto Rickshaw Stand • Bus Stand/Stop

(B) METRO RAILWAY STATIONS

1. LEVEL APPROACH

− Approach route should not have level differences. If the station is not on the same level as the walkway or pathway, it should a ramp.

− Walkway surfaces should be non-slip. − Approach walkway should have tactile pavements for persons with visual

impairments.

2. STATION ENTRANCES AND EXITS

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

3. RESERVATION AND INFORMATION COUNTERS − Should have clear floor space of at least 900 mm x 1200 mm in front of the

counters; − There should be at least one low counter at a height of 750 mm to 800 mm from

the floor with clear knee space of 750 mm high by 900 mm wide by 480 mm deep.

− At least one of the counters should have an induction loop unit to aid people with hearing impairments; and

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

4. TOILET FACILITIES

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− There should be at least one unisex accessible toilet − Ticket Gates

At least one of the ticket gates should:

− Be minimum 900 mm wide to allow a wheelchair user through; and − Have a continuous line of guiding paver for people with visual impairments.

5. PLATFORMS

The Platforms should:

− Have a row of warning paver installed 600mm before the track edge; − Have non-slip and level flooring; − Have seating areas for people with ambulatory disabilities; − Be well illuminated lux level 35 to 40; − 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. WAY FINDING

− Way finding references should be available at decision points. − Colour can be used to identify routes and provide assistance in locating doors,

walls and hazards. Proper colour contrast between different elements greatly improves visibility for all users and is critical for persons with low vision. For example, colour contrasting of door frames can assist in locating doors, and likewise floors should be contrasted with walls. In addition, furniture should contrast with walls and floors so as not to create an obstacle.

− Structural elements such as columns should be colour contrasted or brightly marked so as to be visible to those who may have a visual disability.

− Generally, patterns on flooring should be avoided or else should be minimal and small to avoid visual confusion.

− In addition to identifying hazards or warnings, tactile floor surfaces can also be used to inform that there is a change in area (e.g. leaving a corridor and entering a boarding area).

− Tactile systems should be consistent throughout the building. For example, terminals should not have carpeting in some boarding areas and tile in others as this may create confusion for those who rely on tactile surfaces to guide them to their destination.

− Good lighting assists those with a visual disability to see better and allows people who have a hearing impairment to lip read easier. However, care should be taken

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to properly direct lighting and to use matte finishes on floors, walls and signage, so as not to create glare which may create difficulties for all travelers.

− Blinds can be used to adjust lighting levels in areas where the natural lighting changes significantly throughout the day.

7. SIGNAGE

Signs must be clear, concise, and consistent. All travelers need clear information about the purpose and layout of terminals to maintain a sense of direction and independent use of all facilities. Using internationally and nationally established symbols and pictograms with clear lettering and Braille ensures universal accessibility cutting across regional/cultural and language barriers. A cohesive information and signage system can provide visual (e.g. signs, notice boards), audible (e.g. public address and security systems, induction loops, telephones, and infrared devices), and/ or tactile information (e.g. signs with embossed lettering or Braille).

8. SIGN DESIGN SPECIFICATIONS

− The sign should be in a prominent position. − The face of the sign should be well-illuminated by natural or artificial light. − Letters should be simple such as Arial, Helvetica medium, and san serif or similar

and numbers should be Arabic. − The colour of the text should be in a colour that contrasts with the sign board. − The sign board should also contrast with the wall on which it is mounted. − The surface of the sign should not be reflective. − Some signs such as those adjacent to or on a toilet door may be embossed so that

they can be read by touch. − Illuminated signs should not use red text on a dark background. − Signs should be supplemented by Braille where possible.

Fig. 0.2 (a) Way finding signage (b) International Symbol of

Accessibility

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9. SIGNAGE OF ACCESSIBLE TOILETS

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

Fig. 0.3 - Signage for accessible washroom 0.14 ENVIRONMENTAL IMPACT ASSESSMENT

The historic city of Ahmedabad is becoming the increasing opportunities for trade and commerce and as a center for higher education, the population of the city is already touching 6 million and this heavy growth continues. Being thickly populated area, Ahmadabad’s traffic needs cannot be met by only road-based system. 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. Metro-Link Express for Gandhinagar and Ahmedabad (MEGA) Company Ltd intends to implement Phase 1 of the Ahmedabad Metro Rail Project with international/multilateral funding from lending agencies like JICA. Phase 1 comprises of the revised North-South corridor from APMC to Motera along existing railway line and the East-West corridor from Thaltej to Vastral. The East-West corridor provides connectivity between residential areas in the western part of Ahmedabad and Industrial areas in the eastern part and passes through old city and Ashram Road. The objective of the study is to facilitate the Metro Link Express for Gandhinagar and Ahmedabad (MEGA) in preparation of EIA report as per the requirement of regulatory agencies and funding agency JICA. The scope of EIA includes the impacts resulting from pre-construction, construction and operation phases of E-W & N-S corridor, Depot and sub-stations. The EIA is based on detailed field reconnaissance surveys, inventories and available secondary information. The MoEF, Government of India, Notification of 14th September 2006 and its amendment enlist projects in Schedule that require environmental clearance. However as per the said notification a metro project does not require environmental clearance from MoEF.

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0.15 SECURITY MEASURES FOR A METRO SYSTEM

Metro is emerging as the most favoured mode of urban transportation system. The inherent characteristics of metro system make it an ideal target for terrorists and miscreants. Metro systems are typically open and dynamic systems which carry thousands of commuters. Moreover the high cost of infrastructure, its economic impotence, being the life line of city high news value, fear & panic and man casual ties poses greater threat to its security. Security is a relatively new challenge in the context of public transport. It addresses problems caused intentionally. Security differs from safety which addresses problems caused accidentally. Security problems or threats are caused by people whose actions aim to undermine or disturb the public transport system and/or to harm passengers or staff. These threats range from daily operational security problems such as disorder, vandalism and assault to the terrorist threat.

0.15.1 NECESSSITY OF SECURITY

It is well known that public transportation is increasingly important for urban areas to prosper in the face of challenges such as reducing congestion and pollution. Therefore, security places an important role in helping public transport system to become the mode of choice. Therefore, excellence in security is a prerequisite for Metro system for increasing its market share. Metro railway administration must ensure that security model must keep pace rapid expansion of the metro and changing security scenario.

0.15.2 THREE PILLARS OF SECURITY

Security means protection of physical. Human and intellectual assets either from criminal interference, removal of destruction by terrorists or criminals or incidental to technological failures or natural hazardous events. There are three important pillars of security as mentioned under:

(i) The human factor; (ii) Procedures; and (iii) Technology

0.16 DISASTER MANAGEMENT MEASURES

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.

0.16.1 Need for Disaster Management Measures

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The effect of any disaster spread over in operational area of Ahmedabad Metro is likely to be substantial as MEGA deals 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.

0.16.2 Objectives: The main objectives of this Disaster Management Measures are as follows: • Save life and alleviate suffering. • Provide help to stranded passengers and arrange their prompt evacuation. • Instill a sense of security amongst all concerned by providing accurate

information. • Protect Metro Rail property. • Expedite restoration of train operation. • Lay down the actions required to be taken by staff in the event of a disaster in

MEGA 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.

0.17 Multi Modal Traffic Integration at Metro Stations

0.17.1 Background

The proposed metro in Ahmedabad has two corridors totaling 37.928 km and 32 stations, including terminal stations. It traverses across the city in the north-south and east-west direction and along its path covers many important origins and destinations. However, its reach will not be enough to reach all origins and destinations. Fortunately, Ahmedabad has planned for a multi-modal system, where the proposed metro complements the existing BRTS and AMTS services. The need is now to ensure that people have safe, comfortable and secure access to the above modes as well as seamless integration facilities. The AMTS, which is a much older service, has a fleet of close to 800 buses and operates over 150 routes. It has a daily ridership of close to 7 lakh. As the BRTS expands, the AMTS routes are being rationalized to avoid major overlaps and expand into new,

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upcoming suburbs of Ahmedabad. They are also expected to act as feeders to the BRTS and AMTS. A new proposal by the AMTS calls for moving away from the traditional destination oriented services to direction based services. Accordingly, new routes have been proposed, consisting of 16 radial and 3 ring routes, running at high frequency.

The Centre of Excellence in Urban Transport, CEPT University has been commissioned by MEGA to undertake a study on last mile connectivity for proposed metro corridor. The Last Mile Connectivity refers to the provision of travel service from home or workplace to the nearest public transportation mode. A trip is considered as the entire journey between origin and destination. Commuters may utilize and combine different modes of transport for the entire trip. Metro or BRTS may cater to a majority of this kind of trip, but commuters always need to complete the access and egress part on their own.

Figure 0.2 Proposed Metro corridor

The map above shows the metro corridors proposed in phase 1. Along with the BRTS and AMTS, it is expected that the mode share of public transit in Ahmedabad will increase from the present 15% to 53% by 2043. However, there is a need to ensure that these three systems are integrated in such a manner that the commuter gets benefit of single trip through fare integration as well enjoys a seamless physical transition from one mode to another. Along with this, there is a need to ensure that last mile connectivity through pedestrian and bicycle facilities are enhanced.

Figure 0.1 Components of trip

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This chapter will look at concepts of last mile connectivity along with multi-modal integration, and identify key interchange locations that need to be identified in Ahmedabad keeping in mind present and future demand and potential. The cost requirement for such facilities would also be estimated at block costs level to get an idea of the funds required.

0.17.2 AIM AND OBJECTIVES The aim of this study is to suggest measures to increase last mile connectivity for metro users and to integrate metro with other modes of transit. The specific objectives are:

• To suggest measures that provide local destinations with safe, comfortable and convenient accessibility to Metro stations

• To propose design guidelines for local street environment

• To propose conceptual designs that will maximize benefits and efficiency of interchanges

0.17.3 METHODOLOGY

Figure 0.3 Different aspects of Last Mile Connectivity

The study will look at each metro station and the surrounding area in detail. The land use for a distance of 500m from the corridor has been surveyed to understand nature of existing development. All prominent activities such as schools, colleges, hospitals, malls etc. will be mapped to ensure that the LAAP caters to all of them. At the same time, for each station, feeder services in the form of BRTS and AMTS will be identified. Each metro station will be classified in terms of level of the interchange, which will be finalized based on the number of modes and frequency of services.

Last mile connectivity

Walk

Cycle

Feeder system/ Public transport

IPT

Private vehicle

Local Area Access Plan

Integrated Feeder services

Seamless Interchanges

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0.18 COST ESTIMATES Project Cost estimates for the Ahemdabad metro rail network has been prepared

covering civil, electrical, signalling and telecommunication works, rolling stock, environmental protection, rehabilitation, considering 750v dc traction at March 2014 price level, both for Capital and Operation & Maintenance costs.

While preparing cost estimates, various items have generally been grouped under

three major heads on the basis of:-

(i) Route km. Length of alignment

(ii) No. of units of that item and

(iii) Item being an independent entity. All items related with alignment, whether in underground or elevated or at-grade

construction, permanent way, traction, signalling and telecommunication, have been estimated on rate per route km/km basis. Route km. cost for underground alignment construction, excludes station lengths. Station lengths (260m) have to be done by cut and cover in general and by tunneling under compelling exceptional circumstances. The rates adopted for underground stations include cost of civil structures and architectural finishes. Similarly, cost of elevated and at grade stations includes civil work for station structures, architectural finishes, platform roofing, etc. Provisions for electrical and mechanical works, air conditioning, lifts, escalators, etc, have been worked out separately. These rates do not include cost of permanent way, traction, power supply, signaling and telecommunication, automatic fare collection (AFC) installations, for which separate provisions have been made in the cost estimates. Similarly, for other items like Rolling stock, Traction & Power, VAC, etc, costs have been summed up separately. In remaining items, viz. land, utility diversions, rehabilitation, etc the costs have been assessed on the basis of each item taken as an independent entity.

In order to arrive at realistic cost of various items, costs have been assessed on the basis of accepted/completion rates in various contracts, awarded for similar works by DMRC in Phase-III. A suitable escalation factor has been applied to bring these costs to March 2014 price level. Taxes & Duties such as Customs Duty, Excise Duty, Sales Tax, Works Tax, VAT, etc, wherever applicable, have been worked out on the basis of prevailing rates and included in the cost estimates separately.

The overall Capital Cost for the Ahemdabad metro rail network at March 2014 price

level works out to Rs. 9835 Crores including applicable Taxes & Duties, as tabulated hereunder.

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Table 0.15 – Corridor-wise Details of Capital Cost

Sr. No. Name of the corridor Capital Cost (Rs. Crore)

Taxes & Duties (Rs. Crore)

Total (Rs. Crore)

1. East-West Corridor 4951 864 5815 2. North-South corridor 3436 584 4020

Total 8387 1448 9835 0.19 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY

The Ahmadabad Metro Project is proposed to be constructed with an estimated cost of Rs 9382.00 Crore with central taxes and land cost. The length of the metro system and estimated cost at March-2014 price level without central taxes and with central taxes is placed in table 0.16 as under:

Table 0.16 Cost Details

Sr. No. Name of Corridor Distance (km)

Estimated cost without taxes (Rs/Crore)

Estimated cost with Central taxes & land cost (Rs/Crore)

1 E-W Corridor (Thaltej to Vastral Gam) 19.435 4951 5,550.00

2 N-S Corridor (APMC to Motera Stadium)

18.493 (including Depot connection)

3436 3,832.00

Total 37.928 8387 9382.00 The estimated cost at March-2014 price level includes an amount of Rs. 7.04 Crore as one-time charges of security personal towards cost of weapons, barricades, and hand held and door detector machine etc. However, the recurring cost towards salary and allowances of security personal have not taken in to account in FIRR calculation. 2% of the project cost is taken for providing first mile and last mile connectivity i.e., feeder bus services.

0.19.1 Investment Cost For the purpose of calculating the Financial Internal Rate of Return (FIRR), the completion cost with central taxes has been calculated by taking escalation factor @7.5% per annum. It has been assumed that Gujarat State Government will exempt the local taxes or reimburse the same and provide the land worth Rs. 793 crore at March-2014 price level free of cost or it shall provide Interest Free Subordinate Debt.

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It is assumed that the construction work will start on 01.07.2014 and is expected to be completed on 31.03.2018 with Revenue Opening Date (ROD) as 01.04.2018 for the both the corridors. The total completion costs duly escalated and the cash flow of investments shown in the table 0.17.

Table 0.17 Year –wise Investment (Completion Cost including cost of land)

Figures in Rs. Crore

Although the construction is expected to get over by 31st March 2018, the cash flow spill over up to March 2021 on account of payment normally required to be made to the various contractors up to that period necessitated by contractual clauses. The cost of Land of Rs. 793 crore at March-2014 price level included in the above completion cost will be provided free of cost by the Gujarat Government. However, Cost of 10 hectare land to be provided by Gujarat Government for property development has not been included in above.

0.19.2 MODELS OF FINANCING

The financing option shall depend upon selection of the dedicated agency created to implement the project. The prominent models are: - (i) Special Purpose Vehicle under the State Government Control (Delhi Metro Rail

Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC) (ii) Built, Operate & Transfer (BOT), and

SPV Model: - The corridor is a standalone one and therefore forming a separate SPV may be in the name of Ahmadabad Metro Rail Corporation may be desirable. The funding pattern under this model (SPV) is placed in table 0.18 as under: -

Financial Year Cost at March-2014 Price Level Completion Cost

2014-15 693.00 719.00 2015-16 2411.00 2687.00 2016-17 2412.00 2890.00 2017-18 2577.00 3319.00 2018-19 859.00 1189.00 2019-20 258.00 384.00 2020-21 172.00 275.00

Total 9382.00 11463.00

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Table 0.18 Funding pattern under SPV model (with central taxes)

In addition to the above, State Taxes of Rs.636.00 crore on completion cost basis has to be either reimbursed or exempted by state government. BOT Model: - In this model, the private firm will be responsible for financing, designing, building, operating and maintaining of the entire project. The contribution of Government of Gujarat will be limited to cost of land only. Such a project become eligible for Viability Gap Funding (VGF) upto 20% from the Central Government provided the state government also contribute same or more amount towards the project. The metro being a social sector project not much private parties are available to bid for such a project. Besides quite expectedly the private operator may demand assured rate of return in the range of 16% to 18% or a comfort of guaranteed ridership.

The funding pattern assumed under this model excluding the cost of land is placed in table 0.19 & 0.20 tabulated as under: -

Table 0.19 Funding pattern under BOT –Combined (18% EIRR) (With central taxes and without land cost and without Property Development)

Particulars With Taxes & Duties Amount (Rs/Crore) % Of contribution

VGF by GOI 2115.00 20.00% VGF by GOG 3485.00 32.95% Equity by Concessionaire 1659.00 15.68% Concessionaire’s debt @12% PA 3318.00 31.37%

Total 10577.00 100.00 Land Free by GOG 886.00

IDC 246.00 Total 11709.00

Particulars With Taxes & Duties With Taxes & Duties Amount % of Contribution

Equity By GOI 1497.00 14.15% Equity By GOG 1497.00 14.15% SD for CT by GOG (50%) 618.00 5.84% SD for CT by GOI (50%) 618.00 5.84% 1.40% JICA Loan 5968.00 56.43% 12% Market Borrowings 379.00 3.59%

Total 10577.00 100.00% SD for Land by GOG (100%) 886.00

Total 11463.00 Interest During Construction 279.00

Grand Total 11742.00

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Table 0.20 Funding pattern under BOT –Combined (18% EIRR)(With central taxes

and without land cost and with Property Development) Particulars With Taxes & Duties

Amount

(Rs/Crore) % Of contribution


Total 10577.00 100.00 Land Free by GOG 886.00

IDC 348.00 Total 11811.00

In addition to the above, State Taxes of Rs.636.00 crore on completion cost basis has to be either reimbursed or exempted by state government.

0.19.3 Additional Investment Total investment provided in the FIRR calculation towards requirement of additional rolling stock duly escalated @5% PA is placed in table 0.21 as under: -

Table 0.21 Additional Investment towards Rolling Stock (Rs/Crore)

The total fund contribution of GOI & GOG under various alternatives is tabulated in table 0.22.

Table 0.22 Rs. In crore

Particulars SPV Model BOT Model without PD BOT Model with PD GOI 2115.00 2115.00 2115.00 GOG 3001.00 4371.00 3971.00 Total 5116.00 6486.00 6086.00


Financial Year No. of Cars Amount

2021-22 27 507.00 2031-32 60 2296.00 2043-44 87 4782.00

TOTAL 174.00 7585.00

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0.20 ECONOMIC APPRAISALS

Economic benefits are social and environmental benefits which are quantified and then converted into money cost and discounted against the cost of construction and maintenance for deriving Economic Internal Rate of Return (EIRR). When actual revenue earned from fare collection, advertisement and property development are discounted against construction and maintenance cost, interest (to be paid) and depreciation cost, Financial Internal rate of Return (FIRR) is obtained. Therefore, EIRR is viewed from socio-economic angle while FIRR is an indicator of pure financial profitability and viability of any project

0.20.1 Economic Performance Indicators

For Moderate Scenario, after generating the cost and benefit stream table, values of economic indicators are derived and are given in table 0.23. Project period is 2014-2043, EIRR (without tax) is found to be 19.94% and B/C ratio as 5.52 and with 12 % discount, EIRR is 7.09% and B/C ratio is 2.03. NPV without discount is Rs 145959 Cr. and with 12% discount rate, NPV is Rs. 9997 Cr. which shows that the project is economically viable.

Table 0.23 - Economic Indicator Values (with Central Tax)

Current Price Fixed Price Base Year 2014

AHMDABAD PAHSE 1 WITHOUT DISCOUNT

WITH DISCOUNT

(12%)

WITHOUT DISCOUNT

WITH DISCOUNT

(12%) Cumulative cost (Cr.) 32260 9702 13028 7065 Cumulative benefit(Cr.) 178219 19700 54717 8372 Benefit Cost Ratio 5.52 2.03 4.20 1.18 NPV(Cr.) 145959 9997 41689 1166 EIRR 19.94% 7.09% 13.92% 1.71%

0.21 IMPLEMENTATION PLAN Implementation on Delhi Metro/Chennai Metro Model

MEGA has to take action for appointment of General Consultants for project management including preparation of tender documents. Till the General Consultants are in position, MEGA should appoint an interim Consultant for all preliminary and enabling jobs such as land acquisition, detailed design of civil structures, utility diversions, etc.

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The proposed date of commissioning of the both corridor with suggested dates of important milestones is given in Table 0.24

Table 0.24 - Implementation Schedule through DMRC model Phase I

S. No. Item of Work Completion Period

1 Submission of Final DPR to State Govt. D

2 Approval of DPR by State Government D + 0.5momth

3 Submission of DPR for Approval of Ministry of Urban Development (MoUD). D + 1month

4 Appoint interim Consultant for preliminary works D + 3months

5 Approval of Project by Empowered Committee D +3months

6 Sanction of Project by EGOM. D +6months

7 Appoint General Consultant D +9months

8 Tendering, Execution of works and Procurement of equipments, coaches and installations

D +57months

9 Testing and Commissioning D +60moths

10 Revenue Operation D +60months

0.22 CONCLUSIONS & RECOMMENDATION

The combined FIRR of both the corridors with taxes is 10.45% with revenue from additional property development of 10 hectares of land and EIRR is 19.94 %. The pre-tax Equity FIRR to the BOT operator is 18% with a total VGF of only Rs.6086.00 crore excluding the cost of 10 hectare Land. Since the Gujarat State Government is providing land parcels for PD, it is advisable to take up the job on DMRC/BMRCL/CMRL model. Accordingly, the corridors are recommended for implementation.

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Figu

re—

0.4

CHAPTER 1 - INTRODUCTION


Chapter -1

INTRODUCTION 1.1 BACKGROUND The historic city of Ahmedabad is amongst the major metropolitan cities in India. With the increasing opportunities for trade and commerce and as a center for higher education, the population of the city is already touching 6 million and this heavy growth continues. The city, known as Ashapalli or Ashaval in ancient times, was founded by King Karnadeva Vaghela as Karnavati in 11th Century as capital of his kingdom. Later on Sultan Ahmed Shah of Gujarat Sultanate shifted his capital from Patan to Karnavati and renamed it as Ahmedabad in 1411 AD. A number of monuments built during his era are spread over the old city area. The walled city was also built during this era and its 12 gates are still existing though most of the wall can't be seen anymore. The city thrived as the capital of strong kingdom but later became part of the Moghul Sultanate in 1573. Shahjahan spent the prime of his life in this city and developed the present Shahi Baug area. The city was invaded by the Marathas in the year 1707 and ruled by them from 1753 AD to 1817 AD, when the city was taken over by the British. During the British period the city became "Manchester of India" due to large scale manufacturing of textile. The first textile mill was set up in 1854 and more such mills followed soon after with rapid industrialization. However, the textile industry in the city is no more a force to reckon with, yet it is fifth largest producer of denim cloth in the world. The eastern part of the walled city is mostly inhabited by the families of mill mazdoors, who have been forced to find alternative jobs due to closure of most of the textile mills. However many chemical and pharmaceutical industries have come up around the city. Trade is still flourishing in the city as textile weaving, tie-and-dye work, zari work and intricate silk embroidery produced by this city has been famous for centuries. Ahmedabad became capital of the newly formed Gujarat State in the year 1960 but a new capital was established at Gandhinagar in 1970. At present Ahmedabad is the district headquarter and the biggest city of the state. The High Court and many offices of the Central Government still exist at Ahmedabad. A new Division of Western Railway has recently been formed at Ahmedabad due to the increasing share of rail traffic in the area with development of private ports in Gujarat. The city is also a tourist place and gateway to Saurashtra and Kuchchh region. The main tourist attraction of the city are Ahmed Shah's Tomb, Teen Darwaza, Bhadra Fort, Swami Narayan Temple, Geeta Mandir, Shaking Minarets, Jama Masjid, Kankaria Lake, Rani Sipri's Mosque and Tomb, Rani Rupmati Mosque, Shahibaug Palace and Sabarmati Ashram. In addition number of festivals are celebrated with colour and gaiety to promote tourism.



The city has many educational institutes including Gujarat University. The other internationally and nationally known academic and research institutes are the Indian Institute of Management (IIM), the Physical Research Laboratory, the Institute of Plasma Research, the Space Application Centre, the School of Architecture and Centre for Environment Planning, the National institute of Design, L.D. Institute of Technology and Nirma University. Gandhinagar, the Capital of Gujarat, is a carefully planned city on the lines of Chandigarh. The city is divided in 30 well-planned sectors, which are generally self-contained. The core of the city is the Assembly Building (Vidhan Sabha) with administrative offices and Secretariat surrounding it. The wide roads, lined with trees are crossing at right angles to each other and have lawns on both sides. The tree cover in Gandhinagar is one of the biggest in India. Gandhinagar is well connected with Ahmedabad through highway from the city as well as Airport. The rail connection to Ahmedabad is also available but the same is not very popular. The city has Akshardham Temple as a tourist attraction. 1.2 STUDY BACKGROUND Originally DPR for Ahmedabad Metro Rail Network and Regional Rail System was submitted by DMRC in 2005, consisting following corridors.

Regional Rail System o Line –1 Barajedi-Kalupur-Kalol o Line –2 Kalupur-Naroda

Metro Rail System: o Line –1 APMC Vasna – Aayakar Bhawan-Sabarmati - Akshardham (North-South corridor) o Line –2 Kalupur-Aayakar Bhawan -Thaltej (East-West corridor) Subsequently, in 2008 DMRC was again commissioned by GIDB to prepare DPR for metro connectivity from Gandhinagar to GIFT city & from Gandhi Nagar to Airport and review certain portion of the corridors proposed in 2005 DPR. Accordingly study was carried by DMRC and reports were submitted in 2010. Further vide their letter no MEGA/Chm/Oct/2013/, dated 20/10/2013(Annexure I) MEGA requested to DMRC for upgradation of earlier DPR submitted by DMRC. Accordingly the DPR of Ahmedabad Metro Rail project was prepared by DMRC for MEGA Co. in February 2014.This DPR and the proposed alignment was approved by the state cabinet in April 2014 and sent to Ministry of Urban Development in April 2014. Since the reorganization of MEGA in 2011, the State government of Gujarat had been contemplating the finalization of the corridors for the metro. Since 2012, the Govt. of Gujarat (GoG) had been pursuing the case of Metro corridor to be constructed along the Railway corridor (the Sabarmati Botad MG line of Bhavnagar division of Western railway) convenient passage for traffic. In this connection letters had been sent from Secretary, UDD, GoG to Ministry of railways, Chief Secretary, GoG and Hon’ble CM, Gujarat to Minister of Railways. However no response had been forthcoming from railways. As a result left with no other choice, the GoG decided to finalized an alternate route for Ahmedabad metro and simultaneously pursued the case with Railways for seeking their approval for utilization of the underutilized railway corridor.



The GoG continued to pursue the this case and a request was once again sent to WR by UDD/GoG in June 2014 seeking WR’s approval for the proposed alignment of North South corridor along the Sabarmati Botad MG railway alignment. Based on subsequent correspondence, a reply was received from Western Railway in July 2014 giving their in principle approval for railway crossings involved in the East West metro corridor. They also requested for additional details for the proposed north south corridor to be constructed with the same terminals as in DPR 2014 but with the North South metro corridor following the Railway alignment along the metre gauge corridor in railway land. As discussions with Railways indicated that acceptance from Railways could be expected, this aspect of modification in the North South corridor was highlighted in the PIB meeting held in August 2014 at the MoUD, GOI. After a series of correspondence, to pursue the case further, a meeting was held with WR and MEGA on 2/9/1014 at Mumbai. It was indicated by WR during the course of the meeting that WR was agreeable to the proposals of GoG but MEGA should submit a detailed proposal with the alignment on the eastern edge of the railway boundary without any central pier for the stations. A team of officials of Western Railway physically inspected the site of the proposed revised alignment on 8th September 2014, along with MEGA officials. Subsequently on 15/9/14, WR accorded in principle approval to the proposal of GoG regarding the modified alignment along the Sabarmati Botad railway alignment on railway land subject to discussions held previously. This approval of Western Railways was conveyed to the High powered committee of GoG for conveying their approval to the revised NS alignment. Subsequently, the High Powered Committee of Government of Gujarat (GoG) also approved the revised N-S alignment vide their minutes issued on 22/10/14.The cabinet sanction for the Project was received on 18/10/14 in accordance with the modified alignment. Accordingly, a preliminary proposal indicating the details of the viaducts & stations in the railway land and the preliminary proposal was submitted by MEGA to WR on 28/10/14. The State Cabinet was also apprised of the modified alignment on 5/11/14. For the North south corridor the end points of APMC and Motera stadium, remain unchanged as the variation in the track occurs between these two points. As this change in alignment had a repercussion on finances and engineering of the complete project and the DPR is the base document based on which the basic design of the Project is carried forward, the necessity for the revision in DPR has arisen. Several other studies have been undertaken for a mass transit system for the Ahmedabad- Gandhinagar region. These are: • Louis Berger undertook the first study on Integrated Public Transport System for Ahmedabad in the year 2000, on being commissioned by GIDB. • In 2003, GIDB commissioned DMRC to prepare a Detailed Project Report for metro. • In 2003-04, RITES on behalf of DMRC, carried out a detailed study for identifying feasible metro lines. • In 2009, to provide metro connectivity to newly proposed financial centre - GIFT city in the Ahmedabad- Gandhinagar area, GIDB commissioned another study to DMRC. CRRI, on



behalf of DMRC undertook this study and estimated demand along the proposed metro corridor of Airport-Koba-GIFT. This study will focus on two metro corridors: East-West (Thaltej to Vastral) and North-South (Visat-APMC) identified for Metro Phase I and is shown in the figure below. The metro is expected to commence its operation in the year 2018. For the DPR, the ridership forecasts would be carried out for the years 2018, 2021, 2031 and 2043.

1.2.1 Introduction to the study area The proposed metro alignment provides north-south connectivity in Ahmedabad city from Visat to APMC running along the Ashram road on most of the sections. The other corridor Thaltej to Vastral provides east to west connectivity and passes through important nodes of Kalupur, Ashram road, Thaltej and Industrial areas on the east of Ahmedabad. As per the Draft Development Plan and Integrated Mobility Plan for Greater Ahmedabad Region, the future growth in this area is expected to intensify between Ahmedabad and Gandhinagar.The study area definition would be carried out keeping in view the future growth expected in the study region. 1.2.2 Study methodology 1.2.2.1 Study area definition The first step of the process is to define the study area for the modeling purpose. Apart from Ahmedabad and Gandhinagar area of future development around both the cities are also considered. The study area delineated is based on the administrative boundaries, urban agglomeration, functional linkages, traffic movement, and proposed and committed investment areas. This area primarily consists of area within the Ahmedabad Municipal Corporation (AMC), Gandhinagar Urban Development Area (GUDA), urban outgrowth areas of Ahmedabad i.e. Kathwada, Singarva, Bopal, Guma and41 villages between AMC&GUDA

Map 1.1 Proposed Metro Corridors



andadjoining areas are also considered on the basis of contiguous built up and interaction with Ahmedabad. 1.2.2.2 Ahmedabad The area within the Ahmedabad Municipal Corporation limits consists of:

• The traditional city centre within the fort walls with relatively high-density development, large concentration of commercial activities and narrow streets, • The eastern sector accommodating large and small industries and low income residential areas • A well planned western sector with wide roads accommodating major institutions and high-income residential areas • The outgrowth areas (New west AMC zone) added recently to AMC comprising mainly residential developments of middle and low income households.

1.2.2.3 GUDA Gandhinagar, Gujarat's capital city, lies on the west bank of the Sabarmati River, and approximately 32km north of Ahmedabad. Gandhinagar, a planned city is divided in to thirty sectors with a large administrative sector at its centre. Each sector has its own shopping and community centre, primary school, health centre, government and private housing. Large recreational areas and wide green open spaces are developed as a part of a city. Gandhinagar Urban Development Authority (GUDA) caters an area of 388 km2 which includes two urban areas (Gandhinagar, Adalaj) and 39 villages. GUDA shares its geographical boundaries with AUDA. 1.2.2.4 Growth Centres around Ahmadabad and Gandhinagar Apart from the above there are some committed growth centres around Ahmedabad and Gandhinagar

• Gujarat International Finance Tec-City (GIFT) located around 10 km south east of Gandhinagar is an upcoming city in the vicinity of both Ahmedabad and Gandhinagar. The city is conceptualised with the purpose of provisioning high quality physical infrastructure for finance and technology firms. • Industrial Estates andSpecial Economic Zone (SEZ): The study area also houses 11 Industrial estates of these 7 are existing and 4 are proposed. Apart from these there are around 11existing 4 proposed SEZ. Part of the Changodar SIR also forms a part of the study area.



Map 1.2 Proposed and Existing SIR, SEZs and GIDC in study area

Source: AUDA Ahmedabad, 2012 Based on these, the study area has been defined which is an amalgam of: Table 1.1 Areas within Study Area Area (km2) Name AMC 466 Ahmedabad Municipal Corporation GUDA 388 Urban Area ( Gandhinagar Municipal Area , Adalaj) and 39 Villages of GUDA AUDA Urban 39.88 Urban areas (Bopal, , Singarva , Chiloda and Out growth – Kathwada and Guma)

AUDA Rural 232.56 41 Villages (Amiyapur, Aslali, Bhat, Bhuvaldi, Bilasiya, Dantali, Devdi, Chosar, Geratpur, Ropda, Gamdi, Istolabad, Gatrad, Memadpur, Geratnagar, Bibipur, Jamiyatpur, Kanbha, Karai, Khatraj, Vadsar, Khodiyar, Khoraj, Koteshwar, Lilapur, Limbadia, Nabhoi, Navapura, Palodiya, Rancharda, Nandoli, Rachhodpura, Santej, Rakanpur, Dantali, Iapkaman, Ranasan, Sanathal, Shela, Sugad, Zundal) Outside AUDA 19.98 2 villages (Changodar ,Moraiya)

Grand Total 1146.41



Map 1.3 Study Area Delineated

1.2.3 Zoning Structure The zoning of the Study area has been based on the GIDB study on Integrated Public Transit System for Ahmedabad in the year 2000. The zoning within the AMC area has been adopted from the GIDB study, while the zoning in Gandhinagar has been taken from LASA study on Gandhinagar Master Plan in 2009. Some zones inside AMC area have been further split into smaller units owing to the size of zones and being in the influence area of Metro. Outside the city limits, each village has been taken as a single zone. The zones in the study area have been further divided into eight categories as listed below for population and employment distribution in future years. The study area has 409 internal zones and 9 external zones (towards Kalol, Mahesana, towards Sanand, Viramgam, towards Bavla, Rajkot, towards Bareja, towards Memadabad, kheda, Vadodara, towards Kapdavanj, towards Dahegam, towards Chiloda, Himmatnagar and towards Mansa.

Table 1.2 Traffic Analysis Zones in Study area

Zone Group No of TAZ East -West Metro 53 MRT overlap 27 North-South Metro 33 East BRT 57 West BRT 17 East AMC 49



Zone Group No of TAZ West AMC 52 Other Study area 121 Total Internal Zones 409 External Zones 9 Source Coe-UT CEPT University 2013

Map 1.4 Zone Groups

1.2.4 Data collection This studyhas based its information from several studies undertaken in the recent past, in addition to some primary surveys. Following sets of data has been used for this study: 1.2.4.1 Household Survey Data For estimating the base year demand, the study has used the available household survey data for Ahmedabad and Gandhinagar. For GUDA area, demand data of around 1500 households is available for the year 2009 from the Lea Associates study on GUDA Master Plan. CoE-UT has also undertaken a household survey for the city of Ahmedabad of around 12000 households in the year 2011-12. This data has been used for developing the base demand matrix for the city of Ahmedabad.



1.2.4.2 Existing Land Use Details – (AUDA-2009/10 surveys) The existing land use has been taken from the Draft Development Plan of AUDA 2021. Besides this, additional surveys have also been carried out along the proposed metro corridor to have a detailed mapping of land use. This information provided a useful base for identification of suitable station locations and in developing Local Area Access Plans in areas around the station. 1.2.4.3 Details of Existing and Proposed Road Networks For preparing a base model, network coding of the study area for both base and future year is important. The road network from the IMP model has been taken for developing the base year road network for the study area. For the proposed road network, Draft Development Plan of AUDA and Integrated Mobility Plan for Greater Ahmedabad Region have also been considered. 1.2.4.4 Details of Public Transport Services In order to develop an understanding of base year public transit services, detailed service information from Ahmedabad Municipal Transport Service (AMTS), Ahmedabad Janmarg Limited (BRTS), VTCOS (private operator) in Gandhinagar and GSRTC for regional services in the study area were collected. Data on operational routes, location of stops, fare structure, fleet sizes, service frequency, journey times, vehicle capacity etc. were collected apart from details of current ridership levels. This information was used for developing a base year public transport model in Emme. 1.2.4.5 Classified Volume Count Data Classified Volume Count Surveys have been carried out in Ahmedabad and Gandhinagar as part of previous studies like Integrated Mobility Plan for Greater Ahmedabad Region and Benchmarking for the city of Ahmedabad. The CVC data was from these studies and used for an existing situation analysis of road network in the study area. The screen line CVC for the IMP study was used for model calibration. CVC was carried out at seven locations along the metro corridor for validating the model outputs. 1.2.4.6 Speed surveys Travel speed surveys were carried out on major corridors of the city as part of the Benchmarking study of Ahmedabad and for IMP project in 2011. Additional surveys on some major roads not covered under the above studies were also conducted. This information was critical for calibration of the traffic assignment model for the base year. 1.2.4.7 Employment Data For estimating the employment in the base year, property tax data of AMC was used. There are 270 property tax wards in AMC, having a total of 3.62 lakhs non-residential properties (2010). A primary survey of around 1470 properties across 28 property tax wards was carried out as a part of this study to compute trip generation rates for different types of non-residential properties. This was subsequently used for generating employment estimates in the study area. 1.2.4.8 Willingness to pay and shift survey Willingness to Pay and Shift Survey has been carried out along the metro corridors to assess the likely shift on metro from other modes under different conditions.



1.2.5 Modelling framework A detailed four stage modelling has been carried out for this study. For the study area, analysis would be undertaken at the Traffic Analysis Zones (TAZ) level. The TAZs are based on the IPTS Study by Louis Berger and IMP Study by CoE-UT, CEPT University. 1.2.5.1 Modelling Inputs A Base Year model of the study area has been developed for the year 2011. The network details and traffic survey information is available from the previous studies. For the demand information, household survey (2012) data has been used. Apart from this, employment data has been computed using property tax data and trip generation rates arrived at through different non-residential properties. For the education data, enrolment information from schools and colleges were collated. 1.2.5.2 Model Characteristics For the purpose of this study, public transport modelling has been carried out. The project start year for metro is being taken as 2018 and the forecast year is 2043. The model period for assignment would be morning peak. Appropriate expansion factors have been used for computing average daily ridership. 1.2.5.3 Scenario Specification The following scenarios will be developed for this study:

Scenarios Purpose Network Demand Base 2011

Calibration of the base model Existing road and PT network from IMP – updated • Household survey of 12000 households in Ahmedabad (2011-12) • Household Survey in GUDA as part of GUDA Master Plan (2009) – to be updated • Household survey in TAZs outside AMC and GUDA but within the study area: To be conducted

Future 2018, 2021 & 2031

Metro ridership in the commissioning year Proposed metro network, proposed BRT network to be completed by 2018, changes in AMTS and GSRTC services

• Proposed demand 2018 based on Population, Employment, School/College enrolment forecasts Future 2043

Metro ridership 30 years from the base year Proposed metro network, proposed BRT network and services in 2043, changes in AMTS and GSRTC services Proposed demand 2043 based on Population, Employment, School/College enrolment forecasts



1.2.5.4 Model Software For the four stages modelling process, MS-Excel and SPSS has been used for Trip Generation and Trip Distribution purposes, while EMME has been used for Trip Distribution and Assignment Process. Mode Split has been carried out based on “Willingness to Shift Survey” conducted as part of this study. 1.2.6 Demand forecasting A four stage model is developed for the study area. The public transport model would be calibrated for the base year of 2011 and forecasts are generated for the years 2018, 2021, 2031 and 2043. 1.3 GROWTH DYNAMICS This chapter deals with the growth in the study area in terms of population and employment which forms the basis on which productions and attractions for demand analysis has been carried out. 1.4 POPULATION OF THE STUDY AREA The study area has a population of 6.3 million, the region has witnessed moderate growth rate of 2.25 % over last decade.

Table 1.3 Population of the study area

Sr No Location Population Area (in Ha) Density (Person / Ha) Annual Growth Rate (%) 1991 2001 2011 1991 2001 2011 1991-01 2001-11 1 Ahmedabad Municipal Corporation (AMC) Total 3421045 4517194 5589941 46683 73 97 120 2.82% 2.15%1a Central 589194 577797 565914 1650 357 350 343 -0.20% -0.21%1b East 664971 936767 1169549 6107 109 153 192 3.49% 2.24%1c New West 428171 740609 1226931 20526 21 36 60 5.63% 5.18%1d North 627214 781108 865116 3467 181 225 250 2.22% 1.03%1e South 480234 714196 904408 7995 60 89 113 4.05% 2.39%1f West 619293 752010 846023 5869 106 128 144 1.96% 1.18%

1.1 Airport & Cantonment 11967 14707 12001 568 21 26 21 2.08% -2.01%

2 AMC Adjoining Area Total 120065 150335 221698 27244 4 6 8 2.27% 3.96%

3 Other area outside AUDA Total 6075 6938 14656 2001 3 3 4 1.34% 7.77%

4 Gandhinagar Total 278558 381183 437111 38800 7 10 11 3.19% 1.38%

4a Gandhinagar (GNA)

123357 195985 209374 5745 21 34 36 4.74% 0.66%

4b Rest of Gandhinagar 155201 185198 227737 33055 5 6 7 1.78% 2.09%

Study area 3825743 5055650 6263406 114728 33 44 55 2.83% 2.17%

Source: Census 2011



The population in the AMC limits is 5.5 million in 2011 from 4.5 million in 2001 (AMC, 2012). Spatial distribution of this population within the city over the decades shows that up to 1981, most of the new population added to the city was concentrated within the old AMC limits itself, especially in the eastern part. Expansion of the peripheral areas particularly on west began in the 1980s and has continued till date. Gandhinagar on the other hand has a moderate to low growth of 1.38% during the last decade. 1.4.1 Population Density The population density for AMC area is 119 persons per hectare. However, if we consider only the developed area, the density figure shoots upto 215 persons / hectare. There is dense development on many parts of the eastern city, however, the density differences between east and west are not much (density for developed area is 194 pph and 234 in western and eastern Ahmedabad respectively). While western area accommodates high income residences, institutional areas, it also accommodates low income areas in the south-west and north-western part. The density of Gandhinagar Notified Area (GNA) is 86 pph which is less compared to 119 pph for AMC.

Map 1.5 Population density of study area 2011



1.5 BASIS FOR POPULATION FORECAST 1.5.1 Base Details

Planning Area: Demographic forecasts were initially done for the study area delineated as Greater Ahmedabad Region for the purpose of carrying out Integrated Mobility Plan. The Metro System study area is a sub-set of IMP study area. The facts and figures for metro DPR study area were taken from the total IMP area details. Table 1.4: Population of Metro & IMP study areas (2011)

Sub-Units: The total area has been subdivided into Traffic Analysis Zones (TAZ) following city, wards and village boundaries and necessary demographic details have been obtained from Census of India, Municipal Corporation and other authorities. Plan Period: The Development Plan and the IMP plans were prepared with 2031 a terminal year. Metro system DPR terminal year has been kept as 2043. Facts and figures estimated earlier for 2031 were extended based on the trend for 2043.

1.5.1.1 Population projection and distribution A three stage process has been adopted for arriving at population estimates for the total area and its distribution in subunits. 1. Forecasting population of the state The Registrar General of India has prepared population estimates for India and its subunits (states) for the period 2026. The details are available athttp://www.educationforallinindia.com/Population _Projection_Report_2006.pdf. Taking the past trends and the forecasts provided in the report for the state of Gujarat, by extrapolating trend from 1971 to 2026, forecasts for 2031 and 2043 were arrived at. 2. Estimating Study Area Share Taking population share of the study area in the total state population, adopting Ration Method, future shares were estimated and then converted into persons.

3. Distributing estimated study area population in subunits/TAZ Estimated 2043 population was distributed based on the change in shares adopting ratio method. Density checks were appropriately used to arrive at holding capacity. Excess population, if any was redistributed in the study area again using ratio method but excluding the zones with excess population. To arrive at population for interim period and also 3 alternative scenarios the following process was adopted:

• Moderate scenario: Equal growth over the project period • High/Low Scenarios: +/- 30% growth over time was assumed

Area Population Worker WPR Study Area for Metro 1146 (sqkm) 6263406 2194847 0.35

Study Area for IMP 4708 (sqkm) 8112465 2861925 0.35



1.5.2 Population forecasts Census 2011 population has been used as the base year population and the projections have been done on taking into consideration the following criteria: • Past population growth rates (decadal/ annual growth rate) and comparing them with the state trends. • Industrial development • Accessibility • Close proximity to the urban areas The future forecast of population is based on the projections done as a part of the Integrated Mobility Plan for Ahmedabad Gandhinagar Region, 2031. A ratio method for population projection was adopted to forecast the total population in the region. The projections were extended to 2043 which is the horizon year for the project. Forecast was also done for the metro commissioning year of 2018, intermediate years of 2021& 2031 and the horizon year of 2043. The total population of the study area in the horizon year of 2043 is projected to 1.1 crores. By 2043 about 70% of the population of the study area delineated will be residing in the AMC area and about 18% in AMC adjoining areas and 10 % in GUDA. The CAGR for the region is about 1.8% from 2011 to 2043. Population for the year 2018 is interpolated from 2011 &2021.

1.5.3 Growth Alternatives for the study area Three alternatives for growth distribution were worked out for the horizon year of 2043: • Business as Usual: It is assumed that the growth in the study area will take place at the existing growth rate and a longer time period will be taken to realize the benefits of shift towards public transport modes i.e. market forces will dictate where growth will happen. • Moderate: This is an induced growth alternative where development will be induced along the metro. The growth will take place on a faster pace along the metro than the gradual scenario and the benefits of shift will be seen at a faster pace. • Rapid: This is a more focused policy driven alternative, where in efforts will be made in providing impetus for rapid development along the metro TAZ with the assumption that the shift towards the public transport mode will be realized much faster that the moderate alternative. The assumptions for population projection in the year 2021 and 2031 are given below for different alternatives

Growth Alternative Business as Usual Moderate Rapid

Zones 2021 2031 2021 2031 2021 2031 East West Metro L M M M H H Metro Overlap L M M M H H North South Metro L M M M H H East BRT L M M M H H West BRT L M M M H H Other Study Area H M M M L L



West AMC H M M M L L East AMC H M M M L L Medium Growth “M” : Average percentage change from 2011 to 2043 Low Growth “L”: -30% of Medium Growth High Growth “H”: +30% of Medium Growth The distribution of population in various growth alternatives also considers the availability of vacant land and areas available for infilling in the city. 1.5.4 Business as Usual Alternative As discussed earlier this alternative will have 30% less change in the overall population as compared to the average percentage change between 2011 and 2043. The population and density in this scenario for the year 2018, 2021, 2031 and 2043 is given below:

Table 1.5 Population Distribution Business as Usual

Zone Group BAU Scenario

2011 2018 2021 2031 2043 East - West Metro 820892 860806 885479 1006954 1183479 Metro Overlap 262920 266519 268929 280230 296653 North - South Metro 558628 616197 647518 814702 1057652 Metro Zones Total 1642440 1743522 1801925 2101886 2537784 Metro Zones GR 0.86% 1.10% 1.55% 1.58% Other Study Area 4620965 5281360 5848684 7157188 8526673 Other Study Area GR

1.93% 3.46% 2.04% 1.47%

Total 6263406 7024882 7650609 9259074 11064457 Total Population GR

1.65% 2.89% 1.93% 1.50%



Map 1.6 Population Density Distribution Business as Usual As evident from the map above metro is expected to trigger growth along its corridors. However, the intensity of growth will be low in the AMC areas and higher growth is observed in the AMC adjoining areas due to availability of developable land. The market forces will take their own pace as availability of land for development will be the driving factor. The densities will gradually increase along the metro corridor however the growth in the first decade (2011 to 2021) will be low at about 10%. The proportion of population in Ahmedabad to the study area will reduce from 89% in 2011 to about 70% in 2043 with high growth rates in the AMC adjoining areas owing to the availability of developable land. It is also assumed that the population growth rate will stabilize in the decade after 2031.

Table 1.6 Density Distribution - Business as Usual


2011 2018 2021 2031 2043 East - West Metro 234 246 253 287 338 Metro Overlap 268 271 274 285 302 North - South Metro 166 183 192 242 314 Metro Zones Total 209 222 229 267 323 Other Study Area 43 49 55 67 80 Total 55 61 67 81 97



1.5.5 Moderate Growth Alternative An average percentage change is assumed in the moderate growth alternative from 2011 to 2043. This is also an induced growth alternative where growth along the metro corridors will be induced in the AMC area as a result of providing higher FSI along the corridors. Redevelopment along the corridors will also be triggered as a result. However, due to limited amount of land being available immediately the growth in the AMC areas will take a moderate course. The distribution of population in this alternative is provided in the table below

Table 1.7 Population Distribution in the Moderate Growth Alternative

Zone Group Moderate Scenario


1.81% 3.14% 2.07% 1.59%

Total 6263406 7039714 7650609 9259074 11064457 Total Population GR 1.68% 2.81% 1.93% 1.50%



Map 1.7 Population Density Distribution in the Moderate Growth Alternative

Table 1.8 Density Distribution in Moderate Growth Alternative



1.5.6 Rapid Growth Alternative As mentioned earlier this is a more focused policy driven growth alternative. Assumption taken is that the growth rates along the metro corridor will be at a high rate initially due to the policy incentives provided by the government to attract more people residing in the transit influence zone metro and BRT. This alternative would also see active integration of all modes so that they complement each other rather than competing. Metro and BRT will act as the rapid corridors in the city and most of the population will be residing within 500 m of the transit zone. The city will try to remain compact.



Table 1.9 Population Distribution in Rapid growth Alternative

Zone Group Rapid Scenario


1.64% 2.75% 1.89% 1.93%

Total 6263406 7048244 7650609 9259074 11064457 Total Population GR

1.70% 2.77% 1.93% 1.50%

Most of the growth in this alternative will be realized by 2031 for the AMC area and after that growth will start spilling to the AMC adjoining areas. The densities in the city along the metro corridor will rise to above 300 pph. The growth in the initial years along the metro will also be high at 2.19% per annum.

Map 1.8 Density Distribution in Rapid Growth Alternative



Table 1.10 Density Distribution in Rapid Growth Alternative



This is also a very optimistic alternative as high growth rates are expected in AMC area itself and areas along metro is expected to undergo transformation. Feeder system and interchanges will operate seamlessly providing efficient public transport service in the study area.

Figure 1.9 Comparisons of Population Densities in Different Alternatives The Work force participation rates in the study area will rise from about 35% to around 42% in future owing to the inclusion of more female workers and also the improvement in education levels in the study area.



Table 1.11 Projected Workers and Work force participation rates in the Study area 2011 2018 2021 2031 2043

Worker 2194847 2655433 2922119 3749925 4647072 WPR 35% 36% 37% 41% 42%

1.6 EMPLOYMENT CHARACTERISTICS Today, several key high-growth industries such as textiles, pharmaceuticals and natural gas are firmly anchored in Ahmedabad. The two of the biggest pharmaceutical companies of India – ZydusCadila and Torrent Pharmaceuticals are based here. Also the industrial centres around Ahmedabad, its traditional strength, have witnessed a turnaround, to Ahmedabad’s advantage. The city also is the corporate headquarter of the Nirma Group of Industries and the Adani Group. The city of Ahmedabad has been undergoing rapid transformation. The city economic base, from its dependency on single sector, textile initially and then chemicals, has turned into multi-sector economy. The automobile sector, logistics and transport and finance are some of the emerging sectors. With this transformation underway, the development focus is shifting from city proper to city region. A non-residential property survey was conducted for Ahmedabad employment as per the LASA report was taken as a base for Gandhinagar. Apart from this employment numbers from the industries department was also used for this purpose. It is estimated that the employment in the study area is about 2.5 million in 2011. Owing to mix land use in the city there is no single CBD in Ahmedabad. However, predominant employment centres in the city are GIDC estates in the eastern part, Income tax (Aykarbhavan), Ashram road, Wadaj, Sabarmati Railway Station, APMC, Anjali, Drive in road, Kalupur, CG Road, SG Highway, Prahlad Nagar to name a few.



Map 1.10 Employment Density in Ahmedabad 2011

1.7 ECONOMY The economy of Ahmedabad and Gandhinagar and subsequently attempts to estimate the employment generation based on growth in sectors of economy mainly Secondary and Tertiary sector. As mentioned above, there is an initial forecast were done for the study area delineated as Greater Ahmedabad Region for the purpose of carrying out Integrated Mobility Plan. Table 1.12 Employment of Metro & IMP study area (2011)

Area Population Worker WPR Employment EPR Metro Area 1146 (sqkm) 6263406 2194847 0.35 2538227 0.41

IMP Area 4708 (sqkm) 8112465 2861925 0.35 3096383 0.38 1.7.1 Employment Projection and distribution

1.7.1.1 Data Base In India, the data availability on urban economies is limited and needs to be collated from several sources. Often these sources provide data for varying spatial units and period. Following database has been used. • Property tax data on Non-residential Properties.



• Chief Inspectorates data on factories and Employment • Gujarat Commissioner of Industries • Data collected from GIDC and industries departments • Socio-economic Review, Government of Gujarat • Indicus Research • Primary survey of properties to arrive at employment rates(2013) • Government of Gujarat – IEMs • Past studies on Informal Economy – (80,000 street vendors in 2001)

1.7.1.2 Employment Forecasts - Approach Similar to population forecasts, for arriving at future employment and its distribution, a three stage approach was adopted. • Projection of Gross State Domestic Product of Gujarat State based on likely growth of state economy. A comparison with other nations in terms of GDP growth trends has been made while adopting future growth rates. Also see http://www.dnb.co.in/India2020economyoutlook/Macro_Economic_Outlook2020.asp • Estimation of sector wise Employment Elasticity. The Employment elasticity refers to the percentage increase in employment with 1 per cent increase in the GDP. The Task Force on Employment constituted by the Planning Commission estimated the Sectorial Employment Elasticity1. Future is assumed based on trend assessment. • Employment intensities have been applied to GDP growth in order to arrive at sectorial Employment growth rates. Sectorial Employment growth rates have been applied to base employment in order to arrive at total Employment at State Level. • Projection of District Domestic Product of Ahmedabad and Gandhinagar districts based on study of likely growth of state economy vis a Vis likely share/contribution of Ahmedabad and Gandhinagar districts. • Likely share/contribution of Ahmedabad and Gandhinagar districts have been applied to State level Employment projections in order to arrive at Employment at Ahmedabad and Gandhinagar. • Project area shares in the total two district shares have been estimated based on the changing shares.

1.7.2 Gujarat’s Economy and Projection of State GSDP Gujarat’s contribution to India’s GDP has been increased to 7.3% in 2010-11 from 6% in 2004-05.

1 Source: Blue Print for Infrastructure for Gujarat, 2020 by Gujarat Industrial Development Board (GIDB).



Source: Handbook of Statistics on Indian Economy 2011-12 by RBI and CMIE

Figure 1.11 Growth Performance of Gujarat Vis a Vis India (Constant prices) Following are the observation • Growth in Agriculture sector is higher than the National average, though the YOY growth has been volatile due to high dependence on rainfall. • Industry sector has outperformednational average with relatively higher degree of stability. • Gujarat’s Growth in Service Sector is similar to the national growth in this sector. Following figures indicates the changes in composition of Gujarat Economy at Constant Prices.

Source: CMIE

Figure 1.12 Gujarat Economy at Constant Prices It can be observed that the share of Primary sector is declining in Gujarat state and economy seems to be driven by the Secondary and Tertiary Sector. The reasons could be attributable to followings. • Better Infrastructure facilities (Water Supply, Power, Roads). • Increased Industrial and Service sector investment. • Better Industrial Policies. • Sound political environment.

1981-82 to 1990-91

1991-92 to 2000-01

2001-02 to 2010-11

28%

20%

13%

35%

40%

41%

36%

40%

46%

GSDP agriculture GSDP industry GSDP services



The decadal growth rates in Constant prices are placed in table below. Table 1.13 Decadal Growth Rate in Gujarat GSDP at Constant Prices

Sectors 1990-2000 2000-2010 2010-2013 Average 1990 to

2013 Primary 0.1 6.34 5.07 3.84

Secondary 9.17 8.59 6.16 7.97 Tertiary 7.54 9.38 12.76 9.89

Total State 6.58 8.52 9.04 8.05 Source: CMIE

Agriculture: as can be seen in the figure above, the agriculture in Gujarat accounts for 13% of the State’s GDP, less than the share of this sector for the country as a whole in 2010-11 (18.21%). However, the growth pattern of agriculture in the state has been extremely volatile, much more so than for the country as a whole. The main reason for the volatility is the dependence of agriculture in the state on rainfall. This scenario is likely to change with the expansion of the irrigation network emanating from the Narmada River projects. The network will help to stabilize agricultural production by providing access to water to large parts of South Gujarat and, eventually, Saurashtra. Cropping choices made by farmers will rapidly adjust to the improvement in the availability of water, giving them the flexibility to respond to market price signals. This will also help to both raise the value of output and reduce its volatility. Thus it is expected that Primary sector would retain the similar growth trends initially for next 7-8 years and which would further decline gradually as the time passes. Industry: Gujarat is a leader among the Indian states as far as the industrial sector is concerned. The share of industry (covering mining, manufacturing, electricity and construction, but dominated by manufacturing) in the State’s GDP is close to 38 per cent in 2012-13 higher than the national average and registered a growth of 9.5% during the last five years. A combination of historical factors, which made the state home to early industrialization in textiles, business-friendly policies even in a relatively restrictive regime prior to the liberalization of 1991, which have continued since then and natural advantages like the coastline, has contributed to this status. The advantage the state has in manufacturing as a result of both history and natural advantages is going to persist over the coming decade. Large investments in Ports as well as supporting investments in infrastructure and facilities, will provide an attractive investment environment to companies and entrepreneurs who either import inputs or export their products. Proximity to several large, prosperous and industrialized urban markets also make Gujarat an attractive location for producers oriented to the domestic market. Thus in spite of the fact that Gujarat’s secondary sector’s growth has declined a bit during the last three years, it is expected to retain similar growth trends for next 7 to 8 years and drive the economy owing to the advantages discussed above .The growth rates would decline gradually thereafter.Further several new infrastructure programs will help to cement the advantage that the state has over others in this regard.



Services: Gujarat’s services sector accounts for a lower share (49%) of its GDP than in the country as a whole (54%) in 2010-11. The difference of over 5 percentage points indicating that services in Gujarat have been growing at a somewhat slower rate than in the country as a whole. Given Gujarat’s comparative advantage in manufacturing, it is not surprising that services have not performed as well. However, a fundamental driver of services growth is the availability and quality of human capital. Significant investments in education and creation of skills that employers can immediately put to use are a critical element of a services-led growth strategy. Some of the advantages that accrue to manufacturing, such as proximity to large urban centers, can also work in favor of services. Other factors include high quality infrastructure for operations as well as for residential and leisure purposes, in order to attract or retain workers. Further attempts have been made to retain the growth momentum in service sector by conductive policy and investment in sector. These factors would also contribute in increase in growth. However we have adopted slightly conservative growth rate of 12.76% in 2021 which has been observed during 2010-13. It is estimated that the growth would further decline gradually thereafter. In short, the macroeconomic scenario in Gujarat supports a balanced strategy that takes advantage of the impact of increased water availability on agricultural growth, reinforces its inherent competitive advantages in industry and pushes services growth through significant investments in education, which themselves offer commercial opportunities. Based on above discussion, future growth rates have been estimated for Gujarat and presented in Figure below.

Source: Estimates

Figure 1.13 Estimation of Growth Rate of Gujarat Economy at Current Prices

Table 1.14 GDP Growth Trends- A Comparison of Gujarat Vis A vis Other Countries

Country 1995-1999

GDP 2000 – 2004 GDP

2005-2009 GDP

2010 - 2014 GDP Brazil 7.5 2.7 1 2.5 Germany 4 3.3 0.7 0.4 U.K 1.7 1.1 0.3 1.7 China 10.4 9.3 7.7 7.7 S.Korea 6.5 3.7 2.3 3

5.07 5.0 4.5 3.0 2.5 2.1

6.16 6.0 6.0 5.7 4.0 3.7

12.76 11.5 10.8 10.28.5 8.3

9.04 9.43 9.23 8.907.47

2.88

2013-21 2021-2026 2026-31 2031-36 2036-41 2041-43

Primary Secondary Tertiary Total



Country 1995-1999

GDP 2000 – 2004 GDP

2005-2009 GDP

2010 - 2014 GDP India 10.3 6.6 4.7 5 Japan 4.7 -0.5 1.4 1.5 Gujarat 7.2 8.7 10.2 8.9 1.7.3 Projection of Employment of Gujarat State Employment Elasticity estimated for a projection period. The Employment elasticity refers to the percentage increase in employment with 1 per cent increase in the GDP. The Task Force on Employment constituted by the Planning Commission estimated the Sectorial Employment Elasticity2. This has been adopted for base year up to 2021. While it is also true that as an economy grows over the years, employment elasticity may fall which is in part a reflection of the improved productivity of labour. Improved productivity of labour is necessary in order to sustain higher real wages. Based on above Employment Elasticity has been estimated for future. It is specified in table below.

Table 1.15 Employment Elasticity Sector 2009* Upto 2021 2026 2031 2036 2041 2043 Primary 0.3 0.24 0.20 0.18 0.17 0.16 0.15 Secondary 0.6 0.49 0.40 0.34 0.31 0.28 0.25 Tertiary 0.5 0.45 0.41 0.38 0.35 0.32 0.29

*Source:Blue Print for Infrastructure for Gujarat, 2020 by Gujarat Industrial Development Board (GIDB)And Estimates Based on Employment Elasticity and GSDP growth rates, the Employment Growth rates have been derived. This is presented in Table below. Table 1.16 Sectorial Annual Growth in Employment (GDP Growth Rate X Employment Elasticity)

Sector 2021 2031 2043 Primary 1.22 0.82 0.31 Secondary 3.03 2.06 0.92 Tertiary 5.74 4.07 2.43 Sourc : Estimates Above specified sectoral annual Growth rates in Employment have been applied to base employment of State level at 2011 to project the Employment. Projected Employment at State level is specified in table below. 2Source: Blue Print for Infrastructure for Gujarat, 2020 by Gujarat Industrial Development Board (GIDB).



Table 1.17 Employment Projection at State Level

Sector 2011 2021 2031 2043 Primary 12286915 13867168 15194761 16141186Secondary 5198732 7008612 8745709 10557051 Tertiary 7282100 12729609 19558830 29998405Total 24767747 33605389 43499300 56696642 Source: Estimates

1.7.4 Projections of Ahmedabad and Gandhinagar District’sEconomy and Employment The study of evolution of economy of Ahmedabad District indicates that it has been transformed from primary agrarian economy in 1850-1900 to manufacturing and service sector driven economy presently. The evolution of economy is specified in figure below.

Figure 1.14 Economy Evolution for Ahmedabad Ahmedabad District’s District Domestic Product (DDP) has grown by CAGR of 13.36% where as that of Gandhinagar has been grown at 12.1% during the period of 2007-08 to 2011-12 at Current Prices. While Ahmedabad and Gandhinagar registered CAGR of 8% and 7% respectively at Constant Prices during the same period. Both district registered slightly lower growth than state GSDP (9%) during the same period. Following table indicates the DDP growth of both districts.



Table 1.18 DDP of Ahmedabad and Gandhinagar at Constant Prices (Amount in Rs.crore)

Sector

Ahmedabad Gandhinagar

2007-08

2011-12 CAGR (2007-08 TO 2011-

12) 2007-08 2011-12

CAGR (2007-08 TO 2011-

12) Primary 2660 2539 -1% 1520 1728 3% Secondary 10334 20346 15% 6028 8299 7% Tertiary 28692 39522 7% 3572 5593 9% Total 41686 62407 8% 11105 1620 7%

Source: Indicus Research It can be seen that combined contribution of Secondary and tertiary sector stands at 90% in Ahmedabad and Gandhinagar districts respectively. It indicates that both districts are dominated by manufacturing and service sector. The contribution of Ahmedabad and Gandhinagar’s economy in state GSDP is presented in table below. Table 1.19 Contribution of Ahmedabad and Gandhinagar’s DDP in State GSDP (Constant prices) Sector Ahmedabad Gandhinagar Total 2007-08 2011-12 2007-08 2011-12 2007-08 2011-12 Primary 5% 4% 3% 3% 8% 7% Secondary 10% 14% 6% 6% 15% 19% Tertiary 23% 21% 3% 3% 26% 24% Total 15% 16% 4% 4% 19% 20%

Source: Indicus Research and Author Analysis Both Ahmedabad and Gandhinagar are considered as Gujrat’s investment magnet owing to presence of adequate civil, transport and industrial infrastructure. While in absolute terms both districts will grow but their share in State GDP is expected to decline gradually as time passes. While decline in Service Sector/Tertiary sector would be lower as compared to Primary and Secondary sector owing to the fact that GIFT city would be fully occupied and operational and state’s emphasis in service sector development.Based on likely contribution/share of both districts in Gujarat’s GSDP, the share of sectors of economy of both districts have been estimated conservatively which is presented in table below. Table 1.20 Projection of Contribution of Ahmedabad and Gandhinagar’s DDP in State GSDP (Constant Prices)



Sector Share/ Contribution in Percent

2011 2021 2031 2043 Primary 7.3% 6.2% 5.0% 3.9% Secondary 19.2% 16.7% 15.3% 13.9% Tertiary 23.9% 20.8% 18.8% 17.2% Source: Estimates Above share/Contribution have been applied to state level Employment Projection in order to arrive at Employment at Ahmedabad and Gandhinagar district level. Further keeping the study area share at 69% employment estimates for the study area have been obtained. This is presented in table below.

Table 1.21 Projection of Employment in Ahmedabad& Gandhinagar Districts Sector 2011 2021 2031 2043 Primary 906193 860723 763931 631617 Secondary 1009971 1172847 1334748 1470490 Tertiary 1761404 2652255 3677411 5147694

Total (A) 3677568 4685825 5776091 7249801 Study Area Estimates (B) 2538227 3219853 3994716 5021890 Study Area Share (Ratio

(%)) 69 69 69 69

Source : Estimates

Table 1.22 Study area Estimates are reproduced in table below

Year Population EmploymentGDP(Ahmedabad & Gandhinagar Dist)

Values at Constant Prices (Rs crore)

2011 6263406 2538227 78027 2021 7650609 3219853 177171 2031 9258763 3994716 380182 2043 11064457 5021890 908112 CGR (11-43) 1.7% 2.1% 7.7%

1.8 EMPLOYMENT FORECAST As seen in Table 2.20, the total employment in the study area in the year 2043 will be about 5 million with CAGR of 2.3%. Forecasts were also done for the metro commissioning year of 2018 andintermediate years of 2021& 2031.It is projected that the total employment Ahmedabad city dominates the jobs in



the region with about 78% of the jobs residing in the city itself however as the city grows the employment centers like GIFT city and areas along the transit will experience growth. Table 1.23 Employment projection - 2043 & density for administrative boundary

Zone group Employment

Area (in Ha) Density (Employment / ha)

2011 2043 2011 2043 Total 2538227 5021891 114641 22 44 AMC 2263701 3921065 46600 49 84 AMC Adjoining Areas 84726 400300 27244 3 15 GUDA 166387 650488 38800 4 17 Outside AUDA 23413 50038 1998 12 25 Three growth alternatives are also created for employment projection. 1.8.1 Business as Usual Alternative As mentioned in previous sections the growth in the AMC region will be low as evident from the table below, employment will grow at a steady pace in this alternative. New activity areas are expected to develop along the metro corridor however the growth in employment will not be high. More jobs are expected to come in areas outside the AMC area due to availability of land. Growth in outer areas in the first decade will be high will subsequently stabilize in the last decade (2031-2041)

Table 1.24 Employment Projection Business as Usual Alternative



2.36% 3.24% 2.33% 2.03%

Total 2538227 2949381 3219853 3994716 5021891 Total Employment GR

2.17% 2.97% 2.18% 1.93%



Map 1.15 Employment Density Business as Usual Alternative The employment density in the Metro corridors will increase from 115 in 2011 to about 197 in the year 2043.

Table 1.25 Employment Density Business as Usual Alternative



1.8.2 Moderate Growth Alternative The moderate growth alternative assumes that some growth will be induced due to the metro. The growth rates of employment will be high in the first decade as transit benefits are felt. New employment centres will emerge in Thaltej, Vastral, Motera and APMC area. There will be further intensification of the already existing employments centres along the metro corridors.



Table 1.26 Employment Projection Moderate GrowthAlternative



2.36% 3.24% 2.33% 2.03%


2.17% 2.97% 2.18% 1.93%

Map 1.16 Employment Density Moderate Growth Alternative The employment densities along the metro corridor in this case will rise from112pph to 202pph in 2043 however as compared to the gradual growth alternative the densities in the 2021 and 2031 will be higher along the metro routes.



Table 1.27 Employment Density Moderate Growth Alternative



1.8.3 Rapid Growth Alternative A more focused approach for TOD will be adopted in this alternative with employment rates being high in the transit influence areas of metro zones in the next two decades. New employment centres will also develop along the corridor with initiatives of developing regeneration areas. Transit Nodes will also be promoted for more commercial development. Table 1.28 Employment Distribution in Rapid Growth Alternative



2.15% 2.79% 2.13% 2.44%


2.19% 2.93% 2.18% 1.93%

The metro influence areas will experience more growth in the initial decades; jobs will be concentrated in the AMC area.



Map 1.17 Employment Density distribution in Rapid Growth Alternative The employment densities along the metro zones will also be higher than the moderate zone alternatives for the intermediate years of 2021 and 31.

Table 1.29 Employment Density Rapid Growth Alternative


2011 2018 2021 2031 2043 East - West Metro 136 159 175 220 246 Metro Overlap 222 246 260 303 328 North - South Metro 57 70 79 104 119 Metro Zones Total 112 132 145 181 202 Other Study Area 15 18 20 24 32 Total 22 26 28 35 44 The employment densities in the metro influence zone will grow from 112pph in 2011 to 181pph in 2031 and 202pph in 2043.



Figure 1.18 Comparisons of Employment Densities in different Alternatives

The Influence of the metro on growth in the study area is felt in all alternatives. The realisation of the growth will however vary owing to the policy incentives taken ranging from increase in FSI along the metro corridors to integration of all public transit modes and development of interchanges. The actual growth realised will also depend on how easily the land (both vacant and infill) will be made available for development. 1.9 STRUCTURE OF THE REPORT The report contains the chapters as mentioned below :-

CHAPTER NO. DESCRIPTIONChapter-1 IntroductionChapter-2 Traffic Demand Forecast Chapter-3 System Selection Chapter-4 Geometric Designing Parameters & Alignment DescriptionChapter-5 Civil Engineering Chapter-6 Station PlanningChapter-7 Train Operation Plan and Maintenance Facilities Chapter-8 Rolling Stock & Maintenance FacilitiesChapter-9 Power Supply, System Of Traction And Power Tariff Chapter-10 Ventilation And Air-Conditioning System Chapter-11 Signaling SystemChapter-12 Telecommunication & Automatic Fare Collection Chapter-13 Disabled Friendly Features



CHAPTER NO. DESCRIPTION Chapter-14 Environmental Impact AssessmentChapter-15 Security Measures for a Metro System Chapter-16 Disaster Management Plan for a Metro Rail System Chapter-17 Multi Modal Transport Integration Chapter-18 Cost EstimatesChapter-19 Financing Options, Fare Structure And Financial ViabilityChapter-20 Economic AppraisalChapter-21 Implementation StrategyChapter-22 Conclusion



Annexure I

CHAPTER2–TRAFFICDEMANDFORECAST

DPRforAhmedabadMetroRailProject March2015 1/154

Chapter‐2TRAFFICDEMANDFORECAST

2.1 TRAFFICCHARACTERISTICSANDDEMANDFORECASTING

This chapter provides an overview of the existing transportation system outlines thetravel characteristics and presents the demand forecasting carried out for estimatingridershiponmetro.

2.2 ROADNETWORK

The transportationsystem inAhmedabadandGandhinagar ispredominantlydependenton roadway systems. Themajor road network in the study area is around 3045 km inlength, ofwhich 125 km areNationalHighways and 103 km are under StateHighwayswhich are being maintained by National Highways Authority of India and Roads &BuildingDepartmentrespectively.TherestoftheroadsaremanagedbyrespectiveurbanlocalbodiesofAMC,AUDA,GNAandGUDA.

Table2‐1LengthwisetotalroadnetworklengthinkmJurisdictionalArea Roadlength(km) %ofroad

AMC 2365 78%AUDA 145 5%GUDA* 457 15%Otherareas** 78 3%TotalStudyArea 3045 100%

Source;*MasterPlanforClean,GreenandSolarGandhinagar,2009,LeaAssociatesPvtLtd.;**COEinUrbanTransport,CEPTUniversity,Ahmedabad



Map2‐1ExistingRoadNetworkinStudyarea

2.2.1 TrafficVolume

Traffic congestion on the city roads of Ahmedabad andGandhinagar is stillmoderatewhen compared to many other cities of similar size. However, with rapid rate ofmotorisation,thecongestionlevelsarebeginningtoshowuponcertainstretches.ThewesternpartofAhmedabadhasdevelopedmainlyas residential areaand theeasternparthastheindustrialestates.Becauseofthis,thetrafficflowisheavyfromwesttoeastin the mornings and vice‐versa in the evening, which causes traffic congestion andfrequenttrafficjamsonthecityroadsduringmorningandeveningpeakperiods.Classified volume countswere carried out at several locations along proposedmetrocorridorsin2014(referfigurebelow).Theresultsofthesamearepresentedinthetablebelow.



Map2‐2ClassifiedVolumeCountSurveylocations

Table2‐2ClassifiedVolumeCount&PPHPDT

Location DirectionsVehicles PPHPDT

Private Bus Total Private Bus Total

PowerHouse

RTOtoChandkheda 6642 45 6687 11163 2470 13633ChandkhedatoRTO 6982 107 7089 11285 5808 17093

AnjaliVasnatoPaldi 3874 63 3937 6312 3624 9936PalditoVasna 2527 62 2589 4973 3540 8513

VidhyapithWadajtoincometax 2934 143 3077 5161 11297 16458Incometaxtowadaj 3040 91 3131 5269 6136 11405

AmraiwadiRabariColonytoNewCotton 2520 5 2525 4108 190 4298NewCottontoRabariColony 1484 16 1500 2427 760 3187

HelmatCircle

MemnagartoVijayCrossRoad

6132 20 6152 9040 1217 10257

VijayCrossroadtoMemnagar

5186 23 5209 7983 1414 9397

AdwaitAshram

ShahapurDarwajatoIncomeTax

7139 49 7188 12570 1773 14343

IncomeTaxtoShahapurDarwaja

6307 43 6350 10880 2381 13261



Location DirectionsVehicles PPHPDT

Private Bus Total Private Bus Total

WadajWadajtoIncomeTax 5211 109 5320 9130 6709 15839Incometaxtowadaj 7942 91 8033 13528 5852 19380

Source:PrimarySurveys,20142.2.2 TravelSpeeds

To ascertain travel speeds across the network, speed and delay surveys were alsocarriedout. Map2‐3showstravelspeedsacrossthenetwork.Thetravelspeedsalongmostofthecorridorsaremorethan25kmph.

Map2‐3SpeedsonMajorRoadsinStudyarea

Source:CoEinUrbanTransport,CEPTUniversity,Ahmedabad&PrimarySurvey,LASA,2009

InGandhinagarthespeedprofileof thestrategicnetworkhashighaveragespeed(>50kmph)onNHandSH(includingalphabetandcrossroadsinGNA)andloweronMDRandinternalroads.Theaveragespeedondividedroads(55kmph)ishigherthanundividedroads(40kmph).

2.3 PUBLICTRANSPORTNETWORK

The existing public transport services in Ahmedabad consist of buses and bus basedrapidtransitsystem.ThebusservicesareprovidedbyAhmedabadMunicipalTransportService(AMTS)whileBRTSservicesareoperatedbyAhmedabadJanmargLimited(AJL),a special purpose vehicle (SPV) formulated by Ahmedabad Municipal Corporation,



Ahmedabad Urban Development Authority and Government of Gujarat to govern theBRTSoperationsinthecity.InGandhinagar,thecitybusservicesareofferedbyaprivateoperator, Vallabhipur Transportation Co‐Operative Society Pvt. Ltd. (VTCOS). RegionalpublictransitdemandiscateredbyGujaratStateRoadTransportCorporation(GSRTC).GSRTC is providing regional public transport services; this public transport servicebrings commuters from surrounding towns and villages such as Dehgam, Mansa,KhedbrahmaandGandhinagar.AMTS:AMTShas been providing public transport services in the city since 1947,with201routescovering549kmofroadnetwork,AMTScoversabout88%ofthedevelopedAMCareaandcarry0.9millionpassengersperday.Itcaterstoroughly11%ofthetripsinthecity(AMTS,2012).

Map2‐4AMTSNetwork

Source:COE(CentreofExcellence)inUrbanTransport,CEPTUniversity,Ahmedabad

TheobservedspeedofAMTSisapproximately17km/hr,andmostoftheroutes(70%)passthroughwalledcityarea,hencethecitycenterisverywellconnectedtomostpartsof the city. Majority of the AMTS bus route is structured around the walled city, ashistoricallywalledcityareusedtobethecommercialhubofthecity.Currently,thenewdeveloped residential clusters near Sarkhej‐Gandhinagar Highway, Bodakdev,Prahladnagar predominantly new‐west zone is lacking in terms of high frequency ofAMTSroutes.BUSRapidTransitSystem(BRTS)–“Janmarg”JanmargBRTSservicescommencedoperationsasaclosedsysteminOct2009.TheBRTsystemcurrentlywithanetwork lengthof63kmsattracts1.17 lakhpassengersdaily.



Thereare10operationalroutesandthepeakheadwaysarearound2.5to3minutes.Dueto the dedicated corridors and priority given at major intersections, the peak hourspeeds of BRT buses are 25kmph. The current BRT network connects the importantoriginsanddestinationplus the transit interchangessuchasrailwaystations,regionalbusterminals,anduniversityareas, industrialareassuchasNarol,Naroda;residentialandcommercialhubsandrecreationalpublicspacessuchasKankariaLake.

Map2‐5BRTSNetwork

Source:COE(CentreofExcellence)inUrbanTransport,CEPTUniversity,Ahmedabad



Map2‐6CityBusServicesinGandhinagarSource: COE (Centre of Excellence) in Urban Transport, CEPT University,

CityBusServicesinGandhinagarVTCOS started its bus operations in Gandhinagar in August, 2009. In the first phaseapproximately 11 buses were operating, buseswere running on Compressed NaturalGas (CNG). Currently, VTCOS is operating approximately 45 buses in GUDA and GNA.VTCOS is currently operating on 9 routes, the routes are Kh‐1 to Akshardham,Akshardham to Pathikashram, Ch‐0 to Gh‐7, Ch‐0 to Sector 19/20, Adalaj to Chiloda,Pethapur to Gh‐1, VasaniaMahadev to Pathikashram, Vavol to Sector 21 and Gh‐0 toAkshardhamviasector.The headways of the buses range from 10 minutes to 20 minutes. The averageoccupancyofthebusforalltheroutesisaround40.Theobservedoccupancyofthebusduringpeakhourwasmorethan100%.

2.3.1 Socio‐economicCharacteristicsBased on the household survey data of Gandhinagar and Ahmedabad, the averagehousehold size in the study area is 4.6 in comparison to 5.04 in Census 2001. At adisaggregatelevel,averagehouseholdsizeinAhmedabadis4.6incomparisonto4.5inGandhinagar.



TheWorkForceParticipationRate(WPR)inthestudyareais0.34.Ofthetotalworkerpopulationinthestudyarea,majorityofthem(57%)areinvolvedintheprivateservice,followed by around33% in business activity. Around5%are engaged in governmentservices and another 5% are working as labourers. (Source: Ahmedabad HouseholdData(CEPT,2012),GandhinagarHouseholdData(LASA,2009).

Intermsofvehicleownership,around16%ofthehouseholdsinthestudyareadonotown any vehicleswhile another 14% own only cycles. Almost half of the householdsowntwo‐wheelers,while15%householdsowncars.

2.3.2 TravelCharacteristics

Travelpatterns,definedintermsoftriprate,modechoice,geographicaldistributionetc.,aretheguidingprinciplesindeterminingthesystemneedsanditsgrowth.Itseemsthatsocio‐economiccharacteristicssuchasincome,age,sex,occupation,vehicleownership,etc., are related to travel characteristics of individual households. This chapter,attempts to describe the travel characteristics inAhmedabad andGandhinagarUrbanDevelopmentAuthority(GUDA)limit.ItalsodescribesinteractionofthetripsbetweentwomajorurbanareasAhmedabadandGandhinagar.

2.3.3 Triprates

Thepercapitatriprate includingwalk,asperAMTS/CEPT(1992)was1.2,GIDBIPTS(2000)was1.1tripsperday,GIDBMetrostudybyDMRC(2003)was1.16.However,asper the2012householdstudybyCEPTshowstriprate tobehighat1.44(allmodes).ThetriprateforAhmedabadexcludingallthewalktripsbeloworequalto500meters,isabout1.39incomparisonto0.99incaseofGUDA.ThefollowingtableshowsthesummaryoftripratesinAMCandGUDAarea:

Table2‐3Tripratesinformationinstudyarea

ParticularsAMC(I–I)

GUDA(I–I)

YearofSurvey 2012 2009

Householdssurveyed 12000 1500

Trip‐RateTotal 1.44 1.15

Triprate–Motorised 0.74 0.54Byexcludingwalktripswhicharegenerallyshortinlength,theestimatedPCTRis

1.39 0.99

Publictransporttriprate 0.17 0.06

2.3.4 ModesharesTheshareofwalkandcycletripsinbothAMCandGUDAisquitehigh.Around46%and42%of the trips inAMCandGUDArespectivelyarebyNMTmodes.Around30%and35%trips inAMCandGUDAarebyprivatemodes.Public transportridership isquitelowwith11%tripsonbusesandBRT.



Table2‐4Modeshareinstudyarea

ModeShares

ParticularsAMC(I–I)

GUDA(I–I)

Walk 37.2% 30.9%Bicycle 9.0% 12.8%TW 25.9% 26.4%Car 3.9% 9.6%AutoRickshaw 6.1% 9.2%Bus 10.3% 8.0%BRTS 1.1% Others(Schoolbus,staffbus,STbus,rail) 6.3% 3.2%Total 100% 100%Source:AhmedabadHouseholdData(CEPT,2012),GandhinagarHouseholdData(LASA,2009)Trippurposeanalysisshowsaround47%worktripsfollowedbyeducationtrips(34%)

Table2‐5Tripsbypurpose

TripsbyPurpose

PurposeAMC(I–I)

GUDA(I–I)

Work 46% 49%

Education 34% 34%

Other 21% 16%

Total 100% 100%Source:AhmedabadHouseholdData(CEPT,2012),GandhinagarHouseholdData(LASA,2009)

2.3.5 Temporalanalysisoftrips

A temporal analysis of trips was carried out to ascertain the peak hour factor. Thefollowing figure shows the proportion of trips originating between different time‐periodsacrosstheday.



Figure2‐1Temporalvariationoftrips

Itcanbeseenthatthepeakhourfactorisaround10%ofthefulldaytrips.The following figure shows the proportion of trips in the study area originating atdifferenttime‐periodsacrosstheday.Itisobservedthat,thetimeofthedayjourneyhastwopeaks,morningisfrom8:30amto11:30amandeveningisfrom5:30pmto8:30pm.For thepurposeof transit facilitiesand infrastructuredesign, it isdesirable to lookatthe peak hour traffic, therefore travel demand model has been developed for themorningpeakhour(8:30amto11:30am).

Figure2‐2TemporalDemandVariationofStudyArea–Motorizedmodes

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2.3.6 TripLengthFrequencyDistribution

The following figure shows the trip length frequency distribution for all trips in thestudyarea.Itcanbeseenthatmajorityofthetripsareoflessthan8kmslength.

Figure2‐3Triplengthfrequencydistribution–studyarea

Theaverage trip lengthbymodes isshown in the tablebelow. It canbeseen that theaveragetripdistancebycarandpublictransportissimilararound9.6kms,followedbytwowheelertriplengthsof7.4km.Theaveragetriplengthofthestudyareais6.6kms.

Table2‐6Averagetriplength–modewiseModes AverageTriplength(km)TwoWheeler 7.36FourWheeler 9.66Auto 6.38PublicTransport 9.57Walk 2.14Bicycle 4.27

2.3.7 TravelPattern

The figure below shows that Ahmedabad traffic is concentrated in the walled city,easternpartofthecityandacrosstheriverbridges.BicyclemovementsareshorterandlargelyconcentratedinandaroundNorth,eastandcentralzonesofAhmedabad. AutotripsarelargelydispersedovertheAMCregionwithshortertriplengthswhereastripsmadeby car are largely dispersedwith longdistances.Tripswithuseof 4‐wheeler iscomparatively very low, as sparse red lines are seen in the map. The share of twowheeler trips is considerably high compared to other modes with shorter distancesresultedinmorecompacttravelmovementoverAMC.

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2‐Wheeler 4‐Wheeler

3‐Wheeler PublicTransport

Figure2‐4DesirelineDiagrams(AMC)

Thebelow figure illustrated, inGandhinagar trips aremainlyoriginating fromGNA toexternalareaslikeAhmedabad,Chiloda,KalolandMehsana.Thepredominantmodesforthesetripsaretwo‐wheelersandbus.



2‐Wheeler 4‐Wheeler

AllTrips Legend

Figure2‐5DesirelineDiagrams(GUDA)

0 5 10 152.5Km

500 - 1000

Number of Trips

200 - 300100 - 200

>1000

River / CanalExternal Traffic Zones



2.4 MODELDEVELOPMENTAstandardfourstagemodelingprocesshasbeenfollowedtoprojecttraveldemandandmetroridershipinfuture.Anoverviewofthemodelingapproachispresentedinfigurebelow.ThispublictransportmodelhasbeendevelopedusingEMME4.0.8software.

2.4.1 Modellingframework

Thestudyareadefined inchapter1hasbeentakenas themodellingarea.Thezoningstructure has been outlined in previous chapter 1. The modelling area has beensubdividedinto409internalzonesand9externalzones.Forthisexercise,apublictransportmodelhasbeendevelopedfor3‐hourmorningpeakperiod based on the temporal analysis carried out in section 2.3.5. The major roadnetworkinthestudyareaalongwiththeexistingpublictransportnetworkofAMTSandBRTSandproposednetworksofmetro,AMTSandBRTShasbeentakenintoaccountfordeveloping base and future scenarios. For the analysis of travel pattern four trippurposes‐HomebasedWork,Education,Others,Non‐homebased,hasbeentakenintoaccount.Thismodellingexercisehasbeen carriedout for2011(BaseYear) and futureyearsof2018, 2021, 2031 and 2043. The following table shows the PT network taken fordifferentyears:

Table2‐7PTNetworkDevelopmentInputs Year PublicTransportNetwork

2011 BaseAMTSnetworkacross549km,187routes45kmofBRTSnetwork,5routes9VTCOSroutes18GSRTCroutesinthestudyarea

2018,2021,2031&2043

RestructuredroutesofAMTSacross630km‐54routes7VTCOSrouteswithimprovedfrequencies19GSRTCrouteswithimprovedfrequencies125kmBRTSnetwork–12routes37.7kmofMetro

For each of these years, demand scenarios of Business As Usual, Gradual and RapidScenariosdiscussedinsection2.3)hasbeenconsideredformodelling.

Thedatainputsusedformodellingareasbelow:

Table2‐8DataInputsforModellingProcessTypeofdata Details

DemandData Existingdemand–householdsurveys,RSIatcordonpointsSocio‐economic data – population, employment data existingandproposed,studentenrolmentexistingandproposed

SupplyData Roadnetwork–physical attributes,network speeds,delays atjunctions



Public Transport network – stops, corridors, routes, servicedetails

Modelcalibrationdata

Travelspeedsonmajornetwork(2012‐13)Classifiedvolumecounts,vehicleoccupancysurveys

2.4.2 FourstageModellingProcess2.4.2.1 TripGeneration

Tripgenerationmodel estimatesnumberof tripproductions& tripattractions toeachTAZ.Tripproductionsareestimatedbasedonhouseholdsocioeconomic tripmakingcharacteristics.Tripattractionsareestimatedfromemployment&studentenrolmentofeachTAZ.Trip ProductionModel: Trip productionmodel without walk trip for study area arepresentinfollowingtable.ExceptNHBtripswhicharemarginal(0.53%ofalltrips)andtheir estimationmay not create significant impact in trip generationmodel. It showsstrongrelationbetweenHBWwithresidentworker&HBEwithresidentstudentineachTAZ.

Table2‐9ProductionModelDependentVariable

(Production)IndependentVariable R2 t Equation

HBW ResidentWorkers 0.92 63.6 0.51xHBE ResidentStudents 0.82 38.5 1.080xHBO Population+Employment 0.75 27.7 0.050xNHB Employment 0.004 0.74 0.001x

Trip Attraction Model: The model develops for trip attraction variables like workingpopulations(Employment)&studentenrolmentineachTAZ.TableshowsR2ofHBW&HBEarebetween0.70to0.80,whichseemstobepositivefortripattractionmodel.HBOtripshavestrongrelationwithpopulationcomparetoemployment.Baseonthatvalueequationsaregeneratefortripattractionmodel.

Table2‐10AttractionModel

DependentVariable(Attraction)

IndependentVariable R2 t Equation

HBW Employment 0.75 32.26 0.747x

HBE StudentsEnrolment 0.84 42.59 0.813x

HBO Population+Employment 0.573 16.15 0.037x

NHB Population+Employment 0.083 3.512 .005x

Followingtableshowsthetripproductionsandattractionsbyzonegroupsinthestudyareafordifferentscenariosandforecastyears.



Table2‐11ProductionsandAttractionsindifferentzonegroupsfordifferentgrowthscenarios

Zones2018 2021 2031 2043

Production Attraction Production Attraction Production Attraction Production AttractionBUAScenario

EastWestMetro 630279 815267 680157 877189 833794 1065047 1091682 1389937MetroOverlap 200666 420910 211020 449400 241502 534900 296795 678028NorthSouthMetro 437436 441262 473904 483896 605134 619309 827457 840202OtherStudyArea 4000280 3591223 4449381 4003977 5541647 5002822 7188854 6496621

ModerateScenarioEastWestMetro 639786 829932 696500 902666 849790 1089431 1091682 1389937MetroOverlap 201828 426295 213052 457792 243491 542925 296795 678028NorthSouthMetro 451449 452371 496941 502472 627683 637111 827457 840202OtherStudyArea 3986722 3571187 4407970 3951533 5501113 4952612 7188854 6496621

RapidScenarioEastWestMetro 650693 844256 717666 928925 894509 1143192 1091682 1389937MetroOverlap 203015 431587 215618 466350 248909 560419 296795 678028NorthSouthMetro 468475 463416 526992 521919 691190 677020 827457 840202OtherStudyArea 3963999 3546923 4354186 3897268 5387470 4841447 7188854 6496621


2.4.2.2 TripDistributionModelTripdistributionmodelworksongravitymodelwhichisbasedonassumptionthattripinteractionbetweenTAZisdirectlyproportionaltorelativeattractivenessofeachzone,while inverselyproportional tosome functionofspatialseparationbetweentheTAZs.Thismodel was developed for each of the four purposes ‐ Home BasedWork, HomeBasedEducation,HomeBasedOther andNonHomeBased trips.The following figureshowsthemodelledandactualTripLengthFrequencyDistribution(TLFD)forHBWandHBEtrips.CombinedTanner’sfunctionwasusedfortripdistribution.

HomeBaseWorkTripsCombineFunctionwithα=1.95&β=0.34Co–IncidenceRatio=85%

HomeBaseEducationalTripsCombineFunctionwithα=2.07&β=0.36Co–IncidenceRatio=74%

HomeBaseOthersTripsCombineFunctionwithα=2.02&β=0.36Co–IncidenceRatio=70%

NonHomeBaseTripsCombineFunctionwithα=2.44&β=0.38Co–IncidenceRatio=38%

Figure2‐6TripLengthFrequencyDistribution–DifferentPurposewise2.4.2.3 ModeSplit

Formodesplitanalysis,noexistingmodelwasavailableandduetothetimeconstraints,itwasdecided to estimatemode sharesbasedonWillingness toPayandShift Surveycarriedoutaspartof thisstudy in thestudyarea.Aquickoverviewofexistingpublictransportsharesinmetropolitancitiesalongwiththeirprojectedmodeshareswasalsocarriedout.Thisnotepresentsthebasisformodeshareestimatestakenforthetargetyearof2043.

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2.4.2.3.1 ModesharesinmetropolitancitiesThefollowingtableshowstheexistingmodesharesinthemetropolitancities:

Table2‐12IndianCitiesPTshare

City Population(2011)

PTshare(Year)

(motorizedmodes)

Source

Delhi 168lakhs 47%(2008) DelhiTrafficandForecastStudy(2008)commissionedbyDIMTStoRITES

Bangalore 85lakhs 49%(2009) CTTS,BangalorebyWSA

Hyderabad 95lakhs 36%(2011) CTTS,2011byLASA

Chennai 87lakhs 55%(2005) ChennaiMetroRailReport,2005

Itcanbeseenthattheexistingmodesharerangesbetween40‐50%.The existing mode share of public transport in Ahmedabad is around 22% which ismuch lower than themode shares inothermetropolitan cities listedabove.However,with initiatives like theBusRapidTransit System (BRTS), fleet augmentation throughprivatesectorparticipation,introducingcoordinatedroutestructurebetweenAMTSandBRTS, establishing automatic fare revision mechanism and development of Metrosystem,themodeshareofPTisexpectedtoimprove.Atotalnetworkof115kmsofBRThasbeenplannedforthecity,ofwhicharound80kmsarealreadyoperational.Theroutenetworkandstructureofthecityservicesarebeingrationalizedtoensureanintegratedpublictransportnetworkforitsusers.WithAhmedabad’sprojectedpopulationofaround1.1Crorein2043,itisexpectedtobebiggerthanthecitiesofBangaloreandHyderabadtoday.Withinsertionofaqualitypublictransitsupply,andrisingcongestionlevelsontheroad,itseemsplausible thatsignificantshift fromnon‐transitusersmainly the twowheelerdriversandauto‐rickshawpassengerswillbeobserved.

2.4.2.3.2 WillingnesstoPayandShiftSurveyAWillingnesstoPayandShiftsurveyof711PTusersandnon‐userswascarriedouttoassess the willingness to shift to public transport, if an integrated public transportsystemcomprisingofmetro,BRTandbuseswasavailabletothem.TheresponseswereanalysedtoassessthelikelyshifttoPTfromprivatemodes.WillingnesstoPayandShiftofPrivateVehicleUsersThe following table shows the proportion of private vehicle and para‐transit userswillingtoshifttopublictransportbasedontraveltimesavings.Thesampleproportionswere expanded against the total trips, and around 54%willingness to shift to publictransportwasobserved.



Table2‐13WillingnesstoshiftonPTfromprivatevehicleMode Willing

toShiftGrandTotal

%SampleWillingtoshift

TotalTrips2012

%shiftfromtotaltrips

Twowheeler

215 378 57% 3002742 1711811

Car 31 60 51% 332693 169191AutoPass. 78 171 46% 1103045 502777Total 324 609 53% 4438480 2383778

%Shift 54%Source:PrimarySurveys,2012

Those324userswerepresentedwithanothersetofquestionsforwillingnesstopayforintegratedpublictransport(Metro,BRTS&Bus)system.TheuserswereaskedatwhatcostlevelstheywouldshifttoPT.OptionsincludedsameVehicleOperatingCosts(VoC),upto1.25timestheVOC,upto1.5timesthecostandnoshift(whichimpliesshiftonlyiftravelcostsare lowerthantheexistingVoClevels. Theresponsesarecompiledinthetablebelow.

Table2‐14WillingnesstopayonPTfromprivatevehiclesbasedontravelcostsavingsMode Willingnesstopaysurveyresults‐ Cost Expandedtripsbasedonsurvey

(weightedaverage)NoShift(unlessPTcostlower

thanexisting

modecost)

Samecost

Upto1.25timescost

Upto1.5timescost

Total NoShift Samecost

Upto1.25timescost

Upto1.5timescost

Twowheeler

41 92 62 21 216 348765(15%)

729105(31%)

491353(21%)

166426(7%)

Car 20 11 0 0 31 109155(5%)

60036(3%)

0 0

AutoPass.

23 39 10 5 77 126342(5%)

254653(11%)

65296(3%)

32648(1%)

Total 84 142 72 26 324 Privateveh.userswillingtopay&shift

2035013

TotalPrivatetrips(fromTable2)

4438480

%shiftfrompvt.mode 45%

Tofurtherassess,howmanyofthesearelikelytoexperiencecostsavings,travelcostsforpublic transportandprivatemodeswerecompared for theyear2018,VoCcanbeseen fromthetablebelowthatPTcostsare lowerthancarandautocostsandalmostsimilartothetwowheelercosts.



Table2‐15Private&PTcostoftravelin2018Mode Avg.Trip

Length(ATL)–km*

TotalCostforATL**(2014)

Costin2018***

TwoWheeler 7.36 22 26FourWheeler 9.66 88 106ThreeWheeler 6.38 61

Metro 9.57 ‐ 30BRT&Bus ‐ 25

*AssumingATLin2018tobesameasin2012**Totalcostcomputedbasedonfuelconsumption&avg.VOCmentionedinTable20.3inAhmedabadmetroDPRbyMEGA.***Assuming5%inflationrateeveryyear.

Basedonthis,itcanbedepictedthatallcarandautopassengersarelikelytoshifttoPTasthePTcostsaremuchlower.However,fortwo‐wheelerusers,around19%(ref.Table2‐14)oftheuserswouldnotbewillingtoshiftasthetwowheelercostsaresimilartothePTcostandnotlower.Takingaweightedaverageofdifferentpassengersbymodes,around15%(ref.Table2‐14)ofthewillingusersarenotlikelytoshiftbasedonthecostconsideration.Thus,ifwecombinethe54%shiftofpassengerbasedontraveltimeand85%of them shifting on the bases of cost considerations,wewouldhave45%of theprivatevehicletripsshiftingtoPT.Further, existing mode share of private vehicles is 78% and with 45% shift to PT,therefore35%ofPTmodesharewillcomefromprivatevehicles.

2.4.2.3.3 AssessmentofCaptivePublicTransportUsersTheexistingpublictransportmodeshareinthecityis22%.InordertoassessifthePTmodesharemaychangeinfuture,socio‐economiccharacteristicsofthePTuserswereanalyzed. For assessing captive users for PT, income levels and private vehicleownership of the households were considered from 2012 household survey. IncomelevelsofuptoRs.50000permonthandvehicleownershipofupto0.5twowheelerperdrivingmemberofHH,wereassumedtobecaptive.BasedontheTable2‐16,canbeseenthat:1. 17.92%households(HH)ofPTusersdon’townanymotorizedvehicles.2. 15.90%HHofPTusersownonlycycle.3. 27.38%HHofPTusersownlessorequalto0.25twowheelerperdrivingmemberof

HH.4. 26.71%HHofPTusersownlessorequalto0.5twowheelerperdrivingmemberof

HH.Highlightedcellsintablebelow,addingupabout82%ofuserswhocanbeconsideredascaptivePTusers.EstimatedcaptivePTusersinoverallexistingPTsharewillbe18%i.e.82%ofexisting22%ofPTshare.



Table2‐16Income&VehicleownershipdistributionofHHofPTusersIncomeRange(InRs.permonth)

NoVehicles

OnlyCycles

TwoWh.

(<=0.25)perdrivingpop

TwoWh.(>0.25&<=0.50)perdrivingpop

TwoWh.(>0.5)perdrivingpop

FourWh.

(<=0.25)perdrivingpop

FourWh.(>0.25)perdrivingpop

Total

<15000 6.81% 4.21% 1.77% 3.91% 0.22% 0.03% 0.07% 17.03%

15001‐25000 8.68% 8.59% 11.73% 12.90% 1.47% 0.71% 0.01% 44.09%

25001‐50000 2.14% 2.73% 10.75% 7.62% 1.40% 0.93% 0.58% 26.15%

50001‐75000 0.29% 0.23% 2.36% 1.64% 0.27% 2.13% 1.55% 8.46%

75001‐100000 0.00% 0.12% 0.57% 0.28% 0.06% 1.26% 0.51% 2.79%

>100000 0.00% 0.03% 0.20% 0.35% 0.01% 0.73% 0.14% 1.47%

Total17.92%

15.90%

27.38% 26.71% 3.43% 5.81% 2.86% 100%

HighlightedcellsarecaptivePTusers.i.e.82%

2.4.2.3.4 EstimatedPTModeShare1ThefuturemodeshareonPTisbeingconsideredashavingtwocomponents:

ExistingPTmodesharewhichwillremaincaptive ShiftofprivatevehicletripstoPTmodes

Basedontheanalysispresentedinsectionabove,atleast18%ofthePTmodeshareislikelytoremaincaptivewhileanother35%modeshiftfromprivatevehiclestowardsPTcanbeexpectedbasedontheWillingnesstoPayandShiftSurvey.Combiningthesetwo,wehave53%asestimatedPTsharewhichcanberealised,oncean integratedqualitypublictransportisputinplace.

2.4.2.4 TransitAssignment

Transit assignment is the final stage of the four stagemodeling process. Base transitdemand (internal & external) is about 3.2 lakhs of three hoursmorning peak (11.12lakhsperday).TheshareofthePTtripsis25%inmotorizedtrips.ThetotalPTdemandwasassignedontheexistingpublictransportnetworkconsistingofBRTS,AMTS,VTCOSandGSRTCmodes.

2.4.3 Networkanddemanddevelopment2.4.3.1 BaseTransitNetworkDevelopment

A base year network has been developed in GIS which has been ARC GIS and themodellingprocesshasbeencarriedoutintraveldemandmodelingsoftwarei.e.EMME4.0.8.In 2011base year, 45 kmBRTSnetworkwas in operation; and about 187AMTS& 9VTCOSrouteswereplyingascitybusservices.Otherthanthese,GSRTCwereoperating



Figure 2.1-8 Purpose wise trips distribution (all modes)

routesbetweenAhmedabad&Gandhinagar.Sincethemodelhasbeendevelopedforthepeakhour,onlypeakhourfrequencyhasbeentakenforeachroute.

BasePublicTransportNetwork‐2011 BaseBusFlows(BusesperHour)‐2011Figure2‐7BaseTransitNetwork

2.4.3.2 BaseDemand

Asdiscussed in theprevious section, householdsurveys were carried out in AMC & GUDArespectively in 2011‐2012 & 2009 which havebeenused fordevelopingthebaseyeardemandmatrix.For capturing the external publictransportdemand,passengersurveysatKalupurandManinagarrailway station and GeetaMandirbusterminalwerealsocarriedout.There are about 43 lakhs motorized tripsproducedinadayinthestudyarea,ofwhichPTshareisaround25%ofthesemotorizedtrips.Fourdifferentproposeshavebeencaptured,i.e.Homebasedwork(HBW),HomebasedEducation(HBE),Homebasedothers(HBO)&Nonhomebased(NHB)forallthemodes.

Table2‐17Purposewisetripsdistribution

34%

21%

45%

0%Trip wise Purpose

HBE

HBOthers

HBW

NHB



Purpose Motorized %Motorized

HBE 1215039 28%

HBOthers 515848 12%

HBW 2571467 59%

NHB 30210 1%

Total 4332565 100%

2.4.3.3 FutureTransitNetworkDevelopment

Figurebelowshowthefuturetransitcorridorsfortheyears2018&2021and2031&2043.

Figure2‐8FutureTransitNetwork&Servicesperhour

2.4.3.4 FutureAlternativeDevelopment

Thelandusescenariosforthestudyareaarediscussedinabovesection.Threegrowthalternativeshavebeenconsidered–BusinessAsUsual,ModerateandRapidScenarios.TheBAUscenarioisexpectedtohavedevelopmentinvacantareasoutsidethecurrentdevelopmentareasandfocusondevelopmentalongmetroisassumedtohappenoncetheprojecthasbeencompletelyrealised.Therefore,therateofdevelopmentalongthemetrocorridorwouldhappenatamuchslowerpaceandwillberealisedatamuchlatertimeperiod.Theothertwoscenariosaremorepro‐activescenarios,wheregrowthalongthemetrocorridorswillbefacilitatedleadingtotransitorienteddevelopment.TherateofthisdevelopmentismuchhigherinRapidScenariothantheModerateScenario.



Further it is expected that shift to public transport systemwill happen as themetrocorridorsareimplemented.BasedontheWTSsurvey,amaximumshiftof50%toPTisassumedbytheyear2043.However,differentbuild‐uptrajectoriesareassumedforthedifferent growth scenarios. In case ofModerate scenario, two shift options are beingconsidered, the firstone focusingonshift toPT fromacross thecitywhile thesecondoneassuminghighershiftfromcatchmentzonesalongthecorridor.Thetablebelowshowsthedemandscenariosformodelling:

Table2‐18FuturePTsharesassumptions

DemandScenarios

GrowthAlternatives

Years

2018 2021 2031 2043

BusinessasUsualBusinessAsUsual

19% 26% 35% 53%

GradualModerate

22% 28% 37.50% 53%

Moderate 22% 28% 37.50% 53%

Rapid Rapid 25% 30% 40% 53%

Figure2‐9FutureScenariosPTsharebuildup

Itisenvisagedthatintroductionofmetrowouldalsoyieldsignificantbenefitsintermsof reduction of private vehicles on road. It is estimated that by the year 2043,metrowould result in reduction of private vehicles by 46%. At the same time, significantsavingsinvehicle‐kmsisalsoexpected.

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60%

2018 2021 2031 2043

PT Share

Business As Usual Gradual & Moderate Rapid



2.4.3.4.1 Basesfor2018PTsharesassumptions

ThePTmodeshareamongstmotorizedtripsfortheRapidScenariohasbeenbasedontheearlierPTmodeshare trend.ThePTmodeshare inAhmedabadhasbeenvaryingoverthepast10years.ThehighestmodeshareforPTwasobservedin2008/9,whenitwas25%.Subsequently,declineinthePTsharewasobservedowingtopoorbussupplylevels.ThedownwardtrendofPTsharehascontinuedsincewiththesharedroppingto22%currently.

Table2‐19PTsharetrend

YearTotalPTridership

PTshare

2004 7.2 22%2006 8.8 25%2008 9.3 25%2010 9.4 24%2012 9.4 22%

Figure2‐10PTsharetrend

Themodeshares for theyear2018has thusbeenbasedon thePTmodeshare trend.WhiletheBAUassumesthatthedeclinewillcontinuetillthemetrooperationsstartin2018,theModerateScenarioconsidersthatwithproactivesupplymeasures,wewouldbeabletoarrestthedeclineandPTmodesharewouldremainat22%by2018,sameasinthebaseyear.FortheRapidScenario,consideringproactivemeasuresbeinginitiatedbyGOGandAMCtopromotePT,thecitywillbeabletorecoverthelostgroundinthreeyearstoachieveahigh share of 25% PT, which it had in the year 2009. This translates to around 1percentagepointincreaseeveryyear.

0%

5%

10%

15%

20%

25%

30%

2004 2006 2008 2010 2012 2014 2016 2018

PT Share

BAU Moderate Rapid



Hereourassumptionsarethat:- The share remain stable at 22% with Moderate scenario (i.e. arrest the downward

trend),- Downwardtrendcontinuesandthesharedeclinesto19%from22%incaseofBAUand- Reversaloftrendtorecoverthelostgroundtoreach25%asRapidGrowthscenario(i.e.

an increase by 3 percentage points in 3 years). Arresting the downward trend andrecoverthelostshareofPTby3percentagepoints,webelieveneedssignificanteffortonthepartofthecitygovernment.

2.4.4 CalibrationforPublicTransportAssignmentModel2.4.4.1 Modewiseridership

Mode wise ridership was taken as the overall calibration parameter for the model.Model has four types of public transport services, i.e. BRTS, AMTS, GSRTC betweenGandhinagar‐Ahmedabad&VTCOS(pvt.) forGandhinagar.Following is thestudyareapublictransportbasicdetailsforthebaseyear,

Year PublicTransportNetwork2011‐12 BaseAMTSnetworkacross549km,187routes

45kmofBRTSnetwork,5routes9VTCOSroutes18GSRTCroutesinthestudyarea

Table2‐20PTridershipcalibration

ObservedRidership(2011‐12)

PublicTransportNetwork Diff.(%)forAMpeakhrs.

Mode:BusAMTS:9.9lakhsGSRTC&VTCOS:1.2lakhsTotalridershiponbusfullday:10.9lakhsAMPeak(3hrs.):3.22lakhs

ModelridershiponBusFullDay:1.11lakhs3hrs.:3.5lakhs

8%

Mode:BRTSBRTSFullDay:1.35lakhs(May‘2012)AMPeak(3hrs.):0.4lakhs

ModelridershiponBRTSFullDay:1.36lakhsAMpeak(3hrs.):0.4lakhs

0.3%

2.4.4.2 Passengerflows

The next stage of calibration used comparison of modelled passenger flows (transitvolume)withtheactualflowsonthenetwork.Thefollowingtableshowsthepassengerflows(observedversusmodeled)atdifferentlocationsinthecity:



Table2‐21Passengerflowscalibration

Sr.No.

Locations

East‐West West‐EastNo.ofBusesobserved

No.ofBusesmodelled

Occupancy

ObservedPass.

ModelledPass.

Diff.(%)

No.ofBusesobserved

No.ofBusesmodelled

Occupancy

ObservedPass.

ModelledPass.

Diff.(%)

1NehruBridge

81 85 80 6480 6855 5% 77 77 60 4620 4605 0%

2JamalpurBridge

67 70 85 5695 5960 4% 63 66 60 3780 3988 5%

3 Helmet 16 15 60 960 889 ‐8% 14 13 60 840 786‐7%

South‐North North‐South4 Anjali 28 29 60 1680 1693 1% 27 30 50 1350 1463 8%

5 Vidyapith 88 96 60 5280 5786 9% 83 81 80 6640 6497‐2%

6 Wadaj 75 76 45 3375 3424 1% 79 83 75 5925 6245 5%

7PowerHouse

60 57 55 3300 3153 ‐5% 70 73 60 4200 4418 5%

2.4.4.3 BoardingsonBRTatmajorstops

The model was also calibrated based on the boardings at some of the major publictransportstops.SinceAMTSdoesnothaveautomatedticketingsystem,thisinformationwasnotavailableforbusservices.However,forBRTsystem,usingstopwiseboardingdata,modeloutputswerecomparedat4majorinterchangenodes:

Table2‐22BRTSstopsboardingscalibration

MajorBRTSStopsActualBoardsperAMpeakHr.(2012)

ModelBoardsperHr.

%Change

RTO 335 348 4%Akhbarnagar 501 423 ‐18%Shivranjani 135 123 ‐9%DharnidharDerasar

139 135 ‐3%

2.5 MODELOUTPUTS

2.5.1 BaseYearThedemandassignmentwascarriedoutonvariouspublictransportnetworks.ThebaseyearAMPeakassignmentmodelwascalibratedbasedonthepassengerboardingsandpassengervolumesonthemajorpublictransportnetwork.Table2‐23shows themodeloutputs for thebaseyear.Theaverage trip length in theyearforpublictransportisaround11kms.





Table2‐23PTRidershipsummary(fullday)

Demandfullday 1112036

Mode Boardings Pass.KmPass.Hr.

%Boardings

MetroBo.perkm

Trans.Rate

LegLength(km)

Bus(AMTS&VTCOS) 1196096 11209446 716156 90% 11671.20

9.37BRT 136792 1044206 43796 10% 3040 7.63

Total 1332888 12253653 759952

PTtriplength(km) 11.02

Following figure shows the public transport frequencies and passenger flows on the publictransportnetwork.

PTSupply(Busesperhour)–2011 PassengerDemand(Pass.perhour2011)*Passengerflowsareformorningpeakhour,whichgivesonedirectionhighflowsatsomelocations

Figure2‐11Baseyearbusflows&passengerflows



2.5.2 BusinessasUsualScenarioA. FullDayRidershipondifferentPTmodes(PhaseIcorridors)

1. Year2018–PhaseIMetroCorridors(Motera‐APMC,Thaltej‐VastralGam)

PT

Demand1142652(19%PTShare)

Mode Boardings Pass.KmPass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus 963537 10039643 594920 51%10310 1.67

10.42BRTS 553912 4180305 175334 29% 7.55Metro 388682 2679009 81522 20% 6.89Total 1906132 16898957 851776 100%

Avg.TripLength(PT) 14.79km

2. Year2021–PhaseIMetroCorridor(Motera‐APMC,Thaltej‐VastralGam)PT


Mode Boardings Pass.Km Pass.Hr.Boardings

(%)MetroBo./km

TransferRate

TripLegLength(km)

Bus 1418536 14241566 846859 51%14548 1.67

10.04BRTS 823825 6201154 260088 30% 7.53Metro 548456 3833082 116642 20% 6.99Total 2790817 24275801 1223590 100%


3. Year2031–PhaseIMetroCorridors(Motera‐APMC,Thaltej‐VastralGam)PT


ModeBoarding

sPass.Km

Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus2291222 22271850

1323856

51%23037 1.67

9.72

BRTS 1319784 9951886 417389 29% 7.54Metro 868497 6103750 185744 19% 7.03

Total447950

338327486

1926989

100%







(%)MetroBo./km

TransferRate

TripLegLength(km)

Bus 4417325 43252499 2585159 51%42469 1.70

9.79BRTS 2603034 20089727 842563 30% 7.72Metro 1601065 11665387 355003 19% 7.29Total 8621424 75007614 3782725 100%




2018 2021Figure2‐12BAU–PassengerFlows–2018&2021



2031 2043Figure2‐13BAU–PassengerFlows–2031&2043



B. PeakhourRidershiponMetroB.1.North–SouthLine(APMCtoMoterastadium)

StopName 2018 2021 2031 2043

LinkLoad Board Alight LinkLoad Board Alight LinkLoad Board Alight LinkLoad Board Alight

Line1:APMCtoMoteraStadium

APMC 1664 1664 0 2394 2394 0 3858 3858 0 7981 7981 0Jivraj 2229 579 14 3503 1127 18 5558 1733 34 11048 3145 77RajivNagar 2742 538 26 3982 518 39 6360 861 58 12746 1794 97Shreyash 3454 805 93 4586 747 142 7385 1260 235 14802 2522 466Paldi 3949 655 160 5286 949 250 8506 1508 386 16955 2920 767GandhigramRlyStn 4272 451 128 5692 585 179 9076 854 285 18262 1819 512OldHighCourt 6337 3782 1717 8468 4735 1959 13625 7703 3154 24422 12042 5882Ushmanpura 6431 307 213 8647 483 304 13897 748 476 24993 1394 824VijayNagar 6075 290 647 8169 392 869 13166 653 1384 23648 1245 2590NewVadaj 5327 551 1299 7135 700 1735 11586 1196 2776 24622 5897 4923Ranip 5005 577 899 7108 1167 1194 11837 1976 1725 22954 1208 2876SabarmatiRlyStn 4918 17 105 6990 27 146 11655 45 227 22621 70 402AEC 4772 22 167 6799 53 243 11310 103 447 21743 237 1116Sabarmati 4524 186 435 7066 826 559 11136 812 986 20430 406 1719MoteraStadium 0 0 4524 0 0 7066 0 0 11136 0 0 20430



StopName 2018 2021 2031 2043


Line1R:MoteraStadiumtoAPMC

MoteraStadium 3981 3981 0 6152 6152 0 10013 10013 0 21456 21456 0

Sabarmati 4200 430 211 7170 1416 398 11474 2130 670 21378 1512 1590

AEC 4324 161 36 7325 225 69 11765 420 130 22158 973 193

SabarmatiRlyStn 4390 83 18 7410 113 28 11896 178 46 22398 324 84

Ranip 4656 802 536 7756 1313 967 12067 1840 1670 20137 1373 3634

NewVadaj 5321 1100 435 8422 1293 628 13104 2114 1077 24624 6784 2297

VijayNagar 5594 503 230 8682 739 479 13488 1193 809 25425 2258 1458

Ushmanpura 5414 174 354 8352 254 583 12996 390 881 24522 691 1594

OldHighCourt 4274 1958 3098 6093 2204 4464 9882 3668 6782 18861 6402 12063

GandhigramRlyStn 3864 136 546 5454 117 756 8842 172 1213 16987 336 2210

Paldi 3224 151 791 4512 216 1158 7346 326 1821 14186 652 3454

Shreyash 2759 93 558 3858 102 756 6211 177 1312 11974 333 2545

RajivNagar 2380 26 405 3292 40 606 5277 59 992 10132 97 1939

Jivraj 1526 2 855 2035 18 1274 3364 32 1946 6709 73 3496

APMC 0 0 1526 0 0 2035 0 0 3364 0 0 6709



B.2.East–WestLine(ThaltejtoVastralGam)StopName 2018 2021 2031 2043


Line2:ThaltejtoVastralGam

Thaltej 1222 1222 0 1642 1642 0 3098 3098 0 6673 6673 0

DoordarshanKendra 1608 391 5 2190 555 7 3958 874 14 8743 2100 30

GurukulRoad 2355 774 27 3222 1070 38 5541 1652 70 11580 2961 124

GujaratUniversity 4149 1933 140 5610 2598 210 9093 3964 412 18204 7598 974

CommerceSixRoad 4358 262 52 5888 364 86 9537 605 162 19088 1241 357

Stadium 4608 380 130 5983 290 195 9860 680 357 19635 1280 734

OldHighCourt 8536 4766 837 11005 6027 1004 16432 8504 1932 30092 14051 3594

Shahpur(U/G) 8246 416 706 10581 589 1013 15721 849 1559 28716 1513 2888

GheeKanta(U/G) 7960 964 1250 10119 1262 1724 15102 1817 2436 27516 3004 4205

KalupurRlyStn(U/G) 4812 1225 4374 6887 1972 5204 10694 3370 7780 20345 5837 13007

KankariaEast(U/G) 4517 96 390 6482 140 545 10133 207 768 19377 328 1296

ApparelPark 3740 220 996 5380 318 1420 8590 540 2083 16746 1067 3698

Amraiwadi 2761 148 1128 4031 253 1601 6748 465 2307 13802 930 3874

RabariColony 1546 108 1323 2444 263 1850 4575 554 2727 10359 1586 5029

Vastral 606 2 942 1102 5 1347 2420 13 2168 6019 12 4352

NirantCrossRd 248 6 365 535 14 581 1296 38 1162 3415 116 2720

VastralGam 0 0 248 0 0 535 0 0 1296 0 0 3415



StopName 2018 2021 2031 2043


Line2R:VastralGamtoThaltej

VastralGam 238 238 0 405 405 0 1042 1042 0 2833 2833 0

NirantCrossRd 592 360 6 1002 618 21 2217 1228 52 5524 2821 130

Vastral 1488 898 2 2307 1310 5 4350 2146 13 9849 4337 12

RabariColony 2567 1219 140 4324 2270 252 7179 3366 537 15114 6540 1275

Amraiwadi 3223 826 170 5292 1262 294 8348 1735 567 17097 3193 1210

ApparelPark 3984 958 196 6208 1301 384 9597 1886 637 19254 3437 1280

KankariaEast(U/G) 4259 356 82 6567 486 127 10088 682 191 20151 1208 311


GheeKanta(U/G) 8021 1114 943 11070 1371 1416 16927 2002 2043 28920 3620 3374

Shahpur(U/G) 8232 629 418 11162 785 692 17148 1249 1028 29732 2531 1718

OldHighCourt 4508 820 4544 6708 1216 5671 10472 2018 8693 20594 3959 13098

Stadium 4212 125 421 6100 92 701 9721 265 1016 19278 552 1869



GurukulRoad 1585 23 809 2334 36 1144 4092 63 1748 8954 104 3294


Thaltej 0 0 1011 0 0 1539 0 0 2868 0 0 6160



C. FullDayRidershiponMetroC.1.North–SouthLine(APMCtoMoterastadium)

StopName 2018 2021 2031 2043






StopName 2018 2021 2031 2043



Motera Stadium 34235 34235 0 52904 52904 0 86114 86114 0 184522 184522 0Sabarmati 36117 3698 1816 61659 12178 3426 98676 18321 5759 183847 13003 13674AEC 37190 1383 310 62997 1933 595 101181 3615 1115 190555 8366 1658Sabarmati Rly Stn 37751 716 155 63729 974 241 102309 1527 399 192626 2786 719Ranip 40042 6901 4606 66705 11290 8314 103778 15827 14359 173180 11806 31249New Vadaj 45759 9457 3743 72426 11122 5404 112694 18177 9260 211770 58342 19752Vijay Nagar 48108 4328 1978 74662 6357 4121 115993 10258 6959 218657 19422 12539Ushmanpura 46560 1500 3044 71831 2181 5012 111766 3351 7578 210886 5941 13708Old High Court 36756 16835 26643 52398 18958 38390 84985 31548 58329 162203 55057 103740Gandhigram Rly Stn 33230 1170 4692 46908 1008 6498 76038 1479 10430 146090 2886 19003Paldi 27723 1297 6804 38803 1854 9959 63179 2800 15659 121996 5607 29701Shreyash 23729 798 4795 33182 877 6498 53413 1520 11287 102973 2862 21885Rajiv Nagar 20465 224 3485 28308 341 5215 45384 506 8535 87132 836 16677Jivraj 13127 17 7355 17499 155 10960 28930 275 16732 57696 626 30062APMC 0 0 13127 0 0 17499 0 0 28930 0 0 57696



C.2.East–WestLine(ThaltejtoVastralGam)StopName 2018 2021 2031 2043



Thaltej 10506 10506 0 14118 14118 0 26643 26643 0 57386 57386 0DoordarshanKendra 13825 3361 41 18831 4775 62 34035 7513 117 75192 18060 255GurukulRoad 20255 6660 230 27709 9205 327 47651 14211 599 99591 25466 1066GujaratUniversity 35680 16626 1201 48246 22346 1809 78202 34094 3543 156554 65346 8380CommerceSixRoad 37482 2257 451 50640 3130 736 82016 5205 1390 164157 10674 3072Stadium 39629 3268 1121 51452 2491 1679 84796 5851 3072 168859 11011 6309OldHighCourt 73410 40984 7200 94641 51830 8638 141312 73134 16619 258788 120840 30908Shahpur(U/G) 70912 3574 6072 90998 5064 8710 135202 7300 13409 246958 13010 24840GheeKanta(U/G) 68456 8294 10750 87025 10850 14823 129881 15624 20946 236634 25838 36161KalupurRlyStn(U/G) 41380 10537 37613 59230 16956 44751 91965 28985 66905 174969 50196 111858KankariaEast(U/G) 38844 822 3357 55745 1204 4689 87146 1782 6601 166644 2821 11146ApparelPark 32167 1889 8562 46268 2731 12209 73874 4644 17916 144016 9174 31803Amraiwadi 23743 1276 9704 34668 2174 13770 58033 4001 19842 118697 7995 33313RabariColony 13296 932 11376 21018 2260 15910 39343 4761 23450 89089 13640 43248Vastral 5208 17 8105 9477 45 11582 20815 114 18645 51765 103 37427NirantCrossRd 2129 55 3137 4599 117 4995 11146 327 9993 29371 994 23392VastralGam 0 0 2129 0 0 4599 0 0 11146 0 0 29371



StopName 2018 2021 2031 2043



Vastral Gam 2050 2050 0 3481 3481 0 8958 8958 0 24366 24366 0Nirant Cross Rd 5091 3096 55 8617 5315 179 19068 10561 451 47503 24259 1121Vastral 12793 7723 17 19838 11263 45 37407 18456 114 84700 37300 103Rabari Colony 22074 10485 1207 37186 19522 2171 61741 28951 4620 129980 56244 10963Amraiwadi 27716 7107 1465 45508 10853 2532 71789 14923 4874 147032 27462 10409Apparel Park 34266 8235 1686 53389 11187 3306 82532 16220 5476 165584 29556 11008Kankaria East (U/G) 36626 3065 702 56474 4176 1094 86753 5865 1644 173297 10385 2673Kalupur Rly Stn (U/G) 67513 38562 7671 95591 51944 12824 145921 81205 22037 246596 115546 42250Ghee Kanta (U/G) 68979 9577 8112 95205 11789 12174 145570 17221 17572 248712 31129 29013Shahpur (U/G) 70795 5408 3595 95997 6749 5955 147473 10743 8841 255699 21765 14778Old High Court 38769 7055 39078 57692 10461 48769 90063 17351 74758 177112 34049 112639Stadium 36227 1077 3619 52457 795 6030 83599 2277 8741 165791 4751 16072Commerce Six Road 34187 468 2508 49601 716 3574 79106 1345 5838 157359 3068 11496Gujarat University 20385 1318 15119 29601 2026 22026 49684 3908 33330 104435 8610 61535Gurukul Road 13629 196 6956 20069 310 9842 35188 540 15033 77008 898 28325Doordarshan Kendra 8693 0 4936 13237 0 6835 24668 3 10523 52979 3 24032Thaltej 0 0 8693 0 0 13237 0 0 24668 0 0 52979

Chapter – 2: Traffic Demand Forecast


2.5.3 GradualScenario

A. FullDayRidershipondifferentPTmodes(PhaseIcorridors)



ModeBoarding

sPass.Km Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus1090318

10957735

651198 50%11656 1.65

10.05

BRTS 631556 4658334 195385 29% 7.38Metro 439419 2972579 90456 20% 6.76

Total2161294

18588648

937039 100%




ModeBoarding

sPass.Km Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus 1477993 14593832 868889 51%15395 1.65

9.87BRTS 860956 6397351 268318 29% 7.43Metro 580407 4017700 122261 20% 6.92

Total2919356

25008883

1259469

100%



Demand2864834(37.5%PTShare)

ModeBoarding

sPass.Km Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus 2415145 23240385 1383173 51%24531 1.65

9.62BRTS 1388969 10410372 436619 29% 7.50Metro 924830 6473172 196987 20% 7.00

Total4728944

40123930

2016779

100%






ModeBoarding

sPass.Km

Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus 4417325 43252499 2585159 51%42469 1.70

9.79BRTS 2603034 20089727 842563 30% 7.72Metro 1601065 11665387 355003 19% 7.29

Total8621424

75007614

3782725

100%




2018 2021

Figure2‐14Gradual–PassengerFlows–2018&2021



2031 2043

Figure2‐15Gradual–PassengerFlows–2031&2043



B. PeakhourRidershiponMetroB.1.North–SouthLine(APMCtoMoterastadium)

StopName 2018 2021 2031 2043






StopName 2018 2021 2031 2043



MoteraStadium 4282 4282 0 6237 6237 0 10437 10437 0 21456 21456 0

Sabarmati 4580 523 225 7328 1494 403 12024 2288 701 21378 1512 1590

AEC 4737 201 44 7516 270 82 12365 488 147 22158 973 193


Ranip 5099 904 625 7954 1362 1022 12698 1975 1786 20137 1373 3634

NewVadaj 5896 1294 497 8675 1371 650 13801 2228 1126 24624 6784 2297

VijayNagar 6228 591 259 8956 773 491 14210 1254 845 25425 2258 1458

Ushmanpura 6037 215 406 8621 283 618 13695 428 943 24522 691 1594

OldHighCourt 4888 2269 3418 6511 2417 4527 10504 3953 7144 18861 6402 12063


Paldi 3696 179 911 4806 222 1231 7821 349 1940 14186 652 3454

Shreyash 3159 106 642 4088 109 827 6598 190 1414 11974 333 2545

RajivNagar 2709 31 481 3455 40 674 5562 63 1098 10132 97 1939

Jivraj 1734 2 978 2142 19 1331 3543 34 2053 6709 73 3496

APMC 0 0 1734 0 0 2142 0 0 3543 0 0 6709






Thaltej 1372 1372 0 1796 1796 0 3404 3404 0 6673 6673 0


GurukulRoad 2684 898 34 3514 1163 46 6060 1796 84 11580 2961 124



Stadium 5222 439 173 6565 484 236 10635 731 410 19635 1280 734

OldHighCourt 9395 5221 1048 11248 5852 1169 17338 8886 2184 30092 14051 3594

Shahpur(U/G) 9029 489 855 10803 620 1065 16549 890 1679 28716 1513 2888

GheeKanta(U/G) 8639 1122 1511 10354 1349 1798 15857 1895 2587 27516 3004 4205


KankariaEast(U/G) 5147 120 454 6901 160 571 10936 235 810 19377 328 1296

ApparelPark 4286 288 1149 5749 374 1526 9329 615 2222 16746 1067 3698

Amraiwadi 3182 194 1297 4355 300 1694 7404 534 2458 13802 930 3874

RabariColony 1840 146 1489 2733 302 1924 5129 628 2902 10359 1586 5029

Vastral 744 2 1099 1284 6 1455 2750 18 2397 6019 12 4352

NirantCrossRd 295 10 458 612 19 691 1453 47 1344 3415 116 2720

VastralGam 0 0 295 0 0 612 0 0 1453 0 0 3415



StopName 2018 2021 2031 2043



VastralGam 285 285 0 494 494 0 1190 1190 0 2833 2833 0

NirantCrossRd 719 444 10 1200 734 27 2527 1400 62 5524 2821 130

Vastral 1763 1046 2 2634 1439 6 4877 2368 18 9849 4337 12

RabariColony 2938 1362 187 4684 2352 302 7822 3560 615 15114 6540 1275

Amraiwadi 3670 952 220 5623 1284 346 9039 1857 640 17097 3193 1210

ApparelPark 4516 1101 255 6562 1376 436 10318 2002 723 19254 3437 1280

KankariaEast(U/G) 4828 412 101 6927 512 147 10821 719 216 20151 1208 311


GheeKanta(U/G) 8664 1334 1092 11622 1458 1501 17704 2114 2131 28920 3620 3374

Shahpur(U/G) 8925 750 489 11718 845 749 17970 1340 1074 29732 2531 1718

OldHighCourt 5052 1026 4900 7078 1291 5931 11223 2270 9017 20594 3959 13098

Stadium 4742 162 472 6510 171 738 10446 304 1081 19278 552 1869



GurukulRoad 1790 28 940 2543 41 1226 4467 75 1896 8954 104 3294


Thaltej 0 0 1139 0 0 1690 0 0 3147 0 0 6160




StopName 2018 2021 2031 2043






StopName 2018 2021 2031 2043



MoteraStadium 36825 36825 0 53636 53636 0 89756 89756 0 184522 184522 0Sabarmati 39385 4500 1937 63017 12848 3468 103403 19673 6027 183847 13003 13674AEC 40736 1730 382 64634 2319 702 106337 4200 1266 190555 8366 1658SabarmatiRlyStn 41455 894 172 65474 1090 251 107579 1672 430 192626 2786 719Ranip 43853 7774 5377 68401 11717 8789 109203 16983 15356 173180 11806 31249NewVadaj 50706 11132 4276 74603 11792 5590 118690 19164 9680 211770 58342 19752VijayNagar 53564 5081 2226 77025 6646 4224 122209 10788 7269 218657 19422 12539Ushmanpura 51920 1847 3488 74139 2432 5318 117775 3677 8108 210886 5941 13708OldHighCourt 42033 19512 29398 55996 20788 38930 90334 33998 61438 162203 55057 103740GandhigramRlyStn 38084 1483 5432 50004 1207 7196 80943 1717 11108 146090 2886 19003Paldi 31786 1538 7836 41332 1913 10588 67262 3000 16681 121996 5607 29701Shreyash 27169 908 5525 35153 939 7114 56739 1637 12160 102973 2862 21885RajivNagar 23299 268 4135 29711 347 5793 47833 540 9443 87132 836 16677Jivraj 14912 21 8407 18425 162 11448 30472 289 17654 57696 626 30062APMC 0 0 14912 0 0 18425 0 0 30472 0 0 57696






Thaltej 11803 11803 0 15442 15442 0 29271 29271 0 57386 57386 0Doordarshan Kendra 15652 3904 55 20616 5246 72 37386 8246 131 75192 18060 255Gurukul Road 23082 7726 296 30220 10000 396 52116 15449 719 99591 25466 1066Gujarat University 40540 18972 1510 51744 23681 2153 84590 36567 4094 156554 65346 8380Commerce Six Road 42615 2666 592 54331 3468 884 88700 5738 1627 164157 10674 3072Stadium 44909 3777 1486 56461 4162 2030 91459 6285 3526 168859 11011 6309Old High Court 80795 44899 9013 96733 50324 10052 149103 76420 18779 258788 120840 30908Shahpur (U/G) 77648 4204 7351 92908 5332 9161 142320 7654 14441 246958 13010 24840Ghee Kanta (U/G) 74297 9649 12996 89041 11600 15463 136368 16299 22246 236634 25838 36161Kalupur Rly Stn (U/G) 47145 12470 39622 62873 19188 45360 99000 31579 68948 174969 50196 111858Kankaria East (U/G) 44266 1029 3908 59347 1379 4909 94046 2019 6969 166644 2821 11146Apparel Park 36863 2480 9883 49443 3220 13120 80228 5287 19106 144016 9174 31803Amraiwadi 27369 1665 11156 37455 2577 14565 63671 4589 21142 118697 7995 33313Rabari Colony 15824 1259 12807 23506 2597 16546 44108 5397 24961 89089 13640 43248Vastral 6395 21 9450 11039 48 12515 23647 151 20612 51765 103 37427Nirant Cross Rd 2539 83 3942 5263 165 5941 12494 406 11558 29371 994 23392Vastral Gam 0 0 2539 0 0 5263 0 0 12494 0 0 29371



StopName 2018 2021 2031 2043






2.5.4 ModerateScenario A. FullDayRidershipondifferentPTmodes(PhaseIcorridors)


PTDemand

1281038(22%PTShare)

ModeBoarding

sPass.Km Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus 1059179 11401966 678382 49%13159 1.70

10.76BRTS 627442 4889540 205080 29% 7.79Metro 496079 3465256 105447 23% 6.99

Total2182701

19756763

988910 100%




ModeBoarding

sPass.Km Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus 1437910 15040206 896563 48%17767 1.70

10.46BRTS 868486 6730257 282277 29% 7.75Metro 669820 4682772 142500 23% 6.99

Total2976216

26453235

1321339

100%



Demand2842308(37.5%PTShare)


(%)MetroBo./km

TransferRate

TripLegLength(km)

Bus 2287129 22881996 1362818 47%29800 1.69

10.00BRTS 1406540 10903837 457308 29% 7.75Metro 1123442 7833946 238398 23% 6.97Total 4817111 41619779 2058524 100%







(%)MetroBo./km

TransferRate

TripLegLength(km)

Bus 4417325 43252499 2585159 51%42469 1.70

9.79BRTS 2603034 20089727 842563 30% 7.72Metro 1601065 11665387 355003 19% 7.29Total 8621424 75007614 3782725 100%




2018 2021

Figure2‐16Moderate–PassengerFlows–2018&2021



2031 2043

Figure2‐17Moderate–PassengerFlows–2031&2043



B. PeakhourRidershiponMetro

B.1.North–SouthLine(APMCtoMoterastadium)78StopName 2018 2021 2031 2043







StopName 2018 2021 2031 2043


MoteraStadium 4930 4930 0 6957 6957 0 11680 11680 0 21456 21456 0

Sabarmati 5266 602 266 8305 1812 464 13749 2914 845 21378 1512 1590

AEC 5444 226 48 8548 335 92 14213 659 195 22158 973 193


Ranip 5985 1115 674 9315 1670 1039 15117 2524 1818 20137 1373 3634

NewVadaj 6818 1264 431 10171 1546 690 16584 2676 1210 24624 6784 2297

VijayNagar 7170 573 221 10442 765 494 17054 1288 818 25425 2258 1458

Ushmanpura 6979 234 425 10069 346 718 16438 558 1175 24522 691 1594

OldHighCourt 5504 2606 4080 7542 2882 5409 12531 4898 8804 18861 6402 12063


Paldi 4074 192 1017 5468 247 1450 9216 435 2358 14186 652 3454

Shreyash 3466 102 710 4605 101 964 7739 197 1675 11974 333 2545

RajivNagar 2986 23 504 3898 30 737 6534 50 1256 10132 97 1939

Jivraj 1930 2 1058 2420 22 1499 4117 46 2463 6709 73 3496

APMC 0 0 1930 0 0 2420 0 0 4117 0 0 6709






Thaltej 1585 1585 0 2080 2080 0 4183 4183 0 6673 6673 0

Doordarshan Kendra 2130 552 6 2806 736 9 5417 1254 20 8743 2100 30

Gurukul Road 3185 1082 27 4204 1438 40 7616 2302 103 11580 2961 124

Gujarat University 5443 2432 174 7057 3112 259 12305 5273 584 18204 7598 974

Commerce Six Road 5758 379 64 7470 514 101 12952 888 240 19088 1241 357

Stadium 6134 548 172 7821 622 271 13396 971 528 19635 1280 734

Old High Court 11290 6286 1131 13498 7076 1398 21662 11043 2776 30092 14051 3594

Shahpur (U/G) 10928 596 957 12977 800 1321 20617 1194 2239 28716 1513 2888

Ghee Kanta (U/G) 10381 1222 1770 12280 1570 2267 19561 2389 3444 27516 3004 4205

Kalupur Rly Stn (U/G) 6650 1391 5122 8742 2332 5870 14766 4407 9202 20345 5837 13007

Kankaria East (U/G) 6195 107 562 8191 167 718 13976 302 1092 19377 328 1296

Apparel Park 5026 250 1418 6704 380 1866 11847 774 2903 16746 1067 3698

Amraiwadi 3760 186 1451 5084 327 1948 9432 694 3110 13802 930 3874

Rabari Colony 2157 125 1728 3190 303 2197 6581 814 3664 10359 1586 5029

Vastral 879 2 1280 1511 5 1683 3569 27 3039 6019 12 4352

Nirant Cross Rd 352 8 535 724 18 805 1860 58 1767 3415 116 2720

Vastral Gam 0 0 352 0 0 724 0 0 1860 0 0 3415



StopName 2018 2021 2031 2043



VastralGam 344 344 0 592 592 0 1564 1564 0 2833 2833 0

NirantCrossRd 855 519 8 1427 862 28 3321 1836 79 5524 2821 130

Vastral 2078 1225 2 3102 1680 5 6324 3030 27 9849 4337 12

RabariColony 3470 1564 173 5462 2669 309 9932 4412 804 15114 6540 1275

Amraiwadi 4360 1100 210 6602 1517 377 11482 2385 836 17097 3193 1210

ApparelPark 5507 1380 233 7859 1705 447 13196 2624 910 19254 3437 1280

KankariaEast(U/G) 5933 520 93 8352 650 157 13884 969 281 20151 1208 311


GheeKanta(U/G) 10485 1597 1193 13777 1822 1748 21613 2784 2679 28920 3620 3374

Shahpur(U/G) 10748 855 592 13902 1067 942 21994 1801 1420 29732 2531 1718

OldHighCourt 6005 1124 5866 8446 1556 7012 14070 2923 10848 20594 3959 13098

Stadium 5555 158 608 7706 186 927 13066 388 1392 19278 552 1869



GurukulRoad 2079 22 1133 2955 34 1518 5548 95 2436 8954 104 3294


Thaltej 0 0 1320 0 0 1960 0 0 3864 0 0 6160




StopName 2018 2021 2031 2043



APMC 17974 17974 0 23932 23932 0 40362 40362 0 68638 68638 0Jivraj 23784 5948 138 34916 11177 189 58600 18655 413 95016 27045 664Rajiv Nagar 29195 5607 196 40124 5466 258 67699 9515 420 109616 15428 832Shreyash 36502 8146 843 46812 7874 1187 79206 13674 2167 127297 21689 4004Paldi 42336 7554 1720 54531 10265 2546 91772 16939 4372 145811 25109 6594Gandhigram Rly Stn 46640 5521 1218 59316 6581 1796 98580 10014 3206 157050 15645 4403Old High Court 69086 41978 19532 88394 50682 21603 145622 84043 37001 210033 103565 50582Ushmanpura 69839 3206 2453 89980 5174 3584 148309 8590 5903 214942 11988 7083Vijay Nagar 66117 2473 6199 85749 3498 7730 141332 5762 12738 203373 10705 22271New Vadaj 57039 3726 12804 74338 6502 17912 122856 11249 29725 211749 50712 42336Ranip 52962 6684 10760 71610 10819 13550 120813 18607 20647 197401 10389 24737Sabarmati Rly Stn 51865 182 1280 70104 282 1785 118560 554 2807 194542 602 3461AEC 50124 347 2088 67679 633 3055 113960 1328 5931 186988 2040 9598Sabarmati 46402 1947 5669 68226 7950 7406 110689 8910 12178 175701 3495 14785Motera Stadium 0 0 46402 0 0 68226 0 0 110689 0 0 175701



StopName 2018 2021 2031 2043












StopName 2018 2021 2031 2043






2.5.5 RapidScenario

A. FullDayRidershipondifferentPTmodes(PhaseIcorridors)



ModeBoarding

sPass.Km Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus 1184058 12426340 741070 48%15579 1.68

10.49BRTS 711041 5474117 229598 29% 7.70Metro 587318 4040039 122939 24% 6.88

Total2482418

21940495

1093607

100%


2. Year2021–PhaseIMetroCorridor(Motera‐APMC,Thaltej‐VastralGam)

PTDemand

1876268(30%PTShare)

ModeBoarding

sPass.Km Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus1470012

15164717

904820 46%

20716 1.69

10.32

BRTS 920217 7042186 295361 29% 7.65

Metro 780997 5293933 161097 25% 6.78

Total3171226

27500836

1361278

100%



PTDemand

3028235(40%PTShare)

ModeBoarding

sPass.Km Pass.Hr.

Boardings(%)

MetroBo./km

TransferRate

TripLegLength(km)

Bus 2405035 23766310 1417344 48%

31357 1.66

9.88

BRTS 1446682 11120474 466393 29% 7.69

Metro 1182170 8274531 251808 23% 7.00

Total5033886

43161315

2135545

100%







(%)MetroBo./km

TransferRate

TripLegLength(km)

Bus 4417325 43252499 2585159 51%42469 1.70

9.79BRTS 2603034 20089727 842563 30% 7.72Metro 1601065 11665387 355003 19% 7.29Total 8621424 75007614 3782725 100%




2018 2021

Figure2‐18Rapid–PassengerFlows–2018&2021



2031 2043

Figure2‐19Rapid–PassengerFlows–2031&2043



B. PeakhourRidershiponMetro‐PhaseIcorridorsB.1.North–SouthLine(APMCtoMoterastadium)

StopName 2018 2021 2031 2043







StopName 2018 2021 2031 2043


MoteraStadium 5512 5512 0 7430 7430 0 12149 12149 0 21456 21456 0

Sabarmati 5986 773 299 8443 1152 140 14479 3153 823 21378 1512 1590

AEC 6224 302 64 8836 465 72 15099 840 220 22158 973 193


Ranip 6904 1334 788 8866 888 1030 16004 2655 1990 20137 1373 3634

NewVadaj 7930 1526 500 12299 4819 1385 17448 2686 1242 24624 6784 2297

VijayNagar 8354 669 246 12515 812 596 17927 1316 837 25425 2258 1458

Ushmanpura 8139 298 514 12046 400 869 17298 613 1242 24522 691 1594

OldHighCourt 6531 3164 4771 8470 3252 6828 13322 5393 9370 18861 6402 12063


Paldi 4814 232 1224 6100 246 1648 9774 432 2529 14186 652 3454

Shreyash 4080 117 852 5085 111 1126 8130 201 1845 11974 333 2545

RajivNagar 3495 28 613 4250 35 870 6745 53 1438 10132 97 1939

Jivraj 2256 3 1242 2631 23 1642 4300 41 2486 6709 73 3496

APMC 0 0 2256 0 0 2631 0 0 4300 0 0 6709






Thaltej 1870 1870 0 2373 2373 0 4723 4723 0 6673 6673 0


GurukulRoad 3848 1342 38 4572 1604 52 8493 2528 108 11580 2961 124



Stadium 7356 681 236 8442 736 316 14428 1060 607 19635 1280 734

OldHighCourt 13144 7276 1488 15693 8895 1644 22644 11500 3284 30092 14051 3594

Shahpur(U/G) 12665 731 1210 15096 907 1504 21524 1211 2331 28716 1513 2888

GheeKanta(U/G) 11905 1473 2232 14486 2056 2666 20293 2372 3602 27516 3004 4205


KankariaEast(U/G) 7439 144 692 9585 198 917 14627 308 1124 19377 328 1296

ApparelPark 6053 337 1723 7839 414 2160 12426 806 3006 16746 1067 3698

Amraiwadi 4558 246 1740 5932 332 2239 10050 754 3131 13802 930 3874

RabariColony 2701 174 2032 3926 314 2321 7260 816 3606 10359 1586 5029

Vastral 1142 3 1562 1932 8 2002 4058 28 3230 6019 12 4352

NirantCrossRd 444 12 710 895 26 1063 2078 72 2052 3415 116 2720

VastralGam 0 0 444 0 0 895 0 0 2078 0 0 3415



StopName 2018 2021 2031 2043



Vastral Gam 435 435 0 761 761 0 1818 1818 0 2833 2833 0

Nirant Cross Rd 1100 678 12 1730 1006 36 3829 2101 90 5524 2821 130

Vastral 2593 1496 3 3666 1944 8 7006 3205 28 9849 4337 12

Rabari Colony 4188 1830 234 5979 2661 348 10489 4316 834 15114 6540 1275

Amraiwadi 5236 1325 277 7229 1696 446 12042 2429 877 17097 3193 1210

Apparel Park 6600 1679 314 8731 1929 427 13816 2729 954 19254 3437 1280

Kankaria East (U/G) 7112 638 126 9314 745 163 14526 1000 290 20151 1208 311

Kalupur Rly Stn (U/G) 11448 5664 1328 15179 8189 2324 22248 11238 3516 28674 13436 4913

Ghee Kanta (U/G) 12010 1995 1432 15619 2359 1919 22454 2879 2674 28920 3620 3374

Shahpur (U/G) 12355 1066 722 15708 1121 1032 22915 1878 1417 29732 2531 1718

Old High Court 7148 1477 6685 9844 2074 7937 15102 3440 11253 20594 3959 13098

Stadium 6615 208 741 8982 236 1098 14034 432 1500 19278 552 1869

Commerce Six Road 6196 86 506 8407 122 697 13180 251 1106 18298 357 1337

Gujarat University 3848 252 2600 5311 346 3442 8700 712 5192 12144 1001 7155

Gurukul Road 2478 32 1401 3553 44 1802 6128 90 2663 8954 104 3294

Doordarshan Kendra 1564 0 914 2397 1 1157 4346 2 1783 6160 0 2794

Thaltej 0 0 1564 0 0 2397 0 0 4346 0 0 6160



C. FullDayRidershiponMetro–PhICorridorsC.1.North–SouthLine(APMCtoMoterastadium)

StopName 2018 2021 2031 2043






StopName 2018 2021 2031 2043












StopName 2018 2021 2031 2043






2.6 SUMMARYThe demand forecasting exercise was carried out for four scenarios depending ondifferentlandusegrowthalternativesandbuilduppublictransportridership.The following tables summarize PPHPD by line and metro boarding in differentscenarios and for different forecast years. It can be seen that by the horizon year of2043,around16lakhsboardingsonmetroisexpectedwith30000PPHPD.

Table2‐24PPHPDSummarybyScenario

Scenario Line 2018 2021 2031 2043

BAUE‐W 8536 11162 17148 30092

N‐S 6431 8682 13897 25425

GradualE‐W 9395 11718 17970 30092

N‐S 7082 9060 14588 25425

ModerateE‐W 11290 13902 21994 30092

N‐S 8121 10463 17245 25425

RapidE‐W 13144 15708 22915 30092

N‐S 9374 12515 18124 25425

Table2‐25RidershipSummarybyScenario

Scenarios Years

Line 2018 2021 2031 2043

BAU

E‐W 216479 299882 472714 861947N‐S 172210 248574 395782 739115Total 388689 548456 868497 1601062

Gradual

E‐W 245840 320082 506168 861947N‐S 193589 260332 418665 739115Total 439429 580414 924834 1601062

Moderate

E‐W 280415 372580 630776 861947N‐S 215678 297240 492666 739115Total 496093 669820 1123442 1601062

Rapid

E‐W 334609 435315 661605 861947N‐S 252723 345689 520561 739115Total 587332 781004 1182166 1601062

Thefigurebelowshowsthebuildupofmetroridershipunderdifferentscenarios,fromcommissioningyeartohorizonyear.



Figure2‐20MetroRidershipForecast

0

200000

400000

600000

800000

1000000

1200000

1400000

1600000

1800000

2018 2021 2031 2043

Metro Ridership per Day

Years

BAU Gradual Moderate Rapid



Annexure 1 : Metro TAZ Map



Annexure 2: Metro Zone Map

Annexure 3: TAZ Details



TAZ No Boundary TAZ_Name Zone_Name TAZ_New Boundary TAZ_Name Zone_Name 1 AMC Khadia East - West Metro 302 AMC Chandlodiya West AMC 2 AMC Khadia East - West Metro 303 AMC Ranip North - South Metro 3 AMC Khadia East - West Metro 304 AMC Kali West AMC 4 AMC Khadia East - West Metro 305 AMC Kali West AMC 5 AMC Khadia East - West Metro 306 AMC Kali West AMC 6 AMC Khadia East - West Metro 307 AMC Kali West AMC 7 AMC Kalupur East - West Metro 308 AMC Kali West AMC 8 AMC Kalupur East - West Metro 309 AMC Kali West AMC 9 AMC Kalupur East - West Metro 310 AMC Kali West AMC

10 AMC Kalupur East - West Metro 311 AMC Ranip North - South Metro 11 AMC Kalupur East - West Metro 312 AMC Ghatoldia East - West Metro 12 AMC Kalupur East - West Metro 313 AMC Ghatoldia West BRT 13 AMC Kalupur East - West Metro 314 AMC Ghatoldia West BRT 14 AMC Dariyapur East - West Metro 315 AMC Thaltej West AMC 15 AMC Dariyapur East - West Metro 316 AMC Thaltej West AMC 16 AMC Dariyapur East - West Metro 317 AMC Thaltej East - West Metro 17 AMC Dariyapur East - West Metro 318 AMC Thaltej East - West Metro 18 AMC Shahpur Metro Overlap 319 AMC Thaltej West AMC 19 AMC Shahpur East - West Metro 320 AMC Jodhpur West BRT 20 AMC Shahpur East - West Metro 321 AMC Bodakhdev East - West Metro 21 AMC Shahpur Metro Overlap 322 AMC Bodakhdev East - West Metro 22 AMC Raikhad Metro Overlap 323 AMC Bodakhdev East - West Metro 23 AMC Raikhad Metro Overlap 324 AMC Thaltej East - West Metro 24 AMC Raikhad Metro Overlap 325 AMC Thaltej West AMC 25 AMC Raikhad Metro Overlap 326 AMC Vejalpur North - South Metro 26 AMC Raikhad Metro Overlap 327 AMC Vejalpur North - South Metro 27 AMC Raikhad Metro Overlap 328 AMC Lambha East - West Metro 28 AMC Raikhad Metro Overlap 329 AMC Lambha East AMC 29 AMC Jamalpur East - West Metro 330 AMC Lambha East AMC 30 AMC Jamalpur East - West Metro 331 AMC Sarkhej West BRT 31 AMC Jamalpur East - West Metro 332 AMC Sarkhej West AMC 32 AMC Jamalpur East BRT 333 AMC Sarkhej West AMC 33 AMC Jamalpur East BRT 334 AMC Lambha East AMC 34 AMC Jamalpur North - South Metro 335 AMC Lambha East AMC 35 AMC Dudheshwar Metro Overlap 336 AMC Lambha East AMC 36 AMC Dudheshwar North - South Metro 337 AMC Sarkhej West AMC 37 AMC Dudheshwar Metro Overlap 338 AMC Bodakhdev West BRT 38 AMC Madhupura North - South Metro 401 AUDA Khodiyar Other Study Area 39 AMC Madhupura Metro Overlap 402 AUDA Lilapur Other Study Area 40 AMC Madhupura East - West Metro 403 AUDA Bopal (CT) / ghuma (OG) Other Study Area 41 AMC Madhupura East - West Metro 404 AUDA Kathwada (OG) Other Study Area 42 AMC Madhupura East - West Metro 405 AUDA Singarva (CT) Other Study Area 43 AMC Girdharnagar East AMC 412 AUDA Chiloda (CT) Other Study Area 44 AMC Girdharnagar East AMC 451 AUDA Bilasiya Other Study Area 45 AMC Girdharnagar East - West Metro 456 AUDA Bhuvaldi Other Study Area



TAZ No Boundary TAZ_Name Zone_Name TAZ_New Boundary TAZ_Name Zone_Name

51 Airport &

Cantonment Ahmedabad Cantonment North - South Metro 457 AUDA Kanbha Other Study Area

52 Airport &

Cantonment Ahmedabad Cantonment North - South Metro 459 AUDA Geratnagar/bibipur Other Study Area

53 Airport &

Cantonment Airport East AMC 460 AUDA Gatrad / Memadpur Other Study Area

54 AMC Asarwa East - West Metro 464 AUDA Devdi / chosar / geratpur / ropda / gamdi /

istolabad Other Study Area 55 AMC Naroda Road East BRT 466 AUDA Aslali Other Study Area 56 AMC Naroda Road East - West Metro 473 AUDA Sanathal Other Study Area 57 AMC Saraspur East - West Metro 474 AUDA Navapura Other Study Area 58 AMC Saraspur East - West Metro 477 AUDA Shela Other Study Area 59 AMC Saraspur East BRT 497 AUDA Bhat Other Study Area 60 AMC Saijpur Bogha East BRT 498 AUDA Nabhoi Other Study Area 61 AMC Saijpur Bogha East BRT 499 AUDA Karai Other Study Area 62 AMC Potaliya East BRT 500 AUDA Ranasan Other Study Area 65 AMC Potaliya East BRT 501 AUDA Limbadia Other Study Area 66 AMC Sardarnagar East AMC 519 AUDA Koteshwar Other Study Area 67 AMC Sardarnagar North - South Metro 520 AUDA Sugad Other Study Area 68 AMC Sardarnagar East AMC 521 AUDA Amiyapur Other Study Area 69 AMC Sardarnagar East AMC 522 AUDA Zundal Other Study Area 70 AMC Sardarnagar East AMC 523 AUDA Khoraj Other Study Area 71 AMC Sardarnagar East AMC 524 AUDA Jamiyatpur Other Study Area 72 AMC Sardarnagar East AMC 525 AUDA Dantali Other Study Area 73 AMC Sardarnagar East BRT 536 AUDA Palodiya / rancharda / nandoli Other Study Area 74 AMC Kubernagar East BRT 537 AUDA Rachhodpura / santej Other Study Area 75 AMC Kubernagar East BRT 538 AUDA Rakanpur / dantali / lapkaman Other Study Area 76 AMC Thakkarbapanagar East BRT 543 AUDA Khatraj / vadsar Other Study Area 77 AMC Thakkarbapanagar East BRT 601 GNA Sector-1 Other Study Area 78 AMC Thakkarbapanagar East BRT 602 GNA Sector-2 Other Study Area 79 AMC Naroda-Muthiya East BRT 603 GNA Sector-3 Other Study Area 80 AMC Naroda-Muthiya East BRT 604 GNA Sector-4 Other Study Area 81 AMC Naroda-Muthiya East BRT 605 GNA Sector-5 Other Study Area 82 AMC Naroda-Muthiya East BRT 606 GNA Sector-6 Other Study Area 83 AMC Naroda-Muthiya East AMC 607 GNA Sector-7 Other Study Area 84 AMC Naroda-Muthiya East BRT 608 GNA Sector-8 Other Study Area 85 AMC Naroda-Muthiya East AMC 609 GNA Sector-9 Other Study Area 86 AMC Naroda-Muthiya East AMC 610 GNA Sector-10 Other Study Area

101 AMC Maninagar East - West Metro 611 GNA Sector-11 Other Study Area 102 AMC Maninagar East BRT 612 GNA Sector-12 Other Study Area 103 AMC Maninagar East BRT 613 GNA Sector-13 Other Study Area 104 AMC Kankariya East - West Metro 614 GNA Sector-14 Other Study Area 105 AMC Kankariya East - West Metro 615 GNA Sector-15 Other Study Area 106 AMC Kankariya East BRT 616 GNA Sector-16 Other Study Area 107 AMC Baherampura North - South Metro 617 GNA Sector-17 Other Study Area 108 AMC Baherampura East BRT 618 GNA InfoCity_nift_da-iict Other Study Area



TAZ No Boundary TAZ_Name Zone_Name TAZ_New Boundary TAZ_Name Zone_Name 109 AMC Baherampura East BRT 619 GNA Sector-19 Other Study Area 110 AMC Baherampura East AMC 620 GNA Sector-20 Other Study Area 111 AMC Baherampura East BRT 621 GNA Sector-21 Other Study Area 112 AMC Baherampura East BRT 622 GNA Sector-22 Other Study Area 113 AMC Danilimbda East BRT 623 GNA Sector-23 Other Study Area 114 AMC Danilimbda East BRT 624 GNA Sector-24 Other Study Area 115 AMC Danilimbda East BRT 625 GNA Sector-25 Other Study Area 116 AMC Danilimbda East BRT 626 GNA Sector-26 Other Study Area 117 AMC Danilimbda East BRT 627 GNA Sector-27 Other Study Area 118 AMC Bag-E-Firdosh East - West Metro 628 GNA Sector-28 Other Study Area 119 AMC Bag-E-Firdosh East BRT 629 GNA Sector-29 Other Study Area 120 AMC Bag-E-Firdosh East BRT 630 GNA Sector-30 Other Study Area 121 AMC Bag-E-Firdosh East BRT 631 GNA Adiwada & GEB Chhapra Other Study Area 122 AMC Vatva East AMC 632 GNA Borij Other Study Area 123 AMC Vatva East BRT 633 GNA Palaj (Urban) Other Study Area 124 AMC Vatva East BRT 634 GNA Basan (Urban) Other Study Area 125 AMC Vatva East AMC 635 GNA Indroda Other Study Area 126 AMC Vatva East AMC 636 GNA Dholakuva (urban & rural) Other Study Area 127 AMC Vatva East AMC 637 GUDA Rupal Other Study Area 128 AMC Isanpur East BRT 638 GUDA Randheja Other Study Area 129 AMC Isanpur East BRT 639 GUDA Pethapur Other Study Area 130 AMC Isanpur East BRT 640 GUDA Piplaj Other Study Area 131 AMC Isanpur East BRT 641 GUDA Dolarana Vasana Other Study Area 132 AMC Isanpur East BRT 642 GUDA Sardhav Other Study Area 133 AMC Isanpur East BRT 643 GUDA Sonipur Other Study Area 151 AMC Bapunagar East BRT 644 GUDA Bhundiya Other Study Area 152 AMC Bapunagar East BRT 645 GUDA Dashela Other Study Area 153 AMC Rakhial East - West Metro 646 GUDA Adraj Moti Other Study Area 154 AMC Rakhial East - West Metro 647 GUDA Kolavada Other Study Area 155 AMC Rakhial East BRT 648 GUDA Lekawada Other Study Area 156 AMC Gomtipur East - West Metro 649 GUDA Alampur Other Study Area 157 AMC Gomtipur East - West Metro 650 GUDA Shiholi Moti Other Study Area 158 AMC Rajpur East - West Metro 651 GUDA Pundarasan Other Study Area 159 AMC Rajpur East BRT 652 GUDA Vavol Other Study Area 160 AMC Rajpur East - West Metro 653 GUDA Palaj Other Study Area 161 AMC Rajpur East - West Metro 654 GUDA Prantiya Other Study Area 162 AMC Amraiwadi East - West Metro 655 GUDA Chiloda Other Study Area 163 AMC Amraiwadi East - West Metro 656 GUDA Shertha Other Study Area 164 AMC Bhaipura Hatkeshwar East - West Metro 657 GUDA Unvarsad Other Study Area 165 AMC Bhaipura Hatkeshwar East BRT 658 GUDA Vasana Hadmatia Other Study Area 166 AMC Nikol East BRT 659 GUDA Basan Other Study Area 167 AMC Nikol East BRT 660 GUDA Lavarpur Other Study Area 168 AMC Nikol East BRT 661 GUDA Dabhoda Other Study Area 169 AMC Odhav East BRT 662 GUDA Adalaj (CT) Other Study Area 170 AMC Odhav East BRT 663 GUDA Tarapur Other Study Area



TAZ No Boundary TAZ_Name Zone_Name TAZ_New Boundary TAZ_Name Zone_Name 171 AMC Odhav East BRT 664 GUDA Sargasan Other Study Area 172 AMC Odhav East - West Metro 665 GUDA Por Other Study Area 173 AMC Odhav East - West Metro 666 GUDA Kudasan Other Study Area

174 AMC Khokhara-

Mehemdabad East - West Metro 667 GUDA Randesan Other Study Area

175 AMC Khokhara-

Mehemdabad East BRT 668 GUDA Shahpur Other Study Area 176 AMC NavaNaroda East BRT 669 GUDA Ratanpur Other Study Area 177 AMC NavaNaroda East AMC 670 GUDA Ambapur Other Study Area 178 AMC Vastral-Ramol East - West Metro 671 GUDA Raysan Other Study Area 179 AMC Vastral-Ramol East - West Metro 672 GUDA Pirojpur Other Study Area 180 AMC NavaNaroda East AMC 673 GUDA Koba Other Study Area 201 AMC Paldi North - South Metro 674 GUDA Valad Other Study Area 202 AMC Paldi North - South Metro 910 OUTER Changodar / Moraiya Other Study Area 203 AMC Paldi North - South Metro 1051 AMC Kankariya East - West Metro 204 AMC Paldi North - South Metro 1181 AMC Bag-E-Firdosh East - West Metro 205 AMC Paldi North - South Metro 1621 AMC Amraiwadi East - West Metro 206 AMC Paldi North - South Metro 1771 AMC NavaNaroda East BRT 207 AMC Vasna West BRT 1772 AMC NavaNaroda East BRT 208 AMC Vasna North - South Metro 1781 AMC Vastral-Ramol East - West Metro 209 AMC Vasna North - South Metro 1782 AMC Vastral-Ramol East AMC 210 AMC Vasna North - South Metro 1791 AMC Vastral-Ramol East - West Metro 211 AMC Vasna North - South Metro 1792 AMC Vastral-Ramol East - West Metro 212 AMC Vasna North - South Metro 2051 AMC Paldi North - South Metro 213 AMC Vasna North - South Metro 2101 AMC Vasna North - South Metro 214 AMC Gandhi Gram East - West Metro 2161 AMC Gandhi Gram East - West Metro 215 AMC Gandhi Gram East - West Metro 2291 AMC Navrangpura Metro Overlap 216 AMC Gandhi Gram East - West Metro 2301 AMC Navrangpura Metro Overlap 217 AMC Gandhi Gram West BRT 2311 AMC Navrangpura Metro Overlap 218 AMC Gandhi Gram West BRT 2312 AMC Navrangpura Metro Overlap 219 AMC Gandhi Gram East - West Metro 2313 AMC Navrangpura Metro Overlap 220 AMC Gandhi Gram East - West Metro 2321 AMC Navrangpura North - South Metro 221 AMC Gandhi Gram West BRT 2381 AMC S. P. Stadium Metro Overlap 222 AMC Gandhi Gram North - South Metro 2471 AMC New Wadaj North - South Metro 223 AMC Navrangpura Metro Overlap 2601 AMC Chandkheda West BRT 224 AMC Navrangpura Metro Overlap 2621 AMC Motera North - South Metro 225 AMC Navrangpura Metro Overlap 3041 AMC Kali North - South Metro 226 AMC Navrangpura Metro Overlap 3091 AMC Kali West AMC 227 AMC Navrangpura East - West Metro 3111 AMC Ranip North - South Metro 228 AMC Navrangpura North - South Metro 3121 AMC Ghatoldia East - West Metro 229 AMC Navrangpura Metro Overlap 3141 AMC Ghatoldia West BRT 230 AMC Navrangpura Metro Overlap 3151 AMC Thaltej West BRT 231 AMC Navrangpura Metro Overlap 3171 AMC Thaltej East - West Metro 232 AMC Navrangpura North - South Metro 3172 AMC Thaltej East - West Metro 233 AMC Navrangpura Metro Overlap 3181 AMC Thaltej East - West Metro



TAZ No Boundary TAZ_Name Zone_Name TAZ_New Boundary TAZ_Name Zone_Name 234 AMC Navrangpura Metro Overlap 3201 AMC Jodhpur West BRT 235 AMC Navrangpura North - South Metro 3211 AMC Bodakhdev East - West Metro 236 AMC S. P. Stadium North - South Metro 3241 AMC Thaltej East - West Metro 237 AMC S. P. Stadium Metro Overlap 3251 AMC Thaltej West AMC 238 AMC S. P. Stadium Metro Overlap 3261 AMC Vejalpur North - South Metro 239 AMC S. P. Stadium Metro Overlap 3262 AMC Vejalpur North - South Metro 240 AMC S. P. Stadium East - West Metro 3263 AMC Vejalpur North - South Metro 241 AMC S. P. Stadium East - West Metro 3264 AMC Vejalpur North - South Metro 242 AMC S. P. Stadium East - West Metro 3311 AMC Sarkhej West AMC 243 AMC Naranpura North - South Metro 3312 AMC Sarkhej West AMC 244 AMC Naranpura North - South Metro 3321 AMC Sarkhej West AMC 245 AMC Naranpura East - West Metro 3322 AMC Sarkhej West AMC 246 AMC Naranpura West BRT 3323 AMC Sarkhej West AMC 247 AMC New Wadaj North - South Metro 3331 AMC Sarkhej West AMC 248 AMC New Wadaj North - South Metro 3332 AMC Sarkhej West AMC 249 AMC New Wadaj North - South Metro 4041 AUDA Kathwada (OG) Other Study Area 250 AMC Old Wadaj North - South Metro 4042 AUDA Kathwada (OG) Other Study Area 251 AMC Old Wadaj Metro Overlap 4601 AUDA Gatrad / Memadpur Other Study Area 252 AMC Old Wadaj Metro Overlap 4602 AUDA Gatrad / Memadpur Other Study Area 253 AMC Old Wadaj North - South Metro 4603 AUDA Gatrad / Memadpur Other Study Area 254 AMC Sabarmati North - South Metro 4731 AUDA Sanathal Other Study Area 255 AMC Sabarmati North - South Metro 4732 AUDA Sanathal Other Study Area 256 AMC Sabarmati North - South Metro 4741 AUDA Navapura Other Study Area 257 AMC Sabarmati North - South Metro 6321 GNA Borij Other Study Area 258 AMC Sabarmati North - South Metro 6661 GUDA Kudasan Other Study Area 259 AMC Sabarmati North - South Metro 6662 GUDA Kudasan Other Study Area 260 AMC Chandkheda North - South Metro 9101 OUTER Changodar / Moraiya Other Study Area 261 AMC Chandkheda West BRT 9102 OUTER Changodar / Moraiya Other Study Area 262 AMC Motera North - South Metro 9103 OUTER Changodar / Moraiya Other Study Area 301 AMC Chandlodiya West AMC



Annexure 4: Population (PP), Employment (Emp), Workers (Wkr), Resident students (RS) & Students enrollment (SE) for 2011

TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE 1 7412 2772 11016 2241 564 125 26055 9209 2321 7315 107 256 1796 603 3522 753 550 626 4372 1410 1112 1856 2242 2 3952 1487 2452 776 1560 126 17964 6197 2329 4998 374 257 1208 433 5330 569 560 627 8462 2831 1647 2155 423 3 3459 1284 2024 880 399 127 55155 18372 4766 11419 1485 258 14011 4718 1402 3506 5630 628 8210 2641 5520 1859 3965 4 19762 7332 42279 4534 7338 128 11643 3936 1705 3003 743 259 32520 10903 13165 7785 11076 629 8704 2568 1728 1627 859 5 7412 2751 18781 2527 3003 129 41056 14243 5845 10210 9950 260 27228 9322 4521 8214 6769 630 8984 3019 1907 2423 1374 6 7412 2750 6097 1995 4246 130 28799 9980 22851 7304 8386 261 66012 23090 7648 16748 13088 631 11781 5116 3112 3755 497 7 5362 1809 22333 1616 1963 131 28799 9966 17209 6752 7158 262 20294 6924 9097 4549 1780 632 3016 1030 564 537 1187 8 5362 1809 42299 1508 1953 132 14163 4990 5393 1853 511 301 60069 21185 1959 17908 1853 633 2634 983 267 710 1072 9 11799 3982 13479 2744 4086 133 34722 12217 12367 5348 5198 302 60069 21185 9579 16678 12198 634 1611 653 417 353 564

10 11262 3801 24494 2546 7345 151 38739 13377 16181 6251 12850 303 50011 16891 1223 12576 475 635 3569 1142 431 1111 79 11 8045 2715 11014 3307 1377 152 55096 18786 53917 12931 18896 304 4178 1409 697 1265 464 636 4042 2211 422 1040 588 12 3755 1303 6129 745 2581 153 36072 12161 12770 9178 9626 305 6960 2342 352 1293 1162 637 4418 1697 1000 755 723 13 8045 2715 11200 1844 6934 154 22532 7652 1819 5173 2529 306 3427 1193 1909 662 483 638 12205 4287 1264 2555 405 14 19098 6330 7950 4371 7281 155 18235 6093 21314 3633 3968 307 21563 7392 16212 5764 6981 639 23497 7556 3157 6049 1048 15 22284 7384 4476 4302 351 156 49010 16824 13550 11460 2915 308 11382 3906 9806 3255 5022 640 5759 930 1246 264 478 16 3184 1095 2805 659 1355 157 21005 7228 2737 5748 549 309 3252 1201 4774 844 1452 641 4394 2045 151 603 469 17 19098 6330 2788 4958 757 158 22884 7580 17031 4323 2737 310 1816 586 5582 601 7201 642 7703 2623 1454 1943 128 18 34075 11507 5337 7003 7358 159 19070 6440 2380 3745 1247 311 32966 11202 3111 7619 7532 643 2135 810 929 426 311 19 10223 3453 1428 2343 2261 160 26697 8973 6331 6285 1069 3111 37175 12632 3509 8592 8494 644 955 422 77 248 181 20 6814 2302 4866 1751 703 161 10758 3525 6733 2966 4747 312 24491 9190 9994 6126 19224 645 3736 1468 152 1060 774 21 17038 5754 4926 3870 8111 162 10439 3713 4803 3165 942 313 98917 34543 10450 24760 27697 646 9355 3836 1015 657 251 22 17382 5781 6933 3043 11491 163 56446 19741 28710 14929 6021 314 30862 10782 2251 9324 3067 647 17846 7452 998 3764 3498 23 9360 3182 5363 2349 1398 164 57072 21368 12668 14778 13264 315 2082 728 1761 461 1226 648 2723 991 987 820 274 24 6686 2224 12120 2312 9828 165 57074 21366 18226 16401 14089 316 3362 1403 1838 837 1237 649 3440 1058 406 586 514 25 4681 1600 5504 759 4940 166 58826 20401 5303 14579 4950 317 3357 1169 713 1004 184 650 4846 2006 542 675 145 26 5348 1780 5142 578 1399 167 57465 19794 15108 15375 4411 318 27085 9524 8447 7231 8147 651 2615 801 738 454 936 27 5348 1826 1110 667 523 168 21549 7332 957 5048 1124 319 3481 1369 3810 1349 904 652 12628 4505 2698 3173 934 28 18051 6004 2170 3857 1554 169 20632 7312 7113 5161 2293 320 38178 14347 18913 11096 23860 653 2137 1201 692 1280 935 29 2653 888 5486 699 576 170 31635 11196 36409 9537 7844 321 14383 5588 9295 3558 6380 654 4200 1742 333 1130 254 30 7898 2643 705 2016 567 171 9627 3469 2829 1758 1286 322 7295 2759 13368 1412 1205 655 7355 3598 2535 1186 795 31 9949 3327 1393 1956 1046 172 13755 4942 14031 2556 3619 323 23784 9807 18901 6094 9433 656 8728 3131 2417 2139 2833 32 9930 3321 3538 2895 2940 173 61893 21874 4268 16825 2584 324 8699 3178 1622 2347 590 657 10172 3767 2686 1253 662 33 9285 3105 462 1552 1895 174 28277 10276 11307 8618 12998 325 5583 2106 1165 1766 1499 658 525 210 108 297 217 34 26531 8905 9755 6684 4830 175 41268 14799 8987 10957 15069 326 39708 14077 5881 8957 2504 659 78 29 38 17 12 35 19566 6787 16784 6081 2802 176 89698 29157 23165 27186 18278 327 30354 9420 3675 9508 2064 660 2384 1037 112 559 169 36 9001 3138 20196 1286 2721 177 20364 6763 10593 5542 2572 328 39409 14444 4140 10706 951 661 13891 5114 4566 2941 281 37 37902 13031 2326 7564 308 178 8724 2910 263 2070 293 329 16981 6789 3010 4493 701 662 11957 4147 4154 2367 2694 38 39874 13658 8227 10673 11625 179 63000 21615 6504 17346 4619 330 19671 7843 1470 3243 117 663 2413 771 136 543 396 39 9969 3430 2865 1987 4571 180 5403 2215 431 379 277 331 5871 1938 2648 1591 595 664 4312 2361 142 1332 252 40 8117 2791 3659 3033 2633 201 8696 3197 10059 2184 3618 332 2926 1018 1223 698 902 665 5069 1874 2371 894 263 41 5317 1838 8928 674 2356 202 5138 1835 1220 777 1027 333 3769 1388 2357 1019 1068 666 3159 1199 838 1026 1817 42 3501 1211 9171 262 237 203 6524 2404 12029 1480 6900 334 8168 4052 14425 2950 3586 667 1336 412 617 267 178 43 24833 8711 22388 5572 4306 204 25481 9244 8760 5866 12258 335 2364 936 1242 615 158 668 7352 2218 2613 1047 881



TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE 44 30172 10438 2847 7304 8600 205 16783 6058 5929 3725 10081 336 17408 6683 4269 3452 1505 669 385 214 2771 95 69 45 9707 3385 4053 2002 5050 206 18622 6663 10976 3745 6163 337 6530 2606 678 1985 1930 670 3387 1171 162 696 702 51 3794 1019 699 542 179 207 14725 5309 17104 2615 13044 338 4402 1969 2977 1065 199 671 1779 665 1327 511 769 52 3794 1018 3165 828 5839 208 14725 5309 13296 1606 15445 401 3327 1228 2701 499 1630 672 2429 1129 177 333 243 53 4413 884 3448 665 2881 209 16420 6088 2942 5272 6042 402 1567 496 623 235 172 673 3175 1040 1170 458 848 54 55983 18352 8588 14303 7049 210 7498 2665 2601 1787 1605 403 53057 18872 6890 6934 4607 674 9399 3312 869 2210 694 55 39943 13750 1888 9244 3991 2101 9542 3391 3310 2274 2043 404 6988 2430 3065 1850 708 910 5862 2276 9365 1242 306 56 39983 13728 4186 8782 183 211 16420 6088 1141 3701 2023 405 12547 4511 2908 3344 759 1051 4435 1581 8942 787 641 57 6867 2426 4188 1349 2266 212 21894 8109 2110 3632 3107 412 7355 3598 1264 1740 1962 1181 26090 8964 12516 8741 8727 58 20601 7092 6006 4857 1552 213 21894 8109 1827 4497 3744 451 1861 623 594 279 204 1621 13753 4892 6328 4170 1242 59 41202 14216 859 10407 555 214 4231 1658 7512 1486 1623 456 7279 2530 5029 1092 1073 1771 29092 9662 15133 7917 3675 60 49475 17094 10787 13290 3012 215 5588 2173 532 1221 1530 457 1109 417 537 166 221 1772 8728 2899 4540 2375 1102 61 40478 13994 3323 8797 790 216 8159 3007 4172 1495 23831 459 2027 689 2550 304 222 1781 6107 2037 184 1449 205 62 39449 13242 24091 11554 3192 217 10778 3988 10512 2448 12262 460 859 269 412 129 127 1782 2617 873 79 621 88 65 49458 16583 33765 11395 11182 218 4222 1610 2337 1438 1565 464 11177 4379 11864 1677 3374 1791 26250 9006 2710 7228 1924 66 11362 4140 617 3276 1006 219 7534 2841 2530 1823 2146 466 8214 2854 9025 2739 1460 1792 15750 5404 1626 4337 1155 67 26132 9352 591 6754 1189 220 3497 1380 2508 1365 1221 473 4688 1535 1394 1320 927 2051 1865 673 659 414 1120 68 13634 4860 482 4091 780 221 7065 2728 4101 1903 2270 474 1143 549 508 85 62 2161 6061 2234 3099 1111 17704 69 22492 7918 3912 6254 7914 222 11775 4535 11827 2224 6626 477 1515 771 1940 138 178 2601 3025 1036 502 913 752 70 7498 2670 2668 2045 423 223 7401 2788 4307 1237 2066 497 5858 2055 5345 1699 1103 2621 13530 4616 6065 3032 1186 71 11996 4257 442 2352 1124 224 4240 1613 2384 522 821 498 804 455 400 121 1760 3041 37600 12681 6277 11389 4174 72 11996 4199 1018 3682 466 225 2056 792 8459 657 11694 499 564 178 2449 85 62 3091 3900 1440 5725 1012 1741 73 19439 6735 2266 6508 2031 226 8281 3032 12458 1911 7573 500 5334 1908 917 800 850 3121 17542 6582 7158 4387 13769 74 50886 17458 11567 13162 8290 227 8910 3194 19688 2111 10862 501 1291 443 502 194 147 3141 35081 12257 2559 10599 3487 75 53472 17602 1322 12882 920 228 2056 754 11589 339 7298 519 2074 722 570 540 154 3151 8329 2914 7044 1844 4905 76 35229 11922 6037 7987 7635 229 781 284 9804 248 1422 520 2472 809 358 371 496 3171 8393 2924 1781 2511 459 77 42275 14308 8251 11950 4015 2291 1275 463 15995 404 2320 521 1799 630 503 270 434 3172 5036 1754 1069 1507 275 78 59942 20130 25030 17051 5286 230 596 217 4470 183 6397 522 8884 2879 785 1333 409 3181 16412 5771 5118 4381 4936 79 26471 8940 2599 6704 1113 2301 1460 531 10944 449 15661 523 3903 1709 694 585 567 3201 57266 21521 28369 16644 35791 80 19860 6784 1230 5139 891 231 685 246 2524 109 937 524 2497 813 839 375 382 3211 26711 10379 17262 6609 11849 81 29076 9897 21534 6214 14178 2311 754 271 2776 120 1030 525 2602 324 628 390 382 3241 5799 2119 1081 1565 393 82 15192 5139 35408 3306 3256 2312 1165 418 4291 186 1592 536 7921 3116 1379 1998 2487 3251 620 234 129 196 167 83 6998 2426 3073 571 395 2313 4249 1525 15648 679 5808 537 8668 3294 3212 1300 1517 3261 45002 15954 6665 10152 2838 84 8702 2972 2084 2485 1730 232 2220 810 15720 171 17042 538 6941 1755 2348 1370 445 3264 21178 7508 3136 4777 1335 85 1573 532 185 227 166 2321 521 190 3687 40 3997 543 9914 3610 1281 1487 1294 3262 105888 37540 15682 23886 6677 86 2051 701 5725 296 216 233 4397 1597 17602 738 4246 601 1270 518 716 445 117 3263 52944 18770 7841 11943 3339

101 26420 9373 11387 8234 8249 234 2300 849 9657 1061 7213 602 9716 3375 1866 2220 768 3311 4403 1453 1986 1194 446 102 37807 13201 19733 9769 12910 235 2300 849 5912 531 1526 603 11238 3693 1981 2897 2370 3312 19081 6298 8607 5172 1933 103 31254 11076 15861 7151 53719 236 19263 7148 5832 4243 3231 604 4358 1357 1548 1146 163 3321 11705 4071 4894 2791 3610 104 30516 10943 19022 8299 19140 237 17687 6525 6735 5025 6722 605 7361 2418 548 1680 548 3322 2926 1018 1223 698 902 105 10349 3689 20864 1836 1497 238 1449 551 12031 288 3067 606 8003 2829 828 1935 819 3323 11705 4071 4894 2791 3610 106 21811 7855 5084 3870 5481 2381 1634 622 13567 325 3458 607 11389 3653 2592 2496 9039 3331 845 311 528 228 239 107 35269 12395 309 11439 11760 239 8422 3126 2386 2252 1922 608 4380 1582 1387 1423 2266 3332 2964 1091 1854 801 840 108 14394 5070 4817 2471 6263 240 11558 4259 2360 1981 3762 609 839 476 1888 257 367 4041 9056 3149 3973 2397 917 109 5442 1897 1022 265 573 241 9498 3529 1481 1842 2874 610 81 24 34793 18 7638 4042 7286 2533 3196 1928 738



TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE 110 1687 604 7158 246 180 242 5541 2082 2247 1175 2127 611 674 280 9172 30 2478 4601 563 176 270 84 83 111 1430 512 341 231 169 243 20362 7341 5046 4130 4993 612 4742 1265 1489 1149 1547 4602 2408 754 1156 361 356 112 23413 8212 268 6602 7214 244 23665 8669 4527 6399 7755 613 12198 3972 1766 3843 443 4603 3251 1018 1560 488 480 113 49719 16352 2952 13684 2441 245 22632 8277 7672 5447 8036 614 6188 2078 974 1763 146 4731 1250 409 372 352 247 114 33146 10914 14821 6578 10037 246 21372 7831 3455 7145 6160 615 1883 542 1597 436 5254 4732 313 102 93 88 62 115 24861 8193 1841 5942 687 247 16629 5823 2944 5425 6449 616 4715 1396 6514 1607 2845 4741 1332 639 593 99 72 116 41433 13633 3192 6308 3172 2471 18752 6566 3320 6118 7272 617 5189 1832 1727 1592 2208 6321 159 54 30 28 62 117 16572 5492 4299 4403 1066 248 24667 8496 3923 6183 6650 618 2485 1032 4691 581 2040 6661 2457 932 652 798 1414 118 35334 12141 16951 11838 11819 249 17765 6118 3658 4417 5943 619 1867 792 602 455 332 6662 1404 533 372 456 808 119 23034 7933 9671 5173 3759 250 23046 8744 14695 7575 5799 620 4092 1476 790 1477 2548 9101 1466 569 2341 311 77 120 46067 15836 4301 13066 4266 251 26843 10048 12073 7593 2308 621 7255 2441 7392 1930 4798 9102 1466 569 2341 311 77 121 23034 7933 2296 4774 980 252 10690 4045 18349 2410 16954 622 8582 2730 2557 2427 3532 9103 5862 2276 9365 1242 306 122 9980 3383 22776 2149 1414 253 15108 5709 2908 2418 2939 623 7076 2171 3479 2222 18405 123 9980 3383 54844 3173 3133 254 11981 4038 1215 3462 4078 624 16143 5351 1759 3538 1946 124 45597 15972 22990 9657 20196 255 7049 2394 486 352 1137 625 2108 641 7907 739 1930



Annexure 5: Business As Usual Scenario: Population (PP), Employment (Emp), Workers (Wkr), Resident students (RS) & Students enrollment (SE) for 2018, 2021, 2031 & 2043

TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 1 7412 3194 11016 2757 693 7412 3690 11016 3228 812 7412 4736 11016 4441 1117 7412 5869 11016 5628 1416 2 3952 1714 2452 955 1918 3952 1980 2452 1118 2246 3953 2541 2452 1538 3091 3953 3149 2452 1950 3917 3 3459 1479 2024 1083 491 3459 1709 2024 1268 575 3459 2194 2024 1744 791 3459 2718 2024 2210 1002 4 18961 8449 42670 5577 9026 18629 9762 42839 6530 10568 16955 12528 43561 8985 14541 14763 15525 44590 11387 18429 5 7412 3170 18781 3108 3694 7412 3662 18781 3639 4325 7412 4700 18781 5007 5951 7412 5824 18781 6346 7542 6 7412 3168 6651 2454 5223 7412 3661 6904 2873 6116 7412 4698 8128 3953 8415 7412 5821 10022 5010 10665 7 5304 2085 22333 1988 2414 5279 2409 22333 2328 2827 5123 3092 22333 3203 3889 4897 3831 22333 4060 4929 8 5304 2085 42299 1855 2402 5279 2409 42299 2172 2812 5123 3092 42299 2989 3869 4897 3831 42299 3788 4904 9 11671 4588 13479 3376 5025 11617 5302 13479 3952 5884 11273 6804 13479 5438 8096 10775 8431 13479 6892 10261

10 11140 4379 24494 3132 9035 11088 5060 24494 3667 10579 10760 6494 24494 5046 14555 10284 8047 24494 6395 18447 11 7957 3128 11065 4068 1694 7920 3615 11087 4763 1984 7686 4639 11208 6553 2729 7346 5749 11400 8305 3459 12 3983 1501 6129 917 3175 4085 1735 6129 1073 3717 4704 2226 6129 1477 5114 5605 2758 6129 1871 6482 13 7957 3128 11200 2269 8529 7920 3615 11200 2656 9986 7686 4639 11200 3655 13740 7346 5749 11200 4632 17413 14 18488 7294 8069 5377 8956 18233 8428 8120 6295 10486 16605 10816 8398 8662 14427 14240 13403 8842 10978 18285 15 20550 8509 4828 5292 431 19849 9831 4987 6196 505 15269 12617 5822 8526 695 8615 15635 7152 10805 881 16 3405 1262 3990 810 1667 3504 1458 4641 949 1951 4106 1871 7643 1305 2685 4981 2318 12429 1654 3403 17 17205 7294 2788 6098 932 16452 8428 2788 7141 1091 11474 10816 2788 9825 1501 4240 13403 2788 12451 1902 18 32902 13258 5945 8614 9051 32412 15319 6226 10086 10597 29284 19660 7681 13877 14581 24739 24363 9999 17587 18479 19 9871 3978 1603 2883 2781 9724 4597 1684 3375 3256 8786 5899 2103 4644 4481 7422 7310 2770 5885 5679 20 6453 2652 4866 2153 865 6304 3065 4866 2521 1013 5343 3933 4866 3469 1394 3947 4874 4866 4397 1767 21 16451 6630 5487 4760 9976 16206 7660 5746 5574 11681 14642 9831 7086 7669 16072 12369 12182 9223 9719 20369 22 16904 6661 7193 3743 14135 16704 7697 7307 4383 16550 15428 9878 7918 6030 22771 13573 12241 8893 7642 28860 23 9557 3667 5554 2889 1719 9642 4237 5638 3383 2013 10174 5437 6087 4655 2770 10947 6737 6802 5899 3511 24 6502 2562 12120 2844 12089 6425 2961 12120 3330 14154 5934 3800 12120 4581 19475 5221 4708 12120 5806 24682 25 5048 1844 5640 934 6076 5213 2130 5699 1093 7115 6214 2734 6020 1504 9789 7669 3388 6530 1906 12406 26 5199 2050 5142 711 1721 5136 2369 5142 833 2015 4744 3040 5142 1146 2773 4176 3768 5142 1452 3514 27 5412 2104 1260 821 643 5439 2432 1331 961 753 5600 3120 1666 1322 1036 5826 3867 2185 1675 1313 28 17303 6918 4097 4744 1912 16992 7993 5404 5555 2238 15667 10258 8923 7643 3080 14096 12712 13452 9686 3903 29 2657 1023 5486 859 708 2659 1182 5486 1006 829 2671 1517 5486 1384 1141 2688 1880 5486 1754 1446 30 7286 3045 816 2480 697 7039 3518 870 2903 816 6033 4515 1037 3994 1123 4895 5595 1241 5062 1423 31 9075 3834 1704 2406 1287 8725 4430 1858 2817 1507 7457 5685 2276 3877 2074 6167 7045 2734 4913 2628 32 9454 3827 3538 3561 3616 9257 4422 3538 4169 4234 7993 5675 3538 5736 5826 6155 7032 3538 7270 7383 33 8584 3578 545 1909 2331 8300 4134 585 2236 2730 6448 5306 785 3076 3756 3756 6575 1104 3898 4760 34 24191 10261 11936 8222 5941 23253 11856 13016 9627 6956 19874 15215 15938 13246 9571 16446 18855 19123 16787 12130 35 20499 7820 19219 7480 3446 20913 9035 20373 8758 4035 23276 11595 25848 12050 5552 26618 14369 34332 15272 7036 36 13527 3615 21131 1581 3347 16125 4178 21546 1852 3919 23916 5361 22830 2548 5392 32257 6644 24312 3229 6833 37 35718 15014 4184 9304 379 34821 17348 5382 10894 443 29026 22264 10381 14989 610 20604 27589 18348 18997 773 38 41585 15737 10358 13128 14300 42340 18183 11433 15372 16743 44876 23335 14299 21150 23037 47442 28917 17414 26804 29196 39 10825 3952 3312 2444 5623 11216 4566 3526 2861 6584 12973 5860 4335 3937 9058 15213 7262 5459 4989 11480 40 8992 3216 5744 3731 3239 9396 3716 6979 4368 3793 10828 4769 10212 6010 5218 12391 5910 14021 7617 6614 41 5744 2118 9815 829 2898 5939 2447 10224 971 3393 6878 3141 11926 1336 4669 8119 3892 14382 1693 5917 42 3775 1395 10591 322 291 3899 1612 11270 377 341 4518 2068 14111 519 469 5349 2563 18279 657 595 43 26712 10037 22674 6854 5296 27561 11598 22797 8025 6201 30322 14883 23158 11041 8532 33077 18444 23543 13994 10814



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 44 26606 12027 3081 8985 10578 25210 13897 3188 10520 12386 20184 17835 3488 14474 17041 15171 22101 3809 18344 21597 45 9262 3900 5389 2463 6212 9077 4506 6088 2884 7273 7891 5783 9418 3968 10007 6168 7166 14724 5029 12682 51 3892 1174 777 667 221 3935 1356 814 781 259 4102 1741 932 1074 356 4292 2157 1078 1362 451 52 3895 1173 3165 1019 7182 3939 1356 3165 1193 8409 4106 1740 3165 1641 11570 4292 2156 3165 2080 14663 53 4242 1018 3448 818 3544 4171 1176 3448 957 4149 3925 1510 3448 1317 5709 3680 1871 3448 1669 7235 54 53339 21146 9057 17594 8671 52245 24433 9266 20600 10152 48449 31356 9865 28343 13969 44653 38856 10507 35921 17703 55 39286 15843 1925 11371 4909 39008 18306 1942 13313 5748 37250 23492 2030 18318 7908 34696 29112 2170 23215 10023 56 40409 15818 9351 10803 224 40593 18277 13252 12649 263 41297 23456 22360 17403 362 42085 29067 33380 22056 458 57 7273 2795 5061 1660 2787 7454 3230 5494 1943 3263 8227 4145 6988 2673 4490 9173 5136 8978 3388 5690 58 20114 8171 6443 5974 1909 19909 9442 6641 6995 2236 18973 12117 7389 9624 3076 17806 15015 8403 12197 3898 59 39874 16380 1306 12802 683 39318 18927 1563 14989 800 35773 24290 2714 20623 1100 30623 30100 4548 26137 1394 60 48793 19696 10749 16347 3705 48503 22758 10732 19141 4338 46676 29206 10642 26335 5968 44020 36192 10499 33377 7564 61 39920 16124 3611 10821 972 39683 18631 3743 12670 1138 38188 23910 4429 17432 1565 36015 29629 5524 22093 1984 62 40248 15258 25435 14212 3927 40595 17630 26034 16641 4598 42751 22625 29212 22896 6326 45883 28037 34276 29017 8017 65 50447 19107 36675 14016 13754 50876 22078 37998 16411 16105 53545 28333 44920 22580 22158 57423 35111 55955 28617 28083 66 10807 4770 876 4029 1238 10577 5512 1018 4718 1449 9783 7074 1372 6491 1994 8990 8766 1750 8227 2527 67 24845 10776 677 8307 1463 24314 12451 718 9727 1713 22463 15978 831 13383 2357 20608 19801 953 16961 2987 68 11603 5600 496 5033 960 10828 6470 502 5893 1124 7986 8304 519 8107 1546 5152 10290 537 10275 1960 69 21393 9123 3910 7692 9734 20939 10541 3908 9007 11397 19366 13528 3905 12393 15682 17798 16764 3902 15706 19874 70 7134 3076 2668 2516 521 6984 3554 2668 2946 610 6463 4561 2668 4053 839 5943 5652 2668 5137 1063 71 11413 4905 485 2893 1383 11171 5667 505 3388 1619 10336 7273 560 4661 2228 9503 9012 619 5907 2823 72 11413 4838 1110 4529 574 11171 5591 1152 5302 672 10336 7175 1271 7295 924 9503 8891 1397 9246 1171 73 18932 7760 2712 8006 2499 18719 8966 2930 9374 2926 17364 11507 4016 12897 4025 15396 14259 5747 16345 5102 74 49625 20116 11854 16190 10197 49094 23243 11979 18956 11940 45723 29829 12654 26082 16428 40824 36964 13729 33055 20820 75 52163 20281 1353 15846 1131 51612 23434 1367 18553 1325 48113 30073 1442 25527 1822 43029 37267 1560 32352 2310 76 36322 13737 6515 9825 9392 36800 15872 6731 11503 10996 39754 20369 7865 15827 15130 44047 25242 9673 20059 19175 77 42125 16486 9095 14700 4939 42062 19048 9482 17211 5783 41661 24446 11495 23681 7957 41079 30293 14704 30012 10084 78 61805 23194 27550 20973 6502 62622 26800 28706 24557 7613 67661 34393 34718 33788 10475 74985 42620 44300 42822 13275 79 25716 10301 2874 8247 1369 25399 11903 3000 9656 1603 23384 15275 3657 13285 2205 20455 18929 4703 16837 2795 80 19136 7817 1386 6321 1095 18834 9032 1459 7402 1283 16903 11591 1834 10184 1765 14098 14364 2432 12906 2237 81 29923 11404 22095 7643 17440 30294 13177 22340 8949 20420 32585 16910 23658 12313 28096 35914 20955 25760 15606 35608 82 19117 5921 38648 4066 4005 21095 6841 40125 4761 4689 32199 8780 47841 6551 6452 48334 10880 60138 8302 8177 83 6668 2796 3325 702 485 6532 3230 3440 822 568 6061 4145 3763 1131 782 5591 5137 4108 1434 991 84 8483 3424 2688 3057 2128 8391 3956 2998 3579 2491 7805 5077 4493 4925 3428 6954 6292 6875 6242 4344 85 1499 613 201 279 204 1469 708 209 327 239 1363 909 230 450 328 1257 1126 252 570 416 86 1954 807 5862 364 266 1915 933 5922 426 311 1777 1197 6096 586 428 1639 1483 6281 743 542

101 26421 10800 12678 10128 10146 26421 12479 13277 11858 11880 26422 16014 15200 16316 16346 26423 19845 17549 20678 20716 102 38887 15211 21669 12016 15880 39359 17576 22556 14070 18594 42278 22555 27173 19358 25583 46520 27950 34531 24534 32423 103 32342 12762 17265 8796 66077 32820 14746 17904 10300 77367 35764 18924 21245 14171 106449 40042 23451 26571 17960 134909104 33487 12609 24138 10208 23543 34849 14569 26743 11953 27565 39563 18697 34046 16446 37927 44584 23169 42430 20843 48068 105 10580 4251 22140 2259 1841 10681 4912 22713 2645 2156 11159 6303 25025 3639 2966 11776 7811 28274 4612 3759 106 22184 9051 6611 4760 6742 22346 10458 7398 5574 7894 23354 13421 11184 7669 10862 24819 16631 17217 9719 13766 107 34774 14282 713 14070 14466 34564 16502 1020 16474 16938 33239 21178 2183 22667 23304 31313 26244 4036 28727 29535 108 16271 5842 5247 3040 7704 17148 6750 5442 3559 9021 22329 8662 6465 4897 12411 29857 10734 8094 6207 15730 109 5301 2186 1653 326 704 5242 2525 2032 381 825 4865 3241 3684 525 1135 4318 4016 6316 665 1438



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 110 1456 696 7408 303 221 1366 804 7518 355 259 1042 1032 7835 488 356 718 1279 8174 618 451 111 1326 590 1254 284 207 1284 682 2192 332 243 1009 876 5219 457 334 609 1085 10043 580 423 112 23261 9462 594 8120 8873 23196 10933 836 9508 10389 22787 14030 1767 13082 14295 22193 17386 3250 16580 18117 113 45314 18841 2952 16832 3003 43549 21770 2952 19708 3516 31944 27939 2952 27115 4838 15080 34622 2952 34365 6132 114 35226 12576 16669 8092 12346 36156 14531 17530 9474 14455 41817 18648 21960 13036 19889 50044 23109 29021 16521 25206 115 21922 9440 1886 7309 845 20772 10907 1905 8558 989 13081 13998 2009 11774 1361 1906 17346 2176 14923 1725 116 38760 15709 3273 7759 3901 37668 18151 3309 9085 4568 30587 23293 3500 12500 6285 20297 28865 3805 15842 7966 117 18549 6327 8469 5416 1311 19467 7311 11325 6342 1535 24910 9383 22815 8726 2112 32821 11627 41129 11059 2677 118 34238 13989 21903 14562 14538 33779 16164 24464 17050 17022 31999 20743 31939 23459 23421 30023 25705 40910 29731 29683 119 23271 9141 11004 6363 4624 23373 10562 11630 7451 5415 24011 13554 14834 10251 7450 24938 16796 19940 12992 9442 120 46546 18247 4725 16072 5248 46753 21083 4919 18819 6144 48044 27057 5931 25892 8454 49921 33529 7542 32815 10714 121 22772 9141 2520 5872 1206 22661 10562 2623 6876 1412 21958 13554 3158 9460 1943 20938 16796 4010 11990 2462 122 9897 3898 22776 2644 1739 9862 4504 22776 3096 2036 9742 5780 22776 4259 2802 9623 7162 22776 5398 3551 123 18836 3898 57334 3903 3853 24730 4504 58436 4570 4512 52472 5780 64310 6288 6208 92786 7162 73673 7969 7868 124 45403 18404 23491 11879 24842 45320 21265 23709 13908 29087 44799 27290 24885 19136 40021 44041 33818 26759 24253 50721 125 25841 10611 2488 8998 131 25750 12260 2563 10536 154 25440 15734 2776 14496 212 25132 19498 3004 18372 268 126 17819 7141 2718 6147 460 17757 8251 2903 7198 539 17547 10589 3409 9903 741 17337 13121 3950 12551 939 127 54791 21169 4766 14046 1827 54636 24460 4766 16446 2139 54112 31390 4766 22628 2943 53588 38898 4766 28678 3730 128 12452 4535 2751 3693 914 12816 5240 3377 4325 1070 15023 6724 6113 5950 1472 18231 8333 10472 7541 1866 129 41436 16411 5900 12559 12239 41601 18962 5923 14705 14331 42625 24335 6052 20233 19717 44115 30156 6256 25642 24989 130 33289 11499 34292 8984 10315 35422 13287 40808 10519 12078 47878 17052 70177 14473 16618 65980 21130 116989 18342 21061 131 34978 11483 18721 8305 8805 38016 13268 19409 9725 10310 55353 17028 23008 13380 14185 80546 21101 28743 16957 17978 132 14888 5750 5971 2279 628 15210 6644 6237 2668 736 17180 8527 7618 3671 1012 20043 10566 9818 4653 1283 133 35045 14077 13636 6578 6394 35184 16265 14219 7702 7487 36053 20874 17249 10598 10301 37315 25867 22078 13431 13055 151 39992 15413 17581 7689 15806 40541 17810 18218 9003 18506 43930 22856 21550 12387 25463 48855 28323 26860 15699 32270 152 53810 21646 53917 15906 23243 53268 25011 53917 18624 27214 49831 32097 53917 25625 37444 44837 39775 53917 32476 47455 153 37625 14013 14667 11289 11840 38311 16191 15566 13218 13863 42349 20779 19952 18187 19074 48124 25749 26825 23050 24174 154 22738 8817 1819 6363 3111 22828 10188 1819 7450 3643 23130 13075 1819 10250 5012 23435 16202 1819 12990 6352 155 18495 7021 21314 4469 4881 18608 8112 21314 5233 5715 19310 10411 21314 7200 7863 20330 12901 21314 9125 9966 156 49770 19385 13550 14096 3586 50099 22399 13550 16505 4198 52147 28746 13550 22709 5776 55123 35622 13550 28780 7321 157 22170 8328 3247 7070 675 22689 9622 3494 8279 790 25857 12349 4733 11390 1087 30461 15303 6708 14436 1378 158 24796 8733 20569 5317 3367 25666 10091 22315 6226 3943 29007 12950 27834 8566 5425 32857 16048 34719 10856 6875 159 19358 7420 2380 4606 1534 19482 8574 2380 5393 1796 20257 11003 2380 7421 2472 21382 13635 2380 9405 3133 160 27301 10339 7494 7731 1315 27565 11946 8060 9052 1539 28649 15331 9938 12455 2118 29933 18998 12351 15785 2684 161 12314 4062 11816 3648 5838 13053 4694 15085 4272 6836 16840 6023 27071 5878 9406 22062 7464 45151 7449 11920 162 10873 4278 5527 3894 1159 11065 4944 5870 4559 1357 12242 6344 7616 6272 1867 13953 7862 10398 7949 2367 163 56754 22746 28710 18364 7406 56887 26282 28710 21501 8672 57714 33728 28710 29584 11931 58915 41796 28710 37493 15121 164 55538 24620 12668 18178 16315 54895 28448 12668 21284 19103 51424 36508 12668 29284 26283 46713 45241 12668 37114 33310 165 55327 24619 18226 20174 17330 54595 28446 18226 23621 20291 49934 36506 18226 32500 27918 43161 45238 18226 41189 35383 166 60255 23506 6858 17933 6089 60879 27161 7656 20997 7129 64739 34856 11504 28889 9809 70350 43194 17638 36613 12432 167 58871 22808 16384 18911 5425 59483 26353 16963 22143 6353 63280 33820 19997 30466 8740 68796 41910 24833 38612 11077 168 21360 8448 1054 6209 1383 21279 9761 1099 7270 1619 20771 12527 1330 10002 2228 20032 15523 1698 12676 2824 169 21107 8425 10618 6348 2820 21314 9734 12606 7433 3302 22597 12492 21591 10227 4544 24462 15481 35913 12961 5759 170 32043 12900 38101 11731 9649 32219 14906 38850 13735 11297 33318 19129 42843 18898 15544 34914 23705 49207 23951 19700 171 10607 3997 3043 2162 1582 11057 4618 3140 2531 1852 13746 5927 3647 3483 2548 17653 7345 4457 4414 3229



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 172 20303 5695 14031 3144 4452 23992 6580 14031 3681 5213 34438 8444 14031 5065 7172 44933 10464 14031 6419 9090 173 58409 25204 4822 20696 3179 56982 29122 5083 24232 3722 50710 37374 5988 33340 5121 43173 46314 7169 42255 6490 174 28909 11841 11307 10600 15988 29184 13681 11307 12411 18719 30358 17558 11307 17077 25756 31781 21758 11307 21643 32642 175 41158 17051 9619 13478 18536 41110 19702 9904 15781 21703 40813 25285 11402 21713 29861 40382 31333 13790 27518 37845 176 83654 33596 23165 33441 22483 81190 38818 23165 39155 26325 65188 49817 23165 53873 36220 41934 61733 23165 68276 45904 177 27310 7793 10593 6817 3164 30970 9004 10593 7982 3705 41710 11555 10593 10982 5097 52423 14319 10593 13918 6460 178 20414 3353 3797 2546 361 29455 3875 11978 2981 423 51800 4972 22958 4102 581 75422 6162 35458 5198 737 179 64670 24906 11056 21337 5681 65399 28778 13909 24983 6652 69557 36931 25072 34373 9152 75412 45765 42285 43564 11599 180 6534 2552 523 467 341 7089 2948 568 546 399 8796 3784 688 752 549 10498 4689 817 953 696 201 9229 3684 10756 2687 4450 9468 4257 11070 3146 5211 10919 5463 12724 4328 7169 13028 6770 15360 5486 9086 202 5119 2115 2331 956 1263 5111 2444 3078 1119 1478 5059 3136 6078 1540 2034 4985 3886 10836 1952 2578 203 6925 2770 12029 1821 8487 7104 3201 12029 2132 9937 8193 4108 12029 2933 13672 9776 5091 12029 3717 17328 204 27924 10651 11870 7215 15077 29044 12307 13529 8448 17654 35415 15794 20945 11624 24289 44497 19571 32530 14732 30784 205 20749 6980 7151 4582 12400 22724 8066 7750 5364 14519 33898 10351 10728 7381 19976 50135 12827 15475 9354 25317 206 19729 7677 11333 4606 7580 20224 8870 11489 5393 8876 23237 11384 12328 7420 12212 27616 14107 13665 9404 15477 207 15251 6117 16158 3217 16044 15483 7068 15769 3767 18786 16909 9071 13585 5182 25847 18981 11241 10104 6568 32758 208 15251 6117 13296 1976 18998 15483 7068 13296 2313 22244 16909 9071 13296 3183 30606 18981 11241 13296 4034 38788 209 17027 7014 4001 6485 7432 17294 8105 4568 7593 8702 18877 10401 7125 10447 11973 21142 12889 11138 13240 15174 210 8975 3070 4438 2198 1975 9700 3547 5601 2573 2312 13183 4552 9726 3541 3181 17893 5641 15823 4487 4032

2101 11137 3907 5320 2797 2513 11899 4515 6520 3275 2943 16331 5794 11770 4506 4049 22772 7180 20138 5711 5131 211 17004 7014 3081 4553 2489 17261 8105 4716 5331 2914 18843 10401 10564 7335 4009 21142 12889 19883 9296 5081 212 22683 9343 2465 4467 3822 23030 10795 2635 5231 4475 25139 13854 3481 7197 6157 28187 17168 4823 9121 7803 213 21902 9343 1918 5531 4605 21905 10795 1958 6476 5392 21926 13854 2171 8911 7418 21957 17168 2512 11293 9402 214 4727 1910 8284 1828 1996 4957 2207 8639 2141 2338 6322 2833 10482 2945 3216 8306 3510 13420 3733 4076 215 5400 2504 695 1502 1882 5321 2893 779 1759 2204 4817 3713 1184 2420 3033 4086 4601 1830 3068 3843 216 10470 3465 4759 1839 29313 11656 4004 5036 2154 34322 17949 5138 6388 2963 47224 26943 6367 8506 3755 59850 217 14422 4595 11651 3011 15083 16339 5309 12176 3525 17660 26799 6813 14897 4850 24298 41998 8443 19234 6147 30795 218 4407 1855 2656 1769 1926 4489 2144 2806 2071 2255 4990 2751 3573 2850 3102 5719 3409 4796 3612 3931 219 9934 3273 2976 2243 2640 11196 3782 3192 2626 3091 17331 4854 4155 3613 4252 25848 6015 5619 4579 5389 220 3646 1590 2508 1679 1502 3712 1838 2508 1966 1758 4116 2358 2508 2704 2419 4704 2922 2508 3428 3066 221 7329 3143 4451 2341 2792 7446 3632 4610 2740 3269 8160 4661 5441 3771 4498 9199 5776 6766 4779 5700 222 14261 5225 14482 2735 8150 15483 6037 15796 3203 9542 19292 7748 19343 4407 13129 23147 9601 23195 5585 16640 223 8140 3212 7082 1521 2541 8479 3712 8765 1781 2975 10508 4764 16056 2450 4093 13455 5903 27677 3105 5188 224 4651 1859 2681 642 1010 4839 2148 2820 751 1183 5967 2756 3533 1034 1628 7607 3416 4671 1310 2063 225 3820 912 9391 808 14384 4982 1054 9821 946 16842 10484 1352 12047 1302 23173 18480 1676 15596 1650 29368 226 9892 3493 14788 2350 9315 10681 4036 15923 2752 10907 13543 5180 19514 3786 15007 16822 6419 23971 4798 19019 227 10944 3680 19688 2597 13360 11953 4252 19688 3041 15643 15036 5457 19688 4184 21524 18114 6762 19688 5302 27278 228 2835 869 11589 417 8977 3255 1004 11589 488 10511 4509 1288 11589 672 14462 5800 1597 11589 851 18329 229 999 327 8789 305 1749 1110 378 8387 357 2048 1442 485 7139 491 2817 1773 601 5804 623 3570

2291 1470 534 15995 497 2853 1563 617 15995 583 3341 2105 792 15995 801 4597 2893 981 15995 1016 5826 230 688 250 4470 226 7869 731 288 4470 264 9213 985 370 4470 364 12676 1353 459 4470 461 16065

2301 1684 611 10944 552 19264 1790 706 10944 647 22556 2411 906 10944 890 31035 3313 1123 10944 1128 39332 231 771 284 2524 135 1152 811 328 2524 158 1349 1049 420 2524 217 1856 1393 521 2524 275 2353

2311 848 312 2776 148 1267 893 360 2776 173 1484 1153 462 2776 239 2042 1532 573 2776 302 2588 2312 1311 482 4291 229 1959 1379 557 4291 268 2294 1783 715 4291 369 3156 2368 886 4291 467 3999



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 2313 4782 1758 15648 835 7144 5031 2031 15648 978 8365 6501 2606 15648 1345 11509 8637 3230 15648 1705 14586 232 3521 933 15720 210 20962 4298 1078 15720 246 24544 7905 1384 15720 338 33770 12987 1715 15720 429 42799

2321 805 219 3687 49 4917 971 253 3687 58 5757 1817 325 3687 79 7921 3046 402 3687 101 10039 233 4793 1840 17602 908 5223 4973 2126 17602 1063 6116 6057 2728 17602 1462 8415 7632 3381 17602 1853 10665 234 3187 978 9657 1305 8872 3665 1130 9657 1528 10388 6233 1451 9657 2103 14293 9964 1798 9657 2665 18115 235 2701 978 5912 653 1877 2894 1130 5912 764 2198 4013 1451 5912 1051 3024 5638 1798 5912 1333 3833 236 20059 8236 6415 5219 3974 20410 9517 6682 6111 4653 22559 12213 8067 8408 6402 25678 15134 10271 10657 8114 237 17401 7518 7410 6181 8269 17280 8686 7719 7237 9681 16515 11148 9329 9958 13321 15403 13814 11895 12620 16882 238 2072 635 12031 355 3772 2415 734 12031 415 4417 4234 942 12031 572 6077 6876 1167 12031 724 7702

2381 2336 716 13567 400 4254 2724 827 13567 468 4981 4774 1062 13567 644 6853 7754 1316 13567 817 8685 239 8211 3602 3152 2770 2364 8123 4162 3557 3243 2768 7737 5341 4867 4462 3808 7271 6618 6587 5655 4826 240 11258 4907 2493 2437 4628 11132 5670 2553 2853 5418 10603 7276 2762 3925 7455 9978 9017 3029 4975 9449 241 9893 4066 2233 2265 3535 10068 4698 2663 2652 4139 11133 6029 4583 3650 5695 12678 7471 7637 4625 7217 242 6662 2398 2571 1445 2617 7214 2771 2725 1692 3064 9491 3556 3290 2329 4216 12337 4407 4059 2951 5343 243 21309 8458 5483 5080 6141 21729 9773 5682 5948 7191 24298 12542 6723 8183 9894 28033 15543 8382 10371 12539 244 25227 9989 6946 7871 9539 25927 11542 8345 9216 11169 28227 14812 11722 12681 15367 30531 18355 15350 16071 19476 245 24559 9537 9277 6700 9884 25434 11020 10064 7845 11573 28280 14142 12178 10794 15923 31127 17524 14447 13680 20180 246 22362 9023 3793 8789 7577 22801 10426 3947 10291 8872 25488 13380 4752 14160 12207 29392 16581 6035 17945 15471 247 17147 6709 4339 6673 7932 17374 7752 5124 7813 9288 18127 9948 7044 10750 12779 18879 12328 9098 13625 16196

2471 19068 7565 4106 7525 8945 19204 8742 4498 8811 10474 20054 11218 6424 12123 14411 21289 13902 9494 15364 18263 248 24262 9789 5796 7605 8180 24091 11311 6864 8905 9578 23150 14515 11040 12252 13178 21860 17988 17308 15528 16701 249 18360 7049 6315 5433 7310 18621 8145 8002 6362 8559 19619 10453 12406 8753 11776 20744 12953 17775 11093 14925 250 23890 10075 16098 9318 7133 24262 11641 16739 10910 8351 26545 14940 20076 15011 11491 29860 18514 25391 19025 14563 251 26881 11577 13167 9340 2839 26898 13377 13666 10936 3324 27002 17168 16271 15046 4573 27153 21274 20422 19069 5796 252 10712 4661 18349 2965 20854 10722 5385 18349 3472 24418 10781 6911 18349 4777 33596 10868 8564 18349 6054 42579 253 15924 6578 2915 2974 3615 16287 7601 2918 3482 4232 18504 9754 2935 4791 5823 21726 12088 2960 6072 7380 254 13289 4653 1652 4258 5016 13893 5377 1885 4985 5873 17485 6900 2978 6859 8081 22702 8550 4721 8693 10241 255 8683 2758 576 432 1399 9495 3187 620 506 1637 14096 4090 839 697 2253 20783 5068 1188 883 2855 256 3753 695 3522 926 676 5147 803 3522 1084 791 11449 1030 3522 1491 1089 20606 1276 3522 1890 1380 257 3349 499 5483 700 689 5203 577 5550 820 807 12227 740 5888 1128 1110 22173 917 6410 1430 1407 258 14400 5436 1470 4312 6926 14569 6281 1500 5049 8109 15618 8061 1661 6947 11157 17143 9989 1917 8804 14140 259 36165 12562 13165 9576 13623 37856 14515 13165 11212 15951 47121 18628 13165 15427 21947 60176 23084 13165 19551 27815 260 44262 10741 4654 10104 8326 54509 12411 4712 11830 9748 105818 15928 5024 16277 13413 180379 19738 5521 20629 16999 261 67454 26605 7787 20601 16099 68082 30741 7847 24121 18850 71973 39451 8173 33188 25936 77629 48887 8693 42061 32870 262 32410 7978 9279 5595 2189 39748 9218 9358 6551 2563 67407 11830 9680 9013 3527 102853 14660 10130 11423 4469 301 56615 24409 1989 22028 2280 55197 28204 2002 25792 2669 50263 36195 2040 35487 3673 45342 44853 2081 44975 4654 302 54822 24409 9579 20515 15004 52716 28204 9579 24020 17567 45269 36195 9579 33049 24171 37842 44853 9579 41885 30633 303 44796 19463 2983 15469 585 42731 22488 4372 18113 684 35352 28860 7147 24921 942 27985 35763 10119 31584 1193 304 5594 1624 703 1557 570 6339 1876 705 1823 668 8528 2407 712 2508 919 10711 2983 720 3178 1165 305 6939 2699 457 1591 1429 6931 3118 512 1862 1673 6901 4002 653 2562 2302 6872 4959 804 3248 2918 306 3417 1375 2084 814 594 3412 1589 2164 953 696 3398 2039 2388 1311 957 3383 2527 2628 1661 1213 307 24222 8517 16212 7090 8588 25459 9841 16212 8301 10055 29405 12629 16212 11422 13834 33342 15650 16212 14476 17533 308 24234 4501 10957 4004 6177 33503 5200 11491 4688 7233 55906 6674 12975 6451 9952 78253 8270 14562 8175 12612 309 3243 1383 4774 1038 1786 3240 1599 4774 1216 2091 3227 2052 4774 1673 2878 3214 2542 4774 2120 3647 310 1811 675 5827 739 8858 1808 780 5935 866 10371 1800 1001 6246 1191 14270 1793 1241 6579 1510 18085



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 311 31803 12907 4587 9372 9265 31317 14914 5417 10974 10848 29647 19139 7447 15098 14926 27982 23717 9619 19135 18917

3111 36471 14555 5610 10569 10448 36174 16817 6861 12374 12233 34290 21582 12343 17026 16832 31554 26745 21082 21578 21332 312 25254 10589 12398 7535 23646 25588 12235 13598 8822 27687 27651 15702 19494 12138 38094 30648 19458 28890 15384 48279 313 99170 39802 11526 30456 34069 99278 45989 12021 35660 39890 99956 59020 14592 49065 54884 100942 73137 18689 62183 69558 314 30901 12424 2364 11469 3773 30919 14355 2414 13429 4418 31026 18423 2681 18477 6078 31181 22829 3106 23417 7704 315 11169 839 1800 567 1508 22943 970 1817 664 1766 44070 1245 1866 914 2430 65143 1542 1919 1158 3079 316 23519 1617 2167 1030 1521 54136 1868 2326 1206 1781 105558 2397 2756 1659 2451 156848 2971 3216 2103 3106 317 6742 1347 1783 1235 226 9099 1557 2646 1447 264 15106 1998 4405 1990 364 21288 2476 6350 2522 461 318 29416 10974 14362 8894 10021 30479 12679 18086 10414 11733 34582 16272 28217 14328 16143 39330 20164 40918 18159 20459 319 10123 1577 3810 1659 1112 15996 1822 3810 1942 1302 28671 2338 3810 2672 1792 41313 2898 3810 3387 2271 320 38815 16531 19046 13649 29349 39092 19101 19103 15981 34364 40810 24513 19415 21988 47282 43308 30377 19911 27867 59923 321 15125 6439 9636 4377 7848 15454 7440 9787 5125 9189 17466 9548 10589 7051 12643 20385 11832 11866 8937 16023 322 16387 3178 13545 1737 1482 23264 3673 13622 2034 1735 41307 4713 13872 2798 2388 61150 5841 14168 3546 3026 323 23569 11300 23220 7496 11603 23477 13056 25380 8776 13586 23095 16756 32409 12075 18693 22642 20764 41428 15304 23690 324 20121 3662 5656 2887 725 29016 4231 9754 3380 849 55756 5430 19061 4651 1169 88514 6728 31454 5894 1481 325 12354 2426 1337 2172 1844 17364 2804 1418 2543 2159 29294 3598 1640 3499 2970 41195 4459 1878 4435 3764 326 37266 16220 6782 11018 3080 36265 18742 7209 12901 3606 32779 24052 8380 17750 4962 29301 29806 9632 22496 6289 327 32552 10854 4374 11695 2539 33546 12541 4716 13694 2972 38683 16094 6174 18841 4090 45688 19944 8348 23879 5183 328 39876 16642 5020 13169 1170 40077 19230 5453 15419 1370 40757 24678 6612 21215 1885 41437 30581 7858 26887 2389 329 17174 7823 4439 5526 862 17258 9039 5243 6470 1009 17539 11600 7210 8903 1388 17819 14375 9314 11283 1759 330 17338 9037 2992 3989 144 16425 10442 4057 4671 169 13117 13400 6350 6427 232 9797 16606 8820 8145 294 331 9391 2233 3128 1957 732 11485 2580 3360 2292 857 22045 3311 4523 3153 1179 37389 4103 6378 3997 1494 332 2908 1173 1223 858 1110 2900 1355 1223 1005 1300 2873 1739 1223 1383 1788 2846 2155 1223 1752 2266 333 3744 1599 2363 1253 1313 3733 1847 2365 1467 1538 3697 2371 2372 2018 2116 3660 2938 2379 2558 2682 334 8254 4669 13520 3629 4411 8291 5395 13150 4249 5165 8416 6923 12027 5846 7107 8540 8579 10825 7409 9007 335 2389 1078 1812 757 195 2400 1246 2130 886 228 2436 1599 2913 1219 314 2472 1981 3750 1545 398 336 17604 7701 4994 4246 1851 17689 8898 5342 4971 2167 17973 11419 6286 6840 2982 18256 14150 7297 8669 3780 337 6486 3003 767 2442 2374 6467 3470 808 2859 2779 6403 4453 923 3934 3824 6340 5518 1046 4986 4847 338 10452 2268 3238 1310 245 15142 2621 3357 1534 286 35342 3363 3979 2111 394 64697 4168 4970 2675 499 401 5815 1415 3678 614 2005 7387 1635 4199 719 2348 11499 2098 5517 989 3231 15600 2600 6928 1253 4095 402 4695 572 1134 289 211 7515 660 1466 339 247 13539 847 2209 466 340 19547 1050 3004 590 431 403 98494 21745 14884 8530 5666 128396 25125 20705 9987 6634 204695 32244 32871 13741 9128 280799 39957 45887 17415 11569 404 16768 2800 3536 2275 870 24401 3235 3760 2664 1019 42036 4151 4371 3665 1402 59626 5144 5026 4645 1777 405 27488 5198 9436 4114 934 38469 6006 15627 4817 1094 64722 7707 26829 6627 1505 90908 9551 38812 8399 1907 412 7722 4146 3525 2140 2413 7885 4790 5471 2506 2825 8422 6147 9176 3448 3887 8958 7618 13139 4370 4926 451 7056 718 1082 343 251 12491 829 1399 402 294 23257 1064 2109 553 404 33996 1319 2867 701 512 456 16437 2915 6060 1343 1320 23303 3368 6564 1573 1545 39532 4323 7916 2164 2126 55719 5357 9362 2742 2695 457 7606 480 1660 205 272 17360 555 2692 240 319 33819 712 4589 330 438 50235 883 6619 418 556 459 8715 794 3496 374 273 16283 917 4002 438 320 30721 1177 5282 603 440 45122 1459 6650 764 558 460 1108 310 665 158 156 1236 358 816 185 183 1619 459 1171 255 251 2000 569 1552 323 319 464 35052 5046 13134 2062 4150 57208 5830 13719 2415 4860 103825 7482 15353 3322 6686 150324 9272 17101 4211 8474 466 25114 3288 16441 3369 1796 40544 3800 21259 3945 2103 73285 4876 32033 5428 2894 105943 6043 43559 6879 3667 473 14052 1768 2913 1623 1141 22494 2043 3995 1901 1335 40527 2622 6285 2615 1837 58514 3249 8735 3314 2329 474 4482 632 908 104 76 8051 730 1164 122 89 15047 937 1741 168 123 22026 1161 2358 213 156 477 11562 888 3534 170 219 27626 1026 4569 199 257 54069 1317 6885 273 353 80445 1632 9362 346 448










1051 4511 1822 8942 968 789 4544 2105 8942 1133 924 4749 2701 8942 1559 1271 5047 3348 8942 1976 1611 1181 25589 10329 14835 10752 10734 25377 11935 15958 12589 12569 24063 15316 21477 17321 17293 22168 18980 30206 21952 21917 1621 14326 5637 7283 5130 1527 14578 6513 7735 6006 1788 16129 8359 10035 8264 2460 18383 10358 13700 10474 3118 1771 34588 11132 15133 9739 4520 37250 12863 15133 11403 5293 52594 16508 15133 15689 7282 74891 20456 15133 19883 9229 1772 10376 3340 4540 2922 1356 11175 3859 4540 3421 1588 15778 4952 4540 4707 2185 22467 6137 4540 5965 2769 1781 14333 2347 2091 1782 253 20798 2712 5996 2087 296 43140 3481 13682 2871 407 72795 4313 24821 3639 516 1782 6327 1006 338 764 108 9236 1162 631 894 127 15940 1492 1117 1230 174 22626 1849 1637 1559 221 1791 37548 10377 4113 8890 2367 43859 11991 4930 10409 2772 72058 15388 8021 14322 3813 110422 19069 12619 18152 4833 1792 16442 6226 3242 5334 1420 16748 7194 4362 6246 1663 17787 9233 6840 8593 2288 18853 11441 9571 10891 2900 2051 2507 776 777 509 1378 2851 896 834 596 1613 4093 1150 1027 820 2220 5571 1425 1275 1039 2813 2161 8375 2574 3917 1366 21777 9624 2974 4332 1600 25498 13438 3817 5479 2201 35082 17445 4730 6776 2790 44462 2601 4459 1193 664 1123 925 5265 1379 749 1314 1083 9477 1770 1151 1809 1490 15598 2193 1793 2292 1889 2621 23087 5319 6349 3730 1459 29112 6146 6476 4367 1709 47551 7887 6898 6009 2351 68569 9773 7420 7616 2980 3041 46080 14612 13788 14009 5134 50279 16883 19326 16403 6012 63277 21667 30959 22569 8271 76398 26849 43564 28603 10483 3091 3889 1659 5725 1245 2142 3885 1917 5725 1458 2508 3869 2460 5725 2006 3451 3854 3049 5725 2542 4373 3121 18043 7584 9669 5397 16937 18262 8763 11016 6319 19831 19169 11246 15238 8694 27285 20249 13937 20692 11018 34580 3141 35127 14123 2687 13038 4289 35146 16318 2744 15265 5022 35268 20942 3048 21003 6910 35445 25951 3531 26619 8757 3151 9521 3357 7128 2268 6033 10083 3879 7164 2656 7064 13381 4978 7361 3654 9719 18173 6169 7675 4631 12317 3171 14017 3369 5129 3089 565 17513 3892 8120 3616 661 32531 4995 17196 4976 910 53219 6190 30875 6306 1153 3172 14154 2021 2358 1853 339 22222 2335 3332 2170 397 47983 2997 6282 2986 546 81931 3714 10525 3784 692 3181 17326 6649 7522 5389 6072 17734 7683 8871 6310 7110 20220 9860 15010 8682 9782 23832 12219 24794 11004 12397 3201 58223 24797 29560 20473 44024 58637 28652 30085 23971 51546 61216 36770 32892 32982 70922 64963 45565 37366 41800 89885 3211 27601 11958 18353 8129 14574 27992 13818 18842 9518 17065 29382 17733 20332 13096 23479 30859 21974 22037 16597 29757 3241 8096 2441 3543 1925 484 9340 2821 5892 2254 566 15999 3620 13761 3101 779 25676 4486 26303 3930 987 3251 3233 270 149 241 205 6561 312 158 283 240 12577 400 182 389 330 18577 495 209 493 418 3261 45327 18383 8218 12487 3491 45467 21241 8998 14621 4087 46072 27259 11642 20116 5624 46808 33780 15137 25495 7127 3264 21283 8651 5661 5876 1643 21329 9996 7291 6880 1923 21614 12828 14086 9467 2646 22027 15896 24916 11998 3354 3262 99375 43254 16419 29381 8214 96708 49979 16746 34402 9617 87410 64139 17683 47333 13232 78136 79482 18685 59988 16770 3263 66545 21627 10284 14691 4107 73466 24989 11567 17201 4809 99305 32070 15646 23666 6616 130068 39741 20916 29994 8385 3311 8998 1675 2180 1468 549 12223 1935 2269 1719 643 20143 2483 2517 2365 884 28042 3077 2783 2997 1120 3312 18950 7256 8884 6362 2378 18894 8385 9005 7449 2784 18705 10760 9354 10249 3831 18516 13334 9728 12989 4855 3321 11631 4691 4894 3433 4440 11599 5420 4894 4020 5199 11492 6956 4894 5531 7153 11385 8620 4894 7010 9065 3322 2908 1173 1223 858 1110 2900 1355 1223 1005 1300 2873 1739 1223 1383 1788 2846 2155 1223 1752 2266 3323 11631 4691 4894 3433 4440 11599 5420 4894 4020 5199 11492 6956 4894 5531 7153 11385 8620 4894 7010 9065 3331 839 358 530 281 294 837 414 530 329 345 829 531 532 452 474 820 659 533 573 601 3332 2944 1257 1858 985 1033 2935 1453 1860 1153 1209 2907 1864 1865 1587 1664 2878 2310 1871 2011 2109 4041 21732 3628 4583 2948 1128 31624 4192 4873 3452 1321 54480 5380 5665 4750 1817 77277 6667 6513 6020 2303 4042 17484 2919 3687 2372 908 25442 3373 3920 2777 1063 43830 4328 4558 3821 1462 62171 5364 5240 4843 1853 4601 864 203 555 104 102 1039 235 756 122 120 1520 301 1183 167 165 2000 373 1640 212 209 4602 2981 869 2722 444 438 3266 1004 3929 520 513 4134 1289 6372 716 705 5000 1597 8986 907 894 4603 3422 1173 3649 600 591 3498 1355 5254 702 692 3750 1739 8507 966 952 4000 2155 11987 1225 1206 4731 3747 471 777 433 304 5998 545 1065 507 356 10807 699 1676 697 490 15604 866 2329 884 621 4732 937 118 194 108 76 1500 136 266 127 89 2702 175 419 174 122 3901 217 582 221 155 4741 5225 737 1058 122 89 9386 851 1356 142 104 17542 1093 2029 196 143 25677 1354 2749 248 181



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 6321 216 62 46 35 77 246 72 56 41 90 335 93 79 56 124 424 115 104 71 157 6661 9054 1074 1058 981 1739 15835 1241 1302 1149 2036 29384 1593 1875 1581 2801 42899 1974 2488 2003 3550 6662 5174 614 605 561 994 9049 709 744 657 1163 16791 910 1072 903 1601 24514 1128 1422 1145 2029 9101 1635 656 2967 382 94 1713 757 3284 447 110 1963 972 4115 615 152 2213 1205 5004 780 192 9102 1635 656 2967 382 94 1713 757 3284 447 110 1963 972 4115 615 152 2213 1205 5004 780 192 9103 6538 2622 11869 1528 377 6851 3030 13138 1789 441 7853 3888 16461 2461 607 8852 4818 20015 3119 769



Annexure 6: Moderate Scenario: Population (PP), Employment (Emp), Workers (Wkr), Resident students (RS) & Students enrollment (SE) for 2011, 2018, 2021, 2031 & 2043

TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 1 7412 3201 11016 2763 695 7412 3690 11016 3228 812 7412 4736 11016 4441 1117 7412 5869 11016 5628 1416 2 3952 1717 2452 957 1922 3952 1980 2452 1118 2246 3953 2541 2452 1538 3091 3953 3149 2452 1950 3917 3 3459 1482 2024 1085 492 3459 1709 2024 1268 575 3459 2194 2024 1744 791 3459 2718 2024 2210 1002 4 18739 8466 42722 5589 9045 18318 9762 42913 6530 10568 16643 12528 43634 8985 14541 14763 15525 44590 11387 18429 5 7412 3176 18781 3115 3702 7412 3662 18781 3639 4325 7412 4700 18781 5007 5951 7412 5824 18781 6346 7542 6 7412 3175 6833 2459 5234 7412 3661 7174 2873 6116 7412 4698 8399 3953 8415 7412 5821 10022 5010 10665 7 5268 2089 22333 1993 2419 5228 2409 22333 2328 2827 5072 3092 22333 3203 3889 4897 3831 22333 4060 4929 8 5268 2089 42299 1859 2407 5228 2409 42299 2172 2812 5072 3092 42299 2989 3869 4897 3831 42299 3788 4904 9 11591 4598 13479 3383 5036 11503 5302 13479 3952 5884 11160 6804 13479 5438 8096 10775 8431 13479 6892 10261

10 11063 4389 24494 3139 9054 10979 5060 24494 3667 10579 10652 6494 24494 5046 14555 10284 8047 24494 6395 18447 11 7903 3135 11088 4076 1698 7843 3615 11120 4763 1984 7609 4639 11240 6553 2729 7346 5749 11400 8305 3459 12 4122 1504 6129 919 3181 4290 1735 6129 1073 3717 4909 2226 6129 1477 5114 5605 2758 6129 1871 6482 13 7903 3135 11200 2273 8547 7843 3615 11200 2656 9986 7609 4639 11200 3655 13740 7346 5749 11200 4632 17413 14 18104 7309 8121 5388 8975 17695 8428 8195 6295 10486 16067 10816 8473 8662 14427 14240 13403 8842 10978 18285 15 19439 8527 4978 5303 432 18334 9831 5211 6196 505 13755 12617 6046 8526 695 8615 15635 7152 10805 881 16 3539 1264 4463 812 1670 3703 1458 5446 949 1951 4305 1871 8449 1305 2685 4981 2318 12429 1654 3403 17 15980 7309 2788 6111 934 14805 8428 2788 7141 1091 9827 10816 2788 9825 1501 4240 13403 2788 12451 1902 18 32163 13286 6203 8632 9070 31377 15319 6616 10086 10597 28250 19660 8071 13877 14581 24739 24363 9999 17587 18479 19 9650 3987 1677 2889 2787 9414 4597 1796 3375 3256 8475 5899 2215 4644 4481 7422 7310 2770 5885 5679 20 6223 2658 4866 2158 867 5986 3065 4866 2521 1013 5026 3933 4866 3469 1394 3947 4874 4866 4397 1767 21 16082 6644 5725 4770 9998 15689 7660 6105 5574 11681 14125 9831 7446 7669 16072 12369 12182 9223 9719 20369 22 16604 6675 7305 3751 14165 16282 7697 7471 4383 16550 15006 9878 8082 6030 22771 13573 12241 8893 7642 28860 23 9678 3674 5637 2895 1723 9818 4237 5758 3383 2013 10350 5437 6207 4655 2770 10947 6737 6802 5899 3511 24 6387 2568 12120 2850 12114 6263 2961 12120 3330 14154 5772 3800 12120 4581 19475 5221 4708 12120 5806 24682 25 5270 1847 5699 936 6089 5544 2130 5785 1093 7115 6545 2734 6105 1504 9789 7669 3388 6530 1906 12406 26 5108 2055 5142 713 1725 5009 2369 5142 833 2015 4617 3040 5142 1146 2773 4176 3768 5142 1452 3514 27 5444 2109 1309 822 644 5486 2432 1405 961 753 5646 3120 1740 1322 1036 5826 3867 2185 1675 1313 28 17243 6932 4037 4754 1916 16908 7993 5266 5555 2238 15583 10258 8786 7643 3080 14096 12712 13452 9686 3903 29 2660 1025 5486 861 710 2663 1182 5486 1006 829 2675 1517 5486 1384 1141 2688 1880 5486 1754 1446 30 7280 3051 805 2485 698 7030 3518 853 2903 816 6024 4515 1020 3994 1123 4895 5595 1241 5062 1423 31 9171 3842 1641 2411 1290 8857 4430 1761 2817 1507 7590 5685 2179 3877 2074 6167 7045 2734 4913 2628 32 9153 3835 3538 3568 3624 8839 4422 3538 4169 4234 7574 5675 3538 5736 5826 6155 7032 3538 7270 7383 33 8136 3585 579 1913 2336 7687 4134 638 2236 2730 5835 5306 839 3076 3756 3756 6575 1104 3898 4760 34 24456 10283 11490 8239 5954 23617 11856 12326 9627 6956 20238 15215 15248 13246 9571 16446 18855 19123 16787 12130 35 20971 7836 20025 7496 3453 21604 9035 21600 8758 4035 23966 11595 27074 12050 5552 26618 14369 34332 15272 7036 36 13299 3623 20980 1585 3354 15721 4178 21325 1852 3919 23512 5361 22609 2548 5392 32257 6644 24312 3229 6833 37 34330 15046 4889 9324 380 32904 17348 6723 10894 443 27109 22264 11722 14989 610 20604 27589 18348 18997 773 38 41392 15770 9920 13156 14330 42060 18183 10748 15372 16743 44596 23335 13614 21150 23037 47442 28917 17414 26804 29196 39 11007 3960 3347 2449 5635 11484 4566 3577 2861 6584 13241 5860 4386 3937 9058 15213 7262 5459 4989 11480 40 8963 3223 5473 3739 3246 9352 3716 6503 4368 3793 10784 4769 9736 6010 5218 12391 5910 14021 7617 6614 41 5871 2123 9951 831 2904 6127 2447 10425 971 3393 7065 3141 12126 1336 4669 8119 3892 14382 1693 5917 42 3867 1398 10857 323 292 4035 1612 11671 377 341 4654 2068 14513 519 469 5349 2563 18279 657 595 43 26478 10058 22609 6868 5308 27215 11598 22705 8025 6201 29977 14883 23065 11041 8532 33077 18444 23543 13994 10814



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 44 27068 12053 3029 9004 10600 25838 13897 3111 10520 12386 20812 17835 3411 14474 17041 15171 22101 3809 18344 21597 45 8980 3908 5930 2468 6225 8685 4506 6982 2884 7273 7499 5783 10311 3968 10007 6168 7166 14724 5029 12682 51 3894 1176 770 668 221 3938 1356 803 781 259 4105 1741 921 1074 356 4292 2157 1078 1362 451 52 3894 1176 3165 1021 7197 3938 1356 3165 1193 8409 4105 1740 3165 1641 11570 4292 2156 3165 2080 14663 53 4264 1020 3448 819 3551 4201 1176 3448 957 4149 3956 1510 3448 1317 5709 3680 1871 3448 1669 7235 54 53671 21190 8953 17631 8689 52709 24433 9114 20600 10152 48913 31356 9713 28343 13969 44653 38856 10507 35921 17703 55 38876 15876 1942 11395 4919 38427 18306 1965 13313 5748 36669 23492 2053 18318 7908 34696 29112 2170 23215 10023 56 40407 15852 8850 10826 225 40590 18277 12198 12649 263 41295 23456 21306 17403 362 42085 29067 33380 22056 458 57 7327 2801 5070 1663 2793 7533 3230 5502 1943 3263 8306 4145 6997 2673 4490 9173 5136 8978 3388 5690 58 20032 8189 6459 5987 1913 19793 9442 6664 6995 2236 18857 12117 7412 9624 3076 17806 15015 8403 12197 3898 59 39038 16415 1482 12829 684 38145 18927 1871 14989 800 34601 24290 3022 20623 1100 30623 30100 4548 26137 1394 60 48366 19738 10732 16382 3713 47899 22758 10708 19141 4338 46071 29206 10618 26335 5968 44020 36192 10499 33377 7564 61 39571 16158 3735 10844 974 39188 18631 3927 12670 1138 37693 23910 4614 17432 1565 36015 29629 5524 22093 1984 62 40742 15290 26016 14242 3935 41308 17630 26887 16641 4598 43464 22625 30064 22896 6326 45883 28037 34276 29017 8017 65 51058 19148 37921 14046 13783 51759 22078 39855 16411 16105 54428 28333 46778 22580 22158 57423 35111 55955 28617 28083 66 10878 4780 821 4038 1240 10677 5512 928 4718 1449 9882 7074 1282 6491 1994 8990 8766 1750 8227 2527 67 25004 10798 659 8325 1466 24535 12451 690 9727 1713 22685 15978 803 13383 2357 20608 19801 953 16961 2987 68 11868 5612 493 5043 962 11183 6470 497 5893 1124 8341 8304 514 8107 1546 5152 10290 537 10275 1960 69 21533 9142 3910 7709 9755 21135 10541 3909 9007 11397 19563 13528 3906 12393 15682 17798 16764 3902 15706 19874 70 7181 3083 2668 2521 522 7049 3554 2668 2946 610 6528 4561 2668 4053 839 5943 5652 2668 5137 1063 71 11487 4915 476 2899 1386 11276 5667 491 3388 1619 10441 7273 546 4661 2228 9503 9012 619 5907 2823 72 11487 4849 1090 4538 575 11276 5591 1122 5302 672 10441 7175 1240 7295 924 9503 8891 1397 9246 1171 73 18614 7776 2898 8023 2504 18271 8966 3221 9374 2926 16916 11507 4307 12897 4025 15396 14259 5747 16345 5102 74 48833 20159 11979 16224 10219 47979 23243 12160 18956 11940 44608 29829 12835 26082 16428 40824 36964 13729 33055 20820 75 51341 20324 1367 15879 1134 50454 23434 1387 18553 1325 46956 30073 1462 25527 1822 43029 37267 1560 32352 2310 76 36994 13766 6720 9845 9411 37777 15872 7035 11503 10996 40731 20369 8169 15827 15130 44047 25242 9673 20059 19175 77 42032 16520 9454 14731 4949 41929 19048 10022 17211 5783 41529 24446 12035 23681 7957 41079 30293 14704 30012 10084 78 62953 23243 28624 21018 6516 64289 26800 30319 24557 7613 69328 34393 36331 33788 10475 74985 42620 44300 42822 13275 79 25242 10323 2991 8264 1372 24733 11903 3176 9656 1603 22717 15275 3833 13285 2205 20455 18929 4703 16837 2795 80 18679 7833 1453 6335 1098 18195 9032 1560 7402 1283 16265 11591 1935 10184 1765 14098 14364 2432 12906 2237 81 30445 11428 22339 7660 17477 31052 13177 22694 8949 20420 33343 16910 24012 12313 28096 35914 20955 25760 15606 35608 82 21390 5933 40033 4075 4013 24768 6841 42195 4761 4689 35871 8780 49910 6551 6452 48334 10880 60138 8302 8177 83 6710 2801 3269 704 486 6591 3230 3357 822 568 6120 4145 3680 1131 782 5591 5137 4108 1434 991 84 8345 3431 2935 3063 2132 8197 3956 3399 3579 2491 7611 5077 4894 4925 3428 6954 6292 6875 6242 4344 85 1509 614 198 280 204 1482 708 203 327 239 1376 909 224 450 328 1257 1126 252 570 416 86 1967 809 5832 365 266 1932 933 5878 426 311 1794 1197 6051 586 428 1639 1483 6281 743 542

101 26421 10822 12546 10149 10168 26421 12479 13078 11858 11880 26422 16014 15000 16316 16346 26423 19845 17549 20678 20716 102 39552 15243 22495 12042 15914 40324 17576 23795 14070 18594 43244 22555 28411 19358 25583 46520 27950 34531 24534 32423 103 33011 12789 17865 8815 66216 33794 14746 18800 10300 77367 36738 18924 22142 14171 106449 40042 23451 26571 17960 134909104 33307 12635 23319 10230 23592 34581 14569 25446 11953 27565 39294 18697 32749 16446 37927 44584 23169 42430 20843 48068 105 10636 4260 22268 2263 1845 10761 4912 22898 2645 2156 11239 6303 25210 3639 2966 11776 7811 28274 4612 3759 106 22415 9070 7233 4770 6757 22680 10458 8414 5574 7894 23688 13421 12199 7669 10862 24819 16631 17217 9719 13766 107 34465 14312 860 14100 14496 34126 16502 1332 16474 16938 32800 21178 2495 22667 23304 31313 26244 4036 28727 29535 108 17393 5854 5430 3046 7720 18862 6750 5717 3559 9021 24042 8662 6739 4897 12411 29857 10734 8094 6207 15730 109 5213 2190 1898 326 706 5117 2525 2475 381 825 4741 3241 4127 525 1135 4318 4016 6316 665 1438






TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 172 19571 5707 14031 3150 4461 22763 6580 14031 3681 5213 33209 8444 14031 5065 7172 44933 10464 14031 6419 9090 173 58055 25257 4811 20739 3186 56484 29122 5064 24232 3722 50213 37374 5969 33340 5121 43173 46314 7169 42255 6490 174 28982 11866 11307 10623 16021 29289 13681 11307 12411 18719 30463 17558 11307 17077 25756 31781 21758 11307 21643 32642 175 41089 17087 9891 13506 18575 41012 19702 10305 15781 21703 40715 25285 11804 21713 29861 40382 31333 13790 27518 37845 176 79798 33666 23165 33511 22531 75897 38818 23165 39155 26325 59895 49817 23165 53873 36220 41934 61733 23165 68276 45904 177 26476 7809 10593 6831 3171 29627 9004 10593 7982 3705 40368 11555 10593 10982 5097 52423 14319 10593 13918 6460 178 19732 3360 3339 2551 362 27995 3875 9922 2981 423 50341 4972 20902 4102 581 75422 6162 35458 5198 737 179 65490 24958 12386 21382 5693 66587 28778 16324 24983 6652 70745 36931 27487 34373 9152 75412 45765 42285 43564 11599 180 6396 2557 503 468 341 6875 2948 537 546 399 8582 3784 658 752 549 10498 4689 817 953 696 201 9554 3692 11056 2692 4460 9948 4257 11514 3146 5211 11399 5463 13168 4328 7169 13028 6770 15360 5486 9086 202 5107 2119 2731 958 1265 5094 2444 3859 1119 1478 5042 3136 6859 1540 2034 4985 3886 10836 1952 2578 203 7169 2776 12029 1825 8505 7464 3201 12029 2132 9937 8553 4108 12029 2933 13672 9776 5091 12029 3717 17328 204 29213 10673 12933 7231 15109 30975 12307 15283 8448 17654 37346 15794 22699 11624 24289 44497 19571 32530 14732 30784 205 23057 6995 7660 4591 12426 26419 8066 8549 5364 14519 37593 10351 11527 7381 19976 50135 12827 15475 9354 25317 206 20405 7693 11488 4616 7596 21220 8870 11714 5393 8876 24234 11384 12553 7420 12212 27616 14107 13665 9404 15477 207 15575 6130 15735 3224 16078 15954 7068 15183 3767 18786 17380 9071 12999 5182 25847 18981 11241 10104 6568 32758 208 15575 6130 13296 1980 19038 15954 7068 13296 2313 22244 17380 9071 13296 3183 30606 18981 11241 13296 4034 38788 209 17363 7029 4378 6498 7448 17784 8105 5191 7593 8702 19366 10401 7748 10447 11973 21142 12889 11138 13240 15174 210 9492 3077 4793 2202 1979 10501 3547 6229 2573 2312 13984 4552 10354 3541 3181 17893 5641 15823 4487 4032

2101 12080 3916 6101 2803 2519 13365 4515 7928 3275 2943 17797 5794 13178 4506 4049 22772 7180 20138 5711 5131 211 17363 7029 3767 4563 2494 17784 8105 6285 5331 2914 19366 10401 12132 7335 4009 21142 12889 19883 9296 5081 212 23151 9363 2607 4477 3830 23712 10795 2855 5231 4475 25821 13854 3701 7197 6157 28187 17168 4823 9121 7803 213 21907 9363 1957 5543 4614 21912 10795 2015 6476 5392 21933 13854 2229 8911 7418 21957 17168 2512 11293 9402 214 5024 1914 8613 1832 2001 5408 2207 9133 2141 2338 6774 2833 10977 2945 3216 8306 3510 13420 3733 4076 215 5281 2509 761 1506 1886 5154 2893 888 1759 2204 4651 3713 1293 2420 3033 4086 4601 1830 3068 3843 216 11659 3472 4972 1843 29375 13586 4004 5361 2154 34322 19880 5138 6713 2963 47224 26943 6367 8506 3755 59850 217 16497 4605 12136 3017 15115 19799 5309 12906 3525 17660 30258 6813 15627 4850 24298 41998 8443 19234 6147 30795 218 4520 1859 2791 1773 1930 4655 2144 3012 2071 2255 5156 2751 3779 2850 3102 5719 3409 4796 3612 3931 219 10933 3280 3097 2247 2645 12825 3782 3378 2626 3091 18961 4854 4342 3613 4252 25848 6015 5619 4579 5389 220 3737 1594 2508 1682 1505 3846 1838 2508 1966 1758 4250 2358 2508 2704 2419 4704 2922 2508 3428 3066 221 7492 3150 4600 2345 2798 7682 3632 4833 2740 3269 8397 4661 5664 3771 4498 9199 5776 6766 4779 5700 222 13989 5236 13933 2741 8167 15061 6037 14947 3203 9542 18871 7748 18494 4407 13129 23147 9601 23195 5585 16640 223 8586 3219 8155 1524 2546 9150 3712 10721 1781 2975 11178 4764 18012 2450 4093 13455 5903 27677 3105 5188 224 4899 1863 2807 643 1013 5213 2148 3011 751 1183 6341 2756 3725 1034 1628 7607 3416 4671 1310 2063 225 4751 914 9787 810 14414 6802 1054 10418 946 16842 12304 1352 12645 1302 23173 18480 1676 15596 1650 29368 226 9940 3500 14594 2355 9335 10749 4036 15618 2752 10907 13610 5180 19209 3786 15007 16822 6419 23971 4798 19019 227 10697 3688 19688 2602 13389 11569 4252 19688 3041 15643 14653 5457 19688 4184 21524 18114 6762 19688 5302 27278 228 2764 871 11589 418 8996 3138 1004 11589 488 10511 4392 1288 11589 672 14462 5800 1597 11589 851 18329 229 972 328 9022 306 1752 1068 378 8706 357 2048 1400 485 7458 491 2817 1773 601 5804 623 3570

2291 1587 535 15995 499 2859 1743 617 15995 583 3341 2285 792 15995 801 4597 2893 981 15995 1016 5826 230 742 250 4470 226 7885 815 288 4470 264 9213 1069 370 4470 364 12676 1353 459 4470 461 16065

2301 1817 613 10944 554 19305 1995 706 10944 647 22556 2616 906 10944 890 31035 3313 1123 10944 1128 39332 231 823 284 2524 135 1155 890 328 2524 158 1349 1127 420 2524 217 1856 1393 521 2524 275 2353

2311 905 313 2776 148 1270 979 360 2776 173 1484 1240 462 2776 239 2042 1532 573 2776 302 2588 2312 1399 483 4291 229 1963 1513 557 4291 268 2294 1916 715 4291 369 3156 2368 886 4291 467 3999



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 2313 5101 1761 15648 837 7159 5517 2031 15648 978 8365 6987 2606 15648 1345 11509 8637 3230 15648 1705 14586 232 4099 935 15720 210 21006 5331 1078 15720 246 24544 8938 1384 15720 338 33770 12987 1715 15720 429 42799

2321 961 219 3687 49 4927 1250 253 3687 58 5757 2097 325 3687 79 7921 3046 402 3687 101 10039 233 5032 1844 17602 909 5234 5332 2126 17602 1063 6116 6416 2728 17602 1462 8415 7632 3381 17602 1853 10665 234 3687 980 9657 1308 8891 4514 1130 9657 1528 10388 7082 1451 9657 2103 14293 9964 1798 9657 2665 18115 235 2939 980 5912 654 1881 3264 1130 5912 764 2198 4383 1451 5912 1051 3024 5638 1798 5912 1333 3833 236 20543 8254 6660 5230 3983 21117 9517 7050 6111 4653 23266 12213 8435 8408 6402 25678 15134 10271 10657 8114 237 17222 7534 7698 6194 8286 17027 8686 8151 7237 9681 16262 11148 9761 9958 13321 15403 13814 11895 12620 16882 238 2421 636 12031 356 3780 3017 734 12031 415 4417 4835 942 12031 572 6077 6876 1167 12031 724 7702

2381 2730 718 13567 401 4263 3402 827 13567 468 4981 5452 1062 13567 644 6853 7754 1316 13567 817 8685 239 8188 3609 3145 2776 2369 8090 4162 3539 3243 2768 7704 5341 4850 4462 3808 7271 6618 6587 5655 4826 240 11237 4917 2487 2442 4637 11101 5670 2544 2853 5418 10572 7276 2752 3925 7455 9978 9017 3029 4975 9449 241 10132 4074 2524 2270 3542 10416 4698 3171 2652 4139 11482 6029 5091 3650 5695 12678 7471 7637 4625 7217 242 6852 2403 2585 1449 2622 7505 2771 2744 1692 3064 9782 3556 3310 2329 4216 12337 4407 4059 2951 5343 243 21890 8476 5670 5090 6154 22579 9773 5961 5948 7191 25148 12542 7002 8183 9894 28033 15543 8382 10371 12539 244 25037 10010 6445 7888 9559 25649 11542 7498 9216 11169 27950 14812 10874 12681 15367 30531 18355 15350 16071 19476 245 24324 9557 8931 6715 9905 25087 11020 9531 7845 11573 27933 14142 11645 10794 15923 31127 17524 14447 13680 20180 246 22969 9042 3937 8808 7593 23689 10426 4163 10291 8872 26376 13380 4968 14160 12207 29392 16581 6035 17945 15471 247 17082 6723 4044 6687 7949 17279 7752 4633 7813 9288 18033 9948 6553 10750 12779 18879 12328 9098 13625 16196

2471 19262 7581 4431 7541 8964 19485 8742 5014 8811 10474 20335 11218 6940 12123 14411 21289 13902 9494 15364 18263 248 24096 9810 6231 7621 8197 23856 11311 7597 8905 9578 22915 14515 11772 12252 13178 21860 17988 17308 15528 16701 249 18364 7064 6065 5445 7325 18626 8145 7532 6362 8559 19624 10453 11936 8753 11776 20744 12953 17775 11093 14925 250 24407 10096 16693 9338 7148 25015 11641 17630 10910 8351 27298 14940 20967 15011 11491 29860 18514 25391 19025 14563 251 26905 11602 13635 9360 2845 26932 13377 14365 10936 3324 27036 17168 16969 15046 4573 27153 21274 20422 19069 5796 252 10726 4670 18349 2971 20899 10742 5385 18349 3472 24418 10801 6911 18349 4777 33596 10868 8564 18349 6054 42579 253 16423 6592 2918 2980 3622 17020 7601 2923 3482 4232 19237 9754 2939 4791 5823 21726 12088 2960 6072 7380 254 14074 4663 1828 4267 5027 15079 5377 2177 4985 5873 18671 6900 3271 6859 8081 22702 8550 4721 8693 10241 255 9635 2764 614 433 1401 11017 3187 679 506 1637 15618 4090 898 697 2253 20783 5068 1188 883 2855 256 4762 696 3522 928 677 7231 803 3522 1084 791 13533 1030 3522 1491 1089 20606 1276 3522 1890 1380 257 4241 500 5536 702 690 7266 577 5626 820 807 14289 740 5964 1128 1110 22173 917 6410 1430 1407 258 14639 5448 1499 4321 6940 14916 6281 1543 5049 8109 15965 8061 1704 6947 11157 17143 9989 1917 8804 14140 259 37927 12589 13165 9596 13652 40511 14515 13165 11212 15951 49777 18628 13165 15427 21947 60176 23084 13165 19551 27815 260 53510 10764 4712 10125 8343 71479 12411 4796 11830 9748 122789 15928 5108 16277 13413 180379 19738 5521 20629 16999 261 68344 26661 7848 20644 16133 69369 30741 7935 24121 18850 73261 39451 8261 33188 25936 77629 48887 8693 42061 32870 262 34967 7995 9295 5607 2194 44149 9218 9380 6551 2563 71808 11830 9703 9013 3527 102853 14660 10130 11423 4469 301 57057 24461 1982 22075 2285 55813 28204 1992 25792 2669 50880 36195 2031 35487 3673 45342 44853 2081 44975 4654 302 55497 24461 9579 20558 15035 53646 28204 9579 24020 17567 46200 36195 9579 33049 24171 37842 44853 9579 41885 30633 303 45466 19504 2637 15502 586 43647 22488 3665 18113 684 36267 28860 6440 24921 942 27985 35763 10119 31584 1193 304 5424 1627 702 1560 572 6065 1876 704 1823 668 8254 2407 711 2508 919 10711 2983 720 3178 1165 305 6942 2704 434 1594 1432 6934 3118 476 1862 1673 6905 4002 617 2562 2302 6872 4959 804 3248 2918 306 3418 1378 2045 815 595 3414 1589 2106 953 696 3399 2039 2330 1311 957 3383 2527 2628 1661 1213 307 23892 8535 16212 7105 8606 24966 9841 16212 8301 10055 28912 12629 16212 11422 13834 33342 15650 16212 14476 17533 308 22798 4510 10702 4013 6190 30703 5200 11111 4688 7233 53107 6674 12595 6451 9952 78253 8270 14562 8175 12612 309 3245 1386 4774 1041 1790 3241 1599 4774 1216 2091 3228 2052 4774 1673 2878 3214 2542 4774 2120 3647 310 1811 677 5772 741 8877 1809 780 5855 866 10371 1801 1001 6167 1191 14270 1793 1241 6579 1510 18085




3111 36030 14585 6427 10591 10470 35551 16817 8331 12374 12233 33668 21582 13814 17026 16832 31554 26745 21082 21578 21332 312 25723 10611 13391 7551 23696 26270 12235 15180 8822 27687 28333 15702 21075 12138 38094 30648 19458 28890 15384 48279 313 99326 39886 11985 30520 34141 99502 45989 12711 35660 39890 100181 59020 15282 49065 54884 100942 73137 18689 62183 69558 314 30926 12450 2413 11494 3781 30954 14355 2486 13429 4418 31061 18423 2753 18477 6078 31181 22829 3106 23417 7704 315 10253 841 1791 568 1511 20303 970 1804 664 1766 41430 1245 1853 914 2430 65143 1542 1919 1158 3079 316 21528 1620 2095 1032 1525 47710 1868 2216 1206 1781 99131 2397 2646 1659 2451 156848 2971 3216 2103 3106 317 6453 1350 1598 1238 226 8538 1557 2260 1447 264 14545 1998 4018 1990 364 21288 2476 6350 2522 461 318 29516 10997 13985 8913 10042 30623 12679 17358 10414 11733 34725 16272 27489 14328 16143 39330 20164 40918 18159 20459 319 9411 1580 3810 1662 1115 14412 1822 3810 1942 1302 27087 2338 3810 2672 1792 41313 2898 3810 3387 2271 320 39209 16566 19104 13677 29411 39660 19101 19187 15981 34364 41379 24513 19498 21988 47282 43308 30377 19911 27867 59923 321 15576 6453 9783 4386 7864 16117 7440 10001 5125 9189 18128 9548 10803 7051 12643 20385 11832 11866 8937 16023 322 16225 3185 13521 1741 1485 22855 3673 13588 2034 1735 40898 4713 13837 2798 2388 61150 5841 14168 3546 3026 323 23553 11324 23042 7511 11628 23454 13056 25084 8776 13586 23072 16756 32112 12075 18693 22642 20764 41428 15304 23690 324 21536 3669 5717 2893 727 31760 4231 9809 3380 849 58500 5430 19116 4651 1169 88514 6728 31454 5894 1481 325 11602 2432 1299 2177 1847 15873 2804 1361 2543 2159 27803 3598 1583 3499 2970 41195 4459 1878 4435 3764 326 37578 16255 6584 11041 3087 36701 18742 6910 12901 3606 33215 24052 8080 17750 4962 29301 29806 9632 22496 6289 327 33392 10876 4531 11720 2544 34785 12541 4957 13694 2972 39922 16094 6415 18841 4090 45688 19944 8348 23879 5183 328 39818 16678 4831 13197 1172 39995 19230 5161 15419 1370 40674 24678 6320 21215 1885 41437 30581 7858 26887 2389 329 17150 7839 4136 5538 864 17223 9039 4740 6470 1009 17504 11600 6707 8903 1388 17819 14375 9314 11283 1759 330 17627 9056 2691 3998 144 16818 10442 3487 4671 169 13510 13400 5780 6427 232 9797 16606 8820 8145 294 331 11309 2237 3329 1962 733 14978 2580 3672 2292 857 25537 3311 4836 3153 1179 37389 4103 6378 3997 1494 332 2910 1175 1223 860 1112 2903 1355 1223 1005 1300 2876 1739 1223 1383 1788 2846 2155 1223 1752 2266 333 3747 1602 2361 1255 1316 3738 1847 2363 1467 1538 3701 2371 2370 2018 2116 3660 2938 2379 2558 2682 334 8243 4679 13726 3637 4421 8276 5395 13437 4249 5165 8400 6923 12314 5846 7107 8540 8579 10825 7409 9007 335 2386 1080 1691 758 195 2395 1246 1930 886 228 2432 1599 2713 1219 314 2472 1981 3750 1545 398 336 17579 7717 4835 4255 1855 17653 8898 5100 4971 2167 17937 11419 6045 6840 2982 18256 14150 7297 8669 3780 337 6492 3009 747 2447 2379 6475 3470 779 2859 2779 6411 4453 894 3934 3824 6340 5518 1046 4986 4847 338 13500 2273 3350 1313 245 21823 2621 3524 1534 286 42024 3363 4145 2111 394 64697 4168 4970 2675 499 401 5529 1418 3469 615 2010 6873 1635 3861 719 2348 10985 2098 5180 989 3231 15600 2600 6928 1253 4095 402 4361 573 1029 290 212 6762 660 1276 339 247 12786 847 2019 466 340 19547 1050 3004 590 431 403 93314 21791 13280 8548 5678 118860 25125 17593 9987 6634 195159 32244 29759 13741 9128 280799 39957 45887 17415 11569 404 15693 2805 3433 2280 872 22197 3235 3603 2664 1019 39832 4151 4215 3665 1402 59626 5144 5026 4645 1777 405 25825 5209 8189 4122 936 35188 6006 12762 4817 1094 61441 7707 23963 6627 1505 90908 9551 38812 8399 1907 412 7676 4154 3085 2145 2418 7818 4790 4523 2506 2825 8355 6147 8228 3448 3887 8958 7618 13139 4370 4926 451 6515 719 982 344 251 11146 829 1218 402 294 21912 1064 1927 553 404 33996 1319 2867 701 512 456 15422 2921 5835 1346 1323 21275 3368 6218 1573 1545 37504 4323 7570 2164 2126 55719 5357 9362 2742 2695 457 6964 481 1444 205 273 15303 555 2207 240 319 31762 712 4104 330 438 50235 883 6619 418 556 459 8027 796 3294 375 274 14479 917 3675 438 320 28917 1177 4954 603 440 45122 1459 6650 764 558 460 1078 310 612 159 156 1188 358 725 185 183 1571 459 1080 255 251 2000 569 1552 323 319 464 32514 5056 12853 2067 4159 51382 5830 13301 2415 4860 97999 7482 14935 3322 6686 150324 9272 17101 4211 8474 466 23311 3295 14918 3376 1800 36452 3800 18503 3945 2103 69193 4876 29277 5428 2894 105943 6043 43559 6879 3667 473 13051 1772 2607 1627 1143 20240 2043 3409 1901 1335 38273 2622 5699 2615 1837 58514 3249 8735 3314 2329 474 4136 633 825 105 76 7177 730 1016 122 89 14173 937 1593 168 123 22026 1161 2358 213 156 477 10576 890 3206 170 220 24321 1026 3977 199 257 50764 1317 6293 273 353 80445 1632 9362 346 448










1051 4558 1826 8942 970 791 4612 2105 8942 1133 924 4817 2701 8942 1559 1271 5047 3348 8942 1976 1611 1181 25291 10351 15744 10775 10757 24956 11935 17371 12589 12569 23642 15316 22890 17321 17293 22168 18980 30206 21952 21917 1621 14676 5649 7684 5141 1530 15091 6513 8351 6006 1788 16642 8359 10651 8264 2460 18383 10358 13700 10474 3118 1771 37822 11156 15133 9759 4530 42325 12863 15133 11403 5293 57669 16508 15133 15689 7282 74891 20456 15133 19883 9229 1772 11347 3347 4540 2928 1359 12697 3859 4540 3421 1588 17301 4952 4540 4707 2185 22467 6137 4540 5965 2769 1781 16551 2352 2337 1786 253 25376 2712 6945 2087 296 47718 3481 14632 2871 407 72795 4313 24821 3639 516 1782 5920 1008 290 765 108 8399 1162 507 894 127 15102 1492 993 1230 174 22626 1849 1637 1559 221 1791 41540 10399 4408 8909 2372 50571 11991 5429 10409 2772 78770 15388 8521 14322 3813 110422 19069 12619 18152 4833 1792 16372 6240 2949 5345 1423 16647 7194 3806 6246 1663 17686 9233 6285 8593 2288 18853 11441 9571 10891 2900 2051 2562 777 773 510 1381 2935 896 828 596 1613 4177 1150 1020 820 2220 5571 1425 1275 1039 2813 2161 8210 2580 3775 1369 21823 9350 2974 4108 1600 25498 13164 3817 5255 2201 35082 17445 4730 6776 2790 44462 2601 5255 1196 730 1125 927 6658 1379 857 1314 1083 10870 1770 1259 1809 1490 15598 2193 1793 2292 1889 2621 23311 5330 6323 3738 1462 29432 6146 6437 4367 1709 47872 7887 6859 6009 2351 68569 9773 7420 7616 2980 3041 45135 14642 12353 14039 5145 48810 16883 16511 16403 6012 61808 21667 28144 22569 8271 76398 26849 43564 28603 10483 3091 3891 1663 5725 1248 2147 3887 1917 5725 1458 2508 3871 2460 5725 2006 3451 3854 3049 5725 2542 4373 3121 18086 7600 9591 5408 16972 18324 8763 10872 6319 19831 19231 11246 15095 8694 27285 20249 13937 20692 11018 34580 3141 35155 14152 2743 13065 4298 35186 16318 2826 15265 5022 35308 20942 3129 21003 6910 35445 25951 3531 26619 8757 3151 10231 3364 7165 2273 6046 11173 3879 7217 2656 7064 14471 4978 7414 3654 9719 18173 6169 7675 4631 12317 3171 16132 3376 5862 3095 566 21345 3892 9766 3616 661 36363 4995 18842 4976 910 53219 6190 30875 6306 1153 3172 16422 2026 2532 1857 340 27254 2335 3664 2170 397 53015 2997 6614 2986 546 81931 3714 10525 3784 692 3181 17885 6663 8474 5401 6085 18556 7683 10518 6310 7110 21042 9860 16657 8682 9782 23832 12219 24794 11004 12397 3201 58814 24849 30076 20516 44117 59490 28652 30838 23971 51546 62069 36770 33645 32982 70922 64963 45565 37366 41800 89885 3211 27544 11984 18169 8146 14605 27909 13818 18573 9518 17065 29299 17733 20062 13096 23479 30859 21974 22037 16597 29757 3241 9389 2446 4390 1929 485 11542 2821 8003 2254 566 18201 3620 15872 3101 779 25676 4486 26303 3930 987 3251 2969 270 144 242 205 5809 312 151 283 240 11825 400 176 389 330 18577 495 209 493 418 3261 45367 18422 8218 12513 3498 45524 21241 8990 14621 4087 46129 27259 11633 20116 5624 46808 33780 15137 25495 7127 3264 21349 8669 6618 5889 1646 21423 9996 9114 6880 1923 21708 12828 15909 9467 2646 22027 15896 24916 11998 3354 3262 100209 43346 16254 29443 8231 97870 49979 16506 34402 9617 88572 64139 17443 47333 13232 78136 79482 18685 59988 16770 3263 67704 21673 10208 14722 4115 75228 24989 11429 17201 4809 101067 32070 15509 23666 6616 130068 39741 20916 29994 8385 3311 8482 1678 2137 1471 550 11233 1935 2205 1719 643 19153 2483 2454 2365 884 28042 3077 2783 2997 1120 3312 18967 7272 8822 6375 2383 18918 8385 8915 7449 2784 18728 10760 9265 10249 3831 18516 13334 9728 12989 4855 3321 11641 4701 4894 3440 4449 11613 5420 4894 4020 5199 11505 6956 4894 5531 7153 11385 8620 4894 7010 9065 3322 2910 1175 1223 860 1112 2903 1355 1223 1005 1300 2876 1739 1223 1383 1788 2846 2155 1223 1752 2266 3323 11641 4701 4894 3440 4449 11613 5420 4894 4020 5199 11505 6956 4894 5531 7153 11385 8620 4894 7010 9065 3331 840 359 529 281 295 838 414 530 329 345 830 531 531 452 474 820 659 533 573 601 3332 2946 1260 1857 987 1035 2939 1453 1858 1153 1209 2910 1864 1864 1587 1664 2878 2310 1871 2011 2109 4041 20339 3636 4449 2955 1130 28768 4192 4670 3452 1321 51623 5380 5463 4750 1817 77277 6667 6513 6020 2303 4042 16363 2925 3579 2377 909 23144 3373 3757 2777 1063 41532 4328 4395 3821 1462 62171 5364 5240 4843 1853 4601 829 204 497 104 103 978 235 646 122 120 1460 301 1074 167 165 2000 373 1640 212 209 4602 2911 871 2411 445 439 3157 1004 3304 520 513 4025 1289 5747 716 705 5000 1597 8986 907 894 4603 3401 1175 3234 601 592 3467 1355 4421 702 692 3718 1739 7675 966 952 4000 2155 11987 1225 1206 4731 3480 472 695 434 305 5397 545 909 507 356 10206 699 1520 697 490 15604 866 2329 884 621 4732 870 118 174 108 76 1349 136 227 127 89 2552 175 380 174 122 3901 217 582 221 155 4741 4821 738 962 122 89 8366 851 1184 142 104 16522 1093 1857 196 143 25677 1354 2749 248 181



TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 6321 209 63 43 35 77 235 72 50 41 90 324 93 73 56 124 424 115 104 71 157 6661 8365 1077 973 983 1742 14142 1241 1156 1149 2036 27691 1593 1729 1581 2801 42899 1974 2488 2003 3550 6662 4780 615 556 562 996 8081 709 660 657 1163 15824 910 988 903 1601 24514 1128 1422 1145 2029 9101 1614 657 2832 383 94 1682 757 3072 447 110 1932 972 3903 615 152 2213 1205 5004 780 192 9102 1614 657 2832 383 94 1682 757 3072 447 110 1932 972 3903 615 152 2213 1205 5004 780 192 9103 6454 2628 11326 1531 377 6726 3030 12288 1789 441 7728 3888 15611 2461 607 8852 4818 20015 3119 769

Annexure 7: Rapid Scenario: Population (PP), Employment (Emp), Workers (Wkr), Resident students (RS) & Students enrollment (SE) for 2011, 2018, 2021, 2031 & 2043



TAZ_New PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 1 7412 3204 11016 2766 696 7412 3690 11016 3228 812 7412 4736 11016 4441 1117 7412 5869 11016 5628 1416 2 3952 1719 2452 958 1925 3953 1980 2452 1118 2246 3953 2541 2452 1538 3091 3953 3149 2452 1950 3917 3 3459 1484 2024 1086 493 3459 1709 2024 1268 575 3459 2194 2024 1744 791 3459 2718 2024 2210 1002 4 18444 8477 42774 5596 9056 17908 9762 42988 6530 10568 15759 12528 43794 8985 14541 14763 15525 44590 11387 18429 5 7412 3180 18781 3118 3706 7412 3662 18781 3639 4325 7412 4700 18781 5007 5951 7412 5824 18781 6346 7542 6 7412 3179 7014 2462 5241 7412 3661 7449 2873 6116 7412 4698 8985 3953 8415 7412 5821 10022 5010 10665 7 5220 2092 22333 1995 2422 5160 2409 22333 2328 2827 4925 3092 22333 3203 3889 4897 3831 22333 4060 4929 8 5220 2092 42299 1861 2410 5160 2409 42299 2172 2812 4925 3092 42299 2989 3869 4897 3831 42299 3788 4904 9 11486 4604 13479 3387 5042 11354 5302 13479 3952 5884 10838 6804 13479 5438 8096 10775 8431 13479 6892 10261

10 10963 4394 24494 3142 9065 10837 5060 24494 3667 10579 10344 6494 24494 5046 14555 10284 8047 24494 6395 18447 11 7831 3139 11111 4081 1700 7741 3615 11153 4763 1984 7389 4639 11310 6553 2729 7346 5749 11400 8305 3459 12 4301 1506 6129 920 3185 4559 1735 6129 1073 3717 5491 2226 6129 1477 5114 5605 2758 6129 1871 6482 13 7831 3139 11200 2276 8557 7741 3615 11200 2656 9986 7389 4639 11200 3655 13740 7346 5749 11200 4632 17413 14 17595 7318 8173 5395 8985 16987 8428 8271 6295 10486 14540 10816 8635 8662 14427 14240 13403 8842 10978 18285 15 17937 8537 5129 5310 433 16345 9831 5438 6196 505 9459 12617 6531 8526 695 8615 15635 7152 10805 881 16 3712 1266 4922 813 1672 3965 1458 6263 949 1951 4870 1871 10194 1305 2685 4981 2318 12429 1654 3403 17 14308 7318 2788 6119 935 12643 8428 2788 7141 1091 5157 10816 2788 9825 1501 4240 13403 2788 12451 1902 18 31182 13302 6461 8643 9081 30019 15319 7012 10086 10597 25315 19660 8917 13877 14581 24739 24363 9999 17587 18479 19 9355 3992 1751 2892 2790 9006 4597 1910 3375 3256 7595 5899 2458 4644 4481 7422 7310 2770 5885 5679 20 5916 2661 4866 2161 868 5569 3065 4866 2521 1013 4124 3933 4866 3469 1394 3947 4874 4866 4397 1767 21 15591 6652 5962 4776 10010 15009 7660 6470 5574 11681 12658 9831 8225 7669 16072 12369 12182 9223 9719 20369 22 16206 6684 7419 3755 14182 15727 7697 7637 4383 16550 13809 9878 8438 6030 22771 13573 12241 8893 7642 28860 23 9837 3679 5720 2899 1725 10049 4237 5880 3383 2013 10849 5437 6468 4655 2770 10947 6737 6802 5899 3511 24 6234 2571 12120 2853 12129 6049 2961 12120 3330 14154 5311 3800 12120 4581 19475 5221 4708 12120 5806 24682 25 5556 1850 5759 937 6097 5979 2130 5872 1093 7115 7484 2734 6292 1504 9789 7669 3388 6530 1906 12406 26 4989 2057 5142 714 1727 4842 2369 5142 833 2015 4256 3040 5142 1146 2773 4176 3768 5142 1452 3514 27 5486 2111 1358 823 645 5547 2432 1481 961 753 5778 3120 1902 1322 1036 5826 3867 2185 1675 1313 28 17163 6941 3948 4760 1918 16798 7993 5127 5555 2238 15344 10258 8488 7643 3080 14096 12712 13452 9686 3903 29 2664 1026 5486 862 711 2668 1182 5486 1006 829 2686 1517 5486 1384 1141 2688 1880 5486 1754 1446 30 7270 3055 794 2488 699 7018 3518 835 2903 816 5998 4515 983 3994 1123 4895 5595 1241 5062 1423 31 9296 3847 1576 2414 1291 9030 4430 1662 2817 1507 7964 5685 1969 3877 2074 6167 7045 2734 4913 2628 32 8751 3840 3538 3572 3628 8290 4422 3538 4169 4234 6388 5675 3538 5736 5826 6155 7032 3538 7270 7383 33 7530 3590 614 1916 2339 6883 4134 693 2236 2730 4097 5306 955 3076 3756 3756 6575 1104 3898 4760 34 24801 10295 11029 8249 5961 24096 11856 11626 9627 6956 21271 15215 13753 13246 9571 16446 18855 19123 16787 12130 35 21583 7846 20823 7505 3458 22511 9035 22844 8758 4035 25925 11595 29733 12050 5552 26618 14369 34332 15272 7036 36 12967 3627 20825 1587 3358 15190 4178 21102 1852 3919 22366 5361 22132 2548 5392 32257 6644 24312 3229 6833 37 32470 15064 5563 9335 380 30387 17348 8083 10894 443 21672 22264 14628 14989 610 20604 27589 18348 18997 773 38 41138 15789 9466 13172 14347 41693 18183 10053 15372 16743 43802 23335 12129 21150 23037 47442 28917 17414 26804 29196 39 11240 3965 3380 2452 5642 11836 4566 3629 2861 6584 14001 5860 4497 3937 9058 15213 7262 5459 4989 11480 40 8923 3227 5178 3743 3250 9295 3716 6020 4368 3793 10660 4769 8704 6010 5218 12391 5910 14021 7617 6614 41 6035 2125 10085 832 2908 6373 2447 10628 971 3393 7598 3141 12561 1336 4669 8119 3892 14382 1693 5917 42 3986 1400 11117 323 292 4214 1612 12078 377 341 5041 2068 15382 519 469 5349 2563 18279 657 595 43 26168 10070 22544 6877 5314 26762 11598 22611 8025 6201 28998 14883 22866 11041 8532 33077 18444 23543 13994 10814 44 27671 12067 2976 9015 10613 26663 13897 3033 10520 12386 22594 17835 3245 14474 17041 15171 22101 3809 18344 21597 45 8603 3913 6459 2471 6232 8170 4506 7887 2884 7273 6386 5783 12247 3968 10007 6168 7166 14724 5029 12682



TAZ_New PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 51 3897 1178 763 669 222 3942 1356 792 781 259 4114 1741 898 1074 356 4292 2157 1078 1362 451 52 3893 1177 3165 1022 7206 3937 1356 3165 1193 8409 4103 1740 3165 1641 11570 4292 2156 3165 2080 14663 53 4292 1022 3448 820 3555 4242 1176 3448 957 4149 4043 1510 3448 1317 5709 3680 1871 3448 1669 7235 54 54104 21216 8847 17652 8700 53319 24433 8961 20600 10152 50230 31356 9385 28343 13969 44653 38856 10507 35921 17703 55 38333 15895 1958 11408 4925 37663 18306 1989 13313 5748 35020 23492 2104 18318 7908 34696 29112 2170 23215 10023 56 40405 15871 8269 10839 225 40587 18277 11129 12649 263 41288 23456 19022 17403 362 42085 29067 33380 22056 458 57 7397 2804 5073 1665 2796 7637 3230 5511 1943 3263 8531 4145 7016 2673 4490 9173 5136 8978 3388 5690 58 19923 8199 6474 5994 1916 19641 9442 6687 6995 2236 18527 12117 7461 9624 3076 17806 15015 8403 12197 3898 59 37928 16435 1651 12844 685 36606 18927 2185 14989 800 31276 24290 3692 20623 1100 30623 30100 4548 26137 1394 60 47804 19761 10715 16402 3717 47105 22758 10684 19141 4338 44357 29206 10566 26335 5968 44020 36192 10499 33377 7564 61 39111 16178 3858 10857 975 38539 18631 4114 12670 1138 36291 23910 5013 17432 1565 36015 29629 5524 22093 1984 62 41386 15308 26598 14259 3940 42245 17630 27751 16641 4598 45486 22625 31912 22896 6326 45883 28037 34276 29017 8017 65 51855 19171 39167 14063 13800 52918 22078 41738 16411 16105 56931 28333 50803 22580 22158 57423 35111 55955 28617 28083 66 10971 4786 763 4043 1242 10807 5512 836 4718 1449 10164 7074 1086 6491 1994 8990 8766 1750 8227 2527 67 25211 10811 639 8335 1468 24827 12451 662 9727 1713 23314 15978 742 13383 2357 20608 19801 953 16961 2987 68 12213 5618 490 5049 963 11650 6470 493 5893 1124 9349 8304 505 8107 1546 5152 10290 537 10275 1960 69 21717 9153 3911 7718 9767 21393 10541 3910 9007 11397 20120 13528 3908 12393 15682 17798 16764 3902 15706 19874 70 7241 3086 2668 2524 522 7134 3554 2668 2946 610 6712 4561 2668 4053 839 5943 5652 2668 5137 1063 71 11585 4921 466 2903 1387 11413 5667 477 3388 1619 10737 7273 515 4661 2228 9503 9012 619 5907 2823 72 11585 4854 1069 4544 576 11413 5591 1091 5302 672 10737 7175 1175 7295 924 9503 8891 1397 9246 1171 73 18192 7786 3082 8032 2507 17682 8966 3517 9374 2926 15645 11507 4939 12897 4025 15396 14259 5747 16345 5102 74 47785 20183 12105 16244 10231 46514 23243 12344 18956 11940 41445 29829 13227 26082 16428 40824 36964 13729 33055 20820 75 50254 20348 1381 15898 1135 48935 23434 1407 18553 1325 43674 30073 1505 25527 1822 43029 37267 1560 32352 2310 76 37869 13782 6925 9857 9423 39060 15872 7344 11503 10996 43502 20369 8829 15827 15130 44047 25242 9673 20059 19175 77 41910 16540 9813 14748 4955 41755 19048 10570 17211 5783 41153 24446 13206 23681 7957 41079 30293 14704 30012 10084 78 64446 23271 29697 21043 6524 66478 26800 31955 24557 7613 74056 34393 39826 33788 10475 74985 42620 44300 42822 13275 79 24613 10336 3108 8274 1373 23857 11903 3355 9656 1603 20827 15275 4214 13285 2205 20455 18929 4703 16837 2795 80 18073 7843 1519 6342 1099 17357 9032 1662 7402 1283 14454 11591 2153 10184 1765 14098 14364 2432 12906 2237 81 31125 11442 22586 7669 17498 32047 13177 23052 8949 20420 35492 16910 24779 12313 28096 35914 20955 25760 15606 35608 82 24227 5941 41417 4080 4018 29591 6841 44294 4761 4689 46287 8780 54396 6551 6452 48334 10880 60138 8302 8177 83 6766 2805 3212 705 487 6668 3230 3273 822 568 6287 4145 3501 1131 782 5591 5137 4108 1434 991 84 8163 3435 3177 3067 2135 7942 3956 3806 3579 2491 7062 5077 5763 4925 3428 6954 6292 6875 6242 4344 85 1521 615 194 280 205 1499 708 198 327 239 1414 909 213 450 328 1257 1126 252 570 416 86 1983 810 5800 365 267 1954 933 5833 426 311 1843 1197 5955 586 428 1639 1483 6281 743 542

101 26421 10835 12408 10161 10180 26421 12479 12876 11858 11880 26422 16014 14568 16316 16346 26423 19845 17549 20678 20716 102 40419 15261 23320 12056 15933 41592 17576 25051 14070 18594 45982 22555 31096 19358 25583 46520 27950 34531 24534 32423 103 33881 12804 18466 8826 66296 35073 14746 19709 10300 77367 39500 18924 24084 14171 106449 40042 23451 26571 17960 134909104 33066 12651 22461 10242 23621 34228 14569 24130 11953 27565 38532 18697 29938 16446 37927 44584 23169 42430 20843 48068 105 10708 4265 22394 2266 1847 10866 4912 23086 2645 2156 11466 6303 25611 3639 2966 11776 7811 28274 4612 3759 106 22717 9081 7842 4776 6765 23118 10458 9444 5574 7894 24633 13421 14400 7669 10862 24819 16631 17217 9719 13766 107 34057 14329 998 14117 14514 33550 16502 1648 16474 16938 31557 21178 3171 22667 23304 31313 26244 4036 28727 29535 108 18820 5861 5614 3050 7730 21112 6750 5995 3559 9021 28902 8662 7333 4897 12411 29857 10734 8094 6207 15730 109 5096 2193 2133 327 707 4954 2525 2924 381 825 4387 3241 5087 525 1135 4318 4016 6316 665 1438 110 1525 698 7295 304 222 1460 804 7355 355 259 1198 1032 7578 488 356 718 1279 8174 618 451 111 1170 592 1853 285 208 1074 682 3828 332 243 660 876 7791 457 334 609 1085 10043 580 423



TAZ_New PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 112 23041 9493 826 8147 8903 22883 10933 1339 9508 10389 22268 14030 2558 13082 14295 22193 17386 3250 16580 18117 113 38629 18904 2952 16888 3013 34669 21770 2952 19708 3516 17219 27939 2952 27115 4838 15080 34622 2952 34365 6132 114 38129 12618 18232 8119 12387 40488 14531 19924 9474 14455 49000 18648 25724 13036 19889 50044 23109 29021 16521 25206 115 17363 9471 1924 7333 848 14887 10907 1961 8558 989 3323 13998 2098 11774 1361 1906 17346 2176 14923 1725 116 34768 15761 3344 7785 3914 32250 18151 3412 9085 4568 21603 23293 3662 12500 6285 20297 28865 3805 15842 7966 117 21245 6348 11501 5434 1315 23632 7311 17534 6342 1535 31818 9383 32578 8726 2112 32821 11627 41129 11059 2677 118 34271 14035 20703 14610 14586 33827 16164 22574 17050 17022 32079 20743 28968 23459 23421 30023 25705 40910 29731 29683 119 23610 9171 12127 6384 4640 23861 10562 13361 7451 5415 24820 13554 17556 10251 7450 24938 16796 19940 12992 9442 120 47233 18307 5087 16126 5265 47741 21083 5466 18819 6144 49683 27057 6790 25892 8454 49921 33529 7542 32815 10714 121 22393 9171 2712 5892 1210 22123 10562 2912 6876 1412 21067 13554 3612 9460 1943 20938 16796 4010 11990 2462 122 9921 3911 22776 2653 1745 9896 4504 22776 3096 2036 9799 5780 22776 4259 2802 9623 7162 22776 5398 3551 123 29066 3911 59497 3916 3866 45957 4504 61610 4570 4512 87673 5780 69301 6288 6208 92786 7162 73673 7969 7868 124 45123 18465 23930 11918 24925 44921 21265 24344 13908 29087 44137 27290 25884 19136 40021 44041 33818 26759 24253 50721 125 25904 10646 2413 9028 132 25839 12260 2453 10536 154 25589 15734 2603 14496 212 25132 19498 3004 18372 268 126 17861 7164 2544 6168 461 17817 8251 2643 7198 539 17647 10589 2999 9903 741 17337 13121 3950 12551 939 127 54898 21239 4766 14093 1833 54788 24460 4766 16446 2139 54363 31390 4766 22628 2943 53588 38898 4766 28678 3730 128 13579 4550 3547 3706 917 14505 5240 4855 4325 1070 17824 6724 8437 5950 1472 18231 8333 10472 7541 1866 129 41981 16466 5948 12601 12280 42385 18962 5993 14705 14331 43926 24335 6161 20233 19717 44115 30156 6256 25642 24989 130 39332 11537 43158 9014 10350 44953 13287 56679 10519 12078 63684 17052 95133 14473 16618 65980 21130 116989 18342 21061 131 43131 11521 20015 8333 8834 51282 13268 21354 9725 10310 77351 17028 26065 13380 14185 80546 21101 28743 16957 17978 132 15906 5769 6462 2287 630 16718 6644 6983 2668 736 19680 8527 8791 3671 1012 20043 10566 9818 4653 1283 133 35507 14123 14717 6600 6415 35849 16265 15857 7702 7487 37155 20874 19824 10598 10301 37315 25867 22078 13431 13055 151 41766 15465 18780 7715 15858 43134 17810 20018 9003 18506 48230 22856 24381 12387 25463 48855 28323 26860 15699 32270 152 51936 21718 53917 15959 23320 50638 25011 53917 18624 27214 45470 32097 53917 25625 37444 44837 39775 53917 32476 47455 153 39579 14059 16049 11327 11879 41186 16191 17703 13218 13863 47116 20779 23311 18187 19074 48124 25749 26825 23050 24174 154 22682 8847 1819 6384 3121 22747 10188 1819 7450 3643 22996 13075 1819 10250 5012 23435 16202 1819 12990 6352 155 18867 7044 21314 4484 4897 19145 8112 21314 5233 5715 20201 10411 21314 7200 7863 20330 12901 21314 9125 9966 156 50854 19450 13550 14143 3598 51666 22399 13550 16505 4198 54745 28746 13550 22709 5776 55123 35622 13550 28780 7321 157 23803 8356 3671 7094 677 25113 9622 4164 8279 790 29877 12349 5786 11390 1087 30461 15303 6708 14436 1378 158 24949 8762 20006 5335 3378 25896 10091 21449 6226 3943 29388 12950 26471 8566 5425 32857 16048 34719 10856 6875 159 19768 7445 2380 4622 1539 20075 8574 2380 5393 1796 21239 11003 2380 7421 2472 21382 13635 2380 9405 3133 160 27409 10373 7393 7757 1319 27720 11946 7905 9052 1539 28906 15331 9695 12455 2118 29933 18998 12351 15785 2684 161 13761 4076 14149 3661 5858 15300 4694 19499 4272 6836 20566 6023 34011 5878 9406 22062 7464 45151 7449 11920 162 11485 4293 6135 3906 1163 11965 4944 6814 4559 1357 13736 6344 9099 6272 1867 13953 7862 10398 7949 2367 163 57194 22821 28710 18425 7431 57518 26282 28710 21501 8672 58760 33728 28710 29584 11931 58915 41796 28710 37493 15121 164 54195 24702 12668 18238 16369 53008 28448 12668 21284 19103 48296 36508 12668 29284 26283 46713 45241 12668 37114 33310 165 52772 24701 18226 20241 17388 51029 28446 18226 23621 20291 44020 36506 18226 32500 27918 43161 45238 18226 41189 35383 166 62287 23584 8114 17992 6109 63833 27161 9736 20997 7129 69638 34856 14774 28889 9809 70350 43194 17638 36613 12432 167 60868 22884 17477 18974 5444 62388 26353 18602 22143 6353 68097 33820 22575 30466 8740 68796 41910 24833 38612 11077 168 21086 8476 1137 6229 1388 20890 9761 1224 7270 1619 20126 12527 1526 10002 2228 20032 15523 1698 12676 2824 169 21783 8453 13338 6369 2830 22296 9734 17462 7433 3302 24225 12492 29226 10227 4544 24462 15481 35913 12961 5759 170 32626 12943 39570 11770 9681 33060 14906 41007 13735 11297 34711 19129 46235 18898 15544 34914 23705 49207 23951 19700 171 11953 4010 3227 2169 1587 13114 4618 3414 2531 1852 17158 5927 4079 3483 2548 17653 7345 4457 4414 3229 172 18586 5714 14031 3154 4467 21149 6580 14031 3681 5213 29723 8444 14031 5065 7172 44933 10464 14031 6419 9090 173 57578 25288 4797 20764 3189 55831 29122 5045 24232 3722 48802 37374 5928 33340 5121 43173 46314 7169 42255 6490



TAZ_New PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 174 29077 11880 11307 10635 16041 29428 13681 11307 12411 18719 30763 17558 11307 17077 25756 31781 21758 11307 21643 32642 175 40998 17108 10163 13523 18598 40883 19702 10713 15781 21703 40437 25285 12675 21713 29861 40382 31333 13790 27518 37845 176 74609 33707 23165 33552 22558 68946 38818 23165 39155 26325 44883 49817 23165 53873 36220 41934 61733 23165 68276 45904 177 25363 7819 10593 6840 3175 27864 9004 10593 7982 3705 36561 11555 10593 10982 5097 52423 14319 10593 13918 6460 178 18725 3364 2815 2554 362 26078 3875 7837 2981 423 46201 4972 16447 4102 581 75422 6162 35458 5198 737 179 66559 24988 13645 21408 5700 68146 28778 18773 24983 6652 74113 36931 32721 34373 9152 75412 45765 42285 43564 11599 180 6212 2560 482 468 342 6595 2948 506 546 399 7977 3784 591 752 549 10498 4689 817 953 696 201 9974 3696 11357 2696 4465 10578 4257 11964 3146 5211 12760 5463 14129 4328 7169 13028 6770 15360 5486 9086 202 5092 2122 3112 959 1267 5072 2444 4651 1119 1478 4995 3136 8551 1540 2034 4985 3886 10836 1952 2578 203 7484 2779 12029 1827 8515 7937 3201 12029 2132 9937 9575 4108 12029 2933 13672 9776 5091 12029 3717 17328 204 30866 10686 13965 7239 15127 33512 12307 17063 8448 17654 42825 15794 26502 11624 24289 44497 19571 32530 14732 30784 205 25947 7004 8161 4597 12441 31273 8066 9359 5364 14519 48076 10351 13259 7381 19976 50135 12827 15475 9354 25317 206 21278 7703 11644 4621 7606 22529 8870 11942 5393 8876 27060 11384 13040 7420 12212 27616 14107 13665 9404 15477 207 15996 6138 15302 3228 16098 16574 7068 14589 3767 18786 18718 9071 11729 5182 25847 18981 11241 10104 6568 32758 208 15996 6138 13296 1982 19061 16574 7068 13296 2313 22244 18718 9071 13296 3183 30606 18981 11241 13296 4034 38788 209 17800 7038 4744 6506 7457 18427 8105 5824 7593 8702 20756 10401 9100 10447 11973 21142 12889 11138 13240 15174 210 10141 3080 5122 2205 1981 11553 3547 6867 2573 2312 16255 4552 11717 3541 3181 17893 5641 15823 4487 4032

2101 13274 3920 6851 2806 2522 15290 4515 9357 3275 2943 21955 5794 16231 4506 4049 22772 7180 20138 5711 5131 211 17830 7038 4412 4568 2497 18471 8105 7876 5331 2914 20851 10401 15532 7335 4009 21142 12889 19883 9296 5081 212 23760 9374 2748 4482 3835 24608 10795 3078 5231 4475 27755 13854 4178 7197 6157 28187 17168 4823 9121 7803 213 21913 9374 1996 5550 4620 21921 10795 2073 6476 5392 21953 13854 2353 8911 7418 21957 17168 2512 11293 9402 214 5404 1917 8941 1834 2003 6002 2207 9635 2141 2338 8054 2833 12048 2945 3216 8306 3510 13420 3733 4076 215 5123 2512 826 1507 1889 4936 2893 998 1759 2204 4179 3713 1528 2420 3033 4086 4601 1830 3068 3843 216 13138 3477 5184 1845 29411 16122 4004 5691 2154 34322 25354 5138 7419 2963 47224 26943 6367 8506 3755 59850 217 19064 4610 12619 3021 15133 24342 5309 13646 3525 17660 40070 6813 17209 4850 24298 41998 8443 19234 6147 30795 218 4668 1861 2925 1775 1932 4873 2144 3220 2071 2255 5627 2751 4225 2850 3102 5719 3409 4796 3612 3931 219 12171 3284 3217 2250 2648 14966 3782 3567 2626 3091 23584 4854 4745 3613 4252 25848 6015 5619 4579 5389 220 3856 1596 2508 1684 1507 4021 1838 2508 1966 1758 4629 2358 2508 2704 2419 4704 2922 2508 3428 3066 221 7702 3154 4750 2348 2801 7993 3632 5059 2740 3269 9068 4661 6147 3771 4498 9199 5776 6766 4779 5700 222 13626 5242 13366 2745 8177 14507 6037 14086 3203 9542 17675 7748 16654 4407 13129 23147 9601 23195 5585 16640 223 9157 3223 9184 1526 2549 10031 3712 12705 1781 2975 13081 4764 22251 2450 4093 13455 5903 27677 3105 5188 224 5217 1865 2933 644 1014 5703 2148 3205 751 1183 7399 2756 4140 1034 1628 7607 3416 4671 1310 2063 225 5866 915 10182 811 14432 9192 1054 11024 946 16842 17465 1352 13939 1302 23173 18480 1676 15596 1650 29368 226 9992 3505 14386 2358 9346 10838 4036 15308 2752 10907 13802 5180 18549 3786 15007 16822 6419 23971 4798 19019 227 10369 3692 19688 2606 13405 11065 4252 19688 3041 15643 13565 5457 19688 4184 21524 18114 6762 19688 5302 27278 228 2668 872 11589 418 9007 2984 1004 11589 488 10511 4061 1288 11589 672 14462 5800 1597 11589 851 18329 229 937 328 9255 306 1755 1013 378 9030 357 2048 1283 485 8150 491 2817 1773 601 5804 623 3570

2291 1734 536 15995 499 2863 1978 617 15995 583 3341 2793 792 15995 801 4597 2893 981 15995 1016 5826 230 811 250 4470 226 7895 925 288 4470 264 9213 1307 370 4470 364 12676 1353 459 4470 461 16065

2301 1986 613 10944 554 19328 2265 706 10944 647 22556 3199 906 10944 890 31035 3313 1123 10944 1128 39332 231 888 284 2524 135 1156 993 328 2524 158 1349 1349 420 2524 217 1856 1393 521 2524 275 2353

2311 977 313 2776 149 1272 1092 360 2776 173 1484 1484 462 2776 239 2042 1532 573 2776 302 2588 2312 1510 484 4291 230 1965 1688 557 4291 268 2294 2294 715 4291 369 3156 2368 886 4291 467 3999 2313 5508 1764 15648 838 7168 6156 2031 15648 978 8365 8366 2606 15648 1345 11509 8637 3230 15648 1705 14586 232 4799 936 15720 211 21032 6688 1078 15720 246 24544 11868 1384 15720 338 33770 12987 1715 15720 429 42799



TAZ_New PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 2321 1152 220 3687 49 4933 1618 253 3687 58 5757 2890 325 3687 79 7921 3046 402 3687 101 10039 233 5339 1846 17602 911 5241 5803 2126 17602 1063 6116 7433 2728 17602 1462 8415 7632 3381 17602 1853 10665 234 4304 981 9657 1310 8902 5630 1130 9657 1528 10388 9491 1451 9657 2103 14293 9964 1798 9657 2665 18115 235 3238 981 5912 655 1883 3750 1130 5912 764 2198 5432 1451 5912 1051 3024 5638 1798 5912 1333 3833 236 21170 8264 6905 5237 3987 22044 9517 7424 6111 4653 25269 12213 9233 8408 6402 25678 15134 10271 10657 8114 237 16986 7543 7985 6202 8296 16695 8686 8589 7237 9681 15544 11148 10697 9958 13321 15403 13814 11895 12620 16882 238 2849 637 12031 356 3785 3807 734 12031 415 4417 6541 942 12031 572 6077 6876 1167 12031 724 7702

2381 3213 719 13567 401 4268 4293 827 13567 468 4981 7376 1062 13567 644 6853 7754 1316 13567 817 8685 239 8157 3614 3130 2779 2372 8046 4162 3522 3243 2768 7610 5341 4812 4462 3808 7271 6618 6587 5655 4826 240 11207 4923 2481 2445 4643 11061 5670 2534 2853 5418 10484 7276 2732 3925 7455 9978 9017 3029 4975 9449 241 10442 4079 2804 2273 3547 10875 4698 3686 2652 4139 12472 6029 6192 3650 5695 12678 7471 7637 4625 7217 242 7088 2406 2597 1450 2625 7886 2771 2764 1692 3064 10605 3556 3352 2329 4216 12337 4407 4059 2951 5343 243 22642 8486 5858 5097 6162 23695 9773 6244 5948 7191 27559 12542 7607 8183 9894 28033 15543 8382 10371 12539 244 24787 10022 5918 7898 9571 25284 11542 6638 9216 11169 27161 14812 9037 12681 15367 30531 18355 15350 16071 19476 245 24013 9569 8573 6723 9917 24631 11020 8990 7845 11573 26949 14142 10489 10794 15923 31127 17524 14447 13680 20180 246 23755 9053 4081 8819 7603 24857 10426 4382 10291 8872 28897 13380 5436 14160 12207 29392 16581 6035 17945 15471 247 16996 6731 3734 6695 7959 17156 7752 4135 7813 9288 17766 9948 5489 10750 12779 18879 12328 9098 13625 16196

2471 19517 7591 4750 7550 8975 19854 8742 5539 8811 10474 21132 11218 8060 12123 14411 21289 13902 9494 15364 18263 248 23877 9821 6643 7631 8207 23547 11311 8339 8905 9578 22249 14515 13360 12252 13178 21860 17988 17308 15528 16701 249 18367 7072 5781 5451 7334 18632 8145 7056 6362 8559 19637 10453 10919 8753 11776 20744 12953 17775 11093 14925 250 25078 10109 17288 9349 7156 26003 11641 18534 10910 8351 29433 14940 22899 15011 11491 29860 18514 25391 19025 14563 251 26937 11616 14103 9371 2848 26978 13377 15073 10936 3324 27134 17168 18484 15046 4573 27153 21274 20422 19069 5796 252 10744 4676 18349 2975 20924 10767 5385 18349 3472 24418 10857 6911 18349 4777 33596 10868 8564 18349 6054 42579 253 17068 6600 2922 2984 3627 17984 7601 2927 3482 4232 21317 9754 2948 4791 5823 21726 12088 2960 6072 7380 254 15076 4669 1999 4272 5033 16636 5377 2474 4985 5873 22034 6900 3906 6859 8081 22702 8550 4721 8693 10241 255 10828 2767 651 434 1403 13016 3187 738 506 1637 19935 4090 1025 697 2253 20783 5068 1188 883 2855 256 5962 697 3522 929 678 9969 803 3522 1084 791 19444 1030 3522 1491 1089 20606 1276 3522 1890 1380 257 5286 501 5589 703 691 9975 577 5704 820 807 20140 740 6128 1128 1110 22173 917 6410 1430 1407 258 14950 5454 1529 4326 6949 15372 6281 1587 5049 8109 16950 8061 1797 6947 11157 17143 9989 1917 8804 14140 259 40178 12604 13165 9608 13669 43999 14515 13165 11212 15951 57308 18628 13165 15427 21947 60176 23084 13165 19551 27815 260 64706 10777 4770 10137 8353 93768 12411 4881 11830 9748 170921 15928 5289 16277 13413 180379 19738 5521 20629 16999 261 69506 26693 7909 20669 16153 71059 30741 8024 24121 18850 76911 39451 8450 33188 25936 77629 48887 8693 42061 32870 262 38004 8005 9311 5614 2196 49929 9218 9404 6551 2563 84290 11830 9752 9013 3527 102853 14660 10130 11423 4469 301 57636 24490 1975 22102 2287 56623 28204 1982 25792 2669 52629 36195 2009 35487 3673 45342 44853 2081 44975 4654 302 56379 24490 9579 20583 15053 54869 28204 9579 24020 17567 48839 36195 9579 33049 24171 37842 44853 9579 41885 30633 303 46339 19527 2264 15521 586 44849 22488 2947 18113 684 38864 28860 4907 24921 942 27985 35763 10119 31584 1193 304 5197 1629 701 1562 572 5706 1876 702 1823 668 7478 2407 707 2508 919 10711 2983 720 3178 1165 305 6945 2708 411 1596 1434 6939 3118 439 1862 1673 6915 4002 539 2562 2302 6872 4959 804 3248 2918 306 3420 1380 2005 816 596 3417 1589 2048 953 696 3405 2039 2206 1311 957 3383 2527 2628 1661 1213 307 23457 8545 16212 7114 8616 24318 9841 16212 8301 10055 27513 12629 16212 11422 13834 33342 15650 16212 14476 17533 308 20850 4516 10441 4018 6198 27026 5200 10726 4688 7233 45166 6674 11772 6451 9952 78253 8270 14562 8175 12612 309 3246 1388 4774 1042 1792 3243 1599 4774 1216 2091 3233 2052 4774 1673 2878 3214 2542 4774 2120 3647 310 1812 678 5716 742 8887 1811 780 5775 866 10371 1804 1001 5994 1191 14270 1793 1241 6579 1510 18085 311 32146 12950 3947 9403 9296 31800 14914 4371 10974 10848 30448 19139 5802 15098 14926 27982 23717 9619 19135 18917

3111 35448 14603 7213 10604 10483 34733 16817 9823 12374 12233 31901 21582 17002 17026 16832 31554 26745 21082 21578 21332









TAZ_New PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 632 3800 1191 744 663 1465 4195 1371 838 773 1710 5562 1760 1149 1064 2352 8056 2181 1979 1349 2981 633 3272 1136 644 877 1324 3591 1309 938 1023 1545 4700 1680 1701 1408 2125 6723 2081 3736 1784 2693 634 2029 755 550 436 696 2240 870 619 508 812 2970 1116 849 700 1117 4302 1383 1462 887 1416 635 3726 1320 569 1372 97 3796 1520 641 1601 113 4059 1951 878 2202 156 4539 2418 1513 2791 198 636 8440 2556 639 1284 726 11571 2944 762 1498 847 20301 3778 1149 2061 1165 36225 4681 2180 2612 1477 637 5779 1962 1989 932 892 6484 2259 2671 1088 1041 8880 2899 4571 1497 1432 13250 3593 9638 1897 1815 638 13721 4956 2669 3153 500 14428 5708 3677 3680 583 17005 7325 6420 5063 802 21705 9077 13734 6417 1017 639 27148 8735 6054 7465 1293 28881 10060 8002 8712 1509 35124 12910 13508 11986 2077 46511 15998 28193 15191 2632 640 5621 1075 1643 325 590 5562 1238 1850 380 689 5334 1589 2537 522 948 4919 1969 4369 662 1201 641 4971 2364 543 745 579 5241 2723 938 869 675 6223 3494 1833 1196 929 8014 4330 4219 1515 1178 642 9125 3032 2542 2398 158 9813 3492 3230 2798 185 12259 4482 5248 3850 254 16721 5554 10629 4880 322 643 2454 936 1226 526 384 2605 1078 1380 614 448 3151 1384 1893 844 616 4146 1715 3260 1070 781 644 1079 488 212 306 224 1137 562 329 358 261 1348 721 616 492 359 1734 893 1381 624 455 645 4326 1697 484 1308 955 4606 1954 796 1526 1115 5615 2508 1527 2100 1534 7455 3108 3479 2662 1944 646 10512 4435 2022 811 310 11051 5107 2717 946 362 13018 6554 4653 1301 498 16606 8122 9815 1649 631 647 21964 8615 2122 4645 4317 24009 9921 2933 5421 5038 31154 12732 5133 7459 6932 44188 15778 11001 9453 8786 648 3339 1146 1301 1011 339 3644 1319 1465 1180 395 4711 1693 2009 1624 544 6659 2098 3461 2058 689 649 4175 1223 858 723 635 4536 1409 1183 844 741 5806 1808 2067 1161 1019 8124 2240 4424 1472 1291 650 5612 2319 1051 833 179 5976 2671 1396 972 209 7286 3427 2367 1338 287 9677 4247 4955 1695 364 651 2842 926 973 561 1156 2946 1066 1096 654 1348 3329 1369 1503 900 1855 4028 1696 2588 1141 2351 652 13464 5208 3257 3916 1153 13839 5998 3531 4570 1345 15243 7697 4477 6288 1851 17803 9538 7002 7969 2346 653 4019 1388 912 1580 1154 5268 1599 1027 1844 1346 8898 2052 1409 2537 1853 15520 2543 2427 3215 2348 654 5097 2014 751 1394 314 5538 2319 1063 1627 366 7089 2976 1893 2239 504 9919 3688 4107 2838 639 655 7575 4159 3060 1464 981 7671 4790 3318 1709 1144 8037 6147 4208 2351 1575 8706 7618 6580 2979 1996 656 9927 3620 3188 2640 3497 10491 4168 3590 3081 4081 12534 5350 4923 4239 5614 16262 6629 8479 5372 7115 657 14707 4355 3543 1546 817 17225 5015 3989 1804 954 25404 6436 5471 2482 1312 40321 7976 9421 3146 1663 658 1210 243 143 367 268 1730 280 161 428 312 3127 359 221 589 430 5675 445 380 746 545 659 98 34 50 21 15 108 39 56 25 18 143 50 77 34 25 207 62 132 43 31 660 3058 1199 505 690 209 3402 1381 963 805 244 4583 1772 1930 1107 336 6737 2196 4510 1404 425 661 15796 5912 6022 3630 347 16690 6809 6781 4236 405 19935 8738 9299 5828 558 25854 10828 16015 7386 707 662 18150 4794 5479 2922 3325 21706 5521 6169 3410 3880 33009 7085 8460 4691 5339 53627 8780 14570 5945 6766 663 2934 891 385 670 489 3190 1026 601 782 571 4091 1317 1130 1076 786 5734 1632 2539 1363 996 664 6899 2729 604 1643 311 8439 3143 1125 1918 363 13225 4034 2243 2639 500 21953 4999 5223 3344 634 665 7527 2166 2862 1103 325 8917 2495 3103 1287 379 13379 3202 3935 1771 521 21517 3968 6154 2245 661 666 9541 1386 1136 1266 2243 15323 1596 1295 1477 2617 29428 2048 1814 2032 3601 55156 2538 3199 2576 4564 667 3067 476 814 330 219 4380 549 916 385 256 7909 704 1256 529 352 14346 872 2164 671 446 668 7580 2564 3155 1292 1087 7679 2953 3420 1508 1268 8059 3790 4337 2075 1745 8751 4696 6782 2629 2212 669 3879 247 8740 117 86 10440 285 14299 137 100 22098 366 27404 189 138 43363 453 62350 239 174 670 5921 1354 454 859 866 7522 1559 707 1002 1011 12317 2001 1328 1379 1390 21062 2479 2982 1748 1762 671 3681 769 1750 631 949 5028 885 1970 736 1107 8794 1136 2702 1013 1523 15665 1408 4654 1283 1930 672 6490 1305 3430 411 300 9888 1503 12207 480 351 18538 1929 25883 661 482 34314 2390 62350 837 611 673 16825 1202 2499 565 1046 34383 1385 3460 659 1221 70569 1777 6064 907 1680 136572 2202 13007 1150 2129 674 11553 3829 1939 2728 856 12622 4409 2735 3184 999 16359 5659 4858 4380 1374 23176 7012 10517 5551 1742 910 6344 2631 10764 1533 378 6562 3030 11426 1789 441 7373 3888 13768 2461 607 8852 4818 20015 3119 769

1051 4620 1828 8942 971 792 4701 2105 8942 1133 924 5009 2701 8942 1559 1271 5047 3348 8942 1976 1611






TAZ_New PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43 6662 4240 616 505 563 997 6810 709 575 657 1163 13079 910 806 903 1601 24514 1128 1422 1145 2029 9101 1586 658 2691 383 94 1640 757 2856 447 110 1843 972 3442 615 152 2213 1205 5004 780 192 9102 1586 658 2691 383 94 1640 757 2856 447 110 1843 972 3442 615 152 2213 1205 5004 780 192 9103 6344 2631 10764 1533 378 6562 3030 11426 1789 441 7373 3888 13768 2461 607 8852 4818 20015 3119 769



Annexure 8:BAU Scenario, Gradual Scenario & Rapid Scenario: Production (P) & Attraction (A) for 2011, 2018, 2021, 2031 & 2043

TAZ BAU Scenario Moderate Scenario Rapid Scenario

2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043 P A P A P A P A P A P A P A P A P A P A P A P A

1 6613 12966 6968 12867 7909 12597 9548 13119 6619 12961 6968 12867 7909 12597 9548 13119 6622 12961 6968 12867 7909 12597 9548 13119 2 2896 4622 3012 4856 3325 5450 3931 6461 2898 4624 3012 4856 3325 5450 3931 6461 2899 4626 3012 4856 3325 5450 3931 6461 3 2758 2811 2895 2844 3261 2928 3915 3213 2760 2810 2895 2844 3261 2928 3915 3213 2761 2811 2895 2844 3261 2928 3915 3213 4 16200 55678 16736 56390 17835 58371 20230 64537 16106 55715 16591 56455 17693 58433 20230 64537 15973 55768 16399 56517 17288 58559 20230 64537 5 7287 24207 7689 24407 8753 24885 10591 27026 7293 24203 7689 24407 8753 24885 10591 27026 7296 24206 7689 24407 8753 24885 10591 27026 6 6137 12410 6462 13320 7346 16184 8912 20912 6150 12614 6474 13610 7358 16461 8912 20912 6161 12817 6486 13904 7384 17062 8912 20912 7 5394 26798 5631 26747 6224 26577 7327 28107 5380 26787 5607 26745 6200 26575 7327 28107 5360 26787 5574 26742 6132 26569 7327 28107 8 6165 48538 6372 48129 6897 47009 7988 48810 6151 48515 6347 48127 6873 47007 7988 48810 6130 48514 6315 48124 6805 47001 7988 48810 9 9346 19852 9740 20335 10707 21542 12532 24267 9314 19849 9686 20330 10654 21537 12532 24267 9267 19850 9616 20324 10504 21523 12532 24267

10 9358 35544 9715 36416 10593 38594 12322 43491 9327 35543 9664 36412 10543 38589 12322 43491 9282 35548 9596 36405 10400 38576 12322 43491 11 8093 13972 8620 14039 9939 14251 12087 15465 8076 13990 8585 14071 9905 14281 12087 15465 8047 14014 8538 14101 9806 14344 12087 15465 12 3040 9793 3196 10149 3779 11062 4843 12799 3108 9802 3294 10158 3874 11071 4843 12799 3196 9813 3422 10169 4145 11096 4843 12799 13 6432 20454 6695 21492 7340 24118 8573 28573 6410 20461 6658 21489 7304 24114 8573 28573 6378 20468 6610 21485 7201 24105 8573 28573 14 14238 17897 14796 19094 15859 22241 17933 27265 14066 17949 14543 19151 15612 22294 17933 27265 13829 17994 14210 19201 14908 22396 17933 27265 15 15006 6554 15334 6661 15004 7229 14905 8652 14488 6668 14624 6836 14309 7395 14905 8652 13779 6767 13689 6993 12331 7711 14905 8652 16 2567 6040 2740 6911 3412 10409 4617 16373 2654 6561 2871 7783 3540 11242 4617 16373 2759 7070 3031 8670 3878 13054 4617 16373 17 14053 4650 14487 4695 14271 4685 14109 4900 13476 4597 13704 4625 13505 4616 14109 4900 12678 4525 12676 4531 11332 4419 14109 4900 18 24076 16299 24926 17777 26405 22177 29491 29123 23749 16562 24451 18150 25941 22533 29491 29123 23298 16810 23823 18516 24612 23276 29491 29123 19 7492 4754 7790 5207 8344 6542 9418 8627 7394 4830 7647 5314 8205 6644 9418 8627 7259 4900 7458 5419 7805 6856 9418 8627 20 5318 6384 5522 6414 5808 6459 6374 6914 5211 6373 5371 6400 5661 6446 6374 6914 5066 6360 5173 6382 5241 6408 6374 6914 21 12571 15942 13066 17557 13998 22289 15824 29565 12413 16201 12836 17920 13773 22635 15824 29565 12193 16449 12529 18282 13124 23372 15824 29565 22 11922 21675 12280 23713 12930 29182 14422 37378 11790 21807 12087 23870 12741 29333 14422 37378 11608 21929 11830 24025 12199 29646 14422 37378 23 7524 8061 7933 8301 9173 9147 11363 10902 7591 8156 8022 8438 9260 9278 11363 10902 7675 8256 8138 8578 9503 9566 11363 10902 24 6306 24693 6642 26233 7395 30130 8684 36368 6256 24704 6564 26226 7320 30123 8684 36368 6186 24711 6463 26217 7105 30103 8684 36368 25 3546 11997 3732 12850 4502 15206 5917 18961 3657 12079 3894 12956 4659 15308 5917 18961 3798 12164 4104 13069 5104 15538 5917 18961 26 3390 7423 3432 7577 3458 7953 3690 8878 3348 7419 3372 7572 3398 7947 3690 8878 3291 7416 3293 7564 3231 7932 3690 8878 27 3420 2204 3525 2350 3863 2871 4584 3782 3439 2260 3551 2432 3888 2949 4584 3782 3463 2315 3583 2515 3957 3120 4584 3782 28 12903 6990 13407 8573 14532 12562 16842 18321 12881 6922 13361 8422 14486 12417 16842 18321 12844 6824 13302 8268 14362 12102 16842 18321 29 2320 6749 2429 6753 2722 6755 3258 7196 2323 6747 2431 6753 2724 6755 3258 7196 2326 6748 2433 6754 2729 6756 3258 7196 30 5839 1853 6045 1982 6435 2323 7312 2866 5841 1841 6040 1964 6430 2305 7312 2866 5838 1829 6033 1945 6416 2266 7312 2866 31 6672 3445 6811 3747 7046 4506 7867 5623 6720 3382 6870 3649 7103 4412 7867 5623 6780 3318 6948 3551 7268 4212 7867 5623 32 8006 7618 8377 8069 9017 9185 10147 10994 7868 7610 8178 8051 8822 9167 10147 10994 7679 7596 7917 8027 8270 9117 10147 10994 33 5923 3128 6020 3485 5793 4444 5630 5857 5712 3151 5731 3516 5510 4473 5630 5857 5425 3164 5351 3540 4707 4519 5630 5857 34 19791 19564 20451 21321 21818 25745 25042 32163 19915 19094 20594 20598 21958 25054 25042 32163 20069 18614 20790 19869 22374 23566 25042 32163 35 17654 25025 18868 26428 22758 32433 29334 43548 17931 25918 19251 27772 23132 33719 29334 43548 18270 26817 19737 29145 24159 36525 29334 43548 36 8918 26712 10316 27372 14403 29226 20172 33205 8805 26531 10114 27118 14205 28983 20172 33205 8640 26351 9852 26856 13652 28445 20172 33205 37 25992 6466 26774 7673 27400 12403 29174 20709 25374 7171 25922 9027 26566 13695 29174 20709 24519 7823 24786 10376 24162 16443 29174 20709 38 32634 26351 34719 29416 40470 37198 49868 48064 32547 25887 34556 28669 40310 36484 49868 48064 32420 25397 34350 27909 39876 34929 49868 48064 39 7620 9292 8110 10293 9755 13111 12545 17303 7714 9346 8240 10360 9882 13174 12545 17303 7830 9399 8409 10431 10241 13320 12545 17303 40 8040 9652 8778 11358 10871 15596 14050 21423 8022 9358 8736 10846 10830 15106 14050 21423 7993 9039 8688 10326 10728 14044 14050 21423 41 3971 13629 4166 14320 4915 16691 6298 20940 4040 13782 4264 14543 5011 16904 6298 20940 4125 13938 4390 14772 5278 17372 6298 20940





42 2588 11972 2698 12556 3179 15064 4118 19784 2645 12260 2780 12992 3259 15481 4118 19784 2714 12549 2883 13436 3477 16388 4118 19784 43 20216 30774 21464 31297 25016 32648 30815 36243 20114 30690 21296 31183 24851 32539 30815 36243 19970 30611 21076 31063 24387 32293 30815 36243 44 21263 14321 21765 15849 22525 19706 25191 25243 21501 14303 22060 15794 22814 19654 25191 25243 21798 14283 22449 15746 23636 19559 25191 25243 45 6979 12032 7227 13579 7639 18953 8531 27664 6872 12618 7080 14519 7495 19851 8531 27664 6718 13184 6875 15467 7061 21787 8531 27664 51 2525 1221 2622 1278 2913 1447 3474 1742 2527 1213 2623 1267 2914 1436 3474 1742 2529 1206 2625 1255 2917 1412 3474 1742 52 2959 10274 3105 11265 3519 13790 4255 17469 2961 10286 3105 11265 3519 13790 4255 17469 2962 10294 3104 11265 3518 13790 4255 17469 53 2952 7226 3012 7676 3157 8817 3574 10648 2965 7231 3027 7677 3171 8818 3574 10648 2979 7237 3046 7679 3212 8822 3574 10648 54 42369 20228 44122 21481 48392 24673 56868 29803 42557 20141 44336 21338 48601 24538 56868 29803 42781 20054 44619 21200 49200 24257 56868 29803 55 29522 8359 30829 9027 33850 10741 39431 13372 29347 8368 30554 9027 33581 10741 39431 13372 29100 8368 30192 9020 32816 10724 39431 13372 56 29868 12156 31474 16189 35794 24966 43421 36977 29865 11604 31426 15059 35747 23887 43421 36977 29851 10972 31377 13914 35645 21547 43421 36977 57 5263 8414 5567 9197 6529 11531 8188 15161 5293 8428 5605 9210 6566 11543 8188 15161 5328 8437 5655 9224 6671 11572 8188 15161 58 15500 9666 16168 10022 17780 11126 20842 13242 15473 9679 16114 10041 17727 11145 20842 13242 15428 9693 16042 10060 17576 11181 20842 13242 59 31103 3793 32495 4100 35260 5274 40311 7425 30734 3948 31951 4381 34728 5541 40311 7425 30222 4085 31233 4650 33210 6086 40311 7425 60 39103 17270 41071 17564 45800 18220 54127 20091 38928 17233 40783 17512 45518 18170 54127 20091 38675 17194 40404 17451 44717 18044 54127 20091 61 29393 6574 30640 6761 33596 7550 39168 9243 29251 6693 30413 6938 33374 7718 39168 9243 29048 6808 30113 7110 32739 8068 39168 9243 62 33671 33103 35698 33857 41693 37394 51985 45291 33962 33748 36075 34801 42062 38297 51985 45291 34314 34414 36558 35768 43083 40275 51985 45291 65 38898 54902 40905 57662 47113 68137 58316 87460 39274 56288 41407 59690 47604 70076 58316 87460 39730 57694 42041 61759 48944 74305 58316 87460 66 8972 2573 9396 2875 10433 3606 12382 4631 9012 2518 9440 2782 10476 3517 12382 4631 9058 2460 9498 2689 10598 3329 12382 4631 67 19681 3177 20503 3387 22491 3912 26431 4764 19772 3166 20607 3366 22593 3893 26431 4764 19880 3155 20744 3348 22883 3857 26431 4764 68 10268 1936 10569 2034 11010 2255 12380 2659 10405 1945 10738 2044 11175 2265 12380 2659 10576 1958 10959 2060 11643 2298 12380 2659 69 17595 14214 18380 15533 20295 18880 23978 23813 17678 14238 18473 15542 20387 18889 23978 23813 17775 14257 18596 15554 20646 18915 23978 23813 70 5883 3701 6137 3719 6758 3758 7967 4051 5910 3702 6168 3721 6788 3760 7967 4051 5942 3705 6209 3725 6874 3768 7967 4051 71 8193 2308 8437 2506 9014 3007 10370 3763 8234 2303 8486 2495 9062 2997 10370 3763 8283 2298 8551 2486 9199 2978 10370 3763 72 9737 2238 10220 2331 11408 2566 13592 2994 9780 2220 10268 2303 11455 2539 13592 2994 9831 2202 10332 2276 11590 2485 13592 2994 73 16648 6096 17617 6626 19821 8455 23484 11525 16519 6288 17417 6919 19625 8735 23484 11525 16333 6472 17150 7210 19061 9328 23484 11525 74 39406 24528 41238 25890 45216 29621 52386 35950 39062 24642 40716 26036 44705 29759 52386 35950 38582 24745 40028 26170 43250 30028 52386 35950 75 39838 4796 41596 4901 45345 5139 52247 5754 39474 4776 41047 4873 44808 5111 52247 5754 38969 4745 40325 4829 43282 5017 52247 5754 76 26868 17385 28333 18872 33034 23300 41394 30314 27220 17652 28811 19241 33502 23653 41394 30314 27661 17924 29434 19626 34820 24445 41394 30314 77 34294 16321 36186 17270 41123 20665 49654 26729 34294 16713 36147 17843 41084 21213 49654 26729 34268 17103 36088 18423 40960 22396 49654 26729 78 50402 38733 53542 40432 63292 47804 80028 62019 51042 39948 54405 42232 64138 49526 80028 62019 51832 41188 55519 44079 66489 53306 80028 62019 79 20142 5520 21055 5777 22955 6709 26410 8466 19935 5628 20746 5937 22652 6861 26410 8466 19647 5729 20337 6091 21789 7172 26410 8466 80 15126 3360 15800 3550 17078 4174 19408 5291 14921 3413 15501 3630 16786 4250 19408 5291 14639 3459 15107 3704 15952 4397 19408 5291 81 22467 41540 23590 43952 27231 50802 33860 62330 22743 41849 23966 44364 27599 51196 33860 62330 23090 42166 24455 44791 28633 52072 33860 62330 82 14694 46649 16167 48201 22931 56142 34624 72400 15857 48239 18004 50577 24729 58417 34624 72400 17288 49873 20390 53034 29771 63450 34624 72400 83 4007 4363 4011 4488 3998 4810 4326 5461 4026 4303 4036 4402 4022 4728 4326 5461 4051 4243 4069 4316 4092 4552 4326 5461 84 7034 5270 7401 5856 8243 8004 9715 11594 6985 5536 7327 6278 8171 8407 9715 11594 6911 5793 7224 6702 7953 9274 9715 11594 85 989 474 1007 506 1048 587 1178 715 994 470 1013 500 1053 582 1178 715 1000 467 1021 495 1070 572 1178 715 86 1540 6718 1563 6713 1616 6702 1810 7112 1545 6682 1569 6667 1623 6657 1810 7112 1552 6649 1578 6619 1641 6561 1810 7112

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3262 75767 29830 78237 30920 83892 33662 96788 38904 76217 29693 78779 30713 84422 33466 96788 38904 76768 29566 79494 30518 85933 33072 96788 38904 3263 46085 17910 51199 19964 68114 26144 93983 35548 46666 17878 52030 19892 68928 26078 93983 35548 47343 17837 53124 19843 71240 25983 93983 35548 3264 15937 8617 16767 10493 19158 17711 23502 30054 16023 9661 16892 12451 19281 19582 23502 30054 16112 10661 17033 14437 19576 23640 23502 30054 3311 5786 3276 7486 3546 11603 4220 16872 5216 5539 3206 7013 3435 11140 4113 16872 5216 5202 3128 6392 3310 9828 3854 16872 5216 3312 15409 12708 16206 13013 18301 13805 22010 15562 15427 12640 16213 12919 18308 13714 22010 15562 15441 12575 16224 12823 18331 13518 22010 15562 3321 8996 9954 9414 10507 10520 11912 12551 14241 9007 9960 9420 10507 10526 11912 12551 14241 9017 9965 9429 10508 10544 11914 12551 14241 3322 2249 2488 2354 2627 2630 2978 3138 3560 2252 2490 2355 2627 2632 2978 3138 3560 2254 2491 2357 2627 2636 2978 3138 3560 3323 8996 9954 9414 10507 10520 11912 12551 14241 9007 9960 9420 10507 10526 11912 12551 14241 9017 9965 9429 10508 10544 11914 12551 14241 3331 688 886 722 920 814 1005 978 1164 688 886 723 919 815 1004 978 1164 689 886 724 919 816 1004 978 1164 3332 2412 3109 2535 3227 2857 3525 3430 4083 2415 3109 2536 3226 2858 3523 3430 4083 2418 3110 2538 3224 2863 3521 3430 4083 4041 13391 6985 18413 7793 29857 9729 44305 12425 12720 6778 17046 7453 28519 9401 44305 12425 11806 6546 15254 7071 24730 8609 44305 12425 4042 10773 5620 14814 6270 24021 7827 35644 9996 10234 5453 13714 5996 22944 7563 35644 9996 9498 5266 12272 5689 19896 6926 35644 9996 4601 537 737 639 964 909 1424 1268 1992 518 673 605 844 876 1309 1268 1992 492 604 563 722 786 1059 1268 1992 4602 1967 3501 2203 4821 2842 7333 3755 10405 1921 3159 2124 4147 2764 6689 3755 10405 1862 2791 2028 3461 2562 5288 3755 10405 4603 2365 4673 2539 6414 2980 9725 3701 13775 2337 4219 2487 5521 2929 8871 3701 13775 2305 3733 2430 4615 2810 7020 3701 13775 4731 2238 1291 3363 1726 5727 2612 8676 3711 2107 1191 3071 1533 5441 2426 8676 3711 1928 1080 2688 1329 4633 2008 8676 3711 4732 560 323 841 432 1432 653 2169 928 527 298 768 383 1360 607 2169 928 482 270 672 332 1158 502 2169 928 4741 2673 1463 4653 1953 8427 2946 13077 4178 2475 1340 4160 1725 7945 2727 13077 4178 2204 1206 3516 1480 6583 2223 13077 4178 6321 138 131 157 153 210 206 282 277 135 127 151 146 204 200 282 277 130 123 144 139 189 185 282 277 6661 5312 3159 8639 3943 15173 5672 23266 7895 4978 3039 7827 3713 14379 5450 23266 7895 4521 2903 6763 3458 12130 4922 23266 7895 6662 3035 1805 4936 2253 8670 3241 13295 4511 2845 1737 4473 2122 8216 3114 13295 4511 2584 1659 3865 1976 6931 2813 13295 4511 9101 1273 3391 1369 3694 1644 4434 2070 5477 1258 3241 1345 3465 1620 4215 2070 5477 1238 3087 1316 3232 1559 3739 2070 5477 9102 1273 3391 1369 3694 1644 4434 2070 5477 1258 3241 1345 3465 1620 4215 2070 5477 1238 3087 1316 3232 1559 3739 2070 5477 9103 5092 13565 5478 14777 6575 17734 8282 21909 5031 12963 5381 13861 6480 16858 8282 21909 4954 12346 5264 12930 6235 14957 8282 21909

Chapter 2 - Traffic Demand Forecast


2.7 BACKGROUND Ahmedabad is private vehicles base city which has about 78% trips made by private modes from the total motorized trips in 2011 as per the household survey data sets. Trends show the increase in motorized vehicles leads to traffic congestion and increase in travel time. Therefore, travel Demand model has been prepared to assess the motorized traffic in the whole study area. Further it has also testing the future traffic flow within the study area by developing the alternative scenarios based on the calibrated base year model and mode share assumption to see the impact on VKT, VHT and traffic congestion. The strategic travel demand model has been developed for the whole Ahmedabad Gandhinagar region with urban outgrowth areas considering the base year as 2011. The study area comprises of about 1146.41 sqkm; which further divided into 409 internal zones and 9 external zones between the modelled areas. Base year road network and trip matrix has been prepared based on data available as discussed in vol-I. Section 1.3.3. Since base year model needs to be precise in terms of current traffic situation, as forecasting of future year model depends on the base model. Hence the base year model is essential to calibrate and validate with respect to the current travel pattern and traffic flow. The report also assesses the impact of private motorized vehicle on the road network for future years. Future year road network were taken from IMP project done by CoE-UT. In future, alternative scenarios have been tested by assessing the city with metro system and without metro system to see the effect on savings in Vehicle Kilometers Travelled (VKT) and Vehicle Hours Travelled (VHT) per day. 2.7.1 Scenario Building Transportation model is developed to understand the traffic forecast and to validate the future proposals. These models are developed on a GIS enabled transportation network using state-of-art software such as EMME/4.0.8 and ARC GIS. A traditional four stage modelling process was adopted to examine travel demand and network analysis. For analysis of traffic demand, A.M. peak period (8.30 to 11.30) was developed. Model is 2018, 2021 and 2031. To predict the future study area with metro and without metro scenarios and see their impact on road network in terms of network capacity, congestion, VKT and VHT. Two alternative growth scenarios has been forecasted for future years; they are as follows, 2.7.1.1 Do nothing scenarios: the City without Metro The scenario has been predicted that if there would be no metro in city then the city would grow randomly. In this case, Public transport share assumed to be constant in all the future projected years same as in the base year rather than declining i.e. 22% public transport share in motorized trips. It has assumed that in absence of the metro, the city’s PT system would include 125kms of BRT (89 kms operational now plus additional 35 kms in Phase 3 to be implemented) and the traditional bus system. The bus system is envisaged to be further strengthened with rationalized routes acting as feeder to the BRT, rather than competing with it. Further improvement in service levels with better coverage and frequencies is also proposed along with introduction on fare integration. With these interventions, it is envisaged that the PT ridership in absolute numbers would increase over the years to maintain a steady PT mode share of 22%.



2.7.1.2 Do something scenarios: the City with Metro Here, the moderate growth development strategy for the future years has been considered which is discussed in volume-I, section 2.3. Population forecast. Whereas, the public transport share assumed for all forecasted year in moderate growth alternatives is considered same as discussed in volume-I Section 3.5.3.4; Future year road network has been taken from the Integrated Mobility Plan (IMP) report prepared by CoE- UT. As due to the time constraint, the road network assumed were same for two alternative scenarios and for all future years i.e. 2018, 2021, 2031 and 2043. The demand matrices have been developed for four different purposes for all motorized modes. Trips by walk is excluded from the modelling, as they are mainly intra zonal trips and shorter in length.

Table 2-26 Stratification of Travel Demand

2.8 FOUR STAGE MODELLING PROCESS

2.8.1 Trip generation Trip generation model estimates number of trip productions & trip attractions to each TAZ. Trip productions are estimated based on household socio economic trip making characteristics. Trip attractions are estimated from employment & student enrolment of each TAZ. The variables used are zonal aggregations of the household variables. Trip Production Model: Trip production model without walk trip for study area are present in following table. Except NHB trips which are marginal (0.53% of all trips) and their estimation may not create significant impact in trip generation model. It shows strong relation between HBW with resident worker & HBE with resident student in each TAZ.

Table 2-27 Production Model Dependent Variable

(Productions) Independent Variable R2 t Equation

HBW Resident Workers 0.92 63.6 0.51x HBE Resident Students 0.82 38.5 1.080x HBO Population + Employment 0.75 27.7 0.050x NHB Employment 0.004 0.74 0.001x

Trip Purposes Motorized Modes

Home Based Work Office (HBWF) Home Based Work Education (HBE) Home Based Other (HBWO) Non-home Based Trips (NHB) Two wheeler Four wheeler Auto rickshaw Public Transport Others (private bus, trucks, etc)



Trip Attraction Model: The model develops for trip attraction variables like working populations (Employment) & student enrolment in each TAZ. Table shows R2 of HBW & HBE are between 0.70 to 0.80; which seems to be positive for trip attraction model. HBO trips have strong relation with population compare to employment. Base on that value equations are generate for trip attraction model. Table 2-28 Attraction Model

Dependent Variable

(Attraction) Independent Variable R2 t Equation

HBW Employment 0.75 32.26 0.747x HBE Students Enrolment 0.84 42.59 0.813x HBO Population + Employment 0.573 16.15 0.037x NHB Population + Employment 0.083 3.512 .005x

Trip production and attraction for without metro scenarios was estimated for future year 2018 and 2043 assuming that distribution of population and employment will be same across the study area. Whereas with metro scenarios same values for production and attraction were considered as discussed in Vol.1 section 3.5.2.1 Trip Generation. As per the development plan, higher FAR has been proposed along the metro corridor. As a result of which trip production and attraction is different in with metro and without metro scenarios. Table 2.29 Production and Attractions in different zone group for different scenarios

Zones 2018 2043

Without Metro With Metro Without Metro With Metro ProductionAttraction ProductionAttractionProductionAttraction ProductionAttractionEast West Metro 623422 806656 639786 829932 975022 1257605 1091682 1389937Metro Overlap 200088 419000 201828 426295 290048 644546 296795 678028North South Metro 432825 443370 451449 452371 779904 808127 827457 840202Other Study Area 4023450 3610759 3986722 3571187 7359814 6694511 7188854 6496621

2.8.2 Trip distribution Gravity model is commonly used for Trip distribution model which is based on assumption that trip interaction between TAZ is directly proportional to relative attractiveness of each zone, while inversely proportionate to some function of spatial separation between the TAZs. This model was developed for each of the four purposes - Home Based Work, Home Based Education, Home Based Other and Non Home Based trips. The following figure shows the modelled and actual Trip Length Frequency Distribution (TLFD) for all the four purposes trips. Combined Function (Ortuzar and Williomson) was used for trip distribution as shown below,



Gravity function: Tij = k. Pi.Aj / f(cij) Where, Tij is the trips between zone i to zone j K is a constant, which we have taken as 1 Pi is the future trip production from zone i Aj is the future trip attraction from zone j f(cij) is the deterrence function In our case, the deterrence function f(cij) is f(cij) = cijn exp (-βCij) Cij is the cost based on distance Figure 2-21 Trip Length Frequency Distribution – Purpose wise

Home Base Work Trips Combine Function with α = 1.95 & β = 0.34 Co – Incidence Ratio = 85%

Home Base Educational Trips Combine Function with α = 2.07 & β = 0.36 Co – Incidence Ratio = 74%

Home Base Others Trips Combine Function with α = 2.02 & β = 0.36 Co – Incidence Ratio = 70%

Non Home Base Trips Combine Function with α = 2.44 & β = 0.38 Co – Incidence Ratio = 38%

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

0 5 10 15 20 25 30 35 40 45 50 55

% o

f Trip

s

Distance (Km)

Home Based Work Trips - TLFD

Actual Frequency

Deterrence Function

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

0 5 10 15 20 25 30 35 40 45 50 55

% o

f Trip

s

Distance (Km)

Home Based Educational Trips - TLFD

Actual Frequency

Deterrence Function

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

0 5 10 15 20 25 30 35 40 45 50 55

% o

f Trip

s

Distance - km

Home Based Others Trips - TLFDActual Frequency

Detterence Function

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

0 5 10 15 20 25 30 35 40 45 50 55

% o

f Trip

s

Distance (Km)

Non Home Based Trips - TLFD

Actual Freqency

Deterrence Function



2.8.3 Mode split Base year mode split for private vehicles are as shown in table beside, more than 60% trips are on two wheeler followed by three wheeler and private buses i.e. 14% each. Four wheeler share is quite low as 9%. 2.8.3.1 Future mode split As discussed above, two alternative scenarios have been predicted for future years. For the do nothing scenario the trip matrix has been prepared by estimating production and attraction within the study area for year 2018 and 2043, whereas as travel demand for intermediate years i.e. 2021 and 2031 has been interpolated. In case of does something scenario, the trip matrices has been prepared based on mode split assumed in table no. 10. Individual mode wise matrices have been prepared for traffic assignments. As discussed in volume-I, section 3.5.2.3, Mode split; public transport share assumed were based on the metropolitan cities of India, and willingness to shift - pay survey in the city. Same case studies were used to estimate the private mode share for the modelling area. The ratio of private mode share in Ahmedabad in 2011-12 between two wheeler and four wheeler is 87:13. In order to assess how this ratio is likely to change in future, mode share trend in metropolitan cities of Bangalore and Hyderabad were examined. In case of Hyderabad, over the last decade the ratio of 2W:4W trips changed from 93:7 in 2002 to 57:43 in 2011. Similarly, in case of Bangalore the ratio changed from 86:14 to 67:33. Distribution of two wheeler and our wheeler is interpolated for 2018, 2021 & 2031 are as below,

Table 2-31 Two wheeler & Four wheeler proportion distribution Proportion of mode shares between two wheeler and

four wheeler 2012 2018 2021 2031 2041 2043 Two wh. 87% 81% 79% 71% 62% 60% Four wh. 13% 19% 21% 29% 38% 40% Using these proportions as the base, for this study the mode share was assumed to be around 60% and 40% for two wheelers and four wheelers respectively in the target year

Table 2-30 Mode share of private motorized vehicle – Base year

Private Modes Percentage (%) –assigned Two wheeler 62% Four wheeler 9% Three wheeler 14% Private buses 14% Other 1%

Total (%) 100%



2043. The share of three wheelers in 2011-12 in Ahmedabad is around 10% which is similar to cities like Bangalore and Delhi today. It has thus been assumed that this share will remain constant till the target year The following table shows the existing mode shares in the metropolitan cities: Table 2-32 Existing mode shares in the metropolitan Indian cities

Modes Hyderabad Bangalore Delhi

2002

2009

2011

1994

2002

2008

2009

1994

2001

2007

2009 Four wh. 4% 13% 21% 3% 6% 13% 13% 8% 11% 16% 21% Two wh. 57% 29% 28% 25% 37% 26% 26% 20% 19% 25% 9% Three wh. (IPT) 11% 9% 5% 6% 7% 14% 10% 3% 3% 4% 9% PT 28% 50% 46% 67% 50% 47% 51% 69% 66% 54% 62%

Total 100%

100%

100%

100%

100%

100%

100%

100%

100%

100%

100%

Sources • 2002 Data from Hyderabad BRT pre-feasibility draft report ITDP 2005 • 2009 data from EMBARQ report (iTrans) • 2011 data from CTS Hyderabad LASA

• 1994 data from ILFS (IIM Report) • 2002 data from RITES (IIM Report) • 2008 data from Wilber Smith • 2009 data from EMBARQ (iTrans)

• 1994 data from Transport and landuse policy in Delhi by Geetam Tiwari • 2001 & 2007 data from Green Cabs report 2009 data from EMBARQ (iTrans)

Three wheeler (IPT) share has been kept constant about 13% (almost same as base year 2012) of private vehicle mode share for 2018 to 2043. Since the private mode share is declining, 13% of the private mode share translates to 10%, 9%, 8% and 6% in the years 2018, 2021, 2031 and 2043. Others mode is the combined volume of private/staff buses, school buses & college buses which one can consider the public transport mode. The logic behind declining of Other’s share is that at present effective PT coverage and their service levels are not that strong to provide accessibility to some of the peripheral areas of the city for which these buses run. In future, PT service levels are going to get improved significantly, we believe these trips will shift on to the integrated PT system. The Other mode’s share has therefore been assumed that it would decline by about one-third from 14% to 10% in 2043.



Table2-33: Mode share assumption for future year

Mode Do Nothing Scenario

Alternative 1: Without Metro Do Something Scenario

Alternative 2: With Metro 2018 2021 2031 2043 2018 2021 2031 2043 PT 22% 22% 22% 22% 22% 28% 38% 53% Two wh. 46% 45% 41% 37% 46% 42% 33% 22% Four wh. 10% 12% 18% 23% 11% 11% 14% 14% Three wh. 10% 10% 10% 9% 10% 9% 8% 6% Others / Pvt. Bus 11% 11% 10% 9% 11% 10% 8% 5%

Total 100% 100% 100% 100% 100% 100% 100% 100%

2.8.4 Traffic Assignments Base year traffic assignments done considering only internal private motorized demand of the study area. The total demand assigned is about 10.05 lakhs trips of three am peak hours (34.59 lakhs per day). The share of private modes is 78% in motorized trips in 2011. 2.8.4.1 Base Road Network The road network considered for the base year is same as discussed in volume-I, section 3.1 Road network. Since for modelling, only three levels of road network were considered such as arterial, sub- arterial and collected road within the administrative limit and village road for outer area. Hence total road network length is about 1831 kms within the study area. Coding of road network such as links, nodes, centroid, connectors were prepared in ARC GIS software and EMME/4.0.8. Road network classifications were done based on functional characteristics and hierarchy of road network. The network attribute details such as free flow speed and network characteristics were compiled from various existing reports and surveys refer vol. I, section 1.3.3 Data Collection. Whereas the network capacity were added based on per IRC code 106, 1990. In the model, major junctions were penalized and turn penalty functions macro was assigned. Volume delay functions were calculated based on free flow speed and network capacity as per the individual link categories. 2.8.4.2 Base Demand As per the household survey data, total trips estimated for private modes for the modelling area were total 1,005,577 trips for three hours (a.m. peak period). Total mode share of private motorized trips were about 78% and 22% is of public transport mode (i.e. AMTS and BRTs). Calibration of Base year model was done for both traffic and transit modes. Whereas the private modes considered for assignments were two wheeler, four wheeler, three wheeler, private bus and others. Here for base year, external traffic were not considered as there were no reliable data sets available.



Figure 2-22 Base road network and traffic flows

Average occupancy of each vehicle type observed in the study area is converted to vehicle flows. The occupancy and PCU factors used to convert OD matrices in to PCU matrices. Table 2-34 Vehicle occupancy and PCU values

Particulars Two wheeler

Four Wheeler

Three wheeler

Private busVehicle occupancy* 1.27 1.53 1.63 20 PCU** 0.75 1 1.2 2.2 * Vehicle occupancy survey-Primary Surveys, 2014 ** IRC code 106-1990

2.8.5 Calibration and validation Highway model was calibrated based on two data sets available through surveys; they are traffic volume (PCU) and travel time (minutes). a) Travel time (Model versus Actual) Initially the model was calibrated with respect to time taken on a particular stretch (i.e. time taken to travel from one point to another). Form the speed delay survey (2012), travel time, average speed and delays at junction has been obtained on the respective corridor. Different permutation and combinations was worked out adjusting the turn penalties at the junction and speeds on the corridor to obtain observed travel time. Below table and map depicts the comparison table of observed (survey) versus modelled (adjusted) travel time on the nine corridors.

Total road network length – 1831 km



Figure 2-23 Speed Delay survey Corridors

Table 2-35: Travel time comparison Actual vs. Modelled

Route no

Corridor

Travel time (Mins)

Observed (survey)

Calibrated model

% Difference (Observed vs.

Modelled) R1 RTO - Paldi 20.29 22.50 11% R2 Soni ni chali to Narol 20.58 20.06 -3% R3 Kalupur to CTM 17.48 18.26 4% R4 RTO To Shyamal 22.32 21.10 -5% R5 Motera – Vijay char rasta 26.00 28.50 10% R6 Jodhpur - University 20.99 19.92 -5% R7 Ghatlodiya -Navrangpur 15.00 15.48 3% R8 Maninagar to Shivrangani 35.50 34.26 -3% R9 Kalupur - Jodhpur 35.00 29.00 -17%

b) Demand & Traffic Volume (Model versus Actual) After calibrating the modelled travel time with the actual, mode wise traffic volume was calibrated as per existing traffic volume. To match the household trip estimated, screen line checks were performed to know the actual difference. Total 19 screen line locations



were selected to calibrate model for whole Ahmedabad city. Therefore the desired traffic flow was obtained by adjusting the speed at micro level of road network.

Figure 2-24 Screen locations



The following table shows the observed & modeled flows at screen line locations, Table 2.36: Traffic Flow Observed vs. Modelled East West screen line (3 hours) – PCU

Sr. No

Location

North - South South - North

Observed (O)

Modelled (M)

Observed proportion of traffic

(%)

Modelled proportion of traffic

(%)

Diff%(M-

O/O)

GEH

Observed (O)

Modelled (M)

Observed proportio

n of traffic

(%)

Modelled proportio

n of traffic

(%)

Diff% (M-

O/O) GEH

1 Thaltej 8830 10054 13% 15% 14% 13 6134 5642 12% 11% -8% 6 2 Helmet circle 6760 6927 10% 10% 2% 2 3744 4954 7% 10% 32% 18 3 Vijay char rasta 3518 2926 5% 4% -17% 10 3401 3521 7% 7% 4% 2

4 Stadium cross road 6879 6082 10% 9% -12% 10 5376 8949 10% 17% 66% 42

5 Income tax 7519 5249 11% 8% -30% 28 5583 4456 11% 9% -20% 16 6 Delhi darwaja 8951 7217 13% 11% -19% 19 6310 5330 12% 10% -16% 13

7 Prem darwaja 4558 4119 7% 6% -10% 7 3871 5575 7% 11% 44% 25

8 Amdupura 7565 9921 11% 15% 31% 25 3902 4944 8% 10% 27% 16 9 Rakhail 3930 4339 6% 7% 10% 6 3611 1438 7% 3% -60% 43

10 Bapunagar 3719 3349 5% 5% -10% 6 4100 4256 8% 8% 4% 2 11 Soni ni chali 6024 6488 9% 10% 8% 6 5691 2606 11% 5% -54% 48

Total 68255 66671 100% 100% -2% 6 51722 51672 100% 100% 0% 0



North South Screen line

SR. NO

. Location

East - West West - East

Observed (O)

Modelled (M)


(%)


(%)

Diff%(M-

O/O) GEH Observed

(O) Modelle

d (M)


(%)


(%)

Diff%

(M-O/O

)

GEH

1 SP north 1963 1687 4% 3% -14% 6 2054 2138 4% 5% 4% 2 2 Indira bridge 3519 3754 7% 7% 7% 4 2419 798 5% 2% -67% 40

3 Subhash bridge 13094 10974 25% 22% -16% 19 8593 7981 19% 17% -7% 7

4 Gandhi bridge 12268 13085 23% 26% 7% 7 11924 11508 26% 25% -3% 4

5 Nehru bridge 7323 8879 14% 17% 21% 17 8224 10521 18% 23% 28% 24

6 Ellisbridge 11118 9777 21% 19% -12% 13 8648 9760 19% 21% 13% 12 7 Vishala 2705 1334 5% 3% -51% 30 2911 1977 6% 4% -32% 19

8 Kamod 908 1286 2% 3% 42% 11 1249 1699 3% 4% 36% 12 Total 52897 50776 100% 100% -4% 9 46022 46382 100% 100% 1% 2



2.8.6 Future year

2.8.6.1 Road network Future year road network proposal were taken from IMP project. Same network was considered for with metro and without metro scenarios for future years. The total road network length within the study area is 2613km. The network attributes such as number of lanes and network capacity were taken based on proposed functional characteristics of road network. Consequently volume delay functions were applied on all the links and turns penalties functions were applied on the major junction. 2.9 MODEL OUTPUTS Future year models were assessed based on the outputs obtained from the transport modelling software EMME/4; they are as follows: i. Traffic flow ii. Vehicle kilometer Travelled (VKT) iii. Vehicle Hour Travelled (VHT) 2.9.1 Traffic flows Assignment result for the future years were assessed in terms of distribution pattern of travel demand within the study area. PT share for No Metro scenario is assumed 22% for all future scenario. Figure 1-6 illustrate, traffic volume increases rapidly from 2018 to 2043 whereas With Metro scenario it increase with very low pace. These will result in decrease in VKT, VHT as well as congestion on major corridors. In a year 2018, with and without metro mode split assumption were same, only difference was in trip production and attraction distribution within the zones (refer

Table 1-4). As a result, no major changes were observed in traffic flow. Consequently in year 2021 and 2031 with metro scenarios, it has observed that the growth of traffic volume on major corridors has been reduced. Whereas in a year 2043, significant changes had been observed in traffic volume between with and without metro scenarios as private mode share in without metro scenarios were assumed to be 78% and with metro scenario it was 47% that has reduce to 31% of private vehicle trips . Therefore the traffic volume has observed to be less.

Figure 2-25 Future road network proposal Total road network length = 2613 km

Source: IMP report



Figure 2-26 Traffic flows per hour per direction – Without and with metro scenarios

2018 – Without Metro Total full day private demand: 40.99 lakhs persons Total full day PCU demand: 21.78 lakhs PCUs 2018 – With Metro Total full day private demand: 40.99 lakhs persons Total full day PCU demand: 21.78 lakhs PCUs





2043 – Without Metro Total full day private demand: 69.88 lakhs persons Total full day PCU demand: 38.86 lakhs PCUs

2043 – With Metro Total full day private demand: 42.28 lakhs persons Total full day PCU demand: 23.85 lakhs PCUs



2.9.2 Vehicle Kilometer Travelled (VKT) In without metro scenario, it has observed increase in VKT by 53% in year 2043 with respect to year 2018. Average annual growth rate increase in VKT was observed was 2.46%. In case of with metro scenarios, when compared with future base scenario 2018; it has observed decrease in VKT by annual growth rate of 1.84%, 0.80% and -0.73% in the year 2021, 2031 and 2043 respectively. Below table, illustrate that two alternative scenario with and without metro scenario it has observed that incremental increase in the percentage savings of VKT in year 2021,2031 and 2043 were 1.19%, 14.22% and 44.29% respectively. No savings were observed in year 2018 as such Table 2-37 Total Vehicle Kilometre Travelled (VKT) and percentage savings in VKT Year

Without Metro Scenario With Metro Scenario %

Savings in VKT Private

modes share (%)

Total Vehicle Km

Travelled (Full Day)

CAGR Private modes

share (%)

Total Vehicle

Km Travelled (Full Day)

CAGR

2012 78% 16972262 - 78% 16972262 - - 2018 78% 21839013 4.29% 78% 21838016 4.29% 0.00% 2021 78% 23344393 2.25% 72% 23065848 1.84% 1.19% 2031 78% 29108635 2.23% 62.5% 24968584 0.80% 14.22% 2043 78% 41072718 2.91% 47% 22879837 -0.73% 44.29%

Further it also been analyzed in disaggregated level to see the impact on two wheeler, four wheeler and three wheeler. In a year 2018, no savings were observed while in 2021 the saving in VKT was only seen in four wheeler i.e. 3.42%.While the saving increased in a year 2031 in two wheeler, four wheeler and three wheeler by 16.77%, 9.56% and 14.24% respectively. Whereas in year 2043, it has reach higher percentage savings of about 51.34% and 40.61% in 2-wheeler and 4-wheeler. It has observed that percentage savings in VKT with metro scenarios has greater impact on two wheeler and four wheeler



Table 2-38 Mode wise Vehicle Kilometre Travelled (VKT) and percentage saving (full day) Year Two Wh Four Wh Three Wh Pvt. Buses &

Others Total Without Metro Scenario

2012 11631980 2944618 2045059 350605 16972262 2018 14819800 3935148 2704854 379211 21839013 2021 15039595 5067770 2865093 371935 23344393 2031 16623431 9009338 3040265 435601 29108635 2043 20932164 15351896 4202782 585876 41072718

With Metro Scenario 2012 11631980 2944618 2045059 350605 16972262 2018 14819926 3934234 2704757 379098 21838016 2021 14993301 4894259 2793055 385232 23065848 2031 13835607 8147654 2607372 377950 24968584 2043 10185766 9116879 3316152 261040 22879837

% Savings in VKT Scenario 2012 0.00% 0.00% 0.00% 0.00% 0.00% 2018 0.00% 0.02% 0.00% 0.03% 0.00% 2021 0.31% 3.42% 2.51% -3.58% 1.19% 2031 16.77% 9.56% 14.24% 13.23% 14.22% 2043 51.34% 40.61% 21.10% 55.44% 44.29%

2.9.3 Vehicle Hour Travelled (VHT) Vehicle Hour travel depicts the time spend by vehicle on the road, which is very critical measure considered in term of value of time. Here the table no 13 describes that there is increase in VHT in without metro scenario by 52% whereas in with metro scenario its decreased by 3% in year 2043 with respect to 2018. While the average annual growth rate in without metro is about 2.54% and with metro is 0.33%. While the percentage saving in VHT was 2.50% in 2021 whereas major saving observed were in 2031 and 2043 was 17.30% and 49.19%. Table 2-39 Total Vehicle Hours Travelled (VHT) and total percentage savings

Year Without Metro Scenario With Metro Scenario %

Savings in VHT Private

mode share (%)

Total Vehicle Hrs.


CAGR Private mode

share (%)

Total Vehicle Hrs.


CAGR

2012 22% 633914 - 22% 633914 - - 2018 78% 873776 5.49% 78% 873765 5.49% 0.00% 2021 78% 935496 2.30% 72% 912108 1.44% 2.50% 2031 78% 1168595 2.25% 62.5% 966429 0.58% 17.30% 2043 78% 1676989 3.06% 47% 852062 -1.04% 49.19%



Vehicle Hour Travelled analyzed mode wise, it has observed that total travel time saving has been accelerated from zero percentage saving to 17.30% and 49.19% in 2031 and 2043. Higher savings VHT saving observed were in 2-wheeler and 4-wheeler. Table 2-40 Mode Wise Vehicle Hours Travelled (VHT) – Full day

Year Two Wheeler Four Wheeler Three WheelerPvt. Buses & Others Total

Without Metro Scenario 2012 448213 95126 79397 11178 633914 2018 593454 156936 108204 15181 873776 2021 602602 203098 114864 14931 935496 2031 664275 364861 121809 17650 1168595 2043 846775 634764 171110 24339 1676989

With Metro Scenario 2012 448213 95126 79397 11178 633914 2018 593441 156947 108193 15184 873765 2021 592992 193411 110403 15302 912108 2031 531708 319245 100684 14793 966429 2043 374220 344068 123923 9850 852062

% Savings in VHT 2012 0.00% 0.00% 0.00% 0.00% 0.00% 2018 0.00% -0.01% 0.01% -0.02% 0.00% 2021 1.59% 4.77% 3.88% -2.48% 2.50% 2031 19.96% 12.50% 17.34% 16.19% 17.30% 2043 55.81% 45.80% 27.58% 59.53% 49.19%



Annexure

Annexure 1: Calibration check – Traffic flow Observed vs. Modelled

Annexure 2: Future mode split assumption for motorized modes based on travel time (2018, 2021, 2031 and 2043)



Annexure 3: Calibration check – Traffic flow Observed vs. Modelled East West screen line (3 hours)

Sr. No. Location

Direction- North to South Direction – South to North

Modes Observe

d (O) Modelled

(M) Diff%

(M-O/O) GEH Modes Observed

(O) Modelled

(M) Diff% (M-

O/O) GEH

1 Thaltej Two wh. 2822 3307 17% 9 Two wh. 1518 2007 32% 12 Three wh. 2665 1412 -47% 28 Three wh. 1451 1383 -5% 2 Four wh. 2965 5163 74% 34 Four wh. 3004 2137 -29% 17 Pvt. bus 377 172 -54% 12 Pvt. bus 161 115 -29% 4 2 Helmet circle Two wh. 3781 4064 7% 5 Two wh. 1677 3110 85% 29 Three wh. 928 1355 46% 13 Three wh. 784 783 0% 0 Four wh. 1800 1413 -22% 10 Four wh. 1144 976 -15% 5 Pvt. bus 250 95 -62% 12 Pvt. bus 138 85 -38% 5 3 Vijay char rasta Two wh. 1618 1250 -23% 10 Two wh. 1601 1911 19% 7 Three wh. 718 572 -20% 6 Three wh. 680 430 -37% 11 Four wh. 1050 1066 2% 1 Four wh. 1079 1130 5% 2 Pvt. bus 132 38 -71% 10 Pvt. bus 40 51 26% 2 4 Stadium cross road Two wh. 3224 2963 -8% 5 Two wh. 2209 4919 123% 45 Three wh. 1696 1389 -18% 8 Three wh. 1637 1101 -33% 14 Four wh. 1935 1691 -13% 6 Four wh. 1433 2817 97% 30 Pvt. bus 25 39 60% 3 Pvt. bus 96 111 16% 1 5 Income tax Two wh. 2312 3227 40% 17 Two wh. 1961 2241 14% 6 Three wh. 2305 1044 -55% 31 Three wh. 1846 1136 -38% 18 Four wh. 2348 939 -60% 35 Four wh. 1695 1040 -39% 18 Pvt. bus 554 39 -93% 30 Pvt. bus 80 40 -51% 5 6 Delhi darwaja Two wh. 5713 4926 -14% 11 Two wh. 2878 2640 -8% 5 Three wh. 2158 1495 -31% 16 Three wh. 2224 1943 -13% 6 Four wh. 1026 774 -25% 8 Four wh. 1153 701 -39% 15 Pvt. bus 54 22 -58% 5 Pvt. bus 56 47 -16% 1



East West screen line (3 hours)

Sr. No. Location

Direction- North to South Direction – South to North

Modes Observed (O)

Modelled (M)

Diff% (M-O/O)

GEH Modes Observed (O)

Modelled (M)

Diff% (M-O/O)

GEH

7 Prem darwaja Two wh. 1624 3080 90% 30 Two wh. 1006 3375 236% 51 Three wh. 1404 766 -45% 19 Three wh. 1320 966 -27% 10 Four wh. 481 266 -45% 11 Four wh. 471 1139 142% 24 Pvt. bus 1050 7 -99% 45 Pvt. bus 1074 95 -91% 41 8 Amdupura Two wh. 5160 7031 36% 24 Two wh. 1512 3225 113% 35 Three wh. 1973 2466 25% 10 Three wh. 1688 1311 -22% 10 Four wh. 397 411 3% 1 Four wh. 638 388 -39% 11 Pvt. bus 36 13 -65% 5 Pvt. bus 65 20 -69% 7 9 Rakhail Two wh. 2484 3216 29% 14 Two wh. 2127 658 -69% 39 Three wh. 1049 755 -28% 10 Three wh. 1072 660 -38% 14 Four wh. 394 348 -12% 2 Four wh. 390 115 -70% 17 Pvt. bus 4 20 342% 4 Pvt. bus 22 5 -79% 5

10 Bapunagar Two wh. 2136 1877 -12% 6 Two wh. 2150 2191 2% 1 Three wh. 1128 1190 5% 2 Three wh. 1556 1558 0% 0 Four wh. 426 255 -40% 9 Four wh. 374 463 24% 4 Pvt. bus 29 27 -7% 0 Pvt. bus 20 45 125% 4 11 Soni ni chali Two wh. 3082 5226 70% 33 Two wh. 2615 1621 -38% 22 Three wh. 1966 886 -55% 29 Three wh. 2169 801 -63% 35 Four wh. 878 330 -62% 22 Four wh. 809 150 -81% 30 Pvt. bus 98 45 -54% 6 Pvt. bus 98 34 -65% 8 Total 68255 66671 -2% 6 Total 51722 51672 0% 0



North South screen line (3 hours)

Sr. No.

Location Direction- East to West Direction – West to East

Modes Observed

(O) Modelled

(M) Diff% (M-

O/O) GEH Modes

Observed (O)

Modelled (M)

Diff% (M-O/O)

GEH

1 SP north Two wh. 774 881 14% 4 Two wh. 969 1238 28% 8 Three wh. 197 329 67% 8 Three wh. 258 238 -8% 1 Four wh. 907 361 -60% 22 Four wh. 726 482 -34% 10 Pvt. bus 85 117 38% 3 Pvt. bus 100 179 78% 7 2 Indira bridge Two wh. 1882 1978 7% 2 Two wh. 1174 536 -54% 22 Three wh. 426 328 -41% 5 Three wh. 389 63 -84% 22 Four wh. 1108 1295 23% 5 Four wh. 805 143 -82% 30 Pvt. bus 103 154 50% 4 Pvt. bus 51 57 11% 1 3 Subhash bridge

Two wh. 7495 7789 5% 3 Two wh. 4600 5497 19% 13 Three wh. 2866 1991 -41% 18 Three wh. 1988 907 -54% 28 Four wh. 2646 1081 -59% 36 Four wh. 1865 1457 -22% 10 Pvt. bus 87 113 29% 3 Pvt. bus 141 120 -15% 2 4 Gandhi bridge Two wh. 8723 6958 -20% 20 Two wh. 8166 7949 -3% 2 Three wh. 2510 2978 18% 9 Three wh. 1884 1307 -31% 14 Four wh. 979 3032 211% 46 Four wh. 1829 2133 17% 7 Pvt. bus 56 117 113% 7 Pvt. bus 45 119 166% 8 5 Nehru bridge Two wh. 4916 5280 7% 5 Two wh. 5261 7304 39% 26 Three wh. 1846 2055 9% 5 Three wh. 1837 1837 0% 0 Four wh. 511 1449 184% 30 Four wh. 1089 1280 18% 6 Pvt. bus 49 94 90% 5 Pvt. bus 36 100 179% 8 6 Ellisbridge Two wh. 7231 7597 6% 4 Two wh. 5612 7473 33% 23



North South screen line (3 hours)

Sr. No.

Location Direction- East to West Direction – West to East

Modes Observed

(O) Modelled

(M) Diff% (M-

O/O) GEH Modes

Observed (O)

Modelled (M)

Diff% (M-O/O)

GEH

Three wh. 3031 1133 -62% 42 Three wh. 1572 836 -47% 21 Four wh. 830 993 20% 5 Four wh. 1428 1323 -7% 3 Pvt. bus 25 54 123% 5 Pvt. bus 36 128 257% 10 7 Vishala Two wh. 881 849 -3% 1 Two wh. 1028 1633 59% 17 Three wh. 691 316 -54% 17 Three wh. 788 158 -80% 29 Four wh. 1008 153 -85% 36 Four wh. 608 138 -77% 24 Pvt. bus 125 16 -87% 13 Pvt. bus 487 48 -90% 27 8 Kamod Two wh. 420 552 31% 6 Two wh. 422 939 123% 20 Three wh. 185 221 24% 3 Three wh. 310 233 -25% 5 Four wh. 286 420 47% 7 Four wh. 466 416 -11% 2 Pvt. bus 18 94 424% 10 Pvt. bus 51 111 115% 7

Total 52897 50776 -4.0% 9 Total 46022 46382 1% 2



Annexure 4: Future mode split assumption for motorized modes based on travel time (2018, 2021, 2031 and 2043) Year Alternative Future Scenarios

2018 With Metro Without Metro With Metro Without Metro With Metro Without Metro With Metro Without Metro With Metro Without Metro

Pvt. Travel Time Range PT Two Wh. Four Wh. Three Wh. Others / Pvt. Bus 0 to 5 0% 0% 91% 91% 1% 1% 8% 8% 0% 0% 5 to 10 0% 0% 81% 81% 4% 4% 15% 15% 0% 0% 10 to 20 14% 14% 60% 60% 7% 7% 17% 17% 2% 2% 20 to 30 25% 25% 42% 42% 11% 11% 7% 7% 15% 15% 30 to 40 35% 35% 23% 23% 13% 13% 5% 5% 24% 24% 40 to 60 45% 45% 5% 5% 21% 21% 5% 5% 24% 24% >60 55% 55% 1% 1% 21% 21% 0% 0% 23% 23%

2021 With Metro Without Metro With Metro Without Metro With Metro Without Metro With Metro Without Metro With Metro Without Metro Pvt. Travel

Time RangePT Two Wh. Four Wh. Three Wh. Others / Pvt. Bus 0 to 5 0% 0% 91% 91% 1% 1% 8% 8% 0% 0% 5 to 10 15% 0% 67% 81% 4% 2% 14% 16% 0% 1% 10 to 20 25% 14% 53% 60% 7% 10% 13% 13% 2% 3% 20 to 30 30% 25% 39% 42% 12% 12% 8% 9% 11% 12% 30 to 40 35% 35% 22% 18% 14% 18% 5% 6% 24% 23% 40 to 60 40% 45% 5% 3% 26% 24% 5% 5% 24% 23% >60 50% 55% 1% 1% 26% 21% 0% 0% 23% 23%







CHAPTER 3 –SYSTEM SELECTION


Chapter - 3

SYSTEM SELECTION

3.1 OPTIONS FOR PUBLIC TRANSPORT SYSTEM The following systems are mainly available for Urban Mass Transit:

i) High Capacity Metro System: Metro system is a grade separated dedicated system for high peak hour traffic densities exceeding 40,000 PHPDT. It is characterized by short distances of stations spaced at 1 km, high acceleration and declaration and average speeds of 30-35 kmph.

ii) Light Capacity Metro System: This is a dedicated metro rail system for moderate peak hour traffic densities exceeding 8000 PHPDT. iii) Light Rail Transit: Modern trams-Street Cars running on Rails at grade or elevated with sharp curves of 24m radius. These are extremely popular and operating in large number of European countries. Generally the stations are spaced at 500m to 1 km and have high acceleration and deceleration characteristics. In most of the countries, they are operating at-grade with prioritized signaling at road inter-section. iv) Sky Train: This is an experimental rail based system under development by Konkan Railway. v) Other Rail Based Systems: A number of options are available but have not been introduced in India. Some of these are very briefly mentioned below:

(a) Maglev This is an advanced Rail based transit system in which Magnetic Levitation is used to raise the vehicles above the rail surface. Rail wheel interaction is thus avoided and very high speeds are attainable. Maglev Levitation can either be due to attractive force or due to repulsive forces.


DPR for Ahmedabad Metro Rail March 2015 2/11

(b) Linear Induction Motor (LIM) Train This is also an advanced Rail based transit system in which propulsion is through a Linear Induction Motor whose stator is spread along the track. The rotor is a magnetic material provided in the under frame of train. In the technology the tractive force is not transmitted through rail-wheel interaction, and so there is no limitation on account of adhesion. This technology is most appropriate for turnouts, as the height of the tunnel can be reduced to lower height of cars.

(c) Monorail Monorail trains operate on grade separated dedicated corridors with sharp curves of up to 50m radius. This is a rubber tyred based rolling stock, electrically propelled on concrete beams known as guide-ways. The system is extremely suitable in narrow corridors as it requires minimum right of way on existing roads and permits light and air and is more environmental friendly. This is prevalent in several countries for traffic densities of over 20,000 PHPDT. (d) Bus Rapid Transit System This system involves operation of buses on a dedicated corridor (except of traffic integration) at a high frequency to achieve PHPDT. For providing a very high transport capacity say 20,000 PHPDT, about 200 buses shall be required per hour i.e., at headway of 20 seconds. Such a high PHPDT can be achieved by providing two lanes of traffic in each direction and elimination of traffic intersection on the route. (e) Automated Guide way Transit System The term is used for systems other than conventional rail based system on grade separated guide ways. The system can be rail based or rubber tire based but fully automated guided systems with driver less operation. The salient features of the various Transit Systems are summarized as under:-



System LRT (Light Rail Transit) (elevated)

AGT (Automated Guide way

Transit) Straddle type Monorail

Exterior of Vehicle

It is a transport system

that runs on the exclusive beam slab track mainly built over highways.

It is a new transport system that runs on the exclusive track built on elevated structure with lightweight vehicle.

It is a new transport system that runs straddling on the exclusive beam track mainly built over highways.

Rolling stock Length (m) 30.0 (articulated type) Width (m) 2.5 Height (m) 3.7 Number of doors 3 Wheel arrangement 2-2-2 Weight (tare) (ton) 44 Axle load (max) 10tf Type of car load Concentrated load Concentrated load Concentrated load Running gear and track structure

Traction system Rotary Motor and steel wheel Rotary Motor and rubber tire Rotary Motor and rubber tire Brake system Electric brake and hydraulic brake Electric brake and air brake Electric brake and air brake Guidance System Steel rail Lateral pinched Guidance Guide Wheel (Rubber) Power collector Catenary Conductor rail Conductor rail Voltage D.C. 750 V A.C. 750 V (three phase) D.C. 1,500 V Track Steel rail Concrete slab Track beam Switch constitution Switch and crossing Lateral pinched switch Flexure track beam The Operation Characteristics

Maximum speed 80 km/h 80 km/h 80 km/h Schedule speed 30 km/h 30 km/h 30 km/h






Minimum curve radius 30m 30m 70m Maximum gradient 4 % 6 % 6 % Acceleration 3.5km/h/s 3.5km/h/s 3.5km/h/s Deceleration Service brake 3.5km/h/s 4.8km/h/s 4.0km/h/s Emergency brake 4.5km/h/s 6.0km/h/s 4.5km/h/s Automatic Train operation There is few example of it. It has been developed aiming for automated operation. There are many examples of automated operation including driverless operation.

There are three cases of ATO operation in Japan.

Transportation capacity

1 car seat 60 45 standing 90 60 total 150 (30m) 60 ( L=9m) 105 (L=15m) 4 car seat 120 180 standing 180 240 total 300 (30m+30m) 360 (6 car L=54m) 420 (L=60m) 8 car seat 240 360 standing 360 480 total 600 (30m+30m+30m+30m) 720 (12 car L=108m) 840 (L=120m) 8 car PHPDT(170%, headway 2.5 min ) 24,480 17,300 (100%) 34,300 It is possible to deal with over 24,480 PHPDT of demand. (train length 120m) It is possible to deal with up to 11,600 PHPDT of demand. (train length 108m)

It is possible to deal with over 34,300 PHPDT of demand. (train length 120m) Structure Superstructure Concrete slab Concrete slab Track beam Pier and foundation Concrete Concrete Concrete Maintainability & cost

Track In addition to grinding of surface of rails, track It has small maintenance of track. It has small maintenance of track.






maintenance work will require much time. Vehicle Maintenance of rotary motor and grinding of steel wheels shall be necessary. Maintenance of rotary motor and exchange of rubber tires after every 120,000 km running shall be necessary.

Maintenance of rotary motor and exchange of rubber tires after every 120,000 km running shall be necessary. Effect on ambient surrounding and harmony with urban landscape

Effect on ambient surrounding Its noiseproof wheels make as small noise as rubber tires make. Level Crossing between AGT and road is not available. This system, with rubber tires, makes small noise and vibration. Because its running surfaces are made of concrete slab, there remain problems like inhibition of sunshine or radio disturbance.

This system, with rubber tires, makes small noise and vibration.

urban landscape This system is inferior to other systems in terms of landscape because overhead wires for power collection must be installed. Because its superstructure is made of concrete slab, oppressing feeling of view is an issue.

This system is superior to AGT or LIM Train in terms of landscape because its superstructure consists of only track beams that have small section. Emergency evacuation

Evacuation other train (end to end or side by side) Evacuation other train (end to end or side by side) Evacuation other train (end to end or side by side) Walk way Walk way Evacuation device In case of emergency, supporting vehicles will engage in rescue activities. If supporting vehicles cannot do that, it is possible for passengers to evacuate to nearest

In case of emergency, supporting vehicles will engage in rescue activities. If supporting vehicles cannot do that, it is possible for passengers to evacuate

In this system, supporting vehicles are needed for passengers’ emergency evacuation, which is of no matter because this straddle type system have many actual performances






stations through evacuation passage by walk. to nearest stations through evacuation passage by walk. of running in Japan and has a established method for rescue. Operation cost Electric energy 2.2kwh/car-km Rolling stock cost / car 7.5 Crors

System Urban Maglev (HSST)

Metro/Subway Bus Rapid transit

Exterior of Vehicle

222

It is a new transport system that runs on the exclusive beam slab track mainly built over highways.

It is Medium to Heavy Rail Transit (HRT) is a specialized electrically powered rail system carrying passengers within urban areas,

It is a bus operation generally characterized by use of exclusive or reserved rights-of-way (bus ways) that permit higher speeds and avoidance of delays from general traffic flows.

Rolling stock Length (m) 18 (articulated type ) Width (m) 2.0 Height (m) 3.5 Number of doors 2 Wheel arrangement 5 module / car 2-2 or 3-3 Independent Axles Weight (tare) (ton) 15.0 41 12 to 16 Axle load (max) 2.3tf/m 17tfm 9tf to 15.3tf Type of car load Uniform load Concentrated l.oad Concentrated load Running gear and track structure





Traction system Linear Induction Motor and Electromagnetic levitation system Rotary Motor and steel wheel Rubber tyre Brake system Electric brake and air brake Electric brake and hydraulic brake and Regenerative brakes Hydraulic Brakes Guidance System Electromagnetic levitation system Steel Rail None/ special guide wheels on kerbs Power collector Conductor rail Catenary or Conductor rail Not applicable Voltage D.C. 1,500 V D.C. 1500 V, A.C. 25kv None Track Steel rail (Electromagnetic levitation system) Steel rail Road Switch constitution Flexure track beam Switch and crossing Road Crossings The Operation Characteristics

Maximum speed 80 km/h 80 to 100 km/h 80 km/h Schedule speed 30 km/h 35 km/h 20 km/h Minimum curve radius 50m 100m 12m Maximum gradient 6 % 6 % Acceleration 3.5km/h/s 3.5km/h/s Deceleration Service brake 3.5km/h/s 3.5km/h/s Emergency brake 4.5km/h/s 4.5km/h/s Automatic Train operation There are cases of ATO operation in Nagoya Japan. Automatic Train operation No Transportation capacity

1 car seat 32 75 70 standing 42 125 40 total 74 (L=14m) 200(L=24m) 110(L=18) 4 car seat 128 300 standing 172 500 total 300 (L=56m) 800(L=96m) 8 car seat 256 600 standing 344 1000





total 600 (L=112m) 1600(L=192m) 8 car PHPDT (170%, headway 2.5 min ) 23,100 (max 160%) 50,000 It is possible to deal with over 23,100 PHPDT of demand. (train length 112m) It is possible to deal with over 50,000 PHPDT of demand. (train length 112m)

It is possible to deal with max 6,000 PHPDT of demand. Structure Superstructure Concrete slab Concrete slab Roads Pier and foundation Concrete Concrete Maintainability & cost

Track It has less maintenance of track as there is less physical movement. It has less maintenance of track. It requires maintenance of roads. Vehicle As it has no rotary motor, it is excellent on maintenance. Maintenance of rotary motor and grinding of steel wheels shall be necessary.

Maintenance of engine and rubber tyres shall be necessary. Effect on ambient surrounding and harmony with urban landscape

Effect on ambient surrounding There remain problems like inhibition of sunshine or radio disturbance, because its running surfaces are made of concrete slab.

This system is noisy due to steel wheel arrangement Noise and Pollution Problems urban landscape This system is inferior to other systems in terms of landscape because overhead wires for power collection must be installed.

Because its superstructure is made of concrete slab, oppressing feeling of view is an issue. This system is inferior to other systems in terms of landscape because overhead wires for power collection must be installed.

No such issues

Emergency evacuation





Evacuation other train (end to end or side by side) Evacuation other train (end to end or side by side) No problems Walk way Walk way In case of emergency, supporting vehicles will engage in rescue activities. If supporting vehicles cannot do that, it is possible for passengers to evacuate to nearest stations through evacuation passage by walk.

In case of emergency, supporting vehicles will engage in rescue activities. If supporting vehicles cannot do that, it is possible for passengers to evacuate to nearest stations through evacuation passage by walk.

Operation cost Electric energy 2.5kwh/car-km Rolling stock cost / car 6 to 9 Crores Few Lakhs

3.2 CAPACITY OF VARIOUS MODES (as per the recommendations of Working Group on Urban Transport for 12th Five Year Plan)

In their report on Urban Transport for 12th Five Year Plan, the Working Group has set the guidelines for the choice of different modes are as follows: Table 3.1


AVG. TRIP LENGTH

Metro Rail # >=15000 for at least 5km continuous length More than 20 Lakhs More than 7 Km LRT primarily at grade =<10,000 More than 10 Lakhs More than 7 Km Monorail @@ =<10,000 More than 20 Lakhs About 5-6 Km Bus Rapid Transit System >=4,000 and upto 20000 More than 10 Lakhs >5 Km




AVG. TRIP LENGTH Organised City Bus Service as per urban bus specifications >1 lac, >50,000 in case of hilly towns >2 to 3 Km

# for having Metro Rail, the city should have a ridership of at least 1 million on organized public transport (any mode) @@ Monorail is desirable only as a feeder system or where the narrow roads are flanked on either side by high rise buildings. In monorail while the cost of construction, operation and maintenance is almost the same as elevated metro rail, the carrying capacity is much lesser.

3.2 Selection of a particular mode for any pre-determined traffic corridor depends mainly on demand level of a corridor, Right of Way (ROW) on the road and the capacity of the mode. The demand forecast is estimated considering the traffic growth for about 30 years. Other considerations in mode choice are location of building lines, possibility of increasing ROW. Cost of some mode may vary depending up on the location in view of engineering constraints. Therefore final choice of mode to be adopted for a particular corridor is based on techno economic considerations. As regards the location of a particular mode like at-grade, elevated and underground depends up on the ROW. If ROW is 20m or more, elevated alignment is preferred over underground as the cost of underground alignment is 2- 2½ times of elevated alignment 3.3 DAILY RIDERSHIP ON AHMEDABAD METRO CORRIDORS IN HORIZON YEARS Daily ridership on the Ahmedabad metro rail network in 2021 is expected to be 6.69 lakh passengers. The average trip length will be 6.6kms in year 2021. Corridor wise total daily ridership for the years 2021, 2031 and 2043 and PHPDT are shown in Table 3.2.

Table 3.2 - Corridor wise Daily Ridership and PHPDT

Daily Ridership

Scenarios Years

Line 2018 2021 2031 2043

BAU E-W 216479 299882 472714 861947 N-S 172210 248574 395782 739115 Total 388689 548456 868497 1601062

Gradual E-W 245840 320082 506168 861947 N-S 193589 260332 418665 739115 Total 439429 580414 924834 1601062

Moderate E-W 280415 372580 630776 861947 N-S 215678 297240 492666 739115 Total 496093 669820 1123442 1601062

Rapid E-W 334609 435315 661605 861947



Daily Ridership

Scenarios Years

Line 2018 2021 2031 2043 N-S 252723 345689 520561 739115 Total 587332 781004 1182166 1601062

3.5 MODE SELECTION Road-based transit systems can optimally carry up to a maximum of 8,000 PHPDT. With an aim of reduction in road traffic and with the PHPDT of more than 8000 assumed on the above corridors, there can be two options namely 1) Mono Rail and 2) Light Capacity Metro. Mono rail can carry the PHPDT projected but this technology is not a tested one. The operation and maintenance cost is much higher that Light metro. The capital cost of Mono rail is also almost same as that of Light Metro with no experience of Mono rail in India. Even in the other countries, the Mono rail is being adopted only for small lengths and as feeder to Metro. Further part of the East West corridor is underground as there is not sufficient ROW to accommodated elevated transit system and underground monorail is more costlier than metro rail as it requires larger diameter of tunnel. Moreover, if metro system is in place by 2018, the daily and peak hourly traffic on various sections of roads are expected to be reduced considerably. Reduction in v/c ratio due to metro has been discussed in detail in traffic chapter. It may be seen that with the proposed metro corridor, the road traffic will be reduced not only on these roads but also in the surrounding road network in its influence area. Hence, keeping in view the above points, it is recommended to adopt a stable, tested and reliable Metro technology i.e. Light Capacity Metro System to cater PHPDT 15000 to 25000.

HPDT

Scenario Line 2018 2021 2031 2043 BAU E-W 8536 11162 17148 30092 N-S 6431 8682 13897 25425 Gradual E-W 9395 11718 17970 30092 N-S 7082 9060 14588 25425 Moderate E-W 11290 13902 21994 30092 N-S 8121 10463 17245 25425 Rapid E-W 13144 15708 22915 30092 N-S 9374 12515 18124 25425

CHAPTER 4 –GEOMETRIC DESIGNING PARAMETERS AND ALIGNMENT DESCRIPTION

1/18 DPR for Ahmedabad Metro Rail March 2015

Chapter - 4 GEOMETRIC DESIGNING PARAMETERS AND

ALIGNMENT DESCRIPTION

4.1 GENERAL This chapter deals with geometrical standards adopted for horizontal and vertical alignments, route description, etc. The proposed corridors under Ahmedabad Metro Rail network will consist of Standard Gauge (SG) lines. For underground corridors, track centres are governed by spacing of tunnels and box design. The geometrical design norms are based on international practices adopted for similar metro systems with standard gauge on the assumption that the maximum permissible operational speed on the section is limited to 80kmph. Planning for any higher speed is not desirable as the average inter-station distance is about 1.18 km and trains will not be able to achieve higher speed. The elevated tracks will be carried on box-shaped elevated decking supported by single circular piers or oblong piers, generally spaced at 31 m to 34 m centres and located on the median of the road to extent possible over road. In railway land, the piers are located touching the eastern boundary as far as possible except in the approaches of station and at station, where eccentric piers/portals are required to be provided. The horizontal alignment and vertical alignment are, therefore, dictated to a large extent by the geometry of the road and ground levels followed by the alignment over road. On railway land, the horizontal alignment is governed by geometry of proposed BG tracks, railway land available, ground levels, ROBs crossing the railway tracks and the SOD of double stack container (as in DFCC western corridor) The underground tracks will be carried in separate tunnels to be drilled by Tunnel Boring Machine. Stations will, however, be constructed by cut and cover method except one station which has been proposed by NATM. 4.2 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. 4.2.1 Horizontal Alignment As far as possible, the alignment follows the existing roads. This leads to introduction of horizontal curves. On consideration of desirable maximum cant of 110 mm and maximum permissible cant deficiency of 100 mm on Metro tracks, the safe speed on



curves of radii of 400 m or more is 80 km/h. On elevated sections minimum radius of 145m has been used at one location having speed potential upto 45 km/h. However in underground section desirable minimum radius of curve shall be 400 m for ease of working of Tunnel Boring Machine (TBM). For maximum permissible speed on curve with various radii, Table 4.2 may be referred. 4.2.2 Horizontal Curves

Table 4.1

Description UndergroundSection

Elevated Section Desirable Minimum radius 400 m 400 m Absolute minimum radius 200 m (only cut & cover) 120 m Minimum curve radius at stations 1000 m 1000 m Maximum permissible cant (Ca) 125 mm 125 mm Maximum desirable cant 110 mm 110 mm Maximum cant deficiency (Cd) 100 mm 100 mm

4.2.3 Transition Curves It is necessary to provide transition curves at both ends of the circular curves for smooth riding on the curves and to counteract centrifugal force. Due to change in gradients at various locations in the corridor, it is necessary to provide frequent vertical curves along the alignment. In case of ballast less track, it is desirable that the vertical curves and transition curves of horizontal curves do not overlap. These constraints may lead to reduced lengths of transition curves 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 (in case of reverse curves): either 25 m or Nil. • Minimum straight between two Transition curves (in case of same flexure curves): either 25 m or both curves should be converted in to the compound curve by introducing single transition between the two circulars. • Minimum curve length between two transition curves: 25 m

4.2.4 Vertical Alignment and Track Centre

(a) Elevated Sections The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m above road level. For meeting this requirement with the ‘Box’ shaped pre-stressed concrete girders, the minimum rail level will be about 9.8 m above the road level. However, at stations which are located above central median, the minimum rail level will be 11.8 m above the road level with concourse at mezzanine. These levels will, however, vary marginally depending upon where the stations are located. At special continuous span locations the minimum rail level will be 11. 6m. For N-S alignment passing over railway



land, in addition to the above requirement for service road, SOD of double stack container (as per DFCC western corridor) is also to be followed. A clearance of 5.5 m for road traffic over proposed road surface for ROB ramp for Shyamaprasad Mukharji ROB and proposed road surface for Shreyas and Ellis Bridge ROB is to be maintained. The proposed road surface of these ROBs will be decided based on the SOD for double stack container movement. The track centre on the elevated section is kept as 4.2 m uniform throughout the corridor to standardize the superstructure, except at few locations, wherever scissors crossovers are planned, it is kept 4.5 meter. (b) Underground sections Rail level at midsection in tunnelling portion shall be kept at least 12.0 m below the ground level. At stations, the desirable depth of rail below ground level is 13.5 m, so that station concourse can be located above the platforms. Track centre in underground sections are follows: Track centre in underground sections are follows:Sections where stations are to be constructed by cut & cover and running section by TBM to Accommodate 13 m wide platform

16.04 m (for lesser width of platform, track centre to be reduced) Sections where stations are to be constructedby NATM and running section by TBM to facilitate Construction of stations 23.04 m Sections where stations as well as running section both are to be constructed by cut and cover method 4.50 m

(c) Gradients Normally the stations shall be on level stretch. In exceptional cases, station may be on a grade of 0.1 %. Between stations, generally the grades may not be steeper than 3.0 %. However, where existing road gradients are steeper than 2% or for Switch Over Ramps gradient up to 4% (compensated) can be provided in short stretches on the main line. (d) Vertical Curves Vertical curves are to be provided when change in gradient exceeds 0.4%. However, it is recommended to provide vertical curves at every change of gradient.

(e) Radius of vertical curves: • On main line (desirable) : 2500 m (Absolute minimum) : 1500 m • Other Locations : 1500 m • Minimum length of vertical curve : 20 m

4.2.5 Design Speed The maximum operational speed will be 80 km/h. However, the applied cant, and length of transition will be decided in relation to normal speeds at various locations, as determined by simulation studies of alignment, vertical profile and station locations. Computerized train simulation studies need to be conducted with proposed gradients at



the time of detailed design stage. This is with the objective of keeping down the wear on rails on curves to the minimum. Table 4.2 Permitted Speed, Cant & Minimum Track Spacing on Curves

RADIUS (m)

CANT (mm)

MAXIMUM PERMISSIBLE

SPEED (kmph)

MINIMUM DISTANCE BETWEEN ADJACENT TRACKS (mm)

UNDER- GROUND ELEVATED AT-GRADE 3000 15 80 3650 3750 38002800 15 80 3650 3750 38002600 15 80 3650 3750 38002400 20 80 3650 3750 38002200 20 80 3650 3750 38502000 20 80 3650 3750 38501900 20 80 3650 3750 38501800 25 80 3650 3750 38501700 25 80 3650 3750 38501600 25 80 3650 3750 38501500 30 80 3700 3800 38501400 30 80 3700 3800 38501300 30 80 3700 3800 38501200 35 80 3700 3800 38501100 35 80 3700 3800 38501000 40 80 3700 3800 3850950 40 80 3700 3800 3850900 45 80 3700 3800 3850850 45 80 3700 3800 3850800 55 80 3700 3800 3850750 55 80 3700 3800 3850700 55 80 3700 3800 3850650 85 80 3700 3800 3850600 85 80 3700 3800 3850550 85 80 3750 3850 3900500 85 80 3750 3850 3900450 95 80 3750 3850 3900400 105 80 3800 3900 3950350 125 75 3800 3900 3950300 125 70 3850 3950 4000250 125 65 3900 4000 4050200 125 55 3950 4050 4100175 125 55 NA 4100 4150150 125 50 NA 4150 4200120 125 45 NA 4250 4300

Notes: a) The track spacing shown in the table above is without any column/structure between two tracks and is with equal cant both for outer and inner tracks. b) Track spacing shown in the table above is not applicable to stations which should be calculated depending on specific requirement. c) Figures for any intermediate radius of curvature may be obtained by interpolating between two adjacent radii. For higher radii values may be extrapolated.



4.2.6 Station Locations Stations have been located so as to serve major passenger destinations and to enable convenient integration with other modes of transport. However effort has also been made to propose station locations, such that inter station distances are as uniform as possible. The average spacing of stations is close to 1.18 km. 4.3 TRACK STRUCTURE Track on Metro Systems is subjected to intensive usage with very little time for day-to-day maintenance. Thus it is imperative that the track structure selected for Metro Systems should be long lasting and should require minimum or no maintenance and at the same time, ensure highest level of safety, reliability and comfort, with minimum noise and vibrations. The track structure has been proposed keeping the above philosophy in view. Two types of track structures are proposed for the corridors under Ahmedabad Metro Rail Project network. The normal ballasted track in Depot (except inside the Workshops, inspection lines and washing plant lines). The ballastless track is recommended on Viaducts and inside tunnels 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/CWR. The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling Stock should be compatible with the rail cant and rail profile. 4.4 RAIL SECTION Keeping in view the proposed axle load and the practices followed abroad, it is proposed to adopt UIC-60 (60 kg. /m) rail section. Since on main lines, sharp curves and steep gradients would be present, the grade of rail on main lines should be 1080 Head Hardened as per IRS-T-12-2009. As these rails are not manufactured in India at present, these are to be imported. For the Depot lines, the rails of grade 880 are recommended, which are available indigenously. 4.5 BALLASTLESS TRACK ON MAIN LINES On the viaducts, it is proposed to adopt plinth type ballastless track structure with RCC derailment guards integrated with the plinths. Further, it is proposed to adopt fastening system complying to performance criteria laid down by Indian Railways on ballastless track structures, with a base-plate spacing of 60 cm. on viaducts. In the underground sections, similar track structure with a base plate spacing of 70 cm is proposed on slab after 1st stage concrete.



4.6 BALLASTLESS/BALLASTED TRACK IN DEPOT The ballast less/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 PRC sleepers with sleeper spacing of 65 cm. All the rails are to be converted into rail panels by doing flash butt/Thermit welding.

4.7 TURNOUTS All turn-outs/crossovers on the main lines and other running lines shall be as under:

Table 4.3 Turn-Outs Sr. No. Description Turn-out Type 1 Main Line 1 in 9 2 Depot/Yard Lines 1 in 7

4.8 BUFFER STOPS On main lines and Depot lines, friction buffer stops with mechanical impact absorption (non-hydraulic type) will be provided. In elevated 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. 4.9 RAIL- STRUCTURE INTERACTION For continuing LWR/CWR 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. 4.10 ROUTE ALIGNMENT Two Corridors have been identified for implementation in Ahmedabad Metro Rail Project network (Phase 1).

Table 4. 4

Sr. No. Corridors Total Length (km) i) North South Corridor: APMC to Motera Stadium 18.493 ii) East West Corridor: Thaltej to Vastral Gam 19.435

Total Length 37.928 4.11 EAST - WEST CORRIDOR: THALTEJ TO VASTAL GAM The features of East-West Corridor: Thaltej to Vastral gam along with the details of route alignment have been described below:-



4.11.1 References

(a) Chainages Chainage at the centre line of Thaltej Station has been reckoned as ‘992.380 m’ and it increases towards Vastral gam. (b) Coordinates Coordinates system adopted for topographical survey is WGS 84 for Northing and Easting. However ground elevations are with respect to GTS bench mark of survey of India.

(c) Directions Direction from Thaltej to Vastral has been named as ‘Down line’ and ‘up line’ is converse of it.

4.11.2 Description of the Route Alignment of the Corridor This corridor originates from Thaltej leads eastward and crosses Sarkhej Gandhinagar Road (NH8C) at km 1.15 and aligns along the median of Drive-in Road and runs along it up to commerce six road junction. Hereafter it moves further along the centre line of the road up to stadium road crossing; it turns right and aligns along the stadium road and follows it, hereafter it further turns left; crosses railway lines and Ashram Road and reaches Sabarmati River front. It crosses Sabarmati River between km7.020 and km 7.365. After crossing Sabarmati river alignment movers further eastward and attains underground position. First Switch over Ramp has been provided from km 7.405 to km7.640. After attaining underground position alignment runs under the Kasturba Gandhi Road. First underground station Shahpur has been proposed under Kasturba Gandhi Marg. Beyond Shahpur station it turns towards south and under old court premise another underground station named Relief road has been proposed by NATM. Hence forth alignment turns left and through a reverse curve it aligns along the relief road and passes under it. Further it moves eastward and crosses railway tracks in underground position; it turns right once again and moves south ward up to new Cotton mill; here it turns left; emerges out from underground position to elevated position; switch over ramp has been planned in New Cotton mill area; alignment in New Cotton Mill area is planned off the road. It moves further eastward to Vastral gam; beyond New Cotton Mill Area it has been placed in the middle of the road. 4.11.3 Switch Over Ramp (SOR) Vertical alignment of this corridor changes from underground to elevated or vise versa at two locations, as described below:-

Table 4.5 Details of Switch over Ramps

Sr. No. Chainage (m) Length (m) Remarks 1 7405 7640 235 On the eastern bank of Sabarmati River. Presently a hutment area. 2 13780 14170 390 In the New Cotton mill area. On open land.



4.11.4 Critical Locations One location along the alignment is critical from alignment point of view. This location is: • Km 6.700 to km7.000 - Buildings are affecting demolition required.

4.11.5 Archaeological Survey of India (ASI) protected monuments along the corridor (a) Kazi Mohmed Chisti's Masjid Alignment passes by the side of Kazi Mohmed Chisti's Masjid at the distance of 168m in underground position. Construction will be done by TBM. (b) Delhi Gate Alignment passes by the side of Delhi Gate and its distance Delhi Gate is 248m Alignment in this area also is underground and construction is proposed by TBM in this stretch. (c) Qutubudin Shah's Mosque Alignment passes by the side of Kazi Qutubudin Shah's Mosque at the distance of 119m in underground position. Construction will be done by TBM. (d) Rani Rupavati's Mosque Alignment passes by the side of Rani Rupavati's Mosque at the distance of 193m in underground position. Construction will be done by TBM. (e) Kalupur Gate Alignment passes by the side of Kalupur Gate at the distance of 110m in underground position. Construction will be done by TBM. (f) Brick Minar Alignment passes by the side of brick Minar the distance of 197m in underground position. Construction will be done by TBM.

4.11.6 Alignment- Underground Verses Elevated Construction cost of underground metro line is almost two to three times of that elevated one. Therefore efforts have made to keep alignment elevated as far as it is technically possible. However there is a stretch along the corridor which is underground due to inadequate road width, heavily built-up area and crossing of railway yard. The underground stretch is from km 7.640 to km 13.780. 4.11.7 Stations integrating with different modes of Transport While deciding station locations efforts have been made to make integration of metro system with other mode of transport such as existing BRTS and railways as far as possible. The details of stations which will have integration with other mode of transport are given in the Table 4.6.

Table 4.6 Details of Station Integration (E-W Corridor) Sr. No. Station Remarks 1 Gujarat University Integration with existing BRTS corridor near Helmet cross road2 Old High Court Integration with proposed North-South Metro Corridor Station3 Kalupur Integration with existing Kalupur Railway station of Indian Railways 4 Rabari Colony Integration with existing BRTS corridor



4.11.8 Depot Land for depot location for this line has been identified in New Cotton mill area. This land is open and plain. Moreover it is very close to the alignment, so there will be no dead run of the trains. Depot connectivity has been planned from Apparel Park Station. 4.11.9 Other Main Features of the Corridor

a) This corridor provides metro connectivity to Thaltej, Jai Ambe Nagar, Nilmani Society, Gkurukul, Sushil Nagar Society, Saurabh Society, Lion Sharad Mehta Garden, Sarvottam Nagar Society, Navrangpura, Swastik Society, Ahmed Shah Colony, Kalal Nagar, Parabadi Ni Pole, Mirzapur, Bhadra, Zaveriwad, Revdi Bazar, Laxmi Bazar, Partabgad, Sanrangpur, Rajpur GIDC Apparel Park, Janta Nagar, Satyam Nagar, Rabari Colony, Rita Nagar, Krupalu Nagar Society, Devikrup Society, Mahadev Nagar and Vastral.

b) Corridor is integrated with North South corridor. This integration provides metro connectivity to northern as well as Southern parts of Ahmedabad.

c) Corridor is integrated with Sabarmati river front also.

d) About 33 % length of the corridor is underground.

e) Total 17 stations have been proposed on this corridor; out of these 04 stations are underground and remaining 13 stations are elevated. 4.11.10 Technical Features

(a) Route Length The total route length from dead end to dead end is 19.435 km as per the break-up details given hereunder: • Underground i) Cut & Cover : 0.429 km ii) TBM : 5.281 km iii) Ramp : 0.625 km • Elevated : 13.100 km -------------

Total : 19.435 km (b) Horizontal Curves There are total 52 curves on the alignment of this corridor. Sharpest radius is 180 m which has been used at one location in the elevated section whereas largest radius is 4000 m which also has been used at one location. Total length of alignment on curves (including transition lengths) is nearly 61%. Details of curves are given in the Table 4.7 below:-



Table 4.7 Statement of Horizontal Curves (E-W Corridor)

Curve No.

Direction of Curve

Radius (m)

Deflection Angle Tangent

Length (m)

Transition Length

(m)

Length of

Curve (m)

Total Length

of Curve

(m)

Straight Length

between curves

(m)

Remarks

(D M S) L1 L2 1 Right 1010 10°28'37.465" 92.602 30 40 184.688 254.688 150 Compound Curve 2 Right 750 13°27'16.742" 88.467 40 40 176.121 256.121 0 3 Left 500 6°17'08.333" 27.454 50 50 54.853 154.853 125 4 Right 550 16°10'43.238" 78.172 45 45 155.304 245.304 228.751 5 Left 275 13°40'43.252" 32.983 60 60 65.653 185.653 91.976 6 Left 1020 5°20'19.379" 47.555 30 30 95.042 155.042 175.297 7 Right 2000 1°12'39.092" 21.134 20 20 42.267 82.267 182.919 8 Right 300 12°53'29.581" 33.893 60 60 67.5 187.5 341.149 Reverse Curve 9 Left 500 8°16'20.343" 36.158 40 40 72.19 152.19 0 10 Left 575 2°36'07.580" 13.059 40 40 26.114 106.114 143.839 Reverse Curve 11 Right 375 20°09'39.883" 66.666 60 60 131.954 251.954 0 12 Left 1200 6°49'24.649" 71.540 30 30 142.911 202.911 156.581 13 Right 1425 7°10'37.381" 89.367 25 25 178.5 228.5 156.169 Reverse Curve 14 Left 180 21°00'30.429" 33.375 60 60 66 186 0 15 Right 1010 6°36'13.473" 58.269 30 30 116.41 176.41 133.955 16 Right 4000 0°38'07.692" 22.182 20 20 44.364 84.364 176.799 17 Right 220 26°15'31.998" 51.315 60 60 100.827 220.827 163.087 18 Left 300 28°12'28.262" 75.377 60 60 147.696 267.696 56.775 19 Left 1010 15°03'41.095" 133.520 30 30 265.5 325.5 64.641 Reverse Curve 20 Right 600 4°17'49.860" 22.511 30 35 45 110 0 21 Left 200 27°47'18.431" 49.474 60 60 97 217 334.721 Reverse Curve 22 Right 200 36°46'10.439" 66.472 60 60 128.35 248.35 0 23 Right 400 77°12'43.766" 319.385 55 55 539.043 649.043 315.184 24 Left 1015 33°12'56.989" 302.737 30 50 588.421 668.421 217.874 Compound Curve 25 Left 315 96°40'07.716" 353.976 50 55 531.465 636.465 0 26 Right 310 26°56'23.424" 74.252 55 55 145.759 255.759 30.03 27 Right 310 92°12'52.538" 322.220 60 60 498.929 618.929 448.682 28 Left 310 35°32'24.950" 99.352 55 55 192.291 302.291 387.428 29 Right 310 34°58'30.620" 97.669 55 55 189.234 299.234 240.408 30 Left 300 76°36'12.430" 236.940 55 55 401.095 511.095 440.876 31 Left 1010 7°23'21.577" 65.219 30 30 130.258 190.258 60.344 32 Right 550 5°20'05.529" 25.624 35 35 51.211 121.211 252.785 33 Right 600 16°28'39.304" 86.876 45 45 172.553 262.553 247.867 34 Left 350 8°03'44.405" 24.666 60 60 49.25 169.25 260 Reverse Curve 35 Right 500 13°24'25.965" 58.768 50 50 117 217 0 36 Left 1300 5°39'58.679" 64.335 25 25 128.564 178.564 257.53 37 Right 2500 0°37'28.084" 13.624 20 20 27.248 67.248 207.216 38 Right 3750 2°51'15.229" 93.424 20 20 186.809 226.809 58.847 39 Left 220 13°08'07.891" 25.329 60 60 50.437 170.437 87.776



(c) Gradient Change of grade takes place at 55 locations along this corridor. Flattest grade is level which has been provided at the stations and steepest grade on the route is 3.9% which has been provided on ramp. While designing the vertical alignment efforts have been made to place stations on higher altitude than the running section to get benefit of gravitational force for the acceleration and retardation of the trains. Average depth of underground station has been kept in the range of 14.5m and average height of elevated stations’ is in the rage of 11.8m. A statement showing details of gradients provide along the corridor is given in the following Table 4.8.

Table 4.8 Statement of Gradients (E-W Corridor)

Sr. No.

Chainage (m) Length

Rail Level (m) Gradient Remarks

From To From To 1 847.938 1258.632 410.694 69.571 69.982 0.10% Rise 2 1258.632 1436.632 178 69.982 71.846 1.05% Rise 3 1436.632 1741.632 305 71.846 67.500 -1.43% Fall 4 1741.632 1996.632 255 67.500 67.500 0.00% Level 5 1996.632 2476.632 480 67.500 60.221 -1.52% Fall 6 2476.632 2846.632 370 60.221 63.600 0.91% Rise 7 2846.632 3201.632 355 63.600 63.600 0.00% Level 8 3201.632 3401.632 200 63.600 62.900 -0.35% Fall 9 3401.632 3603.632 202 62.900 66.800 1.93% Rise 10 3603.632 4186.632 583 66.800 66.800 0.00% Level 11 4186.632 4466.632 280 66.800 61.400 -1.93% Fall 12 4466.632 4836.632 370 61.400 62.700 0.35% Rise 13 4836.632 5191.632 355 62.700 62.700 0.00% Level 14 5191.632 5365.097 173.465 62.700 59.700 -1.73% Fall 15 5365.097 5811.632 446.535 59.700 62.600 0.65% Rise

40 Right 1010 3°35'32.530" 31.673 35 35 63.326 133.326 87.673 41 Right 220 10°51'19.350" 20.903 60 60 41.682 161.682 58.142 42 Left 220 7°08'47.538" 13.738 50 50 27.441 127.441 53.235 43 Right 450 3°31'01.436" 13.816 50 50 27.623 127.623 25.469 44 Right 1010 4°28'23.056" 39.445 35 35 78.851 148.851 240.701 45 Left 1010 1°47'46.429" 15.833 35 35 31.664 101.664 44.608 46 Right 1010 2°47'14.588" 24.573 35 35 49.136 119.136 341.821 47 Right 2000 3°41'17.118" 64.392 20 20 128.739 168.739 137.952 48 Left 650 10°51'40.178" 61.793 40 40 123.216 203.216 206.408 49 Right 1250 2°24'24.937" 26.259 30 30 52.511 112.511 103.415 50 Left 2500 0°55'42.371" 20.256 15 15 40.511 70.511 36.841 51 Right 1010 15°05'33.418" 133.800 30 30 266.05 326.05 60.585 Reverse Curve 52 Left 950 6°45'17.535" 56.065 25 25 112 162 0



Sr. No.

Chainage (m) Length


From To From To 16 5811.632 6096.632 285 62.600 62.600 0.00% Level 17 6096.632 6386.632 290 62.600 63.200 0.21% Rise 18 6386.632 6906.632 520 63.200 63.200 0.00% Level 19 6906.632 7381.132 474.5 63.200 54.000 -1.94% Fall 20 7381.132 7961.344 580.212 54.000 34.000 -3.45% Fall 21 7961.344 8237.337 275.994 34.000 34.000 0.00% Level 22 8237.337 8572.748 335.411 34.000 33.030 -0.29% Fall 23 8572.748 8912.735 339.987 33.030 34.010 0.29% Rise 24 8912.735 9295.779 383.044 34.010 28.000 -1.57% Fall 25 9295.779 9595.779 300 28.000 28.000 0.00% Level 26 9595.779 9915.779 320 28.000 33.604 1.75% Rise 27 9915.779 10245.779 330 33.604 32.736 -0.26% Fall 28 10245.779 10630.174 384.394 32.736 30.000 -0.71% Fall 29 10630.174 11110.174 480 30.000 32.000 0.42% Rise 30 11110.174 11390.174 280 32.000 37.500 1.96% Rise 31 11390.174 11680.174 290 37.500 37.500 0.00% Level 32 11680.174 12140.174 460 37.500 32.000 -1.20% Fall 33 12140.174 12520.174 380 32.000 33.500 0.40% Rise 34 12520.174 12987.79 467.617 33.500 34.476 0.21% Rise 35 12987.79 13680.41 692.62 34.476 35.886 0.20% Rise 36 13680.41 13883.19 202.78 35.886 43.511 3.76% Rise 37 13883.19 14307.74 424.55 43.511 60.051 3.90% Rise 38 14307.74 15006.041 698.301 60.051 60.051 0.00% Level 39 15006.041 15313 306.959 60.051 59.400 -0.21% Fall 40 15313 15676.041 363.041 59.400 59.753 0.10% Rise 41 15676.041 15913.041 237 59.753 59.753 0.00% Level 42 15913.041 16156.041 243 59.753 59.400 -0.15% Fall 43 16156.041 16360.041 204 59.400 60.551 0.56% Rise 44 16360.041 16632.584 272.543 60.551 60.551 0.00% Level 45 16632.584 16789.436 156.852 60.551 61.000 0.29% Rise 46 16789.436 17026.037 236.601 61.000 60.551 -0.19% Fall 47 17026.037 17686.041 660.004 60.551 67.551 1.06% Rise



Sr. No.

Chainage (m) Length


From To From To 48 17686.041 17961.08 275.039 67.551 67.551 0.00% Level 49 17961.08 18439.479 478.399 67.551 68.600 0.22% Rise 50 18439.479 18909.425 469.946 68.600 65.101 -0.74% Fall 51 18909.425 19127.219 217.794 65.101 65.101 0.00% Level 52 19127.219 19279.701 152.482 65.101 64.700 -0.26% Fall 53 19279.701 19519.307 239.606 64.700 63.512 -0.50% Fall 54 19519.307 19715.704 196.397 63.512 65.951 1.24% Rise 55 19715.704 20359.038 645.373 65.951 65.951 0.00% Level 4.12 NORTH - SOUTH CORRIDOR: APMC TO MOTERA STADIUM 4.12.1 References

(a) Chainages Chainage at Centre line of proposed APMC Station has been reckoned as ‘0’ and it increases towards Motera Stadium. (b) Coordinates Coordinates system adopted for topographical survey is WGS 84 for Northing and Easting. However ground elevations are with respect to GTS bench mark of survey of India. (c) Directions Direction from APMC to Motera Stadium has been named as ‘Up line’ and ‘Down line’ is converse of it.

4.12.2 Description of the Route Alignment of the Corridor APMC to Motera stadium start from the APMC and follows 132 feet Ring road up to km 1.225; turns right; passes over ramp of Jivraj ROB after passing Jivraj metro station; alignment enters the railway corridor at km 1.440 and runs parallel to existing railway corridor and passes over existing shreyas ROB before proposed shreyas metro station, further alignment passes over paldi railway level crossing, where metro station is planned. Before gandhigram railway station alignment passes over existing Ellis bridge ROB. Here Metro station is proposed at gandhigram railway station on circulating area. It moves forward and provides connectivity to E-W corridor at Old High Court Metro station. Alignment runs further parallel to railway corridor upto km 9.817 with 7 nos. of station in railway area. Along the railway corridor alignment is planned entirely on eastern side of corridor except station approaches and station location where eccentrics/portals has been proposed. After Vijay nagar metro station alignment takes right turn and reaches on 132 feet ring road where Vadaj metro station is proposed to have integration with BRTS and New Vadaj AMTS bus terminal. Alignment is proposed on left hand side of the road on footpath upto Ranip metro station to have integration with the BRTS and Ranip bus stand. It moves forward further and crosses the road and runs by the northern side of the road; Sabarmati Railway Station has been proposed



north to the Chiman Bhai Bridge in the off road position. After Sabarmati Station it crosses railway tracks and passes by the side of railway’s cricket stadium and again aligns along the median of the road at AEC. It crosses road at km 14.415 and comes from the western side of the road to eastern side of the; runs on the already earmarked location for the metro on the BRTS corridor and it runs along it upto km 15.498. Here it turns towards Motera Stadium along the Motera Stadium road centre line. Alignment terminates near Motera Stadium at km 17.022. 4.12.3 Critical Locations One location along the alignment is critical from alignment point of view. This location is:

• Km 1.295 to km 1.425 - Buildings are affecting demolition required. 4.12.4 Stations integrating with different modes of Transport While deciding station locations efforts have been made to make integration of metro system with other mode of transport such as existing metro system, BRTS and railways as far as possible. The details of stations which will have integration with other mode of transport are given in the Table No. 4.9.

Table 4.9 Details of Station Integration (N-S Corridor)

Sr. No. Station Remarks 1 Gandhigram Integration with existing Gandhigram Railway station of Indian Railways 2 Old High Court Integration with proposed East-West Metro Corridor Station3 Vadaj Integration with existing AMTS Vadaj Bus Terminal and BRTS4 Ranip Integration with existing GSRTS Bus Terminal and BRTS 5 Sabarmati Rly. Station Integration with Indian Railways 4.12.5 Depot The depot location for North-South corridor has been proposed at Gyaspur in the beginning of the alignment. 4.12.6 Other Main Features of the Corridor

a) This corridor provides metro connectivity to Gupta Nagar, Bhagyoday society, Jivraj park, Rajiv nagar, Shreyas tekra, Ayojan nagar, Giri kunj society, Dr. Ambedkar colony, Doctor house, Parimal char rasta, Paldi, Madalpur gam, Ellis bridge, Mitha kali, Vishalpur, Muslim society, Sardar Patel stadium, Mill Officer’s Colony, Navarangpura Gam, Sattar Taluka Society, Soni Ni Chal, Usman Pura, Bharat colony, Vikram nagar, Vijay nagar, Aadarsh nagar, Akhbar nagar, Nava Vadaj, Udham nagar, Keshavbag Wadi, Gayatri Kunj Society, Nijripunj Society Part-2, Dharm Nagar-II, Krishna Nagar, Sidhachal Vatika, Abu Street Society, Hirajain Society, Sabarmati, Ambica Nagar, Keshavbag Colony, Parvati Nagar and Motera. b) Corridor is integrated with East-West corridor. This integration provides metro connectivity to Sabarmati River front, Gujarat University, Kalupur Railway Station and so many other important destinations. c) This corridor is fully elevated.



d) Total 15 stations have been proposed on this corridor; all stations are elevated out of which 7 stations are in railway area. 4.12.7 Technical Features

(a) Route Length The total route length from dead end to dead end is 18.493 km as per the break-up details given hereunder: • Elevated : 18.493 km -------------

Total : 18.493km

(b) Horizontal Curves There are total 53 curves on the alignment of this corridor. Sharpest radius is 145 m which has been used at one location, whereas largest radius is 7500m. Radius more than 1000m has been used at 30 locations. Total length of alignment on curves is nearly 42% (including transition length of curves). Details of curves are given in the Table 4.10 below: Table 4.10 Statement of Horizontal Curves (N-S Corridor)

Curve No.

Direction of curve

Radius (m)

Included angle D M S

Tangent Length

(m)

Transition Length

(m) Circular Length

(m)

Total Curve

Length (m)

Straightbetween

two curves

(m) L1 L2 22.6171 Left 600 11°12'18.347" 58.857 117.339 117.339 102.7692 Left 300 68°02'29.721" 248.236 90 90 266.265 446.265 449.4143 Right 1500 2°14'28.631" 41.842 25 25 33.677 83.676 46.9584 Left 600 23°16'17.642" 138.565 30 30 213.699 273.700 239.1945 Right 1500 1°59'33.586" 38.587 25 25 27.168 77.168 433.8126 Left 1500 3°00'39.977" 51.925 25 25 53.831 103.830 241.1477 Left 1500 3°20'11.686" 56.189 25 25 62.351 112.351 29.4688 Right 145 112°33'50.905" 248.776 60 60 224.869 344.870 442.0379 Left 900 15°16'37.662" 140.712 40 40 199.973 279.972 269.28910 Right 7000 0°22'23.331" 32.794 20 20 25.589 65.589 28.07611 Left 7000 0°22'23.331" 32.794 20 20 25.589 65.588 212.03612 Left 1075 2°59'22.058" 43.052 30 30 26.089 86.089 25.22713 Right 1850 2°59'22.058" 58.274 20 20 76.525 116.525 165.70114 Right 2000 1°17'26.186" 32.526 20 20 25.051 65.051 28.18315 Left 2000 1°17'26.186" 32.526 20 20 25.051 65.051 452.46216 Left 7000 0°22'06.726" 32.513 20 20 25.025 65.025 29.81217 Right 7000 0°22'06.726" 32.513 20 20 25.025 65.025 110.57518 Left 1075 3°14'30.112" 45.42 30 30 30.822 90.822 27.46719 Right 1075 3°14'30.112" 45.42 30 30 30.822 90.821 334.06220 Right 1000 3°17'27.700" 43.728 30 30 27.439 87.439 29.07821 Left 1000 3°17'27.700" 43.728 30 30 27.439 87.439 108.95522 Left 430 62°08'32.513" 284.241 50 50 416.373 516.373 61.03923 Left 2600 5°22'15.823" 131.955 20 20 223.731 263.731 151.90424 Left 1000 5°18'40.150" 63.884 35 35 57.697 127.697 155.425



Curve No.

Direction of curve

Radius (m)

Included angle D M S

Tangent Length

(m)

Transition Length

(m) Circular Length

(m)

Total Curve

Length (m)

Straightbetween

two curves

(m) L1 L2 25 Left 500 8°45'32.864" 63.307 50 50 26.438 126.438 300.53026 Left 1000 4°13'31.534" 51.892 30 30 43.748 103.748 36.55327 Right 1400 4°01'06.150" 64.115 30 30 68.187 128.188 175.68228 Right 1400 4°13'52.926" 66.72 30 30 73.392 133.392 36.66929 Left 1000 4°07'41.129" 51.041 30 30 42.049 102.048 229.22430 Right 2000 1°34'59.585" 37.634 20 20 35.265 75.265 38.73331 Left 2000 1°37'32.195" 38.374 20 20 36.744 76.745 394.65532 Left 1500 2°06'25.072" 40.083 25 25 30.160 80.160 36.74533 Right 1500 2°06'00.207" 39.993 25 25 29.979 79.980 407.17834 Right 5500 0°29'15.399" 33.404 20 20 26.807 66.807 67.80735 Left 5000 0°31'25.388" 32.852 20 20 25.703 65.703 702.24836 Right 900 35°10'48.356" 305.348 40 40 512.608 592.608 92.22037 Right 175 67°58'48.595" 148.543 60 60 147.634 267.634 387.23538 Left 7500 0°21'03.947" 32.979 20 20 25.958 65.958 54.11839 Right 5500 0°30'29.082" 34.386 20 20 28.772 68.772 354.14840 Left 2200 1°11'50.888" 32.991 20 20 25.980 65.980 299.09441 Left 335 13°46'51.234" 68.022 55 55 25.575 135.575 149.39342 Left 650 9°48'40.984" 83.305 55 55 56.307 166.307 34.91043 Right 350 15°09'35.306" 74.117 55 55 37.606 147.606 150.83244 Right 425 10°15'24.846" 60.659 45 45 31.082 121.082 148.65945 Left 300 50°55'35.961" 170.549 55 55 211.651 321.651 531.65546 Left 1500 3°13'33.564" 54.74 25 25 59.456 109.457 198.45447 Left 225 68°28'41.879" 183.57 60 60 208.914 328.914 75.03248 Right 500 15°28'39.815" 90.469 45 45 90.069 180.069 180.13949 Left 5000 0°36'26.266" 36.499 20 20 32.997 72.997 305.36750 Right 2000 1°44'01.530" 40.262 20 20 40.520 80.520 60.29451 Right 210 46°27'06.388" 117.86 55 55 115.255 225.255 397.68652 Left 6000 0°25'58.201" 32.663 20 20 25.326 65.326 497.02253 Right 500 14°07'56.798" 81.994 40 40 83.329 163.329 184.122

(c) Gradient Change of grade takes place at 45 locations along this corridor. Flattest grade is level which has been provided at the stations. Steepest gradient on the route is 3.0%. While designing the vertical alignment efforts have been made to place stations on higher altitude than the running section to get benefit of gravitational force for the acceleration and retardation of the trains. A statement showing details of gradients provide along the corridor is given in the following Table 4.11.

Table 4.11 Statement of Gradients (N-S Corridor)

Sr. No.

Chainage (m) Length (m)


From To From To 1 -1700.000 -1568.200 131.800 43.600 43.600 0.000% Level2 -1568.200 -1248.200 320.000 43.600 53.200 3.000% Rise



Sr. No.

Chainage (m) Length (m)


From To From To 3 -1248.200 -540.000 708.200 53.200 53.200 0.000% Level4 -540.000 -304.000 236.000 53.200 55.200 0.847% Rise5 -304.000 450.000 754.000 55.200 55.200 0.000% Level6 450.000 830.000 380.000 55.200 63.050 2.066% Rise7 830.000 1305.000 475.000 63.050 63.525 0.100% Rise8 1305.000 1680.000 375.000 63.525 57.255 1.672% Fall9 1680.000 1895.000 215.000 57.255 57.255 0.000% Level10 1895.000 2776.239 881.239 57.255 66.413 1.039% Rise11 2776.239 3040.000 263.761 66.413 58.500 3.000% Fall12 3040.000 3297.592 257.592 58.500 58.247 0.098% Fall13 3297.592 3750.000 452.408 58.247 59.240 0.219% Rise14 3750.000 4309.950 559.950 59.240 62.300 0.546% Rise15 4309.950 5186.735 876.785 62.300 61.425 0.100% Fall16 5186.735 5675.000 488.265 61.425 72.800 2.330% Rise17 5675.000 5800.000 125.000 72.800 69.050 3.000% Fall18 5800.000 6059.305 259.305 69.050 68.791 0.100% Fall19 6059.305 6451.000 391.695 68.791 62.750 1.542% Fall20 6451.000 6915.000 464.000 62.750 71.285 1.839% Rise21 6915.000 7215.000 300.000 71.285 71.285 0.000% Level22 7215.000 7615.000 400.000 71.285 61.200 2.521% Fall23 7615.000 7900.000 285.000 61.200 61.950 0.263% Rise24 7900.000 8200.000 300.000 61.950 62.230 0.093% Rise25 8200.000 8940.000 740.000 62.230 63.500 0.172% Rise26 8940.000 10400.000 1460.000 63.500 63.500 0.000% Level27 10400.000 10750.000 350.000 63.500 64.800 0.371% Rise28 10750.000 10997.354 247.354 64.800 64.887 0.035% Rise29 10997.354 12060.000 1062.646 64.887 65.500 0.058% Rise30 12060.000 12274.000 214.000 65.500 65.500 0.000% Level31 12274.000 12700.000 426.000 65.500 64.850 0.153% Fall32 12700.000 12836.002 136.002 64.850 65.500 0.478% Rise33 12836.002 13140.000 303.998 65.500 65.500 0.000% Level34 13140.000 13250.000 110.000 65.500 64.400 1.000% Fall35 13250.000 13610.000 360.000 64.400 64.400 0.000% Level36 13610.000 13716.162 106.162 64.400 65.462 1.000% Rise37 13716.162 14130.891 414.729 65.462 65.503 0.010% Rise38 14130.891 14350.000 219.109 65.503 63.853 0.753% Fall39 14350.000 14570.000 220.000 63.853 69.200 2.430% Rise40 14570.000 14900.000 330.000 69.200 67.500 0.515% Fall41 14900.000 15160.000 260.000 67.500 69.685 0.840% Rise42 15160.000 15385.000 225.000 69.685 69.900 0.096% Rise43 15385.000 15600.000 215.000 69.900 68.217 0.783% Fall44 15600.000 16300.000 700.000 68.217 70.728 0.359% Rise45 16300.000 17022.532 722.532 70.728 71.115 0.054% Rise



CHAPTER 5 - CIVIL ENGINEERING


Chapter - 5

CIVIL ENGINEERING 5.1 GENERAL This chapter deals with civil underground and elevated structure, Geotechnical investigation, construction methods, land requirements, Utility services and Traffic diversion during construction etc. 5.2 CIVIL STRUCTURES 5.2.1 Underground Construction The most of the underground section passing under the road, cut and cover method of the underground construction easily can be employed for the construction of the underground sections. However keeping in view obstruction of traffic movement and inconvenience to the general public; during the construction as an open cut around 10.00m wide required to be cut through entire length of underground section it is proposed to tunnel through Tunnel Boring Machine (TBM) or New Austrian Tunneling Method (NATM) in the overburden soil mass. This will reduce substantially inconvenience to general public during construction. Tunnel excavation for a major part of this underground section is expected to be carried out by Tunnel Boring Machines. There is some smaller section along the underground part of the alignment where Cut & Cover method has been considered for construction after Switch Over Ramp (SOR). Tunnel boring machines (TBMs) capable of drilling in soft soil with a finished internal diameter of 5.2 m. can be successfully employed for boring tunnels through this stratum. The tunnels are proposed with a minimum soil cover of 6.0m. 5.2.2 Underground Stations Total 4 underground stations have been proposed out of which 3 will be constructed by cut and cover with top-down method and 1 by NATM with through tunnels TBM. The diaphragm walls for such station constructions would be 80 to 100 cm. thick and will function as a permanent side wall of the station. It is, therefore, necessary to construct the diaphragm walls absolutely watertight and with the required concrete strength as has been done in the Delhi Metro station constructions. By resorting to top-down method the surface could be restored quickly and further excavations and construction of the station will not hamper the surface activity. 5.2.3 Cut and Cover Method of Construction of Underground Stations Cut and Cover mainly consists of following steps: 1. Diversion of utilities



2. Construction of support walls 3. Excavation between the support walls along with the installation of struts between the two walls to keep them in position. 4. Construction of tunnel/structure and removal of temporary struts. 5. Back filling and restoration of the surface 5.2.4 Utility Diversion: It is suggested that all utilities falling within excavation area are diverted away in advance to avoid damage to such utilities during the excavation/ construction phase. The cross utilities, however has to be kept supported. It is suggested that pressure water pipelines crossing the proposed cut area are provided with valves on both sides of the cut so that the cut area can be isolated in case of any leakage to the pipeline to avoid flooding of the cut/damage to the works. 5.2.5 Support Walls: Most commonly used support wall is RCC Diaphragm Wall. The advantage of diaphragm wall is that the same can be used as part of permanent structure. The modern techniques are now available where water-stop can be inserted at the joints of two diaphragm wall panels to avoid seepage through the joints. It is also now possible to ensure the verticality of the diaphragm wall panels to avoid any infringement problem later on. Typically the diaphragm wall of 80 cm to 1 meter thickness is sufficient to do the cut and cover construction. The various advantages of diaphragm wall are as follows. It is rigid type of support system and therefore ensures the maximum safety against settlement to the adjacent structures. Can be used as part of the permanent structure and, therefore, considered economical. With diaphragm wall it is possible to construct an underground structure by top down method. In this method top slab is cast once the excavation is reached to the top slab level with rigid connections to the diaphragm wall which can be achieved by leaving couplers in the diaphragm wall reinforcement at appropriate level. This top slab then acts as strut between the two support walls and gives much more rigidity and safety to the construction. Excavation thereafter can be completed. This also helps in restoration of the surface faster without waiting for full structure to be completed. The other support walls which can be used depending on the site conditions are as follows:

(a) Sheet Piles : ‘Z’/ ‘U’ sheet piles can be used as temporary support wall. This can be advantageous where it is possible to re-use the sheet pile again and again and therefore, economy can be achieved. However the main concern remains, driving of sheet piles causes vibrations/noise to the adjacent buildings. This may sometimes lead to damage to the building and most of the time causes inconvenience to the occupants of the building. Situation becomes more critical if sensitive buildings are adjacent to the alignment like hospitals, schools, laboratories, etc. Silent pile driving equipments however are now available and can be used where such problems are anticipated.



(b) Retaining Casing Piles: This is suitable for situation where the cut and cover is to be done in partly soil and partly rock. The top soil retaining structure can be done with the help ofCasing pile which is then grouted with cement slurry. This is considered suitable in case of shallow level, non-uniform, uneven nature of rock head surface which render the construction of sheet piles/diaphragm wall impracticable. These are suitable up to 7-meter depth. The common diameter used for such casing pile is 2.00-2.50 m dia. (c) Soldier Piles and Lagging: Steel piles (H Section or I section) are driven into the ground at suitable interval (normally 1-1.5 m) centre-to-centre depending on the section and depth of excavation. The gap between two piles is covered with suitable lagging of timber planks/shot-creting /steel sheets/GI sheets during the process of excavation. (d) Secant Piles: are cast-in-situ bored piles constructed contiguously to each other so that it forms a rigid continuous wall. This is considered an alternative to diaphragm wall where due to soil conditions it is not advisable to construct diaphragm wall from the consideration of settlement during the trenching operation. 800 to 1000 mm dia piles are commonly used. Two alternate soft piles are driven and cast in such a way that the new pile partly cuts into earlier constructed piles. This new pile is constructed with suitable reinforcement. With this, alternate soft and hard pile is constructed. This has got all the advantages of diaphragm wall. However, this wall cannot be used as part of permanent structure and permanent structure has to be constructed inside of this temporary wall.

5.2.6 Anchors: As an alternative to the struts, soil/rock anchors can be used to keep these support walls in position. This gives additional advantage as clear space is available between two support walls and progress of excavation & construction is much faster as compared to the case where large number of struts is provided which create hindrance to the movement of equipment’s and material & thus affects the progress adversely. The combination of all the type of retaining walls, struts/anchors may be necessary for the project to suit the particular site. Based on the above broad principle, the support walls system for cut and cover shall be chosen for particular locations. 5.2.7 Elevated Section - Choice of Superstructure The choice of superstructure has to be made keeping in view the ease of constructability and the maximum standardization of the formwork for a wide span ranges. The segmental construction has been chosen mainly due to the following advantages: • Segmental construction is an efficient and economical method for a large range of span lengths and types of structures. Structures with sharp curves and variable super elevation can be easily accommodated.



• Segmental construction permits a reduction of construction time as segments may be manufactured while substructure work proceeds and assembled rapidly thereafter. • Segmental construction protects the environment as only space required for foundation and sub-station is required at site. The superstructure is manufactured at a place away from busy areas and placement of superstructure is done with the system erected from piers at heights. • Segments are easy to stack in the casting yard/stacking yard in more than one layer, thereby saving in requirement of space. • It is easier to transport smaller segments by road trailers on city roads. • It is easy to incorporate last minute changes in span configuration if the site situation so warrants. • Interference to the traffic during construction is significantly reduced. • Segmental construction contributes towards aesthetically pleasing structures and good finishes. • The overall labor requirement is less than that for conventional methods. • Better quality control is possible in the casting yard. • During construction, the technique shows an exceptionally high record of safety. 5.2.8 Types of Superstructures for Elevated Section (A) Pre-cast segmental box girder using external unbonded tendons (B) Pre-cast segmental U-Channel Superstructure with internal pre-stressing. Comparative advantages/disadvantages of the above two types are given below:

A. Precast Segmental Box Girder using External Unbonded Tendons. This essentially consists of precast segmental construction with external prestressing and dry joints and is by far most preferred technique in fast track projects. In such construction the pre-stressing is placed outside the structural concrete (inside the box section) and protected with high density polyethylene tubes, which are grouted with special wax or cement. The match cast joints at the interface of two segments are provided with shear keys as in traditional segmental construction. However, epoxy is dispensed with because water tight seal at the segment joints is not required because tendons are laid externally & protected by special wax or cement. The main advantages of dry-jointed externally pre-stressed precast segmental construction can be summarized as follows:- • Simplification of all post-tensioning operations, especially installation of tendons. • Reduction in structural concrete thickness as no space is occupied by the tendons inside the concrete.



• Good corrosion protection due to tendons in polyethylene ducts, the grout inspection is easier and leaks, if any, can be identified during the grouting process. • Simplified segment casting. There is no concern about alignment of tendons. Increased speed of construction. • The elimination of the epoxy from the match-cast joints reduces costs and increases speed of construction further. • Replacement of tendons in case of distress is possible and can be done in a safe and convenient manner. • Facility for inspection and monitoring of tendons during the entire service life of the structure. Precast Segmental Box Girder using internal tendon is also in use. B. Precast Segmental U-Channel Superstructure with Internal Pre-stressing. The single U type of viaduct structure is also a precast segmental construction with internal pre-stressing and requires gluing and temporary pre-stressing of segments. The match cast joints at the interface of two segments are also provided with shear keys. The main advantages for this type of structural configuration of superstructure are: 1. Built in sound barrier. 2. Built in cable support and system function. 3. Possibility to lower the longitudinal profile by approximately 1m compared to conventional design. 4. Built in structural elements capable to maintain the trains on the bridge in case of derailment (a standard barrier design allow this) 5. Built in maintenance and evacuation path on either side of the track.

5.2.9 However, ‘U’ section has following disadvantages: (i) Inefficient structure sections (ii) Requires cross pre-stressing of pier segments (iii) At X-over locations the girders are to be connected at slab level hence changing of bearing at later stage becomes very difficult. (iv) Costlier than Box girder.



5.3 CONSTRUCTION METHODOLOGY For the elevated sections it is recommended to have pre-cast segmental construction for super structure for the viaduct. For stations also the superstructure is generally of pre-cast members. The pre-cast construction will have following advantages:- • Reduction in construction period due to concurrent working for substructure and superstructure. • For segmental, pre-cast element (of generally 3.0m length), transportation from construction depot to site is easy and economical. • Minimum inconvenience is caused to the public utilizing the road as the superstructure launching is carried out through launching girder requiring narrow width of the road. • As the pre-cast elements are cast on production line in a construction depot, very good quality can be ensured. • The method is environment friendly as no concreting work is carried at site for the superstructure. 5.4 PRE-CAST CONSTRUCTION

5.4.1 Casting of Segments For viaducts segmental pre-cast construction requires a casting yard. The construction depot will have facilities for casting beds, curing and stacking area, batching plant with storage facilities for aggregates and cement, site testing laboratories, reinforcement steel yard and fabrication yard etc. An area of about 2.5 Ha.To 3.0 Ha.is required for each construction depot. For casting of segments both long line and short line method can be adopted. However the long line method is more suitable for spans curved in plan while short line method is good for straight spans. A high degree of accuracy is required for setting out the curves on long line method for which pre calculation of offsets is necessary. Match casting of segments is required in either method. The cast segments are cured on the bed as well as in stacking yard. Ends of the segments are to be made rough through sand blasting so that gluing of segments can be effective. The cast segment will be transported on trailers and launched in position through launching girders. 5.4.2 Launching Scheme Launching girder is specially designed for launching of segments. The suggested launching scheme is designed in such a way that initially the launching girder is erected on pier head at one end of the work. The segments are lifted in sequence and when the lifting is over, they



are dry matched while hanging from the launching girder. After dry matching, the Segments are glued with epoxy and pre-stressed from one end. The girder is lowered on the temporary / permanent bearings after pre-stressing. The launching girder then moves over the launched span to next span and the sequences continue. 5.5 STRUCTURAL SYSTEM OF VIADUCT 5.5.1 Superstructure The superstructure of a large part of the viaduct comprises of simply supported spans. However at major crossing over or along existing bridge, special steel or continuous unit will be provided. Normally the Box Girder having a soffit width of about 4.0 m (approx) accommodates the two tracks situated at 4.2m center to center (c/c). The Box Girder superstructure for almost all the simply supported standard spans will be constructed by precast pre-stressed segmental construction with epoxy bonded joints. The standard spans c/c of piers of simply supported spans constructed by precast segmental construction technique has been proposed as 31.0m. The usual segments shall be 3.0m in length except the Diaphragm segments, which shall be 2.0m each. The other spans (c/c of pier) comprises of 28.0 m, 25.0 m, 22.0 m, 19.0 m & 16.0 m, which shall be made by removing/adding usual segments of 3.0 m each from the center of the span. The pier segment will be finalized based on simply supported span of 31.0m and the same will be also kept for all simply supported standard span. For major crossing having spans greater than 31.0m, special continuous units normally of 3 span configuration or steel girders have been envisaged. All these continuous units (in case provided at obligatory location) will be constructed by cast-in-situ balanced cantilever construction technique. 5.5.2 Substructure The viaduct superstructure will be supported on single cast-in-place RC pier.The shape of the pier follows the flow of forces. For the standard spans, the pier gradually widens at the top to support the bearing under the box webs.At this preliminary design stage, the size of pier is found to be limited to 1.8m to 2.0 m diameter of circular shape for most of its height so that it occupies the minimum space at ground level where the alignment often follows the central verge of existing roads. To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier of 1.0 m height above existing road level has been provided all around the pier. A gap of 25 mm has also been provided in between the crash barrier and outer face of pier. The shape of upper part of pier has been so dimensioned that a required clearance of 5.5 m is always available



on road side beyond vertical plane drawn on outer face of crash barrier. In such a situation, the minimum height of rail above the existing road is 10.2 m. The longitudinal center to center spacing of elastomeric/pot bearing over a pier would be about 1.8 m. The space between the elastomeric bearings will be utilized for placing the lifting jack required for the replacement of elastomeric bearing. An outward slope of 1:200 will be provided at pier top for the drainage due to spilling of rainwater, if any. The transverse spacing between bearings would be 3.2 m (to be studied in more details). The orientation and dimensions of the piers for the continuous units or steel girder (simply supported span) have to be carefully selected to ensure minimum occupation at ground level traffic. Since the vertical and horizontal loads will vary from pier to pier, this will be catered to by selecting the appropriate structural dimensions. 5.5.3 Foundation Recommendation Deep Foundations, in the form of Bored Cast In-situ piles are recommended wherever heavy load transfer from the super structures are expected and availability of dense competent strata is at deeper depths. Bored cast in-situ pile foundations have been recommended keeping in consideration site constraints for deep excavations in the vicinity of built up structures. Pile foundations have been recommended for the foundations as per the stratum encountered. Hence, pile foundations with varying pile depths depending on soil characteristic have to be provided on a case-by-case basis. 5.5.4 Deck – Simple Spans Salient features of the precast segmental construction method technique as envisaged for the project under consideration are indicated below: The superstructure shall be constructed “span by span” sequentially, starting at one end of a continuous stretch and finishing at the other end. Nos. of launching girders may be required so as to work on different stretches simultaneously to enable completion of the project in time. The number of “breaks” in the stretch can be identified by Nos. of continuous units & stations. The suggested method of erection will be detailed in drawings to be prepared, at the time of detailed design. The launching girder (or, more accurately, the “assembly truss”) is capable of supporting the entire dead load of one span and transferring it to the top of the pier. The governing weight of the segments will be of the order of 50t (to be finalized). The launching girder envisaged will be slightly longer than two span lengths. It must be able to negotiate curves in conjunction with temporary brackets.



Transportation of segments from casting yard to the point of erection will be effected by appropriately designed low-bedded trailers (tyre-mounted). The segments can be lifted and erected using erection portal gantry moving on launching girder. Box girder segments shall be match cast at the casting yard before being transported to location and erected in position. Post-tensioned cables shall be threaded in-situ and tensioned from one end. It is emphasized that for precast segmental construction only oneend pre-stressing shall be used. The pre-stressing steel and pre-stressing system steel accessories shall be subjected to an acceptance test prior to their actual use on the works. The tests for the system shall be as per FIP Recommendations as stipulated in the special specifications. Only multi-strand jacks shall be used for tensioning of cables. Direct and indirect force measurement device (e.g. Pressure Gauge) shall be attached in consultation with system manufacturer. The Contractor shall be responsible for the proper handling, lifting, storing, transporting and erection of all segments so that they may be placed in the structure without damage. Segments shall be maintained in an upright position at all times and shall be stored, lifted and/or moved in a manner to prevent torsion and other undue stress. Members shall be lifted, hoisted or stored with lifting devices approved on the shop drawings. 5.5.5 Epoxy Bonded Joints and Shear Keys A minimum compressive stress of 3 kg/sq cm shall be provided uniformly over the crosssection for the closure stress on the epoxied joint until the epoxy has set. The curing period for application of the compressive stress, method of mixing and application of epoxy and all related aspects including surface preparation shall be as per approved manufacturer’s specifications. The purpose of the epoxy joint, which is about 1mm on each mating surface, shall be to serve as lubricant during segment positioning, to provide waterproofing of the joints for durability in service conditions and to provide a seal to avoid cross-over of grout during grouting of one cable into other ducts. The epoxy shall be special purpose and meet requirements of relevant provision of FIP (International Federation of Pre-stressed Concrete) The temporary compressive stress during the curing period shall be applied by approved external temporary bar pre-stressing (such as Macalloy or Diwidag bar systems or approved equivalent). 5.6 CONSTRUCTION OF STATIONS It is proposed to construct the elevated stations with elevated concourse over the road or Railway Line at most of the locations to minimize land acquisition. To keep the Metro rail



level low, it is proposed not to take viaduct through the stations in the Railway area. Thus a separate structural configuration is required (although this may necessitate the break in the launching operations at each station location). However, for Stations over road, viaduct may be kept separate passing through the Metro stations.For most of the Stations over road, attempt will be made to provide single viaduct column in the station area, which will be located on the median and supporting the concourse girders by a cantilever arm so as to eliminate the columns on right of way. Sub-structure for the station portion will also be similar to that of viaduct and will be carried out in the same manner. 5.6.1 Grade of Concrete It is proposed to carry out construction work with design mix concrete through computerized automatic Batching Plants with following grade of concrete for various members as per design requirement/durability considerations. i) Piles - M -35 ii) Pile cap and open foundation - M -35 iii) Piers - M -40 iv) All precast element for viaduct and station - M -45 v) Cantilever piers and portals - M -45 - M -60 vi) Other miscellaneous structure - M -30 For all the main structures, permeability test on concrete sample is recommended to ensure impermeable concrete. 5.6.2 Reinforcement and pre-stressed Steel It is proposed to use HYSD 500 or TMT steel as reinforcement bars. For pre-stressing work, low relaxation high tensile steel strands with the configuration 12 K 15 and or 19 K 15 is recommended (confirming to IS:14268). 5.6.3 Road width required during construction As most of the construction is to be carried out on the middle of the road, central two lanes including median will be required for construction activities. During piling and open foundation work, a width of about 9 m will be required for construction and the same will be barricaded. It is proposed that two lanes are provided for traffic on either side during construction by widening of roads, if necessary. In certain cases, one way traffic may be resorted to. All these actions will require a minimum period of about 4 to 6 months. During this period, the implementing agency can go ahead with the following preliminary works:



i) Preliminary action for diversion of utility and preparation of estimates thereof. ii) Reservation of land along the corridor, identification and survey for acquisition. The SPV for the implementation of MEGA rail project has to take action for appointment of consultant for Project Management and proof checking including preparation of tender documents. Simultaneously, action is also to be taken for detailed design for structures for elevated & underground corridor. 5.6.4 Special features of construction in Railway Area As about 8.5 km of construction is to be carried out on Railway Land, special precautions have to be taken. At the start of construction activity in Railway Area, it is planned to have passenger service terminated at Sarkhej Station of MG Track and provide bus connection for Railway passengers to come to Vastrapur and Gandhinagar, which is at present the Terminal Station for Passenger Service on MG Track. The portion of MG track from Sarkhej to Sabarmati will be used for moving one passenger rake every day during non-working hours for maintenance at Sabarmati yard. During working hours, construction activity of MEGA and preparatory work for Gauge conversion by RVNL will be carried out with the approval of the Railway. Day to day coordination will have to be maintained with RVNL for smooth execution of work. When MEGA construction activity is in full swing, night working may also be required to be done and special precaution for safety as per Railway Rules and other safety norms shall have to be taken. Since train movement at restricted speed will be taking place, adequate precaution while digging trench for foundation work, underground water tank etc. shall have to be taken. Movement of construction equipment may take place over existing service road wherever available but in the portion where service road is not available on the side of the railway land, and for reaching the construction site, construction equipment will have to be taken on railway land. Although this movement will generally be taking place during the time when there is no movement of passenger rake, nothing will be left at site which will infringe the schedule of dimensions during the movement of passenger rake. Any barricading in Railway land shall require the approval of the Railway. During piling and open foundation work near the service road, a minimum width on service road will be required for construction and the same will be barricaded on the service road side. It is proposed to keep the road traffic moving on the service roads during construction. However, on certain occasions, such as construction of Station Structure, some portion of the service road may be required to be blocked for certain period. Traffic Diversion plan will have to be made to cater to such situations. It is planned by RVNL to block the Railway traffic completely after their preparatory work is over by January 2017. After that, full railway land will be available to both MEGA and RVNL for construction activity. Again coordination with RVNL will have to be maintained on day to day basis for smooth execution of work.



5.7 GEO-TECHNICAL INVESTIGATIONS 5.7.1 Physiography Ahmedabad is the largest city in the state of Gujarat. It is located in Western India on the banks of the River Sabarmati, 32 km from the state capital Gandhinagar. It is the former capital of Gujarat and also the financial capital of Gujarat. Ahmedabad is located at 23.030 N and 72.580 E at an elevation of 53 m. The Sabarmati River frequently dries up in summer, leaving only small stream of water, however now there is perennial supply of water from Narmada Canal after Sabarmati River Front Development. Except for the small hills of Thaltej - Jodhpur Tekra, the city is almost flat. Gandhinagar is the capital of the state of the Gujarat. Gandhinagar has an average elevation of about 81 m. The city sits on the banks of the River Sabarmati in North - Central - East of Gujarat. 5.7.2 Geology The well-known agriculturally rich alluvial basin of Gujarat rises from the estuarine tacts between Narmada and Tapi rivers, and extends 402 Km Northwards merging into the deserts plains ofRajasthan and the Rann of Kutch. The alluvial plains of Gujarat belong to Quaternary group. The project site area is covered with deep layers of recently placed alluvial sands. 5.7.3 Seismicity The site is located in Seismic Zone III as per Seismic Zoning map of India. The basic HorizontalSeismic Co-efficient (Io) is 0.04 and Seismic Zone Factor (Fo) is 0.20



The region of Kutch and Gujarat has been subject to many earthquake in the past.

Figure 5.1: Seismic zones of India 5.8 OBJECTIVE OF GEOTECHNICAL INVESTIGATION The main objectives of Geo-Technical Investigation Services are:

• To determine the required strength characteristics of the underlying soil/rock strata to design the foundation of the structure proposed to be constructed at various locations. • To determine the subsurface profile of the underlying strata.

5.9 DETAILS OF BORE HOLES

5.9.1 Investigation Works Geotechnical investigation work at site was carried out to determine the existing subsoil strata, proposed type & depth of foundations and safe bearing capacity of foundations required for the proposed two Metro Corridors along the originally planned routes. Borehole locations were identified at the ground along with the Client and drilling work was commenced.



5.9.2 Geology of the area The soil formation in the site is observed to be homogenous in nature, and little variability is expected. Generally two layer homogeneous sub-soil profile has been noticed in the boreholes 5.9.3 Boring in Soil and Rock In soils, boreholes of diameter 100mm to 150mm were drilled with the help of a posthole auger. Power winch was used to extend the boreholes with the help of Extension rods and auger, up to the required depth. Any loose soil was carefully removed from the bottom of the borehole so that the penetration test may be performed on an undisturbed surface of strata. Water table was recorded in each borehole, if met. Rock coring was obtained by use of rotary drilling method, because of its ability in detaining higher quality of rock samples. Rock coring was carried out by using diamond bits and Tungsten carbide bits. For better core recovery in hard rock like basalt and granites, diamond bits were used. NX size of bit was used in coring. The drilling operation was conducted by attaching bits to core barrels through reamer shells. Methodology followed for boring confirmed IS: 1892-1979 and IS: 6926-1996. Water was used as the drilling fluid, care was taken to see that water into the hole, be minimum, consistent with adequate removal of cutting from the hole and proper cooling of the bit. The rock core samples is preserved and stored as specified in IS: 4078-1980. The bore logs are as under:-

Table 5.1 - Borehole Details

S.No BH No Chainage Reduced Level Depth of BH Water Table Depth Motera Stadium to APMC 1 BH 16 15092.35 58.566 30.00m Not Met 2 BH 17 14223.382 56.6 30.00m 9.50m 3 BH 18 13469.70 56.9 30.00m Not Met 4 BH 19 12706.095 57.037 30.00m Not Met 5 BH 20 11938.171 53.316 30.00m Not Met 6 BH 21 11077.50 51.605 30.00m 9.50m 7 BH 22 11224 50.01 30.00m 13.00m 8 BH 23 11080 54.00 30.00m 3.00m 9 BH 24 10232 52.32 30.00m Not Met



S.No BH No Chainage Reduced Level Depth of BH Water Table Depth Motera Stadium to APMC 10 BH 25 9632 51.05 30.00m Not Met 11 BH 26 9160 47.23 30.00m Not Met 12 BH 27 8005 52.052 30.00m 18.00m 13 BH 28 7034.60 51.231 30.00m Not Met 14 BH 29 6145.728 49.938 30.00m 23.00m 15 BH 30 5434.424 48.920 30.00m 20.00m 16 BH 31 4711.35 47.100 30.00m 17.50m 17 BH 32 3915.257 47.223 30.00m 21.50m 18 BH 33 3302.281 46.80 30.00m 22.00m 19 BH 34 2523.76 49.897 30.00m 21.00m 20 BH 35 1739.38 47.711 30.00m 17.00m 21 BH 36 925.781 42.48 30.00m 7.00m 22 BH 37 180.0 42.661 30.00m 10.00m Old High Court to Thaltej 23 BH 42 6588.54 50.547 37.00m 10.00m 24 BH 43 6105.38 50.670 36.50m 12.00m 25 BH 44 4711.16 49.75 30.00m Not Met 26 BH 45 5252.44 49.84 30.00m Not Met 27 BH 46 3937.13 48.55 30.00m Not Met 28 BH 47 3055.66 48.40 30.00m Not Met 29 BH 48 2961.75 49.5 30.00m 20.00m 30 BH 49 1572.38 50.2 30.00m 19.25m



S.No BH No Chainage Reduced Level Depth of BH Water Table Depth Motera Stadium to APMC 31 BH 50 754 56.8 30.00m Not Met 32 BH 51 0 51.875 30.00m Not Met Borehole Details from Sabarmati River to Vastral

BH No. Location (Existing Km.) Max. Depth

of Drilling (m) Water

Table Stratum at the termination depth 1 Sabarmati river 50.00 10.80m Soft Disintegrated Rock

2 Kasturba gandhi road 50.00 6.30m Soft Disintegrated Rock 3 Ghee Kanta 50.00 6.00m Soft Disintegrated Rock 4 New Arvind mill 50.00 9.60m Soft Disintegrated Rock 5 New Cotton Mill 50.00 8.40m Soft Disintegrated Rock 6 Swastik Circle 50.00 7.00m Soft Disintegrated Rock 7 Rabari Colony 50.00 3.30m Soft Disintegrated Rock 8 Mahadev Nagar 50.00 28.30m Soft Disintegrated Rock 9 Triveni Park 50.00 25.80m Soft Disintegrated Rock 10 Vastral 50.00 Nill Soft Disintegrated Rock

Note:- 1. Bore hole details from Motera Stadium to APMC and Old High Court to Thaltej has been taken from the Ahmedabad DPR 2005 submitted earlier by DMRC.

2.The DDC and Construction agency will have to do Geotechnical investigations along the revised alignment for detailed design and execution of work.

5.10 FIELD TESTS & LABORATORY TESTS

5.10.1 Standard Penetration Tests This is a field test to determine “penetration resistance of stratum at the test depth”. This was conducted in the boreholes at 1.5 to 3.0 m intervals generally up to refusal or up to termination depth (at locations where refusal stratum was not encountered) using procedures described in IS: 2131. In this test, driving bit was replaced by split spoon



sampler (50.8 mm OD and 35 mm ID). Sampler of length 60cm was then driven by dropping 63.5 kg hammer on top of driving collar with free fall of 75 cm. Sampler was first driven through 15 cm as”Seating drive”. It was further driven through 30 cm. Number of blows required to drive the sampler for 30 cm beyond seating drive was termed as “Penetration Resistance, “N”. Where full penetration of 30cm was not possible (refusal conditions), blows and corresponding penetration was recorded. 5.10.2 Grain Size Analysis TheGrain Size Analysis of different samples collected from boreholes were done as per IS: 2720(part IV). 5.10.3 Atterberg’s Limits The liquid limit and plastic limit were conducted as per IS: 2720(part V) on soil samples. 5.10.4 Field Density and Moisture Content The Undisturbed Soil Samples were tested for field density and moisture content as per IS: 2720(part II). 5.10.5 Specific Gravity The soil samples were tested for specific gravity as per IS: 2720(part III). 5.10.6 Direct Shear Test The undisturbed soil samples were tested for direct shear tests. 5.10.7 Chemical Analysis of Soil Chemical analysis of soil samples were conducted for PH, Sulphates (ppm) and for Chloride (ppm). 5.10.8 Chemical Analysis of Water Chemical analysis of soil samples were conducted for PH, Sulphates (ppm) and for Chloride (ppm). 5.10.9 Rock Test Analysis Rock samples were collected from the bore holes and tested for water absorption, porosity and dry density. 5.11 NET ALLOWABLE BEARING PRESSURE Considering the proposed structure and taking into account the ‘N’ values, an allowable settlement of 25 mm has been adopted for evaluating the net allowable bearing capacity, based on the settlement criterion. Average shear strength parameters have been used for calculating safe bearing capacity from shear failure criterion as per IS: 6403-1981 .Lower of the two values obtained from settlement and shear criteria is used in arriving at net allowable bearing capacity of the soil



5.12 SATTLEMENT CRITERIA: IS-8009 (PART-I) APPROACH Net allowable bearing pressure is computed by adopting design ‘N’ value of 50 (conservative approach) at refusal strata as per IS-8009 (part-I) approach. In IS: 8009, settlement for 10 t/m2 for various foundation widths varying from 1m to 6m is available depending on design SPT ‘N’ values. The net allowable bearing pressure is evaluated for 25mm allowable settlement. 5.13 CONCLUSION AND RECOMMENDATION

• 10 boreholes were drilled along original metro alignment in order to obtain information about subsurface layers. • The soil formation in the site is observed to be homogenous in nature, and little variability is expected. Generally two layer homogeneous sub-soil profile has been noticed in the boreholes as explained briefly in Section 5.0 above. • Ground water table was met in all the boreholes except BH 10 at the time of investigation mentioned in table . Proper dewatering arrangements are necessary to excavate up to the footing level below the ground water table. • If the in-situ material is to be used as a backfilling material, it should be compacted to not less than 97% of the MDD in 300 mm layers. • Based on the sub-soil profile noticed and considering heavy load transfer expected from the structures, Deep Foundations, in the form of Bored Cast In-situ piles are recommended. • For pile load capacity calculations, bored cast in-situ piles of 1200 mm, 1500 mm & 1800mm are considered. Recommended Termination depth of piles below EGL & safe loads on piles considering pile with M35 grade concrete is as follows.



5.14 LAND In order to minimize land acquisitions and to provide good accessibility form either directions, the metro alignments are located mostly along the center of the roads, which lie on the corridor. But, at some locations the geometrics of the roads especially at road turnings may not match with geometric parameters required for metro rail systems. In such cases, either the alignment will be off the road or some properties abutting the road would get affected. The North-South Corridor alignment has been revised and it is passing through Railway Land on Botad- Sabarmati section of Bhavnagar Division of Western Railway between Railway Chainage 23+750 to 15+330 and runs parallel to existing Railway corridor in decreasing chainage direction of railway for 8.5 km. No permanent land acquisition will be required in this portion and only way leave permission from Railway will be required and charges will have to be paid to them. Further, some land is required for various purposes as detailed below: 5.14.1 Land Requirement for following Major Components

• MRTS Structure (including Route Alignment), Station Building, Platforms, Entry/Exit Structures, Traffic Integration Facilities, Depots, etc. • Receiving/Traction Sub-stations



• Radio Towers • Temporary Construction Depots and work sites. • Staff quarters, office complex and operation control centre(OCC)

5.14.2 Land for Underground stretches No land at surface is required permanently for underground section, except for small areas for entry/exit structures, traffic integration, chilling plant and ventilation shafts at stations. These will be located either on footpath edge or in front marginal open setback of the building along the road. 5.14.3 Land required for elevated stretches For elevated section, single pier supporting the viaduct will be located on the middle of road so that the existing roads remain in use as usual. In Railway Land, they will be provided at locations permitted by the Railway. Accordingly, necessary permission for using such right-of-way will have to be obtained from the concerned authorities. Elevated station is generally proposed with elevated concourse so that land is required only for locating the entry/exit structures. However, at Paldi Station falling on Railway land, special design will have to be evolved to provide Ticketing facility on ground and an RUB/Subway will have to be planned in lieu of the existing Level Crossing No. 15. Traffic integration facilities are provided wherever the same are required, but no land is proposed for acquisition. The normal viaduct structure of elevated Metro is about 10.5 m (edge to edge) wide. Ideally the required right of way is 10.5 m. However, for reasons of safety a clean marginal distance / setback of about 5 m is necessary from either edge of the viaduct (or 10.25 m on both sides of the centre line) wherein no structures are to be located. It ensures road access and working space all along the viaduct for working of emergency equipment and fire brigade. In stretches, where the elevated alignment has to be located away from road, a strip of 20-m width is proposed for acquisition. However, in Railway land where no service road is available on the side and the building line is about 1.5 to 5 m away from the Railway Land Boundary on the eastern side where the viaduct piers are proposed to be located, there is no option but to keep the centre line of the Metro Viaduct 5.5 m from the Railway Boundary. In such cases water pipeline with sprinklers will have to be run on the viaduct from the nearest Metro Station for firefighting in case Metro Train catches Fire. Prior permission of the Fire Department will have to be obtained for this arrangement. Any violation of Fire Safety norms (Fire Separation etc.) by the owners of the building will be unauthorized and will be the responsibility of the owner and not MEGA. In view of the constraints on space on ground floor, it is proposed to provide the concourse area exactly below the Station Building at mezzanine level. All the stations in elevated stretch including terminal station are planned with side platforms. Normally, the ideal width required for station building in is 28.0m. The staircase giving access to concourse area from ground will be located at the edge of footpaths or in front marginal open setback of the buildings in the as far as possible in the open space. Nevertheless it is not possible to find open space at all the locations therefore acquisition of certain private structures is inevitable.



In Railway land, special design of Station will have to be evolved to provide access from both the sides of railway land, separate Concourse for both the sides and side Platforms. If required, Concourse and Platform may have to be provided at the same level. 5.14.4 Land for Switch-over Ramps Switch-over ramps are required for transition from the underground to elevated section or

vice versa. The ramp covers a stretch at ground for the whole width of structure for two tracks (about 10.5m including the protection works). The length of ramp above ground depends on the existing ground slope and the gradient provided on Metro alignment (normally 3% to 4%). Thus the ramp is to be located in an area where sufficient road width is available or in an open area. Two such ramps are provided in East-West corridor. 5.14.5 Land for Traffic integration As indicated in station planning para certain land is required for traffic integration at the each station. But no land for traffic integration has been ear marked at this stage however this should be identified and ear marked where ever possible closure to the proposed station locations. 5.14.6 Land for Traction and Receiving Substation and Radio Towers Two RSS each is proposed to be located for Thaltej to Vastral Gam and APMC to Motera Stadium Corridor. Hence, an area of 22400 m2 has been earmarked exact location will be decided at the time of implementation of the project. No additional land proposed for locating radio towers. These will be accommodated in the land already acquired. Land required for RSS will be as tabulated below.

Table 5.2 - Details of Land Required for RSS S. No. Name of Corridor Area (m2) Ownership

1. Thaltej to Vastral Gam 11200 Government 2. APMC to Motera Stadium 11200 Government Total 22400

5.14.7 Land Requirement for Stations & Running section As indicated earlier, the ROW of the roads along which the alignment is planned is adequately wide and hence no land is required for acquisition as long as the alignment is straight and in the centre of the road. However, at curved portions, the alignment could not be kept in the centre of the road and land acquisition at such locations is inevitable in spite of introduction of sharper curves.



To the extent possible the Entry and Exit points of stations (underground and elevated) were planned on the in open spaces between foot paths and building offsets as far as possible. But, for locating other station facilities such as chiller plants, ventilation shafts, underground water tanks, generator set room etc., land acquisition is proposed. For using the Railway Land, Way-leave permission shall have to be obtained and way leave charges for using Railway land and its Air-Space shall have to be paid as per Railway Rules The details of land permanently required for depot, running sections and stations and Railway land for which Way-Leave permission is required, are indicated in the Table 5.3, Table 5.4 and Table 5.5 and the areas identified for acquisition are shown in Figs. L - 4.1 to L - 4.29 and are placed at the end of this chapter.

Table 5.3 - Details of Land Required for Depot S. No. Location Area(m2) Ownership Purpose 1. New Cotton Mill 190936 Government Depot 2. Vasana (Gyaspur) 250000 Government Depot Total 440936

Table 5.4 - Details of Land Required for Running Section S.NO. PLOT NO. AREA (m2) REMARKS EAST – WEST CORRIDOR 1 RS-1 1740.2 Private 2 RS-2 1574 Private 3 RS-3 23.8 Government 4 RS-4 334.6 Private 5 RS-5 3828.8 Private 6 RS-6 431.1 Private 7 RS-7 998.3 Private 8 RS-8 5677.8 Government 9 RS-9 2068.6 Government 10 RS-10 4586.2 Government 11 RS-11 833.4 Private



S.NO. PLOT NO. AREA (m2) REMARKS EAST – WEST CORRIDOR 12 RS-12 1061.6 Government 13 RS-13 5651.1 Government TOTAL =28509.5 Sqm. GOVT. =197672.4Sqm. PVT. =22073Sqm

S.NO. PLOT NO. AREA (m2) REMARKS NORTH - SOUTH CORRIDOR 1 RS-1 4830.9 Government 2 RS-2 353.4 Private 3 RS-3 9155.2 Private 4 RS-4 29377.2 Government 5 RS-5 10295.2 Government 6 RS-6 572 Private 7 RS-7 3797.3 Government 8 RS-8 5982.7 Government 9 RS-9 398 Private 10 RS-10 164 Private

TOTAL = 64925.9Sqm.

GOVT. =54283.3Sqm. PVT. =10642.6Sqm



Land Requirement within Railway boundary

Sr. No. Description

Station Width (mt)

Railway Boundary width (mt)

Area (Sq.mt.) 1 Rajiv Nagar (Rly. Ch. 23375) 35.15 25 3500 2 Shreyas (Rly. Ch. 22008) 37.55 26.5 3710 3 Paldi (Rly. Ch. 20654) 21.1 25 3500 4 Gandhigram (Rly. Ch. 19229) 25.4 121.9 4256 5 N-S Old High Court interchange station (Rly. Ch. 18156) 28.8 23.4 3276 6 E-W Old High Court Interchange station 19.5 23.4 975 7 Usmanpura (Rly. Ch. 17124) 38.15 26 3640 8 Vijaynagar (Rly. Ch. 15626) 39.65 27.5 3850 Total Area of Land for Stations 26707 9 Total Area of Land for Viaduct (11m width) from Ch. 27750 to Ch. 15330 (excluding stations) -- -- 66916 Total Area of Land within Railway Boundary 93623

Table 5.5 - Details of Land Required for Stations

S.No Station Name Land Area(m2) Ownership

Remarks Thaltej to Vastral Gam Corridor

1.0 THALTEJ 700 Private Exits, entries and ancillary buildings 2.0 DOORDARSHAN KENDRA 700 Private Exits, entries and ancillary buildings 3.0 GURUKUL ROAD 700 Private Exits, entries and ancillary buildings 4.0 GUJARAT UNIVERSITY 700 Private Exits, entries and ancillary buildings 5.0 COMMERCE SIX ROAD 700 Private Exits, entries and ancillary buildings 6.0 STADIUM 700 Private Exits, entries and ancillary buildings 7.0 OLD HIGH COURT 700 Private Exits, entries and ancillary buildings 8.0 SHAHPUR 1440 Government Exits, entries and ancillary buildings 9.0 GHEE KANTA 1440 Government Exits, entries and ancillary buildings




Remarks

10.0 KALUPUR RLY.STATION 1440 Government Exits, entries and ancillary buildings 11.0 KANKARIA EAST 1440 Private Exits, entries and ancillary buildings 12.0 APPAREL PARK Land included in Depot area 13.0 AMRAIWADI 700 Private Exits, entries and ancillary buildings 14.0 RABARI COLONY 700 Private Exits, entries and ancillary buildings 15.0 VASTRAL 700 Private Exits, entries and ancillary buildings 16.0 NIRANT CROSS ROAD 700 Private Exits, entries and ancillary buildings 17.0 VASTRAL GAM 700 Private Exits, entries and ancillary buildings APMC to Motera Stadium Corridor 1 APMC 700 Private Exits, entries and ancillary buildings 2 JIVRAJ 700 Government Exits, entries and ancillary buildings 3 RAJIVNAGAR 700 Private Exits, entries and ancillary buildings 4 SHREYAS 700 Private Exits, entries and ancillary buildings 5 PALDI 700 Private Exits, entries and ancillary buildings 6 GANDHIGRAM 700 Private Exits, entries and ancillary buildings 7 OLD HIGH COURT 700 Private Exits, entries and ancillary buildings 8 USMANPURA 700 Private Exits, entries and ancillary buildings 9 VIJAYNAGAR

10 VADAJ 700 Government Exits, entries and ancillary buildings 11 RANIP 700 Government Exits, entries and ancillary buildings 12 SABARMATI RLY. 3920 Private Exits, entries and ancillary




Remarks STATION buildings

13 AEC 700 Private Exits, entries and ancillary buildings 14 SABARMATI 700 Private Exits, entries and ancillary buildings 15 MOTERA STADIUM 700 Private Exits, entries and ancillary buildings 5.14.8 Land for Staff quarters, office complex and operation control centre (OCC) A large number of officers and staff will be required to be deployed permanently to take care of project implementation and post construction operational activities. Moreover metro office complex and metro operation control centre will also be required. It is proposed to keep the provision of 5.0 ha of government land for this purpose. Exact location of land has not been identified at this stage. It may be decided at the time of project implementation. 5.14.9 Temporary office accommodation During construction period, huge quantities of construction materials like reinforcing bars, cement, steel sections, shutters, pre-cast segments etc. are to be stored and sufficient land is required for storage of these materials. The areas may be identified based on availability as vacant on date nearer to the corridors. At the time of construction, depending up on the need the location and size can be reassessed and temporary land acquisitions can be made accordingly. Since the area of land being acquired permanently at most of the stations is bare minimum, the land required for construction depots purpose has been considered throughout the corridor @ 2000sq m at every 5 km. These sites will be obtained on lease temporarily for the construction period. After completion of construction, these will be handed over back to the land owning agency.

Table 5.6 - Details of Temporary Land office accommodation

S. No. Description Thaltej to Vastral Gam(m2) APMC to Motera

Stadium(m2) Total(m2) Govt. Pvt. Govt. Pvt. 1 Temporary office accommodation 8213 6168 14381 2 Segment Casting Yard 80000 60000 140000 Total 88213 66168 154381



5.14.10 Segment Casting Yard Large numbers of pre-cast segments are required for construction of elevated/underground structures for which a large open area is required for setting up of casting yards. As far as possible, this area should be close to the site, easily accessible and away from habitation. Considering the various factors, it is proposed to setup four segment casting yards for EastWest corridor and three Casting yards for North-South Corridor. Accordingly a provision of 14.0 ha land has been proposed on temporary basis considering 2.0 ha of land for each segment casting yard for a period of a period of four years. 5.14.11Summary of Land Requirements Abstract of land requirements for different components of this corridor is given in Tables below. However, the land requirement is summarized below:

a) Govt Land permanently required for stations, Depot, Ramp and running section 86.768 ha. b) Private Residential and Commercial Required for stations, Ramp and Running section

5.348ha c) Total land required for the project is 92.116 ha.

Table 5.7 - Summary of Permanent Land Requirement (All figures in Sq. )

Sr. Description Thaltej to APMC to Motera

Stadium Total Vastral Gam Govt. Pvt. Govt. Pvt. 1 Stations 5,020 9,840 28,807 10,920 54,587 2 Running Section 1,97,672 22,073 1,21,199 10,643 3,51,587 3 Depot 1,90,936 2,50,000 4,40,936 4 Staff Quarters , Office Complex and OCC 50,000 50,000 5 Receiving Substation(RSS) 11,200 11,200 22,400 6 Mid Shaft 1,650 1,650 Total 4,56,478 31,913 4,11,206 21,563 9,21,160

*Railway land subject to verification vide detailed survey and Indian Railways ** Total land required for the project is mentioned here above does not include land require for traffic integration/parking. Total = 92.116 Ha

Government = 86.768 Ha Private = 5.348 Ha



Table 5.8 - Summary of Temporary Land Requirement S. No. Description Thaltej to

Vastral Gam APMC to Motera Stadium Total

Govt. Pvt. Govt. Pvt. 1 Temporary office accommodation 8213 6168 14381 2 Segment Casting Yard 80000 60000 140000 Total 88213 66168 154381

Total = 15.438 Ha Government = 15.438 Ha Total land required for temporary acquisition is 15.4ha which assumed that it will be government open land.

5.15 UTILITY DIVERSIONS

5.15.1 Introduction Besides the details of various aspects e.g. transport demand analysis, route alignment, station locations, system design, viaduct structure, geo-technical investigations etc. as brought out in previous paras, there are a number of other engineering issues, which are required to be considered in sufficient details before really deciding on taking up any infrastructure project of such magnitude. Accordingly, following engineering items have been studied and described in this para. Existing underground and at surface utilities and planning for their diversion during construction, if necessary. 5.15.2 Utility and Services The DMRC has collected details of various utilities from concerned agencies/organizations directly for the entire alignment. Large number of sub-surface, 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 have to be maintained in working order during different stages of construction, by temporary/permanent diversions or by supporting in position. Since these may affect construction and project implementation time schedule/costs, for which necessary planning/action needs to be initiated in advance.



Table 5.9 - Utility Detail Utility of APMC to Jivaraj ROB from chainage 0+000mt to 1+550mt

Sr. No Chainage Utility Utility Name

From To 1 0+000 0+50 Manhole Drainage Line LHS 2 0+000 0+50 Manhole Drainage Line RHS 3 0+50 0+100 Manhole Drainage Line LHS 4 0+50 0+100 Manhole Drainage Line RHS 5 0+100 0+150 Manhole Drainage Line LHS 6 0+150 0+200 Manhole Drainage Line LHS 7 0+150 0+200 Manhole Drainage Line RHS 8 0+200 0+250 Manhole Drainage Line LHS 9 0+200 0+250 Manhole Drainage Line RHS 10 0+250 0+300 Manhole Drainage Line LHS 11 0+250 0+300 Manhole Drainage Line RHS 12 0+300 0+350 Manhole Drainage Line LHS 13 0+300 0+350 Manhole Drainage Line RHS 14 0+350 0+400 Manhole Drainage Line LHS 15 0+350 0+400 Manhole Drainage Line LHS 16 0+350 0+400 Manhole Drainage Line RHS 17 0+350 1+300 Gas Line Adani Gas Line 18 0+400 0+450 Gas Line GSPC STONE RHS 19 0+450 0+500 Manhole Drainage Line RHS 20 0+450 0+500 Manhole Drainage Line LHS 21 0+500 0+550 Gas Line GSPC STONE RHS 22 0+500 0+550 Manhole Drainage Line RHS 23 0+500 0+550 Manhole Drainage Line LHS 24 0+550 0+600 Manhole Drainage Line LHS 25 0+550 0+600 Manhole Drainage Line RHS 26 0+600 0+650 Manhole Drainage Line LHS 27 0+600 0+650 Manhole Drainage Line RHS 28 0+650 0+700 Manhole Drainage Line RHS 29 0+650 0+700 Manhole Drainage Line LHS 30 0+700 0+750 Gas Line GSPC STONE RHS 31 0+700 0+750 Manhole Drainage Line LHS 32 0+700 0+750 Manhole Drainage Line RHS 33 0+800 0+850 Manhole Drainage Line RHS




From To 34 0+800 0+850 Manhole Drainage Line LHS 35 0+350 1+300 Gas Line Adani Gas Line 36 0+400 0+500 Manhole Drainage Line RHS 37 0+450 0+500 Manhole Drainage Line LHS 38 0+500 0+550 Manhole Drainage Line RHS 39 0+500 0+550 Manhole Drainage Line LHS 40 0+550 0+600 Manhole Drainage Line LHS 41 0+550 0+600 Manhole Drainage Line RHS 42 0+600 0+650 Manhole Drainage Line LHS 43 0+600 0+650 Manhole Drainage Line RHS 44 0+650 0+700 Manhole Drainage Line RHS 45 0+650 0+700 Manhole Drainage Line LHS 46 0+700 0+750 Manhole Drainage Line LHS 47 0+700 0+750 Manhole Drainage Line RHS 48 0+800 0+850 Manhole Drainage Line RHS 49 0+800 0+850 Manhole Drainage Line LHS 50 0+850 0+900 Manhole Drainage Line LHS 51 0+850 0+900 Manhole Drainage Line RHS 52 0+900 0+950 Manhole Drainage Line LHS 53 0+900 0+950 Manhole Drainage Line RHS 54 0+950 1+000 Manhole Drainage Line LHS 55 0+950 1+000 Manhole Drainage Line RHS 56 1+000 1+050 Manhole Drainage Line LHS 57 1+000 1+050 Manhole Drainage Line LHS 58 1+000 1+050 Manhole Drainage Line RHS 59 1+000 1+050 Manhole Drainage Line RHS 60 1+000 1+100 Manhole Drainage Line LHS 61 1+000 1+100 Manhole Drainage Line LHS 62 1+000 1+100 Manhole Drainage Line RHS 63 1+100 1+300 DUCT LINE 64 1+100 1+150 Manhole Drainage Line RHS 65 1+150 1+200 Manhole Drainage Line LHS 66 1+200 1+250 Manhole Drainage Line RHS 67 1+250 1+300 Manhole Drainage Line LHS 68 1+300 1+350 Manhole Drainage Line LHS




From To 69 1+350 1+400 Manhole Drainage Line LHS 70 1+400 1+450 Manhole Drainage Line LHS 71 1+450 1+500 Manhole Drainage Line LHS 72 1+450 1+500 Manhole Drainage Line RHS 73 1+500 1+550 Manhole Drainage Line LHS 74 1+500 1+550 Manhole Drainage Line RHS



Utility of Railway line from Jivraj ROB to Vijaynagar from chainage 1+550mt to 10+150mt







Sabarmati to Motera from chainage 12+945mt to 16+015mt N-S Corridor in Ahmedabad


From To 1 12+945 12+945 OFC BSNL WTR LINE 2 12+965 12+965 OFC BSNL OFC LINE 3 12+965 14+215 OFC BSNL OFC LINE 4 12+965 14+065 GasLine Gas Pipeline 5 13+615 13+690 GasLine Adani 08 Inch Steel Pipeline 6 13+625 14+765 OFC Airtel OFC 7 13+665 14+140 OFC BSNL WTR LINE 8 13+690 13+690 GasLine Adani 08 Inch Steel Pipeline 9 13+690 14+065 GasLine Adani 08 Inch Steel Pipeline 10 13+915 14+175 Water Line Western trunk Main Line 11 13+975 14+345 Water Line Water Pipeline 12 14+015 14+235 OFC Reliance OFC 13 14+065 14+065 GasLine Adani 08 Inch Steel Pipeline 14 14+065 16+015 GasLine Adani 08 Inch Steel Pipeline 15 14+065 14+065 GasLine Gas Pipeline 16 14+065 14+690 GasLine Gas Pipeline 17 14+090 14+205 OFC Incable OFC 18 14+105 15+065 Water Line Rasika Water pipe 19 14+115 14+115 OFC BSNL WTR LINE 20 14+115 14+865 OFC Vodafone OFC 21 14+140 14+695 OFC BSNL WTR LINE 22 14+140 14+695 OFC BSNL WTR LINE 23 14+145 14+195 OFC GTPL OFC 24 14+145 14+145 OFC Tata Tele Cable 25 14+165 14+765 Water Line Package IV EX Waterline 300 mm dia 26 14+165 14+215 Electric Line LT cable 120 4C 27 14+165 14+765 Electric Line LT cable 240 4C 28 14+165 14+165 Storm Water Drain Package IV Storm water line 29 14+165 14+685 Storm Water Drain Package IV Storm water line 30 14+175 14+175 Water Line Western trunk Main Line 31 14+185 14+185 GasLine Adani gas 90 MM MDPE Line 32 14+185 14+715 GasLine Adani gas 90 MM MDPE Line 33 14+205 14+625 OFC Incable OFC



N-S Corridor in Ahmedabad Sr. No Chainage

Utility Utility Name From To 34 14+215 14+215 OFC BSNL OFC LINE 35 14+225 14+365 OFC BSNL OFC LINE 36 14+235 14+515 OFC Reliance OFC 37 14+240 15+025 Water Line Package IV EX Waterline 300 mm dia 38 14+315 14+315 Drainage Line Package IV Drainage 300 mm dia 39 14+315 14+365 Electric Line LT cable 240 4C 40 14+365 14+690 Copper Cable BSNL COPPER LINE 41 14+365 14+690 Copper Cable BSNL COPPER LINE 42 14+365 14+490 OFC BSNL OFC LINE 44 14+465 14+515 Electric Line LT cable 10 2C 45 14+490 14+765 OFC BSNL OFC LINE 46 14+515 14+575 OFC Reliance OFC 47 14+515 14+565 Electric Line LT cable 25 4C 48 14+565 14+565 Drainage Line Package IV Drainage 300 mm dia 49 14+575 14+665 OFC Reliance OFC 50 14+585 14+585 Storm Water Drain Package IV Storm water line 51 14+595 15+935 Storm Water Drain Package IV Storm water line 52 14+615 14+665 Electric Line LT cable 10 2C 53 14+625 14+625 OFC Incable OFC 54 14+665 14+765 OFC Reliance OFC 55 14+665 14+715 Electric Line LT cable 10 2C 56 14+690 14+690 Copper Cable BSNL COPPER LINE 57 14+690 14+765 Copper Cable BSNL COPPER LINE 58 14+695 14+695 OFC BSNL WTR LINE 59 14+695 14+765 OFC BSNL WTR LINE 60 14+725 15+965 Drainage Line Drain 150 mm 61 14+725 15+965 Storm Water Drain Package IV Storm water line 62 14+765 14+765 OFC Airtel OFC 63 14+765 15+915 OFC Airtel OFC 64 14+765 14+765 Copper Cable BSNL COPPER LINE 65 14+765 14+840 Copper Cable BSNL COPPER LINE 66 14+765 14+840 Copper Cable BSNL COPPER LINE 67 14+765 14+765 OFC BSNL OFC LINE 68 14+765 14+845 OFC BSNL OFC LINE




Utility Utility Name From To 69 14+765 14+765 OFC BSNL WTR LINE 70 14+765 14+890 OFC BSNL WTR LINE 71 14+765 14+890 OFC BSNL WTR LINE 72 14+765 14+840 Water Line Package IV EX Waterline 450 mm dia 73 14+765 15+965 OFC Reliance OFC 74 14+765 15+015 VISAT-KOBA Powerline 75 14+765 14+765 Water Line Western trunk Main Line 76 14+815 15+215 Electric Line LT cable 240 4C 77 14+815 14+845 OFC BSNL OFC LINE 78 14+840 14+840 Copper Cable BSNL COPPER LINE 79 14+840 15+065 Copper Cable BSNL COPPER LINE 80 14+840 15+595 Water Line Package IV EX Waterline 450 mm dia 81 14+840 14+840 Storm Water Drain Package IV Storm water line 82 14+845 15+035 OFC BSNL OFC LINE 83 14+865 15+140 OFC Vodafone OFC 84 14+890 15+115 OFC BSNL WTR LINE 85 15+025 15+025 Water Line Package IV EX Waterline 200 mm dia 86 15+035 15+035 OFC BSNL OFC LINE 87 15+035 15+055 OFC BSNL OFC LINE 88 15+040 15+040 OFC Incable OFC 89 15+040 15+915 OFC Incable OFC 90 15+055 15+055 OFC BSNL OFC LINE 91 15+065 15+065 Copper Cable BSNL COPPER LINE 92 15+065 15+965 Copper Cable BSNL COPPER LINE 93 15+065 15+065 OFC BSNL OFC LINE 94 15+065 15+990 OFC BSNL OFC LINE 95 15+065 15+065 Drainage Line Package IV Drainage 450 mm dia 96 15+065 15+445 Water Line Rasika Water pipe 97 15+090 15+090 GasLine Adani gas 90 MM MDPE Line 98 15+115 15+165 Electric Line LT cable 10 4C 99 15+115 15+165 Electric Line LT cable 240 4C 100 15+115 15+165 Electric Line LT cable 240 4C 101 15+115 15+265 OFC BSNL WTR LINE 102 15+115 15+265 OFC BSNL WTR LINE




Utility Utility Name From To 103 15+115 16+065 Water Line Package IV EX Waterline 300 mm dia 104 15+140 15+345 OFC Vodafone OFC 105 15+165 15+215 Electric Line LT cable 10 4C 106 15+165 15+215 Electric Line LT cable 10 2C 107 15+215 15+265 Electric Line LT cable 10 4C 108 15+215 15+265 Electric Line LT cable 70 4C 109 15+265 15+715 OFC BSNL WTR LINE 110 15+345 15+415 OFC Vodafone OFC 111 15+365 15+415 Electric Line LT cable 240 4C 112 15+365 15+415 Electric Line LT cable 240 4C 113 15+365 15+865 Electric Line LT cable 240 4C 114 15+365 15+415 Electric Line LT cable 10 4C 115 15+405 15+405 GasLine Adani gas 63 MM MDPE Line 116 15+405 15+405 GasLine Adani gas 90 MM MDPE Line 117 15+405 15+405 Water Line Package IV EX Waterline 600 mm dia 118 15+415 15+595 Water Line Package IV EX Waterline 300 mm dia 119 15+415 15+915 OFC Vodafone OFC 120 15+445 15+445 Water Line Rasika Water pipe 121 15+445 16+045 Water Line Rasika Water pipe 122 15+565 15+565 Drainage Line Package IV Drainage 450 mm dia 123 15+565 15+615 Electric Line LT cable 10 2C 124 15+665 15+665 Storm Water Drain Package IV Storm water line 125 15+665 15+715 Electric Line LT cable 10 4C 126 15+715 15+965 OFC BSNL WTR LINE 127 15+715 15+765 Electric Line LT cable 10 2C 128 15+715 15+965 OFC BSNL WTR LINE 129 15+785 15+785 Water Line Package IV EX Waterline 400 mm dia 130 15+815 16+015 Electric Line LT cable 120 4C 131 15+865 15+915 Electric Line LT cable 10 4C 132 15+865 15+915 Electric Line LT cable 10 2C 133 15+915 16+015 OFC Incable OFC 134 15+915 16+015 OFC Vodafone OFC 135 15+915 15+965 Electric Line LT cable 10 2C 136 15+915 15+965 Electric Line LT cable 10 2C




Utility Utility Name From To 137 15+915 15+965 Electric Line LT cable 10 2C 138 15+915 15+965 Electric Line LT cable 10 2C 139 15+915 15+965 Electric Line LT cable 10 4C 140 15+935 15+965 Storm Water Drain Package IV Storm water line 141 15+940 15+940 Drainage Line Package IV Drainage 450 mm dia 142 15+965 16+005 OFC BSNL WTR LINE 143 15+965 16+015 Electric Line LT cable 10 4C 144 15+965 16+015 Electric Line LT cable 10 4C 145 15+965 16+015 Electric Line LT cable 10 4C 146 15+965 16+015 Electric Line LT cable 70 4C 147 15+965 16+015 Electric Line LT cable 70 4C 148 15+990 16+090 OFC BSNL OFC LINE 149 16+005 16+085 OFC BSNL WTR LINE 150 16+015 16+025 OFC Incable OFC 151 15+880 16+015 Storm Water Drain Package IV Storm water 1800 mm dia



E-W Corridor in Ahmedabad Sr. No Chainage

Utility Utility Name

From To 1 3+110 3+110 Electric Line HT CABLE 185 2 3+110 3+180 Electric Line HT CABLE 185 3 3+110 3+180 Electric Line HT CABLE 185 4 3+140 3+140 Electric Line HT CABLE 185 5 3+150 3+150 Electric Line HT CABLE 185 6 3+150 3+200 Electric Line LT cable 120 4C 7 3+150 3+250 Electric Line LT cable 25 4C 8 3+150 3+250 Electric Line LT cable 120 4C 9 3+150 3+250 Electric Line LT cable 10 4C 10 3+150 3+300 Electric Line LT cable 240 4C 11 3+150 3+300 Electric Line LT cable 240 4C 12 3+150 3+350 Electric Line LT cable 120 4C 13 3+160 3+160 Electric Line HT CABLE 185 14 3+180 3+180 Electric Line HT CABLE 185 15 3+180 3+240 Electric Line HT CABLE 185 16 3+240 3+240 Electric Line HT CABLE 185 17 3+240 3+350 Electric Line HT CABLE 185 18 3+250 3+300 Electric Line LT cable 10 2C 19 3+250 3+350 Electric Line LT cable 120 4C 20 3+250 3+500 ofc cable airtelofc cable 21 3+250 3+500 ofc cable tatatele cable 22 3+250 3+500 ofc cable BSNL duct line 23 3+250 3+350 ofc cable BSNL UG line 24 3+300 3+350 ofc cable BSNL ofc cable 25 3+300 3+350 water line water 150mm dia pipe line 26 3+350 3+350 Electric Line HT CABLE 185 27 3+350 3+380 Electric Line HT CABLE 185 28 3+350 3+350 Electric Line HT CABLE NO CABLE SIZE



E-W Corridor in Ahmedabad Sr. No Chainage Utility Utility Name 29 3+350 3+400 storm water line storm water 900mm dia 30 3+350 3+400 ofc line Reliance ofc cable 31 3+350 3+400 ofc line airtelofc cable 32 3+350 3+400 water line water 300mm dia 33 3+350 3+400 water line water 1200mm dia 34 3+350 3+400 drainage drainage 1350mm dia 35 3+350 3+400 storm water line storm water 1200mm dia 36 3+350 3+400 drainage drainage 450mm dia 37 3+350 3+400 Electric Line LT cable 240 4C 38 3+350 3+400 Electric Line LT cable 240 4C 39 3+375 3+375 Electric Line HT CABLE 70 40 3+380 3+380 Electric Line HT CABLE 185 41 3+380 3+620 Electric Line HT CABLE 185 42 3+400 3+450 Electric Line LT cable 240 4C 43 3+400 3+600 Electric Line LT cable 240 4C 44 3+400 3+500 Electric Line LT cable 25 4C 45 3+400 3+450 Electric Line HT CABLE 06 46 3+400 3+430 Electric Line HT CABLE 70 47 3+450 3+600 Electric Line LT cable 240 4C 48 3+470 3+500 Electric Line HT CABLE 70 49 3+470 3+500 Electric Line HT CABLE 70 50 3+500 3+550 Electric Line LT cable 240 4C 51 3+500 3+600 Electric Line LT cable 10 4C 52 3+550 3+600 Electric Line LT cable 10 4C 53 3+550 3+600 Electric Line LT cable 10 4C 54 3+550 3+600 Electric Line LT cable 10 4C 55 3+600 3+600 Electric Line HT CABLE 120 56 3+600 3+620 Electric Line HT CABLE 120 57 3+600 3+650 Electric Line LT cable 240 4C 58 3+620 3+620 Electric Line HT CABLE 70 59 14+000 14+050 ofc line BSNL Copper line 60 14+000 14+050 ofc line BSNL Copper line



Assessment of the type and location of underground utilities running along and across the proposed route alignment has been undertaken with the help of data available with concerned authorities, who generally maintain plans and data of such utility services. Particulars of main utilities i.e. trunk and main sewers/drainage conduits, water mains, OH & UG Electric cable, Telecom cable etc. have been marked on alignment plans. 5.15.3 Diversion of Underground Utilities While planning for diversion of underground utility services viz. sewer lines, water pipelines, cables, etc., during construction of MRTS alignment, following guidelines have been adopted:

• Utility services have to be kept operational during the entire construction period and after completion of project. All proposals should therefore, ensure their uninterrupted functioning. • Sewer lines and water supply lines are mainly affected in underground cut and cover construction. These services are proposed to be maintained by temporarily replacing them with CI/Steel pipelines and supporting them during construction, these will be encased in reinforced cement concrete after completion of construction and retained as permanent lines • Where permanent diversion of the affected utility is not found feasible, temporary diversion with CI/Steel pipes without manholes is proposed during construction. After completion of construction, these will be replaced with conventional pipes and manholes. • The elevated viaduct does not pose much of a difficulty in negotiating the underground utility services, especially those running across the alignment. The utilities infringing at pier location can be easily diverted away from the pile cap location. • In case a major utility is running along/across the alignment which cannot be diverted or the diversion of which is difficult, time consuming and uneconomical, the spanning arrangement of the viaduct and layout of piles in the foundation may be suitably adjusted to ensure that no foundation needs be constructed at the location, where utility is crossing the proposed alignment. The utility service can also be encased within the foundation piles.

5.15.4 Underground Stretch and Switch Over Ramp The underground section in the corridor is for a length of 6.335 km. As indicated in the previous paras due to various reasons, the entire length of underground section is proposed to be constructed with tunneling keeping a minimum cover of about 6m above the tunnel, except at stations which will be constructed by cut and cover method. Hence, the utility services existing in above ground or below ground position are not likely to be affected in underground stretch of the alignment except at station locations. 5.15.5 Elevated Stretch The stretch from Thaltej to Old High Court and Apparel park to Vastral in E-W corridor and APMC to Moterastatdiumin N-S corridor is elevated and is almost in the center of the road except at few locations as detailed in the Alignment description.



5.15.6 Sewer Lines, Storm Water Drains and Water Lines The sewer/drainage lines generally exist in the service lanes i.e. away from main carriageway. However, in certain stretches, these have come near the central verge or under main carriageway, as a result of subsequent road widening. The major sewer/drainage lines and water mains running across the alignment and likely to be affected due to location of column foundations are proposed to be taken care of by relocating on column supports of viaduct by change in span or by suitably adjusting the layout of pile foundations. Where, this is not feasible, lines will be suitably diverted. Provision has been made in the project cost estimate towards diversion of utility service lines. 5.15.7 Aboveground Utilities Above ground utilities namely street light poles, traffic signal posts, telecommunication posts, junction boxes, etc. are also required to be shifted and relocated suitably during construction of elevated viaduct. Since these will be interfering with the proposed alignment. Approximate numbers of affected lamp/ telecom/elect posts & boxes are indicated in the Table 5.10 below .

Table 5.10 - Affected Aboveground Services S.No. Description East-West

Corridor North-South Corridor 1. MH 158 144 2. EP 125 ---- 3. LP 118 277 4. TSP ---- 1 LP: Light Poles EP: Electric Post MH: Man Hole TSP: Traffic Signal Post

5.15.8 Affected HT-Electric cables & OH Lines & PVC Cu Cable At several places, 11kV/66kv/132kv power cables are running along & across the proposed alignment and few of them are likely to be affected. These lines need to be modified/shifted or cabled well in advance of construction along this route. 5.15.9 Telephone Poles At several places, telephone poles pertaining to BSNL are also running along the proposed alignment in elevated position and few of them are likely to be affected. Detailed proposals for tackling these lines need to be prepared in consultation with the concerned agencies. However tentative provision has been made in cost estimates.



5.16 ISSUES RELATED TO INTERFACE WITH EXTERNAL AGENCIES. In order to complete the work timely and successfully, for all the corridors under Chandigarh Metro Rail Projectnetwork, interface with external agencies on different issues shall have to be conducted as per details given in Table 5.11. Table 5.11 - Interface with External Agencies S.No. Name of Agency Issue 1 APMC Removal of trees under the area of proposed corridors. 3 AUDA /AMC/ R&B Clearance of ROW & Bridges for Metro wherever encroached/occupied. 4 Indian Railways Crossing of Railway lines at some places such as Sabarmati &Kalupur Railway Station , 5 Ahmedabad Traffic Police Alignment of various corridors under Phase-I network shall pass on/along the roads. 6 Torrent Power ,UGVCL Shifting of HT Line In addition to above, some more external agencies may have to be coordinated during the course of actual construction.

5.17 TRAFFIC DIVERSION 5.17.1 Need Traffic Diversion Plans are required in order to look for options and remedial measures so as to mitigate any traffic congestion situations arising out due to acquisition of road space during Metro construction of various corridors under Metro Rail Project network. Any reduction of road space during Metro construction results in constrained traffic flow. In order to retain satisfactory levels of traffic flow up to the construction time; traffic management and engineering measures need to be taken. They can be road widening exercises, traffic segregation, one-way movements, traffic diversions on influence area roads, acquisition of service lanes, etc. Various construction technologies are in place to ensure that traffic impedance is done at the minimum. They are:

• Some of the corridor length and stations have been proposed by Cut-and-Cover’ method for construction of the underground segment. This means that the stretch between two points will have to be blocked during construction. However, temporary decking may be provided by blocking the road carriageway partially to permit traffic movement along the same stretch. Construction of switch-over-ramp also requires some road space.



• For elevated section wherever it is passing along the road, the requirement would be mainly along the central verge. • As regards to the alignment cutting across a major traffic corridor, ‘Continuous Cantilevered Construction Technology’ would be applied to prevent traffic hold-ups or diversions of any kind. • Wherever the stations are isolated, areas available around it should be utilized for road diversion purposes such as lay-byes and service roads.

5.17.2 Traffic Diversion Plans Only temporary diversion plans will be required during construction of the Metro corridors under MEGA Metro Rail Project network. At the onset, all encroachments from road ROW will have to be removed. These encroachments vary from ‘on-street’ parking to informal activities. During the construction of works on underground sections by cut and cover, it is proposed that temporary decking may be provided by blocking the road carriageway partially to permit ‘through’ as well as right-turning traffic movements. Total blockage of traffic along the section will be done wherever reasonably good alternate road is available. Keeping in view of future traffic growth and reduction of carriageway due to Metro construction, implementation of traffic management/diversion plans shall become inevitable for ensuring smooth traffic movement.







Figure 5. 3



Figure 5. 4



Figure 5. 5



Figure 5. 6



Figure 5. 7

5200 5200

Chapter 5 - Civil Engineering


Figure

8



Figure 5.9



Figure 5

0

Chapter – 5: Civil Engineering


Figure 5.1 1

CHAPTER 6 –STATION PLANNING


Chapter 6 STATION PLANNING

6.1 GENERAL The proposed Ahmedabad Metro Phase-I alignment consists of two corridors namely:

Corridor I: North-South Corridor (APMC – Motera) The length of this corridor is 18.493 km (including Depot connection). Total 15 no. of stations have been planned on this corridor. All stations on this corridor are planned to be elevated.

Corridor II: East West Corridor (Thaltej – Vastral Gam) The length of this corridor is 19.435 km. Total 17 no. of stations has been planned on this corridor. Four stations on this corridor are planned to be underground while the rest will be elevated. The locations of the station have been identified taking into consideration the constraints in land acquisition and congestion issues, linkages with other transport nodes etc. Stations are proposed in such a way so as to attract maximum demand from the traffic nodal points. The map showing metro corridor along with station locations is presented on next page.





6.2 STATION TYPES A total of 32 stations have been proposed across both the corridors. These are mostly elevated stations located at a clear height of 5.5m above the road. The stations shall be accessible from both sides of the road in order to better serve the catchment area. Two side platforms are planned on these type of stations. Seven elevated stations are located within an 8.5 km part of metro alignment that traverses over an existing metre gauge railway alignment. These shall be constructed in conjunction with Indian railways. Approximately 6 km of alignment in the E-W corridor is located underground. This alignment will include four underground stations. These underground stations will be island types in configuration. The Old High Court station is planned as an important metro interchange providing interchange between North-South & East-West lines. Other interchange stations include those interconnecting transport nodes such as Railway stations, GSRTC Terminals, BRTS and AMTS stops. The stations would be physically connected to these nodes to ensure comfortable and hassle-free transfers. The Entry/exit structures to proposed stations have been planned to be located on footpaths to the extent possible. However, where this is not possible, land acquisition would be inevitable.



S.No

. Type

Platform

Name of Station

Chainage (m)

Inter-station Distanc

e (m)

Ground

Level (m)

Rail Level (m)

Platform Height from

Ground (m)

Inter-change facility

Corridor I (North-South) (APMC to Motera Stadium) 1 Elevated- Terminal Side APMC 0 -- 55.200 2 Elevated Side Jivrajpark 950 950 61.170 3 Elevated Side Rajivnagar 1800 850 60.668 4 Elevated Side Shreyas 3170 1370 60.498 5 Elevated Side Paldi 4524 1354 63.733 6 Elevated Side Gandhigram 5970 1446 63.288 Indian Railway 7 Inter -change Side Old High Court 7045 1075 73.193 Metro Corridor II 8 Elevated Side Usmanpura 8078 1033 64.613 -- 9 Elevated Side Vijaynagar 9575 1497 65.953 10 Elevated Side Vadaj 10867 1292 64.839 AMTS,BRTS 11 Elevated Side Ranip 12197 1330 65.297 GSRTC,BRTS 12 Elevated Side Sabarmati Railway Station 12965 768 64.000 Indian Railway 13 Elevated Side AEC 13906 941 66.700 BRTS 14 Elevated Side Sabarmati 15265 1359 69.500 BRTS 15 Elevated- Terminal Side Motera Stadium 16473 1208 71.100



Sr.

No Type Platfo

rm Name of Station

Chainage (m)

Inter-station

Distance (m)

Ground Level

(m)

Rail Level (m)

Platform Depth / Height from

Ground

Inter change facility

Corridor II (East-West) (Thaltej to Vastral Gam)1 Elevated- Terminal Side Thaltej 994.299 - 53.831 69.718 16.977 -- 2 Elevated Side Doordarshan Kendra 1895.865 901.566 52.620 67.500 15.970 -- 3 Elevated Side Gurukul Road 3013.898 1118.033 49.596 63.600 15.094 -- 4 Elevated Side Gujarat University 3923.948 910.05 49.347 66.800 18.543 BRTS 5 Elevated Side Commerce Six Rd. 4976.672 1052.724 49.079 62.700 14.711 -- 6 Elevated Side Stadium 5937.145 960.473 48.978 62.600 14.712 -- 7 Interchange Side Old High court 6586.509 649.364 48.700 62.100 14.490 Metro Corridor I 8 U/G Island Shahpur 8089.3 1502.791 49.500 34.500 -13.910 -- 9 U/G Island Ghee Kanta 9589.6 1500.3 51.200 28.000 -22.110 -- 10 U/G Island Kalupur Rly. Stn. 11744.5 2154.9 51.800 37.500 -13.210 Indian Railway 11 U/G Island Kankaria East 13062 1317.5 48.600 33.000 -14.510 -- 12 Elevated Side Apparel Park 14635.725 1573.725 48.136 60.051 13.005 -- 13 Elevated Side Amraiwadi 15800.363 1164.638 47.880 59.753 12.963 -- 14 Elevated Side Rabari Colony 16521.691 721.328 48.462 60.551 13.179 BRTS 15 Elevated Side Vastral 17809.991 1288.300 52.141 67.551 16.500 -- 16 Elevated Side Nirant Cross Road 19047.206 1237.215 53.295 65.101 12.896 -- 17 Elevated- Terminal Side Vastral Gam 19966.968 919.762 53.55 65.951 13.491 --



Corridor I (North – South) : Motera Stadium to APMC 1. APMC Chainage 00.000m Inter-station Distance - Rail Level 55.200m Platform Height from Ground Lvl Location Terminal station on N-S Corridor located on the median of road. It is located on the junction of 132’ Ring Road and Jawaharlal Nehru Road (Vasna Road). Station building located near the Agricultural produce market building. Entry / Exit stairs The entry exit structures are located on both sides of the station as per proposed section and in proximity to the junction to increase catchment. Catchment Area Residential area around station and would extend to New Vejalpur, Gupta Nagar, APMC area, Juhapura area, Sarkhej&Makarba as corridor ends at this station. Sarkhej provides direct connectivity towards West (Sanand, Viramgan), South (Dholera and Changodar) as well as in the North (Gandhinagar).



2. JIVRAJ Chainage 950.000m Inter-station Distance 950 m Rail Level 61.170m Platform Height from Ground Lvl Location Station is located at Jivraj Cross Road Entry / Exit stairs Located both side of station. Catchment Area Vejapur Area, Jivrajpark Society, Settelite, Many residential societies, many commercial complexes.



3. RAJIVNAGAR Chainage 1800.00m Inter-station Distance 850m Rail Level 60.668 m Platform Height from Ground Lvl Location Located WITHIN Railway ROW, near Rajivnagar Entry / Exit stairs On either side the entry exit structures are located on flanking the road as per the proposed section. Catchment Area Rajivnagar area, Vejapur area, Many residential societies, many commercial complexes.



4. Shreyas Chainage 3170.00m Inter-station Distance 1370 m Rail Level 60.498 m Platform Height from Ground Lvl Location Located within width of Railway ROW near Shreyas ROB Entry / Exit stairs Located both side of station. Catchment Area Shreyas area, Sharda Mandir area, Kamla Appartment, Ratnadeep Appartment, Monika Appartment, Bhudarpura road, Vikram Appartment, Pushpak Tower, Many residential societies, many commercial complexes



5. Paldi Chainage 4524.00m Inter-station Distance 1354 m Rail Level 63.733 m Platform Height from Ground Lvl Location Located within Railway ROW at level crossing of Paldi Entry / Exit stairs Located both side of station, Western structures within AMC office premises and nearby Bus Terminal, eastern entry exit structures are located on flanking the road as per the proposed road section. These will be located close to Paldi junction to improve catchment and provide connectivity to AMTS terminal and Private regional operators. Catchment Area Paldi AMTS terminal, Areas surrounding Paldi village, Shastri Market area, & may extend up to Raj Nagar Society, Jitendra Park area, part of Kochrab Village, in addition to Institutional areas Sanskar Kendra, Krishi Bhavan, NID, Diwan Ballubhai School. Eastern part of the city, through Sardar Bridge, would also use the station. Saurastra region bound GSRTC buses and private bus operators operate from the said location.



6. Gandhigram Chainage 5970.00m Inter-station Distance 1446 m Rail Level 63.288 m Platform Height from Ground Lvl Location Located at Gandhigram station of Western railway within railwaty ROW Entry / Exit stairs entry exit structures are located flanking the parking of Gandhigram station Catchment Area Residential & commercial establishments as well as hotels located between Nehru Bridge and Elis Bridge would be catered by this station. Patang Hotel, Devanand Mall, Chinubhaicentre, Narayan chambers, Capital Commercial center, H.K. Commerce College, TOI Building falling under the catchment area. Station may also cater to nearby Gandhigram Railway Station. Eastern part of city using Ellisbridge would also be catered. Town hall and M. J. Library falls in the catchment area.



7. Old High Court ( N – S ) Chainage 7045.00m Inter-station Distance 1075 m Rail Level 73.193 m Platform Height from Ground Lvl Location Located with in ROW of railway, near Old high court. Entry / Exit stairs On either side the entry exit structures are located on flanking the road Catchment Area Major interchange between NS & EW MRTS corridor.Area between Income Tax junction & Times cross road will be benefitted from the station. It includes mainly Institutional areas likeAayakarBhawan, All India radio, Old High Court, RBI, Bharti House, Nirma House, Embassy Market, Popular House, Torrent Pharma, Dinesh Hall,Jivraj Chambers, NTC House, Popular House and Navrang Colony. May also cater to Mount Carmel School, HUDCO, C.U.Shah College, nearby Sports Club of Gujarat, Haridas Colony, Sakar III.



8. Usmanpura Chainage 8078.00m Inter-station Distance 1033 m Rail Level 64.613 m Platform Height from Ground Lvl Location Within Railway ROW near Underpass Entry / Exit stairs Entry/exits along Road on flanking the road as per the proposed road section. Catchment Area Mainly cater to AMC west zone office & AUDA Bhavan, NABARD building, Institution buildings like Gujarat Vidyapith, Vidyanagar High School, Navgujarat College, Fortune Landmark Hotel. It will also cater to flats and bunglows located nearby Usmanpura crossing. Usmanpura Village, Narayan Nagar, Shanti Nagar, Ayodhya Nagar, Sumati Nagar and catchment may extend to Gokul Nagar, Shripal Nagar, Kailash Colony and Chandra Nagar. Sardar Patel Bawla Junction



9. Vijaynagar Chainage 9575.00m Inter-station Distance 1497 m Rail Level 65.953m Platform Height from Ground Lvl Location Within Railway ROW, near Vijaynagar Crossing Entry / Exit stairs Located both side of station Catchment Area The station will connects to Vijaynagar, Naranpura, old vadaj, Bhimjipura, Bhimajipura including Tilak Nagar, Parikhsit Nagar, Girdhar Park, Udhav Nagar, Subhash Nagar, Tulsi Nagar, Sindhu Nagar and may extend to part of Chandra Nagar & Riddhishwar Society. Gandhi Ashram also falls into the catchment area.



10. Vadaj Chainage 10867m Inter-station Distance 1292 m Rail Level 64.839m Platform Height from Ground Lvl Location Between Akhbarnagar Junction and Vyasvadi Junction on 132’ ring road Entry / Exit stairs Located both side of station, entry exit structures are located on flanking the road as per the proposed road section. Catchment Area The station will connects to New Vadaj AMTS terminal & BRTS stations. Mainly cater to New Vadaj& Old Vadaj Village, Vyas Vadi area, Nirnaynagar area, Many residential societies, many commercial complexes, Manuy Hospitals



11. Ranip Chainage 12197.00m Inter-station Distance 1330 m Rail Level 65.297m Platform Height from Ground Lvl Location At junction of Radhaswami Road and 132’ Ring Road, center line of station lies on the service road located at left side. Metro station partly runs parallel with Ranip BRTS station Entry / Exit stairs Western entry/exits planned adjacent to GSRTC bus stop and eastern stairs structures are located on flanking the road as per the proposed road section. Catchment Area Mainly cater to RTO building, Collector Office, Sabarmati Central Jail, Ambedkar Library, upcoming GSRTC bus station, Ranip BRTS station, Vyas wadi. It will also cater to residential buildings located on Radhaswami Road (Ranip road). This area is dense residential area.



12. Sabarmati Railway Station Chainage 12965 m Inter-station Distance 768 m Rail Level 64.0 m Platform Height from Ground Lvl Location Near Subhash Bridge., Near Sabarmati station Entry / Exit stairs Western approaches adjacent to Sabarmati Railway Stationand Chimanbhai Bridge. Catchment Area Mainly Caters to Sabarmati Railway Station along with surrounding AmbedkarNagar,KeshavNagar, Sabaramati Jail. The catchment area falls near north India bound private bus operators.



13. AEC Chainage 13906m Inter-station Distance 941 m Rail Level 66.70 m Platform Height from Ground Lvl Location Near AEC Cross Road in front of Torrent Power House gate. Entry / Exit stairs On either side the entry exit structures are located on flanking the road as per the proposed road section. Catchment Area AEC Thermal Power Plant, Sabarmati Railway Station, AEC colony and societies located on the west side of alignment mainly includes Dharmanagar, Krishnanagar, Rathi building.



14. Sabarmati Chainage 15265m Inter-station Distance 1359 m Rail Level 69.50 m Platform Height from Ground Lvl Location Opposite to Sabarmati Police Station, located on the service lane at right side of BRTS. Metro station is parallel to Sabamarti BRTS Station. Entry / Exit stairs On Eastern side the entry exit structures are located on flanking the road as per the proposed road section. Catchment Area Mainly include residential and commercial area located on both side of Sabarmati RAmbica Nagar, Keshavbag Colony, Jain Nagar, Ram Nagar, municipal swimming pool. Station catchment area may extend to Visat and Railway Colony.



15. Motera Stadium Chainage 16473m Inter-station Distance 1208m Rail Level 71.10 m Platform Height from Ground Lvl Location Near Motera Stadium entry gate on the median of Stadium Road. Entry / Exit stairs Entry/exits along Stadium Road on flanking the road as per the proposed road section. Catchment Area Low rise to medium rise buildings located along Motera Stadium Road. Station mainly caters Bhawani Tenement, Sangath flats, Ishwarkrupa Society,Shantogram flats. It may further extend to areas around Motera Village.



Corridor 2 – East-West (Thaltej to Vastral Gam) 1. Thaltej Chainage 994.299m Inter-station Distance - Rail Level 69.718m Platform Height from Ground Lvl 16.977m Location Located opposite to Acropolis Mall on Thaltej-Ambali Road. Entry / Exit stairs On either side the entry exit structures are located on flanking the road as per the proposed road section. Catchment Area Residential, commercial and religious properties located near by the station area. In addition to that, localities like, Bhaikaka Nagar, Hari Om park, Vasant Nature Cure, Commercial building located aroundThaltej Crossing on SG Highway.



2. Doordarshan Kendra Chainage 1895.865m Inter-station Distance 901.566 m Rail Level 67.500m Platform Height from Ground Lvl 15.970m Location In front of Doordarshan Kendra building on Drive-in Road. Station building lies on the median of road after crossing SAL hospital cross road. Entry / Exit stairs Northern Structures in front of JJ tower along the road towards SAL hospital, southern stairs on open plot near Doordarshan Kendra. Catchment Area Commercial & Residential properties located around Drive-in Road, Goyal Intercity, Jai Ambe Nagar, Eskimo Enclave, Sagar flat, St. Kabir School, Drive-in Cinema, SAL Hospital,Country Inn Hotel, Surdhara Circle &Bodakdev area.



3. Gurukul Road Chainage 3013.898m Inter-station Distance 1118.033m Rail Level 63.600m Platform Height from Ground Lvl 15.094m Location On the median of Drive-in road after Gurukul cross road. Station located near to Swaminarayan Gurukul Temple. Entry / Exit stairs Northern entry/exits along the road in front of commercial offices whereas southern approaches located within the Agricultural Office premises. Catchment Area Residential and commercial areas located at Gurukul road. Himalaya Mall, Indraprasth Tower, Swaminarayan Gurukul and temple, SarkariVasahat, Sunrise park, BahumaaliBhawan, Sterling Hospital, Saumil society will get benefit from the station. Catchment area may extend up to SubhashChowk, Vastrapur lake, Alpha one mall



4. Gujarat University Chainage 3923.948m Inter-station Distance 910.05m Rail Level 66.800m Platform Height from Ground Lvl 18.543m Location Located after Helmet Junction infront of Adani CNG pump on the median of Drive in Road. Entry / Exit stairs Southern approaches located in front of open plot, north stairs to station, located in front of HK Arts & Commerce College grounds. Catchment Area Residential & Commercial properties located around Helmet junction, Hospitals and clinic at Helmet junction, Saurabh Society, Vadinath Nagar, NetraBunglows, Gujarat University Convention Hall, Gujarat University Sports complex, ManavMandir, University hostel & staff quarters. May extend to Memnagar Village. Station will also connect to BRTS station located at Helmet junction.



5. Commerce Six Road Chainage 4976.672m Inter-station Distance 1052.724m Rail Level 62.700m Platform Height from Ground Lvl 14.711m Location Located on Drive-in road between Vijay Cross Road and Commerce six road junctions. Entry / Exit stairs Located both side of station along the road, northern structures on space available in front of commercial building, and southern stairs near AMTS bus stop. Catchment Area Major Institutions (schools and colleges) located around University area, various Gujarat University Hostels & Departments, residential flats and societies located between Vijay Cross Rd & Commerce Six Rd. Part of Navarangpura area. May extend till Swastik cross Road, CG Road & Darpan Cross Rd. Passengers from university area, professional colleges, research centers & laboratories will also benefit from this station.



6. Stadium Chainage 5937.145m Inter-station Distance 960.473m Rail Level 62.600m Platform Height from Ground Lvl 14.712m Location Located on Sardar Patel Stadium Road towards Stadium Five Roads. Station footprint lies in front of Nidhi Hospital. Entry / Exit stairs One set of entry/exits would be provided on both sides of station. Northern entrances near Nidhi Hospital and southern stairs opposite to it. Catchment Area Station would cater to commercial areas & business centers along both sides of CG Road, areas around Sardar Patel Stadium five road intersections, Sports club of Gujarat, major part of residential & commercial properties located in Navrangpura area, Hindu Colony, Swastik Society, Nidhi Hospital, Samved Hospital.May extend to Nathalal Colony and Navrangpura village area.



7. Old High Court Chainage 6586.509m Inter-station Distance 649.364m Rail Level 62.100m Platform from Ground Lvl 14.490m Location Located with in ROW of railway, near Old high court. Entry / Exit stairs On either side the entry exit structures are located on flanking the roadCatchment Area Major interchange between NS & EW MRTS corridor.Area between Income Tax junction & Times cross road will be benefitted from the station. It includes mainly Institutional areas likeAayakarBhawan, All India radio, Old High Court, RBI, Bharti House, Nirma House, Embassy Market, Popular House, Torrent Pharma, Dinesh Hall,Jivraj Chambers, NTC House, Popular House and Navrang Colony. May also cater to Mount Carmel School, HUDCO, C.U.Shah College, nearby Sports Club of Gujarat, Haridas Colony, Sakar III.



8. Shahpur- (UG) Chainage 8089.300m Inter-station Distance 1502.791m Rail Level 34.500m Platform depth from Ground Lvl -13.910m Location Located in eastern Ahmedabad on the median of Kasturba Gandhi Road. Station is planned after crossing ShahpurDarwaza. This road straight connects to Gandhi Bridge. Station footprint passes through low rise shops (Jawagar sawmill, Mahalaxmi works) and HyanYagn Girls Higher Secondary School Entry / Exit stairs Located both side of station, northern structures in space available near some shops adjacent to Shahpur tutorial girls high school whereas southern stairs located near space available to vyayamvidyalaya. Catchment Area Mainly to old dense ‘Pol’ areas of Shahpur, Shah Colony, Kalal Nagar, Kiran Nagar, Shakti Nagar, & may also cater to various societies & Residential areas along Sabarmati River front on both side of Gandhi Bridge & part of Khanpur Area.



9. Gheekanta (U/G) Chainage 9589.600m Inter-station Distance 1500.3m Rail Level 28.000m Platform depth from Ground Lvl -22.110 Location Near cross road of Gheekanta road and relief road. Entry / Exit stairs One of the Entry/Exit Provided near old court premises, whereas another near relief road. Catchment Area Mainly to Advani market, Madhupura market, Hasumati estate, Haziapura Garden and areas up to Jehangir Textile mill, Govt. press, Bansidhar Mills. The catchment of station may extend up to Cama commercial centre, Krishna complex, Teen Darwaja, Jumma Masjid, Mirzapur, Ghee Kanta area and Gandhi Road.



10. Kalupur Railway Station (U/G) Chainage 11744.5m Inter-station Distance 2154.9 m Rail Level 37.500m Platform depth from Ground Lvl -13.210m Location Located on the Eastern sideof Kalupur Railway Station in Saraspur area. Station footprint passes through station parking area and Saraspur ITI. Entry / Exit stairs Entry Exit is provided inside abandoned R. C. technical college area and near parking of Kalupur station. Catchment Area Mainly passengers interchanging from Ahmedabad Junction to this station. Residential area around station and would extend to Kalupur, Khadia, Sarangpur, Raipur up to Kankaria, Raikhad, Jamalpur part of Dariyapur, ManekChowk, Ghee Kata Area & Commercial areas of Kapasia Bazar, Dhanlaxmi Market, Hari Om Market, Revdi Bazar &Sakar Bazar, whereas on the eastern side of existing station Gomatipur Village, Saraspur, ShaherKotda, and Sahjanand Arcade. Major interchange of proposed Regional, (Sub urban), Metro & Long distance passenger trains.



11. Kankaria East (U/G) Chainage 13062.000m Inter-station Distance 1317.5m Rail Level 33.000m Platform depth from Ground Lvl -14.510m Location Near Rajpur-Gomtipur road. Entry / Exit stairs Entry Exit provided on open space available near St. Joshep High School. Catchment Area Mainly Caters to Rajpur and Gomtipur area.



12. Apparel Park Chainage 14635.725m Inter-station Distance 1573.723m Rail Level 60.051m Platform Height from Ground Lvl 13.005m Location Proposed in open land of Sarangpur Cotton Mill on Amaraiwadi Road. It is located besides GIDC Apparel Park. Entry / Exit stairs Entry /Exit provided opposite apparel park on the open area near cross road. Catchment Area Industries located in Apparel Park, Ashima Textile Mills & other industries located around. Small rise residential and commercial development at Vikas Nagar, Janata Nagar, Anupam Theatre, Sukharamnagar.



13. Amaraiwadi Chainage 15800.363m Inter-station Distance 1164.623m Rail Level 59.753m Platform Height from Ground Lvl 12.963m Location On the central edge of Amaraiwadi Road, after intersection with LalBahadurShashtri Road (Swastik Cross Road). Entry / Exit stairs On either side the entry exit structures are located on flanking the road as per the proposed road section. Catchment Area Flats, tenements & small scale industries located around station. Ashapuri Nagar, Narsinh Nagar, Jay Bhawani Nagar, Chamunda Nagar, part of Hatkeshwar&Rakhiyal area. May extend to Hatkeshwar Circle.



14. Rabari Colony Chainage 16521.690m Inter-station Distance 721.328m Rail Level 60.551m Platform Height from Ground Lvl 13.179m Location On the median of Vastral Road, in front of Rabari Colony Gate no. 3. It is planned before Ram Rajya Nagar Cross Road on Narol – Naroda Highway. Entry / Exit stairs On either side the entry exit structures are located on flanking the road as per the proposed road section. Catchment Area It is well connected to Rabari Colony BRTS Station. Small scale industries and residential flats & societies located along Vastral Road. Residents of Rabari Colony, located on side of north alignment will be benefitted from station. Narayan nagar society, viral apartment, shiv nagar society.



15. Vastral Chainage 17809.991m Inter-station Distance 1288.300m Rail Level 67.551m Platform Height from Ground Lvl 16.500m Location Located on Vastral Road after crossing canal. Station footprint lies in front of Marutinandan society Entry / Exit stairs On either side the entry exit structures are located on flanking the road as per the proposed road section. Catchment Area Residential flats & tenements, school, complexes located in Vastral. Devikrupa Society, Ashirwad Society, Mahadev Nagar society, Kameshwar Park, Dhananjay park, May extend to Arbuda Nagar.



16. Nirant Cross Road Chainage 19047.206m Inter-station Distance 1237.215m Rail Level 65.101m Platform Height from Ground Lvl 12.896m Location Located after Nirant Cross Road. Station footprint lies in front of Kankubag party plot at south side of alignment and SwapnaSrushti society at north side of alignment. Entry / Exit stairs On either side the entry exit structures are located on flanking the road as per the proposed road section. Catchment Area Societies & commercial areas located along road. Tejendra park, Shiv Sukhnagar, Karnavati Homes, Sundarwan Tenement.



17. Vastral Gam Chainage 19966.968m Inter-station Distance 919.792m Rail Level 65.951m Platform Height from Ground Lvl 13.491 Location Located on Vastral Road before crossing S.P. Ring Road (Vastral Cross Road). Station lies towards Push Residency. Entry / Exit stairs On either side the entry exit structures are located on flanking the road as per the proposed road section. Catchment Area Vastral Gam, Ratanpura Gam, Commercial, Industrial &major upcoming Residential properties located around Vastral Cross Road.



6.3 PLANNING AND DESIGN CRITERIA FOR STATIONS Salient features of a typical station are as follows: 1. The stations can be divided into public and non-public areas (those areas where access is restricted). The public areas can be further subdivided into paid and unpaid areas. 2. The platform level has adequate assembly space for passengers for both normal operating conditions and a recognized abnormal scenario. 3. The platform level at elevated stations is determined by a critical clearance of 5.50 m under the concourse and above the road intersection, a clearance of 3.00 m for the concourse height, depth of below concourse floor below track viaducts in concourse would depend on detailed structural design. The platforms are 1.09 m above the tracks level. 4. The concourse contains automatic fare collection system in a manner that divides the concourse into distinct areas. The 'unpaid area' is where passengers gain access to the system, obtain travel information and purchase tickets. On passing through the ticket gates, the passenger enters the 'paid area’, which includes access to the platforms. 5. The arrangement of the concourse is assessed on a station-by-station basis and is determined by site constraints and passenger access requirements. However, it is planned in such a way that maximum surveillance can be achieved by the ticket hall supervisor over ticket machines, automatic fare collection (AFC) gates, stairs and escalators. Ticket machines and AFC gates are positioned to minimize cross flows of passengers and provide adequate circulation space. 6. Sufficient space for queuing and passenger flow has been allowed at the ticketing gates. 7. Station entrances are located with particular reference to passenger catchment points and physical site constraints within the right-of-way allocated to the MRTS. 8. Office accommodation, operational areas and plant room space is required in the non-public areas at each station. 9. Tunnel Ventilation fans and ASS in underground stations are provided at platform level/ concourse level depending on availability of land for locating vent shafts. 10. The DG set, bore well pump houses and ground tank would be located generally in one area on ground. 11. The system is being designed to maximize its attraction to potential passengers and the following criteria have been observed: o Minimum distance of travel to and from the platform and between platforms for transfer between lines. o Adequate capacity for passenger movements. o Convenience, including good signage relating to circulation and orientation. o Safety and security, including a high level of protection against accidents.



12. Following requirements have been taken into account: o Minimum capital cost is incurred consistent with maximizing passenger attraction. o Minimum operating costs are incurred consistent with maintaining efficiency and the safety of passengers. o Flexibility of operation including the ability to adapt to different traffic conditions changes in fare collection methods and provision for the continuity of operation during any extended maintenance or repair period, etc. o Provision of good visibility of platforms, fare collection zones and other areas, thus aiding the supervision of operations and monitoring of efficiency and safety. o Provision of display of passenger information and advertising. 13. The numbers and sizes of staircases/escalators are determined by checking the capacity against AM and PM peak flow rates for both normal and emergency conditions. 14. In order to transfer passengers efficiently from street to platforms and vice versa, station planning has been based on established principles of pedestrian flow and arranged to minimize unnecessary walking distances and cross-flows between incoming and outgoing passengers. 15. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates required to process the peak traffic from street to platform and vice-versa (these facilities must also enable evacuation of the station under emergency conditions, within a set safe time limit). A list of accommodation required in the non-public area at each station is given below: Non Public Area – Station Accommodation Station Control Room Cash & Ticket Room Platform Supervisor’s Booth Fire Tank & Petrol Pump Station Master’s Office Staff Area Traction Substation UPS and Battery Room Information & Enquiries Cleaner’s Room Signaling Room Security Room Ticket Office Staff Toilets Communication Room Refuse Store Ticket Hall Supervisor & Excess Fare Collection (Passenger Office) Miscellaneous Operations Room Station Substation First Aid Room



6.4 CHARACTERISTICS OF TYPICAL ELEVATED STATION The station is generally located on the road median, is ~140-m long and is a three level structure. Passenger area on concourse is spread throughout the length of the station, with staircases leading from either side of the road. Passenger facilities like ticketing, information, etc as well as operational areas are provided at the concourse level. Typically, the concourse is divided into public and non-public zones. The non-public zone or the restricted zone contains station operational areas such as Station Control Room, Station Master’s Office, Waiting Room, Meeting Room, UPS & Battery Room, Signaling Room, Train Crew Room & Supervisor's Office, Security Room, Station Store Room, Staff Toilets, etc. The public zone is further divided into paid and unpaid areas. Area left over in the unpaid zone, after accommodating passenger movement and other station facilities is earmarked for commercial utilization. The advantages of having the concourse spread throughout the length of the station are: a. Station can be made as narrow as 18-19 m, as equipment rooms can be placed along the length of concourse. This station prototype therefore is suitable for narrow streets. b. Since the station is narrow, it is possible to make it a cantilever structure supported on a single column, leaving the road underneath more flexible for present use as well as future expansion. c. Construction is easier, less barricading and infringement with utilities d. More opportunities for locating entrances as the station has along surface area for articulating with surroundings, even at the ends, where skywalks can connect the station to street or adjoining properties e. Long concourse provides opportunities for locating retail outlets along the movement path within the station Since the station is generally in the middle of the road, minimum vertical clearance of 5.5-m has been provided under the concourse. Concourse floor level is about 7.5-m above the road. To reduce physical and visual impact of the elevated station, stations have been made transparent with minimum walls on the sides. With respect to its spatial quality, an elevated MRT structure makes a great impact on the viewer as compared to an At-grade station. The positive dimension of this impact has been accentuated to enhance the acceptability of an elevated station and the above ground section of tracks. Structures that afford maximum transparency and are light looking have been envisaged. A slim and ultra-modern concrete form is proposed, as they would look both modern and compatible with the lesser-built, low-rise developments along most parts of the corridor.



6.4.1 Underground Station (Island Platform) - applicable to Shahpur, Ghee Kanta, Kalupur Rly Stn and Kankaria East stations:

The four underground stations will be Island Platform types. They follow a typical design, which is three level station with entrances and ventilation shafts at the ground level, a concourse with ticketing and AFCs at the mezzanine level and finally platforms at the lowest level. The island platforms are 140m in length, 12m wide with 2 sets of stair / escalator banks planned leading to either end of the station. A lift is planned in the centre. Two end concourses are proposed in the schematic drawings. At each end, the concourse is divided into paid and unpaid area by the AFC gates. Paid area is limited to access to the stair / escalator bank and corridors connecting the two concourses, also lead to the lift which is centrally provided. A large cut out is proposed in the middle of paid concourse which provides visual connectivity between the concourse and platform. Entrances are planned such as to provide at least two at each end of the station, one on either side of the vehicular road to provide pedestrian friendly access to station. Other over ground structures are ventilation shafts and independent access for firemen. Layout of the station is such that provides a most direct and visually legible space. Consequently, the passenger flow is simple. Upon arrival at concourse level from street, ticket gates and AFC gates are clearly visible. As the passengers approach the AFC gates, entire platform is visible to them. From each end of concourse, only one bank of staircase / escalator is available, hence the passengers move without any confusion to the platform. Those looking for elevator can see the same directly in front in the middle of the platform through the large double ht space connecting the two levels. The USP of the station lies in the spatial quality created out of the structural form. The entire station passenger’s area is designed as a column free, double height space which makes it possible for the passengers to be able to see the entire station concourse and platform from end to end just as approaching the AFC line. It is this spatial configuration from which this station derives its aesthetic value. The sense of volume (12 m high, 20 m wide and approx 100 long space), visual legibility (little dependence on signage as the entire station is visible from entrance) and a sense of orientation are major components of the aesthetics of the entrances. ECS plant room is generally proposed at the concourse level, outside the station box, ASS at concourse level at the two ends and the TVF rooms in a track side configuration. Other back of the house areas are planned at both platform and concourse levels.

CHAPTER 7 – TRAIN OPERATION PLAN


Chapter – 7 TRAIN OPERATION PLAN

7.1 OPERATION PHILOSOPHY The underlying operation philosophy is to make the MRT System more attractive and economical, the main features being:

• Selecting the most optimum frequency of Train services to meet sectional capacity requirement during peak hours on most of the sections. • Economical & optimum train service frequency not only during peak period, but also during off-peak period. • A short train consists of 3 coaches. • Multi-tasking of train operation and maintenance staff.

7.2 STATIONS List of stations for the two Corridors of Ahmedabad Metro are given below:-

NORTH-SOUTH CORRIDOR S. No Name of Station Chainage (in m) Inter –Station

Distance (in m) Station

Type DEAD END -1615.0 - 1 APMC 0.0 1615.0 Elevated 2 JIVRAJ 950.0 950.0 Elevated 3 RAJIV NAGAR 1800.0 850.0 Elevated 4 SHREYASH 3170.0 1370.0 Elevated 5 PALDI 4524.0 1354.0 Elevated 6 GANDHIGRAM 5970.0 1446.0 Elevated 7 OLD HIGH COURT 7045.0 1075.0 Elevated 8 USMANPURA 8078.0 1033.0 Elevated 9 VIJAYNAGAR 9575.0 1497.0 Elevated 10 WADAJ 10867.0 1292.0 Elevated 11 RANIP 12197.0 1330.0 Elevated 12 SABARMATI RLY. STATION 12965.0 768.0 Elevated 13 AEC 13906.0 941.0 Elevated 14 SABARMATI 15265.0 1359.0 Elevated 15 MOTERA STADIUM 16473.0 1208.0 Elevated DEAD END 16878.0 -



EAST-WEST CORRIDOR S. No Name of Station Chainage

(in m) Inter -Station

Distance (in m) Station Type DEAD END 909.30 - 1 THALTEJ 994.30 0 Elevated 2 DOORDARSHAN KENDRA 1895.87 901.57 Elevated 3 GURUKUL ROAD 3013.90 1118.03 Elevated 4 GUJARAT UNIVERSITY 3923.95 910.05 Elevated 5 COMMERCE SIX ROAD 4976.67 1052.72 Elevated 6 STADIUM 5937.15 960.47 Elevated 7 OLD HIGH COURT 6586.51 649.36 Elevated 8 SHAHPUR 8089.30 1502.79 Underground 9 GHEE KANTA 9589.60 1500.30 Underground 10 KALUPUR RLY.STATION 11744.50 2154.90 Underground 11 KANKARIA EAST 13062.00 1317.50 Underground 12 APPAREL PARK 14635.72 1573.72 Elevated 13 AMRAIWADI 15800.35 1164.62 Elevated 14 RABARI COLONY 16521.24 720.89 Elevated 15 VASTRAL 17809.98 1288.74 Elevated 16 NIRANT CROSS ROAD 19047.13 1237.16 Elevated 17 VASTRAL GAM 19966.95 919.82 Elevated DEAD END 20344.46 - 7.3 TRAIN OPERATION PLAN 7.3.1 Salient Features

• Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell time of 30 seconds, • Make up time of 5-10% with 8-12% coasting. • Scheduled speed for these corridors has been assumed as: -North- South Corridor - APMC to Motera Stadium: 33kmph East-West Corridor -Thaltej to Vastral Gam: 35kmph



Note: The average speed mentioned are achievable, considering 3 Car Rake with 66.6% Motorized car, inter-station distance in most of the section is more than 1km, moderate gradient and no. of sharp curves etc. 7.3.2 Traffic Demand Peak hour peak direction traffic demands (PHPDT) for the North- South Corridor & East- West Corridor for the year 2018, 2021, 2031 and 2043 for the purpose of planning are indicated in Attachment I/A1, I/B1, I/C1& I/D1 and Attachment I/A2/1, I/A2/2, I/B2, I/C2 & I/ D2 respectively. 7.3.3 Train formation To meet the above projected traffic demand, the possibility of running trains with composition of 3 cars with single headway has been examined. Based on traffic projections, requirement of 3-car trains (2.9 m wide cars) is envisaged even in the Year 2043 for this project. With a view to achieve standardization of modern metro rolling stock in India, DMRC has been recommending 2.9 meter wide stock for all medium size metros. Accordingly, 2.9 meter wide stock has been planned for Ahmedabad Metro. Considering that Ahmedabad metro is not a heavy metro, providing 3.2 meter wide rolling stock will not be a cost effective solution and would result in higher axle weight with consequent increased infrastructure cost and also higher energy consumption.Though, use of 3.2meter wide cars, lesser rakes would be required to cater to traffic demand during peak hour but however, headway will increase further and is not advisable for metro train operations. Composition DMC : Driving Motor Car TC : Trailer Car

Capacity (@ 6 passengers per square meter of standee area) Driving Motor Car (DMC) - 247 (43 seated + 204 standing) Trailer Car (TC) - 270 (50 seated + 220 standing) 3 Car Train - 764 (136 seated + 628 standing) 7.3.4 Train Operation Plan Based on the projected PHPDT demand, Train operation plan with train carrying capacity @ 6 persons per square meter of standee area for the North-South Corridor & East West Corridor for the year 2018, 2021, 2031, 2043 are given below:



7.3.4.1 North –South Corridor Train Operation Plan for North-South Corridor has been planned in such a way that there is end to end train operation for complete corridor. Reversal facility at Paldi is still considered appropriate to retain operational flexibility after opening of section. i) Year 2018:

Train operation in ‘APMC to Motera Stadium complete section’ only one Loop at 5.5 min headway with 3-Car train (Refer Attachment I/A1) • 5.5 min Effective Headway with 3-car train. • Available Peak Hour Peak Direction Capacity of 8335 @ 6 persons per square meter of standee area • Available Peak Hour Peak Direction Capacity of 10615 @ 8 persons per square meter of standee area under dense loading conditions. • The maximum PHPDT demand of 8121 is in the Section between Ushmanpura to Vijaynagar and demand in the remaining sections is in the range of 8033 to 2090 only. The planned capacity of 8335 (10615 under dense loading) is more than the PHPDT demand in total fourteen (Complete) section from APMC to Motera Stadium.

ii) Year 2021:

Train operation in ‘APMC to Motera Stadium complete section’ only one Loop at 4.5 min headway with 3-Car train (Refer Attachment I/B1) • 4.5 min Effective Headway with 3-car train. • Available Peak Hour Peak Direction Capacity 10187@ 6 persons per square meter of standee area. • Available Peak Hour Peak Direction Capacity of 12973 @ 8 persons per square meter of standee area under dense loading conditions. • The maximum PHPDT demand of 10463 is in the Section between Ushmanpura to Vijaynagar and demand in the remaining sections is in the range of 10442 to 2783 only. The planned capacity of 10187 (12973 under dense loading) is less than the 3 sections out of fourteen Sections. However dense load capacity (12973) is higher than required peak demand in these sections. Traffic demand and train capacity for this corridor is the year 2021 is tabulated and represented on a chart enclosed as Attachment I/B1.



iii) Year 2031: Train operation in ‘APMC to Motera Stadium complete section’ only one Loop at 2.75 min headway with 3-Car train (Refer Attachment I/C1)

• 2.75 min Effective Headway with 3-car train. • Available Peak Hour Peak Direction Capacity of 16669 @ 6 persons per square meter of standee area • Available Peak Hour Peak Direction Capacity of 21229 @ 8 persons per square meter of standee area under dense loading conditions. • The maximum PHPDT demand of 17245 is in the Section between Ushmanpura to Vijaynagar and demand in the remaining sections is in the range of 17054 to 4693 only. The planned capacity of 16669 (21229 under dense loading) is less than the PHPDT demand in three sections out of complete fourteen sections. However dense load capacity (21229) is higher than required peak demand in these sections.

iv) Year 2043: Train operation in ‘APMC to Motera Stadium complete section’ only one Loop at 1.75 min headway with 3-Car train (Refer Attachment I/D1)

• 1.75 min Effective Headway with 3-car train. • Available Peak Hour Peak Direction Capacity of 26194 @ 6 persons per square meter of standee area • Available Peak Hour Peak Direction Capacity of 33360 @ 8 persons per square meter of standee area under dense loading conditions. • The maximum PHPDT demand of 25425 is in the Section between Vijaynagar to Wadaj and demand in the remaining sections is in the range of 24993 to 7981 only. The planned capacity of 26194 (33360 under dense loading) is more than the PHPDT demand of complete fourteen sections.

7.3.4.2 East –West Corridor Train Operation Plan for East-west Corridor has been planned in such a way that there is end to end train operation for complete corridor/section from Thaltej to Vastral Gam. Reversal facilities at Old High Court and Apparel Park are still considered appropriate to retain operational flexibility after opening of section. i) Year 2018: (Refer Attachment I/A2/1 and I/A2/2)

• Peak Hour Peak Direction Capacity (PHPDC) of 10786 @ 6 persons per square meter of standee area at 4.25 min headway can be achieved against the projected demand of 11290.



• PHPDC of 11120 @ 8 persons per square meter of standee area at 5.25 min headway can be achieved against the same projected demand. • DMRC's recommendation is to consider capacity with standee at 6 persons per square meter. • Ahmedabad Metro Rail Project may however consider to initially provide rolling stock with headway of 5.25 min, which will achieve PHPDC of 8731 and 11120 with 6 persons and 8 persons per square meter respectively. Further augmentation of RS may be finalized based on actual ridership and PHPDT demand after opening of revenue operations. Traffic demand and train capacity for this corridor in the year 2018 is tabulated and represented on a chart enclosed as Attachment I/A2/1 and I/A2/2.

ii) Year 2021: Train operation in ‘Thaltej to Vastral Gam complete section’ only one Loop at 3.75 min headway with 3-Car train (Refer Attachment I/B2) • 3.75 min Headway with 3-car train. • Available Peak Hour Peak Direction Capacity of 12224 @ 6 persons per square meter of standee area • Available Peak Hour Peak Direction Capacity of 15568 @ 8 persons per square meter of standee area under dense loading conditions. • The maximum PHPDT demand of 13902 is in the Section Shahpur to Ghee Kanta and demand in the remaining sections is in the range of 13777 to 1427 only. The planned capacity of 12224 (15568 under dense loading) is less than the PHPDT demand in four out of sixteen (complete) sections of ‘Thaltej to Vastral Gam’ Section.However dense load capacity (15568) is higher than required peak demand in these sections Traffic demand and train capacity for this corridor in the year 2021 is tabulated and represented on a chart enclosed as Attachment I/B2.

iii) Year 2031: Train operation in ‘Thaltej to Vastral Gam complete section’ only one Loop at 2.5 min headway with 3-Car train (Refer Attachment I/C2) • 2.5 min Headway with 3-car train. • Available Peak Hour Peak Direction Capacity of 18336 @ 6 persons per square meter of standee area • Available Peak Hour Peak Direction Capacity of 23352 @ 8 persons per square meter of standee area under dense loading conditions.



• The maximum PHPDT demand of 21994 is in the section between Shahpur to Ghee Kanta and demand in the remaining sections is in the range of 21662 to 3321 only. The planned capacity of 18336 (23352 under dense loading) is less than the PHPDT demand in four out of Sixteen complete Section. However dense load capacity (23352) is higher than required peak demand in these sections. • Seenig the actual traffic pattern before 2031, decision to convert 3-Car train to 6-car train could be necessary. Traffic demand and train capacity for this corridor in the year 2031 is tabulated and represented on a chart enclosed as Attachment I/C2.

iv) Year 2043: Train operation in ‘Thaltej to Vastral Gam complete section’ only one Loop at 1.75 min headway with 3-Car train (Refer Attachment I/D2) • 1.75 min Headway with 3-car train. • Available Peak Hour Peak Direction Capacity of 26194 @ 6 persons per square meter of standee area • Available Peak Hour Peak Direction Capacity of 33360 @ 8 persons per square meter of standee area under dense loading conditions. • The maximum PHPDT demand of 30092 is in the between Section Old High Court to Shahpur and demand in the remaining sections is in the range of 29732 to 5524 only. The planned capacity of 26194 (33360 under dense loading) is less than the PHPDT demand in four section out of sixteen complete sections. However dense load capacity (33360) is nearly meeting the required peak demand in these sections Traffic demand and train capacity for this corridor in the year 2043 is tabulated and represented on a chart enclosed as Attachment I/D2.

The above Train Operation Plan is based on calculations on the basis of available traffic data. In case of any mismatch in the capacity provided and the actual traffic, the capacity can be moderated suitably by adjusting the Headway.

The PHPDT capacity provided on the two corridors in different years of operation is tabulated below:



Capacity Provided for North- South Corridor

Sections Year Headway

(min) No. of Rakes Rake

Consist No. of Coaches Max.

PHPDT Demand PHPDT

Capacity Available APMC to Motera Stadium 2018 5.5 14 3 Car 42 8121 8335 (10615*) APMC to Motera Stadium 2021 4.5 18 3 Car 54 10463 10187 (12973*) APMC to Motera Stadium 2031 2.75 27 3 Car 81 17245 16669 (21229*) APMC to Motera Stadium 2043 1.75 43 3 Car 129 25425 26194 (33360*) * @ 8 persons per square meter of standee area


Sections Year Headway

(min) No. of Rakes Rake

Consist No. of Coaches Max.

PHPDT Demand PHPDT

Capacity Available Thaltej to Vastral Gam 2018 5.25 17 3 Car 51 11290 8731 (11120*) Thaltej to Vastral Gam 2021 3.75 22 3 Car 66 13902 12224 (15568*) Thaltej to Vastral Gam 2031 2.5 33 3 Car 99 21994 18336 (23352*) Thaltej to Vastral Gam 2043 1.75 46 3 Car 138 30092 26194 (33360*) * @ 8 persons per square meter of standee area



7.3.5 Train frequency North- South Corridor

East-West Corridor

Services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for maintenance of infrastructure and rolling stock. 7.3.6 Hourly Train Operation plan The hourly distribution of daily transport capacity is presented in Table 1.1A,

1.2A,1.3A&1.4Afor ‘APMC to Motera Stadium’ Section (North- South Corridor) and Table 1.5B(I), 1.5B(II), 1.6B, 1.7B, 1.8B, for ‘Thaltej to Vastral Gam’ Section, (East- West Corridor) respectively for years 2018, 2021, 2031 & 2043 and enclosed as Attachment II. The directional splits for North- South Corridor and East- West Corridor is presented in Table 2.1 and 2.2 enclosed as Attachment III.

7.3.7 Vehicle Kilometer Based on above planning, after considering maintenance period and assuming 340 days in service in a year, Vehicle Kilometers for Ahmedabad Metro Rail Project is given in Table 3.1 for North-South corridor and Table 3.2 for East-West Corridor enclosed as Attachment IV.

Sections

2018 2021 2031 2043

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w APMCMotera Stadium 5.5 min 8 to 20 min 4.5 min 6 to 20 min 2.75 min 4 to 10 min 1.75 min 3 to 10 min

Sections

2018 2021 2031 2043

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w

Peak Hour h/w

Lean Hour h/w Thaltejto Vastral Gam 5.25 min 6 to 20 min 3.75 min 5 to 15 min 2.5 min 4 to 10 min 1.75 min 3 to 10 min



7.4 YEAR WISE RAKE REQUIREMENT Based on Train formation and headway as decided above to meet Peak Hour Peak Direction Traffic Demand, Rake requirement has been calculated and enclosed as Attachment V. Requirements of coaches is calculated based on following assumptions- Assumptions – (i) Train Composition planned as under 3 car Train Composition : DMC +TC +DMC Train Carrying Capacity of 3 Car Train (@6 passengers per square meter of standee area) Train Carrying Capacity of 3 Car Train (@8 passengers per square meter of standee area)

: 764 passengers @6 standee/sqm : 973 passengers @8 standee/sqm (ii) Coach requirement has been calculated based on headway during peak hours. (iii) Traffic reserve is taken as one train to cater to failure of train on line and to make up for operational time list. (iv) Repair and maintenance reserve has been estimated as 8 % of total requirement. (v) The calculated number of rakes in fraction is rounded off to next higher number. (vi) Schedule speed is taken as: North-South Corridor - ‘APMC to Motera Stadium’ Section: 33 kmph East-West Corridor - ‘Thaltej to Vastral Gam’ Section: 35kmph (vii) Total Turn round time is taken as 6 min at terminal stations.

7.5 COST ESTIMATE The estimated cost per coach at Jan’ 2014 Price level exclusive of taxes and duties may be assumed as INR 9.8 Crores per Coach. Total, 42+51=93 coaches are required in year 2018 for the two lines in Ahmedabad Metro Rail Project. Hence budget provision of INR 911.40 is to be kept in the Estimate for Rolling stock.























Attachment - I/A2/1

Year: 2018No. of Cars per Train: 3

Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 973

Headway (min) 4.25S.N FROM TO Traffic Demand

in PHPDTPHPDT capacity

@ 6p/sqm of standee area

PHPDT capacity @ 8p/sqm of standee

area

1 THALTEJ DOORDARSHAN KENDRA 1585 10786 137362 DOORDARSHAN KENDRA GURUKUL ROAD 2130 10786 137363 GURUKUL ROAD GUJARAT UNIVERSITY 3185 10786 137364 GUJARAT UNIVERSITY COMMERCE SIX ROAD 5443 10786 137365 COMMERCE SIX ROAD STADIUM 5758 10786 137366 STADIUM OLD HIGH COURT 6134 10786 137367 OLD HIGH COURT SHAHPUR 11290 10786 137368 SHAHPUR GHEE KANTA 10928 10786 137369 GHEE KANTA KALUPUR RLY STATION 10485 10786 13736

10 KALUPUR RLY STATION KANKARIA EAST 10081 10786 1373611 KANKARIA EAST APPAREL PARK 6195 10786 1373612 APPAREL PARK AMRAIWADI 5507 10786 1373613 AMRAIWADI RABRI COLONY 4360 10786 1373614 RABRI COLONY VASTRAL 3470 10786 1373615 VASTRAL NIRANT CROSS ROAD 2078 10786 1373616 NIRANT CROSS ROAD VASTRAL GAM 855 10786 13736

Fig 2.1(a)

PHPDT Demand and Capacity ChartAhmedabad Metro Rail Project

East - West Corridor

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

PHPD

T

Stations

Traffic Demand in PHPDT

PHPDT capacity @ 6p/sqm of standee area




Attachment - I/A2/2




in PHPDTPHPDT capacity

@ 6p/sqm of standee area

PHPDT capacity @ 8p/sqm of standee

area

1 THALTEJ DOORDARSHAN KENDRA 1585 8731 11120

2 DOORDARSHAN KENDRA GURUKUL ROAD 2130 8731 11120

3 GURUKUL ROAD GUJARAT UNIVERSITY 3185 8731 111204 GUJARAT UNIVERSITY COMMERCE SIX ROAD 5443 8731 111205 COMMERCE SIX ROAD STADIUM 5758 8731 111206 STADIUM OLD HIGH COURT 6134 8731 111207 OLD HIGH COURT SHAHPUR 11290 8731 111208 SHAHPUR GHEE KANTA 10928 8731 111209 GHEE KANTA KALUPUR RLY STATION 10485 8731 1112010 KALUPUR RLY STATION KANKARIA EAST 10081 8731 1112011 KANKARIA EAST APPAREL PARK 6195 8731 1112012 APPAREL PARK AMRAIWADI 5507 8731 1112013 AMRAIWADI RABRI COLONY 4360 8731 1112014 RABRI COLONY VASTRAL 3470 8731 1112015 VASTRAL NIRANT CROSS ROAD 2078 8731 1112016 NIRANT CROSS ROAD VASTRAL GAM 855 8731 11120

Fig 2.1 (b)



0

2,000

4,000

6,000

8,000

10,000

12,000

PHPD

T

Stations






Attachment - I/B2



Headway (min) 3.75

S.N FROM TO Traffic Demand in

PHPDT



1 THALTEJ DOORDARSHAN KENDRA 2080 12224 15568

2 DOORDARSHAN KENDRA GURUKUL ROAD 2806 12224 155683 GURUKUL ROAD GUJARAT UNIVERSITY 4204 12224 155684 GUJARAT UNIVERSITY COMMERCE SIX ROAD 7057 12224 155685 COMMERCE SIX ROAD STADIUM 7470 12224 155686 STADIUM OLD HIGH COURT 7821 12224 155687 OLD HIGH COURT SHAHPUR 13498 12224 155688 SHAHPUR GHEE KANTA 13902 12224 155689 GHEE KANTA KALUPUR RLY STATION 13777 12224 1556810 KALUPUR RLY STATION KANKARIA EAST 13704 12224 1556811 KANKARIA EAST APPAREL PARK 8352 12224 1556812 APPAREL PARK AMRAIWADI 7859 12224 1556813 AMRAIWADI RABRI COLONY 6602 12224 1556814 RABRI COLONY VASTRAL 5462 12224 1556815 VASTRAL NIRANT CROSS ROAD 3102 12224 1556816 NIRANT CROSS ROAD VASTRAL GAM 1427 12224 15568

Fig- 2.2



0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

PHPD

T

stations






Attachment - I/C2



Headway (min) 2.5S.N FROM TO Traffic

Demand in PHPDT

PHPDT capacity @ 6p/sqm of

standee area


1 THALTEJ DOORDARSHAN KENDRA 4183 18336 233522 DOORDARSHAN KENDRA GURUKUL ROAD 5417 18336 233523 GURUKUL ROAD GUJARAT UNIVERSITY 7616 18336 233524 GUJARAT UNIVERSITY COMMERCE SIX ROAD 12305 18336 233525 COMMERCE SIX ROAD STADIUM 12952 18336 233526 STADIUM OLD HIGH COURT 13396 18336 233527 OLD HIGH COURT SHAHPUR 21662 18336 233528 SHAHPUR GHEE KANTA 21994 18336 233529 GHEE KANTA KALUPUR RLY STATION 21613 18336 23352


Fig 2.3

Note - Seeing the actual traffic patterns before 2031, decision to convert 3-car train to 6-car train could be necessary.



0

5,000

10,000

15,000

20,000

25,000

PHPD

T

Stations






Attachment - I/D2




in PHPDTPHPDT capacity @ 6p/sqm of standee

area

PHPDT capacity @ 8p/sqm of

standee area

1 THALTEJ DOORDARSHAN KENDRA 6673 26194 333602 DOORDARSHAN KENDRA GURUKUL ROAD 8743 26194 333603 GURUKUL ROAD GUJARAT UNIVERSITY 11580 26194 333604 GUJARAT UNIVERSITY COMMERCE SIX ROAD 18204 26194 333605 COMMERCE SIX ROAD STADIUM 19088 26194 333606 STADIUM ASHRAM ROAD 19635 26194 333607 ASHRAM ROAD SHAHPUR 30092 26194 333608 SHAHPUR GHEE KANTA 29732 26194 333609 GHEE KANTA KALUPUR RLY STATION 28920 26194 33360


Fig 2.4



0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

40,000

PHPD

T

Stations
















Attachment III

S.No From Station To Station Maximum PHPDT

Directional Split to VASTRAL

GAM

Directional Split to

THALTEJ

1 THALTEJ DOORDARSHAN KENDRA 1585 50% 50%2 DOORDARSHAN KENDRA GURUKUL ROAD 2130 50% 50%

3 GURUKUL ROAD GUJARAT UNIVERSITY 3185 50% 50%

4 GUJARAT UNIVERSITY COMMERCE SIX ROAD 5443 50% 50%5 COMMERCE SIX ROAD STADIUM 5758 50% 50%6 STADIUM OLD HIGH COURT 6134 50% 50%7 OLD HIGH COURT SHAHPUR 11290 50% 50%8 SHAHPUR GHEE KANTA 10928 50% 50%9 GHEE KANTA KALUPUR RLY STATION 10485 50% 50%

10 KALUPUR RLY STATION KANKARIA EAST 10081 50% 50%11 KANKARIA EAST APPAREL PARK 6195 50% 50%12 APPAREL PARK AMRAIWADI 5507 50% 50%13 AMRAIWADI RABRI COLONY 4360 50% 50%14 RABRI COLONY VASTRAL 3470 50% 50%15 VASTRAL NIRANT CROSS ROAD 2078 50% 50%16 NIRANT CROSS ROAD VASTRAL GAM 855 50% 50%

TABLE 2.2East West - Corridor

PHPDT For The Year 2018



CHAPTER 8 – ROLLING STOCK & MAINTENANCE FACILITIES


Chapter - 8

ROLLING STOCK & MAINTENANCE FACILITIES 8.1 INTRODUCTION The required transport demand forecast is the governing factor for the choice of the Rolling Stock. The forecasted Peak Hour Peak Direction Traffic calls for a Medium Rail Transit System (MRTS). 8.2 OPTIMIZATION OF COACH SIZE The following optimum size of the coach has been chosen for this corridor as mentioned in Table 8.1.

Table 8.1 - Size of the coach

Length* Width Height Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m Trailer car (TC) 21.34 m 2.9 m 3.9 m *Maximum length of coach over couplers/buffers = 22.6 m

8.3 PASSENGER CARRYING CAPACITY In order to maximize the passenger carrying capacity, longitudinal seating arrangement shall be adopted. The whole train shall be vestibuled to distribute the passenger evenly in all the coaches. Criteria for the calculation of standing passengers are 3 persons per square meter of standing floor area in normal state and 6 persons in crush state of peak hour. Therefore, for the Medium Rail Vehicles (MRV) with 2.9 m maximum width and longitudinal seat arrangement, conceptually the crush capacity of 43 seated, 204 standing thus a total of 247 passengers for a Driving motor car, and 50 seated, 220 standing thus a total of 270 for a trailer/motor car is envisaged. Following train composition is recommended: 3-car Train: DMC+TC+DMC Table 8.2 shows the carrying capacity of Medium Rail Vehicles.



Table 8.2 - Carrying Capacity of Medium Rail Vehicles Particulars Driving Motor car Trailer car 3 Car Train

Normal Crush Normal Crush Normal Crush

Seated 43 43 50 50 136 136 Standing 102 204 110 220 314 628 Total 145 247 160 270 450 764 NORMAL-3 Person/sqm of standee area CRUSH -6 Person/sqm of standee area

8.4 WEIGHT The weights of driving motor car, trailer car and motor car have been estimated as in Table 8.3, referring to the experiences in Delhi Metro. The average passenger weight has been taken as 65 kg.

Table 8.3 - Weight of Light Rail Vehicles (TONNES) DMC TC 3 Car Train

TARE (maximum) 40 40 120 Passenger (Normal) 9.425 10.4 29.25 (Crush @6p/sqm) 16.055 17.55 49.66 (Crush @8p/sqm) 20.475 22.295 63.245 Gross (Normal) 49.425 50.4 149.25 (Crush @6p/sqm) 56.055 57.55 169.66 (Crush @8p/sqm) 60.475 62.295 183.23 Axle Load @6 person/sqm 14.014 14.388 Axle Load @8 person/sqm 15.119 15.577

The axle load @ 6persons/sqm of standing area works out in the range of 14.014T to 14.388T. 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 16 T axle load.



8.5 PERFORMANCE PARAMETERS The recommended performance parameters are: Maximum Design Speed: 90 kmph Maximum Operating Speed: 80 kmph Max. Acceleration: 1.0 m/s2 (with AW3 load) Max. Deceleration 1.1 m/s2 (Normal brake) More than 1.3 m/s2 (Emergency brake) Velocity ↑ Time →

8.6 COACH DESIGN AND BASIC PARAMETERS The important criteria for selection of rolling stock are as under: (i) Proven equipment with high reliability (ii) Passenger safety feature (iii) Energy efficiency (iv) Light weight equipment and coach body (v) Optimized scheduled speed (vi) Aesthetically pleasing Interior and Exterior (vii) Low Life cycle cost (viii) Flexibility to meet increase in traffic demand (ix) Anti-telescopic

Accelerating

Traction in constant speed

Coasting Decelerating

-1.1m/s2 1.0m/s2

0



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. 8.7 SELECTION OF TECHNOLOGY

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 suitable proven technologies. Selection of following technologies has been recommended to ensure low life cycle cost-. 8.7.1 Car body In the past carbon high tensile steel was invariably used for car bodies. In-fact almost all the coaches built by Indian Railways are of this type. These steel bodied coaches need frequent painting 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 aluminum for carbody. The car bodies with aluminum require long and complex extruded sections which are still not manufactured in India. Therefore aluminum 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. 8.7.2 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 improve 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.



8.7.3 Braking System The brake system shall consist of – (i) An electro-pneumatic (EP) service friction brake (ii) A fail safe, pneumatic friction emergency brake (iii) A spring applied air-release parking brake (iv) An electric regenerative service brake (v) 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. 8.7.4 Propulsion System Technology In the field of Electric Rolling Stock, DC series traction motors have been widely used due to its ideal characteristics and good controllability for traction applications. But these required intensive maintenance because of commutators and electro-mechanical contactors, resistors etc The brush less 3 phase induction motors has now replaced the D.C. Series motors in traction applications. The induction motor, for the same power output, is smaller and lighter in weight and ideally suited for rail based Mass Rapid Transit applications. The motor tractive effort and speed is regulated by ‘Variable Voltage and Variable frequency’ control and can be programmed to suit the track profile and operating 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, three phase a.c. traction drive that are self-ventilated, highly reliable, robust construction and back up by slip/slid control have been recommended for adoption. The DC voltage from the 3rd Rail is stepped up through a ‘STEP up Chopper’ to DC link voltage, which feeds Inverter operated with Pulse Width Modulation (PWM) control technology and using insulated Gate Bipolar Transistors (IGBT). Thus three-phase variable voltage variable frequency output drives the traction motors for propulsion. Recently advanced IGBT has been developed for inverter units. The advanced IGBT incorporates its own over current protection, short circuit protection; over temperature protection and low power supply detection. The inverter unit uses optical fiber cable to connect the control unit to the gate interface. This optical fiber cable transmits the gate



signals to drive the advanced IGBT via the gate interface. The optical fiber cable provides electrical isolation between the advanced IGBT and the control unit and is impervious to electrical interference. These are recommended for adoption in trains of this corridor. 8.7.5 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.

8.7.6 Passenger Doors For swift evacuation of the passenger in short dwell period, four doors of adequate width, on each side of the coach have been considered. These doors shall be of such dimensions and location that all the passenger inside the train are able to evacuate within least possible time without conflicting movement .As the alignment passes through elevated section above ground, automatic door closing mechanism is envisaged from consideration of passenger safety. Passenger doors are controlled electrically by a switch in Driver cab. Electrically controlled door operating mechanism has been preferred over pneumatically operated door to avoid cases of air leakage and sluggish operation of doors. The door shall be of Bi-parting Sliding Type as in the existing coaches of DMRC.

Interior View



8.7.7 Air–conditioning With heavy passenger loading of 6 persons/sqm for standee area and doors being closed from consideration of safety and with windows being sealed type to avoid transmission of noise, air conditioning of coaches has been considered essential. 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 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. 8.7.8 Cab Layout and Emergency Detrainment Door. The modern stylish driver panel shall be FRP moulded which give maximum comfort and easy accessibility of different monitoring equipments to the driver along with clear visibility .The driver seat has been provided at the left side of the cabin.

Passenger Doors



An emergency door for easy detrainment of the passenger on the track has been provided at the center of the front side of the each cabin which has a easy operation with one handle type master controller. 8.7.9 Communication The driving cab of the cars are provided with continuous communication with base Operational Control Center and station control for easy monitoring of the individual train in all sections at all the time . Public Address and Passenger Information Display System is provided in the car so that passengers are continuously advised of the next stoppage station, final destination station, interchange station, emergency situations if any, and other messages. The rolling stock is provided with Talk Back Units inside the cars, which permit conversation between passengers and the drivers in case of any emergency. 8.7.10 Noise and Vibration The trains will pass through heavily populated urban area .The noise and vibration for a metro railway become an important criteria from public acceptance view point. The source of noise are (i) rail-wheel interaction (ii) noise generated from equipment like Blower, Compressor, air conditioner, door, Inverter etc. (iii) traction motor in running train .For elimination and reduction of noise following feature are incorporated: -

• Provision of anti drumming floor and noise absorption material. • Low speed compressor, blower and air conditioner. • Mounting of under frame equipments on anti-vibration pad

Driving cab



• Smooth and gradual control of door. • Provision of GRP baffle on the via-duct for elimination of noise transmission. • Provision of sound absorbing material in the supply duct and return grill of air conditioner. • Sealing design to reduce the aspiration of noise through the gap in the sliding doors and piping holes. The lower vibration level has been achieved by provision of bolster less type bogies having secondary air spring.

8.7.11 Passenger Safety Features (i) 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.

(ii) Fire The rolling stock is provided with fire retarding materials having low fire load, low heat release rate, low smoke and toxicity inside the cars. The electric cables used are also normally low smoke zero halogen type which ensures passenger safety in case of fire.

(iii) Emergency door The rolling stock is provided with emergency doors at both ends of the cab to ensure well directed evacuation of passengers in case of any emergency including fire in the train, (iv) Crash worthiness features The rolling stock is provided with inter car couplers having crashworthiness feature which reduces the severity of injury to the passengers in case of accidents. (v) Gangways Broad gangways are provided in between the cars to ensure free passenger movement between cars in case of any emergency.



The salient features of the proposed Rolling Stock are enclosed as Attachment-I

Attachment I Salient Features of Rolling Stock for MRTS

S.No. Parameter Details 1 Gauge (Nominal) 1435mm 2 Traction system 2.1 Voltage 750 V dc 2.2 Method of current collection Third Rail Bottom Current Collection System 3 Train composition: 3.1 3 car train set DMC+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) - Driving Motor Car (DMC) 21.64 m - Trailer Car (TC) 21.34 m Maximum length of coach over

couplers/buffers: 22 to 22.6 m (depending upon Kinematic Envelop) 5.4 Locked down Panto height (if applicable) 4048 mm 5.5 Floor height 1100mm

6 Designed - Passenger Loading

Gangways



S.No. Parameter Details 6.1 Design of Propulsion equipment 8 Passenger/ m2 6.2 Design of Mechanical systems 10 Passenger/ m2 7 Carrying capacity- @ 6 standees/sqm 7.1 Coach carrying capacity DMC 247 (seating - 43 ; standing - 204) TC 270 (seating - 50 ; standing - 220) 7.2 Train Carrying capacity 3 car train 764 (seating - 136 ; standing - 628) 8 Weight (Tonnes) 8.1 Tare weight (maximum) DMC 40 TC 40 8.2 Passenger Weight in tons @ 6 standees/sqm @ 0.065 T per passenger DMC 16.055 TC 17.55 8.3 Gross weight in tons DMC 56.055 TC 57.55 9 Axle load(T)(@ 8 persons per sq m of

standee area) 16 (System should be designed for 16T axle load)

10 Maximum Train Length - Approximate 10.1 3 car train set ≈68 11 Speed 10.1 Maximum Design Speed 90 Kmph 10.2 Maximum Operating Speed 80 Kmph 12 Wheel Profile UIC 510-2 13 Noise Limits (ISO 3381 and 3095 - 2005) 13.1 Stationary (Elevated and at grade) 13.1.1 Internal (cab and saloon) LpAFmax 65 dB(A) 13.1.2 External (at 7.5 mtr from centre line of track) LpAFmax 68 dB(A) 13.2 Running at 85 kmph (Elevated and at grade) 13.2.1 Internal (cab and saloon) LpAeq,30 72 dB(A) 13.2.2 External (at 7.5 mtr from centre line of track) LpAFmax 85 dB(A) 13.3 Stationary (Underground) 13.3.1 Internal (cab and saloon) LpAFmax 72 dB(A) 14 Traction Motors Ventilation Self 15 Acceleration on level tangent track 1.0 m/s2 (with AW3 load)



S.No. Parameter Details 16 De-acceleration on level tangent track 1.1 m/sec2 (>1.3 m/sec2 during emergency) 17 Type of Bogie Fabricated 18 Secondary Suspension springs Air 19 Brakes - An electro-pneumatic (EP) service friction brake- An electric regenerative service brake- Provision of smooth and continuous blending of EP and regenerative braking- A fail safe, pneumatic friction emergency brake- A spring applied air-release parking brake- The brake actuator shall operate a Wheel Disc Brake- Brake Electronic Control Unit (BECU) - Independent for each bogie 20 Coupler Auto Front cab end of DMC car Automatic coupler with mechanical & pneumatic coupling but without electrical coupling head Between cars of same Unit Semi-permanent couplers 21 Detrainment Door Front 22 Type of Doors Sliding 23 Passenger Seats Stainless Steel 24 Cooling 24.1 Transformer Forced 24.2 CI & SIV Self/Forced 24.3 TM Self ventilated 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 28 HVAC - Cooling, Heating & Humidifier (As required)- Automatic controlling of interior temperature throughout the passenger area at 25°C with 65% RH all the times under varying ambient conditions up to full load. 29 PA/PIS including PSSS (CCTV) Required 30 Passenger Surviellance Required



S.No. Parameter Details 31 Battery Lead Acid Maintenance free 32 Headlight type LED 33 Coasting 8% (Run time with 8% coasting shall be the 'Run Time in All out mode plus 8%') 34 Gradient (max) 3.7% 35 Sharpest Radius 175

8.8 DEPOT- CUM- WORKSHOP It is proposed to establish one depot- cum- workshop at Gyaspur for North South Corridor and one depot- cum- workshop at Apparel Park for East West Corridor with following functions:

a) Depot- cum- workshop at Gyaspur for North South Corridor (i) Major overhauls of all the trains of N- S Corridor. (ii) All minor schedules and repairs of N- S Corridor. (iii) Lifting for replacement of heavy equipment and testing thereafter of N- S Corridor. (iv) Repair of heavy equipments of N- S Corridor.

b) Depot- cum- workshop at Apparel Park for East West Corridor (i) Major overhauls of all the trains of E-W Corridor. (ii) All minor schedules and repairs of E-W Corridor. (iii) Lifting for replacement of heavy equipment and testing thereafter of E-W Corridor. (iv) Repair of heavy equipments of E-W Corridor. The Depot planning at Gyaspur for North South Corridor and at Apparel Park for East West Corridor is based on following assumptions: (i) Enough space should be available at Gyaspur for North South Corridor and at Apparel Park for East West Corridor for establishment of a Depot- Cum- workshop (ii) All inspection, workshop lines and stabling lines are designed to accommodate two trainsets of 3- car each. (iii) All stabling lines are planned in the proposed depot-cum-workshop assuming adequate space availability. In case of space constraints, if any, stabling facilities may need to be created at terminal stations or elsewhere to cater to the required stability facilities. (iv) Provision of transfer line from one corridor to another corridor. In broad terms, based on the planned Rolling Stock requirements, this chapter covers conceptual design on following aspects and will work as a guide for detailed design later:



• Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair overhauling workshop and cleaning of Rolling Stock. • Operational and functional safety requirements. • Ancillary buildings for other maintenance facilities. • Electrical & Mechanical Services, power supply and distribution system. • Water Supplies, Drainage & Sewerage.

8.8 MAINTENANCE PHILOSOPHY Monitoring of the performance of equipment by condition monitoring of key parameters. The concept is to evolve the need based maintenance regime, which can be suitably configured in the form of schedules like daily check, “A” checks, “B” type checks, “IOH” and “POH”. Labour intensive procedures are kept to the minimum. Automation with state of the art machinery to ensure quality with reliability. Multi skilling of the Maintenance staff to ensure quality and productivity in their performance. Energy conservation is given due attention.

8.9 ROLLING STOCK MAINTENANCE NEEDS

(a) Maintenance Schedule The following maintenance schedule has been envisaged for conceptual design of depots assuming approx. 335 kms running per train per day, taking in consideration the passenger load of 2018, 2021, 2031 and 2043 respectively. Type of Schedule

Interval Work Content Locations Daily Daily Check on the train condition and function at every daily service completion. Interval cleaning/mopping of floor and walls with vacuum cleaner. Stabling Lines

“A” Service Check 5,000 Km (approx. 15 days) Detailed inspection and testing of sub -systems, under frame, replacement/ topping up of oils & lubricants. Inspection Bays “B” Service Check 15,000 Km (approx. 45 days) Detailed Inspection of ‘A’ type tasks plus items at multiples of 15,000 Km (‘B’ type tasks) Inspection Bays Intermediate Overhaul (IOH) 420,000 Km, (3 and half Years approx.) Check and testing of all sub-assemblies (Electrical + Mechanical). Overhaul of pneumatic valves, Compressor. Condition based maintenance of sub-systems to bring them to original condition. Replacement of

Workshop



Type of Schedule

Interval Work Content Locations parts and rectification, trial run. Periodical Overhaul (POH) 840,000 Km, (7 Years approx.) Dismantling of all sub-assemblies, bogies suspension system, traction motor, gear, control equipment, air-conditioning units etc. Overhauling to bring them to original condition. Checking repair and replacement as necessary. Inspection and trial.

Workshop

Heavy Repairs - Changing of heavy item such as bogies, traction motor, axles, gear cases & axle boxes etc. Workshop The above Schedule may need slight revision based on the actual earned kilometers per train and the specific maintenance requirements of Rolling Stock finally procured. (b) Washing Needs of Rolling Stock Cleanliness of the trains is essential. Following schedules are recommended for Indian environment:

S.N. Kind Inspection Maint. Cycle

Time Maintenance Place 1. Outside cleaning (wet washing on automatic washing plant) 3 Days 10 mins. Single Pass through Automatic washing plant of Depot 2. Outside heavy Cleaning (wet washing on automatic washing plant and Front Face, Vestibule/Buffer area. Floor, walls inside/outside of cars and roof. Manually) 30 days 2 – 3 hrs. Automatic washing plant & cleaning & washing shed

Year-wise planning of maintenance facility setup at depot cum workshop based on planned Rolling Stock requirement in TOP is tabulated below:

(i) Planned rakes as per TOP:

a) Planned rakes as TOP for N- S Corridor:

Year No. of Rakes No. of coaches 2018 14 42 2021 18 54 2031 27 81 2043 43 129



b) Planned rakes as TOP for E- W Corridor:

Year No. of Rakes No. of coaches 2018 17 51 2021 22 66 2031 33 99 2043 46 138 (ii) Average earning/day/rake based on TOP: a) Average earning/day/rake for N- S Corridor: Year Average earning/day/rake (KM) 2018 299 2021 296 2031 325 2043 277

b) Average earning/day/rake for E- W Corridor: Year Average earning/day/rake (KM) 2018 326 2021 331 2031 322 2043 299

(iii) Requirement of Stabling Lines (SBL),Inspection Lines (IBL) and Workshop Lines(WSL) in the Depot

a) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and Workshop Lines (WSL) in the Depot -cum –Workshop at Gyaspur for North South Corridor. Year

No. of Trains

SBLs IBLs WSLs 2018 14 6 lines x two trains of 3-car One bay of 3 lines each with two trains of 3-cars (2 lines at present and 1 line for future provision. One bay of 2 lines each with two trains of 3-cars. (1 bay of 2 lines at present & 1 bay of 2 lines for future provision) from the year 2031. 2021 18 8 lines x two trains of 3-car -do- -do- 2031 27 13 lines x two trains of 3-car -do- -do-



Year No. of Trains

SBLs IBLs WSLs 2043 43 21 lines x two trains of 3-car -do- -do- All lines shall be suitable for placement of two trains of 3-car trains on each line. b) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and Workshop Lines (WSL) in the Depot -cum –Workshop at Apparel Park for East West Corridor.

Year No. of Trains

SBLs IBLs WSLs 2018 17 8 lines x two trains of 3-car One bay of 3 lines each with two trains of 3-cars (2 lines at present and 1 line for future provision. One bay of 2 lines each with two trains of 3-cars. (1 bay of 2 lines at present & 1 bay of 2 lines for future provision) from the year 2031. 2021 22 10 lines x two trains of 3-car -do- -do- 2031 33 16 lines x two trains of 3-car -do- -do- 2043 46 22 lines x two trains of 3-car -do- -do- All lines shall be suitable for placement of two trains of 3-car trains on each line.

8.10 Requirement of maintenance / Inspection lines for depot-cum-workshop: a) Requirement of maintenance / Inspection lines for depot-cum-workshop Depot -cum–Workshop Gyaspur for North South Corridor: Schedule

Maintenance Requirement (No. of Cars)

Lines Needed

i) Year 2018 - Maximum no. of rake holding is 14TS x3 ( = 42 Cars) ‘A’ Checks (5000 km) approx. 15 days (14X3) Cars = 42 Cars 1 Line x two trains of 3- cars(with Sunken Floor ‘B’ Checks (15000 km) approx. 45 days (14X3) Cars = 42 Cars 1 Line x two trains of 3- cars(with Sunken Floor) Unscheduled line & adjustment lines For minor repairs, testing and after IOH/POH adjustments 1 Line x two trains of 3- cars(with sunken Floor) Requirement 1 bay of 3 lines with provision of space for additional bay of 3 lines for work load in future



ii) Year 2021 - Maximum no. of rake holding is (18TS x3 = 54 Cars) ‘A’ Checks (5000 km) approx. 15 days (18X3) Cars = 54 Cars 1 Lines X two trains of 3- cars(with sunken floor) ‘B’ Checks (15000 km) approx. 45 days (18X3) Cars = 54 Cars 1 Lines X two trains of 3- cars(with sunken floor) Unscheduled line & adjustment lines For minor repairs, testing & adjustments post major repairs / IOH & POH 1 Line X two trains of 3- cars(with sunken floor)

Requirement 1 bay of 3 lines with provision of space for additional bay of 3 lines for work load in future iii) Year 2031 -Maximum no. of rake holding is (27x3 = 81 Cars) ‘A’ Checks (5000 km) 15 days (27X3) Cars = 81Cars 2 Lines X two trains of 3- cars(with sunken floor) ‘B’ Checks (15000 km) 45 days And for Unscheduled line & adjustment lines

(27X3 ) Cars = 81 CarsAnd For minor repairs, testing & adjustments post major repairs / IOH & POH 1 Lines X two trains of 3- cars(with sunken floor)

Requirement 1 bay of 3 lines with provision of space for additional bay of 3 lines for work load in future iv) Year 2043 -Maximum no. of rake holding is (43x3 = 129 Cars) ‘A’ Checks (5000 km) 15 days (43X3) Cars = 129 Cars 2 Lines X two trains of 3- cars(with sunken floor) ‘B’ Checks (15000 km) 45 days And for Unscheduled line & adjustment lines

(43X3) Cars = 129 Cars And For minor repairs, testing & adjustments post major repairs / IOH & POH 1 Lines X two trains of 3- cars(with sunken floor)

Requirement 1 bay of 3 lines with provision of space for additional bay of 3 lines for work load in future All lines shall be suitable for placement of two 3- car trains on same line.



b) Requirement of maintenance / Inspection lines for depot-cum-workshop at Apparel Park for East West Corridor: Schedule

Maintenance Requirement (No. of Cars)

Lines Needed

i) Year 2018 - Maximum no. of rake holding is 17TS x3 ( = 51 Cars) ‘A’ Checks (5000 km) approx. 15 days (17X3) Cars = 51 Cars 1 Line x two trains of 3- cars(with Sunken Floor ‘B’ Checks (15000 km) approx. 45 days (17X3) Cars = 51 Cars 1 Line x two trains of 3- cars(with Sunken Floor) Unscheduled line & adjustment lines For minor repairs, testing and after IOH/POH adjustments 1 Line x two trains of 3- cars(with sunken Floor) Requirement 1 bay of 3 lines with provision of space for additional bay of 3 lines for work load in future ii) Year 2021 - Maximum no. of rake holding is (22TS x3 = 66 Cars) ‘A’ Checks (5000 km) approx. 15 days (22X3) Cars = 66 Cars 1 Lines X two trains of 3- cars(with sunken floor) ‘B’ Checks (15000 km) 45 days And for Unscheduled line & adjustment lines


Requirement 1 bay of 3 lines with provision of space for additional bay of 3 lines for work load in future iii) Year 2031 -Maximum no. of rake holding is (33x3 = 99 Cars) ‘A’ Checks (5000 km) 15 days (33X3) Cars = 99 Cars 2 Lines X two trains of 3- cars(with sunken floor) ‘B’ Checks (15000 km) 45 days And for Unscheduled line & adjustment lines


Requirement 1 bay of 3 lines with provision of space for additional bay of 3 lines for work load in future



iv) Year 2043 -Maximum no. of rake holding is (46x3 =138 Cars) ‘A’ Checks (5000 km) 15 days (46X3) Cars =138Cars 2 Lines X two trains of 3- cars(with sunken floor) ‘B’ Checks (15000 km) 45 days And for Unscheduled line & adjustment lines (46X3) Cars = 138 Cars And For minor repairs, testing & adjustments post major repairs / IOH & POH

1 Lines X two trains of 3- cars(with sunken floor) Requirement 1 bay of 3 lines with provision of space for additional bay of 3 lines for work load in future All lines shall be suitable for placement of two 3- car trains on same line.

8.11 Inspection requirements at depots at Gyaspur for North South Corridor and at Apparel Park for East West Corridor: Facilities for carrying out inspection activitities shall be provided in the inspection bay for following Systems / Equipments of a train:

• Electronics; PA/PIS • Mechanical components, couplers etc • Batteries • Air conditioner • Brake modules • Bogie • Traction Motor • Vehicle doors, windows and internal fittings • Power system including converter, circuit breaker etc. These activities shall be grouped into “A” checks and “B” checks. The minor scheduled inspections (“A” checks) shall be carried out during the day off peak and night. Since “B” checks take longer time, these cannot be completed in the off peak times. Certain inspection lines will be nominated for “A” checks. For “B” checks, separate line will be nominated where the rakes may be kept for long time. One dedicated line in the shed will be used for minor repairs and for adjustment and testing after the IOH and POH. There shall be a spare line in inspection bay for this purpose.



8.12 DESIGN OF DEPOT- CUM- WORKSHOP FACILITIES.

8.12.1 Stabling lines at depots at Gyaspur for North South Corridor and at Apparel Park for East West Corridor: As per advised dimensions of the Rolling Stock, the length of 3-Car train would be Approx.67.8 mts. For the design of the stabling lines in the depot and terminal stations or elsewhere (as may be required), following approximates lengths have been taken in consideration: (i) Length of one 3- car rake= 67.8 m (ii) Gap between two trains 3-car rakes = 10m (iii) Free length at outer ends of two trains of 3- cars ( for cross pathway, Signal and Friction buffers)= 10m each side (iv) Total length of Stabling lines = (iii)+(i)+(ii)+(i)+(iii)= 10+ 67.8+ 10+ 67.8+ 10= 165.6m ≈ 166m Looking to the car width of 2900mm on SG, 5m “Track Centre” is proposed for all the stabling lines. Thus, space between stabling shall be sufficient to include 1 mt. wide pathway to be constructed between tracks to provide access for internal train cleaning and undercarriage inspection with provision of following facilities: a) Each Stabling line to have water connection facility so that local cleaning, if required, is facilitated. b) Platforms at suitable points at each end of stabling lines to enable train operators to board or de- board conveniently.

8.12.2 Inspection Bay at depot-cum-workshop at Gyaspur for North South Corridor and at Apparel Park for East West Corridor:

The length of Inspection shed is computed as below: (i) Length of a 3-car rake= 67.8 m. (ii) Gap between two trains of 3- cars= 10 m (iii) Cross- path at each end= 10 m (iv) Length of Inspection line= (iii)+ (i)+(ii)+ (i)+ (iii) = 10+ 67.8 + 10+ 67.8 + 10= 165.6m ≈ 166m The width of the Inspection bay in computed as below: (i) Centre – to- centre spacing between the three lines= 7.5 m (ii) Centre line of outer lines to column of Shed= 3m (iii) Width of a 3 line Inspection Bay= (ii)+(i)+(i)+(ii)= 3+ 7.5+ 7.5+ 3= 21 m



a) There shall be one inspection bay of 166 m X 21 m size each with provision of accommodating three inspection lines each having sunken floor and overhead roof inspection platforms at each of the depot. The floor will be sunken by 1100mm. The track spacing between the adjacent IBLs shall be 7.5 m. For rake requirements in future, there shall be provision of space for extension by one bay of three lines to cater the workload of inspection in future. b) Roof Inspection platforms and walkways for roof inspection supported on the columns shall be provided. There would be lighting below the rail level to facilitate the under frame inspection. Ramps of 1:8 slopes, 3 meter wide should be provided with sunken floor system for movement of material for the cars. Further, 10m cross pathways are left at each end for movement of material by fork lifter/Leister/Hand trolley. 415V 3 phase 50 Hz, 230V 1 phase 50 Hz AC supply and Pneumatic supply shall also be made available on each inspection shed columns. Air-circulators shall be provided on each column. The inspection bay shall be provided with EOT crane of 1.5 T to facilitate lifting of equipment. Roof and walls shall be of such design that optimum natural air ventilation occurs all the time and sufficient natural light is also available. Each Inspection bay will also have arrangement close by for cleaning of HVAC filter under high pressure water jet. 8.12.3 Workshop Shed depots at Gyaspur for North South Corridor and at Apparel Park for East West Corridor: Requirement of workshop lines is planned as under: a) Requirement of workshop lines at Gyaspur for North South Corridor:

Year IOH & POH

Wheel / Bogie storage

Unschedule repairs /lifting

Total Remarks

2018 Nil 1 line of 3-car trains and free space of 3-car length for storage of other equipments 1 line x two trains of 3-car

3-lines The size of workshop shall be the same as inspection bay i.e. 166X21 m with one working bay comprising of two trains lines capable of accommodating two trains 3-car rakes with Bogie turning facility, one line of 3-car rake length with free space of 3-car rake length for storage of wheel/ bogie/ equipments etc.

2021 1 -do- 1 3-lines 2031 1 -do- 1 3-lines 2043 1 -do- 1 3-lines



b) Requirement of workshop lines at Apparel Park for East West Corridor: Year IOH &

POH Wheel / Bogie storage

Unschedule repairs /lifting

Total Remarks

2018 Nil 1 line of 3-car trains and free space of 3-car length for storage of other equipments 1 line x two trains of 3-car

3- lines The size of workshop shall be the same as inspection bay i.e. 166X21 m with one working bay comprising of two trains lines capable of accommodating two trains 3-car rakes with Bogie turning facility, one line of 3- car rake length with free space of 3-car rake length for storage of wheel/ bogie/ equipments etc.

2021 1 -do- 1 3-lines 2031 1 -do- 1 3-lines 2043 1 -do- 1 3-lines

(a) There shall be one bay comprising of three lines each (as detailed in ‘Remarks’ above). Size of the workshop bay is proposed to be 166m x 21m.The unscheduled lifting and heavy repair line shall be fitted with jack system capable to lift the 3-Car unit simultaneously for quick change of bogie, thereby saving down time of Rolling Stock. The arrangement of jack system shall be such that lifting of any coach in train formation for replacement of bogie/equipments is also individually possible. One line shall be available for stocking of Bogies and wheels. These lines are to be provided with pits at regular intervals for inspection of undercarriage with turn tables. Each workshop bay shall be equipped with two trains 15T and 3T overhead cranes, each spanning the entire length of the workshop bay. (b) There shall be provided space for repairs of HVAC, Door, and Traction motor etc. repairs. Distinct spaces shall be earmarked for dismantling/repairs/ assembling and testing of each of these equipments. Related machinery for Overhauling / Repairs & testing activities of every equipment are also to be housed in the space earmarked. (c) There shall be washing and cleaning equipments on the workshop floor. Bogie test stand shall be provided in the workshop. Other heavy machinery shall also be suitably installed on the workshop floor. Air-circulators, lights, Powers supply points and compressed air supply line shall be provided on each workshop column.



(d) Workshop lines shall be inter-linked through turn tables, each suitable for movement of a train in AWo (unloaded) condition and shall also be capable to rotate with a fully loaded bogie on it. Repair of heavy equipments such as air conditioners shall be so located so that it does not affect the movement inside workshop. (e) There shall be walkways on columns for roof inspections, along the workshop lines. These walkways shall not infringe with cars being lifted/ lowered by means of mobile jacks. Suitable space between the nearest exterior of a car and farthest edge of the walkway has to be ensured to avoid conflict in lifting and lowering of cars. (f) The small component, bogie painting and battery maintenance cells will be located in the workshop with arrangement that fumes are extracted by suitable exhaust systems. (g) Workshop will have service building with array of rooms along its length. Total size is proposed to be 166 x 8m. These can be made by column and beam structure and architecture made of brick works. These shall cater for overhauling sections, offices, costly store item, locker rooms, toilets etc. Two trains opposite sides widthwise shall be open to facilitate natural air circulation and cross ventilation besides the egress & ingress for coaches. The sidewalls shall also have sufficient width of louvers for providing adequate ventilation. (h) There shall be space for bogie/ axle repair shop with necessary infrastructure for disassembly, overhead, assembly and testing of mechanical components of bogies/ axle. The repair shop shall be easily approachable from with the workshop for transportation of components. 8.12.4 Following equipment repair/overhaul facilities are planned in the workshop and

wheel repairs shop at the workshops depots at Gyaspur for North South Corridor and at Apparel Park for East West Corridor:

1. Body furnishing 2. Bogie 3. Wheels 4. Traction Motors 5. Axle Box and Axle Bearing 6. Transformer, converter/inverter, circuit breaker 7. Battery 8. Air Compressor 9. Air-conditioner 10. Brake Equipment 11. Door actuators 12. Control and measuring equipments 13. Pneumatic equipment 14. Dampers and Springs 15. Couplers/Gangways



16. Coach Painting (Applicable only for Aluminum coaches, if any) 8.13 CAR DELIVERY AREA There shall be rail connectivity between the Depot-cum- Workshop and mainline and all trains due for scheduled/ unscheduled works shall reach the depot-cum- Workshop by rail. However in case of newly procured coaches, which are transported by road, these shall reach the Depot-cum Workshop by the road on trailers. To unload the coaches and bring them to the track, provision of space, along the side of shunting neck, has to be made for unloading of cars and other heavy materials. This area shall have an insulated track embedded in the floor facilitating the movement of road trawler, which brings in the cars. The length of the track embedded area shall be about 40m long. There should be enough space available for movement of heavy cranes for lifting of coaches. The unloading area should be easily accessible for heavy duty hydraulic trailers. 8.14 Operational Features

The rake induction and withdrawal to main line will be primarily from the stabling shed. Further, provisions are there for direct rake induction and withdrawal to main line from Inspection Shed/workshop area. Movement from depot to the main line is so planned that the headway of main line is not affected. Simultaneous receipt and dispatch of trains from depot to main line is feasible in the present site scenario. Both of these activities will be done effectively without effecting the train operation on the main line. The stabling lines would be interlocked with the main line thereby induction of train from the stabling would be safe and without loss of time. The proposition for a transfer track on the incoming line as well as on the outgoing line to facilitate the movement of rake in the depot by Operation Control Centre (OCC) even though the further path inside the depot is not clear shall be explored in the detailed design stage depending on the actual availability of land. An emergency line is also provided from which an emergency rescue vehicle may be dispatched to main line in the event of emergency if necessary. 8.15 Infrastructure Facilities in depots at Gyaspur for North South Corridor and at

Apparel Park for East West Corridor I. Inspection and Workshop facilities: As indicated in 8.12.2 & 8.12.3 above. II. Stabling Lines in Depot: a) The requirement of lines shall be in accordance with the details indicated in para 8.12.1 above. A part of the stabling siding in the depot shall be covered with a roof in order to facilitate testing of air conditioning of trains and their pre-cooling under controlled condition of temperature.



b) Separate toilets adjustment to stabling lines shall be provided with small room for keeping cleaning aids and for utilization by the working staff. III. Automatic Coach Washing Plant (AWP) Provision to be made for Rolling Stock exterior surfaces to be washed using a fully automated Train Washing System, with a throughput capacity of approximately ten trains per hour. The AWP shall be situated at such a convenient point on the incoming route so that incoming trains can be washed before entry to the depot and undesirable movement/shunting over ingress and egress routes within the depot is avoided. Additional space for plant room for AWP system shall be earmarked alongside the washing apron as indicated at S. No. 6 of Para 8.16.1 (a) & 8.16.1 (b). IV. Train Operators Booking Office Suitable office facility adjacent to the stabling lines at each depot should be provided so that train operators reporting ‘On’ duty or going ‘Off’ duty can obtain updates regarding ‘Special Notices’, ‘Safety Circulars’ and other technical updates/information in vogue. These offices should have an attached a cycle/scooter/car stand facility for convenience of the train operating staff. V. Test Track A test track of 1000 mts. in length covered & fenced should be provided beside workshop in the depot. It shall be equipped with signaling equipments (ATP/ATO). It shall be used for the commissioning of the new trains, their trials and testing of the trains after the IOH and POH. Entry into the test track shall be planned for a 3-car train. In compliance to safety norms, the boundary of the track shall be completely fenced to prevent unauthorized trespassing across or along the track. VI. Heavy Cleaning Shed Monthly heavy cleaning of interior walls, floors, seats, windows glasses etc, outside heavy cleaning, Front/rear Face, Vestibule/ Buffer area, outside walls and roof shall be done manually in the interior cleaning plant designed for cleaning of one at a time. A line adjacent to inspection shed should be so provided that placement of rakes is possible from workshop or inspection lines & vice – versa conveniently and with ease.

VII. Power Supply Auxiliary substations are planned for catering to the power supply requirement of the whole depot and workshop. Details of connected load feeder shall be worked out. Taking diversity factor of 0.5 the maximum demands shall be computed. Two trains Auxiliary substations are proposed, as the demand by machines in Workshop area would be very large. The standby power supply is proposed through DG set with AMF panel. The capacity of DG set will be adequate to supply all essential loads without over loading.



VIII. Compressed Air Supply Silent type compressor units shall be suitably installed inside the depots at convenient location for the supply of compressed air to workshop and Inspection sheds. Thus, the pneumatic pipeline shall run within the workshop and inspection bays as to have compressed air supply line at all convenient points. IX. Water Supply, Sewerage and Drainage Works In house facilities shall be developed for the water supply of each depot. Sewerage, storm water drainage shall be given due care while designing the depots for efficient system functioning. Past records of Municipal Corporation shall be used to design the drainage system. Rainwater harvesting would be given due emphases to charge the under ground reserves. X. Ancillary Workshop This workshop will have a line at floor level with provision of pits. Arrangement for repairs of Shunters, Rail Road Vehicles and other ancillary vehicles will be provided. These vehicles will also be housed here itself. Heavy lifting works can be carried out in main workshop. XI. Watch Towers There shall be provision of adequate number of watchtowers for the vigilance of depot boundary.

XII. Administrative Building An administrative building close to the main entrance is planned. It can be suitably sized and architecturally designed at the detailed design stage. A time and security office is also provided close to main entrance. It shall be equipped with suitable Access control system for all the staff working in the complex.

XIII. Parking Facilities a) Ample parking space shall be provided for the two trains wheelers and four wheelers at the following points. i) Close to the depot entry. ii) Close to the stabling lines. iii) Close to the Workshop/IBL. b) Space for parking of road and re-railing equipments Enough space for parking of road vehicle/ trailers/ trucks etc. Enough space will also have to be earmarked adjacent to workshops. Similarly, provision of space for parking of re-railing equipments will have to be made close to the main exit gate of the Depot. XIV Shed and Buildings



The shed and buildings normally provided in the depot with their sizes and brief functions are indicated in Para 8.16.1(a) & 8.16.1(b). At the detailed design stage depending upon the land availability, the decision to locate these buildings can be taken. These can then be architecturally and functionally grouped. XV Plant and Machinery A separate building is planned for housing pit wheel lathe (PWL), approachable from workshop, inspection bay and stabling lines through rail and road for placement of cars for re- profiling of wheels within the depot along with space for depot of scrap. a) Requirement of buildings and major plants and machinery, is given in Para 8.16.1(a), 8.16.1 (b), Para 8.16.2 (a) & 8.16.2(b).

8.15.1 Following Safety features should be incorporated in the design of the Maintenance Depot-cum-Workshop at Gyaspur for North South Corridor and at Apparel Park for East West Corridor:

a) Multi level wheel and TM stacking arrangement should be an inbuilt feature at the end of Workshop Lines. b) Pillars in the inspection bay & workshop should have provision for power sockets. c) Placement of rakes from inspection/workshop lines on to washing lines for interior cleaning on their own power should be possible. Necessary requirements of safety should be kept in view. d) The roof inspection platform should have open-able doors to facilitate staff to go up the roof for cleaning of roof. e) Control Centre, PPIO & store depot must be close to Workshop. f) Width of the doors of the sections wherein repairs of equipments are done should be at least 2 meters wide to allow free passage of equipment through them. g) Provision of water hydrants should be done in workshops & stabling yards also. h) Compressed air points along with water taps should be available in interior of buildings for cleaning. i) Ventilation arrangement inside the inspection shed and workshop should be ensured. Arrangement for natural cross ventilation from one side to another of inspection & workshop bays to be incorporated along with optimum availability of natural light at floor level. 8.16 LIST OF BUILDINGS & LIST OF PLANTS & EQUIPMENTS AT DEPOT-CUM-WORKSHOP

AT GYASPUR FOR NORTH SOUTH CORRIDOR AND AT APPAREL PARK FOR EAST- WEST CORRIDOR:

8.16.1 (a) List of Buildings at Depot- Cum- Workshop at Depot Station at Gyaspur for North

South Corridor: S.No Name of Building Size Remarks 1. Inspection Shed 166m x 21m Servicing of Cars for 15 days & 45 days



S.No Name of Building Size Remarks

• One way of 3 lines (2 trains of 3-cars in each line) inspection. This shed will have scope of expansion by 3 lines (1 additional bay of 3 lines for future requirement).

Workshop Shed 166m x 21m Major repair & overhaul of rolling stocks, diesel shunters, electric tractors, tower wagons. All heavy lifting jobs. Associated Sections 166m x 8m Rooms for carrying out the inspection & workshop activity. Stabling line shed 166m x 35m (initial provision for 14 rakes only) Additional Earmarking of area as per requirement of stabling of total 32 rakes during year 2043 is to be made. 2. Stores Depot & Offices including Goods Platform with Ramp 45m x 45m i. Stocking of spares for regular & emergency requirement including consumable items. ii. This store caters for the requirement of depot for rolling stock & other disciplines. iii. To be provided with computerized inventory control. iv. Loading/Unloading of material received by road. 3. Elect. Substation & DG set room 20m x 15m To cater for normal and emergency power supply for depot, workshop, service and all other ancillary buildings, essential power supply for essential loads and security light. 4. Traction repair depot and E &M repair shop 80m x 30m (partly double storey) Stabling and routine maintenance of shunting engine etc. & Traction maintenance depot. For maintenance of lifts/escalators and other General service works. 5. Cycle / Scooter / Car Parking 100m x 6m 60m x 6m i. Close to the depot entry. ii. Close to the stabling lines. 6. Auto coach washing plant 40m x 10m For automatic washing of coaches. Provision of Washing apron for collection of dripping water and its proper drainage to be ensured. 7. Washing apron for Interior Cleaning 166m x 6.5m Heavy wet washing of rakes from inside, under frame, roof at 30 days interval. 8. P-way office, store & Workshop including Welding plant 80m x 20m i. For track maintenance of section and depot. ii. To weld rails for construction period



S.No Name of Building Size Remarks only. iii. To stable track Tamping machine. 9. Security office & Time Office Garages (4 Nos.) 15m x 8m For security personnel. For time punching For parking vehicle jeep, truck etc. 10. Check Post (2 Nos.) 5m x 3m For security check of incoming/outgoing staff material and coaches. 11. Watch Tower (4 Nos.) 3.6m x2.5 m For security of the depot especially during night time. 12. Depot control centre & Crew booking centre 25mx20m (double storey) To control movement of trains in and out of the depot and for crew booking. 13. O.H raw water Tank 1,00,000 Ltrs. Capacity For Storage of water. 14. Pump house Bore well 7.3mx5.4m (200 mm bore) Submersible type pump planned with 200 mm diameter bore well. 15. Dangerous goods Store 15m x 10m For Storage of paints, inflammables & Lubricants 16. a)Receiving/Traction sub station 132 or 66/ 33 kV a)120m x 80m Traction Power Supply

17. Waste Collection Bin 10m x 10m Garbage dumping 18. Repair shops for S & T 40m x 20m For the AFC gates, Signaling and telecom equipment. 19. Work shop Manager Office 30m x 20m Office of Depot in charge 20. ATP & ATO Room 10m x 8m To keep equipments of ATP/ATO 21. Waste Water Treatment Plant 12m x 6m For treating the discharge waters of the depot and remove the oil, acids etc. before discharging into the river, with U/G tank. 22. Canteen 200 sqm. To cater staff of depot and workshop. Should be in a separate building with modern kitchen ware and facilities. Obligatory as per statutory requirements. 23. Toilets -Gents -Ladies 10m x 7m 10m x 7m These toilets shall be approachable both from workshop as well as from inspection bay and ladies toilets shall be completely insulated from gent’s toilet.



8.16.1 (b) List of Buildings at Depot- Cum- Workshop at Depot Station at Apparel Park for East West Corridor

S.No Name of Building Size Remarks 1. Inspection Shed 166m x 21m • One way of 3 lines (2 trains of 3-cars in each line)

Servicing of Cars for 15 days & 45 days inspection. This shed will have scope of expansion by 3 lines (1 additional bay of 3 lines for future requirement). Workshop Shed 166m x 21m Major repair & overhaul of rolling stocks, diesel shunters, electric tractors, tower wagons. All heavy lifting jobs. Associated Sections 166m x 8m Rooms for carrying out the inspection & workshop activity. Stabling line shed 166m x 45m (initial provision for 17 rakes only) Additional Earmarking of area as per requirement of stabling of total 32 rakes during year 2043 is to be made. 2. Stores Depot & Offices including Goods Platform with Ramp 45m x 45m i. Stocking of spares for regular & emergency requirement including consumable items. ii. This store caters for the requirement of depot for rolling stock & other disciplines. iii. To be provided with computerized inventory control. iv. Loading/Unloading of material received by road. 3. Elect. Substation & DG set room 20m x 15m To cater for normal and emergency power supply for depot, workshop, service and all other ancillary buildings, essential power supply for essential loads and security light. 4. Traction repair depot and E &M repair shop 80m x 30m (partly double storey) Stabling and routine maintenance of shunting engine etc. & Traction maintenance depot. For maintenance of lifts/escalators and other General service works. 5. Cycle / Scooter / Car Parking 100m x 6m 60m x 6m iii. Close to the depot entry. iv. Close to the stabling lines. 6. Auto coach washing plant 40m x 10m For automatic washing of coaches. Provision of Washing apron for collection of dripping water and its proper drainage to be ensured. 7. Washing apron for 166m x 6.5m Heavy wet washing of rakes from inside,



S.No Name of Building Size Remarks Interior Cleaning under frame, roof at 30 days interval. 8. P-way office, store & Workshop including Welding plant 80m x 20m iv. For track maintenance of section and depot. v. To weld rails for construction period only. vi. To stable track Tamping machine. 9. Security office & Time Office Garages (4 Nos.) 15m x 8m For security personnel. For time punching For parking vehicle jeep, truck etc. 10. Check Post (2 Nos.) 5m x 3m For security check of incoming/outgoing staff material and coaches. 11. Watch Tower (4 Nos.) 3.6m x2.5 m For security of the depot especially during night time. 12. Depot control centre & Crew booking centre 25mx20m (double storey) To control movement of trains in and out of the depot and for crew booking. 13. O.H raw water Tank 1,00,000 Ltrs. Capacity For Storage of water. 14. Pump house Bore well 7.3mx5.4m (200 mm bore) Submersible type pump planned with 200 mm diameter bore well. 15. Dangerous goods Store 15m x 10m For Storage of paints, inflammables & Lubricants 16. a)Receiving/Traction sub station 132 or 66/33 kV a)120m x 80m Traction Power Supply

17. Waste Collection Bin 10m x 10m Garbage dumping 18. Repair shops for S & T 40m x 20m For the AFC gates, Signaling and telecom equipment. 19. Work shop Manager Office 30m x 20m Office of Depot in charge 20. ATP & ATO Room 10m x 8m To keep equipments of ATP/ATO 21. Waste Water Treatment Plant 12m x 6m For treating the discharge waters of the depot and remove the oil, acids etc. before discharging into the river, with U/G tank. 22. Canteen 200 sqm. To cater staff of depot and workshop. Should be in a separate building with modern kitchen ware and facilities. Obligatory as per statutory requirements. 23. Toilets -Gents -Ladies 10m x 7m 10m x 7m These toilets shall be approachable both from workshop as well as from inspection bay and ladies toilets shall be completely



S.No Name of Building Size Remarks insulated from gent’s toilet.

8.16.2 (a) List of Plants & Equipments at Depot-cum-Workshop at Gyaspur for North South Corridor:

S.No. Equipment Qty. Unit 1. Under floor Pit wheel lathe, Chip crusher and conveyor for lathe on pit, Electric tractor for movement over under floor wheel lathe 1 No. 2. Under floor lifting systems for 3-car unit for replacement of bogie 1 Set 3. Mobile jacks 15T for lifting cars (set of 12 jacks) 1 No. 4. Rerailing equipment consisting of rail cum road vehicle and associated jack system etc. 1 Set 5. Run through type Automatic Washing plant for Metro cars. 1 No. 6. Rail fed Bogie wash plant 1 No. 7. Bogie test stand 1 No. 8. Work lift platform 4 No. 9. Electric bogie tractor for pulling cars and bogies inside workshop 1 No. 10. Chemical cleaning tanks, ultrasonic cleaning tanks, etc 1 Set 11. Compressor for Inspection shed & shop air supply 2 No. 12. (i) Travelling O/H crane Workshop 15T/3 T (ii) 1.5T Capacity (IBL):- 2 Nos. 2 2 No. No. 13. Mobile jib crane 2 No. 14. Mobile lifting table 4 No. 15. Carbody stands 24 No. 16. Bogie turn tables 2 No. 17. Underframe & Bogie blowing plant & small parts/equipment 2 No. 18. AC filter cleaning machine 1 No. 19. Portable cleaning plant for rolling stock 1 No. 20. High-pressure washing pump for front and rear end cleaning of car 2 No. 21. Industrial furniture (Work Test Benches) 1 L.s. 22. Minor diagnostic equipment and collective tools - Set 23. Induction heater 1 No. 24. Oven for the motors 1 No. 25. EMU battery charger 2 No. 26. Welding equipments (Mobile welding, oxyacetylene, fixed arc welding) 2 Set 27. Electric and pneumatic tools - Set 28. Measuring and testing equipment - Set



S.No. Equipment Qty. Unit 29. Tool Kits - Set 30. Mobile safety steps 12 No. 31. Fork lift tractor 2 No. 32. Pallet trucks 6 No. 33. RRV for carrying of rerailing equipments 1 34. Road vehicles (pickup van/ truck) 1 Set 35. Miscellaneous office equipments - Set 36. Vertical Boring Mainline for wheel discs 1 No. 37. Press for removal and pressing of the wheel on axles 1 No. 38. Special jigs and fixtures and test benches for Rolling Stock 1 set 39. Stackers (1T for DCOS) 2 No. 40. Storage Racks (W/shop & DCOS stores) 1 Set 41. Test benches 1 Set 42. Auto panto strip thickness meter - 43. Vehicle mounted crane - 44. Impulse Tester for TMs - 45. Bearing puller - 8.16.2 (b) List of Plants & Equipments at Depot-cum-Workshop at Apparel Park for East

West Corridor: S.No. Equipment Qty. Unit 1. Under floor Pit wheel lathe, Chip crusher and conveyor for lathe on pit, Electric tractor for movement over under floor wheel lathe 1 No. 2. Under floor lifting systems for 3-car unit for replacement of bogie 1 Set 3. Mobile jacks 15T for lifting cars (set of 12 jacks) 1 No. 4. Rerailing equipment consisting of rail cum road vehicle and associated jack system etc. 1 Set 5. Run through type Automatic Washing plant for Metro cars. 1 No. 6. Rail fed Bogie wash plant 1 No. 7. Bogie test stand 1 No. 8. Work lift platform 4 No. 9. Electric bogie tractor for pulling cars and bogies inside workshop 1 No. 10. Chemical cleaning tanks, ultrasonic cleaning tanks, etc 1 Set 11. Compressor for Inspection shed & shop air supply 2 No. 12. (i) Travelling O/H crane Workshop 15T/3 T (ii) 1.5T Capacity (IBL):- 2 Nos. 2 2 No. No. 13. Mobile jib crane 2 No.



S.No. Equipment Qty. Unit 14. Mobile lifting table 4 No. 15. Carbody stands 24 No. 16. Bogie turn tables 2 No. 17. Underframe & Bogie blowing plant & small parts/equipment 2 No. 18. AC filter cleaning machine 1 No. 19. Portable cleaning plant for rolling stock 1 No. 20. High-pressure washing pump for front and rear end cleaning of car 2 No. 21. Industrial furniture (Work Test Benches) 1 L.s. 22. Minor diagnostic equipment and collective tools - Set 23. Induction heater 1 No. 24. Oven for the motors 1 No. 25. EMU battery charger 2 No. 26. Welding equipments (Mobile welding, oxyacetylene, fixed arc welding) 2 Set 27. Electric and pneumatic tools - Set 28. Measuring and testing equipment - Set 29. Tool Kits - Set 30. Mobile safety steps 12 No. 31. Fork lift tractor 2 No. 32. Pallet trucks 6 No. 33. RRV for carrying of rerailing equipments 1 34. Road vehicles (pickup van/ truck) 1 Set 35. Miscellaneous office equipments - Set 36. Vertical Boring Mainline for wheel discs 1 No. 37. Press for removal and pressing of the wheel on axles 1 No. 38. Special jigs and fixtures and test benches for Rolling Stock 1 set 39. Stackers (1T for DCOS) 2 No. 40. Storage Racks (W/shop & DCOS stores) 1 Set 41. Test benches 1 Set 42. Auto panto strip thickness meter - 43. Vehicle mounted crane - 44. Impulse Tester for TMs - 45. Bearing puller -

CHAPTER 9 - POWER SUPPLY ARRANGEMENTS


Chapter - 9

POWER SUPPLY ARRANGEMENTS

Power supply is the lifeline of Metro System 9.1 POWER REQUIREMENTS

Electricity is required for operation of Metro system for running of trains, station services (e.g. lighting, lifts, escalators, signalling & telecom, fire fighting etc) and workshops, depots & other maintenance infrastructure within premises of metro system. The power requirements of a metro system are determined by peak-hour demands of power for traction and auxiliary applications. Broad estimation of auxiliary and traction power demand is made based on the following requirements:- (i) Specific energy consumption of rolling stock – 75KWh/1000 GTKM (ii) Regeneration by rolling stock – 20% (iii) Elevated/at –grade station load – initially 250KW, which will increase to 400 KW in the year 2043 (iv) Underground station load – initially 2000 KW, which will increase to 2500 KW in the year 2043 (v) Depot auxiliary load - initially 2000 KW, which will increase to 2500 KW in the year 2043. Keeping in view of the train operation plan and demand of auxiliary and traction power, power requirements projected for the year 2018, 2021, 2031 and 2043 are summarized in table 9.1 below:-

Corridor Year

2018 2021 2031 2043 APMC To Motera Stadium (North-South) Corridor-1 (18.493 km, with Depot connection)

Traction 6.17 7.28 11.01 16.39 Auxiliary 7.10 7.23 8.40 10.50 Sub-total

13.27 14.51 19.41 26.89

Thaltej To Vastral Gam (East-West) Corridor-2 (19.435 km)

Traction 8.64 9.68 13.86 19.16 Auxiliary 16.74 17.36 19.39 22.24 Sub-total

25.38 27.04 33.25 41.40



Table 9.1 Power Demand Estimation (MVA) The detailed calculations of power demand estimation are attached at annexure 8.1. 9.2 NEED FOR HIGH RELIABILITY OF POWER SUPPLY

The proposed Ahmedabad metro system is being designed to handle about 30,000 passengers per direction during peak hours when trains are expected to run at 1.75 minutes intervals. Incidences of any power interruption, apart from affecting train running, will cause congestion at stations. Interruption of power at night is likely to cause alarm and increased risk to traveling public. Lack of illumination at stations, non-visibility of appropriate signages, disruption of operation of lifts and escalators is likely to cause confusion, anxiety and ire in commuters, whose tolerance level are low on account of stress. Effect on signal and communication may affect train operation and passenger safety as well. Therefore, uninterrupted power supply is mandatory for efficient metro operations. To ensure reliability of power supply, it is essential that both the sources of Supply and connected transmission & distribution networks are reliable and have adequate redundancies built in. Therefore, it is desirable to obtain power supply at high grid voltage of 132 or 66kV from stable grid sub-stations and further transmission & distribution is done by the Metro Authority itself. 9.3 SOURCES OF POWER SUPPLY

The high voltage power supply network of Ahmedabad city was studied in brief. The city has 220, 132 and 66kV network to cater to various types of demand in vicinity of the proposed corridor. Series of meetings were held with M/s Torrent Power AEC Limited (Licensee of the area) and various sub-stations sites were inspected to finalize the Input Power Supply sources & Supply Voltage. Keeping in view the reliability requirements, Four Receiving Sub-stations (two for N-S line and Two for E-W line) are proposed to be set up. This is an economical solution without compromising reliability. Based on the discussions with M/s Torrent AEC Ltd., it is proposed to avail power supply for traction as well as auxiliary services from the following grid sub-stations at 132 or 66kV voltage through cable feeders: - Table 9.2 Sources of Power Supply

S. N.

Corridor Grid sub-station of Torent AEC Ltd. (Input voltage)


Approx. length of 132 or 66kV cables 1. APMC To Motera

Stadium (North-Vasna Grid sub-station (132kV) Gyaspur Depot 2.6 km Transmission Line (Double circuit)



2. South) Sabarmati Grid sub-station (132kV) Ranip/Sabarmati 1km. (Double circuit) 3. Thaltej To Vastral Gam (East-West)

Thaltej Grid sub-station (132kV) Thaltej 1km. (Double circuit) 4. Amraiwadi Grid sub-station (132 kV) Apparel Park Depot 1.5 km (Double circuit) M/s Torrent Power AEC Ltd in their letter dated 08/08/2005 & 03/09/2009 (Placed at Annexure-8.2) have assured that reliable power supply from their 132 kV Sub-station will be provided. In view of this, during the details design stage, the locations of RSS and GSS may be reviewed/ fine tuned and finalized based on the updated status of power supply/ Sub-stations of M/s Torrent Power AEC Ltd. M/s Torrent Power AEC Ltd have been requested to confirm availability of power near Apparel Park Depot. The summary of expected power demand at various sources is given in table 8.3. Table 9.3 – Power Demand projections for various sources

Corridor Input Source

Peak demand – Normal (MVA)

Peak demand** – Emergency (MVA) Initial Year(2018) Year (2043) Initial Year (2018) Year (2043)


Gyaspur RSS Traction 3.91 9.30 6.17 16.39 Auxiliary 4.78 6.80 7.10 10.50 Sub-total (A) 8.69 16.10 13.27 26.89

Ranip/Sabarmati RSS Traction 2.26 7.09 6.17 16.39 Auxiliary 2.32 3.70 7.10 10.50 Sub-total (B) 4.58 10.79 13.27 26.89


Thaltej RSS Traction 3.49 8.48 8.64 19.16 Auxiliary 7.14 9.57 16.74 22.24 Sub-total (C) 10.63 18.05 25.38 41.40 Apparel Park Traction 5.15 10.69 8.64 19.16 Auxiliary 9.60 12.67 16.74 22.24 Sub-total (C) 14.75 23.36 25.38 41.40

** Incase of failure of other source of power



The 132 kV power supply will be stepped down to 33 kV level at the RSS’s of metro authority. The 33kV power will be distributed along the alignment through 33kV Ring main cable network for feeding traction and auxiliary loads. These cables will be laid in dedicated ducts/cable brackets along the viaduct and tunnel. Interconnection of 33kV power supply between the two corridors has been planned at the Interchange station of Old High Court which can be used for transfer of power from One corridor to other in emergency situations. In case of tripping of One RSS of either corridor on fault or input supply failure, train services can be maintained from stand-by source of the same line or by feed extension from RSS of other line. But if one more RSS fails, only curtailed services can be catered to. However, in case of total grid failure, all trains may come to a halt but station lighting, fire and hydraulics & other essential services can be catered to by stand-by DG sets. However, no train services can be run with power supply received from DG Sets. Therefore, while the proposed scheme is expected to ensure adequate reliability, it would cater to emergency situations as well, except for the train running.

Typical High Voltage Receiving Sub-station

The 132 kV cables will be laid through public pathways from Torrent Power AEC Sub-stations to RSS of Metro Authority. RSS at Gyaspur and Sabarmati RSS shall be provided with 2nos. (one as standby) 132/33 kV, 30 MVA (ONAN) three phase Transformers for feeding Traction as well as auxiliary loads and RSS near Thaltej and Apparel Park RSS shall be provided with 2nos. (one as standby) 132/33 kV, 45 MVA (ONAN) three phase Transformers. The capacity of transformers may be reviewed considering the load requirement/distribution of both the corridors at the time of detailed design.



Conventional Outdoor type 132 kV Switchgear is proposed for all the RSS to be located in approx. 80 X 60 m (4800 sq. m) land plot as the availability of Land in this area may not be a constraint. If Gas Insulated Switchgear (GIS) type Switchgear will be planned in future due to less space and reduced maintenance the capital cost need to be enhanced. The typical RSS layout is given in figure 8.1

FIGURE 8.1 --TYPICAL 110/33kV RSS LAYOUT

110/33 kV TRF.

AN

D 3

3KV

PA

NE

LS

CO

NTR

OL

RO

OM

110/33 kV TRF.

CROSS TRACKS

BAF

FLE

WA

LL

110 kV OUTDOOR SWITCH YARD

SINGLE LINE ELECTRICAL DIAGRAM

TO 33 KV RING MAIN CABLE NETWORK

110 kV. CABLE FEEDERS

33 KV. CB PANEL

110 / 33 kV. TRF.

110 kV. OUTDOORSWITCHGEAR

9.4 750V DC THIRD RAIL CURRENT COLLECTION SYSTEM For the 750V dc Third Rail Current Collection System, Bottom current collection with the use of composite Aluminum steel third rail on main lines is envisaged from reliability and safety considerations (figure below). Low carbon steel third rail available indigenously is proposed for the depot because of reduced current requirements.



6mm thick

Aluminium

sliding surface : stainless steel

Concrete Sleeper

Third Rail support

Third Rail

Insulated Protective Shrouds

Insulator

Track

Composite Aluminum Third Rail

750V dc Third Rail Current Collection System The cross-section of third rail will be about 5000 mm2. The longitudinal resistance of composite and steel third rail is about 7 and 20 milli-ohm/km respectively. The life of composite and steel third rail is expected to be 25-30 years. 9.5 TRACTION SUB-STATIONS (33KV/750V DC) Traction sub-stations (33kV/750V dc) are required to be set up for feeding 750V dc power supply to the third rail. In order to cater to traction load as per train operation plan, it is envisaged to provide traction sub-stations (TSS) at alternate stations. The TSS along with Auxiliary Sub-Stations (ASS) will be located at station building itself at mezzanine or platform level inside a room. The typical layouts for TSS & ASS are given in figure 8.2 & 8.3. The requirement comes to 7 TSS for Corridor – 1 and 9 TSS for Corridor – 2. An additional TSS will be located in each maintenance depot. Thus the total requirement of TSS works out to 8 and 10 for the Corridor – 1 and Corridor – 2 respectively.



HSC B 08

HSC B 07

HSC B 06

HSC B 05

HSC B 04

HSC B 03

HSC B 02

HSC B 01

F IGU RE 8.2 -- TYPICAL LAYOUT O F TSS-cum -ASS

AT

FEN CE

M DP

M DP

M DP

M DP

M DP

M DP

AT

(future)RF 02

FEN CE

C B 02

C B 01

F EN CE

M D P

M D PT EP

M D P

M D P

BC

NR 01

(fu ture)RT 02 RT 01

R F 01

C B 06

C B 05

C B 04

C B 03

BAT

(fu ture)

4 . Room to be located so as to handle transform ers from road s ide

DC SW ITC HGEAR

M AIN DISTRIBU TION PANEL

BATTERY CHARGER

3. Fence Height o f T ransform er Encloser m in. 2600m m .

2. Typica l Height o f Power Supply Room

1. A ll D im ensions are in mm .

Access D oors m in. 2500m m .

N OTE :

BAT

BC

M D P

H SCB

BATTERY

AUXILIARY TRANSFORM ER

LO CAL CON TR OL PANEL

TR ACK EARTH ING PANEL

33kV SW ITCHGEAR

NEG ATIVE RETURN

REC TIF IER TRANSFORM ER

(future)

N R

R F

R T

C B

REC TIFIER

AT

LCP

TEP

FIGURE 8.3 -- TYPICAL ASS LAYOUT

CB

01

CB

02

BC BAT

AT

MD

P 0

8

AT

FEN

CE

MD

P 0

5

MD

P 0

7

MD

P 0

6

MD

P 0

4

MD

P 0

3

MD

P 0

2

MD

P 0

1

CB0

3

CB0

4

4. Room to be located so as to handle transformers from road side.

Access Doors min. 2500mm.

2. Typical Height of Power Supply Room

3. Fence Height of Transformer Encloser min. 2600mm.

1. All Dimensions are in mm.

NOTE :

BATTERY CHARGER

MAIN DISTRIBUTION PANEL

33kV SWITCHGEAR

AUXILIARY TRANSFORMER

MDP

BATTERY

BC

BAT

CB

AT

9.6 STRAY CURRENT CORROSION PROTECTION MEASURES 9.6.1 Concept of dc Stray Current Corrosion

In dc traction systems, bulk of return current finds its path back to the traction sub-station via the return circuit i.e. running rails. The running rails are normally insulated to minimize leakage of currents to the track bed. However, due to leaky conditions, some current leakage takes place, which is known as ‘stray current’. The current follows the path of least resistance. Return current deviates from its intended path if the resistance of the unintended path is lower than that of intended path. The stray current may flow through the unintended path of metallic reinforcements of the structure back to the sub-station. It is



also possible that part of the stray current may also flow into soil, where it may be picked up by metallic utilities and discharged back to soil and then to near the sub-station. The dc stray currents cause metal detraction in watery electrolytes as per the following chemical reactions:- • Stray current enters in the metal 2H2O + 2e- → H2 + 2OH- (development of Hydrogen gas) • Stray current exits from metal Fe → Fe2+ + 2e- (Fe2+ ions migrate away from the metal) That is how, dc stray currents cause corrosion of metallic structure where it leaves the metal. This is shown in figure 8.4. Pitting and general form of corrosion are most often encountered on dc electrified railways.

Stray Current

Stray Current

FIGURE 8.4 -- DC TRACTION SYSTEM : STRAY CURRENT CORROSION CONCEPT

Sub StationTraction

Return Current

Running Rails

= Area of stray current corrosion

= Insulated

Sturcture Earth

Traction Current 750 V Third Rail

9.6.2 Effect of Corrosion Detraction rate of metals can be calculated by Faraday’s First Law: m = c.i.t Where m = mass (kg) c = Coefficient of detraction (kg/Amp.year) i = Current (Amp) t = time (year) c = 2.90 for Aluminium = 33.80 for Lead



= 9.13 for Iron = 10.4 for Copper That means dc stray current of 1 – ampere flowing continuously can eat away approx. 9 kg of steel in a year. If 5000 amperes of current flows for one year to power the trains on a transit system, and that 2 percent of this current (100 amperes) leaks as stray current, the amount of steel metal loss is 0.9 ton per year. Therefore, the safety implications are considerable for structural reinforcements. In addition, corrosion may also affect neighboring infrastructure components such as buried pipelines and cables. 9.6.3 Measures for Protection against Stray Current Corrosion Earthing & bonding and protection against stray current corrosion are inter-related and conflicting issues. Therefore, suitable measures are required to suppress the stray currents as well as the presence of high touch potentials. Safety of personnel is given preference even at a cost of slightly increased stray currents. Following measures are required to restrict the stay current:- (i) Decreasing the resistance of rail-return circuit (ii) Increasing the resistance of rail to ground insulation Whenever buried pipes and cables are in the vicinity of dc systems, efforts shall be made to ensure that metal parts are kept away as far as practicable to restrict stray current. A minimum distance of 1 meter has been found to be adequate for this purpose. Generally, three types of earthing arrangements (viz. Earthed System, Floating System & Hybrid Earthing System) are prevalent on metros World over for protection against stray current corrosion. Traditionally, Earthed system was used by old metros. Hybrid earthing system is being tried on experimental basis on few new metros. Floating system has been extensively used by recent metros. As per global trends, floating system (i.e. traction system with floating negative) is preferred. It reduces the dc stray current considerably. The arrangement shall comply with the following latest CENELEC standards:-

EN 50122-1:- Railway Applications (fixed installations) protective provisions relating to electrical safety & earthing EN 50122-2:- Railway Applications (fixed installations) protective provisions against the effects of stray currents caused by dc traction system The conceptual scheme of the proposed floating system is described as follows:- i) The running rails shall be adequately insulated as per EN50122-2. The recommended conductance per unit length for single track sections are as under:- Elevated section :- 0.5 Siemens/Km



Tunnel section :- 0.1 Siemens/Km. ii) Stray Current Collector Cables {commonly known as structural earth (SE) cable} (2x200 mm2 copper) shall be provided along the viaduct and all the metallic parts of equipment, cable sheath, viaduct reinforcement, signal post etc. shall be connected to SE cable. iii) The continuity of the reinforcement bars of the viaduct as well as track slabs has to be ensured along with a tapping point for connection with SE cable in order to drain back the stray current. The typical arrangement of connecting the reinforcements of viaduct is shown in figure 8.5.

FIGURE 8.5 −− CONNECTION OF SE CONDUCTOR TO STEEL REINFORCEMENT OF VIADUCT SEGEMENT

Continuous copper Conductor−structural Earth (SE)

Longitudinal reinforcement of viaduct segment

(200 sq.mm. copper)SE

reinforcement of the viaductSteel strip welded with the

iv) A provision shall be made to earth the running rail (i.e. negative bus) in case of rail potential being higher than limits prescribed (120V) in relevant standard (EN 50122-1) in order to ensure safety of personnel. This will be achieved by providing track earthing panel (TEP) at stations close to platform and at traction sub-stations. v) In addition, provisions shall be made for connection of SE cable to negative return path through diode only for the purpose of periodical monitoring of stray currents. Under normal operations, switch provided for this connection will be in normally open (NO) position and switch will be closed for monitoring of stray current once or twice in a year as required. The proposed scheme is shown in figure 8.6.



Reinforcements

Signalling

Return Circuit (Running Rails)

FIGURE 8.6 -- BASIC DIGRAM FOR EARTHING , BONDING AND STRAY CURRENT PROTECTION MEASURES

RectifierHSCBTransformer

Feeding Cable

X

Insulating Joint

X

Pipe with

I >

Monitoring DeviceStray Current

AC Switch gear

A

TEP

Traction Power Supply

>U

Traction Substation

>U

CBTransformer Platform

Sheilding CablesX

Non Railway installations

Railway installations

Earthing Systems

Structure Earth (SE) Cable

(Track Earthing Panel)

Station Power Supply

U

fence

> TEP

Station

9.6.4 Special Arrangements in Depot A separate traction sub-station (TSS) shall be provided for the depot so as to facilitate isolation of depot traction supply from mainlines in order to prevent the leakage of return currents to depot area. Tracks of Depot area shall also be isolated from mainline through insulated rail joints (IRJ). Remote operated sectionalizing switches shall be provided to feed power from depot to mainline and vice-versa in case of failure of TSS. The prescribed limit of highest touch potential in depot is 60V as per EN50122-1 and therefore Track Earthing Panels (TEP) shall be provided at suitable locations to earth the rail in case the rail potential exceeds this limit. In areas, where leaky conditions exist (e.g. washing lines, pit wheel lathe etc.), insulated rail joints (IRJ) shall be provided with power diodes to bridge the IRJ to facilitate passage of return current. A detailed scheme shall be developed during the design stage.

9.6.5 Electromagnetic Interference (EMI) and Electromagnetic Compatibility (EMC) AC traction currents produce alternating magnetic fields that cause voltages to be induced in any conductor running along the track. However, dc traction currents do not cause electromagnetic induction effect resulting in induced voltages and magnetic fields. The rectifier-transformer used in dc traction system produces harmonic voltages, which may cause interference to telecommunications and train control/protection systems. The rectifier-transformer shall be designed with the recommended limits of harmonic voltages, particularly the third and fifth harmonics. 12-pulse rectifier-transformer has been proposed, which reduces the harmonics level considerably. Detailed specification of equipment e.g.



power cables, rectifiers, transformer, E&M equipment etc shall be framed to reduce conducted or radiated emissions as per appropriate international standards. The Metro system as a whole (trains, signaling & telecomm, traction power supply, E&M system etc) shall comply with the EMC requirements of international standards viz. EN50121, EN50123, IEC61000 series etc. A detailed EMC plan will be required to be developed during project implementation stage. 9.6.6 Auxiliary Supply Arrangements for Stations & Depot Auxiliary sub-stations (ASS) are envisaged to be provided at each station. A separate ASS is required at each depot. The ASS will be located at mezzanine or platform level inside a room. Wherever TSS is required, ASS & TSS will be housed together inside a room. The auxiliary load requirements have been assessed at 400 kW for elevated/at-grade stations. Accordingly, two dry type cast resin transformers (33/0.415kV) of 500kVA capacity are proposed to be installed at the stations (one transformer as standby). Both the Depot ASSs will also be provided with 2x2500 kVA auxiliary transformers. For Underground station, the auxiliary load requirements have been assessed at 2500 kW, accordingly, two dry type cast resin transformers (33/0.415kV) of 3200kVA capacity are proposed to be installed at the stations (with one transformer as standby).

Typical Indoor Auxiliary Sub-station

2 x 2.5MW transformer-rectifier set shall be provided in each TSS with space provisions for an additional set to be accommodated in future as and when train composition is increased. Self-cooled, cast resin dry type rectifier-transformer is proposed, which is suitable for indoor application. From the traction sub-stations, 750V dc cables will be laid up to third rail and return current cables will be connected to running rails.



9.7 RATING OF MAJOR EQUIPMENT Based on emergency demand expected at each RSS as shown in Table 8.3, and expected power demand during congestion, Gyaspur and Ranip/Sabarmati RSS shall be provided with 2nos. of (One to be in service and one as standby) 132kV, 30 MVA three phase transformers for feeding traction and auxiliary loads. RSS near Thaltej and Apparel Park hall be provided with 2nos. of (One to be in service and one as standby) 132/33kV, 45 MVA three phase auxiliary transformers for feeding traction and auxiliary loads. The incoming cable shall be 3-phase single core XLPE insulated with 630mm2 Aluminum conductor to meet the normal & emergency loading requirements and fault level of the 132kV supply. Traction transformer-rectifier set (33kV/750V dc) shall be of 2.5MW rated capacity with overload requirement of 150% for 2 hours with four intermittent equally spaced overloads of 300% for 1 minute, and with one 450% full load peak of 15 seconds duration at the end of 2 hour period. The traction transformer - rectifier set shall produce 750V dc nominal output voltage with 12-pulse rectification so as to minimize the ripple content in the output dc voltage. The IEC 850 international standard envisages the minimum and maximum voltages of 500V and 900V respectively for 750V dc traction system and therefore, the dc equipment shall be capable of giving desired performance in this voltage range. 33kV cable network shall be adequately rated to transfer requisite power during normal as well as emergency situations and to meet the fault current requirement of the system. FRLSOH cable for Underground section and FRLS Cable for Elevated section. Accordingly, proposed 33kV cables sizes are as under:- 3, Single core x 240 mm2 Copper conductor XLPE insulated for 33kV ring main cable network for corridor - 1. 3, Single core 400 mm2 Copper conductor XLPE insulated for 33kV ring main cable network for corridor - 2. Adequate no. of cables are required for transfer of power from TSS to third rail. Single-phase XLPE insulated cables with 300mm2 copper conductor are proposed for 750V dc as well as return current circuit. Based on current requirements, 3 cables are required for each of the three circuits to feed power to third rail. The above capacities of transformers, 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.



9.8 STANDBY DIESEL GENERATOR (DG) SETS In the unlikely event of simultaneous tripping of all the input power sources or grid failure, the power supply to stations as well as to trains will be interrupted. It is, therefore, proposed to provide a standby DG set of 200 KVA capacity at the elevated stations and 2 X 1000 KVA at Underground stations to cater to the following essential services: (i) Essential lighting (ii) Signaling & telecommunications (iii) Fire fighting system (iv) Lift operation (v) Fare collection system (vi) Tunnel Ventilation (for Underground Stations). Silent type DG sets with low noise levels are proposed, which do not require a separate room for installation.

9.9 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM The entire system of power supply (receiving, traction & auxiliary supply) shall be monitored and controlled from a centralized Operation Control Centre (OCC) through SCADA system. Modern SCADA system with intelligent remote terminal units (RTUs) shall be provided. Optical fibre provided for telecommunications will be used as communication carrier for SCADA system. Digital Protection Control System (DPCS) is proposed for providing data acquisition, data processing, overall protection control, interlocking, inter-tripping and monitoring of the entire power supply system consisting of 33kV ac switchgear, transformers, 750V dc switchgear and associated electrical equipment. DPCS will utilize microprocessor-based fast-acting numerical relays & Programmable Logic Controllers (PLCs) with suitable interface with SCADA system.

9.10 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 Ahmedabad 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 benefit of low specific energy consumption and almost unity power factor.



(ii) Rolling stock has regeneration features and it is expected that 20% of total traction energy will be regenerated and fed back to 750 V dc third rail 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) have been incorporated in the system design. (vii) Efficient energy management is possible with proposed modern SCADA system by way of maximum demand (MD) and power factor control. 9.11 ELECTRIC POWER TARIFF The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of the Metro System, which constitutes about 25-35% of total annual working cost. Therefore, it is the key element for the financial viability of the Project. The annual energy consumption is assessed to be about 34.98 million units for Corridor – I and 68.32 Million units for Corridor – II in initial years (2018), which will be about 75.50 Million Units and 114.30 Million Units respectively in the year 2043. 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 Ahmedabad Metro should be at effective rate of purchase price (at 132 kV voltage level) plus nominal administrative charges i.e. on a no profit no loss basis. This is expected to be in the range of Rs. 4.90 per unit and fixed charge Rs 160 per kVA per month. It is proposed that Government of Gujarat takes necessary steps to fix power tariff for Ahmedabad Metro at “No Profit No Loss” basis. Similar approach has been adopted for Delhi Metro. Financial analysis will be carried out based on this tariff (Rs 5.20 per unit) for the purpose of finalizing the DPR.



Annexure-8.1A

POWER REQUIREMENTS AHMEDABAD METRO

CORRIDOR - 1 (North-South) APMC To Motera Stadium

Year 2018 Year 2021 Year 2031 Year 2043

Traction power requirements 1 2 3 4 5 6 7 8 No of cars 3 (2DMC+1TC) 3 (2DMC+1TC) 3 (2DMC+1TC) 3 (2DMC+1TC) Passenger weight 63 T 63 T 63 T 63 T Train Tare weight 120 T 120 T 120 T 120 T Total train weight 183 T 183 T 183 T 183 T Section length 18.493 KM 18.493 KM 18.493 KM 18.493 KM Headway 5.5 mts 4.5 mts 2.75 mts 1.75 mts Specific Energy consumption 75 KWhr/ 1000 GTKM 75 KWhr/ 1000 GTKM 75 KWhr/ 1000 GTKM 75 KWhr/ 1000 GTKM No. of trains/hr in both directions 22 27 44 69 Peak traction power requirement 5.10 MW 6.24 MW 10.21 MW 16.04 MW Less Regeneration @ 20% 1.02 MW 1.25 MW 2.04 MW 3.21 MW Depot power requirements 1.50 MW 1.60 MW 1.80 MW 2.00 MW



Annexure-8.1A




Traction power requirements 1 2 3 4 5 6 7 8 Total traction power requirement 5.58 MW 6.59 MW 9.96 MW 14.83 MW Total traction power requirement (MVA) assuming 5% energy losses and .95 pf 6.17 MVA 7.28 MVA 11.01 MVA 16.39 MVA

Aux. power requirements Elevated/at-grade station--power consumption 0.25 MW 0.25 MW 0.30 MW 0.40 MW Underground station--power consumption 2.00 MW 2.10 MW 2.30 MW 2.50 MW No. of elevated/at-grade stations 15 15 15 15 No. of Underground stations 0 0 0 0 Total Station Aux Power requirement 3.75 MW 3.75 MW 4.50 MW 6.00 MW Depot Aux power requirement 2.0 MW 2.1 MW 2.3 MW 2.5 MW Total Aux Power requirement 5.75 MW 5.85 MW 6.80 MW 8.50 MW Total aux power requirement (MVA) assuming 5% energy losses and .85 pf for aux loads 7.10 MVA 7.23 MVA 8.40 MVA 10.50 MVA



Annexure-8.1A




Traction power requirements 1 2 3 4 5 6 7 8 Total traction & aux power requirement (MVA) 13.27 MVA 14.51 MVA 19.41 MVA 26.89 MVA Note: The requirement of PD load is not considered in estimation of power calculation.



Annexure - 8.1B

Approximate Energy Consumption AHMEDABAD METRO


Year Year 2018 Year 2021 Year 2031 Year 2043

1 2 3 4 5 6 7 8 LENGTH (KM) 18.493 KM 18.493 KM 18.493 KM 18.493 KM No. of trains per direction in a day* 127 162 266 362 WEIGHT OF TRAIN & PASSENGER 183 T 183 T 183 T 183 T SFC (NET ) with 20% regen 60 KWH/ 1000 GTKM 60 KWH/ 1000 GTKM 60 KWH/ 1000 GTKM 60 KWH/ 1000 GTKM Yearly Traction Energy consumption with 365 days working with 20% regen 17.35 million

units 22.13 million units 36.33 million

units 49.44 million units

Station aux power requirement Elevated/at-grade station 0.25 MW 0.25 MW 0.30 MW 0.40 MW U/G station 2.00 MW 2.10 MW 2.40 MW 2.50 MW no. of elevated/at-grade stations 15 15 15 15 no. of U/G stations 0 0 0 0 Total Station Aux Power requirement 3.75 MW 3.75 MW 4.50 MW 6.00 MW Depot Aux power requirement 2.0 MW 2.1 MW 2.3 MW 2.5 MW



Annexure - 8.1B




Total Aux Power requirement 5.75 MW 5.85 MW 6.80 MW 8.50 MW Total Aux power requirement (MVA) assuming 5% energy losses and .85 pf for aux loads 7.10 MVA 7.23 MVA 8.40 MVA 10.50 MVA

Diversity factor of aux loads 0.40 0.40 0.40 0.40 Yearly Aux Energy consumption 20 hrs/day and 365 days working (million units) 17.63 million



Net Annual Energy Consumption (Traction & Aux) 34.98 million


units 75.50 million units Note: The requirement of PD load is not considered in estimation of power calculation.



Annexure - 8.1C


CORRIDOR - 2 (East-West) Thaltej To Vastral Gam


Traction power requirements 1 2 3 4 5 6 7 8 No of cars 3 (2DMC+1TC) 3 (2DMC+1TC) 3 (2DMC+1TC) 3 (2DMC+1TC) Passenger weight 63 T 63 T 63 T 63 T Train Tare weight 120 T 120 T 120 T 120 T Total train weight 183 T 183 T 183 T 183 T Section length 19.435 KM 19.435 KM 19.435 KM 19.435 KM Headway 4.25 mts 3.75 mts 2.50 mts 1.75 mts Specific Energy consumption 75 KWhr/ 1000 GTKM 75 KWhr/ 1000 GTKM 75 KWhr/ 1000 GTKM 75 KWhr/ 1000 GTKM No. of trains/hr in both directions 28 32 48 69 Peak traction power requirement 7.89 MW 8.95 MW 13.42 MW 19.17 MW



Annexure - 8.1C




Traction power requirements 1 2 3 4 5 6 7 8 Less Regeneration @ 20% 1.58 MW 1.79 MW 2.68 MW 3.83 MW Depot power requirements 1.50 MW 1.60 MW 1.80 MW 2.00 MW Total traction power requirement 7.82 MW 8.76 MW 12.54 MW 17.34 MW Total traction power requirement (MVA) assuming 5% energy losses and .95 pf 8.64 MVA 9.68 MVA 13.86 MVA 19.16 MVA

Aux. power requirements Elevated/at-grade station--power consumption 0.25 MW 0.25 MW 0.30 MW 0.40 MW Underground station--power consumption 2.00 MW 2.10 MW 2.30 MW 2.50 MW Underground Mid Shaft Power Consumption 0.30 MW 0.30 MW 0.30 MW 0.30 MW No. of Mid Shaft 1 1 1 1 No. of elevated/at-grade stations 13 13 13 13



Annexure - 8.1C




Traction power requirements 1 2 3 4 5 6 7 8 No. of Underground stations 4 4 4 4 Total Station Aux Power requirement 11.55 MW 11.95 MW 13.40 MW 15.50 MW Depot Aux power requirement 2.0 MW 2.1 MW 2.3 MW 2.5 MW Total Aux Power requirement 13.6 MW 14.1 MW 15.70 MW 18.00 MW Total aux power requirement (MVA) assuming 5% energy losses and .85 pf for aux loads 16.74 MVA 17.36 MVA 19.39 MVA 22.24 MVA

Total traction & aux power requirement (MVA) 25.38 MVA 27.04 MVA 33.25 MVA 41.40 MVA Note: The requirement of PD load is not considered in estimation of power calculation.



Annexure - 8.1D




1 2 3 4 5 6 7 8 LENGTH (KM) 19.435 KM 19.435 KM 19.435 KM 19.435 KM No. of trains per direction in a day* 164 192 280 362 WEIGHT OF TRAIN & PASSENGER 183 T 183 T 183 T 183 T SFC (NET ) with 20% regeneration 60 KWH/ 1000 GTKM 60 KWH/ 1000 GTKM 60 KWH/ 1000 GTKM 60 KWH/ 1000 GTKM Yearly Traction Energy consumption with 365 days working with 20% regeneration 26.78 million units 31.35 million units 45.7 million units 59.1 million units Station aux power requirement Elevated/at-grade station 0.25 MW 0.25 MW 0.30 MW 0.40 MW U/G station 2.00 MW 2.10 MW 2.40 MW 2.50 MW No. of elevated/at-grade stations 13 13 13 13



Annexure - 8.1D




1 2 3 4 5 6 7 8 No. of U/G stations 4 4 4 4 Underground Mid Shaft Power Consumption 0.30 MW 0.30 MW 0.30 MW 0.30 MW No. of Mid Shaft 1 1 1 1 Total Station Aux Power requirement 11.55 MW 11.95 MW 13.80 MW 15.50 MW Depot Aux power requirement 2.0 MW 2.1 MW 2.3 MW 2.5 MW Total Aux Power requirement 13.6 MW 14.1 MW 16.10 MW 18.00 MW Total Aux power requirement (MVA) assuming 5% energy losses and .85 pf for aux loads 16.74 MVA 17.36 MVA 19.89 MVA 22.24 MVA

Diversity factor of aux loads 0.40 0.40 0.40 0.40 Yearly Aux Energy consumption 20 hrs/day and 365 days working (million units) 41.54 million



Net Annual Energy Consumption (Traction & Aux) 68.32 million


units 114.30 million units Note: The requirement of PD load is not considered in estimation of energy calculation.

















CHAPTER 10 - VENTILATION AND AIR CONDITIONING SYSTEM


Chapter – 10

VENTILATION AND AIR-CONDITIONING SYSTEM 10.1 INTRODUCTION

This chapter covers the Ventilation and Air-conditioning (VAC) system requirements for the underground sections of the proposed Thaltej to Vastral Gam Corridor. It includes the following: - Station Air-conditioning System - Station Smoke Management System - Tunnel Ventilation System - Control and Monitoring facilities

10.2 ALIGNMENT The Thaltej to Vastral Gam East-West corridor is of 19.435 km long and consists of 17 stations out of which 4 stations are underground and 13 stations are elevated. The underground section starts from Shahpur and terminates at Kankaria East underground station. The inter-station distances between underground stations vary from 1318 meters to 2155 meters.

10.3 NEED FOR VENTILATION AND AIR CONDITIONING The underground stations are built in a confined space. A large number of passengers occupy concourse halls and the platforms, especially at the peak hours. The platform and concourse areas have a limited access from outside and do not have natural ventilation. It is therefore, essential to provide forced ventilation in the stations and inside the tunnel for the purpose of:

- Supplying fresh air for the physiological needs of passengers and the staff; - Removing body heat, obnoxious odours and harmful gases like carbon dioxide exhaled during breathing; - Preventing concentration of moisture generated by body sweat and seepage of water in the sub-way; - Removing large quantity of heat dissipated by the train equipment like traction motors, braking units, compressors mounted below the under-frame, lights and fans inside the coaches, A/c units etc.; - Removing vapour and fumes from the battery and heat emitted by light fittings, water coolers, Escalators, Fare Gates etc. working in the stations;



- Removing heat from air conditioning plant and sub-station and other equipment, if provided inside the underground station. This large quantity of heat generated in M.R.T. underground stations cannot be extracted by simple ventilation. It is, therefore, essential to provide mechanical cooling in order to remove the heat to the maximum possible extent. As the passengers stay in the stations only for short periods, a fair degree of comfort conditions, just short of discomfort are considered appropriate. In winter months it may not be necessary to cool the ventilating air as the heat generated within the station premises would be sufficient to maintain the comfort requirement. 10.4 DESIGN PARAMETERS FOR VAC SYSTEM

With hot and humid ambient conditions of Ahmedabad during the summer and monsoon months, it is essential to maintain appropriate conditions in the underground stations in order to provide a ‘comfort-like’ and pollution-free environment. The plant capacity and design of VAC system needs to be optimized for the “Designed inside Conditions”. The Indian Standards & Codes, which pertain to office-buildings, commercial centers and other public utility buildings. The standards used for buildings are not directly applicable for the underground spaces, as the heat load gets added periodically with the arrival of the train. The patrons will stay for much shorter durations in these underground stations, the comfort of a person depends on rapidity of dissipation of his body heat, which in turn depends on temperature, humidity and motion of air in contact with the body. Body heat gets dissipated is given out by the process of evaporation, convection and conduction. Evaporation prevails at high temperature. Greater proportion of heat is dissipated by evaporation from the skin, which gets promoted by low humidity of air. The movement of air determines the rate of dissipation of body heat in the form of sensible and latent heat. There are different comfort indices recognized for this purpose. The ‘Effective Temperature’ criterion was used in selecting the comfort condition in earlier metros, in this criteria comfort is defined as the function of temperature and the air velocity experienced by a person. A new index named RWI (Relative Warmth Index) has been adopted for metro designs worldwide. This index depends upon the transient condition of the metabolic rate and is evaluated based on the changes to the surrounding ambient of a person in a short period of about 6 to 8 minutes. It is assumed that during this period human body adjusts its metabolic activities. Therefore in a subway system where the train headway is expected to be six minutes or less, then RWI is the preferred criterion. (1) Outside ambient conditions: This is based upon ASHRAE-2009 recommended design conditions for 1% criteria, as under 1% Criteria Summer: 40.9oC (DB), 22.9oC (WB) Monsoon: 32.9oC (DB), 28.1oC (WB)



For this corridor it is suggested to use 1% criteria, which is defined as the conditions, when the DB or WB temperatures are likely to exceed for only 1% of the total time. (2) Inside design conditions: Platform areas: 27oC at 55% RH Concourse: 28oC at 60% RH (3) Tunnel design conditions: Normal conditions Max. DB 40oC Congested conditions Max. DB 45oC (4) Minimum fresh air: 10% or 18 cmh/person (In station public areas) 10.5 DESIGN CONCEPTS FOR VAC SYSTEM

There are various VAC design concepts technically feasible in a subway system that can provide and maintain acceptable subway environment conditions under different requirement and constraints. These are: Open type, Closed type, platform screen doors etc. The station premises (public areas) are equipped with separate air-conditioning system during the summer and monsoon months to provide acceptable environment for patrons. There shall be provision of Trackway Exhaust System (TES) by which platform air can be re-circulated. The train cars reject substantial heat inside subway. The TES is installed in the train ways of each station to directly capture heat rejected by the vehicle propulsion, braking, auxiliary and air conditioning systems as the train dwells in the station. When the trains dwell at the stations TES would capture a large portion of heat released by the train air conditioners mounted on the roof tops and under gear heat because of braking, before it is mixed with the platform environment. The TES includes both an Under Platform Exhaust (UPE) duct and an Over-Trackway Exhaust (OTE) duct. The TES uses ducts formed in the under platform void and over the trackway. Exhaust intakes are to be located to coincide with the train-borne heat sources.



Trackway Exhaust Fan

10.6 STATION AIR CONDITIONING The platform and concourse areas will be air-conditioned using supply ‘Air Handling Units’ located in Environmental Control System (ECS) plant rooms throughout the station. Each Platform and Concourse will be served by at least two air handling units (AHU’s) with the distribution systems combined along to ensure coverage of all areas in the event of single equipment failure. Based on the initial estimation about 4 units of 25 m3/s each would be needed for the full system capacity.

Air Handling Unit These air conditioning systems mix return air with a desired quantity of outside air. The outside air requirement is based on occupancy, with a minimum of 5 liters per second per person or 10% of circulated air volume, whichever is the greater. The provision of free



cooling by a simple two-position economizer control system will be included, with the use of enthalpy sensors to determine the benefits of using return air or outside air. This will signal the control system to operate dampers between minimum and full fresh air, so as to minimize the enthalpy reduction needed to be achieved by the cooling coil. This mixture of outside and return air is then filtered by means of suitable filters and then cooled by a cooling coil before being distributed as supply air via high level insulated ductwork to diffusers, discharging the air into the serviced space in a controlled way to minimize draughts. Return air to the platform areas is extracted via the Track way Exhaust System and either returned to the AHUs or exhausted as required. UVC Emitters can also be installed in the AHUs for the reduction of molds and fungus growth on the coil and keeps the surface clean, eliminating need for coil cleaning programme and improve the overall coil efficiency. Following are the advantages of UVC emitter: (a) UVC emitter kills or inactive surface and air borne microorganism that contribute to poor indoor air quality or spread of infectious diseases. (b) UVC emitter doesn’t allow bio film to form on cooling coil surface and lowers HVAC costs by resorting heat transfer and net cooling capacity. (c) Increase in air flow resulted better air conditioning in the public area hence reduced requirement of additional cooling through AC plant. Water-cooled chiller units with screw compressors are recommended to be provided at each station, which are energy efficient. These units can be installed in a chiller plant room at surface level. Based on the initial concept design, the estimated capacity for a typical station would be around 800-900 TR, hence three units of 270 or 300 TR may be required for full system capacity (i.e. design PHPDT traffic requirement). During the detail design stage this estimated capacity might get marginally changed for individual station depending on the heat loads calculated through SES analysis.



Chiller

10.7 VENTILATION AND AIR CONDITIONING OF ANCILLARY SPACES Ancillary spaces such as Staff Room, Equipment Room, will be mechanically ventilated or air conditioned in accordance with the desired air change rates and temperatures/humidity. All ancillary areas that require 24-hour air conditioning will be provided with Fan Coil Units (FCUs) main Chilled Water plant for running during the revenue hours and with Air Cooled Chillers or standby AC units or VRV system for running during the non-revenue hours. Return air will be circulated through washable air filters.

Air Cooled Chiller



Where fresh air is required it will be supplied to the indoor unit via a fresh air supply system, complete with filter, common to a group of ancillary areas. 10.8 STATION SMOKE MANAGEMENT SYSTEM

The Track way Exhaust and Concourse Smoke Extract Fans will be provided for smoke extract purposes from the public areas and will operate in various modes depending on the location of the fire. The control of this system in fire mode will be fail-safe. These exhaust fans will be provided with “essential” power supplies, with automatic changeover on loss of supply. Down stand beams will be provided underneath the ceiling around floor openings for stairs and escalators, so that a smoke reservoir is formed on the ceiling. The smoke will be contained in this reservoir at ceiling level and exhausted to atmosphere. By controlling smoke in this manner, it is possible to maintain a relatively smoke clear layer above human head height and to protect the escape route, giving sufficient time for evacuation. The stations will be designed to accommodate the full smoke exhaust volumes and thus prevent the reservoir from completely filling with smoke. To provide an additional barrier against smoke migration, the overall smoke management system would be designed to provide a draught of fresh air through entrances and escape routes, to assist in protecting those routes from smoke. 10.9 SPACE REQUIREMENT FOR VAC SYSTEM

The station air conditioning equipment plant rooms are normally located at each end of the concourse for the two level stations. The approximate area for air handling equipment room would be 600 m2 to 800m2 at each end of the station. There shall be supply shafts and exhaust shafts of about 8 m2 to 10m2 each at each end of the stations. 10.10 DESIGN CONCEPTS FOR TVS SYSTEM

There are various TVS design concepts technically feasible in a subway system that can provide and maintain acceptable subway environment conditions under different requirement and constraints. These are: Open type; Closed type; Use of jet fans; use of mid-shafts; etc. Under the normal train running the train heat generated inside the tunnel sections would be removed by the train piston action. It is envisaged that for the design outside conditions, it may not be necessary to provide forced ventilation using Tunnel Ventilations Fans for normal operating conditions. Two tunnel ventilation shafts would be provided at the end of the stations. These end-shafts at the stations also serve as Blast Relief Shafts i.e. the piston pressure is relieved to the atmosphere before the train reaches the station. All these shafts are connected to the tunnels through dampers. The dampers are kept open when the exchange of air with the atmosphere is permitted (Open Mode). For the Closed Mode system the shaft dampers can be in closed mode and the displaced air is dumped in the adjacent tunnel.



Generally each tunnel ventilation shaft is connected to a fan room in which there are two reversible tunnel ventilation fans (TVF) are installed with isolation dampers. These dampers are closed when the fan is not in operation. There is a bypass duct around the fan room, which acts as a pressure relief shaft when open during normal conditions, and enables the flow of air to bypass the TV fans, allowing air exchange between tunnel with flows generated by train movements. Dampers are also used to close the connections to tunnels and nozzles under different operating conditions. The details for the shaft sizes, airflow exchange with the atmosphere, fan capacities can be estimated in a more accurate manner with the help of Computer Simulations during the detailed design stage.

Tunnel Ventilation Dampers

10.11 TUNNEL VENTILATION SYSTEMS (TVS) The TVS is provided in a Subway system essentially to carry out the following functions: (a) Provide a tenable environment along the path of egress from a fire incident in enclosed stations and enclosed train ways. (b) Produce airflow rates sufficient to prevent back layering of smoke in the path of egress within enclosed trainways. (c) Be capable of reaching full operational mode within 180 seconds. (d) Accommodate the maximum number of trains that could be between ventilation shafts during an emergency.



Tunnel Ventilation Fan Tunnel ventilation fans will be installed in each of the fan rooms near vent shafts. There shall be two fans in a fan room at each end of the station. The fan capacity depends on the inter-station distances and may vary from 65 m3/s to 85 m3/s depending upon the length and cross section of the tunnel. The exact capacity will be obtained through the simulation during detailed design stage. If necessary, nozzle type structures made up of concrete or steel may also be constructed to achieve desired airflow and air velocity in the tunnel sections. Alternatively booster fans (jet fans) may be installed to direct the flow in the desired direction. These fans may also be used for emergency ventilation at crossover locations.

Tunnel Booster Fan The Trackway Exhaust System (part of Tunnel Ventilation System) will have 3 fans of each 15m3/sec for each platform. The connections to tunnels and shafts will be through damper units that may be either electrically or pneumatic actuated.



There are various operating modes (scenarios) for the Tunnel Ventilation system. These are described as under: 10.12 NORMAL CONDITIONS

Normal condition is when the trains are operating to timetable throughout the system, at prescribed headways and dwell times, within given tolerances. The primary source of ventilation during normal conditions is generated by the movement of trains operating within the system and, in some cases, the track way exhaust system. During summer and the monsoon seasons, the system will be functioning essentially with the station air conditioning operating. The vent shafts to the surface will enable the tunnel heat to be removed due to train movements. The platform air captured by the track way exhaust system shall be cooled and recirculated in the station. For less severe (i.e. cool) environmental conditions (or in the event of an AC system failure), station air conditioning will not be used and ventilation shafts will be open to atmosphere (open system) with the track way exhaust system operating. For cold conditions, the closed system or open system mode may be used, but without any station air conditioning. System heating is achieved by the train heat released into the premises. 10.13 CONGESTED CONDITIONS

Congested conditions occur when delays cause disruption to the movement of trains. It is possible that the delays may result in the idling of a train in a tunnel section. Without forced ventilation, excessive tunnel temperatures may result reduced performance of coach air conditioners that may lead to passenger discomfort. During congested operations, the tunnel ventilation system is operated to maintain a specific temperature in the vicinity of the car air conditioner condenser coils (i.e. allowing for thermal stratification). The open system congested ventilation shall be via a ‘push-pull’ effect where tunnel vent fans behind the train are operated in supply and tunnel vent fans ahead of the trains are operated in exhaust mode. Nozzles or booster (jet) fans will be used to direct air into the desired tunnel, if required. 10.14 EMERGENCY CONDITIONS

Emergency conditions are when smoke is generated in the tunnel or station track way. In emergency conditions, the tunnel ventilation system would be set to operate to control the movement of smoke and provide a smoke-free path for evacuation of the passengers and for the fire fighting purposes. The ventilation system is operated in a ‘push-pull’ supply and exhaust mode with jet fans or nozzles driving tunnel flows such that the smoke is forced to move in one direction, enabling evacuation to take place in the opposite direction depending upon the location of Fire on the train. 10.15 PRESSURE TRANSIENTS



The movement of trains within the underground system induces unsteady air motion in the tunnels and stations. Together with changes in cross section, this motion of air results in changes in air pressure within trains and for wayside locations. These changes in pressure or ‘pressure transients’ can be a source of passenger discomfort and can also be harmful to the wayside equipment and structures. Two types of transient phenomenon are generally to be examined: a) Portal Entry and Exit Pressure Transients – As a train enters a portal, passengers will experience a rise in pressure from when the nose enters until the tail enters. After the tail enters the pressure drops. Similarly, as the nose exits a portal, pressure changes are experienced in the train. There are two locations of the portal in Thaltej to Vastral Gam Corridor one from Shahpur to Old High Court and other from Kankaria East to Apparel Park. b) Wayside Pressure Transients – As trains travel through the system they will pass structures, equipment and patrons on platforms. Equipment would include cross passage doors, lights, dampers, walkways etc. Pressures are positive for the approaching train and negative for retreating trains. Most rapid changes occur with the passage of the train nose and tail. The repetitive nature of these pressures may need to be considered when considering fatigue in the design of equipment. The detailed analysis to assess the effect of pressure transients will be done during the design stage. For the portal entry/exits the effect of higher train speed may pose discomfort to the passengers. Although, based on the recent studies, it is assumed that a design train speed of 90 kmph would not be of major concern. The estimation of Way-side transients during design stage would be necessary to select design mechanical strength of the trackside fixtures, e.g. false ceilings, light fittings etc at the platform levels. 10.16 SPACE REQUIREMENT FOR TUNNEL VENTILATION SYSTEM

The tunnel ventilation equipment plant rooms are normally located at each end of the concourse for the two level stations. The approximate area for tunnel ventilation fan room would be 600 -700 sq. m. respectively at each end of the station. The tunnel vent shafts of approximately 20 sq. m. area will be constructed at each end of the stations. There shall be supply shaft and exhaust shafts of similar dimensions at the stations. For designed headway 1.5 minutes and the inter – station separation between underground station shafts is beyond 1.5 Km as per alignment plan, there may be one mid shaft in Thaltej to Vastral Gam corridor between Ghee Kanta and Kalupuram railway station for which additional fund provisions to the tune of Rs. 6.5 Crores (for each mid shaft) for electrical & mechanical works (Ventilation, E&M, BMS, ASS etc) and Rs. 22.5 Crores (for each mid shaft) for civil works and land will be needed for each of these shafts. 10.17 CONTROL AND MONITORING FACILITIES

For the underground stations the control and monitoring of station services and systems such as station air-conditioning, ventilation to plant rooms, lighting, pumping systems, lifts &



Escalators, etc shall be performed at Station Control Room (SCR). However, the operation and control of Tunnel Ventilation as well as Smoke Management system will normally be done through OCC. All these systems shall be equipped with automatic, manual, local and remote operation modes. The alarms and signals from the equipment at stations shall be transmitted to the OCC via communication network (such as FOTS). There shall be an Auxiliary Power Controller at OCC who will be monitoring these services and systems. The command signals will be initiated at OCC and relayed up to the relevant equipment for operation. The feedback signal is received through SCADA whether the command is implemented or not. The control from OCC is generally performed using ‘Mode Tables’ for each system. This table defines the sequence of the desired equipment that needs to be operated based on the event. The abnormal conditions such as train congestion, emergency, fire in subway would be detected by various components and the emergency response thereto will be activated based on the mode tables. In the event that remote control is not possible due to any reason, the local control via SCR would be performed. In case the control at work station in SCR is also not available, the manual overriding provisions shall be provided through Ventilation Control Panel (VCP) place in the SCR.

Ventilation Control Panel The OCC will also be used for logging the alarm status, fault occurrences, and other maintenance related data for the above systems.

10.18 CODES AND STANDARDS

The concept VAC design is guided by the following codes and standards: (a) SEDH – Subway Environment Design Handbook (b) ASHRAE – Handbook, current series. (c) CIBSE – relevant document.



(d) NFPA – 130. (e) ECBC- Energy Conservation Building Code.

CHAPTER 11 – SIGNALLING & TRAIN CONTROL


Chapter - 11

SIGNALLING AND TRAIN CONTROL

11.0 SIGNALLING 11.1 INTRODUCTION The signaling system shall provide the means for an efficient train control, ensuring safety in train movements. It assists in optimization of metro infrastructure investment and running of efficient train services on the network. 11.2 SIGNALLING AND TRAIN CONTROL 11.2.1 Overview Metro carries large number of passengers at a very close headway requiring a very high level of safety enforcement and reliability. At the same time heavy investment in infrastructure and rolling stock necessitates optimization of its capacity to provide the best services to the public. These requirements of the metro are planned to be achieved by adopting ‘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 disregard of signal / warning by the driver. • Provides safety and enforces speed limit on section having permanent and temporary speed restrictions. • Improve capacity with safer and smoother operations. Driver will have continuous display of Target Speed / and other information in his cab enabling him to optimize the speed potential of the track section. It provides signal / speed status in the cab even in bad weather.



• Increased productivity of rolling stock by increasing line capacity and train speeds, and enabling train to arrive at its destination sooner. Hence more trips will be possible with the same number of rolling stock. • Improve maintenance of Signalling and telecommunication equipments by monitoring system status of trackside and train born equipments and enabling preventive maintenance. Signalling & Train Control system on the line shall be designed to meet the required headway during peak hours. Radio for CBTC shall work in License free ISM band. 11.2.2 System Description and Specifications The Signalling and Train Control system shall be as below. Sub-system/ components will conform to international standards like CENELEC, IEEE, IEC, BS, IS, ITU-T etc:

a. 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. The Train- borne Automatic Train Control System will consist of Automatic Train Operation (ATO) and Automatic Train Protection (ATP). This will work on moving block principle. (i) Automatic Train Protection (ATP) Automatic Train Protection is the primary function of the train control systems. This sub-system will be inherently capable of achieving the following objectives in a fail-safe manner. Line side signals will be provided at diverging routes (i.e. at points & crossings) as well as other required locations, which shall serve as backup signalling in case of failure of ATP system. • Cab Signalling • Moving block • Track Related Speed Profile generation based on line data and train data continuously along the track • Continuous monitoring of braking curve with respect to a defined target point • Monitoring of maximum permitted speed on the line and speed restrictions in force • Detection of over-speed with audio-visual warning and application of brakes, if necessary • Maintaining safety distance between trains • Monitoring of stopping point



• Monitoring of Direction of Travel and Rollback The cab borne equipment will be of modular sub-assemblies for each function for easy maintenance and replacement. The ATP assemblies will be fitted in the vehicle integrated with other equipment of the rolling stock. (ii) Automatic Train Operation (ATO) 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.

(iii) Automatic Train Supervision (ATS) A train supervision system will be installed to facilitate the monitoring of train operation and also remote control of the station. The train supervision will log each train movement and display it on the workstations with each Traffic Controller at the OCC and on one workstation placed in the Station Control room (SCR) with each Station Controller. The centralized system will be installed in the Operation Control Centre. The OCC will have a projection display panel showing a panoramic view showing the status of tracks, points, signals and the vehicles operating in the relevant section/ whole system. ATS will provide following main functionalities: • Automatic Route setting • Automatic Train Regulation • Continuous Tracking of train position • Display Panel & Workstation interface • Link to Passenger Information Display System for online information • Computation of train schedules & Timetable b. Interlocking System: (i) Computer Based Interlocking (CBI) The entire line including turnback track, transfer track, 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 on the basis of fail-safe principle. The equipment will withstand tough environmental conditions encountered in a Mass Transit System. Suitable IS, IRS, BS standards or equivalent international standards will be followed in case wiring, installation, earthing, cabling, power supply and for material used in track circuits, axle counters, relays, point operating machines, power supply etc. (ii) Track Vacancy Detection Primary mode for track vacancy detection system on main line may be through radio and for secondary detection, can be through Track circuit / Axle Counter. (iii) 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 (iv) Point Machines Non-Trailable Electrical Point Machine capable of operating with 3-phase 380V AC will be used on main line. The depot point machine will be trailable/non trailable type electrical point machine capable of operating with either 3 phase 380V AC or 110V DC. c. Train Depot: Signalling

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/ Axle Counter will be used in the depot as well. A test track with similar Signalling and Train control system as adopted in Main Line shall be provided at Depot. d. Interface for PSD

Interface for PSD should be provided at all stations which can be utilized as and when PSDs are provided. e. Signalling Scheme Plan Conceptual Signalling Scheme Plan based on P. Way Plan for Ahmedabad Metro Rail Project from “APMC to Motera Stadium (North – South Corridor)” and “Thaltej Gam to Vastral Gam (East – West) corridor” are enclosed.



11.2.3 Standards The following standards will be adopted with regard to the Signalling system.

Description Standards

Interlocking Computer based Interlocking adopted for station having switches and crossing. All related equipment as far as possible will be centralised in the equipment room at the station. The depot shall be interlocked except for lines mainly used for workshop lines, inspection shed lines etc.

Block Working Moving Block working concept may be followed. Operation of Points With Direct current 110V D.C. point machines or 380 volts 3 phase, 50 Hz. AC point machines. Track Vacancy Detection System Primary mode for track vacancy detection system on main line and test track in depot may be through radio and for depot and secondary detection it can be through Track circuit / Axle Counter. Signals at Stations with point & crossings Line Side signals to protect the points (switches). LED type signals for reliability and reduced maintenance cost. UPS (uninterrupted power at stations as well as for OCC) For Signalling, Telecommunications and AFC. Train protection system Train Protection system shall be based on CBTC (Communication based Train Control) System. The system architecture shall provide for redundancy. The system will conform to IEEE 1474 standards. Train Describer System

Automatic Train Supervision system. Movement of all trains to be logged on to a central computer and displayed on workstations in the Operational Control Centre and at the SCR. Remote control of stations from the OCC. The system architecture shall provide for redundancy. Cables Outdoor cables will be steel armoured as far as possible. Fail Safe Principles SIL-4 safety levels as per CENELEC standard for Signal and Train Control System. Immunity to External Interface. All data transmission on telecom cables/OFC/Radio. All Signalling and telecom cables will be separated from power cables as per standard. CENELEC standards to be implemented for EMC. Train Working under emergency Running on site with line side signal with speed automatically restricted between 15-25 kmph.



Description Standards Environmental Conditions Air-conditioners for all equipment rooms. Maintenance philosophy

Philosophy of continuous monitoring of system status and preventive & corrective maintenance of Signalling equipments shall be followed. Card / module / sub-system level replacement shall be done in the field and repairs under taken in the central laboratory/ manufacturer’s premises. 11.3 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 60 sqm. for UPS Room (common for signalling and telecom) and for Signalling Equipment Room 50 sqm. at all the stations and depot. These areas shall also cater to local storage and space for maintenance personnel to work. At the OCC and the Depot, the areas required shall be as per the final configuration of the equipments and network configuration keeping space for further expansion. 11.4 MAINTENANCE PHILOSOPHY FOR SIGNALLING SYSTEMS The philosophy of continuous monitoring of system status and preventive & corrective maintenance of Signalling and telecommunication equipments shall be followed. Card / module / sub-system level replacement shall be done in the field. Maintenance personnel shall be suitably placed at intervals and they shall be trained in multidisciplinary skills. Each team shall be equipped with a fully equipped transport vehicle for effectively carrying out the maintenance from station to station. The defective card/ module / sub-system taken out from the section shall be sent for diagnostic and repair to a centralized S&T repair lab suitably located in the section/depot. This lab will be equipped with appropriate diagnostic and test equipments to rectify the faults and undertake minor repairs. Cards / modules / equipments requiring major repairs as specified in suppliers documents shall be sent to manufacturer's workshop.





CHAPTER 12 - TELECOMMUNICATION & AUTOMATIC FARE COLLECTION


Chapter - 12

TELECOMMUNICATION

& AUTOMATIC FARE COLLECTION

12.1 INTRODUCTION The Telecommunication system acts as the communication backbone for Signalling systems and other systems such as SCADA, AFC etc and provides Telecommunication services to meet operational and administrative requirements of the metro network. 12.2 OVERVIEW The Telecommunication facilities proposed are helpful in meeting the requirements for : 1. Supplementing the Signalling system for efficient train operation. 2. Exchange of managerial information 3. Crisis management during emergencies 4. Passenger information system The proposed Telecom system will cater to the following requirements: • Train Traffic Control • Assistance to Train Traffic Control • Maintenance Control • Emergency Control • Station to station dedicated communication • Telephone Exchange • Integrated Passenger Announcement System and Passenger Information and Display System within the station and from Central Control to each station. • Centralised Clock System • Train Destination Indicator • Instant on line Radio Communication between Central Control and Moving Cars and maintenance personnel. • Data Channels for Signalling, SCADA, Automatic Fare Collection etc. • E&M SCADA is not envisaged as part of Telecomm System as such, hence catered to separately in DPR



• Integrated Network Control System • Access Control System

12.3 TELECOMMUNICATION SYSTEM AND TRANSMISSION MEDIA i) Fibre Optic System (FOTS) - Main Telecommunication Bearer The main bearer of the bulk of the Telecommunication network is proposed with optical fibre cable system. Considering the channel requirement and keeping in view the future expansion requirements a minimum 96 Fibre optical fiber cable is proposed to be laid in ring configuration with path diversity. SDH (minimum STM-4) based system shall be adopted with SDH nodes at every station, depot and OCC. Further small routers and switches shall be provided for LAN network at these locations. Alternatively a totally IP Based High Capacity, highly reliable and fault tolerant, Ethernet Network (MAN/LAN) can be provided in lieu of SDH backbone. ii) Telephone Exchange The System shall be IP Based with some of the extensions being Analog. For an optimized cost effective solution small exchanges of 30 port each shall be planned at each station and a 60 Port Exchange at the Terminal Stations and Depots shall be provided. The station exchanges will be connected to the Centre OCC main exchange. The Exchanges will serve the subscribers at all the stations and Central Control. The exchanges will be interconnected at the channel level on optical backbone. The exchanges shall be software partitioned for EPABX and Direct Line Communication from which the phones shall be extended to the stations. For the critical control communication, the Availability & Reliability should be high. iii) Mobile Radio Communication Mobile Radio communication system having minimum 8 logical channels is proposed for on-line emergency communication between Motorman (Front end and Rear end) of moving train and the Central Control. The system shall be based on Digital Trunk Radio Technology to TETRA International standard. All the stations, depots and the OCC will be provided with fixed radio sets. Mobile communication facility for maintenance parties and Security Personnel will be provided with handheld sets. These persons will be able to communicate with each other as well as with central control. The frequency band for operation of the system will be in 400/800 MHz band, depending on frequency availability. The system shall provide instant mobile radio communication between the motorman of the moving cars from any place and the Central Control. The motorman can also contact any station in the network through the central control, besides



intimating the approaching trains about any emergency like accident, fire, line blocked etc., thus improving safety performance. To provide adequate coverage, based on the RF site survey to be carried out during detailed Design stage, base stations for the system will be located at sites conveniently selected after detailed survey. Tentatively minimum 3 sites with 30 meter towers with Base Stations shall be required along the route on North South Corridor (Vasna, Old High Court, AEC) and minimum 4 Base Stations on East West Corridor (Doordarshan, Commerce Six Road, Apparel, Vastral). For underground coverage, BTS will be required at Ghee Kanta Station, feeding Bi-Directional Amplifiers on the adjacent stations through a net work of Leaky Coxial Cables in the Tunnel/Station Area. Space in underground station shall also be provided to Public Mobile Operators to install their own equipment and LCX / RF cables, to extend their mobile coverage. On the LCX network of the Metro Radio, arrangement shall also be made to extend the Radio Coverage of the Local Police and Fire Services, so that during emergencies their system can work in the Underground environment. iv) Passenger Announcement System The system shall be capable of announcements from the local station as well as from OCC. Announcements from Station level will have over-riding priority in case of emergency announcements. The System shall be linked to Signalling System for automatic train actuated announcements.

v) Passenger Information Display System These shall be located at convenient locations at all stations to provide bilingual visual indication of the status of the running trains and will typically indicate information such as destination, arrival/departure time, and also special messages in emergencies. The boards shall be provided at all platforms and concourses of all stations. The System shall be integrated with the PA System and available from same MMI. For the Platform Area, high intensity LED Boards will be used in Evaluated Section. For all the concourses and Platform Area of underground Stations, HDLED Panels shall be used, which can also provide Audio/Visual Advertisements apart from Trains running status. vi) Centralised Clock System This will ensure an accurate display of time through a synchronization system of slave clocks driven from the GPS Based Master Clock at the Operation Control Center. The Master Clock signal shall also be required for synchronization of FOTS, Exchanges, Radio, Signaling, etc. The System will ensure identical display of time at all locations. Clocks are to be provided at platforms, concourse, Station Master's Room, Depots and other service establishments.



vii) Closed Circuit Television (CCTV) System The CCTV system shall provide video surveillance and recording function for the operations to monitor each station. The monitoring shall be possible both locally at each station and remotely from the OCC on the Video Wall. The CCTV system shall be based on IP technology and shall consist of a mix of High Definition Fixed Cameras and Pan/Tilt/Zoom (PTZ) Cameras. Cameras shall be located at areas where monitoring for security, safety and crowd control purpose is necessary.

viii) Access Control System An Access Control System shall be provided for entering into important areas like SCR, SER, TER, OCC, DCC, TOM Rooms, etc. The System shall use the same AFC Smart Card as barring used for Travel on the system but giving Access to only the Authorised Personnel of the Metro. The System Shall be controlled and monitored centrally from the OCC. ix) Network Monitoring and Management For efficient and cost effective maintenance of the entire communication network, it is proposed to provide an Integrated Network Control System, which will help in diagnosing faults immediately from a central location and attending the same with least possible delay, thus increasing the operational efficiency and reduction in manpower requirement for maintenance. The proposed NMS system will be covering Radio communication, Optical Fiber Transmission, Telephone Exchange and summary alarms of PA/PIDS, CCTV and Clock System. The Integrated NMS will collect and monitor status and alarms from the individual NMS of the respective sub-systems and display on a common Work Station.

(x) Technology The Technologies proposed to be adopted for Telecommunication systems are shown in Table below:

System Standards Transmission Media Optical Fibre system as the main bearer for bulk of the Telecommunication network Telephone Exchange IP EPABX of minimum 30 ports is to be provided at all Stations, an Exchange of 60 Ports to be provided at Terminal Station Train Radio System Digital Train radio (TETRA) communication between motorman of moving cars, stations, maintenance personnel and central control.



System Standards

Train Destination Indicator System LED based boards with adequate visibility to be provided at convenient location at all stations to provide bilingual visual indication of the status of the running trains, and also special messages in emergencies. Centralized clock System Accurate display of time through a synchronisation system of slave clocks driven from a GPS master clock at the OCC and sub – master clock in station. This shall also be used for synchronisation other systems. Passenger Anouncement System Passenger Announcement System covering all platform and concourse areas with local as well as Central Announcement. Redundancy (Major System) Redundancy on Radio’s in the Base Stations, Path Redundancy for Optical Fibre Cable by provisioning in ring configuration. Environmental Conditions All equipment rooms to be air-conditioned.

Maintenance Philosophy System to have, as far as possible, automatic switching facility to alternate routes/circuits in the event of failure. Philosophy of preventive checks of maintenance to be 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.

(xi) Space Requirement for Telecom Installations Adequate space for proper installations of all Telecommunication equipment at each of the stations has to be provided keeping in view the case of maintenance and use of instrumentation set up for regular testing and line up of the equipment/system. The areas required at each of the stations for Telecom equipment shall be generally 30 sq.m each for Telecom Room and 50 sq.m. for UPS Room (common for signal, Telecom and AFC). These areas shall also cater to local storage and space for maintenance personnel to work. At the OCC, the areas required shall be as per the final configuration of the equipment and network configuration keeping space for further expansion. (xii) Maintenance Philosophy for Telecom Systems The philosophy of continuous monitoring of system status and preventive & corrective maintenance of Signalling and Telecommunication equipments shall be followed. Card / module / sub-system level replacement shall be done in the field. Maintenance personnel shall be suitably placed at intervals and they shall be trained in multidisciplinary skills. Each



team shall be equipped with a fully equipped transport vehicle for effectively carrying out the maintenance from station to station. The defective card/ module / sub-system taken out from the section shall be sent for diagnostic and repair to the existing centralized S&T repair lab suitably located on the section. This lab will be equipped with appropriate diagnostic and test equipments to rectify the faults and undertake minor repairs. Cards / modules / equipment requiring major repairs as specified in suppliers documents shall be sent to manufacturer's workshop. 12.4 AUTOMATIC FARE COLLECTION 12.4.1 Introduction

Metro Rail Systems handle large number of passengers. Ticket issue and fare collection play a vital role in the efficient and proper operation of the system. To achieve this objective, ticketing system shall be simple, easy to use/operate and maintain, easy on accounting facilities, capable of issuing single/multiple journey tickets, amenable for quick fare changes and require overall lesser manpower. In view of above, computer based automatic fare collection system is proposed. For Multiple Journey, the Store Value Contactless Smart Card shall be utilized and for the Single Journey, the Smart media shall be as utilized as Contactless Smart Token. System should be compatible with the Contactless Smart Chip supplied by at least 2 Chip OEMs as per ISO 14443 standard. AFC system proves to be cheaper than semi-automatic (manual system) in long run due to reduced manpower cost for ticketing staff, reduced maintenance in comparison to paper ticket machines, overall less cost of recyclable tickets (Smart Card/Token) in comparison to paper tickets and prevention of leakage of revenue. Relative advantages of automatic fare collection system over manual system are as follows: A) Manual fare collection systems have the following inherent disadvantages: 1. Large number of staff is required for issue and checking of tickets. 2. Change of fare structure is time consuming as has to be done at each station. 3. Manipulation possible by jamming of mechanical parts. 4. Staff and passenger interaction leading to more chances of confrontation. 5. Almost 100% ticket checking at entry / exit impossible.



B) Automatic fare collection systems have the following advantages: 1. Less number of staff required. 2. Less possibility of leakage of revenue due to automatic ticket check by control gates. 3. Recycling of ticket fraudulently by staff avoided. 4. Efficient and easy to operate, faster evacuation both in normal and emergency. 5. System is amenable for quick fare changes. 6. Management information reports generation easy. 7. System has multi-operator capabilities. Same Smart Card can be used for other applications also, including in other lines of the Metro. 8. Contactless Smarts Card based AFC systems are the worldwide accepted systems for LRT/Metro environment. The proposed ticketing system shall be that to be of Contactless Smart Card type for multiple journey and Contactless Token for Single Journey. The equipment for the same shall be provided at each station Counter/Booking office and at convenient locations and will be connected to a local area network with a computer in the Station Control room.

C) Choice of Control Gates

Flap type Control Gates are proposed which offer high throughput, require less maintenance and are latest in modern metros internationally. Tripod turnstile type gates offer less throughput and require more maintenance and hence are not proposed. All these Gates will have a functionality of Auto Top on Smart cards in case balance goes below the threshold Value (As per User Choice/Business Rules)

D) Ticket Vending Machine (TVM) At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket Vending Machines) are proposed. The TVM’s will provide convenience to passengers to avoid standing in queues at ticket booths and provide them international standard service. This will be used for 1. Dispensing Smart Tokens for single journey 2. Add Value in Smart card by paying money using Bank Notes or through Credit Card /Debit card /pre Paid card. 3. Return the remaining money through Bank Notes and Coins (Min 2 types)

E) Ticket Reader/Add Value Machines These machines will be used to know the Card/Token balance and can also be used as Add value device in case payment for Card top up is made through alternate Internet based channel like net banking, Credit/Debit card ( Payment gateway) etc.



F) Recharge Card terminal Machine (RCTM) RCTM will be used to recharge the Card using bank Note as well as Credit Card /Debit card /Pre Paid card.

G) AFC equipment Requirement AFC equipment tentative requirement is given in Table attached. The exact number and type shall depend on the final station layout and the traffic being catered to.

(H) Technology The technology proposed for AFC systems are as under:

Standards Description

• Fare media a) Contactless Smart Card – For multiple journeys. b) Contactless Smart Token –For Single Journey, captured at exit gates for reuse. • Gates

Computer controlled automatic gates at entry and exit. There will be following types of gates: • Entry • Exit • Reversible (if required as per final station layout) – Option to set as entry or exit based on operational requirements

• Station Computer, Central computer and AFC Network All the fare collection equipment shall be connected in a local area network with a Station Computer controlling the activities of all the equipments installed at Station. These Station Computers will be linked to the Central Computer installed at Operational Control Centre through the optic fibre communication channels. The centralised control of the system shall provide real time data of earnings, passenger flow analysis, blacklisting of specified cards etc.

• Ticket office machine (TOM • Excess Fare Offices (EFO)

Manned Ticket office machine shall be installed in the stations for selling tickets to the passengers. Excess Fare Offices machines shall be installed for Adjustment of Fare due to various reasons like over stay, excess journey, tailgating etc. • Ticket Vending Machines (TVM) Automatic Ticket Vending machines shall be installed in the stations for vending of single journey Smart Token, Add Value in Smart Card using Bank Notes and Credit/debit cards.



Standards Description

• Add Value Machine/ Ticket Reader (AVM/TR) AVM/TR will be used for recharging the Smart card (payment will be made through Internet Banking/Payment Gateway) as well as to check information stored in the ticket.

• Portable Ticket Decoder (PTD) PTD will be used to check the Card/Token during travel. • Recharge Card terminal Machine (RCTM) RCTM will be used to recharge the card using bank Note/ Credit Card /Debit card /pre Paid card • UPS (uninterrupted power at stations as well as for OCC). Common UPS of S&T system will be utilised.

Entry/Exit Gates



Ticket Office Machine

Ticket Vending Machine

Add Value Machine



AFC Equipments Revised DPR Estimate for Ahmedabad Metro (based on Traffic Projection for 2018)

S. No. Station Hourly

Boarding/Alighting

Peak min Boarding/Alighting

Gate TOM EFO AVM/T

R TVM Entry Exit

North-South Line (APMC to Motera Stadium) 1 APMC 2090 42 2 2 2 2 4 2 2 Jivraj 1058 21 2 2 2 2 4 2 3 Rajiv nagar 652 13 2 2 2 2 4 2 4 Shreyas 947 19 2 2 2 2 4 2 5 Paldi 1017 20 2 2 2 2 4 2 6 Ghandhigram 751 15 2 2 2 2 4 2 7 Old High Court 4881 98 4 4 5 2 4 2 8 Ushmanpura 425 9 2 2 2 2 4 2 9 Vijay Nagar 721 14 2 2 2 2 4 2 10 Wadaj 1489 30 2 2 2 2 4 2 11 Ranip 1251 25 2 2 2 2 4 2

12 Sabarmati Rail Stn 149 3 2 2 2 2 4 2

13 AEC 243 5 2 2 2 2 4 2 14 Sabarmati 659 13 2 2 2 2 4 2 15 Motera Stadium 5396 108 5 5 5 2 4 2 Total 35 35 36 32 64 32

East - West Line (Thaltej to Vastral Gam) 1 Thaltej 1585 32 2 2 2 2 4 2

2 Doordarshan Kendra 759 15 2 2 2 2 4 2

3 Gurukul Road 1133 23 2 2 2 2 4 2 4 Gujrat University 2432 49 2 2 2 2 4 2

5 Commerce Six Road 405 8 2 2 2 2 4 2

6 Stadium 608 12 2 2 2 2 4 2 7 Old High Court 6286 126 5 5 5 2 4 2 8 Shahpur 957 19 2 2 2 2 4 2 9 Ghee Kanta 1770 35 2 2 2 2 4 2

10 Kaalupur Railway Station 5193 104 4 4 4 2 4 2

11 Kankaria East 562 11 2 2 6 2 4 2 12 Apparel Park 1418 28 2 2 2 2 4 2 13 Amraiwadi 1451 29 2 2 2 2 4 2 14 Rabari Colony 1728 35 2 2 2 2 4 2 15 Vastral 1280 26 2 2 2 2 4 2 16 Nirant Cross Rd. 535 11 2 2 2 2 2 17 Vastral Gam 352 7 2 2 2 2 4 2

Total 39 39 43 34 64 34

Grand Total 74 74 79 66 128 66



Assumptions: 1. Each station has only 2 access 2. Minimum AFC equipments at a station with "2 access- 1 for entry, 1 for exit": 2 entry gates, 2 exit gates, 2 EFO, 2 TOM, 4 AVM/TR,2 TVM 3. Throughput of gate 25 passengers per minute, TOM : One per access. 4. 50 % passenger are assumed on Smart Card and 50% on single journey token. 5. Peak hour traffic = 12% of day traffic . Peak Minute traffic = 2% of peak hour traffic.

CHAPTER 13 - DISABLED FRIENDLY FEATURES


Chapter – 13

DISABLED FRIENDLY FEATURES 13.1 INTRODUCTION The objective of making this chapter is to create a user-friendly mass transport system in India which can ensure accessibility to persons with disabilities, people travelling with small children or are carrying luggage, as well as people with temporary mobility problems (e.g. a leg in plaster) and the elderly persons. The design standards for universal access to Public Transport Infrastructure including related facilities and services, information, etc. would benefit people using public transport. The access standards given here are extracted from Indian Roads Congress Code, IRC 103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011 and National Building Code, 2005. Central Public Works Department’s (CPWD) “Space Standards for Barrier Free Built Environment for Disabled and Elderly Persons”, 1998 and 2013 edition (under revision by MoUD), and international best practices / standards Further, it has also been attempted to provide guidelines/ standards for alighting and boarding area, approach to station, car parking area, drop-off and pick-up areas, taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge etc. to achieve a seamless development around metro stations. 13.2 CONTENT

1. Rail Transport 2. Metro Rail Station

• Way finding • Signage • Automated Kiosks • Public Dealing Counters • Audio-visual Displays • Public Telephones



• Rest Areas/Seating • Tactile Paving - Guiding & Warning • Doors • Steps & Stairs • Handrails • Ramps • Lifts/Elevators • Platform/Stair Lift • General and Accessible toilets • Drinking Water Units • Visual Contrasts • Emergency Egress/Evacuation

3. Street Design • Footpath (Sidewalk) • Kerb Ramp • Road Intersection • Median/Pedestrian Refuge • Traffic Signals • Subway and Foot Over Bridge

4. Alighting and Boarding Area • Approach • Car Park • Drop-off and Pick-up Areas • Taxi/Auto Rickshaw Stand • Bus Stand/Stop

13.3 RAIL TRANSPORT

1. General

Whether over-ground or underground, rail travels is a highly effective mode of transport. Every train should contain fully accessible carriages. Staff should be trained in methods of assistance and be at hand on request. Stations for all rail travel should be fully accessible with extra wide turnstiles where possible alongside wheelchair accessible doorways Staff should be on hand to assist persons with disabilities and elderly to enter or exit through convenient gates.



All new railway stations should be designed to be fully accessible. For persons with hearing impairments, an electronic sign board (digital display) should be displayed on each platform at conspicuous location for all announcements made by the railways. For persons with visual impairments audio system announcing the station names and door location should be available.

2. Accessible Railway Cars The railway 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.

3. Wheel Chair Space Space for a wheel chair should be available at the side of the door:- The space should be indicated inside and outside the car by using the international symbol of access; and Wheel stoppers and ring-strap or other appropriate safety grip should be provided for wheelchair users.

4. Seats

An appropriate number of designated seats for passengers with disabilities and elderly people should be provided near the doors. 5. Aisles

Aisles should be at least 900 mm wide.

13.4 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.



13.5 METRO RAILWAY STATIONS

1. LEVEL APPROACH

− Approach route should not have level differences. If the station is not on the same level as the walkway or pathway, it should a ramp. − Walkway surfaces should be non-slip. − Approach walkway should have tactile pavements for persons with visual impairments.

2. STATION ENTRANCES AND EXITS

− These should have a minimum width of 1800mm and is level or ramped. 3. RESERVATION AND INFORMATION COUNTERS

− Should have clear floor space of at least 900 mm x 1200 mm in front of the counters; − There should be at least one low counter at a height of 750 mm to 800 mm from the floor with clear knee space of 750 mm high by 900 mm wide by 480 mm deep. − At least one of the counters should have an induction loop unit to aid people with hearing impairments; and − The counters should have pictographic maps indicating all the services offered at the counter and at least one of the counter staff should be sign language literate.

4. TOILET FACILITIES − There should be at least one unisex accessible toilet − Ticket Gates At least one of the ticket gates should: − Be minimum 900 mm wide to allow a wheelchair user through; and − Have a continuous line of guiding paver for people with visual impairments.

5. PLATFORMS The Platforms should: − Have a row of warning paver installed 600mm before the track edge (photo 6); − Have non-slip and level flooring; − Have seating areas for people with ambulatory disabilities; − Be well illuminated lux level 35 to 40; − There should 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. WAY FINDING − Way finding references should be available at decision points. − Colour can be used to identify routes and provide assistance in locating doors, walls and hazards. Proper colour contrast between different elements greatly improves visibility for all users and is critical for persons with low vision. For example, colour contrasting of door frames can assist in locating doors, and likewise floors should be contrasted with walls. In addition, furniture should contrast with walls and floors so as not to create an obstacle. − Structural elements such as columns should be colour contrasted or brightly marked so as to be visible to those who may have a visual disability. − Generally, patterns on flooring should be avoided or else should be minimal and small to avoid visual confusion. − In addition to identifying hazards or warnings, tactile floor surfaces can also be used to inform that there is a change in area (e.g. leaving a corridor and entering a boarding area). − Tactile systems should be consistent throughout the building. For example, terminals should not have carpeting in some boarding areas and tile in others as this may create confusion for those who rely on tactile surfaces to guide them to their destination. − Good lighting assists those with a visual disability to see better and allows people who have a hearing impairment to lip read easier. However, care should be taken to properly direct lighting and to use matte finishes on floors, walls and signage, so as not to create glare which may create difficulties for all travelers. − Blinds can be used to adjust lighting levels in areas where the natural lighting changes significantly throughout the day.

7. SIGNAGE Signs must be clear, concise, and consistent. All travelers need clear information about the purpose and layout of terminals to maintain a sense of direction and independent use of all facilities. Using internationally and nationally established symbols and pictograms with clear lettering and Braille ensures universal accessibility cutting across regional/cultural and language barriers. A cohesive information and signage system can provide visual (e.g. signs, notice boards), audible (e.g. public address and security systems, induction loops, telephones, and infrared devices), and/ or tactile information (e.g. signs with embossed lettering or Braille). 8. SIGN DESIGN SPECIFICATIONS

− The sign should be in a prominent position. − The face of the sign should be well-illuminated by natural or artificial light.



− Letters should be simple such as Arial, Helvetica medium, and san serif or similar and numbers should be Arabic. − The colour of the text should be in a colour that contrasts with the sign board. − The sign board should also contrast with the wall on which it is mounted. − The surface of the sign should not be reflective. − Some signs such as those adjacent to or on a toilet door may be embossed so that they can be read by touch. − Illuminated signs should not use red text on a dark background. − Signs should be supplemented by Braille where possible.

Fig. 13.1 - Way finding signage Fig. 13.2 - International Symbol of Accessibility

9. AUTOMATED KIOSKS − Automated kiosks should be accessible for wheelchair users. − Should be clearly marked with international symbol of accessibility. − Should have Braille buttons and audio announcement system for persons with vision impairments. − Operations should be easy to understand and operate for persons with learning disabilities, intellectual disabilities, and elderly persons.

10. PUBLIC DEALING COUNTERS − Ticketing, Information, Check-in, Help desk, Restaurants, Shops, etc. should have public dealing counters. − Information or help desks should be close to the terminal entrance, and highly visible upon entering the terminal. In addition, they should be clearly identified and accessible to both those who use wheelchairs and those who stand. − It should provide information in accessible formats, viz. Braille leaflets for persons with vision impairments.



− Ideally, these desks should have a map of the facility that desk attendants can view with passengers, when providing directions. − Staff manning the counters should know sign language. − Information desk acoustics should be carefully planned and controlled as a high level of background noise is confusing and disorienting to persons with hearing impairment. − Lighting should be positioned to illuminate the receptionist/person manning the counter and the desk top without creating glare. − Lighting should not create shadows over the receptionist staff, obscuring facial detail and making lip reading difficult. − There should be a hearing enhancement system such as a loop induction unit, the availability of which is clearly indicated with a symbol. − One of the counters should not be more than 800mm from the floor, with a minimum clear knee space of 650mm high and 280mm- 300mm deep .

11. AUDIO-VISUAL DISPLAYS − Terminal maps should be placed so that they are readily visible to persons who are standing and persons who use wheelchairs. They should also be accessible to persons with a visual disability (i.e. tactile maps). Other alternatives include electronic navigation systems or audio maps. − Enable captioning at all times on all televisions and other audiovisual displays that are capable of displaying captions and that are located in any portion of the terminal. − The captioning must be in high contrast for all information concerning travel safety, ticketing, check-in, delays or cancellations, schedule changes, boarding information, connections, checking baggage, individuals being paged by bus railway or airlines, vehicle changes that affect the travel of persons with disabilities, and emergencies (e.g., fire, bomb threat).

12. REST AREAS/SEATING − Seating area / benches should be provided along the circulation path at regular intervals so that passengers do not need to walk more than 50 to 60 metres before being able to sit and rest. − Where seating is provided, designated seating for passengers with disabilities is to be provided at boarding gates and departure areas within viewing distance of communication boards and/or personnel and identified by the symbol of access. − Public transit operators should provide seating in passenger service areas where there may be long waiting lines or times, including at ticket sales counters, check-in counters, secured screening and during inter-country travel in customs areas and baggage retrieval areas. − Designated seating should be provided for at boarding gates and departure areas within viewing distance of communication boards, and within hearing range of



audio announcements as well. Such seating areas should be identified by the symbol of accessibility and shelter should be provided where this seating is outdoors. − In outdoor settings, seating should be provided along with the planned hawker spaces. − At waiting lounges for persons with disabilities chairs should have armrests and backrest.

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

− In front of an area where traffic is present. − In front of an entrance/exit to and from a staircase or multi-level crossing facility. − Entrances/exits at public transport terminals or boarding areas.



Fig. 13.3 - Guiding paver Fig. 13.4 - Warning paver



15. DOORS Whatever the type of entrance door, it must be wide enough to accommodate passenger traffic comfortably.

− The recommended minimum clear opening width of an internal door is 900mm minimum. − Where doors comprise two leaves (i.e. double doors), each leaf should be 900mm min. wide, so that persons carrying large items and people using wheelchairs do not have to open both leaves. − Manual doors should incorporate kick plates 300-400mm high to withstand impact of wheelchair footrest (this is especially important where doors are glazed).

o Also be fitted with vision panels at least between 900mm and 1500mm from floor level. o Be color contrasted with the surrounding wall and should not be heavier than 22N to open. o Lever handles and push type mechanisms are recommended . When a sliding door is fully open, handles should be usable from both sides.

− Where revolving doors or turnstiles are used, an alternative wheelchair-accessible entrance must also be provided. − A distance of 400mm should be provided beyond the leading edge of door to enable a wheelchair user to maneuver and to reach the handle. − To ensure maximum clarity for persons with visual impairments, the entrance should be easily distinguishable from its surroundings by the effective use of landscaping, signage, colour (preferably yellow/orange), tonal contrast and tactile surfacing. − Door hardware should be positioned between 900-1000mm above floor (figure 28). − Operable devices such as handles, pulls, latches and locks should:

o Be operable by one hand o Not require fine finger control, tight grasping, pinching or twisting to operate

− Glazed doors and fixed glazed areas should be made visible by use of a clear, colour and tone contrasted warning or decorative feature that is effective from both inside and outside and under any lighting conditions, e.g. a logo, of minimum dimensions 150mm by 150mm (though not necessarily square), set at eye level. 16. STEPS & STAIRS − Steps should be uniform with the tread not less than 300mm and the risers 150mm. − The risers should not be open. − The steps should have an unobstructed width of 1200mm minimum. − All steps should be fitted with a permanent colour and tone contrasting at the step edge, extending the full width of the step, reaching a minimum depth of 50mm on both



tread and riser. − Have continuous handrails on both sides including the wall (if any) at two levels − Warning paver to be placed 300mm at the beginning and at the end of all stairs. − Nosing to be avoided. − The staircase should be adequately and uniformly illuminated during day and night (when in use). The level of illumination should preferably fall between 100-150 lux. − The rise of a flight between landings must be no more than 1200mm. − There should be no more than 12 risers in one flight run. − The stair covering and nosing should be slip-resistant, non-reflective, firmly-fixed and easy to maintain. − Soffit (underside /open area under the stairs) of the stairs should be enclosed or protected.

17. HANDRAILS − Handrails should be circular in section with a diameter of 38-45mm and formed from materials which provide good grip such as timber, nylon or powder coating, matt finish metal finishes. − The handrail should contrast in colour (preferably yellow/orange) with surrounding surfaces. − At least 50mm clear of the surface to which they are attached and should be supported on brackets which do not obstruct continuous hand contact with the handrail. − The handrail should be positioned at two levels- 760mm and 900mm above the pitch-line of a flight of stairs. − Handrail at foot of the flight of stairs should extend 300mm beyond the stairs in the line of travel and returning to the wall or floor or rounded off, with a positive end that does not project into the route of travel.

18. RAMPS − Ramps gradient should ideally be 1 in 20 and no greater than 1 in 12. − Width of the ramp should not be less than 1200mm and preferred width is 1800mm. − The steeper the gradient, the shorter the length of ramp between landings. − On long ramps, a horizontal resting space should be provided every 6 meters. − Surface materials should be slip-resistant, non-reflective, firmly-fixed and easily maintained − The edge of the ramp should have an edge protection with a minimum height of 100mm. − Landings every 750mm of vertical rise. − A tapping or lower rail should be positioned so that its bottom edge is no higher than 200mm above ground level. − Handrails on the ramps should be on both sides at two levels: upper at 900mm and lower at 760mm; both end to be rounded and grouted; extend 300 mm beyond top and bottom of ramp .



− A row of tactile warning paver should be placed 300mm beginning and end of each run. − Landings should be provided at regular intervals as indicated in the table below.

Table 13.1 - Specifications for Ramps

Level difference Minimum gradient of Ramp

Ramp Width Handrail on both sides

Comments

≥ 150 mm ≤ 300 mm 1:12 1200 mm √≥ 300 mm ≤ 750 mm 1:12 1500 mm √ Landings every 5 meters of ramp run. ≥ 750 mm ≤ 3000mm 1:15 1800 mm √ Landings every 9 meters of ramp run. ≥ 3000 mm 1:20 1800 mm √ Landings every 9 meters of ramp run. 19. LIFTS/ELEVATORS A carefully designed lift makes a huge contribution to the accessibility of a multi-storied terminal building for persons with disabilities.

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



20. LIFT DIMENSIONS − Provisions of at least one lift shall be made for people using wheelchairs with the following car dimensions:

o Clear internal depth -1500 mm minimum o Clear internal width - 1500 mm minimum o Entrance door width - 900 mm minimum

21. LIFT CONTROLS

− The lift call button should be wall-mounted adjacent to the lift and should contrast with wall finish, either by using a contrasting panel, or a contrasting border around the button panel. − The call buttons should be located within the range 800-1000mm above floor finish. − Buttons should not be touch sensitive, but should require a light positive pressure and should ideally be large enough to be operable by the palm of the hand if required. − The control buttons inside the lift should be positioned on the side wall rather than front wall to allow access from the back and front of the lift car, by mobility aid users like wheelchair users. − The control buttons should contrast with their surroundings and illuminate when pressed and should incorporate highly visible tactile embossed (NOT engraved) characters and in Braille. − Time of closing of an automatic door should be more than 5 seconds and the closing speed should not exceed 25 meters per second. There should be a provision of censor enabled closing. − In larger lifts, controls should be positioned on both side walls, at least 400mm from front wall and between 800-1000mm above floor level.

22. CAR DESIGN

− Internal walls should have a non-reflective, matt finish in a colour and tone contrasting with the floor, which should also have a matt, non-slip finish. − Use of reflective materials such as metal (stainless steel for example) can be problematic in creating sufficient contrast with control buttons, emergency telephone cabinet, etc. for persons with low vision and the use of such materials should be avoided wherever possible. − A mirror (750mm above floor level) on the rear wall can be useful to persons using wheelchairs and other mobility aids should they need to reverse safely out of the lift car or view the floor numbers. − Internal lighting should provide a level of illumination of minimum 100 lux (approximately 50-75 lux at floor level), uniformly distributed, avoiding the use of spotlights or down lighters. − A grab bar should be provided along both sides and the back wall, 900mm above floor level.



− Handrails should be of tubular or oval cross section, in order to be easily gripped and capable of providing support. − Handrails should be positioned so that there is a clear space behind the handrail to allow it to be grasped i.e. knuckle space should be 50mm.

13.6 INFORMATION SYSTEMS − Lifts should have both visual and audible floor level indicators − Audible systems are also usually capable of incorporating additional messages, such as door closing, or, in the case of an emergency, reassurance (with manual over-ride allowing communication with lift occupants). − Announcement system should be of 50 decibel. − The display could be digital or segmented LED, or an appropriate alternative. A yellow or light green on black display is preferred to a red on black display as it is easier to read.

13.7 GENERAL AND ACCESSIBLE TOILETS

1. SIGNAGES − All signage of general toilets should be in bold and contrasting colors. − For persons with low vision and vision impairments: male pictogram in triangle and female pictogram in circle, marked on plates along with Braille & raised alphabets, to be mounted on wall next to door near the latch side, at a height between 1400mm-1600mm. − Warning strip/ thin rubber door mat to be provided 300mm before and after the toilet entrance. − Tactile paver to be provided for urinals, WC and washbasins for persons with vision impairments.

2. ACCESSIBLE TOILETS

− Should have the international symbol of accessibility displayed outside for wheelchair access. − The toilet door should be an outward opening door or two way opening or a sliding type and should provide a clear opening width of at least 900mm. − It should have a horizontal pull-bar, at least 600mm long, on the inside of the door, located so that it is 130mm from the hinged side of the door and at a height of 1000mm. −

3. WC COMPARTMENT DIMENSIONS

− The dimensions of a unisex toilet are critical in ensuring access. The compartment should be at least 2200mm and 2000mm. This will allow use by both manual and motorized wheelchair users. − Layout of the fixtures in the toilet should be such that a clearing maneuvering space of



1500mm x 1500mm in front of the WC and washbasin. 4. WATER CLOSET (WC) FITTINGS

− Top of the WC seat should be 450-480mm above finished floor level, preferably be of wall hung or corbel type as it provides additional space at the toe level. − An unobstructed space 900mm wide should be provided to one side of the WC for transfer, together with a clear space 1200mm deep in front of the WC. − WC should be centred 500mm away from the side wall, with the front edge of the pan 750mm away from the back wall. Have a back support. The WC with a back support should not incorporate a lid, since this can hinder transfer. − L-shape grab bar at the adjacent wall and on the transfer side (open side) swing up grab bar shall be provided. − The cistern should have a lever flush mechanism, located on the transfer side and not on the wall side and not more than 1000mm from the floor.

5. GRAB BARS

− Grab bars should be manufactured from a material which contrasts with the wall finish (or use dark tiles behind light colored rails), be warm to touch and provide good grip. − It is essential that all grab rails are adequately fixed, since considerable pressure will be placed on the rail during maneuvering. Grab bars should sustain weight of 200kgs minimum. − A hinged type moveable grab bar should be installed adjacent to the WC on the transfer side. This rail can incorporate a toilet tissue holder. A distance of 320mm from the centre line of the WC between heights of 200-250mm from the top of the WC seat. It should extend 100-150mm beyond the front of the WC. − A fixed wall-mounted L- shape grab bar (600mm long horizontal and 700mm long vertical) on the wall side should be provided. It should be placed at a height of 200-250mm above the WC seat level.

6. WASHBASINS − Hand washbasins should be fitted on cantilevered brackets fixed to the wall. − The basin should be fixed no higher than 750mm above the finished floor level. − Be of dimensions 520mm and 410mm, mounted such that the top edge is between 800- 900mm from the floor; have a knee space of at least 760mm wide by 200mm deep by 650-680mm high. − The position of the basin should not restrict access to the WC i.e. it should be located 900mm away from the WC. − A lever operated mixer tap fitted on the side of the basin closest to the WC is useful as it allows hot and cold water to be used from a seated position on the WC. − The hand drying facilities should be located close to the hand washbasin between 1000-1200mm.



− Lever type handles for taps are recommended. − Mirror’s bottom edge to be 1000mm from the floor and may be inclined at an angle.

7. FIXTURES AND FITTINGS

− Contrast between fittings and fixtures and wall or floor finishes will assist in their location. For example, using contrasting fittings, or dark tiles behind white hand washbasins and urinals, contrasting soap dispensers and toilet roll holders. Contrast between critical surfaces, e.g. floors, walls and ceilings helps to define the dimensions of the room. − Towel rails, rings and handrails should be securely fixed to the walls and positioned at 800-1000mm from the floor. − The mirror should be tilted at an angle of 300 for better visibility by wheelchair users. − It should have lower edge at 1000mm above floor finish and top edge around 1800mm above floor finish. − Hooks should be available at both lower-1200mm and standard heights- 1400mm, projecting not more than 40mm from the wall. − Where possible, be equipped with a shelf of dimensions 400mm x 200mm fixed at a height of between 900mm and 1000mm from the floor. − Light fittings should illuminate the user's face without being visible in the mirror. For this reason, most units which have an integral light are unsatisfactory. − Large, easy to operate switches are recommended, contrasting with background to assist location, at a maximum height of 1000mm above floor finish. − All toilet facilities should incorporate visual fire alarms. − Alarms must be located so that assistance can be summoned both when on the toilet pan i.e. at 900mm height and lying on the floor i.e. at 300mm, from floor surface. Alarms should be located close to the side wall nearest the toilet pan, 750mm away from rear wall and at 900mm and 200mm above floor finish

8. SIGNAGE OF ACCESSIBLE TOILETS

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

Fig. 13.5 - Signage for accessible washroom



9. ACCESSIBLE URINAL

− At least one of the urinals should have grab bars to support ambulant persons with disabilities (for example, people using mobility aids like crutches). − A stall-type urinal is recommended. − Urinals shall be stall-type or wall-hung, with an elongated rim at a maximum of 430mm above the finish floor. This is usable by children, short stature persons and wheelchair users. − Urinal shields (that do not extend beyond the front edge of the urinal rim) should be provided with 735mm clearance between them. − Grab bars to be installed on each side, and in the front, of the urinal. − The front bar is to provide chest support; the sidebars are for the user to hold on to while standing.

13.8 DRINKING WATER UNITS − Drinking water fountains or water coolers shall have up front spouts and control . − Drinking water fountains or water coolers shall be hand-operated or hand and foot-operated. − Conventional floor mounted water coolers may be convenient to individuals in wheelchairs if a small fountain is mounted on the side of the cooler 800mm above the floor. − Fully recessed drinking water fountains are not recommended. − Leg and knee space to be provided with basin to avoid spilling of water . This allows both front and parallel access to taps for persons using mobility aids like wheel chair, crutches etc.

13.9 VISUAL CONTRASTS − Visual contrasts means adequate contrast created by difference of at least 30 LRV (Light Reflectance Value) of the two surfaces/ objects and it helps everyone especially persons with vision impairments. − Visual contrast should be provided between:

o Critical Surfaces (walls, ceiling and floor), o Signage and background sign frame/ wall, o Step edges and risers/ treads on steps, o Handrails and background walls, o Doors and surrounding walls, o Switches/ sockets and background wall, o Toilet fixtures and critical surfaces in toilet.

− Barriers and hazards should be highlighted by incorporating colours and luminance contrast.



13.10 EMERGENCY EGRESS/EVACUATION − Placement (accessibility) and visibility of such devices is very important. The following is to be considered for the installation of such alarm devices; fire alarm boxes, emergency call buttons and lit panels should be installed between heights of 800mm and 1000mm from the furnished floor surface. These should be adequately contrasted from the background wall and should be labelled with raised letters and should also be in Braille. − − A pre-recorded message, alerting an emergency to the control room or reception should be installed in the telephone and this should be accessible by a ‘hotkey’ on the phone keypad. This ‘hotkey’ should be distinct from the rest of the keypad.

13.11 ALERTING SYSTEMS

− In emergency situations, it is critical that people are quickly alerted to the situation at hand, for persons with disability the following needs to be considered. − − Consider having audible alarms with ‘voice instructions’ that can help guide them to the nearest emergency exit. As an alternative to the pre-recorded messages, these alarms may be connected to the central control room for on-the-spot broadcasts. − − Non-auditory alarms (visual or sensory) to alert persons with hearing impairments should be installed at visible locations in all areas that the passengers may use (including toilet areas, etc). − Non-auditory alarms include: − Flashing beacons − Vibrating pillows and vibrating beds. − Pagers or mobile phones that give out a vibrating alarm along with a flashing light (these may be issued to persons with vision or hearing impairments at the time of check-in or boarding the vehicle.)

13.12 WRITTEN EVACUATION PROCEDURE A written evacuation procedure that details the egress plan for people with disability should be installed behind the entrance door in the accessible rest rooms. The evacuation procedure should be detailed in large print letters that contrast strongly against the background. Where possible, it should also incorporate raised letters and Braille. The evacuation route should be displayed on a high contrast tactile map for benefit of persons with vision impairments.



13.13 EMERGENCY EVACUATION ROUTE

− Designate routes that are at least 1200mm wide, to ensure that a person using a wheelchair and a non disabled person are able to pass each other along the route. The route should be free of any steps or sudden changes in level and should be kept free from obstacles such as furniture, coolers, AC units and flower pots. − Use Exit signage along the route. Orientation and direction signs should be installed frequently along the evacuation route and these should preferably be internally illuminated. The exit door signage should also be internally illuminated. − A ‘way guidance lighting system’ consisting of low mounted LED strips to outline the exit route (with frequent illuminated direction indicators along the route) should be installed along the entire length of the evacuation route. Way guidance systems allow persons with vision impairments to walk significantly faster than traditional overhead emergency lighting. Moreover, emergency exit lights in green color and directional signals mounted near the floor have been found to be useful for all people in cases where a lot of smoke is present.

13.14 WAY GUIDANCE SYSTEM

− Luminance on the floor should be 1lux minimum provided on along the centre line of the route and on stairs. − Install clear illuminated sign above exit and also directional signage along the route. − The directional exit signs with arrows indicating the way to the escape route should be provided at a height of 500mm from the floor level on the wall and should be internally illuminated by electric light connected to corridor circuits.

13.15 FIRE RESISTANT DOORS − Fire resistant doors and doors used along the emergency evacuation route are generally heavy and the force required to open these is much higher than 25 Newtons, making it difficult for people with disability to negotiate these doors independently. There are, however, magnetic and other types of door holders available that can be connected to fire alarms so that they will hold the doors open normally but will release the doors when the fire alarm is activated.

13.16 STREET DESIGN

(a) Footpath (Sidewalk) Footpaths should be regarded as a transportation system which is connected and continuous, just like roadways and railways. They should not be sporadically placed where



ever convenient, but instead should be provided consistently between all major attractions, trip generators, and other locations where people walk. Footpath should: − Be along the entire length of the road; − Have height of a standard public step riser i.e. 150 mm maximum; − Be at least 1800 mm wide; − Have non-slip surface; − Have tactile guiding paver for persons with visual impairments; − Preferably have well defined edges of paths and routes by use of different colours and textures; − Have no obstacles or projections along the pathway. If this is unavoidable, there should be clear headroom of at least 2200 mm from the floor level; − The minimum 1.8m (width) x 2.2m (Height) Walking Zone should be clear of all obstructions – both horizontally and vertically. Footpath should have: − Have kerb ramps where ever a person is expected to walk into or off the pathway; and − Have tactile warning paver installed next to all entry and exit points from the footpath.

(b) Kerb Ramp − Kerb should be dropped, to be flush with walk way, at a gradient no greater than 1:10 on both sides of necessary and convenient crossing points. Width should not be less than 1200mm. If width (X) is less than 1200mm, then slope of the flared side shall not exceed 1:12. − Floor tactile paving- Guiding & Warning paver shall be provided to guide persons with vision impairment so that a person with vision impairment does not accidentally walk onto the road. − Finishes shall have non-slip surface with a texture traversable by a wheel chair.

(c) Road Intersections

− Pedestrian crossings should be equipped with traffic control signal. − Traffic islands to reduce the length of the crossing are recommended for the safety of all road users. − Warning pavers should be provided to indicate the position of pedestrian crossings for the benefit of people with visual impairments. − Table tops (raised road level to the sidewalk height) are helpful in reducing the speed of traffic approaching the intersection



(d) Median/Pedestrian Refuge Raised islands in crossings should:

− Cut through and level with the street; or − Have kerb ramps on both the sides and have a level area of not less than 1500 mm long in the middle; and − A coloured tactile marking strip at least 600 mm wide should mark the beginning and end of a median/ pedestrian refuge to guide pedestrian with visual impairments to its location.

13.17 TRAFFIC SIGNALS − Pedestrian traffic lights should be provided with clearly audible signals for the benefit of pedestrians with visual impairments; − Acoustic devices should be installed on a pole at the point of origin of crossing and not at the point of destination; − The installation of two adjacent acoustic devices such as beepers is not recommended in order to avoid disorientation; − The time interval allowed for crossing should be programmed according to the slowest crossing persons; and − Acoustical signals encourage safer crossing behaviour among children as well.

13.18 SUBWAY AND FOOT OVER BRIDGE Subways and foot over bridges should be accessible for people with disabilities. This may be achieved by: − Provision of signage at strategic location; − Provision of slope ramps or lifts at both the ends to enable wheelchair accessibility ; − Ensuring that the walkway is at least 1500 mm wide; − Provision of tactile guiding and warning paver along the length of the walkway; − Keeping the walkway; free from any obstructions and projections; and − Providing for seats for people with ambulatory disabilities at regular intervals along the walkway and at landings.

13.19 ALIGHTING AND BOARDING AREAS All areas and services provided in the Mass Rapid Transit System (Metro/subway), bus terminuses, etc. that are open to the public should be accessible.

13.20 APPROACH

− Passenger walkways, including crossings to the bus stops, taxi stands, terminal / station building, etc. should be accessible to persons with disabilities. − Uneven surfaces should be repaired and anything that encroaches on corridors or paths of travel should be removed to avoid creating new barriers. Any obstructions or areas



requiring maintenance should be white cane detectable. − 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.

13.21 CAR PARK

(A) SIGNAGE − International symbol of accessibility (wheelchair sign) should be displayed at approaches and entrances to car parks to indicate the provision of accessible parking lot for persons with disabilities within the vicinity. − Directional signs shall be displayed at points where there is a change of direction to direct persons with disabilities to the accessible parking lot. − Where the location of the accessible parking lot is not obvious or is distant from the approach viewpoints, the directional signs shall be placed along the route leading to the accessible parking lot. − Accessible parking lot should be identifiable by the International Symbol of Accessibility. The signs should not be obscured by a vehicle parked in the designated lot. − Vertical signs shall be provided, to make it easily visible, the sign should be at a minimum height of 2100 mm .

(B) SYMBOL International Symbol of Accessibility should be clearly marked on the accessible parking lot for drivers/riders with disabilities only. − A square with dimensions of at least 1000 mm but not exceeding 1500 mm in length; − Be located at the centre of the lot; and − The colour of the symbol should be white on a blue background.

(C) CAR PARK ENTRANCE The car park entrance should have a height clearance of at least 2400 mm. LOCATION − Accessible parking lots that serve a building should be located nearest to an accessible entrance and / or lift lobby within 30 meters. In case the access is through lift, the parking shall be located within 30 meters. − The accessible route of 1200 mm width is required for wheelchair users to pass behind vehicle that may be backing out.



(D) ACCESSIBLE CAR PARKING LOT The accessible car parking lot should: − Have minimum dimensions 5000 mm × 3600 mm; − Have a firm, level surface without aeration slabs; − Wherever possible, be sheltered; − Where there are two accessible parking bays adjoining each other, then the 1200 mm side transfer bay may be shared by the two parking bays. The transfer zones, both on the side and the rear should have yellow and while cross-hatch road markings; − Two accessible parking lots shall be provided for every 25 no of car spaces.

(E) DROP OFF AND PICK UP AREAS − Designated drop-off and pick-up spaces, to be clearly marked with international symbol of accessibility. − Kerbs wherever provided, should have kerb ramps.

CHAPTER 14 - ENVIRONMENT & SOCIAL IMPACT ASSESSMENT


Chapter - 14

ENVIRONMENT & SOCIAL IMPACT ASSESSMENT

14.1 INTRODUCTION The historic city of Ahmedabad is becoming the increasing opportunities for trade and commerce and as a center for higher education, the population of the city is already touching 6 million and this heavy growth continues. Being thickly populated area, Ahmadabad’s traffic needs cannot be met by only road-based system. 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. Metro-Link Express for Gandhinagar and Ahmedabad (MEGA) Company Ltd intends to implement Phase 1 of the Ahmedabad Metro Rail Project with international/multilateral funding from lending agencies like JICA. Phase 1 comprises of the revised North-South corridor from APMC to Motera along existing railway line and the East-West corridor from Thaltej to Vastral. The East-West corridor provides connectivity between residential areas in the western part of Ahmedabad and Industrial areas in the eastern part and passes through old city and Ashram Road. The objective of the study is to facilitate the Metro Link Express for Gandhinagar and Ahmedabad (MEGA) in preparation of EIA report as per the requirement of regulatory agencies and funding agency JICA. The scope of EIA includes the impacts resulting from pre-construction, construction and operation phases of E-W & N-S corridor, Depot and sub-stations. The EIA is based on detailed field reconnaissance surveys, inventories and available secondary information. The MoEF, Government of India, Notification of 14th September 2006 and its amendment enlist projects in Schedule that require environmental clearance. However as per the said notification a metro project does not require environmental clearance from MoEF. 14.2 ANALYSIS OF ALTERNATIVES



DPR 2005: Detailed Project Report was prepared by DMRC for Gandhinager-Ahmedabad Metro rail in the year 2005. This alignment proposed by DMRC (2005) did not consider BRTS as it was not planned at that time. Besides recommending 43.46 km long north – south and - east – west network, also suggested 53.47 km long regional rail network. The entire DMRC network, except 3 km near Kalupur railway station, was envisaged to be elevated. DMRC – DPR provides ridership estimates with as well as without regional rail. DPR February 2014: Alignment of North – South line was as follows: Depot at Gyaspur, line starting from APMC to Motera along Ashram Road. However this alignment involves diversion of underground utilities and traffic management during construction. Proposed Alignment: Two following corridors have been identified for Ahmadabad Metro Rail Project network (Phase 1)

a) East-West Corridor: The East-West corridor alignment covers Thaltej to Vastral which provides east to west connectivity and passes through important nodes of Kalupur, Ashram road, Thaltej and Industrial areas on the east of Ahmedabad. Length of corridor is 19.435 km with 17 number of stations out of which 6.335 km stretch is underground. b) North-South Corridor: The proposed metro alignment provides north-south connectivity from Motera to APMC running along existing Metre Guage railway line and road. Length of corridor is 17.493 km (including depot connection) with 15 number of stations. Proposed sites for Depot: It is proposed to establish one depot- cum- workshop at Gyaspur (25.2 Hac) for North South Corridor and one depot- cum- workshop at Apparel Park (19.5 Hac) for East West Corridor. Power Requirements: The power requirement is for peak hour demand for traction and auxiliary application. The power requirement for both traction and auxiliary application will be 11.53 MVA in year 2018 for North south corridor while 23.43 MVA for East-West corridor. It is proposed to avail power supply from M/s Torrent AEC Ltd from its 132 kv sub-station. Construction Period & Cost: It is proposed to complete the project in a time period of 60 months. The completion cost of the project with all taxes, escalation & land comes to Rs 11487.00 Crore.

14.3 BASELINE ENVIRONMENTAL PROFILE OF THE PROJECT AREA



The establishment of the baseline environmental status of the project influence area helps to predict the magnitude of impacts that are likely to be caused due to the proposed improvements of the project road. It also helps to identify critical environmental attributes required to be monitored during and after the proposed developments. Physiography: Ahmedabad is lies between 22°55' & 23°08' North latitude and 72°30' & 72°42' East longitudes with an elevation of 53 m above msl. Sabarmati River is one of the longest rivers of Gujarat State, bifurcates the Ahmedabad city into eastern and western parts. The state of Gujarat can be broadly classified into following three physiographic regions i.e Mainland of Gujarat, Peninsular Gujarat and Kutch Area of Gujarat. The district of Ahmedabad and the project area falls in Mainland Gujarat.

Geology and Mineralogy: The Gujarat state exposes rocks belonging to the Pre-cambrian, Mesozoic and Cenozoic era. The hard rock comprises Pre cambrian metamorphosed and associated intrusives, sedi- mantry rocks of Mesozoic and Cenozoic eras and the traps/flows constituting Deccan volcanic of Cretaceous Eocene age. The major portion of the Ahmedabad district is covered by recent and sub-recent formations. The area is almost flat, covered by brown sandy and clayey soil and has a gentle southerly and south westerly slope. The geotechnical investigation of study shows that, the project site area is covered with deep layers recently placed alluvial sands. The important economic minerals available in the district are sand, kankar, gravel, brick earth and limestone. The Sabarmati River is the main source for the production of sand, kankar and gravel. Soil Characteristics: The proposed project area falls in North Gujarat Region of very deep soil to moderately deep soil. The nature of the soil in Ahmedabad district is brown sandy and clayey soil. A major texture of the soil in the region is 'Loamy'. Ambient Air Quality: The prime objective of baseline air quality survey was to assess the ambient air quality of the area. Air quality monitoring was carried out at E-W and N-E corridor by collecting 24 hourly samples for 1 day at 12 locations for parameters PM10, PM2.5, SO2, NO2, NH3, Pb, and HC; and 8 hourly samples for 1 day at 12 locations for Parameters CO and O3. The air quality monitoring results indicates that all parameters were noted within the limits for residential areas except PM10 and PM2.5 because of the road traffic.



Noise Levels: Noise levels were recorded on hourly basis for 24 hours at 12 locations in order to have an assessment of the Day and Night time noise levels. Leq for day and night at Sabarmati railway station exceeds the National Ambient Noise Standards for Commercial Zone and Leq for day time at Gujarat University, Shahpur, Kalupur Railway Station and Sabarmati exceeds the standards for commercial zone. The main source of noise in the project area is the traffic movement on the road. Vibration Levels: The source of the vibration is due to operation of Tunnel Boring Machine (TBM) during construction of tunnel. Vibration induced by the metro train during operation is mainly due to the rolling stock, track and the interaction between them. Vibration monitoring was carried out at 12 locations at both corridors in September 2014. Out of which 9 locations were selected on East-West corridor including 7 Archaeological Monuments at underground section (i.e Shahpur Kazi Md Chisti Mosque, Delhi Darwaja, Qutubiddin Shah Mosque, Muhafiz Khan Mosque, Rani Rupamati Mosque, Kalupur Darwaja and Brick Minar) and 2 locations (i.e Doordarshan Tower & Vastral) at structures falling near to the proposed Metro corridor. 3 locations were selected at North-South corridor (i.e, The Silver Arc apartment near Ellis Bridge, Navrangpura near Ashram Road & Akhbar Nagar). The study has been conducted for 24 hours vibration level monitoring at each location. The field measured Vertical Vibration level is in the range of 0.2 to 2.0 mm/s and the maximum 2.0 mm/s vibration level were observed at Kalupur Darwaza and Navrangpura. The peak values at these locations are because of passing of heavy vehicles on nearby road. Archaeological Monuments: The city of Ahmedabad has plenty of archaeological and historical monuments, which serve as the main tourist attraction destinations of the city. As discussed at section vibration level, 7 historical monuments were studied for anticipated impact due to proposed underground section of alignment. As per The Ancient Monuments and Archaeological Sites and Remains (Amendment and Validation) Act, 2010; prohibited area is an area beginning at the limit of the protected area or the protected monument, and extending to a distance of 100 m in all directions; and regulated area is the area beginning at the limit of the prohibited area in respect of every ancient monument and archaeological site and remains and extending to a distance of two hundred meters in all directions. The proposed underground section of East-West alignment is not passing within the 100 m of prohibited area; however the alignment is passing within the 200m of regulated area around these monuments. Prior approval is required for construction activities in a regulated area of these monuments from Director, Archaeology, Archaeological Survey of India, Gandhinagar. Ecological Environment: An ecological study of the ecosystem is essential to understand the impact due to project development activities on the existing flora and fauna of the area. Inventory of trees was carried out along the Metro alignment &



Depots. No Protected area such as National park or Wildlife sanctuary is located within 10 km distance from the either side of both the alignment. Flora: Total number of trees observed along the alignment, station & depots is around 1638 in which 501 number of trees at East-West alignment and 1137 at North-South alignment. Gulmohar (Delonix religa), (Neem) Azadirachta indica and (Peepal tree) Ficus religiosa are the most widely distributed trees along the project alignment. Fauna: Common birds observed in the project area are pigeons, crows, pelican and doves. The domestic animals in the project area consist of cows, bullocks, sheep, goats and dogs. Sensitive Receptor: sensitive receptor like school, colleges, hospitals, place of worship within 100 m on either side of E-W and N-S alignment is workout. About 93 sensitive receptors on East-West corridor and 42 sensitive receptors on North-South corridor were observed.

14.4 NEGATIVE IMPACTS DURING CONSTRUCTION PHASE The environmental hazards related to construction works are mostly of temporary nature. Appropriate measures should be included in the work plan and budgeted for. The most likely negative impacts related to the construction works are: - Soil erosion: minor impact on soil erosion due to runoff from unprotected excavated areas may result in soil erosion, especially when erodibility of soil is high. Problems could arise from dumping of construction soils (concrete, bricks), waste materials (from contractor’s camp) etc. causing surface and ground water pollution. Traffic diversion: During construction period, partial traffic diversions on road will be required, as most of the construction is to be carried out on the middle of the road.

Muck disposal: The construction of tunneling activity will generate about 16,03,000 m3 of muck. The muck will be transported up to nearest proposed option. Being the good road condition in Ahmedabad, the dust generation due to transportation of muck will be insignificant. Trees: Total number of trees on both the alignment is 1638. East-West corridor: 501 trees (279 at alignment & 222 at Apparel Park Depot) North-South corridor: 1137 trees (1112 at alignment & 25 at Giyaspur Depot.

Increased water demand: The water requirement during construction of project will be 327.50 KLD which includes labour camps, drinking and construction activities.



Labour camp: The water requirement at camps and construction site will be 63 KLD and 20.5 KLD respectively. Waste water generation will be 66.8 KLD. Municipal solid waste generation will be 315 Kg per day. Loss of Historical and Cultural Monuments: No historical/cultural monuments will be affected/ damaged as a result of the proposed development. Construction near Archeological Structures: No Archeological Monuments are directly affected. Some of the Archeological Monuments are close to the proposed metro alignment near underground section. The Archaeological Monuments at underground section of the corridor are outside prohibited area of 100 meter but passing within 200 meter of regulated area. Ground and Surface Water: Insignificant impact will be anticipated on surface water for the elevated section of the Metro. For underground section, as a precautionary measure, detailed hydrological investigation will be undertaken prior to the construction of tunnel to locate the ground water aquifer falling in the alignment of metro tunnel and to safeguard the ground water flow wherever feasible. Air Pollution: The monitoring results of pollutants such as NO2, SO2 and CO are much below the national standards (NAAQS, CPCB) and dust concentrations monitored are 1.3 – 2.2 times higher than the standard value. Hence, dust could be the problem when the project is under construction. Noise Pollution: The major sources of noise pollution during construction are movement of vehicles for transportation of construction material and the construction machinery/equipment at the construction site. The construction activities are expected to produce noise levels in the range of 104 - 109 dB (A) at source which decreases with increase in distance. Exposure to noise may lead to complete hearing loss, tension, fatigue, fast pulse/ respiration rates, dizziness & loss of balance, anger, irritation & in extreme case nervousness. Impact due to Vibration: Directorate General of Mines and Safety (DGMS) prescribed permissible limit of ground vibration (INDIA). The permissible limit of ground vibration considered here at frequency 8-25 Hz for

• Domestic houses/structures -- 10 mm/s • Objects of historical importance & sensitive structures -- 5 mm/s As per the results of vibration study, the archeological structures are at safe distance and the there would be no vibration impact on these structures due to TBM tunneling. However, the predicted vertical vibration above tunnel is reaches 5 mm/s which can damage the structures. Precautionary measures needs to be taken during construction.

Health risk at construction site: Health risks include accidents due to improper construction practice and hazard diseases due to lack of sanitation facilities (i.e., water supply and human waste disposal).



Impact on Sensitive Receptors: About 135 numbers of sensitive receptors identified within 100 m on either side of both the alignment. The major impacts to the sensitive receptors are due to noise and vibration. 14.5 NEGATIVE IMPACTS DURING OPERATION PHASE

Noise Pollution: The cumulative noise on the elevated route alignment will be more than the Noise Standards for Commercial area (National Ambient Noise Standards) of 65 db(A) due to the traffic and noise levels from the metro operations. Vibration Impact due to train: The vibration level due to train operation will be in the range 0.062 to 1.0 mm/s. There would be no vibration impact on any structures due to train operation. Water Supply and Sanitation: About 8192 KLD of water will be required for drinking, toilet, cleaning and also for other purpose like AC, chiller etc during operation phase.

14.6 IMPACTS DUE TO DEPOT

The depot location at Apparel Park (19.5 hac) is planned for East-West corridor and at Giyaspur (25.2 hac) for North-South metro corridor. Water Supply: About 123 KLD of fresh water will be required at Depot for different uses by considering train washing requirement of 500 litres per day. Waste water: About 38.4 KLD of waste water will be generated from each Depots ( Apparel Park & Giyaspur Depot). Hence total waste water generation from both depots will be about 76.80 KLD. Oil Pollution: Spillage of oil & grease will be possible due to various maintenance activities at depot. Noise Pollution: The roughness of the contact surfaces of rail, wheel and train speed is the factors, which influence the magnitude of rail - wheel noise. The vibration of concrete structures also radiates noise. Solid Waste: About 1.8 Ton per month of solid waste will be generated from the Depot. Hence, solid waste generated from both the corridor will be 3.6 Ton per month. Trees: About 222 numbers of trees are observed at Apparel Park Depot and about 25 trees at Giyaspur Depot. The details of tree likely to be cut and transplanted are given in the Environmental Management Plan.

14.7 POTENTIAL POSITIVE IMPACTS OF THE PROJECT



Employment Opportunities: About 5,000 persons are likely to work during peak period of construction activities. In operation phase about 1,388 persons (35 persons/Km length of the corridor) will be employed for operation and maintenance of the proposed system.

Benefit to Economy: Introduction of proposed metro rail project, in Ahmedabad city will result in the reduction in number of buses and private vehicles. This, in turn will result in significant social and economic benefits due to reduction in fuel consumption, vehicle operating cost and travel time of passengers. This will facilitate the movement of people fast.

Safety: Operation of Ahmedabad Metro Rail will provide improved safety and lower the number of accidental deaths. Traffic Noise Reduction: An introduction of Ahmedabad Metro Rail substantially reduces the vehicular traffic which ultimately reduces noise level. Traffic Congestion Reduction: The proposed development will reduce journey time and hence congestion and delay. Reduction in the number of Vehicle Trips on the road: There will be about 46% percent reduction in number of vehicle-kilometres trips for Business as usual Scenario. Reduced Air Pollution: The metro is least polluting and can be classified as an environment friendly technology since no air emissions are involved in running and operating the metro trains. Reduction in traffic on Ahmedabad roads due to proposed metro rail could lead to reduce air pollution. Carbon Credits: Carbon credit revenue with present price (INR) will be 14.90 lakh, 21.60 lakh, 30.68 lakh and 41.34 lakh in year 2018, 2021, 2031 and 2043 respectively by considering approximate 53 gm of carbon-di-oxide (CO2e) for every trip of 1 km.

14.8 ENVIRONMENTAL MANAGEMENT PLAN

Soil Erosion Control: Prior to the start of the construction, the Contractor shall submit his schedules to the MEGA for carrying out temporary and permanent erosion/sedimentation control works. Visual monitoring will be carried out during construction which includes photographic records and site description data. The



construction of temporary berms, dikes, sediment basins, slope drains and use of temporary mulches, fabrics, mats, seeding, or other control devices or methods will help to control erosion and sedimentation.

Traffic Diversion/ Management: Traffic Diversion Plans are required in order to look for options and remedial measures so as to mitigate any traffic congestion situations arising out due to acquisition of road space during Metro construction. In order to retain satisfactory levels of traffic flow during the construction period; traffic management and engineering measures need to be taken. They can be road widening exercises, traffic segregation, one-way movements, traffic diversions on influence area roads, acquisition of service lanes, etc. The contractor will hire a transportation consultant that carryout the traffic survey and suggest alternative routes for smooth flow of traffic. Muck Disposal: About 16,03,000 cubic meters of excavated soils will be generated from the construction of tunnel work. Muck will be disposed by adopting pre-identified options • Vastral Gam-0.4 Million m3, • Ahmedabad Riverfront Improvement Project- 1.2 Million m3. Accordingly cost estimate for muck disposal has been prepared. The cost required for dumping of excavated muck will be 3589.45 Lakh.

Compensatory Afforestation: About 1638 trees are observed at alignment and Depot locations in which 396 trees likely to be cut and 1142 trees will be transplanted. About 100 numbers of trees in depots area will remain as where it is. As per estimation, 396 trees are likely to be cut for which 3960 trees are required to be planted. The compensation for loss of these trees works out to Rs. 87.12 Lakh @ Rs. 2200 per tree. The cost for transplanting 1142 number of trees is about Rs. 571 Lakh @ Rs. 50,000/- per tree. Permission will be required from the Park and Garden Department of Ahmedabad Municipal Corporation (AMC), Gujarat for the tree cutting in the project area. Water Supply, Sanitation and Solid Waste Management: Requirements of drinking water supply at station are about 6 KL/day. Raw water requirement for station is about 240-250 KL/Day. The water requirement at Depot will be 123 KLD. This shall be provided from municipal/ground water source. Solid waste generated at station is about 38.4 cum/day. Waste generated during and after construction will be disposed in accordance with relevant National and State laws and Regulations. Labour Camp: The Contractor during the progress of work will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities for labour to standards and scales approved by the MEGA. Safe drinking water should be provided to the dwellers of the construction camps. The labour camps cleanliness and worker’s hygiene will be monitored as a part of Labour Laws of the Country during construction



of proposed project. Deployment of labour at the construction site will be made by following the fairer process as mentioned in civil contract agreement. The labour camps will have facilities like Shelter at Workplace, Canteen Facilities, First aid facilities, Day Crèche Facilities, Sanitation Facilities and Solid Waste Management. Archaeological and Historical Structure Preservation: No damage to Archeological Monuments is anticipated. Prior to the initiation of construction, MEGA will conduct building condition survey of structures in the vicinity of U/G alignment. This survey will help to identify the impact on the structures during construction and operation of the project. The management plan will include ground vibration monitoring during construction and operation of project.

Air Pollution Control Measures: During the construction period, the impact on air quality will be mainly due to increase in Particulate Matter (PM) along haul roads and emission from vehicles and construction machinery. All the vehicles, machinery and equipments to be engaged for the construction work shall be attached with the latest, advanced pollution control measures available in the country and those shall conform to the relevant Indian standards. Contractor shall install barriers around the open construction sites before commencing the work. The Contractor shall sprinkle water at construction sites to suppress dust. The Contractor shall provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from work sites.

Noise Control Measures: There will be an increase in noise level due to construction of the proposed Metro corridors. The increases in levels are marginal; hence local population will not be adversely affected. However the exposure of workers to high noise levels especially, near the engine, vent shaft etc, need to be minimized. This could be achieved by: Job rotation to the extent possible, Automation, Construction of permanent and temporary noise barriers, Acoustic enclosures should be provided for individual noise generating construction equipment and the workers exposed to noise should be provided with protective devices. Rubber pads to reduce track noise and ground vibrations. Noise barriers arrangement at all station location, curves and at closely located areas will be provided so as to reduce sound levels. The cost for noise barriers is workout as Rs. 4716.00 Lakh. Regular greasing of tracks on sharp curves can reduce noise. Vibration Control Measures: An actual vibration impact shall be carried out prior to the start of construction and during the construction on the basis of detailed soil investigation and TBM activities involved. Detailed geotechnical investigation is required prior to the tunnel construction. By adopting good construction practices, generation of vibration will be controlled during construction. The estimated cost required for Building Condition Survey for surrounding structures at tunneling area is work out to be Rs. 158 Lakh @ Rs. 25 Lakh per Kilometer.



Safety Management Measures: Prior to the construction, identification of safety hazard would be made by Project Authority to establish the safety programmes following rules, regulations and guidelines. These would help to avoid and reduce the accidents. The comprehensive safety programmes will include deployment of a full time safety engineer who will prepare safety plan/schedule for their implementation during construction and operation. Environmental Safeguard: The Contractor shall constitute a special group of environmental sanitation personnel. This group shall ensure daily cleaning at work sites and surrounding areas and maintain a register as per the approved format by the MEGA. Sensitive Receptors: The control measures suggested at noise & vibration section will help to reduce & control the impact substantially during construction. The noise & vibration due to construction activities will be monitored and recorded at sensitive receptors. Construction contractor must provide a mechanism for receiving and responding to complaints arising due to impacts on sensitive receptors. Avoid nighttime construction activities near sensitive receptors if possible.

Hazardous Waste Management: It shall be the responsibility of the contractor to ensure that hazardous wastes are stored, based on the composition, in a manner suitable for handling, storage and transport. The contractor shall identify the nature and quantity of hazardous waste generated as a result of the project activities. Hazardous Waste will be handled and disposed as per the Hazardous waste (M& H) Rules, 2008 and shall be authorized with Gujarat Pollution Control Board (GPCB). The contractor shall approach only Authorized Recyclers with GPCB for disposal of Hazardous Waste, under intimation to the MEGA. Energy Management: Measures to conserve energy include but not limited to the following: • Use of energy efficient motors and pumps, • Use of energy efficient lighting, • Adequate and uniform illumination level at construction sites suitable for the task, • Proper size and length of cables/ wires to match the rating of equipment, and • Use of energy efficient air conditioner. Utilities: These utility services like sewers, water mains, storm water drains, telephone cables, electrical transmission lines, electric poles, traffic signals etc have to be maintained in working order during different stages of construction by temporary / permanent diversions or by supporting in position.



Training Programmes: The training programmes need to be conducted by the experts, for MRTS officers. Apart from training, such programme should include guidelines for safety, methods of disaster prevention, action required in case of emergency, fire protection, environmental risk analysis etc. The overall cost involved for National and International training programmes will be Rs. 138.00 Lakh. Environmental Enhancement Measures: In addition to mitigation measures adopted for negative impacts during construction and operation of the project, some of the measures for improvement of environment have been undertaken, this are Landscaping & beautification, Solar energy, Renovation of Heritage structures/religious places, Environmental awareness programmes and Utility facilities to unprivileged people. The cost for environmental enhancement measures has been kept as Rs. 85.00 Lakh (Lump sum).

14.9 MANAGEMENT PLANS FOR DEPOT

Water supply: About 123 KLD of water will be required for operation and functioning of depots. This could be either met from Municipal Corporation or through boring tube well into the ground. The ground water will need treatment depending upon its use. Domestic and some of the industrial application, a Reverse Osmosis (RO) plant of 8 liter/ minute capacity will be appropriate. The estimated cost of water supply plant is about Rs.50 Lakh. Sewage/Effluent Pollution Control: About 76.40 KLD of sewage/effluent is likely to be generated from both depots. It will be treated by providing 100 KLD effluent treatment plant at each depot. The sewage could be treated up to the level so that it could be used for horticulture purpose in the campus and can be discharged into the nearby drainage system of AMC. The estimated cost of sewage/effluent treatment plant is about Rs.60 Lakh.

Oil Pollution Control: Oil and grease removal tank has to be installed at initial stage of effluent treatments. This accumulated oil and grease will be disposed off through approved re-cyclers.

Solid Waste Disposal: About 3.6 Ton per month of solid waste will be generated from the Depot which will disposed to the Ahmedabad Municipal Corporation waste disposal sites in accordance with relevant National and State laws and regulations. Green belt development: The greenbelt development / plantation in the depot area acts as pollution sink / noise barrier. It is recommended to have a provision of Rs 40 Lakh in the cost estimate for the green belt development. Treated sewage and effluent in the best combination should be used for green belt development.



Rain water harvesting: It has been proposed to construct roof top rainwater harvesting structure at the constructed depot site. Depot cum workshop area of 46,496 sq.m (i.e 23248x2) is available at both depots for roof top rain water harvesting. The total recharge pit area of 10x10x3 will be required. A provision of Rs. 15 Lakh has been kept in the cost estimate. 14.10 EMP REPORTING ARRANGEMENT AND INSTITUTIONAL STRENGTHENING

Project Implementation Agency: The responsibility of implementing environmental mitigation measures lies with the PIA. PIA in this project will be Metro Link Express for Gandhinagar & Ahmedabad Company Limited (MEGA). Project Management Consultant (PMC): The PIA will get the EMP implanted through the Project Management Consultant (PMC) appointed for managing engineering and construction related activity.

Project Contractor: Project contractor will implement the EMP measures, enhancement measures and measures as directed by PIA and PMC. The contractor shall submit a report on compliance of environmental mitigation measures periodically to the PMC. The PMC will review and approve the environmental compliance report (ECR) submitted by the contractor and forward the ECR to PIA after approval. The PIA will then submit the ECR to Joint Project Director (JPD), environment which after review and monitoring will submit to Independent Monitoring Panels through the Project Director, MEGA. The Project Director accordingly submits report to the JICA.

14.11 DISASTER MANAGEMENT Disaster is an unexpected event due to sudden failure of the system, external threats, internal disturbances, earthquakes, fire and accidents. To have the efficient disaster management system, the activities should involved Preventive Action, Reporting Procedures, Communication System, and Emergency Action Committee along with emergency measures. The emergency measures includes Emergency Lighting, Fire Protection system, Ventilation Shafts and Emergency Doors.

14.12 PUBLIC CONSULTATION AT PROJECT LEVEL

The project level consultations were conducted during the reconnaissance/ field visit during second and third week of September 2014. The objective of the consultation was to disseminate the project information and ascertain stakeholder’s views on probable environmental impacts that may arise due to the proposed project. Public consultations were organized at six locations for both the corridors. Most of the participants are welcomed the proposed Metro work.



As part of the Public Consultations which were conducted to assess social impact of the project, response of participants was sought on associated environmental issues. The locations where consultations to assess social impacts were conducted are in addition to the locations where consultations on environmental aspects were conducted. Furthermore, Stakeholders consultation meeting was organised by MEGA, as per the JICA requirement, on 10th November 2014 at Ellis Bridge, Gymkhana, Ahmedabad. The purpose of the meeting was to invite suggestions and objections from the people on the proposed Metro project in general and on Environmental and social issues in particular. About 39 stakeholders from different organizations and communities participated in the meeting. 14.13 ENVIRONMENTAL MONITORING PLAN Environmental monitoring will be carried out during the construction phase and also for at least three years after the completion of the project (Total 8 years).

Water Quality Monitoring: Water quality monitoring will be carried out as per decision of Engineer in Charge at 17 locations during construction and 9 locations during operation of project. The cost for water quality monitoring works out to be Rs. 21.16 Lakh.

Effluent discharge water quality monitoring will be carried out at two depot locations. The cost required for monitoring will be workout as Rs. 12.00 Lakh. Soil Monitoring: Soil quality monitoring will be carried out as per decision of Engineer in Charge at 42 locations during construction and 4 locations during operation of project i.e 2 depots and 2 dumping site. The cost for soil quality monitoring works out to be Rs. 159.84 Lakh. Also soil quality will be monitored for Muck and the cost of monitoring will be Rs. 1.52 Lakh. Land Subsidence: Land Subsidence during construction of tunnelling work will be monitored by Electronic Total Station and differential GPS survey. A budgetary provision of Rs. 14.00 Lakh has been kept for subsidence monitoring. Air Quality Monitoring: Air quality monitoring will be carried out as per decision of Engineer in Charge at 15 locations during construction and 8 locations during operation of project. The cost for Air quality monitoring works out to be Rs. 59.40 Lakh.



Noise Levels Monitoring: Noise levels monitoring will be carried out as per decision of Engineer in Charge at 15 locations during construction and 8 locations during operation of project. The cost for Air quality monitoring works out to be Rs. 11.90 Lakh.

Vibration Levels Monitoring: Vibration levels monitoring will be carried out as per decision of Engineer in Charge at 13 locations (7 archaeological monuments, 2 locations vertically above U/G section, 4 sensitive locations) during construction and during operation of project. The cost for vibration monitoring works out to be Rs. 260 Lakh. Workers Health and Safety: Contractor will be responsible to take care of health and safety of workers during the entire period of construction and project proponent will review/audit the health and safety measures/plans regularly. The cost involved for health & safety of workers will be Rs.70.20 Lakh. Environmental Monitoring Division: It is recommended that MEGA establishes an Environment Division at the initial stage of the project itself. The division should be staffed with an Environmental Engineer/Officer and a Technical Assistant (environment background). The task of the division would be to supervise and coordinate studies, environmental monitoring and implementation of environmental mitigation measures, and it should report directly to Project Director of the project authority. The cost required for Environmental Monitoring Division worked out to be Rs. 311.32 Lakh.

14.14 COST ESTIMATE The environmental costs towards implementation of environmental management plan and mitigation measures during pre-construction, construction and operation of the proposed project is estimated of Rs. 10513.04 Lakh.

14.15 SOCIAL IMPACT ASSESSMENT

The total length of the route is 37.928 km which include 31.593 km elevated and 6.335km underground section having 32 metro stations along the route. The proposed metro alignment provides north-south connectivity in Ahmedabad city from APMC to Motera Stadium running along the Ashram road on most of the sections. The other corridor Thaltej to Vastral provides east to west connectivity and passes through important nodes of Kalupur, Ashram road, Thaltej and Industrial areas on the east of Ahmedabad. The stations shall be accessible from both sides of the road in order to better serve the catchment area. Two side platforms are planned on this type of station. The Ashram Road station is planned as an important metro interchange providing interchange between North-South & East-West lines. The proposed metro rail has design speed 80 kmph and schedule speed is 33 kmph East -West corridor and 33 kmph for North-South corridor. The overall Capital Cost for the Ahemdabad metro rail network at March 2014 price level works out to Rs. 9835 Crores including applicable Taxes & Duties.



14.16 LAND ACQUISITION The proposed metro rail project shall require land mainly for MRTS Structure (including Route Alignment), Station Building, Platforms, Entry/Exit Structures, Traffic Integration Facilities, Depots, Receiving/Traction Sub-stations, Radio Towers, Temporary Construction Depots and work sites, Staff quarters, office complex and operation control centre(OCC). For the above purpose the project will involve acquisition of 898191 sqm of land. Out of the total land, 846578 sqm is Government land and 51613 sqm is private land. Total land required for temporary acquisition is 154381 sqm which assumed that it will be government open land.

14.17 OBJECTIVE OF SIA & RAP The objective of Social Impact Assessment is (i)to prepare a complete inventory of structures, affected families and persons,(ii) to identify social impacts and (iii)to prepare Resettlement Action Plan (RAP). The SIA includes RAP is based on an integrated and holistic approach to deal with project impacts and aims at rebuilding lives and livelihoods of those affected as quickly as possible. 14.18 STUDY APPROACH AND METHODOLOGY Census socio-economic survey was conducted in association with DEXTER, a local survey agency in the corridor of impact zone to identify the affected structures, families/persons and list out the adverse impacts of the project. The SIA which includes RAP has been prepared in accordance with the JICA guidelines for Environmental and Social Consideration, 2011,World Bank OP-4.12, and Right to Fair Compensation and Transparency in land acquisition, Rehabilitation and Resettlement Act, 2013.The methodology adopted to prepare SIA report was desk research, site visits and information dissemination, enumeration of structure, socio-economic survey, compilation, verification and analysis of data, public consultation at local and city level.

14.19 IMPACTS AND INVENORY OF LOSS The project will require acquisition of 898191 sqm of land for construction of different components. 846578 sqm of land is under government possession and remaining 51613 sqm of land is under private ownership. Total 1047properties will be affected out of which 548 are residential, 351 commercial including one industrial establishment, 144 residential cum commercial. There are 1047 affected families consisting 3597 persons. Out of the total families, 499 PAFs are titleholders and 544 are non-titleholders. About



36 other structures are likely to be affected which consist of 11 religious structures, two public toilets, two educational and two health centres and five bus stops.

14.20 SOCIO-ECONOMIC PROFILE

The socio-economic survey results indicate that sex ratio is 745 female per 1000 males. Majority of the surveyed families are Hindu followed by Muslim. Majority of families speak Gujarati as mother tongue followed by people who speak Hindi. Majority of surveyed family members are married. Majority of families are found as nuclear. About 85% of surveyed people are literate and majority of them have studied up to primary and higher secondary level. Average family income is Rs.9918/- per month and expenditure is Rs.8200/-.Majority of surveyed persons are engaged in private service. 14.21 PUBLIC CONSULTATION Public consultations were organised at 10 project affected areas namely Aparel Park(2), Vastral, Amraiwadi, Gandhi Bridge(2), Vastral Gam, Gyaspur Depot, Ranip Cross Road, and AEC Circle during September-October, 2014. About 232 persons who represent different community and society participated in the consultation process at community level. The major social issues raised by the people were land acquisition, demolition of structures, displacement, compensation, job opportunities, working women, infrastructure facilities like drinking water, health, school, and relocation of religious places and social amenities at R&R sites. A local stakeholders consultation meeting was organised by MEGA at city level on 10th November 2014.About 30 stakeholders from different sectors attended in the meeting. 14.22 RESETTLEMENT POLICY AND LEGAL FRAMEWORK Compensation for land acquisition, resettlement and rehabilitation shall be considered as per Right to Fair Compensation and Transparency in land acquisition, Rehabilitation and Resettlement Act, 2013(RTFCTLARR Act) and JICA guidelines for environmental and social consideration. A Project Resettlement Policy has been prepared based on RTFCTLARR Act and JICA Involuntary Resettlement Policy. MEGA on behalf of Government will use the Project Resettlement Policy (the Project Policy) for the Proposed Ahmedabad Metro Rail Project (Phase-1). The Project Policy is aimed at filling-in any gaps in what local laws and regulations cannot provide in order to help and ensure that PAPs are able to rehabilitate themselves to at least their pre-project condition. 14.23 INSTITUTIONAL ARRANGEMENT



MEGA is overall responsible for implementation of resettlement and rehabilitation component of the project. MEGA will coordinate with all implementing agencies like PMC, NGO,R&R and Implementation Support Consultant and supervise their work and monitor the progress of the project. Social Management Unit (SMU) of MEGA shall look after land acquisition and rehabilitation activities of the project. The responsibility of NGO will be assisting SMU of MEGA in implementation of R&R activities. The implementation of resettlement and rehabilitation activities will be monitored through Quarterly Progress Reports (QPR) which will be prepared by SMU of MEGA with the assistance of NGO. A consultant will be appointed by MEGA to assist in the R&R implementation process. Grievances of PAPs will be first brought to the attention of field level staffs of MEGA. Grievances not redressed by the staffs (field level) will be brought to the Grievance Redressal Committee (GRC). The composition of the proposed GRC will have representatives from PAPs, women representative, Project Director (MEGA), Sr.SDO, SMU of MEGA, NGO representative, representative of local body, and Land Acquisition Officer. The main responsibilities of the GRC are to: (i) provide support to PAPs on problems arising from land/property acquisition; (ii) record PAPs grievances, categorize, and prioritize grievances and resolve them; (iii) immediately inform the SMU of serious cases; and (iv)report to PAPs on developments regarding their grievances and decisions of the GRC. 14.24 RELOCATION AND RESETTLEMENT SITE MEGA has indicated probable sites for rehabilitation of affected families at six locations namely (i)Chandkheda,(ii)Vastral,(iii)Bodakdev(iv)Thaltej,(v)Vivekanand Mill,and (vi) Nutan Mill. The PAFs losing residential units shall be offered tenements of 36.5 sqm by AMC and PAFs losing commercial units shall be offered by MEGA. 14.25 IMPLEMENTATION SCHEDULE The R&R activities of the proposed project are divided in to three broad categories based on the stages of work and process of implementation. In the project preparation stage, identification of required land for acquisition, census & socio-economic survey, public consultation, preparation and review/approval of draft RAP, disclosure of RAP, establishment of GRC and preparation of resettlement site shall be carried out. Activities like notification of land acquisition, valuation of structure, payment by competent authority, shifting of PAPs shall be taken up during RAP implementation. During monitoring and evaluation stage internal monitoring will be carried out by MEGA and mid and end term evaluation will be carried out by an independent evaluation agency. 14.26 INCOME RESTORATION



Restoration of pre-project levels of income is an important part of rehabilitating in affected communities. The project policy of MEGA has many provisions in it for restoration of income of affected persons with an aim of improving the socioeconomic conditions of PAPs. In addition to this, the project will facilitate in taking full advantage of existing government schemes by the affected persons. The NGO will coordinate with various departments to integrate with over all project scenarios. The project has provision of training to upgrade the skill level and one time economic rehabilitation grant to vulnerable families in re-establishing themselves economically. 14.27 COST ESTIMATE The budget is indicative and cost will be updated and adjusted to the inflation rate as the project continues and during implementation. The total cost of proposed metro rail project for resettlement and rehabilitation of project affected families would be

Rs.6020.091 lakh. However in the cost estimate chapter cost is estimated on higher side keeping in view that more social impact may occur at the time of precise implementation. 14.28 MONITORING AND EVALUATION Implementation of resettlement action plan will be monitored by internally and evaluated by externally. MEGA will be responsible for internal monitoring whereas mid and end term evaluation will be conducted by independent evaluation consultant. The SMU of MEGA is responsible for supervision and implementation of the RAP and will prepare monthly progress reports on resettlement activities. Independent Evaluation Agency/Consultant will submit mid and end term evaluation report to MEGA and funding agency determine whether resettlement goals have been achieved, more importantly whether livelihoods and living standards have been restored/ enhanced and suggest suitable recommendations for improvement.

CHAPTER 15 - SECURITY MEASURES FOR A METRO SYSTEM

1/4 DPR for Ahmedabad Metro Rail Project March 2015

Chapter -15

SECURITY MEASURES FOR A METRO SYSTEM 15.1 INTRODUCTION Metro is emerging as the most favoured mode of urban transportation system. The inherent characteristics of metro system make it an ideal target for terrorists and miscreants. Metro systems are typically open and dynamic systems which carry thousands of commuters. Moreover the high cost of infrastructure, its economic impotence, being the life line of city high news value, fear & panic and man casual ties poses greater threat to its security. Security is a relatively new challenge in the context of public transport. It addresses problems caused intentionally. Security differs from safety which addresses problems caused accidentally. Security problems or threats are caused by people whose actions aim to undermine or disturb the public transport system and/or to harm passengers or staff. These threats range from daily operational security problems such as disorder, vandalism and assault to the terrorist threat. 15.2 NECESSSITY OF SECURITY It is well known that public transportation is increasingly important for urban areas to prosper in the face of challenges such as reducing congestion and pollution. Therefore, security places an important role in helping public transport system to become the mode of choice. Therefore, excellence in security is a prerequisite for Metro system for increasing its market share. Metro railway administration must ensure that security model must keep pace rapid expansion of the metro and changing security scenario. 15.3 THREE PILLARS OF SECURITY Security means protection of physical. Human and intellectual assets either from criminal interference, removal of destruction by terrorists or criminals or incidental to technological failures or natural hazardous events. There are three important pillars of security as mentioned under: (i) The human factor; (ii) Procedures; and (iii) Technology



Staff engaging with the passengers creates a sense of re-assurance which cannot fully be achieved by technology. For human factor to be more effective staff has to be qualified, trained, well equipped and motivated. They should be trained, drilled and tested. The security risk assessment is the first step for understanding the needs and prioritizing resources. The organization of security should be clear and consistent. Security incidents, especially major ones, often happen without warning. Emergency and contingency plans must be developed communicated and drilled in advance. There are number of technologies which can be used to enhance security e.g. surveillance systems. The objectives of the security systems are to differ i.e., making planning or execution of on attack too difficult, detect the planned evidence before it occurs deny the access after in plan of attack has been made and to mitigate i.e. lessen the impact severity as the attack by appropriate digits. 15.4 PHASES OF SECURITY There are three phases of security as under:

(i) Prevention These are the measures which can prevent a security incidence from taking place. These can be identified by conducting a risk assessment and gathering intelligence. Prevention begins with the daily operational security -problems. Uncared for dirty, damaged property is a breeding ground for more serious crime. (ii) Preparedness Plans must be prepared to respond to incidents, mitigate the impact. Train staff accordingly and carry out exercises. The results of the risk assessment give a basis for such plans. (iii) Recovery Transport system must have laid down procedures/instructions for the quick recovery of normal service after an incident. Recovery is important for the financial health of the operation, but it also sends a clear message to public, it reassures passengers and gives them confidence to continue using the system. Communication is key to the quick restoration after such incidents. Restoration should ^also include an evaluation process for the lessons learnt.



15.5 RESPONSIBILITIES AND PARTNERSHIPS Security is a sovereign function and hence is the responsibility of the state. Security in public requires clear governance. Responsibility should be clearly defined. In Gujarat State, security would be the responsibility of the state govt. Appropriate security agency would be nominated by MEGA before actual operations to take care of safety & security system for the entire networks in terms of human safety and protection of assets to avoid sabotage. 15.6 PROPOSED PROVISIONS FOR SECURITY SYSTEM 1. CCTV coverage of all metro stations. With a provision of monitoring in the Station Security Room as well as at a Centralized Security Control Room with video wall, computer with access to internet TV with data connection, printer and telephone connection (Land Line and EPBX) for proper functioning, cluster viewing for stations. Cost of this is included in Telecom estimate. 2. Minimum one Baggage Scanners on all entry points (1 per AFC array). Additional requirement of baggage scanners at heavily crowed stations i.e at interchange may also be required. Cost is Rs.1.65 Lacs approximately, 0n 2014 prices. 3. Multi-zone Door Frame Metal Detector (DFMD) minimum three per entry (2 per AFC array). The number can increase in view of the footfall at over crowed stations. Cost of one Multi-zone DFMD is Rs 2.15 Lacs approximately. 4. Hand held Metal Detector (HHMD) as per requirement of security agency, minimum two per entry, which varies from station to station with at least 1.5 per DFMD installed at the station. Cost of one HHMD is Rs 7500/- approximately at 2014 prices. 5. Bomb Detection Equipments with modified vehicle as per requirement of security agency. One BDS team per 25 - 30 station will be required at par with present criteria of MEGA. Cost is Rs. 1.25 crores including vehicle. 6. Bomb Blanket at least one per station and Depots. Cost is Rs. 50,000/- per bomb blanket. 7. Wireless Sets (Static and Hand Held) as per requirement of security agency. 8. Dragon light at least one per station and vital installation. 9. Mobile phones, land lines and EPBX phone connections for senior security officers and control room etc.



10. Dog Squads (Sniffer Dog), at least one dog for 4 metro stations which is at par with current arrangement of Ahmedabad Metro. Cost of one trained sniffer dog is Rs. 1.25 Lacs approximately. Dog Kennels alongwith provision for dog handlers and MI room will also be provided by metro train depot administration including land at suitable places line wise. 11. Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate of metro train depot administration metro station. 12. Bullet proof jackets and helmets for QRTs and riot control equipments including space at nominated stations. One QRT Team looks after 5-6 metro stations as per present arrangement. One QRT consist of 5 personnel and perform duty in three shifts. 13. Furniture to security agency for each security room, and checking point at every entry point at stations. Scale is one office table with three chairs for security room and office of GO and one steel top table with two chairs for checking point. 14. Ladies frisking booth - 1 per security check point (AFC Arrey) Wooden Ramp - 1 per DFMD for security check points. 15. Wall mounted/ pedestal fan at security check point, ladies frisking booth and bullet proof morcha, as per requirement. 16. Physical barriers for anti scaling at Ramp area, low height of via duct by providing iron grill of appropriate height & design/concertina wire. 17. Adequate number of ropes. Queue managers, cordoning tapes, dragon search lights for contingency. 18. Iron grill at station entrance staircases, proper segregation of paid and unpaid by providing appropriate design grills etc. 19. Proper design of emergency staircase and Fireman entry to prevent unauthorized entry.

CHAPTER 16 –DISASTER MANAGEMENT MEASURES


Chapter - 16

DISASTER MANAGEMENT MEASURES

16.1 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.

16.2 NEED FOR DISASTER MANAGEMENT MEASURES

The effect of any disaster spread over in operational area of Ahmedabad Metro is likely to be substantial as MEGA deals 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.



16.3 OBJECTIVES: The main objectives of this Disaster Management Measures are as follows:

• Save life and alleviate suffering. • Provide help to stranded passengers and arrange their prompt evacuation. • Instill a sense of security amongst all concerned by providing accurate information. • Protect Metro Rail property. • Expedite restoration of train operation. • Lay down the actions required to be taken by staff in the event of a disaster in MEGA 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.

16.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THE DISASTER MANAGEMENT MEASURES Metro specific disasters can be classified into two broad categories e.g.: Man-made and Natural.

a. Man Made Disaster 1. Terrorist attack 2. Bomb threat/ Bomb blast 3. Hostage 4. Release of Chemical or biological gas in trains, stations or tunnels 5. Fire in metro buildings, underground/ elevated infrastructures, power stations, train depots etc. 6. Train accident and train collision/derailment of a passenger carrying train 7. Sabotage 8. Stampede

b. Natural Disaster

1. Earthquakes 2. Floods



16.5 PROVISIONS UNDER DISASTER MANAGEMENT ACT, 2005

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



(a) The Chief Minister of the State, who shall be Chairperson, ex officio; (b) Other members, not exceeding eight, to be nominated by the Chairperson of the State Authority; (c) The Chairperson of the State Executive Committee, ex officio. (3) The Chairperson of the State Authority may designate one of the members nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of the State Authority. (4) MEGA would abide by the constitutional delegation stated under para 3 as above. (5) The term of office and conditions of service of members of the State Authority shall be such as may be prescribed. C. Command & Control at the National, State & District Level The mechanism to deal with natural as well as manmade crisis already exists and that it has a four tier structure as stated below:- (1) National Crisis Management Committee (NCMC) under the chairmanship of Cabinet Secretary (2) Crisis Management Group (CMG) under the chairmanship of Union Home Secretary. (3) State Level Committee under the chairmanship of Chief Secretary. (4) District Level Committee under the Chairmanship of District Magistrate. All agencies of the Government at the National, State and district levels will function in accordance with the guidelines and directions given by these committees. D. Plans by Different Authorities at District Level and their Implementation Every office of the Government of India and of the State Government at the district level and the local authorities shall, subject to the supervision of the District Authority:- (a) Prepare a disaster management plan setting out the following, namely:- (i) Provisions for prevention and mitigation measures as provided for in the District Plan and as is assigned to the department or agency concerned;



(ii) Provisions for taking measures relating to capacity-building and preparedness as laid down in the District Plan; (iii)The response plans and procedures, in the event of, any threatening disaster situation or disaster; (b) Coordinate the preparation and the implementation of its plan with those of the other organizations at the district level including local authority, communities and other stakeholders; (c) Regularly review and update the plan; and (d) Submit a copy of its disaster management plan, and of any amendment thereto, to the District Authority.

16.6 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. (A) Fire Detection and Suppression System (B) Smoke Management (C) Environmental Control System (ECS) (D) Tunnel Ventilation System (E) Track-Way Exhaust System (TES) (F) Station Power Supply System (G) Dg Sets & Ups (H) Lighting System (I) Station Area Lights (J) Tunnel Lighting (K) Tunnel Lighting Control From Bms (L) Seepage System (M) Water Supply And Drainage System (N) Sewage System (O) 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.



16.7 PREPAREDNESS FOR DISASTER MANAGEMENT Being a technological complex system worked by new set of staff, with a learning curve to improve and stabilize with time, intensive mock drills for the staff concerned is very essential to train them to become fully conversant with the action required to be taken while handling emergencies. They also need to be trained in appropriate communication skills while addressing passengers during incident management to assure them about their well being seeking their cooperation. Since learning can only be perfected by ‘doing’ the following Mock Drills are considered essential: a. Fire Drill b. Rescue of a disabled train c. Detrainment of passengers between stations d. Passenger evacuation from station e. Drill for use of rescue & relief train f. Hot line telephone communication with state disaster management authority.

CHAPTER 17 – MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS


Chapter - 17

MULTI MODAL TRAFFIC INTEGRATION

AT METRO STATIONS 17.1 BACKGROUND The proposed metro in Ahmedabad has two corridors totaling 37.72 km and 32 stations, including terminal stations. It traverses across the city in the north-south and east-west direction and along its path covers many important origins and destinations. However, its reach will not be enough to reach all origins and destinations. Fortunately, Ahmedabad has planned for a multi-modal system, where the proposed metro complements the existing BRTS and AMTS services. The need is now to ensure that people have safe, comfortable and secure access to the above modes as well as seamless integration facilities. Ahmedabad has already planned for a network of 116 km of BRTS across the city. This is expected to carry over 5 lakh passengers daily. At present, 67 km is operational with a ridership of 1.4 lakh. The remaining 49 km is under construction and is expected to be completed in stages by 2015. The AMTS, which is a much older service, has a fleet of close to 800 buses and operates over 150 routes. It has a daily ridership of close to 7 lakh. As the BRTS expands, the AMTS routes are being rationalized to avoid major overlaps and expand into new, upcoming suburbs of Ahmedabad. They are also expected to act as feeders to the BRTSand AMTS. A new proposal by the AMTS calls for moving away from the traditional destination oriented services to direction based services. Accordingly, new routes have been proposed, consisting of 16 radial and 3 ring routes, running at high frequency. The Centre of Excellence in Urban Transport, CEPT University has been commissioned by MEGA to undertake a study on last mile connectivity for proposed metro corridor. The Last Mile Connectivity refers to the provision of travel service from home or workplace to the nearest public transportation mode. A trip is considered as the entire journey between origin and destination. Commuters may utilize and combine different modes of transport for the entire trip. Metro or BRTS may cater to a majority of this kind of trip, but commuters always need to complete the access and egress part on their own.



Figure 1: Components of trip

Map 1: Proposed Metro corridor The map above shows the metro corridors proposed in phase 1. Along with the BRTS and AMTS, it is expected that the mode share of public transit in Ahmedabad will increase from the present 15% to 53% by 2043. However, there is a need to ensure that these three systems are integrated in such a manner that the commuter gets benefit of single trip through fare integration as well enjoys a seamless physical transition from one mode to another. Along with this, there is a need to ensure that last mile connectivity through pedestrian and bicycle facilities are enhanced.



This chapter will look at concepts of last mile connectivity along with multi-modal integration, and identify key interchange locations that need to be identified in Ahmedabad keeping in mind present and future demand and potential. The cost requirement for such facilities would also be estimated at block costs level to get an idea of the funds required. 17.2 AIM AND OBJECTIVES The aim of this study is to suggest measures to increase last mile connectivity for metro users and to integrate metro with other modes of transit. The specific objectives are:

• To suggest measures that provide local destinations with safe, comfortable and convenient accessibility to Metro stations • To propose design guidelines for local street environment • To propose conceptual designs that will maximize benefits and efficiency of interchanges

17.3 CURRENT ISSUES Last mile connectivity actually impacts on overall ridership and usage of any mass transit system. It is essential to provide or improve last mile connectivity and link them for ease of access for users. Even if street infrastructure that comprises of last mile connectivity falls outside Metro or BRT’s jurisdiction and control, they remain critical components of an effective public transportation. The easier it is to access the Metro or BRT, the more likely people are to use it. Data from the BRTS shows that 65% of its commuters walk to and fro from its stations. It also means that access beyond the initial 400-500m is not comfortable enough to attract people onto the BRTS.The unavailability of this type of service is one of the main restraints to the use of public transport in urban areas. 17.4 METHODOLOGY Currently, the default solutions to the LMC are walking, taking an auto, driving a private vehicle or taking a ride. This can be integrated with other mode of travel as well as feeder services. This perception put last mile connectivity at different levels. These levels can be identified in three different stratums. 1. The access to the station can be improveddrastically by creating better pedestrian and NMT infrastructure around the station area. The planning of such street infrastructure can be done through Local Area Access Plan. (LAAP) 2. The connectivity for mass transit system can be expanded by providing dedicated integrated feeder systems to the surrounding areas. Providing integrated feeder services to the stations as well as integrating with the existing public transport network will expand the catchment and accessibility of the stations 3. Integration of NMT, para transit, feeder services and other public transport modes with metro stations is possible by planning and designing seamless interchange stations which facilitates physical integration of different access or egress modes.



Figure 2: Different aspects of Last Mile Connectivity The study will look at each metro station and the surrounding area in detail. The land use for a distance of 500m from the corridor has been surveyed to understand nature of existing development. All prominent activities such as schools, colleges, hospitals, malls etc. will be mapped to ensure that the LAAP caters to all of them. At the same time, for each station, feeder services in the form of BRTS and AMTS will be identified. Each metro station will be classified in terms of level of the interchange, which will be finalized based on the number of modes and frequency of services.

17.5 LOCAL AREA ACCESS PLAN The basic level of connectivity for any mass transit system would be linking local areas to the nearest mass transit station. The concept of “Ahmedabad Local Area Access Plan (ALAAP)” has already been proposed as part of developing Bus Rapid Transit System for the city of Ahmedabad which also can be applied for last mile connectivity for Metro corridor. LAAP identifies the road network along the Metro corridor that should be taken up for pedestrian and NMT improvement. 17.5.1 Introduction to LAAP LAAP is a plan that links local areas around transit stations with nearest mass transit facility through attractive and well-designed NMT Infrastructure. LAAP is a context sensitive planning project that is tailored to meet the following needs of the pedestrians and bicycle users in the context of Ahmedabad. It will have the following objectives:

• To connect NMT users to mass transit stations and from mass transit stations to final destinations • To ensure the safety of pedestrians and bicycle users • To enhance the connectivity between various origins and key destinations through safe and well-connected street networks for NMT users

Last mile connectivity

Walk

Cycle

Feeder system/ Public transport

IPT

Private vehicle

Local Area Access Plan

Integrated Feeder services

Seamless Interchanges



17.5.2 Benefits of LAAP LAAP provides a safe, direct and convenient pedestrian connectivity to public transit, to various amenities like schools, collages, hospitals, recreational places and local market areas and major landmarks. The direct benefits are listed below: • Improved pedestrian and bicycle accessibility to public transport system (Ahmedabad Metro) • Improved pedestrian and bicycle access to important destinations like, jobs, schools, collages, recreational areas, local markets, hospitals, religious places and commercial activities • Improved existing pedestrian and bicycle infrastructure through context sensitive street design solutions, appropriate implementation and enforcement plan • Facilitating pedestrians and bicycle users at interchanges by providing excellent and seamless physical connection • Special focus on improving pedestrian and bicycle connectivity and accessibility to parks, water fronts and other recreational places around the Ahmedabad city • Increasing pedestrian and bicycle safety at intersections through appropriate traffic calming measures and traffic management system • Direct, safe and convenient pedestrian access to on street economic activities • Managing the local pedestrian and bicycle access to local on street markets by efficient and pragmatic street design The indirect benefits are listed below: • Walking and bicycling are non-polluting travel modes and costs nothing to the user. More walking and cycling improves the overall quality of life. • Reduced dependence on private vehicles for short and local trips by enhancing high quality and marvelous walking and bicycling environment • Ahmedabad city will be livable and walkable through LAAP • Ahmedabad Local Area Access Plan will serve as the feeder links as it incorporates easily available modes for travel, time and cost incurred for last mile connectivity and ease of walking to and from public Transit stations and other Interchanges • Ahmedabad Local Area Access plan is an opportunity to improve pedestrian and bicycle access and connection to public transit service and to other key destination. This clearly indicates that, in future, LAAP has potential to maximize the public transit ridership as well as to increase the overall mode share of pedestrians and bicycle users.

17.5.3 Identifying streets in LAAP The methodology of the network selection is completely based on the spatial distribution of amenities, public transit network, and transit infrastructure and land use characteristics. The following steps are taken to finalize the LAAP network. Define the area for LAAP

• Define boundary as per local context • Collect and analyze characteristics of streets, transport, activity pattern and land use



Map activities

• Map important amenities, key destinations of trip generators and land use characteristics • Overlap existing and proposed public transit facilities (Bus Rapid Transit corridors, Bus stations, local feeder bus service network, Metro, Light Rail Transport or other if any)

Connect with nearest transit facility

• Identify streets that directly connects the important amenities or key destinations with the nearest public transit facility (BRT corridor or BRT Bus Station, Local feeder bus service routes, Metro, etc.) Connect amenities

• Identify local street network to provide direct and shortest distance travel routes to interconnect the amenities along with connection to the public transit facility Complete the network

• Highlight the missing links and complete the street network to enhance the connectivity, consistency and accessibility within the neighbourhood through Local Area Access Plan Identify special cases

• Identify the special scenarios where different and innovative solution can be applicable 17.5.4 LAAP for Metro Stations. LAAP for each metro station is proposed by adopting the methodology developed for preparing LAAP. Area defined for preparing the LAAP is taken between 500-750 m from the metro station. The LAAP network also takes in to consideration nearby BRT station to be connected. Along with assessment of activities, landuse assessment is also carried out before preparing LAAP. Detailed description of land use and LAAP is described below.

• East West Corridor: Thaltej to VastralGam(19.1 km - 12.76 km Elevated and 6.33km Underground) • North South Corridor: Motera Stadium to APMC (18.62 Km)

17.5.4.1East West Corridor: Thaltej to VastralGam Thaltej to Doordarshan Kendra The corridor starts with the metro station near Thaltej. Thaltej Junction is terminal for western part of East West corridor. The corridor has a 30m right of way. The major land use along the corridor is institutional and health care buildings in south with Udgam School, Sardar Patel Institute of Economic Research, Trinity health care, SAAL hospital on corridor edge. Centre for Environment Education, Doordarshan Kendra, Goyal intercity residential colony, Acropolis mall, dense residential area in north and Drive in Cinema being many of other important destinations are located in the walkable peripheral range of the corridor. Buildings along the corridor are moderately high with three to four floors except SAAL Hospital which is ten floor high and Goyalresidency with six floors.



The Thaltej terminal intersects at S.G. Highway which connects to Gandhinagar in north and andSarkhej in south direction. This road being one of the major commercial centres, it is expected to attract many passengers from this area. This part of the corridor also intersects at major arterial road leading to Sattadhar cross road in the north and Prahladnagar area in the south.

Map 2: Land use from Thaltej to Doordarshan KendraThe map below shows how LAAP will connect important origins and destinations in this area.

Map 3 LAAP network around Thaltej and Thaltej metro station



Doordarshan Kendra to Gurukul Road The length of this stretch from Doordarshan Kendra to Gurukul road is approximately 1 km having 30m right of way. This area serves as major commercial centre of the city with Himalaya mall, Ginger hotel and Maruti complex. Along with commercial activities, institutes like Swaminarayan Gurukul and Asia high school are also located on the road edge. SKUM School and Maharaja AgrasenVidyalaya are also located in 500m peripheral range of the corridor. A high rise residential colony called Indraprastha towers is also located along the corridor. Behind the road edge on north side of the corridor, dense residential area exists. There are government buildings like Gujarat BahumaliBhavan and government staff quarters also located along the corridor. A leading hospital named Sterling is also located in the peripheral range of the corridor along with many other clinics and hospitals. Buildings along the corridor are having more than five floors, where Indraprastha being the tallest with ten floors. An arterial road intersects the corridor at Gurukul junction, which leads to Bhuyangdev char rasta.

Map 4 Land use from Doordarshan Kendra to Gurukul Road The map below shows the LAAP for this stretch.



Map 5 LAAP network around Doordarshan Kendra metro station

Gurukul Road to Gujarat University The corridor from Gurukul road to Gujarat University road is having an approximate length of 0.9km with 30m existing right of way. The corridor serves majority of Gujarat University land area along and MemnagarGamtal on north direction in the peripheral area. Public amenities like Gujarat convention centre, Mahatma Gandhi Labour Institute, ApangManav Mandal and temporary exhibition space in University ground creates the location as prime space. Number of commercial activity in form of small shops and even in the form of commercial buildings like R3 mall exists along the corridor and within peripheral area. During festival season Navratri also organized by Government of Gujarat in Gujarat University ground. The health care facilities are also located near Helmet junction. Buildings along the corridors are four to five floors high. This part of the corridor intersects with 132’ ring road which is also the BRTS corridor. Helmet cross roads will be the interchange location for public transportation and thus will be serving as important destination along metro corridor.



Map 6 Land use from Gurukul Road to Gujarat University The map below shows the proposed LAAP for this stretch.

Map 7 LAAP network around Gurukul road metro station

Gujarat Universityroad to Commerce six roads The stretch fromGujarat University to Commerce six roads is 1 km in length with 26 to 30 m existing right of way. This stretch is the nearest destination to the Gujarat University and other colleges and is thus a very important destination along metro corridor. Prime institutions like CEPT University, B.K. School of management, L.M. School of Pharmacy and L.D. Engineering College are located within walkable range of the corridor. It is surrounded by commercial activity along the corridor and residential colonies and societies in the peripheral range. Students’ hostel areas, government office like HUDCO office and Audit Bhavan are also located in the 500m peripheral range of the corridor. Majority of the buildings are having height of four to five floors. Collector roads from neighbourhood areas



intersect the corridor. These roads are lead to dense residential areas. The BRTS corridor terminates at L.D. Engineering College and is within walkable range of the metro corridor.

Map 8Land use from Gujarat University to Commerce six roads The map below shows the LAAP for this stretch.

Map 9 LAAP network around Gujarat University and Commerce Six Roads metro stations

Commerce Six Road to Stadium The length between Commerce six roadsto stadium is approximately 1 km with 18 to 24m right of way. The major land use along the corridor includes commercial, residential, recreational as well as institutional. This corridor and its peripheral area have balance of mixed land use. The corridor is surrounded with Gujarat Sport complex, health care facilities including Samved hospital, Nidhi multispecialty hospital, MRI centre,



Vedanthospital, H.L. College of commerce, restaurants, main post office and dense residential area. Buildings on the corridor edge are five to six floors high while residential area is having tenements. The corridor intersects with C.G. Road at Stadium Panch Rasta. C.G. Road being high commercial area, high passenger volume is expected to cater through this metro station. Swastik Char Rasta and Navrangpura AMTS bus stop are within walkable range of the corridor.

Map 10Land use from Commerce Six Road to Stadium The map below shows the LAAP for this stretch.

Map 11 LAAP network around Stadium and Old High Court metro stations



Stadium to Old High Court andUsmanpura on the northern side The stretch between Stadiums to Old High Court is 0.75 km in length with 14m to 18m existing right of way. The major land use around this corridor is commercial with retail market and offices. The peripheral range of the corridor caters to Sardar Patel Stadium, Income tax office, Akashvani Kendra, Vruddhashram, Dinesh hall along with old residential societies within. The corridor is further leading towards eastern side of the city by crossing Sabarmati river front and the river. This part of the corridor is intersecting North South Metro corridor at Old High Court. Together this section of the corridor is creating important interchange station. Combining influence area of this includes all commercial activities along corridors e.g. Sardar Patel stadium, Gujarat Vidyapith, Usmanpura Municipal Corporation, Hotel Fortune Landmark, Darpan dance academy and Navrangpura Municipal ground. This area is also proposed to be developed as future CBD of Ahmedabad in the new Development Plan.

Map 12 Land use from Stadium to Old High Court and Usmanpura on the northern side The map 11 in the paragraph above shows the LAAP for this stretch.

Old High Court to Shahpur This section is important since it connects eastern and western parts of the city. It also passes through Sabarmati River and goes underground in the eastern part of the city near Shahpur area. This part of the corridor can be accessed through underpasses from different stations. Area near this corridor includes municipal schools and wholesale markets near Shahpur as well as high density residential areas. This area is an access to walled city of Ahmedabad.



Map 13Land use from Old High Court to Shahpur The map below shows the LAAP for this stretch.

Map 14 LAAP network around Shahpur metro station

Shahpur to Gheekanta The section has two metro stations Shahpur and Gheekanta. The corridor turns towards Kalupur railway station near Sakar bazaar. The length of this underground section till Sakar bazaar is approximately 4km. This area is belongs to walled city of Ahmedabad. This densely populated area of walled city has commercial activities on road edges and equally high ratio of residential properties. The locality generally caters to mixed use with commercial, retail, residential and institutional uses within vicinity of metro corridor.



Wholesale markets, retail markets, St. XaviersSchool, district court, concert halls, Jama masjid, temples, Jilla Panchayat building are major uses around this corridor. This area of walled city has many heritage monuments which are declared by the Archaeological survey of India.

Map 15Land use from Shahpur to Gheekanta The map below shows the LAAP for this stretch.

Map 16 LAAP network around Shahpur and Gheekanta metro stations

Gheekanta to Kalupur railway station Gheekanta to Kalupur bazaar section majorly caters to railway station area near Kalupur and part of Relief road, Chokha bazaar, fruit market and Sakar bazaar having length of



0.9km. This section crosses Kalupur Railway station and has metro station on Saraspur side (eastern side of the railway station). Currently Part of Saraspur exit for Kalupur Railway station is not very active in terms of other commercial activities as well as availability of public or para transit service. The location of Kalupur metro station on the eastern side will support in decongesting Kalupur area on the western side of the station. The BRTS corridor is serving the western side of the station area already. There is also a proposal to shift AMTS services from Kalupur terminal to Saraspur. This will ensure even better integration with the metro. Overall, this station will be a primary interchange for the metro with regional and suburban rail.

Map 17Land use from Sakar bazaar to Kalupur railway station The map below shows the LAAP for this stretch.

Map 18 LAAP network around Kalupur metro station and Kankaria East



Kalupur railway station to Apparel Park via Kankaria East The section between Kalupur Railway Station and Apparel Park caters to industrial land use along the corridor. Major industries like Ashima Textiles and GIDC Apparel Park are located on southern part of the section whereas northern part of this section includes residential colonies near Gomtipur and Jantanagar. The BRTS corridor leading towards SoniniChali also crosses this section of the east west corridor near Gomtipur thus, Kalupur Railway station is being interchange station for all public transit modes available.

Map 19Land use from Kalupur railway station to Apparel Park The map below shows the LAAP for this stretch.

Map 20 LAAP network around KankariaEast and Apparel Park metro stations



Apparel Park to Amraiwadi The length of this section of the corridor is 1.2km. From this section onwards, the corridor will have elevated structure. The major land use along the corridor is again industrial with many small scale industries. The peripheral area in the northern part of the corridor includes dense residential societies including Jantanagar, Amraiwadi, Jay Bhavaninagar and Indiranagar. Schools managed by Municipal Corporation are also located within vicinity of this section. This corridor intersects 132’ ring road at Swastik char rasta. 132’ eastern ring road leads towards Memco junction in the north direction and Narol junction in South, which is a major arterial and parallel to Narol Naroda National highway connectivity for catering local traffic.

Map 21 Land use from Apparel Park to Amraiwadi The map below shows the LAAP for this stretch.

Map 22Apparel Park to Amraiwadi



Amraiwadi to Rabari Colony The length of this section from Amraiwadi to Rabari Colony is 1.3km. The major land use along the corridor is industrial with small scale industries and retail shops and dense residential within 500m vicinity on both side of the corridor. The major residential colonies include Rajivnagar, Satyamnagar, Ambicanagar and Shivanandnagar. Municipal schools are also located within vicinity of this corridor. This section is intersecting with Narol Naroda Highway at Rabari Colony junction. This arterial road is also serving as BRTS corridor. In future Rabari Colony will be interchange node for many commuters.

Map 23Amraiwadi to Rabari Colony The map below shows the LAAP for this stretch.

Map 24 LAAP network around Amraiwadi and Rabari Colony Metro station



Rabari Colony to Vastral The length of this section is 1.5km with 18-26m right of way. The major land use along this corridor is residential. The walkable range within this part of the corridor small and large scale industries including Surelia estate and Khandelwal estate are also located. The dense residential societies include GanjendraPark, JhadeshwarPark, Parmeshwar Park, Maruti tenements, Shiv Park, Arbudanagar, Hari Om society and Ram rajyanagar within vicinity of the corridor. Commercial activities along the road side also can be observed. A garden near canal has also developed and Bhavna higher secondary school is also located along the corridor. Many buildings are mainly residential having maximum of two floor height where Bhavna school and Shivalaya shopping complex being four to five floors high. Mainly collector roads from neighbourhood areas leading towards the corridor.

Map 25Rabari Colony to Vastral The map below shows the LAAP for this stretch.

Map 26 LAAP network around Vastral metro station



Vastral to Vastral gam via Nirant Cross road The corridor from Vastral to Vastral gam is 1.7km in length with 24m right of way. The major land use along the corridor is residential including Tejendrapark, Shiv Sukhnagar, Girivar home and Madhavnagar. The locality from Vastral to Vastralgamtal is under development and coming up with many residential townships. The corridor is intersecting with S.P. ring road at VastralChokdi. S.P. Ring road is one of the major entry for the city. An interchange with regional transit services is also an opportunity to develop a transit node.

Map 27Rabari Colony to Vastral to Vastral Gam via Nirant Cross road The map below shows the LAAP for this stretch.

Map 28 LAAP network around Nirant and Vastral Gam metro stations



17.5.4.2 North South Corridor: Motera Stadium to APMC (18.62 km) The corridor measuring 18.62 km of length has road widths varying from 18.0m to 100 m. It holds many city level landmarks and is the most important arterial link along the river Sabarmati that facilitates connections for eastern walled city to western newer developments through river bridges. It is major institutional, commercial spine of the city offering connectivity to some of the important suburbs like Chandkheda, Tragad, Ramdevnagar,Wadaj, Vasna, Sarkhej, etc. and has now become integral part of the city. The stretch from Usmanpura to Ellis Bridge is also identified as C.B.D. in proposed D.P. of Ahmedabad and has high end commercial and office spaces with social and educational institutions. The upcoming malls, presence of recreational spaces, institutes and the upcoming riverfront project has made this street a vibrant and active street in the city context. Old High Court being a continuous long stretch has given connectivity to many important places and destinations and is transforming rapidly. The stretch fromV.S. Hospital and terminating at APMC has a peculiar character. It passes through various suburbs such as Madalpur, Vasna, Sarkhej, etc. The residential character at the edges of this corridor is getting transformed to mix use, commercial and Institutional along the edges whereas the intact old residential fabric can be still observed in the inner areas. The alignment thus benefits the variety of users. The stretch wise description is elaborated considering direction of movement from ‘from node’ to ‘to node’ referring as LHS and RHS for respective stretches to describe adjoining land uses, activities, major landmarks, etc.

Motera Stadium to Sabarmati This stretch is part of Visat - Gandhinagar highway link with wide expanse of road width as 100 m. This area is rapidly transforming as it is strategically located between Gandhinagar and Ahmedabad and hence can be seen as a potential connection tothe administrative town, institutional campuses, residential and commercial hub. The edges are characterized bycommercial developments with mall typology like Sangath mall, D mart mall, 4D mall, along LHS and institutional developments like IIT Gandhinagar campus (temporary), schools, residential societies such as Harikrupa society, Rima park, Raichandnagar, etc on RHS. Towards Visat junction, low rise residential development can be seen with clusters of individual bungalows, row houses whereas dense high rise multi story apartments at inner areas. The New C.G. road junction further up towards north- west, connects Chandkheda. This road holds mix use at edge with residential neighbourhoods dotted with renowned schools like Sakar, Poddar, etc. The transformations in the vicinity are direct implications of the developmental scenario for this area and connectivity to these important destinations and neighbourhoods can enhance this further.



Map 29Land use near Motera Stadium Visat junction is a major landmark of the vicinity and acts a node from where various trips are generated to destinations such as Gandhinagar, Chandkheda through different modes of transports. Presence of auto rickshaw stand, GSRTC stop, GIFT city stop, BRTS station along with Visat Petrol and CNG station, Adani CNG station are some of the features that characterize this junction. It is the first major stop for the daily commuters to Gandhinagar. The junction gives very good opportunity for the passengers to interchange between various public transport systems such as Metro, BRTS, GSRTC, IPT, AMTS, etc. The stretch from Visat junction to Toll Naka of 60m right of way holds residential activities along RHS and chunks of small campuses like Sabarmati industrial society, old ONGC office premise, etc. along LHS. The intersection between Visat and Toll Naka also connects upcoming residential development called new Ranip and suburb Tragad towards western side. Motera international stadium, a landmark is accessed from Toll Naka junction is one of the major activity generators in the area and can be identified as a big catchment zone for future connectivity. The access road to the stadium further down connects S.P. ring road is again a transforming street with lots of mix use and residential development coming up along its edge. Motera Toll Naka to Ramdevnagar is a very active stretch that holds small scale commercial activities like Beronet mall along LHS and Ramdevnagar market along RHS is again a major activity generator. This serves as an important market place for local area. There are hospitals and other social institutes also that cater to the local neighbourhood. The stretch from Ramdevnagar to Sabarmati shows majorly residential zone with small scale commercial development and workshop oriented activities along edges. The areas inside have dense residential fabric along with colonies for railway employees.



Map 30Visat junction to Sabarmati The map below shows the LAAP for this stretch.

Map 31 LAAP network around Visat and Sabarmati metro station

Sabarmati to AEC (Torrent Power Station) The major land use along the stretch from Sabarmati towards Chimanbhai Bridge is of residential use with presence of many important activities like Municipal swimming pool, Sabarmati railway station, Torrent power house, etc. next to the road. This stretch with 60 m right of way and 1.6 km length has campus developments along LHS whereas emergence of low rise apartments, commercial spaces, municipal offices, schools can be observed along RHS. This road towards eastern side is within the close vicinity of Sabarmati and gives access to river through Acher village. The access to crematorium at Acheris an important activity in this area. Torrent junction (AEC) is a very active node as it further towards its western side gives access to Sabarmati railway station. The rail over bridge connection called ChimanbhaiBridge is the only link from Sabarmati suburb to Ahmedabad city which starts from here. This node can function efficiently as interchange between Metro, BRTS, AMTS, IPT, etc. to enhance the connectivity and facilitate more passengers.



Map 32 Sabarmati to AEC (Torrent Power Station) The map below shows the LAAP for this stretch.

Map 33 LAAP network around Sabarmati railway station

AEC to Ranip via Sabarmati Railway Station ChimanbhaiBridge, an important 2 lane rail over bridge link of 1.15 km of length, connects Torrent junction with RTO junction. RTO junction is a terminating point for 132 feet ring road from western side and Old High Court from eastern side and RTO to Chandkheda corridor from northern side. This junction gives way to many city scale important places in the precinct like Regional transport office, Jail staff training centre,exhibition ground at the junction andCentral Jail, AmbedkarBhavan towards north-west. It establishes connection through SubhashBridge to eastern side that further connects Sabarmati riverfront, Shahibaug, historical walled city and road to Airport and Kalupur railway station for the residents across the river on western side. GSRTC stop, AMTS stop and BRTS station



makethis node as a potential interchange location forpublic transport systems that exist along with proposed metro alignment. Many other important destinations are located in the walkable range of the corridor. The stretch from RTO to Ranip of length approximately 1 km connects Ranip dense residential development towards north and Ramapir-no-Tekra slums near Wadaj.

Map 34Land use from AEC to Ranip The map below shows the LAAP for this stretch.

Map 35 LAAP network around Sabarmati and AEC metro stations

Ranip to Vijaya Nagar via Wadaj The alignment passes through Wadaj and Akhbarnagar, majorly a residential cum mixed land useand green allocated pockets. Akhbarnagar proves to be a very important area since it has a large AMTS depot as well as BRTS station. The stretch from Akhbarnagar to Ranipconsists of multiple activities. It acts as a transit node holding AMTS terminal, ESI hospital, auto stands at the junction and BRTS station. Vijaynagar is mainly a residential area.

Sabarmati railway station



Map 36Land use from Ranip to Wadaj The map below shows the LAAP for this stretch.

Map 37 LAAP network aroundWadaj and Vijaynagar metro station

Vijaya Nagar to Usmanpura The alignment passes majorly residential area the Usmanpura station is located near Sardar Patel Stadium. It also has vicinity to the Gujarat Vidhyapeeth . The land use on the Ashramroad adjacent to the stretch is mainly commercial having buildings like fortune landmark and Ahmedabad municipal corporation office.



Map 38Land use from Vijaynagar to Usmanpura

The map below shows the LAAP for this stretch.

Map 39 LAAP network around Usmanpura and Vijaynagar metro station

Usmanpura to Old High Court intersection Description for this section can be referred in the corridor description for East west corridor.



Old High Court- Gandhigram The institutional and commercial character of Old High Courtis in the vicinity or the stretch. It includes Mount Carmel school, school for deaf and dumb, office of Times of India, Navrangpura police station. Nearby times of India junction to VallabhSadan area has recreational, institutional and commercial as adjoining land uses. It includes landmark buildings like ATMA house, City gold multiplex, Shiv cinemax, GarviGurjari, VallabhSadan, etc. VallabhSadan junction defines direct and main entry point to Sabarmati riverfront. Apart from several other activities, kite festival also becomes one of the activity generators attracting lot of people to this precinct and thus, can be termed as a potential node along the alignment. Nearby Mithakhali junction on the western side is also a very important node. The alignment connects Gandhigram Railway station which is one of the important regional railway stations of the city. As well has proximity to the alignment gives proximity to many important destinations or places situated in a walkable distance in the surrounding area that would facilitate more people.

Map 40Old High Court to Nava Gandhigram The map 40 depicts the LAAP for this stretch.



Map 41 LAAP network around Old High Court metro station

Gandhigram toPaldi The corridor from GandhigramtoPaldialong the railway line has the closest vicinity to the Ashram road as well as Ellisbridge, an important node. Important landmarks such as Town hall, M.J. library and V.S. hospital, Gujarat College are within the walking vicinity of the Metro alignment. The V.S. hospital situated further down towards south west of the corridor is the major landmark and nucleus of activities giving rise to supporting activities such as hawking, small scale retail shops and other commercial developments

Map 42Land use from Nava Gandhigram to paldi The map 42 shows the LAAP for this stretch.



Map 43 LAAP network around Gandhigram metro station

Paldi to Shreyas crossing The area between Paldi to Shreyas crossing is majorly residential area one of the important nodes in the vicinity is Paldi junction. The majority of activities cater to transport oriented activities at Paldi junction as this junction is well located in the proximity to city and city outskirts. Paldi GSRTC terminal and private transport hub is the prime destinations of this area. Thus the prevailing land use is in tune with these activities

Map 44Land use from Paldi to shreyas crossing The map below shows the LAAP for this stretch.



Map 44 LAAP network around Paldi and Shreyas crossing station

Shreyas Crossing to Rajiv Nagar The stretch from Shreyas crossing to Rajivnagar is predominantly residential along with small scale commercial areas. DharnidharShreyas foundation is on the north of the alignment within the walking distance. Jivraj Mehta hospital is located on the south of the area; the hospital is well known and attracts complimenting activities around the area.

Map 45Land use from Shreyas crossing to Rajivnagar



The map in the section – Rajivnagar to Shreyas Map 46, crossing shows the LAAP for this stretch.

Map 46 LAAP network around Shreyas crossing and Rajiv Nagar

Rajiv Nagar to Jivraj Park This area gives connectivity to important areas in western part like Vejalpur, Shyamal char rasta which connects to Anandnagar and Vastrapur. The area along the alignment is mainly residential and mixed land use.

Map 47Land use from Rajiv nagar to Jivraj



The map below shows the LAAP for this stretch.

Map 48 LAAP network around Rajivnagar and Jivraj metro stations

Jivraj Park to APMC market Land use along the corridor includes various small scale commercial setups with residential areas in the inner areas. Agricultural Produce Market Committee’s (APMC) Building is the dominant activity in the precinct and thus all other existing activities have come up as supporting activities. The loading, unloading spaces, parking areas for multi axle vehicles, auto stands, cycle stands, small scale retail shops, hawkers, repairing workshops, etc. are some of the activities that can be observed in the area. The junction towards north-west connects city’s prime areas such as Jivraj park, Shyamal, Shivranjini, IIM, etc. through 132 feet ring road and further down towards south west side connects Sarkhej – Gandhinagar highway. The 132’ ring road is also a future BRTS corridor. The junction thus, also gives opportunity to create interchange at this location with other modes. The next junction to APMC is Vishala, which further offers connectivity to Narol – Sarkhej road and S.P. ring road.



Map 49Jivraj Park to APMC market The map below shows the LAAP for this stretch.

Map 50 LAAP network around APMC andJivraj metro stations



17.5.5 Conceptual design The lack of high quality pedestrian access and facility discourages the commuters to shift to public transport despite being offered excellent public transportation system. Besides that, cyclists are also sharing the carriage way for daily commuting and face high risk of accidents with fast moving traffic. Therefore, the first priority should be given to improve pedestrian access from various origins to Metro stations. In many areas, footpaths are not built due to fear of encroachments by street vendors. A better approach would be to integrate vendors in street design so that they have dedicated space.

Picture 1: Lack of adequate footpaths and dedicated cycle tracks

Picture 2: Provision of adequate footpaths and cycle tracks The local government has to aim to make the footpaths clear from all types of encroachments. In residential areas, footpaths are constructed but have frequent interruptions of property entrances. An appropriate design solution should be adopted to manage the need of pedestrians and access management to private properties. Upgrading the footpath pavement quality is also an important factor.

Picture 3: Footpaths interrupted due to property access and other amenities

Picture 4: Designing continuous and uninterrupted footpaths taking care of its contextual needs. Pedestrians are not willing to use footpaths because they are not properly cleaned. There are various roads where the foot path widths are less than 1 m. which becomes verydifficult to walk on. Additionally, footpath width is also not adequate for pedestrians to walk in both directions. By placing appropriate street furniture and activity generators, footpath edge can become active edge and pedestrian will prefer to use footpath for walking. Additionally, landscaped areas can also be developed at regular intervals between benches to make footpaths inviting and visually appealing place to use it. It is recommended to plant trees to create comfortable walking environment



Picture 5: Pedestrians walking on road due to narrow footpaths

Picture 6: Designing wide footpaths pedestrian demand.

Picture 7: Roads without footpath Picture 8: Adding footpaths where needed and planned. There are various roads in Ahmedabad where there is no provision of footpaths. Especially roads adjacent to fly overs, internal roads, roads with lesser road width less than 12 m are observed to be lacking footpaths. Provision of footpath on such roads becomes very important for pedestrian safety as well as providing accessibility to the metro stations. 17.6 FEEDER SYSTEM The present AMTS and BRTS transportation system both will act as feeder system for Metro. The feeder routes of proposed AMTS network will act as principal feeder system for Metro as well as BRT and AMTS. The proposed route structure of AMTS route consists of 21 feeders. BRT will feed to the Metro stations at selected interchange locations. The section below gives details on feeder systems for each metro station.

17.6.1Thaltej to Helmet Cross Roads Four metro stations are planned on this stretch. The proposed feeder services for each station are described below. A) Thaltej



There are two AMTS routes which feed to this metro stop. One is route no FL23 which connects to Judges bungalow area on south side of metro stop and another is route no Radial (R) 18 which connects Memnagar and Ujala circle via this metro stop. B) Drive-in Cinema There are four AMTS routes which feed to this metro stop. Route no R18 connects Memnagar and Ujala circle via this metro stop. FL07 route connects Vastrapur Lake, Apha mall area. Route FL06 connects Bhaikakanagar, Thaltej lake area C) Helmet Cross Road There is one AMTS route and BRTS routes feeding to this metro stop. FL07 route is connecting Vastrapur lake, Alpha mall etc. Also BRTS routes are acting as feeder to this metro stop. The map below shows the feeder routes for the three metro stations.

Map 51 Feeder services between Thaltej and Helmet Cross Roads

17.6.2 Commerce Six Roads to Old High Court (Income Tax) Three metro stations are planned on this stretch. The proposed feeder services for each station are described below.



A) Commerce Six Roads There are four AMTS routes which feed to this metro stop. Route no R18 which connects Memnagar and Ujala circle via this metro stop. FL07 route is connecting Vastrapur Lake, Alpha mall area. Circular (C) 03 is Naroda to Naroda circular route of AMTS via this stop. B) Stadium There are three AMTS routes which feed to this metro stop. Route no FL08 which connects Naranpura area at north. Route no FL24 is connecting University area and Gulbaitekra. Route no C01 is Paldi to Paldi circular route of AMTS via this stop. C) Old High Court There is one AMTS routes which feed to this metro stop. Route no FL25 which connects Sardar Patel Colony at north and CG Road at south of the stop. The map below shows the feeder routes for these three metro stations.

Map 52 Feeder services between Helmet Cross Roads and Old High Court

17.6.3 Shahpur to Gheekanta Two metro stations are planned on this stretch. The proposed feeder services for each station are described below. A) Shahpur There is one AMTS route which feed to this metro stop. Route no FL26 is connecting Cama hotel road and Mirzapur Road to this stop.



B) Gheekanta There are two AMTS routes which feed to this metro stop. Route no R07 which is connecting Sarkhej and Meghaninagar via this stop and route no C01 is Lal Darwaza to Lal Darwaza circular route via this metro stop. The map below shows the feeder routes for these metro stations.

Map 53 Feeder services between Shahpur and Gheekanta

17.6.4 Kalupur to Amraiwadi Four metro stations are planned on this stretch. The proposed feeder services for each station are described below. A) Kalupur Railway Station There are four AMTS radial routes which feed to this metro stop. Route no R12 is connecting Vastral and Sarangpur via this stop, route no R14 is connecting Saraspur and Odhav GIDC, Route no R15 is connecting Saraspur and Kathvada and Route no R16 is connecting Saraspur and Nava-Naroda. This metro stop is also connecting regional railway station. B) Kankaria East There is one AMTS radial route which feed to this metro stop. Route no R12 is connecting Vastral and Sarangpur via this metro stop.



C) Apparel Park There is one AMTS ring route which feed to this metro stop. Route no C02 is connecting Wadaj to Wadaj via this metro stop. D) Amraiwadi There is one AMTS ring route which feeds this metro stop. Route no C03 is connecting Naroda to Naroda via this metro stop. The map below shows the feeder routes for these metro stations.

Map 54 Feeder services between Kalupur and Amraiwadi

17.6.5 Rabari Colony to Vastral Gam Four metro stations are planned on this stretch. The proposed feeder services for each station are described below. A) Rabari Colony There is one AMTS route which feeds this metro stop. Route no FL27 is connecting Mahadevnagar, JagadishIndustriesetc. area. It is also connected by BRTS routes. B) Vastral There are two AMTS routes which feed this metro stop. Route no FL27 is connecting Mahadevnagar, Jagadish Industries area. Route no FL17 is connecting CTM, Ramol road, Galaxy road etc. C) Nirant Cross Road



There is one AMTS route which feeds this metro stop. Route no C04 is LalDarwaza to LalDarwaza radial route via this metro stop D) Vastral Gam This is the last stop on east side of East – West line. There is one AMTS route which feed to this metro stop. Route no FL28 is connecting Gatrad, Chosmia and Odhav. The map below shows the feeder routes for these metro stations.

Map 55 Feeder services between Rabari Colony and Vastral

17.6.6APMC to Shreyas Crossing Three metro stations are planned on this stretch. The proposed feeder services for each station are described below. A) APMC This is the last stop on south side of North – South line. There are four AMTS routes which feed to this metro stop. Route no FL11 is connecting Juhapura, Vejalpur and Vasna area. Route no FL20 is connecting Sarkhej to this metro stop. Route no C04 is LalDarwaza to LalDarwaza Circular route via APMC metro stop. The proposed BRT from APMC to Shivranjani will also feed this metro station. B) Jivraj



There is one AMTS route which feed to this metro stop. Route FL12 is connects Vasna, Bhatta, Paldi. C) Rajiv Route FL11 is at a close proximity to Rajiv station, a planned interchange need to be provided for seamless interchange. The map below shows the feeder routes for these metro stations.

Map 56 Feeder services between APMC and Shreyas Crossing

17.6.7Shreyas Crossing to Gandhigram Three metro stations are planned on this stretch. The proposed feeder services for each station are described below. A) Shreyas Feeder route R19 connects the Metro station to two AMTS terminals Paldi and Vasna in the vicinity is connected to the station. B) Paldi There are two AMTS route which feeds this metro stop. Route FL29 is connects Ellisbridgeand Netaji road and radial R06 which connects CN Vidhyalaya, Shyamal and Prahladnagar Garden. C) Gandhigram



There are two AMTS route which feed to this metro stop. Route R5 is radial route connecting LalDarwaza and SindhuBhavan via this metro stop and R19 is circular route connecting LalDarwaza via this metro stop.Although route R19 is at a distance of 200 mts from the stop a planned interchange is desirable The map below shows the feeder routes for these metro stations.

Map 57 Feeder services between Shreyas Crossing and Gandhigram

17.6.8 Usmanpura to Ranip Four metro stations are planned on this stretch. The proposed feeder services for each station are described below. A) Usmanpura There are two AMTS routes on each side of the station that feed to this metro stop. Route C02 is Wadaj to Wadaj ring route via this stop location. Route FL08 is connecting Naranpura, Usmanpura area. B) Vijay Nagar There is one route on AMTS routes which feed to this metro stop. Route C03 connects WadajNaranpura and eastern part of the city. C) Wadaj



There are two AMTS routes which feed to this metro stop. Route C04 and Route FL02 is connecting Akhbarnagar. Akhbarnagar AMTS terminal is adjacent to the Metro Station along with Akhbarnagar BRTS stop D) Ranip There are two AMTS routes which feed this metro stop, route FL02 is connecting Akhbarnagar, Ranip area. Route no R02 is radial route connecting Wadaj and Nirma College.Ranip BRT stop also feeds to stop The map below shows the feeder routes for these metro stations.

Map 58 Feeder services between Usmanpura and Ranip

17.6.9 Sabarmati Railway station to Motera Stadium Four metro stations are planned on this stretch. The proposed feeder services for each station are described below. A) Sabarmati Railway Station There is one AMTS route which feeds this metro stop. Route R01 connects Wadaj and Koba via this metro stop. B) Sabarmati Railway Station There is one AMTS route which feeds this metro stop. Route R01 connects Wadaj and Koba via this metro stop.



C) Sabarmati There is one AMTS route which feeds this metro stop. Route FL01 connects Chandkheda and New CG Road to this stop D) Motera Stadium There is one AMTS route which feeds this metro stop. Route FL01 connects Chandkheda and New CG Road to this stop. The map below shows the feeder routes for these metro stations.

Map 59 Feeder services between Sabarmati and Motera



17.6.10 Summary of feeder routes The summary of feeder routes for each metro station is given in the table below. The details for the bus routes and BRT routes are attached in annexure. Table 1 Summary of feeder routes

No Metro Stations Bus Route BRT Route

1 Thaltej MF1, R18 Drive-in Cinema R18,FL07,C03,FL06 DoordarshanKendra R18 Gujarat University FL07 BRT10, BRT11, BRT20 Commerce Six Road FL08, MF02

2 Stadium MF02, FL08, C01 Old High Court ( income tax) MF03 Shahpur MF04 3 Gheekanta R07, C04 Kalupur Rly. Stn. R12,R15,R16,R14 BRT18, BRT19 4 Kankaria East R14 Apparel Park C01 Amraiwadi C02 Rabari Colony MF05 BRT11, BRT12, BRT16 5 Vastral FL17, MF05 Nirant Cross Rd. C03 Vastral Gam MF06 APMC FL11,FL20, C04 6 Jivraj FL12 Rajiv Nagar FL11 Shreyas crossing R18 7 Paldi R29, R06 Gandhigram R05, R19 BRT (Townhall) Usmanpura C02,FL08 8 Vijaynagar C03 Vadaj C04,FL02 BRT (Akhbarnagar) Ranip FL02 BRT (Bhavsar Hostel) Sabarmati Rail Stn R01 BRT 9 AEC R01 BRT Sabarmati G13, FL01 Motera Stadium FL01



17.7 INTERCHANGE STATIONS A transport interchange is a place where passengers and goods are exchanged between vehicles or between transport modes. Interchange can be either the physical action of transferring between services or modes as part of the passenger’s journey or it can be the physical location that provides access to the Public Transport system.(IMP, Ahmedabad). 17.7.1 Type of Interchange Interchanges permit riders from particular mode of transport to move and board same or different mode in order to reach their desired destination. Interchanges can be of several types, depending on available modes of transport. Transfer may happen between the same modes or among different available public transport. Interchanges bring public transport together. For example metro station can have interchanges with metro on particular corridor connecting metro station of different corridor or, Metro stations may have interchange with BRTS, AMTS and even rail. Interchange helps to integrate various means of transport system under a common node. Some of the identified types of interchanges along the Ahmedabad Gandhinagar metro corridor are as followed; 1. Metro - Metro Interchange; connecting particular metro station with another metro corridor 2. Metro- BRTS Interchange; connecting Metro Station with BRTS 3. Metro - AMTS Interchange; connecting Metro with AMTS 4. Metro – Rail Interchange; connecting Metro with Rail Interchanges increases flexibility of movement and gives commuter option to avail multiple public transports at a common station. BRTS is the high capacity public transport system while metro and rail are considered to have even higher capacity than BRTS. 17.7.2 Level of Interchange Interchanges can be of different levels, depending on the types of interchange. The four modes of transport mentioned above are under four different authorities. Metro is a Special Purpose Vehicle (SPV) under Metrolink Express for Gandhinagar and Ahmedabad (MEGA), BRTS is also an SPV under Ahmedabad Janmarg Limited (AJL), AMTS is under Ahmedabad Municipal Corporation (AMC) and Railways comes under Indian Railways. Design aspect of interchange needs prior planning for seamless mobility and transfer from one mode to other. The multiple authorities or institutions involved needs to take necessary decisions for efficient functioning. Level 1 Level I interchange refers to the first type of interchange, which is metro to metro interchange. Under such category, single authority is responsible. It also involves transfer of people from Metro to Rail and Metro to Rail to BRT. Under such category multiple authorities are involved. Ahmedabad BRTS is considered to be the closed system, as mixed traffic is not allowed on the BRTS corridor. The same is the scenario with rail. Therefore level 1 interchange will involve integration Metro with Metro and Metro with closed system of BRTS and Railways. Level 2



Level 2 interchange refers to integrating Metro with BRTS. Two SPV’s AJL and MEGA will play role in such interchange. Another aspect to be taken care is integrating at-grade BRTS with elevated and underground Metro. Level 3 Level 3 interchanges also involve integrating multiple authorities, MEGA and AMC, but the typology is different because metro has to be integrated with the open system of AMTS. In this level of interchange AMTS will function more as a feeder to the Metro corridor.

Figure 3 Different levels of interchanges in Ahmedabad

17.7.3 Ahmedabad Metro Interchange stations: In order to develop an integrated public transport system, where one mode acts as a complimentary mode to another mode rather than its competitor, a trunk and feeder system of transportation network, which has been developed, would lead to incidences of transfers of passengers from one mode to the other. These interchange points are required to be seamless and barrier- free. Thus, this part of the study lays down principles for identification of interchanges within the city of Ahmedabad, determine the various typologies of interchanges, and thus identify the locations of various types of interchanges that needs to be developed all over the city of Ahmedabad for a seamless, barrier- free transportation experience. The level of interchanges on each metro station is defined on the basis of the parameters described above. Details of interchange and map showing the level of interchanges on metro corridor are shown below.

Metro

Metro

Metro

Metro

Rail

Rail BRTS

Metro BRTS

Metro AMTS

Level 1

Level 2

Level 3



Table 2 Levels of interchange for metro stations

No Metro corridor Metro Stations AMTS BRTS Rail Metro Level

1

Thaltej- Vastral

Thaltej Yes No No No 3 Doordarshan Kendra Yes No No No 3 Gujarat University Yes Yes No No 2 Commerce Six Road Yes Yes No No 2 2 Stadium Yes No No No 3 Old High Court ( income tax) Yes No No Yes 1 Shahpur Yes No No No 3 3 Gheekanta Yes No No No 3 Kalupur Rly. Stn. Yes Yes Yes No 1 4 Kankaria East Yes No No No 3 Apparel Park Yes No No No 3 Amraiwadi Yes No No No 3 Rabari Colony Yes Yes No Yes 2 5 Vastral Yes No No No 3 Nirant Cross Rd. Yes No No No 3 Vastral Gam Yes No No No 3

APMC - Motera

APMC Yes No No No 3 6 Jivraj Yes No No No 3 Rajiv Nagar Yes No No No 3 Shreyas crossing Yes No No No 3 7 Paldi Yes No No No 3 Gandhigram Yes Yes Yes No 1 Usmanpura Yes No No No 3 8 Vijay Nagar Yes No No No 3 Vadaj Yes Yes No No 2 Ranip Yes Yes No No 2 9 Sabarmati Rail Stn Yes No Yes No 3 AEC Yes Yes No No 2 Sabarmati Yes No No No 3 Motera Stadium Yes No No No 3



Map 60 Level of Interchange on Metro corridor

17.7.4 Principles for Developing an Interchange AMTS is it will work as a feeder service of BRTS and upcoming METRO in Ahmedabad. Proper interchange will be provided to transfer passengers from feeder to trunk. The interchanges that need to be developed for Ahmedabad are based on certain principles, which are as follows: • Every point where two or more public transport modes or routes of a public transport mode meet or coincide must be identified as an interchange. • Interchanges must be pedestrian- friendly. • Transfers within an interchange or within an interchange zone must be barrier- free • Interchanges must be designed in a manner that when one attempts to transfer from one mode to the other, the transfer occurs between secured spaces, except in case of a transfer between AMTS and other modes. • Every Metro and RRTS station must have a park and ride facility

17.7.5 Facilities for interchange Facilities within an interchange may be categorized into four types, namely, transit support facility, transit- oriented passenger facility, additional facility and back office facility. Usually additional facilities and back office facilities are available in only the Type I and Type II interchanges. The facilities available for the various typologies of interchanges identified for the city of Ahmedabad are listed below. It is to be noted that provision of facilities in an interchange depends heavily on the contextual needs and the table below is to be referred as just guidelines.



Table 3 Facilities for levels of interchange Facility Level 1 Level 2 Level 3 Enquiry Counter Medical/ Pharmacy Information Kiosk Wheelchair access Washroom Waiting Plaza Parking Ticket Vending Machine Security ATM Telephone Booth Food Court/ Coffee Shop Park and Ride Emergency First Aid Tourism Desk Rest Room Lost and Found Counter Internet Café Computer/ Printing Retail Shops Rental Car Service Kiss and Ride Bank Ticketing Centre Money Exchange Cloak Room Book Shops Offices Trip Planner Restaurant Customer Service Centre Super Market Control Office Staff Service & Facilities Goods Movement Facilities Maintenance Facilities (Green)- Advisable , ( Yellow) – To be provided in contextual need



17.7.6 Conceptual design / typical design: Conceptual designs for all the levels of metro station interchanges are discussed below. 17.7.6.1 Level 1 Interchange design: Kalupur Interchange. Kalupur, which is the major railway station for the city of Ahmedabad has been proposed to be developed as a Type- I interchange. The railway station, located at 23° 1'47.48"N latitude and 23° 1'47.48"N longitude, lies in the eastern part of the city. Kalupur interchange is expected to be the biggest interchange in Ahmedabad. At present, the railway station is connected by both the BRTS as well as the AMTS services, but in the future the railway station is supposed to be connected with the Gandhinagar- Ahmedabad Metro and a Regional Rapid Transit system. The introduction of these systems, would led to further increase in the footfalls in this station. Thus, this proposal aims to develop an interchange where pedestrians can make barrier- free movement and the public transportation modes are given priority. The interchange integrates Railway station, Metro station and BRT as well as AMTS. The Metro station and BRT station are on the opposite sides of the Railway station. Metro and BRT station are proposed to be connected via underground concourse which will also connect to the two entry points of Kalupur railway station both on east and west side. An integrated AMTS bus stop is also proposed right next to the Kalupur Metro exit gate.

hg Figure 4: Conceptual Design Layout of Kalupur interchange.

Integrated



17.7.6.2Level 2 Interchange design – Typical Metro-BRT Interchange Metro and BRT being closed systems a connection from the exit of metro station to the entry of BRT station should be designed. These close connections can either be elevated or underground as per contextual needs. The exit of the metro station is proposed to be planned next to the AMTS stop. Thus the passengers do not need to search for the AMTS stop after egressing from metro station.

Figure 5: Conceptual Design Layout for Level 2 interchange.

17.7.6.3Level 3 Interchange design: – Typical Metro-AMTS Interchange The exit of the metro station is proposed to be planned next to the AMTS stop. Thus the passengers do not need to search for the AMTS stop after exiting from metro station.

Figure 6- Conceptual design layout for level 3 interchange 17.7.7 COST ESTIMATES 17.7.7.1Cost estimates for LAAP The total length of proposed LAAP network for Metro is 150 Km. High quality pedestrian pathways, street furniture like benches, dustbins, bollards, street signages, pedestrian signages, cycle stands, railing, toilet blocks, landscape, tree guard, B.S. planters, street lights are proposed on the network. The cost for developing LAAP for Metro corridor is 525 cr INR. The cost estimates for LAAP are described below.



Table 4 Cost estimates for LAAP

Road Development Cost in cr Total length for LAAP Total cost in cr Pathway 0.75150 525

Storm water drain 1.25Electrical 1Street furniture 0.5Total cost per Km 3.5

17.7.7.2Cost estimates for Interchanges The maximum development cost is estimated for level 1 interchange is estimated as below. These are block cost estimates only. Table 5 Cost estimates for interchanges INTERCHANGE NO OF INTERCHANGE BLOCK COST IN CR TOTAL Level 1 1. Kalupur 80 160 Level 1 1. Old High Court 2. Sabarmati 15*2 Level 1 1. Gandhigram 50 Level 2 6 20 120

Total Cost 280 Note: These are block cost of the interchanges excluding the metro station costs.



17.8 ANNEXURE AMTS Radial

ID From To Via R01 Wadaj Koba Circle Sabarmati R02 Wadaj Nirma College Ranip, New Ranip R03 Wadaj Lapkaman Pallav cross road, Ghatlodia, Gota R04 Shilaj Gatrad Thaltej, Memnagar, LalDarwaja, Hatkeshwer R05 LalDarwaja Sindhu Bhavan Pakwan, Vastrapur, Navarangpura R06 Paldi Prahaladnagar Shyamal cross road, Jivraj Hospital R07 Sarkhej Meghaninagar Vasna, Paldi, LalDarwaja, Civil Hospital R08 Jamalpur Kamod Baherampura, Khodiyar, Pipalaj R09 Jamalpur Ropada Shah Alam, Isanpur, VatvaVillege R10 Maninagar Chosarapproch Ghodasar, BibiTalav, VatvaVillege R11 Maninagar Vinobabhavenagar Ghodasar village, Vatva GIDC, Vinzol R12 Sarangpur Vastral Gomtipur, Amraiwadi R13 Sarangpur Adinathnagar Ramrajnagar, Odhav GIDC (South) R14 Saraspur Odhav GIDC Krisnanagar, Viratnagar, Odhav GIDC (North) R15 Saraspur Kathwada Bapunagar, Nikol village R16 Saraspur Nava Naroda Anil Startch road, Saijpur, Krishnagar R17 Memnagar Vaisnov Devi Grukul road, S. G. Highway R18 Memnagar Ujala Circle Thaltej, Iscon, Prahaldnagar AMTS Ring ID From To Via C01 Paldi Paldi Navarangpura, Maninagar, Civil Hospital C02 Wadaj Wadaj Meghaninagar, Bapunagar, Hatkeshwer, C03 Naroda Naroda Akhabarnagar, APMC Vasna, Narol C04 LalDarwaja LalDarwaja Relif road, Gandhiroad, Kalupur (Circular) BRTS routes ID From To Via BRT10 Visat Kankaria RTO, Nehrunagar, Anjali, Dani limda BRT11 RTO Naroda Nehrunagar, Dani limda BRT12 Anjali Naroda Narol, Dani limda BRT13 Odhav Ajit mills Soninichali BRT14 Iscon Maningr Danilimbda, Anjali, Nehrunager, shivranjani BRT16 Narol Naroda Soninichali BRT17 AEC DelhiDarw Nehrunagar, University Kalupur BRT18 Chandkheda odhav Wadaj,Delhidarwaja BRT19 Naroda APMC Anjali, Lalupur, Townhall BRT20 APMC Gota shivranjani, memnagar

CHAPTER 18 - COST ESTIMATES

DPR for Ahmadabad Metro Rail Project March 2015 1/13

Chapter - 18

COST ESTIMATES 18.1 INTRODUCTION Project Cost estimates for the Ahemdabad metro rail network has been prepared covering civil, electrical, signalling and telecommunication works, rolling stock, environmental protection, rehabilitation, considering 750v dc traction at March 2014 price level, both for Capital and Operation & Maintenance costs.

While preparing cost estimates, various items have generally been grouped under three major heads on the basis of:- (i) Route km. Length of alignment (ii) No. of units of that item and (iii) Item being an independent entity. All items related with alignment, whether in underground or elevated or at-grade construction, permanent way, traction, signalling and telecommunication, have been estimated on rate per route km/km basis. Route km. cost for underground alignment construction, excludes station lengths. Station lengths (260m) have to be done by cut and cover in general and by tunneling under compelling exceptional circumstances. The rates adopted for underground stations include cost of civil structures and architectural finishes. Similarly, cost of elevated and at grade stations includes civil work for station structures, architectural finishes, platform roofing, etc. Provisions for electrical and mechanical works, air conditioning, lifts, escalators, etc, have been worked out separately. These rates do not include cost of permanent way, traction, power supply, signaling and telecommunication, automatic fare collection (AFC) installations, for which separate provisions have been made in the cost estimates. Similarly, for other items like Rolling stock, Traction & Power, VAC, etc, costs have been summed up separately. In remaining items, viz. land, utility diversions, rehabilitation, etc the costs have been assessed on the basis of each item taken as an independent entity. In order to arrive at realistic cost of various items, costs have been assessed on the basis of accepted/completion rates in various contracts, awarded for similar works by DMRC in Phase-III. A suitable escalation factor has been applied to bring these costs to March 2014 price level. Taxes & Duties such as Customs Duty, Excise Duty, Sales Tax, Works Tax, VAT, etc, wherever applicable, have been worked out on the basis of prevailing rates and included in the cost estimates separately.



The overall Capital Cost for the Ahemdabad metro rail network at March 2014 price level works out to Rs. 9835 Crores including applicable Taxes & Duties, as tabulated hereunder. Table 18.1 – Corridor-wise Details of Capital Cost

Sr. No. Name of the corridor Capital Cost

(Rs. Crore) Taxes & Duties

(Rs. Crore) Total

(Rs. Crore) 1. East-West Corridor 4951 864 5815 2. North-South corridor 3436 584 4020 Total 8387 1448 9835 Details and methodology of arriving at these costs are discussed in paras hereinafter.

18.2 CIVIL ENGINEERING WORKS 18.2.1 Land Land requirements have been kept to the barest minimum and worked out on area basis. Acquisition of private land has been minimised as far as possible. For underground and elevated alignment, no land is proposed to be acquired permanently, except small areas for locating entry/ exit structures, traffic integration etc. Elevated alignment is proposed to be located on the road verge and wherever, this is out side the road alignment, minimum land area about 20m wide is proposed for acquisition. Cost of Govt. land is based on the rate provided by the MEGA Company Ltd. Gandhinagar. Private land for MRTS project shall be acquired by MEGA and compensation shall be paid as per Land Acquisition Act 2013. The average rate of private land has been worked out to be Rs.18 Crore per hectare as provided by MEGA Company Ltd. Similarly average rate for govt. land has been taken 7.5 Crore per hectare to work out the cost of land. Provision for cost of land required for resettlement and rehabilitation has been made in the cost estimates. In addition to the lands required permanently, some areas of land (mainly Govt.) are proposed to be taken over temporarily for construction depots. Ground rent charges @ 5% per year for a period of 4 years have been provided for in project cost estimates. Details of the lands with their costs have been shown in corridor cost estimate.



18.2.2 Formation and Alignment (i) Underground section: In the underground section work is proposed to be done by Tunnel Boring Machines, or Cut and Cover method, or NATM, depending upon the site conditions. Rates adopted for cut and cover section, as well as for work to be done by T.B.M. are based on the DPR of DMRC Phase-IV, duly updated to March 2014 price level. Cost of mid section ventilation shaft wherever needed, has also been included. (ii) Elevated section: A good portion of alignment is proposed with elevated viaduct and the rates adopted are based on the DPR of DMRC Phase-IV, duly updated to March 2014 price level.

18.2.3 Stations

(i) Underground Stations: In the underground alignment, station lengths have to be done by cut and cover except one station which will be done by NATM (New Austrian Tunneling Method) with through tunnels TBM. Rate proposed for stations (length 260 m) includes Cost of station structures, platforms, architectural finishes, etc, and provisions for electrical and mechanical works, V.A.C., Lifts and Escalators etc., have been made separately. Provisions for Traction, P.way, Signaling and Telecommunication, Automatic fare collection installations, etc, have also been summed up in the cost estimates. Rates are based on the DPR of DMRC Phase-IV, duly updated to March 2014 price, wherever required. (ii) Elevated Stations: Rates adopted for elevated stations cover works of station structures, platforms, architectural finishes, covering, etc. Provisions for Electrical and Mechanical works have been made separately. Also provisions for Lifts and Escalators, Viaduct, Pway, Traction, Signalling & Telecommunication works, Automatic fare collection installations, etc, have been summed up in the cost estimates. Mainly three type of stations are proposed for elevated alignment & rates are proposed accordingly. Type A: Wayside station Type B: Wayside with Signalling Type C: Terminal Station

18.2.4 Permanent way For underground and elevated alignment ballastless track and for depot, ballasted track is proposed. Rates adopted are based on the DPR of DMRC Phase-IV, duly updated to March 2014 price level.

18.3 DEPOT



Maintenance Depot have been planned as given hereunder:-

Table 18.2 - Maintenance Depot

S. No. Corridor Proposed Maintenance Depot 1. East-West Corridor Apparel Park 2. North-South Corridor Gyaspur 18.4 UTILITY DIVERSIONS, ENVIRONMENTAL PROTECTION, MISCELLANEOUS OTHER

WORKS Provisions have been made to cover the cost of utility diversions, miscellaneous road works involved, road diversions, road signages etc. and environmental protection works on route km basis, based on the experience gained from the works done in DMRC Phase-I and II. 18.5 REHABILITATION AND RESETTLEMENT Provisions have been made on fair assessment basis, to cover cost of relocation of Jhuggies, shops, residential Houses on private land etc. Provisions for barracks and security equipment for CISF and Staff Quarters for O&M Wing have been made in the cost estimates on the basis of average cost involved per km length based on the DPR of DMRC Phase-IV, duly updated to March 2014 price level. 18.6 TRACTION AND POWER SUPPLY Provisions have been made to cover the cost of 750 v dc, Auxiliary sub stations, Receiving substations, service connection charges, SCADA and miscellaneous items, on route km basis separately for underground alignment, elevated and at-grade section as the requirements are different and costs are more for underground section. Provisions towards cost of lifts, escalators for underground, elevated and at-grade stations have been made in the cost estimates. Rates provided are based on the estimate recently prepared for calling tender for Kochi Metro. Provision for mid section shaft is made separately. 18.7 SIGNALLING AND TELECOMMUNICATION WORKS Rates adopted are based on the DPR of DMRC Phase-IV, duly updated to March 2014 price level. These rates include escalation during manufacturing and supply of equipment and their installation at site. Cost of Platform Screen Doors (PSD) for few stations has also been added in the respective corridors.



18.8 AUTOMATIC FARE COLLECTION Adopted rates are based on the DPR of DMRC Phase-IV, duly updated to March 2014 price level. 18.9 ROLLING STOCK Adopted rates are based on the DPR of DMRC Phase-IV, duly updated to March 2014 price level considering likely indigenization. 18.10 SECURITY Adopted rates are as taken in phase-IV DPR of DMRC suitably escalated to current price level. 18.11 MULTIMODAL TRAFFIC INTEGRATION Adopted rates are as taken in phase-IV DPR of DMRC suitably escalated to current price level. It is envisaged that in case this money is not sufficient for this purpose the deficient part of money will borne by the Urban Local Body (ULB) in whose area station is located. 18.12 GENERAL CHARGES AND CONTINGENCES Provision @ 5% has been made towards general charges on all items, except cost of land, which also includes the charges towards Detailed Design Charges (DDC), etc. Provision for contingencies @ 3 % has been made on all items including general charges. 18.13 CAPITAL COST ESTIMATES 18.13.1 Thaltej to Vastral Gam (East- West Corridor) The overall Capital Cost for this corridor estimated at March 2014 price level, based on the above considerations works out to Rs. 4951 Crores without Taxes & Duties. Taxes & Duties such as Customs Duty (CD), Excise Duty (ED), Sales Tax (ST), Works Tax (WT), VAT, etc, have been worked out as Rs. 864 Crores.



Table 18.3 – Thaltej to Vastral Gam (East- West Corridor) Capital Cost Estimate Total length = 19.435 km; Total UG (including C&C and half Ramp length) = 6.335 km; (UG by TBM: 5.631 km, UG by C&C: 0.704 km Including half ramp length) Elevated (including half ramp length) = 13.100 km Total Station = 17 nos, UG = 4, Elv = 13

March 2014 level

S. No. Item Unit Rate Qty. Amount (Rs. in Cr.)

Without taxes

1.0 Land 1.1 Permanent

a Government ha 7.50 45.65 342.38 b Private ha 18.00 3.19 57.42

1.2 Temporary a Government ha 1.50 8.82 13.23 b Private ha 3.60 0.00 0.00

1.3 Property development a Government ha 7.50 0.00 0.00 b Private ha 18.00 0.00 0.00 Subtotal (1) 413.03

2.0 Alignment and Formation 2.1

Underground section by T.B.M excluding station length (260m each) R. Km. 112.27 4.85 544.51 2.2

Underground section by Cut & Cover excluding station length (260m each) R. Km. 104.00 0.70 72.80 2.3

Elevated section including station length R. Km. 31.00 13.10 406.10 2.4 Entry to depot R. Km. 30.86 0.50 15.43

Subtotal (2) 1038.84 3.0 Station Buildings 3.1

Underground Station(260 m length) incl. EM works, lifts, escalators, VAC etc. Each a

Underground Station- Civil works Each 115.92 4.00 463.68 b Underground Station- EM works etc. Each 60.93 4.00 243.72

3.2 Elevated stations(including finishes) Each

a Type (A) way side- civil Each 24.32 8.00 194.56




Without taxes works b Type (A) way side- EM works etc Each 6.90 8.00 55.20 c Type (B) Way side with signalling-civil works Each 26.19 3.00 78.57 d

Type (B) Way side with signalling-EM works etc Each 6.90 3.00 20.70 e Type (C), Terminal station -civil works Each 27.13 2.00 54.26 f

Type (c), Terminal station -EM works including lifts and escalators Each 6.90 2.00 13.80 3.3 Metro Bhawan & OCC bldg. LS

a civil works LS 80.00 b EM works etc LS 20.00

3.4 Mid Shaft (cost of electrical works) Each 6.75 2.00 13.50

Subtotal (3) 1237.99 4.0 Depot LS 4.1

a Civil works LS 63.73 b EM works etc LS 95.59 Subtotal (4) 159.32

5.0 P-Way 5.1

Ballastless track for elevated & underground Section R. Km. 7.71 19.94 153.74 5.2 Ballasted track for at grade alignment R. Km. 4.00 5.00 20.00

Subtotal (5) 173.74

6.0 Traction & power supply incl. 750 v dc, ASS etc. Excl. lifts & Escalators

R.Km. 11.50 19.94 229.31 Subtotal (6) 229.31

7.0 Signalling and Telecom. 7.1 Sig. & Telecom. R. Km. 15.44 19.94 307.87 7.2 Automatic fare collection Stn.

a) Underground stations Each 5.31 4.00 21.24 b) Elevated stations Each 5.31 13.00 69.03

7.3 Providing Platform Screen Doors (PSD) at all stations Each 3.19 34.00 108.46

Subtotal (7) 506.60




Without taxes 8.0 R & R incl. Hutments etc. R. Km. 3.31 19.94 66.00

Subtotal (8) 66.00

9.0

Misc. Utilities, roadworks, other civil works such as median stn. signages Environmental protection

R. Km. a

Civil works (3.75 cr/km) + EM works (3.11 cr/km) R. Km. 6.86 19.94 136.79 b Noise Barrier R. Km. 2.00 12.14 24.28 c Disaster Management LS 5.00 Subtotal (9) 166.07

10.0 Rolling Stock Each 10.41 51.00 530.91 Subtotal (10) 530.91

11.0 Capital expenditure on security

a Civil works Each 0.05 17.00 0.85 b EM works etc Each 0.17 17.00 2.89 Subtotal (11) 3.74

12.0 Staff quarter for O & M a Civil works R.Km. 1.48 19.44 28.77 b EM works etc R.Km. 0.37 19.44 7.19 Sub Total (12) 35.96

13.0 Capital expenditure on Multimodal Traffic Integration

a Capital expenditure on Multimodal traffic Integration Each 2.12 17.00 36.04 Sub Total (13) 36.04

14.0 Total of all items except Land 4184.52

15.0 General Charges incl. Design charges @ 5 % on all items except land

209.23

16.0 Total of all items including G. Charges except land

4393.75

17.0 Continegencies @ 3 % 131.81 18.0 Gross Total 4525.56

Cost without land = 4526 Cost with land including contingencies on land = 4951



Table 18.4 - Details of Taxes & Duties Customs duty = 22.8531 % Excise duty = 12.36 % Sale tax = 6.25 % = 12.5%/2 Works tax = 6.25 % = 12.5%/2 VAT = 12.5 %

S. No.

Description

Total cost without Taxes &

duties (Cr.)

Taxes and duties Total taxes

& duties (Cr.)

custom duty (Cr.)

excise duty (Cr.) VAT

(Cr.)

1 Alignment & Formation Underground 617.31 42.32 37.39 42.48 122.19

Elevated, at grade & entry to Depot 421.53 36.47 41.44 77.91

2 Station Buildings a) Underground station-civil works 463.68 31.79 28.08 31.91 91.78 b) Underground station-EM works 257.22 29.39 13.51 15.35 58.26 Elevated station - civil works 327.39 28.33 32.19 60.51 Elevated station-EM works 89.70 4.10 7.54 8.57 20.21 e) OCC bldg-civil works 80.00 6.92 7.87 14.79 f) OCC bldg-EM works 20.00 0.91 1.68 1.91 4.513 Depot Civil works 63.73 4.37 3.86 4.39 12.61 EM works 95.59 4.37 8.03 9.13 21.534 P-Way 173.74 31.76 3.65 4.15 39.565 Traction & power supply Traction and power supply 229.31 20.96 14.45 16.43 51.846 S and T Works S & T 307.87 56.29 7.61 8.65 72.55 AFC 90.27 15.47 2.79 3.17 21.43 PSD 108.46 19.83 2.68 3.05 25.568 Misc. Civil works 158.39 13.70 15.57 29.28 EM works 50.40 5.30 6.02 11.31 Noise Barrier 24.28 2.33 2.64 4.97 Disaster Management 5.00 0.46 0.53 0.999 Rolling stock 530.91 106.77 5.12 5.82 117.70

10 Security Civil works 0.85 0.07 0.05 0.13 EM works 2.89 0.36 0.26 0.62 Total 4184.52 368.34 230.34 265.69 864.36

Total taxes & Duties 864



18.13.2 APMC to Motera Stadium Corridor The overall Capital Cost for this corridor estimated at March 2014 price level, based on the above considerations works out to Rs. 3436 Crores without Taxes & Duties. Taxes & Duties such as Customs Duty (CD), Excise Duty (ED), Sales Tax (ST), Works Tax (WT), VAT, etc, have been worked out as Rs. 584 Crores.

Table 18.5 - APMC to Motera Stadium (North-South Corridor)

Capital Cost Estimate Total Length = 18.493km (Including Depot connection) Elv = 17.283 km, Depot=1.21 km Total Station =15 nos, UG = 0, Elv = 15 March 2014 level

S. No. Item Unit

Rate Qty. Amount (Rs. in Cr.)

Without taxes 1.0 Land 1.1 Permanent

a Government ha 7.50 41.12 308.40 b Private ha 18.00 2.16 38.88

1.2 Temporary a Government ha 1.50 6.62 9.93 b Private ha 3.60 0.00 0.00

1.3 Property development a Government ha 7.50 0.00 0.00 b Private ha 18.00 0.00 0.00 Subtotal (1) 357.21

2.0 Alignment and Formation 2.1 Elevated section including station length R. Km. 30.86 17.28 533.26 2.2 Entry to depot R. Km. 30.86 1.21 37.34 2.3 Additional Cost due to passing through Railway Land R. Km. 4.03 8.42 33.93

Subtotal (2) 604.53 3.1 Elevated stations(including finishes) Each

a Type (A) way side- civil works Each 24.32 11.00 267.52 b Type (A) way side- EM works etc Each 6.90 11.00 75.90 c Type (B) Way side with signalling-civil works Each 26.19 2.00 52.38 d Type (B) Way side with signalling-EM works etc Each 6.90 2.00 13.80



S. No. Item Unit


e Type (C), Terminal station -civil works Each 27.13 2.00 54.26 f Type (c), Terminal station -EM works including lifts and escalators Each 6.90 2.00 13.80 g Additional Cost for the Stations falling in Railway Land Each 1.30 7.00 9.10

3.2 OCC bldg. LS a civil works LS 24.00 b EM works etc LS 6.00

3.3 Mid Shaft (cost of electrical works) Each 6.75 0.00 0.00 Subtotal (3) 516.76

4.0 Depot LS 4.1

a Civil works LS 63.73 b EM works etc LS 95.59 Subtotal (4) 159.31

5.0 P-Way 5.1 Ballastless track for elevated & underground Section R. Km. 7.71 18.49 142.56 5.2 Ballasted track for at grade alignment R. Km. 4.00 5.00 20.00

Subtotal (5) 162.56 6.0 Traction & power supply incl.

750v dc, ASS etc. Excl. lifts & Escalators

R.Km. 11.50 18.49 212.64 Subtotal (6) 212.64

7.0 Signalling and Telecom. 7.1 Sig. & Telecom. R. Km. 15.44 18.49 285.49 7.2 Automatic fare collection Stn.

b) Elevated stations Each 5.31 15.00 79.65 7.3 Providing Platform Screen Doors (PSD) at all stations Each 3.19 30.00 95.70

Subtotal (7) 460.84 8.0 R & R incl. Hutments etc. R. Km. 3.31 18.49 61.20

Subtotal (8) 61.20 9.0 Misc. Utilities, roadworks, other

civil works such as median stn. signages Environmental protection

R. Km. a Civil works (3.75 cr/km) + EM works (3.11 cr/km) R. Km. 6.86 18.49 126.84



S. No. Item Unit


b Noise Barrier R. Km. 2.00 11.50 23.00 c Disaster Management LS 5.00 Subtotal (9) 154.84

10.0 Rolling Stock Each 10.41 42.00 437.22 Subtotal (10) 437.22

11.0 Capital expenditure on security a Civil works Each 0.05 15.00 0.75 b EM works etc Each 0.17 15.00 2.55 Subtotal (11) 3.30

12.0 Staff quarter for O & M a Civil works R.Km. 1.48 17.28 25.57 b EM works etc R.Km. 0.37 17.28 6.39 Sub Total (12) 31.97

13.0 Capital expenditure on Multimodal Traffic Integration

a Capital expenditure on Multimodal traffic Integration Each 2.12 15.00 31.80 Sub Total (13) 31.80

14.0 Total of all items except Land 2836.97 15.0 General Charges incl. Design

charges @ 5 % on all items except land

141.85

16.0 Total of all items including G. Charges except land

2978.82

17.0 Continegencies @ 3 % 89.36 18.0 Gross Total 3068.18

Cost without land = 3068 Cost with land including contingencies on land = 3436



Table 18.6 - Details of Taxes & Duties Customs duty = 22.8531 % Excise duty = 12.36 % Sale tax = 6.25 % = 12.5%/2 Works tax = 6.25 % = 12.5%/2 VAT = 12.5 %

S. No.

Description

Total cost without Taxes &

duties (Cr.)

Taxes and duties Total taxes & duties

(Cr.) custom

duty (Cr.) excise duty

(Cr.) VAT(Cr.)

1 Alignment & Formation Underground 0.00 0.00 0.00 0.00 0.00

Elevated, at grade & entry to Depot 604.53 52.30 59.43 111.74

2 Station Buildings a) Underground station-civil works 0.00 0.00 0.00 0.00 0.00 b) Underground station-EM works 0.00 0.00 0.00 0.00 0.00 Elevated station - civil works 383.26 33.16 37.68 70.84 Elevated station-EM works 103.50 4.73 8.70 9.88 23.31 e) OCC bldg-civil works 24.00 2.08 2.36 4.44 f) OCC bldg-EM works 6.00 0.27 0.50 0.57 1.353 Depot Civil works 63.73 4.37 3.86 4.39 12.61 EM works 95.59 4.37 8.03 9.13 21.534 P-Way 162.56 29.72 3.42 3.88 37.025 Traction & power supply Traction and power supply 212.64 19.44 13.40 15.23 48.076 S and T Works S & T 285.49 52.19 7.06 8.02 67.27 AFC 79.65 13.65 2.46 2.80 18.91 PSD 95.70 17.50 2.37 2.69 22.557 R & R hutments 61.20 3.83 3.838 Misc. Civil works 145.31 12.57 14.29 26.86 EM works 48.60 5.11 5.80 10.919 Rolling stock 437.22 87.93 4.22 4.79 96.93 Noise Barrier 23.00 2.20 2.50 4.71 Disaster Management 5.00 0.46 0.53 0.99

10 Security Civil works 0.75 0.06 0.05 0.11EM works 2.55 0.32 0.23 0.54 Total 2836.97 234.17 162.28 188.07 584.52 Total taxes & Duties 584

CHAPTER 19 – FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY


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Chapter 19

FINANCING OPTIONS, FARE STRUCTURE

AND FINANCIAL VIABILITY 19.1 INTRODUCTION

The Ahmadabad Metro Project is proposed to be constructed with an estimated cost of Rs 9382.00 Crore with central taxes and land cost. The length of the metro system and estimated cost at March-2014 price level without central taxes, with central taxes and with all taxes are placed in table 19.1 as under:

Table 19.1 Cost Details

Sr. No.

Name of Corridor Distance

(KMs)

Estimated cost

without taxes

(Rs/Crore)

Estimated cost with Central

taxes & land cost

(Rs/Crore)

Estimated cost with

all taxes & land cost

(Rs/Crore)

1 E-W Corridor (Thaltej Gam to

Vastral Gam) 19.435 4,951.00 5,550.00

5,815.00

2 N-S Corridor

(APMC to Motera Stadium)

18.493 (including

Depot connection)

3,436.00 3,832.00

4,020.00

Total 37.928 8387.00 9382.00 9835.00 The estimated cost at March-2014 price level includes an amount of Rs.7.04 Crore as one-time charges of security personal towards cost of weapons, barricades, and hand held and door detector machine etc. However, the recurring cost towards salary and allowances of security personal have not taken in to account in FIRR calculation. 2% of the project cost is taken for providing first mile and last mile connectivity i.e., feeder bus services.

19.2 COSTS 19.2.1 Investment Cost 19.2.1.1 For the purpose of calculating the Financial Internal Rate of Return (FIRR),

the completion cost with central taxes has been calculated by taking escalation factor @7.5% per annum. It has been assumed that Gujarat State Government will exempt



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the local taxes or reimburse the same and provide the land worth Rs. 793.00 crore at March-2014 price level free of cost or it shall provide Interest Free Subordinate Debt.

It is assumed that the construction work will start on 01.07.2014 and is expected to be completed on 31.03.2018 with Revenue Opening Date (ROD) as 01.04.2018 for the both the corridors. The total completion costs duly escalated and shown in the table 19.2 have been taken as the initial investment. The cash flow of investments separately is placed in Table –19.2 as below.

Table 19.2 Year –wise Investment (Completion Cost including cost of land) Figures in Rs. Crore

19.2.1.2 Although the construction is expected to get over by 31st March 2018, the cash flow spill over up to March 2021 on account of payment normally required to be made to the various contractors up to that period necessitated by contractual clauses.

19.2.1.3 The cost of Land of Rs. 793.00 crore at March-2014 price level included in the above completion cost will be provided free of cost by the Gujarat Government. However, Cost of 10 hectare land to be provided by Gujarat Government for property development has not been included in above.

19.2.2 Additional Investment

Total investment provided in the FIRR calculation towards requirement of additional rolling stock duly escalated @5% PA is placed in table 19.3 as under: -

Table 19.3 Additional Investment towards Rolling Stock

(Rs/Crore) Financial

Year No. of Cars Amount

2021-22 27 507.00 2031-32 60 2296.00 2043-44 87 4782.00 TOTAL 189.00 7585.00

Financial Year Cost at March-2014

Price Level

Completion Cost

2014-15 693.00 719.00 2015-16 2411.00 2687.00 2016-17 2412.00 2890.00 2017-18 2577.00 3319.00 2018-19 859.00 1189.00 2019-20 258.00 384.00 2020-21 172.00 275.00

Total 9382.00 11463.00



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19.2.3 Operation & Maintenance (O&M) Costs The Operation & Maintenance costs can be divided into three major parts: -

(i) Staff costs (ii) Maintenance cost which include expenditure towards upkeep and maintenance of the

system and consumables (iii) Energy costs

The requirement of staff has been assumed @ 35 persons per kilometre. The escalation factor used for staff costs is 9% per annum to provide for both escalation and growth in salaries. The cost of other expenses is based on the actual O & M unit cost for the Delhi Metro Phase-II project. The average rate of electricity being paid by Delhi Metro for its Phase-I and Phase-II operations in Delhi is Rs. 5.80 per unit whereas in Gujarat the applicable rate is Rs. 5.00 per unit which has been used for all calculations. The O&M cost (excluding staff cost) has been obtained by providing an escalation of 7.50% per annum. The O&M costs have been tabulated in Table 19.4.1as below for the both corridors:

Table 19.4 Operation and Maintenance Costs (Combined) Rs. In Crore

YEAR Staff Maintenance Expenses

Energy Total

2018 - 2019 73.82 53.38 66.53 193.73 2019 - 2020 80.46 57.39 71.51 209.37 2020 - 2021 87.71 61.69 76.88 226.27 2021 - 2022 95.60 66.32 91.60 253.51 2022 - 2023 104.20 71.29 98.47 273.96 2023 - 2024 113.58 76.64 105.85 296.07 2024 - 2025 123.80 82.39 113.79 319.98 2025 - 2026 134.95 88.57 122.32 345.84 2026 - 2027 147.09 95.21 131.50 373.80 2027 - 2028 160.33 102.35 141.36 404.04 2028 - 2029 174.76 110.02 151.96 436.75 2029 - 2030 190.49 118.28 163.36 472.12 2030 - 2031 207.63 127.15 175.61 510.39 2031 - 2032 226.32 136.68 251.06 614.06 2032 - 2033 246.69 146.93 269.89 663.51 2033 - 2034 268.89 157.95 290.13 716.98 2034 - 2035 293.09 169.80 319.89 774.78 2035 - 2036 319.47 182.54 335.29 837.29 2036 - 2037 348.22 196.23 360.43 904.88 2037 - 2038 379.56 210.94 387.47 977.97 2038 - 2039 413.72 226.76 416.52 1057.01 2039 - 2040 450.95 243.77 447.76 1142.49 2040 - 2041 491.54 262.05 481.35 1234.94



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YEAR Staff Maintenance Expenses

Energy Total

2041 - 2042 535.78 281.71 517.45 1334.93 2042 - 2043 584.00 302.84 556.26 1443.09 2043 - 2044 636.56 325.55 745.41 1707.51

19.2.4 Depreciation

Although depreciation does not enter the FIRR calculation (not being a cash outflow) unless a specific depreciation reserve fund has been provided, in the present calculation, depreciation calculations are placed for purpose of record.

19.2.5 Replacement Cost The replacement costs are provided for meeting the cost on account of replacement of equipment due to wear and tear. With the nature of equipment proposed to be provided, it is expected that only 50% of the Signalling and Telecom and 25% of electrical works would require replacement after 20 years.

19.3 REVENUES The Revenue of Ahmadabad Metro mainly consists of fare box collection and other incomes from property development, advertisement, parking etc.

19.3.1 Fare box The Fare box collection is the product of projected ridership per day and applicable fare structure based on trip distribution at different distance zones.

19.3.1 Traffic 19.3.1.1 a. The projected ridership figures years are as indicated in table 19.5 as below: -

Table 19.5 Projected Ridership

b. The growth rate for traffic is assumed @10% Per Annum upto 2020-21, @5.30%

Per Annum upto 2030-31, 3% Per Annum upto 2041-42 and thereafter @ 2.00% per annum.

19.3.1.2 Trip Distribution

The trip distribution worked out by CEPT university in the traffic study report which was forwarded by Metro Link Express for Gandhinagar and Ahmedabad (MEGA)

Financial Year Trips per day (lakhs)

Corridor-I Corridor-II Total

2018-19 2.80 2.16 4.96 2021-22 3.70 3.00 6.70 2031-32 6.31 4.92 11.23 2043-44 8.62 7.39 16.01



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Company Ltd., vide mail dated 30.03.2015 has been assumed, which is shown in Table 19.6 below: -

Table 19.6 Trip Distribution Distance in km Percent distribution

0-2 7.00% 2-4 17.00% 4-6 16.00% 6-9 21.00%

9-12 13.00% 12-15 9.00% 15-18 6.00% 18-21 4.00% 21-24 2.00% 24-27 2.00% 27-31 2.00% 31-35 1.00% Total 100.00%

The graphic presentation of the same is placed below in Figure-19.1.

Figure 19.1 –Trip Distribution

0.00%

5.00%

10.00%

15.00%

20.00%

25.00%

0-2 2-4 4-6 6-9 9-12 12-15 15-18 18-21 21-24 24-27 27-31 31-35

% O

F TR

AFFI

C

DISTANCE

TRIP DISTRIBUTION

Series1



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Fare Structure The Delhi Metro Fares structures as fixed by a fare fixation committee in 2009 have been assumed with an escalation @15.00% for every two years, which is placed in table 19.7.

Table 19.7 Fare Structure in 2018-19 Distance in kms. Fare (Rs)

0-2 15 2-4 19 4-6 23 6-9 28

9-12 30 12-15 34 15-18 36 18-21 39 21-24 41 24-27 43 27-31 47 31-35 51

19.3.1.3 Other Sources Of Revenues Other revenues from Property Development and advertisement have been assumed @ 10% of the fare box revenues during operations. Apart from development of property on metro stations and depot it is possible to raise resources through leasing of parking rights at stations, advertisement on trains and tickets, advertisements within stations and parking lots, advertisements on viaducts, columns and other metro structures, co-branding rights to corporate, film shootings and special events on metro premises.

SPV/BOT operator will engage a developer/Concessionaire for generating rental income. It is assumed that about 10.00 Hectare. i.e., 40,00,000 square feet area will be available for property development with a FAR of 4. The developer will bring equity to the extent of Rs.220.00 crore and the balance amount towards construction shall be raised by SPV as 12% Market Debt. The estimated development cost will be Rs.883.00 crore. It is assumed that the rental revenue will accrue to the developer from the FY 2019-20 which has been escalated @5% every year. Out of the estimated rental income, apart from meeting maintenance expenditure, the developer will repay the loan and interest. After meeting these obligations and retaining 14% return on his equity with an escalation @5% every year, the residual rental earnings will accrue to SPV, which has been taken into account in the FIRR calculations. The details of PD income accrue to SPV is tabulated as under; -



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Table 19.8 Estimated generation of Rental Income from PD Rs. in Crore

Year Construction cost

Rental Incom

e

Maintenance

Expenditure

Loan IDC

Loan repa

yment

Bal Loan Amount

Interest on Loan @12

%

Return

@14% to the

developer

Residual

rental

income to SPV

2014 - 2015 160 105 6 111 -55 2015 - 2016 168 113 14 238 -55 2016 - 2017 176 121 16 375 -55 2017 - 2018 185 130 19 524 -55 2018 - 2019 194 194 24 742 0 2019 - 2020 61 6 74 668 89 31 -139 2020 - 2021 84 8 74 594 80 33 -111 2021 - 2022 118 12 74 520 71 35 -74 2022 - 2023 186 19 74 446 62 37 -6 2023 - 2024 313 31 74 372 54 39 115 2024 - 2025 328 33 74 298 45 41 135 2025 - 2026 345 34 74 224 36 43 158 2026 - 2027 362 36 74 150 27 45 180 2027 - 2028 380 38 74 76 18 47 203 2028 - 2029 399 40 76 0 9 49 225 2029 - 2030 419 42 51 326 2030 - 2031 440 44 54 342 2031 - 2032 462 46 57 359 2032 - 2033 485 49 60 376 2033 - 2034 509 51 63 395 2034 - 2035 535 53 66 416 2035 - 2036 562 56 69 437 2036 - 2037 590 59 72 459 2037 - 2038 619 62 76 481 2038 - 2039 650 65 80 505 2039 - 2040 683 68 84 531 2040 - 2041 717 72 88 557 2041 - 2042 753 75 92 586 2042 - 2043 790 79 97 614 2043 - 2044 830 83 102 645

Total 883 11621 1161 663 79 742

491 1291 7715



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19.3 FINANCIAL INTERNAL RATE OF RETURN (FIRR)

19.3.1 The Financial Internal Rate of Return (FIRR) obtained costs for 30 years business model including construction period is followings:-

Corridor FIRR FIRR without PD 9.70%

FIRR with PD 10.45%

The FIRR with central taxes & duties is produced in Table 19.9.1 & Table 19.9.2

Table 19.9.1 –FIRR with Central Taxes (Without Property Development) Figs in cr. (Rs.)

Year

Outflow Inflow Cash Flow

Completion Cost

Additional Cost

Running Expenses

Replacement costs

Total Costs

Fare Box Revenue

PD & ADVT

Total Revenue

IRR

2014 - 2015 719 719 0 -719 2015 - 2016 2687 2687 0 -2687 2016 - 2017 2890 2890 0 -2890 2017 - 2018 3319 3319 0 -3319 2018 - 2019 1189 194 1383 467 47 514 -869 2019 - 2020 384 0 209 593 513 51 564 -29 2020 - 2021 275 0 226 501 647 65 712 211 2021 - 2022 0 507 254 761 723 72 795 34 2022 - 2023 0 0 274 274 875 88 963 689 2023 - 2024 0 0 296 296 921 92 1013 717 2024 - 2025 0 0 320 320 1122 112 1234 914 2025 - 2026 0 0 346 346 1181 118 1299 953 2026 - 2027 0 0 374 374 1425 143 1568 1194 2027 - 2028 0 0 404 404 1501 150 1651 1247 2028 - 2029 0 0 437 437 1815 182 1997 1560 2029 - 2030 0 0 472 472 1911 191 2102 1630 2030 - 2031 0 0 510 510 2313 231 2544 2034 2031 - 2032 0 2296 614 2910 2435 244 2679 -231 2032 - 2033 0 0 664 664 2894 289 3183 2519 2033 - 2034 0 0 717 717 2981 298 3279 2562 2034 - 2035 0 0 775 775 3532 353 3885 3110 2035 - 2036 0 0 837 837 3638 364 4002 3165 2036 - 2037 0 0 905 905 4318 432 4750 3845 2037 - 2038 0 0 978 978 4447 445 4892 3914 2038 - 2039 0 0 1057 1057 5268 527 5795 4738 2039 - 2040 0 0 1142 1732 2874 5426 543 5969 3095 2040 - 2041 0 0 1235 1819 3054 6427 643 7070 4016 2041 - 2042 0 0 1335 0 1335 6620 662 7282 5947 2042 - 2043 0 0 1443 0 1443 7853 785 8638 7195 2043 - 2044 0 4782 1708 0 6490 8088 809 8897 2407

Total 11463 7585 17726 3551 40325 79341 7936 87277 9.70%



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Table 19.9.2 –FIRR with Central Taxes (With Property Development) Figs in cr. (Rs.)

Year

Outflow Cash Flow Comple

tion Cost

Additional Cost

Running Expenses

Replacement costs

Total Costs

Fare Box Revenue

PD & ADVT

Total Revenu

e

IRR

2014 - 2015 719 719 0 -719 2015 - 2016 2687 2687 0 -2687 2016 - 2017 2890 2890 0 -2890 2017 - 2018 3319 3319 0 -3319 2018 - 2019 1189 194 1383 467 47 514 -869 2019 - 2020 384 0 209 593 513 -88 425 -168 2020 - 2021 275 0 226 501 647 -46 601 100 2021 - 2022 0 507 254 761 723 -2 721 -40 2022 - 2023 0 0 274 274 875 82 957 683 2023 - 2024 0 0 296 296 921 207 1128 832 2024 - 2025 0 0 320 320 1122 247 1369 1049 2025 - 2026 0 0 346 346 1181 276 1457 1111 2026 - 2027 0 0 374 374 1425 323 1748 1374 2027 - 2028 0 0 404 404 1501 353 1854 1450 2028 - 2029 0 0 437 437 1815 407 2222 1785 2029 - 2030 0 0 472 472 1911 517 2428 1956 2030 - 2031 0 0 510 510 2313 573 2886 2376 2031 - 2032 0 2296 614 2910 2435 603 3038 128 2032 - 2033 0 0 664 664 2894 665 3559 2895 2033 - 2034 0 0 717 717 2981 693 3674 2957 2034 - 2035 0 0 775 775 3532 769 4301 3526 2035 - 2036 0 0 837 837 3638 801 4439 3602 2036 - 2037 0 0 905 905 4318 891 5209 4304 2037 - 2038 0 0 978 978 4447 926 5373 4395 2038 - 2039 0 0 1057 1057 5268 1032 6300 5243 2039 - 2040 0 0 1142 1732 2874 5426 1074 6500 3626 2040 - 2041 0 0 1235 1819 3054 6427 1200 7627 4573 2041 - 2042 0 0 1335 0 1335 6620 1248 7868 6533 2042 - 2043 0 0 1443 0 1443 7853 1399 9252 7809 2043 - 2044 0 4782 1708 0 6490 8088 1454 9542 3052

Total 11463 7585 17726 3551 40325 79341 15651 94992 10.45%



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The various sensitivities with regard to increase/decrease in capital costs, O&M costs and revenues are placed in Table 19.10 below : -

Table 19.10 –FIRR (With PD) Sensitivity

Capital Cost with Central Taxes but without land cost

10% increase in capital cost

20% increase in capital cost

10% decrease in capital cost

20% decrease in capital

cost 9.79% 9.19% 11.20% 12.07%

REVENUE 20% decrease

in Fare Box revenue

10% decrease in

Fare Box revenue

10% increase in

Fare Box revenue

20% increase in Fare

Box revenue

8.34% 9.45% 11.36% 12.20% O&M COSTS

10% increase in O&M cost 10% decrease in O&M

cost 10.23% 10.67%

These sensitivities have been carried out independently for each factor.

19.5 FINANCING OPTIONS

Objectives of Funding: - The objective of funding metro systems is not necessarily enabling the availability of funds for construction but coupled with the objective of financial closure are other concerns, which are of no less importance: -

• Ensuring low project cost • Ensuring debt funds at low rates of interest • Creating self sustainable system in the long run by

o Low infrastructure maintenance costs o Longer life span o Setting fares which minimise dependence on subsidies

• Recovering returns from both direct and indirect beneficiaries Rail based mass transit systems are characterised by heavy capital investments coupled with long gestation period leading to low financial rates of return although the economic benefits to the society are immense. Such systems generate externalities, which do not get captured in monetary terms and, therefore, do not flow back to the system. However, experience all over the world reveals that both construction and operations of metro are highly subsidised. Government involvement in the funding of metro systems is a foregone conclusion. Singapore had a 100% capital contribution from the government, Hong Kong 78% for the first three lines and 66% for the later 2 lines. The Phase-I, Phase-II as well as Phase-III of Delhi



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MRTS project, Chennai and Bengaluru metros are also funded with a mixture of equity and debt (ODA) by GOI & concerned state governments.

19.5.1 Alternative Models Of Financing The financing option shall depend upon selection of the dedicated agency created to implement the project. The prominent models are: -

(i) Special Purpose Vehicle under the State Government Control (Delhi Metro Rail Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC)

(ii) Built, Operate & Transfer (BOT), and SPV Model: - The corridor is a standalone one and therefore forming a separate SPV may be in the name of Ahmadabad Metro Rail Corporation may be desirable. As per the JICA procurement guidelines, Rs. 5140 Crore is eligible for JICA funding. However, MEGA vide its email dated 6th May 2015 informed that JICA has shown willingness to fund Rs. 5968 Crore and balance loan amount of Rs.379.00 Crore only may have to be raised from the domestic loan. Accordingly, the funding pattern assumed under this model is placed in table 19.11 as under: -

Table 19.11 Funding pattern under SPV model (with central taxes) (Rs./Crore)

In addition to the above, State Taxes of Rs.636.00 crore on completion cost basis has to be either reimbursed or exempted by state government. BOT Model: - In this model, the private firm will be responsible for financing, designing, building, operating and maintaining of the entire project. The contribution of Government of Gujarat will be limited to cost of land only. Such a project become eligible for Viability Gap Funding (VGF) upto 20% from the Central Government provided the state government also contribute same or more amount towards the project. The metro being a social sector project not much private parties are available to bid for such a project. Besides quite expectedly the private operator may demand

Particulars With Taxes & Duties

Amount % of contribution Equity By GOI 1497.00 14.15% Equity By GOG 1497.00 14.15% SD for CT by GOG (50%) 618.00 5.84% SD for CT by GOI (50%) 618.00 5.84% 1.40% JICA Loan 5968.00 56.43% 12% Market Borrowings 379.00 3.59%

Total 10577.00 100.00% SD for Land by GOG (100%) 886.00

Total 11463.00 Interest During Construction 279.00

Grand Total 11742.00



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assured rate of return in the range of 16% to 18% or a comfort of guaranteed ridership. The funding pattern assumed under this model excluding the cost of land is placed in table 19.12.1 & 19.12.2 tabulated as under: -

Table 19.12.1 Funding pattern under BOT –Combined (18% EIRR)

(With central taxes and without land cost and without Property Development) Particulars With Taxes & Duties

Amount



Total 10577.00 100.00% Land Free by GOG 886.00

IDC 246.00 Total 11709.00

Table 19.12.2 Funding pattern under BOT –Combined (18% EIRR) (With central taxes and without land cost and with Property Development)

Particulars With Taxes & Duties

Amount



Total 10577.00 100.00% Land Free by GOG 886.00

IDC 348.00 Total 11811.00


19.6. RECOMMENDATIONS

The combined FIRR of both the corridors with taxes is 10.45% with revenue from additional property development on 10 hectares of land. The pre-tax Equity FIRR to the BOT operator worked out to 18% with total VGF of Rs.6086.00 crore excluding the cost of 10 hectare Land. Since the Gujarat State Government is providing land parcels for PD, it is advisable to take up the job on DMRC/BMRCL/CMRL model. Accordingly, the corridors are recommended for implementation.



13/14

The total fund contribution of GOI & GOG under various alternatives is tabulated in table 19.13.

Table 19.13

Rs. In crore Particulars SPV Model BOT Model without

PD BOT Model with

PD GOI 2115.00 2115.00 2115.00 GOG 3001.00 4371.00 3971.00

Total 5116.00 6486.00 6086.00


Considering the difference, it is recommended to implement the project under SPV model as per the funding pattern given in Table 19.11.

The detailed cash flow statements under various alternatives are enclosed as per detail given below:-

Option Table No.

SPV Model with JICA Loan without PD 19.14 SPV Model with Market Borrowings without PD 19.15 BOT Model without PD 19.16 SPV Model with JICA Loan with PD 19.17 SPV Model with Market Borrowings with PD 19.18 BOT Model with PD 19.19

The funding pattern assumed under SPV model & BOT model with PD is depicted in the pie chart i.e., Figure 19.2.1 & 19.2.2 as under: -



14/14

Figure 19.2.1 Funding pattern under SPV Model with PD

Figure 19.2.2

Funding pattern under BOT Model with PD

CHAPTER 20 – ECONOMIC APPRAISAL


Chapter - 20

ECONOMIC APPRAISAL

20.1 INTRODUCTION Economic benefits are social and environmental benefits which are quantified and then converted into money cost and discounted against the cost of construction and maintenance for deriving Economic Internal Rate of Return (EIRR). When actual revenue earned from fare collection, advertisement and property development are discounted against construction and maintenance cost, interest (to be paid) and depreciation cost, Financial Internal rate of Return (FIRR) is obtained. Therefore, EIRR is viewed from socio-economic angle while FIRR is an indicator of pure financial profitability and viability of any project. Economic appraisal of a project starts from quantification of measurable economic benefits in economic money values, which are basically the savings of resource cost due to introduction of the metro line. Economic savings are derived from the difference of the cost of the same benefit components under ‘with’ and ‘without’ metro line. In highway construction projects, ‘without’ is taken as “base case” and ‘with’ implies ‘alternative case’. In ‘alternative case’ a portion of traffic on the road is diverted to a new road which is estimated first. Then the difference between maintenance & construction cost for ‘base case’ and for ‘alternative case’ which is known as relative road agency cost (RAC) is derived. Difference between road user cost for ‘base case’ and of ‘alternative case’ is also derived which is known as relative road user cost (RUC). Difference between RAC and RUC calculated for each year generates net benefit stream. Economic indicators (EIRR, BC Ratio, NPV) are the obtained. In metro projects, same principal is followed but procedure is slightly different. Here, diverted traffic is nothing but the passengers shifted from road based modes to metro. Travel time saving is the difference between time which would be taking on metro and road based transports for same distance. Fuel cost saving is the difference between the cost of the fuel burnt on road based modes by the shifted passengers and the energy cost of running the metro rail which is a part of the maintenance cost. Thus benefits are directly obtained by correlating with them with the passenger km (ridership and average trip length is multiplied to get passenger km). As is done in highway projects, net benefit is obtained by subtracting the cost of the project (incurred for construction (capital) and maintenance (recurring) costs for the metro line) from the benefits derived from pass km savings in each year. The net benefit value which would be negative during initial years becomes positive as years pass. Internal rate of return and benefit cost ratio are derived from the stream.



The sources from where economic savings occur are identified first. Although there are many kinds of primary, secondary and tertiary benefits, only the quantifiable components can be taken to measure the benefits. These components are quantified by linking with the number of passengers shifted and the passenger km saved by the trips which are shifted from road/rail based modes to metro. It may be observed that first four benefit components given in Table 20.1 are direct benefits due to shifting of trips to metro, but other benefit components are due to decongestion effect on the road. Benefit components were first estimated applying market values then were converted into respective Economic values by using separate economic factors which are also given in table 20.1. Depending upon methodology of estimation, economic factors are assumed. Overall economic value of benefit components is 90% of the market value. Similarly economic value of the cost components are 80% of the market cost. Table 20.1: Cost/Benefit Components due to Metro Cost/Benefit Components Economic Factors 1 Construction Cost 80% 2 Maintenance Cost 80% 3 Annual Time Cost Saved by Metro Passengers 100% 4 Annual Fuel Cost Saved by Metro Passengers 80% 5 Annual Vehicle Operating Cost Saved by Metro Passengers 80% 6 Emission Saving Cost 100% 7 Accident Cost 100% 8 Annual Time Cost Saved by Road Passengers 100% 9 Annual Fuel Cost Saved by Road Passengers 80% 10 Annual Infra Structure Maintenance Cost 80%

20.2 VALUES ADOPTED FOR SOME IMPORTANT VARIABLES Benefit components are converted (by applying appropriate unit cost) to money values (Rs.). Derivation procedures of some of the values used for economic analysis are shown in table 20.2.

Table 20.2: Values adopted for some important variables

Values Important variables 1 Rs. 1.208/min Weighted value of Travel Time is derived 0F

1 from workers and non workers value of time obtained from Household survey. (as per mode share assumed (table 20.7). 2 Market rate of fuel cost Adopted value of Petrol, Diesel and CNG.(table 20.3 bottom row) 3 Table 20.3 Vehicle Operating Cost per km (Derived from Life Cycle Cost of different passenger vehicles) 1 Workers value of time is Rs. 1.45 and non workers value of time is Rs.0.238. Assuming 80% of workers and 20% of non workers are metro users, weighted average value of time worked out as Rs.1.208



Values Important variables 4 Table 20.4 Emission (gm/km as per CPCB and UK Norms) Emission Saving Cost (adopted for Indian conditions in Rs/ton). 5 Table 20.5 Accident Rate (No of fatal and all accidents per one Cr.KM). Accident costs are derived from earning in remaining life and published papers. 6 52.14% Passenger km – Vehicle km conversion factor and mode share percent values (derived from House Hold Survey and Modal Split within study area) 7 Graph 20.1 Fuel Consumption of vehicles at a given speed is derived from Road User Cost Study Model (CRRI-2010) 8 Rs. 0.5/vehicle km Infra Structure Maintenance Cost is derived from published values on annual expenditure on roads and traffic and annual vehicle km 9 16.154 min Average Journey Time Saved for average trip length (km) journey after Shifting (Derived from modal split -Table 20.7 and speed and delay survey) 10 25.17 kmph Average Journey Speed (Speed and delay Survey) Table 20.3: Vehicle Operating Cost (VOC) in Rs.

Per Vehicle KM Bus 4 Wh

(Large)4 Wh

(Small)2 Wh (MC)

2 Wh (SC)

3 Wh (Auto)

Mini Bus Maintenance Cost 4.62 3.78 2.15 0.78 0.75 2.40 2.99 Capital Cost 4.21 4.27 1.60 0.24 0.16 1.20 2.57 Vehicle Maintenance Cost 9.71 8.85 4.13 1.12 1.00 3.96 6.12 Fuel Cost 9.86 4.69 4.73 1.91 1.91 4.53 6.98 VOC (with fuel) 19.57 13.55 8.86 3.03 2.90 8.49 13.10

Table 20.4: Vehicle Emission 2011-2021(CPCB) and Cost in Rs. VEHICLE CO HC NOX PM CO CO2

BUS 3.72 0.16 6.53 0.24 3.72 787.72 2W-2 STROKE 1.4 1.32 0.08 0.05 1.4 24.99 2W-4 STROKE 1.4 0.7 0.3 0.05 1.4 28.58

MINI BUS 2.48 0.83 8.26 0.58 2.48 358.98 4W-SMALL 1.39 0.15 0.12 0.02 1.39 139.51 4W-LARGE 0.58 0.05 0.45 0.05 0.58 156.55

TATA MAGIC 1.24 0.17 0.58 0.17 1.24 160 3W 2.45 0.75 0.12 0.08 2.45 77.89 Cost RS. 100000 PER TON 500

Table 20.5: Accident Rate and Cost in Rs

Accident Rate in the year 2014

/Cr. Vehicle KM Average Cost in Rs All Types. 1.87 588911 Fatal Accident. 0.34 1692648



Figure 20.1 Fuel Consumption/against speed graph for Car and two wheeler

Traffic demand estimates on the Phase I Metro Ahmadabad for rapid and moderate scenarios used for economic analysis are given in table 20.6 and 20.7. Table 20.6: Summary of the Ridership (Moderate Scenario)

Particulars 2018 2021 2026 2031 2036 2043 Trips/day 496079 669820 896631 1123442 1362254 1601065 Line Length (km) 35.95 35.95 35.95 35.95 35.95 35.95 Average Trip length (km) 6.990 6.990 6.980 6.970 7.130 7.290 Passenger km 3467592 4682042 6258484 7830391 9712867 11671764 Passenger km/km 96456 130238 174089 217813 270177 324667 Mode share obtained from House Hold Survey data is shown in table 20.7. Originally Table 1-5-Vol III) Table 20.7 Mode Share in the Study Area

Modes Vehicle PassengerBus 1.12% 20.36% BRTS 0.12% 2.10% Two Wh. 72.90% 48.07%

0.00

0.02

0.04

0.06

0.08

0.10

0.12

0.0 20.0 40.0 60.0 80.0 100.0 120.0

FUEL

CO

NSU

MPT

ION

(l/k

m)

SPEED (KM/HR)

CAR

2WH



Modes Vehicle PassengerFour Wh. 10.67% 7.36% Three Wh. 13.62% 11.21% Private Bus & Others 1.58% 10.89% (Source Household survey) In this area, personalised modes (car, three and two wheelers-total 97.19% carrying 66.64% passengers) are dominant which have made vehicle by passenger ratio very high (52.14%). vehicular trips made by Public modes is 2.82% which is carrying 29.46% passengers and 11.21% passenger trips are carried by 13.62% IPT transport as may be seen in table 20.7. More smaller size vehicles on road indicates more congestion.

20.3 ECONOMIC BENEFIT STREAM For deriving the values of economic indicators (EIRR, NPV, BCR), cost and benefit stream table is constructed in terms of money value. Socio-Economic Benefits are first quantified and converted in to money cost. While cost component is estimated for each year, benefits are obtained directly from the projected passenger km saved for the horizon years (2018, 2021, 2026, 2031 and 2043) and the values for other years are interpolated and extrapolated on the basis of projected traffic. Market values are used for calculating costs and then appropriate economic factors (see table 20.1) are applied. For each year values of each benefit components are obtained and thus benefit stream is estimated. Benefit Components Stream for proposed Phase 1 line is shown in table 20.8.



Table 20.8 Component wise Stream of Economic Benefit Value

From To

Annual Time Cost Saved by Metro Passengers in Cr. Rs.

Annual Fuel Cost Saved by Metro Passengers in Cr. Rs.

Annual Vehicle Maintenance Cost Saved by Metro Passengers in Cr. Rs.

Emission Saving Cost in Cr. Rs.

Accident Cost in Cr. Rs.

Annual Time Cost Saved by Road Passengers in Cr. Rs.

Annual Fuel Cost Saved by Road Passengers in Cr. Rs.

Annual Infra Structure Maintenance Cost

Total Benefits without Discount

2018 2019 527.67 187.32 196.37 45.70 9.16 25.40 3.24 37.16 10322019 2020 624.40 221.36 230.06 53.55 10.73 32.23 4.46 41.48 12182020 2021 738.85 267.12 269.54 52.68 12.58 40.61 5.94 46.31 14342021 2022 838.52 303.00 302.78 47.89 14.13 48.74 7.43 49.56 16122022 2023 951.64 350.56 340.13 53.79 15.87 58.12 9.14 53.05 18322023 2024 1080.02 398.01 382.08 60.43 17.83 68.88 11.10 56.78 20752024 2025 1225.72 459.92 429.21 67.88 20.03 81.16 13.33 60.78 23582025 2026 1391.07 522.57 482.15 76.26 22.50 95.10 15.86 65.06 26712026 2027 1557.99 594.70 534.50 84.54 24.94 109.43 18.48 68.72 29932027 2028 1744.93 667.24 592.54 93.72 27.65 133.18 21.57 72.59 33532028 2029 1954.31 757.38 656.88 103.89 30.65 162.08 26.59 76.67 37682029 2030 2188.81 850.20 728.21 115.17 33.98 197.26 32.66 80.99 42272030 2031 2451.45 1049.70 880.67 139.29 37.67 271.38 43.67 93.32 49672031 2032 2727.67 1176.81 974.62 154.14 41.69 329.70 53.33 98.41 55562032 2033 3035.01 1325.52 1078.63 170.59 46.14 400.57 65.05 103.77 62252033 2034 3376.98 1486.68 1193.80 188.81 51.06 486.70 79.28 109.44 69732034 2035 3757.48 1669.47 1321.32 208.98 56.52 591.38 96.54 115.41 78172035 2036 4180.86 1872.32 1461.87 231.21 62.53 718.28 117.46 121.67 87662036 2037 4538.71 2054.88 1578.19 249.60 67.50 851.97 139.50 125.09 96052037 2038 4927.19 2255.25 1703.77 269.46 72.87 1010.55 165.68 128.62 105332038 2039 5348.91 2475.14 1839.33 290.91 78.67 1198.65 196.77 132.24 115612039 2040 5806.74 2716.48 1985.69 314.05 84.93 1421.76 233.69 135.97 126992040 2041 6303.75 2981.35 2143.69 339.04 91.69 1686.40 277.55 139.80 139632041 2042 6843.30 3272.05 2314.26 366.02 98.99 2000.30 329.63 143.74 153682042 2043 7429.03 3591.09 2498.41 395.14 106.86 2372.62 391.49 147.79 169322043 2044 8064.89 3941.24 2697.21 426.59 115.37 2814.25 464.96 151.95 18676



Figure 20.2 Percent of Benefits All Benefit component values (economic) accrued between the years 2018-2044 are shown in figure 20.2 which shows that benefits are mainly coming from saving of travel time by metro and road passengers (56.57%), fuel saving cost (22.60%), vehicle maintenance cost (16.17%) and Environmental benefit from emission reduction, accident reduction and road maintenance cost (together) is 4.66%.

20.4 METRO CONSTRUCTION COST Total cost of metro construction (COMPLETION COST) is derived after considering cost of all major component such as Relocation and Rehabilitation (RR), Civil construction for underground and elevated portions, Stations and Depots, Track laying, Signalling and telecommunication, Power traction line, Rolling stock, Man power etc. RUCURRING COST includes energy cost, maintenance cost, and operation cost. These costs are inclusive of central tax and yearly escalation cost applied on fixed cost. Analysis period is taken from 2014-15 to 2043-44 out of which 7 years (2014-2018) are marked as construction period. Additional capital expenditure may be incurred in the years 2021-22 (purchase of more rolling stock). During the years 2031-32 and 2043-44, additional capital will again be required for rolling stock and in 2039-41 major repairing and replacement cost is envisaged. Operation is expected to start in 2018-19 (4th Year). Overall Ratio of Fixed cost and Completion cost is 0.8185. There are two ways to calculate economic benefits. Either remove all escalation factors and then derive economic benefits on the basis of fixed cost estimated in 2014, or keep the escalated cost, but also apply escalation factors on benefit components namely time value, fuel cost and other costs whose values will change. This means calculation on the basis of current price. In the present analysis, second option is mainly used. For arriving at current price 7.5% escalation is applied on the estimated cost (base year 2014). 6% escalation factor is applied on the benefit components considering average economic growth as 6% per year. Cost stream is generated for both options and is shown in Table 20.9. Economic factors are then applied (as given in table 20.1) on the completion cost stream.

51.47%

25.55%

15.24%

7.74% TIME COST

FUEL COST

VEH MAITENANCE COST

OTHER COST



Table 20.9: Estimated Capital and Recurring Cost with and without Escalation

Completion Cost Fixed Cost

Year Year Capital Cost Recurring Cost Capital Cost Recurring

Cost Start Ending Cr. Rs. Cr. Rs Cr. Rs. Cr. Rs 2014 2015 719 0 719 0 2015 2016 2687 0 2500 0 2016 2017 2890 0 2501 0 2017 2018 3319 0 2672 0 2018 2019 1189 194 890 145 2019 2020 384 209 267 146 2020 2021 275 226 178 146 2021 2022 507 254 306 153 2022 2023 0 274 0 154 2023 2024 0 296 0 154 2024 2025 0 320 0 155 2025 2026 0 346 0 156 2026 2027 0 374 0 157 2027 2028 0 404 0 158 2028 2029 0 437 0 159 2029 2030 0 472 0 160 2030 2031 0 510 0 160 2031 2032 2296 614 671 180 2032 2033 0 664 0 181 2033 2034 0 717 0 181 2034 2035 0 775 0 182 2035 2036 0 837 0 183 2036 2037 0 905 0 184 2037 2038 0 978 0 185 2038 2039 0 1057 0 186 2039 2040 1732 1142 284 187 2040 2041 1819 1235 277 188 2041 2042 0 1335 0 189 2042 2043 0 1443 0 190 2043 2044 4782 1708 587 210

20.5 ECONOMIC PERFORMANCE INDICATORS For Moderate Scenario, after generating the cost and benefit stream table, values of economic indicators are derived and are given in table 20.10. Project period is 2014-2043, EIRR is found to be 19.94% and B/C ratio as 5.52 and with 12 % discount, EIRR is 7.09% and B/C ratio is 2.03. NPV without discount is Rs 145959 Cr. and with 12% discount rate, NPV is Rs. 9997 Cr. On the basis of fixed cost (2014), EIRR is 13.92% B/C Ration is 4.20 and NPV is 41689, which shows that the project is economically viable.



Table 20.10: Economic Indicator Values (2043-44) (Moderate Scenario) Current Price Fixed Price Base Year 2014

AHMDABAD PAHSE 1 WITHOUT DISCOUNT

WITH DISCOUNT

(12%)

WITHOUT DISCOUNT

WITH DISCOUNT

(12%) Cumulative cost (Cr.) 32260 9702 13028 7065 Cumulative benefit(Cr.) 178219 19700 54717 8372 Benefit Cost Ratio 5.52 2.03 4.20 1.18 NPV(Cr.) 145959 9997 41689 1166 EIRR 19.94% 7.09% 13.92% 1.71% 20.6 SENSITIVITY ANALYSIS Sensitivity of EIRR and B/C ratios both with and without discount was carried out and the output is given in the table 20.11. 2043-44 is taken for the year of comparison.

Table 20.11 Sensitivity of EIRR

SENSITIVITY WITHOUT DISCOUNT WITH DISCOUNT TRAFFIC COST EIRR B/C COST EIRR B/C COST 0% 0% 19.94% 5.52 32260 7.09% 2.03 9702 -10% 0% 19.30% 5.27 32260 6.52% 1.93 9702 -20% 0% 18.65% 5.01 32260 5.94% 1.83 9702 0% 10% 18.77% 5.02 35486 6.05% 1.85 10673 0% 20% 17.74% 4.60 38712 5.13% 1.69 11643 -10% 10% 18.16% 4.79 35486 5.50% 1.76 10673 -20% 20% 16.54% 4.17 38712 4.05% 1.53 11643 Sensitivity analysis shows that economic indicator values namely EIRR is within the limit of acceptance as also the B/C ratios. If cost is increased by more than 20% or traffic is decreased by 20%, economic return reduces to 15.36%.

20.7 QUANTIFIED BENEFITS. Benefits which are shown in previous tables are money value of the benefits. These benefits are estimated first and the converted into money value. For brevity, only 5 year estimates are shown in table 20.12 (Reduction of Vehicle gas Emission) and in table 20.13 (Reduction of Fuel, Time of Travel, Vehicle on Road etc).



Table 20.12 Environmental Benefits Quantified Tons/Year 2019 2020 2021 2022 2023 CO 2218.35 2451.88 2210.99 1814.28 1922.70 HC 1266.52 1399.85 1253.68 1017.52 1078.33 NOX 255.43 282.32 311.90 330.39 350.13 PM 57.57 63.63 67.23 67.96 72.02 SO2 4.34 4.80 4.87 4.70 4.98 CO2 53081 58669 64845 68720 72827

Total Emission Saved 56883 62872 68694 71955 76255 From Table 20.13, it may be seen that in 2020, due to shifting, metro passengers time saving will be 6.08 Cr. (10 million) hour, fuel saving 38.86 thousand tons. Amount of travel in terms of passenger km reduced due to shifting to Metro Rail is equivalent to reduction of 61598 vehicles from the road. About 31 fatal accidents and 141 other accidents may be avoided. Hence it is expected that there will be some improvement of the overall ambience of the area. Table 20.13 Travel Benefits Quantified

Quantified Benefits in Horizon Years 2019 2020 2021 2022 2023Annual Time Saved by Metro Passengers in Cr. Hr. 5.44 6.08 6.78 7.26 7.77Annual Fuel Saved by Metro Passengers in thousand Tons. 34.87 38.86 44.22 47.31 51.63Daily vehicles reduced (off the road) 55731 61598 68082 72151 76462CO2 reduced in thousand tons 53.08 58.67 64.85 68.72 72.83Other gases reduced in thousand tons 3.80 4.20 3.85 3.23 3.43Reduced No of Fatal Accidents in Year 31.02 34.29 37.90 40.17 42.57Reduced No of Other Accidents in year 141.16 156.02 172.44 182.75 193.67Annual Vehicle km Reduced in Cr. Km. 91.98 101.66 112.36 119.08 126.19

CHAPTER 21 – IMPLEMENTATION PLAN


Chapter - 21

IMPLEMENTATION PLAN

21.1 WAY FORWARD FOR IMPLEMENTING AHMEDABAD METRO PROJECT On receipt of the Detailed Project Report, following action will be required for implementing the Ahmedabad Metro: • Approval to the Detailed Project Report to be taken from Gujarat State Government (Cabinet approval). • The DPR to be forwarded to the Ministry of Urban Development(GOI), Planning Commission and Finance Ministry with the request for approving the Metro project and for financial participation through equity contribution in the MEGA. • Signing of an MOU between Gujarat State Government and Government of India giving all details of the Joint Venture bringing out the financial involvement of each party, liability for the loans raised, the administrative control in the SPV, policy in regard to fare structure, operational subsidy, if any, etc. • MEGA Ltd, the Special Purpose Vehicle (SPV) already set up for implementing the project and for its subsequent Operation & Maintenance. • The Metro Railways (Amendment) Act-2009 can readily be made use of for implementation of Ahmedabad Metro by declaring Ahmedabad City as Metropolitan Area in terms of clause c of section 243 P of Constitution. • Request to GOI for a notification for making the Metro Railways (Amendment) Act 2009 applicable to Ahmedabad Metro. • The State Government should formulate the funding plan for executing this project and get the same approved by the Government of India. The loan portion of the funding will have to be tied up by State Government in consultation with the Government of India. • The Government should freeze all developments along the corridors suggested. For any constructions within 50 m. of the proposed alignment a system of No Objection Certificate should be introduced so that infructuous expenditure at a later stage is avoided.



• The Metro Railways (Amendment) Act-2009 can readily be made use of for implementation of Ahmedabad Metro by declaring Ahmedabad City as Metropolitan Area. 21.2 Implementation on Delhi Metro/Chennai Metro Model MEGA has to take action for appointment of General Consultants for project management including preparation of tender documents. Till the General Consultants are in position, MEGA 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 both corridor with suggested dates of important milestones is given in Table 21.1

Table 21.1 - Implementation Schedule through DMRC model Phase I

S. No. Item of Work Completion

Period 1 Submission of Final DPR to State Govt. D 2 Approval of DPR by State Government D + 0.5momth 3 Submission of DPR for Approval of Ministry of Urban Development (MoUD). D + 1month 4 Appoint interim Consultant for preliminary works D + 3months 5 Approval of Project by Empowered Committee D +3months 6 Sanction of Project by EGOM. D +6months 7 Appoint General Consultant D +9months 8 Tendering, Execution of works and Procurement of equipments, coaches and installations D +57months 9 Testing and Commissioning D +60moths 10 Revenue Operation D +60months

21.3 ORGANISATIONAL SET-UP OF MEGA The MEGA organization, as stated earlier, should be very lean but effective. It will consist of a non-executive Chairman, a Managing Director with full Executive Powers (in Schedule ‘A’) and three Functional Directors (in Schedule ‘B’) including Director (Finance). All the three Functional Directors will be full members of the Management Board. The Directors will be



assisted by Heads of Departments in each of the major disciplines and they in turn will have Deputy Heads of Departments. The organization should be basically officer-oriented with only Personal Assistants and Technical Assistants attached to senior officers by eliminating unproductive layers of staff such as Peons, Clerks, etc. We strongly recommend that the total organizational strength is limited to 70 to 80 eliminating too many tiers to enable faster decision-making. It is necessary for the MEGA officers to get exposed to the Metro technology and Metro culture through study tours of some of the selected foreign Metros and Delhi/Calcutta Metros. Implementing a metro project in a congested metropolis is indeed a challenge. In sheer size, magnitude and technical complexity there are no parallels to metro projects. Further, these projects are to be carried out in difficult urban environment without dislocating city life, while at the same time preserving the environment. The project involves integration of a number of complex technical systems some of these technologies used in these systems are totally new to the country each one of which is a major project by itself. Interfacing various system contracts is a difficult and highly skilled exercise. Side by side, timely and adequate funds have to be assured for implementation and lands, without encumbrances, have to be taken possession of in time. Clearances from the local authorities have to be taken 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. Metro projects cannot be executed the way Government agencies execute projects in this country. Timely completion is very important to safeguard the financial viability. Competent and skilled technical personal to man such an organization are difficult to mobilize. In fact such experienced persons are not readily available in the country. Being a rail based project, for most of the systems such as rolling stock, signaling, telecommunication, traction power supply, etc., persons with railway background would be necessary. As systems & construction technology used in metro are much more advanced and sophisticated than the one used in Railways as these have to suit dense urban areas, Metro experience will enable faster & smoother execution and thus is desirable & therefore should be preferred. Since MEGA will not have the required expertise and experienced manpower to check and monitor the General Consultants it may be necessary to engage Prime Consultants from the very start of GC’s assignment who will do this job on behalf of MEGA. Delhi Metro Rail Corporation can also be considered straightaway for being appointed as General Consultant to MEGA which will reduce the construction time by 4 to 6 months. 21.4 CONTRACTS

21.4.1 Civil Works It is proposed to carry out the civil works through following construction contracts-



(a) Viaduct Construction-It is suggested that each contract can be limited to about 5 to 6 kms in length. (b) Station Contracts- It is proposed that each station contract comprises of 3 to 6 stations. Corridor wise number of contracts is expected to be as follows:

Table 21.2 - Construction Strategy (Elevated Portion)

Corridor

Length of Elevated Section

(km)

Elevated Stations

(Nos.)

Proposed Contracts

Viaduct Station

Thaltej to Vastral gam 13.100 13 3 Nos 4 Nos. APMC to Motera Stadium 18.493 15 3 No. 4 No. (c) Underground Section: Following contracts are suggested for underground section including stations:-

Table 21.3 - Construction Strategy (Underground Portion) Corridor

Underground Section Proposed Contracts

Length (km)

Station (Nos.)

Underground section including stations

Thaltej to Vastral gam 6.335 4 2 Nos Architectural finishes, fire fighting arrangements and general electrification, will form part of civil contracts. 21.4.2 System Contracts

• Design, construct and installation for Traction and Power Supply. • Design, construct and installation of Signal and Telecommunication works. • Design, construct and installation of lifts. • Design, construct and installation of escalators. • Design, construct and commissioning of Automatic Fare Collection System. • Design and supply of rolling stock. • Installation of track in Depot and on main line.



• Design and installation of Signages. 21.4.3 Depot Contracts The contracts are required for Civil and E&M works at Gyaspur Depot and Apparel Park Depot. Each depot will have one package for civil works. The number of contracts for supply of Depot Equipment may be decided as and when the work is in progress. 21.5 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, Gujarat 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 Ahmedabad Urban Development Authority and Chief Executive Officer of Ahmedabad Nagar Nigam should also be the member of this committee. This Committee should meet once a month and sort out all problems brought before it by MEGA. 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. 21.6 EMPOWERED COMMITTEE At the Central Government level an Empowered Committee, under the chairmanship of Cabinet Secretary, is presently functioning for Delhi Metro project. Other members of this Committee are Secretaries of Planning Commission, Ministry of Home Affairs, Ministry of Urban Development, Ministry of Surface Transport, Ministry of Environment and Forests, Department of Expenditure, Chief Secretary of Delhi Government and a representative from the PMO. The Empowered Committee meets regularly and takes decisions on matters connected with inter-departmental coordination and overall planning, financing and implementation of the Delhi Metro project. It is suggested that the role of this Empowered Committee should be enlarged to include Ahmedabad Metro project also and the Chief Secretary, Gujarat should be inducted as a member of this Committee. 21.7 EMPOWERED GROUP OF MINISTERS (EGOM) Union Cabinet had set up a 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, Minister of Finance and



Company Affairs and Deputy Chairman Planning Commission. 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 Ahmedabad Metro. The Chief Minister, Gujarat should be inducted as a member and should attend the meetings of GOM whenever any issue concerning Ahmedabad Metro is to be deliberated upon. 21.8 LEGAL COVER FOR AHMEDABAD METRO Construction of Ahmedabad Metro should commence soon. Thus there is immediate need to have a legislation to provide legal cover to the construction stage of Ahmedabad Metro. Implementation of proposed Ahmedabad Metro can now be done under “The Metro Railways (Amendment) Act 2009”. The copies of the Gazette notification and the amendment are put up enclosure to this chapter. 21.9 CONCESSIONS FROM GOVERNMENT Metro rail projects need very heavy investment. Loans have invariably to be taken to fund a part of the capital cost of the projects. These projects yield low financial internal rate of return. With reasonable fare level, servicing of these loans often pose problems. To make the project financially viable, therefore, the fares need to be substantially increased to socially un-acceptable levels. This results in the ridership coming down significantly, as it is sensitive to increases in the fare level. Thus the very objective of constructing the metro rail system to provide an affordable mode of mass travel for public is defeated. It, therefore, becomes necessary to keep the initial capital cost of a metro project as low as possible so that the fare level of the metro system can be kept at reasonable level. As in the case of Delhi Metro, the State Government should exempt/reimburse the Gujarat Value Added Tax (VAT) to Ahmedabad Metro. It should also exempt the following: -

• Tax on electricity required for operation and maintenance of the metro system. • Municipal Taxes. As per the present policy 50% of the Central Taxes will be paid by GOI as subordinate Debt and balance 50% will be paid by the concerned State Government. Gujarat State Government may pursue the Central government to extend the same benefit to Ahmedabad Metro.

21.10 NEED FOR DEDICATED FUND FOR METRO PROJECTS

We also strongly recommend that the State Government start building up funds for the project through dedicated levies as has been done by other State Governments notably Karnataka.



To enable the State Governments to provide their share of equity in the Special Purpose Vehicles set up for such projects, it would be necessary to constitute a Special Metro Fund at the State Government level. The State Government should resort to imposition of dedicated levies for raising resources for these Funds. Areas where such dedicated levies are possible are given below: • A 50% cess on the tax levies for registration of road vehicles. • A Green Surcharge on fuel (petrol, diesel). The above two levies would also assist to discourage the use of personalized motorized vehicles and encourage the use of public transport, which would not only reduce the pollution level in the city but also reduce traffic congestion on the road. • A onetime Green Tax (Rs. 5000 to Rs. 10000 for four wheelers and Rs. 2000 for two wheelers) on existing vehicles registered in the City. • All receipts from traffic challans to be channeled to this Fund. • A 1 % turnover Tax on all shops, restaurants and hotels on a monthly basis. • A 20 % surcharge on Property Tax within the Corporation limits. • Metro Tax @ 2% on pay rolls of all establishments having more than 100 employees. Such cess is in existence in a number of Western countries for raising resources for metro rail. The employers’ benefit a good deal by good Metro System. • Surcharge @ 10% on luxury tax on the earning of all Star Hotels. At present level, the luxury tax is 10%. The surcharge will raise the level to only 11%. Chinese cities have adopted this scheme. • Densification of Corridor by way of selling of Floor Area Ratio (FAR) along the proposed metro corridors.











CHAPTER 22 – CONCLUSIONS AND RECOMMENDATIONS


Chapter – 22

CONCLUSIONS AND RECOMMENDATIONS

22.1 Ahmedabad has witnessed enormous growth during the last 10 years. The growth is mainly the result of immigration as the city provided better employment opportunities. Ahmedabad is the principal administrative, commercial and distribution center of the State. Ahmedabad is fast developing as educational hub of Gujarat. Rapid urbanization in the recent past has put the city’s travel infrastructure to stress. Being thickly populated area, Ahmedabad’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 and limited to the out skirt of the city, 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 Light 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. A Light Metro System consisting of two Corridors namely (i) Thaltej to Vastral Gam Corridor (19.435km) and (ii) APMC to Motera Stadium (18.493km, including depot connection) at an estimated total completion cost of Rs. 11463 Crores (with Central taxes & duties) to be made operational as recommended in implementation chapter. 22.2 A detailed Environmental Impact Assessment Study has been carried out for the project. As a part of this Study, comprehensive environmental baseline data was collected, and both positive and negative impacts of the project were assessed in detail. The project has many positive environmental impacts like reduction in traffic congestion, saving in travel time, reduction in air and noise pollution, lesser fuel consumption, lesser road accidents etc, with a few negative impacts (especially during implementation phase of the project) for which Environmental Management Plan has been suggested.

CHAPTER 22 – CONCLUSIONS AND RECOMMENDATIONS


22.3 After examining the various options for execution of Ahmedabad Metro Project, it has been recommended that the project should be got executed through a SPV on DMRC/BMRCL/CMRL model. 22.4 The fare structure has been estimated based on Delhi Metro fares decided by Fare Fixation Committee in 2009. Subsequently, for the purpose of assessing returns from the project, the fares have been revised every second year with an escalation of 15% every two years. 22.5 As in the case of Delhi Metro, the State Government should exempt/ reimburse the Gujarat Value Added Tax (VAT) to Ahmedabad Metro. It should also exempt the following:

• Tax on electricity required for operation and maintenance of the metro system. • Municipal Taxes.

22.6 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. Gujarat State Government may pursue the Central Government to extend the same benefit to Ahmedabad Metro. 22.7 While the Financial Internal Rate of Return (FIRR) for the project has been assessed as 10.45% with central taxes with property development and the Economic Internal Rate of Return (EIRR) works out 19.20%. 22.8 The combined FIRR of both the corridors with taxes is 10.45% with additional property development of 10 hectares land and EIRR is 19.20 %. The pre-tax Equity FIRR to the BOT operator is 18% with a total VGF of only Rs.6086.00 crore excluding the cost of 10 hectare Land. Since the Gujarat State Government is providing land parcels for PD, it is advisable to take up the job on DMRC/BMRCL/CMRL model. Accordingly, the corridors are recommended for implementation.

Detailed Project Report 2015

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