Untitled - Citizen Matters

FOREWORD

Delhi Metro Rail Corporation Ltd. (DMRC), a Joint Venture Company owned 50% by

the Government of India and 50% by Delhi Government, is entrusted with planning,

design, implementation and operation of the Delhi Metro Project. Presently Phase I

of Delhi Metro Project covering three lines aggregating to 61.3 kms. is under

implementation. The first section of Line No.1 from Shahdara to Tis Hazari was

commissioned for commercial operations on 24th of December, 2002 by the Hon’ble

Prime Minister of India.

The successful planning and implementation of the Delhi Metro Project encouraged

the Government of Karnataka to avail the DMRC’s expertise for the planning,

investigation and preparation of a Detailed Project Report for two metro lines in

Bangalore City, one in the East West direction and the other in the North South

direction. The Karnataka Government vide their D.O. letter No.UDD 144 PRJ 2002

dated 19.9.2002 conveyed their consent to DMRC to take up the DPR work and

based on the instructions conveyed in this letter, M/s Bangalore Mass Rapid Transit

System Ltd. (BMRTL) placed an order on DMRC vide letter

No.BMRTL/DMRC/02/372 dated 31.10.2002 for the same for taking up this

assignment..

DMRC took up the field studies and identified the two corridors which were then

cleared in principle by Karnataka Government vide their letter No.UDD 144 PRJ

2002 dated 19.9.2002 and No.UDD 144 PRJ 2002 dated 19.10.2002 respectively.

DMRC carried out the topographical and traffic surveys with the assistance of M/s

RITES who also assisted us in drawing up the DPR. The detailed geo-technical

studies were got done through Torsteel Research Foundation in India, Bangalore

(TRFI). For the environmental studies the services of the Department of

Environmental Sciences, Bangalore University were availed. Similarly, for carrying

out the fare structure study and for arriving at the fares to be levied, the services of

National Council of Applied Economic Research (NCAER), Delhi were taken. The

studies in regard to financing the project and for arriving at the financial analysis,

DMRC availed the assistance of M/s ICICI.

During the preparation of the Detailed Project Report there were constant interaction

with the Karnataka Government and various Governmental and City Agencies. We

wish to place on record particularly the assistance rendered by M/s BMRTL, who had

made available some of the previous studies and relevant information needed for

preparing this Report.

We also wish to place on record the valuable assistance received from M/s RITES,

M/s TRFI, University of Bangalore, NCAER and M/s ICICI in compiling this Report.

This report is really a compendium of study results carried out by DMRC with our

unique background, experience and with considerable effort. The technical solutions

recommended herein are the sole property of DMRC. These cannot be copied or

made use of by any other agency or person except for the sole use of Bangalore

city, without the consent of DMRC.

(E. Sreedharan)Managing Director,

Delhi Metro Rail Corporation New Delhi26.05.2003

CONTENTS

Chapter No.

DESCRIPTION PAGE NO.

0 Executive Summary 1-21

1Introduction

22-27

2 Transport Demand Forecast 28-77

3 Train Operation and Rolling Stock 78-117

4Geometric Design Norms and Description of Alignment

118-139

5Civil Structure and Construction Methodology

140-147

6 Station Planning and Ventilation System 148-167

7 Permanent –way 168-172

8Power Supply, System of Traction and Power Tariff

173-187

9 Signalling and Communication 188-196

10 Automatic Fare Collection 197-199

11 Depots 200-209

12Other Engineering AspectsLand, Utilities, Geo-technical Details etc.

210-235

13Environmental Impact Assessment and Mitigation Measures

236-246

14 Cost Estimate and Implementation Plan 247-254

15 Financing Options 255-266

16 Fare Structure and Project Viability 267-279

17 Implementation Strategy 280-287

18 Conclusions 288-290

LIST OF TABLE

Table No. Description Page No.

Chapter -2

2.1 Population and Employment Projection 29

2.2 Distribution of household by size 30

2.3 Distribution of Household by Vehicle Ownership

31

2.4 Distribution of Household Population by occupation

32

2.5 Distribution of Household Members by Education

33

2.6 Distribution of Household by Income range 34

2.7 Distribution Of trips by Mode and Purpose with Walk

35

2.8 Distribution Of trips by Mode and Purpose without Walk

37

2.9 Intensity of Traffic (Average Daily Traffic) 38

2.10 Peak hour traffic at outer cordon locations 39

2.11 Composition of traffic at Outer Cordon location 39

2.12 Intensity of traffic at Screen Line location 46

2.13 Peak Hour Traffic at Screen line location 47

2.14 Composition of Traffic at Screen line locations 48

2.15 Distribution of road network by ROW 58

2.16 Distribution of road network by CW Width 58

2.17 Distribution of road network with respect to land use

59

2.18 Types of roads and their capacities 60

2.19 Distribution of Road length by peak hour journey speed

60

2.20 Distribution of Road length by peak hour running speed

61

2.21 FREE FLOW SPEEDS 62

2.22 Trip Generation for Total Trips 66

2.23 Trip attraction for total trips 67

2.24 Population and employment projections 67

2.25 Adopted PCTR (Vehicular) Value 67

2.26 PCU CONVERSION FACTORS 72

2.27 Summary of Transport demand projections 72

2.28 DAILY BOARDING/ALIGHTING PASSENGERS

73

2.29 METRO Requirement 74

2.30 Acceptable Walk Distance from Home to METRO Station

74

2.31 Acceptable Walk Distance from METRO Station to Office

75

2.32 Acceptable Interchanging Trips 75

2.33 Acceptable to Shift with Feeder Bus 75

2.34 Acceptable Frequency of METRO 76

2.35 Acceptable Time Saving 76

2.36 Preference to Monthly seasonal passes 77

2.37 Preference to Parking Facility at METRO Station

77

2.38 Willingness to pay Extra Fare 77

Chapter –3

3.1 List of Stations (i) East – West line (ii) North – South line

78

3.2 Peak Hour Peak Direction Traffic (PHPDT) 79

3.3 Capacity Provided (i) East – West Corridor (ii) North – South Corridor

83

3.4 Hourly Distribution of Daily Transport Capacity and Directional Split

84

3.5 Hourly Train Operation Plan (Year 2007) (i) East – West Corridor (ii) North – South Corridor

85

3.6 Hourly Train Operational Plan (Year 2011) (i) East – West Corridor (ii) North – South Corridor

87

3.7 Hourly Train Operational Plan (Year 2021) (i) East – West (ii) North – South Corridor

89

3.8 Hourly Capacity Provided (Year 2007) (i) East – West (ii) North – South Corridor

91

3.9 Hourly Capacity Provided (Year2011) (i) East – West (ii) North – South Corridor

93

3.10 Hourly Capacity Provided (2021) (i) East – West (ii) North – South Corridor

95

3.11 Vehicle Kilometer (i) East – West Corridor (ii) North – South Corridor

97

3.12 Forecasted Peak Hour Directional Traffic (PHPDT)

100

3.13 Size of Coach 101

3.14 Carrying Capacity of Mass Rail Vehicles 102

3.15 Weight of Mass Rail Vehicles (TONS) 102

Chapter –4

4.1 Cant, Permitted Speed and Minimum Transition Length for Curves

120

4.2 Major Roads Along /Cross the E-W Alignment 124

4.3 Road Gradient 125

4.4 Vertical Profile 126

4.5 Details of Curves 127

4.6 List of Roads Along /Cross the Alignment 131

4.7 Road Gradient 133

4.8 Vertical Profile 133

4.9 Details of Curves 135

Chapter –6

6.1 Locational Characteristics of Stations on Bangalore MRTS Corridors

139

6.2 Station Accommodation (Non public area) 151(g)

6.3 Passengers traffic and requirement of amenities in stations (projections for Year 2021)

151(l)

6.4 Mode-Wise Parking /Halting Requirement at Stations

153

Chapter –8

8.1 Power Demand Estimation 174

8.2 Power Demand at various RSS 175

8.3 Train Operation Plan 178

Chapter –9

9.1 Standards adopted with regards to Signalling System

190

Chapter –10

10.1 Standards proposed for AFC Systems 198

Chapter –11

11.1 Proposed Maintenance Schedule 201

11.2 Schedule of Cleaning 202

11.3 Design Capacity of Baiyappanhally Depot 203

11.4 Design Capacity of Yeshwantapur Depot 207

Chapter –12

12.1 Land Requirement on East – West Corridor (Sq. m.)

212

12.2 Land Requirement on North – South Corridor (Sq. m.)

213

12.3 Organisation Responsible for Utilities and Services

216

12.4 Details of Sewer/Storm Water Pipe Lines on E - W Corridor

218

12.5 Details of Sewer/Strom Water Pipe Lines on N-S Corridor

219

12.6 Details of Effected Water Pipe Lines on E-W Corridor

220

12.7 Details of effected Telephone cables on E-W Corridor

221

12.8 Details of Effected Sewer/Storm Water Pipe Lines on E-W Corridor

222

12.9 Details of Effected Water pipe Lines on E-W Corridor

223

12.10 Details of effected Telephone Cables on E-W Corride

227

Chapter – 13

13.1 Prevailing Air Quality along both Corridors 238

13.2 Air Quality Values and Criteria 238

13.3 Details of AQI Values and Criteria at Metro Corridors

239

13.4 Type of tree population coming within 0-5m on each side from the center of alignment in E-W and N- S Corridor

240

13.5 Quantification of Environmental Impacts/Benefits of Proposed Metro Rail Project for Bangalore

244

Chapter –14

14.1 Abstract Capital Cost Estimate for Bangalore Metro

Chapter -15

15.1 Financial Performance of Some Metro Systems

255

15.2 Government Contribution to Bangalore Metro 265

Chapter –16

16.1 Saving in with the project scenario in year 2007

272

16.2 Cost Estimates 274

16.3 Sources of Funding 274

16.4 Energy Consumptions 275

16.5 Profitability projections ( Rs in Crore) 276

16.6 Increase in project cost 277

16.7 Delay in project completion 277

16.8 Decline in project Revenues 278

Note: (*) denotes end of chapter.

LIST OF ANNEXURE

Annexure No. Description Page No.

Chapter –2

2.1 Detailed list of zones *

2.2 Detailed population projection ward wise *

2.3 Wardwise Population *

2.4 Boarding Passengers at all Bus Stops *

2.5 Boarding Passangers at Major Terminals *

2.6 Transport demand for proposed network(total) *

2.7a Trip length distribution for the 2007 *

2.7b Trip length distribution for the 2011 *

Chapter -3

Attachment 1 to 6 Train Operational Plan ( headway and train composition) planned for year 2007, 2011 & 2021

*

3.1 Rake requirement *

Chapter –8

8.1 Detailed calculations of Power Demand Estimation for E-W Corridor

186

8.2 Detailed calculations of Power Demand Estimation for N-S Corridor

187

Chapter –11

I Brief details guiding the design of depot of Bangalore MRTS

*

II Ancillary shed & Buildings (Baiyappannahalli) *

II Plant and Machinery (Baiyappannahalli) *

IV Ancillary shed & Buildings (Yeshwantapur) *

V Plant and Machinery (Yeshwantapur) *

Chapter – 14

14.1.1 Estimate of land cost (East-West) *

14.1.2 Estimate of land cost (North-South) *

14.2 Estimate cost of Alignment and Formation *

14.3.1 Estimate cost of Traction and Power Supply *

14.3.2 Estimate cost of VAC *

14.4.1 Estimate cost of S & T *

14.4.2 Estimate cost of AFC *

14.5.1 Estimate cost of Maintenance Depot Baiyappannahalli

*

14.5.2 Estimate cost of Maintenance Depot Yeshwantapur

*

14.6 Estimate cost of Rolling Stock *

- Implementation Schedule *

Chapter –16

16.1 Assumption made in carrying out the economic *

analysis

16.2 Projected of Operation & Maintenance Cost *

16.3 Projected Property Development Revenue & Advertising Revenue

*

16.4.1 Projected Profit and Loss Statement *

16.4.2 Determination of IRR *

16.5 EIRR Table *


LIST OF FIGURES

Figure No/ Drawing No.

Description Page No

Chapter –1

1.1 Growth of population of Bangalore city 23

1.2 Growth of registered number of motor vehicles 24

Chapter –2

2.1 Details of the planning process *

2.2 Distribution Of Hh By Size 31

2.3 Distribution Of Household By Vehicle Ownership 32

2.4 Distribution Of Hh By Occupation 33

2.5 Distribution Of Population By Educational Qualifications 34

2.6 Distribution Of Hh By Income 35

2.7 Distribution Of Trips By Mode (With Walk) 36

2.8 Distribution Of Trips By Purpose (With Walk) 36

2.9 Distribution Of Trips By Mode (Without Walk) 37

2.10 Distribution of trips by purpose (without walk) 37

2.11 location of outer cordon locations *

2.12 Vehicle composition at Bellary Road 40

2.13 Vehicle Composition at Sarjapur Road 40

2.14 Vehicle composition at Knakpu Road 41

2.15 VEHICLE COMPOSITION AT MYSORE ROAD 41

2.16 Vehicle composition at OM Road 41

2.17 Vehicle composition at Airport Road 41

2.18 Vehicle composition at Magadi Road 42

2.19 Vehicle composition at Tumkur Road 42

2.20 Vehicle composition at Housur Road 42

2.21 Vehicle composition at Bannergatta 43

2.22 Hourly variation of vehicles at Bellary Road 43

2.23 Hourly variation of vehicles at Sarjapur Road 43

2.24 Hourly variation of vehicles at Kanakapur Road 44

2.25 Hourly variation of vehicles at Mysore Road 44

2.26 Hourly variation of vehicles at Old Madras Road 44

2.27 Hourly variation of vehicles at Magadi Road 44

2.28 Hourly variation of vehicles at Bannergatta Road 45

2.29 Hourly variation of vehicles at Tumkur Road 45

2.30 Hourly variation of vehicles at Housur Road 45

2.31 Vehicle composition at Airport Road 49

2.32 Vehicle composition at Mysore Road 50

2.33 Vehicle composition at KR Road 50

2.34 Vehicle composition at Chord Road 50

2.35 Vehicle composition at JC Road 51

2.36 Vehicle composition at Yeshwantapur Road 51

2.37 Vehicle composition at Post office Road 51

2.38 Vehicle composition at South-End Road 52

2.39 Vehicle composition at KH Road 52

2.40 Vehicle composition at Kuvempu Road 52

2.41 Vehicle composition at MG Road 53

2.42 Hourly variation of vehicles at Airport Road 53

2.43 Hourly variation of vehicle at Mysore Road 54

2.44 Hourly variation of vehicle at K R Road 54

2.45 Hourly variation of vehicle at Chord Road 54

2.46 Hourly variation of vehicles at JC Road (One-way) 55

2.47 Hourly variation of vehicles at Yeshwantapur Road 55

2.48 Hourly variation of vehicle at Post office Road 55

2.49 Hourly variation of vehicle at South-End Road 56

2.50 Hourly variation of vehicals at KH Road 56

2.51 Hourly variation of vehicales at Kuvempu Road 56

2.52 Hourly variation of vehicales at Mg Road 57

2.53 Distribution of road network by ROW 58

2.54 Distribution of road network by CW 58

2.55 Distribution of road network w.r.t land 59

2.56 Distribution of Road Length by peak hour journey speed 60

2.57 Distribution of Road length by peak hour running speed 61

2.58 Gravity Model *

2.59 Assignment Procedure *

Chapter –3

3.1 Car Composition adopted for the year 2007, 2011 & 2021

82

3.2 Kinematics Envelope *

3.3 Simplified Velocity – time operation curve 103

3.4 Traction Motor 108

3.5 CI unit 109

3.6 Driving Motor Car Layout *

3.7 Traller Car Layout *

Chapter -4

4.1 Index Plan of Proposed Alignment *

4.2 L-Section of E-W Corridor *

4.3 L-Section of N-S Corridor *

Drg. MRTS-Bang/EW/01 & 02

Alternative Alignments *

Chapter 5

5.1 Schematic arrangement (Box Girder with External pre-stressing)

*

5.2 General arrangement of Viaduct (Segmental ‘ U ‘ Girder) *

5.3 to 5.8 Launching Scheme of Pre Cast Segmental Construction of Superstructure (segments are listed in sequence)

*

Chapter –6

6.1 & 6.2 Typical Elevated station *

6.3 Typical Underground Station *

6.4 Interchange station at Majestic *

6.5 Typical Elevation Station *

Chapter –7

7.1 UIC – 54 ( 54 kg/m) Rail Section *

7.2 Ballastless Track on Viaduct *

7.3 Ballastless Track in Circular Tunnel *

7.4 Ballastless Track in Box Tunnel *

7.5 Ballastless – Track Fastening Details *

7.6 Turnout tg.1/9 R=300m, Diverging Speed 40Km/h (geometry)

*

7.7 Turnout tg. 1/7 R=140 m Diversing Speed 25 Km/h *

(Geometry)

7.8 Double Crossover tg 1/9 R=300m, C.L. 4500 Axle Scheme

*

Chapter - 8

M/PS/GA/001/R1

Conceptual Schemetic 33 KW Power Supply Arrangement for Bangalore Metro (E-W) & (N-S)

*

8.1 Typical RSS Layout *

8.2 66/33 KV Power Supply Arrangement *

8.3 to 8.6 Typical Layouts for ASS & TSS for Underground and Elevated Sections

*

8.7 DC Traction System – Stray Current Corrosion *

8.8 & 8.9 Typical arrangement of Connecting the reinforcements of Viaduct and tunnels

*

*

8.10 Basic Diagram for Earthing, Bonding and Stray Current Protection Measures

*

Chapter -9

DMRC/S&T/BANG/E-W/01/2003

Conceptual Signalling Plan of Bangalore Metro System E-W Corridor

*

DMRC/S&T/BANG/N-S/01/2003

Conceptual Signalling Plan of Bangalore Metro System N-S Corridor

*

Chapter -11

BANGALORE/EW/BAIYAPPANAHALLI/001-RD

Baiyappanahalli Depot Cum Work Shop Layout *

BANGALORE/EW/YASHWANT PUR/001-RD

Yashwant Pur Depot Cum Work Shop Layout *

Chapter –12

TRF1/SM-O3/01

Details Of Bore Holes (E-W),Elevated Corridor *

TRF1/SM-O3/02

Details Of Bore Holes (E-W),Under Corridor *

TRF1/SM-O3/03

Details Of Bore Holes (E-W),Elevated Corridor *

TRF1/SM-1.1 Details Of Bore Holes (N-S),Elevated Corridor *

TRF1/SM-1.2 Details Of Bore Holes (N-S),Under Ground *

TRF1/SM-1.3 Details Of Bore Holes (N-S),Elevated Corridor *

Chapter –16

16.1 Trip length distribution for year 2007, 2011, 2021 268

Chapter - 17

17.1 Orgnisation Structure *


SALIENT FEATURES

BANGALORE METRO PROJECT

1. Route Length (between dead ends)

East - West Corridor 18.100 kma) At-grade 0.350 kmb) Elevated 14.350 kmc) Underground 3.400 km

North - South Corridor 14.900 kma) At-grade 0.300 kmd) Elevated 11.300 kme) Underground 3.300 km

2. Number of stations

East - West Corridor 18a) At-grade 1b) Elevated 13c) Underground 4

North - South Corridor 14a) At-grade 1b) Elevated 10c) Underground 3

3. Traffic Forecast

Passenger/day Trip Length(Lakh) (Av. Km)

Year 2007 8.20 6.62Year 2011 10.20 7.07Year 2021 16.10 7.12

5. Train operation2007 2011 2021

a) Designed PHPDT (000s) 15 31 41b) Designed Train headway 3 minutes 3 minutes 3 minutesc) Operational Headway 4 minutes 4 minutes 3 minutesd) Train Composition 3 Cars 3/6 Cars 6 Carse) Coaches required 117 180 270

6. Design speed 32 kmph

7. Traction Power Supply

a) Voltage 750 v dcb) Current Collection Third Rail bottom

collectionc) Power Supply source 66 kV ac d) No of receiving substations 4e) No. of traction substations 17f) SCADA system Provided

8. Rolling Stock

a) 2.88 m wide modern rolling stock with stainless steel body, Standard Gauge

b) Axle load - 15 tb) Seating arrangement - Longitudinalc) Capacity of 3 coach unit - 1000 Passengersd) Class of accommodation - One

````9. Maintenance Facilities

a) Maintenance Depot - Baiyyappanhalli on E - Wb Yeshwantpur on N - S

10. Signalling, Telecommunication & Train Control

a) Type of SignallingCab signalling and continuous automatic train control.

b) Telecommunication i) Integrated System with Fibre Optic cable, SCADA, Train Radio, PA system etc.

ii) Train information system, Control telephones and Centralised Clock System.

11. Fare Collection Automatic Fare Collection collection system with BOM and POM, Smart card etc.

12. Construction Methodology

a) Elevated viaduct carried over prestressed concrete 'U'-shaped girders with pile/ Open foundations

b) Underground - By tunnelling through TBM, Stations and Link Line by Cut & Cover

13. Inter – connection between corridors Rake interchange link provided at Majestic station

14. Total estimated cost (at April, 2003 prices) Rs. 3970. Crores

15. Total estimated completion cost ( 2007) Rs. 4989 Crores(including esclation and IDC)

16. Financial Indices of MRTS Phase-I Network with this corridora) EIRR 22.30 %b) FIRR 3.16 %

* * * *

EXECUTIVE SUMMARY

0.1 BACKGROUND

Bangalore metropolitan area covers 137 zones of the City Corporation area and the remaining 22 Zones are in Urban Municipalities covering an area of about 531 sqkm.

Population of Bangalore city, as per 2001 census, is 5.67 million out of which 4.5 million is in the city Municipal Corporation area. Bangalore at present has more than 1.6 million registered vehicles out of which 1.2 million are two-wheelers constituting 75% of the total registered vehicles. The total vehicle population is increasing at the rate of 10% per annum, while the two-wheelers alone are increasing at 17% per annum.

BMTC buses are the main mode of public transport in Bangalore city. BMTC has a fleet of about 2450 buses, which carry about 22.28 lakh trips per day, while other buses (Factory buses/Chartered buses, etc.) carry about 1.65 lakh trips per day. The other major mode of public transport is auto - rickshaw which carry about 2.2 lakh trips per day.

Transport Problems

Like any other metropolitan city in India, Bangalore also faces many transport problems. Low travel speed, high accident rate involving fatalities and increased vehicular pollution are mainly due to:

♦ Narrow roads with heavy traffic congestion;

♦ Little possibility of expansion of road network due to heavily built-up areas;

♦ Frequent traffic jams at numerous road intersections;

♦ 75% of composition of traffic consisting of low occupancy vehicles, viz. two-wheelers;

♦ Very high number of auto rikshaws;

♦ High parking demand due to proliferation of personalised vehicles; and

♦ Over-crowded buses with long routes.

Need for an efficient rail-based system has been felt for a long time and numerous studies were carried out in the past. A serious attempt to implement an ELRTS system was also made with private participation in the recent past.

Previous Studies

These include a study carried out by the Central Road Research Institute in 1963 for improving the road network and traffic management system and it proposed a rail network of 26 km. In 1982 a Government Study Group proposed a metro system along with suggestions for improvement of transport system in the city through grade separators.The Metropolitan Transport Project, an organisation of Indian Railways, prepared a feasibility report in 1983 for provision of suburban services on

Executive Summary Detailed Project Report 1

existing lines, a ring railway and a rapid rail transit system on two corridors. The estimated project cost for these works, at 1983 price level, was Rs. 650 crores, with a suggested completion period of 25 years.In the year 1988 a World Bank aided study for Bangalore Urban Transport Project (BUTP) carried out by RITES recommended a suburban rail system along with improvement of road transport system.The first Mass Rapid Transport System was recommended in 1993, based on the 1983 report, by an official committee nominated by the State Government. The work was to be carried out in two phases:

Phase I

♦ MRTS from Rajaji Nagar to Jaya Nagar (12.9 km - partly underground)

♦ Suburban corridor on existing rail networkPhase II

♦ MRTS from Hudson Circle to Krishnarajapuram (11.2 km)

♦ Circular railway for 57.9 km

Bangalore Mass Rapid Transport limited (BMRTL) was incorporated in 1994 by the State Government to implement the Mass Rapid Transport System. BMRTL, in turn, asked IL&FS to carry out a feasibility study for an LRT system on Public - Private Partnership basis. The main recommendations of the study were:

♦ An elevated LRT system on 6 routes, viz:

-Yeshwantapur to Kanakpura via Rajaji Nagar and Jayanagar;-Hudson junction to Indira Nagar via M G Road and Airport;-Yeshwantapur to Mayo Hall via Mekhri junction;-Jayanagar to Mayo Hall via Koramangala;-Chord road to Kanakpura via Banashankari; and-Ulsoor to Mekhri Circle and Hebbal;

♦ Traffic forecasts were made for the year 2001 and 2011;

♦ Recommended a fare of Rs. 0.55 per pkm (1994 prices);

♦ Capacity of the system as 24,850 peak hour peak direction trips(phpdt);

♦ Train headway varying from 5.45 mts to 30 mts on different sections;

♦ Special rolling stock with 750 Volt dc traction system;

♦ Total construction period 7.5 years from 1st April 1999;

♦ Total cost of the project as Rs. 2025 crores (excluding land) at 1994 prices; and

♦ FIRR projected as 12.9% (upto 2030)

However the project could not take off for various reasons, despite fixing up a private partner for implementation of the project.While the implementation of the ELRTS project was delayed due to various reasons, traffic snarls on the city roads continued to go from bad to worse. In such a scenario the State Government asked DMRC to step in and propose a metro system on two busy corridors for implementation as a fast track project more or less on similar lines as the Delhi Metro.


DMRC, after numerous site visits, detailed reconnaissance and study of past reports including the traffic pattern recommended two corridors, viz. An East - West corridor and a North - South corridor. The East - West corridor starts at Baiyappanahalli and traverses through Indira Nagar, CMH Road, Swamy Vivekanand Road, M G Road, Ambedkar Road, Post Office Road, K G Road, Majestic, KSRTC bus stand, Bangalore city Railway station, Magadi Road, Toll Gate junction, Chord road, Vijay Nagar and Mysore road upto Ring Road junction.

The North - South corridor starts form Yeshwantapur in the North and passes through Chord Road, Mahakavi Kuvempu Road, Swastik, Platform Road, KSRTC bus stand, Chickpete, City Market, K R road, Vanivilas Road, Lal Bagh, Southend circle and R V road upto J P Nagar.

The two lines cross each other at Majestic, close to the City Railway station, where a rake interchange line connecting the two corridors has also been proposed.

These corridors mostly cover the two priority corridors of the earlier ELRTS system but with provision of underground sections in Central Business District (CBD) area which were avoided in the ELRTS corridors. Thus the recommended corridors are reduced in length as compared to the ELRTS corridors and at the same time will serve the most congested area of the city (Central Business District) without which the success of such a system would have been in doubt. The selection of the corridors is also justified by the traffic demand forecast. The corridors selected were got approved in principle by the State Government before detailed surveys were undertaken.

0.2 TRAFFIC DEMAND

Estimation of traffic demand on the two corridors of Bangalore Metro has been done based on primary surveys. Following primary surveys were carried out between November 2002 and January 2003:

♦ Household survey (10000 samples - about 1% of house holds)

♦ Bus terminal and Bus stop survey (1200 bus stops, 43 terminals)

♦ Classified traffic volume survey along with O - D Survey at outer cordon (10 locations)

♦ Classified traffic volume survey at screen line and mid block (40 locations)

♦ Speed and Delay survey along major corridors (660 kms)

♦ Road network inventory for all major roads (320 km)

Trip Information

Total no. of trips performed in the city are about 58.52 lakhs. This includes walk and cycle trips. Out of these vehicular trips are 48.74 lakhs.


Purposewise Distribution of Trips

The distribution of trips by "purpose" is presented in the table below

Purpose % Trips

Work 53

Education 22

Others 25

Total 100

Per Capita Trip Rate (PCTR)

The per capita trip rate excluding walk trips was observed to be 0.82.

Opinion Survey

Results of the Opinion survey are summarised below

♦ 48% of the commuters are willing to shift to Metro if walking distance to the station is upto 250 meters, 38.84% of the commuters are ready to shift to Metro with a walking distance of 500 meters.

♦ 65% of the commuters prefer only one interchange, 30% accept two interchanges while the rest accept more than two interchanges.

♦ 89% of the commuters are ready to shift with feeder bus services.

♦ 46.18% of the commuters prefer 5 minute frequency, 32.16 % accept frequency upto 10 minutes and rest 15 minutes.

♦ 88% of the commuters prefer monthly passes.

♦ 80% of the commuters are willing to pay parking fee at the stations.

Travel Demand Forecast

Four-stage transport demand forecasting method was used to carryout the transport demand forecasts. Land-use parameters used for the purpose are:

a. Base year population 2001 and employment and their distribution have been taken from the 2001 census.

b. Future population and employment for the horizon years 2011 and 2021 have been worked out in consultation with BDA at city level.

c. Distribution of future population and employment at zonal level are based on land use plan in consultation with BDA.

Trip End Models

Taking into consideration the past trends and possibility of accelerated growth rate when the mobility level in the city will increase due to introduction of MRTS, the PCTR for the horizon years have been assessed as follows:


Year PCTR

2002 (Observed) 0.822011 (Forecast) 0.90

2021 (Forecast) 1.00

The above-mentioned PCTRs have been used for development of trip

generation and projection.

Trip AssignmentCapacity restrained assignment technique was used for traffic assignment on the transport network. Distribution of the public transport trips between bus and rail has been determined at the assignment stage by considering a combined public transport network and assigning time penalties for various interchanges with other

modes. A penalty of 8 minutes has been taken for transfer and waiting time of passengers has been taken as half the headway between the trains.

Traffic assignment was carried out on the selected East - West and North - South Metro corridors along with total transport network of the city. Based on the final assignment of traffic on the total network, loading on the proposed Metro corridors is as follows:

Summary of transport demand projections

The maximum range of phpdt (peak hour peak direction trips) on the system by 2007 will be 20,000, and increases to 40,000 by 2021.

0.3 PLANNING AND DESIGN PARAMETERS

DMRC is already implementing Phase I of Delhi Metro project. Various design norms and parameters have been firmed up by DMRC after detailed studies of norms followed by Metro systems in various countries. However, Delhi being a much bigger Metropolitan City than Bangalore, its needs are different. Passenger carrying capacity required for Delhi Metro system is almost double to that of Bangalore Metro system. However a similar system is proposed for adoption for Bangalore city although with reduced capacity. Certain modifications to the design norms have been recommended keeping in view the specific needs of Bangalore city and with an idea of standardisation of parameters for other metropolitan and major cities in the country (with the exception of Mumbai and Delhi).

For the elevated section of Bangalore Metro a 'U' shaped deck as adopted for Line No. 3 of Delhi Metro has been recommended with overall top width of 9 m


Year Number of passengers (Lakhs/day)

Passenger –km/km of corridor (lakhs/day)

Mean trip length(km)

2007 8.2 1,78,839 6.89

2011 10.2 2,28,201 7.07

2021 16.1 3,62,828 7.12

(track center 3.7 m to 4.0 m) to carry both the tracks. The section has a walkway at the floor level of the coach for emergency evacuation of passengers. For the underground section a tunnel of 5.2 m internal diameter has been proposed for each track which also includes a footpath. A 15 t axle load has been selected for Bangalore as against 17 t for Delhi.

Bangalore Metro system will have modern, lightweight rolling stock made of stainless steel. Trains are proposed to be air-conditioned, consisting of 3 coaches initially and 6 coaches in future. Maximum acceleration (1.0 m/sec2) and maximum deceleration (1.1 m/sec2) parameters are similar to that of Delhi Metro system. The system is proposed to have Standard Gauge tracks as this will facilitate provision of sharp curves with radii upto 120 m. Other geometrical parameters are similar to that of Delhi Metro system.

It is proposed to provide 750 V dc, third rail traction system for Bangalore Metro in place of 25 kV ac overhead traction system planned for Delhi. The other systems like Signalling with Automatic Train Control and Protection system, Automatic Fare Collection system and tunnel ventilation, etc. are more or less similar to that of Delhi Metro system.

0.4 ROUTE ALIGNMENT

The route alignment has been chosen to serve high population density areas of the city with connectivity to the heart of the city where the Central Business District and the seat of the Government are located and has been suitably integrated with the existing Railway and Bus systems.

The Northern and Western parts of the city are having undulating topography and thus the existing road gradients are steep and have many curves. As the elevated corridors follow the median of the existing roads at most of the locations, the proposed gradients along the alignment are also steep on the Northern and the Western sections. The steepest gradient between stations is 4%. A minimum gradient of 0.3% has been proposed for the purpose of drainage. However stations are to be kept on level.

About 40 % of the route is on curves (including transition curves). Minimum radius of curve on elevated section is 120 m to reduce property acquisition. However minimum radius of 300 m is adopted in underground sections to facilitate working of tunnel boring machines. Stations are provided on straight stretch, as far as possible. However some stations are provided on curves but limiting the radius to 1000 m so that the gap between the train and the platform is kept within the prescribed dimension.

Most of the alignment is kept as elevated to minimise land acquisition and its cost Length of underground sections is restricted to congested areas where elevated construction is not feasible.

On the East - West corridor the elevated stretches are from Mysore Road terminal to Magadi Road - Tank Bund Road junction near Subhash Nagar and from Chinnaswamy stadium to Baiyappanahalli station. The underground


stretch is from Subhash Nagar to the end of Cubbon Park. Baiyappanahalli station is on the surface.

On the North - South corridor, the elevated stretches are from Yeshwantapur to Swastik and from K R road to R V Road terminal. Swastik station is at - grade while the underground stretch is from Swastik to City Market station. The break-up of route length for the elevated and the underground sections is given below:

Corridor Total Length

Elevated Length

Underground length

%of lengthon curves

East – West 18.1 km 14.7 km 3.4 km 44.30%

North – South 14.9 km 11.6 km 3.3 km 39.70%

Rake inter-change line

0.35 km - 0.35 km 100%

Both the corridors have been planned with possibility of future extensions at all the four ends without any modification.

0.5 STATION PLANNING AND TRAFFIC INTEGRATION

The basic planning for stations, as developed for Delhi Metro over the last five years, has been used to plan the stations for Bangalore Metro also. However the size of stations for Bangalore Metro is smaller than that of Delhi. Stations have been designed to fit in existing road width as far as possible.

Eighteen stations are planned on the East - West corridor out of which 4 are underground and 1 is on the surface. On the North - South corridor 14 stations are planned out of which 3 are underground and 1 is on surface. The remaining stations on both the corridors are elevated. Stations located on the middle of the road have been designed with elevated concourse with access from both sides of the road.

All the elevated stations are provided with side platforms while the underground stations are provided with island platforms. This has been planned to facilitate continuous construction of elevated section carrying two tracks and to avoid reverse curves on the approaches of the stations. For the underground sections Tunnel Boring Machines (TBMs) work effectively with tunnel centers equivalent to two times the tunnel diameter thus providing sufficient space for platform in between. All the underground stations will be constructed by cut and cover method.

Majestic station located in the KSRTC bus stand area is common to both the corridors and is an interchange station. A link line between the two corridors is also provided at this station for transfer of rakes.

The average inter-station distance along the corridors is 1 km, with minimum distance being 0.676 Km, and maximum being 2.04 Km.


Stations have been divided into two distinct areas, namely public and non-public (technical areas). The public area is further sub divided into unpaid and paid area. Provision for escalators are made at all stations in paid area for future. However at a few important stations escalators shall be provided from the beginning itself. Lifts for disabled passengers are provided at all stations except at Baiyappanahalli where ramps are provided.

Road traffic integration facilities are provided at five stations on the East - West corridor, viz. Mysore road terminal. Hoshalli, Bangalore city metro station, Majestic and Ulsoor. On the North – South corridor integration facilities are provided at Yeshwantapur, Swastik, Majestic, City Market and R V Road terminal. Integration facilities at MRTS stations include approach roads to the stations, circulation facilities, pedestrian ways and adequate parking areas for various modes likely to come to important stations including feeder buses/mini buses. Provision has been made for peak hour demand. Further integration with the railway network is planned at Bangalore City and Baiyappanahalli on the East - West corridor and at Yeshwantapur on the North - South corridor.

0.6 TRAIN OPERATION PLAN

Any public transport system, particularly a Metro system, is made attractive by providing high frequency service both during peak and off-peak hours. For this purpose short trains (3 coach consist) are proposed initially at 4 to 5 minutes frequency during peak periods and 15 minutes frequency during slack periods of the day. The frequency can be brought down to 3 minutes in future depending upon the demand.Salient features of the proposed train operation plan are:

♦ Running of services for 19 hours of the day (5 AM to midnight ) with a station dwell time of 20/30 seconds.

♦ Make up time of 5-10%, with 8-12% coasting.

♦ Scheduled speeds of 32 to 35 kmph.

For the purpose of planning, the peak hour peak direction trips (phpdt) demands for different years are indicated below:

Peak hour peak direction tripsLINE YEAR

2007 2011 2021

Line 1 (E-W) 22,442 27,358 39,838

Line 2 (N-S) 19,585 22,705 31,694

Each 3-coach train will consist of two driving motor coaches (DMC) and a trailer coach (TC), while 6 coach train will consist of 2 DMCs, 2 MCs (motor coaches) and 2 TCs. The capacity of each coach and trains is given below:

DMC : 322 passengers, MC and TC : 356 passengers 3-Car Train : 1000 passengers , 6 Car Train : 2068 passengers


Train operation plan (headway and train composition) for the year 2007, 2011 and 2021 during the peak hours is given below. For the train operation plan during lean hours, details are given in chapter 3 of the Report.

Year 2007

3-car trains at 4 minutes headway are planned during the first year of operation, i.e. 2007. The 3-coach train capacity with 4-min headway is 15000 passengers/hour/direction. This optimum capacity may cause slight overcrowding for short durations on some sections, but will avoid excessive under- loading on the remaining sections.

Year 2011

The train operation on the East – West Corridor is planned with 6-coach trains at 4 minutes headway in 2011 with a capacity of 31,020 passengers. On the North South corridor 3-car train at 4 minutes headway continues in 2011. The capacity of15000 passengers/hour/direction may slightly cause over-crowding on some sections, but will avoid excessive under-loading on the remaining sections.

Year 2021

For the year 2021 train operation on the East – West corridor is planned with 6-coach trains at 3 minutes headway with a capacity of 41,360 phpdt. The planned capacity is more than the peak demand. Train operation on the North South corridor is planned with 6-coach trains at 4 minutes headway in 2021 with a capacity of 31020 phpdt.

Details of capacity provided is summarised below:

(I) EAST – WEST CORRIDORItem 2007 2011 2021

coaches/train 3 6 6

Head-way (minutes) 4 4 3

phpdt 15,000 31,020 41,360

(II) NORTH - SOUTH CORRIDORItem 2007 2011 2021

coaches /train 3 3 6

Head-way (minutes) 4 4 4

phpdt 15,000 15,000 31,020

0.7ROLLING STOCK

Rolling stock for Bangalore Metro has been selected based on the following criteria:

♦ Proven equipment with high reliability;

♦ Passenger safety features, including fire resistance;

♦ Energy efficiency;

♦ Light weight equipment and coach body;

♦ Optimised scheduled speed;

♦ Aesthetically pleasing Interior and Exterior;Executive Summary Detailed Project Report 9

♦ Low life cycle cost; and

♦ Flexibility to meet increase in traffic demand.

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

No. of Coaches requiredThe of coaches required in the year 2007, 2011, 2021 are also given below. These includes operation and maintenance reserve.

2007 2011 2021E-W Corridor 63 126 162N-S Corridor 54 54 108Total 117 180 270

0.8 POWER SUPPLY, SYSTEM OF TRACTION AND POWER TARIFF

Power Supply System

Electricity is the only source of energy for operation of Metro system – for running trains, for station services, workshops, depots & other maintenance infrastructure. Broad estimation of auxiliary and traction power demand has been made based on the following requirements:-

♦ Specific energy consumption of rolling stock – 70KWh/1000 GTKM

♦ Regeneration by rolling stock – 20%

♦ Elevated/at –grade station load – initially 250KW and finally 300 KW in the year 2021

♦ Underground station load – initially 1250KW and finally 1750 KW in the year 2021

♦ Depot auxiliary load - initially 2000KW and finally 2500 KW in the year 2021


Keeping in view the train operation plan, power requirements have been worked out for the year 2007, 2011 and 2021 which are briefly summarized below:-

Power Demand Estimation (MVA)

Corridor Year

2007 2011 2021

E-W corridor Traction

Auxiliary

Total

5

13

18

11

15

26

14

17

31

N-S corridor Traction

Auxiliary

Total

4

11

15

4

12

16

9

13

22

Metro systems require a very high level of reliable and quality of power supply. Therefore, it is desirable to obtain power supply at high grid voltage of 220kV or 132kV or 66kV from stable grid substation and further transmission & distribution is done by Metro Authority itself. Accordingly, two receiving sub-stations (RSS) (66/33kV) are envisaged each for the E-W and the N-S corridors and these have been located in consultation with Bangalore Power Supply Authorities. The locations of these RSS are:

Corridor Grid substation(input source)

Location of RSS of Metro Authority

E-W corridorNGEF substation (66kV) Baiyappanahalli depot

REMCO substation (66kV) Mysore Road Terminal

N-S CorridorSRS Peenya sub-station (220/66kV)

Yeshwantapur Depot

SARAKKI substation (66kV)

R.V. Road Terminal

33kV cables will be laid along the alignment on viaduct and in tunnels for catering to traction and auxiliary power requirements. Auxiliary sub-stations (33/.415kV) will be located in all the stations & depot for meeting auxiliary power requirements. The power supply system is planned to cater for 6-coach train operation at 150 seconds headway in year 2021. However, initially equipment will be installed to cater the expected power requirements during initial years of operation. The system can be augmented by way of adding main power transformer and traction transformer-rectifier sets as and when traffic builds up.

System of Traction

There are 3 standard and proven systems of traction for use in suburban and metro lines. These are 750V dc third rail, 1500V dc overhead catenary and 25kV ac overhead catenary system. All these three systems are already in use in India. Keeping in view the ultimate traffic requirements, difficulty in constructing large diameter tunnels in the city, aesthetics and other techno-


economic considerations, 750V dc third rail traction system is selected for Bangalore Metro.

750V dc third rail bottom current collection is envisaged from reliability and safety considerations with the use of composite aluminum steel third rail on main lines. Low carbon steel third rail is proposed for depots because of reduced current requirements. The third rail will be provided with suitable shrouds for safety of passengers as well as maintenance personnel. Life of composite and steel third rail is expected to be 25-30 years.

Traction Substations (33kV/750V dc)

Traction substations (33kV/750V dc) are proposed for feeding 750V dc power supply to the third rail. These traction substations (TSS) are proposed at alternate stations. The TSS alongwith Auxiliary Sub-Stations (ASS) will be located in station building itself at mezzanine or platform level inside a room. An additional traction substation will be located in each maintenance depot. The total requirement of TSS works out to be 10 and 8 for the E-W and the N-S corridors respectively.

Initially, 1x2.5MW transformer-rectifier set shall be provided in each TSS with space provisions for an additional set to be accommodated in future as and when trains composition is increased to 6 coach at 3 minutes headway. From the traction substations, 750V dc cables will be laid upto the third rail and return current cables will be connected to the running rails.

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. 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 66/33kV ac switchgear, transformers, 750V dc switchgear and associated electrical equipment.

Standby Diesel Generator (DG) sets

In the unlikely event of simultaneous tripping of all the four RSSs or grid failure, the power supply to stations as well as to trains will be interrupted. It is, therefore, proposed to provide standby DG set at stations to cater to the essential services e.g. lift operation, essential lighting, ventilation of U/G stations, signal & telecom , fire fighting etc. Silent type of DG sets are proposed

which have low noise levels and do not require separate room.

Electric Power Tariff

The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of a metro system (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 of the E-W & N-S corridors is assessed to be about 90 million units in initial years (2007), which will double by horizon year 2021. In addition to keeping the energy consumption to optimum, it is also necessary that the electric power tariff be kept at minimum in order to contain the O& M


costs. Therefore, the power tariff for Bangalore Metro should be at effective rate of purchase price (at 66kV voltage level) plus nominal administrative charges i.e. no profit no loss basis. This is expected to be in the range of Rs. 2.50-2.75 per unit. It is proposed that Government of Karnataka may take necessary steps to fix power tariff for Bangalore Metro at “No Profit No Loss” basis. Financial analysis has been carried out based on this tariff for the purpose of finalizing the DPR. Similar approach is being pursued for Delhi Metro.

0.9 S&T AND FARE COLLECTION SYSTEM

Train Control and Signalling System has been designed to meet a design headway of 150 sec. and shall comprise Continuous Automatic Train Control system with CAB-Signalling. Line side signals will be provided at all stations with points and crossings, which shall be used for the purpose of back up Signalling. The system shall be ‘Distance-to-Target’ based on fixed block type using coded Audio Frequency Track Circuits. All the stations with points and crossings shall be provided with independent SSI with facility to operate these points and crossings locally as well as being Centrally Controlled from the OCC. The CAB-borne and wayside signalling equipment shall be designed with sufficient redundancy so as to meet the desired reliability and availability requirements. The mimic panel for this corridor shall be housed in the OCC at Majestic. The Depot shall be provided with an independent SSI.

Telecommunication System shall comprise various sub-systems namely Fiber Optic transmission system (FOTS), Telephone, Radio, Public address, Close Circuit TV and Public Information display system etc. The FOTS shall have armoured optical fiber cable with path diversity. The equipment proposed shall be of synchronous digital hierarchy (SDH) in 1+1 configuration with add/drop multiplexer at enroute stations to provide reliable backbone link. It is proposed to provide ISDN – EPABX system to be integrated with other telephone systems with access to PSTN and interface to radio system. The proposed radio system shall support both train radio and hand held portable sets for communication with central control. Microprocessor-based Network Management System covering radio / optical fiber based communication and telephone exchange system shall be provided.

For trouble free and efficient ticketing and passenger control, computerised Automatic Fare Collection (AFC) System has been proposed. The base AFC system shall make use of “Contactless Smart Card Tickets” for multiple journeys and contact less smart token for single journey, working with multiple operators. The AFC system shall have equipment located at OCC and stations.The ticket gates are proposed to have a handling capacity of 45 passengers per minute and can be reversible type.

Initially Booking office operated machines (BOMs) are proposed but provision for Passenger operated machines (POMs) has been kept at stations.

0.10 MAINTENANCE DEPOT

On the East - West corridor a maintenance depot along with full workshop facilities has been proposed at Baiyappanahalli, adjacent to the Eastern terminal station. The area of the Depot is about 20 Hectares. The site has a


road approach from the Old Madras road. A test track of 948 m length has been proposed in the Depot. A washing plant is also proposed here.

Holding capacity of the Depot has been planned to be 16 rakes of 6 coach each. Daily tests and checks shall be done at stabling sidings. 3 day, 15 day and 3 monthly inspection shall be done inside the Inspection Shed. The facilities shall be provided in phases and augmented as the train frequency and formation increases due to growth in traffic. Overhauling of the rakes is also planned at this depot.

On the North - South corridor a smaller depot is proposed at Yeshwantapur in an area of about 12 hectares. The Depot is proposed at elevated level and will have stabling for 14 rakes of 6 coach each. A washing plant is also provided. The inspection bays for normal inspection and workshop for repairs is planned at this Depot for independent functioning. The rakes from the North - South corridor are required to be taken to Baiyappanahalli depot for overhauling.

0.11 OTHER ENGINEERING WORKS

Geo Technical Investigation

Geotechnical investigations were carried out along both the corridors upto a depth of 30 m in soil and 3 to 4 m in hard rock. Soil and rock samples were collected and tested in laboratory.

The top layer of soil is generally reddish silty sand with clay. The layer is medium dense. Below this, is a layer of soft rock and a layer of hard rock.

The underground corridors are generally passing through a layer of dense sandy clay or soft rock. Only on the Post Office Road hard rock is encountered which will be mostly constructed through cut and cover method being a station area.

For the elevated section shallow foundation on soft rock and pile foundation upto 1.2 m dia are recommended. The bearing capacity of soil is not likely to cause any problem for the foundations.

Utilities The proposed Metro alignment is passing along major arterial roads of the city road network, which are serving Institutional, commercial and residential areas. A large number of surface and sub-surface utility services viz. sewers, water mains, storm water drains, telephone cables, electric poles, traffic signals etc. are existing along the proposed alignment. Details of the existing utility services along the proposed alignment have been collected from the concerned authorities, i.e. BMC, BWSSB, BSNL, Bangalore Electric Supply and Distribution authorities, Reliance and Tata Telecom, etc. The affected portions of the services with reference to the proposed alignment were identified and temporary diversion & relocation proposals of the affected services have been indicated.


One of the major utility requiring shifting is a 66 KV substation on the Mysore road at the terminal station. This sub station can be relocated on the opposite side of the road. Along with the sub station the overhead distribution power line is to be converted to cable.

Land Requirement

Since land is a scarce commodity especially in metropolitan areas, every effort has been made to keep land requirement to the barest minimum and acquisition of private property is minimal. Land is mainly required for Depots and route alignment on sharp bends, station buildings, platforms, entry/exit structures, traffic integration, power sub-stations, ventilation shafts, administrative buildings and temporary construction depots / work sites etc.

Land requirement on the East - West corridor is about 27.05 hectares out which 23.82 hectares belongs to government and public sector organisations while 3.23 hectare is private land.

On the North South corridor the total land requirement is 18.19 hectares out of which 2.57 hectares belongs to Government and public sector and 15.62 hectares on private land. The major share of private land on the North – South corridor is about 13.43 hectares for the Depot at Yeshwantapur.

The estimated land cost is Rs. 360 crores.

Rehabilitation & Resettlement

The project involves displacement of about 260 residences, 89 shops, 9 offices,6 small factories and a number of miscellaneous private and Government properties. Most of the affected houses are in Subhash Nagar area and Police quarters in Ulsoor area. The other affected residential areas are on Swami Vivekanand Road, station locations and various junctions where sharp bends are provided. The commercial areas to be displaced are generally from Swami Vivekanand road. The displaced persons are to be relocated in nearby areas, which are identified and detailed out in the Report.

Property Development

Like most rail-based mass urban transport systems world over, the proposed Metro corridors are also not financially viable, though they are economically very attractive. Therefore, in order to finance part cost of the project construction, it is proposed to develop and exploit the potential of commercial utilisation of real estate along / close to the proposed alignment on land. Demand for space in insurance, finance, hospitality, information technology, recreation, leisure and residential sectors is expected to increase substantially in the near future. With the construction of Metro corridors, demand for other consumer sectors is also expected to go up. In all, eight plots (Government & private owned) have been identified for property development and commercial utilisation. However for commercial development with good return it is necessary to have Government land or land at much cheaper rate. Unfortunately such land is very scarce along the two corridors.


Hence it is proposed to carry out commercial development along with the stations which are located 'off' the road and at the two Depots. At Majestic, where the office of the proposed SPV and Operation Control Center are proposed, space for offices can be provided on 3 to 4 floors. It is felt that significant funds cannot be generated through property development during construction period but revenues to the extent of 10% of fare box collection will be raised through property development and advertisements during operation.

0.12 ENVIRONMENTAL IMPACT ASSESSMENT

A detailed Environmental Impact Assessment Study has been carried out along the proposed alignment. As a part of this Study, comprehensive environmental baseline data was collected. Both positive and negative impacts of the project were assessed in detail. An important environmental consideration of this project is that neither any forest area nor any plants / trees of endangered species exist along the proposed alignment, though few Jhuggi clusters / unauthorised constructions and residential / commercial properties are affected. To minimise the negative environmental impacts, a comprehensive Environment Management Plan has also been drawn up, both for construction and operational phases, outlining necessary remedial measures. Department of Environmental Science, Bangalore University provided consultancy studies for Environmental Impact Assessment Studies and Social Impact Assessment Studies.

0.13 COST ESTIMATES

Preliminary Cost Estimates for the two corridors have been prepared at March 2003 prices. The estimated cost at April, 2003 prices is Rs. 3970 crores including land cost. The completion cost with project completion in the year 2007 is Rs. 4379 crores including escalation. Interest on loan during construction (IDC) works out Rs. 610 Crores. Thus including escalation and IDC completion cost works out to Rs. 4989 crores.


ABSTRACT CAPITAL COST ESTIMATE FOR BANGALORE METRO

(COSTS AT APRIL, 2003 PRICE LEVEL)

S.No. Description Amount *(Rs. in Crores)

E - W Corridor

N –S Corridor

1. Land Land 170.00 190.00 360.00

2. Civil Engineering Works

2.1 Alignment and formation

2.1.1 Underground Section 332.50 294.5 627.00

2.1.2 Elevated 235.20 190.4 425.60

2.1.3 Under ground stations 168.00 126.0 294.00

2.1.4Utilities (Civil work) Environmental Protection, Rehabilitation & resettlement.

30.00 20.00 50.00

2.2Station Buildings (elevated and at-grade).

135.00 105.00 240.00

2.3 Permanent Way 97.00 79.00 176.00

2.4 OCC & Administrative building 27.00 - 27

Sub Total (Item 2) 1839.60

3. Electrical works

3.1 Traction & Power Supply 170.22 148.03 318.25

3.2 VAC VAC 40.40 30.27 70.67


4. S & T works

4.1Signalling & Telecommunication including cable diversions

140.00 108.00 248.00

4.2 AFC installations at stations 35.00 27.22 62.22

Sub Total ( Item 4) 310.22

5. Depots 84.00 50.00 134.00

6. Rolling Stock (in 2007) 346.50 297.00 643.50

7. GRAND TOTAL 2010.82 1665.42 3676.24

8.General charges @ 8 % inclusive of contingency @ 3%

294.10

Grand total: 3970.34

Say Rs. 3970 Crores

* The above cost estimate excludes the element of taxes and duties.


0.14 IMPLEMENTATION STRATEGY and PROJECT IMPLEMENTATION

On approval of Detailed Project Report immediate action is to be taken for the following:

a) Signing of MOU between Karnataka Government and the Central Government (MOUD)

b) Arranging institutional setup for implementation of the project.

c) Providing legal cover for the construction as well as operation and maintenance stages of the project.

Institutional Arrangement

It is recommended to form an SPV for implementation of the project. As the SPV needs to be vested with adequate powers to implement and operate the system, it is recommended to form the SPV on the lines of Delhi Metro Rail Corporation (DMRC). The SPV can be named as Bangalore Metro Rail Corporation (BMRC). It is proposed that the State Government and the Central Government, each will contribute 20% of the project cost as equity and also equally share the land cost as an interest free subordinate loan to the SPV. As the SPV formed on the lines of DMRC will have equal equity from Central and State Governments, the number of Directors from the State and the Central Government will also be equal. While the Managing Director will be a nominee of the State Government, the Chairman should be the Secretary, Ministry of Urban Development and Poverty Alleviation of the Central Government. The Board of Directors (BOD) are to be vested with full powers to implement the project with adequate delegation of power to the Managing Director for day to day working.

It is also recommended that a 'High Power Committee' headed by Chief Secretary, Karnataka Government and comprising secretaries of the concerned departments of the State Government and heads of civic agencies be constituted to sort out the problems connected with implementation of the project. The Group of Ministers and Empowered committee set up for Delhi Metro Project by the Central Government could also continue for the Bangalore Metro project for granting clearances on behalf of the Central Government.

LEGAL FRAME WORK

Construction as well as operation of a Metro system needs a legal framework due to involvement of public safety and other commercial and operational matters.. The existing legislation, viz. Metro Railways (Construction of Works) Act, 1978 is not adequate as it covers only the construction stage of Metro Railways and cannot be applied to Bangalore Metro. The legislation for Delhi Metro covers only the O & M stage and can not be made applicable to Bangalore Metro. As the construction of Bangalore Metro is proposed to start during 2003-2004, there is no time to enact a new legislation for construction work. Hence it is recommended to amend the 'Metro Railways (construction of works) Act' 1978 and make it applicable to Bangalore (and also other million plus population cities). However sufficient time is available for enactment of a


new comprehensive legislation to cover both the construction and operation & maintenance stages of Metro Railway.

IMPLEMENTATION PROGRAMME

An implementation programme indicating the completion of various segments of the two corridors has been prepared showing the project construction schedule. The sequence of opening of corridors has been is as follows:

a) Start of Construction work - Oct 2003b) Baiyappanahalli - Cricket Stadium section - Oct 2006c) Yeshwantapur - Swastik section - Dec 2006d) Underground section (both corridors) - Aug 2007e) City Railway station - Mysore road - Sep 2007f) City Market - R V road - Dec 2007

These targets can be achieved if action to set up the SPV is taken in 3 months and the work for detail design and tendering is started by July 2003.

Since, this project involves different type of constructions, viz. underground, at-grade and elevated besides Depot construction at 2 locations, construction planning needs to be taken up in great detail before hand so as to ensure proper and timely completion of the project.

0.15 ECONOMIC ANALYSIS

The proposed system will provide a variety of benefits to the city and society, viz. savings in fuel consumption, vehicle operating costs, travel time, reduction in road accidents and air pollution etc. Economic analysis has been carried out for the proposed Metro network by comparing “with” and “without” project scenario. The ‘with’ project scenario takes into account, estimated total costs that the local economy would be called upon to bear. The ‘without’ project scenario envisages a situation wherein the existing infrastructure continues to be utilized taking into account increased estimated costs due to higher projected traffic.

The benefits accruing as a result of project implementation are

• savings in vehicle operating cost

• reduction in congestion

• saving in passenger travel time

• reduced pollution and fuel consumption.

The cost and benefit streams arising under the above situations have been estimated in terms of market prices and economic values have been computed by converting the former using appropriate shadow prices.

The Economic Internal Rate of Return (EIRR) for Bangalore Metro (phase –I) has been worked out using Discounted Cash Flow technique to the net benefit stream at economic prices and its value is estimated as 22.3 % .


0.16 FINANCIAL ANALYSIS

The financial analysis for the project has been worked out taking into consideration the completion cost, operation and maintenance cost as well as the additional expenditure to be incurred in coming years for additional Rolling Stock and augmentation of power supply system. Fare structure has been suggested with a fare of Rs. 4 for distance upto 2 km, Rs. 5 for distance between 2 to 6 km, Rs. 7 between 6 to 12 km and Rs. 9 beyond 12 km distance from the year 2007. These have been proposed for escalation @ 4% per year. In addition earning is assumed @ 10 % of the fare box revenue from advertisement and commercial developments. The comparative fare for Buses is given below:

Distance Proposed fare for Bus PushpakMetro(@ 2007 prices) (present) (present)

Upto 2 Km. Rs.4 Rs.2 Rs.3 2-6 Rs.5 Rs.3-4 Rs.5 6-12 Rs.7 Rs.5 Rs.7-8more than 12 Rs.9 Rs.5 Rs.8

Based on this fare structure, FIRR for the project works out as 3.16 %. For preparation of fare policy, National Council of Applied Economic Research (NCAER) was engaged as sub consultants.

0.17 FINANCING PLAN

For developing Financing Plan for this project, consultancy was obtained from M/s ICICI. It has been recommended that 40% of the project cost will be shared equally by the State Government and the Central Government as Equity to the SPV. Land cost, which works out to 8% of the project cost, will be provided by the Central Government and the State Government in equal proportion as interest free subordinate debt. The balance 52% of the project cost will be raised by loan from the domestic market. Based on the current price, the Total project cost will be about Rs.3970 crore without Escalation and IDC. The Grand total cost with Escalation and IDC comes out about Rs. 4989 crore.

0.18 CONCLUSIONS AND RECOMMENDATIONS

For successful implementation of any metro project, which by its very nature is highly technical and complex, huge in size and to be executed in difficult urban environments, political will and commitment is necessary. Decisions are to be taken fast and the implementing agency must have the required work culture, commitment to targets, safety, quality and cost consciousness.

Metro projects are highly capital intensive. On account of the high costs involved and the need to maintain a fare structure within the affordable reach of ordinary citizens, metro projects are not ordinarily financially viable. But considering the overwhelming economic gains to the society and the fact that cities with population of more than five million cannot just survive without an


efficient metro system, it is strongly recommend that the Bangalore Metro system be taken up for implementation in the financial year 2003-2004 itself.

This DPR is for first phase only. Bangalore being one of the fastest growing urban agglomeration of the country will need a bigger metro network. The two corridors proposed in phase I will require to be extended and two more corridors will need to be provided within the next 10 years. It is recommended that the State Government should get a Master Plan prepared for Bangalore Metro so that all future constructions can be taken up as per this Master Plan.

Based on the details as furnished in the Detailed Project Report the project is to be implemented on priority basis.

* * * *


CHAPTER 1

INTRODUCTION

1.1 BANGALORE - A PROFILE

Founded by the feudal Chief KEMPE GOWDA under the great Vijay Nagar Kingdom in 1537 A.D., Bangalore the Capital of Karnataka State in the South Western Peninsular India, has since grown into an important urban centre recognised as the Garden City of India, Silicon Valley of India, Technical capital of India and as the Centre for Advanced Sciences, Higher Education, Research and Development. Bangalore has been acknowledged as the most cosmopolitan city in India, one among the top ten High-Tech cities of the world, one of the Futuristic Cities of the world and as one of the very successful commercial and industrial hubs of the Indian Sub-Continent. The Bangalore Cantonment is a part of Bangalore city. Bangalore is situated on the Deccan Plateau at an average elevation of 900 m above mean sea level. The terrain is undulating in many parts of the city. The city has salubrious climate with a maximum temperature of about 340 C and a minimum of about 140 C with an average rain fall of about 760 mm.

Bangalore is the fifth largest metropolis in India. It is not only the Administrative and Commercial capital of the State but also the IT capital of India. The Bangalore Metropolitan Area spreads over 531 Sq.Kms.

Bangalore has traditionally grown as an industrial city and has become the seat of IT(Information Technology). More than 500 heavy industries and software companies are situated in Bangalore. It has a number of major public sector units including BEL, ITI, HAL, BEML, etc.

Bangalore is famous for its excellent educational facilities, especially in the fields of professional and higher technical education. Indian Institute of Science is situated here, attracting a large number of students from other parts of the country and abroad.

Bangalore is the ideal starting point for an exciting exploration of the fascinating, architecturally-rich heritage of Karnataka; every important tourist attraction in Karnataka is within a day’s journey. While Bangalore has its share of ancient forts and temples, it is also the perfect spot for soaking in the sun and local flavour at the finest and friendliest of hotels. And it is a shopper’s paradise where Karnataka’s fabulous traditional silks, coffee, jewellery and handicrafts can be bought at well-stocked, reliable shops.

The present population of Bangalore is over 6 million. The main forms of transport in the city presently are two-wheelers, cars and the Public Transport, which comprise mainly of buses and three wheelers.

Ch.1-Introduction Detailed Project Report 22

1.2 POPULATION GROWTH

The population of Bangalore city has increased form 0.16 million in 1901 to 0.41 million in 1941. Thereafter the growth rate has increased and the city had a comparatively high growth of population in the past three decades. During the decade 1971 – 81, the City recorded an increase of 76 % in its resident population from 1.7 million to 2.92 million and had the distinction of being the city with the highest population growth in the Asian sub-continent. But this growth was not persisting in the decade 1981 – 91. During this period a 41 % growth occurred pushing the population to 4.1 million in 1991 and 5.67 million by 2001, the present density of population being over 11,000 persons per sqkm. The current estimates put the population of Bangalore at 6.0 million. Projecting the past trends, Bangalore is expected to have a population of about 7.3 million and 9.0 million in the year 2011 and 2021 respectively. Besides, there is a floating population of the order of a million a day. The growth of population of Bangalore city is presented in Figure 1.1.

1.67

2.92

4.13

5.67

7.3

9.0

0

10

20

30

40

50

60

70

80

90

In M

illi

on

s

1971 1981 1991 2001 2011 2021

Year

POPULATION GROWTH

Population

Figure 1.1

1.3 TRAFFIC AND TRANSPORTATION SCENARIO

1.3.1 Vehicle growth

The main modes of transport in the city presently are two-wheelers, cars and Public Transport which comprise mainly of buses and three wheelers. The growth of registered motor vehicles has crossed 1.6 million with a growth rate of 10% per annum. There has been a 10 fold increase in the number of vehicles in the last 20 years. The share of two wheelers out of the total registered vehicles is over 70%. This is due to the inadequate supply of Public Transport along with its inadequate


level of service. The bus fleet in the last 10 years has grown at less than 7.5 % per annum.

The growth of registered number of motor vehicles is shown in Figure 1.2.

0.10.06

0.330.23

0.99

0.73

1.56

1.16

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

In M

illi

on

s

1996 1986 1996 2001

Year

VEHICLE GROWTH

Total

2 w heeler

Figure 1.2

1.3.2 Transport Network

The transport network of Bangalore is a ring-radial network. Ten intercity roads cut across Bangalore City. There are about 3000 Km of urban roads (about 500 – 600 Km of arterial and major roads). The major arterial roads have right of way (ROW) less than 25 m (except on outer ring road) without any possibility of expansion as the sides are heavily built up. Recently an outer ring road has been taken up, 90 % of which is now complete. Unfortunately the entire length of outer ring road has residential land use with no destinations / work places along this road. Thus it is serving only as a truck bye pass and the entire traffic is shifted back to radial arterials. The road intersections are major hurdles to traffic with an average intersection spacing of about 200m.

Railway lines, all Broad Gauge, converge into the city from five different directions, viz. Mysore, Salem, Chennai, Guntakal and Hubli. Important Railway Stations serving the city are Bangalore city, Bangalore Cantonment, Yeshwantapur and Krishnarajapuram. Total route Kms within the City account for 62 Km.

1.3.3 Public Transport Scenario

Buses, three wheelers and taxis are the only mode of public transport available in the city. BMTC operates the buses with a fleet of about 2450 buses. Since the city is expanding in all directions, and roads already congested, buses alone are not


able to cope up with the heavy commuter demand. Buses (including factory buses) carry about 2.4 million passengers per day i.e., modal share of about 45%. But bus service is not adequate and it is over crowded and not fully reliable for commuters. The Railway network carries hardly 1 % of the commuters for want of adequate number of services and their frequency.

1.3.4 Transport Problems

Various factors described above have led to the following transport problems.

♦ Narrow roads heavily congested with a mixed type of traffic and little possibility of widening of these roads or laying new roads due to heavily built-up area.

♦ Frequent traffic jams at road intersections

♦ 75% of composition of traffic consisting of low occupancy vehicles.

♦ Two-wheelers and three wheelers causing heavy noise pollution.

♦ High parking demand due to proliferation of personalized vehicles

♦ Over crowded buses with long routes.

♦ Slow average speed 10-12 Km/hour on roads.

♦ High atmospheric pollution levels.

♦ High rate of road accidents of the order of an average of 2 persons killed and 18 persons injured per day.

1.3.5 Bangalore city is having a fairly good rail network - about 62 kms, but its potential for commuter rail development has not been tapped. There are a few diesel operated passenger trains run to Bangalore City from Tumkur, Mysore and Kuppam on the Chennai line in the morning and as return train in the evening, mostly for commuters coming from suburban areas and satellite towns. They are well patronized and in the recent past the patronage has shown good growth rate. But their frequency and availability are not adequate to attract intra-urban passengers. Of late, it is seen that a sizeable number of commuters take these trains from stations like Nayandahalli and Kengeri and on enquiries, it was learnt that these trains would be more patronized if the services go through Bangalore City Station towards Whitefield. Inadequate train services on these lines have also resulted in poor growth of areas around the rail corridor, except within the city area.

Recently a feasibility study was carried out by RITES for a commuter rail system for Bangalore city. But the scheme is yet to take off. However, the recommendations of the report have been considered while planning the metro network. It is proposed to have passenger integration between the proposed commuter system and the Metro system at Baiyappanhalli, Yeshwantapur and Bangalore city stations.

1.3.6 Previous Studies

A number of studies were done for providing an efficient public transport system for Bangalore city - the oldest being the study carried out by the Central Road Research Institute in 1963. However this study generally concentrated on the road network and traffic management system. A Rail network of 26 km was also


recommended. Later based on the data collected during 1977 to 1979 a study group nominated by the Karnataka Government gave a report in 1982 for improvement of transport system in the city. The study, though recommended a metro system, concentrated on road improvements and provision of grade separators. In 1983, the Metropolitan Transport Project, a team of Southern Railway prepared a feasibility report for introducing suburban services on existing lines, a ring railway and a rapid rail transit system on two corridors. The total cost of the project at 1983 prices was Rs. 650 crores. But, this report was not followed up.

In the year 1988 a World Bank aided study for Bangalore Urban Transport Project was carried out by RITES. The recommendations were for improvement of road transport system though provision of suburban services on the existing rail network was also recommended.

The first Mass Rapid Transport System was recommended in Jan’1993, based on the 1983 report by an Official Committee nominated by the State Government. The work was to be carried out in two phases:

Phase I

♦ MRTS from Rajaji Nagar to Jaya Nagar (12.9 km - partly underground)

♦ suburban corridor on existing rail network

Phase II

♦ MRTS from Hudson Circle to Krishnarajapuram (11.2 km)

♦ Circular railway for 57.9 km

In 1994, the State Government incorporated a company under the name Bangalore Mass Rapid Transit Limited (BMRTL) under the Companies Act, 1956 to implement the Mass Rapid Transit System. BMRTL in turn asked IL&FS to carry out a feasibility study for a Rapid Transit system on Public - Private Partnership basis. The main recommendations of the study were:

♦ An elevated LRT system on 6 routes viz ;- Yeshwantapur to Kanakpura via Rajaji Nagar and Jayanagar,- Hudson junction to Indira Nagar via M G Road and Airport,- Yeshwantapur to Mayo Hall via Mekhri junction,- Jayanagar to Mayo Hall via Koramangala,- Chord road to Kanakpura via Banashankari, and- Ulsoor to Mekhri Circle and Hebbal.

♦ Legal cover under Tram-ways Act.

♦ The traffic forecast were made for the year 2001 and 2011.

♦ Recommended a fare of Rs. 0.55 per pkm (1994 prices). Indicative fares in July’2000 was Rs. 2.25 per Km.

♦ Capacity of the system as 24850 phpdt

♦ Train headway varying from 5.45 mts to 30 mts on various sections

♦ Special rolling stock with 750 volt dc traction system

♦ Total construction period 7.5 years from 1st April 1999


♦ Total cost of the project as Rs. 2025 crores (excluding land) at 1994 prices. Indicative cost in July’2000 was Rs. 80 to Rs. 100 Crores per route Km.

♦ IRR projected as 12.9% (upto 2030)

However the project could not take off for various reasons, despite fixing up a private partner for implementation of the project.

During August - October 2002 the Karnataka government started discussions with DMRC for preparation of a detailed project report for a Metro system for Bangalore and the work started in Oct 2002.

* * * * *


CHAPTER 2TRANSPORT DEMAND FORECAST

2.1 TRANSPORT DEMAND MODELLING

A detailed travel demand model is required to enable forecast of future travel demand, and to assess alternative strategies for handling this demand. It is not confined to just one model, but a series of inter-linked and inter-related models of varying levels of complexity, dealing with different facets of travel demand. Through these models, the result of transportation study process as a whole is checked and calibrated before it is used for future travel predictions.

In the present study, an attempt has been made to develop operational models for estimating future travel demand. The normal and easily available planning variables at zonal levels such as population, employment and school enrolment have been made use of in transport demand analysis.

The basic functions included in the transportation study process are:

• Trip-end prediction or trip generation and attractions – i.e., the determination of the number of person trips leaving a zone irrespective of destination and the number of trips attracted to a zone, irrespective of origin.

• Trip distribution – the linking of the trip origins (generation) with their destinations (attraction).

• Modal split – the division of trips between public transport modes and different private modes

• Assignment – the allocation of trips between a pair of zones to the most likely route(s) on the network.

• Evaluation – assessing the effectiveness of the network in meeting the transport demand.

The details of the planning process as adopted for this study is shown in Figure 2.1.

2.2 ZONING

The entire study area has been delineated into 159 zones as shown in Figure 2.1 Among them 137 are the zones within the corporation area and the remaining zones are outside corporation area. Detailed list of all these zones is given in the Annexure 2.1.

The Population data for the year 2001 have been collected from the Census Department. Population projections for the year 2011and 2021 have been worked out in consultation with BDA. Population projection ward wise is presented in the Annexure 2.2.

Bangalore has a fairly high labour participation rate. Employment projection has also been done for the years 2011 and 2021 in consultation

Ch-2 Transport Demand Forecast Detailed Project Report 28

with BDA, considering 2001 as the base year. Employment projection ward wise is presented in the Annexure 2.3.

Summary of population projection and employment projections is presented in the Table 2.1.

Table 2.1Population and Employment projection

2001(in lakhs) 2011(in lakhs) 2021(in lakhs)

Population 56.76 70.0 85.0

Employment 18.51 24.25 31.25

2.2 HOUSEHOLD SURVEY

2.2.1 Sample

Household cum opinion survey for a sample of about 10000 households were carried out spread over the study area. The samples have been drawn from the electoral list prepared by Government of Karnataka on stratified random sampling basis. Stratification of the sample was done to cover various income groups.

2.2.2 Survey format

The survey format was designed in three parts; the first part covered the socio-economic profile of the house hold providing details like House-hold size, education levels, Income, Vehicle ownership, type of dwelling unit etc., the second part of the proforma covers the individual trip information of the members of the household, which provides details of trips performed on the previous day by the hose-hold members and the third part of the proforma consists of opinion survey of the members of the Household for their preference to shift to METRO in terms of extra fare, frequency of trains and time saving.

2.2.3 Training of enumerators

The enumerators with minimum graduate qualifications were selected and were trained in-house by RITES experts to carryout the survey. Pilot survey was carried out to obtain the response from the Households and minor modifications were carried out in the proforma based on the pilot survey. The pilot survey also helped as training for the enumerators.


2.2.4 Field Survey

The samples for each zone were drawn from the electoral list and addresses of the selected households were provided for the enumerators to carryout the survey. Incase the house was locked; the enumerators visited the same house on the next day. In case they fail again, adjacent house was selected to carryout the survey. The survey was carried out after 6 pm on weekdays and during day time on week ends so that the head of the household and other members are available.

2.2.5 Outputs /Results

The following outputs are derived from the analysis of the Household survey cum opinion surveys

1. Zone wise distribution of House holds according to type of dwelling unit, Household size, Household income, and vehicle ownership.

2. Zone wise distribution of individuals by their occupation, education, mode of transport used, expenditure of transport.

3. Distribution of trips by mode and purpose4. Trip length frequency distribution by time5. Passenger preference to shift to METRO form bus and

private modes 2.2.6 Distribution of Households by size

The distribution of households by size is presented in Table 2.2 and Fig. 2.2. It can be observed from the table below that 38.52% of the household size is less than or equal to 3, 36.63% have household size between 3 and 4, 14.09% have household size between 4 and 5 and only 10.76 % of the households surveyed had size more than 5.

Table 2.2 - Distribution of household by size

Household by Size

Total H H (in Lakhs)

Percentage

upto3 1.16 38.52%

3-4 1.47 36.63%

4-5 0.70 14.09%

>5 0.75 10.76%

Total 4.08 100.00%


DISTRIBUTION OF HH BY SIZE Fig 2.2

38.52%

36.63%

14.09%

10.76%

<3

4

5

>6

2.2.7 Distribution of household by vehicle ownership

The distribution of the house-holds showing their vehicle ownership is presented in the Table 2.3 and Fig.2.3. It is observed that 12.31% of the households own car, 44.49% of the households own two wheelers, 3.665 own cycle, 1.15 % own other vehicles like cycle rickshaw, bus etc and 38.385 does not own any vehicle.

Table 2.3 - Distribution of Household by Vehicle Ownership

Vehicle Ownership Total Percentage

Car 1230 12.31%

2 Wheeler 4445 44.49%

Cycle 366 , 3.66%

Others 115 1.15%

None 3834 38.38%

Total 10000 100.00%


DISTRIBUTION OF HOUSEHOLD BY

VEHICLE OWNERSHIP Fig 2.3

12.31%

44.49%

3.66%

1.15%

38.38%Bus

2 Wheeler

Cycle

Others

None

2.2.8 Distribution of Households by occupation

The distribution of household by occupation is presented in Table 2.4 and Figure 2.4. It can be observed from the above table that 6.81% are Government employees, 22.18% work in private firms, 11.12% are Businessmen. 11.12 % of the samples surveyed were students and rest in other categories as shown in the table below

Table 2.4-Distribution of Household Population by occupation

Occupation No. of SamplesNo. Of

Households % Age

Government 2780 681 6.81%

Private 9052 2218 22.18%

Business 4541 1112 11.12%

Student 9112 2234 22.34%

House Wife 10705 2624 26.24%

Retired 1339 328 3.28%

Other 3256 803 8.03%

All Occupations 40785 10000 100.00%


Figure 2.4

DISTRIBUTION OF HH BY OCCUPATION

Fig 2.4

7%

22%

11%

22%

27%

3%

8% Government

Private

Business

Student

House Wife

Retired

Other

2.2.9 Distribution of Households by Education

Distribution of Households by educational Qualifications is presented in Table 2.5 and Figure 2.5. It can be observed from the table that 9.12% of the samples interviewed were illiterates, 23.48 % matriculates, 19.28 graduates and 3.51 % postgraduates.

Table 2.5 Distribution of Household Members by Education

Education Level

Total Percentage

Not Applicable 369 3.69%

Illiterates 912 9.12%

Matriculate 2349 23.49%

Intermediate 1277 12.77%

Graduate 1928 19.28%

Post Graduate 351 3.51%

Other 2814 28.14%

Total 10000 100.00%


DISTRIBUTION OF POPULATION BY

EDUCATIONAL QUALIFICATIONS Fig 2.5

3.69%

9.12%

23.49%

12.77%19.28%

3.51%

28.14%

Not Applicable

Illitrate

Metriculate

Intermediate

Graduate

Post Graduate

Other

2.2.10 Distribution of Household by Income range

The distribution of the Households by income is presented in Table 2.6 and Figure 2.6. It can be observed from the table that 49.76% of the households have income up to Rs. 5000/-, 22.89% in the range Rs 5000 to Rs 10000/-, 13.04% in the range of Rs. 10000/- to Rs 15000/-. Only 6.51% and 7.85% of the households fall in the income category of Rs 15000 to Rs 20000/- and above Rs 20000/- respectively

Table 2.6: Distribution of Household by Income range

Income RageNo. Of Units

No. Of Households

% Age

Upto Rs. 5,000/- 20377 4976 49.76

Rs. 5,000 – Rs. 10,000/-

9336 2289 22.89

Rs. 10,000 – Rs. 15,000/-

5319 1304 13.04

Rs. 15,000 – Rs. 20,000/-

2656 651 6.51

Rs.> 20,000 - 3187 780 7.80

Total 40875 10000 100.00


DISTRIBUTION OF HH BY INCOME Fig. 2.6

49%

23%

13%

7%4% 3%1% Upto Rs. 5,000/-

Rs. 5,000 - Rs.

10,000/-Rs. 10,000 - Rs.

15,000/-Rs. 15,000 - Rs.

20,000/-Rs. 20,000 - Rs.

25,000/-Rs. 25,000 - Rs.

30,000/-Above Rs.

30,000/-

2.2.11 Trip Information

The trip information obtained from the survey has been analyzed with respect to distribution of total trips by mode and purpose. The trips by various mode and by purpose with walk trips is presented in Table 2.7 and Fig. 2.7 to 2.10.

Table 2.7 Distribution Of trips by Mode and Purpose with Walk

Work Education Others NHB Return Total

Car 90607 7789 36468 2514 133484 270862

2W 704629 84535 122507 7028 887952 1806651

Auto 133060 17084 51835 15008 126166 343153

Bus 586870 281700 318628 39462 1207253 2433913

Walk 203565 139966 132386 10816 479475 966208

Cycle 26476 21151 2105 700 49285 99717

Others 4774 3190 2236 863 10872 21935

Total 1749981 555415 666165 76391 2894487 5942439


DISTRIBUTION OF TRIPS BY MODE

(with walk) Fig.2.7

5%

30%

6%41%

16%

2% 0%Car

2W

Auto

Bus

Walk

Cycle

Others

DISTRIBUTION OF TRIPS BY PURPOSE (with

walk) Fig. 2.8

29%

9%

11%1%

50%

Work

Education

Others

NHB

Return

It can be observed from the above table that 58.52 lakh inter zonal trips are performed including walk trips. Walk trips constitute about 17% of the total interzonal trips, bus trips will be 41 %, two wheeler trips 31% and auto trips constitutes 4%. The distribution of the vehicular trips without walk trips is presented in Table 2.8. It can be observe that 49.5 lakh vehicular trips are performed per day. This includes 63964 non-home based trips. For the purposes of Modeling, non-home based trips are not considered. The total bus trips including chartered buses constitute about 50% of the Vehicular trips, Car 6% and Two wheelers constitute about 37% of the vehicular trips 37%.


Table 2.8 Distribution Of trips by Mode and Purpose without Walk

Work Education Others NHB Return Total

Car 90607 7789 36468 2514 133484 270862

2W 704629 84535 122507 7028 887952 1806651

Auto 133060 17084 51835 15008 126166 343153

Bus 586870 281700 318628 39462 1207253 2433913

Cycle 26476 21151 2105 700 49285 99717

Others 4774 3190 2236 863 10872 21935

Total 1546416 415449 533779 65575 2415012 4976231

DISTRIBUTION OF TRIPS BY MODE (Without

walk) Fig. 2.9

36%

7%

50%

0%2% 5%

Car

2W

Auto

Bus

Cycle

Others

Bus

Cycle

Others

Distribution of trips by Mode (Without

walk)

37%

5%

50%

0%6%2%

Car

2W

Auto

Bus

Cycle

Others

Distribution of trips by purpose (without walk) Fig 2.10

31%

8%

11%1%

49%

Work

Education

Others

NHB

Return

OUTER CORDON SURVEY

Classified traffic Volume survey along with OD survey of passengers and goods vehicles (both incoming and outgoing) were carried out at 10 outer cordon locations at the radial Highways and MDR emerging out from


Bangalore. The location of outer cordon locations is presented in Figure 2.11.

The survey locations are as follows:

1 NH 7 Beyond outer ring road (Allalsandra)2 Old Madras Road Check post at White field road crossing3 Airport Road Beyond Outer ring road intersection 4 Sarjapur Road LC of Salem railway line 5 Hosur Road Beyond Electronic city 6 Bannergatta Road Beyond Hulimavu7 Mysore Road Beyond Mayanahalli8 Magadi Road Beyond Gollarapalya 9 Tumkur Road 12th Mile NH4 10 Kanakapura Road Beyond Vasantpura

2.3.1 Intensity of traffic at outer cordon location

Table 2.9 –Intensity of Traffic (Average Daily Traffic)

SlNo LocationsADT (16 hours)

Vehicles PCUs

1 Bellary Road 32324 49769

2 Sarjapur Road 3954 5338

3 Kanakapur Road 12633 20352

4 Mysore Road 5387 10383

5 OM Road 19149 29763

6 Airport Road 31984 43129

7 Magadi Road 11069 16175

8 Tumkur Road 34924 61807

9 Hosur Road 30745 54867

10 Bannergatta Road 12178 17740

Intensity of traffic at the outer cordon location is presented in Table 2.9. It is observed from the above table that the highest traffic is observed on Tumkur Road 30745 vehicles (54867 pcus) followed by Hosur Road 30745 vehicles (54867 pcus). Traffic volume is also found to be high on the Bellary Road. On the Airport Road, the traffic is high due to the diversion from Old madras Road for the construction of Cable stage Bridge.

2.3.2 Peak hour traffic Peak hour traffic at the outer cordon locations is presented in Table 2.10. It is observed that on National highways the NH4 and NH& the peak


percentage is 11.56 and 7.48 respectively, while on other roads it varies from 6.8 % to 9.2%.

Table 2.10 – Peak hour traffic at outer cordon locations

SL.N Location

Veh

Morning Peak Evening Peak

%ADT PCUs %ADT Veh %ADT PCUs %ADT

1 Bellary Road 2658 8.22 3760 7.55 2634 8.15 3722 7.48

2 Sarjapur Road 367 9.29 482 9.03 371 9.37 495 9.27

3 Kanakapur Road 1148 9.09 1730 8.50 1029 8.15 1514 7.44

4 Mysore Road 536 9.96 1079 10.39 510 9.47 957 9.22

5 OM Road 1478 7.72 2065 6.94 1631 8.52 2392 8.04

6 Airport Road 3020 9.44 3599 8.35 3117 9.75 4477 10.38

7 Magadi Road 854 7.72 1179 7.29 929 8.39 1308 8.09

8 Tumkur Road 2472 7.08 4086 6.61 2478 7.09 4239 6.86

9 Hosur Road 2315 7.53 3570 6.51 3361 10.93 6345 11.56

10 Bannergatta Road 1155 9.48 1559 8.79 866 7.11 1237 6.97

2.3.3 Composition of traffic at outer cordon location

The composition of traffic at outer cordon location is presented in Table 2.11 and Figures 2.12 to 2.22. It can be observed from the above table that the composition of cars varies from 14.7% to 29.41%, two wheelers 29 to 40%, autos 2 to 7.5%, buses 7 to 13%, goods vehicles 12.8 to 26% and slow moving vehicles are negligible.

Table 2.11 - Composition of traffic at Outer Cordon location

Location Cars/Jeep AutosScooter/Moped Buses

Van /Tempo Trucks

Bullock Cart Cycles

Total VehiclesBellary

Road

8446 897 13001 3506 213 5668 30 564 32324

26.13% 2.77% 40.22% 10.85% 0.66% 17.54% 0.09% 1.75%

Sarjapur Road

792 79 1890 457 24 506 2 205 3954

20.03% 2.00% 47.79% 11.55% 0.61% 12.80% 0.06% 5.17%

Kanakapura Road

2567 538 4809 1558 140 2252 37 732 12633

20.32% 4.26% 38.07% 12.33% 1.11% 17.82% 0.30% 5.79%

Mysore Road

792 78 1890 1727 187 503 6 205 5387

14.70% 1.45% 35.08% 32.06% 3.47% 9.33% 0.10% 3.80%

OM Road

3867 1447 7255 2110 230 3160 24 1057 19149

20.19% 7.55% 37.88% 11.02% 1.20% 16.50% 0.13% 5.52%

Airport Road

9407 1231 13517 2401 309 4203 43 872 31984

29.41% 3.85% 42.26% 7.51% 0.97% 13.14% 0.13% 2.73%

Magadi Road

1686 814 5308 1165 68 1549 26 453 11069

15.23% 7.35% 47.95% 10.52% 0.61% 13.99% 0.24% 4.09%


Tumkur Road

7123 1801 11114 3953 351 9169 25 1388 34924

20.39% 5.16% 31.82% 11.32% 1.01% 26.25% 0.07% 3.97%

Hosur Road

8009 795 8956 4242 428 7961 7 348 30745

26.05% 2.59% 29.13% 13.80% 1.39% 25.89% 0.02% 1.13%

Bannergatta Road

2504 563 5366 1338 77 1867 13 451 12178

20.56% 4.62% 44.06% 10.98% 0.63% 15.33% 0.11% 3.70%

Vechile composition at Bellary Road Fig. 2.12

26%

3%

39%

11%

1%

18%

0%

2%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Vehicle Composition at Sarjapur Road Fig.2.13

20%

2%

47%

12%

1%

13%0%

5%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles


Vechile composition at Knakpu Road Fig. 2.14

20%

4%

39%

12%

1%

18%

0%

6%Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

VEHICLE COMPOSITION AT MYSORE ROAD Fig.2.15

15%

1%

36%32%

3%

9%

0%

4% Cars/J eep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Vehicle composition at OM Road Fig 2.16

20%

8%

37%

11%

1%

17%

0%

6%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Vehicle composition at Airport Road Fig 2.17

29%

4%

42%

8%

1%

13%

0%

3%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles


Vehicle composition at Magadi Road Fig 2.18

15%

7%

48%

11%

1%

14%

0%

4%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Vehicle composition at Tumkur Road Fig 2.19

20%

5%

33%

11%

1%

26%

0%

4%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Vehicle composition at Housur Road Fig 2.20

26%

3%

29%

14%

1%

26%

0%

1%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles


Vehicle composition at Bannergatta Road Fig

2.21

21%

5%

43%

11%

1%

15%

0%

4%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

2.3.4 Hourly variation of traffic

Hourly variation of traffic is presented in Figures 2.22 to 2.31. It can be observed from the figures that two distinct peak is observed in the morning and evening peak hours between 8 am to 10am and 6pm to 7 pm respectively

Figure 2.22

Hourly variation of vehicales at Bellary Road

0

1000

2000

3000

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Vu

mb

er

of

ve

hic

ale

s

Dir1

Dir2

Both

Figure 2.23

Hourly variation of vehicales at Sarjapur Road

0

200

400

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Nu

mb

er

of

ve

hic

ale

s

Dir1

Dir2

Both


Figure 2.24

Hourly variation of vehicales at Kanakapur Road

0

500

1000

1500

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Nu

mb

er

of

ve

hic

ale

s

Dir1

Dir2

Both

Figure 2.25

Hourly variation of vehicales at Mysore Road

0

200

400

600

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Nu

mb

er

of

ve

hic

ale

s Dir1

Dir2

Both

Figure 2.26

Hourly variation of vehicales at Old Madras Road

0

500

1000

1500

2000

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Nu

mb

er

of

ve

hic

ale

s

Dir1

Dir2

Both

Figure 2.27

Hourly variation of vehicales at Magadi Road

0

500

1000

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Nu

mb

er

of

ve

hic

ale

s

Dir1

Dir2

Both


Figure 2.28

Hourly variation of vehicales at Bannergatta Road

0

500

1000

1500

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Nu

mb

er

of

ve

hic

ale

s

Dir1

Dir2

Both

Figure 2.29

Hourly variation of vehicales at Tum kur Road

0

1000

2000

3000

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Nu

mb

er

of

ve

hic

ale

s

Dir1

Dir2

Both

c

Figure 2.30

Hourly variation of vehicales at Housur Road

0

2000

4000

600 -

0800

1000

1200

1400

1600

1800

2000

Tim e Interval

Nu

mb

er

of

ve

hic

ale

s

Dir1

Dir2

Both

Screen Line / Mid block survey

Traffic volume survey at 30 mid block and screen line locations were carried out for 16 hours from morning 6 am to evening 10 pm . The screen line locations were selected at natural barriers like LC and Railway ROB’s / RUB’s and some locations on Ring Road. The mid blocks were selected on major roads where the METRO alignment is passing and other major Arterial roads in Bangalore.

2.4.1 Intensity of traffic at screen line location


The intensity of traffic at screen line location is presented in Table 2.12. It is observed that the highest traffic is along the Rajajinagar Entrance road 120236 vehicles (146048 Pcus). The traffic volume on major roads along the proposed East west corridor varies between 54772 vehicles (970905 pcus) to 120236 vehicles (146048 Pcus).

Table 2.12 Intensity of traffic at Screen Line location

Average Daily Traffic (16 hrs)

SL.N Location Total vehicles Total PCUs

1 AIRPORT ROAD 31728 42940

2 KR ROAD 52621 64797

3 MYSORE ROAD 33659 49699

4 CHORD ROAD 66519 87951

5 MAGADI ROAD 14352 18628

6 JC ROAD 93524 105183

7 YESHWANTHPUR ROAD 59485 88873

8 BANASWADI ROAD 34550 37572

9 KORAMANGALA IRR 64900 67571

10 DR. M H MARIGOWDA ROAD 68325 95236

11 POST OFFICE ROAD 22201 29514

12 SOUTHEND ROAD 30479 34858

13 DIAGONAL ROAD 48109 52692

14 VANIVILAS ROAD 29644 35377

15 KH ROAD 84217 96823

16 MTR ROAD (LALBAGH ROAD) 52558 61027

17 RAJAJINAGAR ROAD 120236 146048

18 PLAT FORM ROAD 54772 70905

19 KUVEMPU ROAD 38951 46479

20 R V ROAD 52870 62606

21 TANNERY ROAD 50486 55010

22 MILLER ROAD 35391 51360

23 MATHIKERE MAIN ROAD 29333 32614

24 SHIVANANDA ROAD 65914 77439

25 ITC FACTORY ROAD 50115 54551

26 MGROAD 103424 118241

The traffic volume along the major roads falling on the north south corridor varies between 29664 vehicles (35377 pcus) to 52621 vehicles (64797 pcus) .

2.4.2 Peak hour traffic at Screen line locations

The peak hour traffic at the screen line location is presented in Table 2.13. It can be observed from the above table that in the morning peak the 5 of peak hour traffic vary from 8 to 13% while the same in the evening peak varies between 9 to 11%


Table 2.13_Peak Hour Traffic at Screen line location

Morning Peak Evening Peak

SL.NLocation veh %ADT PCUs %ADT veh %ADT PCUs %ADT

1 AIRPORT ROAD 3018 9.51% 3597 8.38% 3221 10.15% 4638 10.80%

2 KR ROAD 4973 9.45% 5285 8.16% 3556 6.76% 4483 6.92%

3 MYSORE ROAD 2977 8.85% 4165 8.38% 2859 8.49% 4061 8.17%

4 CHORD ROAD 7558 11.36% 8305 9.44% 5576 8.38% 7357 8.36%

5 MAGADI ROAD 1515 10.55% 1815 9.74% 1321 9.21% 1554 8.34%

6 JC ROAD 11718 12.53% 12179 11.58% 7394 7.91% 9017 8.57%

7 YESHWANTHPUR ROAD 5254 8.83% 7153 8.05% 4610 7.75% 6634 7.46%

8 BANASWADI ROAD 2761 7.99% 2912 7.75% 3100 8.97% 3155 8.40%

9 KORAMANGALA IRR 5772 8.89% 5812 8.60% 4600 7.09% 4759 7.04%

10 DR. M H MARIGOWDA ROAD 5673 8.30% 7588 7.97% 6019 8.81% 8770 9.21%

11 POST OFFICE ROAD 3191 14.37% 4035 13.67% 2043 9.20% 2660 9.01%

12 SOUTHEND ROAD 4122 13.52% 4246 12.18% 2390 7.84% 2870 8.23%

13 DIAGONAL ROAD 4178 8.68% 4559 8.65% 4004 8.32% 4389 8.33%

14 VANIVILAS ROAD 2594 8.75% 2978 8.42% 2490 8.40% 2825 7.98%

15 KH ROAD 8672 10.30% 9459 9.77% 8504 10.10% 9155 9.46%

16 MTR ROAD (LALBAGH ROAD) 4151 7.90% 4810 7.88% 5310 10.10% 5813 9.53%

17 RAJAJINAGAR ROAD 12059 10.03% 13928 9.54% 11593 9.64% 14369 9.84%

18 PLAT FORM ROAD 4176 7.62% 5682 8.01% 5930 10.83% 7283 10.27%

19 KUVEMPU ROAD 3387 8.70% 3903 8.40% 4145 10.64% 4898 10.54%

20 R V ROAD 4609 8.72% 5060 8.08% 5009 9.47% 5780 9.23%

21 TANNERY ROAD 5437 10.77% 5228 9.50% 4756 9.42% 18.28% 9.09%

22 MILLER ROAD 3136 8.86% 4302 8.38% 2961 8.37% 3987 7.76%

23 MATHIKERE MAIN ROAD 2599 8.86% 2749 8.43% 3721 12.69%23.50% 11.73%

24 SHIVANANDA ROAD 7704 11.69% 8484 10.96% 7051 10.70% 8143 10.52%

25 ITC FACTORY ROAD 3323 6.63% 3485 6.39% 4655 9.29% 4918 9.02%

26 MGROAD 9368 9.06% 10297 8.71% 8543 8.26% 9584 8.11%

2.4.2 Composition of traffic at Screen line location

The composition of traffic at screen line location is presented in Table 2.14 and Figures 2.31 to 2.41 .It can be observed that the composition of the cars vary between 10.79% to 29.55, the Auto’s vary between 18 to 25%, only on Airport Road the share of auto’s is very less (4.01%). The two wheelers constitute the maximum share on the roads and their composition varies between 41.86% to 57.75% The composition of bus traffic was observed to vary between 1.24 % to 7.77% .The goods vehicles are banned in the city area and only on Chord Road it is allowed which can be observed from the table that on Chord Road the %


composition of Trucks is 10.1% . On other roads only lcv;s ply. The slow moving traffic is negligible in Bangalore.

Table 2.14 - Composition of Traffic at Screen line locations

LocationCars/Jee

pAutos

Scooter/Moped

BusesVan

/TempoTrucks

Bullock Cart

CyclesTotal

Vehicles

AIRPORT ROAD 9339 1271 13281 2430 262 4232 45 870 31728

29.43% 4.01% 41.86% 7.66% 0.82% 13.34% 0.14% 2.74%

KR ROAD 8424 10852 26117 3130 0 740 48 2370 51681

16.30% 21.00% 50.53% 6.06% 0.00% 1.43% 0.09% 4.59%

MYSORE ROAD 6651 2558 14033 3557 376 4449 98 1509 33231

20.01% 7.70% 42.23%10.71

% 1.13% 13.39% 0.29% 4.54%

CHORD ROAD 11779 9707 34305 2981 391 6718 36 603 66519

17.71% 14.59% 51.57% 4.48% 0.59% 10.10% 0.05% 0.91%

MAGADI ROAD 1549 1264 8064 1108 503 1197 43 625 14352

10.79% 8.81% 56.19% 7.72% 3.50% 8.34% 0.30% 4.35%

JC ROAD 14490 15087 54962 3928 211 1750 34 3062 93524

15.49% 16.13% 58.77% 4.20% 0.23% 1.87% 0.04% 3.27%

YESHWANTHPUR ROAD 8037 9335 26542 4983 381 8219 45 1944 59485

13.51% 15.69% 44.62% 8.38% 0.64% 13.82% 0.08% 3.27%

BANASWADI ROAD 5403 6221 17474 1060 151 504 37 3700 34550

15.64% 18.00% 50.57% 3.07% 0.44% 1.46% 0.11%10.71

%

KORAMANGALA IRR 19143 8953 31228 1264 16 714 13 3562 64893

29.50% 13.80% 48.12% 1.95% 0.02% 1.10% 0.02% 5.49%

DR. M H MARIGOWDA ROAD 10927 12390 31802 6622 523 4023 226 1813 68325

15.99% 18.13% 46.55% 9.69% 0.76% 5.89% 0.33% 2.65%

POST OFFICE ROAD 3721 5126 10130 1796 199 290 52 887 22201

16.76% 23.09% 45.63% 8.09% 0.90% 1.31% 0.23% 3.99%

SOUTHEND ROAD 4442 6619 15975 873 201 237 56 2076 30479

14.57% 21.72% 52.41% 2.87% 0.66% 0.78% 0.18% 6.81%

DIAGONAL ROAD 7544 9483 27783 692 597 413 59 1538 48109

15.68% 19.71% 57.75% 1.44% 1.24% 0.86% 0.12% 3.20%

VANIVILAS ROAD 4631 4795 15785 827 286 1428 18 1862 29632

15.63% 16.18% 53.27% 2.79% 0.97% 4.82% 0.06% 6.28%

KH ROAD 18752 13969 43236 3662 140 1488 50 2334 83632

22.42% 16.70% 51.70% 4.38% 0.17% 1.78% 0.06% 2.79%

MTR ROAD 9772 10813 27045 1415 159 1014 139 1539 51896


(LALBAGH ROAD)

18.83% 20.84% 52.11% 2.73% 0.31% 1.95% 0.27% 2.97%

RAJAJINAGAR ROAD 16752 26557 63343 5931 203 1772 41 4824 119423

14.03% 22.24% 53.04% 4.97% 0.17% 1.48% 0.03% 4.04%

PLAT FORM ROAD 8065 12448 27255 3941 136 907 21 1507 54279

14.86% 22.93% 50.21% 7.26% 0.25% 1.67% 0.04% 2.78%

KUVEMPU ROAD 4461 9698 16741 1659 107 801 82 5402 38951

11.45% 24.90% 42.98% 4.26% 0.27% 2.06% 0.21%13.87

%

R V ROAD 12339 8148 26413 2398 129 1733 5 1712 52875

23.34% 15.41% 49.95% 4.53% 0.24% 3.28% 0.01% 3.24%

TANNERY ROAD 1210 14024 19363 889 96 662 28 14215 50486

2.40% 27.78% 38.35% 1.76% 0.19% 1.31% 0.06%28.16

%

MILLER ROAD 4773 6396 15722 942 22 5310 9 2216 35391

13.49% 18.07% 44.42% 2.66% 0.06% 15.00% 0.03% 6.26%

MATHIKERE MAIN ROAD 4359 2724 18087 1990 142 721 16 1294 29333

14.86% 9.29% 61.66% 6.78% 0.48% 2.46% 0.06% 4.41%

SHIVANANDA ROAD 12573 12634 33671 3351 0 641 15 2258 65142

19.30% 19.39% 51.69% 5.14% 0.00% 0.98% 0.02% 3.47%

ITC FACTORY ROAD 8250 10436 22767 489 86 383 23 4886 47320

17.43% 22.05% 48.11% 1.03% 0.18% 0.81% 0.05%10.33

%

MGROAD 25155 18149 49688 4425 234 30 15 4183 101879

24.69% 17.81% 48.77% 4.34% 0.23% 0.03% 0.01% 4.11%

Vehicle composition at Airport Road Fig 2.31

29%

4%

42%

1%

13%0%

8%

3%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.32


Vehicle composition at Mysore Road

20%

8%

42%

11%

1%

13%

0%

5%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.33

Vehicle composition at KR Road

16%

21%

51%

0%

1%

5%

0%

6% Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.34


Vehicle composition at Chord Road

18%

15%

51%

10%0%1%

1%

4%Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.35

Vehicle composition at JC Road

15%

16%

60%

0%3%

2%0%

4%Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.36

Vehicle composition at Yeshwanthpure Road

14%

16%

44%

8%

1%

14%

0% 3%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.37


Vehicle composition at Post office Road

17%

23%

46%

1%

0%4%

8%

1%Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.38

Vehicle composition at South-End Road

15%

22%

51%

3%

1%

1%

7%0%Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.39

Vehicle composition at KH Road

22%

17%

52%

0%

3%2%

4%

0%

Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.40


Vehicle composition at Kuvempu Road

11%

25%

44%

4%

0%

2%

0%

14% Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

Figure 2.41

Vehicle composition at MG Road

25%

18%49%

0%

0%4%

0%

4% Cars/Jeep

Autos

Scooter/Moped

Buses

Van /Tempo

Trucks

Bullock Cart

Cycles

2.4.3 Hourly variation of traffic at screen line locations

Hourly variation of traffic at screen line locations is presented in Figures 2.42 to 2.52. It can be observed from the figures that there are two distinct peaks in the morning and evening peak hours. The evening peak is more tapered / spread out compared to morning peak. On K. R Road we see a pronounced afternoon peak due to college trips around this area. On the one way roads like J C Road and Post office Roads morning peak towards the CBD is more significant.

Figure 2.42


Hourly variation of vehicles at Airport Road

0500

100015002000250030003500

600

- 700

800

- 900

1000

- 11

00

1200

- 13

00

1400

- 15

00

1600

- 17

00

1800

-190

0

2000

- 21

00

Time Intervels

Nu

mb

er

of

ve

hic

les

Dir1

Dir2

Both

Figure 2.43

Hourly variation of vehicle at Mysore Road

0500

100015002000250030003500

600

- 700

800

- 900

1000

- 11

00

1200

- 13

00

1400

- 15

00

1600

- 17

00

1800

-190

0

2000

- 21

00

Time Interval

Nu

mb

er

of

ve

hic

les

Dir1

Dir2

Both

Figure 2.44

Hourly variation of vehicles at KR Road

0

1000

2000

3000

4000

5000

600

- 700

800

- 900

1000

- 11

00

1200

- 13

00

1400

- 15

00

1600

- 17

00

1800

-190

0

2000

-210

0

Time Intervals

Nu

mb

er

of

ve

hic

les

Dir1

Dir2

Both

Figure 2.45


Hourly variation of vehicle at Chord Road

010002000300040005000600070008000

600

- 700

800

- 900

1000

- 11

00

1200

- 13

00

1400

- 15

00

1600

- 17

00

1800

-190

0

2000

- 21

00

Time Interval

Nu

mb

er

of

ve

hic

les

Dir1

Dir2

Both

Figure 2.46

Hourly variation of vehicles at JC Road (One-way)

02000400060008000

100001200014000

600

- 700

800

- 900

1000

- 11

00

1200

- 13

00

1400

- 15

00

1600

- 17

00

1800

-190

0

2000

- 21

00

Time Interval

Nu

mb

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of

ve

hic

les

Dir1

Figure 2.47

Hourly variation of vehicles at yeshwanthpur Road

0

1000

2000

3000

4000

5000

6000

600

- 700

800

- 900

1000

- 11

00

1200

- 13

00

1400

- 15

00

1600

- 17

00

1800

-190

0

2000

- 21

00

Time Interval

Nu

mb

er

of

ve

hic

les

Dir1

Dir2

Both

Figure 2.48


Hourly variation of vehicle at Post office Road

0500

100015002000250030003500

600

- 700

800

- 900

1000

- 11

00

1200

- 13

00

1400

- 15

00

1600

- 17

00

1800

-190

0

2000

- 21

00

Time Intervals

Nu

mb

er

of

ve

hic

les

Dir1(One-way)

Figure 2.49

Hourly variation of vehicle at South-End Road

0

1000

2000

3000

4000

5000

600

- 700

800

- 900

1000

- 11

00

1200

- 13

00

1400

- 15

00

1600

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Hourly variation of vehicales at Kuvempu Road

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2.5 ROAD NETWORK INVENTORY

Road network inventory was carried out along the Major roads within the study area. The right of way, the carriageway width, other road features like median, footpath and lighting were captured. The details collected from the survey are given in the sections below.

2.5.1 Distribution of road network by Right of way (ROW)

Distribution of road network with respect to ROW is presented in the Table 2.15 and Figure 2.53. It cane observed from the above table that 39.80% of the road length surveyed has ROW less than 20m, 41.15% has ROW between 20 to 30 meters, 18.16% has ROW between 30 to 40 meters, 00.89% has ROW greater than 40 meters.


Table 2.15 -Distribution of road network by ROW

ROW (m) Length (Km) Percentage

<20 127.37 39.80

20-30 131.69 41.15

30-40 58.11 18.16

>40 02.83 00.89

Figure 2.53

Distribution of road netw ork by ROW

40%

41%

18%1%

<20

20-30

30-40

>40

2.5.2 Distribution of road length with respect to carriageway width

Distribution of road length with respect to carriageway width is presented in Table 2.16 and Figure 2.54. It can be observed that 2.24% is two lane roads, 25.09%is three lane roads, 38.49% is four lanes undivided roads, and while 13.91% of the surveyed road length is four lane divided road. 13.77% of the road length is six lane undivided and an additional length of 6.50% of the road length surveyed was observed to be six lane divided road which lie mostly on the outer ring road.

Table 2.16- Distribution of road network by CW Width

CW (m) Length (Km)PercentageTwo lane 07.17 02.24Three lane 80.27 25.09Four lane divided 123.15 38.49Four lane undivided 44.52 13.91Six lane divided 20.80 06.50Six lane undivided 44.08 13.78Total 320 100.00

Figure 2.54


Distribution of road netw ork by CW

2%

25%

38%

14%

7%

14% Tw o lane

Three lane

Four lane divided

Four lane undivided

Six lane divided

Six lane undivided

2.5.3 Distribution of road network with respect to land use

Distribution of road network with respect to Abutting land use along the roads surveyed in presented in Table 2.17 and Figure 2.55. It can be observed from the table that 39.01% is residential, 40.59% is commercial, 2.78% defense, and 2.31% industries, 7.59% open space and rest 7.72% were institutional and others.

Table 2.17 -Distribution of road network with respect to land use

Land use Length (Km) Percentage

Residential 124.84 39.01

Commercial 129.89 40.59

Defence 08.88 2.78

Industry 07.39 2.31

Open space 24.30 7.59

Institution/ office and others 24.72 7.72

Total 320 100.00

Figure 2.55

Distribution of road network w.r.t land use

39%

40%

3%

2%

8% 8%Residential

Commercial

Defence

Industry

Open space

Institution/ office and

others


2.5.4 CAPACITY OF THE ROAD SYSTEM

As per the CDP-2001, only three types of roads on whom mass transport can operate would exist in the year 2001. The types of roads and their capacities are given in Table 2.18

TABLE 2.18

TYPES OF ROADS AND THEIR CAPACITIES

Road Type Capacity in PCUs per Hour*

2-Lane 2000

4-Lane Divided 4000

6-Lane Divided 6000

*IRC Norms modified for the present study

2.6 SPEED AND DELAY SURVEY

Speed and delay survey was carried out on all major corridors in the study area. Moving car method was used to carry out the survey. The delays and the cause of delays were also recorded and the journey and the running speeds along these corridors are worked out.

2.6.1 Journey speed

Distribution of journey speed with respect to the road length is presented in the Table 2.19 and Figure 2.56 . It is observed that the 40.815 of the road length has journey speed less than 20 Kmph, on 47.27% of the road length, the observe journey speed was in between 20 to 30 Kmph., only at 11.915 of the road length, the speeds were more than 30 Kmph

Table 2.19 --Distribution of Road length by peak hour journey speed

Speed (Kmph) Length (Km) Percentage

10-20 57.50 40.81

20-30 66.60 47.27

30-40 16.50 11.71

>40 00.300 0.21

Total 140.90 100.00


Figure 2.56

Distribution of Road Length by peak

hour journey speed

41%

47%

12%0%

10-20

20-30

30-40

>40

2.6.2 Running speed

Distribution of running speed with respect to the road length is presented in the Table 2.20 and Figure 2.57. It is observed that the 27.04 % of the road length has journey speed less than 20 Kmph, on 47.48 % of the road length, the observe journey speed was in between 20 to 30 Kmph., and at 25.37% of the road length, the speeds were more than 30 Kmph

Table 2.20 -Distribution of Road length by peak hour running speed

Speed (Kmph) Length (Km) Percentage10-20 38.10 27.04

20-30 66.90 47.48

30-40 32.90 23.35

>40 3.00 2.13

Total 140.90 100.00

Figure 2.57

Distribution of Road length by peak hour

running speed

27%

48%

23%

2%

10-20

20-30

30-40

>40


2.6.3 Speed Flow Relationship

In addition to the capacity values, the speed flow relationships of the three types of links are required for modifying the speeds for each incremental loading. A Mathematical model was developed for each link type. These mathematical models are as follow: -

2-lane:S = Sf (1.0 – 0.578 (V/C) 2.8

4-lane divided:S = Sf (1.0 – 0.636 (V/C) 2.5

6-lane divided:S = Sf (1.0 – 0.605 (V/C) 2.4

Where,S = Speed in kmphSf = Free flow speed in kmphV = Assigned volume in PCUsC = Capacity of road link in PCUs

The initial free flow speeds taken for the assignment of public and private modes are summarized in Table 2.21.

TABLE 2.21

FREE FLOW SPEEDS

Mode Free Flow Speed in kmph*

2-lane 4-lane 6-lane

Public Transport 15 20 25

Private Transport 30 35 40

IRC Norms modified for the present study

2.7 BUS STOP/TERMINAL SURVEY

Bus stop survey was carried out at 569 bus stops and 34 terminals. Both directions were taken thus the total number of bus stops covered were 1148. The total trips observed from the survey was about 26 lakh trips out of which 3.7 lakh trips were interchange trips.

The bus stop wise boarding at terminals and bus stops is presented in Annexure 2.4 and 2.5.

2.8 SELECTION OF CORRIDORS

Selection of corridors for a Metro system depends on many factors , Viz:

• Traffic origin and Destination (OD) pattern;


• Location of work centers and Central business district(CBD)

• Roads right-of-way;

• Integration with other modes : and

• Major bus routes

Traffic pattern at present in Bangalore is generally from residential areas in the periphery of the work places and educational institutions at the centre. This traffic pattern requires of two main corridors, that is East-west and North –South for Bangalore city. East –West and North _South corridors have therefore been proposed for Bangalore Metro Phase1. These corridors are elevated along the major roads where there is sufficient right –of way .In locations where the right –of-way is limited, particularly in the CBD area, Underground section is proposed.

Alignments of these two corridors have been planned to provide proper integration with both road and rail-based public transport , connecting places like city railway station, New Bus Terminus at Mysore Road, Yeshvantapur railway station , Baiyappanahalli railway station and the major bus terminus at Subhash Nagar.

The alignment of the above corridors has also been planned to act as complementary to the bus system as it has avoided major parallel road –based systems . The selected corridors cover most of the locations covered by the earlier approved ELRTS corridor in phase 1.

2.9 COMPARISON BETWEEN ELRTS ANS METRO ALIGNMENT

2.9.1 East- West Corridor

The East-West corridor of the ELRTS (Elevated Light rail transit System) starts at Aranganagudda at the outer ring road and takes a left turn to the Mysore Road. It passes through the Chord Road unto the toll gate junction and continues on the chord Road unto Kuvempu Road, where it turns right the alignment goes along the Kuvempu Road and turns right to Sampige Road and reaches Majestic via the Platform Road. The alignment continues on the K .G Road towards the Hudson Circle and takes RRMR Road to reach the Richmond circle. It passes through the Residency Road and reach M G Road at mayo hall and goes on the M G Road till Trinity Church circle and takes Old Madras Road to reach the Depot opposite to Indiranagar bus depot. The entire section is elevated.

The proposed metro East-West corridor starts at Mysore Road ORR junction and passes through the Chord Road and takes a right turn towards the Magadi Road. Till the end of the Magadi Road, the section is elevated, where it starts going under ground, and the under ground section cuts across the Bangalore city railway station yard and passes through the K G Road and reach Vidhan Sowda via the Post office Road,


it skirts the Cubbon park to reach the M G Road, it is under ground up to the Brigade Road junction and starts ramping up and is elevated from the Mayo hall junction. It passes through Swami Vivekananda Road and turns right to CMH Road to reach 100 ft Road India Nagar where it turns right to reach Old madras Road and goes along the NH4 to reach the depot near Baiyappanahalli railway station.

The Metro alignment is underground in the central congested areas and this has reduced the route length to reach the CBD from the outer areas.

2.9.2 North – South Corridor

The proposed North South Corridor of the ELRTS was in between Shivajinagar and Jayanagar via J C Road and R V Road. This was not considered in the first phase

The North -South alignment of the Metro starts at Yeshvantapur and passes through the Chord Road in front of ISCON Temple. It takes right turn at Kuvempu Road and goes along it till the railway over Bridge of the Tumkur line. It takes a right turn and run parallel till the Binny mill. Till this point the section is elevated. It them ramps down and will be under ground section beyond the Swastik area. The Majestic will be an interchange station. The under ground section will cut across the most congested old city area if Chickpet and passes through the city market to reach the Basaweshwara circle at K.R Road. Then it ramps up to be an elevated section and reaches Lalbagh via Vanivilas Road and takes the R. V Road to reach south end. The alignment continues on the R V Road to reach the R.V Road terminal. The North south alignment of the Metro passes through the most congested parts of the OLD city i.e. city market, Chickpet and Sultan pet, this was possible, since the central portion of the Metro is under ground, where the elevated sections are impossible due to heavily built up areas

The ELRTS alignment also covers the Yeshvantapur, Chord Road, Kuvempu Road, Platform Road, K R Road, R V Road and Jayanagar but avoids the CBD area of Majestic, Chickpet and Sultanpet.

Even though the ELRTS and METRO alignments connects the East - west and the North-south points of Bangalore,. The ELRTS takes circuitous route to connect the ends without serving the inner areas of the city which are congested. But Bangalore metro, while connecting these extreme ends passes through the congested areas as underground facility serving the central areas to the maximum.


2.10 TRIP CATEGORIZATION

The passenger transport demand in terms of daily passenger trips has been broadly categorized as intra-city and inter-city trips. The intra-city trips have further been considered as inter-zonal-trips and intra-zonal trips. The inter-zonal trips are the most important, so far as transport system development is concerned and have further been classified as home-based trips and non-home based trips. Home based trips for the purposes of transport modeling, have been classified as work trips, education trips and other trips. The non-home based trips and intercity trips, which do not form a significant proportion of total transport demand, are not being modeled due to inherent difficulty and non-availability of data. The proportion of non-home based trips, and inter-city trips which was around 10 percent of total home-based trips as observed in the base year (2001), is also being assumed for horizon year (2021). For studying the distribution of trips by mode, the trips were classified as by public transport (mass modes) and by different fast modes including private and hired motorized vehicles.

2.11 TRIP GENERATION

The first of the sub-models in the study process is that which predicts the number of trips starting and finishing in each zone. The techniques developed attempt to utilize the observed relationships between travel characteristics and the urban environment and are based on the assumption that ‘trip making’ is a function of three basic factors:

• Land use pattern and development in the study area,

• Socio-economic characteristics of the trip-making population of the study area, and

• Nature, extent and capabilities of the transportation system in the study area

Mathematically, trip generation can be expressed as:

Trips Generated = Function (socio-economic, locational etc. variables)

Various techniques for developing the trip generation sub-models are available and notable among them are:

• Regression Analysis

• Category Analysis or Cross Classification Analysis

A typical regression analysis for trip generation model is

G = Ao + ∑ k aij xi

I = 1


WhereG = No. Of trips (produced/attracted) in a zone for a

specific purpose.A0 = Constant term to be calibrated.

ao, a1 ……aK = Coefficients to be determined by the regression analysis

X1, x2. = Zonal planning input factor (independent) variable)

The significance of the regression equation is tested on the basis of R2

value and the t-statistics value (for each of the coefficients).

Typical inputs for trip generation sub-models are population, employment, vehicle ownership, household income, residential density, etc. These models are developed using standard computer programs.

Population is a major influencing factor for trip generation. As it is one of the major variables in the trip end models used for obtaining the future trip ends, it has an influence in the over all trip productions / attractions.

For the generation of trip generation sub-models, analysis has been carried out at zonal level utilizing regression analysis technique for home based work, home based education and home based other purpose trips. The generalized form of the trip generation equation to be developed is as under: -

Y=A+BXWhere Y=Trips produced or attracted

A=Constant term B=Trip rate to be determined from least square Analysis

X=Independent variable e.g., population, employment, Vehicle ownership etc.,

The results of calibration of different models are in Table 2.22

Table 2.22

Trip Generation for Total Trips

Co-off.

Intercept - 560.934

X Variable 0.332527

R2 = 0.91

By using the above table the value of R Square was found to be 0.911184 in Table 2.23 (Assuming Population in zones as the variable).


Table 2.23Trip attraction for total trips

Co-off.

Intercept 1594.905

X Variable 0.943939

By using above expression the value of R2 was found to be 0.495816 (Assuming Employment in zone as variable).

The population and employment projections for the horizon years is presented below in Table 2.24

Table 2.24

Year Population(Lakhs) Employment(Lakhs)

2001 56.76 18.51

2011 70.00 24.26

2021 85.00 31.25

2.12 PER CAPITA TRIP RATE (PCTR)Adopted Per Capita Trip Rate for the years 2001, 2011 and 2021 are as given in the Table 2.25. The increment over base year value has been done using growth rates as adopted in Chennai and Delhi for similar studies

Table 2.25 Adopted PCTR (Vehicular) Value

Year PCTR Value

2001 (observed) 0.82

2011 0.9

2021 1.0

2.13 TRIP DISTRIBUTION

2.13.1 Basic Principle

Trip distribution or ‘interzonal transfers’, is that part of transportation planning process, which relates a given number of travel origins for every zone of the study area, to a given number of travel destinations located within other zones of the study area. It is not necessarily concerned with the mode of travel used for a given trip or the routes, which could be taken


to complete this trip. Rather it is concerned with establishing the links between a numbers of zones for which trip generation calculations have primarily been made. In other words, the output of trip generation sub-model becomes the input for trip distribution model.

For the purpose of the present study, synthetic or ‘inter-area travel formulae’ methodology has been adopted in which an attempt is made to understand the causal relationships, which are projected onto the future and the appropriate travel pattern is synthesized.

The underlying principle in this model is that:

‘Travel between any two points will increase with increase of attraction for such travel, but will decrease as the resistance (deterrence) to travel increases’.

2.13.2 Gravity Model

In the present study the Gravity Model has been used for trip distribution. For any given trip purpose, the generalized relationship is more usually expressed as-

T ij = KPi A F (Cij) ---- (4.1)Where,T ij = trips from zone i to zone jK = a constantPi = total number of trips produced in zone iAj = total number of trips attracted to zone j, and

F (Cij) is the deterrence or trip decay function and is based on the generalized cost of the journey from zone I to j:

The deterrence function is usually in one of the three basic forms:

A power functionF (Cij) = Cij

-a ------ (4.2)

An exponential functionF (Cij) = e-aCij ------ (4.3)

A gamma function (Tanner Function)F (Cij) = Cij

-a e-bCij ----- (4.4)

Where a & b are impedance parameters


For the purpose of this study the exponential function form, which has been used in many studies and has been found to be particularly appropriate for shorter-distance, intra-urban trips has been used.

The constant K in the general formula represents effectively the two balancing constants a and b combined together, one each for correcting the number of trip generations and attractions.

Thus K = aibj ------ (4.5)

Where Pi = ai∑ Tij ------ (4.6)j

Aj = bj∑ Tij ------ (4.7)The determination of each of the constants in the distribution model i.e., calibration of the model has been done from the base year matrix for total vehicular trips.

In recent years, the favored and most commonly used measure of deterrence is the perceived inter-zonal deterrence cost – that is, what the traveler unconsciously thinks it costs him to travel from one place to another. For each pair of zones, generalized cost for a public transport trip or by any other mode is determined. For any inter-zonal trip, the cost between each of the two zone centroids, and between them and the appropriate actual network nodes is added to establish the least-cost journey through the whole network between the zones. For example, for a trip including one or more public transport links and walk links thereto, the public transport deterrence cost would be made up of:

a) Walking time to bus stop (from notional centroid link)b) Waiting time at bus stopc) Traveling time on busd) Interchange waiting time – where appropriate,e) Further travel time where appropriatef) Walking time from final bus stop to destination (by notional centroid link).

For the purposes of analyses in this study, the Cij value, is taken in terms of travel time for different modes Travel time matrices have been computed and ‘skim trees’ built representing shortest travel paths between each pair of zones taking road congestion into consideration.

2.13.3Formulation Adopted

For the distribution of home-based trips for different purposes, standard formulation of Gravity Model is to be utilized. The Output of trip generation sub-model is primarily the input to trip distribution sub-model along with a


deterrence function. Form of Gravity Model to be utilized for its calibration is as under

Tijn = Pi

n [Ajn exp (-an Cij

m) / ∑ Ain exp(-an Cij

m)] ------ (2.8)Where,Tij

n = the number of trips produced in zone I and attracted to zone j for nth purpose (work, education, other)

Pin = the total number of trips produced in zone I for nth purpose

Ain = the total number of trips attracted to zone j for nth purpose

An = Parameter calibrated for base year for nth purposeCij

m = Composite Travel time between pair of zones i & j by mode mCalibration of the Model

The sequence of activities involved in the calibration of Gravity Model is shown in Figure 2.58. Only the home based trips for different purposes (work, education and other), which have been modeled, have been simulated for comparison with the observed flows.

The calibrated value of Beta was found to be 0.01724747R2 value was found to be 0.99.

2.14 MODAL SPLIT

The observed modal split between public and private transport is 45:55. With introduction of Metro, the modal split in favor of public transport is assumed to be 65% by the year 2011 and 70% by 2021.

The growth rate for the city traffic is taken as 3% for the horizon years.

2.15 TRIP ASSIGNMENT

2.15.1Trip assignment is the process of allocating a given set of trip interchanges to a specific transportation system and is generally used to estimate the volume of travel on various links of the system to simulate present conditions for validation purposes and to use the same for horizon years for developing forecast scenarios. The process requires as input, a complete description of either the proposed or existing transportation system, and a matrix of inter-zonal trip movements. The output of the process is an estimate of the trips on each link of the transportation system, although the more sophisticated assignment techniques also include directional turning movements at intersections.

The purposes of trip assignment are, broadly:1. To assess the deficiencies of the existing transportation system by

assigning estimated future trips to the existing system – Do Nothing Scenario.


2. To evaluate the effects of limited improvements and extensions to the existing transportation system by assigning estimated trips to the network which included these improvements.

3. To develop system development priorities by assigning estimated future trips for intermediate years to the transportation system proposed for these years.

4. To test alternative transportation system proposals by systematic and readily acceptable procedures.

5. To provide design hours volumes and turning movements.

2.15.2 Assignment Procedure Adopted

For the purpose of this study, Capacity restrained assignment technique has been followed. In this method of assignment, private and public transport trip matrices are loaded onto their respective networks, using an incremental assignment method. The trip matrices are assigned to the shortest paths generated successively by assignment of small lots each of 10% increment of the matrices. Updating the private and public transport networks, using the speed flow relationships of the links until all the two matrices - both Public and Private, are assigned, advances the incremental assignment. This methodology is presented in Figure 2.59.

2.15.3PCU Conversion Factor

The results from the incremental assignment, which is in terms of person trips, have to be converted to PCU trips for updating the link speeds. As the occupancy levels of the private modes are quite different from the road-based public transport modes, separate passenger to PCU conversion factors were derived for the two types of travel. For this purpose, the city was divided into three regions each one having a different mix of traffic characteristics. The factors used for the three regions are given in Table 2.26

Goods vehicles and other slow moving vehicles use the roads simultaneously. Thus the capacity comparison and speed modifications must take movement of these vehicles in mixed traffic conditions into account. Thus, after the person trips are converted to vehicles trips in terms of PCUs, the goods traffic factor is added to boost up the value to incorporate the mixed flow conditions because of goods vehicles and the slow moving vehicles.


TABLE 2.26PCU CONVERSION FACTORS

Region

PCU Conversion Factors

Pvt Vehicles

Pub. Tpt. Vehicles Goods Vehicles

Core area 0.067579 0.415010 1.2045

Intermediate area 0.067108 0.360208 1.2393

Outer area 0.067010 0398979 1.2814

2.16 SUMMARY OF TRANSPORT DEMAND PROJECTIONS

2.16.1 Section Loading

The traffic assignment was carried out on the selected east west and north south METRO corridors. The loading on the proposed METRO corridors is presented in Table 2.27

Table 2.27

Summary of Transport demand projections


YearNumber of

passengers (Lakhs/day)

Passenger –km/km of

corridor (lakhs

Mean trip length

2007 8.2 196005 6.62

2011 10.2 245050 7.07

2021 16.1 362828 7.12

8.2 lakh passengers are expected to travel on the metro per day. The projections for the years 2011 and 2021 are 10.2 lakh and 16.1 lakh passengers per day

The maximum section loading is observed between Tollgate and majestic on East west corridor and Malleswaram to city Market on the North south Corridor

The maximum range of PHPDT on the system by 2007 will be 20000, by 2011 will be 27000 and by 2021 the maximum range of PHPDT is projected to be of the order of 40000. The section wise loading and PHPDT is presented in Annexure 2.6

2.17.2Station loading The station loading at all the 17 stations on the East west corridor and 13 stations on the north south corridor are presented in Table 2.28. It can be observed that station loadings are high at Vijay nagar (32505), Hosahalli (62171) and Majestic (30408) on the East west corridor, while on the North south corridor, station loads are high at Yeshvantapur (37691), The station loading at Malleswaram, Swastika and Kuvempu road and Majestic stations in the range of 43000to 45000.

Table 2.28-DAILY BOARDING/ALIGHTING PASSENGERS

STATION NO. STATION NAME 2007 2011 2021

1 MYSORE ROAD TERMINAL 8364 10712 14240

2 DEEPANJALI NAGAR 20001 24740 34838

3 VIJAYA NAGAR 32505 39009 69050

4 HOSHALLI 62171 70287 92010

5 TOLLGATE 24264 28776 44284

6 MAGADI ROAD 23721 25700 62151

7 CITY RAILWAY STATION 28000 38300 63979

8 MEJESTIC 30408 38700 75938

9 CENTRAL COLLEGE 15864 18400 27533

10 VIDHAN SAUDHA 17843 21780 42820

11 CRICKET STADIUM 15000 18000 24000

12 M G ROAD 25781 33561 37531

13 TRINITY CIRCLE 12580 17260 22521

14 ULSOOR 10902 15337 21841

15 C.M.H ROAD 17000 24603 36990

16 INDRA NAGAR 18083 18365 27825

17 OLD MADRAS ROAD 12995 16997 32129

18 BAIYAPANAHALLI 15949 28350 45400

19 YESHWANTHPUR 37691 45000 61500

20 MAHALAXMI 16651 18600 28800

21 RAJAJI NAGAR 23306 32785 65507


22 KUVEMPU 36285 45600 68400

23 MALLESWARAM 44486 54983 75906

24 SWASTIK 43982 52800 74177

25 MAJESTIC 46542 57246 89799

26 CHIKPETE 22977 26200 47200

27 CITY MARKET 17683 21979 36054

28 K R ROAD 9326 14900 29682

29 LAL BAGH 19900 24924 35386

30 SOUTH END CIRCLE 12870 15500 38325

31 JAYANAGAR 32805 40900 65468

32 R V ROAD TERMINAL 64074 79729 118698

2.17.3 Trip length frequency distribution

The trip length frequency distribution of the Metro trips is presented in Annexure 2.7a and 2.7b. It can be observed that the average trip length for the years 2007, 2011 and 2021 are 6.62, 6.07 and 7.7 km respectively.

2.18 OPINION SURVEY

Opinion survey was carried out to obtain reveled preferences of the commuters about Shifting to METRO. The respondents were queried with respect to their willingness to pay extra with respect to bus fare, their requirements about the frequency of trains, feeder bus requirement and parking requirement at the proposed Metro Station.

2.18.1 Willingness to shift to METRO

The Table 2.29 reveals that almost all the respondents are willing to shift to METRO if provided some facilities are given which is discussed in subsequent sections

Table 2.29: METRO Requirement

METRO Requirement

No. Of Units% Age

Yes 9928 99.28

No 72 0.72

Total 10000 100.00


Acceptable Walking Distance of the Metro station from the house is presented in the Table 2.30. 48% of the respondents prefer a walking distance up to 250 meters, 38.84% accept walking to Metro Station up to 500 meters, while the rest 13.16% accept walking distance to Metro Station more than 500 meters.

Table 2.30-Acceptable Walk Distance from Home to METRO

Station

Distance No. Of Units % Age

Up to 250Mts. 4800 48.00

250 to 500 Mts. 3884 38.84

500 to 750 Mts. 797 07.97

Up to 1 Km. 519 05.19

Total 10000 100.00

Table 2.31 shows the acceptable walking distances from the Metro Station to their offices. It can be observed that 45.56% are willing to walk up to 250 meters from Metro Station to their office, while 41.98 % prefer accessibility of the Metro Station within 5000 meters from their work place. Rests are willing to walk more than 500 meters.

Table 2.31 -Acceptable Walk Distance from METRO Station to

Office

Distance No. Of Units % Age

Up to 250Mts. 4556 45.56

250 to 500 Mts. 4198 41.98

500 to 750 Mts. 788 07.88

Up to 1 Km. 458 04.58

Total 10000 100.00

Table 2.32 shows the acceptable number of interchanges while using the MRT system. 65.19% of the respondents prefer only one inter-change, 30.70% accept two interchanges only 4.11 % accept more than two interchanges during a trip.

Table 2.32-Acceptable Interchanging Trips

Interchanges No. Of Units % Age

One 6519 65.19

Two 3070 30.70

Three 322 03.22


Four 89 00.89

Total 10000 100.00%

The results of the opinion survey on willingness to shift to METRO if feeder bus is provided are presented in Table 2.33. It can be observed that 89.92% of the respondents are ready to shift to METRO if feeder bus is provided to link the Metro Station to attract people outside the catchment area of the Metro Stations it is a good incentive to provide the feeder buses.

Table 2.33 -Acceptable to Shift with Feeder Bus

Feeder Bus No. Of Units % Age

Yes 8992 89.92

No 1008 10.08

Total 10000 100.00

The options on the desirable frequency to shift to METRO are presented in Table 2.34. It can be observed from the above table that 48.61% are willing to shift to METRO if the frequency is 5 Minutes, 32.66% are ready to shift if the frequency is 10 minutes, 13.86% are ready to shift even if the frequency is 15 minutes and only 5.77 % are willing to shift if the frequency is more than 15 minutes. The above figures correspond to Morning peak. The comparative figures for off-peak and evening peak are presented in the table below:

Table 2.34 - Acceptable Frequency of METRO

FrequencyMorning Mid day Evening

No. of Units % age No. of Units % age No. of Units % age

Upto 5 Min. 4861 48.61 1573 15.73 4618 46.18

10 Min 3266 32.66 4433 44.33 3216 32.16

15 Min. 1386 13.86 1972 19.72 1524 15.24

20 Min. 258 02.58 1266 12.66 372 03.72

30 Min. 229 02.29 756 07.56 270 02.70

100.00 100.00 100.00 100.00 100.00 100.00

Table 2.35 shows the acceptable time savings the respondents expect to Shift to METRO. 25.09% accept a saving of 10 minutes, 41.88 % expect a time saving of 10 - 20 minutes, 23.35% expect a time saving 0f 20- 30 minutes. Rest of the members expect time saving of more than half an hour for single trip.


Table 2.35 -Acceptable Time Saving

Time Save No. Of Units % Age

Upto 10 Min. 2509 25.09

10 - 20 Min 4188 41.88

20 - 30 Min. 2335 23.35

30 - 40 Min. 615 06.15

40 - 50 Min. 221 02.21

50 - 60 Min. 95 00.95

More than 60 Min. 37 00.37

10000 100.00

It can be observed from the Table 2.36 that 88.84 % of the respondents prefer monthly passes to travel in the METRO.

Table 2.36 -Preference to Monthly seasonal passes

Seasonal Pass No. Of Units % Age

Yes 8884 88.84

No 1116 11.16

Total 10000 100.00

Table 2.37 shows that 78.89% of the respondents prefer to have parking facilities at Metro Stations

Table 2.37 - Preference to Parking Facility at METRO Station

Parking facility No. Of Units % Age

Yes 7989 79.89

No 2011 20.11

Total 10000 100.00

Table 2.38 depicts the willingness of the respondents to pay extra fare over and above the existing bus fares. It can be observed from the table that 27.76% are willing to pay the existing bus fare, 48.51% are willing to pay 1.25 times the existing bus fares, 13.31 % are willing to pay 1.5 times the bus fare, only 10.4% are ready to pay twice or more the current bus fares.

Table 2.38-Willingness to pay Extra Fare

Extra Fare No. Of Units % Age

Upto 3 Times 284 02.84

2.5 Times 182 01.82


2 Times 576 05.76

1.5 Times 1331 13.31

1.25 Times 4851 48.51

Same fare 2776 27.76

10000 100.00


ANNEXURE -2.1

ZONE NUMBERS AND ZONE NAMES

WARD NO. WARD NAME

1 H.M.T

2 Jalahalli

3 Yeshwanthpura

4 Mathikere

5 Kodandaramapura

6 Dattatreya Termple

7 Malleshwaram

8 Gayathrinagar

9 Subramanya Nagar

10 Mahalakshmipuram

11 Peenya Industrial Area

12 Nandini Layout

13 Geleyara Balaga Layout

14 Nagapura

15 Rajajinagar

16 Kamalanagar

17 Vrushabhavathinagar

18 Kamakshipalya

19 Basaveshwaranagar

20 Shivanagar

21 KHB Colony (West of chord road)

22 Sri Rama Mandira

23 Prakash Nagar

24 Bashyam Nagar

25 Ramachandrapura

26 Sevashrama

27 Gandhinagar

28 Balepet

29 Cottonpet

30 SKR Market

31 Binnypet

32 Kempapura Agrahara

33 Vijaynagar

34 RPC layout

35 BHEL Township

36 Govindrajnagar

37 Amarjyothinagar

38 Moodalapalya

39 Chandra Layout

40 Athiguppe

41 Gali Anjaneya Temple

42 Bapuji Nagar

43 Padarayanapura

44 Jagajeevanaram Nagar

45 Azad Nagar

46 Chamarajpet

47 Dharmarayaswami Temple

48 Sudhamanagar

49 Kempegowdanagar

50 Patalamma Temple

51 Basavanagudi

52 Hanumanthnagar

53 Srinagar

54 Srinivasanagar

55 Padmanabhanagar

56 Ganesh Termple

57 Sarakki

58 IV & V Block Jayanagar

59 Yediyur

60 Pattabhiram Nagar

61 Mavalli

62 Hombegowda Nagar

63 Laksandra

64 Guruppanapalya

65 BTM Layout

66 Madivala

67 Koramangala

68 Ejipura

69 Neelsandra

70 Santinagar

71 Austin Town

72 HAL III Stage

73 Airport

74 Jeevanbhimanagar

75 Jougupalya

76 Maclver Town

77 Vidhanasoudha area

78 Vasanthnagar

79 Sultan Gunta

80 Bharathinagar

81 Ulsoor

82 Indiranagar II Stage

83 Sir. C.V.Raman Nagar

84 Benniganahalli

85 Cox Town

86 Maruthiseva Nagar

87 Lingarajpuram

88 Banaswadi

89 Kacharakanahalli

90 Sagayapuram

91 Pulakeshinagar

92 Jayamahal

93 Devarajeevanahalli

94 Kadugonda nahalli

95 Kaval Byrasandra

96 Hebbal

97 Jayachamarajendra Nagar

98 Ganganagar

99 RMV Layout

100 RMV II Stage

101 Industrial Town

102 IV Block Rajajinagar

103 Seshadripuram

104 Central Jail Area

105 Cubbonpet

106 Vidhyaranyanagar

107 Hosahalli Extension

108 Marenahalli

109 Avalahalli (Mysore Road)

110 Nagarthpet

111 Raja Ram Mohan Roy Extension

112 Shankarapuram

113 Vishweshwarapuram

114 Kankanpalya (Jayanagar II Block)

115 Bugal Rock Area

116 Katreguppe

117 Hosakerehalli

118 Kadrenahalli

119 Kumaraswami Layout

120 J.P.Nagar

121 VII & VIII Block Jayanagar

122 Jayanagar VI Block

123 Indiranagar

124 Domlur

125 HAL II Stage

126 Someshwarapuram

127 Ashoknagar

128 Richmond Town

129 Sampangiramanagar

130 Kumarapark East

131 Colespark

132 Binnamangala

133 kaderanapalya

134 Anand Nagar Colony

135 Jayamahal

136 Sadashivnagar

137 Sanjaynagar

138 Peenya

139 Dasarahalli

140 Guddahalli

141 Herohalli

142 Kengeri

143 Pattanagere

144 Bangalore University

145 Uttarahalli

146 Konanakunte

147 Gottigere

148 Bommanahalli

149 Jakkasandra

150 Mahadevapura

151 Whitefield

152 Krishnarajapura

153 Basavanapura

154 Kothnur

155 Byatarayanapura

156 Kempapura

157 Yelahanka

158 Yelahanka Satellite Town

159 Hunasamaranahallli

42

ANNEXURE - 2.2

WARDWISE POPULATION

WARD NO. WARD NAME 2001 2011 2021

1 H.M.T 27486 99287 132382

2 Jalahalli 36118 63228 71132

3 Yeshwanthpura 46468 52564 65705

4 Mathikere 54635 64200 69550

5 Kodandaramapura 36060 49569 57831

6 Dattatreya Termple 38006 42452 45484

7 Malleshwaram 37441 45635 50199

8 Gayathrinagar 40676 40676 40676

9 Subramanya Nagar 38879 42947 45143

10 Mahalakshmipuram 34673 41245 59576

11 Peenya Industrial Area 35255 53028 61866

12 Nandini Layout 43237 53490 58839

13 Geleyara Balaga Layout 38676 45205 61643

14 Nagapura 36677 45658 50223

15 Rajajinagar 36950 40255 52641

16 Kamalanagar 61303 67707 81961

17 Vrushabhavathinagar 29311 33156 40524

18 Kamakshipalya 25823 28525 29983

19 Basaveshwaranagar 23239 26491 34642

20 Shivanagar 28114 28114 28114

21 KHB Colony (West of chord road) 33385.8 38354.4 41550.6

22 Sri Rama Mandira 41336 43869 47003

23 Prakash Nagar 24764.6 27355.3 28754.6

24 Bashyam Nagar 34607 38228 40183

25 Ramachandrapura 35216 38849 41007

26 Sevashrama 36625 39137 41311

27 Gandhinagar 13100.8 13100.8 13100.8

28 Balepet 25471.2 25471.2 25471.2

29 Cottonpet 40455 40455 40455

30 SKR Market 39502 39502 39502

31 Binnypet 28073 28073 28073

32 Kempapura Agrahara 40052 40052 40052

33 Vijaynagar 28594.3 32362.4 39977

34 RPC layout 31342 36348 44425

35 BHEL Township 17870 20225 21669

36 Govindrajnagar 56291 62757 76703

37 Amarjyothinagar 21802 33474 37658

38 Moodalapalya 15596 28700 32288

39 Chandra Layout 41182 50436 72852

40 Athiguppe 25608 38329 55364

41 Gali Anjaneya Temple 31012 21535 24227

42 Bapuji Nagar 43767 48665 53532

43 Padarayanapura 59763 59763 59763

44 Jagajeevanaram Nagar 43886 43886 43886

45 Azad Nagar 41085 45383 47704

46 Chamarajpet 40731 41260 45386

47 Dharmarayaswami Temple 14773 15435 16721

48 Sudhamanagar 12777 13478 14602

49 Kempegowdanagar 24598 27893 30217

50 Patalamma Temple 17544 17299 19461

51 Basavanagudi 31468 37070 40160

52 Hanumanthnagar 35526 35526 35526

53 Srinagar 62305 68823 72343

54 Srinivasanagar 41036 48573 60002

55 Padmanabhanagar 33654 42141 47409

56 Ganesh Termple 87353 94743 115797

57 Sarakki 31797 49552 71575

58 IV & V Block Jayanagar 24068 30043 43396

59 Yediyur 24110 25724 28295

43

60 Pattabhiram Nagar 39189 42336 45864

61 Mavalli 39474 41199 44141

62 Hombegowda Nagar 53648 64293 70722

63 Laksandra 48225 52760 58036

64 Guruppanapalya 62919 76814 100449

65 BTM Layout 51457 92639 133812

66 Madivala 65760 79677 115089

67 Koramangala 45753 75558 118734

68 Ejipura 40856 71802 80777

69 Neelsandra 51994 57434 60371

70 Santinagar 35016 45254 50911

71 Austin Town 39771 46584 56936

72 HAL III Stage 4433 23531 26473

73 Airport 41465 52080 59024

74 Jeevanbhimanagar 39670 49275 62415

75 Jougupalya 23389 29120 32760

76 Maclver Town 7295 15843 17823

77 Vidhanasoudha area 6470 6471 6471

78 Vasanthnagar 36928 46486 52297

79 Sultan Gunta 34941 35335 38869

80 Bharathinagar 35569 39290 41300

81 Ulsoor 23829 27652 31108

82 Indiranagar II Stage 16641 20999 30332

83 Sir. C.V.Raman Nagar 49487 74611 89534

84 Benniganahalli 31842 41072 51340

85 Cox Town 24489 51286 57697

86 Maruthiseva Nagar 39620 47574 68718

87 Lingarajpuram 55993 62339 75463

88 Banaswadi 25846 73037 105498

89 Kacharakanahalli 32883 40637 58698

90 Sagayapuram 43399 43399 43399

91 Pulakeshinagar 42010 44493 48201

92 Jayamahal 39726 50396 72794

93 Devarajeevanahalli 51544 55423 67091

94 Kadugonda nahalli 60606 68100 72964

95 Kaval Byrasandra 85989 99439 106541

96 Hebbal 73772 81497 106573

97 Jayachamarajendra Nagar 37965 45668 50234

98 Ganganagar 36765 46107 66598

99 RMV Layout 6506 7239 7842

100 RMV II Stage 31313 49690 82816

101 Industrial Town 14308.2 16437.6 17807.4

102 IV Block Rajajinagar 10613.4 11723.7 12323.4

103 Seshadripuram 13100.8 13100.8 13100.8

104 Central Jail Area 6550.4 6550.4 6550.4

105 Cubbonpet 6367.8 6367.8 6367.8

106 Vidhyaranyanagar 12254.7 13869.6 17133

107 Hosahalli Extension 13433 15578 19040

108 Marenahalli 21842 24719 26485

109 Avalahalli (Mysore Road) 20675 32303 36341

110 Nagarthpet 18056 18864 20436

111 Raja Ram Mohan Roy Extension 29814 31450 34070

112 Shankarapuram 16399 18595 20145

113 Vishweshwarapuram 7177 8649 9731

114 Kankanpalya (Jayanagar II Block) 7178 8650 9730

115 Bugal Rock Area 7867 9268 10040

116 Katreguppe 41036 48574 60003

117 Hosakerehalli 28047 35117 39507

118 Kadrenahalli 22436 28094 31606

119 Kumaraswami Layout 28047 35117 39507

120 J.P.Nagar 31797 49552 71575

121 VII & VIII Block Jayanagar 16045 20029 28930

122 Jayanagar VI Block 10333 11024 12127

123 Indiranagar 4434 13447 15128

124 Domlur 19953 15127 17018

44

125 HAL II Stage 15519 15127 17019

126 Someshwarapuram 12595 15680 17640

127 Ashoknagar 10942 23764 26735

128 Richmond Town 18237 39607 44558

129 Sampangiramanagar 12942 12941 12941

130 Kumarapark East 12942 12941 12941

131 Colespark 15886 18434 20739

132 Binnamangala 16642 21000 30332

133 kaderanapalya 10495 21979 24727

134 Anand Nagar Colony 15756 19760 28542

135 Jayamahal 13013 14478 15684

136 Sadashivnagar 13013 14478 15685

137 Sanjaynagar 20876 33127 55211

TOTAL 4292223 5275257 6279679

OUTER AREA WARDS

138 Peenya 87596 96759 117949

139 Dasarahalli 116794 129013 157266

140 Guddahalli 87595 96759 117950

141 Herohalli 18066 19956 24326

142 Kengeri 42386 80000 120000

143 Pattanagere 73560 81255 99050

144 Bangalore University 31526 34824 42450

145 Uttarahalli 10467 50000 80000

146 Konanakunte 13263 40000 55000

147 Gottigere 11149 12315 15012

148 Bommanahalli 137838 152259 185603

149 Jakkasandra 91892 101506 123735

150 Mahadevapura 92404 118285 158965

151 Whitefield 61603 78857 105977

152 Krishnarajapura 112472 143974 193488

153 Basavanapura 74981 95982 128992

154 Kothnur 20835 23015 28055

155 Byatarayanapura 98915 120577 146982

156 Kempapura 98915 120577 146983

157 Yelahanka 28259 36173 48614

158 Yelahanka Satellite Town 65937 84405 113432

159 Hunasamaranahallli 7384 9001 10972

TOTAL 1383835 1725492 2220802

Grand Total 5676058 7000749 8500481

45

POPULATION

Sub Ward No WARD NO. WARD NAME 2001

1 H.M.T 27486

2 Jalahalli 36118

3 Yeshwanthpura 46468

4 Mathikere 54635

5 Kodandaramapura 36060

6 Dattatreya Termple 38006

7 Malleshwaram 37441

8 Gayathrinagar 40676

9 Subramanya Nagar 38879

10 Mahalakshmipuram 34673

11 Peenya Industrial Area 35255

12 Nandini Layout 43237

13 Geleyara Balaga Layout 38676

14 Nagapura 36677

15 Rajajinagar 36950

16 Kamalanagar 61303

17 Vrushabhavathinagar 29311

18 Kamakshipalya 25823

19 Basaveshwaranagar 23239

20 Shivanagar 28114

21 KHB Colony (West of chord road) 33386

101 21a Industrial Town 14308

22 Sri Rama Mandira 41336

23 Prakash Nagar 24765

102 23a IV Block Rajajinagar 10613

24 Bashyam Nagar 34607

25 Ramachandrapura 35216

26 Sevashrama 36625

27 Gandhinagar 14738

103 27a Seshadripuram 11463

104 27b Central Jail Area 6551

28 Balepet 25630

105 28a Cubbonpet 6209

29 Cottonpet 40455

30 SKR Market 39502

31 Binnypet 28073

32 Kempapura Agrahara 40052

33 Vijaynagar 28594

106 33a Vidhyaranyanagar 12255

34 RPC layout 31342

107 34a Hosahalli Extension 13433

35 BHEL Township 17870

108 35a Marenahalli 21842

36 Govindrajnagar 56291

37 Amarjyothinagar 21802

38 Moodalapalya 15596

39 Chandra Layout 41182

40 Athiguppe 25608

41 Gali Anjaneya Temple 31012

109 41a Avalahalli (Mysore Road) 20675

42 Bapuji Nagar 43767

43 Padarayanapura 59763

44 Jagajeevanaram Nagar 43886

45 Azad Nagar 41085

46 Chamarajpet 40731

47 Dharmarayaswami Temple 14773

110 47a Nagarthpet 18056

48 Sudhamanagar 12777

111 48a Raja Ram Mohan Roy Extension 29814

49 Kempegowdanagar 24598

112 49a Shankarapuram 16399

50 Patalamma Temple 17544

113 50a Vishweshwarapuram 7177

114 50b Kankanpalya (Jayanagar II Block) 7178

51 Basavanagudi 31468

115 51a Bugal Rock Area 7867

52 Hanumanthnagar 35526

53 Srinagar 62305

54 Srinivasanagar 41036

116 54a Katreguppe 41036

55 Padmanabhanagar 33654

117 55a Hosakerehalli 28047

118 55b Kadrenahalli 22436

119 55c Kumaraswami Layout 28047

56 Ganesh Termple 87353

57 Sarakki 31797

120 57a J.P.Nagar 31797

58 IV & V Block Jayanagar 24068

121 58a VII & VIII Block Jayanagar 16045

59 Yediyur 24110

122 59a Jayanagar VI Block 10333

60 Pattabhiram Nagar 39189

61 Mavalli 39474

62 Hombegowda Nagar 53648

63 Laksandra 48225

64 Guruppanapalya 62919

65 BTM Layout 51457

66 Madivala 65760

67 Koramangala 45753

68 Ejipura 40856

69 Neelsandra 51994

70 Santinagar 35016

71 Austin Town 39771

72 HAL III Stage 4433

123 72a Indiranagar 4434

124 72b Domlur 19953

125 72c HAL II Stage 15519

73 Airport 41465

74 Jeevanbhimanagar 39670

75 Jougupalya 23389

126 75a Someshwarapuram 12595

76 Maclver Town 7295

127 76a Ashoknagar 10942

128 76b Richmond Town 18237

77 Vidhanasoudha area 6470

129 77a Sampangiramanagar 12942

130 77b Kumarapark East 12942

78 Vasanthnagar 36928

79 Sultan Gunta 34941

80 Bharathinagar 35569

81 Ulsoor 23829

131 81a Colespark 15886

82 Indiranagar II Stage 16641

132 82a Binnamangala 16642

83 Sir. C.V.Raman Nagar 49487

84 Benniganahalli 31842

85 Cox Town 24489

133 85a kaderanapalya 10495

86 Maruthiseva Nagar 39620

87 Lingarajpuram 55993

88 Banaswadi 25846

89 Kacharakanahalli 32883

90 Sagayapuram 43399

91 Pulakeshinagar 42010

92 Jayamahal 39726

93 Devarajeevanahalli 51544

94 Kadugonda nahalli 60606

95 Kaval Byrasandra 85989

96 Hebbal 73772

97 Jayachamarajendra Nagar 37965

98 Ganganagar 36765

134 98a Anand Nagar Colony 15756

99 RMV Layout 6506

135 99a Jayamahal 13013

136 99b Sadashivnagar 13013

100 RMV II Stage 31313

137 100a Sanjaynagar 20876

Total 4292223

External Zones

138 Peenya 87596

139 Dasarahalli 116794

140 Guddahalli 87595

141 Herohalli 18066

142 Kengeri 42386

143 Pattanagere 73560

144 Bangalore University 31526

145 Uttarahalli 10467

146 Konanakunte 13263

147 Gottigere 11149

148 Bommanahalli 137838

149 Jakkasandra 91892

150 Mahadevapura 92404

151 Whitefield 61603

152 Krishnarajapura 112472

153 Basavanapura 74981

154 Kothnur 20835

155 Byatarayanapura 98915

156 Kempapura 98915

157 Yelahanka 28259

158 Yelahanka Satellite Town 65937

159 Hunasamaranahallli 7384

Total 1383835

Annexure 2.2

POPULATION

WARD NO.WARD NAME 2001 2011 2021

1 H.M.T 27486 99287 132382

2 Jalahalli 36118 63228 71132

3 Yeshwanthpura 46468 52564 65705

4 Mathikere 54635 64200 69550

5 Kodandaramapura 36060 49569 57831

6 Dattatreya Termple 38006 42452 45484

7 Malleshwaram 37441 45635 50199

8 Gayathrinagar 40676 40676 40676

9 Subramanya Nagar 38879 42947 45143


11 Peenya Industrial Area 35255 53028 61866

12 Nandini Layout 43237 53490 58839

13 Geleyara Balaga Layout 38676 45205 61643

14 Nagapura 36677 45658 50223

15 Rajajinagar 36950 40255 52641

16 Kamalanagar 61303 67707 81961

17 Vrushabhavathinagar 29311 33156 40524

18 Kamakshipalya 25823 28525 29983

19 Basaveshwaranagar 23239 26491 34642

20 Shivanagar 28114 28114 28114

21 KHB Colony (West of chord road) 33385.8 38354.4 41550.6

22 Sri Rama Mandira 41336 43869 47003

23 Prakash Nagar 24764.6 27355.3 28754.6

24 Bashyam Nagar 34607 38228 40183

25 Ramachandrapura 35216 38849 41007

26 Sevashrama 36625 39137 41311

27 Gandhinagar 13100.8 13100.8 13100.8

28 Balepet 25471.2 25471.2 25471.2

29 Cottonpet 40455 40455 40455

30 SKR Market 39502 39502 39502

31 Binnypet 28073 28073 28073

32 Kempapura Agrahara 40052 40052 40052

33 Vijaynagar 28594.3 32362.4 39977

34 RPC layout 31342 36348 44425

35 BHEL Township 17870 20225 21669

36 Govindrajnagar 56291 62757 76703


38 Moodalapalya 15596 28700 32288

39 Chandra Layout 41182 50436 72852

40 Athiguppe 25608 38329 55364

41 Gali Anjaneya Temple 31012 21535 24227

42 Bapuji Nagar 43767 48665 53532

43 Padarayanapura 59763 59763 59763

44 Jagajeevanaram Nagar 43886 43886 43886

45 Azad Nagar 41085 45383 47704

46 Chamarajpet 40731 41260 45386

47 Dharmarayaswami Temple 14773 15435 16721

48 Sudhamanagar 12777 13478 14602



51 Basavanagudi 31468 37070 40160

52 Hanumanthnagar 35526 35526 35526

53 Srinagar 62305 68823 72343


55 Padmanabhanagar 33654 42141 47409

56 Ganesh Termple 87353 94743 115797

57 Sarakki 31797 49552 71575

58 IV & V Block Jayanagar 24068 30043 43396

59 Yediyur 24110 25724 28295

60 Pattabhiram Nagar 39189 42336 45864

61 Mavalli 39474 41199 44141

62 Hombegowda Nagar 53648 64293 70722

63 Laksandra 48225 52760 58036

64 Guruppanapalya 62919 76814 100449

65 BTM Layout 51457 92639 133812

66 Madivala 65760 79677 115089

67 Koramangala 45753 75558 118734

68 Ejipura 40856 71802 80777

69 Neelsandra 51994 57434 60371

70 Santinagar 35016 45254 50911

71 Austin Town 39771 46584 56936

72 HAL III Stage 4433 23531 26473

73 Airport 41465 52080 59024


75 Jougupalya 23389 29120 32760

76 Maclver Town 7295 15843 17823

77 Vidhanasoudha area 6470 6471 6471

78 Vasanthnagar 36928 46486 52297

79 Sultan Gunta 34941 35335 38869

80 Bharathinagar 35569 39290 41300

81 Ulsoor 23829 27652 31108

82 Indiranagar II Stage 16641 20999 30332

83 Sir. C.V.Raman Nagar 49487 74611 89534


85 Cox Town 24489 51286 57697

86 Maruthiseva Nagar 39620 47574 68718

87 Lingarajpuram 55993 62339 75463

88 Banaswadi 25846 73037 105498


90 Sagayapuram 43399 43399 43399

91 Pulakeshinagar 42010 44493 48201

92 Jayamahal 39726 50396 72794

93 Devarajeevanahalli 51544 55423 67091

94 Kadugonda nahalli 60606 68100 72964

95 Kaval Byrasandra 85989 99439 106541

96 Hebbal 73772 81497 106573

97 Jayachamarajendra Nagar 37965 45668 50234

98 Ganganagar 36765 46107 66598

99 RMV Layout 6506 7239 7842

100 RMV II Stage 31313 49690 82816

101 Industrial Town 14308.2 16437.6 17807.4

102 IV Block Rajajinagar 10613.4 11723.7 12323.4

103 Seshadripuram 13100.8 13100.8 13100.8

104 Central Jail Area 6550.4 6550.4 6550.4

105 Cubbonpet 6367.8 6367.8 6367.8

106 Vidhyaranyanagar 12254.7 13869.6 17133


108 Marenahalli 21842 24719 26485

109 Avalahalli (Mysore Road) 20675 32303 36341

110 Nagarthpet 18056 18864 20436

111 Raja Ram Mohan Roy Extension 29814 31450 34070

112 Shankarapuram 16399 18595 20145

113 Vishweshwarapuram 7177 8649 9731

114 Kankanpalya (Jayanagar II Block) 7178 8650 9730

115 Bugal Rock Area 7867 9268 10040

116 Katreguppe 41036 48574 60003

117 Hosakerehalli 28047 35117 39507

118 Kadrenahalli 22436 28094 31606

119 Kumaraswami Layout 28047 35117 39507

120 J.P.Nagar 31797 49552 71575

121 VII & VIII Block Jayanagar 16045 20029 28930

122 Jayanagar VI Block 10333 11024 12127

123 Indiranagar 4434 13447 15128

124 Domlur 19953 15127 17018

125 HAL II Stage 15519 15127 17019


127 Ashoknagar 10942 23764 26735

128 Richmond Town 18237 1720859.95 44558

129 Sampangiramanagar 12942 12941 12941

130 Kumarapark East 12942 12941 12941

131 Colespark 15886 18434 20739

132 Binnamangala 16642 21000 30332

133 kaderanapalya 10495 21979 24727

134 Anand Nagar Colony 15756 19760 28542

135 Jayamahal 13013 14478 15684

136 Sadashivnagar 13013 14478 15685

137 Sanjaynagar 20876 33127 55211

138 Peenya 87596 96759 117949

139 Dasarahalli 116794 129013 157266

140 Guddahalli 87595 96759 117950

141 Herohalli 18066 19956 24326

142 Kengeri 42386 80000 120000

143 Pattanagere 73560 81255 99050


145 Uttarahalli 10467 50000 80000

146 Konanakunte 13263 40000 55000

147 Gottigere 11149 12315 15012

148 Bommanahalli 137838 152259 185603

149 Jakkasandra 91892 101506 123735

150 Mahadevapura 92404 118285 158965

151 Whitefield 61603 78857 105977

152 Krishnarajapura 112472 143974 193488

153 Basavanapura 74981 95982 128992

154 Kothnur 20835 23015 28055

155 Byatarayanapura 98915 120577 146982

156 Kempapura 98915 120577 146983

157 Yelahanka 28259 36173 48614

158 Yelahanka Satellite Town 65937 84405 113432

159 Hunasamaranahallli 7384 9001 10972

Total 1383835 1725492 2220802

Grand Total 5676058 7000749 8500481

ANNEXURE - 2.3

ZONEWISE EMPLOYMENT

Zone Names 2001 2011 2021

1 HMT 2905 10044 13276

2 Jalahalli 4143 7364 8544

3 Yeshawanthpur 37036 50074 63575

4 Mattikere 14763 19052 23663

5 Kodandarampura 11077 14847 16894

6 Dattatreya temple 13098 15013 16435

7 Malleshwaram 36731 51052 67465

8 Gayathrinagar 3991 5246 4879

9 Subramanyanagar 3621 4336 4769


11 Peenya Industrial area 46235 62738 81867

12 nandini Layout 14452 18970 22554

13 Gelayarabalaga Extension 7917 9869 12425

14 Nagapura 3357 4572 5024

15 Rajajinagar 27360 36512 50907

16 Kamalanagar 5421 8183 7998

17 Vrishabhavartinagar 2478 3103 3660

18 Kamakshipalya 2683 3130 3739

19 Basaveshwarapuram 11561 14577 17154

20 Shivanagar 2444 2782 2712

21 KHB Colony 5283 6660

22 Sriramamandir 11415 13318 15785

23 Prakashnagar 3015 3714 4462

24 Bhasyam Nagar 3013 3444 3836

25 Ramachandrapuram 4016 4994 6050

26 Sevashrama 3187 3533 3956

27 Gandhinagar 20695 25883 22756

28 Chickpet 19751 26107 31694

29 Cottonpet 7585 8212 9206

30 K.R.Market 55373 71152 85916

31 Binnypet 10861 12454 14593

32 Kempapur Agrahara 3792 4146 4625

33 Vijaynagar 10006 13188 16358

34 R.P.C.Layout 3004 3643 4714

35 BHEL Township 1847 2319 2544

Zone

Numbers

36 Govindarajnagar 4772 5788 6944


38 Mudalapalya 1969 3634 4323

39 Chandra Layout 3574 4764 6741

40 Attiguppe 2191 3550 5025

41 Gali Anjaneya Termple 9088 11501 14300

42 Bapujinagar 12282 14849 17449

43 Padarayanapur 14767 17376 20671

44 Jagajeevanram nagar 3850 4025 4306

45 Azadnagar 6860 8016 9297

46 Chamaraj pet 8111 9721 12802

47 Dharmarayaswamin 24411 29850 34146

48 Sudhamanagar 9658 10616 11939



51 Basavanagude 6004 8306 10842

52 Hanumantnagar 4249 5009 5967

53 Srinagar 6490 7621 8777


55 Padmanaghanagar 3284 4622 5512

56 Ganeshmandir 7549 8478 10927

57 Sarakki 5998 9688 13696

58 Jayanagar 12000 15615 19370

59 Yediyur 2998 3541 4330

60 Pattabiramanagar 9923 14030 18937

61 Mavalli 5669 7357 9501

62 Hombegowdanagar 7091 9727 12435

63 Lakkasandra 10324 12348 14936

64 Guruppanapalyam 16490 20477 25279

65 BTM Layout 8237 13550 18505

66 Madivala 23386 29259 37387

67 Koramangala 42392 55358 69985

68 Ejipura 3955 7307 8255

69 Neelasandra 5241 6316 7404

70 Shantinagar 18172 22419 27214

71 Austin Town 3755 4850 5916

72 HAL III Stage 800 1278 1544

73 Airport 5565 7996 9886


75 Jougupalya 1999 2702 3010

76 Mclaver Town 10010 13107 93337

77 Vidhanasoudha Area 34998 40602 47384

78 Vasanthnagar 23860 32182 39781

79 Shivajinagar 22942 29823 38493

80 Bharathi nagar 3132 3602 4036

81 Ulsoor 6001 8245 10872

82 Hoysalanagar 10000 13828 17742

83 C.V.Raman Nagar 11236 15655 19020


85 Sarvagnanagar 2000 4264 5073

86 marutisevanagar 4697 6181 9165

87 Lingarajpuram 5888 7498 9298

88 Banaswadi 2999 7837 11032


90 Sagayapuramj 3677 3796 4006

91 Pulikeshinagar 4417 5221 6333

92 Jayamahal 3736 4940 7442

93 devarajeevanahalli 4860 5755 6911

94 Kadugondanahalli 7140 9421 11087

95 Kavalbyrasandra 7584 9557 10164

96 Hebbal 7587 9450 12307

97 J.C.Nagara 4248 5618 6421

98 Ganganagar 4002 5649 7992

99 RMV Layout 2997 3729 4098

100 RMV II stage 1588 2713 4409

101 Industrial town 2118 2797 3527

102 IV Block Rajajinagar 1115 1373 1650

103 Seshadripuram 15521 19412 22756

104 Central Jail Area 15521 19412 22755

105 Cubbonpet 19751 26107 31694

106 Vidhyaranyanagar 6953 9164 11368


108 Marenahalli 2000 2512 2756

109 Avalahalli 6059 7667 9534

110 Nagarthpet 19972 24423 27938

111 RRMR extension 9658 10616 11939

112 Shankarapuram 13335 16632 18931

113 Visheshwarapuram 1865 2342 3018

114 Kankanpalya 1399 1757 2264

115 Bugal Rock area 1520 2103 2744

116 Katreguppe 4990 6054 7676

117 Hosakerehalli 4996 7032 8385

118 Kadrenahalli 2492 3507 4182

119 Kumaraswami layout 2006 2824 3367

120 J.P.Nagar 4637 7489 10588

121 7th & 8th Block Rajajinagar 6809 8860 10991

122 Jayanagar VI block 1059 1251 1529

123 Indira nagar 1927 3076 3717

124 domlur 2004 3200 3866

125 HAL II Stage 1197 1912 2310


127 Ashoknagar 20020 26214 31066

128 Richmond Town 60149 78761 93337

129 Sampangiramnagar 5000 5800 6769

130 Kumarapark East 6296 7304 8524

131 Colespark 1194 1641 2164

132 Binnamangala 8954 12362 15861

133 Kaderanapalya 1064 2266 2696

134 Anandnagar Colony 2251 3178 4495

135 Jayamahal Extension 1009 1255 1379

136 Sadashivnagar 3304 4110 4517

137 Sanjaynagar 3003 5128 8334

138 Peenya 30006 41688 65032

139 DASARAHALLI 3970 5515 8604

140 Guddahalli 1788 2484 3876

141 HEROHALLI 8161 10363 13422

142 KENGERI 27048 35150 45583

143 PATTANAGERE 0 15084 26908


145 UTTARAHALLI 13873 19447 30368

146 KONANAKUNTE 5449 7360 9818

147 GOTTIKERE 56744 85132 129593

148 BOMMANAHALLI 80585 104466 141168

149 Hosurarajpura Road Layout 39691 51454 69530

150 MAHADEVAPURA 25728 38564 60589

151 Whitefield 30202 45271 71126

152 KRISHNARAJAPURA 7959 11812 14955

153 Basavanapura 4477 6645 8412

154 KOTHNUR 27778 39953 64628

155 BYATARAYANAPURA 20008 27079 42079

156 Kempapura 14728 19934 30974

157 YELAHANKA 4994 6469 8392

158 Satellite Town 4741 6141 7967

159 HUNASAMARANAHALLI 9735 12610 16359

TOTAL 1662178 2217823 2941847

50

21 4000 65.38 399994.84

2118 34.62

27 35000 0.68 0.68

16737 0.32 0.32

33 10000 0.59 0.59

6959 0.41 0.41

1

35 1847 0.48

2000 0.52 0.55

3847 0.45

1

41 9000 0.59

6147 0.41

15147

47 44383 54273 62084 24383 0.55 1

20000 0.45 0.45

49 20000 0.6 0.6

13338 0.4 0.4

33338

57 6000 0.56 0.56

4635 0.44 0.44

10635 1

58 12000 0.64 0.64

6809 0.36 0.36

18809 1

59 3000 0.74 0.74

1057 0.26 0.26

4057 1

72 800 0.13 0.14

1928 0.33 0.33

2000 0.34 0.34

1200 0.2 0.2

5928 1

75 2000 0.63 0.63

1188 0.37 0.37

3188 1

76 10000 0.11 0.11

20000 0.22 0.22

60178 0.67 0.67

90178 1

77 35000 0.76 0.76

5000 0.11 0.11

6294 0.14 0.14

46294 1

81 6000 0.83 0.83

1195 0.17 0.17

7195 1

98 4000 0.64 0.64

2253 0.36 0.36

6253 1

99 3000 0.41 0.41

1000 0.14 0.14

3309 0.45 0.45

7309 1

100 1591 0.35 0.35

3000 0.65 0.65

4591 1

101 30000 0.84 0.84

4000 0.11 0.11

1764 0.05 0.05

35764 1

104 10000 0.58 0.58

7190 0.42 0.42

17190 1

148 80000 0.67 0.67

40276 0.33 0.33

120276 1

149 25930 0.46 0.46

30000 0.54 0.54

55930 1

152 8000 0.64 0.64

4436 0.36 0.36

12436 1

155 20000 0.58 0.58

14736 0.42 0.42

34736 1 51737 64708 75852

157 5000 0.51 0.51 20695 25883 22756

4735 0.49 0.49 15521.1 19412.4 22755.6

9735 1 15521 19412 22755

51737 64708 68266

23 3000 0.73

1130 0.27

4130 39502 52214 63387

34 3000 0.71 0.71 19751 26107 31693.5

1213 0.29 0.29 19751 26107 31693.5

1 39502 52214 63387

10000 0.53

8954 0.47

18954

2000 0.65

1064 0.35

3064

Annexure 2.4

Boarding Passanger at all Bus Stops

Sl. Name of Boarding O-D

No. Bus Stops Passangers Sample

1 2nd Stage 558 422

2 6th main 2nd stage Ind. 815 336

3 8 mile stop 1341 532

4 Adarsha talkies 3008 1262

5 Agrahara 489 392

6 Airport bus stop 3064 1212

7 Allalasandra 1056 336

8 Allalasandra 1008 364

9 Amruthnagar 864 460

10 Apex Bank Stop 467 415

11 Arabic College 1440 448

12 Arikere gate 729 431



15 Ashoka piller 1040 336




19 Ashram Bannergatta road 2292 1272

20 Ashram Bannergatta road 1663 915

21 Ashwathnagar 816 421



24 Attigupee 1699 480

25 Attiguppe 2049 1008

26 Attiguppe 2nd stage 939 651

27 Ayappa temple (jalahalli) 2160 1092

28 Ayyappa Temple 3921 1612

29 Ayyappa Temple banaswadi 1200 492

30 B Narayanapura 820 493

31 Bagalagunte 2416 1512

32 Bamboobazar 1156 576

33 Banashankari 3532 1960

34 Bangalore east 2480 1120

35 Bank stop 1257 504

36 Bank stop tannery rd 1680 621

37 Bank stop vijayanagar 105 58

38 Bannapa Park 2381 1043

39 Basavanagudi PS 3918 1521

40 Basavanagudi PS 1742 482

41 Basaveshwara College 1289 532

42 Basaveshwara School 3330 1542

43 Basaveshwaranagar 3rd Stage 1505 644

44 Basaveshwaranagar Ind layout 1510 542

45 Bata showroom 3784 1272



48 BDA complex (kml) 2753 893

49 BDA Complex(BSK) 1352 721

50 Beggar's Colony 1470 684

51 BEL Circle 1560 616



54 BEL Market 1200 672

55 Benniganahalli Bus stop 1854 581

56 Bilekahalli 1662 690

57 Bilekahalli 2957 1509

58 Bommanahalli 11248 2512

59 Bommanahalli 5442 1423

60 Boopasandra 1212 674

61 BTM 3037 1219

62 BTM check post 556 280



65 BTM Stop 561 280

66 BTS 1778 684

67 BTS 2012 853

68 Bull temple 1196 891

69 Byatarayanapura 1316 476

70 Byatarayanapura 1536 448

71 Canara Bank 1348 617

72 Canara Bank 1253 548

73 Canara bank (kml) 1988 728

74 Canara bank (kml) 1344 616

75 Canara bank (YLK) 1200 476

76 Carmel School 919 392

77 Carmel School 708 336

78 CBI 1216 392

79 CBI stop 912 336

80 CBI stop 1248 981

81 Central 2448 1204

82 Central 3615 1604

83 Chalukya 841 540

84 Chamrajpet 5 main 1129 432



87 Chamundi Extn. 1116 672

88 Check post 2092 756

89 Checkpost 1583 520

90 Checkpost 1649 549

91 Chotali 781 501

92 CMHospital 990 560

93 Coffee board 635 421

94 Coles park 2160 828



97 Contonment 1526 954

98 Corporation 4579 1693



101 Coxtown 580 308

102 CPWD 2564 884

103 CPWD (water tank) 4407 1346

104 Cunnigham road 1296 602

105 Dairy Circle 3101 952

106 Dasarahalli 2767 773

107 Dasarahalli bus stop 3323 1522

108 Dasarahalli bus stop 5753 2312

109 Dasarahalli kere Stop 988 728

110 Dayanandasagar SBI 1688 683

111 Deepanjali nagar 3010 1820

112 Deepanjali nagar 1945 672

113 Defence colony 1032 580

114 Devaiah park 2041 818

115 Devaiah park 1330 680

116 Devasandra 264 120

117 Devasthana Hosur Road 3048 1380

118 Devasthana Hosur Road 5068 1400

119 Devegowda PP 844 315



122 Dinnur Bus stop 368 280

123 Dinnur main road 1440 448

124 Diwan Palya Mattikere 1920 840

125 Dodda bommasandra 1056 458



128 Domlur 2725 1792

129 Domlur 2487 1008

130 Doopanahalli 537 283

131 Doopanahalli 1102 612

132 Doopanahalli last bus stop 2801 784

133 Double road (Ind) 1972 672

134 Double road (Ind) 2365 1065

135 Double road KH Road 3544 1408

136 Eastern rly 1344 651

137 Electronic City 2200 776

138 Fathima bakeri 471 308

139 Fathima bakeri 740 420

140 Food World 551 364

141 Food World 864 616

142 Frazer town 1440 644

143 Frazer town 968 504

144 Gandhibazar 1894 678

145 Gandhibazar 651 301

146 Ganesh Bhavan 841 448

147 Gangamma Circle 1108 580

148 Ganganagar 1 1968 448

149 Ganganagar 1 1632 701

150 Gangenahalli 1960 616



153 Garadi apt. 646 293

154 Garadi apt. 421 280

155 Garudachar palya 885 524

156 Garvepalya 2572 684

157 Garvepalya 2807 672

158 Gavipura 1654 454

159 GD Mara 1122 520

160 GD Mara 2886 1415

161 Geddalahalli 1344 784

162 Girinagar Bus Stop 795 310

163 GKVK 1002 280

164 GKVK 1200 364

165 GKW 1208 476

166 Gokula 1515 700

167 Goragunte palya 1768 701

168 Goragunte palya 2419 688

169 Govardhan 2234 586

170 Govardhan 2357 571

171 Guddadahalli 1536 612

172 Gurappanapalya 2554 1372

173 Gurappanapaya 2310 834

174 Gurumuthi reddy bus stop 451 318

175 HAL 2nd stage 847 419

176 HAL bus stop 1152 684

177 HAL bus stop 2783 1121

178 HAL PS 361 252

179 HAL PS 466 280

180 Hanumanthnagar Temple stop 955 644

181 Harichandra Ghat 1827 718

182 Harichandra Ghat 1704 824

183 Hebbal 1511 899

184 Hebbal 3360 1516

185 Hennur 1118 364

186 Hennur bus stop 1361 712

187 Herohalli 2409 1315

188 Herohalli 452 285

189 HMT Auditorium 783 504

190 HMT stop 1451 618

191 HMT Transyt house 750 392

192 Hoodi 1612 514

193 Hoodi 1771 612

194 Hosakerehalli bus stop 3662 1262

195 Hosakerehalli Cross 2142 896



198 Hosaroad 1882 592

199 Hosaroad 2378 738

200 Housing board 585 280

201 Hoysala 1482 684

202 Hoysala 1256 476

203 Hunasemara 945 532

204 Hunasemara 2113 588

205 Hunsemara 1555 588

206 Indian express 29 29




210 Indian express (PHS) 839 839

211 Indiranagar 478 242

212 Indiranagar Ps 2374 1015

213 Indiranagar Ps 2082 891

214 Industrial layout 740 448

215 IOC banaswadi 988 588

216 ISCON 2412 863

217 ISRO Layout PS 2404 704

218 ITC 1584 684

219 ITC 1440 674

220 ITI Colony gate 702 476

221 ITI Dairy Circle 3293 1312

222 ITI Dairy Circle 3450 1312

223 Jai bharath nagar 1242 504

224 Jai bharath nagar 1488 620

225 Jakkasandra 2509 728

226 Jalahalli cross 4711 1921

227 Janapriya Apt. 824 336

228 Janathabazar (Ring Road) 1011 588

229 Janathabazar (Ring Road) 1253 588

230 Jaraganahalli 2249 616

231 Jaraganahalli 904 364

232 Jayadeva 3591 1521

233 Jayanagar 3rd block 1838 868



236 Jayanagar 5th block 781 312

237 Jayanagar 5th block 813 560

238 Jayanagar Mayura Bakeri 4138 1228

239 Jayanagar Water Tank 962 532

240 Jayaramdas 537 280

241 Jeevan bheema nagar PS 1301 484

242 Jeevanahalli 2016 1316

243 Jhonfloor 1826 626

244 John floor 2275 1215

245 JP nagar 15 cross 4057 1011

246 JP nagar 1st phase 2401 912

247 JP nagar 1st phase 1912 701

248 JP nagar 3rd phase 2915 1015



251 Jpnagar 1st phase 2043 644

252 Jpnagar 1st phase 705 215

253 Kadirenahalli Circle 1853 748

254 Kadirenahalli Circle 1739 621

255 Kadirenahalli park 968 420

256 Kadugondanahalli tannery rd 2016 732

257 Kamakya 1510 639

258 Kamakya 1395 815

259 Kamalanagar Arch stop 1120 532

260 Kamkshipalya 3779 1212

261 Kammanahalli bus stop 1945 812

262 Kanteerava studio 915 291

263 Karnataka Bhavan 2484 1385

264 Kattarguppe Bus Stop 1372 580

265 Kaverinagar 1100 681

266 KEB Quarters 281 156

267 KHB colony 3549 1036

268 Kidny foundation 746 560

269 KIMS 832 520

270 Kodigehalli gate 981 484

271 Kodigehalli gate 1215 532

272 Kodihalli stop 1200 440

273 Kodihalli stop 556 364

274 Konankunte cross 2371 728

275 Konankunte Cross 2552 834

276 Konappana agrahara 5076 1415

277 Konappana agrahara 2214 612

278 Koramangala last stop 1785 628

279 Koramangala water tank 5354 2348

280 Kottige palya 1474 634

281 KR Circle 684 263

282 kr road 315 210

283 Krishnanagar PS 1610 620

284 KRPuram RS 1128 492

285 KRPuram stop 1150 580

286 KRPuram stop 1738 840

287 Krumbigal road 3576 1680

288 Kudlu Gate 2257 560

289 Kudlu Gate 2105 448

290 Kundalahalli colony 201 168

291 Kundalahalli colony 225 196

292 Kundalahalli Cross 2027 512

293 Kundalahalli Cross 1010 756

294 Laggere 2450 1568

295 Lakkasandra 5935 2135

296 Lakkasandra 5092 2012

297 Lalbagh bus stop 1212 718

298 Lalbagh Front gate 507 280

299 Lalbagh Front gate 1333 486

300 Lalbagh main gate 2776 1204

301 Lalbagh west gate 999 560

302 Laxmipura 1653 683

303 Laxmipura 1312 520

304 Lido 1773 680

305 Lido 1850 720

306 Lido talkies 1310 448

307 Lijjad Papad 1281 700

308 Link road 2640 921

309 Madavanpark 515 308

310 Madivala bus stop 2042 1114

311 Magadi road 10 cross 1785 986

312 Mahadevapura 717 421

313 Mahalaxmi layout Temple 2859 1016

314 Mahalxmilayout entarence 3402 1258

315 Maharani's 994 571

316 Maharani's 876 271

317 Makkal kuta 1861 684

318 Malleshwaram 10th cross 2628 1218


320 Malleshwaram Circle 6831 2561

321 Manuvana 1506 590

322 Manuvana 1907 920

323 Marathhalli 2671 1312

324 Marenahalli 985 392

325 Marenahalli 934 364

326 Mariyappana palya 2237 1012



329 Maruthi scholl banaswadi 912 504

330 Maruthi scholl banaswadi 1872 648

331 Maruthi sevanagar 1056 644

332 Maruthimandir 1723 1092

333 Maruthimandir 1688 980

334 Masjid madivala 3850 1215

335 Masque 816 448

336 Masque 925 464

337 Mathikere bus stop 4645 1736

338 Mathikere bus stop 5615 2856

339 Mavalli 540 213

340 Mayo hall 4038 1684

341 Mayo hall 6068 2213

342 Mayo hall 3822 1242

343 MEI 1537 560

344 MEI 1959 812

345 Mekri circle 3276 1264




349 MG road bus stop 3548 1521

350 Mico layout 4144 1064

351 Mico layout 4611 1306

352 Military form Hebbal 1121 420

353 Military form Hebbal 812 252

354 Military Hospital 330 250

355 Military Hospital 464 280

356 Miller road 1392 682

357 Mission road 1931 812

358 MM industries 438 295

359 MM industries 342 252

360 Modi Hospital 2138 1120

361 Modi Hospital 1555 1148

362 Monotype 1495 648

363 Monotype 2087 714

364 Monotype 1325 460

365 Mount cormal 1012 619

366 Msramaiah College 1536 812

367 Muneshwara Block 980 583

368 Murugeshpalya 1681 620

369 Muslim colony tannery rd 2160 844

370 Mysore Bank 2224 1189





375 Mysore Circle 1772 684

376 Nagasandra Circle 1355 346

377 Nagasandra Circle 441 181

378 Nagashettihalli 1684 1080

379 NAL Stop 557 290

380 Nanjappa circle Vpura 1121 492

381 National college 502 280



384 Navrang 6551 2321

385 Navrang stop 1272 520

386 Navrang stop 2794 683

387 NES office 1212 504

388 Netkallappa Circle 1283 348

389 Netkallappa Circle 1253 318

390 NGEF 2692 710

391 NGEF 1143 616

392 Nimhan's 671 448

393 Nimhan's 2735 1008

394 Nirmala Stores 1619 728

395 Nirmala Stores 1393 616

396 NTI layout 1384 614

397 O Form Stop 1619 336

398 O Form Stop 1641 541

399 O Form Stop 3022 1084

400 Okalipuram 686 291

401 Okalipuram 349 129

402 Old Check post 872 521

403 Old PS 3063 675

404 Omroad -Ring road Stop 2736 728

405 Omroad -Ring road Stop 1721 518

406 P&T bus stop 1008 252

407 P&T colony tannery rd 1248 712

408 Padmanabhanagar 2842 1223

409 Palace guttahalli 1824 924

410 Pallavi talkies 744 248

411 Pantarapalya quarters 482 243

412 Peenya 1st stage 1118 681




416 Peenya Circle 3218 1512

417 Peenya Factory Stop 1738 673

418 Police Quarters 525 476

419 Police Quarters 432 252

420 Police station 588 321

421 Poornima talkies 912 492

422 Prasanna 2348 941

423 Prasanna 1516 728

424 Pumphouse 870 616

425 Pumphouse 737 420

426 Pvt. Bus Stop (Prasanna) 465 215

427 Qualities buiscuts 203 121

428 Queen's road 2515 1372

429 Raghavendra colony 1801 850

430 Raghavendra Swamy Matt 1985 581

431 Ragigudda 1055 415

432 Rahmath nagar 1488 756

433 Rajajinagar 1 block 2449 1312

434 Rajajinagar 1st block 5587 2101

435 Rajajinagar 1st block 1739 815

436 Rajajinagar 2nd block 1507 683

437 Rajajinagar Entarence 2775 660

438 Rajajinagar Entarence 858 280

439 Rajarajeshwari nagar 863 520

440 Rajpalya 428 252

441 Ramakrishna Ashram 4547 1538

442 Ramamandira 723 419

443 Ramamurthinagar 3005 1433

444 Ramamuthinagar Church 2080 648

445 Ramamuthinagar PS 703 504

446 Ranisaraladevi 818 616

447 Ranisaraladevi 871 504

448 RBH Colony 1847 692

449 RBI 377 161

450 RC College 2076 916

451 RMC Yard 825 268

452 RMC Yard 1456 421

453 RMV extention 1588 756

454 Roopenaagrahara 5960 2420

455 Rotimandir 902 252

456 RPH Rajajinagar 2036 1120

457 RPH Rajajinagar 1698 520

458 RT nagar 2160 1092

459 RT nagar main road 1344 476

460 Rupeena Agrahara 2915 1015

461 Rupeena Agrahara 2905 771

462 RV college 3073 1021

463 RV college 1555 528

464 Sangam Circle 1471 476

465 Sanjaygandhi 3294 1258

466 Sanjaygandhi 1521 812

467 Sanjaynagar 1498 568

468 Sankey road 3456 1291

469 Sarai Palya 1920 616

470 Sarakki Gate 1640 1288

471 Sarakki Gate 2446 1104

472 SBI HMT 768 532

473 SBI HMT 968 728

474 Seetha Circle Stop 1678 578

475 Seshadripuram 1824 896

476 Seshadripuram 1680 612

477 Seshadripuram college 780 461

478 Seshadripuram PS 1458 460

479 Shankar Matt 1250 560

480 Shankar Matt 1760 924

481 Shankar nag nagar 1268 910

482 Shanthi talkies 352 151

483 Shanthi talkies 182 85

484 Shanthinagar 3212 1815

485 Shatri bakari 349 153

486 Shivananda 1968 476




490 Shivangar bus stop 712 320

491 Shivangar bus stop 520 293

492 Shoole Circle 1214 450

493 Siddapura 1586 548

494 Siddapura 1876 644

495 Signal stop (kml 100' rd) 748 415

496 Signal stop (kml 100' rd) 864 432

497 Silk Board Stop 5304 2016

498 Singasandra 2251 1101

499 Singasandra 1230 616

500 SJP College 1226 483

501 SMV circle 960 450

502 Soap Factory 2827 1415

503 Sreenagar Ashram 765 280

504 St john church road 1148 584

505 St John Hospital stop 4255 1891

506 St John Hospital stop 2568 1366

507 Sujatha Talkies 1183 693

508 Sujatha Talkies 1595 840

509 Sulthan palya 1536 448

510 Sundarnagar 2125 756

511 Sunkadakatte 11885 4361

512 Sunkadakatte 3392 1216

513 Telephone exchange 1671 756

514 Telephone exchange 799 336

515 Telephone Exchange 1975 672



518 Thomas cook 912 440

519 Tinfactory 3772 1512

520 Tippasandra 1865 580

521 Tollgate 2948 1041

522 Tollgate 3990 1240

523 Tollgate 2312 1109

524 Tollgate 1639 896

525 Tollgate matthikere 1200 382

526 Tollgate matthikere 1100 431

527 Town hall 2496 816

528 TVS cross 1557 896

529 Tyagarajanagar 1273 454

530 Udupi Garden Stop 4228 1148

531 Ulsoor bus stop 2981 1120



534 Uma 4688 1424

535 Uppinakai factory 1726 672

536 Vasanthnagar 1344 548

537 Venkateshpura Tannery rd 768 292

538 Venkateshpura Tannery rd 1680 670

539 Veternary college 1680 484

540 Vidhanasouda 2511 1112

541 Vidhanasouda 1520 840

542 Vidyapeeta stop 615 336

543 Vidyaranyapura 3rd block 816 308

544 Vidyaranyapura Post office 1516 616

545 Vidyaranyapura stop 1201 605

546 Vidyaranyapura stop 981 451

547 Vijayanagar BTS guarage 2182 1121

548 Vijayangar dept. 1379 689

549 Vivekanandanagar 680 392

550 Water tank 1399 280

551 Water Tank kurubarahalli 475 280

552 WIDIA school Dasarahalli 1225 718

553 Wilson Garden 10 cross 3059 1259

554 Wilson garden PS 3125 1612

555 Wilson garden PS 1858 1105

556 Yarabnagar 842 325

557 Yarabnagar 488 268

558 Yarayanapalya bus stop 2829 815

559 Yediyoor Bus Stop 1035 756

560 Yelachenahalli 2096 953

561 Yelachenahalli 1022 952

562 Yelahanka Circle 2880 1372

563 Yelahanka old terminal 8580 2092

564 Yelahanka PS 1921 644

565 Yelahanka Satelite town 9600 2128

566 Yelahanka satelite town (out) 960 448

567 Yellamma temple 368 280

568 Yeshwanthpur PS 4040 1343

569 YPR Market 3279 1468

Annexure 2.5

Boarding Passangers at Major Terminals

Sl. Bus Boarding O-D

No. Terminals Passangers Sample

1 Banashankari 18420 10180

2 Basaveshwaranagara 1116 504

3 Channammnakere Achkut 705 392

4 Ganganagar 1925 756

5 Jeevanbhimanagar 6121 3360

6 KR Market 83570 16628

7 Kalyan Nagar 1200 670

8 Kempegowda Bus Stand 416070 74550

9 Kumaraswamy layout 5142 1092


11 Nandini Layout 15765 3768

12 Shivajinagar 54390 13878

13 Vijayanagar 28218 5880

14 Vijayanagar East 18260 3416

15 Yeshwanthpur 61758 23440

16 Mattikere 1200 532

17 Kamalangar 6199 2960

18 Banaswadi 1680 980

19 Srinagar 4634 2660

20 Girinagar 369 168

21 JP Nagar 6th phase 5682 2180

22 Ejipura 2373 563

23 Jalahalli terminal 3640 1484

24 Jalahalli Cross 5800 3024

25 Jalahalli Villege 2210 504

26 Kodigehalli 2121 725

27 Thanisandra 1680 688

28 Nagavara 2448 1210

29 Sulthan palya 1981 980

30 Kaval Byrasandra 2880 1120

31 Bank Colony 5180 1566

32 KRPuram 2307 824

33 Kammanahalli 2640 1120

34 Vidyaranya pura 1680 613

Boarding Passanger at Majestic Terminal

Plat form Boarding

No. Passangers Sample

1 13622 2744

2 17659 3516

3 8078 2919

4 17670 3456

5 12268 2442

6 14769 2466

7 9991 1680

8 15072 3016

9 21165 3433

10 19899 3012 371621 int

11 17602 3110

12 14807 2800

13 11768 2291

14 11255 1936

15 26768 3594

16 12581 2288

17 12425 3112

18 15412 2631

19 26503 3892

19A 23544 3423

20 19241 2578

21 10712 2258

22 12808 2581

23 15121 2880

24 14515 2912

25 20815 3580

DAILY BOARDING/ALIGHTING PASSENGERS

STATION NO. STATION NAME 2007 2011 2021

1 MYSORE ROAD TERMINAL 8364 10712 14240

2 DEEPANJALI NAGAR 20001 24740 34838

3 VIJAYA NAGAR 32505 39009 69050

4 HOSHALLI 62171 70287 92010

5 TOLLGATE 24264 28776 44284

6 MAGADI ROAD 23721 25700 62151

7 CITY RAILWAY STATION 28000 38300 63979

8 MEJESTIC 30408 38700 75938

9 CENTRAL COLLEGE 15864 18400 27533

10 VIDHAN SAUDHA 17843 21780 42820

11 CRICKET STADIUM 15000 18000 24000

12 M G ROAD 25781 33561 37531

13 TRINITY CIRCLE 12580 17260 22521

14 ULSOOR 10902 15337 21841

15 C.M.H ROAD 17000 24603 36990

16 INDRA NAGAR 18083 18365 27825

17 OLD MADRAS ROAD 12995 16997 32129

18 BAIYAPANAHALLI 15949 28350 45400

19 YESHWANTHPUR 37691 45000 61500

20 MAHALAXMI 16651 18600 28800

21 RAJAJI NAGAR 23306 32785 65507

22 KUVEMPU 36285 45600 68400

23 MALLESWARAM 44486 54983 75906

24 SWASTIK 43982 52800 74177

25 MAJESTIC 46542 57246 89799

26 CHIKPETE 22977 26200 47200

27 CITY MARKET 17683 21979 36054

28 K R ROAD 9326 14900 29682

29 LAL BAGH 19900 24924 35386

30 SOUTH END CIRCLE 12870 15500 38325

31 JAYANAGAR 32805 40900 65468

32 R V ROAD TERMINAL 64074 79729 118698

TOTAL 820009 1020020 1609979

TRIP LENGTH DISTRIBUTION FOR THE YEAR 2007

Trip length Trips

Trip length 2-4 180950

(km.) 4-6 208931

2-3 51254 6-8 236667

3-4 129697 180950 8-10 94193

4-5 127095 10-12 56638

5-6 81836 208931 12-14 29464

6-7 192602 >14 13165

7-8 44066 236667

8-9 46225

9-10 47968 94193

10-11 39081

11-12 17557 56638

12-13 21096

13-14 8368 29464

14-15 6544

>15 6621 13165

TOTAL 820009

2-4 4-6 6-8 8-10 10-12 12-14 >14

0

50000

100000

150000

200000

250000

Column F


Trip length Number of passengers

(km.) Trip Length Trips

2-3 85432 2-4 321510

3-4 236078 321510 4-6 360551

4-5 201017 6-8 356979

5-6 159534 360551 8-10 217668

6-7 247076 10-12 141372

7-8 109903 356979 12-14 118554

8-9 100095 >14 93345

9-10 117573 217668

10-11 84950

11-12 56422 141372

12-13 62644

13-14 55910 118554

14-15 48750

>15 44595 93345

TOTAL 1609979

2-4 4-6 6-8 8-10 10-12 12-14 >14

0

50000

100000

150000

200000

250000

300000

350000

400000

Column H

2-4 4-6 6-8 8-10 10-12 12-14 >14

0

50000

100000

150000

200000

250000

300000

350000

400000

Column H

SUMMARY OF TRANSPORT DEMAND FOR PROPOSED NETWORK(TOTAL)

EAST -WEST CORRIDOR (MYSORE ROAD - BAIYAPANAHALLI) Annexure - 2.4

NORTH- SOUTH CORRIDOR (YASHWANTPUR-RV ROAD TERMINAL

S.NO. FROM TO DIST. (KM)

2002 2007 2011 2021

SECTION LOAD PKM PKM/KM PASS. SECTION LOAD PKM PKM/KM PASS. SECTION LOAD PKM PKM/KM PASS. SECTION LOAD PKM PKM/KM PASS.

DAILY PHPDT PER DAILY PHPDT PER DAILY PHPDT PER DAILY PHPDT PER

DAY DAY DAY DAY

EAST -WEST CORRIDOR

1 MYSORE ROAD TERMINAL DEEPANJALI NAGAR 1.12 12278 810 13751 16728 1104 18735 21424 1414 23995 28480 1709 31898

2 DEEPANJALI NAGAR VIJAYA NAGAR 1.23 40645 2683 49993 56114 3704 69020 72631 4794 89336 106071 6364 130467

3 VIJAYA NAGAR HOSHALLI 1.10 90465 5971 99512 122585 8091 134844 156316 10317 171948 250181 15011 275199

4 HOSHALLI TOLLGATE 1.00 237532 15677 237532 303922 20059 303922 370164 24431 370164 528566 31714 528566

5 TOLLGATE MAGADI ROAD 1.25 255074 16835 318843 327238 21598 409048 399413 26361 499266 577256 34635 721570

6 MAGADI ROAD CITY RAILWAY STATION 1.06 264968 17488 280866 340032 22442 360434 415127 27398 440035 663972 39838 703810

7 CITY RAILWAY STATION MEJESTIC 0.75 204960 13527 153720 263315 17379 197486 321751 21236 241313 559884 33593 419913

8 MEJESTIC CENTRAL COLLEGE 1.19 158157 10438 188207 224185 14796 266780 296361 19560 352670 491828 29510 585275

9 CENTRAL COLLEGE VIDHAN SAUDHA 0.62 155362 10254 96324 221143 14595 137109 293316 19359 181856 495760 29746 307371

10 VIDHAN SAUDHA CRICKET STADIUM 1.33 130170 8591 173126 189347 12497 251832 255539 16866 339867 436037 26162 579929

11 CRICKET STADIUM M G ROAD 0.74 123271 8136 91221 181222 11961 134104 246655 16279 182525 423116 25387 313106

12 M G ROAD TRINITY CIRCLE 1.14 100332 6622 114378 149237 9850 170130 205034 13532 233739 364896 21894 415981

13 TRINITY CIRCLE ULSOOR 1.20 84878 5602 101854 128328 8470 153994 178626 11789 214351 331975 19919 398370

14 ULSOOR C.M.H ROAD 0.89 71500 4719 63635 108813 7182 96843 152257 10049 135509 294092 17646 261742

15 C.M.H ROAD INDRA NAGAR 0.93 58421 3856 54332 85479 5642 79496 115903 7650 107790 224009 13441 208328

16 INDRA NAGAR OLD MADRAS ROAD 0.88 23168 1529 20388 46613 3076 41019 81545 5382 71760 178454 10707 157040

17 OLD MADRAS ROAD BAIYAPANAHALLI 0.96 21298 1406 20446 43201 2851 41473 76070 5021 73027 165799 9948 159167

TOTAL 17.390 2078127 119501 2866269 152022 3729149 214442 6197733 356396

NORTH- SOUTH CORRIDOR

1 YESHWANTHPUR MAHALAXMI 2.09 73850 4874 154347 94064 6773 196594 114152 7534 238578 162868 9772 340394

2 MAHALAXMI RAJAJI NAGAR 0.97 81575 5384 79128 104355 7514 101224 127080 8387 123268 185211 11113 179655

3 RAJAJI NAGAR KUVEMPU 0.91 116163 7667 105708 156298 11253 142232 198182 13080 180346 302391 18143 275176

4 KUVEMPU MALLESWARAM 0.75 154302 10184 115727 205604 14803 154203 258678 17073 194009 399422 23965 299567

5 MALLESWARAM SWASTIK 1.14 199546 13170 227482 265915 19146 303144 334583 22082 381425 519982 31199 592779

6 SWASTIK MAJESTIC 1.68 171317 11307 287813 227454 16377 382122 285343 18833 479376 442494 26550 743390

7 MAJESTIC CHIKPETE 1.01 199829 13189 201827 267481 19259 270155 337753 22292 341131 518869 31132 524058

8 CHIKPETE CITY MARKET 0.68 202823 13386 137920 272014 19585 184969 344009 22705 233926 528238 31694 359202

9 CITY MARKET K R ROAD 1.19 189586 12513 225607 254165 18300 302456 321338 21208 382392 487900 29274 580601

10 K R ROAD LAL BAGH 1.02 184963 12208 188662 242337 17448 247183 300806 19853 306822 445594 26736 454506

11 LAL BAGH SOUTH END CIRCLE 0.96 160816 10614 154383 211115 15200 202670 262464 17323 251965 394283 23657 378512

12 SOUTH END CIRCLE JAYANAGAR 0.90 154929 10225 139436 201089 14478 180980 247738 16351 222964 358334 21500 322501

13 JAYANAGAR R V ROAD TERMINAL 0.90 97511 6436 87760 128149 9227 115334 159457 10524 143511 237396 14244 213656

TOTAL 14.200 2105800 148296 2783267 196005 3479712 245050 5263996 370704

GRAND TOTAL 31.590 4183927 132445 624000 5649536 178839 820000 7208861 228201 1020000 11461729 362828 1610000

AVERAGE TRIP LENGTH 6.89 AVERAGE TRIP LENGTH 7.07 AVERAGE TRIP LENGTH 7.12

51

GROWTH FACTOR 2007

1.06 1.36

1.07 1.38

1.06 1.36

1.05 1.28

1.05 1.28

1.05 1.28

1.05 1.28

1.07 1.42

1.07 1.42

1.08 1.45

1.08 1.47

1.08 1.49

1.09 1.51

1.09 1.52

1.08 1.46

1.15 2.01

1.15 2.03

1.05 1.27

1.05 1.28

1.06 1.35

1.06 1.33

1.06 1.33

1.06 1.33

1.06 1.34

1.06 1.34

1.06 1.34

1.06 1.31

1.06 1.31

1.05 1.3

1.06 1.31

1.06 1.31

Annexure 2.7a


Trip length

(km.)

2-3 51254

3-4 129697 180950

4-5 127095

5-6 81836 208931

6-7 192602

7-8 44066 236667 Trip length Trips

8-9 46225 2-4 180950

9-10 47968 94193 4-6 208931

10-11 39081 6-8 236667

11-12 17557 56638 8-10 94193

12-13 21096 10-12 56638

13-14 8368 29464 12-14 29464

14-15 6544 >14 13165

>15 6621 13165

TOTAL 820009

2-4 4-6 6-8 8-10 10-12 12-14 >14

0

50000

100000

150000

200000

250000

Column G

Annexure 2.7b


Trip length Number of passengers

(km.)

2-3 85432

3-4 236078 321510 Trip Length Trips

4-5 201017 2-4 321510

5-6 159534 360551 4-6 360551

6-7 247076 6-8 356979

7-8 109903 356979 8-10 217668

8-9 100095 10-12 141372

9-10 117573 217668 12-14 118554

10-11 84950 >14 93345

11-12 56422 141372

12-13 62644

13-14 55910 118554

14-15 48750

>15 44595 93345

TOTAL Err:522

2-4 4-6 6-8 8-10 10-12 12-14 >14

0

50000

100000

150000

200000

250000

300000

350000

400000

Column G

Transport Planning Process

PRIVATE NETWORK

LINK DATA

PUBLIC NETWORK

LINK DATA

PRIVATE SHORTEST

PATHS

PUBLIC SHORTEST

PATHS

PUBLIC MODE

TRIPS

PRAVATE MODE

TRIPS

ASSIGN X % (=10)

PRIVATE TRIPS

ASSIGN X % (=10)

PUBLIC TRIPS

PERSON TRIPS ON

ROAD AND RAIL

LINKS FROM X %

TRIPS

FACTORS:

1. TO ACCOUNT FOR

GOODS VEHICLES

2. TO ACCOUNT FOR

INTER-ZONAL TRIPS

PERSON TO PCU

CONVERSION FACTOR

MODIFY PUBLIC

MODE SPEEDS

MODIFY PUBLIC

MODE SPEEDS

PATHS

ROAD LINK VOLUME

IN PCU

RAIL LINK VOLUMES

IN PERSON TRIPS

CALCULATE WC RATIO

FOR ALL ROAD LINKS

REPORT:

1. ROAD LINK VOL. IN

PCU AND WC RATIO

2. RASS. VOL IN RAIL

LINK

USE SPEED-FLOW

FUNCTION

USE SPEED-FLOW

FUNCTION

IS

∑X=100

%

ASSIGNMENT PROCEDURE METHODOLOGY

FIGURE 2.59

0CHAPTER 3

TRAIN OPERATION AND ROLLING STOCK

3.0 Operation Philosophy

The underlying operation philosophy is to make the Bangalore Metro System more attractive and economical, the main features being:

• High frequency of train service (3-minutes head way) not only during peak periods, but also during off-peak periods ( 15 minutes headway),

• Short train consist (3 coaches) with high frequency service to be increased to 6 coaches as the transport demand picks up,

• Multi-tasking of train operation and maintenance staff.

3.1. Stations

Bangalore Metro consists of two lines, the East –West line from Mysore Road Terminal Station to Baiyappanhalli Terminal for a length of 18.10 kms, with 18 stations of which 4 stations will be underground and the North – South line from Yeshwantapur Station to R V Road Terminal station for a length of 14.90 km with 14 stations of which 3 stations will be underground. The two lines will cross at a common station at Majestic.

TABLE 3.1List of Stations

(i) East – West Line

S. No

NAME CHAINAGE INT.-DIST REMARK

1 MYSORE ROAD TERMINAL

0 ELE.(side platform)

2 DEPANJALI NAGAR 1117 1117 ELE.(side platform)

3 VIJAYA NAGAR 2345 1228 ELE.(side platform)

4 HOSHALLI 3446 1101 ELE.(side platform)

5 TOLLGATE 4448 1002 ELE.(side platform)

6 MAGADI ROAD 5600 1152 ELE.(side platform)

7 CITY RAILWAY STATION 6755 1155 U.G.(island)

8 MAJESTIC 7503 748 U.G.(island)

9 CENTRAL COLLEGE 8697 1194 U.G.(island)

10 VIDHAN SAUDHA 9318 621 U.G.(island)

11 CRICKET STADIUM 10643 1325 ELE.(side platform)

12 M G ROAD 11380 737 ELE.(side platform)

13 TRINITY CIRCLE 12522 1142 ELE.(side platform)

14 ULSOOR 13725 1203 ELE.(side platform)

15 C M H ROAD 14610 885 ELE.(side platform)

16 INDIRA NAGAR 15537 927 ELE.(side platform)

17 OLD MADRAS ROAD 16419 882 ELE.(side platform)

18 BAIYAPPANHALLI TERMINAL

17374 955 SURFACE(side platform)

Ch 3 Train Operation & Rolling Stock Detailed Project Report 78

(ii) North – South Line

LIST OF STATIONS (N-S)

S. No

NAME CHAINAGE INT.-DIST REMARK

1 YESHWANTAPUR 0 ELE.(side platform)

2 MAHALAXMI 2102 2102 ELE.(side platform)

3 RAJAJI NAGAR 3069 967 ELE.(side platform)

4 KUVEMPU 3975 906 ELE.(side platform)

5 MALLESWARAM 4728 753 ELE.(side platform)

6 SWASTIK 5864 1136 SURFACE(side platform)

7 MAJESTIC 7540 1676 U.G.(island)

8 CHICKPETE 8559 1019 U.G.(island)

9 CITY MARKET 9235 676 U.G.(island)

10 K R ROAD 10427 1192 ELE.(side platform)

11 LALBAGH 11431 1004 ELE.(side platform)

12 SOUTH END CIRCLE 12386 955 ELE.(side platform)

13 JAYANAGAR 13288 902 ELE.(side platform)

14 R V ROAD TERMINAL 14180 892 ELE.(side platform)

3.2 TRAIN OPERATION PLAN

Salient features of the proposed train operation plan are:- Running of services for 19 hours of a day (5 AM to Midnight ) with a station dwell time of 30 seconds,- Make up time of 5-10% with 8-12% coasting.- Scheduled speeds of 32 to 35 kmph.

3.2.1 Traffic

Peak hour peak direction trips demand (phpdt) for different years for the purpose of planning are indicated in the Table 3.2.

TABLE 3.2Peak hour peak direction trips (phpdt)

LINE YEAR

2007 2011 2021

Line 1 (E-W) 22442 27358 39838

Line 2 (N-S) 19585 22705 31694

3.2.2 Train Operation

Train operation plan has been formulated to meet the demand of number of passengers expected during peak hour in peak direction in different sub-sections of the East – West & the North – South Corridor. Car composition adopted for the year 2007, 2011 & 2021 is given in Fig 3:1


Composition

DMC : Driving Motor CarTC : Trailer Car3-Car Train Composition DMC + TC + DMC 6-Car Train Composition DMC + TC + MC + MC + TC + DMC

Capacity

DMC : 322 passengers TC : 356 passengers 3 Car Train : 1000 passengers 6 Car Train : 2068 passengers

3.2.3 Train Operation Plan

Based on the above consideration, the train operation plan (headway and train composition) planned for the years 2007, 2011 and 2021 is as under:

• Year 2007(Refer Attachment 1&2)Train operation on the East – West Corridor and the North – South Corridor is planned with 3-car trains at 4 minutes headway during the first year of operation, i.e. 2007. The 3-car train capacity with 4 minutes headway is 15000.

The capacity planned is less than the peak demand. This optimum capacity may cause slight over crowding on some inter-station sections, but will avoid excessive under-loading on the balance sections.

• Year 2011 (Refer Attachment 3 & 4)Train operation on the East – West Corridor is planned with 6-car trains at 4 minutes headway in 2011. The 6-car train capacity with 4 minutes headway is 31020. The capacity planned is more than the peak demand, and it may cause slight under loading. The train operation on the North -South Corridor is planned with 3-car trains at 4 minutes headway in 2011. The 3-car train capacity with 4 minutes headway is 15000, This optimum capacity decided may cause slight over-crowding on some inter-station sections, but will avoid excessive under-loading on the balance sections.

• Year 2021(Refer Attachment 5 & 6)Train operation on the East – West Corridor is planned with 6-car trains at 3 minutes headway in 2021. The 6-car train capacity with 3 min headway is 41360. The capacity planned is more than the peak demand; it may cause slight under-loading. Train operation on the North-South Corridor is planned with 6-car trains at 4 minutes headway in 2021. The 6-car train capacity with 4 minutes headway is 31020, This optimum capacity decided may cause slight over-crowding on some inter station sections but will avoid excessive under-loading on the balance sections.

In case of any mismatch in the capacity provided and the actual traffic, the capacity can be moderated by suitably varying the rake composition.


DM-CAR DM-CAR T-CAR

T-CAR M-CAR M-CAR T-CAR DM-CAR

3 Car Composition

6 Car Composition

DM-CAR

Fig 3:1


TABLE 3.3CAPACITY PROVIDED

(I) EAST – WEST CORRIDOR

Item 2007 2011 2021

Cars/train 3 6 6

Headway (Minutes) 4 4 3

PHPDT 15000 31020 41360

(II) NORTH - SOUTH CORRIDOR

Item 2007 2011 2021

Cars/train 3 3 6

Headway (Minutes) 4 4 4

PHPDT 15000 15000 31020

3.2.4. Train frequency

a) The train operation plan provides for a maximum headway of 15 minutes (4 trains/hour) during lean hours to keep the services attractive and 4-minute headway during peak time initially.

b) Peak time train frequency is proposed to be kept at 3 minutes interval as traffic increases.

c) Train frequency is proposed to be maintained at 3 minutes during the year 2021 but with 6-car trains on the East – West Corridor.

d) Train frequency is proposed to be maintained at 4 minutes during the year 2021 but with 6-car trains on the North - South Corridor.

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

3.2.5. Hourly Distribution

Hourly distribution of daily transport capacity and the directional split thereof is presented in Table 3.4. Number of trains proposed to be operated daily during peak hours in the peak direction for the year 2007 (first year of operation) for each section of the network is presented in Table 3.5. Number of trains proposed to be operated daily for the year 2011 and 2021 is presented in Table 3.6. and Table 3.7

Bangalore Metro Detail Project Report 6/44

TABLE 3.4

Hourly Distribution of Transport Capacity and Directional Split

4 Minutes Headway

Time of Day % of Daily Traffic Capacity

Directional

Split

5 to 6 2.41 50:50

6 to 7 3.01 50:50

7 to 8 6.02 50:50

8 to 9 7.23 50:50

9 to 10 9.04 50:50

10 to 11 7.23 50:50

11 to12 6.02 50:50

12 to 13 3.61 50:50

13 to 14 3.61 50:50

14 to 15 3.61 50:50

15 to 16 3.61 50:50

16 to 17 6.02 50:50

17 to 18 7.23 50:50

18 to 19 9.04 50:50

19 to 20 7.23 50:50

20 to 21 6.02 50:50

21 to 22 3.61 50:50

22 to 23 3.01 50:50

23 to 24 2.41 50:50


TABLE 3.5

Hourly Train operation plan

( YEAR – 2007)

4 Minutes Headway

(I) East - West Corridor

Time of Day Headway in Minutes No. of Trains per day

UP DN

5 to 6 15 4 4

6 to 7 12 5 5

7 to 8 6 10 10

8 to 9 5 12 12

9 to 10 4 15 15

10 to 11 5 12 12

11 to12 6 10 10

12 to 13 10 6 6

13 to 14 10 6 6

14 to 15 10 6 6

15 to 16 10 6 6

16 to 17 6 10 10

17 to 18 5 12 12

18 to 19 4 15 15

19 to 20 5 12 12

20 to 21 6 10 10

21 to 22 10 6 6

22 to 23 12 5 5

23 to 24 15 4 4

Total No. of trains per direction per day 166 166

Rake formation : 3 cars


TABLE 3.5


( YEAR – 2007)

4 Minutes Headway

(II) North - South Corridor


UP DN

5 to 6 15 4 4

6 to 7 12 5 5

7 to 8 6 10 10

8 to 9 5 12 12

9 to 10 4 15 15

10 to 11 5 12 12

11 to12 6 10 10

12 to 13 10 6 6

13 to 14 10 6 6

14 to 15 10 6 6

15 to 16 10 6 6

16 to 17 6 10 10

17 to 18 5 12 12

18 to 19 4 15 15

19 to 20 5 12 12

20 to 21 6 10 10

21 to 22 10 6 6

22 to 23 12 5 5

23 to 24 15 4 4





TABLE 3.6


( YEAR - 2011)

4 Minutes Headway



UP DN

5 to 6 12 5 5

6 to 7 10 6 6

7 to 8 5 12 12

8 to 9 5 12 12

9 to 10 4 15 15

10 to 11 5 12 12

11 to12 5 12 12

12 to 13 6 10 10

13 to 14 10 6 6

14 to 15 10 6 6

15 to 16 6 10 10

16 to 17 5 12 12

17 to 18 5 12 12

18 to 19 4 15 15

19 to 20 5 12 12

20 to 21 5 12 12

21 to 22 6 10 10

22 to 23 10 6 6

23 to 24 12 5 5



TABLE 3.6


( YEAR – 2011)

4 Minutes Headway



UP DN

5 to 6 12 5 5

6 to 7 10 6 6

7 to 8 5 12 12

8 to 9 5 12 12

9 to 10 4 15 15

10 to 11 5 12 12

11 to12 5 12 12

12 to 13 6 10 10

13 to 14 10 6 6

14 to 15 10 6 6

15 to 16 6 10 10

16 to 17 5 12 12

17 to 18 5 12 12

18 to 19 4 15 15

19 to 20 5 12 12

20 to 21 5 12 12

21 to 22 6 10 10

22 to 23 10 6 6

23 to 24 12 5 5



TABLE 3.7



( YEAR – 2021)

3 Minutes Headway



UP DN

5 to 6 10 6 6

6 to 7 6 10 10

7 to 8 5 12 12

8 to 9 4 15 15

9 to 10 3 20 20

10 to 11 4 15 15

11 to12 5 12 12

12 to 13 6 10 10

13 to 14 6 10 10

14 to 15 6 10 10

15 to 16 6 10 10

16 to 17 5 12 12

17 to 18 4 15 15

18 to 19 3 20 20

19 to 20 4 15 15

20 to 21 5 12 12

21 to 22 6 10 10

22 to 23 10 6 6

23 to 24 10 6 6


Rake formation : 6 cars in 2021

TABLE 3.7


( YEAR – 2021)


4 Minutes Headway



UP DN

5 to 6 10 6 6

6 to 7 6 10 10

7 to 8 5 12 12

8 to 9 4 15 15

9 to 10 4 15 15

10 to 11 4 15 15

11 to12 5 12 12

12 to 13 6 10 10

13 to 14 6 10 10

14 to 15 6 10 10

15 to 16 6 10 10

16 to 17 5 12 12

17 to 18 4 15 15

18 to 19 4 15 15

19 to 20 4 15 15

20 to 21 5 12 12

21 to 22 6 10 10

22 to 23 10 6 6

23 to 24 10 6 6



3.2.6 Hourly capacity

Based on daily train operation plan, figures of carrying capacity have been worked out for every hour during the initial period of operation (2007) and during the years 2011 and 2021 and are presented in Table 3.8, Table 3.9

and Table 3.10 respectively.


TABLE 3.8

Hourly Capacity Provided

( YEAR – 2007)

4 Minutes Headway


Time of Day No of Trains per Hour PHPDT

5 to 6 4 4000

6 to 7 5 5000

7 to 8 10 10000

8 to 9 12 12000

9 to 10 15 15000

10 to 11 12 12000

11 to12 10 10000

12 to 13 6 6000

13 to 14 6 6000

14 to 15 6 6000

15 to 16 6 6000

16 to 17 10 10000

17 to 18 12 12000

18 to 19 15 15000

19 to 20 12 12000

20 to 21 10 10000

21 to 22 6 6000

22 to 23 5 5000

23 to 24 4 4000


TABLE 3.8


( YEAR – 2007)

4 Minutes Headway



Time of Day No of Trains per Hour

PHPDT

5 to 6 4 4000

6 to 7 5 5000

7 to 8 10 10000

8 to 9 12 12000

9 to 10 15 15000

10 to 11 12 12000

11 to12 10 10000

12 to 13 6 6000

13 to 14 6 6000

14 to 15 6 6000

15 to 16 6 6000

16 to 17 10 10000

17 to 18 12 12000

18 to 19 15 15000

19 to 20 12 12000

20 to 21 10 10000

21 to 22 6 6000

22 to 23 5 5000

23 to 24 4 4000


TABLE 3.9


( YEAR – 2011)

4 Minutes Headway




5 to 6 5 10340

6 to 7 6 12408

7 to 8 12 24816

8 to 9 12 24816

9 to 10 15 31020

10 to 11 12 24816

11 to12 12 24816

12 to 13 10 20680

13 to 14 6 12408

14 to 15 6 12408

15 to 16 10 20680

16 to 17 12 24816

17 to 18 12 24816

18 to 19 15 31020

19 to 20 12 24816

20 to 21 12 24816

21 to 22 10 20680

22 to 23 6 12408

23 to 24 5 10340


TABLE 3.9


( YEAR – 2011)


4 Minutes Headway



5 to 6 5 5000

6 to 7 6 6000

7 to 8 12 12000

8 to 9 12 12000

9 to 10 15 15000

10 to 11 12 12000

11 to12 12 12000

12 to 13 10 10000

13 to 14 6 6000

14 to 15 6 6000

15 to 16 10 10000

16 to 17 12 12000

17 to 18 12 12000

18 to 19 15 15000

19 to 20 12 12000

20 to 21 12 12000

21 to 22 10 10000

22 to 23 6 6000

23 to 24 5 5000


TABLE 3.10


( YEAR – 2021)


3 Minutes Headway



5 to 6 6 12408

6 to 7 10 20680

7 to 8 12 24816

8 to 9 15 31020

9 to 10 20 41360

10 to 11 15 31020

11 to12 12 24816

12 to 13 10 20680

13 to 14 10 20680

14 to 15 10 20680

15 to 16 10 20680

16 to 17 12 24816

17 to 18 15 31020

18 to 19 20 41360

19 to 20 15 31020

20 to 21 12 24816

21 to 22 10 20680

22 to 23 6 12408

23 to 24 6 12408


TABLE 3.10


( YEAR – 2021)

4 Minutes Headway




5 to 6 6 12408

6 to 7 10 20680

7 to 8 12 24816

8 to 9 15 31020

9 to 10 15 31020

10 to 11 15 31020

11 to12 12 24816

12 to 13 10 20680

13 to 14 10 20680

14 to 15 10 20680

15 to 16 10 20680

16 to 17 12 24816

17 to 18 15 31020

18 to 19 15 31020

19 to 20 15 31020

20 to 21 12 24816

21 to 22 10 20680

22 to 23 6 12408

23 to 24 6 12408


3.2.6 Vehicle Kilometer

Based on the above planning and assuming 340 days service in a year (after considering maintenance period) Vehicle Kilometers are calculated. Vehicle Kilometers for year 2007,2011 and 2021 is given in Table 3.11


TABLE 3.11

Vehicle Kilometers


Year 2007 2011 2021

Section Length 17.39 17.39 17.39

No of cars per Train 3 6 6

No of working Days in a year 340 340 340

Number of Trains per day each Way 166 190 226

Daily Train -KM 5773.48 6608.20 7860.28

Annual Train - KM (105) 19.63 22.47 26.72

Annual Vehicle - KM (105) 58.89 134.81 160.35

Vehicle Kilometers


Year 2007 2011 2021

Section Length 14.2 14.2 14.2

No of cars per Train 3 3 6

No of working Days in a year 340 340 340

Number of Trains per day each Way 166 190 216

Daily Train –KM 4714.40 5396.00 6134.40

Annual Train - KM (105) 16.03 18.35 20.86

Annual Vehicle - KM (105) 48.09 55.04 125.14

3.3 Provision of Emergency cross – overs/ Relief sidings.

Relief sidings and emergency cross over are planned at selected intermediate stations on each corridor with a view to maintaining train services during dislocations caused by technical failures / accidents.

3.4 Operation Control Centre


Train operations will be controlled centrally from operations control center (OCC). The OCC will house :

I. Traffic Control Centre,II. SCADA System for Traction Power Control and Monitoring,III. System for Auxiliary Power, VAC, etc. Control and Monitoring,IV. Telecommunication, CCTV, etc. Control and Monitoring.

3.5 Accident Restoration

Two accident relief trains (ARTs) one each for the North-South & the East-West Corridor have been planned. Flying squads for facilitating normalization of abnormal conditions will be located at important stations.

3.5.1 Station Control

Each station will be headed by a station manager who will be responsible for all facets of operation and commercial activities including proper working and upkeep of facilities / services provided. The SCR (Station Control Room) is the nerve center of the station, which controls and monitors all major activities at the stations and movement of trains.

• Computerized Control of all the points located within the SCR’s Zone along with a back up manual control is planned.

• All the announcements on the station are planned to be done from this control room. There should be a facility of making automatic computerized announcement besides the manual emergency announcement. All the displays on station are to be controlled from the SCR.

• Lifts and escalators are also be monitored and communication facility be available with the person in lift with the SCR.

• AFC data is planned to be captured, monitored and analyzed in the SCR.

• All regular and emergency modes of communication are to be provided.

• Digital telephones, radiophones for communication with drivers, handsets for communication with the station staff, tele-conferencing facility etc. to be provided.

• An emergency stop plunger is to be provided in this control room to stop the train in case of some emergency. Fire alarm and control panel is also to be located here.

• For convenience and for giving assistance to sick/disabled person wheel chairs and table stretchers are also to be kept in the SCR.

3.6 Inter corridor Connection


The North-South & the East-West lines will be connected through a link line at Majestic Circle.

3.7 Training

Training is required to be provided to maintenance staff and train operation staff so that they understand the whole system of trains and to familiarize them with maintenance and operation of the trains. As a general guide, training will be based upon a “two-stage” concept:

(i) Stage one will consist of training in the basic concepts and principles. These will include system configuration and specifications, operation and control of all equipments installed in the cars, preventive maintenance procedures, overhaul and repair concepts, fault diagnostic and trouble shooting and emergency procedures. The training will consist of classroom (theory) training; computer-based inter-active training and mock-up training.

(ii) Stage two will consist of “hand-on” site-based practical training on preventive and corrective maintenance and operating procedures.

3.8.1 Maintenance Staff

Training is required to enable engineers, supervisors and staff to achieve following broad objectives:

(i) Full understanding of all aspects of the system design and functions of all the equipment including proprietary and third party equipment, software, etc.

(ii) Full understanding of all aspects of programmed maintenance and overhaul requirements of cars and equipment.

(iii) Procedures to be followed for unscheduled maintenance and repair of cars and equipment.

(iv) Identification of failed components and sub-systems in electronic equipment by use of special test equipment, as necessary.

(v) Modification in the software to extend or modify the control and monitoring functions.

(vi) Maintenance Management Information System and documentation.(vii) Stores inventory planning and control.

The training of maintenance engineers, supervisor & staff will include direct exposure to actual repair, maintenance and overhaul of similar cars in the Depots and Workshops of an operational Mass Rapid Transit System.

The training will include theoretical as well as practical training so as to enable them to develop skill and expertise necessary for satisfactory maintenance, repairs and overhaul of cars.


3.8.2. Train Operating Staff

The objective of training of train Operating Staff is that the drivers and instructors who will operate the trains are able to run the trains safely under all operating conditions. The training will enable them to acquire full specified duration. The operating staff and instructors will also need training on a cab simulator of a mass transit railway and on a Test Track.

3.8.3 Training Location and Facility

Training will be carried out at such locations as will provide maximum benefit to the trainees. Such locations may be in India, or abroad, at places of

manufacture, assembly or testing, or at other locations as may be necessary.

3.9 ROLLING STOCK

The required transport demand forecast is the governing factor for the choice of the Rolling Stock. In a metro city like Bangalore, the projected Peak Hour Peak Direction trips ( PHPDT ) is as per Table 3.12

Table 3.12FORECASTED (phpdt)

YEAR 2007 20011 2021

FORECASTED PHPDT for East- West Corridor

22442 27398 39838

FORECASTED PHPDT for North South Corridor

19585 22705 31694

The above demand precludes use of Light Rail Vehicles. Considering the future expected population increase in a city like Bangalore, the use of Mass Rapid Transit Rail Vehicles of medium capacity has been considered.

3.10 Optimisation of Rake Formation

To meet the traffic demand as projected above, running trains of 3-car, 6-car, and 8-car with different headways ranging from 2 minutes to 12 minutes has been examined. Longer 8-car trains have following implications: -

• Waiting time for the passengers at station will be high.

• Infrastructure facilities in term of platform dimensions, exit/entry facilities cost more.

• Total number of cars will increase.

With the use of 3-car trains, there is more flexibility to match the traffic capacity and demand through regulation of headways. For the East-West


corridor, trains of 3-car length at headways of 4 minutes with a Peak Hour Peak Direction Capacity of 15000 have been planned in the year 2007. The capacity provided by them is less than the peak hour traffic demand on a few sections .The capacity planned has been optimized to avoid excessive under-loading on most of the sections though it may cause slight overcrowding on a few sections. Further increase in capacity to 31020 is possible by running 6-car trains with headway of 4 minutes in the year 2011. In the year 2021, the ultimate peak hour peak direction capacity of 41360 has been planned by running 6-car trains, with headways of 3 minutes. Similarly train operation on the North-South Corridor is planned with 3-car train at a headway of 4 minutes in 2007 and 2011 .The 3-car train capacity with 4 minutes headway is 15000. Peak Hour Peak Direction Capacity of 31020 has been planned in the year 2021 by increasing the rake formation to 6-cars with headway of 4 minutes.

Thus, 3-car formation with a maximum passenger capacity of 1000 per train appears to be ideally suited for the traffic projection.

3.10.1 Optimisation of Coach Size

The East-West corridor and the North-South corridor in Bangalore are mostly on elevated tracks, i.e. 8-10 meter above the ground level. But the alignment also passes through the 6700 meter of underground section. Four stations on the East-West corridor and three stations on the North-South corridor are underground. Tunnel is proposed to be of 5.2 m finished diameter for each track. Sharpest horizontal curve will be of 120 m radius. Maximum gradient on main line will be 4 %. Vertical curves will have a minimum radius of 2500 m. Track shall be ballast-less, laid with 60 kg UIC rails . Considering the clearances and also the space required for ventilation of the tunnel, services and cables etc., following optimum size of the coach has been arrived at Table 3.13.

Table 3.13Size of the coach

Length Width Height

Driver Motor Car 20.9 m 2.88 m 3.8 m

Trailer car 20.5 m 2.88 m 3.8 m

Principal dimensions are shown in Fig. 3.1 & 3.2. The Kinematics Envelope has been shown in Fig. 3.2.

3.10.2 PASSENGER CARRYING CAPACITY

In order to maximize the passenger carrying capacity, since travelling time is short, longitudinal seating arrangement along with maximum standee area with vestibules shall be adopted. All equipments have been shifted to under frame to maximise the available space. The whole train shall be vestibuled to distribute the passengers evenly in all the coaches and for evacuation from ends in emergency. Criteria for calculation of standing passengers are 3


persons per square meter of standing floor area in normal loading state and 8 persons in crush loading state in peak hours. Therefore the Rail Vehicle with 20.9 m carbody length, with 2.88 m carbody width and longitudinal seat arrangement conceptually has capacity of 43 seated, 279 standing, i.e. a total of 322 passengers for a driving motor car, and 50 seated, 306 standing i.e. a total of 356 passengers for a trailer car. Table 3.14 shows these figures

Table 3.14Carrying Capacity of Mass Rail Vehicles

Driving Motor car Trailer car / Non-driving motor car

3-car Train 6-car Train

Normal Crush Normal Crush Crush Crush

Seated 43 43 50 50 136 286

Standing 105 279 115 306 864 1782

Total 148 322 165 356 1000 2068

NORMAL-3 Per/sqm of standee areaCRUSH -8 Per/Sqm of standee area

The train set configuration are shown in Fig. 3.1.

3.10.3 WEIGHTThe weights of motor cars and trailers is estimated as in Table 3.15, referring to the experiences in Delhi Metro. The average passenger weight has been

taken as 60 kg.Table 3.15

Weight of Mass Rail Vehicles (TONS)

DMC TC MC 3-car train 6-car train

TARE 36 32 34 104 204

Passenger

(Normal) 8.8 9.9 9.9 27.5 57.2

(Crush) 19.3 21.4 21.36 60 124.08

Gross

(Normal) 44.8 41.9 43.9 131.5 261.2

(Crush) 55.3 53.4 55.36 164 328.08

Heavy rush of passengers, having 10 standees per sq. meter can be experienced occasionally. As done in DMRC, it will be advisable to design the coach with sufficient strength so that even with this overload, the design will not result in overstresses in the coach. Coach and bogie should therefore be

designed for 15 T axle load.For achieving schedule speed of 32 to 35 kmph on the section having average inter-station distance of 900 meters and with dwell time of 30 sec at stations, average running time to cover inter-station distance is in the range of


70 to 75 sec which will give average speed of 45 kmph. To achieve the above performance , the average acceleration should be in the range of 0.5 to 0.6 m/s2 with braking deceleration of 1.0 m/s2 . Maximum acceleration should be kept slightly higher to makeup for the time in the event of 1 bogie cutout or 1 motor car cutout.

3.11 Required Power

It would be necessary for the trains to have rather higher acceleration and deceleration, considering the short distance between stations along the line, 2.10 Km as maximum, 0.620 Km minimum and 1.03 Km on average.To estimate the tractive force required by the three-car train, following preconditions were assumed in consideration of riding comfort and adhesion.Max. Acceleration : 1.0 m/s2

Max. Deceleration 1.1 m/s2 (Normal brake)More than 1.3 m/s2 (Emergency brake)

Velocity ↑

Time →Fig 3.3 - Simplified velocity – time operation curve

Necessary power for a train of about 164 t in gross weight to accelerate in 1.0 m/s2 , at schedule speed of 32 Km/h, on a level and straight track would be about 1,440 KW.Since the track on a viaduct could possibly be constructed on level and the traction motors could be operated with overload for a short time, 8 traction motors with about 180 KW installed on a three car train would be enough, even if the equivalent gradients on a curved section of track are considered. It was also assessed that failure of one motor car in a train running on a 4% and 5% grade having a 120 m curvature will still be giving sufficient acceleration to the train to clear the section.


Accelerating

Traction in constant speed

CoastingDecelerating

1.0 m/s2 -1.1m/s2

35

0

3.12 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) Optimised scheduled speed(vi) Aesthetically pleasing Interior and Exterior(vii) Low Life cycle cost(viii) Flexibility to meet increase in traffic demand

The controlling criteria are reliability, low energy consumption, light weight and high efficiency leading to lower annualized cost of service. The coach should have high rate of acceleration and deceleration.

3.13 Selection of Technology

Low life cycle cost

The Low life cycle cost is achieved by way of reduced scheduled and unscheduled maintenance and high reliability of the sub-systems. It is possible to achieve these objectives by adopting suitable proven technologies. The selection of following Technologies has been adopted to ensure low life cycle cost.



3.13.1 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 as well corrosion repairs which may have to be carried out up to 4-5 times during the service life of these coaches. It is now a standard practice to adopt stainless steel or aluminum. 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 an improvement of riding comfort and safety in case of a crash or fire. Austenitic stainless steel with yield point of 70kg/mm2 has been recommended as in Delhi Metro. For the wall design buffer load of 80 t has been considered as it is a stand-alone system .A design life of 30 years for coach has been recommended.

3.13.2 Bogies

Bolster-less lightweight bogies with rubber springs are now universally adopted in metro cars. These bogies require less maintenance and overhaul interval is also of the order of 4,20,000km. 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. Perturbations from the track are also dampened inside the car body on account of the secondary air spring. Primary suspension system improves the curve running performance by reducing lateral forces through application of conical rubber spring. A smooth curving performance with better ride index is being ensured by provision of above type of bogies.

3.13.3 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.

Regenerative braking will be the main brake-power of the train and will regain 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.

3.13.4 Propulsion System Technology

In the field of Electric Rolling Stock, DC series traction motors have been widely used due to their ideal characteristics and good controllability for traction applications. These motors were adopted because of their high starting tractive effort and simple speed regulation by connecting them in series and series parallel and sequentially short-circuiting the starting resistors on DCEMU/Metro systems and the tap changer contacts in case of ACEMUS. But these motors required intensive maintenance because of commutators and electro-mechanical contactors, resistors etc. With the advent of solid state devices like thyristors/GTOS (Gate Turn off), in power circuits and microprocessor-based control electronics, propulsion technology has undergone significant improvements. Thyristor chopper controls on DC traction system were adopted leading to elimination of starting resistors, contactors, camshaft controller, tap changer, etc. This enabled provision of step-less controls resulting in better riding qualities, reduced energy consumption, easy adoption of electrical re-generative braking etc, but the traction motors continued to be direct current series motors.The idea of adopting a simple three-phase induction motor for traction remained more or less like a concept and almost in development stage till the seventies. With the development of GTOs and IGBTs, variable voltage variable frequency output from converter - invertor enable smooth control of these induction motors and these have 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. The regenerative braking is rather essential in tunnel alignment otherwise heat generated by friction brakes will increase the heat load inside the tunnel and the air-conditioning plant size will go up.


Fig.3.4 Traction Motor

For Bangalore Mass Rapid Transit System, three phase AC traction drive that are self-ventilated, highly reliable, robust construction and back up by slip/slid control have been recommended for adoption.The DC catenary voltage 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 contains an Insulated Gate Bipolar Transistor (IGBT) and gate drive circuit and protection. The advanced IGBT incorporates its own over current protection, short circuit protection; over temperature protection and low power supply detection. The IGBT has internal protection from over current, short circuit, over temperature and low control voltage.The inverter unit uses optical fiber cable to connect the control unit to the gate interface. This optical fiber cable transmits the gate signals to drive the advanced IGBT via the gate interface. This optical fiber cable provides electrical isolation between the advanced IGBT and the control unit and is impervious to electrical interference. These are recommended for adoption in trains of Bangalore Metro.


Fig.3.5 CI unit

3.13.5 Why not linear Motor Technology

Possibility of using Linear Motor Technology has been examined for Bangalore Metro. A typical linear motor propelled traction system has its primary member fastened to the under carriage of the vehicle. The secondary reaction rail is held fast on the ground, in alignment with the guide rails, such that primary member faces the secondary member through out the traverse. When excited the primary member will move in the direction of the travelling field at a speed decided by the slip of the system. In this the driving force is produced directly, without relying on adhesion at the contact surface between the moving object and the stationary member thus, there is no need for maintaining a minimum friction between the wheels and the track for producing pull.

The plus feature of the above systems are :

a. This system of propulsion does not involve the mechanism of adhesion. Hence there is no limit on the tractive effort and possibility of wheel slip or skid.

b. There are no rotary parts in the main motor and gears which has a significant impact on coach weight and maintenance.

c. Steep gradients and sharp curves can be negotiated due to absence of adhesion process and gears. This gives liberty in route selection in respect of grade and curves.

d. Light bogie with reduced height of coaches below the floor level.

The minus features of the system are:-

(a) High air gap and resultant poor efficiency of the Linear-Induction Motor.

(b) Presence of a force of attraction between the primary and secondary which increases loading of the axles.

(c) Need for close monitoring of the air gap and attention to reaction rails.


(d) Pilferability of Aluminium plate if installed in the open under socio-economic conditions prevailing in developing countries.

In addition to above minus features the whole track is to be laid with windings which is extremely expensive and also there should be additional coils along the track for lateral stability. From considerations of reliability, proneness of technology in Indian conditions, economy in initial capital out lay and running expenses, linear motor technology has not been proposed for Bangalore Metro Rail System.

3.13.6 Interior and gang ways

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 layout of interior panel is blended in such a way that they provide structural integrity to avoid distortion or damage and last the same as the expected life of the train.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.

3.13.7 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 at such location that all the passengers inside the train are able to evacuate within least possible time without conflicting movement. As the alignment passes through underground tunnel and elevated section at 10 to 12 meters above ground, automatic door closing mechanism is envisaged from consideration of passenger safety. Passenger doors are controlled electrically by a switch in Driver cab. Electrically controlled door operating mechanism has been preferred over pneumatically operated door to avoid cases of air leakage and sluggish operation of doors. The door shall be of Plug Swing Type as this has the advantage of being flush with coach body when closed giving it a stream line look apart from increasing the available space along width inside the coach.

3.13.8 Air –conditioning

Since the alignment is mostly elevated at 10 to 12 m height above road level with 20% underground section, it is essential to run the trains with doors closed for safety considerations. With heavy passenger loading of 8 persons/m2 for standee area , doors being closed 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 automatically controlling interior temperature

throughout the passenger area at 27 C with 65% RH at all times under varying ambient condition up to full load. For emergency situations such as power failure or both AC failures etc ventilation provision supplied from battery will be made. Provision shall be made to shut off 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.





3.13.9 Cab Layout and Emergency detrainment door

The modern stylish driver panel shall be FRP moulded which gives maximum comfort and easy accessibility of different monitoring equipments to the driver along with clear visibility .The driver seat has been provided at the left side of the cabin.An emergency door for easy 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.

3.14 Communication

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.

3.15 Noise and Vibration

The Metro alignment passes through heavily populated urban area. Noise and vibration for a metro railway becomes an important criterion from public acceptance viewpoint. Sources of noise are (i) rail-wheel interaction (ii) noise generated from equipment like blower, compressor, air conditioner, door, Inverter etc., and (iii) traction motor in running train .For elimination and reduction of noise following features are incorporated: -

• Provision of anti drumming floor and noise absorption material.

• Low speed compressor , blower and air conditioner.

• Mounting of under frame equipments on anti-vibration pad.

• Smooth and gradual control of door.

• Provision of GRP baffle on the via-duct for elimination of noise transmission.

• Provision of sound absorbing material in the supply duct and return grill of air conditioner.

• Sealing design to reduce the aspiration of noise through the gap in the sliding doors and piping holes.

The lower vibration level has been achieved by provision of bolster-less type bogies having secondary air spring.


3.16 Passenger Safety Features

(i) ATP/ATOThe rolling stock is provided with Continues Automatic Train Protection and Automatic Train Operation to ensure absolute safety in train operation. It is an accepted fact that 60-70% of accidents take place on account of human error. Adoption of this system ensures freedom from human error. The on-board computerized ATC system compares and verifies the continuous data like speed etc .for safest train control

(ii) FireThe rolling stock is provided with fire retarding materials having low fire load, low heat release rate, low smoke and toxicity inside the cars. Electric cables used are also normally low smoke zero halogen type which ensures passenger safety in case of fire.

(iii) Emergency doorThe 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 featuresThe 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) GangwaysBroad gangways are provided in between the cars to ensure free passenger movement between cars in case of any emergency.

3.17 Potential source for Design, Manufacturing and Supply of Metro Coaches

Presently Metro Coaches with above-mentioned features are not manufactured in the country. Delhi Metro rail Corporation has placed a contract for 240 Metro Coaches on a consortium of Mitsubishi Corporation/ Japan, Rotem/Korea & Mitsubishi Electric Corporation/Japan .60 coaches are to be manufactured off-shore and 180 are to be manufactured in India with progressive indigenous content .The consortium has tied up with Bharat Earth Movers Limited, Bangalore for setting up facilities to manufacture 180 coaches for Delhi Metro. BEML/Bangalore being a public sector undertaking is to be developed as a centre for absorption of Metro Coaches manufacturing Technology. Already their engineers and technicians have been trained/ are being trained in ROTEM/Korea. The machinery, Jigs/Fixture brought from Korea has been installed/are under installation at BEML /Bangalore. As a result of collaboration with MRM, BEML would be able to develop as manufacturing base for supply of Metro Coaches with modern features to meet the requirement of future Metro projects in India.


3.18 Requirement of Coaches for Bangalore Metro

Requirements of coaches for East – West and North South corridor is calculated based on following assumptions.Assumptions1. Train Composition planned as under

3 Car Train Composition DMC + TC + DMC 6 Car Train Composition DMC + TC + MC + MC + TC + DMC

2. Train Capacity DMC = 322 (Passengers) TC = 356 (passengers)

3 Car Train = 1000 passengers6 Car Train = 2068 passengers

3. Traffic reserve is taken as one train per section for each line to cater to failure of train on line and to make up for operational time lost.

4. Repair and maintenance has been estimated as 8 per cent of total requirement (Bare+Traffic Reserve) based on IOH & POH interval of 3 and 6 years.

5. Coach requirement has been calculated based on headway during paek hours.

6. The calculated number of rakes in fraction is rounded off to next higher number.

7. Schedule speed is taken as 32 Kmph.8. Turn round time is taken as 3 min at terminal stations.

*****


LIST OF STATIONS (E-W) Attachment 1

PHPDT FOR YEAR 2007

S.N FROM TO

1 MYSORE ROAD TERMINAL DEPANJALI NAGAR 1.12 1104 15000

2 DEPANJALI NAGAR VIJAYA NAGAR 1.23 3704 15000

3 VIJAYA NAGAR HOSHALLI 1.10 8091 15000

4 HOSHALLI TOLLGATE 1.00 20059 15000

5 TOLLGATE MAGADI ROAD 1.25 21598 15000

6 MAGADI ROAD CITY RAILWAY STATION 1.06 22442 15000

7 CITY RAILWAY STATION MAJESTIC 0.75 17379 15000

8 MAJESTIC CENTRAL COLLEGE 1.19 14796 15000

9 CENTRAL COLLEGE VIDHAN SAUDHA 0.62 14595 15000

10 VIDHAN SAUDHA CRICKET STADIUM 1.33 12497 15000

11 CRICKET STADIUM M G ROAD 0.74 11961 15000

12 M G ROAD TRINITY CIRCLE 1.14 9850 15000

13 TRINITY CIRCLE ULSOOR 1.20 8470 15000

14 ULSOOR C M H ROAD 0.89 7182 15000

15 C M H ROAD INDIRA NAGAR 0.93 5642 15000

16 INDIRA NAGAR OLD MADRAS ROAD 0.88 3076 15000

17 OLD MADRAS ROAD BAIYYAPPANHALLI TERMINAL 0.96 2851 15000

TOTAL 17.39 185297

92

INTER STATION

DISTANCE

Traffic Demand in PHPDT

Train carrying capacity

(4min*3car)

* Train carrying capacity with 4 min headway is 15000 , the capacity planned is less than the peak demand. This optimum capacity decided may slightly cause overcrowding on four inter-

station sections, but will avoid excessive underloading on the balance sections

MYSORE ROAD TERMINAL

VIJAYA NAGAR

TOLLGATE

CITY RAILWAY STATION

CENTRAL COLLEGE

CRICKET STADIUM

TRINITY CIRCLE

C M H ROAD

OLD MADRAS ROAD

0

5000

10000

15000

20000

25000

Traffic Demand in PHPDT Train carrying capacity

(4min*3car)

List of Stations :- (North-South) Attachment 2

PHPDT FOR YEAR 2007

S.N FROM TO

1 YESHWANTPUR MAHALAXMI 2.09 6773 15000

2 MAHALAXMI RAJAJI NAGAR 0.97 7514 15000

3 RAJAJI NAGAR KUVEMPU 0.91 11253 15000

4 KUVEMPU MALLESWARAM 0.75 14803 15000

5 MALLESWARAM SWASTIK 1.14 19146 15000

6 SWASTIK MAJESTIC 1.68 16377 15000

7 MAJESTIC CHICKPETE 1.01 19259 15000

8 CHICKPETE CITY MARKET 0.68 19585 15000

9 CITY MARKET KR ROAD 1.19 18300 15000

10 KR ROAD LALBAGH 1.02 17448 15000

11 LALBAGH SOUTH END CIRCLE 0.96 15200 15000

12 SOUTH END CIRCLE JAYANAGAR 0.9 14478 15000

13 JAYANAGAR R V ROAD TERMINAL 0.9 9227 15000

TOTAL 14.2 189363

93

INTER STATION

DISTANCE

Traffic Demand in

PHPDT


(4min*3car)

* Train carrying capacity with 4 min headway is 15000 , the capacity planned is less than the peak demand. This optimum capacity decided may slightly cause overcrowding on six inter-

station sections, but will avoid excessive underloading on the balance sectionsYESHWANTPUR

RAJAJI NAGAR

MALLESWARAM

MAJESTIC

CITY MARKET

LALBAGH

JAYANAGAR

0

5000

10000

15000

20000

25000


(4min*3car)


PHPDT FOR YEAR 2011

S.N FROM TO














14 ULSOOR C M H ROAD 0.89 10049 31020




TOTAL 17.39 224913

INTER STATION

DISTANCE

Traffic Demand in

PHPDT


(4min*6car)

* Train carrying capacity with 4 min headway and 6 car combination is 31020 , Trains will be slightly under loaded


VIJAYA NAGAR

TOLLGATE


CENTRAL COLLEGE

CRICKET STADIUM

TRINITY CIRCLE

C M H ROAD

OLD MADRAS ROAD

0

5000

10000

15000

20000

25000

30000

35000


(4min*6car)


PHPDT FOR YEAR 2011

S.N FROM TO










10 KR ROAD LALBAGH 1.02 19863 15000




TOTAL 14.2 217255

INTER STATION

DISTANCE

Traffic Demand in

PHPDT


(4min*3car)

* Train carrying capacity with 4 min headway is 15000 , the capacity planned is less than the peak demand. This optimum capacity decided may slightly cause overcrowding on some inter-

station sections, but will avoid excessive underloading on the balance sectionsSeelampur

Shastri Park

Tis Hazari

Pratap Nagar

Trinagar

Law rece Roard

Kohat Enclave

0

5000

10000

15000

20000

25000

30000

35000

40000

Actual PHPDT Train carrying capacity (3min) Average of Traffic demand

YESHWANTPUR

RAJAJI NAGAR

MALLESWARAM

MAJESTIC

CITY MARKET

LALBAGH

JAYANAGAR

0

5000

10000

15000

20000

25000


(4min*3car)


PHPDT FOR YEAR 2021

S.N FROM TO














14 ULSOOR C M H ROAD 0.89 17646 41360




TOTAL 17.39 344740

INTER STATION

DISTANCE

Traffic Demand in

PHPDT


(3min*6car)

* Train carrying capacity with 3 min headway and 6 car combination is 41360 , Trains will be slightly under loaded


VIJAYA NAGAR

TOLLGATE


CENTRAL COLLEGE

CRICKET STADIUM

TRINITY CIRCLE

C M H ROAD

OLD MADRAS ROAD

0

5000

10000

15000

20000

25000

30000

35000

40000

45000


(3min*6car)


PHPDT FOR YEAR 2021

S.N FROM TO










10 KR ROAD LALBAGH 1.02 26736 31020




TOTAL 14.2 298979

INTER STATION

DISTANCE

Traffic Demand in

PHPDT


(4min*6car)

* Train carrying capacity with 4 min headway and 6 car combination is 310200 , Trains at 3 stations will be slightly over crowded

YESHWANTPUR

RAJAJI NAGAR

MALLESWARAM

MAJESTIC

CITY MARKET

LALBAGH

JAYANAGAR

0

5000

10000

15000

20000

25000

30000

35000


(4min*6car)

Annexure 3.1

Rake requirement for Bangalore Metro

East-West CorridorLINE - 1 Schedule Speed 32 kmph

YEAR PHPDT RAKE REQUIREMENT

Planned* BARE R&M

2007 17.39 22442 15000 4 18 1 2 21 3CARS 63

2011 17.39 27398 31020 4 18 1 2 21 6CARS 126

2021 17.39 39838 41360 3 24 1 2 27 6CARS 162

North -South Corridor LINE - 2 Schedule Speed 32 kmph

YEAR PHPDT RAKE REQUIREMENT

Planned BARE R&M

2007 14.2 19585 15000 4 15 1 2 18 3CARS 54

2011 14.2 22705 15000 4 15 1 2 18 3CARS 54

2021 14.2 31199 31020 4 15 1 2 18 6CARS 108

Note Rake requirements for East - West and North - South corridors are calculated based on peak traffic demand

DISTANCE KMS

HEADWAY MIN

TOTAL No of Rakes

RAKE CONSIST

NO OF CARSPeak

Traffic Demand

TRAFFIC RESERVE

*Note - For year 2007, the capacity planned is less than the peak demand. This optimum capacity decided may slightly cause overcrowding on four inter-station sections, but will avoid excessive underloading on the balance sections

DISTANCE KMS

HEADWAY MIN

TOTAL No of Rakes

RAKE CONSIST

NO OF CARSPeak

Traffic Demand

TRAFFIC RESERVE

*Note - For year 2007& 2011, the capacity planned is less than the peak demand. This optimum capacity decided may slightly cause overcrowding on some inter-station sections, but will avoid excessive underloading on the balance sections

&

1278

905300

1510

NOTE : All dimensions are in mm

Ø 100 DRAINAGE

(SIGNAL & TEL.)

Ø 100 FIRE WATER

DISCHARGE

TROUGH

1090

RAIL LEVEL

400

CABLETELECOM.

FOR 1435 mm Gauge (SG)DIA 5.2

300

1435

KINEMATIC ENVELOPE ON TANGENT TRACK 50

0

MID VOLTAGE

WALK WAY

ACSR

LIGHTING

LCX CABLE

DIAMETER 5.2 MFINISHED TUNNEL

STATIC PROFILE

K.E.STRUCTURE GAUGEFOR TANGENT TRACK

FOR BANGALORE METRO

270

760

KINEMATIC ENVELOPELEVEL TANGENT TRACK

Ø52

00

3770

3800 20

00

R2600

R2650

CONSTRUCTION TOLERANCE

600

50

600

FOR DFF TRACK

1000

G

F

A

D

E

C

B

G

F

E

D

C

B

A

1641 16411440

100100

1440

2000

390

Figure 3.2

CHAPTER 4

GEOMETRIC DESIGN NORMS ANDDESCRIPTION OF ALIGNMENT

4.0 GENERAL

The design norms related to the metro alignment 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.

4.1 HORIZONTAL CURVES

On consideration of maximum allowable cant of 125 mm and 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 section use of curves with minimum radius of 200 m, having speed of 60 km/h shall be adopted. There are, however, exceptional situations where due to site constraints, use of sharper curves is unavoidable. Under such situations on this project, curves of 120 m radius (safe speed of 40 km/h) have been adopted. However in underground section desirable minimum radius of curve shall be 300 m with absolute minimum of 200 m.For maximum permissible speed on curve with various radii table 4.1 may be referred.

Horizontal curves

Curve radius in mid section:Under Ground Section

Minimum : 300 mAbsolute Minimum : 200 m

Elevated Section Minimum 200 mAbsolute minimum : 120 m

Minimum curve radius at stations : 1000 mMaximum permissible cant (Ca) : 125 mmMaximum cant deficiency (Cd) : 100 mm

Transition curves

Due to undulating terrain of Bangalore city it is necessary to provide frequent vertical curves along the alignment. The existing roads also have frequent curves. These constraints may lead to reduced lengths of transition curves. However for safety and comfort of passengers, the transition curves have to be designed with certain minimum parameters.

- Minimum length of Transitions of

Ch.4 Geometrical Design Norms & Description of Alignment

Detailed Project Report 118

Horizontal curves (m): 0.44 times actual cant or cant deficiency (in mm), which ever is higher.

- Desirable : 0.72 times actual cant or cant deficiency, (in mm) which ever is higher

- No overlap is allowed between transition curves and vertical curves. - Minimum straight between two

Transition curves : either 25 m or NIL.

- Minimum curve length between two transition curves : 25 m

VERTICAL ALIGNMENT

Elevated Sections

Track supporting structures on Elevated sections are to permit a vertical clearance of 5.5 m above road level. For meeting this requirement with the 'U' shaped structural design the rail level shall be at least 8.5 m above the road level. Similarly, the rail level for the stations on road locations (with concourse on sides on ground) shall be at least 10.5 m above the road level in the central portion and 9.5 m at ends. With elevated concourse the rail level at stations shall be 12 m. For the tracks carried on portals on roads, the minimum rail level shall be 9.5 m above the road level. An alternative structural section with pre-stressed box section is also designed which can be used with minimum rail level of 9.3 m above road level. The rail level at stations with elevated concourse will be 11.5 m and on portals the same shall be 9.9 m. The track center on the elevated section is 3.7 m on straight stretches and increased on curves with a maximum of 4.0 m for curves with a radii of 120 m.

4.2.2 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 12.5 m, so that station concourse can be located above the platforms. This requirement has been kept in view while designing the vertical profile. At Majestic, the interchange station between the two corridors, the North - South corridor is proposed below the East - West corridor with the lowest rail level of about 20 m below ground level.

4.2.3 Gradients

Normally the stations shall be on level stretch. In limiting cases station may be on a grade of 0.1 %. Between stations, generally the grades may not be steeper than 2.0 %. However, there are a few situations, where steeper grades are unavoidable. These are:

(i) Switch over ramp between underground and elevated sections where a grade upto 4% is adopted to minimise the length of ramp.



(ii) Where existing road gradients are steeper than 2 % as the elevated section is kept parallel to road surface to minimise rail level (to reduce the pier heights).

- Maximum gradient at stations : 0.1 %- Desirable gradient at stations : level

- Maximum gradient in mid section:Normal : 2.0 %Exceptional : 4.0 %

4.2.4 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.- Minimum radius of vertical curves:

• On main line : 2500 m

• Other Locations : 1500 m

• Minimum length of vertical curve : 20 m

4.3 DESIGN SPEED

The maximum sectional speed will be 80 km/h. However, the applied cant, and length of transition will be decided in relation to normal speeds at various locations, as determined by simulation studies of alignment, vertical profile and station locations. This is with the objective of keeping down the wear on rails on curves to the minimum.

Table 4.1 Cant, Permitted speed and Minimum Transition length for curves

RadiusSpeed

Actual Cant

CantDeficiency

Permitted Speed MinimumTransition

(m) (km/h) (mm) (mm) (kmph) (m)

3000 80 20 8.72 80 10

2000 80 30 13.09 80 15

1000 80 50 36.17 80 25

800 80 60 47.72 80 30

500 80 90 82.35 80 40

400 80 125 90.43 80 55

300 80 125 100 70 55

200 80 125 100 55 55

150 80 125 100 50 55

120 80 125 100 40 55

4.4 STATION LOCATIONS

Stations have been located so as to serve passenger requirements and enable convenient integration with other modes of transport. However effort has also been



made to propose station locations as uniform an inter station distance as feasible. The average spacing of stations is kept close to one km.

ROUTE ALIGNMENT: EAST-WEST CORRIDOR

4.5.1 General Description Of The Route

The alignment starts near Ring road junction on Mysore road with Mysore Road Terminal station on the North side of the road. The centre line of the station is taken as Zero chainage. The stabling facility beyond the station is provided on elevated section, which will also be used, for future extension to further west. Stabling facility for four rakes have been provided at this station so that rakes are stabled during the night and morning services can be started from this end on time.From this station the alignment runs eastward along Mysore Road up to the 'T' junction with Chord Road. At this junction the alignment turns to Chord Road with a left-hand curve. The Deepanjali Nagar station (Km.1.117) is located just after this curve so as to provide the station as close to the junction as possible. After the station the alignment crosses the Bangalore - Mysore railway line over the existing ROB. No serious difficulty is expected at this location for structural arrangement.Further the alignment moves from median of the road to East side at Km. 1.413 and comes back to median at Km. 1.700 due to continuous curves on the road. Thereafter the alignment runs all along this road up to the crossing of Chord road with Magadi Road at Tollgate junction. The length of alignment on the chord road is 3.750 km. Apart from the Deepanjali nagar station, three more stations namely Vijay Nagar (km 2.345), Hoshalli (km 3.444) and Tollgate (km 4.445) are located on this road.

From Tollgate junction, alignment turns into Magadi Road with a reverse curve of 150 m radius and passes over BWSSB area and some private properties. The alignment traverses along the central verge on Magadi road till the BWSSB tanks near the end of the Magadi road. The Magadi road station is located at km 5.600 on this stretch. The alignment is taken off the road near BWSSB tanks (km 6.300) to provide the switchover ramp in the Leprosy hospital area. The alignment is fully underground by the time it reaches the Junction of Magadi road with Tank Bund road.

The alignment continues as underground below the Subhash Nagar colony, Railway quarters. The Bangalore city metro station is provided west of the Bangalore City railway station at km 6.755 with interchange facility with the proposed commuter corridors. The alignment passes below the Bangalore city railway station yard and reaches KSRTC bus stand where a combined station on both E - W and N- S corridors is provided. This station is named Majestic (Km.7.503) for both the corridors. From Majestic Bus stand the alignment goes under the K G Road till Mysore Bank crossing, after that it turns to left on to the Post Office road. The Central College Station (km 8.697) is located just after the curve below the road. It goes further after crossing K R Circle on the Ambedker Road. The Vidhan Soudha under-ground station (km 9.318) is located on this road. The station is close to the Vidhan Soudha and the High Court. After this station the alignment turns into the Cubbon Park with a right hand curve, still underground, and the switch over ramp is provided to come to the surface between the fountain and Bal Bhawan (Jawahar Lal Bhawan). The switch over



ramp is located in such a manner that minimum number of trees are affected in the Cubbon park area. The ramp structure and the landscaping around it will further beautify this area and will not in anyway spoil the picturesque surroundings. The artistic view of the ramp is shown in picture 1.

The alignment is fully elevated before reaching the Queen's circle. An elevated station is provided in the park adjacent to the Chinnaswamy cricket stadium (km 10.643). From Queen’s Circle, the alignment runs on the left edge of the M G Road adjacent to the elevated walkway and continues till Brigade road. The M G Road station (km 11.380) is provided opposite Plaza cinema. After the Brigade road the alignment is brought to the central verge of road and continues till Trinity Circle. The Trinity circle station (elevated) is provided at km 12.522. The artistic view of the elevated corridor is shown in picture 2.

From Trinity circle the alignment moves on the Swami Vivekanand Road. This road has ROW of 12 to 18 m only and has many curves. It is proposed to keep the alignment in the middle of road on Portals so that the road traffic is not affected after construction is complete. Ulsoor station is located at km 13.725 on this road on the land now occupied by the police quarters.

From Swamy Vivekanand road the alignment turns into CMH road with a sharp right hand curve of 120 m radius. On C M H Road it runs on the middle of the road till B M Circle where it turns left with a curve of 120 m radius on to the 100 ft. road on the median. At both ends of CMH road private properties on the corner are affected due to sharp bend in road alignment. CMH road station is provided at km 14.610. Another station Indira Nagar is proposed at km 15.537 on 100ft. road.

From 100 ft road the alignment turns right on to the old Madras road and runs on the eastern edge of the road where it crosses the BEML railway siding and turns into the Vacant land belonging to NGEF and ends opposite Baiyappanahalli railway station. The alignment is brought to surface after crossing the railway siding with a gradient of 3%. Old Madras road station is proposed at km 16.419 which is an "off the road" station. The Baiyappanahalli metro station is at km 17.374 on the surface. The terminal station is located adjacent to Indian railway's Baiyappanahalli station so as to have convenient passenger integration facilities. A full fledged maintenance and stabling depot is being proposed at this location. Provision is kept for extending the corridor further east in future. The index plan of proposed alignment is shown in Fig. 4.1.

4.5.2 Terminal Stations

West terminal :

Mysore road terminal station will be the western terminal on East - West corridor and will have provision for future extension towards Bangalore University. This terminal station is located at the proposed site due to following reasons:

• Station has been proposed on the side of the road with the provision of further extension towards Mysore side to link Bangalore University.



• This station provides integration with ring road junction on Mysore road and can be integrated with feeder bus services from colonies on outskirts of the city on Western side.

• Vacant land is available near this station for utilizing for integration with Bus facility surrounding the Kwality biscuit factory.

East Terminal :

On the Eastern side the existing Indian Railway station of Baiyappanahalli provides integration with the proposed commuter service. The existing Baiyappanahalli station is on important route connecting Bangalore with Chennai. A site suitable for the Depot is also available near the station. This facility avoids the idle running of trains at the beginning/ending of services during Morning and late night. Accordingly, the terminal station is proposed just at the depot area.

4.5.3 Major Roads along the Route

The dead end on the western end at Km (-) 0.400 is located just near main Junction of Ring Road with Mysore Road. This is the lowest point of the whole east-west alignment. The gradients on the Mysore road are very steep and at some locations exceeds four percent. The Alignment is on the Mysore road from Km (-) 0.400 to Km 0.874. From here the alignment turns into the Chord road and remains on Chord road till km 4.735. Most of the stretches on chord road is having park on either side and widening of road is possible because it is main road used for linking Tumkur Road & Mysore Road. From the junction of Magadi road and Chord road at Km 4.735 the alignment goes on the Magadi road. In the beginning the Magadi road is very wide having median but after crossing the T junction with Dr. Rajkumar road at Km 5.246 the road becomes narrow and without any median. The minimum Right of Way is only 12.60 m. The ramp from elevated to underground corridor is provided at the end of this road.

The underground corridor passes below the Bangalore city railway station and KSRTC bus stand with stations at both locations. After KSRTC bus stand the underground alignment goes deep below the K.G. Road and Post office road and crosses the K.R. Circle. At Km 9.200 it goes under the Cubbon park after taking Right hand curve of Radius 150m.

After the switch over ramp in Cubbon Park the elevated corridor crosses the queens road and moves on the side of MG road. On M G road it crosses the St. Marks road / Anil Kumble circle at Km 10.830 and Brigade road (Km 11.521). After crossing the Brigade road it comes to the median and continues till Trinity Junction, Further the alignment crosses the Residency road at Km 11.900 and Dickenson road at Km 12.176 and moves to Swami Vivekanand road. Swami Vivekanand Road is having plenty of curves, beside ROW is also very less (13m) average. In this stretch it crosses Cambridge road at Km 13.500 and after crossing A.Nanjappa circle Km 13.854 the ROW is 25maverage. At km 14.03 the alignment turns to CMH road upto BM Circle (Km 15.300). Further it traces 100 ft road and moves on to the old Madras road till it reaches the terminal station.



The major roads along and across the alignment are given in the Table 4.2.

TABLE 4.2MAJOR ROADS ALONG/ACROSS the E - W ALIGNMENT

Road Chainage (m) Name of Road across the alignmentROW (m)

Elevated Stretch

Mysore Road 29.2

(-) 88 Old Madras Road (Ring Road) 30

1100 Chord Road & Mysore Road junction 34

Chord Road 52

2276 Chandra Layout 21

2986 Ramco 5th main road 25

3317.5 Club Road/20th main road 19

3677Vijaynagar 5th main road/MC layout 8th main road 18

4355 Vijaynagar 3rd cross street 16

4736 Sri Krishna Dev Arayar road 13

Magadi Road 29

4900 Cholurpalya Cross 15

5245 Dr. Rajkumar road 24

6600 Magadi road end / junction 17

Underground Section

7300 Gubbi Thotadappa road 46

7700 Dhanyandhri road 35

K. G. Road 24

7850 Subedar chatram road 22

7968 W. H. Hammanthappa road 23

8109 Kalidas Marg / BVK Iyeangar road 21

8500 Palace road 18

District Office Road 21

9200 K. R. Circle 45

Elevated Section

10540 Queens Circle

M. G. Road 39

10830 St. Marks Road / Anil Kumble Circle 26

11519 Brigade Road / K. Kamraj road 16

11900Field Marshal Kariappa road/Residency road 11

12178 Dickenson road 24

12800 Trinity Church Junction

12857 Kensington road 20

Swamy Vivekananda Road 18

13123 Gowthampuram road 14

13500 Cambridge road 16

13845 A. Nanjappa circle



C M H Road 20

14033 Old Madras road 17

14900 Double road 18.5

15300 100ft Road/BM Circle

Old Madras Road (NH-4) 28

16419 80ft road 25

16755 Surendar Dass road 28

4.5.4 VERTICAL PROFILE

Mysore road, Chord road and magadi road are located on the western side of the city with rolling gradients and sharp curves. The level difference from lowest point on Mysore road to highest point on Magadi road is 87 mts. The Mysore Road stretch of1100 m is continuously rising whereas Chord road and Magadi road have many rise and fall with steep gradients. L-section of E-W Corridor is shown in Fig 4.2. The road gradients in this stretch are given in the Table 4.3.

TABLE 4.3ROAD GRADIENTS

S.No. Chainages (Km) Grade (%) Road Levels(avg.)

1 0-850 3.46 (Rise) 824.802

2 850-975 2.95 (Fall) 837.654

3 975-1075 Level 835.606

4 1075-1375 1.92 (Rise) 838.289

5 1375-1537 3.64 (Rise) 844.124

6 1537-1675 1.95 (Rise) 848.49

7 1675-1975 3.81 (Rise) 855.472

8 1975-2075 Level 861.244

9 2075-2450 1.41 (Fall) 858.674

10 2450-3125 3.44 (Rise) 867.635

11 3125-3900 1.15 (Rise) 883.677

12 3900-4715 2.92 (Fall) 876.231

13 4715-5075 2.88 (Rise) 869.523

14 5075-5325 1.43 (Fall) 872.923

15 5325-5550 3.52 (Fall) 867.178

16 5550-5800 0.89 (Rise) 864.324

17 5800-6700 3.52 (Rise) 881.282

After Magadi Road the road gradient does not vary much. The K.R.Circle is the lowest point between District Office road and Dr. B.R. Ambedker Road. The gradient on MG road, Swami Vivekanand road and CMH road has mild gradients.

The vertical profile adopted along the alignment are shown in the Table 4.4.



TABLE 4.4VERTICAL PROFILE

GRADE TABLE

FROM CHAINAGE

TO CHAINAGEGRADE RISE/FALL

-160 82 0 LEVEL

82 615 4 RISE

615 990 1.2 RISE

990 1240 0 LEVEL

1240 1815 3.4 RISE

1815 2015 -1.25 FALL

2015 2290 0.3 RISE

2290 2415 0 LEVEL

2415 2990 3.5 RISE

2990 3340 2.2 RISE

3340 3590 0 LEVEL

3590 3690 1 RISE

3690 3940 -1 FALL

3940 4353 -3.5 FALL

4353 4515 0 LEVEL

4515 4765 -0.5 FALL

4765 4940 2.25 RISE

4940 5490 -1.2 FALL

5490 5690 0 LEVEL

5690 6315 3.3 RISE

6315 6660 -3.5 FALL

6660 6915 0 LEVEL

6915 6940 1.1 RISE

6940 7390 1 RISE

7390 7640 0 LEVEL

7640 7865 -0.3 FALL

7865 8565 2 RISE

8565 8790 0 LEVEL

8790 8865 -1 FALL

8865 9240 -2 FALL

9240 9465 0 LEVEL

9465 9740 2 RISE

9740 9990 1 RISE

9990 10515 3.5 RISE

10515 10690 0 LEVEL

10690 10865 0.3 RISE

10865 11040 -1 FALL

11040 11315 1 RISE

11315 11490 0 LEVEL

11490 12090 -1 FALL

12090 12440 0.3 RISE

12440 12615 0 LEVEL

12615 13240 -1.5 FALL

13240 13665 -2.25 FALL

13665 13840 0 LEVEL



13840 13965 -2 FALL

13965 14165 -1 FALL

14165 14365 1 RISE

14365 14515 0.4 RISE

14515 14715 0 LEVEL

14715 15415 2.1 RISE

15415 15640 0 LEVEL

15640 15790 -1 FALL

15790 16040 0.8 RISE

16040 16190 -0.3 FALL

16190 16340 0 LEVEL

16340 17065 1 RISE

17065 17340 -3 FALL

4.5.5 CurvatureDue to rolling terrain there are many sharp turns and curves along the roads. This necessitates provision of curves for metro alignment also to keep the same at the median of the roads. The curves are also provided to turn at various intersections. The radius of curves at intersections is kept as low as 120 m to reduce the property acquisition. 44.43 % of the length of the alignment is on curves. The details of curves on East - West Corridor is given Table 4.5.

TABLE 4.5DETAILS of CURVES

CHAINAGE

TP1 TP2 TP3 TP4 RADIUS TRANSITIONCURVE

LENGTH

STRAIGHT BETWEEN

TWO CURVES

-1150.00 START OF ALIGNMENT-964.947 -924.947 -889.012 -849.012 600 40 35.94 286.47

-562.539 -542.539 138.6 158.6 1000 20 681.14 310.57

469.167 524.167 554.535 609.535 350 55 30.37 28.20

637.737 692.737 723.38 778.38 400 55 30.64 40.73

819.11 874.11 985.581 1040.581 150 55 111.47 143.09

1183.671 1238.671 1266.085 1321.085 160 55 27.41 47.64

1368.72 1413.72 1556.379 1601.379 400 45 142.66 43.21

1644.585 1654.585 1836.344 1846.344 3000 10 181.76 178.88

2025.222 2080.222 2183.605 2238.605 200 55 103.38 305.01

2543.614 2563.614 2590.349 2610.349 1500 20 26.74 424.53

3034.881 3054.881 3112.725 3132.725 1000 20 57.84 378.69

3511.419 3566.419 3713.773 3768.773 200 55 147.35 391.21

4159.985 4179.985 4383.913 4403.913 1000 20 203.93 125.62

4529.528 4584.528 4624.833 4679.833 325.1 55 40.30 0.00

4679.837 4734.837 4813.112 4868.112 151.375 55 78.27 0.00

4868.112 4923.112 5062.827 5117.827 151.375 55 139.72 140.57

5258.397 5318.397 5354.18 5414.18 150 60 35.78 40.52

5454.697 5474.697 5522.196 5542.196 3000 20 47.50 79.74



5621.94 5641.94 5749.481 5769.481 4000 20 107.54 136.67

5906.15 5946.15 6020.972 6060.972 1200 40 74.82 103.00

6163.969 6213.969 6245.847 6295.847 684.2 50 31.88 0.00

6295.848 6345.848 6371.086 6421.086 300 50 25.24 240.65

6661.738 6681.738 6941.839 6961.839 1500 20 260.10 204.33

7166.173 7186.173 7269.02 7289.02 1000 20 82.85 229.84

7518.86 7543.86 7619.903 7644.903 1000 25 76.04 81.77

7726.677 7781.677 7830.698 7885.698 300 55 49.02 502.86

8388.562 8443.562 8536.34 8591.34 150 55 92.78 261.95

8853.289 8873.289 8982.169 9002.169 1000 20 108.88 214.75

9216.919 9236.919 9270.712 9290.712 1000 20 33.79 120.67

9411.384 9466.384 9574.114 9629.114 166.605 55 107.73 0.00

9629.117 9674.117 9700.096 9745.096 165 45 25.98 57.84

9802.934 9842.934 9914.575 9954.575 450 40 71.64 156.06

10110.639 10130.64 10170.8 10190.8 1500 20 40.16 92.14

10282.935 10327.94 10388.04 10433.04 450 45 60.10 328.59

10761.625 10801.63 10848.48 10888.48 600 40 46.85 613.82

11502.296 11527.3 11558.02 11583.02 1000 25 30.73 28.91

11611.928 11636.93 11665.21 11690.21 1000 25 28.28 440.25

12130.464 12150.46 12189.46 12209.46 5000 20 39.00 458.20

12667.662 12727.66 12782.63 12842.63 400 60 54.97 49.98

12892.612 12952.61 13041.29 13101.29 300 60 88.68 416.57

13517.863 13572.86 13609.15 13664.15 200 55 36.29 79.51

13743.656 13798.66 13866.31 13921.31 300 55 67.65 55.82

13977.124 14032.12 14082.12 14137.12 150 55 50.00 269.39

14406.513 14446.51 14485.83 14525.83 600 40 39.32 643.94

15169.772 15224.77 15407.81 15462.81 150 55 183.04 347.59

15810.397 15865.4 15958.94 16013.94 120 55 93.54 678.82

16692.763 16747.76 16824.94 16879.94 150 55 77.18 75.63

16955.566 17010.57 17142.19 17197.19 200 55 131.62 351.32

17548.51

4.5.6 Switch Over Ramps

Switch over ramp is required for transitioning the alignment from Elevated corridor to Underground or vice versa. On East - West corridor two such ramps are to be provided. The location of ramp is selected so as to minimise the obstruction on surface but at the same time keep the length of underground corridors to bare minimum.

Ramp on Magadi Road

On east west corridor the eastern ramp is located at the end of Magadi road by diverting the alignment on southern side of the road in vacant land belonging to BWSSB and Hospital. Only some temporary structures are affected. The road at this location needs widening for which vacant land is available.

RAMP on Cubbon Park/MG Road

The Western ramp can be located at three different locations. These locations are



(a) Inside Cubbon Park - opposite children park(b) Between St Marks road and Brigade road on MG road (c) Between Brigade road and Residency road on MG road.

The ramp can be adjusted at any of the above locations. However the merits and demerits of each case has been studied in detail. The three cases are compared as below:

S.No

Description Option-I Ramp in Cubbon Park

Option-II Ramp between St. Marks Road and Brigade Road

Option-III Ramp between Brigade Road & Residency Road

1. Length of under-ground section

3.9 Km 4.7 Km 5.2 Km

2. Number of under-ground stations

4 5 6

3. Cost difference ---- Rs. 110 cr. Higher than option I

Rs. 200 cr. Higher than option I

4. Traffic diversion during construction on MG Road(2 to 2 ½ yrs)

Not required Cut & Cover work will require partial diversion of traffic

Cut & Cover work will require partial diversion of traffic

5. Environment consideration

Require removal / replantation of 40 trees in Cubbon park

Require removal / replantation of 15 trees on the side of Road

No effect

6. Aesthetic Landscaping of ramp is proposed

Ramp Visible on side of M. G. Road

Visible in middle of M. G. Road

7. Parade ground security matters

Screens to be erected.

Screens to be erected

Not affected

From the above comparison it is clear that construction of the ramp in Cubbon park is preferable even aesthetically while environmentally also the mitigation measures can be taken. Hence It is proposed that the cut and cover stretch and surface ramp is located in Cubbon park in such a manner that minimum number of trees will be affected. The surface ramp can be landscaped and merged with surroundings. Two artists views of this are appended.

NORTH SOUTH CORRIDOR

The North - South corridor starts from the Tumkur Road, near the existing Yeshwantapur railway station. There is sufficient space for locating a depot in the area as land can be acquired from Mafatlal & Suryodaya mills, both of which are closed00. The terminal station Yeshwantapur is opposite the Indian Railway Yeshwantapur station with zero chainage at the centre of station. This station is off



the road and thereafter the alignment moves on the median of Chord Road. Further the alignment is taken over the ramp of the ROB and will cross with double elevation at the junction of Tumkur Road and Chord Road. The alignment moves on Chord Road along the edge of the circle at the junction with Dr. Rajkumar road and continues on the median up to short of Mahakavi Kuvempu Road junction. On Chord Road, two stations Mahalaxmi (Km 2.102) & Rajaji Nagar (Km 3.069) are proposed. From Chord Road, the alignment turns to Mahakavi Kuvempu Road with a radius of 120 m and continues in the middle of road up to the approach ramp of ROB over Bangalore City - Tumkur railway line. Two stations namely Kuvempu (Km 3.975) and Malleswaram (Km 4.728) are proposed on this road. To cross the railway line the alignment is taken along south side of the ramp of ROB and turns parallel to Railway track on the 8th Main Road. A few properties are affected at this location and are to be relocated. After crossing the road across railway line (Near RUB - Km 5.449`) the alignment turns in to open area of Binny mill and moves along the boundary of the Binny Mill. There after the alignment starts coming to the surface through Bhima Nagar and Binny Mill to reach the Swastik, station. The station itself is located in the Binny Mill area. After Swastik station the alignment is taken underground through a ramp. The ramp is located on the side of the existing stadium (part acquisition is required) and in the vacant land along the Platform Road and in front of Krishna Floor Mill. The alignment will be fully underground before the junction of Platform Road and Lower Road and continues to be so below the railway land and Railway tracks and reaches KSRTC Bus stand at Majestic. Majestic station (KM. 7.540) of the North - South corridor is proposed below the Majestic station of East - West corridor at right angles.

From Majestic the alignment continues to be underground and passes below the busiest area of Chikpet and Balepet and crosses the BVK Iyenger Road, City Market, Mysore Road flyover, etc. In this stretch two underground stations Chikpet (Km. 8.559) & City Market station (Km. 9.235) are proposed. Both these station are adjacent to the roads and hence can be constructed by cut and cover method.

The alignment after the City Market station (in the Vanivilas hospital area) comes below the junction of Albert Victor Road and K R Road and runs at the middle of the K R Road. A ramp is provided for transition of corridor from underground to elevated. The alignment starts coming up at Km 9.850 and it will be completely elevated before the K R Road station at Km 10.427. After this station the alignment turns to the Vani Vilas Road with the radius of 120 m. At Vani Villas Circle a fly over is proposed along the Vani Vilas Road which needs to be integrated with the metro alignment. Due to this reason a few properties on the North of Vani Vilas Road are affected.

From Vani Vilas Road, the alignment runs on the centre of the road and turns to R V road at the H. Siddiah circle with the radius of 120 m. On R.V.Road also the alignment runs on the median all along the road till the last station, i.e. R.V.Road Terminal at Km 14.180. The other stations located on this stretch are Lal Bagh (Km 11.431), South end Circle (Km 12.386) and Jayanagar (Km 13.288). The terminal station location provides possibility for future extension either to Kanakpura Road or Hosur Road for the link with Electronic city whenever the same is required



4.6.1 Terminal Stations:North Terminal:

On Tumkur road, Yeshwantapur station is the Northern terminal on this corridor and in future the corridor can be extended to Tumkur Road side covering Peenya Industrial area. The location of this station has been chosen with following reasons.

• Station has been located just adjacent to the existing Yeshwantepur Railway Station which provides passenger integration for long distance passengers of Indian Railways as well as the commuters from proposed commuter service for Bangalore.

• Sufficient vacant area is available for a maintenance depot and stabling facilities adjacent to the station location

• Future extension is possible to further North of the city.

Southern Terminal:

R.V.Road terminal station is located at the end of the R.V. Road at elevated position with following considerations.

• This alignment can be extended in future either to the Kanakpura Road or Hosur Road for further link to the Electronic city.

• Sufficient space is available on both side of the road for making the terminal facilities like stabling line etc. Without affecting the properties.

4.6.2 Major Roads along the Route:

The alignment starts on Tumkur Road, where terminal station and depot are located. The alignment has been kept generally along the center verge of important roads when elevated. The major roads with Right of Way (ROW) of these roads along and across the alignment are listed in Table 4.6.

TABLE 4.6

List of Roads along/across the alignment

S. No. Chainage (Km) Road Name ROW (m.)

1. 0.15-0.954 Tumkur Road 50

2. 0.980 Tumkur Road & Chord Road junction 46

3. 0.980-3.20 Chord Road 34

4. 1.20 Road bifurcation left to Majestic 23.5

5. 1.870 Mahalaxmi layout road 40

6. 2.156 Srinivasa Temple road 26

7. 2.563 Rajaji Nagar 1st Block circle

8. 3.25 Chord Road & Kuvempu Road junction 47

9. 3.30-4.874 Mahakavi Kuvempu Road 20

10. 3.310 19th Main 1st Block Rajaji Nagar 17.5

11. 3.536 Navarang Circle 22

12. 4.010 13th Main Road D’Block, Rajaji Nagar 9.5



13. 4.752 Malleshwaram Rly. Stn. Road 9.5

14. 5.078-5.444 Side road of Rly. Line Malleshwaram 19

15. 6.470 Krishna floor mill junction 50

16. 7.000 Upper road to Majestic 22

17. 7.10 Lower Road to Majestic 22

18. 7.653 Tank Bund Road 36

19. 8.170 Chikpet Road 9.8

20. 8.435 B.V.K Iyenger Road 17.2

21. 8.80 Mysore Road flyover 24

22. 9.351 Albert Victor Road crossing 24.3

23. 9.351-10.547 K. R. Road 23

24. 9.642 Shiv Shankar Circle

25. 10.100 S.S.Temple street 13

26. 10.610 Vani Vilas Circle

27. 10.682-11.178 Vani Vilas Road 28

28. 10.924 Vasovi Temple Road 23

29. 11.244 H. Siddiah Circle

30. 11.312-14.451 R. V. Road 29.5

31. 11.738 Asoka Piller Road 29

32. 12.069 Mosque Road 12.5

33. 12.200 Khazi street / 9th cross 14

34. 12.500 South end circle

35. 13.155 27th Cross Road 23

36. 13.549 Diagonal Road/32nd cross 22

37. 13.970 36th Cross Road 23

38. 14.154 38th Cross Road 17

39. 14.361 40th Cross Road 23

4.6.3 Vertical Alignment

Undulating:

As the city has rolling terrain, the gradient on roads are steep with ups and downs at short intervals. This feature is more common on Chord Road and Mahakavi Kuvempu Road. Again from km 12.1 to end of section the terrain is undulating and the gradients are steep. L-section of N-S Corridor is shown in Fig 4.3. The road gradient on these two roads are shown in Table 4.7.

TABLE 4.7Road Gradients

S.No. Chainages (Km) Grade Road Levels(avg.)



1 1.0-1.350 0.69 % (Fall) 918.582

2 1.35-1.600 2.5 % ( Fall) 913.338

3 1.60-1.875 2.0 % ( Rise) 912.419

4 1.875-2.275 0.94 % ( Rise) 918.535

5 2.275-2.650 3.44 % ( Fall) 915.153

6 2.65-2.900 2.80 % ( Rise) 913.025

7 2.90-3.200 Level 917.180

8 3.20-3.775 2.89 % (Fall) 905.806

9 3.775-3.950 Level 894.199

10 3.950-4.200 1.20 % ( Rise) 896.675

11 4.20-4.425 1.30 % ( Fall) 897.094

12 4.425-4.4775 2.29 % ( Rise) 903.035

13 4.775-4.900 Level 909.734

14 11.30 – 12.150 0.10 % (Fall) 907.495

15 12.150-12.60 1.92 % (Rise) 912.269

16 12.60-12.875 2.00 % (Fall) 913.820

17 12.875-13.350 1.66 % (Rise) 915.495

18 13.550-13.750 1.70 % (Fall) 916.001

19 13.750-14.50 1.00 % (Rise) 916.600

Due to these reasons the gradient along the proposed alignment also varies and at many locations exceeds 2%. The gradient at ramp locations is planned as 2.5 % and 2.75%. The list of gradients is given in Table 4.8.

TABLE 4.8VERTICAL PROFILE

FROM CHAINAGE TO CHAINAGE GRADE % RISE/FALL

0 150

150 225 0.75 (RISE)

225 725 0.5 (RISE)

725 1025 1.9 (FALL)

1025 1425 1.1 (RISE)

1425 1575 3.1 (FALL)

1575 2025 1.6 (FALL)

2025 2175 0 LEVEL

2175 2250 1.2 (RISE)

2250 2375 0.5 (RISE)

2375 2675 3.5 (FALL)

2675 3000 3 (FALL)

3000 3235 0 (RISE)

3235 3700 4 (FALL)

3700 3825 2.5 (FALL)

3825 4075 0 LEVEL

4075 4200 0.5 (RISE)

4200 4425 1 (RISE)

4425 4650 4 (FALL)



4650 4825 0 LEVEL

4825 5275 0.5 (RISE)

5275 5525 2.5 (FALL)

5525 5800 4 (FALL)

5800 5975 0 LEVEL

5975 6535 2.5 (FALL)

6535 7035 0.3 (RISE)

7035 7450 1 (RISE)

7450 7675 0 LEVEL

7675 7781 1.5 (RISE)

7781 8315 0.3 (FALL)

8315 8675 0 LEVEL

8675 8825 0.5 (FALL)

8825 9125 1.5 (RISE)

9125 9350 0 LEVEL

9350 9525 1 (RISE)

9525 10325 2.75 (RISE)

10325 10525 0 LEVEL

10525 10675 0.5 (RISE)

10675 11375 1.2 (RISE)

11375 11538 0 LEVEL

11538 11800 1.5 (RISE)

11800 12325 1.75 (FALL)

12325 12500 0 LEVEL

12500 12675 1 (RISE)

12675 12925 1 (FALL)

12925 13225 2.3 (FALL)

13225 13400 0 LEVEL

13400 13725 1.5 (RISE)

13725 13875 1 (FALL)

13875 14125 1.75 (RISE)

14125 14787 0 LEVEL

4.6.4 Curvature

Due to rolling terrain there are many sharp turns and curves along the roads. This necessitates provision of curves for the metro alignment also to keep the same on the median of the roads. Curves are also provided to turn at various intersections. The radius of curves at intersections is kept as low as 120 m to reduce property acquisition. The list of curves along the alignment is enclosed in Table 4.9. Nearly 39.70 % of the length of the alignment is on curves.

TABLE 4.9CURVE DETAILS

CHAINAGE



TP1 TP2 TP3 TP4 RADIUS TRANSITION STRAIGHT BETWEEN TWO CURVES

CURVE LENGTH

-925 START OF ALIGNMENT

-832.436 -792.436 -717.127 -677.127 550 40 29.958 75.309

-647.169 -607.169 -518.258 -478.258 550 40 544.467 88.911

66.209 121.209 230.34 285.34 300 55 222.344 109.131

507.684 562.684 589.293 644.293 375 55 190.617 26.609

834.91 874.91 949.846 989.846 600 40 174.332 74.936

1164.178 1219.178 1338.214 1393.214 150 55 218.94 119.036

1612.154 1667.154 1741.999 1796.999 344.86 55 0.004 74.845

1797.003 1842.003 1864.529 1909.529 476.71 45 0.001 22.526

1909.53 1964.53 1994.906 2049.906 200 55 117.596 30.376

2167.502 2222.502 2250.154 2305.154 255 55 242.181 27.652

2547.335 2557.335 2583.692 2593.692 2400 10 418.37 26.357

3012.062 3032.062 3060.137 3080.137 1500 20 51.326 28.075

3131.463 3186.463 3323.487 3378.487 120 55 139.659 137.024

3518.146 3528.146 3557.026 3567.026 3000 10 159.559 28.88

3726.585 3781.585 3843.853 3898.853 323.85 55 0.002 62.268

3898.855 3923.855 4116.064 4141.064 1000 25 143.878 192.209

4284.942 4309.942 4370.812 4395.812 1000 25 48.672 60.87

4444.484 4499.484 4529.346 4584.346 225 55 25.038 29.862

4609.384 4629.384 4770.886 4790.886 1223.5 20 0.004 141.502

4790.89 4845.89 4877.48 4932.48 200 55 0.003 31.59

4932.483 4987.483 5085.112 5140.112 126.04 55 168.343 97.629

5308.455 5333.455 5372.683 5397.683 1500 25 535.36 39.228

5933.043 5988.043 6097.942 6152.942 300 55 269.814 109.899

6422.756 6462.756 6502.617 6542.617 600 40 286.514 39.861

6829.131 6884.131 6971.218 7026.218 300 55 97.423 87.087

7123.641 7178.641 7252.467 7307.467 300 55 340.53 73.826

7647.997 7702.997 7863.187 7918.187 300 55 34.549 160.19

7952.736 8007.736 8170.208 8225.208 300 55 380.337 162.472

8605.545 8625.545 8735.458 8755.458 1000 20 229.689 109.913

8985.147 9040.147 9075.045 9130.045 310 55 206.346 34.898

9336.391 9376.391 9429.683 9469.683 600 40 95.071 53.292

9564.754 9619.754 9670.34 9725.34 300 55 477.161 50.586

10202.5 10212.5 10280.3 10290.3 6000 10 185.428 67.799

10475.73 10530.73 10652.12 10707.12 120 55 72.453 121.388

10779.57 10819.57 10872.7 10912.7 800 40 194.211 53.134

11106.91 11161.91 11296.75 11351.75 120 55 660.876 134.833

12012.62 12022.62 12089.25 12099.25 12000 10 2335.985 66.627

14435.24 14490.24 14731.96 14786.96 200 55 0.358 241.728

14787.32 END OF ALIGNMENT

4.6.5 Switch-Over Ramps

Near Swastik station:

Swastik station is provided with concourse at ground level with rail level as 6.00 m above ground level. Immediately after the station a falling gradient of 2.5% is



provided to for ramping in the alignment which goes 9 m below the ground level before platform road junction. The alignment of the ramp is kept off the road so that no road is affected either during construction or later on.

Implications of the Switch-Over Ramp (SWR)

Following are the notable implications on the proposed SWR:

1. The entrance to the Stadium needs to be relocated. Also the size of the Stadium will be reduced marginally.

2. The front of Krishna floor mill will be slightly affected due to the ramp.3. The approach of the residential areas/ slum, which are located between the

Bangalore railway line & Platform Road, will need to be modified.

Southern Switch over Ramp

Just after crossing the Shiv Shankar circle, the alignment has to come up on the surface. A gradient of 2.75 % is proposed for switch over ramp. The ramp will cover about 11 m of road width from chainage 9750 to 10200 where the section is completely elevated. In this stretch, one cross road S. S. Temple Street/ Mahila Sanoja Road at KM 10.10 will be blocked due to the ramp.

Both sides of this road have enough space for widening, without affecting any structure. However about 5 m in front of Vittal Mallaya Scientific Research Foundation, the Theosophical Society, KIMS C.T. Scan Centre, Bangalore Gayana Samaj, Bangalore Institute of College, Sri Madhwa Yuvaka Sangha, C. B. Bhandari Jain college & Visvesvarepuram College have to be taken for widening of road. The existing centre verge is 1.10 m wide & Carriageway 8 m wide left side & 7 m wide right side. The ROW is about 25 m average.There is no shop/residence both side of the road, only front of college, school etc. are affected.

4.7 ALTERNATIVE ALIGNMENT

Following alignment options were considered while carrying out the study for the DPR. These options were studied in detail and the best option have been recommended due to the reasons explained herein.

East - West Corridor

(i) M G Road - Options of locating the alignment on the median or on North edge of the road(ii) MG Road to Old Madras Road - Through Murphy Road or Swami Vivekanand Road/CMH Road(iii) Swami Vivekanand Road - Options of locating the alignment on the median, or on South edge of the road(iv) CMH Road to Old Madras Road - via 80' Road, through ADE or through 100' Road



North - South Corridor

(i) R V Road to J P Nagar via Jaya Nagar (11th Main Road)

Alignment on M G Road: Once it was decided to provide elevated corridor on M G Road, further studies were made to work out the location of the piers on M G Road. It is observed that on MG Road from Queens Circle to Brigade Road all the commercial complexes are located on the south side while on the north side raised walkway exists. From Brigade Road to Trinity Circle many structures on the north side of the road also exist. Hence it has been recommended to finalise the alignment on the northern edge of the road from Queens Circle to Brigade Road and on the median of the road from Brigade Road to Trinity so that no permanent structure is affected. However this arrangement will require construction of 4 portals near the Brigade Road to shift the alignment.

It is, however, possible to continue the alignment on the northern edge of the road through the areas presently used for parking of vehicles on the roadside, without affecting permanent structures except the electric substation near Dickenson Road and Defence quarters. This alternative avoids all the portals, a visual intrusion, near the Brigade Road. The shifting of the transformer on the busy M G Road may not be easy as an alternative location is required nearby. The shifting may affect the electric supply to a number of commercial centers on the M G Road. However the proposed alignment is marked and can be seen in Drg no. MRTS-BANG/E-W/01.

MG Road to Old Madras Road - Through Murphy Road or Swami Vivekanand Road/CMH Road: Three options were considered for taking the alignment from MG Road to Baiyappanahalli Depot. These are (i) MG Road to Murphy Road/Old Madras Road; (ii) MG Road to Swami Vivekanand Road to Old Madras Road and (iii) MG Road to Swami Vivekanand Road - CMH Road - Old Madras Road. These alternative alignments can be seen in Drg.no.MRTS BANG/E-W/02.

The first option is the same as earlier proposed ELRTS alignment. This alignment is not recommended due to (a) minimum ridership of the three alternatives as the alignment passes through open areas and (b) even with a curve of 120 m radius a part of the Taj Residency Hotel on the corner of MG Road is affected.

In the 2nd option also the ridership is lower than the third option as almost 2 km length of the corridor passes through sparsely habitated areas.

The third option gives the maximum ridership as it passes through the heavily populated area and serves important colony (Indira Nagar) and adjoining areas in the West.

Swami Vivekanand Road: The right-of-way on Swami Vivekanand Road varies from 12 m to 21 m. The Road width is only 12 m. The alignment is taken through this road as the traffic projection through this route is higher as compared to the route via Murphy Road.

Due to right-of-way constraint the alignment was originally proposed on the south footpath of the road. However acquisition of about 15 -20 m width of land from the



Defence workshop would have been required for this option including part dismantling of the existing workshop building. This would have been a time consuming process. All attempts to carry out survey inside the premises failed as permission was not granted due to security reasons.

Thus the alignment is planned on the middle of road. This can be done either by providing portals or a central pier. In case of portals the height of rail level will be about 1 m extra and additional cost of substructure is also involved. The extra cost involved is of the order of Rs.15 crores. In case of central pier 4 wheeler traffic during construction is to be diverted to Murphy Road.

CMH Road - Three options were studied to continue the alignment from CMH Road to Old Madras Road. These are through - (a) 100' Road (b) 80' Road and (c) ADE. The radius of curves required for turning either on 80' Road or 100' Road is 120m. In case of the alignment moving on 80' Road, it will result in taking the alignment over the temple area which is not desirable. The number of properties (and area for acquisition) affected in either case is same. The other alternative of continuing the alignment through ADE has following problems :

(i) Permission to acquire 20 m corridor in the Defence land which is time consuming process(ii) The elevated guideway being close to the explosives storage which may not be agreed by Commissioner of Metro Railway Safety (CMRS).(iii) Crossing of Old Madras Road near the BEML railway siding to reach Baiyappanhalli. There is a proposal to utilise the existing siding for commuter rail service in future with provision of laying one more line along with electrification of these lines. This will necessitate a road over bridge or underpass on Old Madras Road across the railway lines with provision for permitting traffic movement on Suranjandas Road. Construction of Road over-bridge will clash with the elevated structure of Metro system while underpass may not provide full traffic movement on Suranjandas Road.

Thus the 1st option of taking the alignment through 100' Road has been recommended as it has following advantages

• Station is located in busy residential area on important road.

• No controversy regarding acquisition of land from important temple.

• No delay in construction and implementation.

• No conflict with future ROB over BEML siding.


R V Road to J P Nagar via Jaya Nagar (11th Main Road): Two alternatives were considered for alignment beyond the Southend Circle (a) South end Circle to Jayanagr (11th Main Road) to J P Nagar phase VI and, (b) Southend Circle to R V Road terminal. Alignments in both the alternatives are parallel about 1.75 km apart. The ridership on the corridors is also more or less similar. However the alignment in J P Nagar comes to an dead end with no possibility for its extension in future. Also enough space for stabling of rakes in J P Nagar area is not available.



The alignment on R V Road is straight with sufficient land on both sides, of the road for stations, integration areas, receiving substation and stabling of rakes. The corridor can be extended further south through a turn in either direction for going to Kanakpura or Hosur Road/Electronics City.



NALLA

LANE

CANAL ROAD

I L U P P A I T H O P P U

S W A M

Y V I V

E K A N A N D A R O

A D

TRINITY CHURCH JUNCTION

M G R O A D

S W A M Y V I V E K A N A N D A R O A D

HOLY TRINITY CHURCH

TRIN

ITY

CH

UR

CH

RO

AD

KE

NS

ING

TON

RO

AD

KA

LIYA

MM

A TE

MP

LE R

OA

D

GO

WTHAM

PURAM RO

AD

S W A M Y V

I V E K A N A N D A R

O A D

CAMBRIDG

E ROAD

BAZAAR STREET

AP

PA R

AO

LA

NE

G STREET

I L U P P A I T H O P P U

A.NANJAPPA CIRCLE

SA

DH

AS

IVA

MU

DA

LITA

Y R

OA

D

RAMAKRISHNA MUTT ROAD

15th

CR

OSS

ST

MAIN CANAL ROAD

OLD M

ADRAS CROSS RO

AD L A K S H M I P U R A M U L S O O R

19th

CR

OS

S

18th

CR

OS

S S

T

17th

CR

OS

S S

T

16th

CR

OSS

ST

20th

CR

OSS

ST

NALLA

LANE

NALLA

CANAL ROAD

LAKSHMIPURA MAIN ROAD

21st

CR

OSS

ST

11th

CR

OSS

ST

11th

A C

RO

SS S

T

OLD M

ADRAS ROAD

THA

MA

RA

I KA

NN

AN

RO

AD

19th

A C

RO

SS S

T

19th

CR

OSS

ST

18th

B C

RO

SS

ST

18th

A C

RO

SS S

T

12th

CR

OSS

ST

13th

CR

OSS

ST

14th

CR

OSS

ST

OLD M

ADRAS ROAD

BHASKARAN (MURPHY) ROAD

C H I N M A Y A M I S S I O N H O S P I T A L R O A D

16th

CR

OSS

ST

DO

UB

LE R

OA

D

PAM

PAM

AHAK

AVI R

OAD

17th

CR

OS

S S

T

17th

D C

RO

SS S

T

13th

CR

OS

S S

T

DO

UB

LE R

OA

D

TWE

LVE

TH C

RO

SS

ST

17th

B C

RO

SS

ST

17th

CR

OSS

ST

13th

CR

OS

S S

T

NIN

TH C

RO

SS

ST

I N D I R A N A G A R S E C O N D S T A G E

ELE

VE

NTH

CR

OS

S S

T

FOU

RTH

CR

OS

S S

TTE

NTH

CR

OS

S S

T

TO A

IRP

OR

T R

OA

D

R E S I D E N T I A L A R E A


Ist C

RO

SS

DE

FEN

CE

CO

LON

Y

Ist C

RO

SS

RO

AD

Ist C

RO

SS

RO

AD

50 FEET ROADINDIRA NAGAR I STAGE

I N D I R A N A G A R F I R S T S T A G E

5th MAIN ROADINDIRA NAGAR Ist STAGE

IInd CROSS

100

FEE

T R

OA

D N E W B I N N A M A N G A L A

Ist M

AIN

RO

AD

Ist M

AIN

RO

AD

Ist A

CR

OS

S


80 F

EE

T R

OA

D

8 0

F E

E T

R

O A

D

N A T I O N A L H I G H W A Y N o . 4 (O L D M A D R A S R O A D )

OLD

BYA

PPA

NA

HA

LLI R

OA

D

N A T I O N A L H I G H W A Y N o . 4 (O L D M A D R A S R O A D )

BYAPPANAH

ALLI NEW

EXTN

SID

ING

SU

RE

ND

AR

DO

SS

RO

AD

80 F

EE

T R

OA

D80

FE

ET

RO

AD

Drg. No.: MRTS BANG/E-W/02

N

ALTERNATIVE ALIGNMENT TO OLD MADRAS ROAD

C:\WINDOWS\Desktop\Final DPR Banglore\final 28.3\map.jpg

INDEX PLAN

C:\WINDOWS\DESKTOP\CA.jpg

BANGALORE METRO PHASE-I

CENTRAL

VIDHAN SAUDHA

CRICKET STADIUM

M.G.ROAD

TRINITY

ULSOOR

SWASTIKSTATION

MAJESTICSTATION

CHICKPETESTATION

CITY MARKETSTATION

K.R.ROADSTATION

LALBAGHSTATION

CITY RAILWAY

COLLEGE

MAHALAXMISTATION

RAJAJI NAGARSTATION

KUVEMPUSTATION

MALLESWARAMSTATION

YESWANTPURSTATION


TOLL GATE

VIJAY NAGAR

HOSHALLI

MAGADI ROAD

DEEPANJALI NAGAR

SOUTH END CIRCLESTATION

JAYA NAGARSTATION

R.V.ROAD TERMINALSTATION

C.M.H.ROAD INDIRA NAGAR

OLD MADRAS ROAD

BAIYAPANAHALLITERMINAL

ELEVATED Section

LEGEND

UNDERGROUND Section

FIG.4.1

INDEX SECTION

10.2

0488

2.78

787

2.58

350

15.0

11.6

05

16.6

76

12.9

36

10.7

21

13.1

35

RAIL LVL

GROUND LVL

CHAINAGE

852.

824

851.

974

849.

274

844.

474

833.

474

826.

474

826.

474

810.

104

838.

694

838.

079

835.

444

813.

569

824.

474

842.

104

1240

.0

1015

.0

740.

0

515.

0

240.

0

15.0

-160

.0

896.

024

882.

604

3240

.0

891.

074

879.

854

3015

.0

869.

824

862.

174

869.

099

874.

224

882.

099

869.

774

861.

959

849.

764

861.

288

871.

378

859.

744

856.

639

1740

.0

1515

.0

2515

.0

2740

.0

2015

.0

2240

.0

897.

924

897.

674

881.

174

880.

049

884.

799

892.

674

864.

498

870.

588

875.

054

883.

034

888.

124

886.

069

4515

.0

4740

.0

4240

.0

4015

.0

3740

.0

3515

.0

DEEPANJALI NAGAR (ELEVATED)

GROUND PROFILE

RAIL PROFILE

PIER HEIGHT

16.3

7

11.1

95

9.039.0

13.2

8

10.7

2

12.9

05

CH:1117

CH:0.00

MYSORE ROAD TERMINAL(ELEVATED) CH:4448

13.4

2

11.2

2

7.86

5

12.4

1

9.35

5

CH:2345

VIJAYA NAGAR (ELEVATED)

9.8

9.46

1

9.74

5

9.64

(ELEVATED)TOLL GATE

CH:3446(ELEVATED)HOSHALLI

-13.

433

-12.

703

-13.

138

-13.

293

-13.

543

-14.

088

-12.

683

-3.4

33

-11.

683

12.4

62

11.4

52

11.8

72

9.75

9

10.0

74

12.9

74

10.1

04

-8.9

62

-6.4

27

-8.3

67

-12.

232

-13.

297

-13.

158

879.

862

888.

937

877.

387

880.

087

885.

762

896.

362

890.

137

870.

103

878.

863

864.

413

868.

968

894.

723

886.

258

896.

563

5740

.0

6015

.0

6740

.0

6240

.0

6515

.0

5515

.0

5240

.0

897.

862

903.

362

893.

362

911.

294

916.

064

906.

499

8240

.0

8515

.0

8015

.0

887.

037

889.

287

890.

537

898.

903

899.

268

902.

583

7515

.0

7015

.0

7240

.0

890.

162

903.

319

7740

.0

921.

987

912.

6810

515.

0

905.

362

913.

237

897.

112

901.

362

895.

612

903.

862

899.

612

917.

154

913.

154

908.

794

906.

419

911.

199

913.

044

908.

294

1001

5.0

1024

0.0

9515

.0

9740

.0

9240

.0

8740

.0

9015

.0

918.

012

918.

037

920.

762

923.

012

923.

012

920.

762

922.

212

907.

392

908.

757

908.

89

910.

55

911.

56

908.

58

913.

765

1201

5.0

1224

0.0

1174

0.0

1124

0.0

1151

5.0

1101

5.0

1074

0.0

EAST WEST CORRIDORBANGALORE METRO PHASE-I

CENTRAL COLLEGE

(U.G.)CH:8697

CH:7503CH:5600

11.1

19

CITY RAILWAYS STN.

CH:6755(U.G.)

(ELEVATED)MAGADI ROAD (U.G.)

MEJESTIC

9.30

7

6.81

8

8.44

7

12.1

82

10.6

2

9.28

CH:10643(ELEVATED)

CRICKET STADIUMCH:9318(U.G.)

VIDHAN SAUDHA CH:11380(ELEVATED)M.G.ROAD

12.4

22

12.3

22

10.4

47

12.5

82

10.5

47

10.2

32

12.3

27

11.9

95

908.

624

912.

187

916.

312

899.

624

896.

374

902.

437

887.

557

898.

797

893.

337

902.

557

903.

427

886.

417

1374

0.0

1401

5.0

1324

0.0

1351

5.0

1301

5.0

1274

0.0

918.

562

918.

562

906.

567

906.

567

1251

5.0

1251

5.0

896.

124

912.

424

911.

174

904.

549

909.

274

898.

774

897.

724

885.

347

900.

102

899.

772

893.

288

898.

827

886.

192

885.

302

1551

5.0

1574

0.0

1524

0.0

1424

0.0

1501

5.0

1474

0.0

1451

5.0

919.

474

911.

164

916.

724

912.

474

914.

474

912.

924

909.

242

908.

522

907.

312

900.

147

906.

032

902.

377

1701

5.0

1734

0.0

1674

0.0

1624

0.0

1651

5.0

1601

5.0

(ELEVATED)INDIRA NAGAR

9.63

12.8

85

11.7

27

9.82

7

9.1

9.95

7

10.7

77

11.2

61

11.4

02

ULSOOR(ELEVATED)CH:13725

TRINITY CIRCLE(ELEVATED)CH:12522

CH:15537

CH:14610(ELEVATED)

C.M.H.ROAD

2.64

2

9.41

2

8.44

2CH:16419(ELEVATED)

OLD MADRAS ROAD

(ELEVATED) CH:16419BAIYYAPPANHALLI TERMINAL

-10.

918

911.

3292

2.23

827

50.0

911.

236

915.

177

921.

025

913.

825

914.

132

913.

202

919.

487

917.

494

912.

284

915.

522

911.

797

GROUND LVL

Chainage 0.0

250.

0

500.

0

1750

.0

2000

.0

2250

.0

2500

.0

750.

0

1000

.0

1250

.0

1500

.0

GROUND PROFILE

-9.3

31

-11.

216

DIFF (GL-RL)

-8.7

91

RAIL LVL

923.

5

924.

313

923.

463

-8.2

13

-10.

663

-12.

977

-13.

036

924.

213

928.

213

929.

238

924.

488

-10.

276

-9.8

19

-11.

811

925.

013

929.

763

927.

313

-10.

766

922.

563

894.

019

891.

549

892.

501

895.

758

898.

698

897.

528

910.

802

909.

569

915.

276

902.

238

894.

578

894.

455

900.

022

917.

3530

00.0

3250

.0

3500

.0

3750

.0

4000

.0

4250

.0

4500

.0

4750

.0

907.

85

901.

29

5000

.0

5250

.0

5500

.0

5750

.0

6000

.0

6250

.0

6500

.0

6750

.0

-10.

54

-17.

21

-8.9

36

909.

238

914.

738

919.

738

-14.

535

-13.

408

-11.

638

-12.

712

-15.

75

928.

988

927.

988

917.

988

909.

113

907.

863

-0.2

37

9.27

-7.2

19

-7.4

39

-9.1

69

-9.6

38

-9.9

48

918.

738

917.

488

911.

238

901.

238

898.

988

892.

738

886.

488

15.0

188

5.01

2

905.

535

903.

313

900.

963

900.

578

900.

551

903.

577

896.

604

896.

758

902.

741

903.

864

902.

128

898.

992

897.

508

898.

152

900.

3190

00.0

894.

75

7000

.0

7250

.0

7500

.0

7750

.0

8000

.0

8250

.0

8500

.0

8750

.0

905.

01

9250

.0

9500

.0

9750

.0

1000

0.0

1025

0.0

1050

0.0

1075

0.0

1100

0.0

13.2

7788

7.03

3

13.4

17

11.4

67

12.9

75

18.8

05

15.8

21

15.7

15

19.6

02

20.1

91

884.

262

881.

937

880.

187

881.

687

882.

437

883.

187

883.

283

883.

783

-10.

198

-10.

33

-11.

732

14.7

27

6.15

5

-3.0

7

-9.1

56

890.

283

897.

158

904.

033

910.

908

912.

283

912.

733

915.

733

14.2

0888

8.53

3

917.

121

912.

075

916.

816

920.

617

920.

689

909.

369

915.

806

913.

155

911.

786

919.

036

919.

189

907.

089

905.

918

907.

303

1225

0.0

1250

0.0

1275

0.0

1300

0.0

907.

91

1125

0.0

1150

0.0

1175

0.0

1200

0.0

1325

0.0

1350

0.0

1375

0.0

1400

0.0

1425

0.0

1450

0.0

1462

5.0

-15.

134

-15.

126

-9.8

14

-12.

965

924.

495

925.

62

926.

12

926.

92

-12.

023

-10.

64

-11.

644

918.

733

919.

933

916.

558

-12.

817

920.

12

-11.

903

-11.

831

-12.

524

-15.

07

-13.

954

-12.

484

931.

52

929.

645

927.

145

930.

77

932.

52

932.

52-1

3.33

193

2.52

RAJAJI NAGAR STATION(ELEVATED)

CH:0.00(ELEVATED)

YESHWANTPUR STATION

RAIL PROFILE

CH:2102(ELEVATED)

MAHALAXMI STATION

CH:11431(ELEVATED)

LAL BAGH STATION

INDEX SECTIONBANGALORE METRO PHASE-INORTH-SOUTH CORRIDOR

(ELEVATED) MALLESWARM STATION

CH:3069

(ELEVATED) CH.3975 KUVEMPU STATION

CH:5864(AT GRADE)

CH:4728

SWASTIK STATION(U.G)

CHICKPETE STATION

CITY MARKET STATION(U.G) CH:7540 MAJESTIC STATION

(U.G) CH:8559 K.R.ROAD STATION

CH:10427(ELEVATED)

CH:9235(ELEVATED)

CH:13288

JAYA NAGAR STATION

SOUTH END CIRCLE STATION

CH:12386(ELEVATED)

(ELEVATED) CH:14180 R.V.ROAD TERMINAL

FIG.4.2 FIG.4.3

CHAPTER 5

CIVIL STRUCTURES & CONSTRUCTION METHODOLOGY

5.0 CHOICE OF SUPERSTRUCTURE

5.1 The choice of superstructure has to be made keeping in view the ease of constructability and the maximum standardization of the form-work for a wide span ranges.

5.2 Following type of superstructures have been considered:

(i) Precast segmental box girder using external unbonded tendons.(ii) Precast segmental U-Channel superstructure with internal pre-stressing.

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 superelevation can be easily accommodated.

• Segmental construction permits reduction of construction time as segments may be manufactured while the substructure work proceeds, and assembled rapidly thereafter.

• Segmental construction protects the environment as only space required for foundation and sub-structure is required at site. The superstructure is manufactured at a place away from busy areas and placement of superstructure is done with the system erected from piers at heights.

• Segments are easy to stack in the casting yard/sticking yard in more than one layer, thereby saving in requirement of space.

• It is easier to transport smaller segments by road trailers on city roads.

• It is easy to incorporate last minute changes in span configuration if the site situation so warrants.

• Interference to 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, this technique shows an exceptionally high record of safety.

5.3 COMPARATIVE ADVANTAGES/DISADVANTAGES OF THE TWO TYPES OF SUPERSTRUCTURES EXAMINED ARE GIVEN BELOW :

5.3.1 Segmental Box Girder

This essentially consists of precast segmental construction with external prestressing and dry joints and is by far the most preferred technique in fast track projects. In such construction the prestressing is placed outside the structural concrete (but inside the box) and protected with high density polyethylene tubes

Ch 5 Detailed Project Report 140

Civil Structures & Construction Methodology

which are grouted with special wax or cement. The match cast joints at the interface of two segments are provided with shear keys as in traditional segmental construction. However, epoxy is dispensed with because water tight seal at the segment joints is not required in association with external tendons. The schematic arrangement is shown at Fig. 5.1.

The main advantages of dry-jointed externally prestressed precast segmental construction can be summarized as follows:-

• Simplification of all post-tensioning operations, especially installation of tendons.

• Reduction in structural concrete thickness as no space is occupied by the tendons inside the concrete.

• Good corrosion protection due to tendons in polyethylene ducts; the grout inspection is easier and leaks, if any, can be identified during the grouting process.

• Simplified segment casting. There is no concern about alignment of tendons. Increased speed of construction.

• The elimination of the epoxy from the match-cast joints reduces costs and increases speed of construction further.

• Replacement of tendons in case of distress is possible and can be done in a safe and convenient manner.

• Facility for inspection and monitoring of tendons during the entire service life of the structure.

5.3.2 Segmental ‘U’ Girder

The single U type of viaduct structure is also a precast segmental construction with internal prestressing and requires gluing and temporary prestressing of segments. The match cast joints at the interface of two segments are also provided with shear keys. The main advantages for this type of structural configuration of superstructure are:-

• Built-in sound barrier.

• Built-in cable support and system function.

• Possibility to lower the longitudinal profile by approximately 1m compared to conventional design.

• Built-in structural elements capable of maintaining the trains on the bridge in case of derailment (a standard barrier design does not allow this)

• Built-in maintenance and evacuation path on either side of the track.

Although, there may be a saving in the construction time for segmental box girder option by almost one day but the 2nd option is recommended for Bangalore Metro considering the advantages as highlighted above, particularly, considering the fact that the 2nd option has inbuilt features such as top flange of ‘U’ Channel which acts as an evacuation path on either side of the tracks and also possibility to lower the longitudinal profile of the elevated viaduct. The schematic arrangement for this is shown in Fig. 5.2.



5.4 GENERAL

5.4.1 Two corridors, i.e. the East – West and the North – South have been proposed for Bangalore Metro. Both these corridors are mainly elevated corridors, located on the median of the roads. However, in the central business district area, these corridors will run underground with switch-over ramps for transitions from elevated to underground length. A small stretch is on the surface for each of the two corridors. The depot on the East – West corridor at Baiyappanahalli is on the surface while the depot at Yeshwantapur on the North – South corridor will be on elevated structures. The break-up of length (in meters) of the two corridors is given below:-

Corridors Total Elevated Ramp Underground Surface

East – West 18100 13760 590 3400 350North - South 14900 10500 800 3300 300

5.5 CONSTRUCTION METHODOLOGY

5.5.1 Surface Section of the Corridors

The surface corridors on the North – South alignment is of very small length and is limited to only Swastik Station and this can be combined with the construction of the station structure. However, the surface sections on the East – West corridor is adjacent to the depot and Baiyyappanhalli terminal station. Construction of these

small sections is to be carried out as for any other railway embankment.

5.5.2 Elevated Sections of the Corridor

The elevated stretches are distinctly divided into 4 sections i.e. two on each corridor. Length of the elevated sections on the East – West corridor on west side, it is 6.97 Km & east side is about 7.38 km while on the North – South corridor, it is 6.45 km on the North side and 4.80 km on the South side. Thus the elevated sections can be constructed through 4 different contracts.

5.5.3 Pre-Cast Construction

For the elevated sections It is recommended to have pre-cast segmental construction for super structure for the viaduct. For stations also the superstructure is generally of pre-cast members. The pre-cast construction will have the following advantages:-

• Reduction in construction period due to concurrent working for substructure and superstructure.

• For segmental, pre-cast element (of generally 3.0m length), transportation from construction depot to site is easy and economical.

• Minimum inconvenience is caused to the public utilising the road as the superstructure launching is carried out through launching girder requiring narrow width of the road.

• As the pre-cast elements are cast on production line in a construction depot, very good quality can be ensured.



• The method is environment friendly as no concreting work is carried at site for the superstructure.

5.5.4 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 areas, batching plant with storage facilities for aggregates and cement, site testing laboratories, reinforcement steel yard, fabrication yard, etc. An area of about 2.5 Hect. to 3 Hect is required for each construction depot (one per contract).

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.

5.5.5 Launching Scheme

Launching girder is specially designed for launching of segments. The launching scheme is shown in the figure No 5.3 to 5.8 Initially, the launching girder is erected on pier head at one end of the work. The segments are lifted in sequence as shown in the Fig. No.5.3 to 5.8 and 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.

5.5.6 Sub-structure

Sub-structure for the elevated section will consists of open foundations in rock area and pile foundations where soil is encountered or rock is more than 5 to 6 m below the ground level. It is proposed to provide 4 piles of 1200 mm diameter. A pile cap of thickness of about 2 m will be cast over the piles. It is proposed to keep the pile cap /open foundation top about 500 mm below the road level so as to provide necessary drainage from the viaduct and leave space for crossing of utilities if necessary.

Circular pier of about 1600 mm diameter is proposed to cast in single lift including pier cap to give good finish without any joint in the concrete. For protection of the pier from collision from moving vehicles on the road, a concrete guard is also provided around the pier up to a height of 1 m (GAD of elevated viaduct for standard span of 25m is shown at Fig. 5.1)



5.6 CONSTRUCTION OF THE STATIONS

5.6.1 It is proposed to construct the elevated stations with elevated concourse over the road at most of the locations to minimise land acquistion. To keep the rail level low, it is proposed not to take viaduct through the stations. Thus a separate structural configuration is required (although this may necessitate the break in the launching operations at each station locations)

5.6.2 Sub-structure for the station portion will be similar to that of viaduct and will be constructed in the same manner. However, there will be 3 rows of piers in the station area which will be located on the median and on foot paths on either side.

5.6.3 Super-structure will consist of 3 precast U Girders for supporting the track structure and I Girders / Double T Girders for supporting the platform and concourse areas. A pre-cast or cast-in-situ prestressed cross girder will be required over the middle piers for supporting the platform structure. L-shaped pre-cast cross girders are planned for supporting the concourse girders and escalators at mezzanine level. All the members will be pre-cast in the construction depot and launched at site through cranes.

5.6.4 On the East – West corridor, there are 14 elevated stations and on the North – South corridor, there are 10 elevated stations, it is proposed to have 3 contracts for East West Corridor and 2 Contracts for North - South corridor for the construction of the stations. Thus, a total of five contracts will be required. The required land for construction depots for these five contracts have been identified at the following locations:-

1. Km. 2.800 of EW Corridor 3 vacant plots opposite to BMTC Depot, right side of alignment.

2. Km. 5.699 of EW Corridor, 2 vacant plots, one on left & other on right side of alignment.

3. Km. 8.80 of the E-W corridor, one playground on right side of alignment.4. Km. 5.864 of the N-S corridor inside the Binny Spinning mill of the Swastik

Station.5. Km 8.554 of the N-S corridor, two school premises on middle of the

alignment.6. Km. 14.194 of the N-S Corridor, open park on left side of alignment.

5.7 GRADE OF CONCRETE

It is proposed to carry out construction work with design mix concrete through computerised automatic batching plants with following grade of concrete for various members as per design requirement/durability considerations.

i) Piles, Pile cap and open foundation - M -30 ii) Piers - M -40 iii) All precast element for viaduct and station - M -45iv) Cantilever piers and portals - M -45

M -60v) Other miscellaneous structure - M - 30For all the main structures, permeability test on concrete sample is recommended to ensure impermeable concrete.



5.8 REINFORCEMENT AND PRESTRESSED STEEL

It is proposed to use HYSD 415 or TMT steel as reinforcement bars.For pre-stressing work, low relaxation high tensile steel strands with the configuration 12 T 13 and or 19 K 15 is recommended (confirming to IS:14268).

5.9 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 8m will be required for construction and the same will be barricaded. It is proposed that two lanes are provided for traffic on

either sides during construction by widening of roads, if necessary. In certain cases, one way traffic may be resorted to.

5.10 UNDERGROUND CONSTRUCTION

Detailed geo-technical investigations have revealed that in the areas where underground tunnelling has been proposed, hard rock is not expected to be met except on the stretch from km 8.751 to km 9.018 on the Post Office Road where hard rock is approximately 8 m. below the ground level. The ground water table for underground construction is also expected to be between 3 to 5 m. Earth pressure balanced mechanised shields with an external diameter of 5.95 m. and a finished internal diameter of 5.2 m. can be successfully employed for boring tunnels through this soil strata. The tunnels should have a minimum cover of 6 m. ordinarily and in exceptional areas it can be reduced to even 3.52 m. with special precautions. Cutter wheels of these shields should be capable of cutting through stiff hard soil and not through rock. The shield operations will not cause any ground settlement of more than 8 to 10 mm provided the required pressure in front of the shield is maintained.

DMRC has taken expert opinions from internationally reputed tunnel shield manufacturers like M/s Herrenknecht of Germany and they have opined that there will be no difficulty in designing and supplying the required tunnel shields for this project together with the backup ancillary equipments needed for excavating the tunnels. These manufacturers generally take about nine months time for design and supply of a tunnel shield.

The Herrenknecht shields used in Delhi Metro construction have performed excellently well in soft soil giving a maximum rate of 25 m. of finished tunnel progress a day and an average rate of 9 to 10 m. a day. The tunnel shields will be assembled in the station shaft of City Railway Station and the drive will be continuous right up to the end of Cubbon Park. The shields will go through the station excavations for which it is necessary to ensure that the station excavations are complete (though not the station box) before the shields reach the respective locations. After the up line tunnel is completed the shield has to be dismantled and brought back to the starting shaft and the down tunnel has to be driven.

In regard to the North South line the starting shaft is proposed just after the ramp near the Swastik station and the two tunnels should be driven from this starting



shaft. The exit shaft for dismantling and taking out the shields could be the City Market Station itself.

In the location where the rock level is high on the Post Office Road the Central College Station is located which in any case will be done by cut and cover method. This station will cover a length of about 230 m. and possibly the EPBM shield may not have to reach the rock level beyond the station. This can, however, be established only after the detailed bore holes are taken at the critical locations during the detailed design stage.

All the underground stations have been proposed as cut and cover with top-down method. The diaphragm walls for such station constructions would be 80 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. It may be necessary to lower the water table for such cut and cover constructions by suitable de-watering schemes which will also re-charge the water table outside the diaphragm wall periphery so that no settlement of buildings take place. The total length of tunnelling for the two lines including up and down lines would be 13.40 kms. It is possible to complete this length of tunnelling with only two shields, one for the East-West line and the other for the North-South line.

While for constructing of the underground stations suitable land is available, only for the Chikpet Station there is no such open land readily available. The possibility of constructing this underground station by mining method without affecting the structures above were examined in detail. The Project Director of General Consultants, Mr. A.J. Burchell, of Delhi Metro Rail Corporation who has got considerable experience in tunnelling was also consulted and after detailed site inspections and soil data study, he was of the opinion that the station could be done by mining method but opined that considering the condition of the structure above it would be more prudent to construct the station by cut and cover method itself. DMRC, therefore, recommends that the Chikpet Station, even though located in a very crowded market locality where no open space for cut and cover construction is readily available, is constructed by cut and cover method only so as to ensure no serious ground sinkages or collapses. For this purpose we have identified the school land belonging to Central Muslim Association (CMA) Urdu School for being taken over during the construction period. The school and hostel will have to be shifted either temporarily to another building (or permanently to a new building) for the construction period of about 3 years. Alternatively, the school has to be shifted to a permanent new building. The area vacated by the school hostel and the open ground would be enough for carrying out the construction at Chikpet Station by cut and cover method. The school authorities were contacted and they had expressed no serious objection provided the State Government takes up the matter directly with them. It appears they have plans to construct a complex in that area by demolishing the existing structures. Perhaps a solution could be that the structures are demolished and the land taken over during the construction period and after the construction is over the complex can be constructed above the station box incorporating the station and other requirements as well as the requirements of the complex. The whole area will get a big face lift if a very modern complex is planned along with the station construction, in which case there will be no need for



permanent acquisition of land for the Metro use as the land can be handed over for the construction of the complex after the station is completed. The complex can be conveniently and safely founded on the station box itself. Since they will be getting the required foundation of the building free of cost it may be possible to bargain favourable terms with the Management of the school for taking temporary occupation of this land for locating the station.

The common station at Majestic will be a four level underground station where the East West line will be accommodated below the North South line. The excavation of this station to the required level well in time to allow the shields to go through is important and according to us, therefore, construction of this station is most critical from the time point of view. Taking advantage of the underground boxes to serve as foundations, a high rise building has been planned on top of these boxes, a part of which will be utilized for the headquarters of the Metro Organization where the Operation Control Centre for both the lines will be located. The podium of the building will have three floors but the central circular tower will have 8 floors. At the ground level only columns will be available keeping the entire area free for pedestrians for circulation and vehicles circulation including KSRTC buses. While the requirements of the Metro Organization can be met in two floors, the remaining floors can be commercially let out thereby ensuring a steady and handsome revenue to the Metro Authority during the operation stage. An Artist’s view of the building and the Metro platforms has been indicated in Photo.

At Majestic Station there is a regular inter-change line connecting the North South and East West corridors. This is to enable rakes to be changed from one line to the another during non-operational hours for rake balancing or for taking trains to the Baiyappanahalli Depot for workshop attentions. The rake inter-change line will be a single line to be done by cut and cover method. The curvature of this line will be 150 m. and the length will be 225 m. located on the North East corner of Majestic Station and will be constructed along with the Majestic Station construction itself.

*****



REFERENCE DRAWINGS

PRO

PERT

Y O

F D

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I TH

IS D

RAW

ING

IS T

HE

REV. PARTICULARS VER.DRN. CHKD. DATE

DRG. NO.

BOX GIRDER WITH EXTERNAL PRESTRESSING


DATE

VERIFIED BY

DRAWN BY

CHECKED BYDESCRIPTION

NBCC PLACE, BISHMAPITAMAH MARG,DELHI METRO RAIL CORPORATION LTD.

NEW DELHI - 110 003DMRC/LRT/BANG./GAD/06-A

Reghunandanan V.P.

08-04-2003DRG. NO. REV. SCALE

STR

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STATUS

MET

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RAIL

CO

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. LT

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FIGURE- 5.1

GENERAL ARRANGEMENT OF STANDARD SPAN

148

6

325

8

67

TRACK LEVEL

Insulated Protective Shrouds

Third Rail

150

200

Third Rail Support

26

75

308

INSULATOR

3700

L

LPLAN FOR BED BLOCK

4600

PLAN

200

LONGITUDINAL ELEVATION

800

T

ALL DIMENSIONS ARE IN MILLIMETRES

NOTE:-

145

800

200

3700 200

T

3700

1800

600

600

9490

7545

8400 14351435

200

100

380

1000

450

CROSS SECTION A-A 3200

1600 1600

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1600 1600

5500

5692

1000

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20

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2068

1150

1877

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465

9600

DETAIL OF GIRDER

2000 2000

3800 3800 10001000 25

35

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9025

3306

355 200

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2068

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2000 2000

3800 3800 10001000

850

405

423

727

25000

900 900

100

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195030003000300030003000300030001950

3794

2795

803

9490

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750 150

150

750

1200

(TYP

)

750 3600

3600

150

750

150

5400

5400

3600

500

450

3600

500

3600

465

NBCC PLACE, BISHMAPITAMAH MARG,DELHI METRO RAIL CORPORATION LTD.

DATETHIS

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PRO

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PARTICULARSREV. CHKD.DRN. VER.

REFERENCE DRAWINGS

DRG. NO. DESCRIPTION

NEW DELHI - 110 003

REV.


NO

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. SCALE STATUS

STR

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DMRC/LRT/BANG./GAD/05 B08-04-2003

Reghunandanan V.P.

6695

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TRACK LEVEL

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Third Rail

150

200

Third Rail Support

26

75

308

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DATECHKD. VER.DRN.PARTICULARSREV.RAIL

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DELHI METRO RAIL CORPORATION LTD.NBCC PLACE, BISHMAPITAMAH MARG,NEW DELHI - 110 003

----- REV.

REFERENCE DRAWINGSDESCRIPTIONDRG. NO.

STATUS

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THE LAUNCHING GIRDER AND SUPPORT A OR B THE LAUNCHING GIRDER AND FRONT SUPPORT

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REFERENCE DRAWINGS

DESCRIPTIONDRG. NO.

STATUS

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THE LAUNCHING GIRDER AT ONE OF ENDS WITH CROSS BEAM ARRANGEMENTS FOR HANGING OF TYPICAL SEGMENTS IN ASSEMBLY PHASES

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CHAPTER 6

STATION PLANNING

GENERAL

The proposed Metro for Bangalore comprises two corridors, namely Mysore Road-Baiyappanahalli, East-West corridor and Yeshwantapur-RV Road, North-South Corridor. The East-West corridor extending from Baiyappanahalli in the east to Mysore Road in the west covers for 18.10 kms from end to end while the North-South corridor extends from Yeshwantapur in the north to in the south covering 14.9 kms form end to end.

Stations on the Line

Eighteen stations have been planned along the proposed East-West corridor. Beginning from the East, the first station is a surface station followed by five elevated stations. Next four stations are underground stations while the remaining seven stations are elevated and last station is at-grade.

Fourteen stations are planned on the North-South corridor, of which the first five starting form North are elevated, followed by one surface station and three underground stations and then five elevated stations in the South.

The two corridors meet at Majestic under ground station. Average inter-station distance is 1.03 km approximately. This however varies from 0.62 km to 2.10 km, depending upon site, operational and traffic constraints.

Rail and Platform Levels

The alignment, for a large part, passes through the middle of roads. In order to keep the land acquisition to the minimum and rail levels as low as possible, a two level elevated station design has been proposed. The general rail levels are ~12 m above road and are governed by a ground clearance of 5.5 m. This in turn decides the level of the entire station structure in the elevated section of the alignment. In the underground section, utilities below the ground level become the governing criteria in fixing the station structure levels.

Platforms

Further, in the elevated section, to avoid the viaduct structure flaring in and out at stations thereby causing obstruction to the road traffic below, all stations have been planned with side platforms. On the other hand, from the consideration of bored tunnelling for underground section, island platforms are preferred in the underground section. It has been attempted to locate stations on straight alignment only. However in situations where other site constraints have become overpowering, a curve of minimum 1000 m radius has been accepted. The sequence of stations along with

CH-6 Station Planning Detailed Project Report 148

their respective chainages and locational characteristics and platform characteristics is presented in the Table 6.1.


Table 6.1Locational Characteristics of stations on Bangalore Metro corridors

East-West corridorName of Station Chainage

(Km)Distance from previous station in km

Rail Level (m) at CL

Height /depth of RL from adjacent ground

Platform type and Nos

Alignment Description Remarks

1. Mysore Road Terminal

0.000 - 826.474 12.96 2, Side Curve of rad. 1000m Elevated

2. Deepanjali Nagar

1117.000 1117.000 861.974 12.126 2, Side Straight alignment Elevated

3. Vijaya Nagar


4. Hoshalli 3446.000 1101.000 897.674 12.106 2, Side Partly in transition 4 m Elevated

5. Tollgate 4448.000 1002.000 881.299 14.01 2, Side Partly in curve of rad. 1000m Elevated

6. Magadi Road

5600.000 1152.000 877.387 13.02 2, Side Partly in curve of rad. 4000m Elevated

7. City Railway Station

6755.000 1155.000 886.762 8.26 1, Island Curve of rad. 1500m Underground

8. Majestic 7503.000 748.000 890.6366 8.43 1, Island Curve of rad. 1000m Underground

9. Central College

8697.000 1194.000 903.862 13.226 1, Island Straight alignment Underground

10. Vidhan Soudha

9318.000 621.000 896.612 12.226 1, Island Curve of rad. 1000m Underground

11. Cricket Stadium


12. M G Road 11380.000 737.000 923.612 11.926 2, Side Straight alignment Elevated

13. Trinity Circle


14. Ulsoor 13725.000 1203.000 899.624 11.64 2, Side Partly in transition 5 m Elevated

15. C M H Road



16. Indira Nagar


17. Old Madras Road


18. Baiyappanahalli Terminal

17374.000 955.000 911.164 2.64 1 Island, 2 Side

Straight alignment Surface

North South CorridorName of Station Chainage

(Km)Distance from previous station in km

Rail Level (RL in m)

Height /depth of RL from adjacent ground

Platform type and Nos

Alignment Description Remarks

19. Yeshwantapur

0.0 923.6 11.216 2, Side Straight alignment Elevated

20. Mahalaxmi

2102.0 2102.0 930.68 13.146 2, Side Partly in Curve of rad. 1200 m Elevated

21. Rajaji Nagar

3069.0 967.0 930.066 12.76 2, Side Partly in Curve of rad. 1200 m Elevated

22. Kuvempu Road

3975.0 906.0 908.68 14.39 2, Side Curve of rad. 1000 m Elevated

23. Malleswaram

4728.0 753.0 922.68 12.866 2, Side Curve of rad. 1224 m Elevated

24. Swastik

5864.0 1136.0 902.68 7.06 2, Side Straight alignment Surface

25. Majestic

7540.0 1676.0 882.624 21.14 1 Island Straight alignment Underground

26. Chickpete

86559.0 1019.0 886.164 8.636 1 Island Partly in transition 20 m Underground

27. City Market

9235.0 676.0 891.404 11.12 1 Island Straight alignment Underground


28. K R Road

10427.0 1192.0 916.164 14.766 2, Side Partly in tangent 15 m Elevated

29. Lalbagh


30. South End Circle


31. Jayanagar


32. R V Road Terminal



STATION LOCATIONS

(A) East-West Corridor

6.2.1 Mysore Road Terminal (Km.0.00)

Mysore Road Terminal is the first station on the East West corridor and hence has a Chainage of 0.00. It is an elevated station and is located on the bifurcation of Mysore road and Chord Road. This station is about 13 meters above ground. Commuters from the surrounding areas like the B.H.E.L., Kavikanagar, Bapujinagar, Byatrayanapura, Timber Yard layout and Venkateshpuranagar would use the station.

The station is located in such a way that certain properties will have to be acquired; these properties include Vishnu Timbers, Poornima Timbers, Meenakshi Saw Mills. The location of this station will also cause the relocation of an 11 K.V. Sub Station. The station is also located at the street leading to Jothi Nagar. Opposite the station are the properties like Devatha Silk Mills and Rahmad Auto center and a few residences.

6.2.2 Deepanjali Nagar (Km. 1.117)

Deepanjali Nagar station is the second station on this corridor and is also an elevated station, which is around 12 meters above the ground. The station also touches Chord Road and is used by the commuters from Vijayanagar 2nd Stage, Binny Mills colony and Pre-university College, which are in close proximity.

The station requires the acquiring of the certain properties- Maruthi Enterprises, a few Shops, Akash Studio and a small temple. The station is ideally located and the passengers disperse via the roads- 1st Cross Street, 6th Cross Street, 7th Cross Street, 8th Cross Street and 9th Cross Street and II main Road.

6.2.3 Vijaya Nagar (Km. 2.345)

Vijaya Nagar station is an elevated station and is around 13 meters above the ground. The station is also located on the Chord Road and is patronised by people frequenting Subanna Garden, L.I.C. Colony, Marenahalli and Chikpet H.B.C.S.

Since this station is located right in the middle of the road and the road is also a wide one the acquisition of the properties on either side of the station is not required.

6.2.4 Hoshalli (Km. 3.446)

Hoshalli is also an elevated station. The station is 12 meters above the ground. The station users are mainly people from Hoshalli Extension, Cholurpalyanagar and Govindrajnagar.

The station is right in the middle of Chord Road and does not require the acquisition of properties around it. The local roads that feed into the station are many and are the 8th-14th

Main roads of Vijaya Nagar. The station is located adjacent to the local bus terminal.

Ch-6 Station Planning Detailed Project Report 140

6.2.5 Tollgate (Km. 4.448)

Tollgate station is an elevated station and is around 14 meters above the ground. Also located in the Vijayanagar precinct, the station is one more of them, which do not need acquisition of private property for construction.

The station is immediately surrounded by the Sri Jagajyothi Basaveswara Kalyana Kendra, the K.V.V.N.S. hostel, Mandovi motors, the Sastry Memorial Hospital, the Sri Adi Chunchanagiri Community Hall and Temple.

6.2.6 Magadi Road (Km. 5.600)

Magadi Road is an elevated station. The station is around 13 meters above ground level. The surrounding precincts to this station include Manjunatha Nagar, Gopalpuram, the Minerva Mills, the Magadi Chord Rd Lyt and Agrahara Dasarahalli.

The station is located above the median needs the acquisition of a few sheds, a medical shop and the Canara Bank building. The immediate surroundings of this station include the Calama Industries Pvt. Limited, the Abhishoke Enterprises and Mandra motors.

6.2.7 City Railway Station (Km. 6.755)

City Railway station is located at a distance of 1.166 km from the previous station. The station is an underground one with rail level 8.26 m below road level and is a very important metro

station as it attracts passengers from and to the Bangalore City Railway Station, and Subhash Nagar area.

6.2.8 Majestic (Km. 7.503)

Majestic station is a two level interchange station and is designed to handle passengers entering and exiting from both Metro corridors. The station is located at KSRTC Bus stand area, close to the city bus terminal.

The main roads leading to this station are the Subedar Chatram Road and the Kempegowda Road. The Majestic circle area is one where a number of picture houses are located viz. Majestic, Kalpana, Sagar, Spana, Tribuvan, Kailash, Himalaya, Triveni, Kapali and Aparna are located. Majestic Circle is also a Major commercial center in Banglore and requires special

passenger dispersal methods.

6.2.9 Central College. (Km. 8.697)

Central College station is an underground station and is situated in an institutional area of Bangalore. The depth at which the station is located is 13 meters below the surface. It is at a chainage of 8697 meters. The precinct surrounding the station is the Central Jail, the Central College Grounds, the Central College, the University Visveswariah College of Engineering (UVCE), the Maharani’s College and the S.J. Polytechnic.


6.2.10 Vidhan Saudha (Km. 9.318)

The last station on the underground segment at the East-West corridor of Bangalore Metro, the Vidhan Saudha station is around 12 meters below ground level. The station is also the shortest stop and is hardly 621 m distance from the Central College station.

Areas like Cubbon Park, the High Court, the Vidhan Soudha, the Government Press, the PMG’s Office, The AG’s office and the Century Club surround the station.

6.2.11 Cricket Stadium (Km. 10.643)

Cricket stadium station is the first station that emerges after the underground segment. Located opposite the Chinnaswamy Cricket stadium, the station is at a height of around 7.6 meters above ground level. The station is located on the Mahatma Gandhi Road and is patronised by the users of the Cubbon Park, St Mark’s Cathedral and the Boring institute.

The station is at the junction of the Lavelle Road, Kasturba Road, Mahatma Gandhi Road, the Queens Road and the St. Marks Road. The position of the station is such that the entrance to the office of the Dy. Commissioner of Police will need to be realigned.

6.2.12 MG road (Km. 11.380)

MG Road station is an elevated station of around 12 meters above the road. Since the road has highly different edge characterstics with high rise commercial complexes on one side and the Manekshaw Parade ground on the other side. The station is placed towards the Manekshaw Parade ground; the other reason being the large number of cars parked in front of the Complexes makes it difficult to construct the station.

The station is also at the junction of MG Road, the Brigade Road and the K. Kamarajar Road all of which it serves along with Maciver Town and the Rajendra Singhji Institute.

6.2.13 Trinity Circle (Km. 12.522)

Trinity Circle station is in close proximity to the Oberoi Hotel, this landmark is one of the 100 best hotels in the World. Only the sidewalks are being acquired for the station as the properties in this area are of high value. The rail level at this station, which is also an elevated one, is around 12 meters above road level.

The station indirectly links up to the services of Richmond Road and the Defence area along with the Central Armed Reserve Police.

Ulsoor (Km. 13.725)

Ulsoor station as the name suggests is in Ulsoor area. The station is an elevated station at a height of around 11.6 meters. The station is off the road and requires complete acquisition of land. It services Swami Vivekanand Road, Ulsoor area and Nanjappa circle.

Acquisition includes properties like Upahar Hotel, Corporation Hospital, Komnathi Engineering Works, Adi Vinayagar Temple and the Police Quarters.


C M H Road (Km. 14.610)

C M H Road Station is an elevated road station and is located in the Indira Nagar Second Stage Layout. The C M H Road is a narrow one and in order to accommodate the station, the residences on either side have to be acquired and these include Sabhari Electric Company, Chandan Jewellers, a Recreation Club, Meena Jewellers, Rakshith Travels and a few residences.

The elevated station is at a height of 12.28 meters above the ground and a distance of 14609-chainage distances. The immediate areas surrounding this station are Lakshmipuram, Binnamangala 2nd stage, the Munniswamiappa Layout and the Jayaraj Nagar.

Indira Nagar (Km. 15.537)

Indira Nagar station is also an elevated station and is at a height of 12.3 meters above the ground level. Indira Nagar is predominantly residential but is being gentrified into commercial uses. The Metro will quicken this process. The last station and this one are what were the suburbs of Bangalore. The station is surrounded by areas like Binnamangala, H.A.L. 2nd stage, Defence colony and Lakshmipuram.

The station is to be constructed by the acquisition of a few houses in Indira Nagar and the other properties include NIHT computer education and State Bank of Hyderabad.

Old Madras Road. (Km. 16.419)

The Old Madras Road station serves the penultimate station on this corridor. The station is elevated, with rail level around 9.2 meters from the ground level.

Old Madras Station services the areas, namely Micheal Palya, Defence areas and parts of Binnamangala. The station is located in a precinct of Sawmills and the land needed to be acquired is all vacant land. The station is planned to provided integration with eastern suburabs through feeder buses.

Baiyappanahalli Terminal (Km. 17.374)

Baiyappanahalli terminal as the name suggests is the last station on this corridor and is a surface station. This is because the station leads into a depot at close proximity and allows for a smooth gradient for transition.

This station is to the extreme east of Bangalore and provides interchange with proposed commuter rail service. The station is adjacent to the depot.

B NORTH-SOUTH CORRIDOR

6.2.19 Yeshwantapur. (Km. 0.00)

This station is the first on the North South Corridor. Its Chainage is 0.0 and is an Elevated station at a height of around 11.2.meters. The purpose of this station is to connect the industrial areas to the rest of Banglore. The station is located opposite the recently developed terminal station by Indian Railway at Yeshwantapur and close to the industrial area. The areas around


the, station are the Mathikere Layout, Mohan Kumar Nagar, the Central Manufacturing Technology Institute and the Defence Areas. It is located on the National Highway 4.

6.2.20 Mahalakshmi(Km. 2102)

Mahalakshmi station is the second of the Stations and is located near the Mahalaxmi temple on the Chord Road . The station is elevated at a height of 13 meters of the ground. It services the areas around Mahalakshmi Nagar, B K Nagar , Model City , the Railway Quarters and Goraguntepalya.

Rajaji Nagar. (Km. 3.069)

Rajaji Nagar station is an elevated station with a chainage of 3066 meters and a height of 12.75 Meters above the ground. The station is patronised by people from the Mahalakshmi Layout, West of Chord Road ,Sri Ram Nagar, Rajaji Nagar and located near the junction of Chord Road and Mahakavi Kuvempu Road.

Kuvempu Road. (Km. 3.975)

This station is also an elevated station, with rail level at about 14.4 m above ground. The station is oriented towards the East-West direction and serves the densly populated areas lying on either side of it. The areas include Rakesh Nagar, Gayatri Park, Gayathri Nagar and Mariappana Halli.

Malleswaram. (Km. 4.728)

This station is located on the Mahakavi Kuvempu Road and is in close proximity to the Malleswaram. The station is an elevated about 12 meters From the ground level and serves Malleswaram as the name suggests. Malleswaram is largely a residential area and hence justifies a station at this distance from the previous one. It also serves the areas like Sriram Puram, Nagappa Block and RBI colony.

Swastik (Km. 5.864)

This is a surface station with concourse at the ground and platforms above. Rail level is around 7.06 meters above the ground. It is the only station on the North- South corridor, which is on the surface. The segment of the Metro after this station runs Underground and passes through the more commercial districts of Bangalore city. The station helps serves its surrounding precincts like Seshadripuram, Swatantrapalovo and other parts of Srirampuram.

6.2.25 Majestic. (Km. 7.540)

This is the first of the underground stations and is double tiered. This is the interchange station with East-West corridor, with the rail level at 21.5 m below ground and about 13 below the rail level of EW corridor. The same has been done to accommodate a mezzanine floor between the platforms of the two corridors to facilitate interchange among the two. The city’s main Inter State Bus Terminal and City Railway station being in the close proximity, this station is very important in terms of passenger traffic. The main areas that the station to serves are Subhash Nagar, the KSRTC, The BMTC, the Railway station and Gandhi Nagar, and Majestic.


6.2.26 Chickpete. (Km. 8.559)

Chickpete is also a major commercial area in Bangalore and is an underground station at a depth of 8.53 meters. Chickpete is an underground station, the main land-use of this area is commercial warehousing of cotton clothing, and hence the roads are used for bulk transit of the above-mentioned goods. The area is part of the old city and bustling with activities during the day.

The patronage of this station includes areas like Nagartepete, Cottonpete and Chickpete, and Sultanpete.

6.2.27 City market. (Chainage-9.235)

City Market Station is the last underground station on the North- south corridor. The interstation distance from Chickpete to this station is only 676 meters. The need for the station as the name suggests is that it is close to City market, which deals with both perishables and non-perishables.

The station is located at a depth of around 11 m below ground level. It serves areas like Chikkanna Gardens, Chamarajpet City Market and Seethapathi Agrahara. The Kalasipalayan Bus stand is close to the station. Vani Vilas and Victoria hospital are also close by.

6.2.28 K R Road. (Km. 10.427)

K.R. Road station is an elevated one and is around 14.7 m above the ground. The station is located on the Krishna Rajendra Road and is in a predominantly institutional zone and it serves institutes like the Bangalore Medical College, Tippu Sultans Palace, Fort High School. The other areas include Viswesvara Puram and Shankara puram.

6.2.29 Lal Bagh(Km. 11.431)

Lal Bagh station is the eleventh station on the North-South corridor and is an elevated station. This station is around 15 m above ground. The station is near Sajjan Rao Circle and the precincts in close proximity include the Vasavi temple Road, Lal Bagh and Mavalli.

6.2.30 South End Circle. (Km. 12.386)

South End Circle station is an important station. It is an elevated station at a height of 15.6 m above the ground. The station is located in a predominantly residential area and these areas include Siddapura, Basavangudi, Rajaramguptha layout, Sri Narasimharaja Colony Yediyur Nagasandra and Sakkamma Gdn.

Jayanagar. (Km. 13.288)

Jayanagar Station is the penultimate Station on this corridor and is an elevated one. The station is around 14m above ground. The Jayanagar station is like the previous station located in a predominantly residential area. The patronage of this station is from users frequenting areas like Yediyur Village, Yediyur, Kavisandra, Jayanagar and Banashankari Layout. Jayanagar market is also located nearby.

R V Road terminal. (Km. 14.180)


R.V Nagar terminal is the last station on the North South Corridor of the Bangalore Metro. It is located in R.V. Nagar the station is an elevated one at a height of 13.72 m above ground. The areas, which are serviced by this station, are J.P. Nagar, Ilyas Nagar, Kumaraswamy Layout and TMC Layout.

6.3 STATION PLANNING

Planning and Design Criteria for Stations

Stations have been planned following the norms and criteria being adopted by DMRC for Delhi Metro Project, currently under construction.

Salient features of a typical station are as follows:

• The station 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.

• Stations have, by and large, been designed around side platform configurations, taking into account the operational, spatial and structural constraints imposed by the frequent converging and diverging of tracks. Widths of platforms have been standardised as 4.0 m for side platforms for elevated stations and 10m for island platforms in underground stations.

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

• The platform level at elevated stations is determined by a critical clearance of 5.6 m under the platform structure above the road intersection, allowing 3.3 m clear height at concourse and about 1.6 m for the structures of the girder and cross over passage. Further the platforms are 1.09 m above the tracks. This would make the platforms in an elevated situation at least 12 m above road level.

• The concourse contains the 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.

• 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/ escalators. Ticket machines and AFC gates are positioned to minimise cross flows of passengers and provide adequate circulation space.

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

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

• Office accommodation, operational areas and plant room space is required in the non-public areas at each station. A list of areas are given below in Table 6.2

Table 6.2 Station Accommodation (non public area)

1. Station Control Room 2. Platform Supervisor’s Booth

3. Station Master’s Office 4. Traction Substation

5. Information & Enquiries 6. Signalling Room

7. Ticket Office 8. Communications Room


9. Ticket Hall Supervisor & Excess Fare Collection (Passenger Office)

10. Station Substation

11. Cash and Ticket Room 12. Fire Tank and Pump Room

13. Staff Area 14. UPS and Battery Room

15. Staff Toilets 16. Cleaner’s Room

17. Refuse Store 18. Security Room

19. Miscellaneous Operations Room

20. First Aid Room

• The bore well pump houses, ground tank and pump houses would be located in one area in the ground floor on one side.

• The system is being designed to maximise its attraction to potential passengers and the following criteria have been observed:

(i) Minimum distance of travel to and from the platform and between platforms for transfer between lines

(ii) Adequate capacity for passenger movements.(iii) Convenience, including good signage relating to circulation and orientation.(iv) Safety and security, including a high level of protection against accidents.

• Following requirements of the operator have been taken into account:

(i) Minimum capital cost is incurred consistent with maximising passenger attraction(ii) Minimum operating costs are incurred consistent with maintaining efficiency and the

safety of passengers(iii) 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.

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

(v) Provision of display of passenger information and advertising

• The numbers and sizes of the staircases are determined by checking the capacity against the Peak flow rates for both normal and emergency conditions.

• 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 minimise unnecessary walking distances and cross-flows between incoming and outgoing passengers.

• Passenger handling facilities comprise the 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).

6.3.2 Typical Elevated Station (Figures 6.1 & 6.2)

The station is generally located on the median of the road. Total length of the station is 136m. The stations are generally two level station. The concourse is concentrated in a width of about 80m in the middle of the station, with staircases leading to either side of the road. Passenger facilities like ticketing counters/automatic ticket vending machines, ticketing gates information etc. are provided at the concourse level. Uniform numbers of these facilities have been provided for system wide identity, although the requirement of the facilities actually varies from


station to station. Typically, the concourse is divided into public and non-public zones. The non public zone or the restricted zone contains the station operational areas such as Station Control Room, Station Master’s Office, UPS and Battery Room, Signalling Room, Security Room, Station Store Room staff toilets etc. The public zone is further divided into paid and unpaid area.

Since the station is in the middle of the road, minimum vertical clearance of 5.5 m has been provided under the station structure. Consequently the platforms are at a level of about 12 m from the road. To reduce the physical and visual impact of the elevated station, the stations have been made narrow towards the ends.

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 would look compatible with both modern medium rise environment as well as the lesser-built low-rise developments along some parts of the corridor.

Platform roofs, that can invariably make a structure look heavy, have been proposed to be of steel frame with aluminium cladding to achieve a light look. Platforms would be protected from the elements by providing an overhang of the roof and sidewalls would be avoided, thereby enhancing the transparent character of the station building. In order to allow unhindered traffic movement below, the station structure is supported on a single column, which lies unobstructively on the central verge.

Typical Underground Station (Figure 6.3 )

Typical underground station is under the road. This is a two level station with the platforms at the lower level and concourse on the upper level. The upper level has, in addition to the concourse, all the passenger amenities, ECS plant rooms, electrical and S&T equipment rooms, station operation areas such as Station Control Room, Station Master’s Office, Security Room, Station Store Room, Staff Toilets etc. the lower level has platforms, tracks, seepage sump and pump room and similar ancillary spaces beyond the platforms on either side.

Ventilation shafts, equipment hatch, entrances and chiller plants for ECS plant are above ground structures associated with the underground station. Four entrances have been provided to the station, two at each end (one each from either side of the road). One lift has also been provided, which has access to the unpaid area. Other above-ground structures are suitably located near the station.

Structure of the underground station is essentially a concrete box 20m wide, 13.7m high and 230m long with an intermediate slab. Sides of the box are made of 1.2m thick RCC.

Interchange station at Majestic (Figure 6.4)

The interchange station at (Majestic) is an underground station where the two underground segments of East West and North South alignments intersect each other approximately at 900. The station is designed around island platform configuration of 10m width each. The two platforms are separated by a mezzanine in between to facilitate the interchange of passengers from upper platform to lower platform and vice versa within the paid area without having to cross the ticket gates.


Through the entry structure at ground level, the passengers proceed to the paid area of the concourse after passing through the gates. From this level the passengers can go directly to the upper and lower platforms directly. The ticket vending facilities are located at this level in the unpaid area.

Over the station box, office accommodation in eight storied structures have been planned with its longitudinal axis parallel to the N-S direction, to facilitate natural lighting into the station at upper platform level and mezzanine level. The station layout and the tunnels carrying the tracks between the stations have governed the rail levels, which are 8mts for the E-W corridor and 20mts for NS corridor.

6.3.5 Passenger Amenities

Passenger amenities such as ticketing counters/ automatic ticket vending machines, ticketing gates etc are provided in the concourse. Uniform numbers of these facilities have been provided for system wide uniformity, although the requirement of the facilities actually varies from station to station. The same applies to provision of platform widths and staircase/ escalators. Maximum capacity required at any station by the year 2021 for normal operation has been adopted for all stations. For this purpose, peak minute traffic is assumed to be 2% of the peak hour traffic.

6.3.5.1Concourse

Concourse forms the interface between the street and the platforms. In the underground stations it is directly above the platforms. In the elevated stations in the middle of road, the concourse is directly below the platforms. This concourse is contained in a length of about 80m in the middle of the station. The concourse contains the automatic fare collection system in a manner that divides the concourse into distinct paid and unpaid areas. The 'unpaid area' is where passengers gain access to the system, obtain travel information and purchase tickets. On passing through the ticket gates the passenger enters the 'paid area' which includes access to the platforms. The concourse is planned in such a way that maximum surveillance can be achieved by the ticket hall supervisor over ticket machines, automatic fare collection (AFC) gates, stairs and escalators. Ticket machines and AFC gates are positioned to minimise cross flows of passengers and provide adequate circulation space. Sufficient space for queuing and passenger flow has been allowed in front of the ticketing gates.

6.3.5.2Ticketing Gates

Ticketing gates’ requirement has been calculated taking the gate capacity as 30 persons per minute per gate. Passenger forecast for the horizon year 2021 has been used to compute the maximum design capacity. Although the actual requirement of gates may be less at certain stations, minimum two gates for entry and two gates for exit have been provided. In addition one gate for disabled has been provided at each station.

6.3.5.3Ticket Counters and Ticket Issuing Machines

It is proposed to deploy manual ticket issuing in the beginning of the operation of the line in 2007. At a later stage, automatic machines would be used, for which space provision has been made in the concourse. Capacity of manual ticket vending counters is taken to be 10


passengers per minute and that of the automatic machines as 6 persons per minute. It is assumed that only 40 percent of the commuters would purchase tickets at the stations while performing the journey. The rest are expected to buy season tickets or prepaid card etc. accordingly the requirement of ticket counters has been calculated and the same provided for in the plans.

6.3.5.4Platforms

A uniform platform width of 4m has been has been followed for side platforms system wide. For underground station, island platforms,10 m wide, are proposed. The platform level has sufficient assembly space for passengers for both normal and recognisable abnormal scenario.

6.3.5.5Stairs, Escalators and Lifts

Since the rise from road to platforms (in case of elevated stations) is about six m to the concourse, it is proposed to provide escalators in addition to stairs for vertical movement of passengers from street to concourse. However, escalators may be provided in the future.

Provision has been made for escalators in the paid area i.e. from concourse to platforms. On each platform, one meter wide escalator has been proposed. In addition two staircases with combined width of 7.2 m is provided on each platform connecting to the concourse. These stairs and escalator together provide an escape capacity adequate to evacuate passengers in emergency from platforms to concourse in 6.6 minutes. While calculating the waiting passengers on the platform in emergency 2 missed headways are assumed and the train arriving is assumed to be carrying peak section load.

While calculating the staircase requirements, peak boarding in peak direction has been considered for stations with side platforms. For island platforms combined boarding +alighting traffic has been considered for calculation of staircases.

6.3.5.6 Emergency Evacuation

Additional staircases have been provided for fire escape at two stations where the stairs mentioned above are not enough to evacuate passengers in the required time. These are City Railway Station and Majestic . Two staircases at the end of each platform have been provided. At these stations.

6.3.5.7 Passenger information Kiosks and commercial kiosks

Passenger information Kiosks and, wherever space permits, commercial kiosks are provided in the unpaid and paid areas of the concourse respectively

6.3.5.8 Summary of passenger amenities

Summary of passenger amenities required and proposed at stations based on projected traffic for the year 2021 is given in the following table:


Table 6.3Passenger traffic and requirement of amenities in stations (projections for year 2021)

daily boarding

peak minute boarding

Total peak minute traffic including alighting

Ticketing Gates provided

Ticket Counters

Stairs provided on each platform

Additional emergency stairs

Lifts provided at each station

Escalators provided at each station

East-West

Corridor

G to C P to C G to C P to C

1. Mysore Road Terminal

14240 28 31 6 2 7.2 nil 1 2 1 2

2. Deepanjali Nagar

34838 70 87 6 3 7.2 nil 1 2 1 2

3. Vijaya Nagar 69060 138 173 6 6 7.2 nil 1 2 1 2

4. Hoshalli 92010 184 230 6 8 7.2 nil 1 2 1 2

5. Tollgate 44284 89 111 6 4 7.2 nil 1 2 1 2

6. Magadi Road 62161 124 166 6 6 7.2 nil 1 2 1 2

7. City Railway Station

63979 128 179 9 6 7.2 3.00 1 1 1 2

8. Majestic 76938 162 213 9 7 7.2 3.00 1 1 1 2

9. Central College 27633 66 77 9 3 7.2 nil 1 1 1 2

10. Vidhan Saudha 42820 86 120 9 4 7.2 nil 1 1 1 2

11. Cricket Stadium 24000 48 67 6 2 7.2 nil - 2 1 2

12. M G Road 37631 76 106 6 4 7.2 nil 1 2 1 2

13. Trinity Circle 22621 46 63 6 2 7.2 nil 1 2 1 2

14. Ulsoor 21841 44 61 6 2 7.2 nil 1 2 1 2

15. C.M.H Road 36990 74 92 6 3 7.2 nil 1 2 1 2

16. Indira Nagar 27826 66 70 6 3 7.2 nil 1 2 1 2

17. Old Madras Road

32129 64 80 6 3 7.2 nil 1 2 1 2

18. Baiyappanahalli 46400 91 100 6 4 7.2 nil - 2 0 2

North –South

Corridor

19. Yeshwantapur 61600 123 136 6 6 7.2 nil 1 2 1 2

20. Mahalaxmi 28800 68 72 6 3 7.2 nil 1 2 1 2

21. Rajaji Nagar 66607 131 164 6 6 7.2 nil 1 2 1 2

22. Kuvempu road 68400 137 171 6 6 7.2 nil 1 2 1 2

23. Malleswaram 76906 162 190 6 7 7.2 nil 1 2 1 2

24. Swastik 74177 148 89 6 6 7.2 nil - 2 1 2

25. Majestic 89799 180 108 9 8 7.2 nil - - 2 2

26. Chickpete 47200 94 67 9 4 7.2 nil 1 1 1 2

27. City Market 36064 72 43 9 3 7.2 nil 1 2 1 2

28. K R Road 29682 69 74 6 3 7.2 nil 1 2 1 2

29. Lal Bagh 36386 71 88 6 3 7.2 nil 1 2 1 2

30. South End Circle

38326 77 96 6 4 7.2 nil 1 2 1 2

31. Jayanagar 66468 131 164 6 6 7.2 nil 1 2 1 2

32. R V Road Terminal

118698 237 261 8 10 7.2 nil 1 2 1 2

6.3.5.9 Salient features of lifts and escalators

Lifts

Stations shall be provided with lifts specifically designed for handicapped and disabled persons. Machine-room-less lifts with gearless drive are proposed which are highly energy efficient and merge well with station aesthetics. Lifts shall comply with international standards (EN-81) and Indian Standards (IS-14665). The salient features of the proposed lifts are as under:-


Car size : 1600x1400 mm Capacity : 8 persons, 630 kg. Speed : 1m/s Automatic rescue devices for landing in case of power failure 3-D infra red curtain type door safety device Specific features for disabled

persons: Brail buttons, handrail, buttons at lower height,

audio announcement, intercom with Station Master etc.

Escalators

Escalators shall be provided at elevated and underground stations for passenger transportation. Heavy-duty public service escalators are proposed complying with international standards (EN-115) and Indian standards. The salient features of the proposed escalators are as under:-

Step width : 1000mm Flat step : 4 at top and bottom landing Speed : 0.65m/s, 0.5m/s (optional) and 0.13m/s (idling) Carrying capacity : 195 passenger/Min. Safety devices as per international and national standards

6.4 TRAFFIC INTEGRATION

6.4.1 Concept of Traffic Integration

The objective of an integrated transport system and traffic movement is to offer maximum advantage to commuters and the society from economic, traffic and planning consideration. Various modes of transport need to be integrated in a way that each mode supplements the other. A large proportion of Metro users will come to and depart from various stations by public, hired and private modes of transport, for which integration facilities need to be provided at stations to ensure quick and convenient transfers.

In order to ensure that entire Metro system function as an integrated network and provides efficient service to the commuter, the following steps have been identified:

• Suitable linkages are proposed so that various corridors of Metro are integrated within themselves, with existing rail services and with road based modes.

• Parking and circulation area requirement is worked out for each station and the areas are planned on the basis of prevailing norms.

• Facilities needed at various stations are planned in conformity with the type of linkages planned there.

• Traffic and transport integration facilities are provided for three different types of linkages;

• Interchange links to provide integration of various Metro corridors

• Feeder links to provide integration between various Metro corridors and road based transport modes i.e. public, hired, and private vehicles.

• Walk links to provide access to the pedestrians.

Mode wise Parking Requirement at Stations


The mode wise parking requirements at stations are based on the station loads. It has been assumed that 70% of the passengers will come to station by walk at all the integration stations. Of the vehicular feeder trips, 80% of the trips are performed by buses and the remaining trips are performed by cars, Two wheelers and cycles. It is further assumed that private vehicles parking is provided only in the stations where integration facilities are available. The Table 6.4 shows summary of station wise traffic integration requirements.

Table 6.4Mode wise parking/halting requirement at stations

Station name No. of parking bays Area Required in m2 ( for all vehicles other than buses)

Bus scooter car Cycle scooter

car Cycle Total

East-West Corridor

1. Mysore Road Terminal 1 85 17 11 214 256 17 4872. Deepanjali Nagar 3 0 0 0 0 0 0 03. Vijaya Nagar 7 50 10 25 125 150 38 3134. Hoshalli 9 50 10 25 125 150 38 3135. Tollgate 4 0 0 0 0 0 0 06. Magadi Road 6 0 0 0 0 0 0 07. City Railway Station 6 0 0 0 0 0 0 08. Majestic 7 60 25 50 150 375 75 6009. Central College 3 40 20 22 100 300 33 43310. Vidhan Saudha 4 0 0 0 0 0 0 011. Cricket Stadium 2 0 0 0 0 0 0 012. M G Road 4 0 0 0 0 0 0 013. Trinity Circle 2 0 0 0 0 0 0 014. Ulsoor 2 0 0 0 0 0 0 015. C.M.H Road 4 0 0 0 0 0 0 016. Indira Nagar 3 0 0 0 0 0 0 017. Old Madras Road 3 50 25 26 125 375 39 53918. Baiyappanahalli 4 75 40 36 188 600 54 842North –South Corridor

19. Yeshwantapur 6 75 30 49 188 450 74 71120. Mahalaxmi 3 30 10 23 75 150 35 26021. Rajaji Nagar 6 0 0 0 0 0 0 022. Kuvempu road 7 0 0 0 0 0 0 023. Malleswaram 7 0 0 0 0 0 0 024. Swastik 7 25 10 25 63 150 38 25025. Majestic 9 40 10 25 100 150 38 28826. Chickpete 5 0 0 0 0 0 0 027. City Market 3 0 0 0 0 0 0 028. K R Road 3 25 10 24 63 150 36 24829. Lal Bagh 3 0 0 0 0 0 0 030. South End Circle 4 0 0 0 0 0 0 031. Jayanagar 6 25 10 25 63 150 38 25032. R V Road Terminal 11 25 10 30 63 150 45 258

Approach adopted in Planning Traffic Integration Facilities

The integration facilities at Metro stations include approach roads to the stations, circulation facilities, pedestrian ways and adequate parking areas for various modes likely to come to important stations including feeder buses/minibuses. The provisions have been made for peak hour demand. Traffic integration facilities were identified on the basis of location of station and


its proximity to other existing / proposed activity generating or attracting land uses such as the District Centre/ CBD, Rail / Bus stations and originating and terminating nodes of the Metro corridor. These facilities have been provided directly under the stations/ adjacent area in the Metro corridor. Further, the area planning ensures that dispersal of large volumes of pedestrians is adequately provided for. Wherever required, grade separated pedestrian access has been planned to avoid a clash between vehicular and pedestrian traffic.

6.5 VENTILATION AND AIR-CONDITIONING

6.5.1 Introduction:

This section covers the Ventilation and Air-conditioning (VAC) system requirements for the underground sections of the proposed Bangalore Metro alignment. It includes the following:

- Station Air-conditioning System

- Ventilation System for station plant rooms (ancillary spaces)

- Station Smoke Management System

- Tunnel Ventilation System

6.5.2 ALIGNMENT

The proposed alignment has two corridors viz. east-west and north-south lines. The two lines have about 3.4 km and 3.3 km of underground sections respectively. This would include 4 underground stations on east west line and 3 underground stations on north south line (including an underground interchange station namely Majestic circle). There shall also be a provision of an underground link line connecting two corridors having a length of about 300 m.

The Metro alignment passes through heart of the city. The underground section runs below highly dense areas near the Anand Rao circle, Majestic circle, Kempe Gowda circle, KSRTC bus stand and City Rly. Station. For each line the underground section is switched over to the elevated track via ramp sections.

6.5.3 Need for Ventilation and Air Conditioning

The underground stations of the Metro Corridor are built in a confined space. A large number of passengers occupy concourse halls and the platforms, especially at the peak hours. The platform and concourse areas have a limited access from outside and do not have natural ventilation. It is therefore, essential to provide forced ventilation in the stations and inside the tunnel (termed as subway area) for the purpose of:

- Supplying fresh air for the biological 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, especially when the outdoor air temperature is high. It is, therefore, essential to cool the outdoor air before circulating in the station so as to remove the heat to the maximum extent and to provide fair degree of comfort (or avoid discomfort) to passengers in the station. Although, in winter months it may not be necessary to cool the ventilating air. As the passengers stay in the stations only for short periods, a fair degree of comfort conditions, just short of discomfort are considered appropriate.

6.5.4 External Environment Conditions and Weather data

The weather data from the meteorological department has been received for Bangalore city for the last few years. The analysis of a representative year suggests that the summer season for Bangalore is generally between March to May. The maximum dry bulb temperatures are seen to have reached upto 37 deg C during end of April. It is also observed from the relative humidity data that moisture content during the summer months is low. The winter months can be assumed from November to January when the maximum temperatures are around 26 deg C. The rest of the months generally have temperate conditions. A chart showing variation in average maximum and minimum temperatures for the year 2000 is at Fig. 1.

Another important feature of Bangalore weather data is the ‘diurnal variation’, which is the change in temperature during 24 hours. The peak values are between 2.00 pm to 4.00 pm, but the temperature falls rapidly with night temperatures around 22 deg. C in summer and around 12 deg in winters. The hourly weather data collected have been analysed and its interpretation would be useful during the detail design stage.

The high air pollution of Bangalore throughout the year adds a new dimension and there is a critical need for maintaining desired Air – Quality (Environmental control) in public places like MRT stations. High content of suspended particles, Carbon Mono-oxide, Sulphur Dioxide etc. discharged in the air from moving traffic, industries, etc requires consideration of appropriate measures for air -pollution control in Metro stations, while designing the VAC system.

6.5.5 Sub Soil Temperature

The temperature conditions of sub-soil play a vital role in the system design of the underground stations and in order to have the knowledge of sub-soil temperature, probes have been inserted at 2 locations and reading for the same has been planned for monitoring. Sub soil temperature measurements for the full year at three different depths are being taken. For the concept design purpose it is possible to arrive at approximate value of sub-soil temperature. This can be assessed from Fig.1, which indicates average max. and min. temperature plots. The average temperature in a year is thus 24 deg. C and can be assumed as the likely sub-soil temperature value.

6.5.6 Internal Design conditions in 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 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 and this


is promoted by low humidity of air. The movement of air determines the rate of dissipation of body heat in the form of sensible and latent heat.

There are different comfort indices recognized for this purpose. The ‘Effective Temperature’ criterion was used in selecting the comfort conditions in earlier Metros. In this criteria comfort is defined as the function of temperature and the air velocity experienced by a person. More recently a new index named RWI (Relative Warmth Index) has been adopted for Metro designs worldwide. This index depends upon the transient conditions of the metabolic rate and is evaluated based on the changes to the surrounding 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.

6.5.7 Design parameters for VAC system

Based on the reasons stated in the previous sections. The following VAC system design parameters are assumed in the present report.

(1) Outside ambient conditions: This is based upon ASHRAE recommended design conditions for 2% and 1% criteria.

2% Criteria 1% CriteriaSummer : 32.8 DB, 19.5 WB; (55.39 kJ/Kg) 33.6 DB, 19.4 WB;(55.37 kJ/Kg) Monsoon : 27.4 DB, 22.4 WB; (65.97 kJ/Kg) 28.0 DB, 22.8 WB;(67.45 kJ/Kg)

For Bangalore Metro it is suggested to use 2% criteria, which is defined as the conditions, when the temperatures are likely to exceed for only 2% of the total time in a year.

(2) Inside design conditions: Platform areas - 27 deg. C at 55 % RHConcourse - 28 deg. C at 60% RH

(3) Tunnel design conditions Normal conditions – max. DB 40 deg. CCongested conditions -- Max. DB 45 deg. C

(4) Minimum fresh air - 10 % or 18 cmh / person(in station public areas).

6.5.8 Design Concepts for VAC system

There are various VAC design concepts feasible in a subway system that can provide and maintain acceptable subway environment conditions. These are: Open type; Closed type; Mid - Tunnel Cooling; Semi Transverse Ventilation; Use of jet fans; use of mid-shafts; platform screen doors etc. An overview of VAC systems in other Metros like Jubilee line extension, Bangkok etc. that have similar climatic behavior and ambient conditions have provided valuable information in deciding VAC concept for Bangalore Metro.

It is observed that with open shaft system the piston effects can be sufficient to maintain acceptable conditions inside the tunnel. The stations can be equipped with air-conditioning during the summer months to provide acceptable environment for patrons. There shall be provision of Trackway Exhaust System (TES) by which platform air can be re-circulated. The train cars reject substantial heat inside subway. When the trains dwell at the stations TES would capture a portion of heat released by the trains, before it is mixed with the platform environment.


The train heat generated inside the tunnel sections would be removed by the train piston action. It is envisaged that for the design outside conditions, it may not be necessary to provide forced ventilation using Tunnel Ventilations Fans for normal operating conditions. The number of shafts required would be two or three depending on the inter station distances. The two shafts would be at the end of the stations and the third shaft, if required, can be at the mid-tunnel section. These end-shafts at the stations also serve as Blast Shafts i.e. the piston pressure is relieved to the atmosphere before the air-blast reaches the station. All these shafts are connected to the tunnels through dampers. The dampers are kept open when the exchange of air with the atmosphere is permitted (Open system). For the closed system the dampers can be in closed mode. The typical scheme for the proposed Tunnel Ventilation system for Bangalore Metro is shown in Fig.2.

Generally each tunnel ventilation shaft has a fan room in which there are two fully reversible tunnel ventilation fans (TVF) 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 with flows generated by train movements. Dampers are also used to close the connections to tunnels and nozzles when required by operating modes. The details for the shaft sizes, airflow exchange with the atmosphere, fan capacities can be estimated in more accurate manner with the help of Computer Simulations during the detailed design stage.

6.5.9 Trackway Exhaust System (TES)

The TES is to be installed in the trainways of each station to directly capture heat rejected by the vehicle propulsion, braking, auxiliary and air conditioning systems as the train dwells in the station. The TES includes both an under platform exhaust (UPE) duct and an Over-trackway (OTE) exhaust duct. The TES uses concrete 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.

6.5.10Tunnel Ventilation Systems (TVS)

The TVS is provided in a Subway system essentially to carry out the following functions:

a) Heat removal during normal, congested and emergency conditions.b) Ventilation during maintenance periods, c) Train Pressure relief during normal operation.d) Maintenance of smoke free evacuation route and provision of adequate fresh air during

fire related emergencies.e) Removal of smoke during emergency conditions.

There are various operating modes for the Tunnel Ventilation system. These are described as under:

6.5.11Normal Condition

Normal condition is when the trains are operating to timetable throughout the system, at prescribed headways and dwell times, within given tolerances. The primary source of ventilation during normal conditions is generated by the movement of trains operating within the system and, in some cases, the trackway exhaust system. It is envisaged that there will be several normal operating conditions due to the variability of the climate in Bangalore.


During summer and the monsoon season, the system will be essentially with the station air conditioning operating. The vent shafts to the surface will enable the tunnel heat to be removed due to train movements. The platform air captured by the trackway exhaust system shall be cooled and recirculated. For less severe (i.e. cool) environmental conditions (or in the event of an AC system failure), station air conditioning will not be used and ventilation shafts will be open to atmosphere (open system) with the trackway exhaust system operating. For cold conditions, the closed system or open system mode may be used, but without any station air conditioning. System heating is achieved via train heat rejection.

6.5.12Congested Condition

Congested conditions occur when delays cause disruption in 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, causing 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. Nozzle fans or booster (jet) fans will be used to direct air into the desired tunnel, if required.

6.5.13Emergency Condition

Emergency conditions are where, for any of a variety of reasons, smoke is generated in the tunnel or station trackway. In emergency conditions, the tunnel ventilation system would be set to operate to control the movement of smoke and provide a smoke-free path for passenger evacuation and for fire fighting purposes. The method of controlling the smoke is the same as for the open system congested mode. The ventilation system is operated in a ‘push-pull’ supply and exhaust mode with jet fans or nozzles driving tunnel flows such that the smoke is forced to move in one direction, enabling evacuation to take place in the opposite direction.

6.5.14Pressure Transient

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 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.


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.

In the proposed routes there are four portal locations where the alignment changes from underground section to the above surface section. The detail analysis to assess the effect of pressure transients will have to be done during the design stage. For the portal entry/exits the effect of higher train speed may pose discomfort to the passengers. Although, based on the recent studies, it is assumed that a design train speed of 80 kmph would not be of major concern. The estimation of Way-side transients during design stage would be necessary to select design mechanical strength of the trackside components and fixtures.

6.5.15Ventilation and Air Conditioning of Ancillary Spaces

Ancillary spaces such as staff room, equipment plant room, will be mechanically ventilated and air conditioned in accordance with the desired air change rates and temperatures/humidity.

All ancillary areas that require 24-hour air conditioning will be served by fan-coil units connected to the chilled water system. Standby cooling for critical areas will be achieved by using a separate package unit connected such that it will commence operation immediately in the event of a failure of the initial system. Return air grilles will be fitted with washable air filters.

Where fresh air is required it will be supplied to the indoor unit via a fresh air supply system, complete with filter, common to a group of ancillary areas. The fresh air unit will be located in the VAC plant room and will be time switch controlled with local override. Temperature control will include an alarm setting, which is activated on high temperature.

6.5.16Station Smoke Management System

The Trackway Exhaust and Concourse smoke extract fans will be provided for smoke extract purposes from the public areas and will operate in various modes depending on the location of the fire. The associated supply air-handling units will provide support, to assist in smoke control in the event of a fire in the station where appropriate. The control of this system in fire mode will be hard-wired and fail-safe. These exhaust fans will be provided with “essential” power supplies, with automatic changeover on loss of supply.

Downstand fins will be provided underneath the ceiling around floor openings for stairs and escalators, such that a smoke reservoir is formed on the lower floor. The basic concept for the control of smoke is that it 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 head height and to protect the escape route, giving sufficient time for evacuation. The stations will be designed to provide 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 stream of fresh air downward through entrances and escape routes, to assist in protecting those routes from smoke.


6.5.17System Components for VAC

The various components and equipment used in the VAC system are described in the following sections:

6.5.18Station Air Conditioning

The platform and concourse areas will be air-conditioned using supply air handling units located in air-handling plant rooms throughout the station. Each platform will be served by at least two separate air handling units (AHU’s) with the distribution systems combined along each platform to ensure coverage of all areas in the event of single equipment failure. Based on the initial estimation about 6 units (2 for concourse and 4 for the platform) each having 15 cum/s air-flow would be needed for the full system capacity.

These air conditioning systems mix return air with a variable quantity of outside air. The outside air 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 minimise the enthalpy reduction needed to be achieved by the cooling coil. This mixture of outside and return air is then filtered by means of automatic roll filters and then cooled by a cooling coil before being distributed as supply air via high level insulated ductwork to diffusers, discharging the air into the serviced space in a controlled way to minimise draughts. Return air to the platform areas is extracted via the trackway exhaust system and either returned to the AHU’S or exhausted as required. The air-conditioning system scheme is shown in Fig. 3 & 4.

Air-cooled chiller units will be provided at each station. 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 500 TR, hence about three units of 250TR (including one stand-bye) may be required for full system capacity (i.e. 40,000 PHPDT). For the inter change station at Majestic Circle the plant capacity may be higher (approx. 750 TR). During the design stage this estimated capacity might get changed for individual station depending on the heat loads. It is recommended that initially two units of 250 / 200 TR may be installed with the provision of third unit be kept in terms of space.

In view of the temperate outdoor conditions, generally, it is possible to utilize air-cooled chiller units, which can save large amount of water requirement. The air-cooled chillers should be equipped with screw compressors so that they can be operated at a very less load with high efficiency. These units also eliminate requirement of condenser water circuits including pumps, cooling towers and make up water plants.

6.5.19Tunnel Ventilation System

As described earlier tunnel ventilation fans will be installed in each of the fan rooms near vent shafts. There shall be two fans in a fan room at each end of the station. The initial fan capacity estimated is about 60cum/sec. If necessary nozzle type structures made up of concrete or steel may 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 crossovers locations and for the link line.

The trackway exhaust system will have two fans of each 20 cum/sec. for each platform. The connections to tunnels and shafts will be through damper units that may be either electrically or pneumatic actuated.

A comprehensive remote control and monitoring system for operation and control of tunnel ventilation system will be installed. The alarm and status signals from the equipment will be transmitted to operations control centers (OCC) through SCADA. The activation command for a group of equipment will be initiated from OCC by the controller. There shall be mode table defining sequence of equipment operation for each event or scenario.

6.5.20Space Requirement for VAC System

The station air conditioning and tunnel ventilation equipment plant room are normally located at each end of the concourse for the two level stations. The approximate area for air handling equipment room would be 400 sq. m and for tunnel ventilation fan room would be 600 sq. m. respectively at each end of the station. The tunnel vent shafts of approximately 20 sq. m. area will be constructed at each end of the stations. There shall be supply shaft and exhaust shafts at the stations of similar dimensions. The air-cooled chiller units can be installed in chiller plant room at surface level. For the underground stations with large inter station distances there may be necessity of constructing mid tunnel shaft.

6.5.21Control and monitoring Facilities

For the underground stations the control and monitoring of station specific 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 systems. The command signals will be initiated at OCC and relayed upto the relevant equipment for operation. The feedback signal is received through SCADA if 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 equipments that need to be operated based on the event. The abnormal conditions such as train congestion, emergency, fire in subway would be detected by various components and the emergency response there to will be activated based on the mode tables. In the event that remote control is not possible due to any reason, the local control via SCR would be performed. The OCC will also be used for logging the alarm status, fault occurrences, and other maintenance related data for the above systems.

6.5.22Codes and Standards

The concept VAC design is guided by the following codes and standards:(b) SEDH – Subway Environment Design Handbook(c) ASHRAE – Handbook, current series.(d) CIBSE – relevant document.(e) NFPA – 130, 2000 edition.


List of attachments

The following annexures are attached to this report.Annexure – I: Concept design calculations for VAC system (typical). Annexure – II: Equipment data sheet for VAC system on tentative basis. ________________________________________________________________

Annexure I

VAC Calculations for Bangalore Metro typical subway station (Concept Design)

1 Assumptions 1. Headway - 3 min.2. PHPDT - 40,0003. Inter station distance - 900 m (typical)4. PF length - 130 m5. Bored tunnel dia - 5.2 m6. Max. Speed - 80 kmph

7. Train frontal area ≈ 2.88 x 3.8 = 10.9 m2

8. Train wt (empty) = 36 Ton (DMC)9. Passenger/Car = 322 (DMC)10. Acceleration - 1.0 m/s/s11. Braking - 1.1 m/s/s12. Traction Motor rating - 200 kW13. No. of cars / train - 614. Car length - 20.6 m

15. Sub-Soil temperature - 24°C

Analysed Data

1. Total weight of each car = 322 x 65 + 3600

(DMC) = 56.9 Ton ≈ 57 Ton2. No. of trains in either direction = 60/3 = 20 trains3. Bored tunnel cross section area = 20.15 m2 (discounting 5% for invert)

4. Blockage Ratio = 10.9 m2/20.15 m2 ≈ 54%5. Equivalent wt. of each car = 57 x 1.08

(Adding 8% Rotational Inertia) = 61.5 Ton6. Max. Train speed = 80 x 1000__ = 4375 fpm.

60 x 0.30487. Design Outside Conditions

(From ASHRAE 2% Criteria) Summer 32.8 DB, 19.5 WB; (55.39 kJ/Kg) Monsoon 27.4 DB, 22.4 WB; (65.97 kJ/Kg)

2 ESTIMATION OF COOLING REQUIREMENT

C.1Total heat rejected in a Subway station moduleKinetic Energy to be dissipated per hr would be,K.E. = 11.1 x 10-6.WeNnU2, (Ref. SEDH, Vol.I, Part 3)

Where, K.E. - Kinetic Energy in BTH.We – We – equivalent Wt./car, ton


N – No. of cars/trainsn – no. of trains through module / hr.U – max. train speed / fpm.

For Bangalore MetroWe = 61.5 Ton, N = 6, U = 4375 fpm, n = 40 (both directions)Hence,K.E. = 11.1 x 10-6 x 61.5 x 6 x 40 x (4375) 2.

= 313, 592 BTH= 918 KW

Total System heat to be removed in a station module= 2 x K.E.= 2 x 918 = 1836 kW

C.2Total Heat in a station module – Spatial DistributionTotal Heat = 1836 kWHeat rejected in approach tunnel = 367 kW (20%)Heat rejected in departure tunnel = 367 kW (20%)Heat generated in the station box = 1102 kW (60%)

C.3 Tunnel Heat Loads (from different sources)

1. Braking + accessories ≈ 50% ≈ 918kW

(Reduction due to regen braking) ≈ 20% ≈ 184 kW

Net Heat due to braking ≈ 734 kW

2. Acceleration + propulsion acc. ≈ 12% ≈ 220kW

3. Train A/c Units ≈ 30% ≈ 550kW

4. Others – Tunnel lighting ≈ 8% ≈ 148kW+ Third rail + station area heat

Total heat generated in a subway module = 148 + 550 + 220 + 734= 1652 kW

Now total Heat to be removed by the station ECS = Subway heat @ station box (60%)

+ Tunnel heat convective (20%)+ other steady state heat (concourse + pax)

C.4Heat load in concourse area

(a) Area of Concourse = 20 m (width) x 130 m (length)= 2600 m2.

Total load @ 40 W/m2 (eqpt. + lighting + Esca. + lift)= 2600 x 40

= 104 kW (on higher side)

(b) Pass. heat released at concourse= 140 W/person

No. of avg. pass. = (Waiting time + Moving time) x peak min. load= (1/2 x headway + 90 sec) x 40,000


60= 3min x 666= 2000 pax

Pass. heat load = 2000 x 140= 280 kW

Hence total steady state heat = 280 + 104 = 384 kW

Total heat load for station ECS = 384 + 1652 x 0.8 kW= 1705 kW= 487 TR

Hence, initial capacity proposed = 2 x 250 TR = 500 TRLater addition = 1 x 250 TR = 250 TR (in future)

For interchange station Initial Capacity = 3 x 250 TRLater addition = 1 x 250 TR

______________________________________________________________________


Annexure II

EQUIPMENT DATA SHEET FOR A TYPICAL STATION

The tentative requirement of VAC Equipment for a typical station is estimated as under:1. Tunnel Vent Fans : 4 Nos x 60 cum/s (Two on each end).2. Trackway extract fans : 4 Nos. x 20 cum/s (Two on each end).3. Smoke extract fans (concourse) : 2 Nos. x 12.0 cum/s(one on each end).4. Plantroom vent fans : 4 Nos.x 7.5 cum/s (Two on each end).5. Tunnel Booster fans : As per requirement at crossovers.

6. Chiller units : 2 x 250 TR plus 1 x 250 stand bye (to be added later)

7. Air Handling units (Platform) : 4 x 15 cum/s (Two on each end).(Concourse) : 2 x 15 cum/s (Two on each end).

8. Automatic roll filters for AHU’s : As per requirement9. Ducting and pipe works. : As per requirement

10. Dampers : As per requirement.11. Power supply and accessories. : As per requirement. 12 Control and monitoring system : As per requirement.

Note: For the interchange station the number of TV equipment will be twice and the VAC plant capacity would be based on the cooling requirement.


Variation of Average Max.& Min. Temperatures.

0

5

10

15

20

25

30

35

Jan Feb Mar Apr May June July Aug Sep Oct Nov Dec

Month

Te

mp

era

ture

in

De

g.

C

Avg.Max.

Avg.Min.

Fig.1 – Bangalore City – Variation of Temperature in a year.


COOLING

SYSTEM

STAIRWELL

STATION

SHAFT

BLAST

STATION

PLATFORM

RETURN AIR

FROM TESSUPPLY

AIRMID-TUNNEL

VENT SHAFT

TUNNEL

TRACK WAY

EXHAUST (TES)

AIR BLAST

SHAFT

BLAST

DAMPER

TUNNEL VENTILATION

FAN

FIG.2 TUNNEL VENTILATION SCHEME FOR BANGLORE MRTS

LEGEND


Fig 3

DMC DMC TC TC MC MC

DMC TC DMC

3 Car Composition ; 4 min Headway ; Peak Capacity 15000 ; Train Capacity 1000 ( 136 seating , 864 Standees )

6 Car Composition ; 3 min Headway ; Peak Capacity 41360 ; Train Capacity 2068 ( 286 seating , 1782 Standees )

CONCOURSE LEVELPLAN AT-2000

MAJESTIC INTERCHANGE STATIONInterchange of EW / NS corridor

Figure 6.4

BANGALORE METRO, Phase I

Sheet 1of 550 m50 251510

UPPER PLATFORM LEVELPLAN AT-8000


Figure 6.4


Sheet 2of 550 m50 251510

MEZZENINE LEVELPLAN AT-14000


Figure 6.4


Sheet 3of 550 m50 251510

LOWER PLATFORM LEVELPLAN AT-20000


Figure 6.4


Sheet 4of 550 m50 251510


Figure 6.4


Sheet 5 of 550 m50 251510

UNDERCROFT

PLATFORM

MEZZANINE

PLATFORM

MEZZANINE

PLATFORM

MEZZANINE

LOWER PLATFORM

CONCOURSE

UPPER PLATFORM

OCC

UNDERCROFT

PLATFORM

MEZZANINE

LOWER PLATFORM

CONCOURSE

UPPER PLATFORM

OCC THEATRE OFFICE / COMMERCIAL

OCC THEATRE OFFICE / COMMERCIAL

NS PLATFORM

MEZZANINE

EW PLATFORM

CONCOURSEGROUND LEVEL

GROUND LEVEL

LVL.- 2000

LVL.- 8000

LVL.- 14000

LVL.- 20000

NS PLATFORM

MEZZANINE

EW PLATFORM

CONCOURSELVL.- 2000

LVL.- 8000

LVL.- 14000

LVL.- 20000

SECTION THROUGH EW PLATFORM

SECTION THROUGH NS PLATFORM

CONCOURSE LEVEL PLAN

ROAD LEVEL PLAN

PLATFORM LEVEL PLAN

CROSS SECTION


ROAD LEVEL PLAN

PLATFORM LEVEL PLAN

CROSS SECTION

TYPICAL ELEVATED STATIONwithout Traction Sub Station

Figure 6.1


50 m50 251510

TYPICAL ELEVATED STATIONwith Traction Sub Station

Figure 6.2


50 m50 251510

50 20m10 50 20m10

STATION PLAN AT GRADE

CROSS SECTION

TYPICAL ELEVATED STATION

Figure 6.5


50 m50 251510

10 2 5 10m

19600 9600 9600 9600 4800 9600 9600 9600 9600 9600 9600 9600 9600 9600 9600 9600 9600 9600 4800 9600 9600 9600 9600

UP

UP

UP

UP

UNPAIDCONCOURSE

P D AREA - I

BEV. MART

SECURITYRM.

STORE

TOI.

TOI.

(M)

(W)

EFO

TOM

TOM

UNPAIDCONCOURSE

STORE

P D AREA - II

TOI.(M)

TOI.(W)

TOM

TOM

A T M

A T M

SECURITYRM.

STATIONCONTROLROOM

STATIONMANAGERROOM

LOCKERS/

(M)

LOCKERS/

(W)MESS MESS

FIRSTAIDROOM

CASHAUDIT

EMRGY.EQUPT.

RM.

PAIDCONCOURSE

EFO

SMOKEEXTRACT

TUNNELVENTILATION

OTE

EXTRACTSMOKE

DRAUGHTRELIEF

DRAUGHTRELIEF

DNDNREVENUEMANAGER

TELECOMMN.ROOM

ECSROOM

DRAUGHT

RELIEFDRAUGHT

RELIEFEXTRACT

EXTRACTSMOKE

VENTILATIONTUNNEL

SMOKE

ROOMECS

INTAKE

EXHAUST

FAN

FAN

FAN

FAN

DRAUGHTRELIEF

INTAKE

RELIEFDRAUGHT

EXHAUST

CL.OF STATION221550

2259

0

SAOTE

UPE

SA

UPE

SA

UPE

OTE

OTE

UPE

SA

Ar.54 Sqm. Ar.23 Sqm. Ar.52 Sqm.

Ar.15 Sqm. Ar.20 Sqm.

Ar.28 Sqm. Ar.36 Sqm. Ar.17 Sqm.

Ar.19 Sqm.

Ar.17 Sqm.

Ar.10 Sqm.

Ar.10 Sqm.Ar.10 Sqm.

Ar.10 Sqm.BEV. MART

Ar.19 Sqm.

Ar.17 Sqm.

Ar.116 Sqm.

Ar.155 Sqm.

Ar.11 Sqm.Ar.11 Sqm.

EXTRACTSMOKE TVF

Ar.=161Sqm.A.S.S

SMOKEEXTRACT TVF

DRAUGHTRELIEF

UP

SA

UP

Ar.=49 Sqm.

TDS. TRACK

Ar.=29 Sqm.

ROOM CABIN

Ar.=36 Sqm.(S & T)UPS

UP

OTE

UPE

SIGNALLING

Ar.=45 Sqm.

EQUIPMENTROOM

UPE

Ar.=26 Sqm.STORE UP

RELIEFDRAUGHT

SA OTE

Ar.=23 ROOMPUMPSEEPAGE

UP

SEWAGE

Ar.=21 Sqm. ROOMPUMP

SMOKEEXTRACT

OTE SA

UPE

DRAUGHTRELIEF

UP

UP

Sqm.Ar.=20 ROOMTDS

Ar.=21 Sqm.

MOBILEROOM

Sqm.

UP

UPE

PERMANENT

Ar.=48 Sqm.STOREWAY

UP

TVF

Ar.=198 Sqm.A.S.S

SMOKEEXTRACT

OTE SA

DRAUGHTRELIEF TVF


PLATFORM LEVEL PLAN

2 3 4 5 6 7 98 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

A

B

CD

E

FG

H

I

19600 9600 9600 9600 4800

221550

2 3 4 5 6 7 98 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

A

CD

E

FG

I

9600 9600 9600 9600 9600 9600 9600 9600 9600 9600 9600 9600 9600 4800 9600 9600 9600 9600

CL.OF STATION

A

+ 000+1075

+ 4075

+ 5575+ 6175

+ 9175

+ 10675+ 11575

+ 13575

STN. BOXC/L OF

TRACKC/L OF

UNDERCROFT

PLATFORM PLATFORM

CONCOURSE CONCOURSE

+ 13575

A.S.S.

SMOKEEXTRACT

B C D E F G

TRACKC/L OF

A

STN. BOXC/L OF

TRACKC/L OF

B C D E F G

TRACKC/L OF

SECTION AT-AA SECTION AT-BB

B

B

A

A

210603530 21090

4060

TYPICAL UNDER GROUND STATION

Figure 6.3


50m50 251510

50 20m10

CHAPTER 7

PERMANENT WAY

7.1 CHOICE OF GAUGE

Standard Gauge (1435mm) is generally used for metro railways world over. During the last decade, 20 new metros have been constructed in various cities of the world. All these metros have gone in for Standard Gauge even though the national gauge for mainline railways in some of these countries was different from Standard Gauge. In India the national gauge is Broad Gauge (1676mm). The question whether Bangalore Metro should go in for Broad Gauge or Standard Gauge has, therefore, been examined with following important parameters.

(i) Metro alignments in a city have to pass through heavily built-up areas for optimal passenger utilisation and this imposes severe restrictions on the selection of curves. As in most of the cities in India no 'right of way' has been reserved for metro systems, the alignments have to follow the major arterial roads. These roads may often have sharp curves and right-angle bends. In such a situation adoption of Standard Gauge is advantageous since it permits adoption of sharper curves compared to Broad Gauge to minimise property acquisition along the alignments.

(ii) In Standard Gauge 1 in 7 and 1 in 9 turn-outs, which occupy lesser length, are feasible compared to 1 in 8 ½ and 1 in 12 turn-outs required for Broad Gauge. Length of cross-overs for Standard Gauge is thus lesser than for Broad Gauge. Land requirement for depots where a large number of lines connected together in the shape of ladder is also reduced. Standard Gauge is, therefore, more suited for use in city environment where land availability is scarce.

(iii) For Standard Gauge, optimised state-of-the-art rolling stock designs are available ‘off-the-shelf’. This is not so for Broad Gauge where new designs for rolling stock have to be specially developed which entails extra time and cost.

(iv) Because of the availability of a very large market, constant up-gradation of technology takes place for Standard Gauge coaches. Thus upgraded technology is available on a continued basis in case of Standard Gauge. This is not so in case of Broad Gauge.

(v) For the same capacity gross weight of a metro coach is lower for Standard Gauge than for Broad Gauge. Standard Gauge rolling stock thus results in recurring saving in energy consumption during operation.

(vi) Once technology for Standard Gauge coaches get absorbed and a manufacturing base for them is set up in India, there will be considerable export potential for the coaches, since almost all the countries use Standard Gauge for their metros. This is not so in case of Broad Gauge.

(vii) It is some time argued that adoption of Broad Gauge for metros would enable inter-running of metro trains with Indian Railways since the latter uses Broad Gauge. Inter-running is, however, technically or operationally not feasible as the two systems have different:

Ch 7 Permanent Way Detail Project report 168

• Rolling Stock characteristics,

• Signalling Systems,

• Headways,

• Tariffs,

• Moving dimensions, and

• Loading standards.

(viii) Track gauge is not a technical parameter for any metro rail system. It is a planning parameter. This issue was also examined in January 2000 by the Ministry of Law and Justice who had opined that the choice of gauge is a matter which lies within the jurisdiction of the metro rail organisation entrusted with the responsibility of implementing and operating the metro systems.

Since inter-running is not feasible, choice of Gauge for a metro system should be based solely on technical and economic considerations on which Standard Gauge turns out to be superior.

From the above, it is seen that Standard Gauge will be cost-effective and at the same time enable Bangalore Metro to be at par with world-class metros and enable it to remain technically up-dated in future. Standard Gauge will also enable setting up a manufacturing base for coaches required for metros in other cities of the country as well create an export potential for such coaches. Adoption of Standard Gauge is, therefore, recommended for Bangalore Metro. A wider gauge is not justified as coach width is small and axle loads are as low as 15 ton.

7.2 TRACK STRUCTURE

Track on Metro Systems is subjected to intensive usage with very little time for day-to-day maintenance. Thus it is imperative that the track structure selected for Metro Systems should be long lasting and should require minimum or no maintenance and at the same time, ensure highest level of safety, reliability and comfort, with minimum noise and vibrations. The track structure has been proposed keeping the above philosophy in view.

General

Two types of track structures are proposed for Bangalore Metro. The normal ballasted track is suitable for At-Grade (surface) portion of Main Lines and in Depot (except inside the Workshops, inspection lines and washing plant lines. The ballastless track is recommended on Viaducts and inside tunnels, as the regular cleaning and replacement of ballast at such location will not be possible.From considerations of maintainability, riding comfort and also to contain vibrations and noise levels, the complete track is proposed to be jointless and for this purpose even the turnouts will have to be incorporated in LWR/CWR. The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling Stock should be compatible with the rail cant and rail profile.


Rail Section

Keeping in view the proposed axle load and the practices followed abroad, it is proposed to adopt UIC-54 (54 kg. /m) rail section as shown in Fig. 7.1. Since on main lines, sharp curves and steep gradients would be present, the grade of rail on main lines should be 1080 Head Hardened as per IRS-T- 12-96. As these rails are not manufactured in India at present, these are to be imported. For the Depot lines, the grade of rails should be 880 which can be easily manufactured indigenously.

Ballastless Track on Main Lines (Viaducts/Tunnels)

On the viaducts, it is proposed to adopt plinth type ballastless track structure with RCC derailment guards integrated with the plinths (shown in Fig.7.2). In tunnels, slab type track structure is to be adopted (shown in Fig.7.3 & 7.4).Further, it is proposed to adopt Vossloh-336 Fastenings System (shown in Fig.7.5) on both types of ballastless track structures, with a base-plate to base-plate spacing of 65 cm. on viaducts and 70 cm. in tunnels. Most of the components of Vossloh-336 fastening system are now indigenously available. The toe load design for the clips is to be finalised at the detail design stage.

Ballasted Track on Main Lines and on Depot Lines

It is proposed to have a ballast cushion of 300 mm below the PSC sleepers on main lines whereas on Depot lines, the same shall be 250 mm. The proposed sleeper density is 1540 Nos. per km. (sleeper spacing being 65 cm) both on main lines and Depot lines. The fastenings system on ballasted track may be same as prevalent on Indian Railways; i.e. ERC Mark III clips with GR Sole plates and GFN liners. The Standard Gauge PSC sleeper for ballasted track would need to be designed on the same lines as done on Indian Railways or an appropriate ready design from abroad adopted.

Transition between Ballasted and Ballastless Track

Transition slab of 6 to 8 m length should be provided at the junction of Viaduct and earth formation. The transition from Ballastless track to Ballasted track should be made smooth over this length.

Ballastless Track in Depot

The ballastless track in Depot may be of the following types:

• Discretely supported on concrete/steel pedestal for inspection lines.

• Embedded rail type inside the Workshop.

• Plinth type for Washing Plant line.


7.2.7 Turnouts

• From considerations of maintainability and riding comfort, it is proposed to lay the turnouts also with 1 in 20 cant. Further, it is proposed to adopt the following two types of turnouts:

• On main lines, 1 in 9 type turnout with a lead radius of 300 metres and

permissible speed on divergent track as 40 km/h (shown in Fig.7.6).

• On Depot lines, 1 in 7 type turnout with a lead radius of 140 metres and

permissible speed on divergent track as 25 km/h (shown in Fig.7.7).

• The Scissors cross-overs on Main Lines (1 in 9 type) will be with a

minimum track centre of 4.5 m (shown in Fig.7.8).

• The proposed specifications for turnouts are given below: -

• The turnouts should have fan-shaped layout throughout the turnout so as to have same sleepers/base-plates and slide chairs for both LH and RH turnouts.

• The switches and crossings should be interchangeable between ballasted and ballastless turnouts.

• The switch rail should be with thick web sections, having forged end near heel of switch for easy connection with lead rails, behind the heel of switch. The switches should have anti creep device at heel of switch for minimising the additional LWR forces transmitted from tongue rail to stock rail.

• The crossings should be made of cast manganese steel and with welded leg extensions. These crossings should be explosive hardened type for main lines and without surface hardening for Depot lines.

• The check rails should be with UIC-33 rail section without being directly connected to the running rails.

BUFFER STOPS

On main lines and Depot lines, friction buffer stops with mechanical impact absorption (non-hydraulic type) need to be provided. On elevated section the spans on which friction buffer stops are to be installed are to be designed for an additional longitudinal force of 85 T, which is likely to be transmitted in case of Rolling Stock impacting the friction Buffer Stops.

RAIL STRUCTURE INTERACTION

For continuing the LWR/CWR on Viaducts, the elevated structures are to be adequately designed for the additional longitudinal forces likely to be transmitted as a result of Rail-Structure interaction. Rail structure interaction study will determine the need and locations of Rail Expansion Joints (REJ) also. REJ in ballasted track will be for a maximum gap of 120 mm, whereas on ballastless track for a maximum gap of 180 mm.

WELDING

Flash Butt Welding Technique is to be used for welding of rails. Alumino-Thermic Welding is to be done only for those joints which cannot be welded by Flash Butt Welding Technique, such as joints at destressing locations and approach welds of switches & crossings. For minimising the population of


Thermit welds, mobile (rail-cum-road or portable) Flash Butt Welding Plant will have to be deployed.

7.5 COST

Total cost of track work on East-West Corridor = Rs.112 crores(including track in Baiyappanahalli Depot).Total cost of track work on North-South Corridor = Rs.95 crores.(including track in Yeshwantapur Depot)

*****


1 : 2

0

Slope 2.5% Slope 2.5%5°

ON VIADUCTTYPICAL CROSS SECTION

1435

525

212.5

5°

1 : 2

0

UIC 60

202

1600

Rail level

1 : 2

0

UIC 60

175

(Mln

)

NOTE:-ALL DIMENSION ARE mm UNLESS OTHERWISWISE NOTED

MINIMUM DEPTH OF PLINTH = 175mm.

BALLASTLESS TRACK ON VIADUCT

1 : 20

UIC 60

1 : 20

UIC 60

1435

2100 2100

1435UIC 60

1 : 20 1 : 20

UIC 60

BALLASTLESS TRACK IN BOX TUNNEL

300

(MIN

) 202

NOTE:-1.- ALL DIMENSIONS ARE IN MM UNLESS OTHER WISE NOTED2.- PLINTH CONCRETE:GRADE M353.-MINIMUM DEPTH OF PLINTH CONCRETE BELOW RAIL SEAT 175MM.

FIG.7.4

16615.5

16615.5

40500

40749

4500

16615.5

16615.5

33231

33231

73731

DOUBLE CROSSOVER tg. 1/9 R= 300m C.L. 4500AXLE SCHEME

16615.5

1837

.7

388812727.5

16615.516615.5100

PT

tg.1/9 (6.3419176°)

R=300m

R=300m

33331

TURNOUT tg. 1/9 R= 300mGEOMETRY

GEOMETRY

TURNOUT tg. 1/7 R= 400m

PT

4050100949951

9951 14144

24095

14144

2006tg.1/7

2100

1435

(MIN

)

202

577

UIC 60

1 : 20

UIC 60

1 : 20

377

200

Ø5200

Slope 2.5%Slope 2.5%

1:- ALL DIMENSION ARE IN MM UNLESS OTHERWISE NOTED.2:- SLAB CONCRETE : GRADE M353:- PRINCIPLE OF ROTATION FOR TRACK IN CURVE

4:- ON CANTED TRACK THE CENTRE OF THE CIRCULAR TUNNEL WILL BE SHIFTED LATERALY & VERTICALLY WITH RESPECT TO ITS POSITION WITHOUT CANT.5:- MINIMUM THICKNESS OF SECOND POUR SLAB BELOW RAIL SEAT IS 175 MM.

HALF ROUND DRAIN

SECOND POUR CONCRETE

FIRST POUR CONCRETE

DEPRESSION FOR CABLECROSSING EVERY 4200 MMSQUARED SECTION OF 50MMDEPTH, 100MM WIDE SLOPING TOWARDS SIDE DRAINS

BALLASTLESS TRACK IN CIRCULAR TUNNEL

FIG.NO 7.3

°a

a°

UIC 60

1 : 20

BY TRACK WORK

BY CIVIL WORK

R508

2800

R880

R640

RAIL PROFIL : 54 E1 (UICS54)

5600

14.1

49.4

R880

800

16.0

1016

R13

R80

R320

3060

R800

R120

R80

R120

R300

2800

440

1208

R320

CHAPTER 8

POWER SUPPLY, SYSTEM OF TRACTION AND POWER TARIFF

8.0 POWER SUPPLY, SYSTEM OF TRACTION AND POWER TARIFF DETAILS

8.1 Power Supply arrangements

Electricity is the only source of energy for operation of Metro system. The

electric power supply is required by Metro system for the following purposes:-

• For running trains

• For station services e.g. lighting, ventilation and air-

conditioning (only in underground stations), lifts, escalators, signalling

& telecom, fire fighting and pumping etc.

• For workshops, depots and other maintenance infrastructure

within premises of metro system.

The major component of power supply is traction requirements for elevated

section and auxiliary requirements for underground section.

8.1.1 Power Demand Estimation

The power requirement of a metro system is determined by peak-hour

demands of power for traction and auxiliary applications. Broad estimation of

auxiliary and traction power demand is made based on the following

requirements:-

(i) Specific energy consumption of rolling stock – 70KWh/1000 GTKM

(ii) Regeneration by rolling stock – 20%

(iii) Elevated/at –grade station load – initially 250KW, which will increase

to 300 KW in the year 2021

(iv) Underground station load – initially 1250KW, which will increase to

1750 KW in the year 2021

(v) Depot auxiliary load - initially 2000KW, which will increase to 2500 KW

in the year 2021.

Keeping in view of the train operation plan and demand of auxiliary and

traction power, power requirements have been worked out for the year 2007,

2011 and 2021 which is briefly summarized in Table 8.1 below:-

Ch 8 Power Supply, System of

Traction and Power Terrif


Table 8.1:- Power Demand Estimation (MVA)Corridor Year

2007 2011 2021

E-W corridor Traction

Auxiliary

Total

5

13

18

11

15

26

14

17

31

N-S corridor Traction

Auxiliary

Total

4

11

15

4

12

16

9

13

22

The detailed calculations of power demand estimation are attached at

annexure 8.1 and 8.2.

8.1.2 Need for High Reliability of Power Supply

The proposed Bangalore metro system is being designed to handle 40,000

passengers per direction during peak hours when trains are expected to run

at about 3- minutes intervals. The tolerance level of any power interruption

during this period is extremely low, as such incidences, apart from affecting

train running, will cause congestion at stations. In underground stations, the

ventilation and air-conditioning as well as lighting will also be affected.

Interruption of power at night or at any time in underground stations 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 signalling and

communication may affect train operation and passenger safety as well.

Accordingly, Metro system requires a very high level of reliable and quality of

power supply. 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 220kV or 66kV from stable grid

sub-stations and further transmission & distribution is done by the Metro

Authority itself.

8.1.3 Selection of Inputs Supply Voltage and the Locations of Receiving Sub-Stations (RSS)

The high voltage power supply network of Bangalore city was studied in brief.

The city has got 220kV, 66kV and 11kV network to cater to the various types

of demand. 220kV sub-stations are generally located at outskirts of the city.

66kV sub-stations are located near to the alignment of E-W and N-S corridor.

Keeping in view of the reliability requirements, 2 input sources of 66kV

voltage level have been considered for each corridor and accordingly, 2




receiving sub-stations (66/33kV) are proposed to be set up each for E-W and

N-S corridor. Based on the discussions with Bangalore Power Supply

Authorities, it is proposed to avail power supply for traction as well as

auxiliary services from the following grid sub-stations at 66kV voltage levels

through double /single circuit cable feeders: -

S. N.

Corridor Grid sub-station(Input source)

Location of RSS of Metro Authority

Approx. length of 66kV cables

1.

E-W

corridor

NGEF sub-station

(66kV)

Baiyappanahalli

depot

1km.

(Double circuit)

2. REMCO sub-station

(66kV)

Mysore Road

Terminal

1km.

(Double circuit)

3.

N-S

Corridor

SRS Peenya

sub-station

(220/66kV)

Yeshwantapur

Depot

4km.

(Double circuit)

4. SARAKKI sub-station

(66kV)

R.V. Road

Terminal

4km.

(Single circuit)

The summary of expected power demand at various receiving sub-stations is

given in Table 8.2.

Table 8.2 – Power Demand at various RSSCorridor RSS Peak demand –

Normal (MVA)Peak demand* –

Emergency (MVA)

Initial Year (2007)

Year (2021)

Initial Year (2007)

Year (2021)

E-W

corridor

Baiyappanahalli 10 17 18 31

Mysore Road

Terminal

8 14 18 31

Total of E-W corridor 18 31 18 31

N-S

corridor

Yeshwantapur 9 13 15 22

R.V. Road

Terminal

6 9 15 22

Total of N-S corridor 15 22 15 22

* Incase of failure of other RSS of same line

The 66kV power supply will be stepped down to 33kV level at the above

RSSs of metro authority. The 33kV power supply drawn from the two RSS of

each corridor will be distributed along the alignment through 33kV Ring main

cable network for feeding to traction as well as auxiliary loads (Refer power

supply schematic drawings no. BM/PS/GA/001/R1 and 002/R1). These

cables will be laid in dedicated ducts along the viaduct & tunnel.

Interconnection of 33kV power supply between the two corridors has been




planned at interchange station as shown in the schematic drawings, which

can be used for transfer of power from one corridor to other in emergency

situation. If one RSS of each line trips on fault or input supply failure,

services can be maintained from the other RSS. But if one more RSS fails,

only curtailed services can be catered to. However, in case of total grid

failure, trains will come to stop but station lighting, ventilation & other

essential services can be catered to by stand-by DG sets. Therefore, the

proposed scheme is expected to ensure adequate reliability and cater to

emergency situations as well.

The 66kV cables will be single core XLPE insulated with 500sq.mm Al

conductor. The cables shall be laid through public pathways to RSSs of

Metro Authority. One RSS of each corridor shall be provided with 2nos. (1 as

standby) 66/33kV 3 phase main receiving transformers for feeding to traction

as well as auxiliary loads. The other RSS of each corridor will be provided

with only single 66/33kV transformer with a provision of adding 66kV bay and

transformer in future when traffic builds up. The two RSS of each corridor are

proposed to be located at the ends and therefore, these will be able to cater

the additional power supply requirements in case of likely extensions of the

corridors on either ends.

Conventional outdoor type 66kV switchgear is proposed for each RSS to be

located in approx. 60m x 60m (3600 sqm) land plot. Gas Insulated

Switchgear (GIS), though requires less space (approximately half) & less

maintenance, is not proposed because of high capital cost. Further 66kV GIS

is not available indigenously and requires to be imported. The typical RSS

layout is given in Drawing 8.1. The 66 & 33kV power supply arrangement is

shown in Drawing 8.2.

8.2 Selection of Traction System

There are 3 standard and proven systems of traction for use in suburban and

metro lines. These are 750V dc third rail, 1500V dc overhead catenary and

25kV ac overhead catenary system. All these three systems are already in

use in India.

750V dc third rail system has been extensively used in metros and more than

60% of existing metro systems in the world utilize 600-750V dc third rail

system. The system does not affect the aesthetics of the city as it is laid

alongside the track and also require smaller tunnel diameter compared to

other systems. With the standard gauge (SG) and proposed coach profile,

750V dc third rail system can be accommodated in tunnel diameter of 5.2m.

The system has a technical limitation beyond a traffic level of 60,000 PHPDT

on account of requirement of large number of traction sub-stations and

difficulty in differentiation between over-current and short-circuit currents.

Stray current corrosion is often encountered in dc electrified railways and

therefore, suitable measures are required for protection against corrosion of

metallic structures, reinforcement and utility pipes caused by dc stray current.




1500V dc catenary system has been adopted by few metros to overcome the

limitation imposed by 750V dc system for catering to traffic level of 60,000-

80,000 PHPDT. This system requires use of catenary masts on elevated

viaducts thereby affecting aesthetics of the city and also larger tunnel

diameter compared to 750V dc system. Tunnel diameter for 1500V dc

system has been assessed as 5.4m.

25kV ac traction has the advantages of minimal number of traction sub-

stations, potential to carry large traffic (60,000-100,000) PHPDT and

possibility of linking to mainline railways, if required. But the system requires

a bigger tunnel diameter of 5.7m and use of catenary masts thereby affecting

aesthetics. Suitable measures are required for mitigation of electro-magnetic

interference (EMI) caused by single-phase 25kV ac traction currents. In

addition, 25kV ac train will require the heavy transformers to be carried in the

motor coach. The proposed alignment of East-West and North-South

corridors is passing through the congested roads and built-up area of the city

and therefore, 25kV ac traction system is not considered a safe option.

The traffic requirements of the Bangalore Metro have been projected to be

about 40,000 PHPDT in horizon year 2021 and the corridors will be mainly

elevated with small underground sections. Keeping in view of ultimate traffic

requirements, difficulty in constructing large diameter tunnels in the city,

aesthetics and other techno-economic considerations, 750V dc type traction

system is considered to be the best alternative and hence proposed. Since

the route is entirely grade separated there is no danger of safety hazard to

passengers from third rail.

750V dc third rail bottom current collection is envisaged from reliability and

safety considerations with the use of composite Aluminum steel third rail on

main lines. Low carbon steel third rail, which is available indigenously, is

proposed for depot because of reduced current requirements. The third rail

will be provided with suitable shrouds for safety of passengers as well as

maintenance personnel. 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.

8.2.1 Design Criteria for Power Supply and Traction System:

Train operation plan envisages running of trains as summarized below in

Table 8.3:




Table 8.3 Train Operation PlanCorridor Year

2007 2011 2021

E-W CorridorTrain composition

Headway3 car4 minutes

6 car4 minutes

6 car3 minutes

N-S CorridorTrain composition

Headway3 car4 minutes

3 car4 minutes

6 car4 minutes

In train bunching situation, headway may get reduced to 150 seconds for

short durations. Accordingly, traction power supply system has been planned

to cater for 6-car train operation at 150 seconds headway in year 2021 under

bunching conditions in part of the corridor. However, initially equipment will be

installed to cater the expected power requirements during initial years of

operations. As and when the traffic builds up in year 2011 & 2021, the power

supply system will need slight augmentation by way of adding main power

transformers & traction transformer-rectifier sets.

8.2.2 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

design criteria, it is envisaged to provide traction sub-stations (TSS) at

alternate stations. The requirement comes to 9 TSS for E-W line and 7 TSS

for N-S line as shown in the power supply schematic drawings. The TSS

alongwith Auxiliary Sub-Stations (ASS) will be located at station building itself

at mezzanine or platform level inside a room. An additional traction sub-

station will be located in each maintenance depot. Thus the total requirement

of TSS works out to be 10 and 8 for the E-W and N-S corridor respectively.

The typical layouts for ASS & TSS for underground and elevated section are

given in Drawing 8.3 to 8.6.

Self-cooled, cast resin dry type rectifier-transformer is proposed, which is

suitable for indoor application. Initially, 1x2.5MW transformer-rectifier set shall

be provided in each TSS with space provisions for an additional set to be

accommodated in future as and when trains composition is increased to 6

coach at 3 minutes headway. From the traction sub-stations, 750V dc cables

will be laid upto third rail and return current cables will be connected to

running rails.

8.3 Rating of major equipment Based on emergency demand expected at each RSS, 2 nos. 66/33kV main

receiving transformers of 16/20 MVA capacity shall be provided, at

Baiyappanahalli and Yeshwantapur RSS, one to be in service and second




one to serve as standby. The RSS to be located at Mysore Road and R.V.

Road terminal will be provided with only one 66/33KV power transformer of

16/20MVA. The 66kV cable shall be 3-phase single core XLPE insulated with

500mm2 Al conductor to meet the normal & emergency loading requirements

and fault level of the 66kV 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. Accordingly, proposed 33kV cables sizes are as

under:-

3 core x 400 mm2 copper from RSS to 33kV cable network

3 core x 300 mm2 copper for 33kV ring main cable network.

Entire 33kV cables shall be 3 phase, XLPE insulated with copper conductors.

Cables to be located inside the tunnel shall be with Fire Retardant Low

Smoke Zero Halogen (FRLSOH) properties, while those on outdoor may be

with ordinary PVC sheath.

Adequate no. of cables are required for transfer of power from TSS to third

rail. Single phase XLPE insulated cables with 400mm2 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 four circuit to feed power

to third rail.

The above capacities of transformers, cables etc. have been worked out

based on the conceptual design and therefore, these capacities may be

required to be fine tuned during design stage of project implementation.

8.4 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 to be about 300 kW for elevated/at-grade stations &

1750 kW for underground stations and accordingly two dry type cast resin

transformers (33/0.415kV) of 315 kVA & 2000 kVA capacity are proposed to

be installed at elevated/at-grade & underground stations respectively (one




transformer as standby). Both the Depot ASSs will also be provided with 2 x

2000 kVA auxiliary transformers.

8.5 STANDBY DIESEL GENERATOR (DG) SETSIn the unlikely event of simultaneous tripping of all the four RSSs or grid

failure, the power supply to stations as well as to trains will be interrupted. It

is, therefore, proposed to provide standby DG set of 100 KVA capacity at

elevated/at-grade stations and 750 KVA at underground stations to cater the

following essential services:

(i) Lift operation

(ii) Essential lighting

(iii) Ventilation requirements of U/G stations

(iv) Signaling & telecommunications

(v) Fire fighting system

Silent type of DG sets are proposed which have low noise levels and do not

require separate room for installation.

8.6 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

66/33kV 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.

8.7 EMERGENCY TRIP SYSTEM (ETS)In underground portion of each corridor, Emergency Trip System (ETS) shall

be provided at platform ends and cross-passages in accordance with the

requirements of NFPA-130. ETS can be operated by passengers and metro

staff in case of emergency situations to stop the train(s). Operation of ETS

push button will result in tripping of relevant section of third rail in order to

stop the trains in that section. ETS cable shall be fire rated for one hour at

5000 C.




8.8 STRAY CURRENT CORROSION PROTECTION MEASURES

8.8.1 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 trackbed. 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 schematic Drawing 8.7. Pitting and

general form of corrosion are most often encountered on dc electrified

railways.

8.8.2 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.




8.8.3 Measures for Protection against Stray Current CorrosionEarthing & 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, 3 types of earthing arrangements (viz. Earthed System, Floating

System & Hybrid Earthing System) are prevalent on metros Worldover 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 the trends Worldover, floating system (i.e. traction

system with floating negative) is proposed which reduces the dc stray current

to considerable level. The arrangement shall comply with 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 proposed floating system is described below :-

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/tunnel and all the metallic parts of equipment, cable

sheath, tunnel/viaduct reinforcement, signal post etc. shall be

connected to SE cable.

iii) The continuity of the reinforcement bars of the

viaduct/tunnels as well as track slabs has to be ensured alongwith 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 and tunnels is shown in Drawings 8.8 and 8.9.

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 schematic Drawing 8.10.

8.8.4 Special Arrangements in DepotA separate traction sub-station (TSS) shall be provided for each 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.

8.9 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 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. The proposed 12-pulse rectifier-transformer 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 require to be developed during project implementation

stage.

8.10 ENERGY SAVING MEASURES Energy charges of any metro system constitute a substantial portion of

operation & maintenance (O & M) costs. Therefore, it becomes 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. The proposed system of Bangalore Metro

includes the following energy saving features:

(i) Modern rolling stock with 3-phase VVVF drive and light-weight

stainless steel coaches has been proposed, which has the benefits of

low specific energy consumption and almost unity power factor.

(ii) Rolling stock has regeneration features and it is expected that 20% of

total traction energy will be regenerated and fed back to 750V 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-roomless 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 service escalators will be provided

with 3-phase VVVF drive which gives energy efficiency & improved

power factor. Further, the escalators will be provided with infra-red

sensors to automatically reduce the speed (to idling speed) when not

being used by passengers.

(vi) The latest state of art and energy efficient electrical equipment (e.g.

transformers, motors, light fittings etc) have been incorporated in the

system design.

(vii) Efficient energy management is possible with proposed modern

SCADA system by way of maximum demand (MD) and power factor

control.

8.11 ELECTRIC POWER TARIFFThe electricity is the only source of energy for operation of the Metro system.

The cost of electricity is a significant part of Operation & Maintenance (O&M)

charges of a metro system and it is expected to constitute 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 90 million units in initial years (2007), which will double by horizon year

2021. In addition to keep the energy consumption to optimum, it is also

necessary that the electric power tariff be kept at minimum in order to contain

the O& M costs. Therefore, the power tariff for Bangalore Metro should be

at effective rate of purchase price (at 66kV voltage level) plus nominal

administrative charges i.e. no profit no loss basis. This is expected to be in




the range of Rs. 2.50-2.75 per unit. It is proposed that Government of

Karnataka take necessary steps to fix power tariff for Bangalore Metro at “No

Profit No Loss” basis. Financial analysis has been carried out based on this

tariff for the purpose of finalizing the DPR. Similar approach is being pursued

for Delhi Metro.

Managing Director, DMRC has already requested Managing Director, BMRTL

to take up the matter with Government of Karnataka and electricity bulk

distribution authorities vide letter no. DMRC/Elec/16/Bang-M/02/06 dated 16

January 2003.




Annexure 8.1

POWER REQUIREMENTS E-W Corridor of Bangalore Metro

Year 2007 Year 2011 Year 2021

Motor coach-tare weight 36T 36T 36T

Motor coach-passenger carrying capacity 322 322 322

Trailer coach-tare weight 32T 32T 32T

Trailer coach-passenger carrying capacity 356 356 356

No of cars 3(2M+1T) 6(4M+2T) 6(4M+2T)

passenger weight 60T 120T 120T

Total Train weight 164T 328T 328T

Section length 17.38KM 17.38KM 17.38KM

Headway 4mts 4mts 3mts

Specific Energy consumption 70KWhr/1000GTKM 70KWhr/1000GTKM 70KWhr/1000GTKM

No. of trains/hr in both directions 30 30 40

Peak traction power requirement 6.0MW 12.0MW 16.0MW

Less Regeneration @20% 1.2MW 2.4MW 3.2MW

Net traction power requirement 4.8MW 9.6MW 12.8MW

Station aux power requirement

Elevated/at-grade station 0.25MW 0.30MW 0.30MW

U/G station 1.25MW 1.50MW 1.75MW

no. of elevated/at-grade stations 14 14 14

no. of U/G stations 4 4 4

Total Station Aux Power requirement 8.5MW 10.2MW 11.2MW

Depot Aux power requirement 2.0MW 2.25MW 2.50MW

Total traction & aux power requirement

(MW) 15MW 22MW 26MW

Total power requirement (MVA) assuming

5% energy losses and .95 & .85 pf for

traction & aux loads respectively 18MVA 26MVA 31MVA




POWER REQUIREMENTSN-S Corridor of Bangalore Metro

Year 2007 Year 2011 Year 2021

Motor coach-tare weight 36T 36T 36T

Motor coach-passenger carrying capacity 322 322 322

Trailer coach-tare weight 32T 32T 32T

Trailer coach-passenger carrying capacity 356 356 356

No of cars 3(2M+1T) 3(2M+1T) 6(4M+2T)

passenger weight 60T 60T 120T

Total average weight 164T 164T 328T

Section length 14.5KM 14.5KM 14.5KM

Headway 4mts 4mts 4mts

Specific Energy consumption 70KWhr/1000GTKM 70KWhr/1000GTKM 70KWhr/1000GTKM

No. of trains/hr in both directions 30 30 30

Peak traction power requirement 5.0MW 5.0MW 10.0MW

Less Regeneration @20% 1.0MW 1.0MW 2.0MW

Net traction power requirement 4.0MW 4.0MW 8.0MW

Station aux power requirement

Elevated/at-grade station 0.25MW 0.25MW 0.30MW

U/G station 1.25MW 1.50MW 1.75MW

no. of elevated/at-grade stations 11 11 11

no. of U/G stations 3 3 3

Total Station Aux Power requirement 6.5MW 7.3MW 8.55MW

Depot Aux power requirement 2.0MW 2.25MW 2.5MW

Total traction & aux power requirement

(MW) 12MW 13MW 19MW

Total power requirement (MVA) assuming

5% energy losses and .95 & .85 pf for

traction & aux loads respectively 15MVA 16MVA 22MVA




66 KV. OUTDOOR SWITCH YARD

CROSS TRACKS

66/33 KV TRF.66/33 KV TRF.

CO

NTR

OL

RO

OM

AN

D 3

3KV

PA

NE

LS66 KV. CABLE FEEDERS

66 KV. OUTDOOR

66 / 33 KV. TRF.

33 KV. CB PANELTO 33 KV RING MAIN CABLE NETWORK

SINGLE LINE ELECTRICAL DIAGRAM

DRAWING 8.1 --TYPICAL RSS LAYOUT

SWITCHGEAR

BA

FFLE

WA

LL

66 KV. CABLE FEEDERS

66 KV OUTDOOR SWITCHGEAR

66 / 33 KV. TRF.

33 KV. CB PANELTO 33 KV RING MAIN CABLE NETWORK

MYSORE ROAD TERMINALBAIYYAPPANHALLI

TO 33 KV RING MAIN CABLE NETWORK


33 KV. CB PANEL

66 / 33 KV. TRF.


NGEF SUBSTATION

BAIYYAPPANHALLI RSS

E-W CORRIDOR

REMCO SUBSTATION

MYSORE ROAD RSS

SRS PEENYA SUBSTATION



YESHWANTPUR

YESHWANTPUR RSS

33 KV. CB PANEL

66 / 33 KV. TRF.

N-S CORRIDOR


R.V. ROAD TERMINAL

SARRAKKI SUBSTATION



R.V. ROAD RSS

33 KV. CB PANEL

66 / 33 KV. TRF.

DRAWING 7.1.1


DRAWING 8.2 -- 66/33 KV POWER SUPPLY ARRANGMENTS

(FUTURE)

(FUTURE)

DRAWING 8.3 -- TYPICAL TSS & ASS LAYOUT AT ELEVATED STATIONS

MDP

MDP

MDP

MDP

MDP

MDP

MDP

MDP

MDP

MDP

BC

AT AT

FENCE FENCE

BAT

Access Doors min. 2500mm.

1. All Dimensions are in mm.

2. Typical Height of Power Supply Room

3. Fence Height of Transformer Encloser min. 2600mm.

NOTE :

BC BATTERY CHARGER

NR

MDP

BAT

HSCB

RT

RF

CB

TEP

LCP

AT

MAIN DISTRIBUTION PANEL

RECTIFIER TRANSFORMER

NEGATIVE RETURN

DC SWITCHGEAR

BATTERY

RECTIFIER

33kV SWITCHGEAR

TRACK EARTHING PANEL

LOCAL CONTROL PANEL

AUXILIARY TRANSFORMER

CB 01

CB 02

CB 03

CB 04

CB 05

CB 06(future)

RT 02 RT 01(future)

FENCE

TEPRF 02 RF 01NR 01(future)

HSCB 01

HSCB 02

HSCB 03

HSCB 04

HSCB 05

HSCB 06

HSCB 07

HSCB 08

4. Room to be located so as to handle transformers from road side

(future)

CB

04

CB

03

CB

02

CB

01

AT AUXILIARY TRANSFORMER

CB 33kV SWITCHGEAR

NOTE :

DRAWING 8.4 -- TYPICAL ASS LAYOUT AT ELEVATED STATIONS





MAIN DISTRIBUTION PANELMDP

AT

MD

P 0

1

BATTERY CHARGER

BATTERYBAT

BCM

DP

02

MD

P 0

3

MD

P 0

4

MD

P 0

5

MD

P 0

6

MD

P 0

7

MD

P 0

8

AT

BC BAT

FEN

CE

4. Room to be located so as to handle transformers from road side.

RF 02

TEP

CB 01

CB 02

CB 03

CB 04

CB 05

(future)CB 06

HSCB 01

HSCB 02

HSCB 03

HSCB 04

HSCB 05

HSCB 06

HSCB 07

HSCB 08(future)

MDP

LCP

LCP

AT AUXILIARY TRANSFORMER

LCP LOCAL CONTROL PANEL

TEP TRACK EARTHING PANEL

CB 33kV SWITCHGEAR

RT RECTIFIER TRANSFORMER

RF RECTIFIER

NR NEGATIVE RETURN

HSCB DC SWITCHGEAR

NOTE :

DRAWING 8.5 -- TYPICAL TSS & ASS LAYOUT AT UNDERGROUND STATIONS





ROLLING SHUTTER

MAIN DISTRIBUTION PANELMDP

(future)

BCBAT

BATTERY CHARGER

BATTERYBAT

BC

AT2500 X 4000

RT 011500 X 3000

RT 021500 X 3000

ROLLING SHUTTER

NRRF 01

MDP

MDP

MDP

MDP

MDP

MDP

MDP

MDP

MDP

2500 X 4000AT

ROLLING SHUTTER

4. Room to be located at concoure/ PF level with hoisting

(future)

arrangement from Ground level.

DRAWING 8.6 -- TYPICAL ASS LAYOUT IN UNDERGROUND STATIONS

AT2500 X 4000

FEN

CE BC

BAT

CB

01

CB

02

CB

03

MD

P 0

8

MD

P 0

7

MD

P 0

6

MD

P 0

5

MD

P 0

4

MD

P 0

3

NOTE :





BATTERY CHARGER

MAIN DISTRIBUTION PANEL

33kV SWITCHGEAR

AUXILIARY TRANSFORMER

CB

04

MD

P 0

2

MD

P 0

1

MDP

BC

BAT BATTERY

AT

CB

2500 X 4000AT

4. Room to be located at Concourse /PF level with hoisting

arrangement from ground level.

DRAWING 8.7 -- DC TRACTION SYSTEM : STRAY CURRENT CORROSION

Stray Current

Stray Current

Return Current

Sturcture Earth

Running Rails

750 V Third Rail

= Area of stray current corrosion

= Insulated

Traction Sub Station

Traction Current

Steel strip welded with thereinforcement of the viaduct

SE(200 sq.mm. copper)

Longitudinal reinforcement of viaduct segment

Continuous copper Conductor-structural Earth (SE)

DRAWING 8.8 -- CONNECTION OF SE CONDUCTOR TO STEEL REINFORCEMENT OF VIADUCT SEGEMENT

DRAWING 8.10 -- BASIC DIGRAM FOR EARTHING , BONDING AND STRAY CURRENT PROTECTION MEASURES

A

U>

Traction Substation

>U

X

AC Switch gear

Feeding Cable

Traction Power Supply

I >

X

Return Circuit (Running Rails)

>U

fenceSignalling

Sheilding CablesX

Platform

Structure Earth (SE) Cable

Earthing Systems

Stray Current Monitoring Device

Station

TEPTEP

Pipe with Insulating Joint

Railway installations

Non Railway installations

Station Power Supply

(Track Earthing Panel)

Transformer CB

Reinforcements

Transformer HSCB Rectifier

CHAPTER 9

SIGNALLING AND COMMUNICATION

9.1 INTRODUCTION

The signaling system shall provide the means for an efficient train control, ensuring safety in train movements. It assists in optimization of rail / metro infrastructure investment and running of an efficient train services on the network. The telecommunication system acts as the communication backbone for signalling systems and provides telecommunication services to meet operational and administrative requirements of rail / metro network.

9.2 SIGANALLING AND TRAIN CONTROL

9.2.1. Overview

Metro carrying a large number of passengers at a very close headway requires a very high level of safety enforcement. 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 a State of Art Automatic Train Control and Computer based Centralized Train Operation and Management system. This will:

i) Provide high level of safety with trains running at close headway, ensuring continuous safe train separation.

ii) 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.

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

iv) Provides greater flexibility and precision in train control.v) Will improve capacity with safer and smoother operations. Driver will have

continuous display of Target Speed / Distance to Go status in his cab enabling him to optimize the speed potential of the track section. It provides signal / speed status in the cab even in bad weather.

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

vii) Improve maintenance of signalling and telecommunication equipments by providing new ways of monitoring system status of track side and train born equipments and undertaking preventive maintenance.

A signalling and control system shall be provided on all running tracks of the metro including car shed except for lines used mainly for local shunting. At all stations with points and crossings, computer based interlocking will be provided for operation of points and crossings/setting of routes including track of adjacent station. The control of train operation will be done from computer backed operation control centre (OCC) and will be supervised by Traffic Controller. Facilities for setting of the route and

Ch 9 Signalling and Communication Detailed Project Report 188

clearing of the signals will also be provided from workstation located at stations with points and crossings. The depot shall be interlocked and equipments with a workstation to control and supervise the movements within its yards.To ensure safety with close headway of train services and for optimization of heavy investment in the infrastructure and rolling stock, the metro shall be provided with an automatic train control system. This will enable running of optimum train services meeting traffic requirements in the most efficient and cost effective way.

9.2.2. Selection of System

The Signalling and Train Control system shall be as explained below:

a. Interlocking System:

At all stations with points and crossings, Solid State Interlocking (SSI) will be provided for operation of points and crossings and setting of routes. Six SSIs are planned to be provided on East West Line and five SSIs shall be on North South line. The setting of the route and clearing of the signals will be done by work station which can be either locally ( at station) operated or operated remotely from the Operation control Centre (OCC).

b. Train Depot : Signalling

The depot for East West line is situated at Baiyyappanahalli and that for North South line at Yeshwanthpur. Each depot / workshop yard except the lines mainly used for shunting shall be interlocked. A work station each shall be provided in the Depot Control Centre for electrical operation of the points and signals of the depot yard.

C. Automatic Train Protection

To ensure safety in train operation and to provide optimum train services on the section the train control on the metro shall be provided with Automatic Train Control system. For this the transmission from track to train will be continuous through coded audio frequency track circuit. The ATC system will provide on-board display of maximum safe speed, current speed and target speed / distance as deduced from ATP systems, signaling interlocks systems and based on track profile and brake characteristics. Facilities for automatic enforcement of temporary / permanent speed restrictions shall also be built in to enhance safety during maintenance work.

d. Train Describer and Control Office

A train describer system will be installed to facilitate the monitoring of train operation and also remote control of the stations .The train describer 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.

e. Passenger Information System

Bangalore Metro Detailed Project Report 189

At all stations, suitable electronic passenger information display boards will be provided. The PIS shall be train actuated along with facility to be automatic inputted from the local station.

9.2.3. Standards

Table 9.1 shows the standards that will be adopted with regard to the Signalling system.

Table 9.1 (Standards adopted with regards to Signalling System)

Description Standards

Interlocking Solid State Interlocking, adopted for station having switches and crossing. All related equipment as far as possible will be centralized in the equipment room at the station. 5 interlocked stations in North South line and 6 interlocked stations in East West line are envisaged. Depot shall be interlocked except for lines mainly used for shunting.

Operation of Points With Direct current 110V D.C. point machines or 380 volts 3 phase, 50 Hz. AC point machines.

Track Circuit Audio frequency Track circuits on running section, test track and in depot.

Signals at Stations Line Side signals to protect the points (switches).

UPS (uninterrupted power at stations as well as for OCC)

For Signalling and Telecommunications

Signalling along the line. ATC with line side signal as fall back.

Train protection systems Automatic train control with over speed protection and protection against signal passing at danger.

Train Describer 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. Also remote control of stations from the OCC.

Redundancy for ATP/Train Describer.

Future space provision for redundancy for Train born equipments in Rolling Stock.

Cables Cables will be steel armoured, as far as possible.

Fail Safe Principles Application to the signalling system – SIL4 level safety

Immunity to External Interface.

All data transmission on telecom cables/ OFC/Radio. All signalling and telecom cables will be separated from power cables.

Train Working Under Emergency

Running on site with line side signal.

Environmental Conditions

Window 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.

9.2.4. Specifications

1. Line Side Signalling and Train Protection

Line Side Signalling and 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.

Prevent rear-end or side collision resulting from one train trying to over-take the other.

Prevent trains being routed on the conflicting routes. Prevent the possibility of points / switches moving just ahead of or under train. Not hindering the vehicles attaining maximum permissible speed. Basic sub-system will include the following modules:-

(i) Train detection(ii) Train Protection(iii) Solid State Interlocking(iv) Signal and speed enforcement.

(v) Brake assurance(vi) Interface with electrical sub-systems of the vehicle like brake control.

Track circuits/balise shall be will be used for vehicle detection. Sub-system/components will conform to international standards like BS, IS,

IEC, ITU-T etc.

2. The cab borne equipment

They will be of modular sub-assemblies for each function for easy maintenance and replacement. The ATP assemblers will be fitted in the vehicle integrated with other equipment of the rolling stock.

3. Train Describer

The system will be installed in the Operation control center and at the stations with point and crossings and will have a panoramic view of the sectional jurisdiction showing the status of tracks, points and the vehicles operating in the relevant section/ whole system. The system shall provide train information in real time and in hard copy for later analysis. It shall be possible to set route of trains at terminals, mid-terminals and runback stations, etc. both locally and remotely. It shall have audio-visual alarms for deficiencies / malfunctioning.

4. SSI at Stations

This sub-system is used for controlling vehicle movements into or out of stations automatically from a work station. 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 system design will be on the basis of fail-safe principle.

The equipment will withstand tough environmental conditions encountered in a Mass Transit System. Control functions in external circuits will be proved both in the positive and negative wires. Suitable IS, IRS, BS standards or equivalent international standards will be followed in case wiring, installation, earthing, cabling, power supply and for material used in track circuits, relays, point operating machines, power supply etc.

9.3. COMMUNICATION

The telecommunication facilities proposed will be helpful in meeting the requirements for

1. Supplementing the signalling system for efficient train operation.2. Exchange of managerial information3. Crisis management during emergencies4. 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 Exchange Telephone Passenger Announcement System within the station and from Central Control

to each station. Centralized Clock System Train Destination Indicator Instant on line Radio Communication between Central Control and Moving

Cars and maintenance personnel. Data Channels for Signalling, SCADA, Automatic Fare Collection etc.

9.3.1. Telephone communication System and Transmission Media

1. Optical Fibre Cable - Main Telecommunication Bearer

The main bearer of the bulk of the telecommunication network is proposed with optical fiber cable system. Considering the channel requirement and keeping in view the future expansion requirements optical fiber cable is proposed to be laid in ring configuration with path diversity. Apart from meeting required optical characteristics, it will be low smoke/ low halogen type optical fibre cable.

SDH STM-1 155 Mb based system shall be adopted with SDH nodes at every station, OCC and depot. Access 2MB multiplexing system will be adopted for the lower level at each node, equipped for channel cards depending on the requirement of channels in the network. Further small routers and switches shall be provided for LAN network at station.


2. Telephone Exchange

Three EPABX of 512 ports will be provided at three locations preferably one at the OCC, one at an intermediate station and other at the depot The Exchanges will serve the subscribers at all the stations, OCC and depot. The exchanges will be interconnected at multiple 2 MB level through optical fibre cable. The Exchanges shall be software partitioned for EPABX and Direct Line Communication from which the phones shall be extended to the stations.

3. Mobile Radio Communication

Mobile Radio communication system having 8 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 Trunked Radio Technology to TETRA International standard. This system now is widely adopted for mobile radio communication in metro / rapid transit services abroad. All the stations and Car Depot 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. To provide adequate coverage, based on the RF site survey to be carried out, base stations for the system will be located at a site conveniently selected after detailed survey. Preliminarily it is anticipated that minimum six Radio Base stations shall be provided, interlinked to the Central Radio Equipment at the OCC through channels on the optical fibre system.

The frequency band for operation of the system will be that for TETRA in 400/800 MHz band depending upon availability of frequency. Instant mobile radio communication between the motorman of the moving cars from any place and the Central Control can be established. 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 locked etc., thus improving safety performance

4. Passenger Announcement System

The system shall be capable of announcements from the local station as well as from OCC. Announcements from OCC will have over-riding priority in all announcements.

5. Centralized Clock System

This will ensure an accurate display of time through a synchronization system of slave clocks driven from a Master Clock at the operation control center. The Master Clock signal shall also be required for synchronization of SDH and Exchanges. The System will ensure identical display of time at all locations. Clocks are to be provided at platforms, concourse, Station Master's Room and other service establishments etc.

6. Train Destination Indicators


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, platform numbers, arrival/departure time, and also special messages in emergencies. The boards shall be provided at all platforms and concourses of terminal & junction stations.

7. Network Monitoring and Management

For efficient and cost effective maintenance of the entire communication network, it is proposed to provide a network management systems (NMS), which will help in diagnosing the faults immediately from a central location and attending the same with least possible delay, thus increasing the operational efficiency and reduction in manpower requirement for maintenance.

The proposed NMS system will be covering radio communication, Optical Fiber Transmission system and Telephone Exchange.

9.3.2. Standards

The standards proposed to be adopted for telecommunication systems are as under

System Standards

• Transmission System

SDH based for the entire telecom network.

• Transmission Media

Optical Fibre system as the main bearer for bulk of the telecommunication network,

• Telephone Exchange

EPABX of 512 ports is to be provided at three locations preferably one at OCC, one at an intermediate station and other at the depot. Further small exchanges shall be at each station. These are to be connected together through optical fiber, which will provide communication at each stations and depots.

• Train Radio System Digital Train radio (TETRA) communication between motorman of moving cars ,stations, maintenance personnel and central control.

• 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 synchronization system of slave clocks driven from a master clock at the OCC. The system shall ensure identical display of time at all locations. This shall also be used for synchronization other systems.

• Passenger Announcement

Passenger Announcement System covering all platform concourse areas with local as well as Central


System Announcement. Central Announcement.

Redundancy (Major System)

Redundancy on Radio base station equipment.Path Redundancy for Optical Fiber 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 coordination.

Card/module level replacement shall be done in the field and repairs undertaken in the central laboratory/manufacture's premises.

9.3.3. Car Depot

Car Depot will be provided with a Mobile Radio Dispatcher System for Depot/Yard communication connected from the central infrastructure at the OCC, to provide communication from the Depot Control Room to Mobile sets in the Cabs of the cars and hand held sets with the maintenance personnel of the depot.All the offices and the Maintenance installations at Car Depot will be connected with EPABX telephones and will be fed from the nearest Exchange. The EPABX will be networked with other EPABX of the network with 2 MB level through the optical Fiber line to establish telecom system as a whole.

9.4 SPACE REQUIREMENT FOR S & T INSTALLATIONS

Adequate space for proper installations of all Signalling and Telecommunication equipment at each of the stations has to be provided keeping in view the case of maintenance and use of instrumentation set up for regular testing and line up of the equipment/system. The areas required at each of the stations for S & T equipment shall be generally 40 sq.m each for Telecomm Room, UPS Room and 40 sq.m at station with points & 25 sq.m at other stations for Signalling. At interlocked stations this will be approximately 40 sq. m. These areas shall also cater to local storage and space for maintenance personnel to work. The tower for mobile train radio system shall be located at approximately 5 km interval along the section. The tower shall be normally placed not more than 40m away from Base Station Equipment Rooms. Necessary land/ space acquisition for the same should be planned. 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.

9.5 MAINTENANCE PHILOSOPHY FOR S & T SYSTEMS

The philosophy of continuous monitoring of system status and preventive & corrective maintenance of signalling and telecommunication equipments shall be followed. Card / module / sub-system level replacement shall be done in the field. Maintenance


personnel shall be suitably placed at intervals and they shall be trained in multidisciplinary skills. Each team shall be equipped with a fully equipped transport vehicle for effectively carrying out the maintenance from station to station.

The defective card/ module / sub-system taken out from the section shall be sent for diagnostic and repair to a centralized S&T repair lab suitably located on the section. This lab will be equipped with appropriate diagnostic and test equipments to rectify the faults and undertake minor repairs. Cards / modules / equipments requiring major repairs as specified in suppliers documents shall be sent to manufacturer’s workshop.

Radio Tower


HOSHALLIKM 3.446

CITY RLY. STATION KM 6.755

CENTRAL COLLEGE KM 8.697

VIDHAN SAUDHA KM 9.318

CRICKET STADIUM KM 10.643

C.M.H. ROAD KM 14.610

INDRA NAGAR KM 15.537

OLD MADRAS ROAD KM 16.419

M.G. ROADKM 11.380

ULSOORKM 13.725TOLL GATE

KM 4.448DEEPANJALI NAGAR KM 1.117

ELEVATED KM 6.340

UNDER GROUND KM6.520

ELEVATED KM 10.240

UNDER GROUND KM9.940

ELEVATED KM 10.240RAMPRAMPRAMP PASS: PLAT:

PASS: PLAT: PASS: PLAT:


PASS: PLAT:

PASS: PLAT:

PASS: PLAT:

PASS: PLAT:

PASS: PLAT:

PASS: PLAT:

PASS: PLAT:



PASS: PLAT:

PASS: PLAT:

PASS: PLAT:

PASS: PLAT:PASS: PLAT:

PASS: PLAT:

PASS: PLAT:

PASS: PLAT:

PASS: PLAT:

VIJAY NAGAR KM 2.345

MYSORE ROADKM 0.000

TRINITY CIRCLE KM 12.522MAGADI ROAD

KM 5.600

ELEVATED KM 0.350

BAIYAPANAHALLI KM 17.374

PASS: PLAT:

DEPOT

SURFACE KM 17.300

PASS: PLAT:

SWASTIK

NORTH

S0UTH

CHIKCKPETE

MAJESTICKM 7.503

D.P.R BANGALORE

(MYSORE ROAD-

CONCEPTUAL SIGNALLING PLANBANGALORE METRO SYSTEMEAST -WEST CORRIDOR

(17.374KM)-BAIYAPANAHALLI)

ELEVETED ELEVETED ELEVETED ELEVETED ELEVETED ELEVETED ELEVETEDELEVETED ELEVETED ELEVETED ELEVETED ELEVETED ELEVETED

SURFACEU /GU /GU /GU /G

CSR 6 COACHES

CSR 6 COACHES PASS: PLAT: PASS: PLAT:

DEAD END KM 14.500

R V ROAD)(YASHWANTPUR-

D.P.R BANGALORE(14.500 KM)

CONCEPTUAL SIGNALLING PLANBANGALORE METRO SYSTEMNORTH- SOUTH CORRIDOR

CENTRAL COLLEGE

CITY RAILWAYSTATION

WEST

EAST

DEPOT KM 14.180R V ROAD

ELEVETEDELEVETED

SOUTH END CIRCLE KM 12.386

JAYANAGAR KM 13.288

ELEVETEDELEVETED

LAL BAGH KM 11.431

CITY MARKET KM 9.235

K.R.ROAD KM 10.427ELEVETEDU / GU / G

CHICKPETE KM 8.559

U / G

MAJESTIC KM 7.540

SWASTIK KM 5.864SURFACE

MAHALAXMI KM 2.102

ELEVETED

RAJAJI NAGAR KM 3.069ELEVETED ELEVETED

KUVEMPU KM 3.975

MALLESWARAM KM 4.728ELEVETEDELEVETED

YASHWANTPUR KM 0.000

CSR 6 COACHES

CSR 6 COACHES

DRGNO.:DMRC/S&C/BANG/EW-1

DRGNO.:DMRC/S&C/BANG/NS-1

CHAPTER 10

AUTOMATIC FARE COLLECTION

10.1 INTRODUCTION

Mass Rapid Transit Systems handle large number of passengers. Ticket issual and fare collection play a vital role in the efficient and proper operation of the system. To achieve this objective, ticketing system shall be simple, easy to use/operate, easy on accounting facilities, capable of issuing single/multiple journey tickets, amenable for quick fare changes and require overall lesser manpower. In view of above, computer based automatic fare collection system is proposed. Relative advantages of automatic fare collection system over manual system are as follows:

Manual fare collection systems have the following inherent disadvantages:

1. Large number of staff is required for issue and checking of tickets.2. Change of fare structure is time consuming as has to be done at each station.3. Manipulation possible by jamming of mechanical parts.4. Staff and passenger interaction leading to more chances of confrontation.5. 100% ticket checking at entry / exit impossible.

Automatic fare collection systems have the following advantages:

1. Less number of staff required.2. Less possibility of leakage of revenue due to 100% ticket check by control gates.3. Recycling of ticket fraudulently by staff avoided.4. Efficient and easy to operate, faster evacuation both in normal and emergency.5. System is amenable for quick fare changes.6. Management information reports generation easy.7. System has multioperator capabilities.8. AFC systems are the worldwide accepted systems for Metro environment.9. Contactless card/ token technology proves to be cheaper than magnetic technology in life cycle cost due to reduced maintenance as it has less wear and tear and less is prone to dusty environment.

The proposed ticketing system shall be of Contactless smart token/ card type. The equipments for the same shall be provided at each station Counter/Booking office and at convenient locations and will be connected to a local area network with a computer in the station Master's room.

Passenger Operated Machine

Space for provision of Passenger Operated Machines (Automatic Ticket Dispensing Machines) for future, shall be provided at stations.

Ch 10 Automatic Fare Collection Detail Project report 197

10.2 STANDARDS The standards proposed for AFC systems are given in Table 10.1

Table 10.1 Standards Proposed for AFC Systems

Standards Description

• Fare media a) Contactless smart token – For single journey. They shall have stored value amount for a particular journey. Tokens are captured at the exit gate.

b) Contactless smart card – For multiple journeys.

• Gates Computer controlled automatic gates at entry and exit. There will be following types of gates:

• Entry

• Exit

• Reversible – can be set to entry or exit

• Disabled – Wide reversible gate for disabled people.

• Station computer, Central computer and AFC Net work

All the fare collection equipments shall be connected in a local area network with a station server controlling the activities of all the machines. These station servers will be linked to the central computer situated in the operational control centre through the optic fibre communication channels. The centralized control of the system shall provide real time data of earnings, passenger flow analysis, blacklisting of specified cards etc.

• Ticket office machine (TOM/EFO)

Manned Ticket office machine shall be installed in the stations for selling cards/ tokens to the passengers.

• Ticket reader and portable ticket decoder.

Ticket reader shall be installed near EFO for passengers to check information stored in the token / cards.

• UPS (uninterrupted power at stations as well as for OCC).

Common UPS of S&T system will be utilized.

• Maintenance philosophy

Being fully Contactless systems, manpower requirement for maintenance is much less compared to system with magnetic tickets. However, adequate facilities to be provided similar to that of S&T systems.

Bangalore Metro Detail Project report 198

Entry / Exit Gate

Ticket Office Machine

Bangalore Metro Detail Project report 199

CHAPTER 11

MAINTENANCE DEPOTS

11.1 INTRODUCTION

It is proposed to provide two depots (one for each corridor) for maintenance and repairs of the rolling stock for Bangalore Metro.

This chapter covers following aspects of Bangalore Metro depots.

• Conceptual design and layout of Servicing Shed and Workshop to provide maintenance facilities and stabling facilities for 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.

This chapter provides conceptual design of the depots and will only work as a guide for detailed design later. Salient features and requirement of rolling stock given in Annexure I.

11.2MAINTENANACE PHILOSOPHY

The outline of the maintenance philosophy followed is:

• Continuous monitoring of the performance of equipment by condition monitoring of key parameters using “Train Integrated Management System”, the concept is to evolve the need based maintenance regime, which can be suitably configured in the form of schedules like “45 days check”, “IOH” and “POH”.

• Unit replacement and to get essential repairs done by the OEMs to be preferred.

• More automation with state-of-the-art machinery to ensure quality with reliability. Labour intensive procedures will be kept to the minimum.

• Maintenance staff shall be given special training to develop high-level skills in their trade to ensure quality and productivity in their performance.

• Energy conservation shall be given due attention

11.3APPROACH OF MAINTENANCE FOR ROLLING STOCK

The East – West corridor and the North - South corridor are two operational corridors. There would be interlinking between two corridors. Thus, the rakes would be able to move from one corridor to another for IOH and POH. This will facilitate having one mother workshop for the two corridors at Baiyappanahalli. An inspection shed, which will have the stabling facilities at Baiyappanahalli and one inspection shed having stabling facilities at Yeshwantapur on the North – South Corridor will be required. Adequate facilities for the stabling would be provided at the terminal stations as well as at the depots. All the minor

Ch 11 Maintenance Depot Detailed Project Report 200

maintenance schedules would be independently taken over in each corridor thus saving the idle run of trains for the minor maintenance. For the IOH and POH the rakes would be taken to the mother workshop.

11.4ROLLING STOCK MAINTENANCE NEEDS

Servicing requirements shall be determined from the Rolling Stock manufacturer, and the modern, fully equipped facilities are to be provided that meet these requirements efficiently and in full. In meeting these requirements, it shall be assumed that the average daily distance travelled by each rolling stock unit is approximately 335 km. The following maintenance schedule has been followed for conceptual design (Table 11.1).

Table 11.1 Proposed Maintenance Schedule

Type of Schedule

Interval Work content Locations

Daily Daily Check on the train condition and function at every daily service completion. Internal cleaning / mopping of floor and walls with vacuum cleaner.

Stabling Bays

A. Service Check

5,000 Km(15 days)

Check on the safety and reliability of critical equipment, General visual inspection, testing of systems, replacement of oils & lubricants and consumables

Inspection Bays

B. Service Check

15,000 Km (45 days)

Detailed inspection of ‘A’ type tasks plus items at multiples of 15,000 Km (‘B’ type tasks)

Inspection Bays

Intermediate Overhaul(IOH)

400,000 Km Check and testing of all sub-assemblies (Electrical + Mechanical). Replacement of parts and rectification, trial run

Workshop

Periodical Overhaul(POH)

800,000 Km Dismantling of all sub-assemblies, bogies, suspension system, traction motor, gear, control equipment, air-conditioning units etc. Checking repair and replacement as necessary. Inspection and trial

Workshop

11.5WASHING NEEDS OF ROLLING STOCK

The Metro trains are maintained to a high degree of cleanliness and therefore needs the following schedules (Table 11.2).


Table 11.2Schedule of Cleaning

S. No.

Kind of Inspection Maint. Cycle

Time Maintenance Place

1. Outside Cleaning (wet washing on automatic washing plant)

3 Days 10 mins Automatic washing plant of Depot Single Pass

2. Outside heavy Cleaning (wet washing on automatic washing plant and Front Face, Vestibule/Buffer area, Floor, walls inside/outside and roof. Manually)

30 days 3 Hrs Automatic washing Plant & washing line

11.6Baiyappanahalli DEPOT CUM WORKSHOP

The layout of Baiyappanahalli depot is shown in drawing no. Bangalore/ Baiyappanahalli /001-Ro. The concept layout is evolved keeping maximum number of stabling in the depot.

11.6.1 Operational Features

The rake induction and withdrawal from depot to the open line will be so planned that the headway of open line is not affected. Due to lack of space it is not possible to provide a transfer track at the start of depot, where the traffic controller can safely dispatch the train even tough the approach inside the depot is not clear. Therefore an island platform at the station is planned. This shall ensure the simultaneous receipt and dispatch of trains from depot to open line. The stabling area would be interlocked with the open line thereby induction of train from the stabling would be safe and without loss of time. While entering depot 10 stabling lines can be reached after train is washed through wash plant.

The other movements in the depot, viz from the stabling to the inspection shed or workshop and vice versa would be non-interlocked. An emergency line is provided from which an emergency rescue vehicle may be dispatched to open line in the event of emergency if necessary. To cater to the peak requirements, all trains would be in the service, only trains under maintenance would be in the shed. However during the off-peak hour in daytime, approximately half of the trains will be withdrawn from the service. To economize on the air-conditioning energy, ten stabling lines would be under covered stabling shed. There would be pathways between the stabling lines, which are necessary for the “Safe to Run” examination and to facilitate the workers to move trolleys for the sweeping work. The scheduled inspections shall be carried out during the day off-peak hours and night. The third rails would be so laid that these do not come on those lines that have the pathways. Therefore the traction supply third rail of two adjacent lines would be in between them to facilitate the pathway construction on the other side of these two lines. The track bed would be ballasted in the depot area to save the cost.


The stabling and the yard layout would be at level for least power requirements in shunting movements and to avoid accidental rolling of Rolling Stock resulting into accidents and damages to the property.

11.7 INFRASTRUCTURE FACILITIES PLANNED AT Baiyappanahalli DEPOT

11.7.1 Design Capacity of Baiyappanahalli Depot

Table 11.3 Design Capacity of Baiyappanahalli Depot

S. No. Schedule Designed capacity(6 car length)

No. of lines forDesigned capacity

No. Of lines for 21 rakes phase-i

Inspection shed

1 Daily safety check on stabling lines

16 rakes 16 16*

2 15 days 27 rakes 1 (with sunken floor) ½ utilization

3 45 days 27 rakes 1 (with sunken floor) ½ utilization

4 Adjustment line IOH/ POH/ lifting rakes adjustment

1 (with sunken floor) ½ utilization (with

sunken floor)5. Unscheduled Line Unscheduled Maintenance

Workshop

I 400,000 Km IOH 45 rakes 2 lines (3 car long) 2 line (3 car long)

Ii 800,000 Km POH 45 rakes

Iii Unscheduled lifting As and when needed. Say 1 per month

1 line (3 car long) equipped with pit jacks

1 line (3 car long)

• Assuming 4 nos rakes stabling at terminal station and one rake shall be in Inspection

shed.

11.7.2 Stabling Lines in Depot

In the available land, sixteen (16) number 6-car length-stabling lines are possible at Baiyappanahalli Depot. Three (3) rakes would be housed in the inspection shed. The length of 6 cars Rolling Stock is approx 128.3 m. Stabling lines are designed for 155m lengths to cater for provision of the friction buffer stops and the signaling interlocking needs. The space between sidings shall be sufficient to include pathway to be constructed between each track to provide access for internal train cleaning.

11.7.3 Inspection and Overhaul

The Bangalore Metro servicing philosophy will be based upon a very high level of planned preventive maintenance.


Depending upon manufacturer's requirements, servicing facilities shall be provided to include the ability to carry out the inspection, maintenance, overhaul and repair of the full rolling stock fleet, including the following components:

• Bodies;

• Bogies;

• Wheels (Rediscing /reaxling is planned at mother depot cum workshop at Baiyappanahalli only);

• Traction motors;

• Electrical components;

• Electronics; PA/ PIS

• Mechanical components;

• Batteries;

• Rolling stock air conditioning;

• Brake modules;

• Vehicle doors, windows and internal fittings.

11.7.4 Inspection Shed

15-day inspection and 45 day inspections will be carried out in Inspection shed. 15-day / 45 day inspections shall be in two off peaks one in day and one in night. Size of shed is 152.5 x 21 m.

11.7.5 Material Movement Inside the Inspection Shed

Ramps of 1 : 8 slopes, 3 meter wide have been provided with sunken floor system for movement of material for the cars. Further 5m pathways are left at each end for movement of material by fork lifter/ Leister / hand trolley.

11.7.6 Test Track Line

A test track of 948 m length has been provided for testing of 6-car train upto a speed of 80kmph. This line is suitably isolated from other stabling lines for safety requirements.

11.7.7 Coach Unloading / Loading line

As the coaches are on standard gauge, these shall reach the depot by the road on trawlers. To unload the coaches and bring them to the Metro track, an unloading siding is provided merging to test track.

11.7.8 Automatic Coach Washing Plant

Provision is made for Rolling Stock exterior surfaces to be washed using a fully automated Train Washing System, with a throughput capacity of approximately six trains per hour.


11.7.9 Washing Apron

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.

11.7.10 Power Supplies

An auxiliary substation has been 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.

11.7.11 Standby Power Supply

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.

11.7.12Water Supply, Sewerage and Drainage Works

In-house facilities shall be developed for water supply for the entire depot cum workshop. Sewerage, storm water drainage will be given due care while designing the depot for efficient system functioning. Past records of Municipal Corporation will be used to design the drainage system. Rainwater harvesting would be given due emphasis to charge the under ground reserves.

11.7.13Engineering Train Unit Workshop

Since the workshop cum depot is designed optimally, it would not be wise to waste its capacity in maintaining the other than passenger Rolling Stock vehicles. Carrying these vehicles to the inspection shed affects the RS maintenance as shunting is also involved. Therefore other vehicles like diesel locomotive, tower wagons, flat wagon for work trains etc shall be housed and given required inspection attention in a separate shed called ETU workshop. However for the heavy lifting needs, these vehicles may be taken to main workshop:-

11.7.14Facilities For Rolling Stock Overhaul in Workshop

The size of the workshop is 152.5 x 42 m. Following equipment repair/overhaul facilities are planned in the workshop.

1. Body furnishing.2. Bogie.3. Wheels.4. Traction Motor.5. Axle box and axle bearing.6. Power Collector.7. Electrical equipment like transformer

converter/inverter, circuit breaker, relays.8. Battery.


9. Air compressor.10. Air conditioner.11. Brake equipment.12. Door actuators.13. Control and measuring equipments. 14. Pneumatic equipment.15. Coach painting.

Cross track equipped with bogie turntables shall be provided for movement between bays. The capacity of O/H crane shall be optimized to minimise structure cost. Repair of heavy equipments such as air conditioner shall be located close to dismounting location to minimize the movement. Bogie washing area shall have location so that it does not affect the workshop environment. The small component and bogie painting, and battery maintenance be located such that fumes are extracted by suitable exhaust systems. The unscheduled lifting line shall have sunken floor jack system capable to lift the three car unit simultaneously for quick change of bogie, thereby saving down time of Rolling Stock.Workshop will have service building with room of size 152.5 x 8 m, made of brick works to cater for offices, costly item store, locker room, toilet etc.

11.7.15Ancillary Shed and Buildings

The ancillary shed and buildings in the depot with their sizes and brief functions are indicated in Annexure-II.

11.7.16Plant and Machinery

Requirement of major plants and machinery, which are vital for operational needs, is given in Annexure-III.

11.8 Yeshwantapur Depot

The layout of Yeshwantapur depot is shown in drawing no. Bangalore/Yeshwantapur Depot /Layout/002. The concept layout is evolved in the thinking that there would be maximum number of stabling in the depot. Few trains will be stabled at the terminal stations. The depot is on elevated structures.

11.9 Operational Features

The land available at Yeshwantapur is very small. To have least operational constraints, rake induction and withdrawal from depot to the open line will be independent of each other making rake induction and withdrawal simultaneously. The rakes can be directly taken to seven stabling lines from the main line. Other four stabling lines can be accessed through a rake transfer line near the stabling shed. The access for the inspection shed and the unscheduled lifting line is also through the rake transfer line. The stabling area would be interlocked with the open line thereby induction of train from the stabling would be safe.


The other movements in the depot, viz from the stabling to the inspection shed or workshop and vice versa would be non-interlocked. An emergency line from which an emergency rescue vehicle may be dispatched in the event of emergency is provided. To economize on the air-conditioning energy, seven stabling lines that are directly accessible from the main line and vice versa would be under covered stabling shed. There would be pathways between the stabling lines, which are necessary for the “Safe to Run” tests and to facilitate the workers to move trolleys for the sweeping work. The third rails would be so laid that these do not come on those lines that have the pathways. Therefore the traction supply third rail of two adjacent lines would be in between them to facilitate the pathway construction on the other side of these two lines. The track bed would be ballasted in the depot area to save the cost.The stabling and the yard layout would be at level for least power requirements in shunting movements and to avoid accidental rolling of Rolling Stock resulting into accidents and damages to the property. Total Inter Centre Distance between adjacent tracks would be 4.6m where the third rails are not there. Stabling lines with two traction third rails in between shall have total inter Centre Distance of 5.0m.

11.9 INFRASTRUCTURE FACILITIES PLANNED AT YASHWANTPUR DEPOT

11.9.1 Design Capacity of Yeshwantapur Depot

Table 11.4Design Capacity & Yeshwantapur Depot

S. No. Schedule Designed capacity(6 car length)

No. of lines forDesigned capacity

No. Of lines for 18 rakes phase I

Inspection shed

1 Daily safety check on stabling lines

18 rakes 18 14*

2 15 days 18 rakes 1 (with sunken floor)

1

3 45 days 18 rakes 1 (with sunken floor)

1

4 Unscheduled Line Unscheduled Maintenance 1 (with sunken

floor)1 (with sunken floor)

Workshop linked with Inspection shed

1 Unscheduled lifting As and when needed. Say 1 per month

1 line (3 car long) equipped with pit jacks

1 line (3 car long)

* Assuming 4 nos rakes stabling at terminal station. Eleven rakes shall be on the stabling lines. Three shall be on the inspection shed lines. Phase I stage itself shall have 6 car long stabling lines.

11.9.2 Stabling Lines in Depot

Fourteen number 6-car length-stabling lines are possible at Yashwantpur Depot. Out of this three (3) rakes would be housed in the inspection shed. The length of 6 cars Rolling Stock is approx 128.3 m. Stabling lines are designed for 155m lengths to cater for provision of the friction buffer stops and the signaling interlocking needs. The space between sidings shall be sufficient to include


pathway to be constructed between each track to provide access for internal train cleaning.

11.9.3 Inspection

Following facilities shall be provided to include the ability to carry out the inspection, of the following equipments of rolling stock fleet:

• Electrical components;

• Electronics; PA/ PIS

• Mechanical components;

• Batteries;

• Rolling stock air conditioning;

• Brake modules;

• Bogie; traction motor

• Vehicle doors, windows and internal fittings.

11.9.4 Inspection Shed

15-day inspection and 45 day inspections will be carried out in Inspection shed. 15-day / 45 day inspections shall be in two off peaks one in day and one in night.

11.9.5 Material Movement inside the Inspection Shed

Ramps of 1 : 8 slopes, 3 meter wide have been provided with sunken floor system for movement of material for the cars. Further 5m pathways are left at each end for movement of material by fork lifter/ Leister / hand trolley.

11.9.6 Automatic Coach Washing Plant

Provision is made for Rolling Stock exterior surfaces to be washed using a fully automated Train Washing System, with a throughput capacity of approximately six trains per hour. Since the land available is small it could not be provided at the entry to depot. It can be accessed through the rake transfer line. The plant shall be 9m wide and 30 m long.

11.9.7 Washing Apron

Monthly heavy Cleaning of interior walls, floors, seats, windows glasses etc, shall be done manually.

11.9.8 Power Supplies

An auxiliary substation has been planned for catering to the power supply requirement of the whole depot. Details of connected load feeder shall be worked out. Taking diversity factor of 0.5 the maximum demands shall be computed.


11.9.9 Standby Power Supply

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.

11.9.10 Water Supply, Sewerage and Drainage Works

In house facilities shall be developed for the water supply of the entire depot. Sewerage, storm water drainage shall be given due care while designing the depot for efficient system functioning. Past records of Municipal Corporation shall be used to design the drainage system. Rainwater harvesting would be given due emphasis to charge the under ground reserves.

11.9.11 Ancillary shed and buildings

The ancillary shed and buildings in the depot with their brief functions are indicated in Annexure-IV.

11.9.12 Plant and machinery

Requirement of major plants and machinery, which are vital for operational

needs, is given in Annexure-V.

**********


ANNEXURE-I

Brief details guiding the design of depot of Bangalore MRTS

1.1 SALIENT FEATURES OF ROLLING STOCK :

S.No. Parameter (East - West) LINE – 1 (North - South) LINE - 2

1 Vehicle dimensions

Length DMC : 21050 mm, TC & MC : 20800 mm

DMC : 21050 mm, TC & MC : 20800 mm

Width 2880mm 2880mm

Height 3800mm 3800mm

2 Coach construction Lightweight stainless steel body

Lightweight stainless steel body

3 Tare Weight DMC (36T), TC (32T), MC (34T)

DMC (36T), TC (32T), MC (34T)

4 Axle load 15 Ton 15 Ton

5 Propulsion system 3 phase drive system with VVVF control

3 phase drive system with VVVF control

6 Type of traction supply 750 V third rail 750 V third rail

1.3 REQUIREMENT OF COACHES for E-W Corridor

(Line-1 Route Length: 17.39km)

Year Head

way

Cars Rake requirement No of

Cars

Train Composition

Bare Traffic

Reserve

R&M Total

Rakes

2007 4 3 18 1 2 21 63 DMC-TC-DMC

2011 4 6 18 1 2 21 126 DMC-TC-DMC

2021 3 6 24 1 2 27 162 DMC-TC-MC-MC-TC-

DMC

1.4 REQUIREMENT OF COACHES for N-S Corridor

(Line-2 Route Length: 14.20km)

Year Head

way

Cars Rake requirement No of

Cars

Train Composition

Bare Traffic

Reserve

R&M Total

Rakes

2007 4 3 15 1 2 18 54 DMC-TC-DMC

2011 4 3 15 1 2 18 54 DMC-TC-DMC

2021 4 6 15 1 2 18 108 DMC-TC-MC-MC-TC-DMC

ANNEXURE-II

LIST OF BUILDINGS FOR BYAPPANAHALLY DEPOT- CUM WORKSHOP

S. No. Name of Building Size Brief Function

1 Inspection Shed

Associated

sections

Workshop

Associated

sections

Sun shade roof

152.5 x 21m

152.5 x 8 m

152.5 x 42m

152.5 x 8 m

155 x 47m

Servicing of 162 cars for daily, 15 day &

45 day inspections.

Rooms for carrying out the inspection

activity

Overhaul of 270 cars at 4 Lakhs & 8

Lakhs Km run.

Rooms for carrying out the overhaul

activity

For stabling 10 rakes of 6 cars each,

during daylight hours.

2. DCOS Stores &

Offices

including

Goods Platform

with Ramp

42.5 x 42.5m (i) Stocking of spares for regular &

emergency requirement

including consumable items.

(ii) This store caters for the

requirement of depot and

workshop for rolling stock &

other disciplines.

(iii) To be provided with

computerized inventory control.

Loading/ Unloading of material received

by road.

3. Elect. Substation 25x22 m 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. ETU Shed

cum

Traction repair

depot &

E&M repair shop

80 x 30 m

(partly double

storey)

Stabling and routine maintenance of

shunting engine, tower wagon etc. &

Traction maintenance depot

For maintenance of lifts / escalators and

other General service works.

5. Turn Table 20 m Dia For reversing coaches, one coach at a

time.

6. Cycle & Scooter

Stand

25 x 6 m To park cycles and Scooter


7 Auto Coach

washing plant

90 x 8 m For automatic washing of coaches

washing apron is for collection of

dripping water and its proper drainage.& Washing Apron 135 x 6.5m

8. Pit wheel lathe 60 x 12 For re-profiling of wheels upto 6 coaches

Train length in situ :

9 Blow down plant 31 x 14m For dirt blowing from the under frame

10. P. Way Office,

store & Workshop

including Welding

plant

80 x 20m

For Track maintenance of Bangalore

ELRTS Corridor and depot.

To weld rails for construction period only

To stable track Tamping machine.

11. Security office &

Time Office

Garages (4 Nos)

15 x 8m

Approx 6 x 8m

For security personnel.

For time Punching

For parking vehicle jeep, truck etc.

12. Check post (3

Numbers)

5 x 3 For security check of incoming / outgoing

staff material and coaches.

13. Watch tower

(2 Nos.)

3.5x2.5 For security of the depot especially

during nighttime.

14. Depot control

centre & Crew

booking centre

25X20

(Single Story)

To control movement of trains in and out

of the depot & for crew booking.

15. O.H raw water

Tank

1,00,000 Ltrs

Capacity

Storage of water, capacity 1,00,000 litres

each.

16. Pump house

Bore well

7.3x5.4

200 mm

Submersible type pump planned with

200-mm diameter bore well.

17. Repair shops for

S&T

40x20 For the AFC gates, Signaling and

telecom equipment

18. Work shop

Manager Office

30x20m Office of Depot in charge

19 ATP& ATO Room 4x5 m To keep equipments of ATP/ATO.

20 Waste Water

Treatment Plant

12x6m For treating the discharge waters of the

depot and remove the oil, acids etc.

before discharging into the river, with

U/G tank.

21. Canteen 400 sqm To cater staff of depot and workshop.

Obligatory as per statutory requirements.

22. Compressor room

2 nos

12 x 6m To supply pneumatic air to workshop and

servicing shed

23. Diesel oil refueling

point

3 x 3m For refueling of diesel Shunter and other

vehicles with under ground tank for

diesel oil 2 m dia

24. Traction Substation 66 x 36 m To provide traction power (if required)

Note

1 Some of the ancillary buildings are not depicted on the layout map. This shall be suitably done

at the detailed design stage incorporating the site topography, architectural nitty gritty and

minor adjustment in sizes looking to the available land.

2 Some of the buildings like stabling shed, security office etc shall be pre-engineered structure.

The decision in this regard may be taken at the detailed design stage.

ANNEXURE-III

MAJOR PLANT & MACHINERY FOR THE BYAPPANAHALLY DEPOT CUM WORKSHOP:

Sl no.Specification

no.Equipment

1 BD M&P 01 Turn table for one car

2 BD M&P 02 Under floor wheel lathe

3 BD M&P 03 Chip crusher and conveyor for lathe on pit.

4 BD M&P 04 Electric tractor for under floor wheel lathe

5 BD M&P 05 Compressor for Inspection shed & shop air supply

6 BD M&P 06 Rail car lifting system (3 car unit together)

7 BD M&P 07 Mobile lifting jacks-15T

8 BD M&P 08 Mobile lifting jacks 10T

9 BD M&P 09 Travelling overhead EOT crane for Inspection bay

10 BD M&P 10 Turntable for bogies

11 BD M&P 11 Jib Crane

12 BD M&P 12 Traveling overhead cranes for workshop bay

13 BD M&P 13 Other lifting devices

14 BD M&P 15 Mobile lifting table

15 BD M&P 16 Work lift platform

16 BD M&P 17 Car body stands

17 BD M&P 18 Accommodation bogie

18 BD M&P 19 Under frame blowing plant

19 BD M&P 20 Bogie cleaning plant

20 BD M&P 21 Cleaning booth for TM

21 BD M&P 22 Shot blast cleaner

22 BD M&P 23 Chemical cleaning tank.

23 BD M&P 24 Ultrasonic cleaning tank

24 BD M&P 25 Ultrasonic machine for cleaning electronic equipment

25 BD M&P 26 Transformer oil purification plant

26 BD M&P 27 Floor cleaning machine

27 BD M&P 28 Washing plant for EMU

28 BD M&P 29 Bogie wash plant

29 BD M&P 30 High-pressure washing pump.

30 BD M&P 31 N/A

31 BD M&P 32 Water de-mineralizing plant (Distillation plant)

32 BD M&P 33 Painting booth for separate parts

33 BD M&P 34 Induction heater

34 BD M&P 35 Vertical boring machine

35 BD M&P 36 Press for wheel fitting and removal

36 BD M&P 37 Surface wheel lathe

37 BD M&P 38 Axle journal turning and burnishing lathe

38 BD M&P 39 Bearing puller & press

39 BD M&P 40 Axle shaft inspection station

40 BD M&P 41 N/A

41 BD M&P 42 Storage racks

42 BD M&P 43 Vertical carousel storage system

43 BD M&P 44 Industrial furniture

44 BD M&P 45 Minor equipment and collective tools

45 BD M&P 46 EMU battery charger

46 BD M&P 47 Battery Charger (for road vehicles)

47 BD M&P 48 Welding equipment

48 BD M&P 49 Set of machine tools(one radial drilling machine, one universal milling machine, two slide lathes, one panel sawing machine, one guillotine shears, one cutting machine.

49 BD M&P 50 Electric and pneumatic tools

50 BD M&P 51 Measuring and testing equipment

51 BD M&P 52 Tool kits

52 BD M&P 53 N/A

53 BD M&P 54 Oven for Traction Motor drying

54 BD M&P 55 Mobile safety steps

55 BD M&P 56 Computer MMIS

56 BD M&P 57 Re-railing equipment

57 BD M&P 58 Electric bogie tractor

58 BD M&P 59 Fork lift tractor

59 BD M&P 60 Pallet trucks

60 BD M&P 61 Diesel Shunting Engine

61 BD M&P 62 Cherry picker/ Snorkel

62 BD M&P 63 Road vehicles (pickup van/ truck)

63 BD M&P 64 Double spindle press for bogie assembly / disassembly

64 BD M&P 65 Fire Engine

65 BD M&P 66 Simulator for train drivers

66 N/A General Specification (Rolling Stock workshop equipment)

ANNEXURE-IV

LIST OF BUILDINGS FOR BAYAPANHALLI DEPOT- CUM WORKSHOP


1 Car Shed Building

Unscheduled

Workshop

Sun shed roof

145 x 21m

145 x 21m

155 x 35m

Servicing of 108 cars for daily, 15 day &

45 day inspections.

For the unscheduled attention required

on a coach/ rake

For stabling 7 rakes of 6 cars each,

during daylight hours.

2. DCOS Stores &

Offices

7 x 14m Stocking of spares for regular &

emergency requirement including

consumable items.

This store caters for the requirement of

depot.

3. Elect. Substation 20x20 m To cater for normal and emergency

power supply for depot and all other

ancillary buildings, Essential power

supply for essential loads and security

light.

4 Cycle & Scooter

Stand

15 x 6 m To park cycles and Scooter

5 Coach washing

plant

30 x 9 m For automatic washing of coaches

washing apron is for collection of

dripping water and its proper drainage.6 & Washing Apron 145 x 6.5m

7 Work shop

Manager Office

10x20m Office of Depot in charge

8 Security office

Time Office

Garages (4 Nos)

5 x 5m

15 x 8m

6 x 8m

For security personnel.

For time Punching

For parking vehicle jeep, truck etc.

9 Check post (4

Numbers)

5 x 3 For security check of incoming / outgoing

staff material and coaches.

10 Watch tower

(2 Nos.)

3.5x2.5 For security of the depot especially

during nighttime.

11 Depot control

CENTRE

10X15

(Single Story)

To control movement of trains in and out

of the depot & for crew booking.

12 O.H raw water

Tank

50,000 Ltrs

capacity

Storage of water, capacity 50,000 litres

each.

13 Pump house

Bore well

5mx 5m

200 mm

Submersible type pump planned with

200-mm diameter bore –well.

14 Waste Water 8x6m For treating the discharge waters of the


Treatment Plant depot and remove the oil, acids etc.

before discharging into the river, with

U/G tank.

15 Canteen 15 x 10m To cater for staff of depot. It is obligatory

as per statutory requirements.

16 Compressor room 6 x 8m To supply pneumatic air to unscheduled

workshop and servicing shed

17 Shed for fire

fighting gear with

Under Ground

Reservoir

15x10m

10m Dia.

7.4 x4.4 x 3.5m

For fire fighting

18 Traction Substation 66 x 36 m To provide traction power (if required)

ANNEXURE-V

MAJOR PLANT & MACHINERY FOR THE YASHWANTPUR DEPOT:

Sl no. Spec no. Equipment

1 YP WE 05 Compressor for shop air supply

2 YP WE 06 Synchronized pit jacks system for three car lifting.

3 YP WE 09 Travelling O/H crane Inspection shed

4YP WE 10 Turntable for bogies

5 YP WE 11 Jib Crane

6 YP WE 12 Travelling O/H crane Workshop

7 YP WE 15 Mobile lifting table

8 YP WE 16 Work lift platform

9 YP WE 17 Car body stands

10 YP WE 27 Floor cleaning machine

11 YP WE 28 Automatic Washing plant for Metro cars.

12 YP WE 30 High-pressure washing pump for front and rear end cleaning of cars.

13 YP WE 32 Water de-mineralizing plant (Distillation plant)

14 YP WE 40 Axle UST inspection machine

15 YP WE 42 Storage racks

16 YP WE 44 Industrial furniture

17 YP WE 45 Minor equipment and collective tools

18 YP WE 46 EMU battery charger

19 YP WE 47 Battery Charger (for road vehicles)

20 YP WE 48 Welding equipments (Mobilewelding, oxyacetelene, fixed arc welding)

21 YP WE 50 Electric and pneumatic tools

22 YP WE 51 Measuring and testing equipment

23 YP WE 52 Tool kits

24 YP WE 55 Mobile safety steps

25 YP WE 56 Computer MMIS for the Shed

26 YP WE 57Re-railing equipment and associated jack system etc

27 YP WE 58 Electric bogie tractor for pulling cars and bogies inside workshop

28 YP WE 59 Fork lift tractor

29 YP WE 60 Pallet trucks

30 YP WE 61 Diesel Shunting Engine

31 YP WE 63 Road vehicles (pickup van/ truck)

CHAPTER 12

OTHER ENGINEERING ASPECTS(LAND, UTILITIES, GEOTECHNICAL DETAILS etc.)

12.0 INTRODUCTION

Besides the details of various aspects e.g. transport demand analysis, route alignment, station locations, system design etc. as brought out in previous chapters, there are a number of other engineering items, which are required to be considered in sufficient detail before really deciding on taking up any infrastructure project of such magnitude. Accordingly, following engineering items have been studied and described in this chapter.

i) Land acquisition necessary for the project both on a permanent basis as well as temporary, including its break up between Government and private ownership.

ii) Utilities and planning for their diversion during construction.iii) Geo-technical Investigations to enable designer’s appreciation of Geo-

technical problems that are likely to be encountered during project execution particularly in regard to underground components.

12.1 LAND

Alignment for both the East - West and the North - South corridors traverses major city roads having commercial, institutional and residential complexes including the busy Kempe Gowda Road and Chikpet areas. The Maintenance Depot on the East - West corridor is located in vacant land of NGEF on Old Madras Road while for the North - South corridor it is located adjacent to Yeshwantapur station in the area belonging to Mafatlal and Suryodaya mills both of which are closed down. Since land is a very scarce commodity, especially in metropolitan cities like Bangalore, alignment has been so chosen that land requirement is reduced to the minimum. Acquisition of private property has also been kept at a bare minimum.

12.1.1 Requirement of Land

Land is normally required for the following :

i) Metro structures along the Alignment, Station building, Platforms, Entry and Exit structures, Ventilation shafts, Traffic integration facilities, etc.

ii) Depot/Car shed.i) Receiving and Traction Sub stations.ii) Temporary Construction Depots and work sites.

12.1.2 Land for Underground and Elevated Stretches

For elevated section, single pier supporting the viaduct will be located on the middle of road so that the existing roads remain in use as usual. Accordingly, necessary permission for using such right-of-way will have to be obtained from the concerned authorities. Elevated stations are generally proposed with

Ch 12 Other Engineering Aspects Detailed Project Report 210

elevated concourse so that land requirement for locating the entry/exit structures is only required. Only at a few stations the concourse is to be provided on ground on both sides of the road. Traffic integration facilities are provided wherever the same are required and necessary land is proposed for acquisition. In stretches, where the elevated alignment has to be located away from road, a strip of 20-m width, is proposed for acquisition.No land is proposed to be acquired permanently for underground section, except for small areas for entry/exit structures, traffic integration, ramp and ventilation shafts at stations. For construction of underground as well as elevated structures, required land will, however, be temporarily occupied during construction phase.In addition land is to be acquired for receiving substations at both ends of the corridors. Traction sub stations and auxiliary substations are proposed to be provided at concourse leve7l.

12.1.3 Land for At-Grade Stretch

Land is also required for alignment and stations located in at-grade position. On the East - West corridor land will not be required for "at-grade" alignment, because it is in the Maintenance Depot area. The Depot as well as the Baiyappanahalli Metro station are located between the existing Baiyappanahalli railway station and the Old Madras road, where about 19.90 hectares of open land is available belonging to NGEF, a public sector organization. Land will be required for "at-grade" alignment at Swastik station which is located just before the switch-over ramp on the Northern side of the underground section. This stretch is proposed to be located inside the abandoned Minerva spinning mill on the Platform Road. Land totaling to about 2-hectares is proposed to be acquired for station and integration area.

12.1.4 Land for Switch-over Ramps

Switch-over ramps are required for transition from the underground to elevated section. The ramp covers a stretch at ground for the whole width of structure for two tracks (about 11 m including the protection works). The length of ramp above ground depends on the existing ground slope and the gradient provided on Metro alignment (normally 3% to 4%). Thus the ramp is to be located in an area where sufficient road width is available or in an open area. On the East - West corridor two such ramps are provided on both sides of underground section. The Western ramp is provided at the end of the Magadi road near Bapuji College by taking the alignment off the road in open government land belonging to BWSSB and hospital so that the existing road is not affected. An additional 5 to 8 m of land is proposed for acquisition from Bapuji College for road/footpath widening.

The Eastern ramp is proposed in the Cubbon Park which will be merged with the surroundings.

On the North - South corridor the Northern ramp is provided just after the Swastik station in government land belonging to Railways and State Government. The adjacent platform road is unaffected due to the ramp.


The Southern ramp is provided on K R Road, as the right of way is sufficient to provide ramp. The existing road width can be restore by using the footpaths which may in turn be made by acquiring the vacant land on both side belonging to Government.

12.2 PRIVATE LAND

In order to keep acquisition of private land to the barest minimum, alignment has been so chosen that it follows the main arterial roads or within the government land. However, in a few stretches private land is to be acquired for providing curves at sharp bends on existing roads. Besides, to provide concourse at ground level, and also to negotiate some of the mandatory structural/planning requirements, acquisition of some private land is unavoidable. The displaced persons are to be compensated suitably or rehabilitated near by. In certain cases (specially in the underground section) the displacement is temporary lasting for the construction period only as they can be brought back at the same location after construction work is complete.

In order to ease the problem of acquisition of the above mentioned private properties, which may result in delay in execution of the project, it is suggested that owners of these properties may be offered alternative plots of equivalent land area in nearby open land of Bangalore Mahanagar Palike. In this arrangement, the owners of the affected residential structures will be required to be paid only the monetary compensation for their existing structures, provision for which has been made in the cost estimates under the head 'Rehabilitation'. The affected private properties have been proposed for acquisition in full, though at some locations, only a part of the property is affected by the route alignment.

The locations/ chainages of the land to be acquired on East _ West corridor and North - South corridor is given in the Tables 12.1 and 12.2 respectively.

TABLE 12.1

Land Requirement on East - West corridor (sq meter)

Sl.No. Chainage(m) Total Pvt. Land Total Govt. Land Total land

area (sq.m.) area (sq.m.) area (sq.m.)

1 (-).400-500 7494 1586 9080

2 500-900 0 0 0

3 900-985.59 0 506 506

4 1000-1117 1867 0 1867

5 4700-4860 167 679 846

6 4900-5600 4481 0 4481

7 6200-6600 689 2874 3563

8 6600-6900 2924 4172 7096

9 7300-7620 0 3698 3698

10 7503-8697 0 1112 1112

11 8697-9318 0 956 956

12 9318-11380 0 4250 4250

13 11300-12600 1563 1051 2614


14 12800-13100 386 0 386

15 13600-13800 1000 2717 3717

16 13900-14100 817 0 817

17 14530-14700 1882 0 1882

18 15225-15460 1202 0 1202

19 15460-16000 2428 0 2428

20 16100-16800 2691 8700 11391

21 depot 199000 199000

Sum 29591 231301 260892

TABLE 12.2 Land Requirement on North - South corridor (sq meter)

Sl.No. Chainage(m) Total Pvt. Land Total Govt. Land Total land

area (sq.m.) area (sq.m.) area (sq.m.)

1 -700 -100 134405 0 134405

2 2000-2100 900 0 900

3 3000-3100 1029 0 1029

4 3200-3300 1377.68 0 1377.68

5 3900-4000 1219 0 1219

6 4600-4800 2535 0 2535

7 4800-5100 1449 376 1825

8 5400-6500 1119 20145 21264

9 8400-8600 1271 833 2104

10 9100-9300 213 446 659

11 10300-10800 4701 150 4851

12 11400-11500 1790 1759 3549

13 12300-12400 1429 930 2359

14 14300-14400 0 2500 2500

Sum 153438 27139 180576.68

12.3 TEMPORARY CONSTRUCTION DEPOTS

As permanent acquisition of land is kept to bare minimum, additional land will be required during construction period for setting up of construction depots. Two suitable vacant Govt. plots, other than that already proposed for permanent acquisition, are available in the vicinity of proposed alignment. These can be leased/acquired on temporary basis for use as construction depots is proposed. These are shown in the land plans separately.

On the North - South corridor land for construction depot is to be used at the depot area and the Binny mill area.


12.4 Summary of land requirements

Abstract of land requirement for different components of this corridor is given in below

East - West Corridor

A– Government Land

i) Baiyappanahalli Station - 19.90 hectares.

ii) At other locations - 3.92 “

iii) Total Govt. Land 23.82 hectares

B – Private Land

i) Total Land - 3.23 hectares

C – Total Land to be acquired {A+ B} 27.05 “


A– Government Land

i) Total Land - 2.57 hectares.

B – Private Land

i) For Yeshvantpur Depot. - 13.43 “

ii) At other places - 2.19 “

iii) Total Private Land - 15.62 “

C – Total Land to be acquired {A+ B} 18.19 "

Total Land for both corridors :

Govt. 26.39 hectares.Pvt. 18.85 hectares.----------------------------------------------------Total Land 45.24 hectares

12.5 REHABILITATION & RESETTLEMENT


The proposed METRO alignment affects one major residential area at Subhash nagar near Magadi Road and many shops & residences in the Ulsoor areas including the Ulsoor police quarters. Besides, it also affects a few more shops and other structures at isolated locations viz. At Magadi Road, CMH Road, Old Madras etc. The entire affected slum will have to be rehabilitated at suitable locations through Bangalore Mahanagar Palike. All the affected shop and other structures will also have to be rehabilitated in consultation with the concerned authorities.

For rehabilitation of Subhash Nagar residences, a plot of land of about 2 hectares is proposed to be acquired on the left side of Old Mysore Road. On this plot, some old single storey private houses belonging to Minerva mill are located in a scattered manner. Multisoreyed houses can be constructed in a planned manner for rehabilitation of the existing people and the displaced persons from Subhash Nagar.

For rehabilitation of shops, houses, police quarters and other structures at other locations like Ulsoor, an area of government land measuring 15 hectares opposite the BDA complex has been proposed which is already acquired by BMRTL.

On the North - South corridor a few commercial properties are affected at the junction of Chord road and Mahakavi Kuvempu road which can be temporarily shifted during the construction and restored back at same place after construction.

The affected properties at Malleswaram station can be rehabilitated in the same area after construction through multistorey housing complex. However the properties affected by the side of ROB at Malleswaram are to be rehabilitated elsewhere.

The residents of Bhima Nagar can also be rehabilitated in the same area by constructing mulistorey complex.

Two schools namely Govt. Urdu school and C M A school in the Chikpet area are to be shifted temporarily during construction and these can be restored with the new buildings at same place after construction as only a small area is to be acquired permanently for entry/exit to the station and ventilation shaft.

The affected properties at Vani Vilas road are to be relocated for which suitable place is to be located in consultation with state government and the respective owners.

12.6 UTILITIES AND SERVICES

The proposed Metro alignment is passing along major arterial roads of the city road net work, which are serving Institutional, Commercial and residential areas. Large number of sub-surface, surface and over head utility services viz. Sewers, water mains, storm water drains, telephone cables, 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. As such, these may affect construction and project implementation time schedule / costs, for which necessary planning / action needs to be initiated in advance.

Organisations / Departments responsible for concerned utility services are provided in Table 12.3

Table 12.3ORGANISATION RESPONSIBLE FOR UTILITIES AND SERVICES

S.No. Organisation / Department

Utility services

1. Bangalore Water Supply & Sewerage Supply (BWSSB)

i) Sewerage and drainage conduitsiii) Water mains, their service lines,

including hydrants and fountains etc. water treatment plants, pumping stations etc.

2. Bangalore Mahanagar Palike (BMP)

Roads, surface water drains, nallahs, etc.

4. Karnataka Public Works Deptt. (KPWD)

Roads, surface water drains, nallahs etc.

5. Karnataka Power Transmission Corporation Limited (KPTCL)

iii) Power cables and their appurtenances

6. Bombay Electricity Services Corporation of Maharastra (BESCOM)

iv) H.T. and L.T. lines, their pylons, electric Light posts, pole mounted transformers etc.

7. Bharat Sanchar Nigam Limited (BSNL)

Telecommunication cables, junction boxes, telephone posts, O.H. lines etc.

8. Bangalore Traffic Police

Traffic signal posts, junction boxes and cable connections etc.

9. Reliance Industries Limited


10. Tata Telecommunication Limited


11. Bharti Telecommunications.


12. Southern Railway,Bangalore Division

Sanitary, water supply, electrical cable, telephone cable in station yard.

Assessment of the type and location of underground utilities running along and across the proposed route alignment between Mysore Road and Baiyyapanhalli Railway Station has been undertaken with the help of 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 etc., wherever possible, were also verified at site by correlating their plan location and on site location with the help of man holes. Locations of these utilities have been marked on alignment plans and checked along with concerned agencies at selected sites. In some cases, the manholes are buried under the road surface, which could not be opened for verification.

12.6.1 Diversion of Underground Utilities

While planning for diversion of underground utility services e.g. sewer lines, water pipe lines, cables etc., during construction of Metro alignment, the following guidelines have been adopted:

i) 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.

ii) Sewer lines and water supply lines are mainly affected in underground cut and cover construction. Where, the services are proposed to be maintained by temporarily replacing them with CI / Steel pipe lines and supporting them during construction, these will be encased in reinforced cement concrete after completion of construction and retained as permanent liner.

iii) The elevated viaduct does not pose any serious difficulty in negotiating the underground utility services, especially those running across the alignment. In such situation, the spanning arrangement of the viaduct may be suitably adjusted to ensure that no foundation need be constructed at the location, where utility is crossing the proposed Metro alignment. In case of utility services running along the alignment either below or at very close distance, the layout of piles in the foundations is to be suitably modified such that the utility service is either encased within the foundation piles or remains clear of them.

12.6.2 Major Utility Diversion

Since most of alignment is elevated, most of the utilities will not be affected. Even in underground portion by adopting tunneling method, the diversion of the surface utilities will also not disturbed. One of the major shifting involved is the substation of 66 KV at km 0.66 on E W Corridor and can be relocated on the opposite side of the road. The list of major electrical wires crossing is given below. These are to be replaced by underground cabling.

S. No. Chainage Voltage Remark

1 66 2x66 KV E-W Elevated



The BWSSB pumping station at TolI Gate Junction is likely to be affected as the alignment is passing above the station. The affected structure can be minimised by suitable design at the time of detail designing.

The details of major sewer/water pipe lines affected in both Corridors are given below:


S. No.

Chainage Affected Length

Dia & Type Remark

1 (-) 813 - (-) 724 149 600 CI (water) E-W Elevated

2 965 58.5 450 CI (water) E-W Elevated

3 1050 – 1140 80 450 CI (water) E-W Elevated

4 8106 11.40 600 CI (water) E-W (UG)

5 8474.10 20.24 500/675 CI (water) E-W (UG)



8 12820.3 11.2 700 CI (water) E-W Elevated

9 15924 18.00 700/600 CI(water) E-W Elevated

10 8388.74 12.40 600 RCC(sewer) N-S (UG)

11 8388.74 12 450 SWP(sewer) N-S (UG)

12 1236.45 13.90 600 CI(water) N-S (ELEVATED)

13 3225 43.00 600 CI(water) N-S (ELEVATED)

14 5074 – 5223 152 450 CI(water) N-S (ELEVATED)


16 7091 11 450 CI(water) N-S (UG)


18 11236.25 11 600 CI(water) N-S (ELEVATED)

19 11236.25 11 450 CI(water) N-S (ELEVATED)


21 12546 66 1750 CI(water) N-S (ELEVATED)

12.6.3 Underground Section

Of the 33.0 Km long route of both the corridors, the underground alignment including ramps is only 8.16 Km long, located in the busiest portion of the route. The entire underground length would be done by tunneling except the station areas which is required to be constructed with cut and cover method The underground existing services form Subhash nagar to Cubbon Park for East-West corridor and Platform Road to K R Road for the North-South corridor can be accommodated as there will be a cushion of about 4.5 to 8 m above the finished top of the Metro Tunnel/Box. However, two sewers are running along the left side of the road in the N-S corridor at km 4.191 & km 4.505 while no major sewer line is met in the E-W corridor Besides the sewers, water mains and storm water drains at few locations are also to be diverted. The existing underground services in the E-W & the N-S corridors are given in Table no 12.4 to 12.7. The list is for guidance as most of these utilities can be protected while working.

TABLE 12.4

Details of Sewer/Storm Water Pipe Lines on E-W Corridor

Sl. No.

Location/Chainage

Length in m Avg.depth in mType & dia in

mm

Position w.r.t. alignment within 11m

stretch


1 6283 11.5 1.5 S.W.P. 150 Crossing

2 6769 11.50 1.5 S.W.P. 150 Crossing

3 6786 11.50 1.5 S.W.P. 150 Crossing

4 6786 58.00 1.5 S.W.P. 1502.5m Right of

C/L

5 6826 10.50 1.5 S.W.P. 150 Crossing

6 7140 48.00 1.5 S.W.P. 150 Both side

7 7199 18.00 1.5 S.W.P. 150 Crossing

8 7240 11.50 1.5 S.W.P. 150 Crossing

9 7713 11.00 1.5 S.W.P. 225 Crossing @ C/L

10 7831 16.40 1.5 S.W.P. 225 Right @ C/L

11 7846.5 11.00 1.5 S.W.P. 225 Crossing @ C/L

12 7864 13.50 1.5 S.W.P. 225 Crossing

13 7872 9.25 1.5 S.W.P. 225 Crossing @ C/L

14 7986 14.53 1.5 S.W.P. 225 Crossing @ C/L

15 9140 11.10 1.5 S.W.P. 225 Crossing @ C/L

TABLE 12.5

Details of Sewer/Storm Water Pipe Lines on N-S Corridor

Sl. No.

Location/Chainage


mm

Position w.r.t. alignment within

11m stretch

1 7037 78.05 2.5 270 SWP cross

2 7703 6.38 3 360 SWP cross

3 7750.56 18.2 3 360 SWP cross

4 7788 14.37 3 360 SWP cross

5 7876 25.38 2.5 240SWP cross

6 8174 14.18 2.5 240SWP cross

7 8224.2 19.77 2.5 240SWP cross

8 8257.77 11.7 2.5 240SWP cross

9 8287 21.38 2.5 240SWP cross

10 8320 13.15 2.5 240SWP cross


11 8388.74 12.4 3.5 600 RCC cross

12 8388.74 12.4 3 450SWP cross

13 8533 12.4 2.5 240SWP cross

14 8673.34 11.73 3 360SWP cross

TABLE 12.6

Details of affected Water pipe Lines on E-W Corridor

Sl. No.

Location@km.

Affected length in m.

Description & dia in mm

Position w.r.t. alignment within 11 m stretch

16424 -

6582.20163.12 150 mm dia CI

Right of C/L & Crossing at 6582.20

2 6595.06 11.00 150 mm dia CI Crossing @ C/L

3 6761 11.50 80 mm dia CI Crossing @ C/L













16 7850 - 7882 40.70 375 mm dia CI Crossing @ C/L



19 8474.10 20.24 500/675 mm dia CI Crossing @ C/L





23 10184 13 100 mm dia CI Crossing @ C/L

TABLE 12.7

Details of affected Telephone cables on E-W Corridor

Sl. No.

Location@ km.

Affected length

Description & SizePosition w.r.t. alignment within 11 m wide stretch

1 6254 - 6572 317.7200 JF(1), 400 PJ(1) & 800

JF(1)Crossing at ch

6304&6551

2 7716.5 11.5 100/6.5(1),50/6.5(1)

3 7792-7807 15.00100/6.5(1),50/6.5(1),copper

cable

4 7900 - 7972 72 OFC for Reliance Left of C/L

5 8115.7 11 OFC for Tata Crossing @ C/L

6 8117.4 11 OFC for Tata Crossing @ C/L

7 8423 11 OFC for Tata Crossing @ C/L

8 8473 13.8 OFC for Reliance Crossing @ C/L

9 8506 - 8537 31.4 400/6.5(1) Left of C/L

10 9153 11 200/6.5JF(1),50/6.5JF(1)

11 9228 - 9272 62 100/6.5(1), 50/6.5(2) Crossing at Ch. 9224.30

12 10127-10192 65 20/6.5JF(2), 10/6.5 JF(2)

12.6.4 Elevated Section

In the elevated stretch, the alignment is running mostly along the central verge of the road except at few locations while negotiating existing/proposed flyovers, curves and other obligatory points etc. 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 carriage way, as a result of subsequent road widening.


The sewer / drainage lines and water mains running across the alignment and getting affected by the normal location of column foundations are proposed to be taken care of by relocating column supports of viaduct by change in span length or by suitably adjusting the layout of pile foundation. 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. Details of sewer lines, water pipe lines and storm water drains affected in elevated stretch are indicated in Table 12.8 and 12.9. Only some of these are to be diverted which can be identified at detailed design stage.

TABLE 12.8

Details of affected Sewer/Storm Water Pipe Lines on E-W Corridor

Sl. No.

Location/ Chainage


mm

Position w.r.t. alignment within

11m stretch

1 (-) 383 - (-) 366 17 1.15 S.W.P. 225 At 5.0 m right of C/L

2 (-) 286.64 -

(-)272.6414 1.5 S.W.P. 225 At 4.8 m right of C/L

3 500 - 512 13.34 1.5 S.W.P. 225 Right of C/L

4 512 - 558 44.80 1.5 S.W.P. 225 Left of C/L

5 700 - 780 82.00 1.5 S.W.P. 225 Left of C/L

6 900 - 917 14.60 1.9 S.W.P. 225 Right of C/L

7 917 - 927.76 12.00 1.25 S.W.P. 225 Right of C/L

8 947.76 - 953.38 8.30 1.25 S.W.P. 225 Left of C/L

9 953.38 - 974.76 21.65 1.25 S.W.P. 225Crossing (diag) @

C/L

10 1537.70 11.50 1.25 S.W.P. 225 Crossing @ C/L

11 1733 - 1834.70 100.5 1.15 S.W.P. 225 Left of C/L

12 4762.395 12.00 1.7 R.C.C. 1200 Crossing @ C/L

13 4970.20 - 5021.9 49.19 1.5 S.W.P. 225 Left of C/L

14 5391.36 11.5 1.5 S.W.P. 225 Crossing @ C/L

15 12844 34.70 1.5 S.W.P. 150 Crossing

1613388.50 - 13621.02

221.72 1.5 S.W.P. 150Left of C/L &

Crossing at Ch. 13621.02


1713621.02 -

13648.228.17 1.5 S.W.P. 150 Left of C/L

18 13783.5 - 13806.9 25.8 1.5 S.W.P. 150Crossing at Ch.

13795.00

19 13805.28 - 13888 84.48 1.5 S.W.P. 150Crossing at Ch.

13828.25

2013894.50 -

14004.6112.74 1.5 S.W.P. 150

Crossing at Ch. 13919.20

21 14038.96 16.20 1.5 S.W.P. 150 Crossing (Diag)

22 14147 11.00 1.5 S.W.P. 150 Crossing

23 14177 11.00 1.5 S.W.P. 150 Crossing

24 14204 11.00 1.5 S.W.P. 150 Crossing

25 14238 11.00 1.5 S.W.P. 150 Crossing @ C/L

26 14251.8 - 14275 33.00 1.5 S.W.P. 150Crossing at Ch.

14251.8 & left of C/L

27 14347 11.20 1.5 S.W.P. 150 Crossing @ C/L

28 14502 11.80 1.5 S.W.P. 150 Crossing @ C/L

29 14500 - 14553 55.60 1.5 S.W.P. 150 Right of C/L

30 14818 11.00 1.5 S.W.P. 150 Crossing @ C/L

31 14892 11.50 1.5 S.W.P. 150 Crossing @ C/L

32 14907 11.50 1.5 S.W.P. 150 Crossing @ C/L

33 15363 - 15396 30.00 1.5 S.W.P. 150Crossing (Diag) at

Ch. 15378

34 15726.7 11.10 1.5 S.W.P. 150 Crossing @ C/L

35 15920 17.90 1.5 S.W.P. 150 Crossing @ C/L

36 16811.7 13.50 1.5 S.W.P. 150 Crossing @ C/L

37 17331.1 11.20 1.5 S.W.P. 150 Crossing @ C/L

TABLE 12.9

Details of affected Water pipe Lines on E-W Corridor


Sl. No.

Location@km.

Affected

length in m.

Description & dia in mm

Position w.r.t. alignment within 11 m stretch

1 (-) 873 - (-) 724 149 600 mm dia CI main At 4.56 m right of C/L

2 965 58.5450 mm dia CI

feeder mainCrossing @ Ch. 965

31049.49 - 1140.061

81.13450 mm dia CI

feeder mainAt Left from 4.20 m of C/L


5 1520 - 1634.25 114.3 150 mm dia CI Right of C/L


7 1745.50 - 1805.15 59.56 100 mm dia CI Left of C/L








15 4810.37 - 4911 102.00 300 mm dia CI Crossing at Ch. 4842.59


17 5220.63 - 5266.93 46.00 150 mm dia CI Right of C/L

18 5243 2.50 150 mm dia CI Right of C/L

19 5342.66 - 6234.73 89.5 300 mm dia CI Left of C/L

20 5478.74 - 6322.96 843.49 150 mm dia CI Right of C/L

21 5484-5973 489 150 mm dia CI Right of C/L

22 6233-6340 107 150 mm dia CI Right of C/L

23 6374-6580 206.00 150 mm dia CI Right of C/L & Crossing at 6579.80


4711504.14 - 11522.73

29.73 450 mm dia w/s line 18 m left of C/L & Crossing at 11522.73

4811522.73 - 11559.86

36.87 400 mm dia w/s line Left of C/L

49 11600 11.10 100 mm dia w/s line Crossing @ C/L

50 11673.32 11.20 100 mm dia w/s line Crossing @ C/L





55 12633 - 12700 65.37 80 mm dia w/s line Right of C/L


5712817.70 - 12835.89

24.35 400 mm dia w/s line Crossing at Ch. 12817.70

5812832.66 - 12864.95

33.90 150 mm UGD line Crossing at Ch. 12844.45

59 12919.90 - 12995 74.40 400 mm dia w/s line Left of C/L

60 12975 - 12995 30.34 400 mm dia w/s line Left of C/L & Crossing at Ch. 12995

6113015.40 - 13126.38

111.8 300 mm dia w/s line Right of C/L

62 13390 - 13611 221 100 mm dia w/s line Right of C/L

63 13805-13888 83 151 mm dia w/s line Right of C/L







69 14123.5 - 14568 444.80 75 mm dia w/s line Left of C/L


71 14692 - 14838.3 147.00100/75 mm dia w/s

lineLeft of C/L

72 14893 11.20100/75 mm dia w/s

lineCrossing @ C/L

73 14906.9 11.20100/75 mm dia w/s

lineCrossing @ C/L






79 15194 - 15254 62.50 100 mm dia w/s line Left of C/L & Crossing at Ch. 15237






84 15863 - 15900 28.45 300 mm dia CI Crossing (Diag) at Ch. 15869


86 15924 18.00 700/600 mm dia CI Crossing @ C/L

87 15952.8 - 16052 100.20 100 mm dia CI Crossing (Diag) at Ch. 15975

88 15956 - 16070 117.00 100 mm dia CI Crossing at Ch. 15980

89 15958 131.00 300 mm dia CI Crossing at Ch. 15986


The details of Telephone cables along/across the alignment is given in Table 12.10 for East - West corridor. As most of the cables are across the alignment, their diversion can be avoided by shifting the pile/open foundation location.

TABLE 12.10

Details of affected Telephone cables on E-W Corridor

Sl. No.

[email protected] length

Description & SizePosition w.r.t. alignment within 11 m wide stretch

1 (-)429.73 - (-)105 324.66Copper cable 400/6.5 &

100/6.5Crossing @ C/L at ch. (-)

375m

2 455 - 510 53Copper cable 400/6.5 &

100/6.5Crossing @ C/L at Ch.

482 m

3 890 - 985 95.8Copper cable 100/6.5 (1) &

50/5.6 (1)Crossing at Ch. 917

4 1480 - 1536 60 OFC for Reliance Crossing at Ch. 1506

5 1636.2 - 1689 53 OFC for Reliance Crossing at Ch. 1667

6 2132 - 2169 41.00 OFC for Tata Crossing at Ch. 2154

7 2850 11.00 800 JF(2) & 400 JF Crossing @ C/L

8 4362 11.302000JF(1),1200JF(5),400PJ

(2)Crossing @ C/L

9 4561 11.50 200 PJ (2) Crossing @ C/L

10 4643 - 4655 20.10 OFC for Reliance Crossing at Ch. 4655



12 4658 - 4692 36.20 OFC for Reliance Left of C/L

13 4702 17.30 OFC for Touchtel

14 4801 - 4869.35 70.53 100 JF(1), 50JF(1) Crossing at Ch. 4820

15 4801.5 - 4878.35 76.50 100 JF(1), 50JF(1) Crossing at Ch. 4820.5

16 4808 2.50 100 JF(1), 50JF(1) Offset on Left side

17 4892 - 5045 156.23 OFC (1) Right side of alignment

18 4894 - 5079 189.00 100 JF(1), 50JF(1) Right side of alignment

19 5034 - 5585 50.00 OFC for Reliance 4.5 m Left from C/L

20 5348-5378 30.00 OFC for Reliance

21 5533-5685 152.00 OFC for Reliance

22 5857 - 6216 362.40 OFC for Reliance 4.5 m Left from C/L

23 10522 11.5 20/6.5JF(2), 10/6.5 JF(2) Crossing @ C/L

24 10845 - 11100 255.48 Copper cable Left of C/L

25 11502 11.5 OFC for Tata Crossing @ C/L



28 11996 13.3 OFC for Tata Crossing @ C/L


30 12185 11 0.5 Copper cable Crossing @ C/L

31 12169 11.5 OFC for Touchtel Crossing @ C/L

32 12679 12 OFC for Touchtel Crossing @ C/L


34 12830 151.64 1200/16.5(3) 180 Crossing at Ch. 12846.76

35 12834 135.60 1200/16.5(3) 180 Right side of alignment

36 12895 - 13040 130.00 OFC for Reliance Crossing at Ch. 12941.2

37 13025 - 13071 45.00 OFC for Tata Crossing at Ch. 13050.2




40 13237 - 13480 248.70 600/4, 400 m Right side of alignment

41 13315 - 13545 26.80 1200/6.5, 20 m Left of C/L

42 13600 - 13612 12.60 200/6.5, 250 m Right side of alignment

43 13626.5 - 13665.9 39.46 200/6.5, 250 m Right side of alignment

44 13777 - 13806 30.90 200/6.5, 250 m Crossing at Ch. 13792

45 13778 - 13805.5 30.00 OFC for Touchtel Crossing at Ch.13790

46 13807 30.30 OFC for Tata Crossing at Ch. 13780


48 13817.5 - 13867.5 83.00 400/6.5, 350 m Right side of alignment

49 13891 - 14007 120.27 OFC Crossing at Ch. 13914

50 13907 - 13973.9 89.00 OFC for Tata Crossing at Ch. 13930

51 13908.5 - 13986 83.90 200/6.5, 250 mCrossing at Ch. 13970.4

& at 13930


53 14064 - 14100 37.00 Copper cable Right side of alignment

54 14143.2 11.00 Copper cable Crossing @ C/L

55 14208-14530 322.00 Copper cable Along

56 14300 11.00 Copper cable

57 14500 20.00 Copper cable Crossing (Diag.)

58 14870 23.60 Copper cable Crossing (Diag.)

59 15210 - 15256 47.60 OFC for Touchtel Crossing at Ch. 15240

60 15210.5 - 15256.5 47.00 OFC for Tata Crossing at Ch. 15240.5

6115226.60 - 15247.50

35.78 100/6.5, 450 m Crossing at Ch. 15242

62 15362 - 15388 36.20 100/6.5, 300 m Crossing at Ch. 15373

63 15362 - 15389 36.20 OFC for Touchtel Crossing at Ch. 15379




66 15878 - 15925 49.40 100/6.5, 300 mCrossing at Ch.15891 &

at 15851

67 15912 - 15927 19.00 100/6.5, 300 m Crossing at Ch. 15919


69 15951 - 16042 93.00 Copper Cable Crossing at Ch. 15971

70 15953.5 - 16046 97.00 Copper Cable Crossing at Ch. 15973.5

71 17336 11.50 Copper Cable Crossing @ C/L

12.7 GEOTECHNICAL INVESTIGATIONS

The main purpose of the Geo-Technical Investigations under taken by DMRC is to have an insight into the Geological conditions along the proposed corridors – the East-West and the North-South, so as to arrive at the type of foundations to be adopted for the Elevated corridors and to design the tunnelling for the underground routes with appropriate technology particularly in the busy areas of the Central Business District, Market, Railway Station, Central Bus-Stand, Government Offices etc.

The Geo-Technical Investigations were carried out by M/s. TORSTEEL RESEARCH FOUNDATION IN INDIA, Bangalore, one of the leading organizations in the field of Geo-Technology, having accredition to their laboratories under ISO (International Standard Organization).

12.7.1 General Description of the Area and Geology:

Bangalore is situated at an altitude of about 900m above the sea level and is existing on a gneissic terrain of peninsular origin. The mean temperature varies from 170C to 360C. The area has the benefit of North-East and South-West monsoons. The annual rainfall is about 760mm. The atmosphere is neither humid nor dry. The soil formation is due to physical weathering of parent rock caused by temperature changes accompanied by chemical transformations. Climate has played an important role in the weathering of rock. Except for the material met with in the tank beds in the nearby localities, the soil is residual in nature with increase in strength with depth.

The Geology here dates back to the Archean formations. These include the oldest rocks of the earth crust found at the bottom of stratified deposits. They are crystalline in nature and exhibit high compressive strengths. They generally have a well defined foliated structure. The Archean gneiss generally consists of orthoclase, oligoclase or microcline, quartz, muscovite, biotite and hornblende with a variety of other accessory minerals. The type of rock encountered in this region are generally hard granites with low permeability and good strength characteristics forming an ideal founding strata.

12.7.2 FIELD INVESTIGATION:


Field Investigation consisted of borehole exploration to a maximum depth of 30m and in exceptional cases up to 36m. If rock was encountered within 30m, drilling was carried to a depth of 3m in intact hard rock for the elevated corridor and to a depth of 6m for underground portions of the corridor. Boreholes were generally located at about 500m interval in elevated portion and 250m in underground portions along the alignment. Borehole exploration was carried out by wash boring method without bentonite, using heavy duty hydraulic drilling rigs. The hydraulic rigs mobilized are, TRD-80 (Rock Drill make) – 1 No., Joy-12 (Voltas) – 1 No., Voltas-60 – 2 Nos., Acker – 1 No. Drilling in soil was carried out by core barrels having suitable cutting edges. In soft rock where the strata is very dense, advancement of bore holes was done by TC Bits of Nx size. In weathered rock and hard rock, core drilling was progressed using Nx size diamond bits with double tube core barrel.

Standard Penetration tests (SPT) were carried out as per IS:2131-1981 at regular intervals of generally 1.5 m. Undisturbed soil samples were collected using thin walled steel tubes of 100mm diameter, 450mm long as per IS:2132-1986 wherever required. Both SPT and undisturbed soil samples were sealed and labelled properly and brought to laboratory for further testing. Rock cores were collected from core barrel after the completion of each drill run and marked with bore hole numbers and sequential core piece numbers. Rock recovery and RQD (Rock Quality Designation) have been recorded. The rock cores were stored in core boxes and brought to laboratory for further testing.

For determining field permeability in rock, pumping in tests were carried out as per IS:5529(PART-2)-1985 in selected bore holes in the tunnel portion. Single packers were used to seal the top of the test section. Generally it was seen that the coefficient of permeability was nil or negligible in both the corridors.

The depth of ground water table was monitored daily after 24 hours of drilling operation in the bore holes and depth of water level was recorded after it stabilised. The ground temperature with respect to depth at intervals of 5m depth was measured in the tunnel region in 3 bore holes and found that the temperature increased nominally about 0.50C in East-West corridor to 0.80 C in North-South Corridor.

The details of stratification, SPT Values, Ground Water Table etc. are indicated in the Stratigraphy enclosed ( 6 sheets).

12.7.3 LABORATORY TESTING:

The following laboratory tests were conducted on soil, water and rock samples collected from bore holes.

Tests on soil samples:

(i) Insitu density and moisture content.(ii) Grain size analysis.(iii) Liquid Limit and Plastic Limit(iv) Triaxial Shear


(v) Direct Shear(vi) Consolidation(vii) Permeability(viii) Chemical analysis to determine pH, Chlorides and sulphates

Tests on Rock samples:

(i) Density(ii) Water absorption(iii) Specific gravity(iv) Hardness(v) Abrasion(vi) Unconfined Compressive strength(vii) Point load index(viii) Determination of modulus of elasticity

Tests on Water Samples for Chemical analysis to determine pH, Chlorides and Sulphates.

The above tests were carried out as per the relevant Indian and International standards and indicated in borelogs.

12.7.4 GENERAL STRATIFICATION:

General stratification as obtained from the field and laboratory investigation shows typical residual formation, which is characteristic feature in this region. The top layer generally consists of reddish silty sand with clay or yellowish / greyish clayey sand / sandy clay. This layer is medium dense and is underlain by medium dense to dense greyish / whitish / yellowish silty sand / sandy silt layer. This is followed by soft rock made up of very dense silty sand / sandy silt layer. Weathered rock with degree of weathering varying from slight to high followed the soft rock layer and under lain by more compact hard rock. The Rock strata was encountered in all the bore holes except in BH1, BH10 and BH15 E in the East to West Corridor and BHNS 7,9,14,25 & 26 in North-South corridors where soft rock in the form of dense silty sand was encountered, up to the investigated depth.

12.7.5 ANALYSIS OF RESULTS

The stratification encountered along the proposed route mostly consists of medium dense to dense silty sand with clay or sandy clay / clayey sand at shallow depths. This layer is followed by medium dense to dense silty sand or sandy silt, which is non-plastic to moderately plastic. Density of this layer is increasing with depth. This layer is followed by soft rock consisting of very dense silty sand / sandy silt. Weathered rock and hard rock layers underlain this soft rock layer.

The formation of successive layers is varying along the route. The yellowish silty sand layer is encountered from ground level itself at a few locations. In general, the stratification follows regular pattern as described above.


Standard penetration tests (SPT) in the soft rock indicate very high ‘N’ values of 100 and more with virtually no penetration of SPT tube in this layer. The colour and structure of soil samples collected in the split spoon closely resembles the underlying minerological constituents of weathered rock / hard rock.

Index properties such as grain size distribution and liquid limit and plastic limit values indicate that, plasticity characteristics of the soil is low to moderate. Hydrometer tests conducted on selected soil samples show that finer fraction predominantly consists of silt and is non-expansive in nature.

Consolidated undrained shear test and direct shear test results indicate that in general, the average values of cohesive strength of soil is ranging from 0.104 to 0.61 kg/sq.cm and angle of internal friction is ranging from 12 to 35 degrees.

Chemical analysis of soil and water samples show that pH, chlorides and sulphates are well within permissible limits and do not call for any special treatment.

Rock cores extracted from the bore holes show the presence of gray granite with pockets of amphibolites, granodiorite and mylorite rock. The rock is intruded with pegmatite veins at some places. The granite rock shows gneissic texture due to metamorphic activity.

In general, core recovery obtained in the weathered rock is ranging from 0 to 56 % with rock quality designation (RQD) values of 0 to 38%. In the hard rock, the core recovery is ranging from 48 to 100% and RQD is varying from 41 to 100%.

It is seen from the index properties that density value of rock specimen is ranging from 2.21 g/cc to 3.06 g/cc and porosity is ranging from 0.32 % to 10.85 %. Water absorption of the tested specimen show a range of 0.11 to 2.26%.

Uniaxial compressive strength results indicate that strength of hard rock is ranging from 311 Kg/cm to 1958 Kg/sq.cm. Point load strength index values is in the range of 17.7 kg/sq.cm to 110.9 kg/sq.cm.

Modulus of Elasticity (E) values obtained from 5 locations in tunnel portion shows a variation of 0.93 x 105 to 5.91 x 105 kg/sq.cm.

12.7.6 RECOMMENDATIONS

The type of foundation depends on stratification, type of structure, loading, allowable settlement, etc. In the present case, the structure is Metro railway system, which is a combination of elevated, surface and underground corridors. The various structures envisaged in the system includes Elevated tracks supported on piers, Elevated stations, underground stations and underground tunnels. The loads coming on to the foundation system will be considerable, from the structures.

Shallow FoundationsShallow Foundations are recommended wherever the hard strata (soft rock / weathered rock / hard rock) is encountered within 4m depth below ground level. Based on field and laboratory test results, an allowable bearing pressure of 45


T/sq.m is recommended. The hard strata is usually overlain by a medium dense soil layer. Hence, adequate shoring and strutting will be necessary while carrying out foundation excavation. Necessary dewatering arrangements will also be required where water table is encountered at shallow depths.

Open foundations are also recommended for underground stations, which involve open excavation. The foundation in this case shall rest on soft rock / weathered rock / hard rock. The founding level depends on the depth of excavation. Since the soil layers become dense with increase in depth, the Open foundations are feasible. However, in open excavation, due considerations are to be given to shoring, strutting, dewatering and its possible effects on the nearby structures.

However, moderately loaded structures on-ground stations can be supported on shallow foundations at depths varying from 1.5 to 3.0m. the net allowable bearing pressure for such footings at various bore holes locations have been indicated.

12.7.7 Deep Foundations

Deep foundations, in the form of bored cast in-situ piles are recommended where the hard strata is encountered at considerable depths. The columns supporting the elevated rail track and elevated station are recommended to be supported on pile foundations. In particular, bored cast in-situ piles are recommended keeping in view the site locations, which are within the city and vicinity to the structures around them.The piles are essentially end bearing piles, socketed into the hard strata. In this case, the hard strata encountered consists of soft rock, weathered rock and hard rock. Past experience indicate that the piles socketed in soft rock have performed satisfactorily. In view of this, it is recommended to anchor the pile in soft rock layer itself, wherever the thickness of soft rock is considerable. The soft rock layer encountered in the pile bore can be verified through SPT tests in the pile bore. Further, while chiselling for socketing the uniformity of strata can be ensured by measuring the number of drops Vs penetration.

Depending on the hard strata encountered at pile termination, the following depth of socketing is recommended:

Type of strata Depth of socketing (D = Dia of pile)

Soft Rock 3 to 4 DWeathered Rock 2 to 3 DHard Rock 1 D

The length of piles considering the strata at pile termination at various bore hole locations have been indicated.

The safe load carrying capacity of end bearing pile depends on the characteristics of strata at pile termination, anchoring depth and structural capacity of pile section. The piles of diameter 900 mm, 1000 mm, 1250 mm and


1500 mm are considered for evaluation. The safe load carrying capacity of piles in this case is generally governed by structural capacity of pile.

The recommended safe load on piles considering piles with M25 concrete are as follows:

Pile dia (mm) Recommended Safe Load (Tonnes)

900 3801000 4701250 7301500 1060

The increase in grade of concrete increases the structural capacity. However, it is recommended to limit the safe loads as above, in view of the uncertainties involved in quality of in-situ concrete in pile bore. Further, in soft rock, the capacities are also governed by the properties of soft rock at termination. Hence, it is preferable to limit the safe loads as recommended above.

The uplift capacity of piles can be taken as 10 % of safe vertical load and the safe horizontal load can be taken as 5 % of safe vertical load.

The safe load in piles shall be confirmed through pile load tests as per relevant Indian Standards.

The pile bore, after achieving the required depth shall be washed thoroughly to remove all the slush to ensure good bearing strata.

12.7.8 Underground Corridor This has been dealt with in Chapter No 5 “Civil Structures & Construction Methodology”.

*********


CHAPTER 13

ENVIRONMENTAL IMPACT ASSESSMENTAND MITIGATION MEASURES

13.0 INTRODUCTION

The study on Environment encompasses all aspects relating to Environmental Impact Assessment and mitigation measures, Environmental Management Plans, monitoring review techniques, frequencies, life cycle and life cycle assessments, audit systems, including potential negative impacts if any etc.

13.1 AGENCY

The EIA Studies were entrusted to the Department of Environmental Sciences, Bangalore University led by the Co-ordinator assisted by a team of experts and qualified field staff most of whom are M.Sc, and PhD, etc. well groomed in the Environmental Sciences / ecological studies and supported by good infrastructure of data bank and laboratory.

13.2 SCOPE

Detailed surveys/studies have been made on the Environmental aspects of the Bangalore Metro Rail Project – Phase I (for both the Corridors East-West and North – South) including Environmental Impact Assessment, Environmental Management, Identification of Project Affected personnel etc. broadly covering the following:

a. Assessment of Environmental Impacts related to location, design, construction and operations of project and Mitigation measures.b. Preparing Environmental Management plans for negative impacts, if any.c. Identification of structures/organizations affected by land required to be acquired for the project.d. Review and appraisal of the existing situation of PAP (project affected persons) with regard to their socioeconomic conditions.e. Planning for spoil disposal from underground constructions. etc.

The EIA has been made due to implementation and operation of the project based on the base line measurements of Air, Noise and Water pollution and effect on these due to implementation of the project. Green cover studies are made and assessment is made for the trees affected/trimmed and displacement of affected people along the corridor with suitable mitigation measures for all adverse effects with minimum disturbance to environment, duly costed. Besides, opinion surveys were also made.

Ch 13 Environmental Impact Assessment and Mitigation Measures 236 Detailed Project Report

The studies cover the 3 phases namely (I) Pre-Construction phase (ii) Construction phase and (iii) Post Construction / operation phase. These studies were carried out keeping in view the prevailing Laws, Legislation’s and Standards / codes:

13.3 SALIENT FEATURES OF THE BASELINE DATA

Growth of Bangalore as in the year 2001Area (in sq. km) - 531Population - 56,86,844Density per sq. km - 10,710Decadal Variation - + 15,56,666Percentage of Decadal Variation - +37.69 (1.56 millions)Growth Rate - + 3.77 (fastest growing city in India)

Review of Results

The number of vehicles on City Roads is increasing at higher than growth rate of population. The chaotic growth of vehicular population has been creating:- a) alarming levels of pollution b) acute congestion of roads and consequent heavy time loss c) high accident rates resulting on an average 2 deaths and 19 injured per

day.

The travelling population per day in BMTC buses is 26,00,000 on an average in 2001-02 and percentage of population using Public Transport is 46 %.

It is seen that the percentage of population using public transportation is decreasing from 1998 while the travelling population is increasing at the rate of 6.12%.

13.4 BASELINE SURVEY: (AIR POLLUTION)

Along both Corridors, respirable dust samplers were activated at traffic intersections at breathing levels for 16 hours for the following parameters:

i) Respirable suspended particular matter (RSPM),ii) Suspended particulate matter (SPM),iii) Sulphur Dioxide (SO2),iv) Oxides of Nitrogen,v) Carbon Monoxide.

Table 13.1 shows prevailing air quality along both Corridors.


Table 13.1

PREVAILING AIR QUALITY ALONG BOTH CORRIDORS

S. No.

Place of Sampling SPM RSPM SO2 NOX CO

1 Yeshwantapur 804 282 BDL 74.65 5.86

2 Navarang Junction (Rajajinagar)

569 199 6.5 78.16 2.79

3 Seshadripuram /Swastik Circle

471 165 BDL 20.53 4.0

4 Anand Rao Circle 507 178 6.05 252.8 7.88

5 National College / Vani Vilas circle

489 171 BDL 246.88 6.46

6 South End Circle 510 179 BDL 72.13 9.35

7 KIMS Circle 420 149 BDL 67.30 4.82

8 Sri Aurbindo Circle (Jayanagar 5th Block)

519 182 BDL 80.70 7.21

9 KIMCO Junction Vijay Bus Depot (Mysore Road)

825 311 BDL 44.61 9.35

10 Vijayanagar Tollgate (Magadi Junction)

386 179 BDL 42.50 -

11 Okalipuram 1060 359 BDL 44.40 9.94

12 Anil Kumble Circle 208 81 BDL 37.12 4.46

13 Shanthala Silks (Majestic)

1048 367 BDL 49.42 4.13

14 Trinity Circle 688 241 BDL 96.20 3.31

15 Cauvery Bhavan (Mysore Bank Circle)

942 330 21.34 111.58 3.27

16 Old Madras Road 618 216 BDL 52.2 2.68

Note: Except CO, all other values are in ug/m3 and CO in PPM. BDL: Below Detection Limit

Table 13.2 shows the air quality criteria & Table 13.3 shows AQI values and criteria at Metro Corridors

Table 13.2AIR QUALITY VALUES AND CRITERIA

AQI Values Air Quality Criteria

0 – 25 Clean Air

26 – 50 Light Air Pollution

51 – 75 Moderate Air Pollution

76 – 100 Heavy Air Pollution

> 100 Severe Air Pollution


Table 13.3

DETAILS OF AQI VALUES AND CRITERIA AT METRO CORRIDORS

Name of Stations AQI ValuesAIR QUALITY

CRITERIA

Yeshwantapur 256 Severe Air Pollution

Navarang Junction (Rajajinagar) 148 Severe Air Pollution

Seshadirpuram \ Swastik Circle 140 Severe Air Pollution

Anand Rao Circle 189 Severe Air Pollution

National College/Vanivilas Circle 238 Severe Air Pollution

South End Circle 173 Severe Air Pollution

KIMS Circle 146 Severe Air Pollution

Sri Aurbindo Circle (Jayanagar 5th Block)

178 Severe Air Pollution

KIMCO Junction Vijay Bus Depot (Mysore Road)


Vijayanagar Tollgate (Magadi Junction


Okalipuram 310 Severe Air Pollution

Anil Kumble Circle 76 Heavy Air Pollution

Shanthala Silks (Majestic) 314 Severe Air Pollution

Trinity Circle 232 Severe Air Pollution

Cauvery Bhavan (Mysore Bank Circle)


Old Madras Road 194 Severe Air Pollution

REVIEW OF RESULTS

i) It has been observed that except SO2 concentrations the other pollutants are showing an increasing trend.ii) Except at one or two intersections, the values were generally above the permissible limits.iii) The oxides of Nitrogen were very high at many places ranging from 20.53 at Seshadripuram to 252.80 ug/m3 at Anandarao Circle.iv) NOX Values as high as 246.88 and 111.58 were also reported at other junctions indicating a high pollution trend. v) In terms of air pollution index (AQI) which is popular scale representing the air quality status, the air quality is rated as highly polluted i.e., the range of AQI 100 and above.


13.5 NOISE

The measurements were carried out at 8 locations in East-West and 8 locations along North-South corridors in 3 ambient conditions over the day to establish morning and evening peak hour and off peak hour noise levels. The details have been tabulated, studied and analysed. While the prescribed Noise level during day time is 65 dB(A) , it is found that in all the Stations the measured Noise levels exceeded the permissible ambient noise levels even upto 50% higher on decibel scale. The noise levels will come down with the introduction of the metro ( by about 30%)

13.6 GREEN COVER:

The trees affected were enumerated in both the Corridors under 3 different categories depending upon the location of the trees from the centre line of alignment as follows:

i) 0 – 5m (directly affected trees)ii) 5 – 8.5m Buffer Zone (only pruning of branches involved)iii) 8.5 – 11.5m Buffer Zone

The Bio-mass calculations were made with accepted equations in practice. The results are as indicated in the Table 13.4.

Table 13.4Type of tree population coming within 0-5m on each side from the centre of

alignment in East – West and North – South corridor:

Type of Tree East-West Corridor

North-South Corridor

Total

1. Big canopy trees with girth>70cm At GBH

144 (50%) 90 (71%) 234 (56%)

2. Medium canopy trees with girth 40 to 70 cm at GBH

95 (33%) 23 (17%) 118 (28%)

3. Coconut 32 (11%) 5 (4%) 37 (9%)

4. Small canopy trees and shrubs girth <40cm

12 (6%) 11 (8%) 33 (8%)

Total No. of trees affected 283 129 412

Total No. of trees to be trimmed 293 501 794

GBH: Girth at Breast Height.

REVIEW OF RESULTSEast – West Corridor


The East-West corridor indicates that within 5 metres from centre line, only 283 trees are directly getting affected and beyond 5 m up to 8.5m, 293 trees which fall under buffer zone are enumerated.In total, 48 species of trees are involved, on East-West corridor.

The estimated Bio-mass of 283 individuals is 290 tonnes.

North-South Corridor

The North-South corridor indicates that within 5 m, 129 Nos. are directly affected and from 5m to 8.5m, 501 trees which fall under buffer zone are enumerated.About 36 species of trees are involved, in the North-South Corridor.The estimated bio-mass is 163 tonnes.

Conclusion

The total trees affected are 412 with 283 Nos. on the East-West Corridor & 129 on the North-South Corridor which fall under 5 m of alignment on each side. The other trees from 5m to 8.5m will only be trimmed, which serves as a buffer zone.

13.6 SOCIO –ECONOMIC IMPACT ASSESSMENT

The above survey was carried out so as to assess the nature and magnitude of impact on people communities located in the vicinity of the metro-rail lines during

a) Pre-construction stage,b) Construction stage,c) Post-construction & operational stage.

The people were grouped under three categories, namely

i) Those directly affected house holds i.e., persons who will have to forego the landed or built properties as a result of the alignment route passing through,ii) Those indirectly affected in the sense that they may suffer due to disturbances and inconveniences caused due to construction activities, dust, traffic diversions & utility diversions/disruptions, andiii) Those potential users of the commissioned metro system who are not affected in any way during the earlier two stages, but benefited instead after the project.

This third section of people who are deemed to be the opinion makers were sampled from among the section of intellectuals, lawyers, doctors, academicians, journalists, etc.


Public opinion with regard to public projects being an essential component for decision making, the feed backs from the questionnaires revealed that 99.9% of the samples express the opinion in favour of Metro-Rail as a viable quick, comfortable and safe means of transport.

13.8 ACQUISITION REPORT ON THE NORTH-SOUTH & EAST-WEST CORRIDOREast – West Corridor

In the stretch covering a distance of 18 km between Pantarapalya to Baiyappanahalli the land to be acquired is classified as follows:

Type Area (in sq.m) Land & Building

Area in %

Residential 2094 06.04

Commercial 6609 19.06

Industrial 4331 12.50

Religious places 235 00.66

Institutional 15310 44.17

Others (category to be ascertained) Basically land

6075 17.52

TOTAL 34654 100

North – South Corridor

In a stretch covering 14km in North – South from Yeshwantapur to R.V. Road the land acquisition are as below:

Type Area (in sq.m) Land & Building

% land area

Residential 1450 5.88

Commercial 5538 22.43

Industrial 10784 43.70

Institutional 6873 27.84

Religious 35 0.14

TOTAL 24680 100

13.9 COMPENSATION PLANS

Suitable compensation plans are envisaged for various contingencies of the project particularly during pre-construction & construction stage.

i) Bio-mass loss compensation (afforestation plans)ii) Compensation plans for people & property affectediii) Diversion plans during construction for traffic, utilities etc.


iv) Prevention plans for safety and accidents management (construction & post construction).v) Others.

i) Bio-Mass Compensation

a) The route does not envisage any loss of trees in parks where tunnels are envisaged.b) The pruning of trees and cutting of trees are minimised.c) Every effort to be made to transplant the affected trees in suitable near by places.d) Compensation of trees lost is envisaged to be managed by planting concurrently low growing trees beneath metro and other feasible areas at a minimum of 10 trees for every tree cut. Suitable land is to be provided by the state government.

ii) Compensation Plans For Properties:

As the alignment is predominately along the existing busy roads and over head, the present land use is going to be optimised further by Metro Rail. The properties affected are minimal and suitable compensation plans are being worked out, Alternative lands have been identified for displaced households.

iii) Diversion Plan for Traffic & Utilities

A comprehensive diversion plan is also being worked out for implementation during construction, both for traffic and utilities.

iv) Safety Management Plans

Safety measures and maintenance management systems are also being worked out both during construction and operation of the project.

v) Others

Special contingency plans for water table management (recharging technique) dust suppression measures, surplus and waste disposal schemes are also envisaged comprehensively.

13.10 E.I. QUANTIFICATION AND CONCLUSION

Table 13.5 shows Quantification & Environmental impacts/benefits of Proposed metro Rail for Bangalore.


Table 13.5Quantification of Environmental Impacts/Benefits of Proposed

Metro Rail Project for Bangalore

Environmental Aspect (Component) (PIU Assigned)

EQ Without Project

EQ with Project

(Without EMP)

EQ with Project (With EMP)

Change in EQ without EMP

Change in EQ with EMP

NS EW

NS EW NS EW NS EW NS EW

I. Physical

1. Air Quality (395)

202 158 248 200 275 236 +46 +42 +73 +78

2. Water Quality (130)

122 119 86 82 110 105 -36 -37 -12 -14

3. Land (40) 39 35 22 20 40 38 -17 -15 +1 +3

II. Biological

1. Terrestrial Ecosystem (150)

139 147 2 2 149 149 -136 -145 +10 +2

2. Aquatic Ecosystem (15)

12 13 11 11 14 14 -1 -2 +2 +1

III. Socio Economic (270)

51 48 200 206 240 243 +149 +158 +189 +195

Total (1000) 565 520 569 521 828 785 +5 +1 +263 +265

PIU: Parameter Important Unit, EQ = Environment Quality

From the baseline environmental study data carried out, the findings of which has been applied on the “Battelle Environmental Evaluation System” (BEES) Model – accepted internationally for its objectivity and forecasting capabilities of environmental related projects- an objective assessment of the impacts in the case of Bangalore Metro has been made as presented in the above Table.

Considering various environmental attributes, which are likely to be influenced by the induction of the Metro, the assigned environmental components (PIU) are arrived as follows:

The present environmental Quality (EQ) for the North South Corridor on the whole works out to be only EQ: 565 (out of 1000) while that for East West


Corridor is EQ: 520. However, with the induction of Metro and with a sound comprehensive Environmental Management Plan (EMP) in place, the EQ values will result in +263 and +265 respectively with an average of +264 EQ values for the proposed entire project. These EQ values are substantial in terms of environmental impact for any project of this nature and particularly for the proposed Metro Rail Project, which is going to provide high social benefits to the community. From the EQ values obtained, it may be concluded that the project is environmentally viable while at the same time promoting the sustainable development.

CONCLUSION:

From the observations and conclusive data obtained from the BEES model studies, the following positive environmental impacts due to the metro rail projects can be visualized;

1. Reduction in Air Pollution: This is the single most important factor for promoting a better and healthy city and ensuring a better quality of community’s health. From the estimates made, the Metro operation can bring down air pollution loads by an average of 30% from the existing situation with an overall improvement in city’s air quality, which presently is rated as severe on AOI scale.

2. Traffic Decongestion and Road Safety: While ensuring a rapid, user friendly mode of transportation, the Metro Rail would effectively bring down the congestion problems on city’s roads to an extent of nearly 30%. While achieving substantial decongestion of the roads, this will also ensure that the accidents on the roads will be brought down by this much. Additionally, as significant traffic load will be taken over by the Metro Rail, the vehicle density on the roads will be less thus leading to reduced stress on the road with consequent lease of longer life to the existing road network.

3. Introduction of Metro Rails is expected to promote the orderly growth of suburban areas of the city with economic benefits and providing a good infrastructure to the neighboring rural community. An all round improvement in employment opportunities is also anticipated from the study.

4. The reduction of vehicles will manifest in reduced fossil-fuel consumption particularly petrol.

5. There will be less strain on the roads and consequently a longer lease of life is ensured to the roads. This will manifest in savings in the state exchequer by reduction in the maintenance demands and expenditure on roads to the extent of about 30%.


6. Noise Reduction : Due to reduction in the traffic along the corridors, there will be significant reduction in the Noise levels specially in the corridor routes by about 30%.

7. Socio-Economic Benefits: By increasing the quality of life on Environmental Factors through the above mentioned benefits and overall positive impact on Society (both direct & indirect) the socio economic benefit is positive and significant. The Millions of man-hours saved by travelling Public if quantified in terms of money is substantial and Note-worthy.

8. Quality of life of citizens improve.

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CHAPTER 14

COST ESTIMATES AND IMPLEMENTATION PLAN

14.1 INTRODUCTION

14.1.1 Detailed cost estimates for Bangalore Metro Project have been worked out covering civil, electrical, signalling and telecommunication works, rolling stock, environmental protection, rehabilitation etc., considering 750V dc traction at April, 2003 price level.

14.1.2 While preparing the capital cost estimates, various items have generally been grouped under three major heads on the basis of (i) route km length of alignment, (ii) number of units of that item and (iii) item being an independent entity. All items related with alignment, whether in underground or elevated or at grade construction have been estimated on rate per route km basis. Cost of elevated and at-grade station structures, other electrical services at these stations and automatic fare collection (AFC) installations at all stations have been assessed in terms of each station as a unit. For items like Rolling Stock, Receiving Sub Station (RSS)/Traction Sub Station (TSS)/Auxiliary Sub Station (ASS), service connections, Permanent Way, OHE, Signalling & Telecommunication, whether in main lines or in Maintenance Depot etc., costs have been estimated in terms of number of units required for each item. For remaining items, viz. land, utility diversions, rehabilitation etc, the costs have been assessed separately.

14.1.3 In order to arrive at realistic cost of various items, costs have been assessed on the basis of accepted rates in various contracts awarded by DMRC for their ongoing works during 1998 – 2002. A suitable escalation factor has been applied, wherever necessary, to bring the costs at April, 2003 price level. The element of customs duty, sales tax and works tax has been excluded for working out the capital cost of the project..

14.1.4 The overall capital cost of Bangalore Metro at April, 2003 price level, works out to Rs. 3970 Crores excluding custom duty , sales tax and works tax, but including general charges @ 8%. The general charges are inclusive of contingencies. The abstract capital cost estimate is shown at Table 14.1.

Details of methodology of arriving at these costs, are discussed in paras hereinafter.

Ch 14 Cost Estimates & Implementation Plan 247Detailed Project Report

TABLE 14.1

ABSTRACT CAPITAL COST ESTIMATE FOR BANGALORE METRO(COSTS AT APRIL, 2003 PRICE LEVEL)

S.No. Description Amount (Rs. in Crores)

E - W Corridor

N - S Corridor

Total

1. Land (Ann.14.1.1 & 14.1.2) 170.00 190.00 360.00

2.Civil Engineering Works (Ann.14.2)

2.1 Alignment and formation

2.1.1 Underground Section 332.50 294.5 627.00

2.1.2 Elevated 235.20 190.4 425.60

2.1.3 Under ground stations 168.00 126.0 294.00

2.1.4Utilities (Civil work) Environmental Protection, Rehabilitation & resettlement.

30.00 20.00 50.00

2.2Station Buildings (elevated and at-grade).

135.00 105.00 240.00

2.3 Permanent Way 97.00 79.00 176.00

2.4 OCC & Administrative building 27.00 - 27.00


3.Electrical works (Ann.14.3.1 & 14.3.2)

3.1 Traction & Power Supply 170.22 148.03 318.25

3.2 VAC 40.40 30.27 70.67


4.S & T works (Ann. 14.4.1 & 14.4.2)

4.1Signalling & Telecommunication including cable diversions

140.00 108.00 248.00

4.2 AFC installations at stations 35.00 27.22 62.22

Sub Total ( Item 4) 310.22

5. Depots (Ann.14.5.1 & 14.5.2) 84.00 50.00 134.00

6.Rolling Stock (in 2007) (Ann.14.6)

346.50 297.00 643.50

7. GRAND TOTAL (Item 1 to 6) 2010.82 1665.42 3676.24

7.General charges @ 8 % inclusive of contingency @ 3%

294.10

Grand total: 3970.34

Say Rs. 3970 Crores

14.2 CIVIL ENGINEERING WORKS


14.2.1 Land

Land requirements have been kept to the barest minimum and worked out on area basis. Out of total requirements of 48.4 hectares, only 29.5 hectares is Government/Semi-Government land and the rest 18.9 hectares private land, including land required for Maintenance Depot. For the underground and the elevated alignment, no land is proposed to be acquired permanently, except small areas for locating entry/exit structures and traffic integration etc. at stations.

a) Cost of land has been worked out, based on prices notified by the revenue authorities of the city.

b) Rate for the government land is adopted at government transfer rate.

c) The cost of land as assessed is Rs. 360 crores.

14.2.2 Formation and Alignment

i) Underground section

In the underground alignment section, rates have been based on contracts awarded by DMRC for Delhi Metro Project. These rates cover all works viz. civil, electrical including utility diversions, fire fighting, air conditioning, lighting and other electrical installations like lifts, escalators at stations, but exclude customs duty (CD) and works tax (WT). These rates also exclude cost of Permanent Way, Power Supply, Ventilation, OHE, S & T works etc. for the entire corridor and cost of AFC installations at stations.

Provision towards cost of operating link at Majestic station, between the NSC & EWC has been made separately.

ii) Elevated section and at-grade section

Rate is based on accepted rates of Delhi metro project but modified for the structural arrangement proposed for Delhi Metro. The cost excludes cost of viaduct in station lengths (135 m each).

14.2.3 Station buildings

i) Elevated stations

Rate is based on accepted rates for works in progress for Delhi Metro project for phase I. This includes cost of civil architectural and electrical works. The cost has been reduced in view of reduction in station area as compared to the stations of Delhi metro

ii) At-grade stations


Only two station are involved. Rates are based on accepted rates of Delhi Metro, which include platforms, coverings, station building, circulating area, electrical services etc. These have been duly escalated to April, 2003 price level.

iii) Underground stations

Costs of underground stations is also based on the accepted rates of Delhi Metro project but modified for the smaller stations for Bangalore metro.

14.2.4 Permanent way

For elevated and underground sections, ballastless track and for at-grade alignment and in depot area, ballasted track has been planned. Rates adopted are based on accepted rates for Delhi Metro project including the imports, which covers both ballastless & ballasted tracks. These rates do not include custom duties and other taxes.

14.3 BAIYAPPANAHALLI AND YESHWANTAPUR DEPOT

A depot-cum-workshop at Baiyappanahalli and Yeshwantapur has been proposed. The Baiyappanahalli depot when completed shall have all the facilities for inspection, stabling and periodic overhauls while Yeshwantapur Depot will not have facilities for overhauling and major repairs. The cost estimate is based on consideration of similar facilities provided in Shastri Park Depot for the Delhi Metro Project. However, for the Yeshwantapur Depot, only part development of various facilities in the initial stage is considered.

14.4 UTILITY DIVERSIONS

Costs per running meter of various utilities like trunk and main sewers, water mains, storm water drains etc. requiring diversion have been worked out for Bangalore Metro. Since the utility diversion works in the under ground section have been covered in per km through rate adopted for underground alignment, the costs of utility diversions involved in at-grade and elevated stretches only have been considered the under head utility diversions. Lump sum provision for other works like road diversions etc. have also been made.

For diversion of other utilities, relocation of 66 kV & 33 kV overhead power lines, provisions have been made on tentative basis. Provision has also been made towards diversion of L.T. lines, traffic signal posts, street lighting poles etc.

14.5 ENVIRONMENTAL IMPACT ASSESSMENT

Provision has been made for cost towards the environment protection and mitigation measures. The cost includes transplantation of trees and compensatory afforestation on the basis of 10 trees for every tree required


to be cut. The cost for environmental protection during construction is part of the respective work.

14.6 REHABILITATION AND RESETTLEMENT

Private Structures

The proposed Metro alignment affects Subash Nagar colony, and number of structures on the corners of the various roads due to curves. These are to be relocated nearby for which areas have been identified in most of the cases. The cost of reconstruction is charged to the project.

Government structures

A few government structures are affected on Magadi road along with the Police quarters at Ulsoor area. These are also to be reconstructed at identified locations.

14.7 TRACTION AND POWER SUPPLY

Provisions have been made under following subheads:

i) Third railii) Receiving cum- Traction sub stations including cablesiii) Auxiliary Sub Station (ASS) for U.G. stations iv) ASS for elevated and at- grade stationsv) Service connection charges for Receiving Sub-stations vi) Miscellaneous items e.g illumination, lifting T and P for stabling lines

etc.

The rates adopted for various items are based on the accepted contract rates for similar works for Delhi Metro project and the rates available for similar works carried out abroad. The concerned authorities at Bangalore have also been contacted in this regard.

All the 4 RSS are to be commissioned by 2007 but 2 of them are to be augmented later as the train services increase.

14.8 ELECTRICAL SERVICES AT STATIONS

These are included in estimated costs of elevated, underground and at-grade stations.

14.9 SIGNALLING AND TELECOMMUNICATION WORKS

Rates adopted are based on accepted contract rates of Delhi Metro project These rates include manufacture and supply of equipment, their installation at site and escalation but exclude CD & WT.


14.10 AUTOMATIC FARE COLLECTION

Adopted rates are based on accepted contract rates of Delhi Metro Project. These rates exclude CD & WT, but include escalation during the period of equipment manufacture and their supply including installation.

14.11 ROLLING STOCK

Adopted rates are based on the rates accepted for Delhi Metro project though the gauge is different. It is also proposed to manufacture the part of the coaches at BEML Bangalore. The cost do not include CD and WT.

14.12 GENERAL CHARGES & CONTINGENCIES

Provision @ 8 % has been made towards general charges on all items including contingencies @ 3 % and 2% design charges

14.13 IMPORT DUTY AND WORKS TAX

The component of Import Duty and Works Tax, not included in the capital cost estimates. The estimated taxes and duties works out to Rs.350 crores.

14.14 PROJECT COMPLETION COST

The construction of this corridor is proposed to be taken up in Phase I and expected to be completed by end of 2007. The estimated completion cost of this corridor in 2007 including escalation is Rs.4379 crores. The completion cost works out to Rs.4989 crores, considering the escalation factors and Interest during construction (IDC) @ 10.5% per year.

14.15 IMPLEMENTATION PLAN

14.15.1 The Project Implementation Plan will require following action after submission of the Detailed Project Report:-

i) Approval of the Detailed Project Report by State Government.ii) Approval of Detail Project Report by Central Government.iii) Signing of MOU by Central Government (MOUD and State Govt.) for

equity.iv) Formation of Corporation on the line of DMRC as implementing

agency.v) Arrangement of Finances as per financing plan.

All these actions will require a minimum period of about 4 to 6 months. During this period, the State Government can go ahead with the following preliminary works:

i) Preliminary action for diversion of utility and preparation of estimates there of.

ii) Reservation of land along the corridor, identification and survey for acquisition.


Once the Corporation is formed, the Corporation has to take action for appointment of consultant for Project Management and proof checking including preparation of tender documents. Simultaneously, action is also to be taken for detailed design for structures for elevated corridors.It is proposed to implement the project through following contracts:

Civil works

a) Detailed design contract(s) for Elevated structure / stations.b) Construction contracts following sections Viaducts.

(i) From Baiyappanahalli Station to Cricket Stadium Station ( 6.73 km)

(ii) From Mysore Road terminal dead end to Ramp on Magadi Road.(6.70 km)

(iii) Yeshwantapur dead end to Swastik Railway Station. (6.21 km)(iv) From ramp after City Market to R.V. Road terminal (4.35 km)

c) Design and construction of underground section on both the North – South & East – West corridors including 7 stations and administrative office at Majestic.

d) Construction of stations

(i) Mysore road terminal to Vijay Nagar station ( 3 stations)(ii) Hoshalli Road station to Magadi Road station ( 3 stations)(iii) Cricket Stadium to Ulsoor Station ( 4 stations)(iv) CMH Road to Baiyappanahalli Road terminal ( 4 Stations)(v) Yeshwantapur to Rajaji Nagar station ( 3 stations) (vi) Kuvempu Road to Swastik and K.R. road (4 stations) (vii) Lal Bagh to RV road terminal (4 stations)

It is proposed to carry out the General Electrical Works for the stations through Civil Contractors.

14.15.2 System Contracts

a) Design, construct and installation for Traction and Power Supply.b) Design, construct and installation of Signal and Telecommunication

works.c) Design, construct and installation of lifts.d) Design, construct and installation of Escalators.e) Design, construct and commissioning of Automatic Fare Collection

System.f) Design and supply of Rolling Stock.g) Design of track works.h) Installation of track in Depot and on Main Line.

14.15.4 Depot Contracts

Following contracts are proposed for Depot works:


a) Design of Depot layout and buildings for Baiyappanahalli and Yeshwantapur Depot.

b) Construction of Baiyyappanahalli Depot including general electrification.c) Construction of Yeshwantapur Depot including general electrification.d) For supply of Depot Equipment, the number of contracts may be

decided as and when the work is in progress.

14.5.5 A suggested project implementation schedule is enclosed for consideration. It is recommended that project be commissioned in 5 different stages. In the first stage, the section from Baiyappanahalli to Cricket Stadium for a length of about 7 km is to be commissioned. This will take about 3 years time. In the second stage, the section from Yeshwantapur to Swastik may be opened in about 3 ½ years time. These sections have been preferred over other section due to connection with depot on both the corridors.

In the Stage – III, the underground section on both the corridors can be opened simultaneously which will take about 4 years to commission after start of work. In stage IV & V, the remaining section of East - West corridor and North - South corridor can be commissioned one after the other. The total time required for commissioning of both the lines is about 5 years from commencement of the work.

**********


Details of Land Cost

EW Corridor

Chainage(m) Total Pvt. Land Total Govt. Land

rate amount rate amount

(-).400-500 7494 1586

500-900 0 0

900-985.59 0 506

7494 10750 80560500 2092 7000 14644000

1000-1117 1867 0 0 0

4700-4860 167 0 679 0

2034 8600 17492400 679 6020 4087580

4900-5600 4481 0 0 0

6200-6600 689 0 2874 0

5170 10750 55577500 2874 7000 20118000

6600-6900 2924 0 4172 0

7300-7620 0 0 3698 0

2924 8600 25146400 7870 6020 47377400

7503-8697 0 0 1112 0

8697-9318 0 0 956 0

0 2068 7000 14476000

9318-11380 0 0 4250 0

0 4250 7000 29750000

11300-12600 1563 0 1051 0

1563 77184 120638592 1051 7000 7357000

12800-13100 386 0 0 0

13600-13800 1000 0 2717 0

1386 26875 37248750 2717 7000 19019000

13900-14100 817 0 0 0

14530-14700 1882 0 0 0

2699 18275 49324225 0 0

15225-15460 1202 0 0 0

15460-16000 2428 0 0 0

16100-16800 2691 0 8700 0

6321 10750 67950750 8700 7000 60900000

453939117

Depot 199000 7000 1393000000

Sum 453939117 1610728980

Annexure 14.1.1

EW Corridor

Total land Total cost

9080

0

506

9586 95204500

1867 0

846 0

2713 21579980

4481 0

3563 0

8044 75695500

7096 0

3698 0

10794 72523800

1112 0

956 0

2068 14476000

4250 0

4250 29750000

2614 0

2614 127995592

386 0

3717 0

4103 56267750

817 0

1882 0

2699 49324225

1202 0

2428 0

11391 0

15021 128850750

199000 1393000000

2064668097

N-S corridor 1478974383

3543642480

say 360 crore

Details of Land Cost Annexure 14.1.2

N-S Corridor

Chainage(m) Total Pvt. Land Total Govt. Land Total landTotal amount

rate amount rate amount

-700 -100 134405 0 134405

134405 8062 1083573110 1083573110

2000-2100 900 0 0 900 0

900 11825 10642500 10642500

3000-3100 1029 0 0 1029 0

3200-3300 1378 0 0 1378 0

2407 15050 36220534 0 0 36220534

3900-4000 1219 0 0 0 1219 0

4600-4800 2535 0 0 0 2535 0

4800-5100 1449 0 376 0 1825 0

5203 13438 69917914 376 7000 2632000 72549914

5400-6500 1119 0 20145 0 21264 0

1119 4300 4811700 20145 3010 60636450 65448150

8400-8600 1271 0 833 0 2104 0

1271 40850 51920350 833 7000 5831000 57751350

9100-9300 213 0 446 0 659 0

10300-10800 4701 0 150 0 4851 0

11400-11500 1790 0 1759 0 3549 0

6491 12900 83733900 4021 7000 28147000 111880900

12300-12400 1429 0 930 0 2359 0

0 930 7000 6510000 6510000

14300-14400 0 0 2500 0 2500 0

1429 11825 16897925 2500 7000 17500000 34397925

1357717933 121256450 1478974383

area (sq.m.)

area (sq.m.)

area (sq.m.)

Annexure 14.2Basis of Unit Cost

1. Alignment & Formation

a) Elevated Section Qty. Contract Amount Rate/ Unit

DMRC rates RC2B LOT 1 & 2 - 6.97Km 154.29 Cr. 22.14 Cr/Km

Less taxes @ 4 % (-) 0.92 Cr__________

21.22 Cr/Km

Reduction for Bangalore due to:1) Axle load 15 t2) Scismic Zone 2 or (3)3) Good soil condition4) Reduced width of deck

To consider 75 % of Delhi cost = 0.75x21.22 = 15.92 Cr/KmSay = Rs. 16 Cr./Km

(b) Elevated Station

DMRC rates for RC2B LOT 3,4&5 8stations 131.08Cr 16.40cr/stn.Less 4% for taxes (-)0.66

-----------Cost includes cost for Viaduct also. 15.74Less for Viaduct @ 21.22 x 0.185 (-) 3.92

______11.82 Cr.

Reduction for Bangalore due to reduction in the length of station from 185 Km to 135 Km.

To consider 75 % of 11.82 Cr = Rs. 8.86 Cr.Say = Rs. 9 Cr.

(c) Under ground sectionQty. Cost Rate

Cost as per MC1A & MC1B Contract 11 Km 2581.4 Cr. 234.67 CrLess for custom duty & works tax (-) 29.37 Cr

___________ 205.30 Cr

For Bangalore assume 75 % of cost = 153.75 Cr.

Less for VAC (Taken separately) = 10.75 Cr. ________

Net cost per Km. 143.00 Cr.

Take 70 % for mid section Length of Ramp = 10 % of UG portion 100.1 Cr.

So 5 % reduction is assumedHence rate / Km. = 95 Crores/Km30 % for station = Rs. 42.9 Crores

Say = Rs. 42 Crores

(d) At grade station Assume 50 % of elevated stationSay = Rs. 5.00 Cr./Station

2. Permanent Way (cost Estimate)

Cost of RC 3 contract 161.80 Crores

Depot track (Less) (-) 44.24 Crores

Section Cost 117.56 Crores

22 Km Elevated portion @ 84 % 98.75 Crores

4.1 Km at grade portion @ 16 % 18.80 Crores

Elevated track/Km 98.75/22 5.52 Crores

At grade track/Km 18.80/4.4 4.59 Crores

Taxes & works tax 1.62 Crores / Km

Net cost for elevated section 3.9 Crores

At grade section 2.97 Crores

Underground section (Estimated) 20 % above elevated

4.68 Crores

Cost in Depot (Single track)/Km 1.44 Crores

E-W N-S Rate (E-W) Amount (N-S)

Elevated 14.7 11.9 3.9 57.33 46.41

U/ground 3.5 3.1 4.68 16.38 14.51

Link line 0.40 - 2.84 1.14

Depot 15 12 1.44 21.6 17.28

Total 96.45 78.20

Say 97.00 79.00

Annexure 14.3.1

Cost estimate-Power supply and Traction System (E-W Corridor)Figures in Rs. Crores

S. No. item Qty, Unit Unit rate Total cost (W/o taxes &

duties)

Taxes & duties

Custom duty @44.7%

Excise duty@16%

Salex Tax@4%

Works contract tax @4%

Total of Taxes & duties

1Service connection charges (66kV bays)

NGEF S/S (2X66kv bays) for Baippanahalli RSS 2 No. 0.77 1.54 0.00 0.00 0.00 0.00 0.00

REMCO S/S (2X66kv bays) for Mysore road RSS 2 No. 0.77 1.54 0.00 0.00 0.00 0.00 0.00

2 66kV cables (3 phase single circuit

From NGF S/S to Baiyyappahalli 2 Km. 0.76 1.52 0.00 0.16 0.04 0.06 0.26

From REMCO S/S to Mysore Road 2 Km. 0.76 1.52 0.00 0.16 0.04 0.06 0.26

3 Baiyyappahalli RSS 1 No. 7.99 7.99 0.06 0.79 0.23 0.32 1.40

4 Mysore road RSS 1 No. 7.14 7.14 0.06 0.71 0.21 0.29 1.26

5 Traction Sub-stations (TSS) 10 No. 4.76 47.64 8.84 1.70 0.49 1.91 12.93

6 ASS for elevated stations 14 No. 1.35 18.86 0.56 1.72 0.50 0.75 3.54

7ASS for underground stations and depot 5 No. 1.81 9.06 0.20 0.85 0.25 0.36 1.66

833kV cables (Ring main & feeder cables 40 Km. 0.52 20.80 0.00 2.12 0.62 0.83 3.57

9 750V dc Third Rail

Composite Third rail for main lines 36 TKM 0.84 30.35 8.65 0.00 0.00 1.21 9.86

Steel Third rail for depot 15 TKM 0.55 8.22 0.00 0.84 0.24 0.33 1.41

10Stray current protection and earthing and bonding 1 LS 7.71 7.71 0.00 0.77 0.22 0.31 1.30

11 SCADA System 1 LS 5.33 5.33 0.76 0.27 0.08 0.21 1.32

12Necessary spares, tools , fault diagnosis equip etc. 1 set 1.00 1.00 0.14 0.05 0.01 0.04 0.25

Grand Total 170.22 19.27 10.13 2.94 6.69 39.03

Cost estimate-Power supply and Traction System (N-S Corridor)Figures in Rs. Crores

S. No. item Qty, Unit Unit rate Total cost (W/o taxes &

duties)

Taxes & duties

Custom duty @44.7%

Excise duty@16%

Salex Tax@4%

Works contract tax @4%


1Service connection charges (66kV bays)

Peenya SRS S/S (2X66kv bays) for Yeshwantpur RSS 2 No. 0.77 1.54 0.00 0.00 0.00 0.00 0.00

Sarakki S/S (2X66kv bays) for R.V. road RSS 2 No. 0.77 1.54 0.00 0.00 0.00 0.00 0.00

2 66kV cables (3 phase single circuit

From Peenya SRS S/S for Yeshwantpur RSS 8 Km. 0.76 6.08 0.00 0.62 0.18 0.24 1.04

From Sarakki S/S for R.V. road RSS 4 Km. 0.76 3.04 0.00 0.31 0.09 0.12 0.52

3 Yeshwantpur RSS 1 No. 7.99 7.99 0.00 0.77 0.22 0.32 1.32

4 R.V. Road RSS 1 No. 5.94 5.94 0.00 0.57 0.16 0.24 0.97

5 Traction Sub-stations (TSS) 8 No. 4.76 38.11 7.07 1.36 0.39 1.52 10.35

6 ASS for elevated stations 11 No. 1.35 14.82 0.44 1.35 0.39 0.59 2.78

7ASS for underground stations and depot

4

No. 1.81 7.25 0.00 0.74 0.18 0.29 1.21

833kV cables (Ring main, feeder & interconnection cables 32 Km. 0.52 16.64 0.00 1.70 0.49 0.67 2.86

9 750V dc Third Rail

Composite Third rail for main lines 32 TKM 0.84 26.98 7.69 0.00 0.00 1.08 8.77

Steel Third rail for depot & interconnection line 10 TKM 0.55 5.48 0.00 0.56 0.16 0.22 0.94

10Stray current protection and earthing and bonding 1 LS 6.75 6.75 0.00 0.67 0.19 0.27 1.13

11 SCADA System 1 LS 4.87 4.87 0.69 0.25 0.07 0.19 1.21

12Necessary spares, tools , fault diagnosis equip etc. 1 set 1.00 1.00 0.14 0.05 0.01 0.04 0.25

Grand Total 148.03 16.04 8.94 2.56 5.80 33.34

Figures in Rs. Lakhs

S.N

Item Qty, Unit Unit rate

Total cost (W/o taxes & duties)

Taxes & duties Remarks

Custom duty @44.7%

Excise duty@ 16%

Salex Tax@4%

Works contract tax@4%


1 Escalator 1 No. 77.6 77.6 31.2 0.0 0.0 0.2 31.4 Rail Corridor rates

2 Lift 1 No. 15.0 15.0 0.0 1.5 0.4 0.6 2.6 Rail Corridor rates

Costs inbuilt in stations.

Annexure 14.3.2

SUMMARY OF COST ESTIMATE FOR VAC SYSTEM OF BANGALORE MRTS

(All cost in Rs. Lakhs.)

Sl. No. Description Total cost

(a) (b) = (a) x 2 (c ) = (a) x 3 (d) = (a) x 1.75 (b) + (c ) + (d)

1 Supply Cost

2 843 1686 2529 1475 5690

3 Base cost 126 252 378 221 851

4 Design & Consultancy including Simulation studies 969 1938 2907 1696 6541

5 Total cost (w/o taxes.) 78 156 234 137 527

6 Taxes & Duties. 1047 2094 3141 1832 7067

7 Grand total 244 488 732 427 1647

1291 2582 3873 2259 8714

Note:

(4)Design & simulation cost assumed at 8%.

Cost per station

Cost for NS section

Cost for EW section

Cost for interchange station & link line

Installation & Labour costs (@ 15% of the supply cost.

(1) The cost of interchange station & link line is assumed as 175 % of the cost of normal station.

(3) The taxes on the local material is considered as 45 %.

(2) The duties for the imported material is assumed as 52 % of the supply cost.

Annexure - IV

ESTIMATE OF VAC COST FOR A TYPICAL STATION IN BANAGLORE METRO

COST IN RS. LAKHS

SL.No. Item description Unit Capacity Qty. Rate / unit Supply cost Installation Total Cost Taxes/ duties

1 Aircooled Chillers set 250 TR 2 55 110 16.5 127 30.8

2 AHU's & acess. set 15 cum/s 6 40 240 36 276 18

3 Ducting and pipeworks LS 1 50 50 7.5 58 22.5

3 Trackway ex. Fans set 20 cum/s 4 12 48 7.2 55 6.72

4 Dampers LS 1 60 60 9 69 33.6

5 Tunnel Vent Fans set 60 cum/s 4 20 80 12 92 11.2

6 Tunnel Booster Fans LS 1 25 25 3.75 29 14

7 Smoke extract fans LS 1 30 30 4.5 35 16.8

8 Ventilation for plantroom LS 1 40 40 6 46 18

9 Standbye AC for essential rooms. LS 1 30 30 4.5 35 13.5

8 Control & Monitoring LS 1 50 50 7.5 58 22.5

9 MCC, Power Panels LS 1 80 80 12 92 36

SUB TOTAL 969 244

10 Design and Simulations @ 8% LS 78 0

GRAND TOTAL 1,047 244

SUMMARY OF COSTS

1 Basic cost per station (with out taxes / duties) Rs. 1047 lakhs.

2 Taxes& duties Rs. 244 lakhs

(Duties @ 52% for the import materials.)

(Taxes @45% for the local materials.)

3 Total cost per station Rs. 1291 lakhs Note : For interchnage station cost will be 75% extra.

Annexure 14.4.1

Details of Costs

Signalling and Telecommunication Estimate (30 Trains,31 Stations,33 Km)

SIGNALLING Cost in Rs. Crores

1127 Approx. 30 Trains

2 Solid State Interlocking 23 11 SSI's

3 Train Describer 30 AFTC + LATS

4 Power Supply/UPS/Batteries 15 1 UPS+1B/Charger+Ponit M/C Bank+48 V

5 Signalling cables 5

Signalling Total= 200

TELECOMMUNICATION

1 FOTS//Master Clock 15 SDH+ Access+Router+OFC+Clock

2 Digital Radio 16 6 BTS+100 HP+ 30 Trains

3 EPABX 3 3 Main EPABX + 1 at Every Station

4 6

5 6 5 Boards per Station

Telecomm. Cables 2

6 Telecomm. Total= 48

Total S&T Cost(Rs.Cr.)= 248

OnBoard ATP/Ground/SER Equipment

Public announcement System(PAS)

Passenger Information Display System (PIDS)

excluding Custom Duties/Taxes, WTCetc.

Annexure 14.4.2

AFC Estimate (Excluding Taxes)Figures in thousand Rs.

S.No. Item Amount

1 Mandatory equipment 336638.50

2 Installation (15% of 1) 50495.78

3 Spares (10% of 1) 33663.85

4 Smart Cards/Tokens 62115.00

5 Development and Customisation 62964.00

6 58198.31

TOTAL 604075.44

Add contingencies @3% 18122.26

TOTAL 622197.70

Maintenance, Training, Mmanuals Cost

Bangalore AFC requirement 2007

S.N Station Gate arrangement TOM EFOTotal

1 Mysore Road Terminal ELE 8364 2 3 1 6 3 1

2 Deepanjali Nagar ELE 20001 2 2 1 5 2 1

3 Vijaya Nagar ELE 32505 2 2 1 5 2 1

4 Hoshalli ELE 62171 2 3 1 6 4 1

5 Tollgate ELE 24264 2 2 1 5 2 1

6 Magadi Road ELE 23721 2 2 1 5 2 1

7 City Railway Station UG 28000 4 4 1 9 4 2

8 Mejestic UG 30408 4 4 1 9 4 2

9 Central college UG 15864 4 4 1 9 4 2

10 Vidhan Saudha UG 17843 4 4 1 9 4 2

11 Cricket Stadium ELE 15000 2 2 1 5 2 1

12 M G Road ELE 25781 2 2 1 5 2 1

13 Trinity Circle ELE 12580 2 2 1 5 2 1

14 Ulsoor ELE 10902 2 2 1 5 2 1

15 C M H Road ELE 17000 2 2 1 5 2 1

16 Indra Nagar ELE 18083 2 2 1 5 2 1

17 Old Madras Road ELE 12995 2 2 1 5 2 1

18 Baiyapanahalli Surface 15949 2 3 1 6 3 1

19 Yeshwanthpur ELE 37691 2 3 1 6 3 1

20 Mahalaxmi ELE 16651 2 2 1 5 2 1

21 Rajaji Nagar ELE 23306 2 2 1 5 2 1

22 Kuvempu ELE 36285 2 2 1 5 2 1

23 Malleswaram ELE 44486 2 2 1 5 3 1

24 Swastik Surface 43982 2 2 1 5 3 1

25 Majestic UG 46542 4 4 1 9 4 2

26 Chikpete UG 22977 4 4 1 9 4 2

27 City Market UG 17683 4 4 1 9 4 2

28 K R Road ELE 9326 2 2 1 5 2 1

29 Lal Bagh ELE 19900 2 2 1 5 2 1

30 South End Circle ELE 12870 2 2 1 5 2 1

31 Jayanagar ELE 32805 2 2 1 5 2 1

32 R V Road Terminal ELE 64074 3 4 1 8 5 1

Training Centre 1 1 2 2 1

Total 820009 80 85 32 197 90 40

Spares(10%) 8 9 4 21 9 4

Station Type

Daily Passanger Traffic 2007

Entry Gate

Exit Gate

Disabled Gate

Total 88 94 36 218 99 44

Asumptions:

2. Minimum 2 Entry,2 Exit and 1 Disabled Gate at each station.

3. Minimum 2 TOM at each access.

4. One additional exit gate and one TOM taken at terminal stations.

5. Max throughput for Gate = 45 Passenger per minute (with passenger behaviour coefficient = 1.5).

6. Max throughput for TOM = 10PPM. TOM attends to 50% of boarding passengers.

7. Spare equipments = 10%.

1. Each elevated station has one access and underground station has two access. Each access has a middle column within the gate array.

AFC Estimate (Bangalore Metro)

Figures in thousand Rs.

S.No. Item Quantity Rate Amount

Mandatory equipment

1 Entry Gate 80 839.5 67160

2 Exit Gate 85 932.5 79262.5

3 Reversible Gate 0 1026.1 0

4 Disabled Gate 32 1072.1 34307.2

5 Gate End cabinets 78 466.4 36379.2

6 Ticket Office Machine (TOM/EFO) 130 371.7 48321

7 Ticket Reader (TR) 80 172.2 13776

8 Portable Ticket decoder (PTD) 37 141.8 5246.6

9 Station Computer 33 400 13200

10 Token Counting Machine 3 106 318

11 Networking equipment at station 33 600 19800

12 Central Computer and Router at OCC 1 18868 18868

336638.5

Installation

13 15% 50495.78

Spares

14 10% 33663.85

Smart Cards/Tokens

15 Smart Cards 205000 0.21 42845.0

16 Smart Tokens 205000 0.09 19270.0

62115

Development and Customisation

17 LS 60420 60420

18 Simulation Hardware cost LS 2544 2544

62964

19 LS 6% 20198.31

20 Manuals LS 5000 5000

21 Training LS 3000 3000

22 LS 30000 30000

58198.31

Laying of cables, Cable for LAN and labour charges including project management @15% of eqpt.cost

Spares, test equipments and maintenance tools

Software charges including Simulation Software


AFC defects liability @2% per annum of eqpt. cost for 3 years

Maintenance Support (100 manmonths)

Total 604075.4

Add contingencies @3% 3% 18122.26

Total 622197.70

Escalation during contract, 7.5%(average) 46664.83

Grand Total 668862.53

AFC Estimate (Bangalore Metro) -excluding CD and WCT


S.No. Item Amount



3 Spares (10% of 1) 33663.85

4 Smart Cards/Tokens 62115

5 Development and Customisation 62964

6 58198.31

Total 604075.44


Total 622197.70




AFC Estimate (SYS-4)


S.No. Item Quantity Rate Amount

Mandatory equipment

1 Entry Gate 58 839.5 48691

2 Exit Gate 59 932.5 55017.5

3 Reversible Gate 72 1026.1 73879.2

4 Disabled Gate 28 1072.1 30018.8

5 Gate End cabinets 29 466.4 13525.6

6 Ticket Office Machine (TOM/EFO) 120 371.7 44604

7 Ticket Reader (TR) 57 172.2 9815.4

8 Portable Ticket decoder (PTD) 50 141.8 7090

9 UPS 30 1717.2 51516

10 Station Computer 30 400 12000

11 Token Counting Machine 3 106 318

12 Networking equipment at station 29 600 17400

13 Central Computer and Router at OCC 1 18868 18868

382743.5

Installation

14 15% 57411.53

Spares

15 10% 38274.35

Smart Cards/Tokens

16 Smart Cards 559317 0.21 116897.3

17 Smart Tokens 441458 0.09 41497.1

158394

Development and Customisation

18 LS 60420 60420

19 Simulation Hardware cost LS 2544 2544

62964

21 LS 6% 22964.61

22 Manuals LS 5000 5000

23 Training LS 3000 3000

24 LS 30000 30000

60964.61

Laying of cables, Cable for LAN and labour charges including project management @15% of eqpt.cost

Spares, test equipments and maintenance tools

Software charges including Simulation Software

Maintenance, Training, Manuals Cost

AFC defects liability @2% per annum of eqpt. cost for 3 years

Maintenance Support (100 manmonths)

Total 760752.3


Total 783574.86



AFC Estimate (Bangalore Metro)


S.No. Item Amount



3 Spares (10% of 1) 38274.35

4 Smart Cards/Tokens 158394

5 Development and Customisation 62964

6 60964.61

Total 760752.29


Total 783574.86




Bangalore AFC requirement 2021

S.N Station Gate arrangement TOM EFOTotal

1 Mysore Road Terminal ELE 14240 2 3 1 6 3 1

2 Deepanjali Nagar ELE 34838 2 2 1 5 2 1

3 Vijaya Nagar ELE 69050 3 3 1 7 4 1

4 Hoshalli ELE 92010 4 4 1 9 5 1

5 Tollgate ELE 44284 2 2 1 5 3 1

6 Magadi Road ELE 62151 3 3 1 7 4 1

7 City Railway Station UG 63979 4 4 1 9 4 2

8 Mejestic UG 75938 4 4 1 9 4 2

9 Central college UG 27533 4 4 1 9 4 2

10 Vidhan Saudha UG 42820 4 4 1 9 4 2

11 Cricket Stadium ELE 24000 2 2 1 5 2 1

12 M G Road ELE 37531 2 2 1 5 2 1

13 Trinity Circle ELE 22521 2 2 1 5 2 1

14 Ulsoor ELE 21841 2 2 1 5 2 1

15 C M H Road ELE 36990 2 2 1 5 2 1

16 Indra Nagar ELE 27825 2 2 1 5 2 1

17 Old Madras Road ELE 32129 2 2 1 5 2 1

18 Baiyapanahalli Surface 45400 2 3 1 6 4 1

19 Yeshwanthpur ELE 61500 3 4 1 8 4 1

20 Mahalaxmi ELE 28800 2 2 1 5 2 1

21 Rajaji Nagar ELE 65507 3 3 1 7 4 1

22 Kuvempu ELE 68400 3 3 1 7 4 1

23 Malleswaram ELE 75906 3 3 1 7 4 1

24 Swastik Surface 74177 3 3 1 7 4 1

25 Majestic UG 89799 4 6 1 11 5 2

26 Chikpete UG 47200 4 4 1 9 4 2

27 City Market UG 36054 4 4 1 9 4 2

28 K R Road ELE 29682 2 2 1 5 2 1

29 Lal Bagh ELE 35386 2 2 1 5 2 1

30 South End Circle ELE 38325 2 2 1 5 2 1

31 Jayanagar ELE 65468 3 3 1 7 4 1

32 R V Road Terminal ELE 118698 4 5 1 10 7 1

Training Centre 1 1 2 2 1

Total 1609982 91 97 32 220 109 40

Station Type

Daily Passanger Traffic 2021

Entry Gate

Exit Gate

Disabled Gate

Annexure 14.5.1

BYAPPANAHALLY DEPOT CUM WORKSHOP

STABLING CAPACITY 16 rakes of 6 cars each

INSPECTION CAPACITY

IOH/POH CAPACITY

COST ESTIMATE FOR CONSTRUCTION, TESTING AND COMMISSIONING

Sl. Description of Building Other cost Total Cost

No. (In crores) (In crores) (In crores) (In crores)

1 CIVIL WORKS

Land BY ELRTS

Workshop and inspection bay 9607.5 6.5 3.25 9.75

Associated rooms 2440 0.73 0.18 0.91

Piling for main structures LS 4.00 4.00

Stabling shed 155 x 47 7285 2.18 0.55 2.73

DCOS store 1806 0.54 0.27 0.81

Elect. Sub-station 25 x 22 550 0.16 0.04 0.20

ETU Workshop 80 x 30 2400 0.72 0.18 0.90

DCC / S&T shops 1300 0.39 0.10 0.49

WM office 30x20 600 0.24 0.12 0.36

Traction Sub station 66x36 2376 0.47 0.12 0.59

2032 0.61 0.15 0.76

LS 2500 m3 0.60 0.15 0.75

Other misc buildings LS 1.00 0.45 1.45

LS 0.50 0.50

2.20 0.57 2.77

2 E&M WORKS

HVAC 1.45 1.45

6.00 6.00

Plumbing 4.10 4.10

Fire fighting 2.05 2.05SUB TOTAL 40.57

3 MACHINERY & PLANT

Cost of Imported machinery (1 $= INR 48.25) $4,869,268 23.49

(INR) 19.94

43.43

4 84.00

5 Duties and Taxes on M&P

(INR) 5.04

Import duty @ 50.8% in INR (INR) 11.93

60.40

6 100.98

27 rakes/ 162 coaches


Dimensions (m x m)

Area in Sqm.

Structural cost

Architectural cost

152.5 x 63

152.5 x 16

42.5 x 42.5

25x20+ 40x20

Blow down plant/interior cleaning/pit wheel lathe

31x14 + 135x6.5 + 60x12

Foundation cost of machinery & plant

Effluent treatment plant & Sewage treatment plant

Site development landscape, boundary wall and misc structures

Electrical general work of entire depot

Basic cost of indigenous machinery

Sub-total of machinery & plant without taxes and duties

Total cost of depot without taxes and duties on M&P

Excise duty (16%) and sales tax (8%)

Total cost of machinery & plant with taxes and duties

Total cost of depot with taxes and duties on M&P

Total

Estimate of plant & Equipment for Byappanhally depot cum workshop

Sl no. Spec no. Equipment Qty Unit FC (in $) LC (in INR)

I II

1 SP WE 01 Turn table for one car 1 Nos. Ind 3,220,000 0 515,200 298,816 814,016 4,034,016

2 1 Nos. Imp 1,000,000 508,000 0 0 72,761,000

3SP WE 05

3 Nos. Ind 4,500,000 0 720,000 417,600 1,137,600 5,637,600

4SP WE 06 1

Set Imp 650,000 330,200 0 0 0 47,294,650

5 SP WE 07 Mobile lifting jacks-15T 4 Nos. Imp 65,000 33,020 0 0 0 4,729,465

6 SP WE 08 Mobile lifting jacks 10T 24 Nos. Imp 300,000 152,400 0 0 0 21,828,300

7 SP WE 09 Travelling O/H crane Inspection shed 4 Nos. Ind 7,500,000 0 1,200,000 696,000 1,896,000 9,396,000

8SP WE 10 Turntable for bogies 7 Nos.

Ind 2,350,000 0 376,000 218,080 594,080 2,944,080

9 SP WE 11 Jib Crane 1 Nos. Ind 238,000 0 38,080 22,086 60,166 298,166

10SP WE 12

8 Nos. Ind 8,500,000 0 1,360,000 788,800 2,148,800 10,648,800

11 SP WE 13 Other lifting devices 1 Set 0 0 0 0

1 Mobile portal type A 4 Nos. Ind 160,000 0 25,600 14,848 40,448 200,448

2 Mobile portal type B 4 Nos. Ind 190,000 0 30,400 17,632 48,032 238,032

3 Mobile jib Crane 4 Nos. Ind 320,000 0 51,200 29,696 80,896 400,896

4 Mobilejib crane (overhang type) 4 Nos. Ind 340,000 0 54,400 31,552 85,952 425,952

12 SP WE 15 Mobile lifting table 4 Nos. Ind 896,000 0 143,360 83,149 226,509 1,122,509

13 SP WE 16 Work lift platform 3 Nos. Ind 36,000 18,288 0 0 0 2,619,396

14 SP WE 17 Car body stands 24 Nos. Ind 480,000 0 76,800 44,544 121,344 601,344

15 SP WE 18 Accommodation bogie for Metro Cars 6 Nos. Ind 2,850,000 0 456,000 264,480 720,480 3,570,480

16 SP WE 19 Underframe & Bogie blowing plant 1 Set Imp 215,000 109,220 0 0 0 15,643,615

17 SP WE 20 Bogie cleaning plant (manual) 1 Nos. Ind 482,500 0 77,200 44,776 121,976 604,476

18 SP WE 21 Cleaning booth for TM 1 Nos. Ind 11,662,500 0 1,866,000 1,082,280 2,948,280 14,610,780

19 SP WE 22Shot blast cleaner

1 Nos. Ind 1,550,000 0 248,000 143,840 391,840 1,941,840

20 SP WE 23 Chemical cleaning tank. 1 Nos. Ind 46,650 0 7,464 4,329 11,793 58,443

21 SP WE 24 Ultrasonic cleaning tank 1 Nos. Ind 233,250 0 37,320 21,646 58,966 292,216

22 SP WE 25 1 Nos. Ind 933,000 0 149,280 86,582 235,862 1,168,862

23 SP WE 26 Transformer oil purification plant 1,500,000 0 240,000 139,200 379,200 1,879,200

24 SP WE 27 Floor cleaning machine 1 Nos. Ind 95,000 0 15,200 8,816 24,016 119,016

25 SP WE 28 Automatic Washing plant for Metro cars. 1 Nos. Imp 425,000 215,900 0 0 0 30,923,425

26 SP WE 29 Rail fed Bogie wash plant 1 Nos. Imp 325,000 165,100 0 0 0 23,647,325

27 SP WE 30 2 Nos. Ind 450,000 0 72,000 41,760 113,760 563,760

28 SP WE 32 1 Nos. Ind 43,000 0 6,880 3,990 10,870 53,870

29 SP WE 33 Painting booth for separate parts 1 Nos. Ind 13,995,000 0 2,239,200 1,298,736 3,537,936 17,532,936

30 SP WE 34 Induction heater 1 Nos. Ind 466,500 0 74,640 43,291 117,931 584,431

31 SP WE 35 Vertical boring machine 1 Nos. Ind 7,800,000 0 1,248,000 723,840 1,971,840 9,771,840

Imp/ Ind

Nett Customs duty@ 50.8% (in

$)

Excise duty (@16%))

Sales Tax (@8%)

Total of ED & ST INR

Package cost (INR)

SP WE 02,03 & 04

Under floor Pit wheel lathe, Chip crusher and conveyor for lathe on pit, Electric tractor for movement over under floor wheel lathe

Compressor for Inspection shed & shop air supply

Synchronized pit jacks system for three car lifting.

Travelling O/H crane Workshop and other ancilliary shed.

Ultrasonic machine for cleaning electronic equipment

High-pressure washing pump for front and rear end cleaning of cars.

Water de-mineralizing plant (Distillation plant)

32 SP WE 36 Press for wheel fitting and removal 1 Nos. Ind 3,800,000 0 608,000 352,640 960,640 4,760,640

33 SP WE 37 Surface wheel lathe 1 Nos. Ind 23,600,000 0 3,776,000 2,190,080 5,966,080 29,566,080

34 SP WE 38 Axle journal turning and burnishing lathe 1 Nos. Ind 10,310,000 0 1,649,600 956,768 2,606,368 12,916,368

35 SP WE 39 Bearing puller & press 2 Nos. Ind 868,000 0 138,880 80,550 219,430 1,087,430

36 SP WE 40 Axle shaft inspection station 1 Set Ind 699,750 0 111,960 64,937 176,897 876,647

37 SP WE 42 Storage racks 1 Set Ind 750,000 0 120,000 69,600 189,600 939,600

38 SP WE 43 Vertical carousel storage system 1 Set Ind 8,000,000 0 1,280,000 742,400 2,022,400 10,022,400

39 SP WE 44 Industrial furniture 1 L.S. Ind 675,000 0 108,000 62,640 170,640 845,640

40 SP WE 45 Minor equipment and collective tools L.s. Set Ind 2,250,000 0 360,000 208,800 568,800 2,818,800

41 SP WE 46 EMU battery charger 2 Nos. Ind 600,000 0 96,000 55,680 151,680 751,680

42 SP WE 47 Battery Charger (for road vehicles) 1 Nos. Ind 12,500 0 2,000 1,160 3,160 15,660

43 SP WE 48 1 Set Ind 1,260,100 0 201,616 116,937 318,553 1,578,653

44 SP WE 49 L.s. Set Ind 18,548,399 0 2,967,744 1,721,291 4,689,035 23,237,434

45 SP WE 50 Electric and pneumatic tools L.s. Set Ind 825,000 0 132,000 76,560 208,560 1,033,560

46 SP WE 51 Measuring and testing equipment L.s. Set Ind 1,450,000 0 232,000 134,560 366,560 1,816,560

47 SP WE 52 Tool kits L.s. Set Ind 1,250,000 0 200,000 116,000 316,000 1,566,000

48 SP WE 54 Oven for Traction Motor drying 1 Nos. Ind 2,799,000 0 447,840 259,747 707,587 3,506,587

49 SP WE 55 Mobile safety steps 10 Nos. Ind 200,000 0 32,000 18,560 50,560 250,560

50 SP WE 56 Computer MMIS for the workshop L:.S. Ind 10,000,000 0 1,600,000 928,000 2,528,000 12,528,000

51 SP WE 57 1 Set Imp 342500 173,990 0 0 0 24,920,643

52 SP WE 58 2 Nos. Imp 360,767 183,270 0 0 0 26,249,768

53 SP WE 59 Fork lift tractor 2 Nos. Ind 1,408,500 0 225,360 130,709 356,069 1,764,569

54 SP WE 60 Pallet trucks 10 Nos. Ind 157,000 0 25,120 14,570 39,690 196,690

55 SP WE 61 Diesel Shunting Engine 1 Nos. Ind 24,500,000 0 3,920,000 2,273,600 6,193,600 30,693,600

56 SP WE 62 1 Nos. Imp 800,000 406,400 0 0 0 58,208,800

57 SP WE 63 Road vehicles (pickup van/ truck) 2 Set Ind 1,600,000 0 256,000 148,480 404,480 2,004,480

58 SP WE 64 Double spindle press for bogie assly 1 Nos. Ind 3,000,000 0 480,000 278,400 758,400 3,758,400

59 SP WE 65 Fire Engine 1 Nos. Ind 0 0 0 0 0 0

60 SP WE 66 1 Set Imp 350,000 177,800 0 0 0 25,466,350

61 Ind 10,000,000 0 1,600,000 928,000 2,528,000 12,528,000

Total 4,869,267 199,364,649 2,473,588 31,898,344 18,501,039 50,399,383 604,056,768

Exchange rates are as follows:

FC INR US $ 4,869,267 in Rs 234,942,133

$1.00 48.25 Customs duty on it US $ 2,473,588 in Rs 119,350,603

Euro 1 51.00 US $ 7,342,855 in Rs 354,292,736

£1.00 78.20 INR 199,364,649

INR 50,399,383

INR 249,764,032

Total for all INR 604,056,768

Welding equipments (Mobilewelding, oxyacetelene, fixed arc welding)

Set of machine tools(one radial drilling machine, one universal milling machine, two slide lathes, one panel sawing machine, one guillotine shears, one cutting machine.

Re-railing equipment consisting of rail cum road vehicle and associated jack system etcElectric bogie tractor for pulling cars and bogies inside workshop

Cherry picker/ Snorkel. High lift platform type vehicle to rach viaduct and OHE from road

Simulator for the modern rolling stock, to train the drivers.

Special jigs and fixtures and test benches for Rolling stock

Total of imported machinery

Total of imported machineryTotal of indegenous machinery

Excise duty and sales tax on it

Total of indigenous machinery

Sl no. Spec no. Equipment Qty Unit FC (in $)

I

SP WE 02 1 Nos. Imp 1,000,000

SP WE 06 1Set Imp 650,000

SP WE 07 Mobile lifting jacks-15T 4 Nos. Imp 65,000

SP WE 08 Mobile lifting jacks 10T 24 Nos. Imp 300,000

SP WE 10 Turntable for bogies 7 Nos. Ind

SP WE 28Automatic Washing plant for Metro cars.

1 Nos. Imp 425,000

SP WE 61 Diesel Shunting Engine 1 Nos. Ind

SP WE 58 2 Nos. Imp 360,767

SP WE 57 1 Set Imp 342500

SP WE 62 1 Nos. Imp 800,000

SP WE 01 Turn table for one car 1 Nos. Ind

SP WE 18 Accommodation bogie for Metro Cars 6 Nos. Ind

SP WE 11 Jib Crane 1 Nos. Ind

SP WE 13 Other lifting devices 1 Set

1 Mobile portal type A 4 Nos. Ind

2 Mobile portal type B 4 Nos. Ind

3 Mobile jib Crane 4 Nos. Ind

4 Mobilejib crane (overhang type) 4 Nos. Ind

SP WE 17 Car body stands 24 Nos. Ind

SP WE 19Underframe & Bogie blowing plant

1 Set Imp 215,000

SP WE 43 Vertical carousel storage system 1 Set Ind

SP WE 20 Bogie cleaning plant (manual) 1 Nos. Ind

SP WE 29 Rail fed Bogie wash plant 1 Nos. Imp 325,000

SP WE 22 Shot blast cleaner 1 Nos. Ind

SP WE 23 Chemical cleaning tank. 1 Nos. Ind

SP WE 24 Ultrasonic cleaning tank 1 Nos. Ind

SP WE 25 1 Nos. Ind

SP WE 56 Computer MMIS for the workshop L:.S. Ind

SP WE 48 1 Set Ind

Imp/ Ind



Electric bogie tractor for pulling cars and bogies inside workshop

Re-railing equipment consisting of rail cum road vehicle and associated jack system etc




SP WE 49 L.s. Set Ind

SP WE 55 Mobile safety steps 10 Nos. Ind

SP WE 15 Mobile lifting table 4 Nos. Ind

SP WE 16 Work lift platform 3 Nos. Ind 36,000

SP WE 59 Fork lift tractor 2 Nos. Ind

SP WE 60 Pallet trucks 10 Nos. Ind

SP WE 45 Minor equipment and collective tools L.s. Set Ind

SP WE 50 Electric and pneumatic tools L.s. Set Ind

SP WE 51 Measuring and testing equipment L.s. Set Ind

SP WE 40 Axle shaft inspection station 1 Set Ind

SP WE 52 Tool kits L.s. Set Ind

SP WE 27 Floor cleaning machine 1 Nos. Ind

SP WE 46 EMU battery charger 2 Nos. Ind

SP WE 47 Battery Charger (for road vehicles) 1 Nos. Ind

SP WE 32 1 Nos. Ind

SP WE 39 Bearing puller & press 2 Nos. Ind

SP WE 63 Road vehicles (pickup van/ truck) 2 Set Ind

SP WE 65 Fire Engine 1 Nos. Ind

SP WE 44 Industrial furniture 1 L.S. Ind

SP WE 42 Storage racks 1 Set Ind

SP WE 30 2 Nos. Ind

SP WE 66 1 Set Imp 350,000

SP WE 21 Cleaning booth for TM 1 Nos. Ind

SP WE 26 Transformer oil purification plant

SP WE 33 Painting booth for separate parts 1 Nos. Ind

SP WE 34 Induction heater 1 Nos. Ind

SP WE 35 Vertical boring machine 1 Nos. Ind

SP WE 36 Press for wheel fitting and removal 1 Nos. Ind

SP WE 37 Surface wheel lathe 1 Nos. Ind

SP WE 38 Axle journal turning and burnishing lathe 1 Nos. Ind

SP WE 54 Oven for Traction Motor drying 1 Nos. Ind

SP WE 64 Double spindle press for bogie Assly 1 Nos. Ind

Ind

Total 4,869,267


FC INR

US $

$1.00 48.25 Customs duty on it US $

Euro 1 51.00 US $

£1.00 78.20 INR








Total of indegenous machinery

INR

INR

Total for all INR



LC (in INR)

II

508,000 72,761,000

330,200 47,294,650

33,020 4,729,465

152,400 21,828,300

2,350,000 0 376,000 218,080 594,080 2,944,080

215,900 30,923,425

24,500,000 0 3,920,000 2,273,600 6,193,600 30,693,600

183,270 26,249,768

173,990 24,920,643

406,400 58,208,800

3,220,000 0 515,200 149,408 664,608 3,884,608

2,850,000 0 456,000 132,240 588,240 3,438,240

238,000 0 38,080 11,043 49,123 287,123

160,000 0 25,600 7,424 33,024 193,024

190,000 0 30,400 8,816 39,216 229,216

320,000 0 51,200 14,848 66,048 386,048

340,000 0 54,400 15,776 70,176 410,176

480,000 0 76,800 22,272 99,072 579,072

109,220 15,643,615

8,000,000 0 1,280,000 371,200 1,651,200 9,651,200

482,500 0 77,200 22,388 99,588 582,088

165,100 23,647,325

1,550,000 0 248,000 71,920 319,920 1,869,920

46,650 0 7,464 2,165 9,629 56,279

233,250 0 37,320 10,823 48,143 281,393

933,000 0 149,280 43,291 192,571 1,125,571

10,000,000 0 1,600,000 464,000 2,064,000 12,064,000

1,260,100 0 201,616 58,469 260,085 1,520,185


$)

Excise duty (@16%))

Sales Tax (@8%)


Package cost (INR)

18,548,399 0 2,967,744 860,646 3,828,390 22,376,789

200,000 0 32,000 9,280 41,280 241,280

896,000 0 143,360 41,574 184,934 1,080,934

18,288 0 0 0 2,619,396

1,408,500 0 225,360 65,354 290,714 1,699,214

157,000 0 25,120 7,285 32,405 189,405

2,250,000 0 360,000 104,400 464,400 2,714,400

825,000 0 132,000 38,280 170,280 995,280

1,450,000 0 232,000 67,280 299,280 1,749,280

699,750 0 111,960 32,468 144,428 844,178

1,250,000 0 200,000 58,000 258,000 1,508,000

95,000 0 15,200 4,408 19,608 114,608

600,000 0 96,000 27,840 123,840 723,840

12,500 0 2,000 580 2,580 15,080

43,000 0 6,880 1,995 8,875 51,875

868,000 0 138,880 40,275 179,155 1,047,155

1,600,000 0 256,000 74,240 330,240 1,930,240

0 0 0 0 0 0

675,000 0 108,000 31,320 139,320 814,320

750,000 0 120,000 34,800 154,800 904,800

450,000 0 72,000 20,880 92,880 542,880

177,800 25,466,350

11,662,500 0 11,662,500

1,500,000 0 240,000 69,600 309,600 1,809,600

13,995,000 0 2,239,200 649,368 2,888,568 16,883,568

466,500 0 74,640 21,646 96,286 562,786

7,800,000 0 1,248,000 361,920 1,609,920 9,409,920

3,800,000 0 608,000 176,320 784,320 4,584,320

23,600,000 0 3,776,000 1,095,040 4,871,040 28,471,040

10,310,000 0 1,649,600 478,384 2,127,984 12,437,984

2,799,000 0 447,840 129,874 577,714 3,376,714

3,000,000 480,000 139,200 619,200

10,000,000 0 1,600,000 464,000 2,064,000 12,064,000

178,864,649 2,473,588 26,752,344 9,004,020 35,756,364 565,294,549

4,869,267 in Rs 234,942,133

2,473,588 in Rs 119,350,603

7,342,855 in Rs 354,292,736

178,864,649

35,756,364

214,621,013

568,913,749

MACHINERY AND PLANT FOR BYAPPANAHALLY


I II

SP WE 02 1 Nos. Imp 1,292,691 656,687 94,057,459

SP WE 06 1Set Imp 713,667 362,543 51,927,128

SP WE 07 Mobile lifting jacks-15T 4 Nos. Imp 70,327 35,726 5,117,074

SP WE 08 Mobile lifting jacks 10T 24 Nos. Imp 325,424 165,316 23,678,204

SP WE 10 Turntable for bogies 7 Nos. Ind 2,350,000 0 376,000 218,080 594,080 2,944,080

SP WE 28Automatic Washing plant for Metro cars.

1 Nos. Imp 445,699 226,415 32,429,540

SP WE 61 Diesel Shunting Engine 2 Nos. Ind 48,500,000 0 7,760,000 4,500,800 12,260,800 60,760,800

SP WE 58 2 Nos. Imp 360,767 183,270 26,249,777

SP WE 57 1 Set Imp 342500 173,990 24,920,643

SP WE 62 1 Nos. Imp 800,000 406,400 58,208,800

SP WE 01 Turn table for one car 1 Nos. Ind 3,220,000 0 515,200 149,408 664,608 3,884,608

SP WE 18 4 Nos. Ind 475,000 0 76,000 22,040 98,040 573,040

SP WE 11 Jib Crane 1 Nos. Ind 238,000 0 38,080 11,043 49,123 287,123

SP WE 13 Other lifting devices 1 Set

1 Mobile portal type A 4 Nos. Ind 160,000 0 25,600 7,424 33,024 193,024

2 Mobile portal type B 4 Nos. Ind 190,000 0 30,400 8,816 39,216 229,216

3 Mobile jib Crane 4 Nos. Ind 320,000 0 51,200 14,848 66,048 386,048

4 Mobilejib crane (overhang type) 4 Nos. Ind 340,000 0 54,400 15,776 70,176 410,176

SP WE 17 Car body stands 24 Nos. Ind 480,000 0 76,800 22,272 99,072 579,072

SP WE 19Underframe & Bogie blowing plant

1 Set Imp 214,951 109,195 15,640,050

SP WE 43 Vertical carousel storage system 1 Set Ind 8,000,000 0 1,280,000 371,200 1,651,200 9,651,200

SP WE 20 Bogie cleaning plant 1 Nos. Ind 482,500 0 77,200 22,388 99,588 582,088

SP WE 29 Rail fed Bogie wash plant 1 Nos. Imp 326,727 165,977 0 0 0 23,772,961

SP WE 22 Shot blast cleaner 1 Nos. Ind 1,550,000 0 248,000 71,920 319,920 1,869,920

SP WE 23 Chemical cleaning tank. 1 Nos. Ind 46,650 0 7,464 2,165 9,629 56,279

SP WE 24 Ultrasonic cleaning tank 1 Nos. Ind 233,250 0 37,320 10,823 48,143 281,393

SP WE 25 1 Nos. Ind 933,000 0 149,280 43,291 192,571 1,125,571

SP WE 56 Computer MMIS for the workshop L:.S. Ind 10,000,000 0 1,600,000 464,000 2,064,000 12,064,000

SP WE 48 1 Set Ind 1,260,100 0 201,616 58,469 260,085 1,520,185

SP WE 49 L.s. Set Ind 18,548,399 0 2,967,744 860,646 3,828,390 22,376,789

Imp/ Ind


$)

Excise duty (@16%))

Sales Tax (@8%)


Package cost (INR)




Re-railing equipment consisting of rail cum road vehicle and associated jack system etc


Accommodation bogie 2 car sets for Metro Cars




MACHINERY AND PLANT FOR BYAPPANAHALLY

Sl no. Spec no. Equipment Qty Unit FC (in $) LC (in INR)Imp/ Ind


$)

Excise duty (@16%))

Sales Tax (@8%)


Package cost (INR)

SP WE 55 Mobile safety steps 10 Nos. Ind 200,000 0 32,000 9,280 41,280 241,280

SP WE 15 Mobile lifting table 4 Nos. Ind 896,000 0 143,360 41,574 184,934 1,080,934

SP WE 16 Work lift platform 3 Nos. Ind 36,000 18,288 0 0 0 2,619,396

SP WE 59 Fork lift tractor 2 Nos. Ind 1,408,500 0 225,360 65,354 290,714 1,699,214

SP WE 60 Pallet trucks 10 Nos. Ind 157,000 0 25,120 7,285 32,405 189,405

SP WE 45 Minor equipment and collective tools L.s. Set Ind 2,250,000 0 360,000 104,400 464,400 2,714,400

SP WE 50 Electric and pneumatic tools L.s. Set Ind 825,000 0 132,000 38,280 170,280 995,280

SP WE 51 Measuring and testing equipment L.s. Set Ind 1,450,000 0 232,000 67,280 299,280 1,749,280

SP WE 40 Axle shaft inspection station 1 Set Ind 699,750 0 111,960 32,468 144,428 844,178

SP WE 52 Tool kits L.s. Set Ind 1,250,000 0 200,000 58,000 258,000 1,508,000

SP WE 27 Floor cleaning machine 1 Nos. Ind 95,000 0 15,200 4,408 19,608 114,608

SP WE 46 EMU battery charger 2 Nos. Ind 600,000 0 96,000 27,840 123,840 723,840

SP WE 47 Battery Charger (for road vehicles) 1 Nos. Ind 12,500 0 2,000 580 2,580 15,080

SP WE 32 1 Nos. Ind 43,000 0 6,880 1,995 8,875 51,875

SP WE 39 Bearing puller & press 2 Nos. Ind 868,000 0 138,880 40,275 179,155 1,047,155

SP WE 63 Road vehicles (pickup van/ truck) 2 Set Ind 1,600,000 0 256,000 74,240 330,240 1,930,240

SP WE 65 Fire Engine 1 Nos. Ind 0 0 0 0 0 0

SP WE 44 Industrial furniture 1 L.S. Ind 675,000 0 108,000 31,320 139,320 814,320

SP WE 42 Storage racks 1 Set Ind 750,000 0 120,000 34,800 154,800 904,800

SP WE 30 2 Nos. Ind 450,000 0 72,000 20,880 92,880 542,880

SP WE 66 1 Set Imp 350,000 177,800 25,466,350

SP WE 21 Cleaning booth for TM 1 Nos. Ind 11,662,500 0 11,662,500

SP WE 26 Transformer oil purification plant 1,500,000 0 240,000 69,600 309,600 1,809,600

SP WE 33 Painting booth for separate parts 1 Nos. Ind 13,995,000 0 2,239,200 649,368 2,888,568 16,883,568

SP WE 34 Induction heater 1 Nos. Ind 466,500 0 74,640 21,646 96,286 562,786

SP WE 35 Vertical boring machine 1 Nos. Ind 7,800,000 0 1,248,000 361,920 1,609,920 9,409,920

SP WE 36 Press for wheel fitting and removal 1 Nos. Ind 3,800,000 0 608,000 176,320 784,320 4,584,320

SP WE 37 Surface wheel lathe 1 Nos. Ind 23,600,000 0 3,776,000 1,095,040 4,871,040 28,471,040

SP WE 38 Axle journal turning and burnishing lathe 1 Nos. Ind 10,310,000 0 1,649,600 478,384 2,127,984 12,437,984

SP WE 54 Oven for Traction Motor drying 1 Nos. Ind 2,799,000 0 447,840 129,874 577,714 3,376,714

Ind 10,000,000 0 1,600,000 464,000 2,064,000 12,064,000

Total 5,278,753 197,489,649 2,681,607 29,732,344 10,981,820 40,714,164 622,291,193


FC INR US $ 5,278,753 in Rs 254,699,854

$1.00 48.25 Customs duty on it US $ 2,681,607 in Rs 129,387,526

Euro 1 51.00 US $ 7,960,360 in Rs 384,087,381

£1.00 78.20 INR 197,489,649

INR 40,714,164

INR 238,203,813








Total of indegenous machinery



Annexure 14.5.2

YASHWANTPUR DEPOT

STABLING CAPACITY 11+3 (=14) rakes of 6 cars each

INSPECTION CAPACITY

COST ESTIMATE FOR CONSTRUCTION, TESTING AND COMMISSIONING

Sl. Description of Building Other cost Total Cost

No. (In crores) (In crores) (In crores) (In crores)

1 CIVIL WORKS

Land BY ELRTS

Workshop and inspection bay 6405 4.33 2.16 6.49

Associated rooms 152.5 x 8 1220 0.37 0.09 0.46

Piling for main structures LS 2.00 2.00

Stabling shed 155 x 35 5425 1.64 0.41 2.05

DCOS store 7 x 14 98 0.10 0.05 0.15

Elect. Sub-station 20 x 20 400 0.11 0.03 0.14

DCC 10 x 15 150 0.15 0.05 0.20

WM office 10 x 20 200 0.12 0.04 0.16

Traction Sub station 66x36 2376 0.47 0.12 0.59

Interior heavy cleaning 135 x 6.5 877.5 0.26 0.06 0.32

LS 1000 m3 0.24 0.06 0.30

Other misc buildings LS 0.50 0.23 0.73

LS 0.25 0.25

0.50 0.23 0.73

2 E&M WORKS

HVAC 0.50 0.50

2.50 2.50

Plumbing 1.75 1.75

Fire fighting 1.00 1.00SUB TOTAL 20.31

3 MACHINERY & PLANT

Cost of Imported machinery (1 $= INR 48.25) $1,347,000 6.49

(INR) 4.94

11.43

4 18.26

5 50.00

6 Duties and Taxes on M&P

(INR) 1.25

Import duty @ 50.8% in INR (INR) 3.30

15.98

7 36.28

Total


Dimensions (m x m)

Area in Sqm.

Structural cost

Architectural cost

152.5 x 42

Foundation cost of machinery & plant

Effluent treatment plant & Sewage treatment plant

Site development landscape, boundary wall and misc structures

Electrical general work of entire depot

Basic cost of indigenous machinery

Sub-total of machinery & plant without taxes and duties

Extra cost of Depot due to elevated structure (LS)

Total cost of depot without taxes and duties on M&P

Excise duty (16%) and sales tax (8%)

Total cost of machinery & plant with taxes and duties

Total cost of depot with taxes and duties on M&P

MACHINERY AND PLANT FOR YESHWANTPUR


I II

1YP WE 05 Compressor for shop air supply

3 Nos. Ind 4,500,000 720,000 417,600 1,137,600 5,637,600

2YP WE 06 1

Set Imp 650,000 330,200 0 47,294,650

3 YP WE 09 Travelling O/H crane Inspection shed 4 Nos. Ind 7,500,000 1,200,000 696,000 1,896,000 9,396,000

4YP WE 10 Turntable for bogies 2 Nos.

Ind 675,000 0 108,000 62,640 170,640 845,640

5 YP WE 11 Jib Crane 1 Nos. Ind 238,000 0 38,080 22,086 60,166 298,166

6 YP WE 12 Travelling O/H crane Workshop 1 Nos. Ind 1,500,000 240,000 139,200 379,200 1,879,200

7 YP WE 15 Mobile lifting table 1 Nos. Ind 224,000 0 35,840 20,787 56,627 280,627

8 YP WE 16 Work lift platform 1 Nos. Ind 12,000 6,096 0 0 0 873,132

9 YP WE 17 Car body stands 8 Nos. Ind 160,000 0 25,600 14,848 40,448 200,448

10 YP WE 27 Floor cleaning machine 1 Nos. Ind 95,000 0 15,200 8,816 24,016 119,016

11 YP WE 28 Automatic Washing plant for Metro cars. 1 Nos. Imp 425,000 215,900 0 30,923,425

12 YP WE 30 1 Nos. Ind 225,000 0 36,000 20,880 56,880 281,880

13 YP WE 32Water de-mineralizing plant (Distillation plant)

1 Nos. Ind 43,000 0 6,880 3,990 10,870 53,870

14 YP WE 40 Axle UST inspection machine 1 Set Ind 200,000 0 32,000 18,560 50,560 250,560

15 YP WE 42 Storage racks 1 Set Ind 500,000 0 80,000 46,400 126,400 626,400

16 YP WE 44 Industrial furniture 1 L.S. Ind 225,000 0 36,000 20,880 56,880 281,880

17 YP WE 45 Minor equipment and collective tools L.s. Set Ind 1,500,000 0 240,000 139,200 379,200 1,879,200

18 YP WE 46 EMU battery charger 1 Nos. Ind 300,000 0 48,000 27,840 75,840 375,840

19 YP WE 47 Battery Charger (for road vehicles) 1 Nos. Ind 12,500 0 2,000 1,160 3,160 15,660

20 YP WE 48 1 Set Ind 800,000 0 128,000 74,240 202,240 1,002,240

21 YP WE 50 Electric and pneumatic tools L.s. Set Ind 500,000 0 80,000 46,400 126,400 626,400

22 YP WE 51 Measuring and testing equipment L.s. Set Ind 750,000 0 120,000 69,600 189,600 939,600

23 YP WE 52 Tool kits L.s. Set Ind 500,000 0 80,000 46,400 126,400 626,400

24 YP WE 55 Mobile safety steps 6 Nos. Ind 120,000 0 19,200 11,136 30,336 150,336

25 YP WE 56 Computer MMIS for the Shed L:.S. Ind 2,500,000 0 400,000 232,000 632,000 3,132,000

26 YP WE 57 1 Set Imp 80,000 40,640 0 5,820,880

27 YP WE 58 1 Nos. Imp 180,000 91,440 0 13,096,980

28 YP WE 59 Fork lift tractor 1 Nos. Ind 800,000 0 128,000 74,240 202,240 1,002,240

29 YP WE 60 Pallet trucks 5 Nos. Ind 80,000 0 12,800 7,424 20,224 100,224

30 YP WE 61 Diesel Shunting Engine 1 Nos. Ind 24,500,000 0 3,920,000 2,273,600 6,193,600 30,693,600

31 YP WE 63 Road vehicles (pickup van/ truck) 1 Set Ind 1,000,000 0 160,000 92,800 252,800 1,252,800

Total 1,347,000 49,447,500 684,276 7,911,600 4,588,728 12,500,328 159,956,895


FC INR US $ 1,347,000 in Rs 64,992,750

$1.00 48.25 Customs duty on it US $ 684,276 in Rs 33,016,317

Euro 1 51.00 US $ 2,031,276 in Rs 98,009,067

£1.00 78.20 INR 49,447,500

INR 12,500,328

INR 61,947,828


Imp/ Ind


$)

Excise duty (@16%))

Sales Tax (@8%)


Package cost (INR)




Re-railing equipment and associated jack system etc



Total of imported machineryTotal of indegenous machinery



Annexure 14.6

Detailed Cost Estimate (Rolling Stock)

(I) East West Line

Year No of Cars Cost per Car Total Cost

USD INR USD INR

2007 63 684,647 22,000,000 55,000,000 43,132,780 1,386,000,000 3,465,000,000

2011 126 684,647 22,000,000 55,000,000 86,265,560 2,772,000,000 6,930,000,000

2021 162 684,647 22,000,000 55,000,000 110,912,863 3,564,000,000 8,910,000,000

(I)North South Line

Year No of Cars Cost per Car Total Cost

USD INR USD INR

2007 54 684,647 22,000,000 55,000,000 36,970,954 1,188,000,000 2,970,000,000

2011 54 684,647 22,000,000 55,000,000 36,970,954 1,188,000,000 2,970,000,000

2021 108 684,647 22,000,000 55,000,000 73,941,909 2,376,000,000 5,940,000,000

1 USD = 48.2 INR

Note

* Cost per car includes design, manufacture,supply, transportation, testing & commissioning and unit exchange spares.

*Ratio of FC : LC is taken as 60:40

*Exchange rate is taken as 1 USD = 48.2 INR

Total Equivalent INR




*Approximate cost of a car is taken as Rs 5.5 crore

Task Name Duration Start Finish Predecessors Resource Names

1 Submission of DPR 0 days Sun 30-3-03 00:00

Sun 30-3-03 00:00

2 Approval of DPR by State Govt 30 days Sun 30-3-03 08:00

Mon 28-4-03 17:00

1

3 Approval of DPR by Central Govt 60 days Tue 29-4-03 08:00

Fri 27-6-03 17:00

2

4 Formation of corporation 30 days Sat 28-6-03 08:00

Sun 27-7-03 17:00

3

5 Arrange finanaces for 7 km 30 days Sun 29-6-03 08:00

Mon 28-7-03 17:00

6 Consultant for Design & Tender 60 days Sat 28-6-03 08:00

Tue 26-8-03 17:00

3

7 Prelim design 7 km 90 days Wed 27-8-03 08:00

Mon 24-11-03 17:00

6

8 Tender 7 km 45 days Tue 25-11-03 08:00

Thu 8-1-04 17:00

7

9 Award Tender 7 km(civil) 0 days Thu 8-1-04 17:00

Thu 8-1-04 17:00

8

10 Mobilisation & Start Work 25 days Fri 9-1-04 08:00

Mon 2-2-04 17:00

9

11 Civil Works 7 km 730 days Fri 9-1-04 08:00

Sat 7-1-06 17:00

9

12 System (7km) 300 days Tue 12-7-05 08:00

Sun 7-5-06 17:00

6FS+450 days,11FF+120 days

13 Rolling Stock(7km) 540 days Mon 18-4-05 08:00

Mon 9-10-06 17:00

12FF+90 days,6FS+300 days,14SS+450 days

14 Depot 600 days Sat 24-1-04 08:00

Wed 14-9-05 17:00

6FS+150 days

15 commission 7 km 0 days Mon 9-10-06 17:00

Mon 9-10-06 17:00

13

16

17 Design U/G section 150 days Wed 27-8-03 08:00

Fri 23-1-04 17:00

6

18 Tender U/G section 150 days Sat 24-1-04 08:00

Mon 21-6-04 17:00

17

19 Constn U/G Section 900 days Tue 22-6-04 08:00

Fri 8-12-06 17:00

18

20 System 300 days Wed 12-7-06 08:00

Mon 7-5-07 17:00

19FF+150 days

21 Rolling Stock 730 days Sat 6-8-05 08:00

Sun 5-8-07 17:00

20FF+90 days

22 Commission U/G (E-W) 0 days Sun 5-8-07 17:00

Sun 5-8-07 17:00

21

23

24 N-S elevated section design 180 days Wed 27-8-03 08:00

Sun 22-2-04 17:00

6

25 Tender 6 km 45 days Mon 23-2-04 08:00

Wed 7-4-04 17:00

24

26 Award Tender6 km(civil) 0 days Wed 7-4-04 17:00

Wed 7-4-04 17:00

25

27 Civil Works 6 km 730 days Thu 8-4-04 08:00

Fri 7-4-06 17:00

26

28 System (6km) 300 days Mon 10-10-05 08:00

Sat 5-8-06 17:00

27FF+120 days,12FF+90 days

29 Rolling Stock(6km) 540 days Fri 17-6-05 08:00

Fri 8-12-06 17:00

28FF+90 days,30SS+450 days,13SS

30 Depot 600 days Wed 24-3-04 08:00

Sun 13-11-05 17:00

6FS+210 days

31 commission 6 km 0 days Fri 8-12-06 17:00

Fri 8-12-06 17:00

29

32 Commissionin (N-S)(UG) 0 days Sun 5-8-07 17:00

Mon 25-1-10 17:00

22,31FS+90 days

33

34 Western sector elevated design 210 days Wed 27-8-03 08:00

Tue 23-3-04 17:00

6

35 Tender 45 days Wed 24-3-04 08:00

Fri 7-5-04 17:00

34

36 Award Tender6(civil) 0 days Fri 7-5-04 17:00

Fri 7-5-04 17:00

35

37 Civil Works 730 days Sat 8-5-04 08:00

Sun 7-5-06 17:00

36

38 System 300 days Sun 8-1-06 08:00

Fri 3-11-06 17:00

37SS+450 days,28SS+90 days

39 Rolling Stock 300 days Sat 8-4-06 08:00

Thu 1-2-07 17:00

38FF+90 days

40 commissioning western sector 0 days Tue 4-9-07 17:00

Tue 4-9-07 17:00

39,22FF+30 days

41

42

43 Southern sector elevated design 210 days Wed 27-8-03 08:00

Tue 23-3-04 17:00

6

44 Tender 45 days Wed 24-3-04 08:00

Fri 7-5-04 17:00

43

45 Award Tender6(civil) 0 days Fri 7-5-04 17:00

Fri 7-5-04 17:00

44

46 Civil Works 730 days Sat 8-5-04 08:00

Sun 7-5-06 17:00

45

47 System 300 days Sat 8-4-06 08:00

Thu 1-2-07 17:00

38FF+90 days,46SS+450 days

48 Rolling Stock 300 days Fri 7-7-06 08:00

Wed 2-5-07 17:00

47FF+90 days

49 commissioning southern sector 0 days Sat 3-11-07 17:00

Sat 3-11-07 17:00

48,40FF+60 days

30-3

8-1

9-10

5-8

7-4

8-12

5-8

7-5

4-9

7-5

3-11

Mar Apr May Jun Jul Aug Sep Oct Nov Dec

2003

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

2004


2005


2006


2007


2008


2009


2010

Jan Feb Mar Apr

2011

CHAPTER 15FINANCING OPTIONS

15.1 BACKGROUND

Rail based mass transit systems are highly capital intensive projects with low financial rate of return but high Economic Internal Rate Return. Given the high scale of investment costs, the relative independence of cost and benefits, and commonly found tendency to set fares at less than economic levels, it is difficult for metros to recover costs. Only a few metros such as those in Singapore, Santiago de Chile, and Hong Kong cover the direct operating costs plus depreciation. Given substantial difference in accounting for depreciation and financial costs between metros in different countries, it is meaningful to compare direct operating costs only. The Table 15.1 below shows that some metros are able to cover operating costs, excluding depreciation of assets.

Table 15.1Financial Performance of Some Metro Systems

Source: Data from Annual Reports of companies for year 2000. (as collected by World Bank)

The proposed Phase 1 of Bangalore metro consists of two corridors, one in the North to South and the other in the East to West directions, the total length being 33 kilometers comprising at grade, elevated and underground sections. The total project is likely to cost Rs. 4495 crores with the completion period of 5 years. It is also proposed that Central and the State Governments between themselves should defray 40 percent of the project cost, in a staggered manner over a five year period. The issue is what is the appropriate funding mechanism for the balance 60 percent of the project cost and what should be the suggested institutional mechanism to make the project happen on fast track. While undertaking this exercise it has to be assumed that the traffic building will be incremental in nature and fare box revenue will not be in a position to absorb much of the debt servicing cost and depreciation requirement of the capital expenditure. It is also understood that the present alignment does not have high potential for value capture from real estate.

Ch 15 Financing Option Detailed Project Report 255

City Systemlength(kms)

Pop.(m)

Pax/km(m)

Rev/pass($US)

Cost/pass($US)

Op cost /km(US$ m)

Rev/opcost

Santiago 37.6 4.9 4.92 0.35 0.19 37.8 1.84Singapore 83.0 4.0 4.67 0.57 0.34 71.9 1.67Hong Kong 82.0 7.1 9.36 0.96 0.61 65.2 1.56B.Aires 47.4 12.6 5.46 0.59 0.43 78.8 1.39São Paulo 49.2 17.8 9.32 0.62 0.61 65.4 1.02Seoul 286.9 12.5 6.56 0.38 0.44 64.6 0.87Pusan 54.2 4.0 4.43 0.39 0.46 103.2 0.83México 191.2 18.1 6.66 0.15 0.28 41.9 0.53Calcutta 16.45 12.9 4.86 0.11 0.23 47.6 0.42

15.2 INSTITUTIONAL & FUNDING ALTERNATIVES

It is understood that Karnataka Government already has a State owned Bangalore Mass Transit Ltd (BMRTL) which, since 1995-when the LRTS project was mooted- has been collecting a city cess amounting to Rs. 55 crores per annum and accumulated amount is likely to be Rs. 400 crores by the end of this financial year (Rs 325 crores till March, 2002). To that extent Bangalore already have a rudimentary institutional structure and an edge over other metropolises grappling with the urban transport problem. The proposed 20 percent state government contribution towards equity will be primarily met from the accumulated and future cess collection

15.2.1 Dynamics of Metro Rail Cost Behavior and emerging scenario

A recent study conducted by UK Transport Research Laboratory of actual construction cost data for 13 newly built metro rails in the developing countries has come out with the following matrix of the cost and the risk factors associated after conception and during construction of the Metro Rails

1 Comparative Metro System Capital Costs

Total Cost per route km US$ at 1998 pricesAt grade 10-40 millionElevated 30-80 millionUnderground 70-220 million

Factors influencing cost Impact on unit Cost❑ Ground conditions Very Large (spread up to 50%)❑ System features Small/Moderate (spread of 5% to 10%)❑ Urban constraints (Utilities

diversions, proximity to buildings, ability to divert traffic, environmental constraints)

Large (up to 30%)

❑ Land Cost Moderate (up to 10%)❑ Labour Cost Moderate (up to 10%)❑ Taxes and duties Small (up to 5%)❑ Competition in Construction and

Equipment supply marketModerate (up to 10%)


❑ Finance costs Very Large (spread up to 35%)❑ Quality of project management Moderate / Large (10% to 15%)

Source: U.K Transport Research Laboratory, a report by Phil Fouracre and David Maunder (2000)

It is instructive to note, based on reality of the 13 newly constructed metro rails that associated with financing cost (spread upto 35 percent), ground conditions (spread upto 50 percent) and Urban constraints of identification and relocation of utilities (spread upto 30 percent). Following further empirical evidence from 13 newly constructed metros is very pertinent while fixing the financing alternatives:

• Out of 13 only three were completed as scheduled, six over ran the construction time upto 50% (typically between six months to two years) and the remaining four overran by between 50% and 500% (typically two to five years, but some very much more)

• Out of 13, three were completed within budget, four experienced cost overruns of between 10% and 50% while six had cost over run between 50% and 500%.

• As regards forecasts of patronage as the basis on which the metros were financially and economically justified, out of the nine new metro’s for which this data is available only one achieved its expected ridership levels, while three achieved only half and the five had patronage that was between 50% and 90% lower. This has put a major risk on financial viability of these projects

• Many among the 13 have experienced severe financing and debt repayment problems if debt was a very high component of the project cost. This issue has been more pronounced and has got exasperated for those cases where debt was raised in hard foreign currencies that have unexpectedly appreciated against the local currency. The three of the numerous examples of this phenomenon are Mexico City, Pusan and Manila.

15.3 The main lesson for Bangalore Metro funding strategy from above that financing structure has to be conservative to ensure that after meeting the direct operating cost and perhaps depreciation on equipment, loan repayment burden is minimal. Income from associated property development may prove some long term support, based on present indication (but cannot be substantial) and may be a little bit of capital costs, if developers can be persuaded to contribute to joint station/ office development, but its contribution can not be large and dependence on that may add to the initial risk of the project. The following institutional and funding alternatives are discussed in the aforesaid context:

15.3.1 Government Only Approach in “ PSU Format” Domestic Capital Market Debt Funding


This approach in the partnership mode has been successful in case of Konkan Railway in the country. Under this scheme the project could be completed in record time and debt funding (both domestic, external and sale and lease back) could be secured at an average cost of less than 11 percent, a near miracle in the then prevailing high interest regime in the country. The equity structure was 51% from the central government and 49% from the beneficiary state government. However, main lesson from the financing structure point of view is that the gearing at which the project was completed (debt-equity ratio) was unsustainable in view of the lumpy upfront investment and build up time for the traffic. This option still remains a credible option even at 40 percent equity and 60 percent debt (debt-equity ratio 1.5:1). However if this route is found acceptable it is not advisable to have a debt equity ratio of more that 1:1 that means between central and state governments an additional Rs. 400 crores equity, staggered over a five-year period. If this approach finds favor then the suggested debt mechanism is direct tapping of domestic capital market with long-term bond in structured obligation format. However, the structured obligation support in terms of “ committed Letter of Comfort san government guarantee” from Ministry of Urban Development can get the finer rate and a longer-term duration, beyond ten years. The structured obligation of the state government will result in 100 basis point extra interest rate and will be more restrictive on the tenure of the debt paper, particularly due to the trend of down-ward revision of credit rating of state governments guaranteed PSUs debt papers in the country.

The debt market is driven by the simple paradigm of risk vs return, with higher risk translating into higher returns required by the investors. This means that a green field project, which is typically a high-risk project, would end up raising resources at very high costs. Further the large quantum of fund requirement and the long maturity would also limit the options available to the project company for tying such debt. Typically, such funds would be available with financial institutions like HUDCO, insurance companies and pension funds.

It is important to understand the cost of such funds would be dependent on the parameter of risk and tenor.

Experience from both within the country and other parts of the World indicate that despite the lacuna of “ Government only” approach, even this system can be made to deliver if the metro is started now, when longer portion can be at grade and elevated than later when bulk of the metro will need to be underground (the dilemma of Mumbai today), if politically and administratively commitment is available through the complete period at arms length, if right leadership at CEO’s level is ensured and if the time overrun and cost over run are minimized through strong project management, already perfected in Konkan Railway, Delhi Metro and the National Highway Programme in the country. Continued support of Bangalore cess after the capital contribution of State Government is given, some innovation in fare box pricing and part value capture from real estate and airspace to supplement fare box revenue can still keep the enterprise in black. This will be more akin to Singapore model (where


value capture from real estate has relatively played a less important role) rather than Hong Kong model (where land scarcity has enabled METRO to piggy back value capture from real estate in a big way).

This remains a credible option as in the Indian context the domestic private enterprise will necessarily have risk aversion for sharing the funding and other related risks at the given point of time. However, this option suffers from two clear weaknesses. The general track record of Government only approach in the country has been far from spectacular and secondly it fails to take advantage of the increasing interest of international rail sector private players. This interest was evident in India ITES Fair, 2003 from firms of the developed world (like Bombardier of Canada and Siemens of Germany) and from Asia including China.

15.3.2 Government Only Approach in PSU format with Bilateral Funding

This is the present pattern of Delhi Metro Rail Corporation, where both central and state government have made equity contribution in 50:50 ratio. The institutional structure is of a PSU and bulk of the funding of Phase I is through a soft loan from Japan. This structure has the benefit of a real long repayment window of 20 years and a long period of moratorium (Ten years) and the nominal rate of interest is low at approximately 2 percent per annum. If the institutional structure is right and the bilateral funding can be arranged, even this remains a viable option. Karnataka has been a front line reforming state and bilateral funding will be a relatively easy thing for the State given the existing comfort level of multilateral and bilateral agencies in the State apparatus. The Japanese have so far been the most active bilateral funding agency for railroad-based mass transit in Asia with almost more than Y 300 billion loans already disbursed. How ever, this arrangement has two lacunae- First the soft loan is not really soft if the foreign exchange fluctuation over a 20-year window is factored. By any calculation in real terms it has the potential of being at least as costly, if not more, as the domestic source. Second, it takes away the advantage of truly harnessing the potential of competitive domestic and international construction and equipment vendors market, because except DFID, there is no bilateral aid, which is not tied up to the export from the donor country. It is estimated that hidden cost of being tied up to the donor country’s equipment vendors and construction companies takes away whatever interest differential advantage is available. However, even this option is a better option than postponement of the metro rail to a later stage when the at grade and elevated options will get obliterated. Both Japan and Germany look promising options for bilateral funding and United States Agency for International Development (USAID) and Department for International Development (DFID) for tied aid.

15.3.3 Government only in PSU format with part domestic funding and part multilateral funding.


This will be a variant of the first two options with the difference that the residual debt fund is raised domestically (to the extent the cash flow can support) but with the bulk of the debt fund is to be negotiated with bilateral agencies like World Bank and Asian Development Bank. With ADB committing almost US $ 6 billion window for India now and with Karnataka’s over all rating in the eyes of multilateral agencies being favourable, this becomes a credible and doable option. This is more preferable for the bilateral aid because it has the twin advantage of being the longest tenure debt available and beyond process transparency and international bidding it is not specifically tied to products and services from a particular country. Even World Bank remains an option, but the caveat is that World Bank’s greater focus is intervention in poverty related issues and in the case of Urban Transport World Bank is generally more supportive of bus-based system. In the particular case of Bangalore with international hype and standing of the city, there remains a good chance of the World Bank support, after bank already committing substantial funding for suburban rail at Mumbai in 2002, under MUTP-II. The lacunae in both world bank and ADB funding is that of long term exchange rate fluctuation and the time span needed for both to approve a project, which can be any thing between one to two years. However, if the State Government gives its accumulated Rs. 400 crores cess in one go with a matching grant from the Center, there is sufficient window to complete the negotiation process and to take care of the lead-time needed for the World Bank and ADB loan.

15.3.4 Concessionaire Model:

The Concessions are not new to the world of railways with a large portion of global railroad completed in the nineteenth century on this principle. But the Concessionaire model for new age Metro is a relatively new phenomenon. The following real case study of metro rail created through concession best explains this phenomenon:

“ Bangkok Transit System Corporation (BTSC) metro rail “ Sky Train” system, which began official operation in December 1999 is the biggest success story in a developing country. It is a fully privately funded Metro rail on 30 years BOT turn-key limited recourse concession contract with a fixed price, delivery date and guaranteed performance. The project is a 24 km electrified metro system having 23 elevated stations with North-South and East-West intersecting lines running over two of the most heavily traveled and densely developed business corridors of the city. Originally conceived as a light rail system BTSC has evolved into a full-fledged metro system with capacity similar to Singapore’s MRTA but, unlike Singapore, opened with three-car trains. The project started in 1994 was completed in 1999 (original target 1997) and at an estimated cost of US $ 1.7 billion, which includes pre-operating expenses and finance charges during the construction period.

BTSC’s debt financing include $ 548 million from local Thai Banks, an initial $ 50 million loan from International Financial corporation, the private sector arm


of the World Bank (plus a second IFC equity investment of $ 20 million), $ 424 million from the German Government’s KfW and $ 676 million from the equity investors. Tanayong real estate had 69.3 percent of the equity stake, Italian-Thai Corporation, the large Thai civil Contractor held 8.7 percent, other shareholders included T-Yong subsidiary Treasure Pool Investment at 2.1%, Land and Houses at 2.9%, Siam Commercial Bank with approx 1.3%, IFC and Siemens. Construction was by the consortium, which included Siemens and ITD. A key element in the project’s financial feasibility was BTSC’s indexed fare schedule which gives the corporation the right to raise fare 7 percent for each 5 percent increase in the inflation rate.”

The above project on BOT is already a success story as the first mass transit rail system in recent time in a developing country done by the private sector with the limited recourse financing and has become an important demonstration project for the emerging market transportation infrastructure. This is a clear pointer that concessioining is a doable option and that the whole thing can be completed in a nine-month schedule in a transparent process through competitive international bidding. One can easily identify at least three strands of potential bidders- one Indo German Consortium (with active Kfw assistance), another Indo-Japanese consortium (backed by Japanese funding and already active in the country); third Indo-US consortium (backed by USAID) and many more consortium can emerge. Financial risk of the concessionaire gets partly ameliorated by 40 percent capital grant which can be structured in such a fashion that it is released milestone based during the construction period in five equal or staggered instalments. The two Government’s contribution can be further brought down if either on the lines of Hong Kong Model or on the lines of Joint Development options in US Rail-based transit, few pockets of land parcels even away from Metro rail alignment are given for development to the Concessionaire. This sweetener was provided in the Bangkok case too, in place of Government cash support both in the Sky Rail Project and in now process Hopewell Project or BERTs.

When Konkan railway was conceived or even when Delhi metro was planned, the options like one above had not emerged either in other developing countries or in Indian context. It is recommended to create a suitable structure in which a turnkey, fixed price, fixed date and guaranteed performance Concession with 40 percent initial grant and no operating subsidy. It is doable and can be structured. It is advisable to try this route which can be frozen in six month time and in parallel work on the fall back option of Government only option with bulk debt from multilateral bodies, bilateral debt backed rolling stock and residual domestic debt with combined cost share of central and state government being limited to 40% of the total cost of the project.

15.3.5 Additional Options

Apart from above, there are additional options in terms of Leasing of Rolling Stock (both domestic and cross border) and joint development options of certain stations and depot areas on the lines of Hong Kong and now again


reactivated in US Mass Transit Systems after a gap of fifteen years. However, the country does not have yet a vibrant railroad equipment leasing market, as traditionally in India, manufacturer, buyer and user of rolling stock has been one entity. The taxing issues if any can be straightened through proper amendments of the statutes. There are few more innovative financing options emerging in US mass transit arena like Certificates of participation transaction (in place of traditional pay as you go purchase agreement), Joint Development (involving a partnership between a transit agency and private development to develop certain assets), Cross Border Leases of Transit Vehicles (Two most successful Colorado Cross border Lease of 11 Metro vehicles manufactured by Siemens Duewag Corporation, New York metropolitan Transportation, Fare box revenue bonds ( Like New York Metropolitan Transportation authority Transit Facility Revenue Series 1998 C for US $ 400 million) which can be separately analyzed and replicated in a suitable structure within the Indian provisions at the project structuring stage.

Another interesting variant on turnkey has emerged from Puerto Rico’s first mass transit being completed now with the name Tren Urbano and completed in a complete turn key arrangement with Siemen’s Germany Transit Team on design build and operate contract with funding as a combination of FTA Capital program, USDOT formula funds and bonds. The 17.6 km line with 16 stations is being built on a turn key basis by Siemens including provision of 74 vehicles, the traction system, the train control system, an operating control system, the communication system, elevators and escalators, fare collection systems, 16 stations, as well as track construction, workshops, depots and equipment.

Another innovative option is Carbon Funding. Growing economic activity has resulted in higher levels of energy being consumed every day. This has contrib-uted to higher emission levels resulting in adverse climate changes being ob-served in recent past. Global scientific community has concluded that the most dangerous components of these emissions are the carbon based gases and identified the need to put in place a mechanism whereby various nations world-wide would make commitment to reduce their emission level by a significant amount. This has led to formulation of Kyoto Protocol wherein developed coun-tries took legally binding commitment to reduce their emissions to a level 5% below their 1990 levels, by the year 2010. As there is substantial cost associ-ated with reducing emission levels e.g. cleaner technology, more equipment downstream of process etc., Kyoto Protocol also identified several means to achieve these commitments. While the plain vanilla option would be to reduce the level in their respective countries, the Protocol also highlighted the import-ance of doing the same through developing and under developed countries to take advantage of lower costs. The mechanism, referred to as Clean Develop-ment Mechanism (CDM) involved sale of credits generated out of projects set-up to reduce emission levels. As at present, developing and under developed countries do not have emission reduction targets, these credits have no value for these countries as such. Moreover the sale of these credit results in funds inflow to these countries which can be used to upgrade technology as well as general improvement in their development level. The main attractiveness of


CDM is its applicability to projects pertaining to any industry. India, because of its size and industrial growth, is increasingly becoming a big market for these emissions reduction projects.

The sale of emission reduction credit involves specialized efforts and thus sig-nificant inputs in terms of cost and time. The project needs to be appraised and approved by recognized agencies. However, trading of carbon credits is not fully operational and while the project should be appraised for the same, it should be kept as reserve.

15.4 The Delhi Metro Financing Plan

Delhi Metro Rail Corporation is the only metro that has been taken up recently with joint participation of the Central and State governments. The salient features of the financing plan for the Delhi Metro are as under:

• Debt equity ratio of 2:1;• Annual contributions towards equity (at current prices) and interest

free subordinate debt towards the cost of land annually by the Government of India and Government of National Capital Territory of Delhi;

• Long-term soft debt from Japan Bank for International Cooperation at an interest rate of 1.8% p.a. Being a socially-oriented project, the debt is raised by the Government of India and transferred to the DMRC Ltd. at the same rate of interest; the loan is on a 10 year moratorium and 20 year repayment period.

• Raising the balance of project cost over and above the equity and debt finance by way of revenue from property development

• Exemption from payment of customs and excise duty (as approved by the Group of Ministers)

• the exchange rate fluctuation risk and the operational losses, if any, being shared between the Government of National Capital Territory of Delhi and the Government of India in proportion of their share holding;

• DMRC will not be required to pay any dividend on government equity till the senior debt is fully repaid.

• The subordinate debt, which shall be interest-free, shall be repaid by DMRC Ltd. after the senior debt has been fully repaid.

• The Corporation will be exempted from the payment of property tax and electricity tax by GOI/GNCTD in accordance with the Central Government Departments.

It is important to note that in case of DMRC project, the government absorbed a major part of cost associated with debt repayment. The debt for the DMRC project was raised in Yen from the JBIC. DMRC only provided for interest component of the loan at the rate of 1.8%. All the cost of exchange rates fluctuation and guarantee commission cost is born by the government. It is a known fact that the depreciation in Yen was much higher than the interest cost paid by the DMRC. The Bangalore metro project can be made viable only by the contribution of interest subsidy by the Government.


It is proposed that debt for the Bangalore Metro project should be taken from the indigenous long-term debt providers. . On the lines of Delhi Metro Project, it is suggested that the Bangalore metro project development entity should bear only 2% of the interest cost. The interest subsidy should be shared equally between the center and the state Governments.

15.5 Recommendation

After examining the various options for funding the phase-I of Bangalore Metro Project, DMRC recommends the following:-

i. As the time needed for tying up multi-lateral and bi-lateral funding would take atleast 18 to 24 months and identifying and tying with a Concessionaire will also take considerable time, if the project is to be started immediately, the best option would be to follow the SPV approach. We feel the debt portion of the project should also be raised internally within the country as the amount involved is not much and it may be possible to tie up with institutions like HUDCO for lending the amount with a long tenure and with a moratorium during the construction period.

If this approach is to be followed it is recommend that 40% of the project cost is covered through equity equally by the two Governments, the land and rehabilitation cost is also covered by the two Governments with an interest free subordinate loan and the balance amount raised from the market internally. This would ensure that the cost of borrowing is the lowest and the total cost of the Project is easily manageable.

A higher equity participation in the case of Bangalore Metro has been suggested compared to Delhi Project for the reason that the cost per lakh passenger kilometre in Delhi is less than that in Bangalore and therefore a higher equity support is necessary to make the Project viable. The land cost is to be covered exactly on the same pattern as in Delhi.

Again in the case of Delhi Metro the exchange fluctuation liability is taken by the two Governments equally. Since the loan will be raised within the country we would suggest that the difference in the interest rate between 2% and 10.5% should also be taken by the two Governments and given as an interest subsidy to the SPV till such time the loan is repaid.

1) The key implementation indicators have been firmed up as follows:

a) The total project cost of the projects is estimated at Rs 4379

cr.

b) The construction period of the project is 5 years: year 2003 to

year 2007 and the payment period is 6 yrs. (2003 to 2008)


2) The project of the nature of Bangalore Metro can only be taken-up with the Government support. It is expected that the Government would contribute to the project in the form of (Also refer Table 15.2)

a) Equity: Rs 1798 cr. to be shared equally by the Centre and State Governments and to be drawn in six equal instalments by each government

b) Interest free Subordinate Debt: Rs 360 cr. to be shared equally by the Centre and State governments and to be drawn at 40%, 40% and 20% p.a. in the initial three years.

c) Interest Subsidy : Rs 494 cr. During construction period and Rs 2932 cr. during operation period.

3) The project entity will bear only 2% interest cost related to the debt, the remaining cost should be borne by the government.

4) It is recommended that the Government support the project by using both conventional and non-conventional sources of finance.

Table 15.2Government Contribution to Bangalore Metro

Nature Of Support

Contribution Years Source

Equity Rs. 1798 cr. First 6 years in equal tranch

Equally shared between the state and central government

Subordinated Debt

Rs. 360 cr. First 3 years with a ratio of 40, 40, 20 respectively.

This would be in the form of land. The state would be responsible for provision of land without encroachment & litigations

Interest Subsidy

Rs. 494 cr.

Rs 2932 cr

During the construction period

During the operational period

This is based on the DMRC model, where the company meets only partial interest cost. The rest of the cost would be born by the government. In Bangalore metro case it is expected that only 2% p.a. interest cost would be borne by the project entity.


The contribution from the government can be categorized under three broad heads:

Capital support of Rs 2652 cr comprising equity of Rs 1798 cr, subordinated debt for land cost of Rs 360 crore and interest subsidy during construction of Rs 494 cr.

Revenue support of Rs 2932 cr being the interest subsidy during operations. The peak interest subsidy is about Rs 200 cr per annum.

Replacement capital expenditure support of Rs 708 cr in the year 2011 and 2021

*****


CHAPTER 16FARE STRUCTURE AND PROJECT VIABILITY

16.0 INTRODUCTION

For the purpose of planning fare policy, the revenue from 2007 onwards only have been considered, though some portion of the two corridors may become operational before 2007 also. This is done because it is presumed that the revenue and operational cost will match for the partial opening of the section and even if there is difference, positive or negative, it will be very small.

The decision on fare structure is based on multiple objectives that a public transport system is required to fulfill. At one hand the stakeholder may like to get certain return on the investments they have made or at least there is no subsidy in future. On the other hand more important goal of serving more and more people is to be achieved which in turn brings lot of indirect benefits. The attempt has been made to optimize the revenue with maximizing ridership. The various indirect benefits which a metro system brings to a city are reduced congestion on roads, improved environment quality, lesser number of accidents on road, reduced fuel bill etc. These are the benefits accruing to the economy of the city and so are required due consideration for deciding the optimal price of the public transport system.

16.1 BASIC INPUT

The ridership projections especially the trip length frequency distribution, are the basic input. In addition, the price of existing public transport system is also an important input.

The projections of traffic are available for the year 2007, 2011, 2021. A close scrutiny of trip length frequency distribution in these years shows that the mean trip length is increasing over years and has become from 6.37 Km. in 2007 to 7.19 Km. in 2021. This implies that as the Metro system gets established, more and more people get to use the system and travel to longer distances. And this trend can be further enhanced by a judicial fare policy based on the asymmetric zone system where in fare does not increase in proportionate to the distance travelled. This also will result in increased economic benefits to the city. Figure 16.1 gives the trip length distribution for different years.

Ch 16 Fare Structure & Project Viability Detailed Project Report 11

Figure 16.1 – Trip Length Distribution for Year 2007, 2011 and 2021.

16.3 FARE ELASTICITY OF TRAFFIC DEMAND

One of the most important constituents of devising a suitable fare structure is to estimate the reliable elasticity of traffic demand with respect to fare structure. The price elasticity with respect to percentage change in prices are mapped and the same has been used in our exercise for simulating different scenarios. This elasticity follows the similar trend as exist in other Mass Transit Systems world over.

OTHER CONSIDERATIONS

One more important consideration for planning fare policy is that full cost of a system should not be loaded on the direct beneficiary only. And so the price is to be judiciously decided taking into account the paying capacity of the people. For this purpose the existing bus fare structure has been studied in depth and it has been the guiding principle that we should charge in the range of 1½ time of bus fare, which is acceptable fare for Metro. Recently there has been a hike in the bus fare from 13.04.03 where in the fare for more than 4 km has been increased. But while working out the proposed fare for Metro system, only old bus fare has been considered because of the fact, that in the initial period Metro would be competing with the bus system and therefore, the attempt should be draw clientele away from the bus system and once the system is populous, a decision can be taken for increase in fare.

Also there are different type of structures possible as

• Fixed Fare system wherein user pays same charge regard less of length of the trip.

• Symmetric Zone wherein the fare increases in proportion to the distance travelled.

• Asymmetric zone wherein the fare does not increases proportionately with the distance traveled.


Passenger distribution wrt trip length

0

50000

100000

150000

200000

250000

300000

2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15>

Trip length

No

. o

f p

as

se

ng

ers

2007 2011 2021

Another way of looking at fare structure is fixed zone or floating zone concept. In fixed zone system or point to point system there is a unique fare for each combination of origin and destination. While in case of floating zone system, the fares are differentiated based on the distance traveled irrespective of the location of the travel. There can be several other ways of differentiating fare say by direction, i.e. peak direction travel may be charged more than non-peak direction, by cost to the stake holder, i.e. for underground portion, the charges may be more than the elevated portion. Also differentiation can be depending on the type of travel or the day of travel etc. Another popular way to differentiate the fare is by volume discount or multiple trip discount which is very common among the public transport system. For Bangalore Metro system asymmetric floating zone system has been recommended which is the most popular fare system world over.

SIMULATION OF FARE STRUCTURE

To arrive at an optimal fare structure various combinations of fare structures have been used. The ridership volume for the year 2007, 2011 and 2021 were available and for other years these have been interpolated. For simulation purpose, it has been assumed that the accepted fare level for Metro travel will be about 1½ times of existing bus fares. The two more scenarios are attempted for fare structure by changing the fare

• Increasing by 25%

• decreasing by 25%.

The results conform to the usual notion i.e. with the increase in fare, the ridership volumes fall but the total yearly revenue increases and vice versa. After doing various simulations, the two fare structures, which are found most acceptable are as follows :

Alternate – I Alternate - II

Distance (Km.) Fare (Rs.) Distance (Km.) Fare (Rs.)

0 – 2 4 0 –3 4

2 – 6 5 3 – 5 5

6 – 12 7 5 – 9 7

> 12 9 > 9 8

The expected revenue from these fare structures are also calculated upto the year 2036.

16.5 CONCULSION

Based on the above considerations, finally the fare structure which is recommended is as follows:


Alternate – I

Distance (Km.)

Fare (Rs.)

0 – 2 4

2 – 6 5

6 – 12 7

> 12 9

The fare revision after 2007 has been suggested @ 4% per annum which is the prevalent escalation but the actual revision will depend on the amount of escalation and can be done after two to three years. Revenue from advertisement has been taken as 5% of the fare box collection and for property development another 5% of the fare box collection.

16.6 Economic Analysis

Implementation of Metro System in Bangalore will result in substantial reduction in number of buses, usage of private vehicles, air pollution and increase in the speed of road based vehicles. This, in turn, will result in substantial social benefits due to reduction in fuel consumption, vehicle operating cost and travel time of passengers. Reductions in accidents and air pollution are the other benefits to the society in general. Economic analysis of the project has been carried out using Social Cost-Benefit analysis method. A framework of ‘with’ and ‘without’ the project scenario has been considered. The ‘with’ the project scenario takes into account, estimated total costs that the local economy would be called upon to bear. The ‘without’ the project scenario envisages a situation wherein the existing infrastructure continues to be utilised taking into account increased estimated costs due to higher projected traffic.

The benefits accruing as a result of project implementation like savings in vehicle operating cost due to reduction in congestion, saving in passenger time, reduced pollution and fuel consumption are estimated and taken into account.

The cost and benefit streams arising under the above situations have been estimated in terms of market prices and economic values have been computed by converting the former using appropriate shadow prices. This has been done to iron out distortions due to externalities and anomalies arising in real world pricing systems. Various assumptions made in carrying out the economic analysis are given in Annexure 16.1.

.

16.6.1 Cost Stream

Cost components considered for the purpose of this exercise include:

Capital cost of infrastructure (civil engineering, land, track, power supply, traction system, signalling and telecommunications, etc.) and rolling stock for the Metro System

• Operating cost of Metro System and


• Capital and operating cost of residual buses and private vehicles that would continue to move on road even after the introduction of Metro.

16.6.2 Benefit Stream

The introduction of Metro will yield tangible and non-tangible savings due to equivalent reduction in road traffic and certain socio-economic benefits.

The benefit stream that has been evaluated and quantified includes:

• Capital and operating cost (on present congestion norms) of carrying the total volume of passenger traffic by existing bus system and private vehicles in case Metro project is not taken up.

• Savings in operating costs of all buses and other vehicles due to de-congestion including those that would continue to use the existing transport network even after the Metro is introduced.

• Savings in time of commuters using the Metro over the existing transport modes because of faster speed of Metro.

• Savings in time of those passengers continuing on existing modes, because of reduced congestion on roads.

• Savings on account of prevention of accidents and pollution with introduction of Metro.

• Savings in road infrastructure and development costs that would be required to cater to increase in traffic, in case Metro is not introduced.

• Savings in fuel consumption on account of less number of vehicles on road and decongestion effect with introduction of Metro are included in those of vehicle operating cost.

16.6.3 Quantification of some of the social benefits has not been attempted because universally acceptable norms do not exist to facilitate such an exercise. However, it has been considered appropriate to highlight the same, as given below:

• Reduced road stress

• Better accessibility to facilities in the influence area

• Economic stimulation in the micro region of the infrastructure

• Increased business opportunities

• Overall increased mobility

• Facilitating better planning and up-gradation of influence area.

• Improving the image of the city.

16.6.4 It is estimated that in the ‘Business as Usual’ scenario, about 4349 number of buses will be required in the year 2007. The requirement of buses is estimated to reduce to about 3100 in the year 2007, if the Metro project is introduced. This


means, 1248 buses are likely to decrease with the introduction of Metro system. This will save Rs. 190 Crores in the year 2007 towards capital and operating cost of bus system.

For private vehicles, these estimations have been done for cars, 2 wheelers and 3 wheelers. With the introduction of Metro in 2007, the reduced number of vehicles to ply on the road will be as:

Cars : 72502 wheelers : 346673 wheelers : 8111

The savings in capital and operating costs, due to less number of private vehicles has been worked put to Rs.249 crores.

The total savings in capital and operating cost for reduced number of private and public vehicles comes out to Rs.439 crores

16.6.5 Reduction in Vehicle Operating Costs

Metro will contribute towards reducing the congestion and journey time on roads because of diversion of some traffic to Metro. Reduction in traffic congestion will save the necessary capital investment and vehicle operating cost as well as increase in time saved per vehicle. Savings from vehicle operating costs due to decongestion effect of Metro has been estimated to be Rs. 253 crore in the year 2007 for Metro network.

16.6.6 Reduction in Fuel Consumption

The effect of Metro on fuel savings alone has been calculated separately as follows. The main fuels used in vehicles are petrol and diesel. The saving because of fuel alone from the savings in vehicle operating costs and savings due to decongestion effect for the year 2007 works out to about Rs. 186.29 crore for Metro Network as shown in Table 16.1.

TABLE 16.1

SAVINGS IN WITH THE PROJECT SCENARIO IN YEAR 2007. (Rs. in Crores)

PARAMETERS SAVINGS

1. Savings in Diesel due to- Less number of vehicles

- Decongestion effect

54.74 9.96

2. Savings in Petrol due to

- Less number of vehicles

- Decongestion effect

48.4173.17

TOTAL 186.29


16.6.7 Passenger Time Saving

Due to introduction of Metro, there will be reduced traffic congestion on the roads and correspondingly, there will be saving in time of commuters travelling by various modes of road transport. Similarly, Metro System itself being faster than conventional road transport modes will also lead to saving in time of commuters travelling on Metro. The savings are estimated at Rs 289 crore for the year 2007

for Metro system.

16.6.8 Reduction in Accidents and Damages

Introduction of Metro system expected to reduce number of accidents. Any reduction in number of accidents will involve savings from damage to vehicles and savings to persons involved in accidents towards medical and insurance expenses. The benefits because of accidents prevented with the introduction of Metro works out to Rs. 78 crore in the year 2007 for Metro network.

16.6.9 Reduced Air Pollution

There will be substantial benefits arising out of reduced air pollution, with the introduction of Metro in the year 2007. These benefits have been calculated under 2 heads.

- From diverted vehicles

- Due to decongestion effects

The savings on account of these 2 heads comes out to Rs.28 crore and Rs.32 crore respectively, amounting to Rs.60 crore in total.

16.6.10savings in Road Infrastructure

The savings in investment in road infrastructure will be about Rs.128 crore in year 2007 after implementation of Metro.

16.6.11Result of Economic Analysis

The cost and benefit streams for 30-year period in the economic prices have been worked out and presented in Tables 16.2 for Metro network. The residual value of METRO facilities (e.g. Equipment for power supply and tele-communication, rolling stock, etc.) at last year has not been taken into account as benefit in these tables. The total cost worked out on the above basis is then subtracted from the total benefits to estimate the net benefit of the project. This flow is then subjected to the process of discounting to work out the internal rate of return on the project, to examine the viability of the Project in Economic terms. Thereafter, the Project EIRR (Annexure 16.5) in economic terms is arrived at by using shadow prices.

The EIRR in economic terms work out to 22.30% Metro.It is accordingly seen that the proposed project is economically attractive.


16.7 PROJECT VIABILITY

Assumptions for profitability estimates.

16.7.1 Cost of Project estimation

1. Excluding the cost of land the construction cost of project (at April 2003 price estimates) has been taken as Rs 3610 cr. The same have been escalated at the rate of 4% p.a to arrive at the completion cost excluding the land cost of Rs 360 cr which has been taken to be fixed at April 2003 price level.

2. The completed project cost is estimated to be Rs 4379 cr and Interest during construction (excluding IDC subsidy amounting to Rs. 494 crores) is Rs 116 cr.

3. Total completed cost of the project is estimated at Rs 4495 crore (excluding IDC subsidy).

4. The impact of interest subsidy has been netted off and is not reflected in the cost of the project. The interest subsidy during construction has been estimated at Rs 494 crore.

5. No tax and duties has been taken into consideration for financial analysis.

Table 16.2 COST ESTIMATES (Figs in Rs. cr.)

Year Construction cost (fixed)

Land cost Current cost IDC (borne by the project)

Total Current Cost

2003-04 168.50 30 211 0 211

2004-05 395.20 200 763 1 764

2005-06 862.60 130 1106 9 1115

2006-07 992.60 1015 24 1039

2007-08 794.10 845 37 882

2008-09 397 439 45 484

Total 3610 360 4379 116 4495

16.7.2 Implementation schedule

1. The start of the construction of the project has been taken to be 2003.2. The project construction will be part completed in 2007 and fully completed in 2008.3. Commencement of operations is in the year 2009-2010, though part revenues would

start flowing in from 2007-08.

16.7.3 Means of financing

1. The project cost is assumed to be funded as follows:Table 16.3 Sources of Funding

Particulars % Rs (crore)

Equity 40% 1798

Subordinate debt 8% 360

Rupee debt 52% 2338


Total 100% 4495

2. The terms of rupee debt are taken as follows:Table 16.3.1

Rupee Debt

Rate of Interest 10.5%

Moratorium (years) 10

Total Repayment period (Years) 15

Total tenure of debt (years) 25

Rate of interest on debt is 10.5% p.a. Out of this the interest allocable to the project is 2% while the remaining 8.5% is in the form of subsidy from the government.

3. Drawal of funds

a. Equity will be injected equally over the construction period. The equity of Rs. 299.69 cr. per annum would be shared equally between the state and central government over the construction period of five years.

b. The subordinate debt, which will be interest free, will be drawn in the first 3 years in the ratio 40%, 40% and 20% in each of the years and would shared equally between the both the governments. This is assumed to be repaid after the repayment of senior debt.

c. The balance debt will be drawn down based on actual fund requirement.

16.7.4. Operating and Maintenance Expenses

The operating and maintenance costs have been worked based on experience derived from the Delhi Metro Rail Corporation and other international metros. The basic assumption that governs the whole computation is that the number of staff deployed for each kilometer shall be 40. This would be the requirement for the full phase operation, however, the number has been assumed from the first year itself since staff needs to be recruited and trained prior to opening of sections. The expenditure per employee at April 2003 prices is assumed to be Rs. 17,000 p.m. This is assumed to be escalated @ 10% p.a. keeping in view the increases in the payments due to increments and also the factor of inflation. The energy cost, which constitutes a significant portion of the project cost, has been assumed as Rs. 2.75 per unit. This is so because the energy supplied to the metro should be on a no – profit no – loss basis. The total energy consumption is as below:

Table 16.4 Energy Consumption

Annual energy consumption in million units

2007 2011 2021

Total 82.1 130.3 184.1

The material cost has been taken as equivalent to the same percentage as the energy cost. Both energy and material cost have been escalated at the rate of 4% p.a. (Annexure 16.2)

4. Depreciation on Plant & Machinery (including rolling stock) is assumed to be at the Ch 16 Fare Structure & Project Viability Detailed Project Report 19

rate of 4.75% p.a. and on other fixed asset at the rate of 1.63% p.a.

16.7.5 Revenues

1. Revenues have been taken as per the estimates detailed in the report of National Council of Applied Economic Research (NCAER). The fare pattern as per traffic projections is growing at an average rate of 9 -10 % p.a.

2. Other revenue is envisaged in the form of Property Development Revenue and advertising revenue of 5% each of the fare box revenue. (Annexure16.3)

16.7.6 Others

1. No estimation of income tax and dividend for the project has been done, as it would not materially impact the investment decision.

2. Based on the traffic projections, the traffic would necessitate additional rolling stock. The project company through its own accruals/equity would manage additional rolling stock requirements.

16.7.7 Profitability projections

Based on the above assumptions, the key indicators of the financial performance of the project are given in Table 16.5. The detailed projections are given in Annexure 16.4.1 & Annexure 16.4.2.

Table 16.5 Profitability Projections (Rs in crore)

2007 2008 2009 2010 2011 2012 2013 2014 2015

Income 174 191 210 232 257 281 306 333 363

Interest subsidy 158 191 199 199 199 199 199 199 185

PBDIT 240 285 305 320 301 315 329 346 350

Net Cash Accruals 45 49 59 74 56 69 84 100 121

DSCR 1.23 1.21 1.24 1.30 1.23 1.28 1.34 1.41 1.53

ADSCR 2.27

Adjusted DSCR 6.45 6.34 6.51 6.84 6.44 6.73 7.05 7.40 8.03

Adjusted ADSCR 4.14

Project FIRR 3.16%

The DSCR has been calculated on the basis of total interest burden on the project and the adjusted interest burden on the project, netted for the interest subsidy support available to the project.

The interest subsidy improves the financial position of the project very significantly and the project is viable only with this support. Without the interest subsidy, the project becomes unviable with a negative FIRR of -1.0%.

Sensitivity Analysis

The profitability of the project is critically dependent on the following parameters:


1. Increase in the project cost2. Delay in the completion of the project3. Decline in the projected revenue of the project

The impact of these parameters has been analysed on key project parameters including cost of the project, interest subsidy required, IRR & debt service coverage ratios (DSCR).

The parameters taken for the sensitivities and the ranges evaluated are as follows:

Increase in project cost 5% to 20%

Delay in completion of the project Upto 3 years

Decline in projected revenues Upto 40%

Table 16.6 Increase in Project Cost

Parameters Base case 5% 10% 15% 20%

Cost of project (Rs crore) 4,495 4,701 4,907 5,113 5,319

FIRR 3.16% 2.51% 2.32% 2.14% 1.97%

ADSCR

Actual 2.27 2.19 2.12 2.05 1.99

Minm DSCR 0.97 0.95 0.93 0.91 0.89

Interest subsidy support(Rs crore) 3,077 3,216 3,355 3,494 3,632

During construction 494 515 535 556 576

During operation 2,583 2,701 2,820 2,938 3,056

The increase in the project cost does not have a significant impact on the interest during construction (IDC) component on account of low rate of interest allocated to the project. The other indicators continue to be satisfactory primarily on account of the interest subsidy element in the project financing and operations.

16.7.8 Delay in the completion of the project

Table 16.7 Delay in Project Completion

Parameters Base case 1 yr 2 yr 3 yr

1yr after incurring

10% Capital

Expend.

Cost of project (Rs crore) 4,495 4,540 4,584 4,628

4619

FIRR 3.16% 1.32% -0.05% -1.38% 0.84%

ADSCR

Actual 2.27 2.09 1.91 1.71 2.30

Minm DSCR 0.97 0.99 0.91 0.84 1.01


Adjusted 4.14 3.77 3.39 2.99 3.69

Minm Adjusted DSCR 1.82 1.77 1.53 1.39

1.62

Interest subsidy support(Rs crore) 3,077 3,206 3,325 3,436

2241

During construction 494 685 872 1,056 400

During operation 2,583 2,521 2,453 2,380 1841

Delay in the completion of the project would lead to an increase in the project cost and also a loss of projected revenue thus impacting the ratios significantly. Each year’s delay in the completion of the project would increase the fund requirement by about Rs 236 crore comprising IDC component of Rs 45 crore and interest subsidy support of Rs 191 crore.

As may be noted, the IRR of the project declines significantly with the delay in the completion of the project with the project becoming unviable with a delay of 2 years and it is imperative that the project be implemented in a strict timeframe.

1. In case after incurring 10% of the estimated project cost, the project gets delayed by 1 year, the total project cost would go up to Rs. 4619 crore, that is, an increase of about Rs. 124 crore over and above the base case scenario. In this case, the project IRR would dip significantly to 0.84%, thereby seriously undermining the viability of the project.

2. A delay of one year in the project completion would have an impact in terms of loss of contribution (Revenue – O&M Expenses) of about Rs. 100 crore.

3. In case the project is completed on time, but there is a delay of 1 year in commencement of the operations, the impact in terms of loss of contribution (Revenue – O&M Expenses) would be about Rs. 94 crore.

16.7.9 Decline in the projected revenues

Table 16.8 Decline in Projected Revenues

Parameters Base case 10% 20% 30% 40%

Cost of project (Rs crore) 4,495 4,495 4,495 4,495 4,495

FIRR 3.16% 1.37% -0.24% -2.32% -5.37%

ADSCR

Actual 2.27 1.86 1.45 1.04 0.63

Minm DSCR 0.97 0.86 0.75 0.64 0.33

Interest subsidy support

(Rs crore) 3,077 3,077 3,077 3,077 3,077

During construction 494 494 494 494 494

During operation 2,583 2,583 2,583 2,583 2,583


Since it is very difficult to project the revenue stream of the project very accurately as it is dependent on a host of factors, it is imperative for the state government to provide necessary assistance to ensure optimum ridership.

16.7.10 Conclusion:

The financial prospects of the project are an outcome of numerous factors as discussed above. it is, therefore, imperative that there is time bound implementation of the project to avoid time and cost overruns.

*****


Annexure 16.1

Assumptions made in carrying out Economic Analysis

`Various assumptions have been made, while assessing the economic benefits to the society on account of various factors after introduction of Metro system. These assumptions for each of the factors have been shown in the following paragraphs.

Assumption for modal characteristics

Mode Average speed (Km.) Daily vehicle

utilisation (Km.)

Occu-pancy/ Vehicle

Trips / Day

Vehicles in the

Influence area ofWithout

METROWith METRO

Option I

Bus 11 20 210 56 16 30%

Car 20 35 30 2 2 30%

2 wheeler 20 35 25 1.50 2 30%

3 wheeler 17 25 100 1.80 5 30%

Mode VOC/ Km. (Rs.)

VOC/hour(Rs.)

Value of Time (Passenger)/Hour (Rs.)

Bus 21.31 318 10.40

Car 6.79 123 13.81

2 Wheeler 1.61 29 13.81

3 Wheeler 5.49 99 13.81

METRO - - 10.40

Assumptions for fuel consumption & emission

Mode Fuel consumption

(Litre/Km.)

Reduction in fuel consumption due to decongestion effect

(Lt./Km.)

Pollution Emission

(Kg./1000 Litres)

Bus 0.279 0.0682 96.5

Car 0.077 0.0287 447.6

2 Wheelers 0.029 0.0096 447.6

3 Wheelers - 0.0192 447.6

• Damage cost of Pollution Rs. 32/- per Kg.

• Price of FuelPetrol Rs. 34/- per litreDiesel Rs. 22/- per litre

Assumptions for Bus characteristics

• Fleet Utilisation 90%

• Load Factor 90% (without METRO)85% (with METRO)

• Carrying Capacity 56 passengers

• Daily Utilisation 210 km.

Assumptions for road accidents

• Reduction in Fatal Accidents = 40.01 * Reduction in Vehicles due To Metro/ 100000 + 867.54

• Reduction in Injury Accidents = 174.75 * Reduction in Vehicles Due to METRO/100,000 + 4061.8

• Cost of a Fatal Accident = Rs. 498,340

• Cost of an Injury Accident = Rs. 73,233

• Reduction in no. of Accidents = 310.92 * (Reduction in vehicles causing damage to Vehicles due to METRO) / 100,000

+ 949.12

• Share of Involvement of vehicles in accidents

Car 24%Bus 28%Truck 29%2 wheeler 19%

• Cost of damage to Vehicles due to an Accident.

Car Rs. 11,124Bus Rs. 37,3952 Wheelers Rs. 2604

O & M EXPANSES Annexure 16.2

Manpower cost p.a. (Rs.) 204000 (April 2003)

kms. 32.6

no. of persons/km 40

growth in manpower cost (incl. Inflation) p.a. 10%

2007 2011 2021

energy consuption in million units 82.1 130.3 184.1

estimated power demand in MVA 33 42 53

rate for power/MVA/month 180000

rate for energy/unit 3.5

2.75

O&M cost

5 2007 2008 91.77

6 2008 2009 97.78

7 2009 2010 104.26

8 2010 2011 111.26

9 2011 2012 155.1

10 2012 2013 164.73

11 2013 2014 175.08

12 2014 2015 186.22

13 2015 2016 198.23

14 2016 2017 211.16

15 2017 2018 225.12

16 2018 2019 240.19

17 2019 2020 256.46

18 2020 2021 274.05

19 2021 2022 353.03

20 2022 2023 376.02

21 2023 2024 400.82

22 2024 2025 427.6

23 2025 2026 456.51

24 2026 2027 487.76

25 2027 2028 521.57

26 2028 2029 558.15

27 2029 2030 597.77

28 2030 2031 640.7

29 2031 2032 687.26

30 2032 2033 737.76

31 2033 2034 792.59

32 2034 2035 852.15

33 2035 2036 916.87

34 2036 2037 987.24

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022

fare (Rs.) slabs (km)

5 2-4 180951 188781 196954 205486 214392 223253 232482 242094 252104 262529 273387 284694 296471 308736 321510 327940

5 4-6 208931 217183 225794 234781 244161 253833 263895 274365 285258 296592 308386 320659 333430 346720 360551 367762

7 6-8 236668 243520 250774 258460 266617 274172 282016 290162 298624 307419 316562 326071 335964 346260 356979 364119

7 8-12 150831 163279 176812 191531 207547 219207 231530 244553 258318 272866 288243 304497 321678 339840 359040 366221

9 12+ 42629 50644 60441 72469 87303 95209 103875 113380 123808 135256 147829 161643 176827 193526 211899 216137

Revenue(Rs.cr) 158 174 191 211 234 255 278 303 330 360 393 429 468 512 560 594

Advertisement revenue 13 14 15 17 19 20 22 24 26 29 31 34 37 41 45 48

PD revenue 3 3 4 4 5 5 6 6 7 7 8 9 9 10 11 12

Total revenue 174 191 210 233 258 280 305 333 363 396 432 471 515 563 616 653

Ridership

2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036

334499 341189 348013 354973 362072 369314 376700 384234 391919 399757 407752 415907 424226 432710

375117 382620 390272 398077 406039 414160 422443 430892 439510 448300 457266 466411 475739 485254

371401 378829 386406 394134 402016 410057 418258 426623 435155 443859 452736 461790 471026 480447

373545 381016 388636 396409 404337 412424 420673 429086 437668 446421 455350 464457 473746 483221

220460 224869 229366 233954 238633 243405 248273 253239 258304 263470 268739 274114 279596 285188

630 668 709 752 798 846 898 952 1010 1072 1137 1206 1279 1357

50 53 57 60 64 68 72 76 81 86 91 96 102 109

13 13 14 15 16 17 18 19 20 21 23 24 26 27

693 735 780 827 878 931 988 1048 1111 1179 1251 1327 1407 1493

PROFIT AND LOSS STATEMENT Annexure 16.4.1 (All figures are Rs. In crores)

2007 2008 2009 2010 2011 2012 2013

Income 174 191 210 232 257 281 306

Ticket Income 158 174 191 211 234 255 278

Advt. Income 8 9 10 11 12 13 14

PD Income 8 9 10 11 12 13 14

Additional Income

Interest subsidy 158 191 199 199 199 199 199

O&M Cost 92 98 104 111 155 165 175

PBDIT 240 285 305 320 301 315 329

Depreciation 75 85 85 84 101 101 101

Interest 196 236 245 245 245 245 245

PBT -30 -36 -26 -10 -46 -32 -17

Net Cash Accruals 45 49 59 74 56 69 84

PBDIT 240 285 305 320 301 315 329

Int 196 236 245 245 245 245 245

Debt repay 0 0 0 0 0 0 0

DSCR 1.23 1.21 1.24 1.30 1.23 1.28 1.34

1.23 1.21 1.24 1.30 1.23 1.28 1.34

ADSCR 2 1

Adjusted Interest costs 37 45 47 47 47 47 47

Adjusted DSCR 6.45 6.34 6.51 6.84 6.44 6.73 7.05

6.45 6.34 6.51 6.84 6.44 6.73 7.05

Adjusted ADSCR 4.14

0.00

(All figures are Rs. In crores)

2014 2015 2016 2017 2018 2019 2020 2021 2022

333 363 396 432 472 515 563 616 718

303 330 360 393 429 468 512 560 653

15 17 18 20 21 23 26 28 33

15 17 18 20 21 23 26 28 33

199 185 172 159 146 132 119 106 93

186 198 211 225 240 256 274 353 376

346 350 357 366 378 391 408 369 435

100 100 99 99 98 98 97 122 121

245 229 213 196 180 164 147 131 115

0 21 45 71 99 129 164 116 199

100 121 144 170 198 227 261 238 320

346 350 357 366 378 391 408 369 435

245 229 213 196 180 164 147 131 115

0 0 156 156 156 156 156 156 156

1.41 1.53 0.97 1.04 1.12 1.22 1.35 1.29 1.61

1.41 1.53 0.97 1.04 1.12 1.22 1.35 1.29 1.61

47 44 41 37 34 31 28 25 22

7.40 8.03 1.82 1.90 1.99 2.09 2.22 2.04 2.45

7.40 8.03 1.82 1.90 1.99 2.09 2.22 2.04 2.45

2023 2024 2025 2026 2027 2028 2029 2030 2031

762 809 858 910 966 1024 1087 1153 1222

693 735 780 827 878 931 988 1048 1111

35 37 39 41 44 47 49 52 56

35 37 39 41 44 47 49 52 56

79 66 53 40 26 13 0 0 0

401 428 457 488 522 558 598 641 687

441 447 454 462 471 479 489 512 535

121 120 119 119 118 118 117 116 115

98 82 65 49 33 16 0 0 0

222 245 269 294 320 345 372 396 419

343 365 389 412 438 463 489 512 535

441 447 454 462 471 479 489 512 535

98 82 65 49 33 16 0 0 0

156 156 156 156 156 156 156 156 0

1.74 1.88 2.05 2.25 2.50 2.78 3.14 3.29 0

1.74 1.88 2.05 2.25 2.50 2.78 3.14 3.29 110

19 16 12 9 6 3 0 0 0

2.53 2.61 2.70 2.79 2.90 3.01 3.14 3.29 0

2.53 2.61 2.70 2.79 2.90 3.01 3.14 3.29 110

2032 2033 2034 2035 2036

1297 1376 1460 1548 1642

1179 1251 1327 1407 1493

59 63 66 70 75

59 63 66 70 75

0 0 0 0 0

738 793 852 917 987

559 583 607 631 655

115 114 113 112 111

0 0 0 0 0

444 470 495 519 544

559 583 607 631 655

559 583 607 631 655

0 0 0 0 0

0 0 0 0 0

0 0 0 0 0

110 110 110 110 110

0 0 0 0 0

0 0 0 0 0

110 110 110 110 110

Determination of FIRR Annexure 16.4.2 (All figures are Rs. In crores)

Year 1 2 3 4 5 6 7 8 9 10

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Inflows

1 PBILD - - - - - - - - - -

Total Inflow - - - - - - - - - -

Outflows

1 Interest Payment - 1 9 24 37 45 - - - -

2 Const. Cost 211 763 1106 1015 845 439 - - 362 -

b. Year prior to overlay

c. Overlay

Total Outflows 211 764 1115 1039 882 484 - - 362 -

Net Flow (211) (764) (1,115) (1,039) (882) (484) - - (362)

Opening Bal. - (211) (975) (2090) (3129) (4011) (4495) (4495) (4495) (4857)

Closing Bal. (211) (975) (2090) (3129) (4011) (4495) (4495) (4495) (4857) (4857)

FIRR 3.16%

11 12 13 14 15 16 17 18 19 20 21 22 23

2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

- - - - - - - - - - - - -

- - - - - - - - - - - - -

- - - - - - - - - - - - -

- - - - - - - - (522) - - - -

- - - - - - - - (522) - - - -

- - - - - - - - (522) - - - -

(4857) (4857) (4857) (4857) (4857) (4857) (4857) (4857) (4857) (5379) (5379) (5379) (5379)

(4857) (4857) (4857) (4857) (4857) (4857) (4857) (4857) (5379) (5379) (5379) (5379) (5379)

24 25 26 27 28 29 30 31 32 33 34

2026 2027 2028 0 0 0 0 0 0 0 0

- - - - - - - - - -

- - - - - - - - - - -

- - - - - - - - - - -

- - - - - - - - - - -

- - - - - - - - - - -

- - - - - - - - - - -

(5379) (5379) (5379) (5379) (5379) (5379) (5379) (5379) (5379) (5379) (5379)

(5379) (5379) (5379) (5379) (5379) (5379) (5379) (5379) (5379) (5379) (5379)

Cost & Benefit Stream for MRTS Bangalore at:

Year* Capital Cost O&M Cost Capital & Opr. Cost of buses With MRTSCapital & Operating Cost of other vehicles with MRTSTotal Cost (2+3+4+5)

1 2 3 4 5 6

2003 788.22 0 788.22

2004 1182.33 0 1182.33

2005 1182.33 0 1182.33

2006 788.22 0 788.22

2007 78.2 420.08 1226.55 1724.83

2008 83.3 459.89 1268.5 1811.69

2009 88.4 503.47 1311.88 1903.76

2010 94.35 551.19 1356.75 2002.29

2011 325.53 131.75 603.42 1403.35 2464.05

2012 140.25 611.62 1424.12 2175.99

2013 148.75 619.93 1445.2 2213.88

2014 158.1 628.36 1466.59 2253.04

2015 168.3 636.9 1488.29 2293.49

2016 179.35 645.55 1510.32 2335.22

2017 191.25 654.33 1532.67 2378.25

2018 204 663.22 1555.35 2422.57

2019 225.25 672.23 1578.37 2475.85

2020 232.9 681.37 1601.73 2516

2021 470.07 300.05 690.64 1626.9 3087.66

2022 319.6 690.64 1626.9 2637.14

2023 340.85 690.64 1626.9 2658.39

2024 363.8 690.64 1626.9 2681.34

2025 388.45 690.64 1626.9 2705.99

2026 414.8 690.64 1626.9 2732.34

2027 443.7 690.64 1626.9 2761.24

2028 474.3 690.64 1626.9 2791.84

2029 508.3 690.64 1626.9 2825.84

2030 544.85 690.64 1626.9 2862.39

2031 583.95 690.64 1626.9 2901.49

2032 627.3 690.64 1626.9 2944.84

2033 674.05 690.64 1626.9 2991.59

2034 724.2 690.64 1626.9 3041.74

2035 779.45 690.64 1626.9 3096.99

2036 838.95 690.64 1626.9 3156.49

*2003 represents FY 2003-04

Annexure 16.5

Cost & Benefit Stream for MRTS Bangalore at: Economic Prices

(All amounts in Rs., Crore)

Capital & Opr. Cost of buses Without MRTSCapital & Operating Cost of other vehicles without MRTSSavings in Fuel Cost Savings in VOC due to decongessionSavings due to VOTAccident & PollutionRoad Infra Total Net Benefit

7 8 9 10 11 12 13 14 15

-788.22

-1182.33

-1182.33

-788.22

486.24 1354.4 158.35 227.7 289 138 115.2 2768.89 1044.06

528.2 1418.8 167.62 241.43 310 141.75 115.2 2922.99 1111.3

570.16 1483.2 177.43 255.15 331 145.5 115.2 3077.64 1173.88

612.12 1547.6 187.81 268.88 352 149.25 115.2 3232.86 1230.57

654.08 1612 198.81 282.6 373 153 115.2 3388.69 924.64

676.35 1645.95 207.58 287.01 381.9 157.9 115.2 3471.89 1295.9

698.62 1680.62 216.73 291.42 390.8 162.8 115.2 3556.2 1342.32

720.9 1716.02 226.29 295.83 399.7 167.7 115.2 3641.64 1388.6

743.17 1752.17 236.27 300.24 408.6 172.6 115.2 3728.25 1434.76

765.44 1789.07 246.69 304.65 417.5 177.5 115.2 3816.06 1480.84

787.71 1826.76 257.57 309.06 426.4 182.4 115.2 3905.1 1526.86

809.98 1865.24 268.93 313.47 435.3 187.3 115.2 3995.42 1572.85

832.26 1904.52 280.79 317.88 444.2 192.2 115.2 4087.05 1611.2

854.53 1944.64 293.18 322.29 453.1 197.1 115.2 4180.04 1664.04

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1186.75

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1637.27

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1616.02

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1593.07

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1568.42

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1542.07

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1513.17

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1482.57

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1448.57

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1412.02

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1372.92

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1329.57

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1282.82

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1232.67

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1177.42

876.8 1985.6 306.11 326.7 462 202 115.2 4274.41 1117.92

EIRR = 22.3%

CHAPTER 17

IMPLEMENTATION STRATEGY —INSTITUTIONAL ARRANGEMENTS AND LEGAL COVER

17.0 WAY FORWARD FOR IMPLEMENTING THE PROJECT:

On receipt of the Detailed Project Report, following action needs to be taken for implementing Bangalore Metro project:

• Approval of the Detailed Project Report by Karnataka State Government and the Central Government and both Governments committing to an investment decision.

• Signing of an MOU between Karnataka State Government and the Central Government for firming up arrangements for equity, interest free subordinate debt and other related items pertaining to this project. A draft for the MOU is already with the Governments.

• Setting up of a special purpose vehicle for implementing the project.

• Providing legal cover for construction as well as operation and maintenance stages of the project.

• The two Governments to agree the financing of the debt portion of the project and also to the time frame for completing the project.

17.1 INSTITUTIONAL ARRANGEMENTS

To enable the Bangalore Metro rail project to be implemented without any loss of time and cost over-run, effective institutional arrangements would need to be set up. Details of these arrangements are explained below:

17.1.1 Special Purpose Vehicle

Experience of implementing Delhi Metro project has shown that a Special Purpose Vehicle (SPV), vested with adequate powers, is an effective organisational arrangement to implement and subsequently operate and maintain a metro rail project. An SPV should, therefore, be set up for Bangalore Metro and registered under the Companies Act, 1956. This SPV should be on the same lines as Delhi Metro Rail Corporation Ltd. (DMRC) and may be named as ‘Bangalore Metro Rail Corporation Ltd.’ (BMRC). Since Equity of BMRC will be contributed in equal proportion by the State and the Central Governments, it will have equal number of Directors on its Board from these two Governments. While the Managing Director of BMRC should be the nominee of the State Government, its Chairman should be the Secretary, Ministry of Urban Development & Poverty Alleviation, being the nominee of the Central Government. In order to avoid delays usually associated

Ch17 Implementation Stretegy – Institutional Arrangements and Legal Cover


with bureaucratic process of decision making, the Board of Directors (BOD) of BMRC should be vested with full powers needed to implement the project. The BOD, in turn, should delegate adequate powers to the Managing Director to take all decisions in day to day matters. The Managing Director should be a technocrat of proven record and impeccable integrity. A railway background would be an added advantage. A metro background would be most desirable.

Another model which has been considered is a Concessionaire approach. Delhi Metro project had the advantage of getting the services of a core team of professionals with experience in the field of metro transport. DMRC could also draw on the services of officers from Indian Railways. Apart from Bangalore, a number of other cities such as Hyderabad, Mumbai, Ahmedabad, Jaipur, Pune, Cochin, Lucknow, etc. are now planning to develop metro rail systems. In such a situation, it may be difficult to avail the services of adequate experienced professionals which Delhi Metro was able to get. We have therefore, also examined the option of BMRC entrusting the implementation of Bangalore Metro project to a Concessionaire on ‘Build-Own-Operate-Transfer’ (BOOT) basis. This approach assumed that the concessionaire brings requisite funds and the efficiency of private sector management in the implementation as well as operation of the project. BMRC’s role in this option is limited to that of a regulatory authority. Thus BMRC would monitor the implementation of the project and on its commissioning perform tasks such as laying down the passengers fares, targets for the minimum number of services to be run by the Concessionaire, frequency, punctuality and reliability of these services, etc. There can not be any compromise on this and penalties for not achieving these targets will be spelt out in advance. In this option BMRC will have to enter into an agreement with the Concessionaire, clearly listing out the obligations and rights of the Concessionaire and BMRC. Following terms are usually included in the agreement between the Client and the Concessionaire.

• Land required for the project and 40% of the project cost (which would be enough to cover the cost of civil works) would be made available by the Client to the Concessionaire. The balance project cost would be mobilised by the Concessionaire himself.

• Implementation of the project and its subsequent operation and maintenance would be the responsibility of the Concessionaire. The concession will be for a period of 30 years.

• The Client gives a guarantee for the minimum level of ridership. If this level of ridership does not materialize for any reason, the Concessionaire will be compensated for the shortfall.

• Operation and maintenance expenditure for the project is borne by the Concessionaire. Revenues generated will also go to the Concessionaire.

• Standards to which the assets of the project are required to be maintained and the quality of the assets at the time of transfer of these assets to the Client at the end of the concession period should be clearly spelt out.



• Normally a metro system will require addition of assets like rolling stock, etc. over a period of time due to increase in traffic. This is taken care of in the agreement and as to who will fund them — the Concessionaire or the Client - is explicitly spelt out.

• A machinery for quick resolution of disputes between the Concessionaire and the Client is provided for.

• Insurance liability of the Concessionaire is indicated.

• Replacement of assets for the project will be provided for through a Fund which the Concessionaire is to maintain with the Client and to which he makes regular contributions as per the accepted depreciation norms.

• The Concessionaire transfers all the assets to the Client at the end of the concession period at a nominal residual value.

The Concessionaire approach has not so far been tried in any rail based urban transport project in our country. Attempts made to try this approach for high speed trams in early nineties in Delhi and recently for ELRTS in Bangalore have not succeeded. It is therefore felt that conditions are still not conducive in our country to try the Concessionaire approach for metro rail Systems. It is therefore recommended that the implementation of Bangalore Metro should be done by BMRC on the lines DMRC is implementing Delhi Metro.

17.1.2 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, at the same time preserving the environment. The projects involves integration of a number of complex technical systems – some of these technologies 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 in time. Clearances from the local authorities have to be taken permission to cut trees, diversion of utilities, management of road traffic, etc., all of which will call for an efficient and competent project implementing agency.

Metro projects cannot be executed the way Government agencies execute projects in this country. Each day’s delay is likely to enhance the cost of the project by Rs.47 lakhs. Therefore, timely completion is very important to safeguard the financial viability. Competent and skilled technical personal to man such an orgnisation 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, etc., persons with railway background would be necessary. It is therefore, impossible to have a single orgnisation set up which can be responsible for all aspects of metro implementation



namely investigation, planning, designs, drawing up of specifications, preparation of tender documents, fixing of contractors, supervising the contractor’s works, ensuring interface fusion between different contractors, ensuring quality and safety during constructions, planning and supervising integration system trials and getting the project commissioned on time.

It is, therefore, suggested a two tier orgnisation with well defined responsibilities for getting this project executed. At the apex will be the Bangalore Metro Rail Corporation itself. It should be a lean but effective orgnisation with full mandate and total power – with accountability- free from political and bureaucratic control. The second level will be a project management team called “General Consultants” who will be engaged by the BMRC on contract basis and who will be fully responsible for planning, design and full project management. In fact they will be the “Engineer” for the BMRC, who is the “client “. General Consultants should be fixed on the basis of competitive bidding, the way General Consultants were fixed for the Delhi Metro Project. If any further detailed design consultants are needed, the same should be engaged by General Consultants as their sub-Consultants within their own contract responsibilities.

Learning from the Delhi Metro experience, we would recommend all major contracts are awarded on “construct basis” based on derailed designs and specifications finalised by G.C..In certain system contracts such as signalling, tele-communication, automatic fare collection, etc. it may be desired to go for “design and construct” contracts based on broad technical specifications and performance requirements drawn up by the G.C. International Consultants are very expensive and should be engaged only in area where Indian experts can not manage and they should invariably be part of the General Consultants’ team.

Since BMRC will not have the required expertise and experienced manpower to check and monitor the General Consultants, it may be necessary to engage proof Consultants from the very start who will so this job on behalf of BMRC. Delhi Metro Rail Coporation Can be considered for being appointed as Proof Consultant to BMRC.

Genrally G.C. will cost 2 to 2.5% of the project and Proof Consultants 0.5%.

The BMRC Orgnisation ( figure 17.1), 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’) and the third as Director (Finance). All the three will be Functional Directors and 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 ognisation 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 orgnisational strength is limited to 45 to 50 eliminating too many tiers to enable faster decision making.



It is necessary for the BMRC officers to get exposed to the Metro technology and Metro culture through study tours some of the selected foreign Metros and Delhi/Calcutta Metros.

17.1.3 High Power Committee

During the implementation of the project several problems with regard to acquisition of land, diversion of utilities, shifting of structures falling on the project alignment, rehabilitation of project affected persons, etc. are likely to arise. For expeditious resolution of these problems, an institutional mechanism needs to be set up at the State Government level. Towards this end, it is recommended that a High Power Committee under the chairmanship of Chief Secretary, Karnataka 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. This Committee should meet once a month and sort out all problems brought before it by BMRC. 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.

17.1.4 Empowered Committee

At the Central Government level an Empowered Committee, under the chairmanship of Cabinet Secretary, is presently functioning for Delhi Metro project. Other members of this Committee are Secretaries of Planning Commission, Ministry of Home Affairs, Ministry of Urban Development, Ministry of Surface Transport, Ministry of Environment and Forests, Department of Expenditure, Chief Secretary of Delhi Government and a representative from the PMO. The Empowered Committee meets regularly and takes decisions on matters connected with inter-departmental coordination and overall planning, financing and implementation of the Delhi Metro project. It is suggested that the role of this Empowered Committee should be enlarged to include Bangalore Metro project also and the Chief Secretary, Karnataka should be inducted as a member of this Committee.

17.1.5 Group of Ministers

Union Cabinet had set up a Group of Ministers (GOM) 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 Bangalore Metro. The Chief Minister, Karnataka should be inducted as a member and should attend the meetings of GOM whenever any issue concerning Bangalore Metro is to be deliberated upon.



17.2 LEGAL FRAMEWORK

Metro rail projects are undertaken in congested urban environment. Metro lines have, therefore, to pass through heavily built-up areas. As vacant land for laying these lines is seldom available, they have to be constructed either as elevated or underground. When elevated, the metro lines are generally located along the medians of the existing roads to obviate the need for acquiring land. Even in such cases, land is to be acquired for siting station buildings, traffic integration areas, etc. Whenever underground, metro lines may have to pass under privately-owned buildings, involving use of underground space below such buildings. After construction of a metro line is complete, it has to be certified as ‘safe’ by a statutory authority before it can be opened for public carriage of passengers. For operation and maintenance of a metro line which has been commissioned for traffic, several crucial issues having legal implications need to be taken care of. These include continued monitoring of safety of train operations, security of metro properties, maintaining law and order within metro premises, enquiries into accidents involving metro trains whenever they happen, deciding the extent of compensation payable for damages/injuries/casualties arising out of such accidents, laying down passenger fares and their subsequent revision etc. There has, therefore, to be a proper legal frame-work to take care of such problems encountered during construction as well as operation of metro rail lines. Hence the need for a comprehensive legislation on Metro Railways.

17.2.1 Existing legislations

The subject of ‘Railways’ as per the Seventh Schedule of the Constitution falls in the Central List. Metro Rail projects come under the category of Railways and are, therefore, today a central subject. Despite this position the Central Government has not so far enacted a comprehensive legislation to regulate construction, operation and maintenance of Metro Railways in various cities of the country.

Calcutta (now Kolkata) Metro Railway was the first metro system undertaken in our country. To facilitate construction of Calcutta Metro Railway, a legislation under the title ‘Metro Railways (Construction of Works) Act, 1978 was enacted. This Act was initially applicable to Calcutta but there is a provision in this Act that, by a notification in the Official Gazette, the Central Government may also extend it to the metropolitan cities of Mumbai, Chennai and Delhi. In fact, in the year 2000, the Central Government did extend this Act to the city of Delhi. This Act, however, suffers from several deficiencies. Firstly, there is no provision in this Act to extend it to cities, having population of a million or more other than the four metro cities mentioned above. Secondly, this Act covers only the construction stage of Metro Railways and does not provide legal cover to their operation and maintenance stage. When the first section of Calcutta Metro had to be opened for public carriage of passengers, the Central Government had to hastily get an Ordinance titled ‘Calcutta Metro (Operation and Maintenance) Temporary Provisions Ordinance, 1984’ promulgated. This Ordinance was converted next year into Calcutta Metro Railway (Operation and Maintenance) Temporary Provisions Act, 1985. This latter Act also suffers from several deficiencies. As its very title indicates it is applicable



to Calcutta Metro only, there is no provision in it to enable the Central Government to extend it to other cities of the country. Besides, it contains only bare minimum provisions which were essential to enable commissioning of Calcutta Metro Railway for public carriage of passengers. The Central Government’s intention probably was that after sufficient experience in operating and maintaining Calcutta Metro has been gained, many more provisions would be included in this Act to make it self-contained and the world ‘Temporary Provisions’ would be dropped therefrom. This has, however, not happened even after expiry of 18 years since the passing of this legislation by the Parliament.

Construction of Delhi Metro is being done under the Metro Railways (Construction of Works) Act, 1978, after the same was extended to the city of Delhi. The Central Government had, however, to enact another legislation titled ‘Delhi Metro Railway (Operation and Maintenance) Act, 2002 before its first section from Shahdara to Tis Hazari could be opened for public carriage of passengers. This Act, though comprehensive in nature, is applicable to Delhi Metro only and cannot be extended to cover a metro railway in any other city of the country.

17.2.2 Legal Cover for Bangalore Metro

Construction of Bangalore Metro phase I is expected to commence in the financial year 2003-04. Out of its two corridors, part of the first corridor may be ready for commissioning in about three years while the remaining portion of this corridor and the second corridor may be ready for commissioning after a further period of two years. Thus there is immediate need to have a legislation to provide legal cover to the construction stage of Bangalore Metro. Enactment of any new legislation is a time-consuming exercise. Experience has shown that it takes a minimum of two to three years from conceptualisation stage for a new legislation to be enacted. To enable construction of Bangalore Metro to commence in the year 2003-04, it has, therefore, become necessary to amend the Metro Railways (Construction of Works) Act, 1978 to make it applicable to all million plus cities in the country. Thus not only Bangalore but other cities like Hyderabad, Ahmedabad, Lucknow, Jaipur, Surat, etc. which are planning for metro railways will also get covered. Metro Railways (Construction of Works) Act, 1978 is administered by the Ministry of Railways which will need to be pursued by the Ministry of Urban Development & Poverty Alleviation for getting this Act amended expeditiously as suggested above.

As for the legal cover to the operation and maintenance stage of Bangalore Metro, it is high time to go in for a comprehensive legislation which will cater to both construction as well as operation and maintenance stages of Metro Railways in all million plus cities. After that Act is enacted, the existing Acts, namely, Metro Railways (Construction of Works) Act, 1978 and Delhi Metro (Operation and Maintenance) Act, 2002 and the Calcutta Metro Railway (Operation and Maintenance) Temporary Provisions Act, 1985 can be repealed. The comprehensive legislation should, inter-alia, contain provisions for the following:

• Functions and powers of the organisation to be entrusted with the tasks of implementing a metro system and its subsequent operation and



maintenance. This organisation should be conferred adequate powers to enable it to expeditiously implement the metro system and later to operate and maintain it without any problem.

• Acquisition of land for construction of a metro railway, including acquisition of rights to use underground space below privately-owned buildings for laying a metro line.

• Safety organization for certifying safety of a metro line before it is opened for public carriage of passengers. This organization should also be entrusted with the role of enquiring into the causes of accidents involving metro trains and suggesting remedial measures for avoiding recurrence of such accidents.

• Statutory authority for deciding the compensation payable for losses, injuries, casualities, etc. arising out of accidents involving metro trains.

• Penalty for offences committed in metro trains or metro premises.

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DIRECTOR (FINANCE)

CHIEF FINANCE OFFICER

SAO/AAO

DYFA & CAO

CEE/RS

SEE/AEE

CEE/TR

DYCEE/TR 1

DIRECTOR

CSTE

CPM (LINE 1) CPM ( LINE 2)

DYCE/PLG DYCE/PLG TRACKDYCE

XEN/AEN

CE / PLG

XEN/AEN

DESIGNDYCE-I

XEN/AEN

IIDYCE-D

CE / DESIGN

DIRECTOR (PROJECT & PLANING)

PS(JA)

ORGANISATION STRUCTURE

MANAGING DIRECTOR

CPO

SAO/AAO

SAO/AAO

DYFA & CAO

SAO/AAO

DY.CPO

Company

SEE/AEE

SEE/AEE

DYCEE/TR 2

SEE/AEE

DYCEE/RS

DYCME/RS

DYCSTE

DSTE/ASTE

DSTE/ASTE

CHIEF ARCHITECT

DY.CA

ARCHITECT

CPRO

PRO

APRO

SEE/AEE

SEE/AEE

SEE/AEE

SEE/AEE

DYCSTE

DSTE/ASTE

DSTE/ASTE

XEN/AEN XEN/AEN XEN/AEN XEN/AEN

DYCE

XEN/AEN XEN/AEN XEN/AEN

DYCE

XEN/AEN

DYCE

XEN/AEN XEN/AEN XEN/AEN

DYCE

XEN/AEN

Secretary

(Rolling Stock, Signalling & Electrical)

Chief LegalOfficer

SIGNALLING

TELECOMMUNICATION

CHAPTER 18

CONCLUSIONS

18.0 Bangalore metropolis, the silicon valley of India, has experienced

phenomenal growth in population in the last two decades. Its population has

increased from 2.92 million in 1981 to 5.67 million in 2001. With its present

population of about 6 million, Bangalore is one of the fastest growing urban

agglomeration of the country. Bangalore, however, still lacks an efficient

public mass transport system. As a result, the number of motor vehicles has

increased from 1.17 million in 1981 to 1.56 million in 2001. This large

population of motor vehicles is causing extreme congestion on the city roads,

slowing down of average speeds, fuel wastage, environmental pollution and

an un-acceptable level of road accidents. On an average, about 21 road

accidents occur every day, resulting in two persons killed and 19 injured.

18.1 Detailed traffic studies carried out for Bangalore have indicated that at least

two corridors in this city — an East-West Corridor and a North-South Corridor

— will be carrying peak hour peak direction traffic (phpdt) to the extent of

20,000 passengers in 2007. Road buses can optimally carry a maximum of

10,000 phpdt. Provision of a metro rail system in Bangalore city has,

therefore, become an inescapable necessity.

18.2 Metro rail systems are superior to buses because they provide much higher

carrying capacity, require only 1/5th energy per passenger km compared to

road-based systems, cause no air pollution, occupy no road space if

underground and only about 2 metre width of the road if elevated, carry the

same amount of traffic as 7 lanes of bus traffic or 25 lanes of private motor

cars, are more reliable, comfortable and safer than road-based systems and

reduce journey time by anything between 50% and 75% depending on the

road conditions. In view of this position, Bangalore Metro should not be

delayed any further. An exercise has been carried out to assess the cost of

delay in taking up Bangalore Metro project. This exercise indicates that each

day’s delay in taking up the project would escalate its cost by Rs. 47 lakhs a

heavy price to pay for delaying decisions.

18.3 Experience of implementing Delhi Metro project has shown that a Special

Purpose Vehicle (SPV), vested with adequate powers, is an effective

organisational arrangement to implement and subsequently operate and

maintain a metro rail project. An SPV should, therefore, be set up for

Bangalore Metro and registered under the Companies Act, 1956. This SPV

should be patterned on the lines of Delhi Metro Rail Corporation Ltd. (DMRC),

with equal Equity participation by the State and the Central Governments and

may be named as ‘Bangalore Metro Rail Corporation Ltd.’ (BMRC). It will

have equal number of Directors on its Board from these two Governments.

While the Managing Director of BMRC should be the nominee of the State

Government, its Chairman should be the Secretary, Ministry of Urban

Development & Poverty Alleviation, as the nominee of the Central

Ch 18 Conclusions Detailed Project Report 32

Government to ensure full involvement and support of the Central

Government in the project. In order to avoid delays usually associated with

bureaucratic process of decision making, the Board of Directors (BOD) of

BMRC should be vested with full powers needed to implement the project.

The BOD, in turn, should delegate adequate powers to the Managing Director

to enable him to take all decisions in day to day matters.

18.4 For the successful implementation of Bangalore Metro project, it is essential

that the Managing Director of BMRC should be very carefully chosen. The

Managing Director should be a technocrat of proven track record and

impeccable integrity. He should be preferably with a railway background

since metro projects are with rail-based complex technology. A metro rail

background with experience in underground and elevated construction would

be most desirable. If the project is to be completed as scheduled and without

any time or cost over-run, it would be necessary to allow the Managing

Director to function without any bureaucratic or political interference. For

ensuring accountability the tenure of the MD should be at least 5 years.

18.5 On receipt of the Detailed Project Report, following advance action would

need to be taken urgently for implementing the Bangalore Metro project:

• Approval and acceptance of the Detailed Project Report by Karnataka

State Government and the Central Government and both Governments committing

to the investment decision.

• Signing of an MOU between Karnataka State Government and the

Central Government for firming up arrangements for equity, interest free subordinate

debt and other related items pertaining to this project. A draft for the

MOU is already with the Governments.

• Setting up of a Special Purpose Vehicle (BMRC) for implementing the project and

posting of its Managing Director.

• Providing legal cover for construction as well as operation and

maintenance stages of the project.

• The two Governments to jointly decide on the financing of the debt

portion of the project and also to the time frame for completing the project.

18.6 An implementation plan for Bangalore Metro project has been discussed in

Chapter 14 of this Report. If the actions listed in the above para are taken

promptly by the two Governments, it should be possible to start physical work

on this project in the financial year 2003-04 itself. The first 7 km long section

from Baiyappanahalli to Cricket Stadium of the East-West Corridor of the

project can be commissioned for traffic within three years and the remaining

portion of this Corridor as well as the North-South Corridor in the next two

years.


18.7 Procurement of rolling stock is generally the most critical activity in metro

commissioning. Energy efficient, light weight and reliable rolling stock are

required to be made available in time for starting integrated trials before

commercial opening. Imported rolling stock are generally very expensive. It is

strongly recommended that the rolling stocks required for the Bangalore

Metro project are procured from M/s BEML, which agency will have the

required facilities and capability for indigenous manufacture on account of the

transfer of technology that would take place during the manufacture of metro

coaches for Delhi.

18.8 For successful implementation of any metro project, which by its very nature

is highly technical and complex, huge in size and to be executed in difficult

urban environments, there should be a political will and commitment. The

decision making process has to be fast and the implementing agency must

have the required work culture, commitment to targets, commitments to

safety, quality and cost consciousness. Any time overrun will have disastrous

consequences by way of serious cost overruns.

18.9 Metro projects are highly capital intensive. On account of the high costs

involved and the need to maintain a fare structure within the affordable reach

of ordinary citizens, metro projects are not ordinarily financially viable. But

considering the overwhelming economic gains to the society and the fact that

cities with a population of more than five million cannot just survive without an

efficient metro system, we strongly recommend the Bangalore Metro system

to be taken up for implementation in the financial year 2003-2004 itself.

18.10 Capital cost of Bangalore Metro project at April, 2003 prices has been

estimated at Rs. 3970 crores. Taking the element of escalation into account

during construction period, its completion cost comes to Rs. 4379 crores. The

interest during construction on loan for this project comes to Rs. 610 crores.

Thus the completion cost of the project including escalation and IDC is Rs.

4989 crores. Taking into account surety of Rs.494 crores (equivalent to 8.5%

of interest on loan during construction period), assumed in Chapter 15 on

financing options the completion cost will get reduced to Rs. 4495 crores on

which FIRR + EIRR have been worked out. The FIRR of the project is 3.16%

and EIRR is 22.3 %.

18.11 This DPR is for first phase only. Bangalore being one of the fastest growing

urban agglomerations of the country will need a bigger metro network. The

two corridors proposed in phase I will require to be extended and two more

corridors will need to be provided within the next 10 years. It is recommended

that the State Government should get a Master Plan prepared for Bangalore

Metro so that all future constructions can be taken up as per this Master Plan.

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