SALIENT FEATURES

SALIENT FEATURES

1. GAUGE (Nominal) 1435 mm

2. ROUTE LENGTH (between dead ends)

Corridors Total Length (km) Completely Elevated

Phase-II
Motera Stadium to Mahatma Mandir 22.838
GNLU to GIFT City 5.416
Total Length 28.254
Phase-IIA : Koteshwar Road – Airport 6.339
Phase-IIB : Additional Corridor inside GIFT City 6.000
Total Length (Phase II+IIA+IIB) 40.593

3. NUMBER OF STATIONS

Corridor Name Total Stations (All Elevated)

Phase-II
Motera Stadium to Mahatma Mandir 20
GNLU to GIFT City 2
Total Stations 22
Phase-IIA : Koteshwar Road – Airport 2
Phase-IIB : Additional Corridor inside GIFT City 3
Total Stations (Phase II+IIA+IIB) 27
Note: Koteshwar Road and GNLU are interchange stations

4. TRAFFIC FORECAST

Daily ridership
Corridor/Year 2021 2031 2041 2051
Motera Stadium to Mahatma Mandir
99,791 1,58,397 2,27,228 2,86,579
Corridor
GNLU to GIFT City Corridor 11,798 27,742 36,893 48,018
Koteshwar Road to Airport Corridor 13,349 19,215 24,513 30,504
Total 1,24,938 2,05,354 2,88,634 3,65,101
Trip Length 9.26 8.34 8.46 8.45

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PHPDT
Corridor/Year 2021 2031 2041 2051
Motera Stadium to Mahatma Mandir
4,121 5,733 7,935 9,950
Corridor
GNLU to GIFT City Corridor 638 1326 1766 2261
Koteshwar Road to Airport Corridor 801 1062 1328 1668
Note: Moderate Scenario of Traffic Demand Forecast is being used for Station Planning,
Rolling Stock and Fare Box calculation.

5. TRAIN OPERATION PLAN

The PHPDT capacity provided on the three corridors in different years of operation is
tabulated below:

No. of Rakes Net No. of Max. PHPDT

Headway Rake No. of
Sections Year for Phase-I Rakes for PHPDT Capacity
(min) Consist Coaches
and Phase-II Phase- II** Demand Available

Capacity Provided for Motera Stadium to Mahatma Mandir Corridor

APMC to Shreyash and

4584
Koteshwar Road to 10 3-car 3 4052
1 (5832*)
Mahatma Mandir
2021 25
Shreyash to Koteshwar 9168
5 3-car 18 8747
Road 6 (11664*)
APMC to Shreyash and
5730
Koteshwar Road to 8 3-car 0 5178
0 (7290*)
Mahatma Mandir 2031 31
Shreyash to Koteshwar 11460
4 3-car 12 11597
Road 4 (14580*)
APMC to Shreyash and
7640
Koteshwar Road to 6 3-car 0 7240
40 0 (9720*)
Mahatma Mandir 2041
Shreyash to Koteshwar 15280
3 3-car 0 14509
Road 0 (19440*)
APMC to Shreyash and
9168
Koteshwar Road to 5 36 36 3-car 108 9066
(11664*)
Mahatma Mandir 2051
Shreyash to Koteshwar 18336
2.5 12 12 3-car 36 16968
Road (23328*)

Capacity Provided for GNLU to GIFT City Corridor

4584
GNLU to Gift City 2021 10 3 3 3-car 9 638
(5832*)
4584
GNLU to Gift City 2031 10 3 3 3-car 9 1326
(5832*)
4584
GNLU to Gift City 2041 10 3 3 3-car 9 1766
(5832*)
4584
GNLU to Gift City 2051 10 3 3 3-car 9 2261
(5832*)

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Capacity Provided for Koteshwar Road to Airport Corridor (Phase-IIA)

4584
Koteshwar Road to Airport 2021 10 3 3 3-car 9 801
(5832*)
4584
Koteshwar Road to Airport 2031 10 3 3 3-car 9 1062
(5832*)
4584
Koteshwar Road to Airport 2041 10 3 0 3-car 0 1328
(5832*)
4584
Koteshwar Road to Airport 2051 10 3 3 3-car 9 1668
(5832*)
* @ 8 persons per square meter of standee area
** Net rake requirement for Phase-II has been calculated after subtracting previous DPR requirements from the total requirements

6. SPEED

Design Speed 90kmph

Maximum operating speed 80kmph
Schedule speed 33kmph

7. TRACTION POWER SUPPLY

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

Power Demand (in MVA)

Year
Corridors Load
2021 2031 2041 2051
Extension of North-South Traction 3.47 4.34 5.78 6.93
Corridor; Motera Stadium to
Mahatma Mandir, 20 Stations Auxiliary 6.17 6.42 6.79 7.41
(22.84 km)
Sub-total 9.64 10.76 12.57 14.34
Spur of North-South Corridor Traction 0.79 0.79 0.79 0.79
extension; GNLU to Gift City, 3
Stations (5.4 km) Auxiliary 0.93 0.96 1.02 1.11
Sub-total 1.72 1.75 1.81 1.90
Spur of North-South Corridor Traction 0.92 0.92 0.92 0.92
extension; Koteshwar Road to
Airport, 3 Stations (6.34 km) Auxiliary 0.93 0.97 1.02 1.12
(Phase-IIA) Sub-total 1.85 1.89 1.94 2.04
Grand
13.21 14.40 16.32 18.28
Total

8. ROLLING STOCK

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

b) Axle load - 16 T
c) Seating arrangement - Longitudinal
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d) Capacity of 3 coach unit

Normal - 450 Passengers
Crush - 764 Passengers
e) Class of accommodation - One

9. MAINTENANCE FACILITIES

Gyaspur Depot of Phase-I will also fulfill the requirements of Phase-II after suitable
augmentation and other than that a stabling depot is proposed at Indroda Circle.
10. SIGNALLING & TRAIN CONTROL

„CATC‟ (Continuous Automatic Train Control System) based on “CBTC” (Communication

Based Train Control System) which includes ATP (Automatic Train Protection), ATO
(Automatic Train Operation) and ATS (Automatic Train Supervision) sub-systems using
radio communication between Track side and Train.

11. TELECOMMUNICATION AND FARE COLLECTION

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

12. CONSTRUCTION METHODOLOGY

i. Viaduct: Precast twin „U‟ girders on Single pier with pile / Open foundations upto radius
300m and flatter, however, MEGA Co. may opt for any other method of segmental
construction, if found technically feasible and economically viable and for sharper curves
and location of Points & Crossings I-Girder.
ii. Station structure on columns, independent of viaduct piers.

13. TOTAL ESTIMATED COST (AT DECEMBER 2018 PRICES)

Corridor-wise Details of Capital Cost

S. No./ Capital Cost Taxes & Duties Total
Name of the corridor
Corridor (Rs. Crore) (Rs. Crore) (Rs. Crore)
Phase-II
1 Motera Stadium to Mahatma Mandir 3529 529 4058
2 GNLU to GIFT City 660 104 764
Total 4189 633 4822
Phase-IIA
3 Koteshwar Road to Airport 790 123 913
Phase-IIB
4 Additional corridor inside GIFT City* 579 87 666
Total (Phase II + IIA + IIB) 5558 843 6401

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*- The corridor inside GIFT city has not been considered in Ridership Study, FIRR and
EIRR calculations. The detailed planning of this corridor may be done at later stage as
decided by M/s GIFT City Ltd.

14. TOTAL COMPLETION COST

Completion Cost including Completion Cost

land cost and all taxes & including land cost, IDC
duties but excluding IDC and all taxes & duties
(in Rs. Crore) (in Rs. Crore)
Option II
(Motera Stadium to Mahatma
5310.17 5384.17
Mandir and GNLU to GIFT City
Corridor)

15. FINANCIAL INDICES

a) FIRR (Without PD) : 2.12% (Option-II)

b) FIRR (With PD) : 6.01% (Option-II)
c) EIRR : 18.28% (Option-II)

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 Executive Summary

EXECUTIVE SUMMARY

0.1 INTRODUCTION

0.1.1 Background
Ahmedabad also known as Amdavad in Gujarati pronunciation is the largest city and
former capital of Gujarat. It is the administrative headquarters of the Ahmedabad district
and the seat of the Gujarat High Court. It is the sixth largest city and seventh largest
metropolitan area of India with a population of more than 6.3 million and an extended
population of 7.8 million. Ahmedabad is located on the banks of the Sabarmati River. It
is located 30 km from the state capital Gandhinagar, which is its twin city.

Ahmedabad has emerged as an important economic and industrial hub in India. It is the
second largest producer of cotton in India, and its stock exchange is the country's
second oldest. Cricket is a popular sport in Ahmedabad, which houses the 54,000-seat
Sardar Patel Stadium. The effects of liberalization of the Indian economy have energized
the city's economy towards tertiary sector activities such as commerce, communication
and construction. Ahmedabad's increasing population has resulted in an increase in the
construction and housing industries resulting in recent development of skyscrapers.

It was ranked third in Forbes's list of fastest growing cities of the decade in 2010. The
Times of India chose Ahmedabad as India's best city to live in 2012. Ahmedabad has
been selected as one of the hundred Indian cities to be developed as a smart city under
Government of India's flagship Smart Cities Mission.

Gandhinagar
Gandhinagar, the Capital of Gujarat, is a systematically planned city on the lines of
Chandigarh. The city is divided in 30 well-planned sectors, which are generally self-
contained. The core of the city is the Assembly Building (Vidhan Sabha) with
administrative offices and Secretariat surrounding it. The wide roads, lined with trees are
crossing at right angles to each other and have lawns on both sides. The tree cover in
Gandhinagar is one of the biggest in India.

Gandhinagar is well connected with Ahmedabad through highway from the city as well
as Airport. The rail connection to Ahmedabad is also available but the same is not very
popular. The city has Akshardham Temple as a tourist attraction. Gandhinagar is linked
with Ahmedabad on the south by a direct road, having a straight alignment and 91.44m
(300.0 ft) wide Right of Way.

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Originally DPR for Ahmedabad Metro Rail Network and Regional Rail System was
submitted by DMRC in 2005, consisting following corridors.

Regional Rail System

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

Metro Rail System:

o Line –1 APMC Vasna – Aayakar Bhawan-Sabarmati - Akshardham
(North-South corridor)
o Line –2 Kalupur-Aayakar Bhawan -Thaltej (East-West corridor)

Subsequently, in 2008 DMRC was again commissioned by GIDB to prepare DPR for
metro connectivity from Gandhinagar to GIFT city & from Gandhinagar to Airport and
review certain portion of the corridors proposed in 2005 DPR. Accordingly, study was
carried by DMRC and reports were submitted in 2010.

MEGA vide their letter no MEGA/Chm/Oct/2013/, dated 20/10/2013 (Annexure 1.1)

requested to DMRC for updating of earlier DPR submitted by DMRC in 2005, updated
DPR was submitted in February 2014 and same was revised and resubmitted in March
2015.

0.1.1 Present Study area

High Powered Committee (HPC) of Government of Gujarat (GoG) decided to further
extend APMC – Motera line to Gandhi Nagar (Sachivalya, Akshardham and Mahatma
Mandir). It is also decided to connect GIFT City and Airport also. In view of this MEGA
vide letter No. Ref. MEGA/MD/DMRC/IC/19, dated 27/01/2016, asked DMRC to submit
Terms of Reference (ToR) to take up study of for preparation of Detailed Project Report
(DPR) of Ahmedabad Metro Phase – 2 corridors.

0.2 TRAFFIC DEMAND FORECAST

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

0.2.1 Road Network

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

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0.2.2 Daily Ridership on Ahmedabad Metro Phase-II Corridors in Horizon Years

Daily ridership on the Ahmedabad Phase-II Metro Rail network in 2021 is expected to be
1.4988 lakh passengers. The average trip length will be 15.77 km in year 2021. Corridor
wise total daily ridership for the years 2021, 2031, 2041 and 2051 and PHPDT are
shown in Table 0.1.

Table 0.1 - Corridor wise Daily Ridership and PHPDT

Daily ridership
Corridor/Year 2021 2031 2041 2051
Motera Stadium to Mahatma Mandir Corridor 99,791 1,58,397 2,27,228 2,86,579
GNLU to GIFT City Corridor 11,798 27,742 36,893 48,018
Koteshwar Road to Airport Corridor 13,349 19,215 24,513 30,504
Total 1,24,938 2,05,354 2,88,634 3,65,101
Trip Length 9.26 8.34 8.46 8.45

PHPDT
Corridor/Year 2021 2031 2041 2051
Motera Stadium to Mahatma Mandir Corridor 4,121 5,733 7,935 9,950
GNLU to GIFT City Corridor 638 1326 1766 2261
Koteshwar Road to Airport Corridor 801 1062 1328 1668

0.3 SYSTEM SELECTION

A. Options for Public Transport System

The following systems are mainly available for Urban Mass Transit:

i) High Capacity Metro System: Metro system is a grade separated dedicated system for
high peak hour traffic densities exceeding 45,000 PHPDT. It is characterized by short
distances of stations spaced at 1 km, high acceleration and declaration and average
speeds of 30-35 kmph.

ii) Medium Capacity Metro System: This metro system has the capacity of PHPDT
varying from more than 30,000 and upto 45,000.

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

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

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v) Sky Train: This is an experimental rail based system under development by Konkan
Railway.

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

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

(b) Linear Induction Motor (LIM) Train

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

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

(d) Bus Rapid Transit System

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

(e) Automated Guide Way Transit System

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

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B. Capacity of Various Modes (as per the recommendations of Working Group on

Urban Transport for 12th Five Year Plan)

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

Table 0.2 - Guidelines for the Choice of Different Modes

SYSTEM PHPDT IN 2021 POPULATION IN 2011 AVG. TRIP LENGTH

>=15000 for at least

Metro Rail # More than 20 Lakhs More than 7 Km
5km continuous length

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

@@
Monorail =<10,000 More than 20 Lakhs About 5-6 Km
Bus Rapid Transit >=4,000 and upto
More than 10 Lakhs >5 Km
System 20000
Organized City Bus >1 lac,
Service as per urban >50,000 in case of hilly >2 to 3 Km
bus specifications towns
# for having Metro Rail, the city should have a ridership of at least 1 million on organized public transport (any mode)

@@ Monorail is desirable only as a feeder system or where the narrow roads are flanked on either side by high
rise buildings. In monorail while the cost of construction, operation and maintenance is almost the same as elevated
metro rail, the carrying capacity is much lesser.

0.3.1 Mode Selection

Road-based transit systems can optimally carry up to a maximum of 8,000 PHPDT. With
an aim of reduction in road traffic and with the PHPDT of 4121 on the extension of the
North South Corridor from Motera Stadium to Mahatma Mandir (refer Table 0.1), there
can be two options namely 1) Mono Rail and 2) Light Capacity Metro. Mono rail can
carry the PHPDT projected but this technology is not a tested one. The operation and
maintenance cost is much higher than Light metro. The Mono rail is being adopted only
for small lengths and as feeder to Metro worldwide.

Based on MMRDA’s experience, following are the demerits of Monorail over Light
Capacity Metro:

 Technology is not proven.

 It has comparatively high maintenance cost due to wear and tear of rubber tyres.
 Problems in emergency evacuation thus posing disaster management problems.
 Total dependence on Rolling Stock supplier. No indigenous production of Rolling Stock.
Total dependence on manufacturer of spares.
 It has poor ride quality as compared to metro.
 Rolling Stock cannot be purchased from another manufacturer without changing the
guide beams.
 Higher Life Cycle Cost

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 Executive Summary

The capital cost of Mono rail is also almost same as that of Light Capacity Metro.
MMRDA is now shifting to Metro Rail System on its earlier proposed Monorail Corridor
Thane- Bhiwandi – Kalyan after having bad experience of their Wadala – Chembur
Monorail Corridor.

Moreover, it is extension of under implementation corridor from APMC to Motera

Stadium, therefore it is recommended to adopt same system i.e. Light Capacity Metro
System.

Ridership and PHPDT figures in year 2021 of Koteshwar Road to Airport Corridor are
13349 and 801 respectively. Similarly, Ridership and PHPDT figures of GNLU to GIFT
City Corridor are 11798 and 638 respectively (refer Table 0.1). These corridors can be
managed with the road based transportation system or any other grade separated low
capacity transportation system for quite a long time. However, any new mode of
transport will require additional full-fledged depot, different type of inventory of rolling
stock and separate team of operation and maintenance staff. Moreover, there will not be
seamless integration at Koteshwar road and GNLU stations. Hence same mode of
transportation i.e. Light Capacity Metro System is examined for these corridors also.

0.4 GEOMETRIC DESIGNING PARAMETERS AND ALIGNMENT DESCRIPTION

This topic deals with geometrical standards adopted for horizontal and vertical
alignments, route description, etc. The proposed corridors will be implemented with track
on Standard Gauge (SG) 1435mm.

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

The elevated tracks will be carried on Twin-U girders supported on single circular piers,
generally spaced at 28-m centres and located on the median or on the space available
between main carriageway and service road to the extent possible. The horizontal
alignment and vertical alignment are, therefore, dictated to a large extent by the
geometry of the road and ground levels followed by the alignment.

0.4.1 Geometric Design Parameters

The design parameters related to the Metro system described herewith have been
worked out based on a detailed evaluation, experience and internationally accepted
practices. Various alternatives were considered for most of these parameters but the
best-suited ones have been adopted for the system as a whole.

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0.4.2 Route Alignment

Two Corridors have been identified for implementation in Phase-II of Ahmedabad Metro
Rail Project as follows: -

Table 0.3
Corridors Total Length (km) Completely Elevated
Phase-II
Motera Stadium to Mahatma Mandir 22.838
GNLU to GIFT City 5.416
Total Length 28.254
Phase-IIA : Koteshwar Road – Airport 6.339
Phase-IIB : Additional Corridor inside GIFT City 6.000
Total Length (Phase II+IIA+IIB) 40.593

0.5 CIVIL ENGINEERING

This chapter deals with civil elevated structure, Geotechnical investigation, construction
methods, land requirements, Utility services and Traffic diversion during construction etc.

0.5.1 Elevated Section - Choice of Superstructure

The choice of superstructure has been made keeping in view of the factors like ease in
construction, standardization of formwork, optimum utilization of form work for wide
spans etc.

Generally, four types of Superstructure are used for construction of elevated section of
Metro Corridor, i.e. (i) Segmental Box Girder, (ii) Segmental U Girder, (iii) I Girder and
(iv) Double U Girder, depending upon characteristic of the corridor such as traffic
congestion on roads, available working space, etc.

In case of Ahmedabad Phase-II Metro corridors, it is suggested to use Double U-Girder

in the superstructure upto radius 300m keeping in view the open area in the proposed
corridor. However, MEGA Co. may opt for any other method of segmental construction,
if found technically feasible and economically viable.

Some other merits of Double U-Girder are given below:

• It is an efficient and economical method.
• Its construction permits a reduction of construction time as it may be manufactured while
substructure work proceeds and assembled rapidly thereafter.
• This method of construction protects the environment as only space required for
foundation and sub-station is required at site. The superstructure is manufactured at a
place away from busy areas and placement of superstructure is done at site.
• Girders are easy to stack in the casting yard/stacking yard in more than one layer,
thereby saving in requirement of space.
• Interference to the traffic during construction is significantly reduced.

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• It contributes towards aesthetically pleasing structures and good finishes.

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

For Radius less than 300 m and at locations where point and crossing are to be
provided, it is suggested to use I-Girder.

0.5.2 Geo-Technical Investigations

0.5.2.1 General Geology & Related Characteristics

Physiography
Ahmedabad District is situated in the central part of Gujarat and lies between 22°0' and
23°35' north latitudes and 71° 42' and 72° 50' east longitudes. It falls in the survey of
India degree sheet numbers 41N, 41M, 46A and 46B. It is bounded by Mahesana and
Gandhinagar in north, Sabarkantha in north east, Kheda in east Gulf of Cambay
(Khambat), Bhavnagar in South and Surendranagar in west.

Ahmedabad district as a whole forms a level plain gradually rising towards the north and
east where the elevation varies between 17 meters and 100 meters above M.S.L. The
southern portion of the district is low lying area with an altitude ranging between 12
meters and 22 meters above MSL. Sabarmati is the principal river of the district. It enters
the district in the extreme north-eastern side and flows in southerly direction which
ultimately merges along with its tributary i.e. Bhogava in the Gulf of Khambhat. Other
river is Bhadar which also flows eastward and merges in the same Gulf.

Geology
The landscape is characterized by a subdued topography comprising a variety of
depositional transitional area between the plain and the highland is marked by a
pediment zone of undulating topography, characterized by low altitude mounds and
hillocks of stabilized Aeolian sands dunes. There are also small alluvial fans and cones
of fluvial material brought by the rivers coming from the neighboring highland. The
central part of the plain shows mix topography of fluvial plains marked by subdued fossil
dunes. The western part is almost a level ground of saline waste land with a thin veneer
of sand and silt.

Seismology
For design purpose, the earthquake magnitude of 6.50 on Reactor’s scale can be
considered safely as per Annexure A of IS: 1893 (part -1). Also the project area under
study and its surroundings are seismically active falls in Seismic Zone – III (Zone factor,
Z = 0.16).

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Climate
The climate of the district is characterized by hot summer and general dryness except
during the southwest monsoon seasons. The year can be divided into four seasons. The
period from March to May is the hot season (summer) followed by southwest monsoon
from June to September, October and November constitute the post-monsoon or
retreating monsoon season. The cold season (winter) starts from December and ends in
February. The mean maximum temperature ranges between 28.4°C during January to
41.8°C during May and the mean minimum temperatures vary between 11.7°C during
January and 27°C during June. The relative humidity varies between 32 % (March) and
79% (August). The wind velocity varies from 74 km/d (November) and 174.2 km/d
(June). The potential Evapo-transpiration varies between 3.2 mm (December) and 7.8
mm/d (June). Long-term average annual rainfall recorded by IMD station at Ahmedabad
is 799.6 mm. Most of the rainfall (about 766 mm) is received from south-west monsoon
between June to September.

0.5.2.2 Objective of Geotechnical Investigation

The main objectives of Geo-Technical Investigation are:

• To determine the required strength characteristics of the underlying soil/rock strata to

design the foundation of the structure proposed to be constructed at various locations.
• To determine the subsurface profile of the underlying strata.

0.5.2.3 Recommendation
Type of Foundation: Bored Cast in situ RCC Pile
Depending on the field and laboratory observations of subsoil strata, test results and
the type of structures proposed at site, the most feasible soil-foundation system is
recommended as normal bored cast in situ R.C.C. piles foundations of 1.0m & 1.2m
diameter at different depths with cut-off level of 2.0m to 3.0m depth below existing
Ground level.
Recommended Diameter & Depth of Foundation have been given in Table 0.4 below:

Table 0.4 - Diameter & Depth of Foundation

Type of foundation Diameter of Pile, m Cut off level, m Effective Depth, m

Bored Cast in situ

1.00 & 1.20 2.00 20.0 – 30.0
RCC Pile
Note: For details, please refer Detailed Geotechnical Report

0.5.3 Land
In order to minimize land acquisitions and to provide good accessibility form either
directions, the metro alignments are located mostly along the center of the roads, which
lie on the corridor. But, at some locations the geometrics of the roads especially at road
turnings may not match with geometric parameters required for metro rail systems. In
such cases, either the alignment will be off the road or some properties abutting the road

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 14

 Executive Summary

would get affected. Further, some land is required for various purposes as detailed
below:

0.5.3.1 Land Requirement for following Major Components

 MRTS Structure (including Route Alignment), Station Building, Platforms, Entry/Exit
Structures, Traffic Integration Facilities, Depots/Stabling Yard, etc.
 Receiving/Traction Sub-stations
 Radio Towers
 Temporary Construction Depots and work sites.
 Staff quarters, office complex and operation control centre(OCC)

0.5.3.2 Summary of Land Requirements

Abstract of land requirements for different components of the corridors is given in
Tables below.

Table 0.5 - Summary of Permanent Land Requirement (All figures in Sq. m)

Phase - II Phase – IIA Phase - IIB
Motera Stadium Total
Sr. Description GNLU to GIFT Koteshwar Additional corridor
to
City Road to Airport inside GIFT City
Mahatma Mandir
Govt. Pvt. Govt. Pvt. Govt. Pvt. Govt. Pvt.
1 Stations 19694 1763 1335 920 2081 0 4200 0 29993
2 Running Section 5378 35 0 0 3893 4540 0 0 13846
Depot/Stabling
3 100000 0 0 0 0 0 0 0 100000
Yard
4 Staff Quarters 15000 0 0 0 0 0 0 0 15000
Office Complex
5 0 0 0 0 0 0 0 0 0
and OCC
6 RSS 3600 0 0 0 3600 0 0 0 7200
Total 143672 1798 1335 920 9574 4540 4200 0 166039

Total = 16.6039 ha
Government = 15.8781 ha
Private = 0.7258 ha

Table 0.6 - Summary of Temporary Land Requirement (All figures in Sq. m)

Motera
Koteshwar Additional
Stadium to GNLU to
Sr. Description Road to corridor inside OWNER-SHIP
Mahatma GIFT City
Airport GIFT City
Mandir
Temporary Office/
1 8000 2000 2000 2000 Government
Site Office
Segment Casting
2 80000 20000 20000 20000 Government
Yard
Total 88000 22000 22000 22000 154000

Total land required for temporary acquisition is 15.4 ha, and has been assumed as
government land.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 15

 Executive Summary

0.6 STATION PLANNING

The proposed Metro for MEGA consists of three corridors i.e. from Motera Stadium to
Mahatma Mandir, GNLU to GIFT City and Koteshwar Road to Airport (Phase-IIA).
The stretch of the proposed Mahatma Mandir to Airport corridor is 23 km (approx.) from
North to South. Along this Corridor, twenty stations have been planned. There are four
stations proposed, two stations from GNLU to Gift City and two stations from Koteshwar
Road to Airport corridor. The placement of the stations has been done considering Right
of way, land availability, location, proximity to the Institutions for better ridership and
connectivity, however, position of the entry/exit can be suitably changed as per land
availability and ROW.
To attract maximum pedestrian traffic, station locations are finalised at the traffic nodal
points.

0.6.1 Station Types

A total of 24 Stations have been planned on these Corridors. All the stations are of
elevated type with side platforms except, four which are either island or combination of
both. Concourse of all these stations is proposed along the roads with sufficient right of
way.

Average inter-station distance is 1.4 km approximately varying from 0.899 km to 4.2 km

depending upon the site, operational and traffic constraints.

0.6.2 Planning and Design Criteria for Stations

Salient features of a typical station are as follows:

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

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

3. The platform level at elevated stations is determined by a critical clearance of 5.50-m

under the concourse above the road intersection, allowing 3.00-m for the concourse
height, about 2-m for concourse floor and 2.00-m for structure of tracks above the
concourse. Further, the platforms are 1.09-m above the tracks. This would make the
platforms in an elevated situation at least 14.0-m above ground.

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

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 Executive Summary

5. The arrangement of the concourse is assessed on a station-by-station basis and is

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

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

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

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

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

10. The system is being designed to maximize its attraction to potential passengers and the
following criteria have been observed:
 Minimum distance of travel to and from the platform and between platforms for
transfer between lines.
 Adequate capacity for passenger movements.
 Convenience, including good signage relating to circulation and orientation.
 Safety and security, including a high level of protection against accidents.

11. Following requirements have been taken into account:

a. Minimum capital cost is incurred consistent with maximizing passenger attraction.
b. Minimum operating costs are incurred consistent with maintaining efficiency and the
safety of passengers.
c. 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.
d. Provision of good visibility of platforms, fare collection zones and other areas, thus
aiding the supervision of operations and monitoring of efficiency and safety.
e. Provision of display of passenger information and advertising.

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

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

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 Executive Summary

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

0.7 TRAIN OPERATION PLAN

0.7.1 Operation Philosophy

The underlying operation philosophy is to make the MRT System more attractive and
economical, the main features being:
 Selecting the most optimum frequency of Train services to meet sectional capacity
requirement during peak hours on most of the sections.
 Economical & optimum train service frequency not only during peak period, but also
during off-peak period.
 Optimization of trains reliability for achieving best possible availability on line.
 A short train consists of 3 coaches.
 Multi-tasking of train operation and maintenance staff.

0.7.2 Stations
List of stations for the Corridor of Ahmedabad Metro are given below: -

Table 0.7 A: Stations - North-South Corridor (APMC to Mahatma Mandir)

Inter – Station
S. No Name of Station Chainage (m) Remarks
Distance (m)
Dead End -1615.0
1 APMC 0.0 1615.0 Elevated
2 Jivraj 950.0 950.0 Elevated
3 Rajiv Nagar 1800.0 850.0 Elevated
4 Shreyash 3170.0 1370.0 Elevated
5 Paldi 4524.0 1354.0 Elevated
6 Gandhigram Railway Station 5970.0 1446.0 Elevated
7 Old High Court 7045.0 1075.0 Elevated
8 Ushmanpura 8078.0 1033.0 Elevated
9 Vijay Nagar 9575.0 1497.0 Elevated
10 New Vadaj 10867.0 1292.0 Elevated

11 Ranip 12197.0 1330.0 Elevated

12 Sabarmati Railway Station 12965.0 768.0 Elevated
13 AEC 13906.0 941.0 Elevated
14 Sabarmati 15265.0 1359.0 Elevated

15 Motera Stadium 16661.7 1396.7 Elevated

16 Koteshwar Road 17598.8 937.1 Elevated

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Inter – Station
S. No Name of Station Chainage (m) Remarks
Distance (m)
17 Vishwakarma College 19017.0 1418.2 Elevated

18 Tapovan Circle 19994.4 977.4 Elevated

19 Narmada Canal 20900.0 905.6 Elevated

20 Koba Circle 22050.6 1150.6 Elevated

21 Juna Koba 23056.4 1005.8 Elevated

22 Koba Gaam 24066.4 1010.0 Elevated

23 GNLU 24977.6 911.1 Elevated

24 Raysan 26413.7 1436.2 Elevated

25 Randesan 27786.9 1373.2 Elevated

26 Dholakuva Circle 28943.2 1156.3 Elevated

27 Infocity 30334.0 1390.8 Elevated

28 Sectror-1 31600.0 1266.0 Elevated

29 Sector-10A 32850.0 1250.0 Elevated

30 Sachivalaya 34041.3 1191.3 Elevated

31 Akshardham 35170.0 1128.7 Elevated

32 Juna Sachivalaya 36069.0 899 Elevated

33 Sector-16 37161.3 1092.3 Elevated

34 Sector-24 38199.0 1037.7 Elevated

35 Mahatma Mandir 39399.6 1200.6 Elevated

Dead End 39499.6 100.0

Table 0.7 B: Stations - Koteshwar Road to Airport Corridor (Phase-IIA)

S. No Name of Station Chainage (m) Inter–Station Distance (in m) Remarks

Dead End -405.00

1 Koteshwar Road 0.00 450.00 Elevated

2 Sardarnagar 4212.19 4212.19 Elevated

3 Airport 5834.17 1621.98 Elevated

Dead End 5934.17 100.00

Table 0.7 C: Stations - GNLU to Gift City Corridor

S. No Name of Station Chainage (m) Inter–Station Distance (in m) Remarks
Dead End -405.00
1 GNLU 0.00 405.00 Elevated
2 PDPU 1749.00 1749.00 Elevated
3 Gift City 4605.86 2856.86 Elevated
Dead End 5010.86 405.00

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 Executive Summary

0.7.3 Salient Features

 Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell time
of 30 seconds,
 Make up time of 5-10% with 8-12% coasting.
 Scheduled speed for these corridors has been considered as: 33 kmph.

0.7.4 Train Formation

To meet the projected traffic demand, the possibility of running trains with composition of
3 cars with different headway has been examined.

Composition
DMC : Driving Motor Car
TC : Trailer Car

Capacity (@ 6 passengers per square meter of standee area)

Driving Motor Car (DMC) - 247 (43 seated + 204 standing)
Trailer Car (TC) - 270 (50 seated + 220 standing)
3 Car Train - 764 (136 seated + 628 standing)

The PHPDT capacity provided on the different sections of North South corridor in
different years of operation is tabulated below:

Table 0.8 A - PHPDT Capacity (APMC to Mahatma Mandir Corridor)

No. of Rakes Net No. of Max. PHPDT
Headway Rake No. of
Sections Year for Phase-I Rakes for PHPDT Capacity
(min) Consist Coaches
and Phase-II Phase- II** Demand Available
APMC to Shreyash and
4584
Koteshwar Road to 10 3-car 3 4052
1 (5832*)
Mahatma Mandir 2021 25
Shreyash to Koteshwar 9168
5 3-car 18 8747
Road 6 (11664*)
APMC to Shreyash and
5730
Koteshwar Road to 8 3-car 0 5178
0 (7290*)
Mahatma Mandir 2031 31
Shreyash to Koteshwar 11460
4 3-car 12 11597
Road 4 (14580*)
APMC to Shreyash and
7640
Koteshwar Road to 6 3-car 0 7240
# 40 0 (9720*)
Mahatma Mandir 2041
Shreyash to Koteshwar 15280
3 3-car 0 14509
Road 0 (19440*)
APMC to Shreyash and
9168
Koteshwar Road to 5 36 36 3-car 108 9066
## (11664*)
Mahatma Mandir 2051
Shreyash to Koteshwar 18336
2.5 12 12 3-car 36 16968
Road (23328*)
# The provision for number of rake requirement for the year 2043 considered in Phase-I DPR has been considered against year
2041 in Phase-II DPR for calculating the additional rakes required.

## The provision of rakes for year 2051 was not available in Phase-I DPR. Hence all the requirements have been considered for
Phase-II only.

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 Executive Summary

Table 0.8 B - PHPDT Capacity (Koteshwar Road to Airport Corridor) (Phase-IIA)

No. of Rakes Net No. of Max. PHPDT
Headway for Phase-I and Rake No. of
Sections Year Rakes for PHPDT Capacity
(min) Phase-II Consist Coaches
Phase- II** Demand Available

Koteshwar Road to 4584

2021 10 3 3 3-car 9 801
Airport (5832*)

Koteshwar Road to 4584

2031 10 3 3 3-car 9 1062
Airport (5832*)

Koteshwar Road to 4584

2041 10 3 0 3-car 0 1328
Airport (5832*)

Koteshwar Road to 4584

2051 10 3 3 3-car 9 1668
Airport (5832*)

Table 0.8 C - PHPDT Capacity (GNLU to Gift City)

No. of Rakes Net No. of Max. PHPDT
Headway Rake No. of
Sections Year for Phase-I and Rakes for PHPDT Capacity
(min) Consist Coaches
Phase-II Phase- II** Demand Available
4584
GNLU to Gift City 2021 10 3 3 3-car 9 638
(5832*)

4584
GNLU to Gift City 2031 10 3 3 3-car 9 1326
(5832*)

4584
GNLU to Gift City 2041 10 3 3 3-car 9 1766
(5832*)

4584
GNLU to Gift City 2051 10 3 3 3-car 9 2261
(5832*)

* @ 8 persons per square meter of standee area

** Net rake requirement for Phase-II has been calculated after subtracting previous DPR requirements from the total requirements

0.7.5 TRAIN FREQUENCY

Table 0.9A - Train Frequency (APMC to Mahatma Mandir Corridor)

2021 2031 2041 2051

Lean
Section Lean
Peak Hour Lean Hour Peak Hour Peak Hour Lean Hour Peak Hour Hour
Hour
Head-way Head-way Head-way Head-way Head-way Head-way Head-
Head-way
way
APMC to Shreyash
and Koteshwar 16 to 32 12 to 32 8 to 16
10 min 8 min 6 min 10 to 24 min 5 min
Road to Mahatma min min min
Mandir

Shreyash to 6 to 16
5 min 8 to 16 min 4 min 3 min 5 to 12 min 2.50 min 4 to 8 min
Koteshwar Road min

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 21

 Executive Summary

Table 0.9B - Train Frequency (Koteshwar Road to Airport) (Phase-IIA)

2021 2031 2041 2051

Peak Lean
Section Lean
Peak Hour Lean Hour Peak Hour Hour Lean Hour Peak Hour Hour
Hour
Head-way Head-way Head-way Head- Head-way Head-way Head-
Head-way
way way

Koteshwar Road to 16 to 32 12 to 32 12 to 24 12 to 24
10 min 10 min 10 min 10 min
Airport min min min min

Table 0.9C - Train Frequency (GNLU to Gift City)

2021 2026 2036 2046

Lean
Section Lean Lean
Peak Hour Lean Hour Peak Hour Peak Hour Peak Hour Hour
Hour Hour
Head-way Head-way Head-way Head-way Head-way Head-
Head-way Head-way
way
16 to 32 12 to 32 12 to 24 12 to 24
GNLU to Gift City 10 min 10 min 10 min 10 min
min min min min

No services are proposed between 00:00 hrs to 5.00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.

0.8 ROLLING STOCK

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

0.8.1 Optimization of Coach Size

The following optimum size of the coach has been chosen for this corridor as mentioned
in Table 0.10.
Table 0.10 - Size of the coach
Length* Width Height
Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m
Trailer car (TC) 21.34 m 2.9 m 3.9 m
*Maximum length of coach over couplers/buffers = 22 to 22.6 m

0.8.2 Passenger Carrying Capacity

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

Therefore, for the Medium Rail Vehicles (MRV) with 2.9 m maximum width and
longitudinal seat arrangement, conceptually the crush capacity of 43 seated, 204
DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 22
 Executive Summary

standing thus a total of 247 passengers for a Driving motor car, and 50 seated, 220
standing thus a total of 270 for a Trailer car is envisaged.

Following train composition is recommended:

3-car Train: DMC+TC+DMC

Table 0.11 shows the carrying capacity of Medium Rail Vehicles.

Table 0.11 - Carrying Capacity of Medium Rail Vehicles

Particulars Driving Motor car Trailer car 3 Car Train
Normal Crush Normal Crush Normal Crush
Seated 43 43 50 50 136 136
Standing 102 204 110 220 314 628
Total 145 247 160 270 450 764
NORMAL- 3 Person/sqm of standee area
CRUSH- 6 Person/sqm of standee area

0.8.3 Weight
The weights of driving motor car, trailer car and motor car have been estimated as in
Table 0.12, referring to the experiences in Delhi Metro. The average passenger weight
has been taken as 65 kg.

Table 0.12 - Weight of Light Rail Vehicles (TONNES)

DMC TC 3 Car Train
TARE (maximum) 40 40 120
Passenger
(Normal) 9.425 10.4 29.25
(Crush @6p/sqm) 16.055 17.55 49.66
(Crush @8p/sqm) 20.475 22.295 63.245
Gross
(Normal) 49.425 50.4 149.25
(Crush @6p/sqm) 56.055 57.55 169.66
(Crush @8p/sqm) 60.475 62.295 183.23
Axle Load @6 person/sqm 14.014 14.388
Axle Load @8 person/sqm 15.119 15.574

The axle load @ 6persons/sqm of standing area works out in the range of 14.014T to
14.388T. Heavy rush of passenger, having 8 standees per sq. meter can be experienced
occasionally. It will be advisable to design the coach with sufficient strength so that even
with this overload, the design will not result in over stresses in the coach. Coach and
bogie should, therefore, be designed for 16 T axle load.

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 Executive Summary

0.8.4 Performance Parameters

The recommended performance parameters are:
Maximum Design Speed: 90 kmph
Maximum Operating Speed: 80 kmph
Max. Acceleration: 1.0 m/s2 (with AW3 load)
1.2 m/s2 (with AW2 load)

Max. Deceleration: 1.1 m/s2 (with AW3 load)

1.1 m/s2 (with AW2 load)
>1.3 m/s2 (Emergency brake)

0.8.5 Coach Design and Basic Parameters

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

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

0.9 DEPOT

0.9.1 Depot- cum- Workshop

It is proposed to use one depot- cum- workshop with following functions at Gyaspur
Depot for Phase-II in addition to fulfilling the requirements for Phase-I:

(i) Major overhauls of all the trains.

(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv) Repair of heavy equipments.

Another depot at Indroda Circle is planned with only stabling facilities at present.

The Depot planning is based on following assumptions:

(i) Enough space should be available for establishment of a Depot- Cum- workshop for the
additional trains required for Phase-II.

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 Executive Summary

(ii) All inspection lines, workshop lines, stabling lines are designed to accommodate two
train sets of 3- Car each and space earmarked for future provision.
(iii) All Stabling lines are designed to accommodate two trains of 3- Car each.
(iv) All stabling lines are planned in the proposed depot-cum-workshop assuming adequate
space availability. In case of space constraints, if any, stabling facilities may need to be
created at terminal stations or elsewhere (preferably as close to depot as possible) to
cater to the required stabling facilities.
(v) In case of space constraint for depot two storeyed Stabling lines can also be planned.

In broad terms, based on the planned Rolling Stock requirements, this chapter covers
conceptual design on following aspects and will work as a guide for detailed design later:

 Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair overhauling

workshop and cleaning of Rolling Stock.
 Operational and functional safety requirements.
 Ancillary buildings for other maintenance facilities.
 Electrical & Mechanical Services, power supply and distribution system.
 Water Supplies, Drainage & Sewerage.

0.9.2 Maintenance Philosophy

 Monitoring of the performance of all key Rolling Stock equipment by suitable advanced
condition monitoring techniques available. The concept is to evolve the need based
maintenance regime, which can be suitably configured in the form of schedules like daily
check, “A” checks, “B” type checks, “IOH” and “POH”.
 Labour intensive procedures are kept to the minimum. Automation with state of the art
machinery to ensure quality with reliability.
 Increase in the periodic maintenance intervals with predictive maintenance based on
condition monitoring.
 Multi skilling of the Maintenance staff to ensure quality and productivity in their
performance.
 Periodic review of maintenance practices to update replacement cycle of critical
components based on experience.
 Energy conservation is given due attention.

0.10 POWER SUPPLY ARRANGEMENTS

Electricity is required for operation of Metro system for running of trains, station services
(e.g. lighting, lifts, escalators, signaling & telecom, fire fighting, air-conditioning etc.) and
workshops, depots & other maintenance infrastructure within premises of metro system.
The power requirements of a metro system are determined by peak-hour demands of
power for traction and auxiliary applications. Broad estimation of traction and auxiliary
power demand is made based on the following requirements:-

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 25

 Executive Summary

(i) Specific energy consumption of rolling stock at Pantograph/ Current Collector –

60KWh/1000 GTKM as per MOUD guideline for 750 V dc system.
(ii) Elevated/at –grade station auxiliary load – initially 250 kW, which will increase to 300 kW
in the year 2051.
Keeping in view of the train operation plan and demand of auxiliary and traction power,
power requirements projected for the year 2021, 2031, 2041 and 2051 are summarized in
table 0.13 below:-

Table 0.13 - Power Demand Estimation (MVA)

Year
Corridors Load
2021 2031 2041 2051
Extension of North-South Traction 3.47 4.34 5.78 6.93
Corridor; Motera Stadium to
Auxiliary 6.17 6.42 6.79 7.41
Mahatma Mandir, 20 Stations
(22.84 km) Sub-total 9.64 10.76 12.57 14.34
Traction 0.79 0.79 0.79 0.79
Spur of North-South Corridor
extension; GNLU to Gift City, 3 Auxiliary 0.93 0.96 1.02 1.11
Stations (5.4 km) Sub-total 1.72 1.75 1.81 1.90

Spur of North-South Corridor Traction 0.92 0.92 0.92 0.92

extension; Koteshwar Road to Auxiliary 0.93 0.97 1.02 1.12
Airport, 3 Stations (6.34 km)
(Phase-IIA) Sub-total 1.85 1.89 1.94 2.04

Grand Total 13.21 14.40 16.32 18.28

0.10.1 Need for High Reliability of Power Supply

The proposed Ahmedabad metro system is being designed to handle about 16,000
passengers per direction during peak hours when trains are expected to run at 2.0
minutes intervals. Incidences of any power interruption, apart from affecting train
running, will cause congestion at stations. Interruption of power at night is likely to cause
alarm and increased risk to traveling public. Lack of illumination at stations, non-visibility
of appropriate signage’s, disruption of operation of lifts and escalators is likely to cause
confusion, anxiety and ire in commuters, whose tolerance level are low on account of
stress. Effect on signal and communication may affect train operation and passenger
safety as well. Therefore, uninterrupted power supply is mandatory for efficient metro
operations.

To ensure reliability of power supply, it is essential that both the sources of Supply and
connected transmission & distribution networks are reliable and have adequate
redundancies built in. Therefore, it is desirable to obtain power supply at high grid
voltage of 220 kV, 132 kV or 66 kV from stable grid sub-stations and further transmission
& distribution is done by the Metro Authority itself.

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 Executive Summary

0.10.2 Sources of Power Supply

The high voltage power supply network of Ahmedabad city was studied in brief. The city
has 220 kV, 132 kV and 66 kV network to cater to various types of demand in vicinity of
the proposed corridors. A meeting was held on 19.04.2017 with M/s Torrent Power &
MEGA official, and various sub-stations sites had been inspected to finalize the Input
Power Supply sources & Supply Voltage.

Keeping in view the reliability requirements, Two Receiving Sub-stations (RSS) are
proposed to be set up for extension of North-South Corridor Motera Stadium to Mahatma
Mandir and its two Spurs Koteshwar Road to Airport & GNLU to Gift City. This is an
economical solution without compromising reliability. Based on the discussions in
meeting with M/s Torrent Power & MEGA, it is proposed to avail power supply for
traction as well as auxiliary services from the following grid sub-stations at 132 kV
voltage through cable feeders: -

Table 0.14 - Sources of Power Supply

S. Grid sub-station of Power Supply Location of RSS of Approx. length
Corridor
No. Authority (Input voltage) Metro Authority of cables

1. Extension of North-South One no. 132 kV bays from 132 kV

Corridor; Motera Stadium Gandhi Nagar Substation 5.0 km
to Mahatma Mandir and its Near Infocity Station
spur; GNLU to Gift City One no. 132 kV bays from 132 kV
2.6 km
IT Park Substation

2. Spur of North-South Two no. 132 kV bays from 132

Corridor extension; Airport Substation Near Airport Station
0.5 km
Koteshwar Road to Airport ______Or________
(Phase –IIA)
Two Nos 66 kV bays from
proposed Bhat 220/66 kV Grid Near Koba Circle
3.5 km
Sub-station (GETCO).

M/s Torrent Power MoM, dated:-19.04.2017 have assured that reliable power supply
from their 132 kV Sub-station will be provided. A letter bearing No.
DMRC/DPR/AM/10/Part-IV, dated 04.05.17 has been sent to M/s GETCO for the sake of
confirmation of power supply at 220/66 kV Bhat Grid Substation. In view of this, during
the details design stage, the locations of RSS and GSS may be reviewed/ fine tuned and
finalized based on the updated status of power supply/ Sub-stations of M/s Torrent
Power. The summary of expected power demand at various sources is given in table
0.15.

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Table 0.15 – Power Demand projections for various sources (in MVA)
Peak demand - Normal Peak demand** - Emergency
Corridor Input Source
Year (2021) Year (2051) Year (2021) Year (2051)
Extension of North- RSS Near Infocity Station
South Corridor;
Motera Stadium to Traction 2.59 4.32 5.18 8.64
Mahatma Mandir
and its spur Auxiliary 4.02 4.82 8.03 9.64
Koteshwar Road to
Airport & GNLU to Sub-total (A) 6.61 9.14 13.21 18.38
Gift City
RSS Near Airport Station/ Koba Circle Station

Traction 2.59 4.32 5.18 8.64

Auxiliary 4.02 4.82 8.03 9.64

Sub-total (B) 6.61 9.14 13.21 18.38

**In case of failure of other source of power

The 132 kV, 66 kV power supply will be stepped down to 33 kV level at the RSS’s of
metro authority. The 33 kV power will be distributed along the alignment through
separate 33 kV Ring main cable network for feeding traction as well as auxiliary loads.
These cables will be laid in dedicated ducts/cable brackets along the viaduct.

0.10.3 Various Options of Traction System

There are three options available for power supply system for MRTS:

 25 kV & 2x25 kV AC Overhead Catenary system.

 750 V dc third rail system.
 1500 V dc Overhead Catenary system

A sub- committee set up by “Ministry of Urban Development” on Traction system for

metro railway has studies various aspects of merits and demerits of various traction
system.

In view of the merits and demerits, DMRC recommends 25 kV AC Traction power

supply. This is 95% available indigenously. However due to the low PHPDT of the
network, lesser network lengths and aesthetics use of 750V DC system as used in
Ahmedabad Metro by MEGA for Phase-1, is also suitable and justified. The DC suppliers
are located outside India with 95% import content. As the Train Maintenance depot is
common for Phase-1 & Phase-2, it is technically necessary to have a common traction
system and hence 750 V dc 3rd rail traction system is optimum & recommended. Final
decision may be taken by the client in this regard.

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0.10.4 750V dc Third Rail Current Collection System

For the 750V dc Third Rail Current Collection System, Bottom current collection with the
use of composite Aluminum steel third rail on main lines & depot is envisaged from
reliability and safety considerations (figure below).
Insulator

Insulated Protective Shrouds

Third Rail

Aluminium

Track 6mm thick

Third Rail support sliding surface : stainless steel

Composite Aluminum Third Rail

Concrete Sleeper

Figure 0.1

Fig. 0.2 750V dc Third Rail Current Collection System

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 Executive Summary

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 m-ohm/km respectively. The life of
composite and steel third rail is expected to be 25-30 years.

0.10.5 Traction Sub-Stations (33kV/750V DC)

Traction sub-stations (33kV/750V dc) are required to be set up for feeding 750V dc
power supply to the third rail. In order to cater to traction load as per train operation plan,
it is envisaged to provide traction sub-stations (TSS) at alternate stations. The TSS
along with Auxiliary Sub-Stations (ASS) will be located at station building itself at
mezzanine or platform or Ground level inside a room. The typical layouts for TSS & ASS
are given below. The requirement comes to 11 TSSs for extension of North-South
Corridor; Motera Stadium to Mahatma Mandir, 2 TSSs for its first Spur; Koteshwar Road
to Airport & 2 TSSs for its second Spur; GNLU to Gift City.

0.11 SIGNALLING AND TRAIN CONTROL SYSTEM

The Signalling and Train Control System shall provide the highest safety level for means
of an efficient Train Control, ensuring safety in train movements. It assists in optimization
of rail infrastructure investment and running of efficient train services on the network.

This Chapter provides the main design features of the signaling and train control system
for the operation of Ahmedabad Phase-II metro corridor from Motera Stadium to
Mahatma Mandir and their two extensions from Koteshwar Road to Ahmedabad Airport
and from GNLU to Gift City corridors taking into account the proven and advance system
being used worldwide.

0.11.1 Signalling
The Signalling shall provide the highest safety level to ensure that the operational
activities are developed following strict safety requirements. At the same time, it shall
meet the requirements for efficient train operations and high quality of service.

The proposed signalling system design for metro line corridor is as under:

 Continuous Automatic Train Control System (CATC)

 Automatic Train Operation (ATO) System
 Radio based Automatic Train Control (ATC) System
 Automatic Train Protection (ATP) System
 On board Equipment
 Cab Signalling
 Fall-Back Block System
 Interlocking device
 Track side Radio equipment
 Track Vacancy Detection System
 Electric Point Machine
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 Track side Signals

 Centralized Traffic Control System
 Power Supply of signalling
 Cable for signalling
 Half Height Integrated Platform Gate (PG)

The requirements of the Ahmedabad Metro Corridor planned to be achieved by

adopting following basic principles of signalling System: -

 The Train Control and Monitoring shall be ensured from Centralized Traffic Control
System located at Operation Control Centre (OCC). OCC equipment shall be connected
to station equipment room through optical fiber network.
 Computer Based Interlocking System shall be designed on failsafe philosophy. In case
of failure of any equipment, the equipment shall fail on safe side or more restrictive state.
In such case the signalling System shall authorized movement of train in normal and
degraded operations.
 Track side equipment shall be connected through Electronic Interlocking (to Station
Equipment Room) by secure links to ensure safe movement of train.
 Provide high level of safety with trains running at shorter headways ensuring continuous
safe train separation.
 Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal / warning by
the driver.
 Provide safety and enforce speed limit on the sections having permanent and temporary
speed restrictions.
 Improve capacity with safer and smoother operations. Driver will have continuous display
of Target Speed in his cab enabling him to optimize the speed potential of the track
section. It provides signal / speed status in the cab even in bad weather.
 Increased productivity of rolling stock by increasing line capacity and train speeds, and
enabling train to arrive at its destination sooner. Hence more trips will be possible with
the same number of rolling stock.
 Improve maintenance of Signalling and Telecommunication equipment by monitoring
System status of trackside and train borne equipment and enabling preventive
maintenance.
 To avoid any accident at platform, Integrated Passenger Gate shall be provided, which
will be a barrier between the track and platform accessible to passengers. Signalling and
Rolling Stock interfaces shall be provided for Passenger Gate System.
 Signalling & Train Control System on the line shall be designed to meet the required
headway during peak hours.

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0.12 TELECOMMUNICATION & AUTOMATIC FARE COLLECTION SYSTEMS

The Telecommunication system acts as the communication backbone for Signalling

systems and other systems such as SCADA, AFC etc. and provides
Telecommunication services to meet operational and administrative requirements of
the metro network.

The Telecommunication facilities proposed are helpful in meeting the requirements

for operation of trains:

1. Supplementing the Signalling system for efficient train operation.

2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system

The proposed Telecom system will cater to the following requirements:

 Radio System
 Backbone network using Optical Fiber Cable (OFC)
 LAN & WAN Network.
 Station to Station dedicated communication
 Telephone System with Telephone Exchanges, Telephones and their Recording
 Centralized Recording System (CDRS)
 Centralized Clock System
 Closed Circuit Television (CCTV) System
 Passenger Information & Display System within the station & trains and from Central
Control to each station, Integrated Passenger Announcement System
 Train Traffic Control
 Assistance to Train Traffic Control
 Maintenance Control
 Emergency Control
 Data Channels for Signalling, SCADA, Automatic Fare Collection
 Power Supply of Telecommunications, and
 Cables for Telecommunications etc.

0.12.1 Automatic Fare Collection

Metro System handles large number of passengers. Ticket issue and fare collection play
a vital role in the efficient and proper operation of the system. To achieve this objective,
ticketing system shall be simple, easy to use / operate and maintain, easy on accounting
facilities, capable of issuing single / multiple journey tickets, amenable for quick fare
changes and require overall less manpower. In view of the above computer based
automatic fare collection system is proposed.

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AFC system proves to be cheaper than semi-automatic (Manual System) in long run due
to reduced manpower cost of ticketing staff, reduced maintenance in comparison to
paper ticket machines, overall less cost of recyclable tickets (Smart Card / Token) in
comparison to paper tickets and prevention of leakage of revenue. Seamless ticketing is
now being thought of for Ahmedabad Metro Rail. This system is recommended to be
adopted as this will enable the commuters to travel hassle free by different modes of
transport viz. Metro, suburban trains, buses, water transport (whenever introduced) and
even taxies without purchasing multiple tickets for each mode separately.

Relative advantages of automatic fare collection system over manual system are as
follows:

A) Manual fare collection systems have the following inherent disadvantages:

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

2. Change of fare structure is time consuming as it has to be done at each station.
3. Manipulation possible by jamming of mechanical parts.
4. Staff and passenger interaction leading to more chances of confrontation.
5. 100% ticket checking at entry / exit impossible.

B) Automatic fare collection systems have the following advantages:

1. Less number of staff required.

2. Less possibility of leakages of revenue due to 100% ticket check by control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate.
5. System is amenable for quick fare changes.
6. Management information reports generation is easy.
7. System has multi operator capabilities. Same Smart Card can be used for other
applications also.
8. AFC systems are the world wide accepted systems for Metro environment.

The proposed ticketing system shall be of Contact less Smart Token / Card type. The
equipments for the same shall be provided at each station counter / booking offices and
at convenient locations and will be connected to a local area network with a computer in
the Station Master’s room. Equipment and installation cost of Contactless Smart Card /
Token based AFC system is similar to magnetic ticket based AFC system, but
Contactless system proves cheaper due to reduced maintenance, less wear and tear
and less prone to dusty environment.

As per Metro Rail Policy 2017, it is mandatory to involve PPP in some form for
implementation/ Operation & Maintenance, Fare Collection, etc. It has been proposed
that AFC component for all 22 stations of Phase-II may be given on PPP basis in this
project. The cost of above may be funded by engaging concessionaire on similar lines as

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 Executive Summary

of Kochi Metro, Nagpur Metro for the supply, installation, Testing, commissioning,
operation & Maintenance of AFC gates and Allied services etc.

0.12.2 Choice of Control Gates

Retractable Flap Type/Paddle Type Control Gates are proposed which offer high
throughput, require less maintenance and are latest in modern systems.

0.12.3 Ticket Vending Machine (TVM)

The self-service ticket kiosks and TVM should provide the convenience for the
passengers to procure ticket on their own, without the need to queue at the ticket sale
counter.

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

1. Dispensing Smart Tokens for single journey

2. Add Value in Smart card by paying money using Bank Notes or through Credit Card
/Debit card /pre-Paid card.
3. Return the remaining money through Bank Notes and Coins (Min 2 types)

0.12.4 Ticket Reader/Add Value Machines

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

0.12.5 Recharge Card Terminal Machine (RCTM)

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

0.13 DISABLED FRIENDLY FEATURES

The objective of making these features is to create a user-friendly mass transport

system in India which can ensure accessibility to persons with disabilities, people
travelling with small children or are carrying luggage, as well as people with temporary
mobility problems (e.g. a leg in plaster) and the elderly persons.

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

The access standards given here are extracted from Indian Roads Congress Code, IRC
103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011 and

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 Executive Summary

National Building Code, 2005. Central Public Works Department’s (CPWD) “Space
Standards for Barrier Free Built Environment for Disabled and Elderly Persons”, 1998
and 2013 edition (under revision by MoUD), and international best practices / standards
Further, it has also been attempted to provide guidelines/ standards for alighting and
boarding area, approach to station, car parking area, drop-off and pick-up areas,
taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road
intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge etc.
to achieve a seamless development around metro stations.

(A) CONTENT

1. Rail Transport

2. Metro Rail Station

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

3. Street Design
 Footpath (Sidewalk)
 Kerb Ramp
 Road Intersection
 Median/Pedestrian Refuge
 Traffic Signals
 Subway and Foot Over Bridge

4. Alighting and Boarding Area

 Approach
DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 35
 Executive Summary

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

0.14 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

The objective of the Environment and Social Impact Assessment study is to facilitate the
Metro-Link Express for Gandhinagar and Ahmedabad (MEGA) evaluate the
environmental impacts of its proposed activity. MEGA proposes to apply for loan to seek
financial support from multilateral funding agencies. Thus, the objective of the study is to
conduct Environmental Impact Assessment as per requirement of multilateral funding
agencies. The scope of EIA includes the impacts resulting from pre-construction, during
construction and operation phases of the proposed metro alignments in Ahmedabad. In
addition, it is proposed to establish environmental baseline and safeguard measures for
protection of environment for sustainable development during project cycles.

The proposed project does not pass through any Wildlife Sanctuary, National Park, or
any other environmentally sensitive or protected areas. The proposed project comprises
three alignments viz., between Motera Stadium – Mahatma Mandir, GNLU – Gift City
and Koteshwar Road – Airport (Phase-IIA) metro corridors. The alignments are
proposed mostly on the center of the road. Although, the proposed project will bring in
many benefits to the area, there is potential for environmental impacts on the ambient
environment.

Requirement of Environmental Clearance

As per provisions of the EIA Notification, 14 September 2006 as amended up to
1December 2009, any person who desires to undertake any new project in any part of
India or the expansion or modernization of any existing industry or project listed in
Schedule-I of the said notification shall submit an application to the Ministry of
Environment and Forests, Government of India in accordance with the guidelines issued
by the Central Government in the Ministry of Environment and Forests from time to time.
Metro Rail project is not included in the Schedule-I of the EIA Notification, 2006. Thus,
the project does not require an environmental clearance certificate from the
Ministry of Environment and Forests, Government of India.

Requirement of Forest Clearance

As per Indian "Forests Conservation Act (1980), every project requiring diversion of
forest land for non-forestry purposes require forest clearance from MoEF. The forestry
clearance is granted through two-stage process: Stage 1 refers, in principle agreement,
to the project proposal in which usually the conditions relating to transfer, mutation and
declaration as RF/ PF under the Indian Forest Act, 1972, of equivalent non-forest land
for compensatory afforestation and funds for raising compensatory afforestation thereof
are stipulated. Stage II involves formal approval under the Act after receipt of

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 Executive Summary

compliance report from the State Government in respect of the stipulated conditions.
Since alignment is not passing through any forest land and no diversion of forest land is
involved in the proposed project, no forest clearance is required for this project.

0.15 SECURITY MEASURES FOR A METRO SYSTEM

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

0.15.1 Necessity of Security

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

0.15.2 Three Pillars of Security

Security means protection of physical, human and intellectual assets either from criminal
interference, removal of destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. There are three important pillars of
security as mentioned under:
(i) The human factor
(ii) Procedures
(iii) Technology

0.16 DISASTER MANAGEMENT MEASURES

“Disaster is a crisis that results in massive damage to life and property, uproots the
physical and psychological fabric of the affected communities and outstrips the capacity
of the local community to cope with the situation.” Disasters are those situations which
cause acute distress to passengers, employees and outsiders and even may be caused
by external factors. As per the disaster management act, 2005 "disaster" means a
catastrophe, mishap, calamity or grave occurrence in any area, arising from natural or

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 Executive Summary

manmade causes, or by accident or negligence which results in substantial loss of life or

human suffering or damage to, and destruction of, property, or damage to, or
degradation of, environment, and is of such a nature or magnitude as to be beyond the
coping capacity of the community of the affected area”. As per world health organisation
(who):
“Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary
response from outside the affected community or area.”

A disaster is a tragic event, be it natural or manmade, which brings sudden and

immense agony to humanity and disrupts normal life. It causes large scale human
suffering due to loss of life, loss of livelihood, damages to property and persons and also
brings untold hardships. It may also cause destruction to infrastructure, buildings,
communication channels, essential services, etc.

0.16.1 Need for Disaster Management Measures

The effect of any disaster spread over in operational area of Ahmedabad Metro is likely
to be substantial as MEGA deals with thousands of passengers daily in viaducts and
stations. Disaster brings about sudden and immense misery to humanity and disrupts
normal human life in its established social and economic patterns. It has the potential to
cause large scale human suffering due to loss of life, loss of livelihood, damage to
property, injury and hardship. It may also cause destruction or damage to infrastructure,
buildings and communication channels of Metro. Therefore, there is an urgent need to
provide for an efficient disaster management plan.

0.16.2 Objectives
The main objectives of this Disaster Management Measures are as follows:
 Save life and alleviate suffering.
 Provide help to stranded passengers and arrange their prompt evacuation.
 Instill a sense of security amongst all concerned by providing accurate information.
 Protect Metro Rail property.
 Expedite restoration of train operation.
 Lay down the actions required to be taken by staff in the event of a disaster in MEGA in
order to ensure handling of crisis situation in coordinated manner.
 To ensure that all officials who are responsible to deal with the situation are thoroughly
conversant with their duties and responsibilities in advance. It is important that these
officials and workers are adequately trained in anticipation to avoid any kind of confusion
and chaos at the time of the actual situation and to enable them to discharge their
responsibilities with alertness and promptness.

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0.17 MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS

0.17.1 Introduction
Ridership of a Mass rapid Transit system is directly or indirectly dependent on the
accessibility of the trip generating and trip attracting areas within catchment zone.
Importance of Last mile connectivity becomes crucial. A well connected, integrated
network of footpath, cycle and bus feeder system acts as complimentary modes to
generate ridership of Metro

Ahmedabad Gandhinagar Metro is a proposed rail rapid transit system connecting the
city of Ahmedabad, Gandhinagar and the very ambitious GIFT city of Gujarat. The metro
would be constructed in two phases and has two corridors Phase I consists of 40 km
network comprising of East West Corridor and North South Corridor (Gyaspur to Motera-
Phase I). Phase II consists of 34 km network that comprises of extension of North South
Corridor, (Motera to Gandhinagar - Phase II) and two segment connectivity to GIFT City
& Airport. This report consists of last mile connectivity only for Phase II of the planned
metro.

Currently, due to unavailability of planned services, a user would tend to take metro only
by accessing it by a car, auto or cabs, in case the place of origin of the user is situated
within 500 to 800 mts from metro station, he/she will tend to walk to metro or take any
shared services if available. Due to these consequences, with time a user would start
depending on private vehicles more than public services available. To do otherwise
strategic planning and design for services is required.

An on ground assessment of Phase II station area was conducted to identify potential

local area access plan network consisting of footpath, cycling network, and feeder bus
network.

Figure 0.3 Parameters of Last mile connectivity

0.17.2 Benefits of Last Mile Connectivity

 Improved accessibility to metro stations
 Provision of last mile connectivity
 Promotes use of sustainable public transport
 Focuses on improving station area integration and connectivity
 Long term impact on low pollution

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 Long term impact on traffic solutions

 Improve reliability on public transport systems

0.18 COST ESTIMATES

Project Cost estimates for Ahmedabad Metro Phase-II corridors have been prepared
covering civil, electrical, signaling and telecommunication works, rolling stock,
environmental protection, rehabilitation, considering 750 V dc third rail traction system
etc. at December 2018 price level.

While preparing cost estimates, various items have generally been grouped under three
major heads on the basis of: -
(i) Route km. Length of alignment
(ii) No. of units of that item and
(iii) Item being an independent entity.

All items related with alignment, permanent way, 750 V dc third rail current collection
system, signaling and telecommunication, have been estimated on rate per route km
basis. The cost of elevated stations includes civil work for station structures, architectural
finishes, platform, roofing, etc. Provisions for electrical and mechanical works, air
conditioning, lifts, escalators, etc. have been worked out separately. These rates do not
include cost of permanent way, 750 V dc third rail current collection system, power
supply, signaling and telecommunication, automatic fare collection (AFC) installations,
for which separate provisions have been made in the cost estimates. Similarly, for other
items like Rolling stock, Traction & Power, etc. costs have been summed up separately.
In remaining items, viz. land, utility diversions, rehabilitation, etc. the costs have been
assessed on the basis of each item taken as an independent entity.

In order to arrive at realistic cost of various items, costs have been assessed on the
basis of rates considered in DPR of Delhi Metro Phase-IV network. Taxes & Duties such
as Customs Duty, CGST, SGST and IGST wherever applicable, have been worked out
on the basis of prevailing rates and included in the cost estimates separately.

The overall Capital Cost for Motera Stadium to Mahatma Mandir Metro Corridor of
Ahmedabad Phase-II at December 2018 price level works out to Rs.3529 Crores
excluding applicable Taxes & Duties of Rs. 529 Crores.

Capital Cost for GNLU to GIFT City Metro Corridor at December 2018 price level
works out to Rs.660 Crores excluding applicable Taxes & Duties of Rs. 104 Crores.

Capital Cost for Koteshwar Road to Airport Metro Corridor (Phase-IIA) at December
2018 price level works out to Rs.790 Crores excluding applicable Taxes & Duties of Rs.
123 Crores.

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 Executive Summary

Capital Cost for additional corridor inside GIFT City (Phase-IIB) at December 2018 price
level works out to Rs.579 Crores excluding applicable Taxes & Duties of Rs. 87 crores.
All the above costs are tabulated hereunder.

Table 0.16 – Corridor-wise Details of Capital Cost (at December 2018 level)
Sr. Capital Cost Taxes & Duties Total
Name of the corridor
No. (Rs. Crore) (Rs. Crore) (Rs. Crore)
Phase-II
1 Motera Stadium to Mahatma Mandir 3529 529 4058
2 GNLU to GIFT City 660 104 764
Total 4189 633 4822
Phase-IIA
3 Koteshwar Road to Airport 790 123 913
Phase-IIB
4 Additional corridor in GIFT City 579 87 666
Total (Phase – II + IIA + IIB) 5558 843 6401

0.19 FINANCING OPTIONS, FARE STRUCTURE, FINANCIAL VIABILITY AND NON FARE
BOX REVENUE

The Phase-II of Ahmedabad Metro Rail Project from Motera Stadium to Mahatma Mandir
(Corridor 1), Koteshwar Road to Ahmedabad Airport (Corridor 2) and GNLU to GIFT City
(Corridor 3) is proposed to be constructed from September 2019 to March 2024. The
route length of the metro system and estimated cost at December-2018 price level
without central taxes, with central taxes and with all taxes were worked out under the
three options as given in table 0.17 as under:

Table 0.17 Cost Details

Cost Details (at December 2018 Price Level)
Estimated
Estimated Estimated cost
cost with
Distance cost without with all taxes &
Corridor Name of Corridor Central taxes
(km) taxes land cost
& land cost
(Rs/Crore) (Rs/Crore)
(Rs/Crore)
Option I – Considering Corridor I, II & III
Motera Stadium to
I 22.838 3529.00 3814.00 4058.00
Mahatma Mandir Corridor
GNLU to GIFT City
II 5.416 660.00 716.00 764.00
Corridor
Koteshwar Road to
III Ahmedabad Airport 6.339 790.00 857.00 913.00
(Phase-IIA)
Total 34.593 4979.00 5387.00 5735.00
Option II – Corridor I & II
Motera Stadium to
I 22.838 3529.00 3814.00 4058.00
Mahatma Mandir Corridor
II GNLU to GIFT City 5.416 660.00 716.00 764.00

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 Executive Summary

Cost Details (at December 2018 Price Level)

Estimated
Estimated Estimated cost
cost with
Distance cost without with all taxes &
Corridor Name of Corridor Central taxes
(km) taxes land cost
& land cost
(Rs/Crore) (Rs/Crore)
(Rs/Crore)
Corridor
Total 28.254 4189.00 4530.00 4822.00
Option III – Corridor I
Motera Stadium to
I 22.838 3529.00 3814.00 4058.00
Mahatma Mandir Corridor
Total 22.838 3529.00 3814.00 4058.00

The estimated cost at December-2018 price level includes an amount of Rs. 7.40 Crore
for corridor 1, Rs. 1.11 crore for corridor 2, Rs. 1.11 crore for corridor 3 and Rs. 1.11 for
corridor 4 as one-time charges of security personal towards cost of weapons,
barricades, and hand held and door detector machine etc. However, the recurring cost
towards salary and allowances of security personnel have not taken in to account in the
FIRR calculation since providing required security at metro stations shall be the
responsibility of state police. The financial viability has been worked out for Option II
only.

0.19.1 Investment Cost

For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with all taxes has been calculated by taking escalation factor @5.00%
per annum. It has been assumed that the Government of Gujarat will provide the land
worth Rs. 262.48 crore under option II either free of cost or it shall provide Interest Free
Subordinate Debt. The taxes and duties consist of Custom Duty (CD), Central Goods
and Service Tax (CGST), State Goods and Service Tax (SGST), Integrated Goods and
Service Tax (IGST). It is understood that Phase-II of Ahmedabad metro project is eligible
for availing concessional project import duty under chapter 98.01 of the Custom Tariff
Act. The effective CD works out to 24.077% {Basic CD @ 5%, IGST (CGST & SGST) @
18% and cess} on the imported portions. Post-GST, the GST rate on construction of
original works of metro project has been considered @ 6% each for CGST and SGST
while the GST rate has been considered @ 18% for supply of indigenously
manufactured items and services. The above taxes and duties have been considered for
working out the estimated taxes and duties. The Interest Free Subordinate Debt is
normally repayable in 5 equal instalments (31-35 years) after repayment of
Multilateral/Overseas Development Assistance Loan.

It is assumed that the construction work will start from 01.09.2019 and is expected to be
completed on 31.03.2024 with Revenue Opening Date (ROD) as 01.04.2024. The total
completion costs duly escalated and shown in the table 19.2 have been taken as the
initial investment. The cash flow of investments under option II is placed in the table
0.18.

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 Executive Summary

Table 0.18 Year –wise Investment for Option II

Figures in Rs. Crore
Estimated Cost including cost of Completion Cost including
Financial
land and all taxes & duties at cost of land cost and all
Year
December 2018 Price Level taxes & duties

2019-20 482.2 482.16

2020-21 964.4 1008.73

2021-22 1205.5 1316.44

2022-23 1446.6 1646.34

2023-24 723.3 856.5

Total 4822 5310.17

0.19.2 Fare Structure

The 4th Fare Fixation Committee has recommended 6 fare slabs to DMRC. The fare
recommended to DMRC from October 2017 has been assumed to be taken as the base
for all the corridors of Phase-II of Ahmedabad Metro project. The same has been
escalated by using @ 12.00% once in every two years considering the increase in the
Consumer Price Index (CPI) and input costs of operation. The fare structure for the FY
2022-23 is shown in table 0.19.

Table 0.19 Fare Structure in 2022-23 (All options except corridor IV)
Fare (Rs.)
Distance DMRC Fare from Proposed Fare in
(km)
October 2017 2022-23
0-2 10 10
2-5 20 30
5-12 30 40
12-21 40 50
21-32 50 70
>32 60 80

0.19.3 Financial Internal Rate of Return (FIRR)

The Financial Internal Rate of Return (FIRR) obtained for 30 years life cycle business
model including construction period without additional PD Income and with additional PD
Income from 20 Hectare Land under option II is tabulated in Table 0.20.

Table 0.20 FIRR

Alternative FIRR without Additional FIRR with Additional
PD Income PD Income
Option II 2.12% 6.01%

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 Executive Summary

0.19.4 Models of Financing

The financing option shall depend upon selection of the dedicated agency created to
implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the State Government Control (Delhi Metro Rail
Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC)/Chennai Metro Rail
Corporation/Mumbai Metro Rail Corporation
(ii) Design-Build-Finance-Operate-Transfer (DBFOT), and
(iii) Public Private Partnership (PPP)

SPV Model: - The corridors are a standalone one and a separate SPV with the name
Metro Link Express for Gandhinagar and Ahmedabad (MEGA) Company Ltd, A SPV of
GoI and GoG is already in existence for execution of Phase I Metro project. The funding
pattern under this model (SPV) for option II is placed in table 0.21.

Table 0.21 Funding pattern under SPV model (with all taxes)
(Rs./Crore)
Particulars With Taxes & Duties
Amount (Rs./Crore) % of contribution
Equity By GOI 757.11 15.28%
Equity By GOG 757.11 15.28%
SD for Total Taxes by GOG (2/3rd) 468.06 9.44%
SD for Total Taxes by GOI (1/3rd) 234.03 4.72%
Loan from bilateral/ multilateral agencies 2739.38 55.28%
Sub-Total 4955.69 100.00%
Subordinate Debt for Land Including R&R
262.48
cost by GoG
Sub-Total 5218.17
Concessionaire Fund for PPP
92.00
Component (AFC for Stations)
Sub-Total 5310.17
IDC for Loan to be borne by GoG 74
Grand Total 5384.17

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

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0.19.5 Recommendations
The FIRR without and with Additional PD Income from 20 Hectare land is 2.12% and
6.01% under option II.

As per Metro Rail Policy 2017, issued by the Ministry of Housing and Urban Affairs,
(MOH&UA), GOI, apart from financial viability, the economic and social viability of the
project is also required to be assessed. The Economic Internal Rate of Return (EIRR) for
any metro rail project proposal should be 14% and above for consideration of its
approval. Accordingly, the metro corridors under option II discussed above are
recommended for implementation provided the required EIRR works out to 14% or
above. The Metro Link for Gandhinagar to Ahmedabad (MEGA) may explore the
possibility for generation of fund from TOD development, Value Capture Financing,
Increase in Floor Area Ratio (FAR), Imposition of Green Cess etc to make the system
self-sustainable.

0.20 ECONOMIC APPRAISALS

Economic appraisal aims to represent a complete view of contribution of upcoming

Metro system benefiting the society in form of money value. Thus calculating Economic
Internal Rate of Return measures viability of the project. This part of study quantifies
benefits by saving of time, saving in cost of public and private transport, saving in fuel
consumption, increasing safety of passengers, reduction in traffic congestion and
reduction in air pollution.

Metro corridors in phase-I and phase-II with corridor-I (East-West Corridor: Thaltej Gam
to Vastral Gam), corridor-II (North-South Corridor: APMC to Motera Stadium) and
corridor-II extension (Motera Stadium to Mahatma Mandir) are proposed to be
operational from 2022. However, start of construction is considered from 2019 and
economic benefits are estimated from this year (2019) onward for coming 30 years.
Therefore, 2048 is considered as horizon year for the project.

0.20.1 Option Evaluation

An option collating with financial Analysis for operation of two corridors – Motera
Stadium to Mahatma Mandir and GNLU to GIFT City has been evaluated for second
phase of metro project. Summary Table for this is as follows.

Table 0.22 - Summary of Estimated EIRR for all Options

Distance Calculated
Corridor Name of Corridor
(km) EIRR
I Motera Stadium to Mahatma Mandir Corridor 22.838
II GNLU to GIFT City Corridor 5.416
Total 28.254 18.28%

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 Executive Summary

The years of construction is assumed as 2019 to 2023 for two phases of Metro with two
corridors and extension. Estimated total cost is subtracted from total benefit to arrive at
net benefit. The cash flow is prepared in discounting process to evaluate internal rate of
return. The result proves this project to be economically viable. While calculating the Net
Present Value 12% discount rate is considered as per ADB. EIRR for Metro system in
Ahmedabad for Option -II is estimated using shadow prices is 18.28%.

0.21 IMPLEMENTATION PLAN

Implementation on Delhi Metro/Chennai Metro Model

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

The proposed date of commissioning of the both corridor with suggested dates of
important milestones is given in Table 0.26

Table 0.23 - Implementation Schedule through DMRC model Phase I

S. No. Item of Work Completion Period
1 Submission of Final DPR to State Govt. D
2 Approval of DPR by State Government D + 0.5momth
Submission of DPR for Approval of Ministry of Urban Development
3 D + 1month
(MoUD).
4 Appoint interim Consultant for preliminary works D + 3months
5 Approval of Project by Public Investment Board D +3months
6 Sanction of Project by Government of India D +6months
7 Appoint General Consultant D +9months
Tendering, Execution of works and Procurement of equipments, coaches
8 D +45months
and installations
9 Testing and Commissioning D +46moths
10 Revenue Operation D +46months

0.22 CONCLUSIONS & RECOMMENDATIONS

 The Studies have brought out that a Light Capacity Metro with carrying capacity of
about 15,000 to 25,000 PHPDT will be adequate to meet not only the traffic needs
for the present but for the future 30 to 40 years also. A Light Metro System
consisting of two Corridors namely (i) Motera Stadium to Mahatma Mandir
(22.838km) and (ii) GNLU to GIFT City (5.416km) at a completion cost of 5310.17
Crores (including Cost of Land and all taxes & duties) to be made operational as
recommended in implementation chapter. In addition to this, Rs. 74 Crore IDC for
Loan is to be borne by GoG.
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 Executive Summary

 While the Financial Internal Rate of Return (FIRR) for the project has been
assessed as 2.12% without PD income for Option II and the Economic Internal Rate
of Return (EIRR) for same option works out to 18.28%. Therefore, it is
recommended for implementation. The FIRR of the corridors with additional PD
Income from 20 Hectare Land is 6.01% for Option II.

 Implementation of Option II consisting of following corridors is recommended on Part

PPP model.
 Motera Stadium to Mahatma Mandir (22.838km)
 GNLU to GIFT City (5.416km)
 AFC component for all stations of Phase-II as PPP model

0.23 TRANSIT ORIENTED DEVELOPMENT (TOD) & VALUE CAPTURE FINANCE (VCF)

New Metro Rail Policy 2017 emphasizes that “Transit Oriented Development (TOD)” with
proposed intermodal integration, universal accessibility, adequate walkways and
pathways for Non-Motorized Transport (NMT), stations for public bike sharing,
commensurate parking lots for cycles and personal vehicles, as well as adequate
arrangement for receiving and dispatch of feeder buses at all metro stations. The
commitment by the State Government to adhere the guidelines issued by the central
government w.r.t. TOD and adoption of VCF framework should be an integral part of the
project proposal. The commitment should inter alia include commitment of transfer of the
financial benefits accruing in the influence zone of the metro alignment on account of the
TOD policies and VCF framework directly to the Special Purpose Vehicle (SPV)/agency
implementing the metro rail project. The project report should specify the proposed
quantum of such benefits being transferred to the project. This requirement would form a
mandatory part of all metro rail project proposals.

Commercial/property development at stations and on other urban land has been used as
a key instrument for maximizing revenues in metro rail/ railway systems in cities around
the world. Notable examples are Hong Kong and Tokyo. Metro rail implementing
agencies should endeavor to maximize revenue through commercial development at
stations and on land allocated for this purpose.

Ordinarily, own sources of revenue in ULBs can be classified into three categories, (a)
taxes levied by the municipality, (b) user charges levied for provision of civic services,
and (c) fees and fines levied for performance of regulatory and other statutory functions.
Octroi, which was one of the main sources of own income of the ULBs has been
abolished, resulting in a serious dent on ULBs’ resources. On the other hand, property
tax, which is at present the main source of own resources is underused and has issues
related to its narrow tax base, exemptions, etc. Furthermore, the State Governments are
increasingly fixing the rate for services being provided by ULBs, even though these
functions are mandated to be performed by ULBs under the 74th Constitutional

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 Executive Summary

Amendment. Overall, this has led to increased dependency on State Governments and
reduction in efforts made by ULBs to mobilize resources.

Land is the most fundamental asset that is owned and managed by the States/ULBs and
is a resource to generate revenues. Traditionally, States/ULBs have relied on direct sale
of lands to raise funds, which is a less efficient form of resource mobilization, as
compared to value capture. It is not that States/ULBs have not used Value Capture
methods to raise resources. In fact, States/ ULBs are using different Value Capture
methods, especially in urban areas, such as impact fee, betterment charges, etc. For
example, the Mumbai Metropolitan Region Development Authority (MMRDA) and City
and Industrial Development Corporation Limited (CIDCO) of Maharashtra have used
different Value Capture methods to finance infrastructure development in the urbanizing
areas. Similarly, Haryana and Gujarat have successfully used land pooling schemes,
where owners agree to exchange their lands for infrastructure services.

While States/ULBs have been developing and using some of the Value Capture Finance
(VCF) methods, the Central Government Ministries/Departments have not yet
systematically used VCF methods as a revenue generation tool. One reason is that land
is a State subject and VCF Policies have to be made by the concerned State
Governments. A promising way is to link the location and construction of the projects by
the Central Government Ministries and their agencies with the existing VCF Policy of the
generated within the area of influence of the projects. Alternatively, the State VCF Policy
could be revised whenever new projects are being planned in order to capture full value
being generated due to proposed investment in projects.

There is an increasing focus on creation of infrastructure by Ministries/Departments of

Government of India and their agencies. For example, the Ministry of Ports is
constructing a series of projects as part of the Sagarmala program. Moreover, the Delhi-
Mumbai Industrial Corridor (DMIC) is being developed by the Department of Industrial
Policy and Promotion (DIPP) and the Metro Rail projects by the Ministry of Urban
Development (MoUD). All these projects have an area of influence in which they lead to
increase in value of lands and buildings, creating opportunities for using value capture
methods to mop up additional resources.

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 Executive Summary

Figure—0.4

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 CHAPTER 1 - INTRODUCTION

Chapter – 1

INTRODUCTION

1.1 BACKGROUND

Ahmedabad also known as Amdavad in Gujarati pronunciation is the largest city and
former capital of Gujarat. It is the administrative headquarters of the Ahmedabad district
and the seat of the Gujarat High Court. It is the sixth largest city and seventh largest
metropolitan area of India with a population of more than 6.3 million and an extended
population of 7.8 million. Ahmedabad is located on the banks of the Sabarmati River. It
is located 30 km from the state capital Gandhinagar, which is its twin city.

Ahmedabad has emerged as an important economic and industrial hub in India. It is the
second largest producer of cotton in India, and its stock exchange is the country's
second oldest. Cricket is a popular sport in Ahmedabad, which houses the 54,000-seat
Sardar Patel Stadium. The effects of liberalization of the Indian economy have energized
the city's economy towards tertiary sector activities such as commerce, communication
and construction. Ahmedabad's increasing population has resulted in an increase in the
construction and housing industries resulting in recent development of skyscrapers.

It was ranked third in Forbes's list of fastest growing cities of the decade in 2010. The
Times of India chose Ahmedabad as India's best city to live in 2012. Ahmedabad has
been selected as one of the hundred Indian cities to be developed as a smart city under
Government of India's flagship Smart Cities Mission.

In 1960, Bombay state was split in two different states, Gujarat and Maharashtra.
Ahmedabad became capital of Gujarat, and a new capital Gandhinagar has been built
on land which was once part of Pethapur state. The new capital Gandhinagar was
planned by Chief Architect H.K. Mewada, educated at Cornell University, and his
assistant Prakash M Apte. Both Mewada, and Apte had worked as trainees under
legendary architect Le Corbusier in the Chandigarh Project in the 1950s. Gandhinagar's
streets are numbered, and have cross streets named for letters of the Gujarati alphabet
(e.g., "k", "kh", "g", "gh", "ch", "chh", "j"). All streets cross every kilometre, and at every
crossing traffic circles decrease the speed of traffic. Gandhinagar has developed in four
distinct phases:

 Phase 1: After the Gandhinagar's infrastructure was completed in 1970, and until
1980, it was known as 'Gandhian City,' since it was based on Gandhi's concepts
and principles.

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 Phase 2: Between 1980 and 1990, a time of low pollution, it was known as
'Unpolluted City'.
 Phase 3: After 1990, many trees were planted, and the city became the 'Green
City.'
 Phase 4: In 2002, Gujarat's Chief Minister, Narendra Modi, proposed a new,
triple focus for the city: it should be green, it should use solar energy, and It
should be cosmopolitan.

The core of the city is the Assembly Building (Vidhan Sabha) with administrative offices
and Secretariat surrounding it. The wide roads, lined with trees are crossing at right
angles to each other and have lawns on both sides. The tree cover in Gandhinagar is
one of the biggest in India.

Gandhinagar is well connected with Ahmedabad through highway from the city as well
as Airport. The rail connection to Ahmedabad is also available but the same is not very
popular. The city has Akshardham Temple as a tourist attraction. Gandhi Nagar is linked
with Ahmedabad on the south by a direct road, having a straight alignment and 91.44m
(300.0 ft) wide Right of Way.

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

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

The city is also a tourist place and gateway to Saurashtra and Kuchchh region. The main
tourist attraction of the city are Ahmed Shah's Tomb, Teen Darwaza, Bhadra Fort,
Swami Narayan Temple, Geeta Mandir, Shaking Minarets, Jama Masjid, Kankaria Lake,
Rani Sipri's Mosque and Tomb, Rani Rupmati Mosque, Shahibaug Palace and

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 CHAPTER 1 - INTRODUCTION

Sabarmati Ashram. In addition number of festivals are celebrated with colour and gaiety
to promote tourism.

The city has many educational institutes including Gujarat University. The other
internationally and nationally known academic and research institutes are the Indian
Institute of Management (IIM), the Physical Research Laboratory, the Institute of Plasma
Research, the Space Application Centre, Centre for Environment Planning and
Technology (CEPT) University, the National institute of Design, L.D. Institute of
Technology and Nirma University.

Gandhinagar, the Capital of Gujarat, is a carefully planned city on the lines of

Chandigarh. The city is divided in 30 well-planned sectors, which are generally self-
contained. The core of the city is the Assembly Building (Vidhan Sabha) with
administrative offices and Secretariat surrounding it. The wide roads, lined with trees are
crossing at right angles to each other and have lawns on both sides. The tree cover in
Gandhinagar is one of the biggest in India.

Gandhinagar is well connected with Ahmedabad through highway from the city as well
as Airport. The rail connection to Ahmedabad is also available but the same is not very
popular. The city has Akshardham Temple as a tourist attraction.

1.2 STUDY BACKGROUND

Originally DPR for Ahmedabad Metro Rail Network and Regional Rail System was
submitted by DMRC in 2005, consisting following corridors.

Regional Rail System

o Line –1 Barajedi-Kalupur-Kalol
o Line –2 Kalupur-Naroda
o
Metro Rail System:
o Line –1 APMC Vasna – Aayakar Bhawan-Sabarmati - Akshardham
(North-South corridor)
o Line –2 Kalupur-Aayakar Bhawan -Thaltej (East-West corridor)
o
Subsequently, in 2009 DMRC was again commissioned by GIDB to prepare DPR for
metro connectivity from Gandhinagar to GIFT city & from Gandhi Nagar to Airport and
review certain portion of the corridors proposed in 2005 DPR. Accordingly, study was
carried by DMRC and reports were submitted in 2010.

MEGA vide their letter no MEGA/Chm/Oct/2013/, dated 20/10/2013 (Annexure 1.1)

desired for DMRC to update the earlier DPR submitted by DMRC in 2005. Accordingly,
DMRC submitted the updated and revised DPR to MEGA in March 2015.

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Several other studies have been undertaken for a mass transit system for the
Ahmedabad-Gandhinagar region. These are:

 Louis Berger undertook the first study on Integrated Public Transport System for
Ahmedabad in the year 2000, on being commissioned by GIDB.

 In 2003, GIDB commissioned DMRC to prepare a Detailed Project Report for metro.

 In 2003-04, RITES on behalf of DMRC, carried out a detailed study for identifying
feasible metro lines.

 In 2009, to provide metro connectivity to newly proposed financial centre - GIFT city
in the Ahmedabad- Gandhinagar area, GIDB commissioned another study through
DMRC. CRRI, on behalf of DMRC undertook this study and estimated demand along
the proposed metro corridor of Airport-Koba-GIFT.
Two metro corridors: East-West (Thaltej to Vastral) and North-South (APMC to Motera
Stadium) identified for Metro Phase I and is shown in the Figure below. These corridors
are under implementation and expected to be commissioned in the year 2018.

Fig.1.1 Proposed Metro Corridors – Phase I

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 CHAPTER 1 - INTRODUCTION

1.3 PRESENT STUDY

High Powered Committee (HPC) of Government of Gujarat (GoG) decided to further

extend APMC – Motera line to Gandhi Nagar (Sachivalya, Akshardham and Mahatma
Mandir). It is also decided to connect GIFT City and Airport also. In view of this MEGA
vide letter No. Ref. MEGA/MD/DMRC/IC/19, dated 27/01/2016 (Annexure 1.2), asked
DMRC to submit Terms of Reference (ToR) to take up study of for preparation of
Detailed Project Report (DPR) of Ahmedabad Metro Phase – 2 corridors.

1.3.1 Scope of services

The services to be rendered under the proposed detailed study will include:

(i) Traffic & Transportation surveys for estimation of Transport Demand and projection of
sectional and station traffic loads for various horizon years.

(ii) Preparation of alternative routes on Google/available standard maps duly verifying at

site regarding the actual location. Also, prepare the comparative study for Underground
and Elevated options for the finalized route.

(iii) Multi modal Traffic integration, planning for feeder bus service, public bike sharing and
pedestrianisation in the influence area of stations.

(iv) Field Surveys and preparation of topographical survey plans for route alignments and
assessment of land requirement for facilities like station areas, Electric sub stations
(TSS and RSS) Maintenance Depot and Construction Depots. The topography surveys
for adequate width for the viaduct and stations to accommodate any future minor
modifications in the alignment and the locations of stations.

(v) Field Surveys for identification of major above- ground utilities along the proposed Metro
routes requiring diversion/relocation. Details of underground utilities shall be supplied by
State Govt. through the concerned utility agencies. The responsibility to collect the utility
data from the respective agencies lies with DMRC. However, necessary co-operation/co-
ordinance will be extended by MEGA to carry out the same.

(vi) Preparation of Geometric design of the route alignments covering horizontal and vertical
profile including viaduct and station GAD along the tentative pier configuration has to be
prepared to assess the approximate land acquisition required along the viaduct
alignment and station location.

(vii) Location of stations and general layout plans for stations and integration areas.

(viii) EIA studies and preparation of EMP for negative impacts, if any.

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 CHAPTER 1 - INTRODUCTION

(ix) Geo-technical investigations along the corridor at the interval of 1km for elevated
corridor and 500 meters for underground corridor and up to the required depth.
However, the interval may be modified based on the availability of the site.

(x) Technology Selection – Broad details of Traction and Signalling system, rolling stock,
track, etc.

(xi) Conceptual Plan for utilization of existing Phase-I depot for arriving at the total depot
requirement for the purpose of the rolling stock maintenance. Also, report on interface
with the proposal system of Phase-I to be mentioned.

(xii) Creation of disable friendly features to ensure accessibility to persons with disabilities.

(xiii) Security measures to ensure security for metro system.

(xiv) Disaster management features for metro system.

(xv) Implementation Schedule.

(xvi) Estimation of construction costs, operation and maintenance costs. The basis, for the
assumption for arriving at the cost has to be submitted.

(xvii) Study on the Fare Structure.

(xviii) Financial and Economic analysis for the project.

(xix) Evolving a Funding Plan and Institutional arrangement for the Project.

(xx) Preparation and submission of Detailed Project Report.

1.4 STUDY AREA

Introduction
The basis for secondary data collection is that it helps to fill the gaps that have not been
able to be collected through primary surveys. Also, this data is required for establishing
trends and development patterns of the city. Collection of relevant secondary data like
demographic and land use data for every ward, accident data of last five years, bus
route details, fleet details, speed and delay of car along the proposed metro corridors,
fare structure of every mode of transport etc. as per the scope of work entrusted to the
consultant was completed. The following section would provide an overview of the data
collected through various sources.

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a. City Profile
The study area boundary primarily comprises of area within four administrative
boundaries namely Ahmedabad Municipal Corporation (AMC), Gandhinagar Urban
Development Area (GUDA), urban outgrowth areas of Ahmedabad i.e. Kathwada,
Singarva, Bopal, Guma and 41 villages between AMC & GUDA and adjoining areas are
also considered on the basis of contiguous built up and interaction with Ahmedabad

The area within the Ahmedabad Municipal Corporation limits consists of:

 The traditional city centre within the fort walls with relatively high-density development,
large concentration of commercial activities and narrow streets,

 The eastern sector accommodating large and small industries and low income
residential areas

 A well planned western sector with wide roads accommodating major institutions and
high-income residential areas

 The outgrowth areas (New west AMC zone) added recently to AMC comprising mainly
residential developments of middle and low income households.

Gandhinagar, Gujarat's capital city, lies on the west bank of the Sabarmati River, and
approximately 32km north of Ahmedabad. Gandhinagar, a planned city is divided in to
thirty sectors with a large administrative sector at its centre. Each sector has its own
shopping and community centre, primary school, health centre, government and private
housing. Large recreational areas and wide green open spaces are developed as a part
of a city. Gandhinagar Urban Development Authority (GUDA) caters an area of 388 km 2
which includes two urban areas (Gandhinagar, Adalaj) and 39 villages. GUDA shares its
geographical boundaries with AUDA.

Apart from the above there are some committed growth centres around Ahmedabad and
Gandhinagar

 Gujarat International Finance Tech-City (GIFT) located around 10 km south east of

Gandhinagar is an upcoming city in the vicinity of both Ahmedabad and Gandhinagar.
The city is conceptualised with the purpose of provisioning high quality physical
infrastructure for finance and technology firms.

 Industrial Estates and Special Economic Zone (SEZ): The study area also houses 11
Industrial estates of these 7 are existing and 4 are proposed. Apart from these there are
around 11existing 4 proposed SEZ. Part of the Changodar SIR also forms a part of the
study area.

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 CHAPTER 1 - INTRODUCTION

Based on the above mentioned areas, the study area defined includes areas as given in
the following table.
Table 1.1 Study Area Boundary
Area Area No of
Name Population
Boundary (km2) Zones
Urban Area ( Gandhinagar Municipal Area , Adalaj) and
GUDA 388 80 4,37,111
39 Villages of GUDA
AMC 466 Ahmedabad Municipal Corporation 285 55,89,944
Urban areas (Bopal, , Singarva , Chiloda and Out growth
– Kathwada and Guma)
41 Villages (Amiyapur, Aslali, Bhat, Bhuvaldi, Bilasiya,
AUDA (Urban +
Dantali, Devdi, Chosar, Geratpur, Ropda, Gamdi,
Rural)
Istolabad, Gatrad, Memadpur, Geratnagar, Bibipur,
Or 272.44 44 2,21,698
Jamiyatpur, Kanbha, Karai, Khatraj, Vadsar, Khodiyar,
Area adjoining
Khoraj, Koteshwar, Lilapur, Limbadia, Nabhoi, Navapura,
AMC)
Palodiya, Rancharda, Nandoli, Rachhodpura, Santej,
Rakanpur, Dantali, Iapkaman, Ranasan, Sanathal,
Shela, Sugad, Zundal)
Outside
19.98 2 villages (Changodar ,Moraiya) 4 14,656
AUDA

Grand Total 1146.41 413 62,63,409

GUDA

AUDA

AMC
Outside AUDA

Fig. 1.2 Study Area

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 CHAPTER 1 - INTRODUCTION

b. Demographic Details
As per Census of India 2011, the study area consisting of four administrative boundaries
has a population of 6.3 million.

Table 1.2 Demographic Profile of the study area

Population Area Density (Person / Ha) Annual Growth Rate (%)
Areas
1991 2001 2011 (in Ha) 1991 2001 2011 1991-01 2001-11
4,37,111
GUDA 2,78,558 3,81,183 38800 7 10 11 3.19 1.38
(6.98%)
55,89,944
AMC 34,21,044 45,17,194 46683 73 97 120 2.82 2.15
(89.25%)
AUDA (AMC
2,21,698
Adjoining 1,20,065 1,50,335 27244 4 6 8 2.27 3.96
(3.54%)
area)
14,656
Outside AUDA 6,075 6,938 2001 3 3 4 1.34 7.77
(0.23%)
Total 38,25,742 50,55,650 62,63,409 114728

The population within the AMC boundary is highest consisting of 89.25% of study area
population in the census year 2011, followed by 6.98% of population within the GUDA
boundary, 3.54% population within AUDA (urban and rural/AMC Adjoining area) and a
very negligible share of 0.23% population outside AUDA area.

Population within areas outside AUDA and AUDA (AMC Adjoining area) have witnessed
the highest growth in the decade 2001-11. On the other hand, urban boundaries
consisting of AMC and GUDA have witnessed a moderate growth of 2.15% and 1.38%.

Population Projection
Futuristic population growth has been collected from various sources. As per GUDA
development plan-2024, by 2031 the region would have a population of 10 lakhs from
4.9 lakhs in 2021. Introduction of GIFT city and urbanization of the GNA area and
current villages would add to it.

Table 1.3
Jurisdiction 2021 2031
GNA 2,40,620 3,35,678
GUDA villages 2,50,885 2,81,326
GIFT 3,38,000
Total GUDA 4,91,505 9,55,004
Source: Guda Development Plan, 2024

As per greater Ahmedabad development plan, by 2031 the region that consists of two
major urban areas Ahmedabad, Gandhinagar, economic hub of GIFT, 131 other villages
and few other small towns and settlements would be 125 lakhs. It is also mentioned that
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 CHAPTER 1 - INTRODUCTION

urban areas of Ahmedabad i.e. AMC boundary and urban area of Gandhinagar i.e. GNA
boundary together will house 60% of the population projected.

Table 1.4 Projected Population of Greater Ahmedabad

Jurisdiction 2011 2031
Greater
Ahmedabad 81,12,000 1,25,00,000
AMC + GNA 60% 60%
AMC + GNA 48,67,200 75,00,000
AMC - 71,64,322
GNA - 3,35,678
Source: Greater Ahmedabad Development Plan and Integrated Mobility Plan of Greater Ahmedabad

Socio Economic Characteristics

As per Ahmedabad Metro DPR, 2015, the average household size in the study area is
4.6 in comparison to 5.04 in Census 2001. At a disaggregate level, average household
size in Ahmedabad is 4.6 in comparison to 4.5 in Gandhinagar.

The Work Force Participation Rate (WPR) in the study area is 0.34. Of the total worker
population in the study area, majority of them (57%) are involved in the private service,
followed by around 33% in business activity. Around 5% are engaged in government
services and another 5% are working as labourers. (Source: Ahmedabad Household
Data (CEPT, 2012), Gandhinagar Household Data (LASA, 2009)

In terms of vehicle ownership, around 16% of the households in the study area do not
own any vehicles while another 14% own only cycles. Almost half of the households own
two-wheelers, while 15% households own cars.

Projected employment generation for GIFT shows that, by 2020 this economic hub
would cater to 1.75 lakh jobs which would subsequently increase to lakh in 2025 and 5
lakh in the year 2030

Table 1.5 Projected Employment of GIFT 2030

Year Employment (lakh)
2020 1.75
2025 3
2030 5
Data Source: MEGA Office, 2017

c. Road Network
The major road network in the study area is around 3045 km in length, of which 125 km
are National Highways and 103 km are under State Highways which are being

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 CHAPTER 1 - INTRODUCTION

maintained by National Highways Authority of India and Roads & Building Department
respectively. The rest of the roads are managed by respective urban local bodies of
AMC, AUDA, GNA and GUDA.

Source; *
Master Plan for
Clean, Green
and Solar
Gandhinagar,
2009, Lea
Associates Pvt
Ltd.; ** COE in
Urban
Transport, CEPT
University,
Ahmedabad

Fig. 1.3 Figure 5 Existing Road Network in Study area

Table 1.6 Road Network Composition

Jurisdictional Area Road length (km) % of road
AMC 2365 78%
AUDA 145 5%
GUDA* 457 15%
Other areas** 78 3%
Total Study Area 3045 100%
Source; * Master Plan for Clean, Green and Solar Gandhinagar, 2009, Lea Associates Pvt Ltd.; ** COE in Urban
Transport, CEPT University, Ahmedabad

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 CHAPTER 1 - INTRODUCTION

Fig. 1.4 Network Characteristics

Source: COE (Centre of Excellence) in Urban Transport, CEPT University, Ahmedabad

1.5 STRUCTURE OF THE REPORT

The report contains the chapters as mentioned below :-

CHAPTER NO. DESCRIPTION

Chapter-1 Introduction
Chapter-2 Traffic Demand Forecast
Chapter-3 System Selection
Chapter-4 Geometric Designing Parameters & Alignment Description
Chapter-5 Civil Engineering
Chapter-6 Station Planning
Chapter-7 Train Operation Plan
Chapter-8 Rolling Stock
Chapter-9 Depot
Chapter-10 Power Supply Arrangements
Chapter-11 Signalling

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 CHAPTER 1 - INTRODUCTION

CHAPTER NO. DESCRIPTION

Chapter-12 Telecommunication & Automatic Fare Collection
Chapter-13 Disabled Friendly Features
Chapter-14 Environmental & Social Impact Assessment
Chapter-15 Security Measures for a Metro System
Chapter-16 Disaster Management Measures
Chapter-17 Multi Modal Transport Integration at Metro Stations
Chapter-18 Cost Estimates
Chapter-19 Financing Options, Fare Structure And Financial Viability
Chapter-20 Economic Appraisal
Chapter-21 Implementation Plan
Chapter-22 Conclusion

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 CHAPTER 1 - INTRODUCTION

Annexure 1.1

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 CHAPTER 1 - INTRODUCTION

Annexure 1.2

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Chapter – 2

TRAFFIC DEMAND FORECAST

2.1 INTRODUCTION

2.1.1 Study Background

Ahmedabad Metro is a proposed Metro Rapid Transit System connecting the city of
Ahmedabad, Gandhinagar and the very ambitious Gujarat International Finance
Tech-City (GIFT City). The proposed Metro Rapid Transit network is envisaged to
consist of two major corridors and two segment connectivity:

(i) Corridor I – East West Corridor (Phase I)

(ii) Corridor II – North South Corridor (Phase I)
(iii) Corridor II (extn) – Motera to Gandhinagar
(iv) Segment connectivity – GIFT City & Airport

2.1.2 Scope of Work

The traffic & transportation aspect of this work involves collection of socioeconomic,
land use, traffic & travel data from secondary sources as well as conducting primary
traffic & travel surveys. The scope can be divided into two segments:

1. Updating of passenger forecasting of Ahmedabad Metro Phase I corridors.

2. The second segment mainly comprises of traffic data collection for the proposed
metro corridors (total length is 34 km approx.):

 Extension of connectivity from APMC – Motera line to Gandhinagar

 Connection of GIFT city and Airport and realistic assessment of traffic on the
proposed network.

I. The consultant has to assess:

 Baseline total and assigned traffic onto the system across horizon years;
 Metro ridership and passenger km across horizon years;
 PHPDT (peak sectional load) across horizon years;
 Corridor wise ridership across horizon years;
 Different station loadings (boarding, alighting numbers) across horizon years;
 Unidirectional station boarding and alighting in the peak hour giving sectional load in
peak hour.
 Base network, traffic and travel characteristics amidst a multi model setup; and
 The dynamics of traffic shift to the proposed system in wake of competing modes
across horizon years.

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

II. For estimating the passenger traffic, the study should consider:
 Passenger trips that would resort to the project corridor due to the new metro system
linkages. This procedure should measure the relationship between the strength of a
stimulus and the proportion of cases exhibiting a certain response to the stimulus
(passengers resorting to the metro).
 The modal shift to the newly introduced system on to the existing network
(Probabilistic Model) from each competing mode once the metro system is installed.
 Unidirectional station boarding & alighting of daily and days section load.
 Determination of total trips on date (vehicular and walk) and in horizon years.
 Existing modal split on date for various modes
 Modal split after metro in place i.e. corridor N-S & E-W corridor of Phase-I and these
corridors or any other corridor, identified by DMRC:

o Total passenger km (PKM) on metro corridor wise.

o Average trip length for each metro corridor separately and also combined.
o Fare structure to be mentioned clearly in the report.
o Station to station of metro OD to be provided.
o Complete OD matrix of all trips, private trips and public trips to be provided.

 Traffic that may accrue at major interchange points and mid-block locations due to
introduction of the new facility.

III. The study shall be based on analysis of:

 Review of the existing travel pattern
 Review of network usage pattern by different modes
 Review of existing transport facilities (all competing modes)
 Review of the zoning system ? Network plan and the specified project corridor
 Hourly classified volume counts ? Origin Destination (O-D) matrices – consolidated
and mode-wise
 Existing public transport network and their specific movement along the project
corridor
 Competing transport modes
 Average Trip Lengths for various categories of vehicles

IV. The traffic and travel data collated is to be used to formalise the 4 stage travel
demand model for the baseline and projected scenarios (maximum 2), that inter alia
includes:-
 Trip Generation Model
 Trip Attraction Model
 Trip Assignment Model
 Peak and off peak period system load forecast
 Trip distribution model suiting either growth factor models/system models

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

V. The consultant has to model and estimate the “generalized cost of travel” for the
proposed metro system. Also, the consultants need to formulate discrete logit model
using primary data collated as part of the study. The foresaid models will help gauge
the extent of traffic diversion / attraction across competing modes for the project
corridor (in wake of travel time and travel cost savings once the proposed system is
in place). Fare differentials with competing modes and their relative impact on metro
ridership is to be gauged using direct and cross price elasticity measures. Such
models shall be spatially and logically validated using the assignment exercise with
changes to TTM and related cost impedance factors. Statistical analysis and discrete
choice model estimation should be carried out using the stated preference survey
data segmented by vehicle type, highway used, trip purpose and time of day (AM
peak, PM peak and off-peak periods).

VI. Consultants need to support their travel forecast using estimates arrived at from
using Time series/ Panel data pertaining to key traffic generation (population,
motorization rates, households etc.) and traffic attraction parameters (land-use based
parameters). Back-testing of trip end data has to be accomplished by the
consultants.

VII. Preparation of alternative routes on Google/available standard maps duly verifying at

site regarding the actual location. Also, prepare the comparative study for
Underground and Elevated options for the finalized route.

VIII. Multi-Modal Traffic integration, planning for feeder bus service, public bike sharing
and pedestrianisation in the influence area of stations.

IX. Updating the demand forecast report will include both Phase-I & Phase-II ridership.

2.1.3 Study Approach

 The work flow plan is designed to archive the desired goal. It comprises of the
following milestones. The first stage entails understanding of the study including its
scopes and objectives. Identification of primary survey locations is also an essential
task of this stage.
 In the second stage reconnaissance survey of the study area will be followed by
primary survey at various locations in Ahmedabad and Gandhinagar.
 The third stage of the study entails tabulation, verification and consistency check for
the data. The prime task in stage four is digitization of collected primary data.
 In the fifth stage traffic and travel data will be analysed. The exploratory data
analysis, presentation of key results and inference of the analysis will be executed in
stage six.
 All the primary and secondary collected data will be assimilated in stage seven.
 The eighth stage comprises of projections for the horizon years, travel demand
modelling for the existing situation and travel demand forecast for future and two
projected scenarios.
 The draft and final report will be presented in the final stage.

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Final
Fore-
casting
Report

Figure 2.1 Study Approach

2.1.4 Study Methodology

The scope and principal study objectives have been derived from the Terms of
Reference (TOR) section of the Request for Proposal (RFP). The said scope of work
has been derived through the following study methodology as mentioned below:

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Figure 2.2 Study Methodology

A) Stage 1: Data Collection

The second stage of the study included a reconnaissance survey. It was undertaken
to identify and finalize the primary survey points on the network. The primary surveys
were then undertaken at selected locations.

(i) Traffic Volume Surveys and Occupancy Surveys

Classified traffic volume count were conducted at the 48 identified locations, which
include Screen line, Mid Block and Cordon points on the major travel corridors. This
data otherwise was also required to expand the O-D Survey sample to the total
population of traffic in O-D location. The TVC and the Occupancy Survey data were
analyzed to obtain:

 Average Daily Traffic (ADT)

 Hourly variation and Peak Hour flows

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

 Directional distribution by hour of the day

 Traffic composition
The classified traffic count surveys were conducted as per the provisions of IRC
Guidelines (IRC 9-1972).

(ii) Road Side OD Surveys

Road side Origin – Destination (OD) surveys were undertaken for establishing the
travel pattern of the commuters in the city. Origin destination survey of the
commuters was conducted at 26 locations in the city. The surveys were conducted
on working days using systematized sampling method/s. Commuters were surveyed
for their trip origin, destination, trip length, time, cost, purpose, mode of travel etc.
The enumerators selected for OD surveys were fully trained in the use of standard
interview sheets. It is also necessary to estimate the number of passengers travelling
in passenger vehicles. This was achieved by enumerating number of passengers
travelling by interviewed passenger vehicles.

(iii) Bus Terminal Volume Count

Volume count survey at six bus terminals and four major bus stops was carried out
for 24 hours on a working day. The survey was conducted to determine to establish
the boarding/ alighting pattern along with assessment passengers using that
particular terminal.

(iv) Passenger Terminal OD Surveys

Passenger Terminal OD Surveys was carried out at the identified bus train terminals
and major bus stops. These passengers were surveyed in order to establish the
travelling pattern of the passengers which were using the terminal facilities. Details
like trip origin, destination, length, time taken, cost of the trip, propose etc. were
collected from the passengers captured through random sampling.

(v) Willing to Pay Survey

Willing to pay survey will be conducted at ten locations. These locations are five of
the major bus terminals and five of the outer cordon points. The commuters will be
interviewed with the details like trip purpose, monthly way, willing to pay for the metro
facility, their affordable choice of fare.

(vi) Speed and Delay Surveys

Speed and Delay surveys were undertaken along the proposed metro corridors
during peak and off peak time period. This provided an understanding about the
speed profile of the vehicles along the proposed metro corridors.

Other than the primary data collection required, secondary data was also collected
from various authorities in the city and the same has been elaborated in subsequent
sections below.

B) Stage -3: Data Tabulation

After collection of the all primary and secondary data, the work of tabulation,
verification and consistency check was carried out.

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

C) Stage -4: Digitization of All Primary Data

All collected, verified and corrected data was then digitized and refined for the ease
of analysis under this stage.

D) Stage -5: Traffic and Travel Data Analysis

The digitized and refined data was further analyzed to assess existing travel pattern,
traffic composition, modal share of competing public transport, traffic demand on
existing network. Further consolidated and mode wise OD matrices were generated
from the data collected.

E) Stage -6: Key Results and Inferences

Analysis of all the travel and traffic data led to the results and inferences related to
the city’s travel pattern. This also included appreciation of travel pattern of public
transport users of the city. Modal shift to newly introduce network and modal shift
from each of the competing mode to metro was estimated in this stage.

F) Stage -7: Assimilation of Primary and Secondary Data

In this stage collected primary and secondary data were assimilated. The data of
Census was linked to primary data, estimation of expansion factor depending on
collected data samples was carried out. The proposed land use plan for the city in
the recent Development Plan was also considered to mark the future points of major
traffic attraction.

G) Stage -8: Travel Demand Modeling for Base and Horizon Years
This stage of the study was very essential, where the analyzed data concluded to the
desired study results with the aid of travel demand modeling software. Baseline total
and assigned traffic across the horizon years was assessed. Forecasting of metro
ridership and passenger km for horizon years was undertaken at this stage. PHPDT,
taking into consideration the latest Development plan, was assessed. Boarding/
alighting pattern of the passengers for various metro stations on the alignment was
forecasted. Peak and off peak period system load factor was also determined.

H) Stage -9: Final Submission

This stage comprised of the Draft report submission with inclusion of all the foresaid
stages. The Draft report was corrected and altered as per the comments.

2.2 STUDY AREA APPRECIATION

2.2.1 Introduction
The basis for secondary data collection is that it helps to fill the gaps that have not
been able to be collected through primary surveys. Also, this data is required for
establishing trends and development patterns of the city. Collection of relevant
secondary data like demographic and land use data for every ward, accident data of
last five years, bus route details, fleet details, speed and delay of car along the
proposed metro corridors, fare structure of every mode of transport etc. as per the
scope of work entrusted to the consultant was completed. The following section
would provide an overview of the data collected through various sources.

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

2.2.2 City Profile

The study area boundary primarily comprises of area within four administrative
boundaries namely Ahmedabad Municipal Corporation (AMC), Gandhinagar Urban
Development Area (GUDA), urban outgrowth areas of Ahmedabad i.e. Kathwada,
Singarva, Bopal, Guma and41 villages between AMC & GUDA and adjoining areas
are also considered on the basis of contiguous built up and interaction with
Ahmedabad

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

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

Apart from the above there are some committed growth centres around Ahmedabad
and Gandhinagar

 Gujarat International Finance Tech-City (GIFT) located around 10 km south east

of Gandhinagar is an upcoming city in the vicinity of both Ahmedabad and
Gandhinagar. The city is conceptualised with the purpose of provisioning high quality
physical infrastructure for finance and technology firms.

 Industrial Estates and Special Economic Zone (SEZ): The study area also houses
11 Industrial estates of these 7 are existing and 4 are proposed. Apart from these
there are around 11existing 4 proposed SEZ. Part of the Changodar SIR also forms a
part of the study area.

Based on the above mentioned areas, the study area defined includes areas as
given in the following table.

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.1 Study Area Boundary

Area Area No of
Name Population
Boundary (km2) Zones
Urban Area ( Gandhinagar Municipal Area , Adalaj) and 39
GUDA 388 80 4,37,111
Villages of GUDA
AMC 466 Ahmedabad Municipal Corporation 285 55,89,944
Urban areas (Bopal, Singarva , Chiloda and Out growth –
Kathwada and Guma)

AUDA (Urban + 41 Villages (Amiyapur, Aslali, Bhat, Bhuvaldi, Bilasiya,

Rural) Dantali, Devdi, Chosar, Geratpur, Ropda, Gamdi, Istolabad,
Or 272.44 Gatrad, Memadpur, Geratnagar, Bibipur, Jamiyatpur, 44 2,21,698
Area adjoining Kanbha, Karai, Khatraj, Vadsar, Khodiyar, Khoraj,
AMC) Koteshwar, Lilapur, Limbadia, Nabhoi, Navapura, Palodiya,
Rancharda, Nandoli, Rachhodpura, Santej, Rakanpur,
Dantali, Iapkaman, Ranasan, Sanathal, Shela, Sugad,
Zundal)
Outside
19.98 2 villages (Changodar ,Moraiya) 4 14,656
AUDA

Grand Total 1146.41 413 62,63,409

GUDA

AUDA

AMC

Outside AUDA Figure 2.3 Study Area

2.2.3 Demographic Details

As per Census of India 2011, the study area consisting of four administrative
boundaries has a population of 6.3 million.

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.2 Demographic Profile of the study area

Population Area (in Density (Person / Ha) Annual Growth Rate (%)
Areas
1991 2001 2011 Ha) 1991 2001 2011 1991-01 2001-11
4,37,111
GUDA 2,78,558 3,81,183 38800 7 10 11 3.19 1.38
(6.98%)
55,89,944
AMC 34,21,044 45,17,194 46683 73 97 120 2.82 2.15
(89.25%)
AUDA (AMC
2,21,698
Adjoining 1,20,065 1,50,335 27244 4 6 8 2.27 3.96
(3.54%)
area)
14,656
Outside AUDA 6,075 6,938 2001 3 3 4 1.34 7.77
(0.23%)
Total 38,25,742 50,55,650 62,63,409 114728

The population within the AMC boundary is highest consisting of 89.25% of study
area population in the census year 2011, followed by 6.98% of population within the
GUDA boundary, 3.54% population within AUDA (urban and rural/AMC Adjoining
area) and a very negligible share of 0.23% population outside AUDA area.

Population within areas outside AUDA and AUDA (AMC Adjoining area) have
witnessed the highest growth in the decade 2001-11. On the other hand, urban
boundaries consisting of AMC and GUDA have witnessed a moderate growth of
2.15% and 1.38%.

Population Projection
Futuristic population growth has been collected from various sources. As per GUDA
development plan-2024, by 2031 the region would have a population of 10 lakhs from
4.9 lakhs in 2021. Introduction of GIFT city and urbanization of the GNA area and
current villages would add to it.

Table 2.3
Jurisdiction 2021 2031

GNA 2,40,620 3,35,678

GUDA villages 2,50,885 2,81,326

GIFT City 3,38,000

Total GUDA 4,91,505 9,55,004

Source: GUDA Development Plan, 2024

As per greater Ahmedabad development plan, by 2031 the region that consists of
two major urban areas Ahmedabad, Gandhinagar, economic hub of GUFT, 131 other
villages and few other small towns and settlements would be 125 lakhs. It is also
mentioned that urban areas of Ahmedabad i.e. AMC boundary and urban area of
Gandhinagar i.e. GNA boundary together will house 60% of the population projected.

Table 2.4 Projected Population of Greater Ahmedabad

Jurisdiction 2011 2031

Greater Ahmedabad 81,12,000 1,25,00,000

AMC + GNA 60% 60%

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Jurisdiction 2011 2031

AMC + GNA 48,67,200 75,00,000

AMC - 71,64,322

GNA - 3,35,678
Source: Greater Ahmedabad Development Plan and Integrated mobility Plan of Greater Ahmedabad

Socio Economic Characteristics

As per Ahmedabad Metro DPR, 2015, the average household size in the study area
is 4.6 in comparison to 5.04 in Census 2001. At a disaggregate level, average
household size in Ahmedabad is 4.6 in comparison to 4.5 in Gandhinagar.

The Work Force Participation Rate (WPR) in the study area is 0.34. Of the total
worker population in the study area, majority of them (57%) are involved in the
private service, followed by around 33% in business activity. Around 5% are engaged
in government services and another 5% are working as labourers. (Source:
Ahmedabad Household Data (CEPT, 2012), Gandhinagar Household Data (LASA,
2009)

In terms of vehicle ownership, around 16% of the households in the study area do
not own any vehicles while another 14% own only cycles. Almost half of the
households own two-wheelers, while 15% households own cars.

Projected employment generation for GIFT shows that, by 2020 this economic hub
would cater to 1.75 lakh jobs which would subsequently increase to lakh in 2025 and
5 lakhs in the year 2030

Table 2.5 Projected Employment of GIFT 2030

Year Employment (lakh)
2020 1.75
2025 3
2030 5
Data Source: MEGA Office, 2017

2.2.4 Road Network

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

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Source; *
Master Plan for
Clean, Green
and Solar
Gandhinagar,
2009, Lea
Associates Pvt
Ltd.; ** COE in
Urban
Transport, CEPT
University,
Ahmedabad

Figure 2.4 Figure 5 Existing Road Network in Study area

Table 2.6 Road Network Composition

Jurisdictional Area Road length (km) % of road
AMC 2365 78%
AUDA 145 5%
GUDA* 457 15%
Other areas** 78 3%
Total Study Area 3045 100%
Source; * Master Plan for Clean, Green and Solar Gandhinagar, 2009, Lea Associates Pvt Ltd.; ** COE in Urban
Transport, CEPT University, Ahmedabad

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Figure 2.5 Network Characteristics

Source: COE (Centre of Excellence) in Urban Transport, CEPT University, Ahmedabad

As per MOUD report Sustainable Urban Transport Project, India, the Road network
hierarchy given in Ahmedabad is as follows:

Table 2.7 Road Network Hierarchy

Type Road length (km) % of network
Ring road & Radial road (Arterial
and Collector) 347 14.2
Sub-Arterial and Collector 923 37.9
Other Roads 1166 47.9
Total 2436 100
Source: MOUD Report for Sustainable Urban Transport Project, India

2.2.5 Mode wise vehicle registration data

The total number of vehicles registered in Ahmedabad have witnessed a growth of
6.3% from 18,47,587 in 2005 to 35,75,437 in 2016. Gandhinagar on the other hand
have registered a growth rate of 12.7% which is double than Ahmedabad.

A mode wise comparison shows that, at Ahmedabad growth rate of three-wheeler is

highest (8.8%) followed by four-wheeler and two-wheeler at 8.3% and 6.5%
respectively. On the other hand growth rate of four-wheeler is highest in Gandhinagar
at 13.6% followed by 11.7% two wheeler.

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An average growth rate of car in the study area is highest at 10.9 %. This growth
trend shows highlights the fact that Ahmedabad Gandhinagar region is highly
dependent on private mode of transport for commuting.

Table 2.8 Vehicles Registered in Study Area 2005-06 to 2015-16

Ahmedabad Gandhinagar
Type of Vehicles
2005-06 2015-16 2010-11 2015-16
Two wheeler 14,50,250 27,11,554 1,29,476 3,92,416
Three wheeler 80,278 1,85,910 3,656 NA
Four Wheeler 2,94,045 6,51,155 30,867 1,10,426
Bus 23,014 26,818 8,908 NA
Total 18,47,587 35,75,437 1,72,907 5,02,842
Source: RTO Ahmedabad & Gandhinagar, 2017

Fig.2.6 Vehicles Registered in Ahmedabad Fig.2.7 Vehicles Registered in Gandhinagar

Source: RTO Ahmedabad, 25.01.2017 Source: RTO Gandhinagar, 17.02.2017

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Table 2.9 Details of registered vehicles in Ahmedabad from 2005 - 2016

Type of Vehicles 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16
Motor Cycle/Scooters 1218028 1316718 1427598 1527479 1609687 1709441 1853263 1998776 2125451 2273565 2419444
Moped 232222 237811 242490 247176 249001 266503 269817 271070 272025 276680 292110
Auto rikshaws 69075 88271 101293 108761 115807 126074 138615 149962 158768 166337 174693
Jeep 21087 21753 22385 23706 25052 30065 30225 30473 30748 30817 30848
Three whellers M/Car 11203 11205 11205 11205 11208 11210 11214 11217 11217 11217 11217
Four whellers M/Car 264525 279693 298919 320650 345712 371945 416314 462163 502391 552026 605057
Taxi 8433 8844 9255 9532 9835 10349 10885 11482 12399 14061 15250
Maxi-Cab 1587 1827 2118 2441 2981 3398 3903 4454 5013 5315 5695
Contract Carriages 3526 3610 3703 3830 3976 4129 4428 4984 5400 5723 6308
Stage Carriages 19488 19838 20060 20140 20220 20254 20358 20491 20491 20491 20510
School Bus 399 466 496 538 589 649 684 702 709 956 1038

Private Service Vehicle 878 920 958 1007 1049 1087 1101 1108 1109 1226 1238

Police Van 813 819 821 822 837 840 840 842 842 842 842
Truck/Lorries 29632 30321 31196 31957 32493 33100 34275 36222 37285 38476 40139
Tankers 3037 3071 3105 3138 3202 3298 3381 3393 3412 3490 3490
Tempo 27037 30109 34197 37485 40353 44182 48444 52583 55888 59298 62596
Other light Vehicle 17077 17558 18549 19978 21374 23367 26638 30360 34290 36973 40120
Transport-Trailors 18682 19385 20200 21244 22157 23263 24155 24755 24906 24991 25135

Non-Transport-Trailors 752 752 752 752 757 763 966 1847 2760 3091 3645

Tractors 33527 35009 36556 38180 40076 41867 44409 48350 49622 52678 54797
Ambulance Van 930 947 981 1002 1043 1070 1098 1144 1194 1241 1311
Others 4892 5463 5977 6822 7674 8636 9535 10273 10882 11128 11388

TOTAL 1986219 2133779 2292069 2437126 2564575 2735004 2954123 3176546 3366802 3590622 3826871

Source: RTO Ahmedabad, 25.01.2017

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Table 2.10 Details of registered vehicles in Gandhinagar from 2005 - 2016

Type of Vehicles 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

Two wheeler 18489 21287 22702 25059 27322 28189 24111 27896 27744 28527 30103
Four wheeler 5659 5901 6045 6390 6562 6824 9983 9485 8214 9275 10880
Tractor 764 749 849 950 978 998 0 4 0 1739 1167
Passenger vehicles 107 169 110 113 113 130 44 2443 1972 2495 2463
Goods 648 1202 1312 1361 1434 1567 0 1992 2261 2065 2193
Special vehicle 0 2 1 3 5 6 0 1 0 0 0
Other Vehicle 150 214 412 402 445 460 57 134 95 91 131
TOTAL 25817 29524 31431 34278 36859 38174 34195 41955 40286 44192 46937
Source: RTO Gandhinagar, 17.02.2017

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2.2.6 Speed and Delay Data from Secondary Sources

Travel speed which is a product of speed and delay surveys, was also extracted from
previous studies as given in Ahmedabad Metro DPR Phase I-2015. Mean travel speed as
recorded was 25kmph along corridors.

Source: CoE in Urban Transport, CEPT University, Ahmedabad & Primary Survey, LASA, 2009
Figure2.8 Speeds on Major Roads in Study area

As recorded the average travel speed along major roads in Gandhinagar was found to be
relatively higher (> at 50 kmph than travel speed along major roads of Ahmedabad which
was 25 kmph

2.2.7 Public Transport

Passenger trips within the study area consisting of Ahmedabad and Gandhinagar Region is
highly dependent on bus and auto which is an intermediate mode of transport. There are
three public bus services being operated in the region. The services are namely
Ahmedabad Municipal Transport Service (AMTS) City Bus Services, Bus Rapid Transit
System -JANMARG and Vallabhipur Transportation Co-Operative Society Pvt. Ltd.
(VTCOS).

Ahmedabad is a city that is connected with 631 km network of Bus routes comprising of
Bus Rapid Transit System -JANMARG and Ahmedabad Municipal Transport Service
(AMTS) City Bus Services. BRTS services are operated by Ahmedabad Janmarg Limited
(AJL), a special purpose vehicle (SPV) formulated by Ahmedabad Municipal Corporation,
Ahmedabad Urban Development Authority and Government of Gujarat to govern the BRTS

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operations in the city. In Gandhinagar, the city bus services are operated by Vallabhipur
Transportation Co-Operative Society Pvt. Ltd. (VTCOS), a private bus service operator.

Ahmedabad Municipal Transport Service (AMTS)

AMTS have been providing bus services in Ahmedabad since 1947. It is a system that
consists of 201 routes and covers 549 kms of route length. Coverage area of AMTS is
spread over 88% of developed AMC area. As per AMTS data 2012, it caters to 11% of trips
within the city i.e. 0.9 million passengers per day.

Source: COE (Centre of Excellence) in Urban Transport, CEPT University, Ahmedabad

Figure 2.9 AMTS Route network

The observed speed of AMTS is approximately 17km/hr, and most of the routes (70%)
pass through walled city area, hence the city center is very well connected to most parts of
the city. Majority of the AMTS bus route is structured around the walled city, as historically
walled city are used to be the commercial hub of the city. Currently, the new developed
residential clusters near Sarkhej-Gandhinagar Highway, Bodakdev, Prahladnagar
predominantly new-west zone is lacking in terms of high frequency of AMTS routes.
Currently AMTS has 7 bus depots, 11 bus terminals and 3 bus terminal cum depots.
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Table 2.11 Bus Terminal Profile

Terminals No of Routes Daily bus trips (Up& Down) Average bus trip/Route

Bapunagar 7 111 8
Bopal 3 35 6
Bhuyangdev Sola 10 146 7
Hatkeshwar 7 99 7
Kalupur Terminus 17 256 8
Lal Darwaza 79 1461 9
Manin nagar terminus 28 389 7
Naroda Terminus 13 179 7
Nava Wadaj 14 245 9
Navrangpura 13 174 7
Paldi 18 294 8
Vasna Terminus 20 287 7
Wadaj Old Terminal 10 144 7
Sarkhej 8 106 7
Total 247 3926
Source: AMTS Bus Info, Extracted 10.02.17

It was found that LAL Darwaza Bus terminus which is located at the old city of Ahmedabad
is the major terminal catering to 30% of the routes i.e. AMTS 79 routes followed by Manin
nagar Bus Terminus which caters to 13% of the routes.

BUS Rapid Transit System (BRTS) – “Janmarg”

Janmarg BRTS services commenced in the year 2009 as the first closed system BRTS in
India. Currently the BRT system operates on 13 route with a network length of 82 kms. The
BRT attracts a 1.30 lakh passenger daily. The 13 operational routes operate with peak
headways of 2.5 to 3 minutes. Due to the dedicated corridors and Bus priority system at
major intersections, the peak hour operational speeds of BRT buses are 25kmph which is
more than AMTS buses. The current BRT network connects the important origins and
destination plus the transit interchanges such as railway stations, regional bus terminals,
and university areas, industrial areas such as Narol, Naroda; residential and commercial
hubs and recreational public spaces such as Kankaria Lake.

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Source: COE (Centre of Excellence) in Urban Transport, CEPT University, Ahmedabad

Figure 2.10 BRTS Route network

Table 2.12 Comparison table of BRTS and AMTS

Parameters BRTS AMTS
Year of start 2009 1947
Network Length 82 549
No of Routes 13 212
Fleet size 230 1036
Operational hours 6 am to 11 pm 7 am to 11 pm
Daily ridership 1,30,407 9,50,000 (approx..)
Fleet Utilisation 92.61 70.27
Operational Speed 25 kmph 17 kmph
Source: AJL and AMTS Office, 2017

A comparison of physical performance of city bus services shows that BRTS fleet utilisation
is 92.61 which is better than AMTS at 70.27

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Table 2.13 Fare Structure of City Buses

Stage Kms AMTS Fare (Rs) BRTS Fare (Rs)

1 2 3 4
2 4 7 9
3 6 9 12
4 8 11 15
5 10 12 16
6 12 13 18
7 14 13 18
8 16 15 20
9 18 15 20
10 20 17 23
11 22 17 25
12 24 18 26
13 26 18 26
14-16 32 20 29
17-19 38 22 32
20-22 44 23 33
23-25 50 25 36
Source: AJL and AMTS Office, 2017

Since inception, fare for BRTS Bus service is 1.5 times greater than that of AMTS Bus
services.

Vallabhipur Transportation Co-Operative Society Pvt. Ltd. (VTCOS) City Bus Service
VTCOS is the city bus service in Gandhinagar, operated by a private organisation. It has
been operating city buses in Gandhinagar since 2009, with 11 buses in the first Phase.
Currently VTCOS operates 45 buses in GUDA and GNA area. These buses operate on 9
routes and run on Compressed Natural Gas (CNG). The nine routes of VTCOS are

i. Kh-1 to Akshardham
ii. Akshardham to Pathikashram,
iii. Ch-0 to Gh-7
iv. Ch-0 to Sector 19/20
v. Adalaj to Chiloda
vi. Pethapur to Gh-1
vii. VasaniaMahadev to Pathikashram
viii. Vavol to Sector 21
ix. Gh-0 to Akshardham via sector.

The headways of the buses range from 10 minutes to 20 minutes. The average occupancy
of the bus for all the routes is around 40. The observed occupancy of the bus during peak
hour was found to be more than 100%.

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Source: COE (Centre of Excellence) in Urban Transport, CEPT University,

Figure 2.11 City Bus Services in Gandhinagar

2.2.8 Introduction to Proposed Metro Corridors

Ahmedabad Metro is a proposed Metro Rapid Transit System connecting the city of
Ahmedabad, Gandhinagar and the very ambitious Gujarat International Finance Tech-city
(GIFT). Office for MEGA Metro (Metro-Link Express for Gandhinagar and Ahmedabad) is
responsible to build and operate this network. It will provide rapid mass transit connectivity
for the twin cities. Along with existing BRTS and AMTS service, metro would boost the
public transport commuters for the region and hence help in de-congesting city roads. The
proposed Metro Rapid Transit network as illustrated in figure 1.is planned to consist of two
major corridors and two segment connectivity as :

i. Corridor I – East West Corridor (Phase I)

ii. Corridor II – North South Corridor (Phase I)
iii. Corridor II (extn) – Motera to Gandhinagar
iv. Segment connectivity – GIFT City & Airport

Table 2.14 Corridor Profile

Phase Route No. of Stations Route Length (Km)
Corridor I – East West Corridor 17 20.74
Phase I (2019)
Corridor II – North South Corridor 15 18.52
Corridor II (extn) –
Phase II Motera to Gandhinagar 20 22.838
Segment connectivity – GIFT City 2 5.416
Phase IIA Segment connectivity – Airport 2 6.339

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As given in table 2.14 Corridor II with extension, the 41.36 km North South corridor is the
longest corridor and is being planned in two phases, where link1 (Phase-I) from Gyaspur to
Motera is 18.52 km and link2 (Phase-II) from Motera to Gandhinagar is 22.838 km.

Source: DMRC, 2017

Figure 2.12 Proposed MEGA Route Map 2017

2.3 ANALYSIS OF EXISTING TRAFFIC AND TRAVEL PATTERN

On ground primary study conducted includes reconnaissance survey on the proposed

metro corridor and supporting traffic surveys as mentioned below:

1. Classified Traffic Volume Count Survey

2. Origin Destination Survey and Occupancy Survey
3. Bus Terminal Volume Count Survey
4. Bus Terminal Passenger OD Survey
5. Speed and Delay Survey
6. Willing to Pay Survey

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Table 2.15 Description of Type of Surveys

Sl. Type of Survey No of
Types of Survey
No. Location Locations
Mid Block 26
1 Traffic Volume Count (24 hrs for 1 day) Screen Line 10
Cordon 12
Mid-Block 14
2 Road Side Interview – OD Survey (16 hrs for 1 day) Screen Line 6
Cordon 6
3 Bus Terminal Volume Count (24 hrs for 1 day) 10
4 Bus Terminal - OD Survey (16 hrs for 1 day) 10
5 Willing to Pay Survey (16 hrs for 1 day) 10

The locations are given in the below Table 2.16

Location ID TVC & OD Locations City
C1 Indroda circle, Info city Bus station Gandhinagar
C2 Gandhinagar circle Gandhinagar
C3 Gandhinagar Bijapur road, near charedi Gandhinagar
C4 Mahatma mandir road, Sector 13 Gandhinagar
C5 Gandhinagar Bypass road Gandhinagar
C6 PDPU road to GIFT City, near intersection GIFT
C7 Zundal Motera
C8 NH 59 and Sardar patel ring road intersection Ahmedabad
C9 Kolavada Gandhinagar road Gandhinagar
C10 Vastral road and Sardar patel ring road intersection Ahmedabad
C11 Jawaharlal Nehru Rd, near Sanklit nagar Ahmedabad
C12 Chanlodia road and SG Hwy intersection Ahmedabad
S1 Rd 5, Swami narayan gurukul Vidyalaya Gandhinagar
S2 Railway crossing near Road 7 and KH road intersection Gandhinagar
S3 Saraspura road and kalupur Bridge railway crossing Ahmedabad
S4 Gandhi bridge, Adwait ashram Ahmedabad
S5 Swami vivekananda road bridge Ahmedabad
S6 Bhagtacharya Road bridge Ahmedabad
S7 Thaltej road Railway crossing Ahmedabad
S8 Gandhinagar ahmedabad road and Airport Road Ahmedabad
S9 Power house, sabarmati railway station Ahmedabad
S10 Koba circle Koba
M1 Koteshwar Bhatt Road, Motera to Airport Motera
M2 Road 5, Near sector 24 Ahmedabad
M3 Road 5, Near Harshithanagar, Sec 23 Gandhinagar
M4 Road 5, Near sector 22 Gandhinagar
M5 Road 5, Near sector 21 Gandhinagar

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Location ID TVC & OD Locations City

M6 CH Road, sector 10B Gandhinagar
M7 CHH Road, near Sector 10 Gandhinagar
M8 Road 3, Near sector 10 Gandhinagar
M9 CH Road, CH 7 Bus stop Gandhinagar
M10 CH Road , sector 1C Gandhinagar
M11 Motera Stadium road Motera
M12 Drive In road, Nilmani Society Ahmedabad
M13 Drive In road, Professor's colony Ahmedabad
M14 Sp Stadium road and commersix road junction Ahmedabad
M15 Akhbar nagar circle Ahmedabad
M16 Narol sarkhoj Road, near ice factory road Ahmedabad
M17 Dr Jivraj mehta Marg Ahmedabad
M18 Manubhai jadhani marg, near jain nagar Ahmedabad
M19 Kasturba Gandhi rd and mirzapur road junction Ahmedabad
M20 BRTS Corridor , Ramnagar Ahmedabad
M21 Wadaj Ahmedabad
M22 Anjali Ahmedabad
M23 Vastral Road, near Madhav nagar tekra Ahmedabad
M24 Amraivadi road , near janta nagar Ahmedabad
M25 Amraivadi road, Ahmedabad
M26 Rajpur gomtipur road, Masjid e Ammar Ahmedabad

The survey locations as identified is given in figure 2.13

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Source: IMaCS, 2017

Figure 2.13 Primary Survey Location Map, 2017

2.3.1 Classified Traffic Volume Count

Classified traffic volume count survey was conducted at the 48 identified locations, which
includes Screen line, Mid-Block and Cordon points. This data is required to expand the O-D
Survey data to the total volume at respective O-D location. The TVC and the Occupancy
Survey data assessment is done to obtain Average Daily Traffic (ADT) , Hourly variation
and Peak Hour flows , Directional distribution by hour of the day and modal split.

From assessment of traffic volume, it was observed that Screen line 4 which is located at
the Gandhi bridge has the highest traffic volume of 106833 (97000 PCU’s) whereas the
lowest traffic volume was observed at Cordon point 6 located at PDPU road, which is a link
to the GIFT City. Observed passenger traffic volume at all locations is shown in figure 3
below:
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Source: Primary Study, IMacS, 2017

Figure 2.14 Passenger Traffic Volume (in PCU)

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Table 2.17 Location wise Total Passenger, Vehicles and PCU

Total Total Total Total Total Total
Location Location
Passenger Vehicles PCU's Passenger Vehicles PCU's
C1 58269 31833 27242 M3 36362 20971 17704
C2 24104 14012 12003 M4 33946 19053 16200
C3 17452 9815 8369 M5 29365 17019 14460
C4 24744 15000 12673 M6 26468 15469 13457
C5 5576 2425 2149 M7 29060 15063 13243
C6 924 691 497 M8 32299 16544 14372
C7 49975 28138 24587 M9 64209 36504 31215
C8 18260 11172 9913 M10 68236 38200 32617
C9 12708 6607 6307 M11 59426 30718 26642
C10 30527 19237 16414 M12 68139 39914 34610
C11 37856 21616 19381 M13 89506 49541 43131
C12 36055 20281 17857 M14 134720 74172 64353
S1 37123 20169 17088 M15 119553 63091 57763
S2 23017 13603 11482 M16 87911 51053 47330
S3 76792 42980 37286 M17 70195 37838 34716
S4 208105 106827 97000 M18 72020 38212 35988
S5 131698 75325 65469 M19 170237 87740 77280
S6 126360 71171 62321 M20 122375 66463 58526
S7 36786 21488 18675 M21 128640 66917 60844
S8 34792 19823 17995 M22 67530 39,993 34902
S9 118735 64922 59273 M23 28749 17973 15677
S10 71488 35966 32439 M24 40934 24463 22140
M1 26977 16532 13967 M25 32069 20537 18407
M2 31538 17531 14931 M26 40846 24034 21523

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Table 2.18 Location wise directional traffic volume (No of Passenger Vehicles)

Auto Other
Two Car/ Mini Mini Standard Standard Cycle Direction
Location Direction Rickshaw shared Cycle Total
Wheeler Van Bus_Public Bus_Regional Bus_Public Bus_Regional Rickshaw Total
(Passenger) IPT

Dir 1 10,434 1,500 3,458 0 2 3 70 66 36 7 15,576

C1 Dir 2 11,412 1,408 3,283 0 1 2 53 70 19 9 16,257 31,833
Dir 1 4,655 92 2,456 74 3 4 23 28 35 1 7,371
C2 Dir 2 4,139 149 2,188 70 4 5 28 20 36 2 6,641 14,012
Dir 1 3,375 47 1,606 37 3 4 25 29 35 1 5,162
C3 Dir 2 2,997 89 1,432 38 4 5 19 31 36 2 4,653 9,815
Dir 1 5,558 499 1,770 37 3 3 22 28 35 1 7,956
C4 Dir 2 4,944 380 1,581 34 4 5 23 35 36 2 7,044 15,000
Dir 1 806 34 374 27 2 8 9 18 33 6 1,317
C5 Dir 2 603 52 338 31 2 2 21 11 43 5 1,108 2,425
Dir 1 177 26 144 0 0 0 1 0 0 0 348
C6 Dir 2 167 34 142 0 0 0 0 0 0 0 343 691
Dir 1 8,834 1,458 3,029 0 6 36 90 64 146 20 13,683
C7 Dir 2 9,034 1,875 3,227 0 10 40 72 74 119 4 14,455 28,138
Dir 1 3,288 727 1,149 133 6 1 6 19 25 7 5,361
C8 Dir 2 3,588 791 1,245 141 1 4 2 11 20 8 5,811 11,172
Dir 1 979 198 1,817 42 0 2 24 19 0 0 3,081
C9 Dir 2 1,098 256 2,107 24 0 0 37 4 0 0 3,526 6,607
Dir 1 6,026 929 2,121 0 0 3 9 7 65 0 9,160
C10 Dir 2 6,612 1,026 2,328 0 1 1 11 5 93 0 10,077 19,237
Dir 1 6,323 1,405 2,213 254 3 3 86 35 25 13 10,360
C11 Dir 2 6,905 1,531 2,410 275 1 5 69 22 22 16 11,256 21,616
Dir 1 6,049 1,257 2,152 0 2 14 64 55 31 8 9,632
C12 Dir 2 6,790 1,455 2,237 0 3 18 45 57 40 4 10,649 20,281

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Auto Other
Two Car/ Mini Mini Standard Standard Cycle Direction
Location Direction Rickshaw shared Cycle Total
Wheeler Van Bus_Public Bus_Regional Bus_Public Bus_Regional Rickshaw Total
(Passenger) IPT

Dir 1 7,504 653 2,376 44 3 2 44 52 38 1 10,717

S1 Dir 2 6,664 467 2,127 42 4 5 58 46 37 2 9,452 20,169
Dir 1 5,052 444 1,606 37 3 2 45 21 35 1 7,246
S2 Dir 2 4,492 315 1,432 38 4 5 23 10 36 2 6,357 13,603
Dir 1 14,813 2,367 3,802 503 0 21 130 56 288 156 22,136
S3 Dir 2 14,126 2,426 3,949 120 5 16 115 56 30 1 20,844 42,980
Dir 1 29,229 6,042 16,928 1,314 1 38 335 140 78 34 54,139
1,06,82
S4 Dir 2 28,306 5,963 16,518 1,286 10 43 318 137 77 30 52,688 7
Dir 1 26,590 3,860 7,203 845 6 42 260 59 169 55 39,089
S5 Dir 2 24,121 4,334 6,661 659 4 45 106 100 135 71 36,236 75,325
Dir 1 23,281 4,423 7,522 391 2 29 118 141 76 29 36,012
S6 Dir 2 22,717 4,331 7,337 378 6 31 115 133 74 37 35,159 71,171
Dir 1 6,297 980 2,783 0 3 21 24 40 85 0 10,233
S7 Dir 2 6,901 1,081 3,043 0 4 16 36 51 123 0 11,255 21,488
Dir 1 6,312 1,590 1,998 346 0 0 43 21 33 33 10,376
S8 Dir 2 5,380 1,604 1,879 419 0 0 21 32 54 58 9,447 19,823
Dir 1 19,065 4,248 8,457 894 11 24 211 144 121 38 33,213
S9 Dir 2 17,330 5,098 7,485 1,278 6 15 176 147 143 31 31,709 64,922
Dir 1 13,243 2,637 4,866 503 0 24 137 107 13 19 21,549
S10 Dir 2 8,329 1,982 3,384 462 0 21 91 95 20 33 14,417 35,966
Dir 1 5,747 521 1,816 37 3 3 47 37 35 1 8,247
M1 Dir 2 5,877 417 1,861 33 4 5 35 15 36 2 8,285 16,532
Dir 1 6,486 574 2,059 37 3 3 50 46 35 1 9,294
M2 Dir 2 5,773 410 1,840 34 4 5 78 55 36 2 8,237 17,531
Dir 1 7,812 685 2,483 44 3 2 52 37 38 1 11,157
M3 Dir 2 6,944 495 2,216 42 4 5 45 24 37 2 9,814 20,971

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Auto Other
Two Car/ Mini Mini Standard Standard Cycle Direction
Location Direction Rickshaw shared Cycle Total
Wheeler Van Bus_Public Bus_Regional Bus_Public Bus_Regional Rickshaw Total
(Passenger) IPT

Dir 1 6,900 366 2,687 22 2 9 84 30 34 6 10,140

M4 Dir 2 5,826 533 2,438 26 2 2 18 9 53 6 8,913 19,053
Dir 1 6,160 334 2,394 22 2 9 35 25 34 6 9,021
M5 Dir 2 5,190 489 2,181 23 2 2 44 9 52 6 7,998 17,019
Dir 1 4,964 307 2,777 18 2 12 36 41 33 6 8,196
M6 Dir 2 4,180 459 2,522 20 2 2 36 3 44 5 7,273 15,469
Dir 1 4,788 304 2,682 21 2 9 63 56 34 6 7,965
M7 Dir 2 4,038 444 2,434 24 2 2 53 43 52 6 7,098 15,063
Dir 1 5,266 875 1,814 0 1 3 71 43 37 8 8,118
M8 Dir 2 5,748 817 1,721 0 1 2 64 43 20 10 8,426 16,544
Dir 1 11,972 1,750 3,960 0 2 3 88 46 37 9 17,867
M9 Dir 2 13,069 1,643 3,764 0 1 2 80 48 20 10 18,637 36,504
Dir 1 12,553 1,793 4,112 0 3 3 86 47 32 8 18,637
M10 Dir 2 13,766 1,702 3,943 0 1 2 80 47 12 10 19,563 38,200
Dir 1 11,512 1,840 2,306 238 3 4 89 94 4 39 16,129
M11 Dir 2 10,411 1,826 1,848 258 2 1 94 86 17 46 14,589 30,718
Dir 1 11,770 2,443 4,185 0 2 21 76 66 382 12 18,957
M12 Dir 2 13,186 2,831 4,362 0 3 25 59 72 413 6 20,957 39,914
Dir 1 17,415 3,244 5,393 79 13 29 137 83 16 2 26,411
M13 Dir 2 15,276 2,845 4,720 70 6 21 112 64 15 1 23,130 49,541
Dir 1 24,616 4,470 5,716 618 5 26 280 57 126 176 36,090
M14 Dir 2 26,332 4,333 6,501 330 7 19 186 63 134 177 38,082 74,172
Dir 1 16,610 3,787 9,246 751 1 34 208 101 62 32 30,832
M15 Dir 2 16,084 3,743 11,254 742 10 35 202 102 58 29 32,259 63,091
Dir 1 12,701 9,881 2,023 7 4 18 93 103 158 53 25,041
M16 Dir 2 14,953 4,395 6,342 0 8 17 67 66 126 38 26,012 51,053

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Auto Other
Two Car/ Mini Mini Standard Standard Cycle Direction
Location Direction Rickshaw shared Cycle Total
Wheeler Van Bus_Public Bus_Regional Bus_Public Bus_Regional Rickshaw Total
(Passenger) IPT

Dir 1 10,228 3,796 4,303 21 6 41 123 112 183 96 18,909

M17 Dir 2 10,344 3,650 4,473 5 5 42 103 97 132 78 18,929 37,838
Dir 1 9,072 3,235 5,994 599 2 6 120 109 145 118 19,400
M18 Dir 2 8,992 2,906 5,851 574 3 1 154 101 115 115 18,812 38,212
Dir 1 29,022 4,442 13,307 1,057 0 37 363 137 360 118 48,843
M19 Dir 2 25,844 3,949 7,364 948 6 33 212 128 305 108 38,897 87,740
Dir 1 23,308 4,672 5,856 613 7 23 147 121 57 110 34,914
M20 Dir 2 21,067 4,620 4,696 650 4 16 185 118 67 126 31,549 66,463
Dir 1 18,273 3,781 10,582 821 1 34 217 101 62 32 33,904
M21 Dir 2 17,700 3,734 10,322 811 10 35 212 102 58 29 33,013 66,917
Dir 1 12,792 2,559 4,326 10 1 22 52 49 36 41 19,888
M22 Dir 2 12,937 2,466 4,492 3 1 27 48 50 40 41 20,105 39,993
Dir 1 5,376 1,017 1,916 148 2 6 9 5 35 12 8,526
M23 Dir 2 6,049 1,175 2,000 145 3 12 12 2 43 6 9,447 17,973
Dir 1 9,081 2,530 3,202 377 1 34 43 11 14 3 15,296
M24 Dir 2 5,285 1,616 2,007 208 10 8 20 10 3 0 9,167 24,463
Dir 1 6,112 1,637 2,426 174 3 15 15 4 16 25 10,427
M25 Dir 2 5,983 1,602 2,237 222 2 13 23 5 4 19 10,110 20,537
Dir 1 7,512 1,706 2,973 209 8 15 44 21 125 66 12,679
M26 Dir 2 6,788 1,697 2,383 221 3 16 31 16 125 75 11,355 24,034

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.19 Peak Hour

Period Time
Morning peak 8:00am – 11:00am
Evening peak 5:00pm- 8:00pm

The peak period was observed from 8 am to 11 am and evening peak period was
observed from 5 pm to 8 pm.

Table 2.20 Location wise Peak hour factor

Location Peak Traffic Total Peak hr Factor

Veh 2,652 31,833 8.3%

C1
PCU 2,162 27,242 7.9%
Veh 1,159 14,012 8.3%
C2
PCU 984 12,003 8.2%
Veh 812 9,815 8.3%
C3
PCU 679 8,369 8.1%
Veh 1,261 15,000 8.4%
C4
PCU 1,059 12,673 8.4%
Veh 340 2,425 14.0%
C5
PCU 276 2,149 12.8%
Veh 53 558 9.5%
C6
PCU 48 497 9.6%
Veh 2,243 28,138 8.0%
C7
PCU 1,951 24,587 7.9%
Veh 1,116 11,176 10.0%
C8
PCU 989 9,913 10.0%
Veh 533 6,607 8.1%
C9
PCU 517 6,307 8.2%
Veh 1,583 19,237 8.2%
C10
PCU 1,291 16,414 7.9%
Veh 2,157 21,623 10.0%
C11
PCU 1,922 19,381 9.9%
Veh 1,945 20,281 9.6%
C12
PCU 1,687 17,857 9.4%
Veh 1,703 20,169 8.4%
S1
PCU 1,439 17,088 8.4%
Veh 1,148 13,603 8.4%
S2 PCU 965 11,482 8.4%
Veh 3,874 42,980 9.0%
S3 PCU 3,393 37,286 9.1%
Veh 8,152 1,06,833 7.6%
S4 PCU 7,363 97,000 7.6%
Veh 7,639 75,333 10.1%
S5 PCU 6,558 65,469 10.0%

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Location Peak Traffic Total Peak hr Factor

Veh 6,469 71,174 9.1%

S6 PCU 5,599 62,321 9.0%
Veh 1,732 21,488 8.1%
S7 PCU 1,467 18,675 7.9%
Veh 1,768 19,827 8.9%
S8 PCU 1,557 17,995 8.7%
Veh 4,924 64,922 7.6%
S9 PCU 4,458 59,273 7.5%
Veh 3,251 35,970 9.0%
S10 PCU 2,849 32,439 8.8%
Veh 1,399 16,532 8.5%
M1 PCU 1,185 13,967 8.5%
Veh 1,468 17,531 8.4%
M2 PCU 1,234 14,931 8.3%
Veh 1,763 20,971 8.4%
M3 PCU 1,475 17,704 8.3%
Veh 1,808 19,053 9.5%
M4 PCU 1,496 16,200 9.2%
Veh 1,615 17,019 9.5%
M5 PCU 1,333 14,460 9.2%
Veh 1,448 15,469 9.4%
M6 PCU 1,239 13,457 9.2%
Veh 1,398 15,063 9.3%
M7 PCU 1,201 13,243 9.1%
Veh 1,364 16,544 8.2%
M8 PCU 1,125 14,372 7.8%
Veh 3,031 36,504 8.3%
M9 PCU 2,471 31,215 7.9%
Veh 3,028 38,200 7.9%
M10 PCU 2,568 32,617 7.9%
Veh 2,988 30,719 9.7%
M11 PCU 2,547 26,642 9.6%
Veh 3,802 39,914 9.5%
M12 PCU 3,262 34,610 9.4%
Veh 4,511 49,541 9.1%
M13 PCU 3,905 43,131 9.1%
Veh 5,951 74,180 8.0%
M14 PCU 5,208 64,353 8.1%
Veh 4,777 63,095 7.6%
M15 PCU 4,400 57,763 7.6%
Veh 4,243 51,064 8.3%
M16 PCU 3,967 47,330 8.4%
M17 Veh 3,088 37,854 8.2%

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Location Peak Traffic Total Peak hr Factor

PCU 2,832 34,716 8.2%

Veh 3,301 38,224 8.6%
M18 PCU 3,029 35,988 8.4%
Veh 7,811 87,746 8.9%
M19 PCU 6,836 77,280 8.8%
Veh 6,487 66,474 9.8%
M20 PCU 5,647 58,526 9.6%
Veh 5,100 66,921 7.6%
M21 PCU 4,612 60,844 7.6%
Veh 3,273 40,012 8.2%
M22 PCU 2,869 34,902 8.2%
Veh 1,720 17,973 9.6%
M23 PCU 1,478 15,677 9.4%
Veh 2,017 24,486 8.2%
M24 PCU 1,815 22,140 8.2%
Veh 1,698 20,539 8.3%
M25 PCU 1,485 18,407 8.1%
Veh 2,359 24,069 9.8%
M26 PCU 2,117 21,523 9.8%

Vehicular Composition
Vehicular composition (fig.10) recorded during the traffic volume study shows that
majority of the traffic is contributed by private vehicles of which 62% is two-wheeler
and 25% is four-wheeler, followed by 11% Intermediate Public transport modes and
1% by bus.

1%
1% 1%

2w

3w
25%
4w

Shared IPT

Bus

Others
10%
62%

Figure 2.15 Vehicular Composition

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.21 Location wise Vehicular Composition (Passenger Vehicle)

Auto Other
Two Car/ Mini Standard Slow Total
Code Rickshaw shared
Wheeler Van Bus Bus Vehicles Vehicles
(Passenger) IPT
C1 Veh 21846 2908 6741 0 8 259 71 31833
% 68.63 9.14 21.18 0.00 0.03 0.81 0.22 100
C2 Veh 8794 241 4644 144 16 99 74 14012
% 62.76 1.72 33.14 1.03 0.11 0.71 0.53 100
C3 Veh 6372 136 3038 75 16 104 74 9815
% 64.92 1.39 30.95 0.76 0.16 1.06 0.75 100
C4 Veh 10502 879 3351 71 15 108 74 15000
% 70.01 5.86 22.34 0.47 0.10 0.72 0.49 100
C5 Veh 1409 86 712 58 14 59 87 2425
% 58.10 3.55 29.36 2.39 0.58 2.43 3.59 100
C6 Veh 344 60 286 0 0 1 0 691
% 49.78 8.68 41.39 0.00 0.00 0.14 0.00 100
C7 Veh 17868 3333 6256 0 92 300 289 28138
% 63.50 11.85 22.23 0.00 0.33 1.07 1.03 100
C8 Veh 6876 1518 2394 274 12 38 60 11172
% 61.55 13.59 21.43 2.45 0.11 0.34 0.54 100
C9 Veh 2077 454 3924 66 2 84 0 6607
% 31.44 6.87 59.39 1.00 0.03 1.27 0.00 100
C10 Veh 12638 1955 4449 0 5 32 158 19237
% 65.70 10.16 23.13 0.00 0.03 0.17 0.82 100
C11 Veh 13228 2936 4623 529 12 212 76 21616
% 61.20 13.58 21.39 2.45 0.06 0.98 0.35 100
C12 Veh 12839 2712 4389 0 37 221 83 20281
% 63.31 13.37 21.64 0.00 0.18 1.09 0.41 100
S1 Veh 14168 1120 4503 86 14 200 78 20169
% 70.25 5.55 22.33 0.43 0.07 0.99 0.39 100
S2 Veh 9544 759 3038 75 14 99 74 13603
% 70.16 5.58 22.33 0.55 0.10 0.73 0.54 100
S3 Veh 28939 4793 7751 623 42 357 475 42980
% 67.33 11.15 18.03 1.45 0.10 0.83 1.11 100
S4 Veh 57535 12005 33446 2600 92 930 219 106827
% 53.86 11.24 31.31 2.43 0.09 0.87 0.21 100
S5 Veh 50711 8194 13864 1504 97 525 430 75325
% 67.32 10.88 18.41 2.00 0.13 0.70 0.57 100
S6 Veh 45998 8754 14859 769 68 507 216 71171
% 64.63 12.30 20.88 1.08 0.10 0.71 0.30 100
S7 Veh 13198 2061 5826 0 44 151 208 21488
% 61.42 9.59 27.11 0.00 0.20 0.70 0.97 100
S8 Veh 11692 3194 3877 765 0 117 178 19823
% 58.98 16.11 19.56 3.86 0.00 0.59 0.90 100
S9 Veh 36395 9346 15942 2172 56 678 333 64922

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Auto Other
Two Car/ Mini Standard Slow Total
Code Rickshaw shared
Wheeler Van Bus Bus Vehicles Vehicles
(Passenger) IPT
% 56.06 14.40 24.56 3.35 0.09 1.04 0.51 100
S10 Veh 21572 4619 8250 965 45 430 85 35966
% 59.98 12.84 22.94 2.68 0.13 1.20 0.24 100
M1 Veh 11624 938 3677 70 15 134 74 16532
% 70.31 5.67 22.24 0.42 0.09 0.81 0.45 100
M2 Veh 12259 984 3899 71 15 229 74 17531
% 69.93 5.61 22.24 0.40 0.09 1.31 0.42 100
M3 Veh 14756 1180 4699 86 14 158 78 20971
% 70.36 5.63 22.41 0.41 0.07 0.75 0.37 100
M4 Veh 12726 899 5125 48 15 141 99 19053
% 66.79 4.72 26.90 0.25 0.08 0.74 0.52 100
M5 Veh 11350 823 4575 45 15 113 98 17019
% 66.69 4.84 26.88 0.26 0.09 0.66 0.58 100
M6 Veh 9144 766 5299 38 18 116 88 15469
% 59.11 4.95 34.26 0.25 0.12 0.75 0.57 100
M7 Veh 8826 748 5116 45 15 215 98 15063
% 58.59 4.97 33.96 0.30 0.10 1.43 0.65 100
M8 Veh 11014 1692 3535 0 7 221 75 16544
% 66.57 10.23 21.37 0.00 0.04 1.34 0.45 100
M9 Veh 25041 3393 7724 0 8 262 76 36504
% 68.60 9.29 21.16 0.00 0.02 0.72 0.21 100
M10 Veh 26319 3495 8055 0 9 260 62 38200
% 68.90 9.15 21.09 0.00 0.02 0.68 0.16 100
M11 Veh 21923 3666 4154 496 10 363 106 30718
% 71.37 11.93 13.52 1.61 0.03 1.18 0.35 100
M12 Veh 24956 5274 8547 0 51 273 813 39914
% 62.52 13.21 21.41 0.00 0.13 0.68 2.04 100
M13 Veh 32691 6089 10113 149 69 396 34 49541
% 65.99 12.29 20.41 0.30 0.14 0.80 0.07 100
M14 Veh 50948 8803 12217 948 57 586 613 74172
% 68.69 11.87 16.47 1.28 0.08 0.79 0.83 100
M15 Veh 32694 7530 20500 1493 80 613 181 63091
% 51.82 11.94 32.49 2.37 0.13 0.97 0.29 100
M16 Veh 27654 14276 8365 7 47 329 375 51053
% 54.17 27.96 16.38 0.01 0.09 0.64 0.73 100
M17 Veh 20572 7446 8776 26 94 435 489 37838
% 54.37 19.68 23.19 0.07 0.25 1.15 1.29 100
M18 Veh 18064 6141 11845 1173 12 484 493 38212
% 47.27 16.07 31.00 3.07 0.03 1.27 1.29 100
M19 Veh 54866 8391 20671 2005 76 840 891 87740
% 62.53 9.56 23.56 2.29 0.09 0.96 1.02 100
M20 Veh 44375 9292 10552 1263 50 571 360 66463

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Auto Other
Two Car/ Mini Standard Slow Total
Code Rickshaw shared
Wheeler Van Bus Bus Vehicles Vehicles
(Passenger) IPT
% 66.77 13.98 15.88 1.90 0.08 0.86 0.54 100
M21 Veh 35973 7515 20904 1632 80 632 181 66917
% 53.76 11.23 31.24 2.44 0.12 0.94 0.27 100
M22 Veh 25729 5025 8818 13 51 199 158 39993
% 64.33 12.56 22.05 0.03 0.13 0.50 0.40 100
M23 Veh 11425 2192 3916 293 23 28 96 17973
% 63.57 12.20 21.79 1.63 0.13 0.16 0.53 100
M24 Veh 14366 4146 5209 585 53 84 20 24463
% 58.73 16.95 21.29 2.39 0.22 0.34 0.08 100
M25 Veh 12095 3239 4663 396 33 47 64 20537
% 58.89 15.77 22.71 1.93 0.16 0.23 0.31 100
M26 Veh 14300 3403 5356 430 42 112 391 24034
% 59.50 14.16 22.29 1.79 0.17 0.47 1.63 100

2.3.2 Traffic Area Zoning

For the purpose of origin destination surveys, traffic demand modelling, estimating
travel pattern and updating loading and unloading at stations, 179 traffic area zones
were created(figure10) within the study area boundary that comprises of GUDA,
AUDA, AMC and other areas beyond AUDA.

Table 2.22 Zoning distribution

Zones Areas No of Zones
Ahmedabad 124
Internal Zones
Gandhinagar 46
External Zones 9
Total 179
Source: IMaCS, 2017

As shown in table 2.22, there are 124 Zones within Ahmedabad region, 46 TAZ
within Gandhinagar region and 9 external zones

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Source: IMaCS, 2017

Figure 2.16 Traffic Area Zone Map

2.3.3 Origin destination survey analysis

OD Survey for the study area was conducted at 26 locations (14 midblock location, 6
screenline and 6 cordon points). TVC Surveys at the respective locations were
conducted on the same day as OD surveys, such that the OD samples can be
expanded accordingly. Vehicles captured during the OD for surveys are given below
in table 2.23.

Table 2.23 Vehicles Captured at OD Locations

Mode Type Corridor 1 Corridor 2 Corridor 3
2 Wheeler 56.32% 50.34% 42.59%
Auto 14.40% 16.42% 11.02%
4 Wheeler 27.51% 30.72% 44.03%
Shared Vehicle 1.76% 2.52% 2.36%
Source: IMaCS, 2017

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

(a) Vehicular Occupancy

Vehicular occupancy as recorded during OD survey was found to be 1.46 for two
wheelers, 1.34 for four wheelers, and 1.64 for Auto and 24.25 for Buses. (Table
2.24).

Table 2.24 Average Vehicle Occupancy

Two Wheeler Auto Rickshaw (Passenger) Car/ Van Other shared IPT Bus
Occupancy
1.46 1.64 1.34 1.61 24.25
Source: IMaCS, 2017

(b) Trip Purpose

On an average predominant trip purpose for the study area are recorded to be 50%
work trips followed by 16.23% commercial trips, 15.3% education trips, 8.85%
Social/Recreational/Religious trips and 9.56% other trips.

Predominant trips captured were work related. Next most significant trips were for
shopping and education purpose. The table below shows the distribution:

Table 2.25 Distribution of trips by purpose

Along Along Along Overall Study
Purpose Corridor 1 Corridor 2 Corridor 3 Area
Work 58.61% 41.53% 49.93% 50.02%
Commercial 15.13% 19.20% 14.36% 16.23%
Education 15.10% 17.09% 13.81% 15.33%
Social/Recreational/Religious 5.50% 12.72% 8.32% 8.85%
Others 5.66% 9.45% 13.58% 9.56%
Source: IMaCS, 2017

(c) Trip length Frequency Distribution

% trips

Trip length (km)

Figure 2.17 Trip length Frequency Distribution
Source: Imacs, 2017

(d) Major Trip Generating areas

From the OD survey and assessment, 10 major areas of trip generation and trip
attraction as observed are highlighted below in fig11.

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Source: Imacs,2017
Figure 2.18 Major Trip Generating and Trip Attracting Areas

Table 2.26 Major Trip Generating and Attracting Zones

City Zone no Areas
Gandhina

1 Mahatma Mandir, Govt college, Police Bhawan, LDRP , Dadi Kutir

4,5 Secretariat , Akshardham, Central university, Police Bhawan
gar

119 Pathika Ashram

16 Motera, Chand khera, Hospital, BSNL Office , Gujarat housing board
17, 18 Sabarmati Ashram, Railway station, Power house
Ahmedabad

20 Nawa vadaj Bus terminal , commercial areas

25 Gandhigram Railway station, Gujarat college
27, 39, 42, 52, 45, 82 Residential Area
68 Gujarat University, LD College of engineering , IIM, Vastrapur
Source:Imacs,2017

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

These locations are tentative and may change after calibration of trips on cube.

Base year trip distribution

Table 2.27
Modes I-I I-E E-I E-E
Four wheeler 96.7 1.71 1.4 0.11
Auto + other IPT 96.8 1.27 1.92 0.01
Four Wheeler 96.4 1.5 1.98 0.11
Bus 97.8 1.46 0.69 0.05
Source:Imacs,2017

2.3.4 Passenger Terminal Survey (Origin Destination Survey)

A) Terminal Survey locations

Bus Passenger OD Surveys were conducted at 10 Bus terminal and Bus-Stops
within the study area. The survey Locations are:
i. Pathika circle Bus Stop
ii. GSRTC Bus Stop, Ahmedabad
iii. Hatkeshwar Bus stand
iv. New Wadaj Bus stand
v. VTCOS Bus stand, Gandhinagar
vi. RTO Circle
vii. Lal Darwaza terminal
viii. Naroda terminal
ix. Vasna Bus terminal
x. Bapunagar terminal

B) Access/Dispersal Trips by different Modes

It was observed that 45% of access dispersal trips were walk trips, followed by 28%
auto trips as shown in figure 2.19

4% 1%

Walk
28% Cycle
45%
Cycle Rickshaw
2 Wheeler
Auto
7% Shared Vehicle
10% 4 Wheeler

5%
Figure 2.19 Modal Split for Access Dispersal trips

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

The location wise trip distribution by modes is presented on the table below:

Table 2.28 Distribution of access dispersal trips by modes

Hatkesh New Sector 6 RTO Lal
Mode Pathika GSRTC Naroda Vasna Bapunagar
war Wadaj Gandhinagar Circle Darwaja

14.33 57.83
Walk 54.20% 51.70% 66.74% 52.32% 30.88% 33.33% 53.21% 40.30%
% %
Cycle 7.25% 6.55% 7.37% 1.32% 2.21% 9.06% 8.06% 2.14% 0.00% 1.49%
Cycle 19.59 10.54
9.16% 9.95% 4.24% 3.97% 18.38% 19.89% 2.94% 5.97%
Rickshaw % %
2 Wheeler 7.63% 8.50% 8.26% 6.95% 9.56% 7.02% 7.26% 4.81% 1.51% 3.73%
30.41 28.61
Auto 20.23% 22.09% 13.17% 33.77% 33.82% 17.20% 35.83% 47.51%
% %
Shared 19.59
1.15% 0.97% 0.22% 0.66% 5.15% 13.44% 0.00% 0.30% 0.00%
Vehicle %
4 Wheeler 0.38% 0.24% 0.00% 0.99% 0.00% 0.00% 0.81% 1.07% 1.20% 1.00%
100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Source: IMaCS, 2017

C) Access Dispersal Trip Purpose

Distribution of trips by purpose shows that peope use buses predominantly for work
trips followed by education and others. On average 43% trips are for work, 19% for
education, 13 % for commercial, 8 % for recreational and 17 % for others

17%

43% Work
8% Shopping
Education
Social
19% Others

13%

Source: Imacs,2017
Figure 2.20 Distribution of Bus trips by Purpose

It can be inferred from table 26, that 62% trips are daily trips, whereas 21% trips are
occasional trips and remaining 17% trips may or may not be daily.

Table 2.29 Trip Frequency

Daily trips 62%
Occasional trips 21%
Others trips 17
Source: Imacs,2017

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

It was observed that recreational trips and commercial trips are comparatively more
by private vehicles than buses. The location wise trip distribution by purpose is
presented on the table below;

Table 2.30 Distribution of Trips by Purpose

Sector 6
Hatkesh New RTO Lal Bapuna
Purpose Pathika GSRTC Gandhin Naroda Vasna
war Wadaj Circle Darwaja gar
agar
Work 45.80% 42.23% 35.71% 43.71% 51.47% 42.11% 36.02% 38.50% 44.58% 44.28%
Shopping 13.74% 16.02% 18.75% 9.27% 1.47% 23.39% 15.05% 22.99% 4.82% 6.97%
Education 24.43% 23.79% 23.66% 13.25% 8.82% 24.56% 37.63% 8.02% 14.46% 11.44%
Social 4.58% 4.37% 16.96% 5.30% 2.94% 8.19% 3.76% 24.06% 3.61% 8.46%
Others 11.45% 13.59% 4.91% 28.48% 35.29% 1.75% 7.53% 6.42% 32.53% 28.86%

Source: IMaCS, 2017

D) Access / Dispersal Trip Length Frequency Distribution

Majority of the access dispersal trips are within 1km from the bus stand or terminal.
The figures below show the access/dispersal trip distance distribution for the bus
terminals.

Pathika
Pathika GSRTC
GSRTC
80.00% 60.00%
60.00%
80.00%
50.00%
50.00%
60.00%
60.00% 40.00%
40.00%
40.00%
40.00% 30.00%
30.00%
Pathika
Pathika
Pathika 20.00%
20.00% GSRTC
GSRTC
20.00%
20.00%
20.00% 10.00%
10.00%
0.00%
0.00% 0.00%
0.00%
Less
Less 1 1 -- 2
2 2
2 -- 3
3 3
3 -- 4
4 4
4 -- 5
5 More
More Less
Less 1
1 -- 2
2 2
2 -- 3
3 3
3 -- 4
4 4
4 -- 5
5 More
More
Than 1
Than 1 than 5
than 5 Than 1
Than 1 than 5
than 5

Hatkeshwar
Hatkeshwar New
New Wadaj
Wadaj
80.00%
80.00% 60.00%
60.00%
80.00% 60.00%
60.00% 50.00%
50.00%
60.00%
60.00% 50.00%
40.00%
40.00%
40.00%
40.00% 40.00%
40.00% 30.00%
30.00%
20.00% Hatkeshwar 30.00%
20.00% Hatkeshwar 20.00% New
New Wadaj
20.00% Hatkeshwar 20.00%
20.00% New Wadaj
Wadaj
0.00% 10.00%
0.00%
0.00% 10.00%
10.00%
Less 1 - 2 2-3 3-4 4 - 5 More 0.00%
Less 1
Less 1 -- 2
2 2 -- 3
2 3 3 -- 4
3 4 4 -- 5
4 5 More
More5 0.00%
0.00%
Than than Less 1-2 2-3 3-4 4-5 More
Than
Than than 5
than 5 Less
Less 1 1
1 -- 2
2 2
2 -- 3
3 3
3 -- 4
4 4
4 -- 5
5 More
More5
1 Than than
1
1 Than
Than 11 than
than 5
5

Sector
Sector 6
6 Gandhinagar RTO
Gandhinagar RTO Circle
Circle
40.00% 30.00%
40.00%
40.00% 30.00%
30.00%
25.00%
30.00%
30.00% 25.00%
25.00%
20.00%
30.00%
20.00% 20.00%
20.00%
15.00%
20.00%
20.00% Sector 6
10.00% 15.00%
10.00%
15.00% RTO Circle
10.00% Sector
Sector 6
Gandhinagar
6
10.00%
0.00% 10.00%
5.00%
10.00% RTO
RTO Circle
Circle
Gandhinagar
Gandhinagar
0.00%
0.00% Less 1 - 2 2 - 3 3 - 4 4 - 5 More 5.00%
0.00%
5.00%
Than
Less
Less 1
1 -- 2
2 2
2 -- 3
3 3
3 -- 4
4 4 5 than
4 -- 5 More5
More 0.00%
0.00% Less 1-2 2-3 3-4 4-5 More
1
Than
Than than
than 5
5 Than
Less 1
Less 1
1 -- 2
2 2
2 -- 3
3 3
3 -- 4
4 4
4 -- 5
5 than
More5
More
1
1 Than 1
Than 1 than 5
than 5

Lal Darwaja Naroda

40.00% Lal Darwaja 80.00% Naroda
40.00%
30.00%
40.00% 80.00%
80.00%
60.00%
30.00%
20.00%
30.00% 60.00%
60.00%
40.00%
10.00%
20.00%
20.00% Lal Darwaja Naroda
40.00%
20.00%
40.00%
0.00%
10.00% Lal
10.00% Lal Darwaja
Darwaja Naroda
Naroda
Less 1 - 2 2 - 3 3 - 4 4 - 5 More 20.00%
0.00%
20.00%
0.00%
0.00% Than than 5 Less 1-2 2-3 3-4 4-5 More
Less
Less 1
1 -- 2
2 2
2 -- 3
3 3
3 -- 4
4 4
4 -- 5
5 More
More 0.00%
0.00% Than 1 than 5
1
DPR for Ahmedabad
Than
Than Phase-II Metro Rail
than
than 5
5 Corridor Less
Less 1
1 -- 2
2 2
2 -- 3
3 3 -
3-4 4 September
4 -
4-5 5 More2018
More 108
1
1 Than 1
Than 1 than 5
than 5
Vasna Krishnanagar
80.00% Vasna 50.00% Krishnanagar
60.00% 40.00%
80.00%
80.00% 50.00%
50.00%
 40.00%
30.00% 25.00%
30.00%
20.00%
25.00%
30.00%
20.00%
15.00%
20.00%
20.00%
10.00% Sector 6
10.00%
15.00% RTO Circle
Gandhinagar
Sector 6
10.00% 5.00%
0.00%
Gandhinagar 10.00% CHAPTER 2 – TRAFFIC DEMANDRTO Circle
FORECAST
0.00% Less 1 - 2 2 - 3 3 - 4 4 - 5 More 0.00%
5.00%
Than
Less 1 - 2 2 - 3 3 - 4 4 - 5 than
More5 0.00% Less 1-2 2-3 3-4 4 - 5 More
1
Than than 5 Than
Less1 1 - 2 2-3 3-4 4 - 5 than
More5
1 Than 1 than 5

Lal Darwaja Naroda

40.00%
Lal Darwaja 80.00%
Naroda
40.00% 80.00%
30.00% 60.00%
30.00% 60.00%
20.00%
40.00%
20.00%
10.00% Lal Darwaja 40.00% Naroda
10.00% Lal Darwaja 20.00% Naroda
0.00% 20.00%
0.00% Less 1 - 2 2 - 3 3 - 4 4 - 5 More 0.00%
Less 1 - 2 2 - 3 3 - 4 4 - 5 than
Than More
5 0.00% Less 1-2 2-3 3-4 4-5 More
Than
1 than 5 Less1
Than 1-2 2-3 3-4 4-5 More
than 5
1 Than 1 than 5

Vasna
Vasna Krishnanagar
Bapunagar
Krishnanagar
80.00% 50.00%
80.00% 50.00%
60.00% 40.00%
60.00% 40.00%
30.00%
40.00% 30.00%
40.00% 20.00%
Vasna 20.00% Krishnanagar
20.00% Vasna Krishnanagar
20.00% 10.00%
10.00%
0.00% 0.00%
0.00% 0.00%
Less 1 - 2 2-3 3-4 4 - 5 More Less 1 - 2 2-3 3-4 4 - 5 More
Less 1 - 2 2-3 3-4 4 - 5 More Less 1 - 2 2-3 3-4 4 - 5 More
Than 1
Than 1
than 5
than 5
Than 1
Than 1
than 5
than 5

Source: Imacs,2017
Figure 2.21 Access and Dispersal Trip Distribution by Trip length

2.3.5 Speed and Delay Survey

Speed and delay survey was conducted on 10 corridors for two shift. It was observed
that traffic moving along corridor III has highest travel speed i.e. above 50 kmph.
Traffic moving along Corridor II has travel speed within 30-40 kmph aound AUDA
border and 21-30 kmph within core Ahmedabad city. And travel speed along Corridor
I has the least travel speed of 21 – 30 kmph. The speed and delay map, as
generated is given below in figure 2.22.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 109
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Source: IMaCS, 2017

Figure 2.22 Speed and Delay Map

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 110
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

2.4 Ridership Estimation for Revised Alignment

Planning Period
The base year of the study is considered as 2017. Demand forecasting on the
network was undertaken till 2051. In order to estimate the demand on the metro
corridor, all relevant data has been collated for the base year 2017 and secondary
sources available. The horizon years considered is as follows:

1. 2017 – Estimation of Phase I metro corridor ridership

2. 2021 – Operation of Phase I metro corridor and estimation of Phase II corridor
ridership
3. 2031 – Operation of both Phase I and Phase II corridor
4. 2041 – Operation of both Phase I and Phase II corridor
5. 2051 – Operation of all both Phase I and Phase II corridor

Analytical Framework for Model Development

The figure below discusses the analytical framework towards the model built up.
Worldwide accepted CUBE Voyager software has been utilized to develop the
ridership estimation model. A complete three fold analytical approach was adopted.
The assignment technique adopted helped to ascertain the ridership at the proposed
metro corridors. This assignment technique involved:

 Network Development: The network development stage involves both the highway
and transit network throughout the entire study area. Base year network is the
existing road network. Once the base year mode-wise matrices are developed and
assigned to the base year network, the network characteristics have been calibrated
and validated with respect to the ground conditions. Further future year network has
been developed for both the highway and public transport (PT) incorporating the
additional future proposed road networks and future phases PT routes including
proposed metro routes with the base year validated network.

 Matrix Development: Base year passenger trip matrix has been developed from the
zone-wise population-employment database and calibrated. This calibrated
passenger trip matrix was utilised to develop base year mode-wise passenger trip
matrices as per the existing modal share. Once these base year passenger trip
matrices have been assigned to the base year highway as well as transit network,
the assigned passenger trips have been validated comparing to the existing
database. These base year mode-wise passenger trips matrices further forecasted
for future year with estimated future PCTR and modal shift from other modes to
proposed metro as per the Logit Model.

 Trip Assignment: Trip assignment has been conducted for both the highway
assignment and PT assignment. Base year assigned trips has been validated in
comparison with existing database to validate the model. Further future year
assignment was undertaken to estimate the ridership for horizon years.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 111
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Figure 2.23 Analytical Framework for Ridership Estimation Model

Source: IMaCS, 2017

Cube Inputs
A trip had two direct dependent variables i.e. people and their purpose of trips. Thus,
population projection is the crux of any demand assessment. For estimating ridership
of Ahmedabad Gandhinagar metro, population was considered for four horizon
years. Population growth was considered from various sources as Development Plan
of GUDA and Greater Ahmedabad, Revised development Plan Ahmedabad,
Employment phasing of GIFT city and other related studies undertaken.

Population projected
Population projection has been considered from various sources as Development
Plan of GUDA and Greater Ahmedabad, Revised development Plan Ahmedabad,
Employment phasing of GIFT city and other related studies.

Table 2.31 Projected Population

Census
Population CAGR Source
Year
2001 5055650 2.83% Census 2001
2011 6263409 2.17% Census 2011
2017 6910675 1.65% Ahmedabad metro DPR I
Development Plan of GUDA and Greater Ahmedabad, Revised
2021 7853584 2.29%
development Plan Ahmedabad, Employment phasing of GIFT city
Development Plan of GUDA and Greater Ahmedabad,
2031 8641875 0.96%
Employment phasing of GIFT city
2041 9427065 0.87% IMaCS Projection

2051 10030912 0.45% IMaCS Projection

Source: IMaCS,2017

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 112
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.32 Population, Employment and Person Trips Forecast

Parameters 2017 2021 2031 2041 2051

Population 7024877 7853584 8794696 9590495 10030912

Employment 2893598 3305276 3794379 4352888 4714529

Trips 5268658 5968724 6859863 7672396 8526275

PCTR 0.75 0.76 0.78 0.80 0.85

Source: IMaCS, 2017

Modal Split
Mode share of person trips was considered from OD survey conducted in the year
2017 by IMaCS. According to the achieved modal split, it was found that only 13%
daily trips are by public transport bus, majority of trips consists of 53% two wheeler
trips, 11% auto trips, 21% four wheeler trips and only 1% trips are based on other IPT
modes.
Table 2.33 Modal Split (%) of Motorized Trips for 2017

Mode Modal Split (%) Person Trips

Two Wheeler 53.3 2,808,195
IPT (Auto + Others) 12.8 674,388
Four wheeler 21.5 1,132,761
Bus 12.4 653,314
Source: IMaCS, 2017

A cube model requires four major input category i.e. Demand data, Zone to zone trip
matrix, transport supply data and model calibration data. Network development is
based on existing road network, route network of AMTS, BRTS routes, VTCOS
routes, route network of proposed metro.

Table 2.34 Data Inputs

Type of data Details

Demand Data Existing demand – from DPR Phase I

Socio-economic data – population, employment data existing and
proposed, student enrolment existing and proposed
Trip Matrix TVC and OD Survey , 2017

Supply Data Road network – physical attributes, network speeds and delay

Public Transport network – stops, corridors, routes, service details

Model calibration Data Travel speeds on major network (DPR Phase I and Study 2017)
Classified volume counts, vehicle occupancy surveys
Network Development Existing road network, Route network of AMTS , BRTS routes, VTCOS
routes , Route network of proposed metro

Source: IMaCS, 2017

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 113
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Public Transport Fares

For the model input was considered from three sources i.e. AMTS bus fare collected
from AMTS office in 2017, BRTS bus fare collected from AJL data in 2017. Metro fare
was assumed from current operational Delhi metro fares. It was also assumed that
public transport fares will increase annually at a rate of 5%.

Table 2.35 Public Transport Fare

Fare 2017 Fare (Rs) 2021 Fare (Rs) 2031 Fare (Rs) 2041 Fare (Rs) 2051 Fare (Rs)
Slab
(km) AMTS BRTS METRO AMTS BRTS METRO AMTS BRTS METRO AMTS BRTS METRO AMTS BRTS METRO
0-2 3 4 8 4 5 10 6 8 16 10 13 26 16 21 42
2-4 7 9 10 9 11 12 14 19 20 23 30 32 37 50 53
4-6 9 12 12 11 15 15 18 24 24 29 39 39 47 64 63
6-8 11 15 15 13 18 18 22 29 30 35 48 48 58 78 79
8-10 12 16 15 15 20 18 24 32 30 39 52 48 63 85 79
10-12 13 18 16 16 21 19 26 35 32 42 57 52 68 92 84
12-14 13 18 18 16 21 22 26 35 36 42 57 58 68 92 95

14-16 15 20 18 18 25 22 30 40 36 48 65 58 79 106 95
16-18 15 20 19 18 25 23 30 40 38 48 65 61 79 106 100
18-20 17 23 21 21 28 26 34 45 42 55 74 68 89 121 110
20-22 17 25 22 21 30 27 34 49 44 55 79 71 89 129 116
22-24 18 26 22 22 32 27 36 52 44 58 85 71 95 138 116
24-26 18 26 23 22 32 28 36 52 46 58 85 74 95 139 121
26-32 20 29 27 24 35 33 40 57 53 65 94 87 105 152 142
32-38 22 32 28 27 39 34 44 63 55 71 103 90 116 168 147
38-44 23 33 30 28 41 36 46 66 59 74 108 97 121 175 158
44-50 25 36 34 30 44 41 49 72 67 81 117 110 131 190 179
Source: IMaCS, 2017

Assessment of Shift
To assess the probability of shift from different existing motorized modes to new
introduced metro, mode-wise Binary Logit Model has been developed. According to
this model, probability equation of mode used is as follows:

Where, U (Metro) = Deterministic component of utility of Metro and U (EM) =

Deterministic component of utility of Existing Mode.

ᵞ= Constant factor estimated from regression analysis of willing to shift to Metro and
Cost Difference from existing mode

These utility functions are:

U(EM) = αWT(EM) + βTT(EM) + γTC(EM) + φTR(EM) + ŋDC(EM)
and U(Metro) = αWT(Metro) + βTT(Metro) + γTC(Metro) + φTR(Metro) + ŋDC(Metro)
where, WT = Waiting Time
TT = Travel Time
TC = Travel Cost
TR = Transfer Cost
DC = Discomfort Cost

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 114
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

For simplifying the calculation of the Logit Model equation, all the above factors have
been converted to generalized cost (Rs./km) for utility function. Estimated
generalized cost for utility function for optimistic scenario is given below:

Table 2.36
Travel Cost/ Safety/ Mode Wise
Travel Time Waiting Time Average
Operating Discomfort Generalized
Modes Cost (INR/km) Cost (INR/km) Occupancy
Cost (INR/km) Cost (Rs./km) Cost (INR)
Car 3.05 3.53 2.38 5.00 1.34 11.58
Auto (IPT) 2.40 3.37 7.15 6.50 1.64 16.48
Two Wheeler 1.38 2.46 0.53 10.00 1.46 13.83
Bus/ Tempo 1.65 2.60 8.09 7.00 24.25 17.13
Metro 1.75 1.34 2.46 0.00 6.45

Scenario Building
The process of estimation of ridership involves development of various scenarios of
growth. Scenario building is a process of analyzing possible future events by
considering alternative possible outcomes. Thus, the scenario analysis, which is a
main method of projections, does not try to show one exact picture of the future.
Instead, it presents consciously several alternative future developments.
Consequently, a scope of possible future outcomes is observable. Not only are the
outcomes observable, also the development paths leading to the outcomes.

The development factors and program are taken from the Development Plan of
GUDA and Greater Ahmedabad, Revised development Plan Ahmedabad,
Employment phasing of GIFT city, Ahmedabad metro DPR Phase-I and other
relevant studies. The various scenarios that have been evaluated are as follows:
 Moderate Scenario – with Population Growth Trend and incremental PCTR and
 Optimistic Scenario – with Population Growth Trend, incremental PCTR and higher
shift.

Moderate Scenario
This scenario considers an increase in propensity to travel due to the introduction of
a new transport system. Historically, it has been seen that a new system introduction
is followed by increased number of trips due to the ease in travel. This leads to
increased PCTR. The increase in PCTR has been calculated based on the historic
data.
Table 2.37 Shift from Different Modes to Metro – Moderate Scenario

Year Two Wheeler IPT (Auto + Others) Four Wheeler Bus

2017 8.07% 10.16% 3.26% 11.48%
2021 9.68% 11.81% 4.63% 7.61%
2031 11.28% 10.57% 6.42% 1.15%
2041 13.55% 6.96% 8.22% 1.01%
2051 14.62% 3.67% 9.55% 0.69%
Source: IMaCS, 2017

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 115
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.38 Per Capita Trip Rate (PCTR)

Year Motorized Source

2017 0.75 IMaCS Calculation

2021 0.76 Ahmedabad metro DPR phase I, 2015
2031 0.78 Ahmedabad metro DPR phase I, 2015
2041 0.80 IMaCS Calculation
2051 0.85 IMaCS Calculation
Source: IMaCS, 2017

As per Ahmedabad metro DPR Phase-I, conducted in 2015, the PCTR was
estimated to be 0.76 in 2021, and 0.78 in 2031. Assuming the similar growth rates
PCTR for future years have been estimated.

Table 2.39 Modal Split (%) with Metro for Different Horizon Years – Moderate Scenario
IPT (Auto + Four
Year Metro Two Wheeler Bus Total
Others) wheeler
2017 7.72 49.00 11.50 20.80 10.98 100
2021 8.61 48.50 11.20 20.60 11.09 100
2031 8.94 48.00 11.00 20.40 11.66 100
2041 10.12 47.20 10.70 20.10 11.88 100
2051 10.60 46.85 10.50 19.90 12.15 100
Source: IMaCS, 2017

The increased PCTR and induction of new mode facility as metro would result in
10.60% of mode share by metro reducing all other existing mode share in 2051.

Table 2.40 Forecasted Person Trips – Moderate Scenario

Two IPT (Auto + Four

Year Metro Bus Total
Wheeler Others) Wheeler
2017 406,937 2,581,642 605,896 1,095,881 578,302 5,268,658
2021 514,063 2,894,831 668,497 1,229,557 661,776 5,968,724
2031 612,940 3,292,734 754,585 1,399,412 800,192 6,859,862
2041 776,543 3,621,371 820,946 1,542,152 911,384 7,672,396
2051 904,175 3,994,560 895,259 1,696,729 1,035,553 8,526,275
Source: IMaCS, 2017

Optimistic Scenario
City Bus System consisting of BRTS and AMTS buses form the background of public
transport for Ahmedabad and Gandhinagar city. They are preferred due various
advantages like cost, accessibility and frequency etc. With the introduction of the
Metro system, the routes of the City Bus could be modified such that the parallel bus
routes will be converted to feeder to Metro System rather than competing with it. It is
envisaged that due to introduction of metro, public transport ridership would improve
to 23.36% in 2051. The PCTR considered for this scenario is same as the moderate
Scenario.

Table 2.41 Shift from Different Modes to Metro – Optimistic Scenario

Year Two Wheeler IPT (Auto + Others) Four Wheeler Bus

2017 9.2% 10.2% 3.3% 11.5%

2021 10.8% 11.8% 4.7% 6.3%

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 116
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Year Two Wheeler IPT (Auto + Others) Four Wheeler Bus

2031 12.4% 10.6% 6.5% 3.4%

2041 14.7% 7.0% 8.3% 3.0%
2051 15.7% 3.7% 9.6% 2.8%
Source: IMaCS, 2017

Table 2.42 Modal Split (%) with Metro for Different Horizon Years – Optimistic Scenario
Two IPT (Auto + Four
Year Metro Wheeler Others) Wheeler Bus Total
2017 8.33 48.40 11.50 20.79 10.98 100
2021 9.07 47.90 11.20 20.59 11.24 100
2031 9.82 47.40 11.00 20.39 11.39 100
2041 10.96 46.60 10.70 20.09 11.65 100
2051 11.48 46.25 10.50 19.89 11.88 100
Source: IMaCS, 2017

Table 2.43 Forecasted Person Trips– Optimistic Scenario

Two IPT (Auto + Four
Year Metro Bus Total
Wheeler Others) Wheeler
2017 439,064 2,550,030 605,896 1,095,354 578,314 5,268,658
2021 541,119 2,859,019 668,497 1,228,960 671,129 5,968,724
2031 673,369 3,251,575 754,585 1,398,726 781,608 6,859,862
2041 841,254 3,575,336 820,946 1,541,384 893,475 7,672,396
2051 978,491 3,943,402 895,259 1,695,876 1,013,247 8,526,275
Source: IMaCS, 2017

Ridership Estimation
This section highlights the assignment details especially for public transport along
with overall network loading based upon our model results. Public transport network
loading represents the metro ridership separately. This is presented at aggregate
level for the entire network as well as for different metro lines/ corridors. The
assignment has been conducted for the daily level and further peak hour factor as
12.79% has been applied to estimate the peak hour passenger per direction
(PHPDT). This peak hour factor has been adopted from the primary survey database.

Estimation of Aggregated Ridership

Forecasted mode-wise passenger trip matrices assigned to the entire network for
horizon years and assigned public transport trips have been obtained for entire
network level to estimate the aggregated daily ridership on the proposed metro
corridors.

The traffic forecast is presented below for projected scenarios in two different
approaches:

First, the ridership for the phase-II corridors and the corridor which is partly extended
from Phase-I to phase-II are presented which gives a clear understanding of phase-II
traffic forecast separately. It is the north south corridor of Ahmedabad metro that is
being planned in two phases. Thus a phase wise segregated ridership of this corridor
gives a better judgment of the extended part. Tables in this category includes

a. Summary of traffic distribution in the north south corridor segregated in Phase-I part
and phase-II part and Other Two Links of Phase-II (table 4-14, & 4-15)

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 117
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

b. Disaggregate distribution of total passenger using Phase II stations (table 4-16, 4-17,
4-18 & 4-19)

In the second approach, ridership is presented for all corridors of the metro system
without segregating stations of Phase I and Phase II. Tables in this approach
includes
a. Metro ridership summary corridor wise for scenarios (table 4-20, & 4-21)
b. Corridor wise directional boarding and alighting at stations (table 4-22, & 4-57)

Sectional Loading: It is the loading of passengers between two consequent stations

of a corridor, thus it is presented in table showing corridor wise directional boarding
and alighting at stations

PHPDT: per hour per direction traffic is an assessment of corridor that shows the
maximum load a corridor takes in an hour of the day.

The tables below give distribution of passengers in the two parts of north south
corridor i.e. for Phase I part (APMC to Motera segment) and Phase II part (Motera to
Mahatma Mandir).

Table 2.44 Summary of Traffic Distribution in the North South Corridor (APMC to Mahatma
Mandir) and Other Two Links of Phase-II for Moderate Scenario
Daily Average
Route Daily PHPDT
Target Interchange Passenger Trip
Metro Routes Operational Length Ridership (Passen
Year Passengers Kilometers Length
(km) (Passengers) gers)
(km) (km)
APMC to Mahatma Mandir 41.36 273,013 8,747 1,648,421 6.04
91,964
Motera to Mahatma Mandir 22.838 99,791 4,121 1,050,899 10.53
2021 GNLU to Gift City 5.416 11,798 638 48,680 4.13
Koteshwar road to Airport 6.339 13,349 801 57,244 4.29
Combined 53.115 397,951 2,805,244 7.05
APMC to Mahatma Mandir 41.36 355,327 11,597 2,167,525 6.10
155,257
Motera to Mahatma Mandir 22.838 158,397 5,733 1,511,450 9.54
2031 GNLU to Gift City 5.416 27,742 1,326 118,093 4.26
Koteshwar road to Airport 6.339 19,215 1,062 82,365 4.29
Combined 53.115 560,681 3,879,433 6.92
APMC to Mahatma Mandir 41.36 442,211 14,509 2,765,155 6.25
210,155
Motera to Mahatma Mandir 22.838 227,228 7,935 2,181,127 9.60
2041 GNLU to Gift City 5.416 36,893 1,766 156,555 4.24
Koteshwar road to Airport 6.339 24,513 1,328 104,999 4.28
Combined 53.115 730,845 5,207,836 7.13
APMC to Mahatma Mandir 41.36 512,550 16,968 3,248,255 6.34
261,422
Motera to Mahatma Mandir 22.838 286,579 9,950 2,749,724 9.59
2051 GNLU to Gift City 5.416 48,018 2,261 203,694 4.24
Koteshwar road to Airport 6.339 30,504 1,668 130,514 4.28
Combined 53.115 877,651 6,332,187 7.21
Note: APMC to Motera segment (Phase-I), Motera to Mahatma Mandir (Phase- II)

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 118
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.45 Summary of Traffic Distribution in the North South Corridor (APMC to Mahatma
Mandir) and Other Two Links of Phase-II for Optimistic Scenario
Daily Average
Route Daily Passenger Trip
Target Metro Routes Length Ridership PHPDT Interchange Kilometers Length
Year Operational (km) (Passengers) (Passengers) Passengers (km) (km)
APMC to Mahatma
41.36
Mandir 273,013 9,207 1,648,421 6.04
Motera to Mahatma
22.838
Mandir 99,791 4,338 77,183 1,050,899 10.53
2021 5.416
GNLU to Gift City 12,419 671 51,243 4.13
Koteshwar road to
6.339
Airport 14,051 843 60,257 4.29
Combined 53.115 399,274 2,810,819 7.04
APMC to Mahatma
41.36
Mandir 390,358 12,740 2,381,211 6.10
Motera to Mahatma
22.838
Mandir 174,013 6,298 170,563 1,660,465 9.54
2031 5.416
GNLU to Gift City 30,477 1,457 129,736 4.26
Koteshwar road to
6.339
Airport 21,109 1,166 90,486 4.29
Combined 53.115 615,957 4,261,897 6.92
APMC to Mahatma
41.36
Mandir 479,062 15,718 2,995,583 6.25
Motera to Mahatma
22.838
Mandir 246,164 8,596 227,668 2,362,885 9.60
2041 5.416
GNLU to Gift City 39,967 1,913 169,601 4.24
Koteshwar road to
6.339
Airport 26,555 1,439 113,750 4.28
Combined 53.115 791,749 5,641,818 7.13
APMC to Mahatma
41.36
Mandir 554,678 18,362 3,515,246 6.34
Motera to Mahatma
22.838
Mandir 310,134 10,768 282,909 2,975,741 9.60
2051 5.416
GNLU to Gift City 51,965 2,447 220,437 4.24
Koteshwar road to
6.339
Airport 33,011 1,806 141,241 4.28
Combined 53.115 949,788 6,852,665 7.21
Note: APMC to Motera segment (Phase- I), Motera to Mahatma Mandir (Phase-II)

Ridership estimation was conducted for the entire planned metro corridors of
Ahmadabad Gandhinagar metro that consists of two corridors namely East west
corridor and across region and two corridors as segment connecting GIFT city and
Airport for four horizon years i.e. 2021, 2031, 2041 and 2051. The estimation was
done

The corridor wise ridership summary for the entire metro with two corridors namely
East west corridor, North south corridor and two corridors as segment connecting
GIFT city and Airport are given in table (2.50, 2.51).

As mentioned earlier, the sum of ridership at segment APMC to Motera (Phase I

stations) and Motera to Mahatma Mandir (Phase II stations) is more than the sum of
Corridor Ahmedabad metro because there is a certain number of interchange
passengers that travel from phase I to Phase II and vice versa. However, the
distribution of passengers boarding and alighting at stations aggregate of travelling
both direction (up and down) is given in the table (2.46, 2.47, 2.48, 2.49) below.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 119
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.46 Disaggregate Distribution of Daily Passenger Boarding-Alighting in Phase-II (Moderate Scenario)
2021 2031 2041 2051
Alighting Alighting Alighting Alighting
From From From From
Stations Boarding Within Boarding Within Within Boarding Within
Phase-I Phase-I Phase-I Phase-I
phase-II phase-II Boarding phase-II phase-II
to Phase- to Phase- to Phase- to Phase-
corridor corridor corridor corridor
II II II II
A B C A B C A B C A B C
Motera Stadium 4575 489 1935 8002 710 2261 9492 922 2618 10485 1076 2863
Koteshwar Road 10173 1301 3911 11283 1672 4124 13826 2305 5210 17578 3036 6577
Vishwakarma College 3191 440 1194 3143 711 1487 3722 913 1703 4111 1054 1857
Tapovan Circle 4884 1297 3219 8327 2450 4992 13295 4030 7512 16537 5247 9222
Narmada Canal 1183 228 438 2877 437 680 4999 837 1166 6033 1055 1383
Koba Circle 3830 689 1291 6960 1239 1882 11325 2203 3041 14759 2976 3891
Juna Koba 433 94 178 902 143 215 1569 275 367 1891 346 435
Koba Gaam 879 173 316 1267 338 482 1638 470 597 2135 638 765
GNLU 3753 1523 2457 6759 2271 2928 8934 3234 3615 11390 4366 4616
Raysan 1377 312 483 1755 488 569 2610 774 806 3408 1051 1031
Randesan 1645 443 623 2382 867 864 3854 1579 1443 4992 2145 1845
Dholakuva Circle 3497 1251 1649 4588 2238 2357 7384 3851 3706 9626 5230 4737
Infocity 1456 662 716 2323 833 720 3462 1313 1011 4196 1646 1193
Sector - 1 2608 731 730 3988 1240 999 5963 1958 1400 7836 2648 1791
Sector 10A 2409 2458 2225 3248 3662 2722 4995 5818 3808 6572 7859 4877
Sachivalaya 628 3359 3093 787 4885 3786 1181 7674 5272 1511 10356 6739
Akshardham 4205 2175 2099 5576 3300 2710 8422 5352 3881 10451 7086 4856
Juna Sachivalaya 3557 1407 1229 4211 2021 1498 6254 3177 2067 8198 4282 2658
Sector - 16 2808 2070 1758 3797 3609 2633 6058 6006 3862 7338 7681 4664
Sector - 24 5534 4258 3630 6798 6569 4721 10577 10757 6816 13405 14527 8764
Mahatma Mandir 6205 1389 1579 8406 2443 2236 13015 4142 3332 16604 5618 4268
PDPU 2185 634 614 4471 1814 1101 5996 2466 1423 7823 3321 1812

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 120
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

2021 2031 2041 2051

Alighting Alighting Alighting Alighting
From From From From
Stations Boarding Within Boarding Within Within Boarding Within
Phase-I Phase-I Phase-I Phase-I
phase-II phase-II Boarding phase-II phase-II
to Phase- to Phase- to Phase- to Phase-
corridor corridor corridor corridor
II II II II
A B C A B C A B C A B C
Gift City 3237 2555 3231 11104 5648 5914 14575 7925 7417 18706 10754 9523
Sardarnagar 7842 1386 3339 10435 2244 5596 13069 3156 7174 16459 4015 8798
Airport 257 172 447 268 213 545 318 268 633 353 314 692
Total 82352 31498 42383 123658 52044 58021 176533 81406 79879 222398 108325 99858
Total Passenger at Phase-II
124735 181680 256413 322256
Stations = A + C

Table 2.47 Disaggregate Distribution of Daily Passenger Boarding-Alighting in Phase-II (Optimistic Scenario)
2021 2031 2041 2051
Alighting Alighting Alighting Alighting
From From From From
Stations Boarding Within Boarding Within Within Boarding Within
Phase-I Phase-I Phase-I Phase-I
phase-II phase-II Boarding phase-II phase-II
to Phase- to Phase- to Phase- to Phase-
corridor corridor corridor corridor
II II II II
A B C A B C A B C A B C
Motera Stadium 4815 515 2037 8791 780 2484 10283 999 2837 11346 1164 3099
Koteshwar Road 10709 1370 4117 12396 1837 4530 14978 2497 5644 19023 3285 7117
Vishwakarma College 3359 463 1256 3452 781 1633 4032 989 1845 4449 1141 2010
Tapovan Circle 5141 1366 3388 9147 2692 5484 14403 4366 8138 17896 5678 9980
Narmada Canal 1245 240 461 3161 480 747 5416 907 1264 6529 1142 1496
Koba Circle 4032 725 1359 7646 1361 2067 12269 2386 3294 15972 3221 4211
Juna Koba 456 99 187 991 157 236 1700 298 398 2046 374 471
Koba Gaam 926 182 332 1392 371 530 1775 509 647 2311 690 828
GNLU 3951 1604 2587 7426 2495 3217 9679 3504 3917 12326 4724 4995
Raysan 1450 329 508 1929 536 625 2827 838 873 3688 1137 1116

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 121
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

2021 2031 2041 2051

Alighting Alighting Alighting Alighting
From From From From
Stations Boarding Within Boarding Within Within Boarding Within
Phase-I Phase-I Phase-I Phase-I
phase-II phase-II Boarding phase-II phase-II
to Phase- to Phase- to Phase- to Phase-
corridor corridor corridor corridor
II II II II
A B C A B C A B C A B C
Randesan 1732 466 656 2617 952 949 4175 1711 1563 5402 2321 1997
Dholakuva Circle 3681 1317 1736 5040 2459 2590 8000 4172 4015 10417 5660 5126
Infocity 1532 696 753 2552 915 791 3751 1422 1095 4540 1781 1291
Sector - 1 2745 770 768 4381 1363 1097 6459 2121 1517 8480 2865 1939
Sector 10A 2536 2588 2342 3568 4023 2990 5411 6303 4126 7112 8505 5278
Sachivalaya 661 3536 3256 865 5367 4159 1279 8314 5711 1635 11208 7293
Akshardham 4426 2289 2210 6126 3626 2977 9124 5798 4204 11310 7668 5255
Juna Sachivalaya 3745 1482 1294 4626 2221 1646 6775 3442 2239 8872 4634 2876
Sector - 16 2956 2179 1850 4171 3965 2893 6563 6506 4184 7942 8312 5048
Sector - 24 5825 4482 3821 7468 7216 5186 11458 11653 7384 14506 15721 9484
Mahatma Mandir 6531 1462 1662 9235 2684 2457 14099 4487 3609 17969 6080 4619
PDPU 2300 668 646 4912 1993 1210 6496 2672 1541 8466 3594 1961
Gift City 3408 2690 3401 12199 6205 6497 15790 8585 8035 20244 11638 10306
Sardarnagar 8255 1459 3515 11464 2465 6147 14157 3419 7772 17812 4345 9521
Airport 270 181 470 295 234 598 345 290 686 382 340 749
Total 86686 33156 44614 135849 57175 63741 191244 88190 86536 240677 117227 108065

Total Passenger at Phase-II

131300 199590 277781 348742
Stations = A + C

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 122
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.48 Disaggregate Distribution of Peak Hour Passenger Boarding-Alighting in Phase-II (Moderate Scenario)
2021 2031 2041 2051
Alighting Alighting Alighting Alighting
From From From From
Stations Boarding Within Boarding Within Within Boarding Within
Phase-I Phase-I Phase-I Phase-I
phase-II phase-II Boarding phase-II phase-II
to Phase- to Phase- to Phase- to Phase-
corridor corridor corridor corridor
II II II II
A B C A B C A B C A B C
Motera Stadium 457 49 194 800 71 226 949 92 262 1048 108 286
Koteshwar Road 1017 130 391 1128 167 412 1383 231 521 1758 304 658
Vishwakarma College 319 44 119 314 71 149 372 91 170 411 105 186
Tapovan Circle 488 130 322 833 245 499 1330 403 751 1654 525 922
Narmada Canal 118 23 44 288 44 68 500 84 117 603 106 138
Koba Circle 383 69 129 696 124 188 1132 220 304 1476 298 389
Juna Koba 43 9 18 90 14 21 157 28 37 189 35 44
Koba Gaam 88 17 32 127 34 48 164 47 60 214 64 77
GNLU 375 152 246 676 227 293 893 323 362 1139 437 462
Raysan 138 31 48 176 49 57 261 77 81 341 105 103
Randesan 165 44 62 238 87 86 385 158 144 499 214 185
Dholakuva Circle 350 125 165 459 224 236 738 385 371 963 523 474
Infocity 146 66 72 232 83 72 346 131 101 420 165 119
Sector - 1 261 73 73 399 124 100 596 196 140 784 265 179
Sector 10A 241 246 223 325 366 272 500 582 381 657 786 488
Sachivalaya 63 336 309 79 489 379 118 767 527 151 1036 674
Akshardham 420 217 210 558 330 271 842 535 388 1045 709 486
Juna Sachivalaya 356 141 123 421 202 150 625 318 207 820 428 266
Sector - 16 281 207 176 380 361 263 606 601 386 734 768 466
Sector - 24 553 426 363 680 657 472 1058 1076 682 1340 1453 876
Mahatma Mandir 620 139 158 841 244 224 1301 414 333 1660 562 427
PDPU 219 63 61 447 181 110 600 247 142 782 332 181

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 123
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

2021 2031 2041 2051

Alighting Alighting Alighting Alighting
From From From From
Stations Boarding Within Boarding Within Within Boarding Within
Phase-I Phase-I Phase-I Phase-I
phase-II phase-II Boarding phase-II phase-II
to Phase- to Phase- to Phase- to Phase-
corridor corridor corridor corridor
II II II II
A B C A B C A B C A B C
Gift City 324 256 323 1110 565 591 1458 792 742 1871 1075 952
Sardarnagar 784 139 334 1044 224 560 1307 316 717 1646 402 880
Airport 26 17 45 27 21 54 32 27 63 35 31 69
Total 8235 3150 4238 12366 5204 5802 17653 8141 7988 22240 10833 9986

Total Passenger at Phase-II

12473 18168 25641 32226
Stations = A + C

Table 2.49 Disaggregate Distribution of Peak Hour Passenger Boarding-Alighting in Phase-II (Optimistic Scenario)
2021 2031 2041 2051
Alighting Alighting Alighting Alighting
From From From From
Stations Boarding Within Boarding Within Within Boarding Within
Phase-I Phase-I Phase-I Phase-I
phase-II phase-II Boarding phase-II phase-II
to Phase- to Phase- to Phase- to Phase-
corridor corridor corridor corridor
II II II II
A B C A B C A B C A B C
Motera Stadium 482 51 204 879 78 248 1028 100 284 1135 116 310
Koteshwar Road 1071 137 412 1240 184 453 1498 250 564 1902 329 712
Vishwakarma College 336 46 126 345 78 163 403 99 185 445 114 201
Tapovan Circle 514 137 339 915 269 548 1440 437 814 1790 568 998
Narmada Canal 124 24 46 316 48 75 542 91 126 653 114 150
Koba Circle 403 73 136 765 136 207 1227 239 329 1597 322 421
Juna Koba 46 10 19 99 16 24 170 30 40 205 37 47
Koba Gaam 93 18 33 139 37 53 178 51 65 231 69 83
GNLU 395 160 259 743 250 322 968 350 392 1233 472 500

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 124
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

2021 2031 2041 2051

Alighting Alighting Alighting Alighting
From From From From
Stations Boarding Within Boarding Within Within Boarding Within
Phase-I Phase-I Phase-I Phase-I
phase-II phase-II Boarding phase-II phase-II
to Phase- to Phase- to Phase- to Phase-
corridor corridor corridor corridor
II II II II
A B C A B C A B C A B C
Raysan 145 33 51 193 54 62 283 84 87 369 114 112
Randesan 173 47 66 262 95 95 418 171 156 540 232 200
Dholakuva Circle 368 132 174 504 246 259 800 417 401 1042 566 513
Infocity 153 70 75 255 92 79 375 142 109 454 178 129
Sector - 1 274 77 77 438 136 110 646 212 152 848 287 194
Sector 10A 254 259 234 357 402 299 541 630 413 711 851 528
Sachivalaya 66 354 326 87 537 416 128 831 571 164 1121 729
Akshardham 443 229 221 613 363 298 912 580 420 1131 767 526
Juna Sachivalaya 374 148 129 463 222 165 677 344 224 887 463 288
Sector - 16 296 218 185 417 396 289 656 651 418 794 831 505
Sector - 24 583 448 382 747 722 519 1146 1165 738 1451 1572 948
Mahatma Mandir 653 146 166 924 268 246 1410 449 361 1797 608 462
PDPU 230 67 65 491 199 121 650 267 154 847 359 196
Gift City 341 269 340 1220 620 650 1579 858 803 2024 1164 1031
Sardarnagar 825 146 352 1146 246 615 1416 342 777 1781 435 952
Airport 27 18 47 29 23 60 34 29 69 38 34 75
Total 8669 3316 4461 13585 5717 6374 19124 8819 8654 24068 11723 10807

Total Passenger at Phase-II

13130 19959 27778 34874
Stations = A + C

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.50 Metro Ridership Summary (Corridor Wise) for Moderate Scenario

Daily Average
Route
Target Metro Routes Daily Ridership PHPDT Passenger Trip Length/
Length
Year Operational (Passengers) (Passengers) Kilometers Passenger
(km)
(km) Lead (km)
Thaltej Gaam to Vastral
20.21 282,775 7,597 1,653,359 5.85
Gaam
2017 APMC to Motera 18.52 192,461 5,768 1,045,451 5.43
Combined 38.73 475,236 2,698,810 5.68
Thaltej Gaam to Vastral
20.21 339,633 9,127 2,757,452 8.12
Gaam
APMC to Mahatma
41.36 305,987 8,747 1,995,666 6.52
Mandir
2021 GNLU to Gift City 5.416 11,798 638 48,680 4.13
Koteshwar road to
6.339 13,349 801 57,244 4.29
Airport
Combined 73.325 670,767 4,859,042 7.24
Thaltej Gaam to Vastral
20.21 413,277 10,809 2,386,326 5.77
Gaam
APMC to Mahatma
41.36 405,424 11,597 3,725,133 9.19
Mandir
2031 GNLU to Gift City 5.416 27,742 1,326 118,093 4.26
Koteshwar road to
6.339 19,215 1,062 82,365 4.29
Airport
Combined 73.325 865,658 6,311,917 7.29
Thaltej Gaam to Vastral
20.21 513,280 13,265 3,020,372 5.88
Gaam
APMC to Mahatma
41.36 520,690 14,509 5,005,565 9.61
Mandir
2041 GNLU to Gift City 5.416 36,893 1,766 156,555 4.24
Koteshwar road to
6.339 24,513 1,328 104,999 4.28
Airport
Combined 73.325 1,095,375 8,287,491 7.57
Thaltej Gaam to Vastral
20.21 584,860.55 15,106 3,470,489 5.93
Gaam
APMC to Mahatma
41.36 616,229 16,968 6,069,708 9.85
Mandir
2051 GNLU to Gift City 5.416 48,018 2,261 203,694 4.24
Koteshwar road to
6.339 30,504 1,668 130,514 4.28
Airport
Combined 73.325 1,279,612 9,874,404 7.72

Table 2.51 Metro Ridership Summary (Corridor Wise) for Optimistic Scenario

Daily Average
Route Daily
Target Metro Routes PHPDT Passenger Trip Length/
Length Ridership
Year Operational (Passengers) Kilometers Passenger
(km) (Passengers)
(km) Lead (km)
Thaltej Gaam to Vastral
20.21 305,099 8,197 1,783,886 5.85
Gaam
2017 APMC to Motera 18.52 207,656 6,224 1,127,988 5.43
Combined 38.73 512,755 2,911,874 5.68
Thaltej Gaam to Vastral
20.21 357,508 9,607 2,902,584 8.12
Gaam
APMC to Mahatma
41.36 322,092 9,207 2,100,696 6.52
Mandir
2021 GNLU to Gift City 5.416 12,419 671 51,243 4.13
Koteshwar road to
6.339 14,051 843 60,257 4.29
Airport
Combined 73.325 706,070 5,114,780 7.24

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Daily Average
Route Daily
Target Metro Routes PHPDT Passenger Trip Length/
Length Ridership
Year Operational (Passengers) Kilometers Passenger
(km) (Passengers)
(km) Lead (km)
Thaltej Gaam to Vastral
20.21 454,022 11,875 2,621,589 5.77
Gaam
APMC to Mahatma
41.36 445,394 12,740 4,092,386 9.19
Mandir
2031 GNLU to Gift City 5.416 30,477 1,457 129,736 4.26
Koteshwar road to
6.339 21,109 1,166 90,486 4.29
Airport
Combined 73.325 951,002 6,934,196 7.29
Thaltej Gaam to Vastral
20.21 556,053 14,370 3,272,065 5.88
Gaam
APMC to Mahatma
41.36 564,081 15,718 5,422,691 9.61
Mandir
2041 GNLU to Gift City 5.416 39,967 1,913 169,601 4.24
Koteshwar road to
6.339 26,555 1,439 113,750 4.28
Airport
Combined 73.325 1,186,656 8,978,106 7.57
Thaltej Gaam to Vastral
20.21 632,932 16,347 3,755,740 5.93
Gaam
APMC to Mahatma
41.36 666,879 18,362 6,568,610 9.85
Mandir
2051 GNLU to Gift City 5.416 51,965 2,447 220,437 4.24
Koteshwar road to
6.339 33,011 1,806 141,241 4.28
Airport
Combined 73.325 1,384,788 10,686,028 7.72

Estimation of Line-wise Ridership

From the ridership assignment model stop to stop passengers has been estimated
with the CUBE Voyager Public Transport Assignment technique. The route wise stop
to stop passengers obtained from the model have been utilized to estimate the line
loading for different scenarios within the horizon year. Applying the peak hour factor
(10%) PHPDT has also been arrived for each line.

Figure 2.24 Framework for Assessment of Route-wise Ridership

A trip length frequency distribution of estimated trips is given in table

Line Loading of Phase I – 2017 Moderate Scenario

Table 2.52 Station wise Daily Boarding-Alighting on Corridor-I - 2017 (Moderate Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gam to Thaltej Gaam

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
16,113 0 0 Thaltej gaam 0 11,419 11,419

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Thaltej Gaam to Vaastral Gaam Vastral Gam to Thaltej Gaam

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
12,682 2,443 16,113 Thaltej 1,979 12,669 22,109
9,925 2,766 26,352 Doordarshan Kendra 2,058 11,243 31,294
3,625 1,544 33,511 Gurukul Road 917 5,389 35,766
6,060 4,169 35,592 Gujarat University 2,301 11,273 44,738
1,394 679 37,483 Commerce Six road 613 1,650 45,775
6,509 4,905 38,199 Stadium 4,037 11,397 53,135
28,652 12,954 39,802 Old high court 16,542 36,466 73,059
5,125 1,974 55,500 Shahpur 3,842 4,536 73,753
19,918 8,262 58,651 Ghee kanta 14,125 16,347 75,975
11,174 31,598 70,306 Kalupur rly stn 32,373 16,179 59,781
2,590 10,889 49,882 Kankaria east 9,978 3,702 53,506
2,595 8,796 41,583 Apparel park 10,656 2,900 45,750
2,631 15,499 35,382 Amraiwadi 16,748 3,724 32,726
1,474 12,229 22,514 Rabari 17,965 1,460 16,222
386 1,862 11,759 Vastral 5,012 157 11,368
799 499 10,283 Nirant Cross road 1,608 611 10,371
0 10,583 10,583 Vastral gam 10,371 0 0
1,31,651 1,31,651 Total 1,51,124 1,51,124

Table 2.53 Station wise Daily Boarding-Alighting on Corridor-II - 2017 (Moderate Scenario)

APMC to Motera Motera to APMC

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

16,383 0 0 APMC 0 9,350 9,350

16,732 2,354 16,383 Jivraj 2,053 10,275 17,572
3,563 1,780 30,760 Rajiv nagar 594 7,013 23,991
4,238 1,560 32,543 Shreyash 841 6,006 29,156
12,015 5,432 35,222 Paldi 4,476 11,840 36,520
4,030 7,551 41,806 Gandhigram rly stn 2,391 13,191 47,320
18,392 22,634 38,284 Old high court 20,836 30,175 56,660
539 1,324 34,042 Ushmanpura 820 1,843 57,682
4,588 4,244 33,258 Vijay nagar 8,646 4,563 53,599
3,068 7,888 33,601 New vadaj 15,245 2,723 41,078
847 3,686 28,781 Ranip 4,817 1,086 37,347
2,107 7,622 25,942 Sabarmati Rly stn 10,025 2,792 30,114
164 1,712 20,427 AEC 1,630 309 28,793
2,352 7,199 18,878 Sabarmati 10,790 2,277 20,281
0 14,032 14,032 Motera stadium 20,281 0 0
89,018 89,018 Total 1,03,444 1,03,444

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 128
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Line Loading of Phase II – 2021 Moderate Scenario

Table 2.54 Station wise Daily Boarding-Alighting on Corridor-I - 2021 (Moderate Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to thaltej Gaam

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
19,652 0 0 Thaltej gaam 0 13,665 13,665
14,982 2,401 19,652 Thaltej 1,944 14,803 26,523
9,384 2,342 32,234 Doordarshan Kendra 1,633 11,199 36,089
4,328 1,477 39,276 Gurukul Road 854.33 6,440 41,675
6,518 3,672 42,127 Gujarat University 1,884 13,015 52,806
1,893 692 44,974 Commerce Six road 630.11 2,329 54,505
6,218 4,085 46,175 Stadium 3,147 10,382 61,740
50,028 21,542 48,308 Old high court 27,597 57,126 91,268
5,364 3,899 76,793 Shahpur 5,804 4,758 90,221
17,238 12,078 78,258 Ghee kanta 15,049 15,701 90,873
12,553 37,265 83,418 Kalupur rly stn 38,763 17,626 69,736
2,841 12,493 58,706 Kankaria east 11,343 4,037 62,429
2,737 10,068 49,055 Apparel park 12,178 3,066 53,317
2,820 18,118 41,724 Amraiwadi 19,322 4,039 38,034
1,511 14,141 26,426 Rabari 20,849 1,568 18,752
356 2,148 13,796 Vastral 5,831 162.6 13,085
696 584 12,004 Nirant Cross road 1,905 597.85 11,777
0 12,116 12,116 Vastral Gaam 11,777 0 0
1,59,121 1,59,121 Total 1,80,512 1,80,512

Table 2.55 Station wise Daily Boarding-Alighting on Corridor-II - 2021 (Moderate Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name Sectional

Boarding Alighting Sectional load Boarding Alighting
load

19,422 0 0 APMC 0 11,453 11,454

21,119 2,324 19,422 Jivraj 2,045 13,868 23,277
4,155 1,848 38,217 Rajiv nagar 576 8,120 30,821
4,904 1,627 40,524 Shreyash 835 6,952 36,937
17,863 5,357 43,800 Paldi 4,295 18,605 51,248
4,580 6,037 56,306 Gandhigram rly stn 1,796 16,376 65,828
38,683 33,355 54,849 Old high court 32,411 53,488 86,906
994 2,470 60,178 Ushmanpura 1,853 2,418 87,471
6,372 7,042 58,702 Vijay nagar 12,448 5,872 80,895
5,035 9,358 58,033 New vadaj 17,353 3,830 67,372
1,235 4,070 53,710 Ranip 5,292 1,430 63,510
3,411 7,227 50,874 Sabarmati Rly stn 10,874 3,537 56,173
345 1,829 47,059 AEC 1,737 511 54,948

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 129
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name Sectional

Boarding Alighting Sectional load Boarding Alighting
load

933 4,124 45,575 Sabarmati 5,171 1,078 50,854

760 1,935 42,383 Motera Stadium 3,814 489 47,529
2,886 7,822 41,208 Koteshwar Road 14,414 1,762 34,876
562 1,326 36,272 Vishwakarma College 2,629 307 32,554
998 3,604 35,508 Tapovan Circle 3,886 912 29,579
264 529 32,901 Narmada Canal 918 137 28,798
940 1,552 32,637 Koba Circle 2,890 429 26,337
88 223 32,025 Juna Koba 345 49 26,040
200 392 31,890 Koba Gaam 679 97 25,458
2,108 7,562 31,698 GNLU 5,940 2,326 21,844
332 632 26,244 Raysan 1,046 163 20,961
437 825 25,944 Randesan 1,208 240 19,993
934 2,286 25,556 Dholakuva Circle 2,564 614 18,044
430 1,050 24,203 Infocity 1,025 327 17,346
848 1,090 23,584 Sector - 1 1,760 371 15,957
1,073 3,398 23,342 Sector 10A 1,335 1,285 15,907
227 4,919 21,017 Sachivalaya 401 1,533 17,039
963 3,323 16,325 Akshardham 3,242 951 14,748
739 2,132 13,964 Juna Sachivalaya 2,819 505 12,434
451 3,251 12,571 Sector - 16 2,357 577 10,655
309 7,113 9,772 Sector - 24 5,225 775 6,205
0 2,968 2,968 Mahatma Mandir 6,205 0 0
144,600 144,600 Total 161,388 161,387

GNLU to GIFT City GIFT City to GNLU

Station Name Sectional

Boarding Alighting Sectional load Boarding Alighting
load

6,376 0 0 GNLU 0 4,764 4763

426 1,015 6,376 PDPU 1,759 233 3237
0 5,787 5,787 Gift City 3,237 0 0
6,802 6,802 Total 4,996 4,997

Koteshwar Road to Airport Airport to Koteshwar Road

Station Name Sectional

Boarding Alighting Sectional load Boarding Alighting
load

5,250 0 0 Koteshwar Road 0 8,005 8005

72 4,704 5249 Sardarnagar 7,770 21 256

0 618 618 Airport 257 0 0

5,322 5,322 Total 8,027 8,026

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Line Loading – 2031 Moderate Scenario

Table 2.56 Station wise Daily Boarding-Alighting on Corridor-I - 2031 (Moderate Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
25,138 0 0 Thaltej gaam 0 22,205 22,205
18,977 3,088 25,138 Thaltej 2,938 19,206 38,473
11,954 2,288 41,027 Doordarshan Kendra 2,515 10,736 46,695
5,252 896 50,693 Gurukul Road 1,136 3,931 49,489
10,793 5,063 55,050 Gujarat University 2,422 20,978 68,045
2,935 1,177 60,780 Commerce Six road 1,032 3,837 70,850
10,045 4,740 62,538 Stadium 3,546 15,344 82,649
70,012 40,031 67,842 Old high court 49,376 74,817 108,090
5,552 5,489 97,822 Shahpur 7,580 4,268 104,779
11,995 13,818 97,885 Ghee kanta 17,070 9,837 97,546
11,653 43,998 96,062 Kalupur rly stn 39,123 18,111 76,534
2,809 11,805 63,717 Kankaria east 11,412 3,735 68,856
2,838 10,488 54,721 Apparel park 12,615 3,156 59,397
2,917 18,770 47,071 Amraiwadi 18,937 4,357 44,817
1,947 16,715 31,218 Rabari 25,347 1,869 21,339
376 3,526 16,451 Vastral 6,334 267 15,272
761 629 13,301 Nirant Cross road 2,015 667 13,924
0 13,433 13,433 Vastral gam 13,924 0 0
195,956 195,956 Total 217,321 217,321

Table 2.57 Station wise Daily Boarding-Alighting on Corridor-II - 2031 (Moderate Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

21,537 0 0 APMC 0 13,874 13,874

28,181 2,331 21,537 Jivraj 2,408 17,105 28,570
4,052 1,723 47,386 Rajiv nagar 539 7,536 35,567
5,086 1,697 49,715 Shreyash 798 7,373 42,142
18,734 4,031 53,104 Paldi 3,334 17,979 56,787
6,034 5,228 67,808 Gandhigram rly stn 1,462 19,179 74,503
63,169 46,105 68,614 Old high court 43,204 84,668 115,967
1,328 3,308 85,677 Ushmanpura 2,884 2,263 115,346
6,222 10,108 83,698 Vijay nagar 14,420 6,601 107,527
5,850 11,360 79,812 New vadaj 18,584 4,798 93,740
1,626 4,786 74,302 Ranip 5,986 1,860 89,615
4,084 11,607 71,142 Sabarmati Rly stn 16,130 4,077 77,562
615 2,722 63,620 AEC 2,628 889 75,822

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 131
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

1,307 4,799 61,513 Sabarmati 5,802 1,594 71,615

1,568 2,261 58,021 Motera Stadium 6,434 710 65,890
3,978 10,497 57,329 Koteshwar Road 16,896 2,784 51,778
663 1,687 50,810 Vishwakarma College 2,479 510 49,809
1,916 5,633 49,786 Tapovan Circle 6,411 1,809 45,207
731 843 46,069 Narmada Canal 2,146 274 43,335
1,926 2,345 45,957 Koba Circle 5,034 775 39,076
214 283 45,537 Juna Koba 688 75 38,462
336 630 45,469 Koba Gaam 931 190 37,722
5,720 12,391 45,175 GNLU 13,485 4,157 28,393
441 849 38,505 Raysan 1,315 208 27,286
649 1,371 38,097 Randesan 1,733 360 25,914
1,271 3,664 37,375 Dholakuva Circle 3,316 931 23,529
718 1,199 34,981 Infocity 1,605 354 22,278
1,356 1,701 34,500 Sector - 1 2,632 538 20,183
1,555 4,708 34,155 Sector 10A 1,692 1,676 20,167
298 6,808 31,003 Sachivalaya 489 1,863 21,540
1,406 4,774 24,493 Akshardham 4,170 1,237 18,607
977 2,885 21,125 Juna Sachivalaya 3,235 635 16,007
665 5,375 19,217 Sector - 16 3,132 867 13,743
418 10,245 14,507 Sector - 24 6,380 1,044 8,406
0 4,679 4,679 Mahatma Mandir 8,406 0 0
194,631 194,633 Total 210,788 210,793

GNLU to GIFT City GIFT City to GNLU

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

12,167 0 0 GNLU 0 13,265 13,265

1,301 1,906 12,167 PDPU 3,170 1,009 11,104
0 11,562 11,562 Gift City 11,104 0 0
13,468 13,468 Total 14,274 14,274

Koteshwar Road to Airport Airport to Koteshwar Road

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

8,511 0 0 Koteshwar Road 0 10,618 10,618

67 7,820 8,511 Sardarnagar 10,368 19 268
0 758 758 Airport 268 0 0

8,578 8,578 Total 10,636 10,637

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 132
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Line Loading – 2041 Moderate Scenario

Table 2.58 Station wise Daily Boarding-Alighting on Corridor-I - 2041 (Moderate Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
33,846 0 0 Thaltej gaam 0 28,632 28,632
22,858 4,170 33,846 Thaltej 3,883 23,169 47,917
14,183 2,780 52,534 Doordarshan Kendra 2,999 12,783 57,702
8,402 1,439 63,938 Gurukul Road 1,805 6,282 62,178
12,797 6,213 70,901 Gujarat University 2,930 24,854 84,102
3,478 1,442 77,485 Commerce Six road 1,234 4,537 87,405
11,910 5,777 79,521 Stadium 4,216 18,163 101,352
87,156 51,002 85,654 Old high court 61,133 92,429 132,647
6,575 6,607 121,808 Shahpur 9,036 5,025 128,636
14,178 16,562 121,776 Ghee kanta 20,299 11,589 119,926
14,156 52,437 119,391 Kalupur rly stn 46,116 21,865 95,675
3,485 13,964 81,110 Kankaria east 13,418 4,571 86,827
3,558 12,366 70,631 Apparel park 14,777 3,882 75,933
3,914 22,091 61,823 Amraiwadi 22,110 5,661 59,484
2,934 22,179 43,647 Rabari 32,332 2,804 29,957
551 4,121 24,401 Vastral 7,377 380 22,960
1,403 725 20,831 Nirant Cross road 2,318 1,272 21,913
0 21,509 21,509 Vastral gam 21,913 0 0
245,383 245,383 Total 267,896 267,896

Table 2.59 Station wise Daily Boarding-Alightingon Corridor-II - 2041 (Moderate Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

25,900 0 0 APMC 0 16,759 16,759

35,142 2,797 25,900 Jivraj 2,912 21,132 34,979
4,904 2,039 58,246 Rajiv nagar 639 9,052 43,392
6,070 2,000 61,111 Shreyash 934 8,823 51,280
22,426 4,752 65,181 Paldi 3,894 21,542 68,928
7,209 6,140 82,855 Gandhigram rly stn 1,702 22,884 90,110
81,820 55,407 83,923 Old high court 51,651 106,627 145,086
1,638 3,908 110,337 Ushmanpura 3,388 2,737 144,435
7,894 11,983 108,067 Vijay nagar 16,957 8,158 135,635
7,478 13,509 103,979 New vadaj 21,707 6,065 119,994
2,068 5,623 97,948 Ranip 6,992 2,307 115,310
5,278 13,612 94,393 Sabarmati Rly stn 18,788 5,139 101,660
800 3,185 86,059 AEC 3,057 1,122 99,725

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 133
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

1,758 5,552 83,674 Sabarmati 6,678 2,079 95,127

2,088 2,618 79,880 Motera Stadium 7,404 922 88,644
5,519 13,295 79,349 Koteshwar Road 20,248 4,006 72,403
899 1,927 71,573 Vishwakarma College 2,823 689 70,269
3,430 8,435 70,545 Tapovan Circle 9,865 3,107 63,510
1,405 1,464 65,540 Narmada Canal 3,594 540 60,455
3,432 3,841 65,481 Koba Circle 7,893 1,402 53,965
410 498 65,072 Juna Koba 1,159 144 52,950
476 802 64,984 Koba Gaam 1,162 265 52,053
8,473 15,861 64,658 GNLU 16,951 6,138 41,239
735 1,234 57,270 Raysan 1,875 346 39,710
1,157 2,335 56,771 Randesan 2,697 688 37,700
2,228 5,909 55,594 Dholakuva Circle 5,156 1,649 34,193
1,159 1,752 51,913 Infocity 2,303 572 32,461
2,187 2,490 51,320 Sector - 1 3,775 868 29,554
2,571 6,878 51,017 Sector 10A 2,424 2,749 29,879
478 9,950 46,711 Sachivalaya 703 2,996 32,172
2,304 7,183 37,239 Akshardham 6,118 2,050 28,104
1,575 4,210 32,361 Juna Sachivalaya 4,679 1,034 24,460
1,144 8,392 29,726 Sector - 16 4,914 1,477 21,022
757 15,761 22,478 Sector - 24 9,820 1,812 13,015
0 7,474 7,474 Mahatma Mandir 13,015 0 0
252,812 252,816 Total 267,877 267,880

GNLU to GIFT City GIFT City to GNLU

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

16,322 0 0 GNLU 0 17,663 17,663

1,643 2,623 16,322 PDPU 4,353 1,266 14,575
0 15,341 15,341 Gift City 14,575 0 0
17,965 17,964 Total 18,928 18,929

Koteshwar Road to Airport Airport to Koteshwar Road

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

11,126 0 0 Koteshwar Road 0 13,281 13,281

81 10,306 11,126 Sardarnagar 12,987 24 318
0 901 901 Airport 318 0 0

11,207 11,207 Total 13,305 13,305

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 134
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Line Loading – 2051 Moderate Scenario

Table 2.60 Station wise Daily Boarding-Alightingon Corridor-I - 2051 (Moderate Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
39,063 0 0 Thaltej gaam 0 33,657 33,657
27,099 4,871 39,063 Thaltej 4,686 26,683 55,653
15,542 3,130 61,291 Doordarshan Kendra 3,373 14,136 66,417
9,289 1,598 73,702 Gurukul Road 2,004 6,989 71,402
14,425 6,879 81,394 Gujarat University 3,311 27,652 95,743
3,829 1,596 88,940 Commerce Six road 1,354 5,025 99,413
13,645 6,397 91,173 Stadium 4,833 20,112 114,692
100,256 59,319 98,422 Old high court 69,952 106,318 151,059
7,213 7,367 139,360 Shahpur 9,985 5,511 146,585
15,694 18,474 139,206 Ghee kanta 22,694 12,748 136,639
16,295 58,411 136,425 Kalupur rly stn 52,669 23,941 107,911
3,943 15,572 94,309 Kankaria east 14,762 5,043 98,192
4,060 13,768 82,680 Apparel park 16,263 4,290 86,219
4,643 24,449 72,972 Amraiwadi 24,336 6,332 68,215
3,595 26,734 53,166 Rabari 37,105 3,360 34,470
659 4,581 30,027 Vastral 8,101 424 26,794
1,774 804 26,105 Nirant Cross road 2,535 1,615 25,875
0 27,075 27,075 Vastral gam 25,875 0 0
281,025 281,025 Total 303,836 303,836

Table 2.61 Station wise Daily Boarding-Alighting on Corridor-II - 2051 (Moderate Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Sectional Sectional
Boarding Alighting Station Name Boarding Alighting
load load

28,701 0 0 APMC 0 18,773 18,773

39,619 3,087 28,701 Jivraj 3,208 24,207 39,773
5,462 2,223 65,233 Rajiv nagar 702 10,150 49,221
6,725 2,177 68,471 Shreyash 1,020 9,845 58,046
24,937 5,168 73,019 Paldi 4,256 24,145 77,935
8,033 6,656 92,788 Gandhigram rly stn 1,851 25,761 101,845
97,749 60,918 94,165 Old high court 57,177 125,009 169,677
1,891 4,269 130,995 Ushmanpura 3,689 3,147 169,135
9,895 13,483 128,618 Vijay nagar 19,701 9,635 159,069
9,743 16,013 125,030 New vadaj 26,025 7,526 140,570
2,422 6,180 118,760 Ranip 7,598 2,644 135,616
6,391 14,990 115,002 Sabarmati Rly stn 20,672 6,022 120,966
954 3,489 106,403 AEC 3,311 1,303 118,957

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 135
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Sectional Sectional
Boarding Alighting Station Name Boarding Alighting
load load

2,114 6,124 103,868 Sabarmati 7,312 2,427 114,073

2,506 2,863 99,858 Motera Stadium 7,979 1,076 107,170
7,559 16,400 99,500 Koteshwar Road 25,029 5,229 87,370
1,075 2,112 90,659 Vishwakarma College 3,036 799 85,134
4,633 10,388 89,623 Tapovan Circle 11,904 4,081 77,311
1,822 1,754 83,868 Narmada Canal 4,211 684 73,783
4,807 4,955 83,935 Koba Circle 9,952 1,913 65,744
533 600 83,787 Juna Koba 1,358 181 64,567
667 1,043 83,720 Koba Gaam 1,469 360 63,458
11,526 20,578 83,344 GNLU 20,872 8,293 50,879
1,020 1,614 74,293 Raysan 2,388 468 48,959
1,579 3,065 73,699 Randesan 3,413 925 46,471
3,062 7,753 72,213 Dholakuva Circle 6,564 2,213 42,120
1,473 2,130 67,521 Infocity 2,723 709 40,105
3,002 3,278 66,864 Sector - 1 4,835 1,161 36,432
3,468 9,079 66,588 Sector 10A 3,104 3,657 36,985
633 13,124 60,977 Sachivalaya 878 3,972 40,080
2,967 9,266 48,487 Akshardham 7,484 2,676 35,271
2,137 5,569 42,188 Juna Sachivalaya 6,062 1,371 30,580
1,455 10,477 38,755 Sector - 16 5,883 1,868 26,565
1,012 20,858 29,733 Sector - 24 12,393 2,433 16,604
0 9,886 9,887 Mahatma Mandir 16,604 0 0
301,572 301,569 TOTAL 314,663 314,663

GNLU to GIFT City GIFT City to GNLU

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

21,489 0 0 GNLU 0 22,609 22,609

2,219 3,432 21,489 PDPU 5,603 1,701 18,706
0 20,277 20,277 Gift City 18,706 0 0
23,708 23,709 TOTAL 24,309 24,310

Koteshwar Road to Airport Airport to Koteshwar Road

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

13,692 0 0 Koteshwar Road 0 16,685 16,685

98 12,784 13,692 Sardarnagar 16,361 29 353

0 1,006 1,006 Airport 353 0 0

339,067 339,067 Total 355,685 355,685

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 136
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Line Loading – 2017 Optimistic Scenario

Table 2.62 Station wise Daily Boarding-Alighting on Corridor-I - 2017 (Optimistic Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
17,385 0 0 Thaltej gaam 0 12,320 12,320
13,683 2,636 17,385 Thaltej 2,136 13,669 23,854
10,708 2,984 28,433 Doordarshan Kendra 2,220 12,131 33,764
3,911 1,666 36,157 Gurukul Road 989 5,814 38,589
6,539 4,498 38,402 Gujarat University 2,483 12,163 48,270
1,504 732 40,442 Commerce Six road 661 1,780 49,389
7,023 5,293 41,214 Stadium 4,356 12,297 57,330
30,914 13,977 42,944 Old high court 17,848 39,345 78,826
5,529 2,130 59,882 Shahpur 4,145 4,895 79,575
21,490 8,915 63,281 Ghee kanta 15,240 17,638 81,973
12,056 34,093 75,857 Kalupur rly stn 34,929 17,456 64,500
2,795 11,749 53,820 Kankaria east 10,765 3,995 57,729
2,800 9,490 44,866 Apparel park 11,497 3,129 49,361
2,839 16,722 38,176 Amraiwadi 18,070 4,018 35,310
1,590 13,194 24,292 Rabari 19,383 1,576 17,502
416 2,009 12,688 Vastral 5,407 170 12,265
863 538 11,095 Nirant Cross road 1,735 659 11,189
0 11,419 11,419 Vastral Gaam 11,189 0 0
1,42,045 1,42,045 Total 1,63,054 1,63,054

Table 2.63 Station wise Daily Boarding-Alighting on Corridor-II - 2017 (Optimistic Scenario)

APMC to Motera Motera to APMC

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

17,676 0 0 APMC 0 10,088 10,088

18,053 2,540 17,676 Jivraj 2,215 11,087 18,960
3,844 1,920 33,189 Rajiv nagar 641 7,566 25,885
4,573 1,683 35,113 Shreyash 907 6,480 31,458
12,964 5,861 38,003 Paldi 4,829 12,775 39,404
4,348 8,147 45,106 Gandhigram rly stn 2,580 14,232 51,056
19,844 24,421 41,307 Old high court 22,480 32,557 61,133
582 1,428 36,729 Ushmanpura 885 1,988 62,237
4,950 4,579 35,883 Vijay nagar 9,329 4,923 57,831
3,310 8,511 36,254 New vadaj 16,448 2,938 44,321
914 3,977 31,053 Ranip 5,198 1,172 40,295
2,273 8,224 27,990 Sabarmati Rly stn 10,816 3,012 32,492
177 1,848 22,039 AEC 1,758 333 31,067

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 137
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

APMC to Motera Motera to APMC

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

2,538 7,767 20,368 Sabarmati 11,642 2,457 21,882

0 15,139 15,139 Motera stadium 21,882 0 0
96,045 96,045 Total 1,11,611 1,11,611

Line Loading – 2021 Optimistic Scenario

Table 2.64 Station wise Daily Boarding-Alighting on Corridor-I - 2021 (Optimistic Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
20,687 0 0 Thaltej gaam 0 14,384 14,384
15,771 2,527 20,687 Thaltej 2,047 15,582 27,919
9,878 2,465 33,931 Doordarshan Kendra 1,719 11,788 37,988
4,556 1,555 41,344 Gurukul Road 899 6,779 43,868
6,861 3,865 44,345 Gujarat University 1,983 13,700 55,585
1,992 729 47,341 Commerce Six road 663 2,451 57,373
6,545 4,300 48,605 Stadium 3,313 10,929 64,989
52,660 22,676 50,850 Old high court 29,050 60,132 96,072
5,646 4,105 80,834 Shahpur 6,110 5,008 94,970
18,145 12,713 82,376 Ghee kanta 15,841 16,527 95,656
13,214 39,226 87,808 Kalupur rly stn 40,803 18,553 73,406
2,991 13,150 61,796 Kankaria east 11,940 4,249 65,714
2,881 10,598 51,636 Apparel park 12,819 3,227 56,123
2,968 19,072 43,920 Amraiwadi 20,339 4,252 40,035
1,591 14,885 27,816 Rabari 21,946 1,650 19,739
375 2,261 14,522 Vastral 6,137 171 13,773
733 615 12,635 Nirant Cross road 2,005 629 12,397
0 12,753 12,753 Vastral Gaam 12,397 0 0
1,67,495 1,67,495 Total 1,90,013 1,90,013

Table 2.65 Station wise Daily Boarding-Alighting on Corridor-II - 2021 (Optimistic Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Sectional Sectional
Boarding Alighting Station Name Boarding Alighting
load load

20,444 0 0 APMC 0 12,056 12,056

22,230 2,447 20,444 Jivraj 2,152 14,598 24,502
4,374 1,945 40,228 Rajiv nagar 606 8,547 32,443
5,162 1,713 42,656 Shreyash 879 7,317 38,881
18,803 5,639 46,105 Paldi 4,521 19,585 53,945
4,821 6,355 59,269 Gandhigram rly stn 1,891 17,238 69,293
40,720 35,110 57,735 Old high court 34,117 56,303 91,480
1,047 2,600 63,345 Ushmanpura 1,950 2,546 92,075
6,708 7,412 61,792 Vijay nagar 13,103 6,181 85,152

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 138
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Sectional Sectional
Boarding Alighting Station Name Boarding Alighting
load load

5,300 9,850 61,087 New vadaj 18,266 4,031 70,918

1,299 4,285 56,537 Ranip 5,571 1,506 66,853
3,591 7,607 53,552 Sabarmati Rly stn 11,447 3,724 59,130
363 1,925 49,536 AEC 1,828 538 57,839
982 4,341 47,973 Sabarmati 5,443 1,134 53,530
800 2,037 44,614 Motera Stadium 4,015 515 50,030
3,038 8,233 43,377 Koteshwar Road 15,173 1,854 36,712
591 1,396 38,182 Vishwakarma College 2,768 323 34,267
1,051 3,794 37,377 Tapovan Circle 4,091 960 31,136
278 557 34,633 Narmada Canal 967 144 30,313
990 1,633 34,355 Koba Circle 3,042 451 27,723
93 235 33,711 Juna Koba 363 52 27,411
211 413 33,569 Koba Gaam 715 102 26,798
2,219 7,960 33,367 GNLU 6,252 2,448 22,993
349 665 27,626 Raysan 1,101 172 22,064
460 869 27,310 Randesan 1,271 253 21,046
983 2,407 26,901 Dholakuva Circle 2,698 646 18,993
453 1,105 25,478 Infocity 1,079 345 18,259
892 1,147 24,826 Sector - 1 1,853 391 16,797
1,130 3,577 24,571 Sector 10A 1,406 1,353 16,744
238 5,178 22,123 Sachivalaya 422 1,614 17,936
1,014 3,498 17,184 Akshardham 3,412 1,001 15,525
778 2,244 14,699 Juna Sachivalaya 2,967 531 13089
475 3,422 13,233 Sector - 16 2,481 607 11215
326 7,487 10,286 Sector - 24 5,500 816 6531
0 3,124 3,124 Mahatma Mandir 6,531 0 0
152,213 152,210 Total 169,881 169,882

GNLU to GIFT City GIFT City to GNLU

Sectional Station Name Sectional

Boarding Alighting Boarding Alighting
load load

6,711 0 0 GNLU 0 5,014 5014

449 1,069 6,711 PDPU 1,851 245 3408
0 6,091 6,091 Gift City 3,408 0 0
7,160 7,160 Total 5,259 5,259

Koteshwar Road to Airport Airport to Koteshwar Road

Sectional Station Name

Boarding Alighting Boarding Alighting Sectional load
load
5,526 0 0 Koteshwar Road 0 8,427 0
76 4,952 5,526 Sardarnagar 8,179 22 270
0 651 651 Airport 270 0 8426.57

5,602 5,603 Total 8,449 8,449

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Line Loading – 2031 Optimistic Scenario

Table 2.66 Station wise Daily Boarding-Alighting on Corridor-I - 2031 (Optimistic Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
27,616 0 0 Thaltej gaam 0 24,394 24,394
20,848 3,393 27,616 Thaltej 3,227 21,099 42,266
13,133 2,514 45,071 Doordarshan Kendra 2,763 11,795 51,298
5,770 984 55,690 Gurukul Road 1,248 4,318 54,368
11,857 5,562 60,477 Gujarat University 2,661 23,046 74,754
3,224 1,293 66,772 Commerce Six road 1,134 4,215 77,835
11,035 5,208 68,703 Stadium 3,895 16,857 90,797
76,914 43,978 74,530 Old high court 54,244 82,193 118,746
6,099 6,031 107,467 Shahpur 8,327 4,689 115,108
13,178 15,180 107,536 Ghee kanta 18,753 10,807 107,162
12,802 48,336 105,533 Kalupur rly stn 42,980 19,897 84,079
3,086 12,969 69,999 Kankaria east 12,537 4,103 75,645
3,118 11,522 60,116 Apparel park 13,859 3,467 65,253
3,205 20,621 51,712 Amraiwadi 20,804 4,787 49,235
2,139 18,362 34,296 Rabari 27,846 2,053 23,442
413 3,874 18,073 Vastral 6,958 294 16,778
836 691 14,612 Nirant Cross road 2,213 733 15,297
0 14,757 14,757 Vastral gam 15,297 0 0
215,275 215,275 Total 238,747 238,747

Table 2.67 Station wise Daily Boarding-Alighting on Corridor -II - 2031 (Optimistic Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

23,660 0 0 APMC 0 15,242 15,242

30,959 2,561 23,660 Jivraj 2,646 18,791 31,387
4,452 1,893 52,058 Rajiv nagar 592 8,279 39,073
5,587 1,864 54,617 Shreyash 877 8,100 46,297
20,581 4,428 58,340 Paldi 3,663 19,751 62,385
6,629 5,744 74,493 Gandhigram rly stn 1,606 21,070 81,848
69,396 50,651 75,378 Old high court 47,463 93,015 127,400
1,459 3,634 94,124 Ushmanpura 3,169 2,486 126,717
6,836 11,105 91,949 Vijay nagar 15,842 7,252 118,128

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 140
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

6,427 12,480 87,680 New vadaj 20,417 5,271 102,982

1,787 5,258 81,627 Ranip 6,576 2,044 98,450
4,487 12,751 78,156 Sabarmati Rly stn 17,720 4,479 85,208
676 2,991 69,892 AEC 2,887 977 83,297
1,436 5,272 67,577 Sabarmati 6,374 1,751 78,675
1,723 2,484 63,741 Motera Stadium 7,068 780 72,386
4,371 11,532 62,980 Koteshwar Road 18,562 3,058 56,882
729 1,854 55,819 Vishwakarma College 2,724 560 54,719
2,105 6,189 54,694 Tapovan Circle 7,043 1,987 49,664
803 926 50,610 Narmada Canal 2,357 301 47,607
2,116 2,577 50,487 Koba Circle 5,530 852 42,929
235 311 50,027 Juna Koba 756 82 42,254
369 692 49,952 Koba Gaam 1,022 209 41,441
6,284 13,612 49,629 GNLU 14,815 4,566 31,193
484 932 42,301 Raysan 1,444 228 29,977
713 1,506 41,853 Randesan 1,904 396 28,469
1,397 4,026 41,060 Dholakuva Circle 3,643 1,023 25,848
789 1,317 38,431 Infocity 1,763 389 24,474
1,490 1,869 37,902 Sector - 1 2,891 591 22,173
1,709 5,172 37,523 Sector 10A 1,859 1,841 22,155
328 7,480 34,060 Sachivalaya 537 2,046 23,664
1,545 5,244 26,908 Akshardham 4,581 1,359 20,442
1,073 3,170 23,208 Juna Sachivalaya 3,553 697 17,585
730 5,905 21,111 Sector - 16 3,440 953 15,098
459 11,255 15,937 Sector - 24 7,010 1,147 9,235
0 5,141 5,141 Mahatma Mandir 9,235 0 0
213,824 213,826 Total 231,569 231,573
GNLU to GIFT City GIFT City to GNLU
Boarding Alighting Sectional load Station Name Boarding Alighting Sectional load

13,366 0 0 GNLU 0 14,573 14,573

1,430 2,094 13,366 PDPU 3,482 1,109 12,199
0 12,702 12,702 Gift City 12,199 0 0
14,796 14,796 Total 15,681 15,682

Koteshwar Road to Airport Airport to Koteshwar Road

Station Name Sectional
Boarding Alighting Sectional load Boarding Alighting
load
9,350 0 0 Koteshwar Road 0 11,665 11,665

73 8,591 9,350 Sardarnagar 11,391 21 295

0 832 832 Airport 295 0 0

9,423 9,423 Total 11,686 11,686

Line Loading – 2041 Optimistic Scenario

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 141
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.68 Station wise Daily Boarding-Alighting on Corridor-I – 2041 (Optimistic Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
36,667 0 0 Thaltej gaam 0 31,018 31,018
24,762 4,517 36,667 Thaltej 4,207 25,099 51,910
15,365 3,011 56,912 Doordarshan Kendra 3,249 13,848 62,510
9,103 1,559 69,266 Gurukul Road 1,956 6,805 67,360
13,864 6,731 76,809 Gujarat University 3,175 26,926 91,111
3,768 1,562 83,942 Commerce Six road 1,337 4,915 94,688
12,903 6,259 86,147 Stadium 4,567 19,676 109,798
94,418 55,252 92,792 Old high court 66,228 100,131 143,701
7,123 7,158 131,958 Shahpur 9,789 5,444 139,356
15,359 17,942 131,923 Ghee kanta 21,991 12,554 129,920
15,335 56,807 129,340 Kalupur rly stn 49,959 23,687 103,647
3,775 15,127 87,868 Kankaria east 14,536 4,952 94,063
3,855 13,396 76,516 Apparel park 16,008 4,206 82,260
4,240 23,931 66,975 Amraiwadi 23,952 6,132 64,441
3,178 24,028 47,284 Rabari 35,026 3,038 32,453
597 4,464 26,435 Vastral 7,992 412 24,873
1,520 785 22,567 Nirant Cross road 2,512 1,378 23,740
0 23,302 23,302 Vastral gam 23,740 0 0
265,832 265,832 Total 290,221 290,221

Table 2.69 Station wise Daily Boarding-Alighting on Corridor-II-2041 (Optimistic Scenario)

Motera to Mahatma Mandir Mahatma Mandir to Motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

28,058 0 0 APMC 0 18,156 18,156

38,071 3,030 28,058 Jivraj 3,155 22,893 37,894
5,313 2,209 63,099 Rajiv nagar 692 9,806 47,008
6,576 2,167 66,204 Shreyash 1,012 9,558 55,554
24,295 5,148 70,613 Paldi 4,219 23,337 74,672
7,810 6,652 89,759 Gandhigram rly stn 1,844 24,791 97,620
88,639 60,025 90,917 Old high court 55,956 115,513 157,176
1,775 4,233 119,531 Ushmanpura 3,670 2,965 156,471
8,552 12,981 117,072 Vijay nagar 18,370 8,838 146,938
8,101 14,635 112,643 New vadaj 23,515 6,570 129,993
2,241 6,092 106,110 Ranip 7,574 2,500 124,919
5,717 14,746 102,258 Sabarmati Rly stn 20,354 5,567 110,132
867 3,451 93,230 AEC 3,311 1,215 108,036
1,904 6,014 90,646 Sabarmati 7,234 2,252 103,054
2,262 2,837 86,536 Motera Stadium 8,021 999 96,031
5,979 14,403 85,961 Koteshwar Road 21,935 4,340 78,436
974 2,087 77,537 Vishwakarma College 3,059 747 76,124

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 142
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to Motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

3,716 9,138 76,424 Tapovan Circle 10,687 3,365 68,803

1,522 1,586 71,002 Narmada Canal 3,894 585 65,493
3,718 4,161 70,938 Koba Circle 8,550 1,519 58,462
445 540 70,495 Juna Koba 1,255 156 57,363
516 869 70,399 Koba Gaam 1,259 287 56,390
9,179 17,183 70,047 GNLU 18,364 6,649 44,675
796 1,336 62,043 Raysan 2,031 375 43,019
1,253 2,529 61,502 Randesan 2,922 745 40,842
2,414 6,401 60,227 Dholakuva Circle 5,586 1,786 37,042
1,255 1,898 56,239 Infocity 2,495 619 35,166
2,369 2,697 55,596 Sector - 1 4,090 941 32,016
2,785 7,451 55,269 Sector 10A 2,626 2,978 32,369
518 10,779 50,603 Sachivalaya 762 3,246 34,853
2,496 7,781 40,342 Akshardham 6,627 2,221 30,447
1,707 4,561 35,057 Juna Sachivalaya 5,068 1,120 26,498
1,239 9,091 32,203 Sector - 16 5,324 1,600 22,774
820 17,074 24,351 Sector - 24 10,638 1,963 14,099
0 8,096 8,096 Mahatma Mandir 14,099 0 0
273,882 273,881 Total 290,198 290,202

GNLU to GIFT City GIFT City to GNLU

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

17,682 0 0 GNLU 0 19,135 19,135

1,779 2,842 17,682 PDPU 4,716 1,371 15,790
0 16,620 16,620 Gift City 15,790 0 0
19,461 19,462 Total 20,506 20,506

Koteshwar Road to Airport Airport to Koteshwar Road

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load
12,053 0 0 Koteshwar Road 0 14,388 14,388
88 11,165 12,053 Sardarnagar 14,070 26 345
0 976 976 Airport 345 0 0
12,141 12,141 Total 14,415 14,414

Line Loading – 2051 Optimistic Scenario

Table 2.70 Station wise Daily Boarding-Alighting on Corridor-I – 2051 (Optimistic Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
42,274 0 0 Thaltej gaam 0 36,423 36,423
29,327 5,271 42,274 Thaltej 5,071 28,876 60,227
16,819 3,388 66,329 Doordarshan Kendra 3,650 15,298 71,876
10,053 1,730 79,760 Gurukul Road 2,169 7,564 77,270
15,611 7,444 88,084 Gujarat University 3,583 29,925 103,613

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 143
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
4,144 1,727 96,251 Commerce Six road 1,466 5,438 107,585
14,767 6,922 98,667 Stadium 5,230 21,765 124,119
108,497 64,194 106,512 Old high court 75,701 115,057 163,474
7,805 7,972 150,814 Shahpur 10,805 5,964 158,633
16,983 19,992 150,647 Ghee kanta 24,559 13,796 147,869
17,634 63,212 147,639 Kalupur rly stn 56,998 25,909 116,780
4,267 16,852 102,060 Kankaria east 15,975 5,457 106,263
4,394 14,900 89,476 Apparel park 17,600 4,643 93,306
5,025 26,459 78,970 Amraiwadi 26,336 6,852 73,822
3,890 28,931 57,536 Rabari 40,154 3,636 37,304
713 4,957 32,495 Vastral 8,766 459 28,997
1,920 870 28,251 Nirant Cross road 2,743 1,748 28,002
0 29,301 29,301 Vastral gam 28,002 0 0
304,123 304,123 Total 328,809 328,809

Table 2.71 Station wise Daily Boarding-Alighting on Corridor-II - 2051 (Optimistic Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load

31,059 0 0 APMC 0 20,316 20,316

42,876 3,341 31,059 Jivraj 3,471 26,197 43,042
5,910 2,406 70,595 Rajiv nagar 759 10,984 53,267
7,278 2,356 74,099 Shreyash 1,104 10,654 62,817
26,986 5,592 79,021 Paldi 4,606 26,130 84,341
8,693 7,203 100,415 Gandhigram rly stn 2,003 27,879 110,216
105,783 65,925 101,905 Old high court 61,876 135,284 183,624
2,047 4,620 141,762 Ushmanpura 3,992 3,405 183,037
10,708 14,591 139,190 Vijay nagar 21,320 10,427 172,144
10,544 17,329 135,307 New vadaj 28,164 8,145 152,125
2,621 6,688 128,522 Ranip 8,223 2,861 146,763
6,916 16,222 124,455 Sabarmati Rly stn 22,371 6,517 130,909
1,032 3,776 115,148 AEC 3,584 1,410 128,735
2,287 6,627 112,405 Sabarmati 7,913 2,627 123,449
2,712 3,099 108,066 Motera Stadium 8,634 1,164 115,979
8,180 17,748 107,679 Koteshwar Road 27,086 5,659 94,552
1,164 2,285 98,111 Vishwakarma College 3,286 865 92,131
5,014 11,242 96,989 Tapovan Circle 12,882 4,417 83,666
1,972 1,899 90,761 Narmada Canal 4,558 740 79,848
5,202 5,362 90,834 Koba Circle 10,771 2,070 71,148
576 649 90,674 Juna Koba 1,470 196 69,874
721 1,129 90,601 Koba Gaam 1,589 389 68,674
12,474 22,269 90,194 GNLU 22,587 8,974 55,061

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 144
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load

1,104 1,746 80,399 Raysan 2,584 506 52,983

1,708 3,316 79,756 Randesan 3,694 1,001 50,291
3,313 8,391 78,148 Dholakuva Circle 7,104 2,395 45,582
1,594 2,305 73,070 Infocity 2,947 767 43,402
3,248 3,547 72,360 Sector - 1 5,232 1,257 39,427
3,753 9,825 72,061 Sector 10A 3,359 3,958 40,026
685 14,203 65,989 Sachivalaya 950 4,298 43,374
3,211 10,028 52,472 Akshardham 8,099 2,896 38,171
2,312 6,027 45,655 Juna Sachivalaya 6,560 1,483 33,094
1,575 11,339 41,940 Sector - 16 6,367 2,021 28,748
1,095 22,572 32,176 Sector - 24 13,412 2,633 17,969
0 10,699 10,699 Mahatma Mandir 17,969 0 0
326,353 326,356 Total 340,526 340,525

GNLU to GIFT City GIFT City to GNLU

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

23,256 0 0 GNLU 0 24,467 24,467

2,402 3,714 23,256 PDPU 6,064 1,840 20,244
0 21,944 21,944 Gift City 20,244 0 0
25,658 25,658 Total 26,308 26,307

Koteshwar Road to Airport Airport to Koteshwar Road

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load
14,817 0 0 Koteshwar Road 0 18,056 18,056
107 13,835 14,817 Sardarnagar 17,706 31 382
0 1,089 1,089 Airport 382 0 0
14,924 14,924 Total 18,088 18,087

Peak hour Line Loading – 2017 Moderate Scenario

Table 2.72 Station wise Peak hour Boarding-Alighting on Corridor-I - 2017 (Moderate Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
1,611 0 0 Thaltej gaam 0 1,142 1,142
1,268 244 1,611 Thaltej 198 1,267 2,211
992 277 2,635 Doordarshan Kendra 206 1,124 3,129
362 154 3,351 Gurukul Road 92 539 3,577
606 417 3,559 Gujarat University 230 1,127 4,474
139 68 3,748 Commerce Six road 61 165 4,578
651 491 3,820 Stadium 404 1,140 5,313
2,865 1,295 3,980 Old high court 1,654 3,647 7,306
512 197 5,550 Shahpur 384 454 7,375
1,992 826 5,865 Ghee kanta 1,413 1,635 7,597

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 145
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
1,117 3,160 7,031 Kalupur rly stn 3,237 1,618 5,978
259 1,089 4,988 Kankaria east 998 370 5,351
260 880 4,158 Apparel park 1,066 290 4,575
263 1,550 3,538 Amraiwadi 1,675 372 3,273
147 1,223 2,251 Rabari 1,796 146 1,622
39 186 1,176 Vastral 501 16 1,137
80 50 1,028 Nirant Cross road 161 61 1,037
0 1,058 1,058 Vastral gam 1,037 0 0
13,165 13,165 Total 15,112 15,112
PHPDT 7,597

Table 2.73 Station wise Peak hour Boarding-Alighting on Corridor-II - 2017 (Moderate Scenario)

APMC to Motera Motera to APMC

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load

1,638 0 0 APMC 0 935 935

1,673 235 1,638 Jivraj 205 1,028 1,757
356 178 3,076 Rajiv nagar 59 701 2,399
424 156 3,254 Shreyash 84 601 2,916
1,202 543 3,522 Paldi 448 1,184 3,652
403 755 4,181 Gandhigram rly stn 239 1,319 4,732
1,839 2,263 3,828 Old high court 2,084 3,017 5,666
54 132 3,404 Ushmanpura 82 184 5,768
459 424 3,326 Vijay nagar 865 456 5,360
307 789 3,360 New vadaj 1,524 272 4,108
85 369 2,878 Ranip 482 109 3,735
211 762 2,594 Sabarmati Rly stn 1,002 279 3,011
16 171 2,043 AEC 163 31 2,879
235 720 1,888 Sabarmati 1,079 228 2,028
0 1,403 1,403 Motera stadium 2,028 0 0

8,902 8,902 Total 10,344 10,344

PHPDT 5768

Peak hour Line Loading – 2021 Moderate Scenario

Table 2.74 Station wise Peak hour Boarding-Alighting on Corridor-I - 2021 (Moderate Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
1,965 0 0 Thaltej gaam 0 1,366 1,366
1,498 240 1,965 Thaltej 194 1,480 2,652
938 234 3,223 Doordarshan Kendra 163 1,120 3,609
433 148 3,928 Gurukul Road 85 644 4,167

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 146
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
652 367 4,213 Gujarat University 188 1,301 5,281
189 69 4,497 Commerce Six road 63 233 5,450
622 409 4,617 Stadium 315 1,038 6,174
5,003 2,154 4,831 Old high court 2,760 5,713 9,127
536 390 7,679 Shahpur 580 476 9,022
1,724 1,208 7,826 Ghee kanta 1,505 1,570 9,087
1,255 3,726 8,342 Kalupur rly stn 3,876 1,763 6,974
284 1,249 5,871 Kankaria east 1,134 404 6,243
274 1,007 4,906 Apparel park 1,218 307 5,332
282 1,812 4,172 Amraiwadi 1,932 404 3,803
151 1,414 2,643 Rabari 2,085 157 1,875
36 215 1,380 Vastral 583 16 1,308
70 58 1,200 Nirant Cross road 191 60 1,178
0 1,212 1,212 Vastral gam 1,178 0 0
15,912 15,912 Total 18,051 18,051
PHPDT 9,127

Table 2.75 Station wise Peak hour Boarding-Alighting on Corridor-II - 2021 (Moderate Scenario)

Motera to Mahatma Mandir Mahatma Mandir to Motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

1,942 0 0 APMC 0 1,145 1,145

2,112 232 1,942 Jivraj 204 1,387 2,328
415 185 3,822 Rajiv nagar 58 812 3,082
490 163 4,052 Shreyash 83 695 3,694
1,786 536 4,380 Paldi 429 1,861 5,125
458 604 5,631 Gandhigram rly stn 180 1,638 6,583
3,868 3,335 5,485 Old high court 3,241 5,349 8,691
99 247 6,018 Ushmanpura 185 242 8,747
637 704 5,870 Vijay nagar 1,245 587 8,090
503 936 5,803 New vadaj 1,735 383 6,737
123 407 5,371 Ranip 529 143 6,351
341 723 5,087 Sabarmati Rly stn 1,087 354 5,617
34 183 4,706 AEC 174 51 5,495
93 412 4,557 Sabarmati 517 108 5,085
76 194 4,238 Motera Stadium 381 49 4,753
289 782 4,121 Koteshwar Road 1,441 176 3,488
56 133 3,627 Vishwakarma College 263 31 3,255
100 360 3,551 Tapovan Circle 389 91 2,958
26 53 3,290 Narmada Canal 92 14 2,880
94 155 3,264 Koba Circle 289 43 2,634
9 22 3,203 Juna Koba 35 5 2,604
20 39 3,189 Koba Gaam 68 10 2,546

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 147
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to Motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

211 756 3,170 GNLU 594 233 2,184

33 63 2,624 Raysan 105 16 2,096
44 83 2,594 Randesan 121 24 1,999
93 229 2,556 Dholakuva Circle 256 61 1,804
43 105 2,420 Infocity 103 33 1,735
85 109 2,358 Sector - 1 176 37 1,596
107 340 2,334 Sector 10A 134 129 1,591
23 492 2,102 Sachivalaya 40 153 1,704
96 332 1,632 Akshardham 324 95 1,475
74 213 1,396 Juna Sachivalaya 282 50 1,243
45 325 1,257 Sector - 16 236 58 1,065
31 711 977 Sector - 24 522 77 620
0 297 297 Mahatma Mandir 620 0 0
14,456 14,460 Total 16,138 16,140
PHPDT 8747

GNLU to GIFT City GIFT City to GNLU

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

638 0 0 GNLU 0 476 476

43 102 638 PDPU 176 23 324
0 579 579 Gift City 324 0 0
681 681 Total 500 499
PHDT 638

Koteshwar Road to Airport Airport to Koteshwar Road

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

525 0 0 Koteshwar Road 0 801 801

7 470 525 Sardarnagar 777 2 26

0 62 62 Airport 26 0 0
532 532 Total 803 803
PHDT 801

Peak hour Line Loading - 2031 Moderate Scenario

Table 2.76 Station wise Peak hour Boarding-Alighting on Corridor-I - 2031 (Moderate Scenario)
Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam
Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
2,514 0 0 Thaltej gaam 0 2,221 2,221
1,898 309 2,514 Thaltej 294 1,921 3,847
1,195 229 4,103 Doordarshan Kendra 251 1,074 4,669
525 90 5,069 Gurukul Road 114 393 4,949
1,079 506 5,505 Gujarat University 242 2,098 6,805
294 118 6,078 Commerce Six road 103 384 7,085

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 148
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
1,004 474 6,254 Stadium 355 1,534 8,265
7,001 4,003 6,784 Old high court 4,938 7,482 10,809
555 549 9,782 Shahpur 758 427 10,478
1,200 1,382 9,789 Ghee kanta 1,707 984 9,755
1,165 4,400 9,606 Kalupur rly stn 3,912 1,811 7,653
281 1,180 6,372 Kankaria east 1,141 373 6,886
284 1,049 5,472 Apparel park 1,262 316 5,940
292 1,877 4,707 Amraiwadi 1,894 436 4,482
195 1,671 3,122 Rabari 2,535 187 2,134
38 353 1,645 Vastral 633 27 1,527
76 63 1,330 Nirant Cross road 201 67 1,392
0 1,343 1,343 Vastral gam 1,392 0 0
19,596 19,596 Total 21,732 21,732
PHPDT 10,809

Table 2.77 Station wise Peak hour Boarding-Alighting on Corridor-II - 2031 (Moderate Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load

2,154 0 0 APMC 0 1,387 1,387

2,818 233 2,154 Jivraj 241 1,710 2,857
405 172 4,739 Rajiv nagar 54 754 3,557
509 170 4,972 Shreyash 80 737 4,214
1,873 403 5,310 Paldi 333 1,798 5,679
603 523 6,781 Gandhigram rly stn 146 1,918 7,450
6,317 4,611 6,861 Old high court 4,320 8,467 11,597
133 331 8,568 Ushmanpura 288 226 11,535
622 1,011 8,370 Vijay nagar 1,442 660 10,753
585 1,136 7,981 New vadaj 1,858 480 9,374
163 479 7,430 Ranip 599 186 8,961
408 1,161 7,114 Sabarmati Rly stn 1,613 408 7,756
62 272 6,362 AEC 263 89 7,582
131 480 6,151 Sabarmati 580 159 7,161
157 226 5,802 Motera Stadium 643 71 6,589
398 1,050 5,733 Koteshwar Road 1,690 278 5,178
66 169 5,081 Vishwakarma College 248 51 4,981
192 563 4,979 Tapovan Circle 641 181 4,521
73 84 4,607 Narmada Canal 215 27 4,333
193 235 4,596 Koba Circle 503 78 3,908
21 28 4,554 Juna Koba 69 7 3,846
34 63 4,547 Koba Gaam 93 19 3,772
572 1,239 4,518 GNLU 1,349 416 2,839
44 85 3,850 Raysan 131 21 2,729
65 137 3,810 Randesan 173 36 2,591
127 366 3,737 Dholakuva Circle 332 93 2,353

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Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load

72 120 3,498 Infocity 161 35 2,228

136 170 3,450 Sector - 1 263 54 2,018
156 471 3,416 Sector 10A 169 168 2,017
30 681 3,100 Sachivalaya 49 186 2,154
141 477 2,449 Akshardham 417 124 1,861
98 289 2,113 Juna Sachivalaya 323 63 1,601
66 537 1,922 Sector - 16 313 87 1,374
42 1,025 1,451 Sector - 24 638 104 841
0 468 468 Mahatma Mandir 841 0 0
19,466 19,465 Total 21,078 21,078
PHPDT 11,597
GNLU to GIFT City GIFT City to GNLU

Boarding Alighting Sectional load Station Name Boarding Alighting Sectional load

1,217 0 0 GNLU 0 1,326 1,326

130 191 1,217 PDPU 317 101 1,110
0 1,156 1,156 Gift City 1,110 0 0
1,347 1,347 Total 1,427 1,427
PHPDT 1,326

Koteshwar Road to Airport Airport to Koteshwar Road

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load
851 0 0 Koteshwar Road 0 1,062 1,062
7 782 851 Sardarnagar 1,037 2 27
0 76 76 Airport 27 0 0
858 858 Total 1,064 1,064
PHPDT 1,062

Peak hour Line Loading– 2041 Moderate Scenario

Table 2.78 Station wise Peak hour Boarding-Alighting on Corridor-I - 2041 (Moderate Scenario)
Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam
Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
3,385 0 0 Thaltej gaam 0 2,863 2,863
2,286 417 3,385 Thaltej 388 2,317 4,792
1,418 278 5,253 Doordarshan Kendra 300 1,278 5,770
840 144 6,394 Gurukul Road 181 628 6,218
1,280 621 7,090 Gujarat University 293 2,485 8,410
348 144 7,749 Commerce Six road 123 454 8,740
1,191 578 7,952 Stadium 422 1,816 10,135
8,716 5,100 8,565 Old high court 6,113 9,243 13,265
657 661 12,181 Shahpur 904 502 12,864
1,418 1,656 12,178 Ghee kanta 2,030 1,159 11,993
1,416 5,244 11,939 Kalupur rly stn 4,612 2,186 9,567
348 1,396 8,111 Kankaria east 1,342 457 8,683
356 1,237 7,063 Apparel park 1,478 388 7,593

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
391 2,209 6,182 Amraiwadi 2,211 566 5,948
293 2,218 4,365 Rabari 3,233 280 2,996
55 412 2,440 Vastral 738 38 2,296
140 73 2,083 Nirant Cross road 232 127 2,191
0 2,151 2,151 Vastral gam 2,191 0 0
24,538 24,538 Total 26,790 26,790
PHPDT 13,265

Table 2.79 Station wise Peak hour Boarding-Alighting on Corridor-II - 2041 (Moderate Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
2,590 0 0 APMC 0 1,676 1,676
3,514 280 2,590 Jivraj 291 2,113 3,498
490 204 5,825 Rajiv nagar 64 905 4,339
607 200 6,111 Shreyash 93 882 5,128
2,243 475 6,518 Paldi 389 2,154 6,893
721 614 8,286 Gandhigram rly stn 170 2,288 9,011
8,182 5,541 8,392 Old high court 5,165 10,663 14,509
164 391 11,034 Ushmanpura 339 274 14,443
789 1,198 10,807 Vijay nagar 1,696 816 13,564
748 1,351 10,398 New vadaj 2,171 606 11,999
207 562 9,795 Ranip 699 231 11,531
528 1,361 9,439 Sabarmati Rly stn 1,879 514 10,166
80 319 8,606 AEC 306 112 9,973
176 555 8,367 Sabarmati 668 208 9,513
209 262 7,988 Motera Stadium 740 92 8,864
552 1,329 7,935 Koteshwar Road 2,025 401 7,240
90 193 7,157 Vishwakarma College 282 69 7,027
343 844 7,055 Tapovan Circle 987 311 6,351
140 146 6,554 Narmada Canal 359 54 6,046
343 384 6,548 Koba Circle 789 140 5,396
41 50 6,507 Juna Koba 116 14 5,295
48 80 6,498 Koba Gaam 116 26 5,205
847 1,586 6,466 GNLU 1,695 614 4,124
73 123 5,727 Raysan 187 35 3,971
116 233 5,677 Randesan 270 69 3,770
223 591 5,559 Dholakuva Circle 516 165 3,419
116 175 5,191 Infocity 230 57 3,246
219 249 5,132 Sector - 1 378 87 2,955
257 688 5,102 Sector 10A 242 275 2,988
48 995 4,671 Sachivalaya 70 300 3,217
230 718 3,724 Akshardham 612 205 2,810

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158 421 3,236 Juna Sachivalaya 468 103 2,446

114 839 2,973 Sector - 16 491 148 2,102
76 1,576 2,248 Sector - 24 982 181 1,301
0 747 747 Mahatma Mandir 1,301 0 0
25,282 25,280 Total 26,786 26,788
PHPDT 14,509
GNLU to GIFT City GIFT City to GNLU
Boarding Alighting Sectional load Station Name Boarding Alighting Sectional load
1,632 0 0 GNLU 0 1,766 1,766
164 262 1,632 PDPU 435 127 1,458
0 1,534 1,534 Gift City 1,458 0 0
1,796 1,796 Total 1,893 1,893
PHPDT 1,766

Koteshwar Road to Airport Airport to Koteshwar Road

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load
1,113 0 0 Koteshwar Road 0 1,328 1,328
8 1,031 1,113 Sardarnagar 1,299 2 32
0 90 90 Airport 32 0 0

1,121 1,121 Total 1,331 1,330

PHPDT 1,328

Peak hour Line Loading– 2051 Moderate Scenario

Table 2.80 Station wise Peak hour Boarding-Alighting on Corridor-I - 2051 (Moderate Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
3,906 0 0 Thaltej gaam 0 3,366 3,366
2,710 487 3,906 Thaltej 469 2,668 5,565
1,554 313 6,129 Doordarshan Kendra 337 1,414 6,642
929 160 7,370 Gurukul Road 200 699 7,140
1,443 688 8,139 Gujarat University 331 2,765 9,574
383 160 8,894 Commerce Six road 135 502 9,941
1,365 640 9,117 Stadium 483 2,011 11,469
10,026 5,932 9,842 Old high court 6,995 10,632 15,106
721 737 13,936 Shahpur 998 551 14,658
1,569 1,847 13,921 Ghee kanta 2,269 1,275 13,664
1,629 5,841 13,643 Kalupur rly stn 5,267 2,394 10,791
394 1,557 9,431 Kankaria east 1,476 504 9,819
406 1,377 8,268 Apparel park 1,626 429 8,622
464 2,445 7,297 Amraiwadi 2,434 633 6,822
359 2,673 5,317 Rabari 3,710 336 3,447
66 458 3,003 Vastral 810 42 2,679
177 80 2,611 Nirant Cross road 253 162 2,588
0 2,708 2,708 Vastral gam 2,588 0 0

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
28,102 28,102 Total 30,384 30,384
PHPDT 15,106

Table 2.81 Station wise Peak hour Boarding-Alighting on Corridor-II - 2051 (Moderate Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load

2,870 0 0 APMC 0 1,877 1,877

3,962 309 2,870 Jivraj 321 2,421 3,977
546 222 6,523 Rajiv nagar 70 1,015 4,922
673 218 6,847 Shreyash 102 984 5,805
2,494 517 7,302 Paldi 426 2,415 7,793
803 666 9,279 Gandhigram rly stn 185 2,576 10,185
9,775 6,092 9,416 Old high court 5,718 12,501 16,968
189 427 13,100 Ushmanpura 369 315 16,913
989 1,348 12,862 Vijay nagar 1,970 964 15,907
974 1,601 12,503 New vadaj 2,602 753 14,057
242 618 11,876 Ranip 760 264 13,562
639 1,499 11,500 Sabarmati Rly stn 2,067 602 12,097
95 349 10,640 AEC 331 130 11,896
211 612 10,387 Sabarmati 731 243 11,407
251 286 9,986 Motera Stadium 798 108 10,717
756 1,640 9,950 Koteshwar Road 2,503 523 8,737
108 211 9,066 Vishwakarma College 304 80 8,513
463 1,039 8,962 Tapovan Circle 1,190 408 7,731
182 175 8,387 Narmada Canal 421 68 7,378
481 495 8,394 Koba Circle 995 191 6,574
53 60 8,379 Juna Koba 136 18 6,457
67 104 8,372 Koba Gaam 147 36 6,346
1,153 2,058 8,334 GNLU 2,087 829 5,088
102 161 7,429 Raysan 239 47 4,896
158 306 7,370 Randesan 341 93 4,647
306 775 7,221 Dholakuva Circle 656 221 4,212
147 213 6,752 Infocity 272 71 4,011
300 328 6,686 Sector - 1 483 116 3,643
347 908 6,659 Sector 10A 310 366 3,699
63 1,312 6,098 Sachivalaya 88 397 4,008
297 927 4,849 Akshardham 748 268 3,527
214 557 4,219 Juna Sachivalaya 606 137 3,058
145 1,048 3,876 Sector - 16 588 187 2,656
101 2,086 2,973 Sector - 24 1,239 243 1,660
0 989 989 Mahatma Mandir 1,660 0 0

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

30,156 30,156 Total 31,463 31,467

PHPDT 16,968
GNLU to GIFT City GIFT City to GNLU
Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

2,149 0 0 GNLU 0 2,261 2,261

222 343 2,149 PDPU 560 170 1,871
0 2,028 2,028 Gift City 1,871 0 0
2,371 2,371 Total 2,431 2,431
2,261
PHPDT

Koteshwar Road to Airport Airport to Koteshwar Road

Boarding Alighting Sectional load Station Name Boarding Alighting Sectional load

1,369 0 0 Koteshwar Road 0 1,668 1,668

10 1,278 1,369 Sardarnagar 1,636 3 35
0 101 101 Airport 35 0 0

1,379 1,379 Total 1,671 1,671

PHPDT 1,668

Peak hour Line Loading – 2017 Optimistic Scenario

Table 2.82 Station wise Peak hour Boarding-Alighting on Corridor-I - 2017 (Optimistic Scenario)
Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam
Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
1,739 0 0 Thaltej gaam 0 1,232 1,232
1,368 264 1,739 Thaltej 214 1,367 2,385
1,071 298 2,843 Doordarshan Kendra 222 1,213 3,376
391 167 3,616 Gurukul Road 99 581 3,859
654 450 3,840 Gujarat University 248 1,216 4,827
150 73 4,044 Commerce Six road 66 178 4,939
702 529 4,121 Stadium 436 1,230 5,733
3,091 1,398 4,294 Old high court 1,785 3,935 7,883
553 213 5,988 Shahpur 415 489 7,958
2,149 891 6,328 Ghee kanta 1,524 1,764 8,197
1,206 3,409 7,586 Kalupur rly stn 3,493 1,746 6,450
279 1,175 5,382 Kankaria east 1,077 399 5,773
280 949 4,487 Apparel park 1,150 313 4,936
284 1,672 3,818 Amraiwadi 1,807 402 3,531
159 1,319 2,429 Rabari 1,938 158 1,750
42 201 1,269 Vastral 541 17 1,227
86 54 1,110 Nirant Cross road 173 66 1,119
0 1,142 1,142 Vastral gam 1,119 0 0
14,204 14,204 Total 16,305 16,305
PHPDT 8,197

Table 2.83 Station wise Peak hour Boarding-Alighting on Corridor-II - 2017 (Optimistic Scenario)

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

APMC to Motera Motera to APMC

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
1,768 0 0 APMC 0 1,009 1,009
1,805 254 1,768 Jivraj 222 1,109 1,896
384 192 3,319 Rajiv nagar 64 757 2,589
457 168 3,511 Shreyash 91 648 3,146
1,296 586 3,800 Paldi 483 1,278 3,940
435 815 4,511 Gandhigram rly stn 258 1,423 5,106
1,984 2,442 4,131 Old high court 2,248 3,256 6,113
58 143 3,673 Ushmanpura 88 199 6,224
495 458 3,588 Vijay nagar 933 492 5,783
331 851 3,625 New vadaj 1,645 294 4,432
91 398 3,105 Ranip 520 117 4,030
227 822 2,799 Sabarmati Rly stn 1,082 301 3,249
18 185 2,204 AEC 176 33 3,107
254 777 2,037 Sabarmati 1,164 246 2,188
0 1,514 1,514 Motera stadium 2,188 0 0
9,605 9,605 Total 11,161 11,161
PHPDT 6,224

Peak hour Line Loading – 2021 Optimistic Scenario

Table 2.84 Station wise Peak hour Boarding-Alighting on Corridor-I - 2021 (Optimistic Scenario)
Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam
Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
2,069 0 0 Thaltej gaam 0 1,438 1,438
1,577 253 2,069 Thaltej 205 1,558 2,792
988 247 3,393 Doordarshan Kendra 172 1,179 3,799
456 155 4,134 Gurukul Road 90 678 4,387
686 386 4,435 Gujarat University 198 1,370 5,559
199 73 4,734 Commerce Six road 66 245 5,737
655 430 4,861 Stadium 331 1,093 6,499
5,266 2,268 5,085 Old high court 2,905 6,013 9,607
565 410 8,083 Shahpur 611 501 9,497
1,815 1,271 8,238 Ghee kanta 1,584 1,653 9,566
1,321 3,923 8,781 Kalupur rly stn 4,080 1,855 7,341
299 1,315 6,180 Kankaria east 1,194 425 6,571
288 1,060 5,164 Apparel park 1,282 323 5,612
297 1,907 4,392 Amraiwadi 2,034 425 4,004
159 1,489 2,782 Rabari 2,195 165 1,974
38 226 1,452 Vastral 614 17 1,377
73 61 1,264 Nirant Cross road 201 63 1,240
0 1,275 1,275 Vastral gam 1,240 0 0
16,750 16,750 Total 19,001 19,001
PHPDT 9,607

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 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Table 2.85 Station wise Peak hour Boarding-Alighting on Corridor-II - 2021 (Optimistic Scenario)
Motera to Mahatma Mandir Mahatma Mandir to motera
Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load

2,044 0 0 APMC 0 1,206 1,206

2,223 245 2,044 Jivraj 215 1,460 2,450
437 195 4,023 Rajiv nagar 61 855 3,244
516 171 4,266 Shreyash 88 732 3,888
1,880 564 4,610 Paldi 452 1,958 5,395
482 636 5,927 Gandhigram rly stn 189 1,724 6,929
4,072 3,511 5,774 Old high court 3,412 5,630 9,148
105 260 6,334 Ushmanpura 195 255 9,207
671 741 6,179 Vijay nagar 1,310 618 8,515
530 985 6,109 New vadaj 1,827 403 7,092
130 428 5,654 Ranip 557 151 6,685
359 761 5,355 Sabarmati Rly stn 1,145 372 5,913
36 192 4,954 AEC 183 54 5,784
98 434 4,797 Sabarmati 544 113 5,353
80 204 4,461 Motera Stadium 402 51 5,003
304 823 4,338 Koteshwar Road 1,517 185 3,671
59 140 3,818 Vishwakarma College 277 32 3,427
105 379 3,738 Tapovan Circle 409 96 3,114
28 56 3,463 Narmada Canal 97 14 3,031
99 163 3,435 Koba Circle 304 45 2,772
9 24 3,371 Juna Koba 36 5 2,741
21 41 3,357 Koba Gaam 71 10 2,680
222 796 3,337 GNLU 625 245 2,299
35 67 2,763 Raysan 110 17 2,206
46 87 2,731 Randesan 127 25 2,105
98 241 2,690 Dholakuva Circle 270 65 1,899
45 111 2,548 Infocity 108 34 1,826
89 115 2,483 Sector - 1 185 39 1,680
113 358 2,457 Sector 10A 141 135 1,674
24 518 2,212 Sachivalaya 42 161 1,794
101 350 1,718 Akshardham 341 100 1,552
78 224 1,470 Juna Sachivalaya 297 53 1,309
47 342 1,323 Sector - 16 248 61 1,122
33 749 1,029 Sector - 24 550 82 653
0 312 312 Mahatma Mandir 653 0 0
15,219 15,223 Total 16,988 16,986
PHPDT 9,207
GNLU to GIFT City GIFT City to GNLU

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 156
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Boarding Alighting Sectional load Station Name Boarding Alighting Sectional load

671 0 0 GNLU 0 501 501

45 107 671 PDPU 185 24 341
0 609 609 Gift City 341 0 0
716 716 Total 526 525
PHPDT 671
Koteshwar Road to Airport Airport to Koteshwar Road
Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

553 0 0 Koteshwar Road 0 843 843

8 495 553 Sardarnagar 818 2 27
0 65 65 Airport 27 0 0
561 560 Total 845 845
PHPDT 843

Peak hour Line Loading – 2031 Optimistic Scenario

Table 2.861 Station wise Peak hour Boarding-Alighting on Corridor-I - 2031(Optimistic

Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
2,762 0 0 Thaltej gaam 0 2,439 2,439
2,085 339 2,762 Thaltej 323 2,110 4,227
1,313 251 4,507 Doordarshan Kendra 276 1,179 5,130
577 98 5,569 Gurukul Road 125 432 5,437
1,186 556 6,048 Gujarat University 266 2,305 7,475
322 129 6,677 Commerce Six road 113 422 7,784
1,104 521 6,870 Stadium 390 1,686 9,080
7,691 4,398 7,453 Old high court 5,424 8,219 11,875
610 603 10,747 Shahpur 833 469 11,511
1,318 1,518 10,754 Ghee kanta 1,875 1,081 10,716
1,280 4,834 10,553 Kalupur rly stn 4,298 1,990 8,408
309 1,297 7,000 Kankaria east 1,254 410 7,564
312 1,152 6,012 Apparel park 1,386 347 6,525
320 2,062 5,171 Amraiwadi 2,080 479 4,924
214 1,836 3,430 Rabari 2,785 205 2,344
41 387 1,807 Vastral 696 29 1,678
84 69 1,461 Nirant Cross road 221 73 1,530
0 1,476 1,476 Vastral gam 1,530 0 0
21,527 21,527 Total 23,875 23,875
PHPDT 11,875

Table 2.87 Station wise Peak hour Boarding-Alighting on Corridor-II - 2031 (Optimistic Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
2,366 0 0 APMC 0 1,524 1,524

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 157
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

3,096 256 2,366 Jivraj 265 1,879 3,139

445 189 5,206 Rajiv nagar 59 828 3,907
559 186 5,462 Shreyash 88 810 4,630
2,058 443 5,834 Paldi 366 1,975 6,238
663 574 7,449 Gandhigram rly stn 161 2,107 8,185
6,940 5,065 7,538 Old high court 4,746 9,302 12,740
146 363 9,412 Ushmanpura 317 249 12,672
684 1,111 9,195 Vijay nagar 1,584 725 11,813
643 1,248 8,768 New vadaj 2,042 527 10,298
179 526 8,163 Ranip 658 204 9,845
449 1,275 7,816 Sabarmati Rly stn 1,772 448 8,521
68 299 6,989 AEC 289 98 8,330
144 527 6,758 Sabarmati 637 175 7,867
172 248 6,374 Motera Stadium 707 78 7,239
437 1,153 6,298 Koteshwar Road 1,856 306 5,688
73 185 5,582 Vishwakarma College 272 56 5,472
210 619 5,469 Tapovan Circle 704 199 4,966
80 93 5,061 Narmada Canal 236 30 4,761
212 258 5,049 Koba Circle 553 85 4,293
24 31 5,003 Juna Koba 76 8 4,225
37 69 4,995 Koba Gaam 102 21 4,144
628 1,361 4,963 GNLU 1,481 457 3,119
48 93 4,230 Raysan 144 23 2,998
71 151 4,185 Randesan 190 40 2,847
140 403 4,106 Dholakuva Circle 364 102 2,585
79 132 3,843 Infocity 176 39 2,447
149 187 3,790 Sector - 1 289 59 2,217
171 517 3,752 Sector 10A 186 184 2,216
33 748 3,406 Sachivalaya 54 205 2,366
154 524 2,691 Akshardham 458 136 2,044
107 317 2,321 Juna Sachivalaya 355 70 1,759
73 590 2,111 Sector - 16 344 95 1,510
46 1,126 1,594 Sector - 24 701 115 924
0 514 514 Mahatma Mandir 924 0 0
21,384 21,381 Total 23,156 23,159
PHPDT 12,740

GNLU to GIFT City GIFT City to GNLU

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

1,337 0 0 GNLU 0 1,457 1,457

143 209 1,337 PDPU 348 111 1,220
0 1,270 1,270 Gift City 1,220 0 0
1,480 1,479 Total 1,568 1,568

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 158
 CHAPTER 2 – TRAFFIC DEMAND FORECAST

Motera to Mahatma Mandir Mahatma Mandir to motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
PHPDT 1,457

Koteshwar Road to Airport Airport to Koteshwar Road

Boarding Alighting Sectional load Station Name Boarding Alighting Sectional load

935 0 0 Koteshwar Road 0 1,166 1,166

7 859 935 Sardarnagar 1,139 2 29

0 83 83 Airport 29 0 0
942 942 Total 1,168 1,168
PHPDT 1,166

Peak hour Line Loading – 2041 Optimistic Scenario

Table 2.88 Station wise Peak hour Boarding-Alighting on Corridor-I – 2041 (Optimistic Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
3,667 0 0 Thaltej gaam 0 3,102 3,102
2,476 452 3,667 Thaltej 421 2,510 5,191
1,537 301 5,691 Doordarshan Kendra 325 1,385 6,251
910 156 6,927 Gurukul Road 196 681 6,736
1,386 673 7,681 Gujarat University 317 2,693 9,111
377 156 8,394 Commerce Six road 134 491 9,469
1,290 626 8,615 Stadium 457 1,968 10,980
9,442 5,525 9,279 Old high court 6,623 10,013 14,370
712 716 13,196 Shahpur 979 544 13,936
1,536 1,794 13,192 Ghee kanta 2,199 1,255 12,992
1,534 5,681 12,934 Kalupur rly stn 4,996 2,369 10,365
377 1,513 8,787 Kankaria east 1,454 495 9,406
385 1,340 7,652 Apparel park 1,601 421 8,226
424 2,393 6,697 Amraiwadi 2,395 613 6,444
318 2,403 4,728 Rabari 3,503 304 3,245
60 446 2,643 Vastral 799 41 2,487
152 79 2,257 Nirant Cross road 251 138 2,374
0 2,330 2,330 Vastral gam 2,374 0 0
26,583 26,583 Total 29,022 29,022
PHPDT 14,370

Table 2.89 Station wise Peak hour Boarding-Alighting on Corridor-II - 2041 (Optimistic Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
2,806 0 0 APMC 0 1,816 1,816
3,807 303 2,806 Jivraj 316 2,289 3,789
531 221 6,310 Rajiv nagar 69 981 4,701

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Motera to Mahatma Mandir Mahatma Mandir to motera

Station Name
Boarding Alighting Sectional Load Boarding Alighting Sectional Load
658 217 6,620 Shreyash 101 956 5,555
2,429 515 7,061 Paldi 422 2,334 7,467
781 665 8,976 Gandhigram rly stn 184 2,479 9,762
8,864 6,002 9,092 Old high court 5,596 11,551 15,718
177 423 11,953 Ushmanpura 367 296 15,647
855 1,298 11,707 Vijay nagar 1,837 884 14,694
810 1,463 11,264 New vadaj 2,352 657 12,999
224 609 10,611 Ranip 757 250 12,492
572 1,475 10,226 Sabarmati Rly stn 2,035 557 11,013
87 345 9,323 AEC 331 122 10,804
190 601 9,065 Sabarmati 723 225 10,305
226 284 8,654 Motera Stadium 802 100 9,603
598 1,440 8,596 Koteshwar Road 2,194 434 7,844
97 209 7,754 Vishwakarma College 306 75 7,612
372 914 7,642 Tapovan Circle 1,069 337 6,880
152 159 7,100 Narmada Canal 389 58 6,549
372 416 7,094 Koba Circle 855 152 5,846
44 54 7,049 Juna Koba 126 16 5,736
52 87 7,040 Koba Gaam 126 29 5,639
918 1,718 7,005 GNLU 1,836 665 4,468
80 134 6,204 Raysan 203 37 4,302
125 253 6,150 Randesan 292 74 4,084
241 640 6,023 Dholakuva Circle 559 179 3,704
126 190 5,624 Infocity 250 62 3,517
237 270 5,560 Sector - 1 409 94 3,202
279 745 5,527 Sector 10A 263 298 3,237
52 1,078 5,060 Sachivalaya 76 325 3,485
250 778 4,034 Akshardham 663 222 3,045
171 456 3,506 Juna Sachivalaya 507 112 2,650
124 909 3,220 Sector - 16 532 160 2,277
82 1,707 2,435 Sector - 24 1,064 196 1,410
0 810 810 Mahatma Mandir 1,410 0 0
27,389 27,388 Total 29,021 29,022
PHPDT 15,718

GNLU to GIFT City GIFT City to GNLU

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

1,768 0 0 GNLU 0 1,913 1,913

178 284 1,768 PDPU 472 137 1,579
0 1,662 1,662 Gift City 1,579 0 0
1,946 1,946 Total 2,051 2,050
PHPDT 1,913

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Koteshwar Road to Airport Airport to Koteshwar Road

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

1,205 0 0 Koteshwar Road 0 1,439 1,439

9 1,116 1,205 Sardarnagar 1,407 3 34
0 98 98 Airport 34 0 0

1,214 1,214 Total 1,441 1,442

PHPDT 1,439

Peak hour Line Loading – 2051 Optimistic Scenario

Table 2.90 Station wise Peak hour Boarding-Alighting on Corridor-I – 2051 (Optimistic Scenario)

Thaltej Gaam to Vaastral Gaam Vastral Gaam to Thaltej Gaam

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load
4,227 0 0 Thaltej gaam 0 3,642 3,642
2,933 527 4,227 Thaltej 507 2,888 6,023
1,682 339 6,633 Doordarshan Kendra 365 1,530 7,188
1,005 173 7,976 Gurukul Road 217 756 7,727
1,561 744 8,808 Gujarat University 358 2,992 10,361
414 173 9,625 Commerce Six road 147 544 10,758
1,477 692 9,867 Stadium 523 2,176 12,412
10,850 6,419 10,651 Old high court 7,570 11,506 16,347
781 797 15,081 Shahpur 1,081 596 15,863
1,698 1,999 15,065 Ghee kanta 2,456 1,380 14,787
1,763 6,321 14,764 Kalupur rly stn 5,700 2,591 11,678
427 1,685 10,206 Kankaria east 1,597 546 10,626
439 1,490 8,948 Apparel park 1,760 464 9,331
502 2,646 7,897 Amraiwadi 2,634 685 7,382
389 2,893 5,754 Rabari 4,015 364 3,730
71 496 3,249 Vastral 877 46 2,900
192 87 2,825 Nirant Cross road 274 175 2,800
0 2,930 2,930 Vastral gam 2,800 0 0
30,412 30,412 Total 32,881 32,881
PHPDT 16,347

Table 2.91 Station wise Peak hour Boarding-Alighting on Corridor-II - 2051 (Optimistic Scenario)

Motera to Mahatma Mandir Mahatma Mandir to motera

Boarding Alighting Sectional Load Station Name Boarding Alighting Sectional Load

3,106 0 0 APMC 0 2,032 2,032

4,288 334 3,106 Jivraj 347 2,620 4,304
591 241 7,059 Rajiv nagar 76 1,098 5,327
728 236 7,410 Shreyash 110 1,065 6,282
2,699 559 7,902 Paldi 461 2,613 8,434

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869 720 10,041 Gandhigram rly stn 200 2,788 11,022

10,578 6,593 10,190 Old high court 6,188 13,528 18,362
205 462 14,176 Ushmanpura 399 341 18,304
1,071 1,459 13,919 Vijay nagar 2,132 1,043 17,214
1,054 1,733 13,531 New vadaj 2,816 814 15,212
262 669 12,852 Ranip 822 286 14,676
692 1,622 12,445 Sabarmati Rly stn 2,237 652 13,091
103 378 11,515 AEC 358 141 12,874
229 663 11,241 Sabarmati 791 263 12,345
271 310 10,807 Motera Stadium 863 116 11,598
818 1,775 10,768 Koteshwar Road 2,709 566 9,455
116 229 9,811 Vishwakarma College 329 87 9,213
501 1,124 9,699 Tapovan Circle 1,288 442 8,367
197 190 9,076 Narmada Canal 456 74 7,985
520 536 9,083 Koba Circle 1,077 207 7,115
58 65 9,067 Juna Koba 147 20 6,987
72 113 9,060 Koba Gaam 159 39 6,867
1,247 2,227 9,019 GNLU 2,259 897 5,506
110 175 8,040 Raysan 258 51 5,298
171 332 7,976 Randesan 369 100 5,029
331 839 7,815 Dholakuva Circle 710 239 4,558
159 230 7,307 Infocity 295 77 4,340
325 355 7,236 Sector - 1 523 126 3,943
375 983 7,206 Sector 10A 336 396 4,003
69 1,420 6,599 Sachivalaya 95 430 4,337
321 1,003 5,247 Akshardham 810 290 3,817
231 603 4,565 Juna Sachivalaya 656 148 3,309
157 1,134 4,194 Sector - 16 637 202 2,875
109 2,257 3,218 Sector - 24 1,341 263 1,797
0 1,070 1,070 Mahatma Mandir 1,797 0 0
32,633 32,639 Total 34,051 34,054
PHPDT 18,362
GNLU to GIFT City GIFT City to GNLU
Boarding Alighting Sectional load Station Name Boarding Alighting Sectional load

2,326 0 0 GNLU 0 2,447 2,447

240 371 2,326 PDPU 606 184 2,024
0 2,194 2,194 Gift City 2,024 0 0
2,566 2,565 Total 2,630 2,631
PHPDT 2,447

Koteshwar Road to Airport Airport to Koteshwar Road

Station Name
Boarding Alighting Sectional load Boarding Alighting Sectional load

1,482 0 0 Koteshwar Road 0 1,806 1,806

11 1,383 1,482 Sardarnagar 1,771 3 38
0 109 109 Airport 38 0 0
1,493 1,492 Total 1,809 1,809

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PHPDT 1,806

The total number of trips distribution with respect to trip length for moderate and
optimistic scenarios is given below:

Table 2.92 Trip Length Frequency Distribution (TLFD) of Estimated Passenger Trips in Ahmedabad Metro

Moderate Scenario Optimistic Scenario

Trip length Trips Trips Trips Trips Trips Trips Trips Trips
(km) 2021 2031 2041 2051 2021 2031 2041 2051
0-2 4,482 6,386 7,768 8,635 4,718 7,016 8,415 9,345
2-4 21,312 25,414 31,521 35,641 22,434 27,920 34,147 38,570
4-6 43,993 49,909 60,793 68,127 46,309 54,830 65,859 73,726
6-8 58,288 58,471 71,208 80,302 61,356 64,235 77,142 86,903
8 - 10 66,369 79,004 95,855 108,298 69,862 86,794 103,843 117,199
10 - 12 64,458 71,902 87,133 98,988 67,850 78,990 94,394 107,124
12 - 14 49,520 57,111 69,599 79,203 52,126 62,741 75,398 85,713
14 - 16 45,790 52,354 64,146 74,249 48,200 57,515 69,492 80,351
16 - 18 32,615 42,445 53,992 63,317 34,332 46,629 58,491 68,521
18 - 20 22,156 28,295 36,850 43,721 23,322 31,084 39,922 47,315
20 - 22 19,540 23,517 31,391 37,886 20,569 25,835 34,007 41,000
22 - 24 15,806 21,689 29,690 36,147 16,638 23,827 32,164 39,118
24 - 26 11,664 16,326 22,433 27,588 12,278 17,935 24,302 29,856
26 - 28 9,842 13,750 19,202 23,694 10,360 15,106 20,802 25,642
28 - 30 9,250 12,804 17,565 21,754 9,737 14,066 19,029 23,542
30 - 32 7,722 10,907 15,130 18,790 8,129 11,982 16,391 20,334
32 - 34 6,855 9,502 13,077 16,303 7,216 10,439 14,166 17,644
34 - 36 5,483 7,882 11,106 13,912 5,772 8,659 12,032 15,055
36 - 38 5,118 6,818 9,627 11,939 5,388 7,490 10,430 12,921
38 - 40 3,946 5,358 7,869 9,811 4,153 5,887 8,525 10,618
40 - 42 3,186 4,246 6,259 7,847 3,353 4,664 6,781 8,492
42 - 44 2,337 3,121 4,749 5,917 2,460 3,429 5,145 6,403
44 - 46 1,665 2,172 3,416 4,260 1,753 2,387 3,700 4,610
46 - 48 1,050 1,416 2,307 2,910 1,106 1,556 2,499 3,149
>48 1,615 2,141 3,856 4,936 1,699 2,353 4,177 5,342

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1,20,000

1,00,000
Passenger Trips

80,000
Trips 2021
60,000
Trips 2031
40,000
Trips 2041
20,000 Trips 2051

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Trip Length (km)

Figure 2.25 Trip Length Frequency Distribution for Moderate Scenario

1,40,000
1,20,000
Passenger Trips

1,00,000
80,000 Trips 2021
60,000 Trips 2031
40,000 Trips 2041

20,000 Trips 2051

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Trip Length (km)

Figure 2.26 Trip Length Frequency Distribution for Optimistic Scenario

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 CHAPTER 3 - SYSTEM SELECTION

Chapter - 3
SYSTEM SELECTION

3.1 OPTIONS FOR PUBLIC TRANSPORT SYSTEM

The following systems are mainly available for Urban Mass Transit:

i) High Capacity Metro System: Metro system is a grade separated dedicated system
for high peak hour traffic densities exceeding 40,000 PHPDT. It is characterized by
short distances of stations spaced at 1 km, high acceleration and declaration and
average speeds of 30-35 kmph.

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

iii) Medium Capacity Metro System: This metro system has the capacity of PHPDT
varying from more than 30,000 and upto 45,000.

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

v) Sky Train: This is an experimental rail based system under development by Konkan
Railway.

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

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

(b) Linear Induction Motor (LIM) Train

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

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

(d) Bus Rapid Transit System

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

(e) Automated Guide way Transit System

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

The salient features of the various Transit Systems are summarized as under:-

AGT
LRT (Light Rail Transit)
(Automated Guide way Straddle type Monorail
System (elevated)
Transit)

Exterior of Vehicle

It is a transport system that It is a new transport system It is a new transport system

runs on the exclusive beam that runs on the exclusive that runs straddling on the
slab track mainly built over track built on elevated exclusive beam track mainly
highways. structure with lightweight built over highways.
vehicle.
Rolling stock
Length (m) 30.0 (articulated type) 9.0 15.0
Width (m) 2.5 2.5 3.0
Height (m) 3.7 3.5 5.2
Number of doors 3 2 2
Wheel arrangement 2-2-2 2 2-2

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AGT
LRT (Light Rail Transit)
(Automated Guide way Straddle type Monorail
System (elevated)
Transit)

Weight (tare) (ton) 44 10.5 27.9

Axle load (max) 10tf 9tf 11tf
Type of car load Concentrated load Concentrated load Concentrated load
Running gear and track
structure
Traction system Rotary Motor and steel wheel Rotary Motor and rubber tire Rotary Motor and rubber tire
Brake system Electric brake and hydraulic
Electric brake and air brake Electric brake and air brake
brake
Guidance System Steel rail Lateral pinched Guidance Guide Wheel (Rubber)
Power collector Catenary Conductor rail Conductor rail
Voltage D.C. 750 V A.C. 750 V (three phase) D.C. 1,500 V
Track Steel rail Concrete slab Track beam
Switch
constitution Switch and crossing Lateral pinched switch Flexure track beam
The Operation
Characteristics
Maximum speed 80 km/h 80 km/h 80 km/h
Schedule speed 30 km/h 30 km/h 30 km/h
Minimum curve radius 30m 30m 70m
Maximum gradient 4% 6% 6%
Acceleration 3.5km/h/s 3.5km/h/s 3.5km/h/s
Deceleration Service
3.5km/h/s 4.8km/h/s 4.0km/h/s
brake
Emergency brake 4.5km/h/s 6.0km/h/s 4.5km/h/s
Automatic Train There is few example of it. It has been developed aiming There are three cases of ATO
operation for automated operation. operation in Japan.
There are many examples of
automated operation
including driverless operation.

Transportation capacity
1 car seat 60 17 45
standing 90 33 60
total 150 (30m) 60 ( L=9m) 105 (L=15m)
4 car seat 120 162 180
standing 180 198 240
total 300 (30m+30m) 360 (6 car L=54m) 420 (L=60m)
8 car seat 240 324 360
standing 360 396 480
total 600 (30m+30m+30m+30m) 720 (12 car L=108m) 840 (L=120m)

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AGT
LRT (Light Rail Transit)
(Automated Guide way Straddle type Monorail
System (elevated)
Transit)

8 car PHPDT
(170% , headway 2.5 24,480 17,300 (100%) 34,300
min )
It is possible to deal with over It is possible to deal with up It is possible to deal with over
24,480 PHPDT of demand. to 11,600 PHPDT of demand. 34,300 PHPDT of demand.
(train length 120m) (train length 108m) (train length 120m)
Structure
Superstructure Concrete slab Concrete slab Track beam
Pier and foundation Concrete Concrete Concrete
Maintainability & cost
Track In addition to grinding of It has small maintenance of It has small maintenance of
surface of rails, track track. track.
maintenance work will require
much time.
Vehicle Maintenance of rotary motor Maintenance of rotary motor
Maintenance of rotary motor
and exchange of rubber tires and exchange of rubber tires
and grinding of steel wheels
after every 120,000 km after every 120,000 km
shall be necessary.
running shall be necessary. running shall be necessary.
Effect on ambient
surrounding and
harmony with urban
landscape
Effect on ambient Its noise proof wheels make Level Crossing between AGT This system, with rubber tires,
surrounding as small noise as rubber tires and road is not available. makes small noise and
make. This system, with rubber vibration.
tires, makes small noise and
vibration.
Because its running surfaces
are made of concrete slab,
there remain problems like
inhibition of sunshine or radio
disturbance.
urban landscape This system is inferior to other Because its superstructure is This system is superior to AGT
systems in terms of landscape made of concrete slab, or LIM Train in terms of
because overhead wires for oppressing feeling of view is landscape because its
power collection must be an issue. superstructure consists of only
installed. track beams that have small
section.
Emergency evacuation
Evacuation other train (end to Evacuation other train (end to Evacuation other train (end to
end or side by side) end or side by side) end or side by side)
Walk way Walk way Evacuation device
In case of emergency, In case of emergency, In this system, supporting
supporting vehicles will supporting vehicles will vehicles are needed for
engage in rescue activities. If engage in rescue activities. If passengers’ emergency
supporting vehicles cannot do supporting vehicles cannot do evacuation, which is of no
that, it is possible for that, it is possible for matter because this straddle
passengers to evacuate to passengers to evacuate to type system have many actual
nearest stations through nearest stations through performances of running in
evacuation passage by walk. evacuation passage by walk. Japan and has a established

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AGT
LRT (Light Rail Transit)
(Automated Guide way Straddle type Monorail
System (elevated)
Transit)

method for rescue.

Operation cost
Electric energy 2.2kwh/car-km
Rolling stock cost
/ car 7.5 Crors

Urban Maglev
System Metro/Subway Bus Rapid transit
(HSST)

222
Exterior of Vehicle

It is a new transport system It is Medium to Heavy Rail It is a bus operation generally

that runs on the exclusive Transit (HRT) is a specialized characterized by use of
beam slab track mainly built electrically powered rail exclusive or reserved rights-
over highways. system carrying passengers of-way (bus ways) that permit
within urban areas, higher speeds and avoidance
of delays from general traffic
flows.

Rolling stock
Length (m) 14.0 24.0 18 (articulated type )
Width (m) 2.6 3.0 2.0

Height (m) 4.3 4.2 3.5

Number of doors 2 4 2

Wheel arrangement 5 module / car 2-2 or 3-3 Independent Axles

Weight (tare) (ton) 15.0 41 12 to 16

Axle load (max) 2.3tf/m 17tfm 9tf to 15.3tf

Type of car load Uniform load Concentrated load Concentrated load
Running gear and track
structure
Traction system Linear Induction Motor and
Electromagnetic levitation Rotary Motor and steel wheel Rubber tyre
system
Brake system Electric brake and hydraulic Hydraulic Brakes
Electric brake and air brake brake and Regenerative
brakes

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Urban Maglev
System Metro/Subway Bus Rapid transit
(HSST)

Guidance System Electromagnetic levitation None/ special guide wheels on

Steel Rail
system kerbs
Power collector Conductor rail Catenary or Conductor rail Not applicable
Voltage D.C. 1,500 V D.C. 1500 V, A.C. 25kv None

Track Steel rail (Electromagnetic

Steel rail Road
levitation system)
Switch
constitution Flexure track beam Switch and crossing Road Crossings
The Operation
Characteristics
Maximum speed 80 km/h 80 to 100 km/h 80 km/h

Schedule speed 30 km/h 35 km/h 20 km/h

Minimum curve radius 50m 100m 12m
Maximum gradient 6% 6%
Acceleration 3.5km/h/s 3.5km/h/s
Deceleration Service
3.5km/h/s 3.5km/h/s
brake
Emergency brake 4.5km/h/s 4.5km/h/s
Automatic Train There are cases of ATO Automatic Train operation No
operation operation in Nagoya Japan.
Transportation capacity
1 car seat 32 75 70
standing 42 125 40

total 74 (L=14m) 200(L=24m) 110(L=18)

4 car seat 128 300

standing 172 500

total 300 (L=56m) 800(L=96m)

8 car seat 256 600

standing 344 1000

total 600 (L=112m) 1600(L=192m)

8 car PHPDT
(170%, headway 2.5 23,100 (max 160%) 50,000
min )
It is possible to deal with over It is possible to deal with over It is possible to deal with max
23,100 PHPDT of demand. 50,000 PHPDT of demand. 6,000 PHPDT of demand.
(train length 112m) (train length 112m)
Structure
Superstructure Concrete slab Concrete slab Roads
Pier and foundation Concrete Concrete
Maintainability & cost
Track It has less maintenance of It has less maintenance of It requires maintenance of
track as there is less physical track. roads.

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Urban Maglev
System Metro/Subway Bus Rapid transit
(HSST)

movement.
Vehicle Maintenance of rotary motor Maintenance of engine and
As it has no rotary motor, it is
and grinding of steel wheels rubber tyres shall be
excellent on maintenance.
shall be necessary. necessary.
Effect on ambient
surrounding and
harmony with urban
landscape
Effect on ambient There remain problems like This system is noisy due to Noise and Pollution Problems
surrounding inhibition of sunshine or radio steel wheel arrangement
disturbance, because its
running surfaces are made of
concrete slab.
urban landscape This system is inferior to other Because its superstructure is No such issues
systems in terms of landscape made of concrete slab,
because overhead wires for oppressing feeling of view is
power collection must be an issue.
installed. This system is inferior to other
systems in terms of landscape
because overhead wires for
power collection must be
installed.
Emergency evacuation
Evacuation other train (end to Evacuation other train (end to No problems
end or side by side) end or side by side)
Walk way Walk way
In case of emergency, In case of emergency,
supporting vehicles will supporting vehicles will
engage in rescue activities. If engage in rescue activities. If
supporting vehicles cannot do supporting vehicles cannot do
that, it is possible for that, it is possible for
passengers to evacuate to passengers to evacuate to
nearest stations through nearest stations through
evacuation passage by walk. evacuation passage by walk.
Operation cost
Electric energy 2.5kwh/car-km
Rolling stock cost
/ car 6 to 9 Crores Few Lakhs

3.2 CAPACITY OF VARIOUS MODES (as per the recommendations of Working

Group on Urban Transport for 12th Five Year Plan)

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

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Table 3.1
POPULATION AVG. TRIP
SYSTEM PHPDT IN 2021
IN 2011 LENGTH

>=15000 for at least

Metro Rail # More than 20 Lakhs More than 7 Km
5km continuous length

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

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

Bus Rapid Transit

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

Organised City Bus >1 lac,

Service as per urban bus >50,000 in case of hilly >2 to 3 Km
specifications towns
# for having Metro Rail, the city should have a ridership of at least 1 million on organized public
transport (any mode).
@@ Monorail is desirable only as a feeder system or where the narrow roads are flanked on either
side by high rise buildings. In monorail while the cost of construction, operation and maintenance
is almost the same as elevated metro rail, the carrying capacity is much lesser.

Selection of a particular mode for any pre-determined traffic corridor depends mainly
on demand level of a corridor, Right of Way (ROW) on the road and the capacity of
the mode. The demand forecast is estimated considering the traffic growth for about
30 years. Other considerations in mode choice are location of building lines,
possibility of increasing ROW. Cost of some mode may vary depending up on the
location in view of engineering constraints. Therefore, final choice of mode to be
adopted for a particular corridor is based on techno economic considerations. As
regards the location of a particular mode like at-grade, elevated and underground
depends up on the ROW. If ROW is 20m or more, elevated alignment is preferred
over underground as the cost of underground alignment is 2- 2½ times of elevated
alignment

3.3 DAILY RIDERSHIP ON AHMEDABAD METRO CORRIDORS IN HORIZON YEARS

Daily ridership on the Ahmedabad metro rail network in 2021 is expected to be

4,75,236 passengers. The average trip length will be 5.68km in year 2021. Corridor
wise total daily ridership figures of phase II for the years 2021, 2031, 2041and 2051
and PHPDT are shown in Table 3.2.

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Table 3.2 - Proposed Ahmedabad Metro Phase II Ridership Summary

Moderate Scenario
Daily
Route Average
Target Daily Ridership PHPDT Interchange Passenger
Metro Routes Operational Length Trip Length
Year (Passengers) (Passengers) Passengers Kilometers
(km) (km)
(km)
APMC to Motera 41.33 273,013 8,747 1,648,421 6.04
91,964
Motera to Mahatma Mandir 22.84 99,791 4,121 1,050,899 10.53
2021 GNLU to Gift City 5.416 11,798 638 48,680 4.13
Koteshwar road to Airport (2A) 6.339 13,349 801 57,244 4.29
Phase 2 Corridors 34.59 124938 1,156,823 9.26
APMC to Motera 18.49 355,327 11,597 2,167,525 6.1
155,257
Motera to Mahatma Mandir 22.84 158,397 5,733 1,511,450 9.54
2031 GNLU to Gift City 5.416 27,742 1,326 118,093 4.26
Koteshwar road to Airport (2A) 6.339 19,215 1,062 82,365 4.29
Phase 2 Corridors 34.59 205,354 1,711,908 8.34
APMC to Motera 18.49 442,211 14,509 2,765,155 6.25
210,155
Motera to Mahatma Mandir 22.84 227,228 7,935 2,181,127 9.6
2041 GNLU to Gift City 5.416 36,893 1,766 156,555 4.24
Koteshwar road to Airport (2A) 6.339 24,513 1,328 104,999 4.28
Phase 2 Corridors 34.59 288,634 2,442,681 8.46
APMC to Motera 18.49 512,550 16,968 3,248,255 6.34
261,422
Motera to Mahatma Mandir 22.84 286,579 9,950 2,749,724 9.59
2051 GNLU to Gift City 5.416 48,018 2,261 203,694 4.24
Koteshwar road to Airport (2A) 6.339 30,504 1,668 130,514 4.28
Phase 2 Corridors 34.59 365,101 3,083,932 8.45

Note: APMC to Motera Stadium segment of APMC to Mahatma Mandir Corridor is Phase-I. It’s extension from Motera Stadium to Mahatma
Mandir, Koteshwar Road to Airport and fro GNLU to GIFT City Corridors are phase II Corridors.

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3.4 MODE SELECTION

Road-based transit systems can optimally carry up to a maximum of 8,000 PHPDT.

With an aim of reduction in road traffic and with the PHPDT of 4121 on the extension
of the North South Corridor from Motera Stadium to Mahatma Mandir, there can be
two options namely 1) Mono Rail and 2) Light Capacity Metro. Mono rail can carry
the PHPDT projected but this technology is not a tested one. The operation and
maintenance cost is much higher than Light metro. The Mono rail is being adopted
only for small lengths and as feeder to Metro worldwide.

Based on MMRDA’s experience, following are the demerits of Monorail over Light
Capacity Metro:

 Technology is not proven.

 It has comparatively high maintenance cost due to wear and tear of rubber
tyres.
 Problems in emergency evacuation thus posing disaster management
problems.
 Total dependence on Rolling Stock supplier. No indigenous production of
Rolling Stock. Total dependence on manufacturer of spares.
 It has poor ride quality as compared to metro.
 Rolling Stock cannot be purchased from another manufacturer without
changing the guide beams.
 Higher Life Cycle Cost

The capital cost of Mono rail is also almost same as that of Light Capacity Metro.
MMRDA is now shifting to Metro Rail System on its earlier proposed Monorail
corridor Thane- Bhiwandi – Kalyan after having bad experience of their Wadala –
Chembur Monorail Corridor.

Moreover it is extension of under implementation corridor from APMC to Motera

Stadium, therefore it is recommended to adopt same system i.e. Light Capacity
Metro System.

Ridership and PHPDT figures in year 2021 of Koteshwar Road to Airport Corridor are
13349 and 801 respectively. Similarly Ridership and PHPDT figures of GNLU to
GIFT City Corridor are 11798 and 638 respectively. These corridors can be managed
with the road based transportation system or any other grade separated low capacity
transportation system for quite a long time. However any new mode of transport will
require additional full-fledged depot, different type of inventory of rolling stock and
separate team of operation and maintenance staff. Moreover there will not be
seamless integration at Koteshwar Road and GNLU stations. Hence same mode of
transportation i.e. Light Capacity Metro System is examined for these corridors also.

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Chapter - 4

GEOMETRIC DESIGNING PARAMETERS AND

ALIGNMENT DESCRIPTION

4.1 GENERAL

The proposed corridors will be implemented with track on Standard Gauge (SG)
1435mm.

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

The elevated tracks will be carried on Twin-U girders supported on single circular
piers, generally spaced at 28-m centres and located on the median or on the space
available between main carriageway and service road to the extent possible. The
horizontal alignment and vertical alignment are, therefore, dictated to a large extent
by the geometry of the road and ground levels followed by the alignment.

4.2 GEOMETRIC DESIGN PARAMETERS

The design parameters related to the Metro system described herewith have been
worked out based on a detailed evaluation, experience and internationally accepted
practices. Various alternatives were considered for most of these parameters but the
best-suited ones have been adopted for the system as a whole.

4.2.1 Horizontal Alignment

As far as possible, the alignment follows the existing roads. This leads to introduction
of horizontal curves. On consideration of desirable maximum cant of 110 mm and
cant deficiency of 85 mm on Metro tracks, the safe speed on curves of radii of 300 m
or more is 80 km/h. Minimum radius of 125m has been used at one location having
speed potential upto 40 km/h. For maximum permissible speed on curve with various
radii, Table 4.2 may be referred.

4.2.2 Horizontal Curves

Table 4.1
Description Elevated Section
Desirable Minimum radius 200m
Absolute minimum radius 120m*

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Description Elevated Section

Minimum curve radius at stations 1000m
Maximum permissible cant (Ca) 125 mm
Maximum desirable cant 110mm
Maximum cant deficiency (Cd) 85mm
* not used in this corridor.

4.2.3 Transition Curves

It is necessary to provide transition curves at both ends of the circular curves for
smooth riding on the curves and to counteract centrifugal force. Due to change in
gradients at various locations in the corridor, it is necessary to provide frequent
vertical curves along the alignment. In case of ballast less track, it is desirable that
the vertical curves and transition curves of horizontal curves do not overlap. These
constraints may lead to reduced lengths of transition curves at certain locations. The
transition curves have certain minimum parameters:

 Length of Transitions of Horizontal curves (m)

Minimum : 0.44 times actual cant or cant deficiency (in mm), whichever is higher.
Desirable : 0.72 times actual cant or cant deficiency, (in mm), whichever is higher.

 Overlap between transition curves and vertical curves not allowed.

 Minimum straight between two Transition curves (in case of reverse curves): either
25 m or Nil.

 Minimum straight between two Transition curves (in case of same flexure curves):
either 25 m or both curves should be converted in to the compound curve by
introducing single transition between the two circulars.

 Minimum curve length between two transition curves: 25 m

4.2.4 Vertical Alignment and Track Centre

(a) Elevated Sections

The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m
above road level as mandatory requirement of Indian Road Congress (IRC). For
meeting this requirement with the ‘U’ shaped pre-stressed concrete girders, the rail
level will be about 9.8 m above the road level. However, at stations which are
located above central median, the rail level will be 13.5 m above the road level with
concourse at mezzanine. These levels will, however, vary marginally depending upon
where the stations are located.

The track centre on the elevated section is kept as 4.7 m uniform throughout the
corridor to standardize the superstructure.

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(b) Gradients
Normally the stations shall be on level stretch. In exceptional cases, station may be
on a grade of 0.1 %. Between stations, generally the grades may not be steeper than
2.0 %. However, where existing road gradients are steeper than 2% or for Switch
Over Ramps gradient up to 4% (compensated) can be provided in short stretches on
the main line.

(c) Vertical Curves

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

(e) Radius of vertical curves:

 On main line (desirable) : 2500 m
(Absolute minimum) : 1500 m
 Other Locations : 1500 m
 Minimum length of vertical curve : 20 m

4.2.5 Design Speed

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

Table 4.2 Permitted Speed, Cant & Minimum Track Spacing on Curves
MAXIMUM PERMISSIBLE MINIMUM DISTANCE BETWEEN
RADIUS
CANT (mm) SPEED ADJACENT TRACKS (mm)
(m)
(kmph) ELEVATED & AT-GRADE
3000 15 80 3650
2800 15 80 3650
2400 20 80 3650
2000 20 80 3650
1600 25 80 3650
1500 30 80 3650
1200 35 80 3650
1000 45 80 3700
800 55 80 3700
600 70 80 3750
500 85 80 3750
450 95 80 3800
400 105 80 3800
350 110 75 3800
300 110 70 3850
200 110 55 3950
150 110 45 4050
150* 0 30 4050
120 110 40 4150
120* 0 25 4150
*The curves of 120 and 150 meters radii are used without transitions.

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Notes:
a) The track spacing shown in the table above is without any column/structure between
two tracks and is with equal cant both for outer and inner tracks.
b) Track spacing shown in the table above is not applicable to stations which should be
calculated depending on specific requirement.
c) Figures for any intermediate radius of curvature may be obtained by interpolating
between two adjacent radii. For higher radii values may be extrapolated.

4.2.6 Station Locations

Stations have been located so as to serve major passenger destinations and to
enable convenient integration with other modes of transport. However effort has also
been made to propose station locations, such that inter station distances are as
uniform as possible. The average spacing of stations for Motera Stadium to Mahatma
Mandir, Koteshwar Road to Airport and GNLU to GIFT City corridors are close to
1.14 km, 2.92 km and 2.30 km respectively.

4.3 TRACK STRUCTURE

Track on Metro Systems is subjected to intensive usage with very little time for day-
to-day maintenance. Thus it is imperative that the track structure selected for Metro
Systems should be long lasting and should require minimum or no maintenance and
at the same time, ensure highest level of safety, reliability and comfort, with minimum
noise and vibrations. The track structure has been proposed keeping the above
philosophy in view.

Two types of track structures are proposed for the corridors under Ahmedabad Metro
Rail Project Phase-II network. The normal ballasted track in Stabling Yard /Depot
(except inside the Workshops, inspection lines and washing plant lines). The
ballastless track is recommended on Viaducts as the regular cleaning and
replacement of ballast at such locations will not be possible.

For the stabling yard/depots, ballasted track is recommended as ballastless track on

formation is not suitable due to settlement of formations. Ballastless track in stabling
yard/depot is required inside the workshop, on inspection lines and washing plant
lines.

From considerations of maintainability, riding comfort and also to contain vibrations

and noise levels, the complete track is proposed to be joint-less and for this purpose
even the turnouts will have to be incorporated in LWR/CWR.

The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling Stock
should be compatible with the rail cant and rail profile.

4.4 RAIL SECTION

Keeping in view the proposed axle load and the practices followed abroad, it is
proposed to adopt UIC-60 (60 kg. /m) rail section. Since on main lines, sharp curves

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and steep gradients would be present, the grade of rail on main lines should be 1080
Head Hardened as per IRS-T-12-2009. As these rails are not manufactured in India
at present, these are to be imported. For the Stabling Yard/Depot lines, the rails of
grade 880 are recommended, which are available indigenously.

4.5 BALLASTLESS TRACK ON MAIN LINES

On the viaducts, it is proposed to adopt plinth type ballastless track structure with
RCC derailment guards integrated with the plinths. Further, it is proposed to adopt
fastening system complying to performance criteria laid down by Indian Railways on
ballastless track structures, with a base-plate spacing of 60 cm on viaducts.

4.6 BALLASTLESS TRACK IN STABLING YARD/DEPOT

The ballast less track in Stabling Yard/Depot may be of the following types:

 Supported on steel pedestal for inspection lines.

 Embedded rail type inside the Workshop.
 Plinth type for Washing line.
 Track is to be laid on PRC sleepers with sleeper spacing of 65 cm. All the rails are to
be converted into rail panels by doing flash butt/Thermit welding.

4.7 TURNOUTS

All turn-outs/crossovers on the main lines and other running lines shall be as under:

Table 4.3 Turn-Outs

Sr. No. Description Turn-out Type
1 Main Line 1 in 9
2 Depot/ Stabling Yard Lines 1 in 7

4.8 BUFFER STOPS

On main lines and Depot lines, friction buffer stops with mechanical impact
absorption (non-hydraulic type) will be provided. In elevated portion, the spans on
which friction buffer stops are to be installed will be designed for an additional
longitudinal force, which is likely to be transmitted in case of Rolling Stock hits, the
friction Buffer Stops.

4.9 RAIL- STRUCTURE INTERACTION

For continuing LWR/CWR on Viaducts, the elevated structures will be adequately

designed for the additional longitudinal forces likely to be transmitted as a result of
Rail-Structure interaction. Rail structure interaction study will determine the need and
locations of Rail Expansion Joints (REJ) required to be provided.

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4.10 ROUTE ALIGNMENT

Three Corridors have been identified for implementation in Phase-II of Ahmedabad

Metro Rail Project are as follows:-

Table 4. 4
Sr. No. Corridors Total Length (km)
i) Motera Stadium to Mahatma Mandir 22.838
ii) GNLU to GIFT City 5.416
Total Length 28.254
iii) Koteshwar Road – Airport (Phase-IIA) 6.339
Total Length (II + IIA) 34.593

4.11 MOTERA STADIUM TO MAHATMA MANDIR CORRIDOR

The features of Motera Stadium to Mahatma Mandir Corridor along with the details of
route alignment have been described below:-

4.11.1 References
(a) Chainages
Since this corridor is extension on N-S corridor under implementation, thus Chainage
at Motera Stadium end is ‘16661.70 m’ and it increases towards Mahatma Mandir.

(b) Coordinates
Coordinates system adopted for topographical survey is WGS 84 for Northing and
Easting. However ground elevations are with respect to GTS bench mark of survey of
India.

(c) Directions
Direction from Motera Stadium to Mahatma Mandir has been named as ‘Up line’ and
‘Down line’ is converse of it.

4.11.2 Features of the Corridor

 First station on this Corridor is named as Koteshwar Road and last station is
Mahatma Mandir.

 Total length of the corridor from dead end to dead end is 22.838 km. The entire
corridor proposed is elevated.

 Twenty stations have been proposed on the corridor. Names of stations are
Koteshwar Road, Vishwakarma College, Tapovan Circle, Narmada Canal, Koba
Circle, Juna Koba, Koba Gaam, GNLU, Raysan, Randesan, Dholakuva Circle,
Infocity, Sector - 1, Sector 10A, Sachivalaya, Akshardham, Juna Sachivalaya, Sector
- 16, Sector – 24 and Mahatma Mandir. Attempt has been made to locate stations at
about a kilometer apart. However due to various considerations such as ridership,
accessibility, availability of land, design considerations etc; a few stations could not
be located at one km. distance apart. The maximum and minimum inter station

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distances are 1436.18 m and 899 m respectively. No separate depot is proposed for
Phase-II corridors. Gyaspur depot will be augmented to serve these corridors also
and a stabling depot is proposed at Indroda Circle.
 This corridor runs in South to North direction. It connects Koba Circle, GNLU,
Infocity, Sachivalaya, Akshardham, Mahatma Mandir and Gandhinager Railway
Station.

 Width of median in Gandhinagar area varies from 1 m – 1.3 m (approx.) whereas 2.8
m wide median is required for construction of elevated corridor along the road
median. Thus the width of both the carriageway will decrease by approx. 0.9 m and
hence it is proposed to widen the road by approx. 0.9 m on both sides.

 Alignment between Koba Circle and Dholakuva is along the proposed road in the
green field area. No land is considered for running section in this area as the
alignment is along the proposed road and land for this road will be acquired by
GUDA.

4.11.3 Station Locations

Stations have been located so as to serve major passenger destinations and to
enable convenient integration with other modes of transport such as Railway
Stations, Bus Terminals, etc. However, effort has also been made to propose station
locations, such that inter station distances are as uniform as possible. The average
spacing of stations is close to one km.

All stations will be two level stations. The concourse comprising of passenger
facilities and station facilities will be at lower level and the platforms on the higher
level. Concourse of all these stations is proposed along the roads with sufficient
Right of way. Three types of the stations have been conceptualized, for detailed
information Chapter-6 on station Planning may be referred.

4.11.4 Terminals
As this corridor is extension of N-S corridor already under implementation, thus this
corridor there is only one terminal station:

Mahatma Mandir Terminal

This Station is proposed on the road median. Scissors crossovers are proposed at
the front end of the station for train reversals.

4.11.5 Scissors Crossovers

Scissors Crossovers will be provided at the terminal station viz. Mahatma Mandir. In
between, crossovers are proposed at Koteshwar Road Station and GNLU Station.

4.11.6 Depot
No separate depot is proposed for Phase-II corridors. It is proposed to augment
Gyaspur depot of North-South corridor under implementation for Phase-II corridors
also and a stabling depot is proposed at Indroda Circle.

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4.11.7 Description of Alignment

Horizontal Alignment:
This corridor is extension of APMC to Motera Stadium corridor under implementation.
The first station of this extension is Koteshwar Road at Chainage 17598.8 m; initially
alignment runs on the left side of the road and from chainage 18160m it aligns onto
the road median; it continues along the road median. Koteshwar Road Station is also
interchange station between this corridor and Koteshwar Road to Airport corridor.
From chainage 18525m to 18550m, it crosses Motera Gam Ni Bhagod chowk, where
it is not on road median. From ch. 18845 m it again aligns along the road median and
continues along it. Next station is Vishwakarma College at chainage 19017m.There
after also the alignment continues along the road median; it crosses Tapovan Circle
from ch. 19750m to 19850m. Next station on this corridor is named as Tapovan
Circle which is at chainage 19994.45 m and is just after Tapovan Circle; It continues
along the road median. Next station is Narmada Canal at ch. 20900m. This station is
on straight alignment. Next station on this corridor is Koba Circle at ch. 22050.63m
just before Koba Circle. After crossing Koba Circle, the alignment goes off the road
and runs on the agricultural land. Now the alignment comes along the proposed road.
Next station is Juna Koba at ch. 23056.45 m. The alignment continues to run over
the proposed road. Next station is Koba Gaam at ch. 24066.45 m. The next station
on this corridor is GNLU at ch. 24977.57 m. This station is also an interchange
station between this corridor and GNLU to GIFT City corridor. Alignment continues
on proposed road and next two proposed stations are Raysan and Randesan at ch.
26413.75 m and 27786.89 m respectively. The alignment turns left from ch.
28424.869m with curve of radius 125 m and comes along the median of GIFT city
road. Next station is Dholakuva Circle at ch. 28943.26 m, this station is followed by
Dholakuva Circle. From Dholakuva Circle the alignment turns right and comes along
the median of Gandhinagar-Ahmedabad Road. Next station is Infocity at ch.
30334.00, it is proposed before Indroda Circle. Alignment continues along the road
median, next station is Sector-1 at ch. 31600.00 m, this station is followed by Nyay
Circle CH-2. Alignment turns right from ch. 32405.148m near Kishan Circle with a
curve of radius 125m and aligns onto the median on Rd No. 3. A station is proposed
just after the turn at ch. 32850.00m, it is named as Sector 10A and it is near St.
Xaviers School. From CH-3 Circle, the alignment turns left and it passes over the
parking shed of Birsa Munda Bhavan. It comes along the median of CHH Road,
crosses Panchamrut Circle/ CH-4A Circle from ch. 33810m – 33825m and this circle
is followed by a station named Sachivalaya at ch. 34041.258m. It continues along
CHH Road and crosses Punit Circle/CH-4B Circle from ch. 34860m – 34890m. After
Punit Circle there is a station proposed at ch. 35170.00m, which is named as
Akshardham. From ch. 35261.247, near CH-5/Punit Circle, it turns left with a curve of
125m and aligns along the median of Rd No.-5. Next station on this corridor is Juna
Sachivalaya at ch. 36069.00m, after this station it crosses Prerna Circle from ch.
36180m – 36200m. It continues further along the road median and crosses
Ravishanker Maharaj Circle from ch. 36995m – 37015m. This junction is followed by
station named Sector-16, proposed at ch. 37161.347m. It continues further and
crosses Seva Circle. Next station is Sector-24 at ch. 38199.01 m. After this station,

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alignment turns left from ch. 38458.44m near Kh-5 Circle with a curve of 125m and
aligns along the median of KH road. It continues along the median of road and last
station of this corridor is Mahatma Mandir at ch. 39399.64m.

Curvature:
There are many sharp turns and curves along the road. This necessitates provision
of curves for metro alignment also. The radius of curves is kept as low as 125 m to
reduce the property acquisition. Total 20 Nos. of curves have been provided in the
entire length of Motera Stadium to Mahatma Mandir Corridor. The details of curves
and abstracts of horizontal curves are indicated in Table 4.5 and 4.6 respectively.

Table 4.5 Details of Horizontal Curves

Arc Straight
Transition
Curve Hand of Radius Length Included Tangent Length
Length (m)
No. Arc (m) (m) Angle (m) (m)

L1 L2 D M S 249.887
1 Left 300 58.874 55 55 11 14 38 29.532 601.334
2 Right 800 35.335 35 35 02 31 50 17.671 0
3 Left 800 39.941 35 35 02 51 38 19.975 108.134
4 Right 5000 186.806 20 20 02 08 26 93.414 153.302
5 Right 300 66.164 55 55 12 38 11 33.217 3936.05
6 Left 1010 345.057 30 30 19 34 28 174.227 1215.784
7 Left 800 42.483 35 35 03 02 33 21.246 0
8 Right 800 65.033 35 35 04 39 27 32.534 0
9 Left 1990.997 548.626 20 20 15 47 17 276.062 68.125
10 Left 1575 406.781 25 25 14 47 52 204.529 974.532
11 Left 1500 35.777 30 30 01 21 59 17.889 979.994
12 Right 2500 438.967 30 30 10 03 37 220.049 57.882
13 Left 125 159.538 55 55 73 07 36 92.709 574.131
14 Right 125 159.851 55 55 73 16 13 92.952 1103.428
15 Right 600 48.898 45 45 04 40 09 24.462 125.77
16 Right 1350 328.704 30 30 13 57 02 165.169 1109.96
17 Right 125 141.425 55 55 64 49 28 79.365 511.231
18 Left 125 141.374 55 55 64 48 04 79.329 1842.068
19 Left 125 141.499 55 55 64 51 30 79.417 2945.695
20 Left 125 141.29 55 55 64 45 44 79.27 774.63

Table 4.6 Abstract of Horizontal Curves

S. No. Radius (m) Nos. Curved Length % w. r. t. total
Occurrences with TL(m) curved length
1 >125m - 500m 8 1890.015 36.68%
2 >500m - 1020m 6 1006.747 19.54%
3 >1020m - 1500m 2 484.481 9.40%
4 >1500m - 2500m 3 1544.374 29.97%
5 >2500m - 5000m 1 226.806 4.40%
6 >5000m 0 0 0.00%
Total 20 5152.423 100.00%

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Vertical Alignment:
Vertical alignment has been designed with consideration of 5.5 m clear head room on
the road. Minimum height difference from existing road level and proposed rail levels
is about 13.5 m at station locations and 8.5m other than station locations. Efforts
have been made to maintain minimum radius of vertical curves of 2500 m. However it
is not possible to maintain this at certain locations due to space constraints or
overlapping with the transition length of Horizontal curves. At such locations
minimum vertical curve radius is 1500 m. Length of vertical curve provided is more
than 20 m. Overlap between transition curves and vertical curves are strictly
avoided. All proposed stations are kept on level gradient. The maximum gradient
used is not steeper than 1.739%. Detailed description of vertical alignment is as
follows:

The proposed rail levels are given in Table 4.7 and abstracts of gradients are given
in Table 4.8.

Table 4.7: Proposed Gradients of Rail Track (Vertical Curve Details)

Chainage Rail Level
S. No. Length Gradient Remarks
From To From To
1 17000.000 17329.108 329.108 70.485 72.200 0.521% RISE
2 17329.108 18279.108 950.000 72.200 72.200 0.000% LEVEL
3 18279.108 18809.108 530.000 72.200 74.500 0.434% RISE
4 18809.108 19139.108 330.000 74.500 74.500 0.000% LEVEL
5 19139.108 19539.108 400.000 74.500 72.000 -0.625% FALL
6 19539.108 19869.108 330.000 72.000 76.500 1.364% RISE
7 19869.108 20119.108 250.000 76.500 76.500 0.000% LEVEL
8 20119.108 20499.108 380.000 76.500 73.200 -0.868% FALL
9 20499.108 20729.108 230.000 73.200 77.200 1.739% RISE
10 20729.108 21020.000 290.892 77.200 77.200 0.000% LEVEL
11 21020.000 21379.108 359.108 77.200 79.000 0.501% RISE
12 21379.108 21650.000 270.892 79.000 74.500 -1.661% FALL
13 21650.000 21930.000 280.000 74.500 76.500 0.714% RISE
14 21930.000 22170.000 240.000 76.500 76.500 0.000% LEVEL
15 22170.000 22570.000 400.000 76.500 73.500 -0.750% FALL
16 22570.000 22930.000 360.000 73.500 77.500 1.111% RISE
17 22930.000 23175.000 245.000 77.500 77.500 0.000% LEVEL
18 23175.000 23580.000 405.000 77.500 74.000 -0.864% FALL
19 23580.000 23940.000 360.000 74.000 78.000 1.111% RISE
20 23940.000 24190.000 250.000 78.000 78.000 0.000% LEVEL
21 24190.000 24512.910 322.910 78.000 76.000 -0.619% FALL
22 24512.910 24779.108 266.198 76.000 79.200 1.202% RISE
23 24779.108 25219.108 440.000 79.200 79.200 0.000% LEVEL

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Chainage Rail Level

S. No. Length Gradient Remarks
From To From To
24 25219.108 25619.108 400.000 79.200 76.000 -0.800% FALL
25 25619.108 26019.108 400.000 76.000 77.500 0.375% RISE
26 26019.108 26290.000 270.892 77.500 81.500 1.477% RISE
27 26290.000 26530.000 240.000 81.500 81.500 0.000% LEVEL
28 26530.000 26840.108 310.108 81.500 78.500 -0.967% FALL
29 26840.108 27239.108 399.000 78.500 80.000 0.376% RISE
30 27239.108 27659.108 420.000 80.000 83.500 0.833% RISE
31 27659.108 27939.108 280.000 83.500 83.500 0.000% LEVEL
32 27939.108 28250.000 310.892 83.500 77.500 -1.930% FALL
33 28250.000 28600.000 350.000 77.500 82.750 1.500% RISE
34 28600.000 29369.108 769.108 82.750 82.750 0.000% LEVEL
35 29369.108 29769.108 400.000 82.750 80.500 -0.563% FALL
36 29769.108 30210.000 440.892 80.500 85.000 1.021% RISE
37 30210.000 30450.000 240.000 85.000 85.000 0.000% LEVEL
38 30450.000 30711.266 261.266 85.000 82.000 -1.148% FALL
39 30711.266 31459.108 747.842 82.000 89.000 0.936% RISE
40 31459.108 31720.000 260.892 89.000 89.000 0.000% LEVEL
41 31720.000 32259.108 539.108 89.000 84.500 -0.835% FALL
42 32259.108 32730.000 470.892 84.500 88.500 0.849% RISE
43 32730.000 32970.000 240.000 88.500 88.500 0.000% LEVEL
44 32970.000 33269.108 299.108 88.500 86.000 -0.836% FALL
45 33269.108 33599.108 330.000 86.000 85.000 -0.303% FALL
46 33599.108 33919.108 320.000 85.000 89.500 1.406% RISE
47 33919.108 34169.108 250.000 89.500 89.500 0.000% LEVEL
48 34169.108 34569.108 400.000 89.500 86.000 -0.875% FALL
49 34569.108 35050.000 480.892 86.000 90.500 0.936% RISE
50 35050.000 35360.000 310.000 90.500 90.500 0.000% LEVEL
51 35360.000 35589.108 229.108 90.500 87.000 -1.528% FALL
52 35589.108 35950.000 360.892 87.000 90.500 0.970% RISE
53 35950.000 36190.000 240.000 90.500 90.500 0.000% LEVEL
54 36190.000 36489.108 299.108 90.500 87.000 -1.170% FALL
55 36489.108 37039.108 550.000 87.000 90.500 0.636% RISE
56 37039.108 37289.108 250.000 90.500 90.500 0.000% LEVEL
57 37289.108 37689.108 400.000 90.500 87.500 -0.750% FALL
58 37689.108 38079.108 390.000 87.500 91.500 1.026% RISE
59 38079.108 38319.108 240.000 91.500 91.500 0.000% LEVEL
60 38319.108 38769.108 450.000 91.500 87.000 -1.000% FALL
61 38769.108 39159.108 390.000 87.000 90.200 0.821% RISE
62 39159.108 39484.360 325.252 90.200 90.200 0.000% LEVEL

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Table 4.8: Abstract of Gradients

% w. r. t. total
S. N. Description Nos. Occurrences Length (m)
Alignment length
1 Level 20 6641.144 29.54%
2 > 0% to = 1% 27 11153.968 49.61%
3 > 1% to = 2% 15 4689.248 20.86%
4 > 2% to = 3% 0 0.000 0.00%
5 > 3% to = 4% 0 0.000 0.00%
Total 62 22484.360 100.00%

4.12 KOTESHWAR ROAD TO AIRPORT CORRIDOR

The features of Koteshwar Road to Airport Corridor along with the details of route
alignment have been described below:-

4.12.1 References

(a) Chainages
Chainage of Koteshwar Road proposed station (first station) is taken as 0.0 for
reference and dead end chainage of this station as (-) 405 m. Chainage increases
towards Airport.

(b) Coordinates
Coordinates system adopted for topographical survey is WGS 84 for Northing and
Easting. However ground elevations are with respect to GTS bench mark of survey of
India.

(c) Directions
Direction from Koteshwar Road to Airport has been named as ‘Down line’ and ‘up
line’ is converse of it.

4.12.2 Features of the Corridor

 First station on this Corridor is named as Koteshwar Road and last station is Airport.

 Total length of the corridor from dead end to dead end is 6.339 km. The entire
corridor proposed is elevated.

 Three stations have been proposed on the corridor. Names of stations are Koteshwar
Road, Sardarnagar and Airport. Attempt has been made to locate stations at about a
kilometer apart. However due to various considerations such as ridership,
accessibility, availability of land, design considerations etc; stations could not be
located at one km distance apart. The maximum and minimum inter station distances
are 4212.19 m and 1621.98 m respectively.

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 This corridor runs in North-West to South-East direction. It connects North-South

Corridor and Airport.

4.12.3 Station Locations

Stations have been located so as to serve major passenger destinations and to
enable convenient integration with other modes of transport such as Railway
Stations, Bus Terminals, etc. Effort has also been made to propose station locations,
such that inter station distances are as uniform as possible however due to various
constrains this could not be possible.

All stations will be two level stations. The concourse comprising of passenger
facilities and station facilities will be at lower level and the platforms on the higher
level. Concourse of all these stations is proposed along the roads with sufficient Right
of way. Three types of the stations have been conceptualized, for detailed
information Chapter-6 on station Planning may be referred.

4.12.4 Terminals
Koteshwar Road Terminal
This Station is also an interchange station between this corridor and Motera Stadium
to Mahatma Mandir Corridor. Scissors crossovers are proposed at the rear end of the
station.

Airport Terminal
This Station is proposed on the road median. Scissors crossovers are proposed at
the front end of the station.

4.12.5 Scissors Crossovers

Scissors Crossovers will be provided at the terminal stations viz. Koteshwar Road
and Airport. Crossover is proposed at Koteshwar Road Station.

4.12.6 Description of Alignment

Horizontal Alignment:
The first station of this corridor is Koteshwar Road at Chainage 0.00 m, this station
provides passenger interchange between this corridor and Motera Stadium to
Mahatma Mandir corridor; initially alignment runs on the left side of the road, from
chainage 160.991m it turns left with a curve of 150m and comes onto the Asharam
Ashram road; from ch. 830.565 m it turns left with a curve of 125 m and goes off the
road. From ch. 1350.695 m alignment turns left with a curve of 300 m and it runs on
the bank of Sabarmati River; from ch. 3300 m to 3670 m it crosses Sabarmati River
and after this it comes along the road. Second station on this corridor is Sardarnagar
at ch. 4212.19m on Airport Road. Thereafter the alignment moves along the road
median; from ch. 4602.682m to 4875 m it goes away from road median and comes
onto International Airport Road. Last station is named as Airport and it is at ch.
5834.17 m.

Curvature:

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There are many sharp turns and curves along the road. This necessitates provision
of curves for metro alignment also. The radius of curves is kept as low as 125 m to
reduce the property acquisition. Total 15 Nos. of curves have been provided in the
entire length of Koteshwar Road to Airport Corridor. The details of curves and
abstracts of horizontal curves are indicated in Table 4.9 and 4.10 respectively.

Table 4.9 Details of Horizontal Curves

Arc Straight
Transition
Curve Hand of Radius Length Included Tangent Length
Length (m)
No. Arc (m) (m) Angle (m) (m)

L1 L2 D M S 249.887
1 Right 302.1 59.671 55 55 11 19 01 29.933 5.12
2 Left 150 130.647 55 55 49 54 11 69.792 0
3 Right 2500 43.038 20 20 00 59 10 21.52 0
4 Left 450 45.822 45 45 05 50 03 22.931 35.276
5 Left 125 69.726 55 55 31 57 35 35.796 46.094
6 Right 125 60.237 55 55 27 36 38 30.715 124.073
7 Left 300 198.557 55 55 37 55 17 103.068 1449.991
8 Right 125 207.25 55 55 94 59 46 136.405 310.393
9 Left 200 68.881 55 55 19 43 58 34.785 0
10 Right 450 135.87 45 45 17 17 58 68.456 140.955
11 Right 125 80.31 55 55 36 48 41 41.596 129.781
12 Left 125 192.617 55 55 88 17 21 121.322 109.642
13 Right 1500 49.677 25 25 01 53 51 24.841 128.946
14 Right 1020 47.761 30 30 02 40 58 23.885 55.706
15 Left 300 53.542 55 55 10 13 32 26.842 352.648

Table 4.10 Abstract of Horizontal Curves

S. No. Radius (m) Nos. Curved Length % w. r. t. total
Occurrences with TL(m) curved length

1 >125m - 500m 12 2583.13 89.89%

2 >500m - 1020m 1 107.761 3.75%
3 >1020m - 1500m 1 99.677 3.47%
4 >1500m - 2500m 1 83.038 2.89%
5 >2500m - 5000m 0 0 0.00%
6 >5000m 0 0 0.00%
Total 15 2873.606 100.00%

Vertical Alignment:
Vertical alignment has been designed with consideration of 5.5 m clear head room on
the road. Minimum height difference from existing road level and proposed rail levels
is about 13.5 m at station locations and 8.5m other than station locations. Efforts
have been made to maintain minimum radius of vertical curves of 2500 m. However it
is not possible to maintain this at certain locations due to space constraints or
overlapping with the transition length of Horizontal curves. At such locations
minimum vertical curve radius is 1500 m. Length of vertical curve provided is more
than 20 m. Overlap between transition curves and vertical curves are strictly

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avoided. All proposed stations are kept on level gradient. The maximum gradient
used is not steeper than 2.647%. Detailed description of vertical alignment is as
follows:

The proposed rail levels are given in Table 4.11 and abstracts of gradients are given
in Table 4.12.

Table 4.11: Proposed Gradients of Rail Track (Vertical Curve Details)

Chainage Rail Level
S. No.
From To Length From To Gradient Remarks
1 -405.000 245.826 650.826 72.200 72.200 0.000% LEVEL
2 245.826 617.948 372.122 72.200 67.000 -1.397% FALL
3 617.948 1033.337 415.389 67.000 66.000 -0.241% FALL
4 1033.337 1450.000 416.663 66.000 60.500 -1.320% FALL
5 1450.000 1860.000 410.000 60.500 57.500 -0.732% FALL
6 1860.000 2260.000 400.000 57.500 55.000 -0.625% FALL
7 2260.000 2660.000 400.000 55.000 56.500 0.375% RISE
8 2660.000 3060.000 400.000 56.500 55.400 -0.275% FALL
9 3060.000 3460.000 400.000 55.400 59.000 0.900% RISE
10 3460.000 3700.000 240.000 59.000 62.000 1.250% RISE
11 3700.000 4040.000 340.000 62.000 71.000 2.647% RISE
12 4040.000 4377.746 337.746 71.000 71.000 0.000% LEVEL
13 4377.746 4780.000 402.254 71.000 65.500 -1.367% FALL
14 4780.000 5180.000 400.000 65.500 66.000 0.125% RISE
15 5180.000 5600.000 420.000 66.000 68.000 0.476% RISE
16 5600.000 5923.220 323.220 68.000 68.000 0.000% LEVEL

Table 4.12: Abstract of Gradients

S. No. Description Nos. Occurrences Length (m) % w. r. t. Total Alignment length
1 Level 3 1311.792 20.73%
2 > 0% to = 1% 8 3245.389 51.28%
3 > 1% to = 2% 4 1431.039 22.61%
4 > 2% to = 3% 1 340.000 5.37%
5 > 3% to = 4% 0 0.000 0.00%
Total 16 6328.22 100.00%

4.13 GNLU TO GIFT CITY CORRIDOR

The features of GNLU to GIFT City Corridor along with the details of route
alignment have been described below:-

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4.13.1 References
(a) Chainages
Chainage of GNLU proposed station (first station) is taken as 0.0 for reference and
dead end chainage of this station as (-) 405 m. Chainage increases towards GIFT
City.

(b) Coordinates
Coordinates system adopted for topographical survey is WGS 84 for Northing and
Easting. However ground elevations are with respect to GTS bench mark of survey of
India.

(c) Directions
Direction from GNLU to GIFT City has been named as ‘Down line’ and ‘up line’ is
converse of it.

4.13.2 Features of the Corridor

 First station on this Corridor is named as GNLU and last station is GIFT City.

 Total length of the corridor from dead end to dead end is 5.416 km. The entire
corridor proposed is elevated.

 Three stations have been proposed on the corridor. Names of stations are GNLU,
PDPU and GIFT City. Attempt has been made to locate stations at about a kilometer
apart. However due to various considerations such as ridership, accessibility,
availability of land, design considerations etc; stations could not be located at one km
distance apart. The maximum and minimum inter station distances are 2856.86 m
and 1749.00 m respectively.

 This corridor runs in West to East direction. It connects GIFT City and North-South
Corridor.

4.13.3 Station Locations

Stations have been located so as to serve major passenger destinations and to
enable convenient integration with other modes of transport such as Railway
Stations, Bus Terminals, etc. Effort has also been made to propose station locations,
such that inter station distances are as uniform as possible however due to various
constrains this could not be possible.

All stations will be two level stations. The concourse comprising of passenger
facilities and station facilities will be at lower level and the platforms on the higher
level. Concourse of all these stations is proposed along the roads with sufficient
Right of way. Three types of the stations have been conceptualized, for detailed
information Chapter-6 on station Planning may be referred.

4.13.4 Terminals
GNLU Terminal

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This Station is also an interchange station between this corridor and Motera Stadium
to Mahatma Mandir Corridor. Scissors crossovers are proposed at the rear end of the
station.

GIFT City Terminal

This Station is proposed on the road median. Scissors crossovers are proposed at
the front end of the station.

4.13.5 Scissors Crossovers

Scissors Crossovers will be provided at the terminal stations viz. GNLU and GIFT
City. Crossover is proposed at GNLU Station.

4.13.6 Description of Alignment

Horizontal Alignment:
The first station of this corridor is GNLU at Chainage 0.00 m, this station provides
passenger interchange between this corridor and Motera Stadium to Mahatma
Mandir corridor; initially alignment runs on the right side of the proposed road, from
chainage 283.569m it turns right with a curve of 200m and comes onto Pandit
Deendayal Petroleum University (PDPU) road; it moves on the right side of the road
continues along the road. Next station is PDPU at chainage 1749 m. There after also
the alignment continues along right side of PDPU road; from ch. 2835.073 it turns
slightly left with a curve of 1010m to go off the road. It goes over the Sabarmati River
running parallel to Signature Bridge (on its left side) and turns left from ch.
4191.759m and comes onto the road median. Last station of this corridor is named
as GIFT City which is at chainage 4605.86 m.

Curvature:
There are many sharp turns and curves along the road. This necessitates provision
of curves for metro alignment also. The radius of curves is kept as low as 125 m to
reduce the property acquisition. Total 12 Nos. of curves have been provided in the
entire length of GNLU to GIFT City Corridor. The details of curves and abstracts of
horizontal curves are indicated in Table 4.13 and 4.14 respectively.

Table 4.13 Details of Horizontal Curves

Arc Straight
Transition
Curve Hand of Radius Length Included Tangent Length
Length (m)
No. Arc (m) (m) Angle (m) (m)

L1 L2 D M S 185.418
1 Left 2009 483.151 20 20 13 46 45 242.747 0
2 Right 200 215.026 55 55 61 36 01 119.225 219.569
3 Left 1010 61.312 30 30 03 28 41 30.665 40.013
4 Right 600 44.895 40 40 04 17 13 22.458 17.03
5 Right 250 31.247 55 55 07 09 41 15.644 106.104
6 Left 1500 84.867 25 25 03 14 30 42.445 0
7 Right 450 30.556 45 45 03 53 26 15.284 190.334
8 Left 750 159.213 35 35 12 09 46 79.907 192.748
9 Right 750 92.687 35 35 07 04 50 46.402 78.36

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Arc Straight
Transition
Curve Hand of Radius Length Included Tangent Length
Length (m)
No. Arc (m) (m) Angle (m) (m)

L1 L2 D M S 185.418
10 Left 600 33.384 40 40 03 11 16 16.696 214.159
11 Left 1010 114.511 30 30 06 29 45 57.317 1182.175
12 Left 125 104.105 55 55 47 43 05 55.286 604.997

Table 4.14 Abstract of Horizontal Curves

S. No. Radius (m) Nos. Curved Length % w. r. t. total
Occurrences with TL(m) curved length

1 >125m - 500m 4 800.934 33.58%

2 >500m - 1020m 6 926.002 38.83%
3 >1020m - 1500m 1 134.867 5.65%
4 >1500m - 2500m 1 523.151 21.94%
5 >2500m - 5000m 0 0 0.00%
6 >5000m 0 0 0.00%
Total 12 2384.954 100.00%

Vertical Alignment:
Vertical alignment has been designed with consideration of 5.5 m clear head room on
the road. Minimum height difference from existing road level and proposed rail levels
is about 13.5 m at station locations and 8.5m other than station locations. Efforts
have been made to maintain minimum radius of vertical curves of 2500 m. However it
is not possible to maintain this at certain locations due to space constraints or
overlapping with the transition length of Horizontal curves. At such locations
minimum vertical curve radius is 1500 m. Length of vertical curve provided is more
than 20 m. Overlap between transition curves and vertical curves are strictly
avoided. All proposed stations are kept on level gradient. The maximum gradient
used is not steeper than 1.071%. Detailed description of vertical alignment is as
follows:

The proposed rail levels are given in Table 4.15 and abstracts of gradients are given
in Table 4.16.

Table 4.15: Proposed Gradients of Rail Track (Vertical Curve Details)

Chainage Rail Level
S. No.
From To Length From To Gradient Remarks
1 -405.000 400.000 805.000 79.200 79.200 0.000% LEVEL
2 400.000 800.000 400.000 79.200 76.800 -0.600% FALL
3 800.000 1222.038 422.038 76.800 76.000 -0.190% FALL
4 1222.038 1593.910 371.872 76.000 77.500 0.403% RISE
5 1593.910 1920.000 326.090 77.500 77.500 0.000% LEVEL
6 1920.000 2340.000 420.000 77.500 73.000 -1.071% FALL

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Chainage Rail Level

S. No.
From To Length From To Gradient Remarks
7 2340.000 2740.000 400.000 73.000 72.000 -0.250% FALL
8 2740.000 3140.000 400.000 72.000 70.500 -0.375% FALL
9 3140.000 3540.000 400.000 70.500 70.000 -0.125% FALL
10 3540.000 3940.000 400.000 70.000 71.000 0.250% RISE
11 3940.000 4300.000 360.000 71.000 73.500 0.694% RISE
12 4300.000 5010.861 710.861 73.500 73.500 0.000% LEVEL

Table 4.15: Abstract of Gradients

S. No. Description Nos. Occurrences Length (m) % w. r. t. Total Alignment length
1 Level 3 1841.951 34.01%
2 > 0% to = 1% 8 3153.910 58.23%
3 > 1% to = 2% 1 420.000 7.75%
4 > 2% to = 3% 0 0.000 0.00%
5 > 3% to = 4% 0 0.000 0.00%
Total 12 5415.861 100.00%

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 CHAPTER 05: CIVIL ENGINEERING

Chapter – 5

CIVIL ENGINEERING

5.1 GENERAL

This chapter deals with civil elevated structure, Geotechnical investigation,

construction methods, land requirements, Utility services and Traffic diversion during
construction etc.

5.2 CIVIL STRUCTURES

5.2.1 Elevated Section - Choice of Superstructure

The choice of superstructure has been made keeping in view of the factors like ease
in construction, standardization of formwork, optimum utilization of form work for
wide spans etc.

Generally four types of Superstructure are used for construction of elevated section
of Metro Corridor, i.e. (i) Segmental Box Girder, (ii) Segmental U Girder, (iii) I Girder
and (iv) Double U Girder, depending upon characteristic of the corridor such as traffic
congestion on roads, available working space, etc.

In case of Ahmedabad Phase-II Metro corridors, it is suggested to use Double U-

Girder in the superstructure upto radius 300m keeping in view the open area in the
proposed corridor. However, MEGA Co. may opt for any other method of segmental
construction, if found technically feasible and economically viable.

Some other merits of Double U-Girder are given below:

• It is an efficient and economical method.
• Its construction permits a reduction of construction time as it may be manufactured
while substructure work proceeds and assembled rapidly thereafter.
• This method of construction protects the environment as only space required for
foundation and sub-station is required at site. The superstructure is manufactured at
a place away from busy areas and placement of superstructure is done at site.
• Girders are easy to stack in the casting yard/stacking yard in more than one layer,
thereby saving in requirement of space.
• Interference to the traffic during construction is significantly reduced.
• It contributes towards aesthetically pleasing structures and good finishes.
• The overall labour requirement is less than that for conventional methods.
• Better quality control is possible in the casting yard.
• During construction, the technique shows an exceptionally high record of safety.

For Radius less than 300 m and at locations where point and crossing are to be
provided, it is suggested to use I-Girder.
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5.2.2 Pre-Cast Construction

5.2.2.1 Casting of U-Girder

It requires a casting yard for pre-casting Double U-Girders for viaducts. The
construction depot will have facilities for casting beds, curing and stacking area,
batching plant with storage facilities for aggregates and cement, site testing
laboratories, reinforcement steel yard and fabrication yard etc. An area of about 2.0
ha to 2.5 ha is required for each construction depot.

The girders are cast in casting moulds with pre-tensioning. The girders are water
cured for a period of 14 days from the date of casting.

5.2.2.2 Erection of U-Girder

The U-girders are transported from stacking yard to erection point with the means of
Hydraulic Multi Axle trailers.

The erection of precast U-Girder is done by means of two mobile cranes of capacity
not less than 300 MT each. After erection of U-Girder, bearing pedestal will be
concreted for placement of bearing.

5.2.3 Structural System of Viaduct

5.2.3.1 Superstructure
The superstructure of a large part of the viaduct comprises of simply supported
spans. However at major crossing over or along existing bridge, special steel or
continuous unit will be provided. These details will be worked out at detailed design
stage.

Normally two U-Girders having a soffit width of about 3.5 m (approx) each,
accommodates two tracks situated at 4.7 m center to center (c/c). The U-Girder
superstructure for almost all the simply supported standard spans will be constructed
by precast pre-stressed construction.

The standard length (c/c of piers) of simply supported spans, constructed by precast
construction technique, has been proposed as 28.0m. The standard length of U-
Girder will be around 28m and usually up-to 35m length can be managed with the
help of extended pier cap. For shorter span or at sharper curves (less than 300m), I-
Girders will be used.

For major crossings having span greater than 35 m, special continuous units
(normally of 3 span construction or steel girders) have been envisaged. All these
continuous units (in case provided at obligatory location) will be constructed by cast-
in-situ balanced cantilever construction technique.

5.2.3.2 Substructure
The superstructure of the viaduct will be supported on single cast-in-place RC pier.
The shape of the pier follows the flow of forces. For the standard spans, the pier
gradually widens at the top to support the bearing under the soffit of the girder. At

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the preliminary design stage, the size of pier is found to be limited to 1.8m to 2.0 m
diameter of circular shape for most of its height, so that it occupies the minimum
space at ground level where the alignment often follows the central verge of existing
roads.

To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier of 1.0
m height above existing road level has been provided all around the pier. A gap of
25 mm has also been provided in between the crash barrier and outer face of pier.
The shape of upper part of pier has been so dimensioned that a required clearance
of 5.5 m is always available on road side beyond vertical plane drawn on outer face
of crash barrier. In such a situation, the minimum height of rail above the existing
road is about 8.5 m.

The longitudinal center to center spacing of elastomeric/pot bearing over a pier would
be about 1.8 m. The space between the elastomeric bearings will be utilized for
placing the lifting jack required for the replacement of elastomeric bearing. An
outward slope of 1:200 will be provided at pier top for the drainage due to spilling of
rainwater, if any.

The transverse spacing between bearings would be about 3.2 m (however its exact
dimension to be decided by the DDC).

The orientation and dimensions of the piers for the continuous units or steel girder
(simply supported span) have to be carefully selected to ensure minimum occupation
at ground level. Since the vertical and horizontal loads will vary from pier to pier, this
will be catered to by selecting the appropriate structural dimensions.

5.2.4 Construction of Stations

At almost all locations, it is proposed to construct „the elevated stations‟ with elevated
concourse over the road to minimize the land acquisition. To keep the rail level low, it
is proposed not to take viaduct through the stations. Thus, a separate structural
configuration is required to be proposed, although this may necessitate a break in the
launching operations at each station location.

Sub-structure for the station portion will also be similar to that of viaduct and will be
carried out in the similar manner. However, in the cross section there will be single
viaduct column in the station area, which will be located on the median/footpath and
supporting the concourse girders by a cantilever arm to eliminate the columns in the
right of way.

5.2.5 Grade of Concrete

It is proposed to carry out construction work with „Design mix concrete‟ through
computerized automatic Batching Plants with following grades of concrete for various
members considering the design requirements and durability.

i) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40/M-50

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iv) All precast element for viaduct and station - M -45/M-50

v) Cantilever piers and portals - M -45/M-50/M -60
vi) Other miscellaneous structure - M -30

For all the main structures, permeability test on concrete sample is recommended to
ensure impermeable concrete.

5.2.6 Reinforcement and pre-stressed Steel

It is proposed to use HYSD 500 or TMT steel as reinforcement bars. For pre-
stressing work, low relaxation high tensile steel strands with the configuration 12 K
15 and or 19 K 15 is recommended (confirming to IS:14268).

5.2.7 Road width required during construction

As most of the construction is to be carried out in the middle of the road, central two
lanes including median will be required for construction activities. During piling and
open foundation work, a width of about 9 m will be required for construction and the
same will be barricaded. It is proposed that two lanes are provided for traffic on either
side during construction by widening of roads, if necessary. In certain cases, one way
traffic may be resorted to.

All these actions will require a minimum period of about 4 to 6 months. During this
period, the implementing agency can go ahead with the following preliminary works:

i) Preliminary action for diversion of utility and preparation of estimates thereof.

ii) Reservation of land along the corridor, identification and survey for acquisition.

5.3 GEO-TECHNICAL INVESTIGATIONS

5.3.1 General Geology & Related Characteristics:

Physiography:
Ahmedabad District is situated in the central part of Gujarat and lies between 22°0'
and 23°35' north latitudes and 71° 42' and 72° 50' east longitudes. It falls in the
survey of India degree sheet numbers 41N, 41M, 46A and 46B. It is bounded by
Mahesana and Gandhinagar in north, Sabarkantha in north east, Kheda in east Gulf
of Cambay (Khambat), Bhavnagar in South and Surendranagar in west.
Ahmedabad district as a whole forms a level plain gradually rising towards the north
and east where the elevation varies between 17 meters and 100 meters above
M.S.L. The southern portion of the district is low lying area with an altitude ranging
between 12 meters and 22 meters above MSL. Sabarmati is the principal river of
the district. It enters the district in the extreme north-eastern side and flows in
southerly direction which ultimately merges along with its tributary i.e. Bhogava in
the Gulf of Khambhat. Other river is Bhadar which also flows eastward and merges
in the same Gulf.

Geology:
The landscape is characterized by a subdued topography comprising a variety of
depositional transitional area between the plain and the highland is marked by a

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pediment zone of undulating topography, characterized by low altitude mounds and

hillocks of stabilized Aeolian sands dunes. There are also small alluvial fans and
cones of fluvial material brought by the rivers coming from the neighboring highland.
The central part of the plain shows mix topography of fluvial plains marked by
subdued fossil dunes. The western part is almost a level ground of saline waste
land with a thin veneer of sand and silt.

The area is almost entirely occupied by the sediments of Quaternary era. Only in
the south-western part of the Ahmedabad district basalt flows of the Deccan
volcanic of Upper Cretaceous to Eocene age are exposed. The Quaternary
sediments include oontlc to sandy limestone with intercalated grit and sandstone
(Miliolite Formation) and minor isolated outcrops of variegated clay, siltstone and
marl (Vend formation) of Pleistocene age. Sediments of Holocene age comprise
Rann Clay Formation (tidal flat deposits] and Mahuva Formation (Shoal spit/bar,
tidal flat and tidal marsh deposits) deposited by marine agencies, Katpur Formation
(Flood plain and deltaic deposits) and larahi Formation (channel/fill and flood plane
deposits) by fluvial agencies, Akhaj Formation (sand sheet and sand dune,
stabilized) and Jantral formation (sand sheet and sand dunes unstabilized) by
Aeolian agencies and Nalsarobar Formation deposited by lacustrine agencies.

Geomorphologically the district can be divided into two zones, the major portion of it
forms a flat planar topography except for a few rocky features in the extreme
southern portion.

Flat Alluvial Peneplain - It includes the low-lying land of Dholka and Dhandhuka
taluka (falling below 20 m) contour characterized by marshy land, which is believed
to be under sea in the past. Water logging is common in these tracts at high tides
during monsoon. This barren low land is termed as “The Bhal” area and
characterized by high coastal salinity. The spreading of alluvial bed of Sabarmati
River from end to end of the district is an important natural feature being observed.
Below the city, on the left bank of the river and also midway between it and the
Khari River is few small rises. But everywhere else, the surface of the ground is
unbroken on every side, except the north, with groves of various trees. Along the
Right Bank of Sabarmati river, the prominent characteristics of Dascroi pass into
Dholka. However towards west and south-west they pass into fertile but absolutely
flat and monotonous black soil of the Bhal. The area from Dholka to Bavliari creek
along the coast is characterized by salty and marshy land. Along the western
border, the land passes into a reddish form.

Low hills - A series of low hills are present few kilometers west of Rampur in the
western Dhandhuka taluka. The hills around Ninana in the most westerly part of
Dhandhuka are covered with fragments of quartz and limestone. Some hills are
located around Vasai and Miroli in the southern section of the district, also near
Thaltej and Gota of Dascroi taluka in the north, and Chandisar in Dholka and
Vastrapur in the City Taluka. The Deccan trap and the limestone formations
occupying the western part of the Dandhuka taluka. Rocky soils are found in
Dhandhuka taluka is known as Kaner tract which is shallow, light in texture.

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Seismology:
For design purpose, the earthquake magnitude of 6.50 on Reactor‟s scale can be
considered safely as per Annexure A of IS: 1893 (part -1). Also the project area
under study and its surroundings are seismically active falls in Seismic Zone – III
(Zone factor, Z = 0.16).

Figure 5.1: Seismic zones of India

Climate
The climate of the district is characterized by hot summer and general dryness
except during the southwest monsoon seasons. The year can be divided into four
seasons. The period from March to May is the hot season (summer) followed by
southwest monsoon from June to September, October and November constitute the
post-monsoon or retreating monsoon season. The cold season (winter) starts from
December and ends in February. The mean maximum temperature ranges between
28.4ºC during January to 41.8ºC during May and the mean minimum temperatures
vary between 11.7ºC during January and 27ºC during June. The relative humidity
varies between 32 % (March) and 79% (August). The wind velocity varies from 74
km/d (November) and 174.2 km/d (June). The potential Evapo-transpiration varies
between 3.2 mm (December) and 7.8 mm/d (June). Long-term average annual
rainfall recorded by IMD station at Ahmedabad is 799.6 mm. Most of the rainfall
(about 766 mm) is received from south-west monsoon between June to September.

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Climatological data of Ahmedabad IMD station which is nearest is given in the table
below.

5.3.2 Objective of Geotechnical Investigation

The main objectives of Geo-Technical Investigation are:

• To determine the required strength characteristics of the underlying soil/rock strata

to design the foundation of the structure proposed to be constructed at various
locations.

• To determine the subsurface profile of the underlying strata.

5.3.3 Methodology of Investigation

The investigation were planned to obtain the subsurface stratification in the
proposed project area and collect soil samples for laboratory testing to determine
the engineering properties such as shear strength, along with basic engineering
classification of the subsurface stratum to arrive at the foundation design
parameters.

For Geotechnical investigation work, boring / drilling rigs were installed at the
specified borehole locations. Stability of rig was ensured by making the ground
level. Boring has been advanced by shell and auger method in soil and sampling
carried out at regular interval in the bore hole.

The rig deployed was suitable for and had arrangement for boring, conducting
Standard Penetration Test (SPT), collection of Undisturbed Soil Sample (UDS) and
Disturbed Soil Samples (DS).

5.3.3.1 Standard Penetration Tests (SPT)

Standard Penetration Tests (SPT) were conducted in the bore holes at every 1.50
m interval & at change of strata as per specifications. The bores were cleaned up

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to the desired depths. Standard split spoon sampler attached to lower end of „A‟
drill rods was driven in the bore holes by means of standard hammer of 63.50 Kg
falling freely from a height of 75 cm. The sampler was driven 45 cm as per
specifications & the numbers of blows required for each 15 cm penetration were
recorded. The numbers of blows for the first 15 cm penetration were not taken into
account. This was considered as seating drive. The numbers of blows for next 30
cm penetration were designated as SPT „N‟ value. Wherever the total penetration
was less than 45 cm, the number of blows & the depth penetrated is incorporated in
respective bore logs. Disturbed soil samples obtained from standard split spoon
sampler for all the above standard penetration tests were collected in polythene
bags of suitable size. These samples were properly sealed, labelled, recorded and
carefully transported to the laboratory for testing.

5.3.3.2 Undisturbed Sampling in Boreholes

Undisturbed soil samples were collected from the bore holes immediately followed
by SPT test, as per sampling specifications, in thin walled sampling tubes of 100
mm dia and 450 mm length fitted to an adopter with ball and socket arrangement.
These sampling tubes after retrieval from the bore holes were properly waxed and
sealed at both ends. These were carefully labeled and transported to the laboratory
for testing. Undisturbed soil samples wherever slipped during lifting, were duly
marked in the field bore logs as well as in the soil profile.

5.3.3.3 Disturbed Sampling in Boreholes

Disturbed soil samples were also collected from the bore holes at suitable
depths/intervals to supplement the boring records. These samples were collected in
polythene bags of suitable size. These samples were properly sealed, labeled,
recorded & carefully transported to the laboratory for testing.

5.3.3.4 Laboratory Investigation

The following laboratory tests were conducted on the selected samples recovered
from various bore hole / test locations: -

a) Sieve Analysis
b) Hydrometer Analysis
c) Specific Gravity
d) Moisture Content
e) Dry Density
f) Atterberg Limits
g) Direct Shear Test
h) Triaxial Shear Tests
i) Chemical Analysis of Soil Samples
j) Chemical Analysis of Water Samples

All the above laboratory tests were carried out as per relevant Indian Standards. All
the soil samples were identified and classified as per IS: 1498-1970.

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5.3.3.5 Field Investigations

Detailed field investigations have been carried out during October 2016 to
December 2016 along all three corridors proposed.

5.3.4 Details of Bore Holes

Total of 40 boreholes were drilled up to a depth of 30.45 m below existing ground
level. The details of these boreholes are shown in the table 5.1(A)-5.1(D) below.

Table 5.1 A - Borehole Details (Motera Stadium to Mahatma Mandir

Corridor)

BH Co-ordinates Depth of BH Depth of

R.L.
No below GL (m) Water Table
X Y

1 76.156 257575.279 2571355.377 30.0 Not Met

2 77.132 258056.337 2572120.892 30.0 Not Met

3 77.542 258944.143 2571634.524 30.0 Not Met

4 76.692 259803.224 2577740.078 30.0 Not Met

5 76.842 260757.456 2570587.151 30.0 Not Met

6 75.739 260484.939 2569825.635 30.0 Not Met

7 75.09 259873.560 2568814.946 30.0 Not Met

8 75.114 259222.411 2568994.640 30.0 Not Met

9 75.911 258780.998 2568652.714 30.0 Not Met

10 71.432 258295.208 2567469.203 30.0 Not Met

11 70.199 258182.511 2566384.552 30.0 Not Met

12 67.431 258858.117 2566125.052 30.0 Not Met

13 69.871 259007.881 2565392.140 30.0 Not Met

14 69.239 259043.796 2564565.117 30.0 Not Met

15 68.777 259129.790 2564107.247 30.0 Not Met

16 67.152 259194.293 2563137.893 30.0 Not Met

17 66.846 258705.762 2561906.368 30.0 Not Met

18 64.993 257944.891 2560844.118 30.0 Not Met

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BH Co-ordinates Depth of BH Depth of

R.L.
No below GL (m) Water Table
X Y

19 62.146 257342.838 2560197.153 30.0 12.10

20 61.871 256581.268 2559538.770 30.0 25.85

21 61.866 255789.208 2558807.490 30.0 25.80

22 60.497 254983.496 2558110.836 30.0 25.70

23 59.351 254521.651 2557261.941 30.0 13.50

24 58.742 254329.992 2556844.363 30.0 13.70

25 58.271 254072.270 2556551.633 30.0 9.90

Table 5.1 B - Borehole Details (Koteshwar Road to Airport Corridor)

BH Co-ordinates Depth of BH Depth of

R.L.
No below GL (m) Water Table
X Y

1 47.964 254911.513 2555799.088 30.0 Not Met

2 45.248 255908.416 2555798.053 30.0 6.45

3 54.992 256291.000 2554747.00 30.0 17.45

4 54.429 256075.772 2554185.301 30.0 18.10

5 54.319 256271.225 2553826.614 30.0 18.20

Table 5.1 C - Borehole Details (GNLU to GIFT City Corridor)

BH Co-ordinates Depth of BH Depth of

R.L.
No below GL (m) Water Table
X Y

1 66.721 259291.779 2563042.753 30.0 20.50

2 65.943 260165.601 2562916.555 30.0 18.00

3 62.491 261105.000 2562558.000 30.0 Not Met

4 58.127 261619.047 2562313.006 30.0 Not Met

5 60.121 262541.218 2562226.514 30.0 Not Met

6 60.432 262776.519 2562400.599 30.0 Not Met

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Table 5.1 D - Borehole Details (Stabling Yard near Indroda Circle)

BH Co-ordinates Depth of BH Depth of

R.L.
No below GL (m) Water Table
X Y

1 70.986 258459.160 2567075.365 30.0 Not Met

2 70.791 258331.835 2566945.346 30.0 Not Met

3 71.119 258491.335 2566813.346 30.0 Not Met

4 70.669 258305.548 2566674.509 30.0 Not Met

5.3.5 Water Table

At most of the locations, water table was not encountered. At locations where it was
encountered, its depth varies from 6.45 m to 25.85 m (below ground).

5.3.6 Recommendation

Type of Foundation: Bored Cast in situ RCC Pile

Depending on the field and laboratory observations of subsoil strata, test results and
the type of structures proposed at site, the most feasible soil-foundation system is
recommended as normal bored cast in situ R.C.C. piles foundations of 1.0m & 1.2m
diameter at different depths with cut-off level of 2.0m to 3.0m depth below existing
Ground level.

Recommended Diameter & Depth of Foundation have been given in Table 5.2
below:

Table 5.2 - Diameter & Depth of Foundation

Diameter of Cut off level,
Type of foundation Effective Depth, m
Pile, m m
Bored Cast in situ
1.00 & 1.20 2.00 20.0 – 30.0
RCC Pile
Note: For details, please refer Detailed Geotechnical Report

5.4 LAND

In order to minimize land acquisitions and to provide good accessibility form either
directions, the metro alignments are located mostly along the center of the roads,
which lie on the corridor. But, at some locations the geometrics of the roads
especially at road turnings may not match with geometric parameters required for
metro rail systems. In such cases, either the alignment will be off the road or some
properties abutting the road would get affected. Further, some land is required for
various purposes as detailed below:

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5.4.1 Land Requirement for following Major Components

• MRTS Structure (including Route Alignment), Station Building, Platforms, Entry/Exit
Structures, Traffic Integration Facilities, Depots, etc.
• Receiving/Traction Sub-stations
• Radio Towers
• Temporary Construction Depots and work sites.
• Staff quarters, office complex and operation control centre (OCC)

5.4.2 Land required for elevated stretches

For elevated section, single pier as well as portal structure supporting the viaduct
will be located on road. Accordingly, necessary permission for using such right-of-
way will have to be obtained from the concerned authorities. Elevated station is
generally proposed with elevated concourse so that land is required only for locating
the entry/exit structures. Traffic integration facilities are provided wherever the same
are required, but no land is proposed for acquisition.

The normal viaduct structure of elevated Metro with double U-girder is about 9.9 m
(edge to edge) wide. However, for reasons of safety a clean marginal distance/set
back of about 5 m is necessary from either edge of the viaduct (or 10 m on both
sides of the centre line) wherein no structures are to be located. It ensures road
access and working space all along the viaduct for working of emergency equipment
and fire brigade. In stretches, where the elevated alignment has to be located away
from road, a strip of 20-m width is proposed for acquisition.

In view of the constraints on space on ground floor, it is proposed to provide the

concourse area exactly below the Station Building at mezzanine level. All the
stations are of elevated type with side platforms except, four which are either island
or combination of both. Normally, the width required for stations is 21 m. The
staircases giving access to concourse area from ground have been proposed as per
site conditions and constraints. Nevertheless it is not possible to find open space at
all the locations therefore acquisition of certain private structures is inevitable.

5.4.3 Land for Traffic integration

As indicated in station planning para certain land is required for traffic integration at
each station. But no land for traffic integration has been ear marked at this stage
however this should be identified and ear marked where ever possible closure to the
proposed station locations.

5.4.4 Land for Depot

No main depot is proposed for Phase-II corridors. It is proposed to have a Stabling
Yard in land identified by MEGA near Indroda Circle and to augment Gyaspur depot
of North-South Corridor under implementation for serving Phase-II corridors. Hence
an area of 10 ha govt. land has been earmarked for Stabling Yard.

5.4.5 Land for Traction and Receiving Substation and Radio Towers
Two RSS, one near Airport Station/Koba Circle Station and other near Infocity
Station are proposed to be located for Phase-II Corridors. Hence, an area of
7,200m2 (Government) has been earmarked. Exact location will be decided at the

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time of implementation of the project. No additional land proposed for locating radio
towers. These will be accommodated in the land already acquired. Land required for
RSS will be as tabulated below.

Table 5.3 - Details of Land Required for RSS

2
S. No. Name of Corridor Area (m ) Ownership
1. Motera Stadium to Mahatma Mandir 3600 Government
2. GNLU to GIFT City --- ---
3. Koteshwar Road to Airport (Phase-IIA) 3600 Government
Total 7200

5.4.6 Land Requirement for Stations & Running section

As indicated earlier, the ROW of the roads along which the alignment is planned is
adequately wide and hence no land is required for acquisition as long as the
alignment is straight and in the centre/footpath of the road. However, at curved
portions, the alignment could not be kept in the centre of the road and land
acquisition at such locations is inevitable in spite of introduction of sharper curves.

To the extent possible the Entry and Exit points of stations were planned out of
ROW of Road. Details of land permanently required for stations and running
sections on all the three corridors are indicated in Table 5.4 (A) - (B) and Table 5.5
(A) – (C). The areas identified for acquisition are shown in figures placed at the end
of the chapter.

Table 5.4 (A) - Motera Stadium – Mahatma Mandir Corridor Running Section
S. 2
PLOT NO. AREA (m ) REMARKS
NO.

1 RS-1 1682 Govt.

2 RS-2 1386 Govt.
3 RS-3 35 Pvt.
4 RS-4 820 Govt.
5 RS-5 666 Govt.
6 RS-6 824 Govt.
2
TOTAL = 5413 m
2
GOVT. = 5378 m
2
PVT. = 35 m

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Table 5.4 (B) - Koteshwar Road – Airport Metro Corridor (Phase-IIA)

Running Section
2
S.NO. PLOT NO. AREA (m ) REMARKS
1 RS-1 1575 Pvt.
2 RS-2 2965 Pvt.
3 RS-3 3893 Govt.
2
TOTAL = 8433 m
2
GOVT. = 3893 m
2
PVT. = 4540 m

Table 5.5 (A) - Motera Stadium – Mahatma Mandir Metro Corridor

Land Required for Stations
2
S.NO. PLOT NO. AREA (m ) REMARKS
1 KR-1 1320 Pvt.

2 KR-2 443 Pvt.

3 VC-1 460 Govt.

4 VC-2 460 Govt.

5 TC-1 460 Govt.

6 TC-2 460 Govt.

7 NC-1 460 Govt.

8 NC-2 460 Govt.

9 KC-1 460 Govt.

10 KC-2 460 Govt.

11 JK-1 460 Govt.

12 JK-2 460 Govt.

13 KG-1 460 Govt.

14 KG-2 460 Govt.

15 G-1 1530 Govt.

16 G-2 1530 Govt.

17 RAY-1 460 Govt.

18 RAY-2 460 Govt.

19 RAN-1 460 Govt.

20 RAN-2 460 Govt.

21 `DC-1 460 Govt.

22 DC-2 460 Govt.

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2
S.NO. PLOT NO. AREA (m ) REMARKS
23 INFO-1 460 Govt.

24 INFO-2 460 Govt.

25 SEC.1-1 460 Govt.

26 SEC.1-2 460 Govt.

27 SEC.10A-1 450 Govt.

28 SEC.10A-2 460 Govt.

29 SACHI-1 460 Govt.

30 SACHI-2 460 Govt.

31 AKSH-1 460 Govt.

32 AKSH-2 460 Govt.

33 JS-1 502 Govt.

34 JS-2 474 Govt.

35 SEC.16-1 539 Govt.

36 SEC.16-2 450 Govt.

37 SEC.24-1 454 Govt.

38 SEC.24-2 385 Govt.

39 MM-1 495 Govt.

40 MM-2 465 Govt.

2
TOTAL = 21457 m
2
GOVT. = 19694 m
2
PVT. = 1763 m

Table 5.5 (B) - Koteshwar Road – Airport Metro Corridor (Phase-IIA)

Land Required for Stations
2
S.NO. PLOT NO. AREA (m ) REMARKS

1 SN-1 460 Govt.

2 SN-2 460 Govt.
3 AIR-1 497 Govt.
4 AIR-2 664 Govt.
2
TOTAL = 2081 m
2
GOVT. = 2081 m
2
PVT. = 0 m

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Table 5.5 (C) - GNLU – GIFT City Metro Corridor

Land Required for Stations
2
S.NO. PLOT NO. AREA (m ) REMARKS
1 PDPU-1 460 Pvt.
2 PDPU-2 460 Pvt.
3 GC-1 460 Govt.
4 GC-2 875 Govt.
2
TOTAL = 2255 m
2
GOVT. = 1335 m
2
PVT. = 920 m

5.4.7 Land for Staff quarters, office complex and operation control centre (OCC)
A large number of officers and staff will be required to be deployed permanently to
take care of project implementation and post construction operational activities.
Moreover Metro Office Complex and Metro Operation Control Centre (OCC) will
also be required. Metro Office Complex and OCC will be same for all the metro
lines, therefore no separate office complex is proposed for phase-II corridors. It is
proposed to keep the provision of 1.5 ha of government land for staff quarters.
Exact location of land has not been identified at this stage. It may be decided at the
time of project implementation.

5.4.8 Temporary office accommodation

During construction period, huge quantities of construction materials like reinforcing
bars, cement, steel sections, shutters, pre-cast segments etc. are to be stored and
sufficient land is required for storage of these materials. The areas may be identified
based on availability as vacant on date nearer to the corridors. At the time of
construction, depending up on the need the location and size can be reassessed
and temporary land acquisitions can be made accordingly.

Since the area of land being acquired permanently at most of the stations is bare
minimum, the land required for construction depots purpose has been considered
throughout the corridor @ 2000 m2 at every 5 km. These sites will be obtained on
lease temporarily for the construction period. After completion of construction, these
will be handed over back to the land owning agency.

Table 5.6 Details of Temporary Land office accommodation

2
S. No. Corridor AREA (m ) OWNER-SHIP
1 Motera Stadium to Mahatma Mandir 8000 Government
2 GNLU to GIFT City 2000 Government
Total 10000
3 Koteshwar Road – Airport (Phase-IIA) 2000 Government
4 Additional Corridor inside GIFT City (Phase-IIB) 2000 Government
Total (II + IIA + IIB) 14000

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5.4.9 Segment Casting Yard

Pre-cast girders are required for construction of elevated structures for which a large
open area is required for setting up of casting yard. As far as possible, this area
should be close to the site, easily accessible and away from habitation. Considering
the various factors, it is proposed to setup seven casting yards (four for Motera
Stadium to Mahatma Mandir corridor, one for Koteshwar Road to Airport corridor,
one for GNLU to GIFT City corridor and one for additional corridor inside GIFT City)
for the proposed corridors. Accordingly a provision of 14 ha land has been proposed
on temporary basis considering 2.0 ha of land for each casting yard for a period of
four years.

5.4.10 Summary of Land Requirements

Abstract of land requirements for different components of these corridors is given in
Tables below.
Table 5.7 - Summary of Permanent Land Requirement (All figures in Sq. m)
Phase - II Phase – IIA Phase - IIB
Motera Stadium Additional
S GNLU to GIFT Koteshwar
Description to corridor inside Total
r. City Road to Airport
Mahatma Mandir GIFT City
Govt. Pvt. Govt. Pvt. Govt. Pvt. Govt. Pvt.
1 Stations 19694 1763 1335 920 2081 0 4200 0 29993
Running
2 5378 35 0 0 3893 4540 0 0 13846
Section
Depot/Stabling
3 100000 0 0 0 0 0 0 0 100000
Yard
4 Staff Quarters 15000 0 0 0 0 0 0 0 15000
Office
5 Complex and 0 0 0 0 0 0 0 0 0
OCC
6 RSS 3600 0 0 0 3600 0 0 0 7200
Total 143672 1798 1335 920 9574 4540 4200 0 166039

Total = 16.6039 ha
Government = 15.8781 ha
Private = 0.7258 ha

Table 5.8 - Summary of Temporary Land Requirement (All figures in Sq. m)

Phase - II Phase – IIA Phase - IIB
Motera Additional
Sr Koteshwar
Description Stadium to GNLU to corridor OWNER-SHIP
. Road to
Mahatma GIFT City inside
Airport
Mandir GIFT City
Temporary
1 Office/ Site 8000 2000 2000 2000 Government
Office
Segment
2 80000 20000 20000 20000 Government
Casting Yard
Total 88000 22000 22000 22000 154000

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Total land required for temporary acquisition is 15.4 ha, which assumed that it will
be government land.

5.5 UTILITY DIVERSIONS

5.5.1 Introduction
Besides the details of various aspects e.g. transport demand analysis, route
alignment, station locations, system design, viaduct structure, geo-technical
investigations etc. as brought out in previous paras, there are a number of other
engineering issues, which are required to be considered in sufficient details before
really deciding on taking up any infrastructure project of such magnitude.
Accordingly, following engineering items have been studied and described in this
para.

Existing underground and at surface utilities and planning for their diversion during
construction, if necessary.

5.5.2 Utility and Services

Sub-surface, surface and over head utility services viz. sewers, water mains, storm
water drains, telephone cables, O.H electrical transmission lines, electric poles, traffic
signals, etc. may be existing along the proposed alignment. These utility services are
essential and have to be maintained in working order during different stages of
construction, by temporary/permanent diversions or by supporting in position. Since
these may affect construction and project implementation time schedule/costs, for
which necessary planning/action needs to be initiated in advance. Meticulous planning
therefore will have to be taken in tackling the issue of protection/diversion of these
utility services. Accordingly, the following engineering items have been studied and
described below:

i) Existing utilities and planning for their diversion during construction, if necessary.

5.5.3 Diversion of Underground Utilities

While planning for diversion of underground utility services viz. sewer lines, water
pipelines, cables, etc., during construction of MRTS alignment, following guidelines
have been adopted:

• Utility services have to be kept operational during the entire construction period and
after completion of project. All proposals should therefore, ensure their
uninterrupted functioning.

• The elevated viaduct does not pose much of a difficulty in negotiating the
underground utility services, especially those running across the alignment. The
utilities infringing at pier location can be easily diverted away from the pile cap
location.

• In case a major utility is running along/across the alignment which cannot be

diverted or the diversion of which is difficult, time consuming and uneconomical, the

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spanning arrangement of the viaduct and layout of piles in the foundation may be
suitably adjusted to ensure that no foundation needs be constructed at the location,
where utility is crossing the proposed alignment. The utility service can also be
encased within the foundation piles.

5.5.4 Sewer Lines, Storm Water Drains and Water Lines

The sewer/drainage lines generally exist in the service lanes i.e. away from main
carriageway. However, in certain stretches, these have come near the central verge
or under main carriageway, as a result of subsequent road widening.

The major sewer/drainage lines and water mains running across the alignment and
likely to be affected due to location of column foundations are proposed to be taken
care of by relocating on column supports of viaduct by change in span or by suitably
adjusting the layout of pile foundations. Where, this is not feasible, lines will be
suitably diverted. Provision has been made in the project cost estimate towards
diversion of utility service lines.

5.5.5 Aboveground Utilities

Above ground utilities namely street light poles, traffic signal posts,
telecommunication posts, junction boxes, etc. are also required to be shifted and
relocated suitably during construction of elevated viaduct. Since these will be
interfering with the proposed alignment. Approximate numbers of affected lamp/
telecom/elect posts & boxes etc. are indicated in the Table 5.9 below
.
Table 5.9 - Affected Aboveground Services (All three corridors)
Section LP MH EP
Ahmedabad Metro Phase - II
678 145 55
Corridor

LP - Lamp Post, MH – Manhole, EP – Electric Pole

5.6 ISSUES RELATED TO INTERFACE WITH EXTERNAL AGENCIES

In order to complete the work timely and successfully, for all the corridors under
Ahmedabad Metro Phase-II Project network, interface with external agencies on
different issues shall have to be conducted as per details given in Table 5.10.

Table 5.10 - Interface with External Agencies

S. No. Name of Agency Issue
1 AMC / Forest Department Removal of trees under the area of proposed
corridors.
2 AUDA /AMC/ R&B/GUDA Clearance of ROW & Bridges for Metro wherever
encroached/occupied.
3 Ahmedabad Traffic Police Alignment of various corridors under Phase-II
network shall pass on/along the roads.

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4 Torrent Power ,UGVCL Shifting of HT Line

In addition to above, some more external agencies may have to be coordinated
during the course of actual construction.

5.7 TRAFFIC DIVERSION

5.7.1 Need
Traffic Diversion Plans are required in order to look for options and remedial
measures so as to mitigate any traffic congestion situations arising out due to
acquisition of road space during Metro construction of various corridors under Metro
Rail Project network. Any reduction of road space during Metro construction results
in constrained traffic flow. In order to retain satisfactory levels of traffic flow up to the
construction time; traffic management and engineering measures need to be taken.
They can be road widening exercises, traffic segregation, one-way movements,
traffic diversions on influence area roads, acquisition of service lanes, etc.

Various construction technologies are in place to ensure that traffic impedance is

done at the minimum. They are:

• For elevated section wherever it is passing along the road, the requirement would
be mainly along the central verge.
• As regards to the alignment cutting across a major traffic corridor, „Continuous
Cantilevered Construction Technology‟ would be applied to prevent traffic hold-ups
or diversions of any kind.
• Wherever the stations are isolated, areas available around it should be utilized for
road diversion purposes such as lay-byes and service roads.

5.7.2 Traffic Diversion Plans

Only temporary diversion plans will be required during construction of the Metro
corridors under Ahmedabad Metro Rail Project Phase-II network. At the onset, all
encroachments from road ROW will have to be removed. These encroachments
vary from „on-street‟ parking to informal activities.

Keeping in view of future traffic growth and reduction of carriageway due to Metro
construction, implementation of traffic management/diversion plans shall become
inevitable for ensuring smooth traffic movement.

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Figure 5.2

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Figure 5.3(a): Erection of Girder using Crane

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Chapter – 6
STATION PLANNING

6.1 GENERAL

The proposed Metro for MEGA phase II consists of two corridors from Koteshwar
Road to Mahatma Mandir and GNLU to GIFT city. Corridor from Koteshwar Road
to Airport is planned as Phase-IIA.

The stretch of the proposed Mahatma Mandir to Airport corridor is 23 km from north
to south. Along this Corridor, twenty stations have been planned. There are four
stations proposed, two stations from GNLU to Gift City and two stations from
Koteshwar Road to Airport corridor. The placement of the stations has been done
considering Right of way, land availability, location, proximity to the Institutions for
better ridership and connectivity, however, position of the entry/exit can be suitably
changed as per land availability and ROW.

To attract maximum pedestrian traffic, station locations are finalised at the traffic
nodal points.

6.2 STATION TYPES

A total of 24 Stations have been planned on these Corridors. All the stations are of
elevated type with side platforms except, four which are either island or combination
of both. Concourse of all these stations is proposed along the roads with sufficient
Right of way.

Average inter-station distance is 1.4 km approximately varying from 0.899 km to 4.2

km depending upon the site, operational and traffic constraints. The sequence of

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stations with their respective chainages, location and platform characteristics is

presented in Table 6.1.

Table 6.1: Sequence of Stations with Chain-ages, Location & Platform Characteristics

PASSENGER AMENITY REQUIREMENTS IN STATIONS AS PER YEAR 2051

CORRIDOR 1. Koteshwar Road to Mahatma Mandir

MORNING PEAK

Peak Hour Peak Peak

S. Peak Hour Peak Hour TOM Head Platform
Station Sectional Minute Minute
No. Boarding Alighting Required way Width
Load Boarding Alighting

1 Koteshwar Road 932 2,022 12,267 19 40 2 3 3.5

Vishwakarma
2 college 133 260 11,177 3 5 2 3 3.5
3 Tapovan Circle 571 1,281 11,049 11 26 2 3 3.5
4 Narmada Canal 225 216 10,340 4 4 2 3 3.5
5 Koba Circle 593 611 10,348 12 12 2 3 3.5
6 Juna Koba 66 74 10,330 1 1 2 3 3.5
7 Koba Gaam 82 129 10,322 2 3 2 3 3.5
8 GNLU 1,421 2,537 10,275 28 51 2 3 3.5
9 Raysan 126 199 9,159 3 4 2 3 3.5
10 Randesan 195 378 9,086 4 8 2 3 3.5
Dhola Kuva
11 Circle 378 956 8,903 8 19 2 3 3.5
12 Infocity 182 263 8,325 4 5 2 3 3.5
13 Sector 1 370 404 8,244 7 8 2 3 3.5
14 Sector 10A 428 1,119 8,210 9 22 2 3 3.5
15 Sachivalaya 78 1,618 7,518 2 32 2 3 3.5
16 Akshardham 366 1,142 5,978 7 23 2 3 3.5
JUNA
17 Sachivalaya 263 687 5,201 5 14 2 3 3.5
18 Sector 16 179 1,292 4,778 4 26 2 3 3.5
19 Sector 24 125 2,572 3,666 2 51 2 3 3.5

20 Mahatma Mandir 0 1,219 1,219 0 24 2 3 3.5

PASSENGER AMENITY REQUIREMENTS IN STATION AS PER YEAR 2051

CORRIDOR 1. Mahatma Mandir to Koteshwar Road

EVE NING PEAK

Peak Hour Peak Peak
S. Peak Hour Peak Hour TOM Head Platform
Station Sectional Minute Minute
No. Boarding Alighting Required way Width
Load Boarding Alighting

1 Mahatma Mandir 2047.1 0 0 41 0 2 3 3.5

2 Sector 24 1527.9 300 1,933 31 6 2 3 3.5
3 Sector 16 725.4 230 3,093 15 5 2 3 3.5
4 JUNA Sachivalaya 747.4 169 3,561 15 3 2 3 3.5
5 Akshardham 922.7 330 4,107 18 7 2 3 3.5

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PASSENGER AMENITY REQUIREMENTS IN STATION AS PER YEAR 2051

CORRIDOR 1. Mahatma Mandir to Koteshwar Road

EVE NING PEAK

6 Sachivalaya 108.2 490 4,667 2 10 2 3 3.5
7 Sector 10A 382.7 451 4,307 8 9 2 3 3.5
8 Sector 1 596.0 143 4,242 12 3 2 3 3.5
9 Infocity 335.7 87 4,670 7 2 2 3 3.5
10 Dhola Kuva Circle 809.3 273 4,904 16 5 2 3 3.5
11 Randesan 420.8 114 5,411 8 2 2 3 3.5
12 Raysan 294.4 58 5,701 6 1 2 3 3.5
13 GNLU 2573.2 1,022 5,924 51 20 2 3 3.5
14 Koba Gaam 181.1 44 7,389 4 1 2 3 3.5
15 Juna Koba 167.5 22 7,518 3 0 2 3 3.5
16 Koba Circle 1227.0 236 7,655 25 5 2 3 3.5
17 Narmada Canal 519.2 84 8,591 10 2 2 3 3.5
18 Tapovan Circle 1467.6 503 9,002 29 10 2 3 3.5
Vishwakarma
19 college 374.3 99 9,913 7 2 2 3 3.5
20 Koteshwar Road 3085.8 645 10,173 62 13 3 3 3.1

CORRIDOR 1. Koteshwar Road to Mahatma Mandir

S. AFC Gates required
Station
No. Ent Rev Ex
1 Koteshwar Road 2 1 2
2 Vishwakarma college 1 1 1
3 Tapovan Circle 1 1 1
4 Narmada Canal 1 1 1
5 Koba Circle 1 1 1
6 Juna Koba 1 1 1
7 Koba Gaam 1 1 1
8 GNLU 2 1 2
9 Raysan 1 1 1
10 Randesan 1 1 1
11 Dhola Kuva Circle 1 1 1
12 Infocity 1 1 1
13 Sector 1 1 1 1
14 Sector 10A 1 1 1
15 Sachivalaya 1 1 1
16 Akshardham 1 1 1
17 JUNA Sachivalaya 1 1 1
18 Sector 16 1 1 1
19 Sector 24 2 1 2
20 Mahatma Mandir 1 1 1

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PASSENGER AMENITY REQUIREMENTS IN STATION AS PER YEAR 2051

CORRIDOR 2. GNLU to Gift City

MORNING PEAK

Peak Hour Peak

Peak Hour Peak Hour Peak Minute TOM Head Platform
S. No. Station Sectional Minute
Boarding Alighting Boarding Required way Width
Load Alighting

1 GNLU 2,649 0 0 53 0 2 3 3.5

2 PDPU 274 423 2,502 5 8 2 3 3.5
3 Gift City 0 2,500 2,361 0 50 2 3 3.5

PASSENGER AMENITY REQUIREMENTS IN STATION AS PER YEAR 2051

CORRIDOR 2. Gift City to GNLU

EVE NING PEAK

Peak Hour Peak

Peak Hour Peak Hour Peak Minute TOM Head Platform
S. No. Station Sectional Minute
Boarding Alighting Boarding Required way Width
Load Alighting

1 Gift City 2306 0 0 46 0 2 3 3.5

2 PDPU 691 210 2,178 14 4 2 3 3.5

3 GNLU 0 2,787 2,633 0 56 3 3 3.5

CORRIDOR 2. GNLU to Gift City

AFC Gates required
S. No. Station
Ent Rev Ex

1 GNLU 2 1 2

2 PDPU 1 1 1

3 Gift City 2 1 2

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PASSENGER AMENITY REQUIREMENTS IN STATION AS PER YEAR 2051

CORRIDOR 3. Koteshwar Road to Airport (Phase-IIA)

MORNING PEAK

Peak Peak Peak Hour Peak Peak

TOM Platform
S. No. Station Hour Hour Sectional Minute Minute Head way
Required Width
Boarding Alighting Load Boarding Alighting

1 Koteshwar road 1,688 0 0 34 0 2 3 3.5

2 Sardarnagar 12 1,576 1,688 0 32 2 3 3.5

3 Airport 0 124 124 0 2 2 3 3.5

PASSENGER AMENITY REQUIREMENTS IN STATION AS PER YEAR 2051

CORRIDOR 3. Airport to Koteshwar Road (Phase-IIA)
EVE NING PEAK
Peak Peak Hour Peak Peak
Peak Hour TOM Platform
S. No. Station Hour Sectional Minute Minute Head way
Alighting Required Width
Boarding Load Boarding Alighting
1 Airport 41 0 0 1 0 2 3 3.5

2 Sardarnagar 1905 3 44 38 0 2 3 3.5

3 Koteshwar road 0 1,943 2,057 0 39 2 3 3.5

CORRIDOR 3. Koteshwar to Airport (Phase-IIA)

AFC Gates required
S. No. Station
Ent Rev Ex
1 Koteshwar road 1 1 1
2 Sardarnagar 1 1 1
3 Airport 1 1 1

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1. Koteshwar Road Station

Chainage 17598.800m.
Inter-Station Distance 0.0 m.
Rail Level 72.20 m
Platform Height from Ground 13.47 m
Location Located on Montera stadium Road.
Entry / Exit Stairs Entry Exit stairs proposed on footpath besides main
carriageway.
Catchment Area Vishwakarma Engineering college, Sardar Patel
stadium,Martial Art Authority of India. At south side
Mahengiba Nagar.

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2. Vishwakarma Engineering College station

Chainage 19017.00 m.
Inter-Station Distance 1418.20 m.
Rail Level 74.50 m
Platform Depth from Ground 13.48 m
Location Located on junction of Montera stadium Road and
KOBA road.
Entry / Exit Stairs Entry Exit stairs will come on green area along the main
carriageway
Catchment Area Vishwakarma Engineering college.Housing at both side
of road.

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3. Tapovan Circle station

Chainage 19994.45 m.
Inter-Station Distance 977.45 m.
Rail Level 76.50 m
Platform Depth from Ground 13.49 m
Location Located on KOBA road besides the Amiyapur Village.
Entry / Exit Stairs Entry Exit stairs proposed at green area along the
KOBA Road.
Catchment Area Sardar Patel Ring Road, Amiyapur Village,
Parshwanath Atlantis Society and other housing.

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4. Narmada Canal station

Chainage 20900.0 m.
Inter-Station Distance 905.55 m.
Rail Level 77.20 m
Platform Depth from Ground 14.97 m
Location Located on KOBA road besides the Narmada Canal at the
north side.
Entry / Exit Stairs Entry Exit stairs will come on green area of Agricultural
land along the KOBA road.
Catchment Area SUGADH road, Parshwanath Atlantis Society and other
housing.

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5. KOBA Circle station

Chainage 22050.63 m.
Inter-Station Distance 1150.63 m.
Rail Level 76.50 m
Platform Depth from Ground 13.63 m
Location Located on KOBA Road besides KOBA circle at the north
side of the station.
Entry / Exit Stairs Entry Exit stairs will come on green area of Agricultural land
along the KOBA road.
Catchment Area Sugadh Farm at the west side.Koba Circle at the north
side.Santoshi Maa Temple at the east side of the station.

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6. Juna Koba station

Chainage 23057.34 m.
Inter-Station Distance 1006.71 m.
Rail Level 77.50 m
Platform Depth from Ground 14.40 m
Location Located on Future Road parallel to the Ahmedabad-Gandhi
Nagar Highway, which will be constructed on the present
Agricultural Land.
Entry / Exit Stairs Entry Exit stairs will be constructed on the green area (and
beside the future TP road parallel to koba Gandhinagar
highway) .
Catchment Area Koba Village, Ahmedabad-Gandhi Nagar Highway, Gujrat
Police Academy Karai.

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7. Koba Gaam station

Chainage 24066.45 m.
Inter-Station Distance 1009.11 m.
Rail Level 78.00 m
Platform Depth from Ground 13.66 m
Location Located on Future Road parallel to the Ahmedabad-Gandhi
Nagar Highway, which will be constructed on the present
Agricultural Land.
Entry / Exit Stairs Entry Exit stairs will be constructed on the green area (and
beside the future TP road parallel to koba Gandhinagar
highway)
Catchment Area Kumbheswar Temple at the east side, Koba Village at the
north side of the station.

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8. GNLU station
Chainage 24977.57 m.
Inter-Station Distance 911.12 m.
Rail Level 79.20 m
Platform Depth from Ground 13.49 m
Location Located near to the Mind Space IT SEZ Road over the
future proposed road.
Entry / Exit Stairs Entry Exit stairs will be constructed on the green area(and
beside the future TP road parallel to koba Gandhinagar
highway) .
Catchment Area Gujarat national Law University, Pandit Dindayal Petroleum
university at the east side of the station.

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9. Raysan Station
Chainage 26413.75 m.
Inter-Station Distance 1436.18 m.
Rail Level 81.50 m
Platform Depth from Ground 13.65 m
Location Located at the north side of the Raysan Road.
Entry / Exit Stairs Entry Exit stairs will be constructed on the green area (and
beside the future TP road parallel to koba Gandhinagar
highway) .
Catchment Area BAPS Swaminarayan Vidyamandir college at the west side
of the station. Randesan Village at the East side of the
Road.

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10. Randesan Station

Chainage 27786.89 m.
Inter-Station Distance 1373.14 m.
Rail Level 83.50 m
Platform Depth from Ground 13.84 m
Location Located at the north side of the Randesan Road.
Entry / Exit Stairs Entry Exit stairs will be constructed on the green area (and
beside the future TP road parallel to Koba Gandhinagar
highway).
Catchment Area Randesan Road at the south side. City pulse Entertainment
complex at the west side of the Station.

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11. Dhola Kuva Circle Station

Chainage 28943.26 m.
Inter-Station Distance 1156.37 m.
Rail Level 82.75 m
Platform Depth from Ground 13.51 m
Location Located on Gandhinagar bypass Road.
Entry / Exit Stairs Entry Exit stairs will come on green area besides the road
connecting to the Ahmedabad Gandhinagar Main Road.
Catchment Area Urja Nagar at south side and Ahmedabad Gandhinagar Main
Road at the west side of the station.

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12. Infocity Station

Chainage 30334.00 m.
Inter-Station Distance 1390.74 m.
Rail Level 85.00 m
Platform Depth from Ground 13.83 m
Location Located on Gandhinagar Ahmadabad main Road.
Entry / Exit Stairs Entry Exit stairs proposed on green area along the
Gandhinagar Ahmadabad main Road.
Catchment Area NICM - Educational Institution and KUDASAN Housing at
the west side. Dhaulakuva region at the east side of the
station.

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13. Sector 1 Station

Chainage 31600.00 m.
Inter-Station Distance 1266.00 m.
Rail Level 89.00 m
Platform Depth from Ground 13.52 m
Location Located on CH Road.
Entry / Exit Stairs Entry Exit stairs proposed along the CH main Road.
Catchment Area Sector 2 & Sector 7 at the west side and Sector 1C & Sector
8 at the east side of the station.

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14. Sector 10A Station

Chainage 32850.00 m.
Inter-Station Distance 1250.00 m.
Rail Level 88.50 m
Platform Depth from Ground 13.75 m
Location Located on CH main Road
Entry / Exit Stairs Entry Exit stairs will come beside the Ch-3 road along the
foothpath connecting Birsa Munda Bhawan.
Catchment Area St Xaviers School and St Xaviers Church, Aranya Bhawan,
karmayodi Bhawan.

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15. Sachivalaya Station

Chainage 34041.26 m.
Inter-Station Distance 1191.26 m.
Rail Level 89.50 m
Platform Depth from Ground 13.73 m
Location Located on CHH Main Road.
Entry / Exit Stairs Entry Exit stairs will come on green area along the CHH
Main Road.
Catchment Area Sector 10 at the west side comprising Vidhan Sabha and
National Informatics centre.Sector 9 at the west side
comprising Gujarat Forensic Sciences University.

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16. Akshardham Station

Chainage 35170.00 m.
Inter-Station Distance 1128.74 m.
Rail Level 90.50 m
Platform Depth from Ground 13.54 m
Location Located on CHH Main Road.
Entry / Exit Stairs Entry Exit stairs will come on green area along the CHH
Main Road.
Catchment Area Gujarat lokayuka office (Sector 10B), Mount Carmel School,
sector 21 shopping market.

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17. JUNA Sachivalaya Station

Chainage 36069.00 m.
Inter-Station Distance 899.00 m.
Rail Level 90.50 m
Platform Depth from Ground 13.72 m
Location Located on Road number five flanked east side of the north
Gandhi Nagar.
Entry / Exit Stairs Entry Exit stairs will come on green area along the Road
number 5.
Catchment Area Raaga Academy – Art Vastu Nirman Society, Sector 21 at
the north side and Gujarat Lokayukt Office – Sector 10B at
the south-west side of the station.

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18. Sector 16 Station

Chainage 37161.35 m.
Inter-Station Distance 1092.35 m.
Rail Level 90.50 m
Platform Depth from Ground 13.74 m
Location Located on Road number five flanked east side of the north
Gandhi Nagar.
Entry / Exit Stairs Entry Exit stairs will come on green area along the Road
number five.
Catchment Area Methodist Church, Gandhinagar – Church Bhavnagar,
Sector 23 at the North side. Siddharth Law college Sector
16 at the North-east side of the station

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19. Sector 24 Station

Chainage 38199.01 m.
Inter-Station Distance 1037.66m.
Rail Level 91.50 m
Platform Depth from Ground 13.82 m
Location Located on Road number five flanked east side of the north
Gandhi Nagar.
Entry / Exit Stairs Entry Exit stairs will come on green area along the Road
number 5.
Catchment Area LDRP Institute of Technology and Research - Engineering
College Sector 15 at the north west side of the station.
Industrial Training Institute Geri - Educational Institution
Sector 15 at the south west side of the station.

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20. Mahatma Mandir Station

Chainage 39399.64 m.
Inter-Station Distance 1200.63 m.
Rail Level 90.20 m
Platform Depth from Ground 13.92 m
Location Located on Mahatma Mandir Road flanked north to south at
the west side of Gandhinagar.
Entry / Exit Stairs Entry Exit stairs will come on green area along the Mahatma
Mandir Road.
Catchment Area Mahatma Mandir at the west side and Sports Authority of
India at the east side of the station.

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1. PDPU station
Chainage 1749.00 m.
Inter-Station Distance 1749.00 m.
Rail Level 77.50 m
Platform Depth from Ground 13.50 m
Location Located on the PDPU Road flanked east west side of the
city.
Entry / Exit Stairs Entry Exit stairs will come on green area along the PDPU
Road.
Catchment Area Pandit Deendayal Petroleum University at the north side of
the station. And Gujarat National Law University at the south
of the station.

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2. Gift City Station

Chainage 4605.861 m.
Inter-Station Distance 2365.86 m.
Rail Level 73.50 m
Platform Depth from Ground 13.50 m
Location Located on the PDPU Road entering to the Gift city.
Entry / Exit Stairs Entry Exit stairs will come on green area along the PDPU
Road.
Catchment Area Surrounded by the Gift city premises.

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3. Sardar Nagar Station

Chainage 4212.19 m.
Inter-Station Distance 4212.19 m.
Rail Level 71.00 m
Platform Depth from Ground 13.50 m
Location Located on Airport Road coming from Mother Dairy towards
the Sabarmati River at the North side of the station.
Entry / Exit Stairs Entry Exit stairs are proposed in the Right of way of the
Road placed beside footpath.
Catchment Area Sardar Nagar at the east and west side of the station.

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4. Airport Station
Chainage 5834.17 m.
Inter-Station Distance 1621.98 m.
Rail Level 68.00 m
Platform Depth from Ground 13.50 m
Location Located on Internal Airport Road.
Entry / Exit Stairs Entry Exit stairs will come on green area along the Internal
Airport Road.
Catchment Area Situated in the premises of Ahmedabad International Airport.

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6.3 PLANNING AND DESIGN CRITERIA FOR STATIONS

Salient features of a typical station are as follows:

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

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

3. The platform level at elevated stations is determined by a critical clearance of 5.50-m

under the concourse above the road intersection, allowing 3.00-m for the concourse
height, about 2-m for concourse floor and 2.00-m for structure of tracks above the
concourse. Further, the platforms are 1.09-m above the tracks. This would make the
platforms in an elevated situation at least 14.0-m above ground.

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

5. The arrangement of the concourse is assessed on a station-by-station basis and is

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

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

7. Station entrances are located with particular reference to passenger catchment

points and physical site constraints within the right-of-way allocated to the MRTS.

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

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

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

 Minimum distance of travel to and from the platform and between platforms for
transfer between lines.
 Adequate capacity for passenger movements.
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 Convenience, including good signage relating to circulation and orientation.

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

11. Following requirements have been taken into account:

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

b. Minimum operating costs are incurred consistent with maintaining efficiency and the
safety of passengers.
c. 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.
d. Provision of good visibility of platforms, fare collection zones and other areas, thus
aiding the supervision of operations and monitoring of efficiency and safety.
e. Provision of display of passenger information and advertising.

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

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

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

A list of accommodation required in the non-public area at each station is given

below:
Non Public Area – Station Accommodation
Non Public Area – at Station
Station Control Room Fire Tank & Pump room
Platform Supervisor’s Booth Staff Area
Station Master’s Office UPS and Battery Room
Traction Substation Cleaner’s Room
Information & Enquiries Security Room
Signaling Room Staff Toilets
Ticket Office Refuse Store
Communication Room Miscellaneous Operations Room
Ticket Hall Supervisor & Excess
Fare Collection (Passenger Office First Aid Room
Station Substation

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6.4 TYPICAL ELEVATED STATION - APPLICABLE TO THIS CORRIDOR

The station is generally located on the road median, and its footprint is 140-m long
and is a three level structure. Passenger area on concourse is spread as the paid
and unpaid area throughout the length of the station, with staircases leading from
either side of the road. Passenger facilities like ticketing, information, etc as well as
operational areas are provided at the concourse level. Typically, the concourse is
divided into public and non-public zones. The non-public zone or the restricted zone
contains station operational areas such as Station Control Room, Station Master’s
Office, Waiting Room, Meeting Room, UPS & Battery Room, Signalling Room, Train
Crew Room & Supervisor's Office, Security Room, Station Store Room, Staff Toilets,
etc. The public zone is further divided into paid and unpaid areas. Area left over in
the unpaid zone, after accommodating passenger movement and other station
facilities is earmarked for commercial utilization. Station concourse box length and
breadth are 80 m. and 28 m. respectively. Since the station is generally in the middle
of the road, minimum vertical clearance of 5.5-m has been provided under the
concourse. Concourse floor level is about 7.5-m above the road. Consequently,
platforms are at a level of about 14.0-m from the road. With respect to its spatial
quality, an elevated MRT structure makes a great impact on the viewer as compared
to an At-grade station. Structures that afford maximum transparency and are light
looking have been envisaged. A slim and ultra-modern concrete form is proposed, as
they would look both modern and compatible with the High-rise developments along
most parts of the corridor. Platform roofs that can invariably make a structure look
heavy; have been proposed to be of steel frame with slopping roof. 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.

6.5 GNLU AND KOTESHWAR ROAD INTERCHANGE STATIONS

GNLU and Koteshwar Road interchange stations are the combination of the Island
and the side platforms dedicated to the tracks of two separate corridors. These
stations consist common concourse area and contain service areas dedicated to
separate corridors.

Two entrances and two exits have been planned to provide easy access to the
station for all passengers, from each side of the intersection, without having to cross
vehicular traffic on these busy roads. The integrated entrances for intersecting lines
are at the ground level from where the passengers can access the concourse.
Concourse houses ticketing for corridors, lifts, stairs and escalators to reach both the
platforms dedicated to different lines.

6.6 PASSENGER AMENITIES

Passenger amenities such as ticketing counters / automatic ticket vending machines,

ticketing gate, etc. are provided in the concourse. Adequate numbers of these
facilities have been provided for system wide requirements, although the requirement
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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 2051 has been adopted for normal operation regarding all stations. For
this purpose, peak minute traffic is assumed to be 2% of the peak hour traffic.

6.7 CONCOURSE

Concourse forms the interface between street and platforms. This is where all the
passenger amenities are provided. The concourse contains automatic fare collection
system in a manner that divides the concourse into distinct paid and unpaid areas.
The 'unpaid area' is where passengers gain access to the system, obtain travel
information and purchase tickets. On passing through the ticket gates, the passenger
enters the 'paid area’, which includes access to the platforms. The concourse is
planned in such a way that maximum surveillance can be achieved by the ticket hall
supervisor over ticket machines, automatic fare collection (AFC) gates, stairs and
escalators. Ticket machines and AFC gates are positioned to minimize cross flows of
passengers and provide adequate circulation space. Sufficient space for queuing and
passenger flow has been allowed in front of the ticketing gates.

6.8 TICKETING GATES

Ticketing gates’ requirement has been calculated taking the gate capacity as 28
persons per minute per gate. Passenger forecast for the horizon year 2051 has been
used to compute the maximum design capacity. At least three (one entry, one exit
and one reversible) ticketing gates or AFC gates shall be provided at any station.
Uniform space has been provided in all stations where gates can be installed as and
when required.

6.9 TICKET COUNTERS AND TICKET ISSUING MACHINES (TIMs)

It is proposed to deploy manual ticket issuing in the beginning of the operation of the
line. At a later stage, automatic TVMs would be used for which space provision has
been made in the concourse. At present, ticket counters would be provided, which
would be replaced with Ticket Vending Machines (TVMs) in future. Capacity of
manual ticket vending counters is taken to be 10 passengers per minute and it is
assumed that only 40% of the commuters would purchase tickets at the stations
while performing the journey. The rest are expected to buy prepaid card. Accordingly,
the requirement of ticket counters has been calculated and the same provided for in
the plans.

6.10 PLATFORMS

A uniform platform minimum width of 3.0-m wide including staircases and escalators
in the central section is proposed for the elevated stations. All platform widths have
been checked for holding capacity of the platform for worst-case scenario (one
missed headway and holding section load) in the design year i.e. 2051.

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6.11 STAIRS, ESCALATORS AND LIFTS FOR NORMAL AND EMERGENCY

OPERATIONS

Provision has been made for escalators in the paid as well as entrance on both sides
i.e. from ground to concourse and concourse to platforms. On each platform, two
escalators have been proposed. In addition, two staircases with a combined width of
4.6 m are provided on each side 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 4.5 minutes in most stations.

6.12 PASSENGER AMENITIES REQUIREMENT IN STATIONS

Passenger Amenities are provided in the unpaid and paid areas of the concourse
respectively. Summary of passenger amenities required and proposed at stations
based on projected traffic for the year 2051 is given in Table 6.2.

6.13 TRAFFIC INTEGRATION

Concept of Traffic Integration - The objective of an integrated transport system and

traffic movement is to offer maximum advantage to commuters and society from
traffic and planning consideration. Various modes of transport need to be integrated
in a way that each mode supplements the other. A large proportion of MRTS users
will come to and depart from various stations by public, hired and private modes, for
which integration facilities need to be provided at stations to ensure quick and
convenient transfers. In order to ensure that entire MRTS function as an integrated
network and provides efficient service to the commuter, the following steps have
been identified:

 Suitable linkages are proposed so that various corridors of MRTS are integrated
within themselves, with existing rail services and with road based modes.
 Facilities needed at various stations are planned in conformity with the type of
linkages planned there. Traffic and transport integration facilities are provided for two
different types of linkages:
 Feeder links to provide integration between various MRTS corridors and road based
transport modes i.e. public, hired, and private vehicles.
 Walk links to provide access to the pedestrians.

Table 6.3: Traffic Integration Requirement for Stations (Projections for Year 2051)
Traffic Integration Requirement for Stations

Number of Bays Area Required (Sq.M.)

S. Name of Peak
Wheelers

No. the Station

Wheeler

Hour
Cycle

Cycle

Station
Total
Auto
Two

Two
Bus

Car

Car

Load

1 Koteshwar Road 2914 3 234 781 7 587 5391 1758 792 7941
2 Vishwakarma college 354 1 28 95 4 71 655 214 96 965
3 Tapovan Circle 1386 1 111 372 4 279 2564 836 377 3777

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Traffic Integration Requirement for Stations

Number of Bays Area Required (Sq.M.)

S. Name of Peak

Wheelers
No. the Station

Wheeler
Hour

Cycle

Cycle
Station

Total
Auto
Two

Two
Bus

Car

Car
Load
4 Narmada Canal 490 1 39 131 4 99 907 296 133 1335
5 Koba Circle 1158 1 93 311 4 233 2143 699 315 3156
6 Juna Koba 158 1 13 42 4 32 292 95 43 431
7 Koba Gaam 171 1 14 46 4 34 316 103 46 466
8 GNLU 2430 3 195 652 6 489 4496 1466 660 6622
9 Raysan 278 1 22 75 4 56 514 168 76 758
10 Randesan 397 1 32 106 4 80 735 240 108 1082
11 Dhola Kuva Circle 764 1 61 205 4 154 1414 461 208 2082
12 Infocity 317 1 26 85 4 64 587 191 86 864
13 Sector 1 562 1 45 151 4 113 1040 339 153 1532
14 Sector 10A 404 1 32 108 4 81 747 244 110 1101
15 Sachivalaya 102 1 8 27 4 21 189 62 28 278
16 Akshardham 871 1 70 234 4 175 1612 525 237 2374
17 PDPU 652 1 52 175 4 131 1206 393 177 1777
Gift City
18 2502 3 201 671 6 504 4629 1510 680 6819

6.13 APPROACH ADOPTED IN PLANNING TRAFFIC INTEGRATION FACILITIES

Integration facilities at MRTS stations include approach roads to the stations,

circulation facilities, pedestrian ways and adequate circulation areas for various
modes likely to come to important stations including feeder bus/mini-buses. Parking
for private vehicles has not been proposed.

6.14 OPERATIONAL INTEGRATION

Integration at operational level will be required to synchronize the timings of the

MRTS services and the feeder service. For an efficient interchange, walking and
waiting time at these stations will need to be minimized. Introduction of common
ticketing and their availability at convenient locations will be necessary to ensure
forecast patronage of the system. Last but not the least will be the need for an
integrated passenger information system covering all the modes through the
publication of common route guides, time tables and information boards at terminals
and in the train coaches for providing updated information for users of the system.

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TYPE 1 STATION (SIDE PLATFORM)

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TYPE 2 STATION (SIDE + ISLAND PLATFORM)

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TYPE 3 STATION (ISLAND PLATFORM)

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 CHAPTER – 7 TRAIN OPERATION PLAN

Chapter – 7

TRAIN OPERATION PLAN

7.1 OPERATION PHILOSOPHY

The underlying operation philosophy is to make the MRT System more attractive and
economical, the main features being:
 Selecting the most optimum frequency of Train services to meet sectional
capacity requirement during peak hours on most of the sections.
 Economical & optimum train service frequency not only during peak period, but
also during off-peak period.
 Optimization of trains reliability for achieving best possible availability on line.
 A short train consists of 3 coaches.
 Multi-tasking of train operation and maintenance staff.

7.2 STATIONS

List of stations for the Corridor of Ahmedabad Metro are given below: -

TABLE 7.1 : STATIONS

North-South Corridor: APMC to Mahatma Mandir

S. Inter – Station
Name of Station Chainage (m) Remarks
No Distance (m)
Dead End -1615.0
1 APMC 0.0 1615.0 Elevated
2 Jivraj 950.0 950.0 Elevated
3 Rajiv Nagar 1800.0 850.0 Elevated
4 Shreyash 3170.0 1370.0 Elevated
5 Paldi 4524.0 1354.0 Elevated
6 Gandhigram Railway Station 5970.0 1446.0 Elevated
7 Old High Court 7045.0 1075.0 Elevated
8 Ushmanpura 8078.0 1033.0 Elevated
9 Vijay Nagar 9575.0 1497.0 Elevated

10 New Vadaj 10867.0 1292.0 Elevated

11 Ranip 12197.0 1330.0 Elevated

12 Sabarmati Railway Station 12965.0 768.0 Elevated
13 AEC 13906.0 941.0 Elevated
14 Sabarmati 15265.0 1359.0 Elevated

15 Motera Stadium 16661.7 1396.7 Elevated

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North-South Corridor: APMC to Mahatma Mandir

S. Inter – Station
Name of Station Chainage (m) Remarks
No Distance (m)
16 Koteshwar Road 17598.8 937.1 Elevated

17 Vishwakarma College 19017.0 1418.2 Elevated

18 Tapovan Circle 19994.4 977.4 Elevated

19 Narmada Canal 20900.0 905.6 Elevated

20 Koba Circle 22050.6 1150.6 Elevated

21 Juna Koba 23056.4 1005.8 Elevated

22 Koba Gaam 24066.4 1010.0 Elevated

23 GNLU 24977.5 911.1 Elevated

24 Raysan 26413.7 1436.2 Elevated

25 Randesan 27786.9 1373.2 Elevated

26 Dholakuva Circle 28943.2 1156.3 Elevated

27 Infocity 30334.0 1390.8 Elevated

28 Sectror-1 31600.0 1266.0 Elevated

29 Sector-10A 32850.0 1250.0 Elevated

30 Sachivalaya 34041.3 1191.3 Elevated

31 Akshardham 35170.0 1128.7 Elevated

32 Juna Sachivalaya 36069.0 899 Elevated

33 Sector-16 37161.3 1092.3 Elevated

34 Sector-24 38199.0 1037.7 Elevated

35 Mahatma Mandir 39399.6 1200.6 Elevated

Dead End 39499.6 100.0

Koteshwar Road to Airport (Phase-IIA)

S. Inter – Station
Name of Station Chainage (in m) Remarks
No Distance (in m)
Dead End -405.00

1 Koteshwar Road 0.00 450.00 Elevated

2 Sardarnagar 4212.19 4212.19 Elevated

3 Airport 5834.17 1621.98 Elevated

Dead End 5934.17 100.00

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GNLU to Gift City

Inter – Station
S. No Name of Station Chainage (in m) Remarks
Distance (in m)
Dead End -405.00

1 GNLU 0.00 405.00 Elevated

2 PDPU 1749.00 1749.00 Elevated

3 Gift City 4605.86 2856.86 Elevated

Dead End 5010.86 405.00

7.3 TRAIN OPERATION PLAN: SALIENT FEATURES

 Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell
time of 30 seconds,
 Make up time of 5-10% with 8-12% coasting.
 Scheduled speed for these corridors has been considered as: 33 kmph.

7.4 TRAFFIC DEMAND

Peak hour peak direction traffic demands (PHPDT) for the Ahmedabad Metro
Extension of North-South Corridor: ‘APMC to Mahatma Mandir’, ‘Koteshwar Road to
Airport’ & ‘GNLU to Gift City’ for the year 2021, 2031, 2041 and 2051 for the purpose
of planning are indicated in Attachment I/A1, I/B1, I/C1, I/D1, Attachment I/A2, B2,
C2, D2 and Attachment I/A3, I/B3, I/C3, I/D3 respectively.

7.5 TRAIN FORMATION

To meet the projected traffic demand, the possibility of running trains with
composition of 3 cars with different headway has been examined.

Composition
DMC : Driving Motor Car
TC : Trailer Car

Capacity (@ 6 passengers per square meter of standee area)

Driving Motor Car (DMC) - 247 (43 seated + 204 standing)
Trailer Car (TC) - 270 (50 seated + 220 standing)
3 Car Train - 764 (136 seated + 628 standing)

7.6 TRAIN OPERATION PLAN

Based on the projected PHPDT demand, Train operation plan with train carrying
capacity @ 6 persons per square meter of standee area for the Ahmedabad Metro
Extension of North-South Corridor: ‘APMC to Mahatma Mandir’, ‘Koteshwar Road to
Airport’ & ‘GNLU to Gift City’ for the year 2021, 2031, 2041 and 2051 are given
below:

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1. Corridor: APMC to Mahatma Mandir

Train Operation Plan for ‘APMC to Mahatma Mandir’ has been planned in such a way
that there are Two loops of train operation, one is from APMC to Mahatma Mandir
(end to end) and the other one is from Shreyash to Koteshwar Road as the reversal
facility is available at Shreyash and Koteshwar Road stations.

i) Year 2021:
Train operation is planned in 2 loops to meet the PHPDT demand. Train on 10.0
min Headway will run from APMC to Mahatma Mandir and Shreyash to
Koteshwar Road. This would generate more PHPDT capacity in the common
section between Shreyash to Koteshwar Road.

a) APMC to Shreyash and Koteshwar Road to Mahatma Mandir Section

(Refer Attachment I/A1)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 4052 is in the Section between Rajiv
Nagar to Shreyash and demand in the remaining sections is in the range of
3822 to 620 only. The planned capacity is more than the PHPDT demand.

b) Shreyash to Koteshwar Road Section (Refer Attachment I/A1)

 5 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 9168@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 11664@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 8747 is in the Section between
Ushmanpura to Vijay Nagar and demand in the remaining sections is in the
range of 8691 to 4380 only. The planned capacity is more than the PHPDT
demand.

Traffic demand and train capacity for these loops in the year 2021 is tabulated and
represented on a chart enclosed as Attachment I/A1.

ii) Year 2031:

Train operation is planned in 2 loops to meet the PHPDT demand. Train on 8.0
min Headway will run from APMC to Mahatma Mandir and Shreyash to
Koteshwar Road. This would generate more PHPDT capacity in the common
section between Shreyash to Koteshwar Road.

a) APMC to Shreyash and Koteshwar Road to Mahatma Mandir Section

(Refer Attachment I/B1)
 8 min Effective Headway with 3-car train.

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 Available Peak Hour Peak Direction Capacity of 5730@ 6 persons per

square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 7290@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 5178 is in the Section between Koteshwar
Road to Vishwakarma College and demand in the remaining sections is in
the range of 4981 to 841 only. The planned capacity is more than the
PHPDT demand.

b) Shreyash to Koteshwar Road Section (Refer Attachment I/B1)

 4 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 11460@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 14580@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 11597 is in the Section between Old High
Court to Ushmanpura and demand in the remaining sections is in the range
of 11535 to 5310 only. The planned capacity is slightly less than the PHPDT
demand in only two (zero, with dense loading capacity) sections out of
twelve sections.

Traffic demand and train capacity for these loops in the year 2031 is tabulated and
represented on a chart enclosed as Attachment I/B1.

iii) Year 2041:

Train operation is planned in 2 loops to meet the PHPDT demand. Train on 6.0
min Headway will run from APMC to Mahatma Mandir and Shreyash to
Koteshwar Road. This would generate more PHPDT capacity in the common
section between Shreyash to Koteshwar Road.

a) APMC to Shreyash and Koteshwar Road to Mahatma Mandir Section

(Refer Attachment I/C1)
 6 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 7640@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 9720@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 7240 is in the Section between Koteshwar
Road to Vishwakarma College and demand in the remaining sections is in
the range of 7055 to 1301 only. The planned capacity is higher than the
PHPDT demand.

b) Shreyash to Koteshwar Road Section (Refer Attachment I/C1)

 3 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 15280@ 6 persons per
square meter of standee area.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 295
 CHAPTER – 7 TRAIN OPERATION PLAN

 Available Peak Hour Peak Direction Capacity of 19440@ 8 persons per

square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 14509 is in the Section between Old High
Court to Ushmanpura and demand in the remaining sections is in the range
of 14443 to 6518 only. The planned capacity is higher than the PHPDT
demand.

Traffic demand and train capacity for these loops in the year 2041 is tabulated and
represented on a chart enclosed as Attachment I/C1.

iv) Year 2051:

Train operation is planned in 2 loops to meet the PHPDT demand. Train on 5.0
min Headway will run from APMC to Mahatma Mandir and Shreyash to
Koteshwar Road. This would generate more PHPDT capacity in the common
section between Shreyash to Koteshwar Road.

a) APMC to Shreyash and Koteshwar Road to Mahatma Mandir Section

(Refer Attachment I/D1)
 5.0 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 9168@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 11664@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 9066 is in the Section between Koteshwar
Road to Vishwakarma College and demand in the remaining sections is in
the range of 8962 to 1660 only. The planned capacity is higher than the
PHPDT demand.

b) Shreyash to Koteshwar Road Section (Refer Attachment I/D1)

 2.5 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 18336@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 23328@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 16968 is in the Section between Old High
Court to Ushmanpura and demand in the remaining sections is in the range
of 16913 to 7302 only. The planned capacity is higher than the PHPDT
demand.

Traffic demand and train capacity for these loops in the year 2051 is tabulated and
represented on a chart enclosed as Attachment I/D1.

2. Corridor: Koteshwar Road to Airport (Phase-IIA)

Train Operation Plan for Koteshwar Road to Airport has been planned in such a way
that there is Single loop shuttle-train operation from end to end. Koteshwar Road will
be the interchange station and shall have the connectivity to APMC - Mahatma
Mandir section for carrying out maintenance activity in Gyaspur Depot.

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i) Year 2021:
‘Koteshwar Road to Airport’ Section (Refer Attachment I/A2)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 801 is in the Section between Koteshwar
Road to Sardarnagar and demand in the remaining section is 62 only. The
planned capacity of 4584 (5832 under dense loading) is more than the
PHPDT demand.

Traffic demand and train capacity for this corridor in the year 2021 is tabulated and
represented on a chart enclosed as Attachment I/A2.

ii) Year 2031:

‘Koteshwar Road to Airport’ Section (Refer Attachment I/B2)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 1062 is in the Section between Koteshwar
Road to Sardarnagar and demand in the remaining section is 76 only. The
planned capacity of 4584 (5832 under dense loading) is more than the
PHPDT demand.

Traffic demand and train capacity for this corridor in the year 2031 is tabulated and
represented on a chart enclosed as Attachment I/B2.

iii) Year 2041:

‘Koteshwar Road to Airport’ Section (Refer Attachment I/C2)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 1328 is in the Section between Koteshwar
Road to Sardarnagar and demand in the remaining section is 90 only. The
planned capacity of 4584 (5832 under dense loading) is more than the
PHPDT demand.

Traffic demand and train capacity for this corridor in the year 2041 is tabulated and
represented on a chart enclosed as Attachment I/C2.

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 CHAPTER – 7 TRAIN OPERATION PLAN

iv) Year 2051:

‘Koteshwar Road to Airport’ Section (Refer Attachment I/D2)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 1668 is in the Section between Koteshwar
Road to Sardarnagar and demand in the remaining section is 101 only. The
planned capacity of 4584 (5832 under dense loading) is more than the
PHPDT demand.

Traffic demand and train capacity for this corridor in the year 2051 is tabulated and
represented on a chart enclosed as Attachment I/D2.

3. Corridor: GNLU to Gift City:

Train Operation Plan for GNLU to Gift City has been planned in such a way that there
is Single loop shuttle-train operation from end to end. GNLU will be the interchange
station and shall have the connectivity to APMC - Mahatma Mandir section for
carrying out maintenance activity in Gyaspur Depot.

i) Year 2021:
‘GNLU to Gift City’ Section (Refer Attachment I/A3)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 638 is in the Section between GNLU to
PDPU and demand in the remaining section is 579 only. The planned
capacity of 4584 (5832 under dense loading) is more than the PHPDT
demand.

Traffic demand and train capacity for this corridor in the year 2021 is tabulated and
represented on a chart enclosed as Attachment I/A3.

ii) Year 2031:

‘GNLU to Gift City’ Section (Refer Attachment I/B3)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 1326 is in the Section between GNLU to
PDPU and demand in the remaining section is 1156 only. The planned
capacity of 4584 (5832 under dense loading) is more than the PHPDT
demand.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 298
 CHAPTER – 7 TRAIN OPERATION PLAN

Traffic demand and train capacity for this corridor in the year 2031 is tabulated and
represented on a chart enclosed as Attachment I/B3.

iii) Year 2041:

‘GNLU to Gift City’ Section (Refer Attachment I/C3)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 1766 is in the Section between GNLU to
PDPU and demand in the remaining section is 1534 only. The planned
capacity of 4584 (5832 under dense loading) is more than the PHPDT
demand.

Traffic demand and train capacity for this corridor in the year 2041 is tabulated and
represented on a chart enclosed as Attachment I/C3.

iv) Year 2051:

‘GNLU to Gift City’ Section (Refer Attachment I/D3)
 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 2261 is in the Section GNLU to PDPU and
demand in the remaining section is 2028 only. The planned capacity of 4584
(5832 under dense loading) is more than the PHPDT demand.

Traffic demand and train capacity for this corridor in the year 2051 is tabulated and
represented on a chart enclosed as Attachment I/D3.

The above Train Operation Plan is based on calculations on the basis of

available traffic data. In case of any mismatch in the capacity provided and the
actual traffic, the capacity can be moderated suitably by adjusting the
Headway.

The PHPDT capacity provided on the different sections of North South corridor
in different years of operation is tabulated below:

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TABLE 7.2 Corridor: APMC to Mahatma Mandir

No. of Rakes Net No. of Max. PHPDT
Headway Rake No. of
Sections Year for Phase-I Rakes for PHPDT Capacity
(min) Consist Coaches
and Phase-II Phase- II** Demand Available
APMC to Shreyash and
4584
Koteshwar Road to 10 3-car 4052
(5832*)
Mahatma Mandir
2021 25 7 21
Shreyash to Koteshwar 9168
5 3-car 8747
Road (11664*)

APMC to Shreyash and

5730
Koteshwar Road to 8 3-car 5178
(7290*)
Mahatma Mandir
2031 31 4 12
Shreyash to Koteshwar 11460
4 3-car 11597
Road (14580*)

APMC to Shreyash and

Koteshwar Road to 6 3-car 7240 7640 (9720*)
Mahatma Mandir 40 0 0
2041#
Shreyash to Koteshwar 15280
3 3-car 14509
Road (19440*)

APMC to Shreyash and

Koteshwar Road to 5 36 3-car 9066 9168 (11664*)
Mahatma Mandir
2051##
48 144
Shreyash to Koteshwar 18336
2.5 12 3-car 16968
Road (23328*)

# The provision for number of rake requirement for the year 2043 considered in Phase-I DPR has been considered against year
2041 in Phase-II DPR for calculating the additional rakes required.
## The provision of rakes for year 2051 was not available in phase-I DPR. Hence all the requirements have been considered for
Phase-II only.
TABLE 7.3 Corridor: Koteshwar Road to Airport (Phase-IIA)
No. of Rakes Net No. of Max. PHPDT
Sections Headway No. of
Year for Phase-I Rakes for Rake Consist PHPDT Capacity
(min) Coaches
and Phase-II Phase- II** Demand Available
4584
Koteshwar Road to Airport 2021 10 3 3 3-car 9 801
(5832*)

4584
Koteshwar Road to Airport 2031 10 3 3 3-car 9 1062
(5832*)

4584
Koteshwar Road to Airport 2041 10 3 0# 3-car 0 1328
(5832*)

4584
Koteshwar Road to Airport 2051 10 3 3 3-car 9 1668
(5832*)

TABLE 7.4 Corridor: GNLU to Gift City

No. of Rakes for Net No. of PHPDT
Sections Headway Rake No. of Max. PHPDT
Year Phase-I and Rakes for Capacity
(min) Consist Coaches Demand
Phase-II Phase- II** Available
4584
GNLU to Gift City 2021 10 3 3 3-car 9 638
(5832*)

4584
GNLU to Gift City 2031 10 3 3 3-car 9 1326
(5832*)

4584
GNLU to Gift City 2041 10 3 3 3-car 9 1766
(5832*)

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 CHAPTER – 7 TRAIN OPERATION PLAN

No. of Rakes for Net No. of PHPDT

Sections Headway Rake No. of Max. PHPDT
Year Phase-I and Rakes for Capacity
(min) Consist Coaches Demand
Phase-II Phase- II** Available

4584
GNLU to Gift City 2051 10 3 3 3-car 9 2261
(5832*)

* @ 8 persons per square meter of standee area

** Net rake requirement for Phase-II has been calculated after subtracting previous DPR requirements from the total
requirements which is shown in attachment V.
# Provision for extra 3 rakes available in Phase-I has been utilized for this section in Phase-II.

7.7 TRAIN FREQUENCY

TABLE 7.5 Train Frequency Corridor: APMC to Mahatma Mandir

2021 2031 2041 2051

Lean
Section Lean
Peak Hour Lean Hour Peak Hour Peak Hour Lean Hour Peak Hour Hour
Hour
Head-way Head-way Head-way Head-way Head-way Head-way Head-
Head-way
way
APMC to Shreyash
and Koteshwar 16 to 32 12 to 32 10 to 24 8 to 16
10 min 8 min 6 min 5 min
Road to Mahatma min min min min
Mandir

Shreyash to 6 to 16
5 min 8 to 16 min 4 min 3 min 5 to 12 min 2.50 min 4 to 8 min
Koteshwar Road min

TABLE 7.6 Train Frequency Corridor: Koteshwar Road to Airport (Phase-IIA)

2021 2031 2041 2051

Peak Lean
Section Lean
Peak Hour Lean Hour Peak Hour Hour Lean Hour Peak Hour Hour
Hour
Head-way Head-way Head-way Head- Head-way Head-way Head-
Head-way
way way

Koteshwar Road to 16 to 32 12 to 32 12 to 24 12 to 24
10 min 10 min 10 min 10 min
Airport min min min min

TABLE 7.7 Train Frequency Corridor: GNLU to Gift City

2021 2026 2036 2046

Peak Lean
Section Lean
Peak Hour Lean Hour Peak Hour Hour Lean Hour Peak Hour Hour
Hour
Head-way Head-way Head-way Head- Head-way Head-way Head-
Head-way
way way

16 to 32 12 to 32 12 to 24 12 to 24
GNLU to Gift City 10 min 10 min 10 min 10 min
min min min min

No services are proposed between 00:00 hrs to 5.00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.

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7.8 HOURLY TRAIN OPERATION PLAN

The hourly distribution of daily transport capacity is presented in Table 1.1A1, 1.1A2,
1.2A1, 1.2A2, 1.3A1, 1.3A2, 1.4A1, 1.4A2 for ‘APMC to Mahatma Mandir’ Section
and Table 1.1B, 1.2B, 1.3B, 1.4B for ‘Koteshwar Road to Airport’ Section and Table
1.1C, 1.2C, 1.3C, 1.4C for ‘GNLU to Gift City’ Section respectively for years 2021,
2031, 2041 and 2051 enclosed as Attachment II.

The directional splits for ‘APMC-Mahatma Mandir’ corridor, ‘Koteshwar Road to

Airport’ corridor and ‘GNLU to Gift City’ corridor is presented in Table 2.1, 2.2 and
2.3 respectively, enclosed as Attachment III.

7.9 VEHICLE KILOMETER

Based on above planning, after considering maintenance period and assuming 340
days in service in a year, Vehicle Kilometers for Ahmedabad Metro Rail Network is
given in Table 3 enclosed as Attachment IV.

7.10 YEAR WISE RAKE REQUIREMENT

Based on Train formation and headway as decided above to meet Peak Hour Peak
Direction Traffic Demand, Rake requirement has been calculated and enclosed as
Attachment V.

Requirements of coaches is calculated based on following assumptions-

Assumptions –
(i) Train Composition planned as under

3 car Train Composition : DMC +TC +DMC

(66.7% Powering)

Train Carrying Capacity : 764 passengers @6 standee/sqm

of 3 Car Train (@6
passengers per square
meter of standee area)

(ii) Coach requirement has been calculated based on headway during peak
hours.
(iii) Traffic reserve is taken as one train to cater to failure of train on line and to
make up for operational time list.
(iv) Repair and maintenance reserve has been estimated as 10 % of total
requirement (Bare).
(v) The calculated number of bare rakes in fraction is rounded off to next higher
number.
(vi) Additional rakes required are calculated by subtracting provision available in
DPR for Phase-I from total requirement of Phase-I and Phase-II year wise.
(vii) Schedule speed is taken as: 33 kmph
(viii) Total Turn round time is taken as 6 min at terminal stations.

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7.11 COST ESTIMATE

The estimated cost per coach at Jan 2017 Price level exclusive of taxes and duties
may be assumed as INR 10.20 Crores per Coach. Total 39 additional coaches are
required in year 2021 for extension of North-South Corridor in Phase-II ((APMC -
Motera Stadium) to Mahatma Mandir, Koteshwar Road to Airport and GNLU to Gift
City) in Ahmedabad Metro Rail Network. Hence budget provision of Rs. 398 Crores
(approx.) is to be kept in the Estimate for Rolling stock.

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Attachment - I/A1
PHPDT Demand and Capacity Chart
North-South Corridor (APMC to Mahatma Mandir)
Year: 2021
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972
APMC to Shreyash and
Headway (min) 10.00 Koteshwar Road to Mahatma
Mandir

Headway (min) 5.00 Shreyash to Koteshwar Road

Train
Traffic carrying Train carrying capacity
S.N FROM TO Demand in capacity @ @ 8p/sqm of standee
PHPDT 6p/sqm of area
standee
1 APMC Jivraj 1,942 4,584 5,832
2 Jivraj Rajiv nagar 3,822 4,584 5,832
3 Rajiv nagar Shreyash 4,052 4,584 5,832
4 Shreyash Paldi 4,380 9,168 11,664
5 Paldi Gandhigram rly stn 5,631 9,168 11,664
6 Gandhigram rly stn Old high court 6,583 9,168 11,664
7 Old high court Ushmanpura 8,691 9,168 11,664
8 Ushmanpura Vijay nagar 8,747 9,168 11,664
9 Vijay nagar New vadaj 8,090 9,168 11,664
10 New vadaj Ranip 6,737 9,168 11,664
11 Ranip Sabarmati Rly stn 6,351 9,168 11,664
12 Sabarmati Rly stn AEC 5,617 9,168 11,664
13 AEC Sabarmati 5,495 9,168 11,664
14 Sabarmati Motera Stadium 5,085 9,168 11,664
15 Motera Stadium Koteshwar Road 4,753 9,168 11,664
16 Koteshwar Road Vishwakarma College 3,627 4,584 5,832
17 Vishwakarma College Tapovan Circle 3,551 4,584 5,832
18 Tapovan Circle Narmada Canal 3,290 4,584 5,832
19 Narmada Canal Koba Circle 3,264 4,584 5,832
20 Koba Circle Juna Koba 3,203 4,584 5,832
21 Juna Koba Koba Gaam 3,189 4,584 5,832
22 Koba Gaam GNLU 3,170 4,584 5,832
23 GNLU Raysan 2,624 4,584 5,832
24 Raysan Randesan 2,594 4,584 5,832
25 Randesan Dholakuva Circle 2,556 4,584 5,832
26 Dholakuva Circle Infocity 2,420 4,584 5,832
27 Infocity Sector - 1 2,358 4,584 5,832
28 Sector - 1 Sector 10A 2,334 4,584 5,832
29 Sector 10A Sachivalaya 2,102 4,584 5,832
30 Sachivalaya Akshardham 1,704 4,584 5,832
31 Akshardham Juna Sachivalaya 1,475 4,584 5,832
32 Juna Sachivalaya Sector - 16 1,257 4,584 5,832
33 Sector - 16 Sector - 24 1,065 4,584 5,832
34 Sector - 24 Mahatma Mandir 620 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area Train carrying capacity @ 8p/sqm of standee area

14000

12000

10000

8000
PHPDT

6000

4000

2000

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 304
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/A2
PHPDT Demand and Capacity Chart
Koteshwar Road to Airport
Year: 2021
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972

Headway (min) 10.00

Train carrying
Traffic Train carrying
capacity @
S.N FROM TO Demand in capacity @ 8p/sqm of
6p/sqm of
PHPDT standee area
standee area
1 Koteshwar Road Sardarnagar 801 4,584 5,832
2 Sardarnagar Airport 62 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area

Train carrying capacity @ 8p/sqm of standee area
7,000
6,000
5,000
PHPDT

4,000
3,000
2,000
1,000
0

STATIONS

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 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/A3
PHPDT Demand and Capacity Chart
GNLU to Gift City
Year: 2021
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972
Headway (min) 10.00

Train carrying
Traffic Train carrying
capacity @
S.N FROM TO Demand in capacity @ 8p/sqm of
6p/sqm of
PHPDT standee area
standee area
1 GNLU PDPU 638 4,584 5,832
2 PDPU Gift City 579 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area

Train carrying capacity @ 8p/sqm of standee area
7,000
6,000
5,000
PHPDT

4,000
3,000
2,000
1,000
0

STATIONS

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Attachment - I/B1
PHPDT Demand and Capacity Chart
North-South Corridor (APMC to Mahatma Mandir)
Year: 2031
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972
APMC to Shreyash and
Koteshwar Road to Mahatma
Headway (min) 8.00
Mandir

Headway (min) 4.00 Shreyash to Koteshwar Road

Train carrying
Traffic Train carrying capacity
capacity @
S.N FROM TO Demand in @ 8p/sqm of standee
6p/sqm of
PHPDT area
standee area
1 APMC Jivraj 2,154 5,730 7,290
2 Jivraj Rajiv nagar 4,739 5,730 7,290
3 Rajiv nagar Shreyash 4,972 5,730 7,290
4 Shreyash Paldi 5,310 11,460 14,580
5 Paldi Gandhigram rly stn 6,781 11,460 14,580
6 Gandhigram rly stn Old high court 7,450 11,460 14,580
7 Old high court Ushmanpura 11,597 11,460 14,580
8 Ushmanpura Vijay nagar 11,535 11,460 14,580
9 Vijay nagar New vadaj 10,753 11,460 14,580
10 New vadaj Ranip 9,374 11,460 14,580
11 Ranip Sabarmati Rly stn 8,961 11,460 14,580
12 Sabarmati Rly stn AEC 7,756 11,460 14,580
13 AEC Sabarmati 7,582 11,460 14,580
14 Sabarmati Motera Stadium 7,161 11,460 14,580
15 Motera Stadium Koteshwar Road 6,589 11,460 14,580
16 Koteshwar Road Vishwakarma College 5,178 5,730 7,290
17 Vishwakarma College Tapovan Circle 4,981 5,730 7,290
18 Tapovan Circle Narmada Canal 4,607 5,730 7,290
19 Narmada Canal Koba Circle 4,596 5,730 7,290
20 Koba Circle Juna Koba 4,554 5,730 7,290
21 Juna Koba Koba Gaam 4,547 5,730 7,290
22 Koba Gaam GNLU 4,518 5,730 7,290
23 GNLU Raysan 3,850 5,730 7,290
24 Raysan Randesan 3,810 5,730 7,290
25 Randesan Dholakuva Circle 3,737 5,730 7,290
26 Dholakuva Circle Infocity 3,498 5,730 7,290
27 Infocity Sector - 1 3,450 5,730 7,290
28 Sector - 1 Sector 10A 3,416 5,730 7,290
29 Sector 10A Sachivalaya 3,100 5,730 7,290
30 Sachivalaya Akshardham 2,449 5,730 7,290
31 Akshardham Juna Sachivalaya 2,113 5,730 7,290
32 Juna Sachivalaya Sector - 16 1,922 5,730 7,290
33 Sector - 16 Sector - 24 1,451 5,730 7,290
34 Sector - 24 Mahatma Mandir 841 5,730 7,290

Train carrying capacity @ 6p/sqm of standee area Train carrying capacity @ 8p/sqm of standee area

16000

14000

12000

10000

8000
PHPDT

6000

4000

2000

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 307
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/B2
PHPDT Demand and Capacity Chart
Koteshwar Road to Airport
Year: 2031
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972

Headway (min) 10.00

Train carrying
Traffic Train carrying
capacity @
S.N FROM TO Demand in capacity @ 8p/sqm of
6p/sqm of
PHPDT standee area
standee area
1 Koteshwar Road Sardarnagar 1,062 4,584 5,832
2 Sardarnagar Airport 76 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area

Train carrying capacity @ 8p/sqm of standee area
7,000
6,000
5,000
PHPDT

4,000
3,000
2,000
1,000
0

STATIONS

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 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/B3
PHPDT Demand and Capacity Chart
GNLU to Gift City
Year: 2031
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972
Headway (min) 10.00

Train carrying
Traffic Train carrying
capacity @
S.N FROM TO Demand in capacity @ 8p/sqm of
6p/sqm of
PHPDT standee area
standee area
1 GNLU PDPU 1,326 4,584 5,832
2 PDPU Gift City 1,156 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area

Train carrying capacity @ 8p/sqm of standee area
7,000
6,000
5,000
PHPDT

4,000
3,000
2,000
1,000
0

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 309
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/C1
PHPDT Demand and Capacity Chart
North-South Corridor (APMC to Mahatma Mandir)
Year: 2041
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972
APMC to Shreyash and
Headway (min) 6.00 Koteshwar Road to Mahatma
Mandir

Headway (min) 3.00 Shreyash to Koteshwar Road

Train carrying
Traffic Train carrying capacity
capacity @
S.N FROM TO Demand in @ 8p/sqm of standee
6p/sqm of
PHPDT area
standee area
1 APMC Jivraj 2,590 7,640 9,720
2 Jivraj Rajiv nagar 5,825 7,640 9,720
3 Rajiv nagar Shreyash 6,111 7,640 9,720
4 Shreyash Paldi 6,518 15,280 19,440
5 Paldi Gandhigram rly stn 8,286 15,280 19,440
6 Gandhigram rly stn Old high court 9,011 15,280 19,440
7 Old high court Ushmanpura 14,509 15,280 19,440
8 Ushmanpura Vijay nagar 14,443 15,280 19,440
9 Vijay nagar New vadaj 13,564 15,280 19,440
10 New vadaj Ranip 11,999 15,280 19,440
11 Ranip Sabarmati Rly stn 11,531 15,280 19,440
12 Sabarmati Rly stn AEC 10,166 15,280 19,440
13 AEC Sabarmati 9,973 15,280 19,440
14 Sabarmati Motera Stadium 9,513 15,280 19,440
15 Motera Stadium Koteshwar Road 8,864 15,280 19,440
16 Koteshwar Road Vishwakarma College 7,240 7,640 9,720
17 Vishwakarma College Tapovan Circle 7,055 7,640 9,720
18 Tapovan Circle Narmada Canal 6,554 7,640 9,720
19 Narmada Canal Koba Circle 6,548 7,640 9,720
20 Koba Circle Juna Koba 6,507 7,640 9,720
21 Juna Koba Koba Gaam 6,498 7,640 9,720
22 Koba Gaam GNLU 6,466 7,640 9,720
23 GNLU Raysan 5,727 7,640 9,720
24 Raysan Randesan 5,677 7,640 9,720
25 Randesan Dholakuva Circle 5,559 7,640 9,720
26 Dholakuva Circle Infocity 5,191 7,640 9,720
27 Infocity Sector - 1 5,132 7,640 9,720
28 Sector - 1 Sector 10A 5,102 7,640 9,720
29 Sector 10A Sachivalaya 4,671 7,640 9,720
30 Sachivalaya Akshardham 3,724 7,640 9,720
31 Akshardham Juna Sachivalaya 3,236 7,640 9,720
32 Juna Sachivalaya Sector - 16 2,973 7,640 9,720
33 Sector - 16 Sector - 24 2,248 7,640 9,720
34 Sector - 24 Mahatma Mandir 1,301 7,640 9,720

Train carrying capacity @ 6p/sqm of standee area Train carrying capacity @ 8p/sqm of standee area

25000

20000

15000
PHPDT

10000

5000

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 310
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/C2
PHPDT Demand and Capacity Chart
Koteshwar Road to Airport
Year: 2041
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972

Headway (min) 10.00

Train carrying
Traffic Train carrying
capacity @
S.N FROM TO Demand in capacity @ 8p/sqm of
6p/sqm of
PHPDT standee area
standee area
1 Koteshwar Road Sardarnagar 1,328 4,584 5,832
2 Sardarnagar Airport 90 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area

Train carrying capacity @ 8p/sqm of standee area
7,000
6,000
5,000
PHPDT

4,000
3,000
2,000
1,000
0

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 311
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/C3
PHPDT Demand and Capacity Chart
GNLU to Gift City
Year: 2041
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972
Headway (min) 10.00

Train carrying
Traffic Train carrying
capacity @
S.N FROM TO Demand in capacity @ 8p/sqm of
6p/sqm of
PHPDT standee area
standee area
1 GNLU PDPU 1,766 4,584 5,832
2 PDPU Gift City 1,534 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area

Train carrying capacity @ 8p/sqm of standee area
7,000
6,000
5,000
PHPDT

4,000
3,000
2,000
1,000
0

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 312
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/D1
PHPDT Demand and Capacity Chart
North-South Corridor (APMC to Mahatma Mandir)
Year: 2051
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972
APMC to Shreyash and
Koteshwar Road to Mahatma
Headway (min) 5.00
Mandir

Headway (min) 2.50 Shreyash to Koteshwar Road

Train carrying
Traffic Train carrying capacity
capacity @
S.N FROM TO Demand in @ 8p/sqm of standee
6p/sqm of
PHPDT area
standee area
1 APMC Jivraj 2,870 9,168 11,664
2 Jivraj Rajiv nagar 6,523 9,168 11,664
3 Rajiv nagar Shreyash 6,847 9,168 11,664
4 Shreyash Paldi 7,302 18,336 23,328
5 Paldi Gandhigram rly stn 9,279 18,336 23,328
6 Gandhigram rly stn Old high court 10,185 18,336 23,328
7 Old high court Ushmanpura 16,968 18,336 23,328
8 Ushmanpura Vijay nagar 16,913 18,336 23,328
9 Vijay nagar New vadaj 15,907 18,336 23,328
10 New vadaj Ranip 14,057 18,336 23,328
11 Ranip Sabarmati Rly stn 13,562 18,336 23,328
12 Sabarmati Rly stn AEC 12,097 18,336 23,328
13 AEC Sabarmati 11,896 18,336 23,328
14 Sabarmati Motera Stadium 11,407 18,336 23,328
15 Motera Stadium Koteshwar Road 10,717 18,336 23,328
16 Koteshwar Road Vishwakarma College 9,066 9,168 11,664
17 Vishwakarma College Tapovan Circle 8,962 9,168 11,664
18 Tapovan Circle Narmada Canal 8,387 9,168 11,664
19 Narmada Canal Koba Circle 8,394 9,168 11,664
20 Koba Circle Juna Koba 8,379 9,168 11,664
21 Juna Koba Koba Gaam 8,372 9,168 11,664
22 Koba Gaam GNLU 8,334 9,168 11,664
23 GNLU Raysan 7,429 9,168 11,664
24 Raysan Randesan 7,370 9,168 11,664
25 Randesan Dholakuva Circle 7,221 9,168 11,664
26 Dholakuva Circle Infocity 6,752 9,168 11,664
27 Infocity Sector - 1 6,686 9,168 11,664
28 Sector - 1 Sector 10A 6,659 9,168 11,664
29 Sector 10A Sachivalaya 6,098 9,168 11,664
30 Sachivalaya Akshardham 4,849 9,168 11,664
31 Akshardham Juna Sachivalaya 4,219 9,168 11,664
32 Juna Sachivalaya Sector - 16 3,876 9,168 11,664
33 Sector - 16 Sector - 24 2,973 9,168 11,664
34 Sector - 24 Mahatma Mandir 1,660 9,168 11,664

Train carrying capacity @ 6p/sqm of standee area Train carrying capacity @ 8p/sqm of standee area

25000

20000

15000
PHPDT

10000

5000

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 313
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/D2
PHPDT Demand and Capacity Chart
Koteshwar Road to Airport
Year: 2051
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972

Headway (min) 10.00

Train carrying
Traffic Train carrying
capacity @
S.N FROM TO Demand in capacity @ 8p/sqm of
6p/sqm of
PHPDT standee area
standee area
1 Koteshwar Road Sardarnagar 1,668 4,584 5,832
2 Sardarnagar Airport 101 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area

Train carrying capacity @ 8p/sqm of standee area
7,000
6,000
5,000
PHPDT

4,000
3,000
2,000
1,000
0

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 314
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment - I/D3
PHPDT Demand and Capacity Chart
GNLU to Gift City
Year: 2051
No. of cars per train 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Passenger Capacity @ 8 persons/sqm of a 3-Car Train: 972
Headway (min) 10.00

Train carrying
Traffic Train carrying
capacity @
S.N FROM TO Demand in capacity @ 8p/sqm of
6p/sqm of
PHPDT standee area
standee area
1 GNLU PDPU 2,261 4,584 5,832
2 PDPU Gift City 2,028 4,584 5,832

Train carrying capacity @ 6p/sqm of standee area

Train carrying capacity @ 8p/sqm of standee area
7,000
6,000
5,000
PHPDT

4,000
3,000
2,000
1,000
0

STATIONS

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 315
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment- II
TABLE 1.1 A1
Hourly Train Operation Plan
APMC to Shreyash and Koteshwar Road to Mahatma Mandir
Year- 2021

10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 32 2 2
6 to 7 24 3 3
7 to 8 16 4 4
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 16 4 4
12 to 13 24 3 3
13 to 14 32 2 2
14 to 15 32 2 2
15 to 16 24 2 2
16 to 17 16 4 4
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 16 4 4
21 to 22 24 2 2
22 to 23 32 1 1
23 to 24 40 1 1
Total No. of train
trips per direction 70 70
per day

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 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.2 A1
Hourly Train Operation Plan
APMC to Shreyash and Koteshwar Road to Mahatma Mandir
Year- 2031

8 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 32 2 2
6 to 7 24 3 3
7 to 8 12 5 5
8 to 9 8.00 8 7
9 to 10 8.00 8 7
10 to 11 8.00 8 7
11 to12 12 5 5
12 to 13 24 3 3
13 to 14 32 2 2
14 to 15 32 2 2
15 to 16 24 3 3
16 to 17 12 5 5
17 to 18 8.00 7 8
18 to 19 8.00 7 8
19 to 20 8.00 7 8
20 to 21 12 5 5
21 to 22 24 3 3
22 to 23 32 2 2
23 to 24 40 2 2
Total No. of train
trips per direction 87 87
per day

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 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.3 A1
Hourly Train Operation Plan
APMC to Shreyash and Koteshwar Road to Mahatma Mandir

Year- 2041

6 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 24 3 3
6 to 7 20 3 3
7 to 8 10 6 6
8 to 9 6.00 10 10
9 to 10 6.00 10 10
10 to 11 6.00 10 10
11 to12 10 6 6
12 to 13 20 3 3
13 to 14 24 3 3
14 to 15 24 3 3
15 to 16 20 3 3
16 to 17 10 6 6
17 to 18 6.00 10 10
18 to 19 6.00 10 10
19 to 20 6.00 10 10
20 to 21 10 6 6
21 to 22 20 3 3
22 to 23 24 3 3
23 to 24 30 2 2
Total No. of train
trips per direction 110 110
per day

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 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.4 A1
Hourly Train Operation Plan
APMC to Shreyash and Koteshwar Road to Mahatma Mandir
Year- 2051

5 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 16 4 4
6 to 7 12 5 5
7 to 8 8 8 8
8 to 9 5.00 12 12
9 to 10 5.00 12 12
10 to 11 5.00 12 12
11 to12 8 8 8
12 to 13 12 5 5
13 to 14 16 4 4
14 to 15 16 4 4
15 to 16 12 5 5
16 to 17 8 8 8
17 to 18 5.00 12 12
18 to 19 5.00 12 12
19 to 20 5.00 12 12
20 to 21 8 8 8
21 to 22 12 5 5
22 to 23 16 4 4
23 to 24 20 3 3
Total No. of train
trips per direction 143 143
per day

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 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment- II
TABLE 1.1 A2
Hourly Train Operation Plan
Shreyash to Koteshwar Road
Year- 2021

5 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 16 4 4
6 to 7 12 5 5
7 to 8 8 8 7
8 to 9 5.00 12 12
9 to 10 5.00 12 12
10 to 11 5.00 12 12
11 to12 8 8 8
12 to 13 12 5 5
13 to 14 16 4 4
14 to 15 16 4 4
15 to 16 12 5 5
16 to 17 8 8 8
17 to 18 5.00 12 12
18 to 19 5.00 12 12
19 to 20 5.00 12 12
20 to 21 8 7 8
21 to 22 12 5 5
22 to 23 16 3 3
23 to 24 20 3 3
Total No. of train
trips per direction 141 141
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 320
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.2 A2
Hourly Train Operation Plan
Shreyash to Koteshwar Road
Year- 2031

4 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 16 4 4
6 to 7 12 5 5
7 to 8 6 10 10
8 to 9 4.00 15 15
9 to 10 4.00 15 15
10 to 11 4.00 15 15
11 to12 6 10 10
12 to 13 12 5 5
13 to 14 16 4 4
14 to 15 16 4 4
15 to 16 12 5 5
16 to 17 6 10 10
17 to 18 4.00 15 15
18 to 19 4.00 15 15
19 to 20 4.00 15 15
20 to 21 6 10 10
21 to 22 12 5 5
22 to 23 16 4 4
23 to 24 20 3 3
Total No. of train
trips per direction 169 169
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 321
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.3 A2
Hourly Train Operation Plan
Shreyash to Koteshwar Road

Year- 2041

3 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 12 5 5
6 to 7 10 6 6
7 to 8 5 12 12
8 to 9 3.00 20 20
9 to 10 3.00 20 20
10 to 11 3.00 20 20
11 to12 5 12 12
12 to 13 10 6 6
13 to 14 12 5 5
14 to 15 12 5 5
15 to 16 10 6 6
16 to 17 5 12 12
17 to 18 3.00 20 20
18 to 19 3.00 20 20
19 to 20 3.00 20 20
20 to 21 5 12 12
21 to 22 10 6 6
22 to 23 12 5 5
23 to 24 15 4 4
Total No. of train
trips per direction 216 216
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 322
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.4 A2
Hourly Train Operation Plan
Shreyash to Koteshwar Road
Year- 2051

2.5 -min Headway

No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 8 8 8
6 to 7 6 10 10
7 to 8 4 15 15
8 to 9 2.50 24 24
9 to 10 2.50 24 24
10 to 11 2.50 24 24
11 to12 4 15 15
12 to 13 6 10 10
13 to 14 8 8 8
14 to 15 8 8 8
15 to 16 6 10 10
16 to 17 4 15 15
17 to 18 2.50 24 24
18 to 19 2.50 24 24
19 to 20 2.50 24 24
20 to 21 4 15 15
21 to 22 6 10 10
22 to 23 8 8 8
23 to 24 10 6 6
Total No. of train
trips per direction 282 282
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 323
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment- II
TABLE 1.1 B
Hourly Train Operation Plan
Koteshwar Road to Airport
Year- 2021

10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 32 2 2
6 to 7 24 3 3
7 to 8 16 4 3
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 16 4 4
12 to 13 24 3 3
13 to 14 32 2 2
14 to 15 32 2 2
15 to 16 24 2 2
16 to 17 16 4 4
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 16 3 4
21 to 22 24 2 2
22 to 23 32 1 1
23 to 24 40 1 1
Total No. of train
trips per direction 69 69
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 324
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.2 B
Hourly Train Operation Plan
Koteshwar Road to Airport
Year- 2031

10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 32 2 2
6 to 7 24 3 3
7 to 8 12 5 5
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 12 5 5
12 to 13 24 3 3
13 to 14 32 2 2
14 to 15 32 2 2
15 to 16 24 3 3
16 to 17 12 5 5
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 12 5 5
21 to 22 24 3 3
22 to 23 32 2 2
23 to 24 40 1 1
Total No. of train
trips per direction 77 77
per day

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 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.3 B
Hourly Train Operation Plan
Koteshwar Road to Airport

Year- 2041

10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 24 3 3
6 to 7 20 3 3
7 to 8 12 5 5
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 12 5 5
12 to 13 20 3 3
13 to 14 24 3 3
14 to 15 24 3 3
15 to 16 20 3 3
16 to 17 12 5 5
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 12 5 5
21 to 22 20 3 3
22 to 23 24 3 3
23 to 24 30 2 2
Total No. of train
trips per direction 82 82
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 326
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.4 B
Hourly Train Operation Plan
Koteshwar Road to Airport
Year- 2051
10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 24 3 3
6 to 7 20 3 3
7 to 8 12 5 5
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 12 5 5
12 to 13 20 3 3
13 to 14 24 3 3
14 to 15 24 3 3
15 to 16 20 3 3
16 to 17 12 5 5
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 12 5 5
21 to 22 20 3 3
22 to 23 24 3 3
23 to 24 30 2 2
Total No. of train
trips per direction 82 82
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 327
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment- II
TABLE 1.1 C
Hourly Train Operation Plan
GNLU to Gift City
Year- 2021

10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 32 2 2
6 to 7 24 3 3
7 to 8 16 4 3
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 16 4 4
12 to 13 24 3 3
13 to 14 32 2 2
14 to 15 32 2 2
15 to 16 24 2 2
16 to 17 16 4 4
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 16 3 4
21 to 22 24 2 2
22 to 23 32 1 1
23 to 24 40 1 1
Total No. of train
trips per direction 69 69
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 328
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.2 C
Hourly Train Operation Plan
GNLU to Gift City
Year- 2031

10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 32 2 2
6 to 7 24 3 3
7 to 8 12 5 5
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 12 5 5
12 to 13 24 3 3
13 to 14 32 2 2
14 to 15 32 2 2
15 to 16 24 3 3
16 to 17 12 5 5
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 12 5 5
21 to 22 24 3 3
22 to 23 32 2 2
23 to 24 40 1 1
Total No. of train
trips per direction 77 77
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 329
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.3 C
Hourly Train Operation Plan
GNLU to Gift City

Year- 2041

10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 24 3 3
6 to 7 20 3 3
7 to 8 12 5 5
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 12 5 5
12 to 13 20 3 3
13 to 14 24 3 3
14 to 15 24 3 3
15 to 16 20 3 3
16 to 17 12 5 5
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 12 5 5
21 to 22 20 3 3
22 to 23 24 3 3
23 to 24 30 2 2
Total No. of train
trips per direction 82 82
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 330
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 1.4 C
Hourly Train Operation Plan
GNLU to Gift City
Year- 2051

10 -min Headway
No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 24 3 3
6 to 7 20 3 3
7 to 8 12 5 5
8 to 9 10.00 6 6
9 to 10 10.00 6 6
10 to 11 10.00 6 6
11 to12 12 5 5
12 to 13 20 3 3
13 to 14 24 3 3
14 to 15 24 3 3
15 to 16 20 3 3
16 to 17 12 5 5
17 to 18 10.00 6 6
18 to 19 10.00 6 6
19 to 20 10.00 6 6
20 to 21 12 5 5
21 to 22 20 3 3
22 to 23 24 3 3
23 to 24 30 2 2
Total No. of train
trips per direction 82 82
per day

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 331
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment III
TABLE 2.1
APMC to Mahatma Mandir
PHPDT for the year 2021
Directional Directional
Peak hour Split to
S.No From Station To Station Split to Mahatma
Load
APMC Mandir
1 APMC Jivraj 1,942 50% 50%
2 Jivraj Rajiv nagar 3,822 50% 50%
3 Rajiv nagar Shreyash 4,052 50% 50%
4 Shreyash Paldi 4,380 50% 50%
5 Paldi Gandhigram rly stn 5,631 50% 50%
6 Gandhigram rly stn Old high court 6,583 50% 50%
7 Old high court Ushmanpura 8,691 50% 50%
8 Ushmanpura Vijay nagar 8,747 50% 50%
9 Vijay nagar New vadaj 8,090 50% 50%
10 New vadaj Ranip 6,737 50% 50%
11 Ranip Sabarmati Rly stn 6,351 50% 50%
12 Sabarmati Rly stn AEC 5,617 50% 50%
13 AEC Sabarmati 5,495 50% 50%
14 Sabarmati Motera Stadium 5,085 50% 50%
15 Motera Stadium Koteshwar Road 4,753 50% 50%
Vishwakarma
16 Koteshwar Road 50% 50%
College 3,627
17 Vishwakarma College Tapovan Circle 3,551 50% 50%
18 Tapovan Circle Narmada Canal 3,290 50% 50%
19 Narmada Canal Koba Circle 3,264 50% 50%
20 Koba Circle Juna Koba 3,203 50% 50%
21 Juna Koba Koba Gaam 3,189 50% 50%
22 Koba Gaam GNLU 3,170 50% 50%
23 GNLU Raysan 2,624 50% 50%
24 Raysan Randesan 2,594 50% 50%
25 Randesan Dholakuva Circle 2,556 50% 50%
26 Dholakuva Circle Infocity 2,420 50% 50%
27 Infocity Sector - 1 2,358 50% 50%
28 Sector - 1 Sector 10A 2,334 50% 50%
29 Sector 10A Sachivalaya 2,102 50% 50%
30 Sachivalaya Akshardham 1,704 50% 50%
31 Akshardham Juna Sachivalaya 1,475 50% 50%
32 Juna Sachivalaya Sector - 16 1,257 50% 50%
33 Sector - 16 Sector - 24 1,065 50% 50%
34 Sector - 24 Mahatma Mandir 620 50% 50%

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 332
 CHAPTER – 7 TRAIN OPERATION PLAN

TABLE 2.2
Koteshwar Road to Airport (Phase-IIA)
PHPDT for the year 2021
Directional
Directional
Peak Hour Split to
S. No. From Station To Station Split to
Load Koteshwar
Koteshwar
Airport
Road
Road
1 Koteshwar Road Sardarnagar 801 50% 50%
2 Sardarnagar Airport 62 50% 50%

TABLE 2.3
GNLU to GIFT City
PHPDT for the year 2021
Directional Directional
Peak Hour
S. No. From Station To Station Split to Split to
Load
GNLU GIFT City
1 GNLU PDPU 638 50% 50%
2 PDPU GIFT City 579 50% 50%

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 333
 Attachment IV

TABLE 3
Extension of North- South Corridor (APMC to Mahatma Mandir)
Vehicle Kilometer

Year
2021 2031 2041 2051

DPR for Ahmedabad Phase-II Metro Rail Corridor

Shreyash Koteshwar Shreyash Koteshwar Shreyash Koteshwar Shreyash Koteshwar
Koteshwar Koteshwar Koteshwar Koteshwar
APMC to to Road to GNLU to APMC to to Road to GNLU to APMC to to Road to GNLU to APMC to to Road to GNLU to
Road to Road to Road to Road to
Shreyash Koteshwar Mahtma Gift City Shreyash Koteshwar Mahtma Gift City Shreyash Koteshwar Mahtma Gift City Shreyash Koteshwar Mahtma Gift City
Airport Airport Airport Airport
Road Mandir Road Mandir Road Mandir Road Mandir
Section Length
3.17 14.43 21.80 5.83 4.60 3.17 14.43 21.80 5.83 4.60 3.17 14.43 21.80 5.83 4.60 3.17 14.43 21.80 5.83 4.60
No of cars per train
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
No of working Days in a year
340 340 340 340 340 340 340 340 340 340 340 340 340 340 340 340 340 340 340 340
Number of Trains per day each Way
70 141 70 69 69 87 169 87 77 77 110 216 110 82 82 143 282 143 82 82

Daily Train -KM

444 4070 3052 805 635 552 4878 3794 898 709 698 6234 4796 957 755 907 8139 6235 957 755
Annual Train - KM (105) 1.51 13.84 10.38 2.74 2.16 1.88 16.59 12.90 3.05 2.41 2.37 21.20 16.31 3.25 2.57 3.08 27.67 21.20 3.25 2.57
5
Annual Vehicle - KM (10 ) 4.53 41.51 31.13 8.21 6.48 5.63 49.76 38.70 9.16 7.23 7.12 63.59 48.92 9.76 7.70 9.25 83.02 63.60 9.76 7.70

September 2018
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CHAPTER – 7 TRAIN OPERATION PLAN
 Attachment V

RAKE REQUIREMENT
Ahmedabad Metro: Extension of North South Corridor ( APMC-Motera Stadium) to Mahatma Mandir
Year 2021
Any
Section
other Total Rake Requirement
Turn Total
From To Schedule Run time to round
Length Headwa round round Total
S. No. Gauge speed Year time be time+an
(km) y (min) time trip time Traffic cars (3-
(kmph) (min) consider y other Bare Bare R&M*# Total
(min) (min) Reserve car
ed* time

DPR for Ahmedabad Phase-II Metro Rail Corridor

option)
(min)
1 APMC Mahatma Mandir 39.40 SG 33 2021 10.00 71.64 3 0 6 149.28 14.93 15 1 3 19 57
2 Shreyash Koteshwar Road 14.43 SG 33 2021 10.00 26.24 3 0 6 58.48 5.85 6 0 - 6 18
Total Requirement (Ph-I & Ph-
Effective Headway of 5 minutes between Shreyas to Koteshwar Road 25 75
II)
Provision in Phase-I 18 54
Additional rakes required for
7 21
Ph-II
3 Koteshwar Road Airport 5.83 SG 33 2021 10.00 10.60 3 0 6 27.20 2.72 3 0 - 3 9
4 GNLU Gift City 4.60 SG 33 2021 10.00 8.36 3 0 6 22.72 2.27 3 0 - 3 9
Total Requirement (Ph-I & Ph-
6 18
II)
Provision in Phase-I 0 0
Additional rakes required
6 18
for Ph-II
Net Total requirements
13 52
for Phase-II

September 2018
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CHAPTER – 7 TRAIN OPERATION PLAN
 Year 2031

Section Any
other Total Rake Requirement
From To Turn Total
Schedule Run time to round
Length Headwa round round Total
S. No. Gauge speed Year time be time+an
(km) y (min) time trip time Traffic cars (3-
(kmph) (min) consider y other Bare Bare R&M*# Total
(min) (min) Reserve car
ed* time
option)
(min)
1 APMC Mahatma Mandir 39.40 SG 33 2021 8.00 71.64 3 0 6 149.28 18.66 19 1 3 23 69

DPR for Ahmedabad Phase-II Metro Rail Corridor

2 Shreyash Koteshwar Road 14.43 SG 33 2021 8.00 26.24 3 0 6 58.48 7.31 8 0 - 8 24
Total Requirement (Ph-I &
Effective Headway of 4 minutes between Shreyas to Koteshwar Road 31 93
Ph-II)
Provision in Phase-I 27 81
Additional rakes required
4 12
for Ph-II
3 Koteshwar Road Airport 5.83 SG 33 2021 10.00 10.60 3 0 6 27.20 2.72 3 0 - 3 9
4 GNLU Gift City 4.60 SG 33 2021 10.00 8.36 3 0 6 22.72 2.27 3 0 - 3 9
Total Requirement (Ph-I &
6 18
Ph-II)
Provision in Phase-I 0 0
Additional rakes required
6 18
for Ph-II
Net Total requirements
10 52
for Phase-II

September 2018
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CHAPTER – 7 TRAIN OPERATION PLAN
 Year 2041
Any
Section
other Total Rake Requirement
Turn Total
From To Schedule Run time to round
Length Headwa round round Total
S. No. Gauge speed Year time be time+an
(km) y (min) time trip time Traffic cars (3-
(kmph) (min) consider y other Bare R&M*# Total
(min) (min) Bare Reserve car
ed* time
(min) option)

1 APMC Mahatma Mandir 39.40 SG 33 2021 6.00 71.64 3 0 6 149.28 24.88 25 1 4 30 90

2 Shreyash Koteshwar Road SG

DPR for Ahmedabad Phase-II Metro Rail Corridor

14.43 33 2021 6.00 26.24 3 0 6 58.48 9.75 10 0 - 10 30
Total Requirement (Ph-I &
Effective Headway of 3 minutes between Shreyas to Koteshwar Road 40 120
Ph-II)
Provision in Phase-I 43 129
Additional rakes required
0 0
for Ph-II#
3 Koteshwar Road Airport 5.83 SG 33 2021 10.00 10.60 3 0 6 27.20 2.72 3 0 - 3 9

4 GNLU Gift City 4.60 SG 33 2021 10.00 8.36 3 0 6 22.72 2.27 3 0 - 3 9

Total Requirement (Ph-I &
6 18
Ph-II)
Provision in Phase-I 0 0
Additional rakes required
# Additional provision of 3 rakes in Phase-I has been utilised in Phase-II for shuttle operation in Phase-II 3 9
for Ph-II#
Net Total requirements
3 9
for Phase-II

September 2018
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CHAPTER – 7 TRAIN OPERATION PLAN
 Year 2051
Any
Section Total Rake Requirement
Turn other Total
From To Schedule Run round Total
Length Headwa round time to round
S. No. Gauge speed Year time time+an Traffic cars (3-
(km) y (min) time be trip time Bare Bare R&M*# Total
(kmph) (min) y other Reserve car
(min) consider (min)
time option)
ed*
1 APMC Mahatma Mandir 39.40 SG 33 2021 5.00 71.64 3 0 6 149.28 29.86 30 1 5 36 108
2 Shreyash Koteshwar Road 14.43 SG 33 2021 5.00 26.24 3 0 6 58.48 11.70 12 0 - 12 36
Total Requirement (Ph-I &
Effective Headway of 2.5 minutes between Shreyas to Koteshwar Road 48 144
Ph-II)
Provision in Phase-I 0 0

DPR for Ahmedabad Phase-II Metro Rail Corridor

Additional rakes required
48 144
for Ph-II
3 Koteshwar Road Airport 5.83 SG 33 2021 10.00 10.60 3 0 6 27.20 2.72 3 0 - 3 9
4 GNLU Gift City 4.60 SG 33 2021 10.00 8.36 3 0 6 22.72 2.27 3 0 - 3 9
Total Requirement (Ph-I &
6 18
Ph-II)
Provision in Phase-I 0 0
Additional rakes required
## All the requirements of Year 2051 has ben considered against Phase-II as there is no provision of rakes for Year 2051 in Phase-I DPR 6 18
for Ph-II
Net Total requirements
54 162
for Phase-II ##
Available rakes upto Year
46 138
2041
Net Total requirements 8 24
for Phase-II in Year 2051
* Passenger capacity @ 6p/sqm for a train of 3 car configuration 764.00
*# R&M has been considered as 10% of (total Bare+ Traffic reserve combined for all lines )

September 2018
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CHAPTER – 7 TRAIN OPERATION PLAN
 CHAPTER – 7 TRAIN OPERATION PLAN

Attachment-VI

SALIENT FEATURES OF STANDARD GAUGE ROLLING STOCK

S.
Parameter Standard Gauge 2.9m wide stock
No.

1 Gauge (Nominal) 1435mm Standard Gauge

2 Traction system

2.1 Voltage 750 V DC

2.2 Method of current collection Third Rail Bottom Current Collection System

3 Train composition

3.2 For 3 car train DMC+TC+DMC

4 Coach Body Stainless Steel/Aluminum

5 Coach Dimensions

5.1 Height 3.9m

5.2 Width 2.9m

5.3 Length over body (approx.)

- Driving Motor Car (DMC) 21.64m

- Trailer Car (TC) 21.34m

Maximum length of coach over

22 to 22.6 m (depending upon Kinematic Envelop and SOD)
couplers/buffers:

5.4 Floor height 1100mm

6 Designed - Passenger Loading

2
6.1 Design of Propulsion equipment 8 Passenger/ m
2
6.2 Design of Mechanical systems 10 Passenger/ m

Carrying capacity- @ 6
7
standees/sqm

7.1 Coach carrying capacity

DMC 247 (seating - 43 ; standing - 204)

TC 270 (seating - 50 ; standing - 220)

7.2 Train Carrying capacity

3 car train 764 (seating - 136 ; standing - 628)

8 Weight (Tonnes)

8.1 Tare weight (maximum) * The maximum tare weight for 3-car unit shall be 120 T

DMC 40

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 CHAPTER – 7 TRAIN OPERATION PLAN

S.
Parameter Standard Gauge 2.9m wide stock
No.

TC 40

8.2 Passenger Weight in tons @ 0.065 T per passenger

DMC 16.055 (@ 6 persons per sqm of standee area)

TC 17.55 (@ 6 persons per sqm of standee area)

Gross weight in tons (@6

8.3
standees per sq.m.)

DMC 56.055

TC 57.55

Axle load(T)(@ 8 persons per

9 16
sqm of standee area)

System should be designed for 16T axle load

Maximum Train Length

10 67.8m
(approx.) (3 car configuration)

11 Speed

10.1 Maximum Design Speed 90 Kmph

10.2 Maximum Operating Speed 80 Kmph

12 Wheel Profile UIC 510-2/RDSO Profile

13 Traction Motors Ventilation Self

2
1.0 m/sec @ AW3
Acceleration on level tangent
14
track 2
1.2 m/sec @ AW2
2
1.1 m/sec @ AW3
Deacceleration on level 2
15 1.1 m/sec @ AW2
tangent track
2
(>1.3 m/sec during emergency)

16 Type of Bogie Fabricated

Secondary Suspension
17 Air
springs

- An electro-pneumatic (EP) service friction brake

- An electric regenerative service brake
- Provision of smooth and continuous blending of EP and regenerative
18 Brakes braking
- A fail safe, pneumatic friction emergency brake
- A spring applied air-release parking brake
- Tread brakes

19 Coupler

Automatic coupler with mechanical & pneumatic coupling but without

Driving Cab end of cars (DMC)
electrical coupling head

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 340
 CHAPTER – 7 TRAIN OPERATION PLAN

S.
Parameter Standard Gauge 2.9m wide stock
No.

Between cars of same Unit Semi-permanent couplers

Automatic coupler with mechanical, pneumatic and electrical coupling

Between two units of a train
head

20 Detrainment Door Front

21 Type of Doors Sliding

22 Lighting LED based with dimmer control

23 Cooling

23.1 Transformer Forced

23.2 CI & SIV Self/Forced

23.3 TM Self-ventilated

24 Control System Train based Monitor & Control System (TCMS)

25 Traction Motors 3 phase VVVF controlled

26 Temperature Rise Limits

26.1 Traction Motor Temperature Index minus 70° C

26.2 CI & SIV 10°C temperature margin for Junction temperature

26.3 Transformer IEC specified limit minus 20°C

- Cooling, Heating & Humidifier (As required)

- Automatic controlling of interior temperature throughout the passenger
27 HVAC
area at 25°C with 60% RH all the times under varying ambient conditions
up to full load.

28 PA/PIS Required

29 Passenger Surveillance (CCTV) Required

30 Battery Ni-Cd

31 Headlight type LED

32 Train Operation DTO (GoA3)

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 341
 CHAPTER 8: ROLLING STOCK

CHAPTER – 8
ROLLING STOCK

8.1 INTRODUCTION

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

8.2 OPTIMIZATION OF COACH SIZE

The following optimum size of the coach has been chosen for this corridor as mentioned
in Table 8.1.
Table 8.1 - Size of the coach
Length* Width Height
Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m
Trailer Car (TC) 21.34 m 2.9 m 3.9 m
*Maximum length of coach over couplers/buffers = 22 to 22.6 m

8.3 PASSENGER CARRYING CAPACITY

In order to maximize the passenger carrying capacity, longitudinal seating arrangement

shall be adopted. The whole train shall be vestibuled to distribute the passenger evenly
in all the coaches. Criteria for the calculation of standing passengers are 3 persons per
square meter of standing floor area in normal state and 6 persons in crush state of peak
hour.

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

Following train composition is recommended:

3-car Train: DMC+TC+DMC

Table 8.2 shows the carrying capacity of Medium Rail Vehicles.

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 CHAPTER 8: ROLLING STOCK

Table 8.2 - Carrying Capacity of Medium Rail Vehicles

Particulars Driving Motor car Trailer car 3 Car Train
Normal Crush Normal Crush Normal Crush
Seated 43 43 50 50 136 136
Standing 102 204 110 220 314 628
Total 145 247 160 270 450 764

NORMAL-3 Person/sqm of standee area

CRUSH -6 Person/sqm of standee area

8.4 WEIGHT

The weights of driving motor car and trailer car have been estimated as in Table 8.3,
referring to the experiences in Delhi Metro. The average passenger weight has been
taken as 65 kg.

Table 8.3 - Weight of Light Rail Vehicles (TONNES)

DMC TC 3 Car Train
TARE (maximum) 40 40 120
Passenger
(Normal) 9.425 10.4 29.25
(Crush @6p/sqm) 16.055 17.55 49.66
(Crush @8p/sqm) 20.475 22.295 63.245
Gross
(Normal) 49.425 50.4 149.25
(Crush @6p/sqm) 56.055 57.55 169.66
(Crush @8p/sqm) 60.475 62.295 183.23
Axle Load @6
14.014 14.388
person/sqm
Axle Load @8
15.119 15.574
person/sqm

The axle load @ 6persons/sqm of standing area works out in the range of 14.014T to
14.388T. Heavy rush of passenger, having 8 standees per sq. meter can be experienced
occasionally. It will be advisable to design the coach with sufficient strength so that even
with this overload, the design will not result in over stresses in the coach. Coach and
bogie should, therefore, be designed for 16 T axle load.

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8.5 PERFORMANCE PARAMETERS

The recommended performance parameters are:

Maximum Design Speed: 90 kmph

Maximum Operating Speed: 80 kmph
Max. Acceleration: 1.0 m/s2 (with AW3 load)
1.2 m/s2 (with AW2 load)
Max. Deceleration: 1.1 m/s2 (with AW3 load)
1.1 m/s2 (with AW2 load)
>1.3 m/s2 (Emergency brake)

Traction in constant speed

Decelerating
Accelerating Coasting

Velocity 

2
-1.1m/s
2
1.0m/s

Time 
AW3 Load: 8 Passengers/sqm of the standee area
AW2 Load: 6 Passengers/sqm of the standee area

8.6 COACH DESIGN AND BASIC PARAMETERS

The important criteria for selection of rolling stock are as under:

(i) Proven equipment with high reliability

(ii) Passenger safety feature
(iii) Energy efficiency
(iv) Light weight equipment and coach body
(v) Optimized scheduled speed
(vi) Aesthetically pleasing Interior and Exterior
(vii) Low Life cycle cost

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 CHAPTER 8: ROLLING STOCK

(viii) Flexibility to meet increase in traffic demand

(ix) Anti-telescopic

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

8.7 SELECTION OF TECHNOLOGY

Low life cycle cost

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

8.7.1 Car body

In the past carbon high tensile steel was invariably used for car bodies. In-fact almost all
the coaches built by Indian Railways are of this type. These steel bodied coaches need
frequent painting and corrosion repairs, which may have to be carried out up to 4-5 times
during the service life of these coaches. It is now a standard practice to adopt stainless
steel or aluminum for carbody.

The car bodies with aluminum require long and complex extruded sections which are still
not manufactured in India. Therefore, aluminum car body has not been considered for
use. Stainless steel sections are available in India and therefore stainless steel car
bodies have been specified. No corrosion repair is necessary on stainless steel cars
during their service life.

Stainless steel car body leads to energy saving due to its lightweight. It also results in
cost saving due to easy maintenance and reduction of repair cost from excellent anti
corrosive properties as well as on improvement of riding comfort and safety in case of a
crash or fire.

8.7.2 Bogies
Bolster less lightweight fabricated bogies with helical coil spring/rubber springs are now
universally adopted in metro cars. These bogies require less maintenance and overhaul
interval is also of the order of 4,20,000km. Use of air spring at secondary stage is
considered with a view to keep the floor level of the cars constant irrespective of
passenger loading unlike those with coil spring. Perturbation from the track are also
dampened inside the car body on account of the secondary air spring along with suitable
Vertical Hydraulic Damper. The primary suspension system improves the curve running
performance by reducing lateral forces through application of helical coil spring/ conical
rubber spring. Helical springs is preferred over conical rubber spring based upon DMRC

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 CHAPTER 8: ROLLING STOCK

experience. A smooth curving performance with better ride index is being ensured by
provision of above type of bogies.

8.7.3 Braking System

The brake system shall consist of –
(i) An electro-pneumatic (EP) service friction brake
(ii) A fail safe, pneumatic friction emergency brake
(iii) A spring applied air-release parking brake
(iv) An electric regenerative service brake
(v) Provision of smooth and continuous blending of EP and regenerative braking

The regenerative braking will be the main brake power of the train and will regain the
maximum possible energy and pump it back to the system and thus fully utilize the
advantage of 3 phase technology. The regenerative braking should have air supplement
control to bear the load of trailer car. In addition, speed sensors mounted on each axle,
control the braking force of the axles with anti-skid valves, prompting re-adhesion in
case of a skid. The brake actuator shall operate either a tread brake or a wheel disc
brake, preferably a tread brake.

8.7.4 Propulsion System Technology

In the field of Electric Rolling Stock, DC series traction motors have been widely used
due to its ideal characteristics and good controllability for traction applications. But these
required intensive maintenance because of commutators and electro-mechanical
contactors, resistors etc.

The brush less 3 phase induction motors has now replaced the D.C. Series motors in
traction applications. The induction motor, for the same power output, is smaller and
lighter in weight and ideally suited for rail based Mass Rapid Transit applications. The
motor tractive effort and speed is regulated by ‘Variable Voltage and Variable frequency’
control and can be programmed to suit the track profile and operating requirements.
Another advantage of 3 phase a.c. drive and VVVF control is that regenerative braking
can be introduced by lowering the frequency and the voltage to reverse the power flow
and to allow braking to very low speed.

For this corridor, three phase a.c. traction drive that are self-ventilated, highly reliable,
robust construction and back up by slip/slid control have been recommended for
adoption.

The DC voltage from the 3rd Rail is stepped up through a ‘STEP up Chopper’ to DC link
voltage, which feeds Inverter operated with Pulse Width Modulation (PWM) control
technology and using insulated Gate Bipolar Transistors (IGBT). Thus three-phase
variable voltage variable frequency output drives the traction motors for propulsion.

Recently advanced IGBT has been developed for inverter units. The advanced IGBT

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 CHAPTER 8: ROLLING STOCK

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 MRTS.

8.7.5 Interior and Gangways

Passenger capacity of a car is maximized in a Metro System by providing longitudinal
seats for seating and utilizing the remaining space for standing passenger. Therefore, all
the equipments are mounted on the under frame for maximum space utilization. The
gangways are designed to give a wider comfortable standing space during peak hours
along with easy and faster passenger movement especially in case of emergency.

Interior View

8.7.6 Passenger Doors

For swift evacuation of the passenger in short dwell period, four doors of adequate
width, on each side of the coach have been considered. These doors shall be of such
dimensions and location that all the passenger inside the train are able to evacuate
within least possible time without conflicting movement. As the alignment passes
through elevated section above ground, automatic door closing mechanism is envisaged
from consideration of passenger safety. Passenger doors are controlled electrically by a
switch in Driver cab. Electrically controlled door operating mechanism has been

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 CHAPTER 8: ROLLING STOCK

preferred over pneumatically operated door to avoid cases of air leakage and sluggish
operation of doors.

The door shall be of Bi-parting Sliding/external sliding type in line with existing proposed
design of phase-I rolling stock. Side evacuation through saloon doors may also be
considered if the similar design has been proposed in Phase-I rolling stock tender.

Passenger Doors

8.7.7 Air–conditioning
With heavy passenger loading of 6 persons/sqm for standee area and doors being
closed from consideration of safety and with windows being sealed type to avoid
transmission of noise, air conditioning of coaches has been considered essential. Each
coach shall be provided with two air conditioning units capable of cooling, heating and
dehumidifying and thus automatically controlling interior temperature throughout the
passenger area at 25°C with 60% RH all the times under varying ambient conditions up
to full load. For emergency situations such as power failure or both AC failures etc,
ventilation provision supplied from battery will be made. Provision shall be made to shut
off the fresh air intake and re-circulate the internal air of the coach, during an emergency
condition, such as fire outside the train causing excessive heat and smoke to be drawn
in to the coach.

8.7.8 Cab Layout

The modern stylish driver panel shall be FRP moulded which give maximum comfort and
easy accessibility of different monitoring equipments to the driver along with clear
visibility. The driver seat has been provided at the left side of the cabin. Cab layout and
facilities shall be designed for GoA-3 to meet all possible modes of operation including
DTO/non DTO(GoA-2), manual driving in line/depots/stabling yards etc.

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 CHAPTER 8: ROLLING STOCK

Driving cab

8.7.9 Communication
The driving cab of the cars are provided with continuous communication with base
Operational Control Center and station control for easy monitoring of the individual train
in all sections at all the time.

Public Address and Passenger Information Display System is provided in the car so that
passengers are continuously advised of the next stoppage station, final destination
station, interchange station, emergency situations if any, and other messages. The
rolling stock is provided with Talk Back Units inside the cars, which permit conversation
between passengers and the drivers in case of any emergency.

8.7.10 Noise and Vibration

The trains will pass through heavily populated urban area. The noise and vibration for a
metro railway become an important criterion from public acceptance view point. The
sources of noise are (i) rail-wheel interaction (ii) noise generated from equipment like
Blower, Compressor, air conditioner, door, Inverter etc. (iii) traction motor in running
train. For elimination and reduction of noise following feature are incorporated: -

 Provision of anti-drumming floor and noise absorption material.

 Low speed compressor, blower and air conditioner.
 Mounting of under frame equipments on anti-vibration pad
 Smooth and gradual control of door.
 Provision of GRP baffle on the via-duct for elimination of noise transmission.
 Provision of sound absorbing material in the supply duct and return grill of air
conditioner.
 Sealing design to reduce the aspiration of noise through the gap in the sliding doors
and piping holes.
 Provision of wheel flange and top of rail lubrication to reduce squealing noise.

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 CHAPTER 8: ROLLING STOCK

 Provision of noise attenuators (Hypno dampers) on wheels to reduce noise due to rail
wheel interaction

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

8.7.11 Passenger Safety Features

(i) ATP
The rolling stock is provided with Continuous Automatic Train Protection to ensure
absolute safety in the train operation. It is an accepted fact that 60-70% of the accidents
take place on account of human error. Adoption of this system reduces the possibility of
human error.

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

(iii) Crash worthiness features

The rolling stock is provided with inter car couplers having crashworthiness feature
which reduces the severity of injury to the passengers in case of accidents.

(iv) Gangways
Broad gangways are provided in between the cars to ensure free passenger movement
between cars in case of any emergency.

Gangways

The salient features of the proposed Rolling Stock are enclosed as Attachment-I.

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Attachment I
Salient Features of 3.2m wide SG Rolling Stock for MRTS
S. No. Parameter Details
1 Gauge (Nominal) 1435mm
2 Traction system
2.1 Voltage 750 V dc
Third Rail Bottom Current Collection
2.2 Method of current collection
System
3 Train composition:
3.1 8 car trainset DMC+TC+DMC
4 Coach Body Stainless Steel/Aluminium
5 Coach Dimensions
5.1 Height 3.9 m
5.2 Width 2.9 m
5.3 Length over body (approx)
- Driving Motor Car (DMC) 21.64 m
- Trailer Car (TC) 21.34 m
Maximum length of coach over 22 to 22.6m (depending upon Kinematic
couplers/buffers: Envelop and SOD)
5.4 Floor height 1100mm
6 Designed - Passenger Loading
6.1 Design of Propulsion equipment 8 Passenger/ m2
6.2 Design of Mechanical systems 10 Passenger/ m2
7 Carrying capacity-@ 6 standees/sqm
7.1 Coach carrying capacity
DMC 247 (seating - 43; standing - 204)
TC 270 (seating - 50; standing - 220)
7.2 Train Carrying capacity
3 car train 764 (seating –136; standing - 628)
8 Weight (Tonnes)
8.1 Tare weight (maximum)
DMC 40
TC 40
8.2 Passenger Weight in tons @ 0.065 T per passenger
16.055 (@ 6 persons per sqm of standee
DMC
area)
17.55 (@ 6 persons per sqm of standee
TC
area)
8.3 Gross weight in tons (@ 6 persons per
sqm of standee area)
DMC 56.055
TC 57.55

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S. No. Parameter Details

Axle load(T) (@ 8 persons per sqm of 16 (System should be designed for 16T
9
standee area) axleload)
10 Maximum Train Length - Approximate
10.1 3 car trainset 67.8m
11 Speed
10.1 Maximum Design Speed 90 Kmph
10.2 Maximum Operating Speed 80 Kmph
12 Wheel Profile UIC 510-2/RDSO Profile
13 Noise Limits (ISO 3381 and 3095 - 2005)
13.1 Stationary (Elevated and at grade)
13.1.1 (a) All cars except in driving console LpAEq 20sec 68 dB(A)
(b) Driving console LpAEq 20sec 68 dB(A)
External (at 7.5 mtr from centre line of
13.1.2 LpAEq 20sec 67 dB(A)
track)
Running at 75 kmph (Elevated and at
13.2
grade)
13.2.1 (a) All cars except in driving console LpAEq 20sec75 dB(A)
(b) Driving console LpAEq 20sec70 dB(A)
External (at 7.5 mtr from centre line of
13.2.2 LpAEq 20sec 82 dB(A)
track)
14 Traction Motors Ventilation Self
15 1.0 m/sec2 @ AW3
Acceleration on level tangent track
1.2 m/sec2 @ AW2
1.1 m/sec2 @ AW3
16 Deacceleration on level tangent track 1.1 m/sec2 @ AW2
(>1.3 m/sec2 during emergency)
17 Type of Bogie Fabricated
18 Secondary Suspension springs Air
- An electro-pneumatic (EP) service
friction brake- An electric regenerative
service brake
- Provision of smooth and continuous
blending of
EP and regenerative braking
19 Brakes - A fail safe, pneumatic friction emergency
brake
- A spring applied air-release parking
brake
- Tread Brakes
- Brake Electronic Control Unit (BECU) -
Independent for each bogie

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S. No. Parameter Details

20 Coupler Auto
Automatic coupler with mechanical &
Driving Cab end of cars (DMC) pneumatic coupling but without electrical
coupling head
Between cars of same Unit Semi-permanent couplers
Automatic coupler with mechanical,
Between two units of a train
pneumatic and electrical coupling head
Saloon doors to be used for passenger
21 Detrainment Door
evacuation
22 Type of Doors Sliding
23 Lighting LED based with dimmer control
24 Passenger Seats Stainless Steel
25 Cooling
25.1 CI & SIV Self/Forced
25.2 TM Self-ventilated
Train based Monitor & Control System
26 Control System
(TCMS)
27 Traction Motors 3 phase VVVF controlled
28 Temperature Rise Limits
28.1 Traction Motor Temperature Index minus 70°C
10°C temperature margin for Junction
28.2 CI & SIV
temperature
28.3 Transformer IEC specified limit minus 20° C
- Cooling, Heating & Humidifier (As
required)
- Automatic controlling of interior
29 HVAC temperature throughout the passenger
area at 25°C with 60% RH all the times
under varying ambient conditions up to full
load.
30 PA/PIS including PSSS (CCTV) Required
31 Passenger Surveillance Required
32 Battery Ni-Cd
33 Headlight type LED
8% (Run time with 8% coasting shall be
34 Coasting
the 'Run Time in All out mode plus 8%')
35 Gradient (max) 4%
36 Sharpest Radius 120m
37 Train Operation DTO (GoA3)

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 CHAPTER 9: DEPOT

Chapter – 9

DEPOT

9.1 CORRIDOR: Ahmedabad Metro Rail Network Phase-II comprises of following

corridors:

S. No. Corridor Route length(Km)

1 (APMC to Motera Stadium) to Mahatma Mandir 41.36

2 GNLU to Gift City 5.416

3 Koteshwar Road to Airport Metro (Phase-IIA) 6.339

9.2 DEPOT – CUM – WORKSHOP

9.2.1 It is proposed to use one depot- cum- workshop with following functions at Gyaspur
Depot for Phase-II in addition to fulfilling the requirements for Phase-I:
(i) Major overhauls of all the trains.
(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv) Repair of heavy equipments.

Another depot at Indroda Circle is planned with only stabling facilities at present.

9.2.2 The Depot planning is based on following assumptions:

(i) Enough space should be available for establishment of a Depot- Cum- workshop
for the additional trains required for Phase-II.
(ii) All inspection lines, workshop lines, stabling lines are designed to accommodate
two train sets of 3- Car each and space earmarked for future provision.
(iii) All Stabling lines are designed to accommodate two trains of 3- Car each.
(iv) All stabling lines are planned in the proposed depot-cum-workshop assuming
adequate space availability. In case of space constraints, if any, stabling
facilities may need to be created at terminal stations or elsewhere (preferably as
close to depot as possible) to cater to the required stabling facilities.
(v) In case of space constraint for depot two storeyed Stabling lines can also be
planned.

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In broad terms, based on the planned Rolling Stock requirements, this chapter covers
conceptual design on following aspects and will work as a guide for detailed design
later:

 Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair overhauling

workshop and cleaning of Rolling Stock.
 Operational and functional safety requirements.
 Ancillary buildings for other maintenance facilities.
 Electrical & Mechanical Services, power supply and distribution system.
 Water Supplies, Drainage & Sewerage.

9.3 MAINTENANCE PHILOSOPHY

 Monitoring of the performance of all key Rolling Stock equipment by suitable

advanced condition monitoring techniques available. The concept is to evolve the
need based maintenance regime, which can be suitably configured in the form of
schedules like daily check, “A” checks, “B” type checks, “IOH” and “POH”.
 Labour intensive procedures are kept to the minimum. Automation with state of the
art machinery to ensure quality with reliability.
 Increase in the periodic maintenance intervals with predictive maintenance based on
condition monitoring.
 Multi skilling of the Maintenance staff to ensure quality and productivity in their
performance.
 Periodic review of maintenance practices to update replacement cycle of critical
components based on experience.
 Energy conservation is given due attention.

9.4 ROLLING STOCK MAINTENANCE NEEDS

9.4.1 Maintenance Schedule

The following maintenance schedule has been envisaged for conceptual design of
depots assuming approx. 336 kms running per train per day, taking in consideration
the passenger load of 2021, 2031, 2041 & 2051 respectively.

TABLE - 9.1
Type of Interval Work Content Locations
Schedule
Daily Daily Check on the train condition and function at every Stabling Lines
daily service completion. Interval cleaning/mopping
of floor and walls with vacuum cleaner.
“A” Service 5,000 Km Detailed inspection and testing of sub -systems, Inspection Bays
Check (approx. 15 under frame, replacement/ topping up of oils &
days) lubricants.
“B” Service 15,000 Km Detailed Inspection of „A‟ type tasks plus items at Inspection Bays
Check (approx. 45 multiples of 15,000 Km („B‟ type tasks)
days)
Intermediate 420,000 Km, Check and testing of all sub-assemblies (Electrical Workshop
Overhaul (IOH) (3 and half + Mechanical). Overhaul of pneumatic valves,
Years Compressor. Condition based maintenance of sub-
approx.) systems to bring them to original condition.

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Type of Interval Work Content Locations

Schedule
whichever is Replacement of parts and rectification, trial run.
earlier

Periodical 840,000 Km, Dismantling of all sub-assemblies, bogies Workshop

Overhaul (7 Years suspension system, traction motor, gear, control
(POH) approx.) equipment, air-conditioning units etc. Overhauling
whichever is to bring them to original condition. Checking repair
earlier and replacement as necessary. Inspection and
trial.
Heavy Repairs - Changing of heavy item such as bogies, traction Workshop
motor, wheelsets/axles, gear cases & axle boxes
etc.

The above Schedule may need slight revision based on the actual earned kilometers
per train and the specific maintenance requirements of Rolling Stock finally procured.

9.4.2 Washing Needs of Rolling Stock

Cleanliness of the trains is essential. Following schedules are recommended for
Indian environment:

TABLE-9.2
Maint.
S. No. Kind Inspection Time Maintenance Place
Cycle
Single Pass through
10
1. Outside cleaning (wet washing on automatic washing plant) 3 Days Automatic washing
mins.
plant of Depot

Outside heavy Cleaning (wet washing on automatic washing Automatic washing

2 – 3
2. plant and Front Face, Vestibule/Buffer area. 30 days plant & intensive
hrs.
Floor, walls inside/outside of cars and roof. Manually) cleaning shed

9.5 Year-wise planning of maintenance facility setup at depot cum workshop based on
planned Rolling Stock requirement in TOP is tabulated below:

Traffic data are available up to year 2051 only; hence space to be earmarked for
future expansion beyond 2051 year for stabling, inspection and workshop line.

(i) Planned rakes as per TOP:

TABLE-9.3
No. of rakes for Phase-I Net no. of Rakes for
Year Phase-II only Net No. of coaches for Phase-II
& Phase-II

2021 31 13 39

2031 37 10 30

2041* 46 3 9

2051** 54 54 162

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(ii) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and Workshop Lines
(WSL) in the Depot -cum -Workshop.

Stabling and Inspection lines

TABLE-9.4
Total SBLs for
No. of Rakes Additional SBL required Total IBLs required for
Year Phase-I & Phase- Additional IBL
including Phase-I for Phase-II# Phase-I and Phase-II
II required for Phase-II

6 lines x two train of 3- One bay of 3 lines Nil

14 lines x two car
2021 31 each with two trains
train of 3-car
of 3- cars.
No additional No additional
requirement. Available requirement. Available
1 bay of 3 lines with 1 bay of 3 lines with
17 lines x two
2031 37 4 line x two train of 3-car two trains of 3- cars two trains of 3- cars
train of 3-car
shall also cater to shall also cater to
requirements up to requirements up to
year 2031. year 2031.
No additional No additional
No additional requirement,
requirement. Available requirement. Available
as phase-I SBL lines (21
1 bay of 3 lines with 1 bay of 3 lines with
21 lines x two no.) for year 2043 are
2041* 46 two trains of 3- cars two trains of 3- cars
train of 3-car sufficient to cater
shall also cater to shall also cater to
requirements of both
requirements up to requirements up to
Phase-I & Phase-II.
year 2041. year 2041.
Additional one bay of Additional one bay of
24 lines x two 2 lines with two trains 2 lines with two trains
2051** 54 24 lines x two train of 3-
train of 3-car of 3- cars is required of 3- cars is required
car
for year 2051. for year 2051.

# 6 additional SBLs for year 2021, 4 additional SBLs for year 2031 and 3 additional
SBLs for year 2051 has been planned at Indroda Circle. The Inspection Bays(IBL)
and Workshop Bays(WSL) at Gyaspur Depot will cater to the requirements of
Preventive and Corrective maintenance like service checks, IOH,POH etc. However
space shall also be earmarked for one Inspection bay of 2 line with two trains of 3-car
at Indroda Circle Depot for future requirement.

Workshop lines

TABLE-9.5
No. of Rakes for Additional no.
WSLs required for Phase- Additional WSLs required for
Year Phase-I & of Rakes for
I & Phase-II Phase-II
Phase-II Phase-II
Two bays of 2 lines each One bay of 2 lines each with
with two trains of 3- cars is two trains of 3- cars is to be
2021 31 13
to be required for the year required for the year 2021.
2021.
Additional one bay of 2 No additional requirement for
lines each with two trains of Phase-II, as an additional bay
2031 37 10 3- cars is to be kept for of 2 lines each with two trains
future provision from 2031 of 3- cars is planned in Phase-I
and up to 2051. DPR for year 2031.

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No. of Rakes for Additional no.

WSLs required for Phase- Additional WSLs required for
Year Phase-I & of Rakes for
I & Phase-II Phase-II
Phase-II Phase-II
No additional bay is required
for Phase-II. Total three bay of
2041* 46 3 No additional bay is 2 line available for 2031 will
required. Total three bay of cater to the requirements of
2 line available for 2031 will 2041 and 2051
cater to the requirements of
2051** 54 54 2041 and 2051

*The provision for number of rakes, IBL, SBL and WSL requirement for the year 2043 considered in
Phase-I DPR has been considered against year 2041 in Phase-II DPR for calculating the additional
rakes, IBL, SBL and WSL requirement.
** The requirement of rakes, IBL, SBL and WSL for year 2051 was not available in phase-I DPR. Hence
all the requirements have been considered for Phase-II only.

9.6 REQUIREMENT OF MAINTENANCE/INSPECTION LINES(IBL) FOR DEPOT-CUM-

WORKSHOP:

TABLE-9.6
Maintenance Requirement Lines required for rakes Additional Requirement
Schedule (No. of Cars) of Phase-I & Phase-II. for Phase-II only

i) Year 2021 - Maximum no. of rake holding is (31 TS x 3 = 93 Cars)

„A‟ Checks (5000 km) (31X3) Cars = 93 Cars No additional requirement

1 Line x two train of 3-
approx. 15 days
Cars (with Sunken Floor)

„B‟ Checks (15000 km) (31X3) Cars = 93 Cars No additional requirement

1 Line x two train of 3-
approx. 45 days.
Cars (with Sunken Floor)
Unscheduled line & For minor repairs, testing and No additional requirement
adjustment lines after IOH/POH adjustments 1 Line x two train of 3-
Cars (with Sunken Floor)

No additional requirement
for Year 2021 as one bay
Requirement 1 bay of 3 lines of three lines is already
planned as per Phase-I
DPR

ii) Year 2031 -Maximum no. of rake holding is (37 TS x 3 = 111 Cars)

„A‟ Checks (5000 km) 15 ( 37 X 3 ) Cars = 111 Cars

days
„B‟ Checks (15000 km) 45 ( 37 X 3 ) Cars = 111 Cars
days No additional requirement
No additional requirement

Unscheduled line & For minor repairs, testing and

adjustment lines after IOH/POH adjustments

No additional requirement. No additional

Available 1 bay of 3 lines requirement. Available 1
each with two train of 3- bay of 3 lines each with
Requirement
cars shall also cater to two train of 3- cars shall
requirements up to year also cater to requirements
2031. up to year 2031.

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Maintenance Requirement Lines required for rakes Additional Requirement

Schedule (No. of Cars) of Phase-I & Phase-II. for Phase-II only

iii) Year 2041 -Maximum no. of rake holding is (46 TS x 3 = 138 Cars)

„A‟ Checks (5000 km) (46X3) Cars = 138 Cars

approx. 15 days

„B‟ Checks (15000 km) (46X3) Cars = 138 Cars

approx. 45 days. No additional requirement No additional requirement

Unscheduled line & For minor repairs, testing and

adjustment lines after IOH/POH adjustments

No additional requirement. No additional requirement.

1 bay of 3 lines each with 1 bay of 3 lines each with
Requirement
two trains of 3- cars is two trains of 3- cars is
sufficient for year 2041. sufficient for year 2041.
iv) Year 2051 -Maximum no. of rake holding is (54 TS x 3 = 162 Cars)

„A‟ Checks (5000 km) (54X3) Cars = 162 Cars

approx. 15 days
2 Line x two train of 3-
1 Line x two train of 3-
Cars (with Sunken Floor)
Cars (with Sunken Floor)

„B‟ Checks (15000 km) (54X3) Cars = 162 Cars 2 Line x two train of 3- 1 Line x two train of 3-
approx. 45 days. Cars (with Sunken Floor) Cars (with Sunken Floor)

Unscheduled line & For minor repairs, testing and 1 Line x two train of 3- No additional requirement
adjustment lines after IOH/POH adjustments Cars (with Sunken Floor)

Additional 1 bay of 2 lines Additional 1 bay of 2 lines

Requirement would be required for year would be required for year
2051. 2051.

9.7 INSPECTION REQUIREMENTS AT DEPOT

Facilities for carrying out inspection activities shall be provided in the inspection bay
for following Systems / Equipments of a train:

 Electronics; PA/PIS
 Mechanical components, couplers etc
 Batteries
 Air conditioner
 Brake modules and other pneumatic systems.
 Bogie
 Traction Motor
 Vehicle doors, windows and internal fittings
 Power system including converter, circuit breaker etc.

These activities shall be grouped into “A” checks and “B” checks. The minor
scheduled inspections (“A” checks) shall be carried out during the day off-peak and
night. Since “B” checks take longer time, these cannot be completed in the off-peak

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times. Certain inspection lines will be nominated for “A” checks. For “B” checks,
separate line will be nominated where the rakes may be kept for long time.

9.8 DESIGN OF DEPOT- CUM- WORKSHOP FACILITIES

9.8.1 Stabling lines at depot:

As per advised dimensions of the Rolling Stock, the length of 3- Car train would be
Approx. 67.8 mts. For the design of the stabling lines in the depot and terminal
stations or elsewhere (as may be required), following approximates dimentions have
been taken in consideration, however final dimensions shall be decided based on
actual site conditions/ area available at the time of design finalization of depot:

(i) Length of one 3- Car rake= 67.8 m

(ii) Gap between two trains 3-car rakes=10m
(iii) Free length at outer ends of two trains of 3- Car rakes (for cross pathway, Signal
and Friction buffers) = 10m each side
(iv) Total length of Stabling lines = (iii)+(i) + (ii) + (i) + (iii) = 10+67.8+10+67.8+10=
165.6m, approx 166m.

Looking to the car width of 2900 mm on SG, 5m “Track Centre” is proposed for all the
stabling lines. Thus, space between stabling shall be sufficient to include 1 m wide
pathway to be constructed between tracks to provide access for internal train
cleaning and undercarriage inspection with provision of following facilities:

a) Each Stabling line to have water connection facility so that local cleaning, if
required, is facilitated.
b) Platforms at suitable points at each end of stabling lines to enable train operators
to board or de- board conveniently.

9.8.2 Inspection Bay at depot-cum-workshop:

The length of Inspection shed is computed as below:

(i) Length of one 3- Car rake=67.8 m

(ii) Gap between two train of 3-cars= 10 m
(iii) Cross path at each end= 10 m
(iv) Total length of Inspection lines = (iii)+(i)+(ii)+(i)+(iiii)= 10+67.8+10+67.8+10= 165.6
m, approx 166 m.

The width of the Inspection bay in computed as below:

(i) Centre – to- centre spacing between the lines= 6.5 m

(ii) Centre line of outer lines to column of Shed= 4.5 m
(iii) Width of a 3 line Inspection Bay= (ii)+(i)+(i)+(ii)= 4.5+ 6.5+ 6.5+ 4.5= 22 m
(iv) Width of a 2 line Inspection Bay= (ii)+(i)+(i)+(ii)= 4.5+ 6.5+ 4.5= 16 m

a) There shall be one inspection bay of 166 m X 22 m size (one bay of 3 lines) and
another inspection of bay of 166m x 16m size(one bay of 2 lines for future provision
for the year 2051) each with provision of accommodating inspection lines each
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having sunken floor and overhead roof inspection platforms at each of the line. The
floor will be sunken by 1100mm. The track spacing between the adjacent IBLs shall
be 6.5 m.

b) Roof Inspection platforms of 1.2m width and walkways for roof inspection supported
on the columns shall be provided. There would be lighting below the rail level to
facilitate the under-frame inspection. Ramps of 1:10 slopes, 3 meter wide should be
provided with sunken floor system for movement of material for the cars. Further,
10m cross pathways are left at each end for movement of material by fork
lifter/Leister/Hand trolley. 415V 3 phase 50 Hz, 230V 1 phase 50 Hz AC supply and
Pneumatic supply shall also be made available on each inspection shed columns.
Air-circulators shall be provided on each column. The inspection bay shall be
provided with EOT crane of 1.5 T to facilitate lifting of equipment.

Roof and walls shall be of such design that optimum natural air ventilation occurs all
the time and sufficient natural light is also available. Each Inspection bay will also
have the arrangement close by for cleaning of HVAC filter under high pressure
water jet.

9.8.3 Workshop Shed at Depot:

Requirement of workshop lines is planned as under:

TABLE-9.7
Total Additional
IOH & Unscheduled
Year Major Overhauling Requirements for Requirements for Remarks
POH repairs /lifting
Phase-I & Phase-II Phase-II
Two bays of 2 lines Additional one bay The size of
2 line 3- Car train each with two trains of 2 lines with two workshop shall be
2021 and free space of of 3- cars is to be trains of 3-car is 166 X 21 m for one
1 line x 2 train of 3 required for the required working bay
1 3-car length for
Car train length. year 2021 comprising of two
storage of other
equipment. lines capable of
accommodating one
No additional 3- Car rake with
requirement as an Bogie turn table
additional bay of 2 facility, one line of 3-
3 line 3- Car train Additional one bay lines is already Car rake length with
and free space of of 2 lines each with planned in Phase-I free space of 3- Car
2 line x 2 train of 3
2031 1 3-car length for two trains of 3- cars DPR for year 2031 rake length for
Car train length.
storage of other is required for year storage of wheel/
equipment. 2031 bogie/ equipment
etc.

No Additional No additional
3 line 3- Car train requirement as 3 requirement as total
and free space of bay bay of 2 lines 3 bay of 2 lines
2 line x 2 train of 3 each with two trains available in year
2041 1 3-car length for
Car train length. of 3- cars available 2031 is catering to
storage of other
equipment. for year 2031 is the requirements
catering to the upto year 2051.
3 line 3- Car train requirement up to
and free space of year 2051.
2051 2 line x 2 train of 3
1 3-car length for
Car train length.
storage of other
equipment.

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(a) Each bay shall comprise of two lines (as detailed in „Remarks‟ above). Size of the
workshop bay is proposed to be 166m x 21m. The unscheduled lifting and heavy repair
line shall be fitted with jack system capable to lift the 3- Car unit simultaneously for quick
change of bogie, thereby saving down time of Rolling Stock. The arrangement of jack
system shall be such that lifting of any coach in train formation for replacement of
bogie/equipments is also individually possible. Space on one line shall be available for
stocking of Bogies and wheels. These lines are to be provided with pits at regular intervals
for inspection of undercarriage and lines are to be interconnected by turn tables. Each
workshop bay shall be equipped with two 15T/2T and 5T overhead cranes, each spanning
the entire length of the workshop bay.

(b) There shall be space provided for repairs of HVAC, Door, and Traction motor etc. repairs.
Distinct spaces shall be earmarked for dismantling/repairs/ assembling and testing of each
of these equipments. Related machinery for Overhauling / Repairs & testing activities of
every equipment are also to be housed in the space earmarked.

(c) There shall be washing and cleaning equipments on the workshop floor. Bogie test stand
shall be provided in the workshop. Other heavy machinery shall also be suitably installed
on the workshop floor. Air-circulators, lights, Powers supply points and compressed air
supply line shall be provided on each workshop column.

(d) Workshop lines shall be inter-linked through turn tables, each suitable for movement of a
train in AW0 (unloaded) condition and shall also be capable to rotate with a fully loaded
bogie on it. Repair of heavy equipments such as air conditioners shall be so located so
that it does not affect the movement inside workshop.

(e) There shall be walkways on columns for roof inspections, along the workshop lines. These
walkways shall not infringe with cars being lifted/ lowered by means of mobile jacks.
Suitable space between the nearest exterior of a car and farthest edge of the walkway has
to be ensured to avoid conflict in lifting and lowering of cars.

(f) The small component, bogie painting and battery maintenance cells will be located in the
workshop with arrangement that fumes are extracted by suitable exhaust systems.

(g) Workshop will have service building with array of rooms along its length. Total size is
proposed to be 166 x 8m. These can be made by column and beam structure and
architecture made of brick works. These shall cater for overhauling sections, offices, costly
store item, locker rooms, toilets etc. Two opposite sides widthwise shall be open to
facilitate natural air circulation and cross ventilation besides the egress & ingress for
coaches. The sidewalls shall also have sufficient width of louvers for providing adequate
ventilation.

(h) There shall be space for bogie/ axle repair shop with necessary infrastructure for
disassembly, overhead, assembly and testing of mechanical components of bogies/ axle.
The repair shop shall be easily approachable from with the workshop for transportation of
components.

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Following equipment repair/overhaul facilities are planned in the workshop and

wheel repairs shop at the workshops:

1. Body furnishing
2. Bogie
3. Wheels
4. Traction Motors
5. Axle Box and Axle Bearing
6. Carbon Pad assembly.
7. Converter/inverter, circuit breaker
8. Battery
9. Air Compressor
10. Air-conditioner
11. Brake Equipment
12. Door actuators
13. Control and measuring equipments
14. Pneumatic equipment
15. Dampers and Springs
16. Couplers/Gangways
17. Coach Painting (Applicable only for Aluminum coaches, if any)

9.9 CAR DELIVERY AREA

There shall be rail connectivity between the Depot-cum- Workshop and mainline and
all trains due for scheduled/ unscheduled works shall reach the depot-cum-
Workshop by rail.

However, in case of newly procured coaches, which are transported by road, these
shall reach the Depot-cum Workshop by the road on trailers. To unload the coaches
and bring them to the track, provision of space, along the side of shunting neck, has
to be made for unloading of cars and other heavy materials. This area shall have an
insulated track embedded in the floor facilitating the movement of road trawler, which
brings in the cars. The length of the track embedded area shall be about 50 m long.
The unloading bay should be of 50 m X 30 m and the bearing capacity of the floor
should be 15-20 MT/m2. There should be enough space available for movement of
heavy cranes for lifting of coaches. The unloading area should be easily accessible
for heavy duty hydraulic trailers and minimum turning radius for the trailer movement
should be 20-23 m. in case of space limitation a point lifting jack system can be
installed.

9.10 OPERATIONAL FEATURES

The rake induction and withdrawal to main line will be primarily from the stabling
shed. Further, provisions are there for direct rake induction and withdrawal to main
line from Inspection Shed/workshop area. Movement from depot to the main line is
so planned that the main line train operation is not affected. Simultaneous receipt
and dispatch of trains from depot to main line is feasible in the present site scenario.
Both of these activities will be done effectively without effecting the train operation on
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the main line. The stabling lines would be interlocked with the main line thereby
induction of train from the stabling would be safe and without loss of time. The
proposition for a transfer track on the incoming line as well as on the outgoing line to
facilitate the movement of rake in the depot by Operation Control Centre (OCC) even
though the further path inside the depot is not clear shall be explored in the detailed
design stage depending on the actual availability of land.

An emergency line is also provided from which an emergency rescue vehicle may be
dispatched to main line in the event of emergency if necessary.

9.11 INFRASTRUCTURE FACILITIES

I. Inspection and Workshop facilities:

As indicated in 9.8.2 & 9.8.3 above.

II. Stabling Lines in Depot:

a) The requirement of lines shall be in accordance with the details indicated in para
9.8.1 above. A part of the stabling siding in the depot shall be covered with a roof in
order to facilitate testing of air conditioning of trains and their pre-cooling under
controlled condition of temperature.

b) Separate toilets adjustment to stabling lines shall be provided with small room for
keeping cleaning aids and for utilization by the working staff.

III. Automatic Coach Washing Plant (AWP)

Provision to be made for Rolling Stock exterior surfaces to be washed using a fully
automated Train Washing System, with a throughput capacity of approximately ten
trains per hour. The AWP shall be situated at such a convenient point on the
incoming route so that incoming trains can be washed before entry to the depot and
undesirable movement/shunting over ingress and egress routes within the depot is
avoided. Additional space for plant room for AWP system shall be earmarked
alongside the washing apron as indicated at S. No. 6 of Table 9.8.

IV. Train Operators Booking Office

Suitable office facility adjacent to the stabling lines at each depot should be provided
so that train operators reporting „On‟ duty or going „Off‟ duty can obtain updates
regarding „Special Notices‟, „Safety Circulars‟ and other technical updates/information
in vogue. These offices should have an attached a cycle/scooter/car stand facility for
convenience of the train operating staff.

V. Test Track
A test track of 1000 mts. in length covered & fenced should be provided beside
workshop in the depot. It shall be equipped with signaling equipments (ATP/ATO). It
shall be used for the commissioning of the new trains, their trials and testing of the
trains after the IOH and POH. Entry into the test track shall be planned for a 3- Car
train. In compliance to safety norms, the boundary of the track shall be completely
fenced to prevent unauthorized trespassing across or along the track.

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VI. Heavy Cleaning Shed

Monthly heavy cleaning of interior walls, floors, seats, windows glasses etc, outside
heavy cleaning, Front/rear Face, Vestibule/ Buffer area, outside walls and roof shall
be done manually in the interior cleaning plant designed for cleaning of one at a time.
A line adjacent to inspection shed should be so provided that placement of rakes is
possible from workshop or inspection lines & vice – versa conveniently and with
ease.

VII. Power Supply

Auxiliary substations are planned for catering to the power supply requirement of the
whole depot and workshop. Details of connected load feeder shall be worked out.
Taking diversity factor of 0.5 the maximum demands shall be computed. Two
Auxiliary substations are proposed, as the demand by machines in Workshop area
would be very large. The standby power supply is proposed through DG set with
AMF panel. The capacity of DG set will be adequate to supply all essential loads
without over loading.

VIII. Compressed Air Supply

Silent type compressor units shall be suitably installed inside the depots at
convenient location for the supply of compressed air to workshop, Inspection and
intensive cleaning sheds. Thus, the pneumatic pipeline shall run within the
workshop, inspection and intensive cleaning bays as to have compressed air supply
line at all convenient points.

IX. Water Supply, Sewerage and Drainage Works

In house facilities shall be developed for the water supply of each depot. Sewerage,
storm water drainage shall be given due care while designing the depots for efficient
system functioning. Past records of Municipal Corporation shall be used to design
the drainage system. Rainwater harvesting would be given due emphases to charge
the under-ground reserves.

X. Ancillary Workshop
This workshop will have a line at floor level with provision of pits. Arrangement for
repairs of Shunters, Rail Road Vehicles and other ancillary vehicles will be provided.
These vehicles will also be housed here itself. Heavy lifting works can be carried out
in main workshop.

Ancillary workshop will be used for storing Third Rail assembly parts and their
maintenance/ repair for restoration of 750 V DC feed system.

XI. Watch Towers

There shall be provision of adequate number of watchtowers for the vigilance of depot
boundary.

XII. Administrative Building

An administrative building close to the main entrance is planned. It can be suitably
sized and architecturally designed at the detailed design stage. A time and security

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office is also provided close to main entrance. It shall be equipped with suitable
Access control system for all the staff working in the complex.

XIII. Parking Facilities

a) Ample parking space shall be provided for the two wheelers and four wheelers at the
following points.
i) Close to the depot entry.
ii) Close to the stabling lines.
iii) Close to the Workshop/IBL.
b) Space for parking of road cum rail vehicle equipped with re-railing and rescue item:

Enough space for parking of road vehicle/ trailers/ trucks etc. Enough space will also
have to be earmarked adjacent to workshops. Similarly, provision of space for parking
of road cum rail vehicle equipped with re-railing and rescue item will have to be made
close to the main exit gate of the Depot.

XIV. Shed and Buildings

The shed and buildings normally provided in the depot with their sizes and brief
functions are indicated at Para 9.12.1. At the detailed design stage depending upon
the land availability, the decision to locate these buildings can be taken. These can
then be architecturally and functionally grouped.

XV. Plant and Machinery

a) A separate building is planned for housing pit wheel lathe (PWL), approachable from
workshop, inspection bay and stabling lines through rail and road for placement of
cars for re- profiling of wheels within the depot along with space for depot of scrap.
b) Requirement of buildings and major plants and machinery, is given at Paras 9.12.1 &
9.12.2.

9.11.1 Following Safety features should be incorporated in the design of the

Maintenance Depot-cum-Workshop:

a) 1.5 EOT cranes in the inspection bay should be interlocked with 750 V DC in such a
way that, the cranes become operational only when the traction supply is isolated
and grounded.

b) Red flasher lights should be installed along the inspection lines at conspicuous
location to indicate the 750 V DC is „Live‟.

c) Multi level wheel and TM stacking arrangement should be an inbuilt feature at the
end of Workshop Lines.

d) Pillars in the inspection bay & workshop should have provision for power sockets.

e) Placement of rakes from inspection/workshop lines on to washing lines for interior

cleaning on their own power should be possible. Linking of 750 V DC and its

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isolation at the cleaning area should be provided. Necessary requirements of safety

should be kept in view.

f) The roof inspection platform should have open-able doors to facilitate staff to go up
the roof for cleaning of roof. Suitable safety interlock should be provided to ensure
maintenance staff are enabled to climb on the roof inspection platform only after the
Stinger System is isolated.

g) Control Centre, PPIO & store depot must be close to Workshop.

h) Width of the doors of the sections wherein repairs of equipments are done should be
at least 2 meters wide to allow free passage of equipment through them.

i) Provision of water hydrants should be done in workshops & stabling yards also.

j) Compressed air points along with water taps should be available in interior, workshop
& inspection shed for cleaning.

k) Ventilation arrangement inside the inspection shed and workshop should be ensured.
Arrangement for natural cross ventilation from one side to another of inspection &
workshop bays to be incorporated along with optimum availability of natural light at
floor level.

9.12 LIST OF BUILDINGS & LIST OF PLANTS & EQUIPMENT AT DEPOT-CUM-

WORKSHOP

9.12.1 List of Buildings at Depot-cum-workshop: The facilities planned as per Phase-I

DPR can meet the requirements for Phase-II for below items except IBL, SBL and
WSL for which the requirements have been mentioned below.

TABLE-9.8
S. No Name of Building Size Remarks
1. Inspection Shed 166m x 22m ( inspection Servicing of Cars for 15 days & 45 days inspection.
bay of 3 lines) & Space for future provision of one bay of two lines to be
166m x16m (inspection bay kept for year 2051
of 2 lines)

Workshop Shed 166m x 21m (each Major repair & overhaul of rolling stocks, diesel
inspection bay) shunters, electric tractors, tower wagons. All heavy
lifting jobs. Space for future provision to be kept up to
year 2051.

Associated Sections 166m x 8m Rooms for carrying out the inspection & workshop
activity.
Stabling line shed 166m x 30 m (provision for Provisional for total area as per requirement of stabling
additional 6 SBL lines for of 54 rakes during year 2051 is to be made by utilizing
Phase-II) stabling facilty of Gyaspur Depot (existing) and
additional depot at Indroda Circle.
2. Stores Depot & Offices 45m x 45m i. Stocking of spares for regular & emergency
including Goods Platform requirement including consumable items.
with Ramp ii. This store caters for the requirement of depot
for rolling stock & other disciplines.
iii. To be provided with computerized inventory

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S. No Name of Building Size Remarks

control.
iv. Loading/Unloading of material received by
road.
3. Elect. Substation & DG set 20m x 15m To cater for normal and emergency power supply for
room depot, workshop, service and all other ancillary
buildings, essential power supply for essential loads
and security light.
4. Traction repair depot and E 80m x 30m (partly double Stabling and routine maintenance of shunting engine
&M repair shop storey) etc. & Traction maintenance depot.
For maintenance of lifts/escalators and other General
service works.
5. Cycle / Scooter / Car 100m x 6m i. Close to the depot entry.
Parking 60m x 6m ii. Close to the stabling lines.
6. Auto coach washing 60m x 10m For automatic washing of coaches. Provision of
platform Washing apron for collection of dripping water and its
Auto coach washing plant 20m X 10m proper drainage to be ensured.
room
7. Washing apron for Interior 160m x 6.5m Heavy wet washing of rakes from inside, under frame,
Cleaning roof at 30 days interval.
8. Blowdown plant 30m X 5m (additional to Heavy cleaning of underframe and roof through
intensive cleaning) compressed air at 30 days interval.
9. P-way office, store & 80m x 20m i. For track maintenance of section and depot.
Workshop including Welding ii. To weld rails for construction period only.
plant iii. To stable track Tamping machine.
10. ETU Building 30m X 15m For parking of CMV and OHE machinery.
11. Security office & Time Office 15m x 8m For security personnel.
Garages (4 Nos.) For time punching
For parking vehicle jeep, truck etc.
12. Check Post (2 Nos.) 5m x 3m For security check of incoming/outgoing staff material
and coaches.
13. Depot control centre & Crew 25mx20m (double storey) To control movement of trains in and out of the depot
booking centre and for crew booking. One small
14. O.H raw water Tank 1,00,000 Ltrs. Capacity For Storage of water.
15. Pump house Bore well 7.3mx5.4m (200 mm bore) Submersible type pump planned with 200 mm diameter
bore well.
16. Dangerous goods Store 15m x 10m For Storage of paints, inflammables & Lubricants
17. a) Traction 750 V DC a)120m x 80m Traction Power Supply
b) Feeding Post b) 15m x30m
18. Waste Collection Bin 10m x 10m Garbage dumping
19. Repair shops for S&T 40m x 20m For the AFC gates, Signaling and telecom equipment.
20. Work shop Manager Office 30m x 20m Office of Depot in charge
21. ATP & ATO Room 10m x 8m To keep equipments of ATP/ATO
22. Waste Water Treatment 12m x 6m For treating the discharge waters of the depot and
Plant remove the oil, acids etc. before discharging into the
river, with U/G tank.
23. Under floor Pit Wheel lathe 50mx 16m For wheel re-profiling
24. Canteen 200 sqm. To cater staff of depot and workshop. Should be in a
separate building with modern kitchen ware and
facilities. Obligatory as per statutory requirements.
25. Toilets 10m x 7m These toilets shall be approachable both from
-Gents 10m x 7m workshop as well as from inspection bay and ladies
-Ladies toilets shall be completely insulated from gent‟s toilet.
** Suitable space shall be allocated for having facilities for DCC, crew booking centre, Inspection room,
toilet, pantry etc. which are essential for managing train operation from Indroda Circle Depot.

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9.12.2 LIST OF PLANTS & EQUIPMENT AT DEPOT-CUM-WORKSHOP:

TABLE-9.9
Corridor-I Depot
IBL-3 Lines of 2 trains
Approx. WSL-4 Lines of 2 trains
S.
Description Unit Price
No. Qty. as Approx.
(INR Lakh)
per Additional for Cost
Phase-I Phase-II Provision
DPR (INR Lakh)

1 Under floor Pit Wheel lathe 621.00 1 0 0.00

2 Syn. Pit Jacks-for 3 cars unit 521.00 1 0 0.00

3 Automatic Train Washing Plant 268.00 1 0 0.00

4 Battery Shunting Loco 349.89 0 1 349.89

5 Electric Tractors (RRM) 199.00 1 0 0.00

6 Electric Tractors (RRM) for UFWL 184.00 1 0 0.00

7 Syn. Mobile Jacks for 3 cars unit 136.40 2 1 136.40

8 Bogie Turn Table 27.86 4 2 55.72

9 Re-railing & Rescue equipment (set) 81.99 1 0 0.00

10 Rail cum Road Vehicle (RRV) 42.26 1 0 0.00

11 Blow Down Plant 196.00 1 0 0.00

12 Mobile jib Cranes (1T Manual) 1.53 1 0 0.00

13 Under track Mobile Lifting Table (1T for IBL) 2.75 0 0.00
4
14 CI/SIV Mobile Lifting Table (3T for WS) 3.62 0 0.00

15 Arial Work Lift Platform 19.61 1 0 0.00

16 High Pressure Wash Pumps 5.37 0 2 10.74

17 AC Filter cleaning machine 23.50 1 0 0.00

18 Mobile compressor-10bar 4.20 1 0 0.00

19 HP compressor-17bar 3.36 1 0 0.00

20 EMU Battery Charger 5.56 2 0 0.00

21 Box Container for re-railing equipment 5.12 0 1 5.12

22 wooden blocks 0.77 0 1 0.77

23 Auxiliary truck 1.82 0 1 1.82

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Corridor-I Depot
IBL-3 Lines of 2 trains
Approx. WSL-4 Lines of 2 trains
S.
Description Unit Price
No. Qty. as Approx.
(INR Lakh)
per Additional for Cost
Phase-I Phase-II Provision
DPR (INR Lakh)

24 Road Truck (Pick up Van) 10.56 1 0 0.00

25 Battery operated Platform Truck for WS and DCOS 6.33 0 2 12.66

26 Welding & Cutting Equipment 2.24 1 0 0.00

27 Work Benches 0.54 10 0 0.00

28 Vertical Carousal storage system 35.00 0 1 35.00

29 Weighing scales 2.65 0 1 2.65

30 Storage Bins 7.59 0 1 7.59

31 Hand Pallet Trucks 0.39 0 5 1.95

32 Fork Lift Truck-3T(Elect) 10.35 2 0 0.00

33 Stackers (1T for DCOS) 9.50 1 0 0.00

34 Mobile Safety Steps & Ladders 5.12 LS 0 0.00

35 Set of Pallets 15.00 LS 0 0.00

36 Storage racks for DCOS stores 62.50 LS 0 0.00

37 Storage racks for workshop, tool room 31.50 - LS 31.50

38 Electric/Mechanical and Pneumatic Tools 60.00 - LS 60.00

39 Measuring & calibration Instruments 40.00 - LS 40.00

40 Special Jigs and Fixtures (Stands & Trolleys) 60.29 LS - 0.00

Industrial Furniture for Workshop, IBL & DCOS

41 90.00 LS - 0.00
rooms

42 Miscellaneous/other machinery for Workshop. 93.71 - LS 93.71

43 Display boards inside depot 7.50 0 1 7.50

44 Industrial vacuum Cleaners (heavy duty + dry/wet) 4.83 0 1 4.83

45 Small Part Cleaner 1.00 0 1 1.00

46 Polyester Web Sling+B51+B51:B70:BB51:B70 1.00 - LS 1.00

47 750 V DC Live Indicators 2.60 0 3 7.80

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Corridor-I Depot
IBL-3 Lines of 2 trains
Approx. WSL-4 Lines of 2 trains
S.
Description Unit Price
No. Qty. as Approx.
(INR Lakh)
per Additional for Cost
Phase-I Phase-II Provision
DPR (INR Lakh)

48 Wheel Gauges/Templates 3.80 - LS 3.80

49 Ultrasonic Flaw Detector 2.18 0 1 2.18

50 Memory Recorder/Chart recorder etc. 10.00 0 1 10.00

51 Induction heater 8.40 1 0 0.00

52 Hyd. Axle Bearing puller 9.60 0 1 9.60

Training equipment/ diagnostic software/Camera,

53 16.79 - LS 16.79
Projector, computer equipment/laptop etc.

54 Industrial Videoscope 10.13 0 2 20.26

55 Lifting jacks for Aircon (two post lift) 4.37 0 1 4.37

Auto wheel profile meters and attachments for dia.

56 19.18 0 1 19.18
and back to back measurement

57 Coupler backlog Gauge 8.15 0 1 8.15

58 25 Ton Hydraulic C Frame Press 7.44 0 1 7.44

59 Hydraulic work bench for Gear Box 16.00 0 1 16.00

60 Hydraulic work bench for couplers 7.60 0 1 7.60

61 Special tools for coupler 17.50 - LS 17.50

62 Other tools/equipment as per RS contractor 50.00 - LS 50.00

63 Bogie Test Stand 388.00 1 0 0.00

64 Wheel Press (300T) 467.50 1 0 0.00

65 Vertical turret lathe 131.00 1 0 0.00

66 Damper testing machine 52.98 0 1 52.98

67 Spring testing machine 166.10 0 1 166.10

68 Rail fed Bogie wash plant 188.10 1 0 0.00

69 Heating oven for TM 5.88 0 1 5.88

70 Minor Diagnostic equipment (Set) 30.00 0 1 30.00

71 Tool Kit 5.00 0 1 5.00

72 Impulse Tester for TMs 11.05 0 1 11.05

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Corridor-I Depot
IBL-3 Lines of 2 trains
Approx. WSL-4 Lines of 2 trains
S.
Description Unit Price
No. Qty. as Approx.
(INR Lakh)
per Additional for Cost
Phase-I Phase-II Provision
DPR (INR Lakh)

73 Battery cell topper 3.00 0 1 3.00

74 Articulated Boom lift 45,00 0 1 45.00

75 Hydraulic Scissor lift (1 Ton) with auxiliary table 1.00 0 2 2.00

Chemical cleaning tank, Ultrasonic cleaning tanks

76 1 0 0.00
etc.

77 Carbody Stands 24 0 0.00

78 Portable cleaning plant for Rolling Stock 1 0 0.00

79 Oven for the motors 6.00 1 0 0.00

OVER ALL TOTAL 1381.53

9.13 COST ESTIMATE

The total estimated cost at Jan‟17 price level may be assumed as Rs. 14 Crores
(approx). This would be required for Rolling Stock M&P equipment in addition to
provision available in Phase-I, for one depot at Gyaspur for North South corridor
(including the extension). No M&P has been planned at Indroda Circle as it will be
used only for stabling purpose.

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Chapter - 10
POWER SUPPLY ARRANGEMENTS

Power supply is the lifeline of Metro System

10.1 POWER REQUIREMENTS

Electricity is required for operation of Metro system for running of trains, station services
(e.g. lighting, lifts, escalators, signaling & telecom, fire fighting, air-conditioning etc) and
workshops, depots & other maintenance infrastructure within premises of metro system.
The power requirements of a metro system are determined by peak-hour demands of
power for traction and auxiliary applications. Broad estimation of traction and auxiliary
power demand is made based on the following requirements:-

(i) Specific energy consumption of rolling stock at Pantograph/ Current Collector –

60KWh/1000 GTKM as per MOUD guideline for 750 V dc system.
(ii) Elevated/at –grade station auxiliary load – initially 250 kW, which will increase to 300 kW
in the year 2051.

Keeping in view of the train operation plan and demand of auxiliary and traction power,
power requirements projected for the year 2021, 2031, 2041 and 2051 are summarized
in table 10.1 below:-

Table 10.1 Power Demand Estimation (MVA)

Corridors Load Year

2021 2031 2041 2051

Extension of North-South Corridor; Traction 3.47 4.34 5.78 6.93
Motera Stadium to Mahatma
Auxiliary 6.17 6.42 6.79 7.41
Mandir, 20 Stations (22.84 km)
Sub-total 9.64 10.76 12.57 14.34
Spur of North-South Corridor Traction 0.79 0.79 0.79 0.79
extension; GNLU to Gift City, 3
Auxiliary 0.93 0.96 1.02 1.11
Stations (5.4 km)
Sub-total 1.72 1.75 1.81 1.90
Spur of North-South Corridor Traction 0.92 0.92 0.92 0.92
extension; Koteshwar Road to
Auxiliary 0.93 0.97 1.02 1.12
Airport, 3 Stations (6.34 km)
(Phase-IIA) Sub-total
1.85 1.89 1.94 2.04

Grand Total 13.21 14.40 16.32 18.28

The detailed calculations of power demand estimation are attached at Annexure 10.1.

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10.2 NEED FOR HIGH RELIABILITY OF POWER SUPPLY

The proposed Ahmedabad metro system is being designed to handle about 16,000
passengers per direction during peak hours when trains are expected to run at 2.0
minutes intervals. Incidences of any power interruption, apart from affecting train
running, will cause congestion at stations. Interruption of power at night is likely to cause
alarm and increased risk to traveling public. Lack of illumination at stations, non-visibility
of appropriate signage‟s, disruption of operation of lifts and escalators is likely to cause
confusion, anxiety and ire in commuters, whose tolerance level are low on account of
stress. Effect on signal and communication may affect train operation and passenger
safety as well. Therefore, uninterrupted power supply is mandatory for efficient metro
operations.

To ensure reliability of power supply, it is essential that both the sources of Supply and
connected transmission & distribution networks are reliable and have adequate
redundancies built in. Therefore, it is desirable to obtain power supply at high grid
voltage of 220 kV, 132 kV or 66 kV from stable grid sub-stations and further transmission
& distribution is done by the Metro Authority itself.

10.3 SOURCES OF POWER SUPPLY

The high voltage power supply network of Ahmedabad city was studied in brief. The city
has 220 kV, 132 kV and 66 kV network to cater to various types of demand in vicinity of
the proposed corridors. A meeting was held on 19.04.2017 with M/s Torrent Power &
MEGA official, and various sub-stations sites had been inspected to finalize the Input
Power Supply sources & Supply Voltage.

Keeping in view the reliability requirements, Two Receiving Sub-stations (RSS) are
proposed to be set up for extension of North-South Corridor Motera Stadium to Mahatma
Mandir and its two Spurs Koteshwar Road to Airport & GNLU to Gift City. This is an
economical solution without compromising reliability. Based on the discussions in
meeting with M/s Torrent Power & MEGA, it is proposed to avail power supply for
traction as well as auxiliary services from the following grid sub-stations at 132 kV
voltage through cable feeders: -

Table 10.2 Sources of Power Supply

S. Corridor Grid sub-station of Power Supply Location of Approx.
No. Authority (Input voltage) RSS of Metro length of
Authority cables
1. Extension of North-South One no. 132 kV bays from 132 kV 5.0 km
Corridor; Motera Stadium Gandhi Nagar Substation
Near Infocity
to Mahatma Mandir and
One no. 132 kV bays from 132 kV IT Station 2.6 km
its spur; GNLU to Gift
City Park Substation

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S. Corridor Grid sub-station of Power Supply Location of Approx.

No. Authority (Input voltage) RSS of Metro length of
Authority cables
2. Spur of North-South Two no. 132 kV bays from 132 Airport Near Airport 0.5 km
Corridor extension; Substation Station
Koteshwar Road to OR
Airport Two Nos 66 kV bays from proposed Near Koba 3.5 km
Bhat 220/66 kV Grid Sub-station Circle
(GETCO).

M/s Torrent Power MoM, dated:-19.04.2017 have assured that reliable power supply
from their 132 kV Sub-station will be provided (Annexure 10.2A). A letter bearing No.
DMRC/DPR/AM/10/Part-IV, dated 04.05.17 has been sent to M/s GETCO for the sake of
confirmation of power supply at 220/66 kV Bhat Grid Substation (Annexure 10.2B). In
view of this, during the details design stage, the locations of RSS and GSS may be
reviewed/ fine tuned and finalized based on the updated status of power supply/ Sub-
stations of M/s Torrent Power. The summary of expected power demand at various
sources is given in table 10.3.

Table 10.3 – Power Demand projections for various sources (in MVA)

Peak demand - Normal Peak demand** - Emergency

Corridor Input Source Year (2021) Year (2051) Year (2021) Year (2051)

Extension of RSS Near Infocity Station

North-South
Corridor; Traction 2.59 4.32 5.18 8.64
Motera Stadium
to Mahatma Auxiliary 4.02 4.82 8.03 9.64
Mandir
and its spur Sub-total (A) 6.61 9.14 13.21 18.38
Koteshwar
RSS Near Airport Station/ Koba Circle Station
Road to Airport
& GNLU to Gift
Traction 2.59 4.32 5.18 8.64
City

Auxiliary 4.02 4.82 8.03 9.64

Sub-total (B) 6.61 9.14 13.21 18.38

** Incase of failure of other source of power

The 132 kV, 66 kV power supply will be stepped down to 33 kV level at the RSS‟s of
metro authority. The 33 kV power will be distributed along the alignment through
separate 33 kV Ring main cable network for feeding traction as well as auxiliary loads.
These cables will be laid in dedicated ducts/cable brackets along the viaduct.

Interconnection of 33 kV power supply between these corridors has been planned at the
Interchange station of Koteshwar Road & GNLU which can be used for transfer of power
from one corridor to other in the emergency situations. In case of tripping of One RSS of

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either corridor on fault or input supply failure, train services can be maintained from
stand-by source of the same line or by feed extension from RSS of other line. But if one
more RSS fails, only curtailed services can be catered to. However, in case of total grid
failure, all trains may come to a halt but station lighting, signal & telecom system, fire
and hydraulics & other essential services can be catered to by stand-by DG sets.
However, no train services can be run with power supply received from DG Sets.
Therefore, while the proposed scheme is expected to ensure adequate reliability in
normal and emergency situation, it would cater to grid failure as well, except for the train
running.

Typical High Voltage Receiving Sub-station

Typical High Voltage Gas Insulated Sub-Station (GIS)

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The 132 kV or 66 kV cables will be laid through public pathways from M/s Torrent Power
Sub-stations or M/s GETCO to RSS of Metro Authority. RSS near Infocity Station and
near Airport Station or Koba Circle shall be provided with 2 nos. (one as standby)
132/33 kV, 20 MVA (ONAN) three phase Transformers for feeding Traction as well as
auxiliary loads for all three sections. The capacity of transformers may be reviewed
considering the load requirement / Power distribution of both the corridors at the time of
detailed design stage.

Gas Insulated Switchgear (GIS) type Switchgear will be planned for these sections of
Ahmedabad Metro due to less space and reduced maintenance. Land plot area 40m x
30m (1200 sq. m) is required.

The typical GIS RSS layout is given in figure 10.1

Figure 8.1 Typical layout of GIS RSS

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INCOMMING 132 kV

132 kV 630 mm2 x 3 Single Core

Aluminium Conductor XLPE Cable

132 kV 630 mm2 x 3

Single Core
Aluminium Conductor
33 kV 240 mm2 x 3 XLPE Cable 33 kV 240 mm2 x 3
Single Core Copper Single Core Copper
Conductor XLPE 132/ 33 kV, 20 MVA Transformers
Conductor XLPE
Cable Cable

33 kV 240 mm2 x 3
Single Core Copper
Conductor XLPE
Cable

FIGURE 10.1 – TYPICAL 132/33kV RSS LAYOUT

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INCOMMING 66 kV

66 kV 500 mm2 x 3 Single Core

Aluminium Conductor XLPE Cable

66 kV 500 mm2 x 3
Single Core
Aluminium Conductor
33 kV 240 mm2 x 3 XLPE Cable 33 kV 240 mm2 x 3
Single Core Copper Single Core Copper
66/ 33 kV, 20 MVA Transformers Conductor XLPE
Conductor XLPE
Cable Cable
33 kV 240 mm2 x 3
Single Core Copper
Conductor XLPE
Cable

TYPICAL 66/33kV RSS LAYOUT

10.4 VARIOUS OPTIONS OF TRACTION SYSTEM

There are three options available for power supply system for MRTS:

 25 kV & 2x25 kV AC Overhead Catenary system.

 750 V dc third rail system.
 1500 V dc Overhead Catenary system

A sub- committee set up by “Ministry of Urban Development” on Traction system for

metro railway has studies various aspects of merits and demerits of various traction
system. The following are the highlights of Report:-

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Merits and Demerits of various traction systems:

a) 25 kV ac with OCS (Flexible/rigid):- Merits

 Reduced cost – Unlike dc traction this system, does not require substations
at frequent intervals due to high voltage, reduced current levels and lower
voltage drops as a result, there is substantial reduction in cost. Cost of 25 kV
ac traction systems is about 30% less as compared to 750V DC 3rd rail
traction system.
 Energy regeneration & line losses- Energy regeneration is more than 30%
in 25 kV AC traction system as compared to 18% in 750V DC 3rd rail traction
system. In 25 kV AC traction system line losses are 12% less as compared to
750V DC 3rd rail traction system
 Cost of rolling stock- The cost of rolling stock & maintenance cost of
traction system are comparable.
 Capacity – In future, the system can cater to traffic needs even in excess of
75000 PHPDT, which, however, is restricted on account of other constraints.
 Easy of capacity enhancement – Capacity enhancement can be easily
achieved by simply enhancing the transformer and its associated equipment
at the receiving substation.
 Higher efficiency of operation – The efficiency of regeneration is
substantially more than dc systems and line losses are very less of the order
of 5%.100% recovery of regenerated energy is possible in the case of 25 KV
ac traction compared to a figure of 75% in the case of 1500 V dc systems and
60% in the case of 750 V dc systems.
 Less Fire hazards-AC system poses lesser fire hazards as current levels are
much lower than DC system.
 Stray current - There are no problem of stray currents and hence nearby
metallic structures are not affected by corrosion. However there are problems
of EMC / EMI which can be controlled by using return conductor & screened
cables in signaling applications & fiber optic cable in telecommunication
system without using booster transformer as per recent developments. This
also helps in avoiding use of booster transformer which causes 2% line loss
and excessive voltage drops besides involving maintenance & reliability
issues.
 Traction equipments in 25kV AC system are standardized & mostly
indigenously available.
 Though in underground section higher size tunnel diameter is required.

b) 600-850 V dc third rail traction system:-Demerits

 High operating currents and High voltage drops necessitating reduction
in spacing of sub-station- This leads to larger voltage drops along the Third
Rail distribution system, which necessitates closer spacing of sub- stations at
an interval of almost every 2 Km, leading to higher costs of construction.

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 Low levels of regeneration- The regeneration is 18%, because 60% of re-

generated energy in a 750 V dc system is possible to be retrieved.
 Safety hazards with use of medium voltage at ground level- Due to
existence of the “live” third rail at ground level, this system can be hazardous
to safety of commuters and maintenance personnel if they fail to adopt safety
precautions.
 Line losses- Line losses are more due to higher current. Transmission line
losses on 750 V dc traction system are around 21% as against 5% of 25 kV
ac traction system.
 Phenomenon of stray current- In a third rail system, where the running rails
are used as a return path, a part of the return current leaks into track
structure. This current is called stray current. It is necessary to manage the
stray current to ensure minimal corrosion effect and consequent damages to
metallic components in the track structure as well as metallic reinforcement
and metal pipes of building of metro and public areas adjacent to the Metro
alignment.

c) 1500 V dc system with Overhead Catenary System:-Demerits

 Higher maintenance requirement and costs as compared to 750V dc third rail
system.
 Theoretical traffic capacity with 1500V traction system is less as compared to
25KV ac system.
 Line losses are more due to higher current as compared to 25 kV ac. It may
be in the range of 10 to 12% as against 5% of 25 kV ac system.

In view of above techno- economic considerations, DMRC recommends 25 kV AC

Traction power supply. This is 95% available indigenously. However due to the low
PHPDT of the network, lesser network lengths and aesthetics use of 750V DC system
as used in Ahmedabad Metro by MEGA for Phase-1, is also suitable and justified. The
DC suppliers are located outside India with 95% import content. As the Train
Maintenance depot is common for Phase-1 & Phase-2, it is technically necessary to
have a common traction system and hence 750 V dc 3rd rail traction system is optimum
& recommended. Final decision may be taken by the client in this regard.

10.5 750V DC THIRD RAIL CURRENT COLLECTION SYSTEM

For the 750V dc Third Rail Current Collection System, Bottom current collection with the
use of composite Aluminum steel third rail on main lines & depot is envisaged from
reliability and safety considerations (figure below).

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Insulator

Insulated Protective Shrouds

Third Rail

Aluminium

Track 6mm thick

Third Rail support sliding surface : stainless steel

Composite Aluminum Third Rail

Concrete Sleeper

750V dc Third Rail Current Collection System

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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 m-ohm/km respectively. The life of
composite and steel third rail is expected to be 25-30 years.

10.6 TRACTION SUB-STATIONS (33KV/750V DC)

Traction sub-stations (33kV/750V dc) are required to be set up for feeding 750V dc
power supply to the third rail. In order to cater to traction load as per train operation plan,
it is envisaged to provide traction sub-stations (TSS) at alternate stations. The TSS
along with Auxiliary Sub-Stations (ASS) will be located at station building itself at
mezzanine or platform or Ground level inside a room. The typical layouts for TSS & ASS
are given below. The requirement comes to 11 TSSs for extension of North-South
Corridor; Motera Stadium to Mahatma Mandir, 2 TSSs for its first Spur; Koteshwar Road
to Airport & 2 TSSs for its second Spur; GNLU to Gift City.

TYPICAL DRAWING OF ASS & TSS

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TYPICAL DRAWING OF ASS

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33 kV 240 mm2 x 3
Single Core Copper
Conductor XLPE
Cable

Schematic Diagram of DC Traction

Line Bracket Support Assembly for Viaduct

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Suspension Assembly in Depot

10.6.1 Stray Current Corrosion Protection Measures

Concept of dc Stray Current Corrosion
In dc traction systems, bulk of return current finds its path back to the traction sub-station
via the return circuit i.e. running rails. The running rails are normally insulated to
minimize leakage of currents to the track bed. However, due to leaky conditions, some
current leakage takes place, which is known as „stray current‟. The current follows the
path of least resistance. Return current deviates from its intended path if the resistance
of the unintended path is lower than that of intended path. The stray current may flow
through the unintended path of metallic reinforcements of the structure back to the sub-
station. It is also possible that part of the stray current may also flow into soil, where it
may be picked up by metallic utilities and discharged back to soil and then to near the
sub-station.

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The dc stray currents cause metal detraction in watery electrolytes as per the following
chemical reactions:-
 Stray current enters in the metal
2H2O + 2e-  H2 + 2OH- (development of Hydrogen gas)
 Stray current exits from metal
Fe  Fe2+ + 2e- (Fe2+ ions migrate away from the metal)

That is how, dc stray currents cause corrosion of metallic structure where it leaves the
metal. This is shown in figure 10.4. Pitting and general form of corrosion are most often
encountered on DC Electrified Railways.

Traction Current 750 V Third Rail

Traction
Sub Station

Return Current
Running Rails

Sturcture Earth
Stray Current

Stray Current

= Area of stray current corrosion

= Insulated

FIGURE 8.4 -- DC TRACTION SYSTEM : STRAY CURRENT CORROSION CONCEPT

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

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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.

Earthing & Bonding

The earthing installation at the RSS, stations, ASS+TSS at the stations and depots shall
be provided to cover all the buildings, structures, passenger ways and connected
structures during operation or non-operation hours to achieve;

1. Safety of operating personnel and other persons from electrical shock.

2. Minimum of electrical interference between the electrical power supply and other
electrical and electronic systems.
3. Minimum of disturbance to existing statutory services and parts of the Metro network
system due to any electrolytic corrosion effects arising from dc traction currents flowing
to and from the general body of the earth.

Main Line Earthing for DC traction system

1. Floating system (i.e. traction system with floating negative) is to be adopted for all
sections except depot area. Under this system electrical isolation from the earth shall be
provided with an insulation gasket where ever required.
2. The running rails shall be adequately insulated as per EN 50122-2.
3. Stray current cables: Stray collection cable shall be provided along the viaduct and in the
tunnel. The stray collection cable shall enter each traction substation building and
terminate on a stray current bus bar adjacent to the DC negative bus bar. The stray
current bus bar shall be insulated to earth and shall not be connected to either the rails
or to the traction negative bus bar. It shall be connected or bonded at intervals to track
plinth sacrificial bars or stray current collection mat, made of continuous longitudinal
steel cage, installed within the track support concrete. The stray current collection cable
preferably of aluminum. Stray current collection can never be used as a general earth.
4. In addition, provisions shall be made for continuous monitoring of the stray current as
per EN-50122 at multiple locations through SCADA system.
5. Trunk earth conductor/System/structural earth cable: A trunk earth conductor of
appropriate cross section preferably ACSR shall be provided throughout the viaduct & in
the tunnels on up and down lines and to the places where it is required for the earthing
without endangering the safety of person.
6. The DC feeder protection, switchgear and return current bonding shall be specified,
designed, and maintained so that all short circuits from the conductor rails to the running
rails and items bonded to the running rails are interrupted in a sufficiently short time that
touch voltages at all points in the system, as functions of time, do not exceed the
maximum levels specified in EN 50122-1.
7. The metallic or steel structures like cable trays, pipe lines, railings, trusses, foot over
bridges, road over bridges, advertising structures, equipment with metallic frames that
can come in contact with the commuters and are in the influence zone must ensure
electric isolation every 10-12 meters using insulation gasket for providing electrical

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isolation and separately earthed. The chances of accidental potential difference under
fault condition due to separate earthing points should be minimized.

Earthing System for AC supplies

1. The Earthing system for AC power supplies shall be maintained distinct and
isolated from the DC system for the Main line. The AC earthing shall be provided at
RSS, ASS at stations, depots and OCC.

Depot
1. An earthed system shall be used for Depot area.
2. A separate TSS shall be provided for depot so as to facilitate isolation of depot
traction supply from mainlines in order to prevent the leakage of return currents to
depot area.
3. For safety reasons, the system in depot is negative earthed one therefore, the
mainline tracks and third rail supply shall be isolated from depot tracks through
double insulted rail joints and sectioning in order to minimize the stray currents,
even during the movement of the trains. Remote operated sectionalizing switches
will be provided for operational exigencies.
4. Special measures for safety of person in wheel lathe area and washing lines area
be provided and at the same time minimize the stray currents as leaky conditions
exists in such areas. The non-electrified tracks shall be provided with the Insulated
Rail Joint (IRJs).
5. A new system of DC traction with floating neutral in selected lines is followed in
Depot in consultation with GC & DDC. Based on the outcome after commissioning
& operational trials, a decision may be taken to continue or modify the same.

Measures for Protection against Stray Current Corrosion

Earthing & bonding and protection against stray current corrosion are inter-related and
conflicting issues. Therefore, suitable measures are required to suppress the stray
currents as well as the presence of high touch potentials. Safety of personnel is given
preference even at a cost of slightly increased stray currents. Following measures are
required to restrict the stay current:-

(i) Decreasing the resistance of rail-return circuit

(ii) Increasing the resistance of rail to ground insulation

Whenever buried pipes and cables are in the vicinity of dc systems, efforts shall be
made to ensure that metal parts are kept away as far as practicable to restrict stray
current. A minimum distance of 1 meter has been found to be adequate for this purpose.
Generally, three types of earthing arrangements (viz. Earthed System, Floating System
& Hybrid Earthing System) are prevalent on metros World over for protection against
stray current corrosion. Traditionally, earthed system was used by old metros. Hybrid
earthing system is being tried on experimental basis on few new metros. Floating system
has been extensively used by recent metros. As per global trends, floating system (i.e.

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traction system with floating negative) is preferred. It reduces the dc stray current
considerably. The arrangement shall comply with the following latest CENELEC
standards:

 EN 50122-1:- Railway Applications (fixed installations) protective provisions

relating to electrical safety & earthing
 EN 50122-2:- Railway Applications (fixed installations) protective provisions
against the effects of stray currents caused by dc traction system

The conceptual scheme of the proposed floating system is described as follows:

i) The running rails shall be adequately insulated as per EN50122-2. The recommended
conductance per unit length for single track sections are as under:-

Elevated section: - 0.5 Siemens/km

ii) Stray Current Collector Cables {commonly known as structural earth (SE) cable} (2x185
mm2 Aluminium) shall be provided along the viaduct and all the metallic parts of
equipment, cable sheath, viaduct reinforcement, signal post etc. shall be connected to SE
cable with 120 mm2 Aluminium cable.
iii) The continuity of the reinforcement bars of the viaduct as well as track slabs has to be
ensured along with a tapping point for connection with SE cable in order to drain back the
stray current. The typical arrangement of connecting the reinforcements of viaduct is
shown in figure 10.5.













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.

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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.
vi) The third rail installation shall be kept adequately away from the drain for the seepage
water in the tunnel section.

The proposed scheme is shown in figure 10.6

Traction Substation Station

Return Circuit (Running Rails)

Stray Current
Monitoring Device U> TEP U> U> TEP (Track Earthing Panel)

Traction Power Supply Signalling

AC Switch gear Station Power Supply
fence
Transformer HSCB Rectifier Transformer CB Platform
X
X
X

I >
Sheilding Cables

Structure Earth (SE) Cable

Feeding Cable Reinforcements
Earthing Systems

Railway installations

Non Railway installations

Pipe with
Insulating Joint

FIGURE 8.6 -- BASIC DIGRAM FOR EARTHING , BONDING AND STRAY CURRENT PROTECTION MEASURES

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

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

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The rectifier-transformer used in dc traction system produces harmonic voltages, which

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

10.6.3 Auxiliary Supply Arrangements for Stations

Auxiliary sub-stations (ASS) are envisaged to be provided at each station. The ASS will
be located at mezzanine or platform or Ground level inside a room. Wherever TSS is
required, ASS & TSS will be housed together inside a room. The auxiliary load
requirements have been assessed at 300 kW for elevated/at-grade stations.
Accordingly, two dry type cast resin transformers (33/0.415kV) of 315 kVA capacity are
proposed to be installed at the stations (one transformer as standby) for elevated station.
2 x 2.5 MW transformer-rectifier for extension of North-South corridor and its spur up to
Airport & Gift city for feeding traction load shall be provided in each TSS with space
provisions for an additional set to be accommodated in future as and when the cars per
train composition is increased.

Self-cooled, cast resin dry type rectifier-transformer is proposed, which is suitable for
indoor application. From the traction sub-stations, 750V dc cables will be laid up to third
rail and return current cables will be connected to running rails.

Typical Indoor Auxiliary Sub-station

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10.6.4 Rating of Major Equipment

Based on emergency demand expected at each RSS as shown in Table 10.3, and
expected power demand during emergency, RSS near Infocity Station and near Airport
Station or near Koba Circle shall be provided with 2 nos. of (One to be in service and
one as standby) 132, 66/33 kV, 20 MVA three phase transformers for feeding traction as
well as auxiliary loads. The incoming cable 3-phase single core XLPE insulated with 500
mm2 & 630 mm2 Aluminum conductors shall be to meet the normal & emergency loading
requirements and fault level of the 66 kV & 132 kV supply respectively.

Traction transformer-rectifier set (33 kV/750 V dc) shall be of 2.5 MW (for extension of
North-South corridor; Motera Stadium to Mahatma Mandir and for its spurs 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 750 V 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 750 V 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.
FRLS Cable for Elevated section. Accordingly, proposed 33kV cables sizes are as
under:

 Two runs of 3, Single core x 240 mm2 Copper conductor (Single run) XLPE
insulated for 33kV ring main cable network for extension of North-South Corridor
and its spurs.

Adequate no. of cables are required for transfer of power from TSS to third rail. Single-
phase XLPE insulated cables with 300 mm2 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 circuits to feed power to third rail.

The above capacities of transformers, cables etc. have been worked out based on the
conceptual design. Therefore, these may be required to be revised for better accuracy
during design stage of project implementation.

10.7 MV/LV SYSTEM

Following major E&M Equipments/system shall be required for elevated stations:-

 MV/LV panels
 DG set

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 UPS & Battery system

 Lifts (Typical four per station)
 Escalators (Typical four per station)
 Fire suppression, detection system, Fire Pump and water pump.
 Lights & fans
 Air conditioning system (VRV)
 BMS system
 Lightning protection system
 Earthing system

Panels shall be front operated front access cubical type indoor duty floor mounted totally
enclosed dust and vermin proof with neoprene gaskets fabricated from CRCA sheet with
powder coated finish suitable for 415 V 3 Phase 4 wire 50Hz system.

Power for PD area will be given through separate feeder in case of large area is given
through station supplies using separate meters for small loads.

10.8 STANDBY DIESEL GENERATOR (DG) SETS

In the unlikely event of simultaneous tripping of all the input power sources or grid
failure, the power supply to stations as well as to trains will be interrupted. It is, therefore,
proposed to provide a standby DG set of 180 kVA capacity at the elevated stations to
cater to the following essential services:

(i) Essential lighting

(ii) Signaling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system
(vi) Ventilation system
(vii) Smoke management system

Silent type DG sets with low noise levels are proposed, which do not require a separate
room for installation.

10.9 SOLAR PHOTO VOLTAIC (PV) POWER SYSTEM

In solar PV power system are installed at various sites in RESCO (Renewable Energy
Service Company) model. In DMRC Stations and Depots 17.1 MWp solar PV power
system has been installed in RESCO model.

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Solar PV Power panel

“RESCO Model” means where the developers intend to provide solar power system on
rooftop/sites owned by Metro on mutually agreed terms and conditions from Metro and
enters into the PPA (Power purchase agreement) with Metro for supply of Solar power
for 25 years from the date of Commissioning of project.

In elevated stations about 50 kWp to 150 kWp capacity of Solar PV power system can
be provided depending upon type of roof availability, shadow free roof area, orientation
of stations. In DMRC receiving sub-station 20 kWp to 50 kWp capacity Solar PV systems
are generally provided. In DMRC Depot area, approx.1000 kWp to 1500 kWp of solar
capacity has been provided. Solar PV system in station parking area can also be
planned as per availability of area.

10.10 SEWAGE TREATMENT SYSTEM USING INTEGRATED CONSTRUCTED

WETLANDS(ICW)

For RSS installation, the sewage shall be connected to the city sewage system if
available. If not available, sewage treatment system using integrated constructed
wetland (ICW) will be installed. Following are the objectives for providing Sewage
Treatment System using Integrated Constructed Wetlands (ICW):-

1) To establish an effective option for treatment of wastewater that is generated from

campus.
2) Establish an onsite treatment solution which is effective and cost effective option
without producing any by products.
3) To establish a sustainable and environmental friendly solution with minimal
maintenance.

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4) The treated water can be reused for various non-portable applications landscaping,
flushing and cleaning.

The objective of Constructed Wetlands is to utilize the decomposable organic matter

present in sewage, which can be disposed of into the environment without causing
health hazards or nuisance. The degree of treatment to be adopted would meet the
regulatory agencies (surface water discharge standards).

Constructed wetlands (CW) are complex and modular system provides an efficient and
sustainable purification treatment method that is applicable to practically all pollutant
sources and in all climate and environmental conditions. CW relies on Constructed
Wetlands, and is based on the activity of plants together with microorganism
communities in the root zone. Together they degrade, accumulate, extract, and volatilize
contaminants of all kinds in water, soil and the air, resulting in clean and purified outflow.
In DMRC Faridabad RSS 1 KLD capacity Sewage Treatment System provided through
integrated constructed wetland method.

10.11 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 fiber provided for telecommunications will be used as
communication carrier for SCADA system.

Digital Protection Control System (DPCS) is proposed for providing data acquisition,
data processing, overall protection control, interlocking, inter-tripping and monitoring of
the entire power supply system consisting of 33kV ac switchgear, transformers, 750V dc
switchgear and associated electrical equipment. DPCS will utilize microprocessor-based
fast-acting numerical relays & Programmable Logic Controllers (PLCs) with suitable
interface with SCADA system.

10.12 ENERGY SAVING MEASURES

Energy charges of any metro system constitute a substantial portion of its operation &
maintenance (O & M) costs. Therefore, it is imperative to incorporate energy saving
measures in the system design itself. The auxiliary power consumption of metros is
generally more than the traction energy consumed by train movement during initial years
of operation. Subsequently, traction power consumption increases with increase in train
frequency/composition in order to cater more traffic. The proposed system of
Ahmedabad Metro includes the following energy saving features:

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(i) Modern rolling stock with 3-phase VVVF drive and lightweight stainless steel
coaches has been proposed, which has the benefit of low specific energy
consumption and almost unity power factor.
(ii) Rolling stock has regeneration features and it is expected that 18% of total
traction energy will be regenerated and fed back to 750 V dc third rail to be
consumed by nearby trains.
(iii) Effective utilization of natural light is proposed. In addition, the lighting system of
the stations will be provided with different circuits (33%, 66% & 100%) and the
relevant circuits can be switched on based on the requirements (day or night,
operation or maintenance hours etc).
(iv) Machine-room less type lifts with re-generative braking has been proposed with
3-phase VVVF drive. These lifts are highly energy efficient.
(v) The proposed heavy-duty public services escalators will be provided with 3-
phase VVVF drive, which is energy efficient & improves the power factor.
Further, the escalators will be provided with infrared sensors to automatically
reduce the speed (to idling speed) when not being used by passengers.
(vi) The latest state of art and energy efficient electrical equipment (e.g.
transformers, motors, light fittings etc) has been incorporated in the system
design.
(vii) Efficient energy management is possible with proposed modern SCADA system
by way of maximum demand (MD) and power factor control.
(viii) LED lights to be used in the station area and Depot area.

10.13 ELECTRIC POWER TARIFF

The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of
the Metro System, which constitutes about 30-38% 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 27.92 million units for the extension of
North-South Corridor, 5.69 million units for its spur (Koteshwar to Airport) and 5.18
Million units for its second spur (GNLU to Gift City) in initial years (2021), which will be
about 44.72 Million Units, 6.79 Million Units and 6.18 Million Units in the year 2051
respectively. In addition to ensuring optimum energy consumption, it is also necessary
that the electric power tariff be kept at a minimum in order to contain the O& M costs.
Therefore, the power tariff for Ahmedabad Metro should be at effective rate of purchase
price (at 132 kV & 66 kV voltage level) plus nominal administrative Charges i.e. on a no
profit no loss basis. The power tariff of Gujarat Electricity Regulatory Commission for the
railways for financial Year 2016-17 demand charges Rs.180/kVA/month and energy
charges Rs 5.00/kWh. This is expected to be in the range of Rs 5.25 to Rs 5.50 per unit.
It is proposed that Government of Gujarat takes necessary steps to fix power tariff for
these sections of Ahmedabad Metro at “No Profit No Loss” basis. Similar approach has
been adopted for Delhi Metro. For keeping the Electricity cost at the minimum &
optimum level, following suggestion are indicated:

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 Ahmedabad Muncipal Corporation should not levy any municipal taxes on

Electricity for Ahmedabad Metro.

 DISCOMS to be pursued to give Electricity on cost to serve basis. A separate

category of Electricity tariff for Metro system may be finalized by the Regulatory
Commission.

 DISCOMS shall not object or levy charge/ Gross-subsidy wheeling charges, any
other charges etc. if Ahmedabad Metro decides to go for open access to reduce
the cost of Energy and thereby the operating expenses of Metro.

 For obtaining power connection from DICOMS GSS, Metro normally pays only
for the bay commission charges. M/s Torrent has indicated during meeting to
charge all expenditure relating to modification/ addition/ alteration will be
recovered from the Ahmedabad Metro to this project. This may be dealt by
MEGA separately for arriving at a reasonable connection charges.

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Chapter – 11

SIGNALLING AND TRAIN CONTROL SYSTEM

11.1 INTRODUCTION

The Signalling and Train Control System shall provide the highest safety level for
means of an efficient Train Control, ensuring safety in train movements. It assists in
optimization of rail infrastructure investment and running of efficient train services
on the network.

This Chapter provides the main design features of the signaling and train control
system for the operation of Ahmedabad Phase-II metro corridor from Motera
Stadium to Mahatma Mandir and their two extensions from Koteswer Road to
Ahmedabad Airport and from GNLU to Gift City corridors taking into account the
proven and advance system being used worldwide.

The Proposed North-South Corridor i.e. from Motera Stadium to Mahatma Mandir
and their two extensions of Ahmedabad Metro Rail Corridors are planned to be
operated at 90 Km/hr.

Koteswar Road and GNLU stations shall be interchange stations and Gyaspur
Depot shall be used for Phase II corridor of Ahmedabad Metro Rail Corridor. As
per design requirement, the signaling System shall be designed at minimum 90
second headway in one direction.

11.2 SIGNALLING SYSTEM & PSG

The Signalling shall provide the highest safety level to ensure that the operational
activities are developed following strict safety requirements. At the same time, it
shall meet the requirements for efficient train operations and high quality of service.
The proposed signalling system design for metro line corridor is as under:

 Continuous Automatic Train Control System (CATC)

 Automatic Train Operation System (ATO)
 Radio based Automatic Train Control (ATC) System
 Automatic Train Protection (ATP) System
 On board Equipment
 Cab Signalling
 Fall-Back Block System
 Interlocking device
 Track side Radio equipment
 Track Vacancy Detection System
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 Electric Point Machine

 Track side Signals
 Centralized Traffic Control System
 Power Supply of signalling
 Cable for signalling
 Half Height Integrated Platform Gate (PG)

11.3 OVERVIEW OF SIGNALLING SYSTEM & PSG

It is expected to carry large number of passengers by maintaining shorter spacing

between trains requiring a very high level of safety enforcement and reliability. At
the same time heavy investment in infrastructure and Rolling stock necessitates
optimization of its capacity to provide the best services to the people.

The requirements of the Ahmedabad Metro Corridor planned to be achieved by

adopting following basic principles of signalling System: -

 The Train Control and Monitoring shall be ensured from Centralized Traffic Control
System located at Operation Control Centre (OCC). OCC equipment shall be
connected to station equipment room through optical fiber network.
 Computer Based Interlocking System shall be designed on failsafe philosophy. In
case of failure of any equipment, the equipment shall fail on safe side or more
restrictive state. In such case the signalling System shall authorized movement of
train in normal and degraded operations.
 Track side equipment shall be connected through Electronic Interlocking (to Station
Equipment Room) by secure links to ensure safe movement of train.
 Provide high level of safety with trains running at shorter headways ensuring
continuous safe train separation.
 Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal / warning
by the driver.
 Provide safety and enforce speed limit on the sections having permanent and
temporary speed restrictions.
 Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed in his cab enabling him to optimize the speed potential of the
track section. It provides signal / speed status in the cab even in bad weather.
 Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock.
 Improve maintenance of Signalling and Telecommunication equipment by monitoring
System status of trackside and train borne equipment and enabling preventive
maintenance.
 To avoid any accident at platform, Integrated Passenger Gate shall be provided,
which will be a barrier between the track and platform accessible to passengers.
Signalling and Rolling Stock interfaces shall be provided for Passenger Gate System.
 Signalling & Train Control System on the line shall be designed to meet the required
headway during peak hours.
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11.4 SYSTEM DESCRIPTION AND SPECIFICATIONS

The requirements of the metro are planned to be achieved by adopting „CATC‟

(Continuous Automatic Train Control System) based on “CBTC” (Communication
based Train Control System) which includes ATP (Automatic Train Protection), ATO
(Automatic Train Operation) and ATS (Automatic Train Supervision) sub-systems
using radio communication between Track side and Train.

Radio for CBTC shall work in License free ISM band.

The Signalling and Train Control system shall be as below and Sub-system/
components will conform to international standards like CENELEC, IEC, IEEE, IS,
ITU-T etc.

11.4.1 Continuous Automatic Train Control

Continuous Automatic Train Control based on CBTC will consist of - ATP (Automatic
Train Protection), ATO (Automatic Train Operation) and ATS (Automatic Train
Supervision) sub-systems. The Train- borne Automatic Train Control System will
consist of Automatic Train Operation (ATO) and Automatic Train Protection (ATP).
This will work on moving block principle.

11.4.2 Automatic Train Protection (ATP)

Automatic Train Protection is the primary function of the train control systems. This
sub-system will be inherently capable of achieving the following objectives in a fail-
safe manner. Line side signals will be provided at diverging routes (i.e. at points &
crossings) as well as other required locations, which shall serve as backup signalling
in case of failure of ATP system:

 Cab Signalling
 Moving block
 Track Related Speed Profile generation based on line data and train data
continuously along the track
 Continuous monitoring of braking curve with respect to a defined target point
 Monitoring of maximum permitted speed on the line and speed restrictions in
force
 Detection of over-speed with audio-visual warning and application of brakes, if
necessary
 Maintaining safety distance between trains
 Monitoring of stopping point
 Monitoring of Direction of Travel and Rollback

The cab borne equipment will be of modular sub-assemblies for each function for
easy maintenance and replacement. The ATP assemblies will be fitted in the vehicle
integrated with other equipment of the rolling stock.

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11.4.3 Automatic Train Operation (ATO)

This system shall operate the trains automatically from station to station while
remaining within the safety envelope of ATP & open the train doors. Driver will close
the train doors and press a button when ready to depart. In conjunction with ATP/
ATS, ATO can control dwell time at stations and train running in accordance with
headway/ timetable. In ATO mode the train control and signalling system shall carry
out the following function:

 Accelerate and decelerate the train by applying traction power, coasting, and
applying and removing brakes.
 Automatically control speed, acceleration, preventing unnecessary braking and
stopping.
 Stop the train at stations.
 Provide all indications necessary to operate the train.
 Determine continuously the Maximum Safe Speed (MSS) and Limit of Movement
Authority (LOMA) with ATP function.
 Train doors open indication on the correct side when the train is docked if permitted
by the ATP door release.
 Prevent the train from starting if train doors are not detected closed.

11.4.4 Automatic Train Supervision (ATS)

A train supervision system will be installed to facilitate the monitoring of train
operation and also remote control of the station. The train supervision will log each
train movement and display it on the workstations with each Traffic Controller at the
OCC and on one workstation placed in the Station Control room (SCR) with each
Station Controller.

The centralized system will be installed in the Operation Control Centre. The OCC
will have a projection display panel showing a panoramic view showing the status of
tracks, points, signals and the vehicles operating in the relevant section/ whole
system. ATS will provide following main functionalities:

 Automatic Route setting

 Automatic Train Regulation
 Continuous Tracking of train position
 Display Panel & Workstation interface
 Link to Passenger Information Display System for online information
 Computation of train schedules & Timetable.

11.4.5 Automatic Turn Back (ATB)

To minimize the turn back time at terminal and intermediate station, automatic turn
back mode is introduced. ATB function is a part of ATO function. At the terminal
station or intermediate station the train shall be operated automatically by the on
board ATC to the turn back track and back to the terminal station without driver.

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11.4.6 Restricted Mode (RM)/ Run of Site Mode (ROS)

This mode shall be available only when On Board ATC in operation. If the On-Board
ATC does not receive ATP information, train shall be manually driven by driver using
ATP (CBTC) with constant speed supervision. If train speed is exceeded to 25 Km/h,
On Board ATC shall apply the emergency break. The On Board ATC give cab signal
as soon as the train gets ATP information or train reach a track position where
normal running can be resumed. RM mode shall be operated in depot.

11.4.7 Cut Off Mode

This mode shall used in case of On Board ATC failure. In this mode, the train speed
is controlled entirely by the Train Operator. The rolling stock provides equipment that
limits speed less than 25 Kmph. If safety cut out switch is handled, On Board ATC
power supply is shut down.

11.4.8 Computer Based Interlocking System (CBI)

The entire line including turn back track, transfer track, sidings will be equipped with
CBI system for operation of points and crossings and setting of routes.

The setting of the route and clearing of the signals will be done by workstation, which
can be either locally (at station) operated or operated remotely from the OCC.

This sub-system is used for controlling vehicle movements into or out of stations
automatically from a workstation. All stations having points and crossings will be
provided with workstations for local control. Track occupancy, point position, etc. will
be clearly indicated on the workstation. It will be possible to operate the workstation
locally, if the central control hands over the operation to the local station. The
interlocking system design will be on the basis of fail-safe principle.

The equipment will withstand tough environmental conditions encountered in a Mass

Transit System. Suitable IS, IRS, BS standards or equivalent international standards
will be followed in case wiring, installation, earthing, cabling, power supply and for
material used in track circuits, axle counters, relays, point operating machines, power
supply etc.

11.4.9 Track Vacancy Detection

Primary mode for track vacancy detection system on main line may be through Radio
Ranging Method and for secondary detection, can be through Axle Counter.
Secondary detection system shall be used for none CBTC trains/vehicle, fall back
operations of CBTC and man detection system.

In view of above advantages and dis- advantages of Axle counter and AFTC Track
Circuit, the Axle counters have been used in vital train detection schemes on a large
scale in Europe and outside of Europe. Also, an Axle counter is a cost effective
alternative to track circuits when applied correctly and are available from several
manufacturers. As per site conditions, various advantages & cost effectiveness, Axle
counter track detection system is recommended for this section.

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Axle counter is used to detect the track occupancy and to count the number of axles,
and which train detection is discontinuously performed. It is not affected by weather
conditions, and achieves reliable train detection. It interfaces with interlocking
system in order to respond to functional errors on the basis of self-diagnosis as well
as to transmit the information.

The axle counter consists of the following equipment: -

 Detection Point (or counting head)
 Evaluator

11.4.10 Wayside Signals

Multi Aspect Color Light (LED) type Line side signals shall be installed on the Main
Line at stations with point and crossing for point protection catering for bidirectional
working and depot entry/ exit.

11.4.11 Cab Signalling

Cab signalling is a railway safety system that communicates track status
information to the cab, crew compartment or driver's compartment of a train. The
train driver can see the information continuously. The DMI (Driver Machine
Interface Display) is the device that displays driving information in the driver cab.
Information are transmitted by the wayside to Radio equipment & Radio equipment
to On-board equipment. The data is computed by the on-board equipment and
displayed on a screen on driver desk.

Vital information concerning the safe working of the train are displayed directly in the
driving cab on the DMI. The DMI displays:

 Brake details: distance to first brake application.

 Speed information: current train speed, permitted speed, target speed on
circular speed gauge with speed pointer preferably with disguise color.
 Auxiliary driving information: state of brakes (service brake, emergency
brake), state of the connection between the on-board and the track side radio
center.

The DMI is also the interface between the driver and the on-board equipment to get
driver information, train characteristics or request for shunting operation.

11.4.12 Point Machines

Non-Trailable Electrical Point Machine capable of operating with 3-phase, 50 Hz.
380V AC will be used on main line and the depot point machine will be trailable type
electrical point machine capable of operating with either 3 phase, 50 Hz. 380V AC or
110V DC.

11.4.13 Train Depot: Signalling

All depot lines except the one which is used for shunting and lines in the workshop
shall be interlocked. A workstation shall be provided in the Depot Control Centre for
electrical operation of the points, signals and routes of the depot yard. Axle Counter

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will be used in the depot as well. A test track with similar Signalling and Train control
system as adopted in Main Line shall be provided at Depot.

11.5 SIGNALLING MODE OF OPERATION

There are five signalling modes of operation which shall be available but only one
single signalling mode shall be active at any one instant of time. These five Modes are
mentioned as under: -

a) Restricted Manual (RM) Mode for Depot.

b) Automatic Train Protection (ATP) Mode
c) Automatic Train Operation (ATO) Mode
d) Run on Sight Mode (ROS) Mode
e) Automatic Turn Back Mode

11.6 HALF HEIGHT INTEGRATED PLATFORM GATE (PG)

The Integrated Platform Gate system shall provide a barrier between the track and
the platform accessible to passengers. The system shall improve the safety of
passengers by isolating the platforms from the track unless there is a train stopped
at its correct position. PG system shall be around 1.5 Metre heights and it shall
consist of sets of bi-parting doors installed along the full length of platform.

The PG system shall comprise Automatic Sliding Gates (PGs), Platform End Doors
(PEDs), Emergency Escape Doors (EEDs) and Fixed Screens (FSS) to form a
barrier along the edge of the platform adjacent to the track. Platform Gates shall
correspond to the location of each of the train doors when the train has berthed at
its correct position. Each platform end shall be closed by a Platform End Door. The
remaining portion of PG facade shall be provided with manually openable
Emergency Escape Doors and Fixed Screens.

The PG system shall be integrated with structure and architecture of the station and
operationally with Signalling System as well as Rolling stock System. The interface
between Signalling System and PG shall be designed to fail safe signalling
standards and according to relevant International standard. All vital control and
detection circuits of PG system shall be double cut.

Opening and closing of PG and Train doors shall be synchronous. Train movement
should not be permitted until it is confirmed that both Train doors and Platform
Gates are properly closed. The PG shall be quiet in operation and all the elements
of the PG installations (fixed and moving) shall be sufficiently rigid to avoid
generation of noise by panel excitation

11.7 CENTRALIZED TRAFFIC CONTROL (CTC)

The Railway Operation shall be managed from the Central Traffic Control that
located in Operation control Centre (OCC) that is in charge of managing real time
traffic, safety of movement, rolling stock, on-board staffing, and work
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maintenance. The primary objective of the CTC system is to construct the routes of
the trains from the origin up to the destination automatically and to supply all the
information required to the centralized traffic control operator in order to check the
normal operations of the trains. In addition, under its abnormal condition, the CTC
system will provide effectively alternatives to minimize the delay of the train.

The CTC system interfaces to the external systems (interlocking, Radio equipment,
SCADA, PIDS and PAS, etc.) so as to monitor and control the traffic and to ensure
the safe operations of trains.

The CTC system shall meet the following requirements:

 The systems and communication lines shall be in redundant configuration and will
ensure reliability and safety through continuous operations of the system.
 The CTC is interfaced with signalling devices set along the railway line and allow
the operator to access different functionalities for traffic management with a
man-machine interface (MMI).
 MMI allows the command acquisition, alarms display, and the viewing of control
images.
 Each equipment units used for servers and industrial MMIs will be suitable for the
Railway environment with high MTBF. The servers for the CTC shall be self-
diagnostic and fault noticing functions.
 It shall prepare the emergency situation through the construction of the back-up CTC.
 The suitable software for each operator workstation and server is configured to
achieve the convenience of the operation.

Operational Room at OCC shall monitor the train operations and control the
operations of train so that the trains can operate safely. The functions of the
operating room will be supported by the LDP (Large Display Panel), and
Workstations for the operators. The LDP in the operating room shows the entire track
line of the Metro Rail in real-time so as to monitor it any time.

11.8 The CTC is composed of several rooms that have specific functions. In a basic
configuration, four rooms are directly concerned by the Signalling System: The
Operation Room, the Central Signalling Equipment room, the maintenance room and
power supply room.

A) Operation Room:
The Operational Room is the place from where the operators can monitor and
control the traffic on the Line, using dedicated workstations and LDP (Large
Display Panel).

B) Central Signalling Equipment Room

This room includes all equipment managing the Signalling System included in the
CTC control area.

As per site requirement, additional devices (other than signalling i.e Telecom
and AFC System) can be considered in the Central signalling room. Also, this

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room shall be available at Central location as well as interlocking stations (SER,

Station Equipment Room).

C) Maintenance room
All signalling devices information and technical alarms are displayed on
workstations, and manual or automatic commands are possible from these
workstations. This room shall be available at Central location as well as
interlocking stations.

D) Power supply room

The room contains Uninterrupted Power Supply (UPS) necessary for the
signalling technical room, the maintenance room and the operation room. The
power supply arrangement is designed in order to provide uninterrupted power in
case of general power breakdown. It includes all the equipment that provides
power supply for CTC rooms. UPS room should be available adjacent to
Signalling Equipment rooms at Stations and OCC. This room shall be available
at Central location as well as interlocking stations.

The minimum surface areas required for each room at stations are:
 The signalling technical room: 40 m2
 The maintenance room: 30 m2
 The power supply room: 50 m2

At the OCC, BCC and the Depot, the areas required shall be as per the final
configuration of the equipment and network configuration keeping space for
further expansion. The OCC planned for phase 1 network of Ahmadabad Metro
may be used for Phase 2 metro network also.

11.9 BACK UP OF THE OCC (BCC)

In order to decrease the risks of disruption due to a local disaster such as fire, flood,
building collapse, etc.,a Main CTC (OCC) and a fall-back CTC (BCC) shall be
provided, both shall be located in different areas.

The BCC planned for phase 1 network of Ahmadabad Metro may be used for Phase
2 metro network also. The BCC shall be similar to OCC and also, BCC shall provide
full redundancies of all systems and communications.

 The OCC, normally on-line and used by the Operators to control the Metro Line
traffic. Operation & Maintenance Control,
 The BCC, normally off-line. The BCC will be used to control the Line only in
case the OCC is accidentally unavailable. Besides, the BCC, being normally off-
line, will be also available for other purposes such as training, testing, replay
without disturbing the live traffic.

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11.10 STANDARDS

The following standards will be adopted with regard to the Signalling system.

Table 11.1

Description Standards

Computer based Interlocking adopted for station having

switches and crossing. All related equipment as far as
Interlocking possible will be centralised in the equipment room at the
station. The depot shall be interlocked except for lines
mainly used for workshop lines, inspection shed lines etc.
Moving Block (CBTC System) working concept may be
Block Working
followed.
Non-Trailable Electrical Point Machine capable of
operating with 3-phase, 50 Hz. 380V AC will be used on
main line and the depot point machine will be trailable/
Operation of Points
non -trailable type electrical point machine capable of
operating with either 3 phases, 50 Hz. 380V AC or 110V
DC.
Primary mode for track vacancy detection system on main
Track Vacancy line and test track (in depot) may be through radio and
Detection System secondary detection it can be through Axle Counter. In
depot,
Signals at Stations with Line Side signals to protect the points (switches). LED
point & crossings type signals for reliability and reduced maintenance cost.
Uninterrupted power
Supply at stations as For Signalling, Telecommunications and AFC.
well as for OCC
Train Protection system shall be based on CBTC
(Communication based Train Control) System. The
Train protection system
system architecture shall provide for redundancy. The
system will conform to IEEE 1474 standards.
Automatic Train Supervision system. Movement of all
trains to be logged on to a central computer and displayed
Train Describer System on workstations in the Operational Control Centre and at
the SCR. Remote control of stations from the OCC. The
system architecture shall provide for redundancy.
Fall Back CTC Backup OCC (BCC)
Platform Gate Integrated Half Hight Platform Gate System
Cables Outdoor cables will be steel armoured as far as possible.
SIL-4 safety levels as per CENELEC standard for Signal
Fail Safe Principles
and Train Control System.
All data transmission on telecom cables/OFC/Radio. All
Immunity to External
Signalling and telecom cables will be separated from
Interface.
power cables as per standard. CENELEC standards to be

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Description Standards

implemented for EMC.

Train Working under Running on site with line side signal with speed
emergency automatically restricted between 15-25 Kmph.
Environmental
Air-conditioners for all equipment rooms.
Conditions
Philosophy of continuous monitoring of system status and
preventive & corrective maintenance of Signalling
equipment shall be followed. Card / module / sub-system
Maintenance philosophy
level replacement shall be done in the field and repairs
under taken in the central laboratory/ manufacturer‟s
premises.

11.11 SPACE REQUIREMENT FOR SIGNALLING INSTALLATIONS

Adequate space for proper installations of all Signalling equipment and Platform
screen doors 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 Interlocking stations for Signalling Equipment Room shall be
generally 40 sqm. For UPS Room (common for signalling, AFC and Telecom) at
each of the stations the area required 50 sqm. For Non-interlocking stations,
Signalling Equipment can be installed in the Telecommunication Room available at
that station.

At the OCC and the Depot, the areas required shall be as per the final configuration
of the equipment and network configuration keeping space for further expansion.

11.12 MAINTENANCE PHILOSOPHY FOR SIGNALLING SYSTEMS

The philosophy of continuous monitoring of system status and preventive &

corrective maintenance of Signalling and telecommunication equipment shall be
followed. Card / module / sub-system level replacement shall be done in the field.
Maintenance personnel shall be suitably placed at intervals and they shall be trained
in multidisciplinary skills. Each team shall be equipped with a fully equipped transport
vehicle for effectively carrying out the maintenance from station to station.

The defective card/ module / sub-system taken out from the section shall be sent for
diagnostic and repair to a centralized S&T repair lab suitably located in the
section/depot. This lab will be equipped with appropriate diagnostic and test
equipment to rectify the faults and undertake minor repairs. Cards / modules /
equipment requiring major repairs as specified in suppliers documents shall be sent
to manufacturer's workshop.

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Chapter – 12

TELECOMMUNICATION AND
AUTOMATIC FARE COLLECTION SYSTEMS

12.0 TELECOMMUNICATION SYSTEM

12.1 INTRODUCTION

The Telecommunication system acts as the communication backbone for Signalling

systems and other systems such as SCADA, AFC etc. and provides
Telecommunication services to meet operational and administrative requirements of
the metro network.

12.2 OVERVIEW

The Telecommunication facilities proposed are helpful in meeting the requirements

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

The proposed Telecom system will cater to the following requirements:

 Radio System
 Backbone network using Optical Fiber Cable (OFC)
 LAN & WAN Network.
 Station to Station dedicated communication
 Telephone System with Telephone Exchanges, Telephones and their
Recording
 Centralized Recording System (CDRS)
 Centralized Clock System
 Closed Circuit Television (CCTV) System
 Passenger Information & Display System within the station & trains and from
Central Control to each station, Integrated Passenger Announcement
System
 Train Traffic Control
 Assistance to Train Traffic Control
 Maintenance Control
 Emergency Control
 Data Channels for Signalling, SCADA, Automatic Fare Collection
 Power Supply of Telecommunications, and
 Cables for Telecommunications etc.

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12.3 TELECOMMUNICATION SYSTEM AND TRANSMISSION MEDIA

12.3.1 Fibre Optic System (FOTS) - Main Telecommunication Bearer

The main bearer of the bulk of the Telecommunication network is proposed with
optical fiber cable system. An OFC system shall provide a transmission network of
Voice, Data, Ethernet, Video, and Signals among all Stations, Depot and OCC with
sufficient transmission bandwidth to cater for the operational need of Metro line. The
size of the OFC will fully meet with the applications need of the Metro line and
commercial exploitation of the Telecommunication Network of Metro line. A minimum
96 / or 144 Fibers optical fiber cable with redundancy (cable on both side of track) is
proposed to be laid. The optical fiber cable shall provide common transmission
backbone network for Telecom and other systems which are formed by the two
outdoor single mode optical fiber cables, one laying along the up-track and other one
along the down-track.

Additional 244 fiber optical fiber cables may be laid along track as per present
commercial requirement for revenue.

12.3.2 Gigabit Ethernet Network (WAN)

A totally IP Based High Capacity, highly reliable and fault tolerant, MPLS Ethernet
Network can be provided in lieu of SDH/MUX. IP network shall have important
data therefore the network requires high reliability. Considering the rapidly
increased demand during the operation for top-level backbone network to 10 Gbps
Equipment is proposed. The communications network shall be configured as LAN
and WAN – LAN shall be responsible for train operations and maintenance tasks
within each passenger station and WAN shall be responsible for mutual
communications between the stations and between depot and the central computer
system. To maximize the reliability and survivability, each equipment and each
transmission line are configured as a dual system.

Redundant Layer-3, Layer-2 switches and Routers at each station, depot & OCC
shall be provided to meet requirement of other Telecom systems (like CCTV,
ticketing system maintenance management system and Wi-Fi network at station,
PA, Clock, PIDS , Telephone System, SCADA etc) and to support comparatively
unimportant facilities for the operation.

Layer-3 Core switch at OCC shall be provided to cover all requirements for
Centralized Management and Control facility of all equipment used in line. Data
lines of sufficient quantity and bandwidth shall be provided to other systems between
Central Terminal Unit and Remote Terminal Unit.

12.3.3 Synchronization Network

The equipment receives standard synchronous signals from upper level stations or
GPS at OCC, creates a synchronous clock, and then supplies synchronous signals
to various digital communication equipments and lower level stations. 1+1 or N:1
protection switching functions are provided for the synchronous signal outputs.

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The GPS receiver, standard input receiver, clock generator, and channel parts are
into complete duplexes. In case of malfunctioning of any of these units, 1+1 non-
blocking automatic switching is executed to minimize negative impact on services.
This automatic switching provides reliability and stability. Clock reception signal for
each equipment should be 2.048Mbps or 2.048MHz Clock signal. Clock
synchronization mode shall be External Clock, Loop Timing Clock, Free-run,
Holdover Clock.

The DOTS shall be configured to receive GPS signals through GPS satellites. Along
with the DOTS, Network Time Servers (NTS) are also installed at OCC. NTS
provides standard clocks to all Metro systems. NTS of each station is physically
configured as a dual.

12.4 TELEPHONE EXCHANGE

The System shall be IP Based with some of the extensions being Analog. For an
optimized cost effective solution small exchanges of 30 port each shall be planned at
each station and a 60 Port Exchange at the Terminal Stations and Depots shall be
provided. The station exchanges will be connected to the Centre OCC main
exchange. The Exchanges will serve the subscribers at all the stations and Central
Control. The exchanges will be interconnected at the channel level on optical
backbone. The exchanges shall be software partitioned for EPABX and Direct Line
Communication from which the phones shall be extended to the stations. For the
critical control communication, the Availability & Reliability should be high.
Alternatively, only for non-operational (other than Direct Line Communication) a
separate IP Based Phone System can be implemented.

12.5 MOBILE RADIO COMMUNICATION

Mobile Radio communication system having minimum 8 logical channels is proposed

for on-line emergency communication between Motorman (Front end and Rear end)
of moving train and the Central Control. The system shall be based on Digital Trunk
Radio Technology to TETRA International standard. All the stations, depots and the
OCC will be provided with fixed radio sets. Mobile communication facility for
maintenance parties and Security Personnel will be provided with handheld sets.
These persons will be able to communicate with each other as well as with central
control.

The frequency band for operation of the system will be in 400/800 MHz band,
depending on frequency availability. The system shall provide instant mobile radio
communication between the motorman of the moving cars from any place and the
Central Control. The motorman can also contact any station in the network through
the central control, besides intimating the approaching trains about any emergency
like accident, fire, line blocked etc., thus improving safety performance.
To provide adequate coverage, based on the RF site survey to be carried out during
detailed Design stage, base stations for the system will be located at sites
conveniently selected after detailed survey. Tentatively minimum 7 sites with rooftop

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towers with Base Stations shall be required along the proposed North-South Corridor
and their two extensions of Ahmedabad Metro Rail corridor.

12.6 PASSENGER ANNOUNCEMENT SYSTEM (PAS)

The PAS shall be provided to broadcast voice messages to passengers /staff in all
stations/ Depot from the locally as well as from OCC. It includes a network of
amplifier and speakers linked to the station. The system capable of announcements
from Station level will have over-riding priority in case of emergency announcements.
The System shall be linked to Signalling System for automatic train actuated
announcements.

The PAS and Passenger Information Display System (PIDS) shall be coordinated
automatically to provide real time passenger audio broadcast and visual information
at each station. Live audio broadcast relating to emergency, fire and evacuation
messages from OCC and Station Control Room shall be recorded in the Centralised
digital recording system at OCC. FOTS WAN network shall be used for transportation
of data from Station/Depot to OCC vice versa.

12.7 PASSENGER INFORMATION DISPLAY SYSTEM (PIDS)

These shall be located at convenient locations at all stations to provide bilingual

visual indication of the status of the running trains and will typically indicate
information such as destination, arrival/departure time, and also special messages in
emergencies. The boards shall be provided at all platforms and concourses of all
stations. The System shall be integrated with the PA system and available from
same MMI. For the Platform Area, high intensity LED Boards will be used in
Evaluated Section. For all the concourses and Platform Area of underground
Stations, HDLED Panels shall be used, which can also provide Audio/Visual
Advertisements apart from Trains running status.

12.8 CENTRALIZED CLOCK SYSTEM

This will ensure an accurate display of time through a synchronization system of

slave clocks driven from the GPS Based Master Clock at the Operation Control
Center. The Master Clock signal shall also be required for synchronization of FOTS,
Exchanges, Radio, Signaling, etc. The System will ensure identical display of time at
all locations. Clocks are to be provided at platforms, concourse, Station Master's
Room, Depots and other service establishments.

12.9 CLOSED CIRCUIT TELEVISION (CCTV) SYSTEM

The CCTV system shall provide video surveillance and recording function for the
operations to monitor each station. The monitoring shall be possible both locally at
each station and remotely from the OCC on the Video Wall.

The CCTV System shall be end to end IP based Full HD IP cameras using
backbone of FOTS WAN network and shall consist of a mix of Fixed Cameras and
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Pan/Tilt/Zoom (PTZ) Cameras. Cameras shall be extended /located at areas where

monitoring for security, safety and crowd control purpose is necessary. All Videos
shall be extended at Video Wall located at security control room at OCC.

Intelligent Video Analytic (Track protections, abandoned object detection, Perimeter

protection, Movement detection, Platform track protection from falling object, Camera
Tempering, Overcrowding / Consation detection, Excessive Queuing, Rule based
detection, etc) shall be provided in cameras of specific locations like Platforms,
Vulnerable locations, etc. Alarm shall be generated and relevant data and video shall
be transfer to OCC/Stations/Security Rooms through optical fiber network.

12.10 ACCESS CONTROL SYSTEM

An Access Control System shall be provided for entering into important areas like
SCR, SER, TER, OCC, DCC, TOM Rooms, etc. The System shall use the same
AFC Smart Card as barring used for Travel on the system but giving Access to only
the Authorized Personnel of the Metro. The System Shall be controlled and
monitored centrally from the OCC.

12.11 NETWORK MONITORING AND MANAGEMENT

For efficient and cost effective maintenance of the entire communication network, it is
proposed to provide an Integrated Network Control System, which will help in
diagnosing faults immediately from a central location and attending the same with
least possible delay, thus increasing the operational efficiency and reduction in
manpower requirement for maintenance. The proposed NMS system will be covering
Radio communication, Optical Fiber Transmission, Telephone Exchange and
summary alarms of PA/PIDS, CCTV and Clock System. The Integrated NMS will
collect and monitor status and alarms from the individual NMS of the respective sub-
systems and display on a common Work Station.

12.12 TECHNOLOGY

The Technologies proposed to be adopted for Telecommunication systems are

shown in Table below:

Table 12.1 TECHNOLOGIES FOR TELECOMMUNICATION SYSTEMS

System Standards
 Transmission Optical Fibre system as the main bearer for bulk of the
Media Telecommunication network
 Telephone PABX of minimum 30 ports is to be provided at all Stations, an
Exchange Exchange of 60 Ports to be provided at Terminal Station
Digital Train radio (TETRA) communication between motorman
 Train Radio
of moving cars, stations, maintenance personnel and central
System
control.
LED based boards with adequate visibility on Elevated and LED
 Train Destination
Panels in concourse to be provided at convenient location at all
Indicator System
stations to provide bilingual visual indication of the status of the

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System Standards
running trains, and also special messages in emergencies.

Accurate display of time through a synchronization system of

 Centralized clock slave clocks driven from a GPS master clock at the OCC and
System sub – master clock in station. This shall also be used for
synchronization other systems.
 Passenger
Passenger Announcement System covering all platform and
Announcement
concourse areas with local as well as Central Announcement.
System
Redundancy on Radio’s in the Base Stations,
 Redundancy
Path Redundancy for Optical Fibre Cable by provisioning in ring
(Major System)
configuration.
 Environmental
All equipment rooms to be air-conditioned.
Conditions
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.
 Maintenance System networked with NMS for diagnosing faults and co-
Philosophy ordination.
Card/module level replacement shall be done in the field and
repairs undertaken in the central laboratory/manufacture's
premises.

12.13 Space Requirement for Telecom Installations

Adequate space for proper installations of all Telecommunication equipment at each

of the stations has to be provided keeping in view the case of maintenance and use
of instrumentation set up for regular testing and line up of the equipment/system. The
areas required at each of the stations for Telecom equipment shall be generally 40
sqm each for Telecom Room (Common for Signaling & Telecom equipment at non-
interlocking stations) and 40 sqm. For UPS Room (common for signal, Telecom and
AFC). These areas shall also cater to local storage and space for maintenance
personnel to work.

At the OCC, the areas required shall be as per the final configuration of the
equipment and network configuration keeping space for further expansion.

12.14 MAINTENANCE PHILOSOPHY FOR TELECOM SYSTEMS

The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of Signalling and Telecommunication equipments shall be followed.
Card / module / sub-system level replacement shall be done in the field.
Maintenance personnel shall be suitably placed at intervals and they shall be trained
in multidisciplinary skills. Each team shall be equipped with a fully equipped transport
vehicle for effectively carrying out the maintenance from station to station.

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The defective card/ module / sub-system taken out from the section shall be sent for
diagnostic and repair to the existing centralized S&T repair lab suitably located on the
section. This lab will be equipped with appropriate diagnostic and test equipments to
rectify the faults and undertake minor repairs. Cards / modules / equipment requiring
major repairs as specified in suppliers documents shall be sent to manufacturer's
workshop.

12.15 AUTOMATIC FARE COLLECTION SYSTEM

Introduction
Metro System handles large number of passengers. Ticket issue and fare collection
play a vital role in the efficient and proper operation of the system. To achieve this
objective, ticketing system shall be simple, easy to use / operate and maintain, easy
on accounting facilities, capable of issuing single / multiple journey tickets, amenable
for quick fare changes and require overall less manpower. In view of the above
computer based automatic fare collection system is proposed.

AFC system proves to be cheaper than semi-automatic (Manual System) in long run
due to reduced manpower cost of ticketing staff, reduced maintenance in comparison
to paper ticket machines, overall less cost of recyclable tickets (Smart Card / Token)
in comparison to paper tickets and prevention of leakage of revenue. Relative
advantages of automatic fare collection system over manual system are as follows.
Seamless ticketing is now being thought of for Ahmedabad Metro Rail. This system is
recommended to be adopted as this will enable the commuters to travel hassle free
by different modes of transport viz. Metro, suburban trains, buses, water transport
(whenever introduced) and even taxies without purchasing multiple tickets for each
mode separately.

A. Manual fare collection systems have the following inherent

disadvantages:
1. Large number of staff is required for issue and checking of tickets.
2. Change of fare structure is time consuming as it has to be done at each
station.
3. Manipulation possible by jamming of mechanical parts.
4. Staff and passenger interaction leading to more chances of confrontation.
5. 100 % ticket checking at entry / exit impossible.

B. Automatic fare collection systems have the following advantages:

1. Less number of staff required.
2. Less possibility of leakages of revenue due to 100% ticket check by
control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate.
5. System is amenable for quick fare changes.
6. Management information reports generation is easy.
7. System has multi operator capabilities. Same Smart Card can be used for
other applications also.

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8. AFC systems are the world wide accepted systems for Metro
environment.

The proposed ticketing system shall be of Contact less Smart Token / Card type. The
equipment for the same shall be provided at each station counter / booking offices and
at convenient locations and will be connected to a local area network with a computer
in the Station Master’s room. Equipment and installation cost of Contactless Smart
Card / Token based AFC system is similar to magnetic ticket based AFC system, but
Contactless system proves cheaper due to reduced maintenance, less wear and tear
and less prone to dusty environment.

As per Metro Rail Policy 2017, it is mandatory to involve PPP in some form for
implementation/ Operation & Maintenance, Fare Collection, etc. It has been proposed
that AFC component for all 22 stations may be given on PPP basis in this project. The
cost of above may be funded by engaging concessionaire in line with Kochi Metro,
Nagpur Metro, etc.

12.16 GATE

Retractable Flap Type/Paddle Type Control Gates are proposed which offer high
throughput, require less maintenance and are latest in modern systems.

The gate should also capable to NFC (Near field communication) enabled Mobile
Tickets or any latest type of Ticket media. The AFC system shall provide access
control solutions, offering Both access control devised and hardware which can be
tailored to accept any ticket media readily available in market (Barcode, QR code,
NFC etc.).

12.16.1 Gate Function

a) Gate arrays shall be the normal-means of controlling entry to and exit from the
paid areas. Control shall be by means of actuating a physical barrier on
recognition of a valid ticket or card by the gate. The barrier may be a bi-
parting leaves, centre flaps, end flaps or other configuration however the use
of tripod or turnstile type gates is not acceptable. The gate shall be capable of
operating either in normally open or normally closed mode.

b) Where required, barriers shall be provided to separate paid and unpaid

areas of the concourse. The barriers shall meet local public safety requirements
and be aesthetically merged with station engineering.

12.16.2 Features
a) Power Failure - In the event of a total power failure to the gates, the gates shall
open to allow unrestricted user access. All latch gates shall automatically unlatch
where electric locks are installed.

b) Concourse Emergency Mode - All AFC gates shall open whenever the
Concourse Operating Mode is in emergency. An Emergency Push Button
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independent of the SC shall be provided in each Excess Fare Office.

c) Ergonomics - The engineering of the gate arrays should be such that the
passenger uses reader placed on the right hand side while passing through the
gate. The display and Contact less Smart Card (CSC) reader associated with
each gate shall be grouped such that they bias the passenger towards the aisle
through which the passenger should pass.
12.16.3 Types of Gates
a) Passenger Entry Gate: - The Passenger Entry Gate shall control the entry of
passengers into the paid area by validating the fare media.

b) Passenger Exit Gate: - The Passenger Exit Gate shall control the exit from the
paid area by validating the fare media.

c) Passenger Reversible Gate:- The Passenger Reversible Gate shall combine the
features of the Entry and Exit gates. It shall be capable of being switched by the
Station Computer from entry mode to exit mode and vice-versa depending on the
operational requirements of passenger flow. Reversible Gates shall also function
automatically, based on the side from where the Passenger approaches first.

d) Staff / Emergency Gate: - Normally situated adjacent to the Excess fare Office
and kept open during emergency situations.

12.16.4 Spacing
Spacing for passenger gates shall be based generally on the following
dimensional criteria:
a) Gate Centre spacing: - Standard gates 880mm
b) Aisle width: - Standard gates 465 - 580mm

12.16.5 Gate Enclosure

a) The gate enclosure shall be fabricated of stainless steel. The gate shall be
finished to conform to the architectural requirements of the station.
b) The degree of protection provided by the enclosure against dust, splashing,
intrusion of foreign objects shall meet or exceed the standard IP54 (IP43 for
token acceptor slot, if any), as defined by British Standards.

12.16.6 Tail Gating Prevention

Minimum distance for detection shall be less than 20 cm and methodology shall
be in accordance with that being used in AFC operations.

12.17 TICKET VENDING MACHINE (TVM) & SELF-SERVICE TICKETING KIOSKS

The self-service ticket kiosks and TVM should provide the convenience for the
passengers to procure ticket on their own, without the need to queue at the ticket sale
counter.

At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket

Vending Machines) are proposed. The TVM’s will provide convenience to
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passengers to avoid standing in queues at ticket booths and provide them

international standard service. This will be used for:

1.Dispensing Smart Tokens for single journey

2.Add Value in Smart card by paying money using Bank Notes or through Credit
Card /Debit card /pre-Paid card.
3. Return the remaining money through Bank Notes and Coins (Min 2 types)
12.17.1 Function
a) Enable passengers to purchase tickets for journey.
b) The touch-point including the screen interface should be customizable in
terms of the text, graphics and video. It should be able to support the
promotion of any preferred products.
c) The machines shall accept payment in the form of bank notes, coins and
credit / debit cards and shall interact with the passengers via a touch
screen display and receipt printer.
d) A reject button shall be provided to enable a passenger to abort a
transaction before a token issue cycle has commenced.
e) The bank note reader shall accept notes inserted in any orientation (any
way up or round) and change shall be provided via a combination of note
and coin re-circulating mechanism, which minimises the number of times
the station staffs need to replenish the machines with change.

12.17.2 Physical
The TVM’s hardware and peripherals should come equipped with durable
housing. It shall be made from stainless steel and shall be freestanding or
recessed into the walls of the TVM rooms as required by the station architecture.
Separate tamper-proof coin boxes and note vaults shall be provided.

Minimum 2 TVM machines shall be provided at every entry to station to dispense

journey ticket.

12.18 TYPES OF TICKET

(a) The system shall provide, or be capable of processing, the following types
of ticket:
 Single Journey Ticket (SJT)
 Daily Pass
 Staff/Employee Pass (EP)
 Stored Value (SV) (at least 16 configurable types)
 Period Pass (PP)
(b) Each ticket type shall be capable of being associated with at least four fare
tables (One full fare and two concession fares).

12.18.1 Ticket Media

(a) CSC (for Stored Value, Employees Pass etc.)
Contactless media shall be to ISO/IEC 14443 & ISO 18092 standard
(minimum EAL4 Security Criteria for CSC) and also to support common

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mobility card specifications of Ministry of Urban Development (GOI).

(b) Other Media (for Single Journey Tickets)

Media for Single Journey Tickets shall be determined by the Contractor,
which can be a token. Choice of SJT media shall take financial and usage
constraints into account.

12.18.2 Ticket Reader/Add Value Machines

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

12.18.3 Recharge Card Terminal Machine (RCTM)

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

12.19 SECURITY

12.19.1 Revenue Protection

The AFC machines shall resist tampering by either passengers or unauthorized
staff.

12.19.2 Revenue Security

(a) The AFC machines and system shall provide a complete audit trail of all
transactions, transfers of cash and other payments.
(b) Cash handling equipment and systems shall be an integral part of the audit
trail.
(c) Data & Revenue Security shall be ensured by a Key Management System
(KMS) which needs to issue a Hardware SAM for each AFC equipment in
use in the system. The SAM shall be used to authenticate the equipment
and the transaction integrity.

12.19.3 Data Security

(a) In the event the SC fails, each item of equipment shall be able to operate
autonomously without loss of data.
(b) Security of communications between the AFC equipment, SC and CC
system shall ensure no loss of data in transmission.

12.20 STATION COMPUTER (SC)

a) Station Computer (SC) enables the overall control and monitoring of

each item of AFC equipment within the station and transfer of data to the
Central Computer (CC).
b) The SC shall include the power and data communication links to
each item of AFC equipment and CC system interface.
c) It shall enable printing of reports at stations. The reports shall include
accounting and statistical information. It shall include any other reports
required for AFC operation.
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d) The SC shall be able to download data to the AFC machines individually or

as groups.
e) The SC shall receive maintenance data from AFC equipment and transmit
the same to CC for monitoring and use of the same as an effective
maintenance tool.
f) The SC shall be able to monitor certain critical functions of the AFC system
and collect data for warnings and alarms.
g) If there is loss of communication between the SC and AFC equipment
(Gates, TOM etc.) then the equipment shall operate in stand-alone mode
utilizing the most recent data from the SC. AFC equipment (Gates, TOM
etc.) shall store data up to seven days for transmission when SC
communication is restored.
h) In the event of loss of communication with the CC the SC shall utilize the
most recent operational data received from the CC and shall be capable of
storing at least thirty days of transaction data.

12.20.1 Equipment Control

The normal method of control of the equipment shall be by the SC. The SC shall
enable all AFC equipment control (put in service, taken out of service and initiated
etc.) without the requirement for communication with the CC.

12.21 CENTRAL COMPUTER SYSTEM

Central Computer System shall be redundant configuration and placed at OCC. It is

connected to Station Computer and equipments via redundant secured link provided
in Telecom Chapter.

a) The Central Computer System (CC) shall collect and analyze information
received from the station computers. It shall produce network-wide revenue
and traffic data and monitor the performance of all AFC equipment.
b) A Central Computer (CC) System shall generate the necessary management
reports from the CST, CSC and transaction information received from the
Station Computer Systems..
c) The CC shall hold and download CST and CSC parameters, Configuration
Data (CD), AFC device software and fare table information to each SC from
where they shall be distributed to the station AFC equipment.
d) The CC shall automatically collate all CST, CSC and usage data (UD) from
the SC to provide accurate audit and traffic statistics for the line.
e) The CC shall be located in a dedicated computer room in the Administration
Building or Operations Control Centre.
f) The CC shall maintain a blacklist of invalid tickets. Blacklisted tickets shall be
rejected by the AFC Gates.
g) The CC shall support a Fare Table with adequate number of stations.

12.22 AFC EQUIPMENT REQUIREMENT

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The AFC equipment required at various locations of Ahmedabad Metro Corridor

(APMC to Mahatma Mandir) and extensions are tabulated at Annexure 1 for
projection years 2021, 2031, 2041 & 2051.
However, the exact number and type shall depend on the final station layout and
traffic being catered to.

12.23 STANDARDS

The standard proposed for AFC systems are as under:

Table 12.2
Standards Description
Fare media a) Contactless Smart Token – For single journey. Token are
captured at the exit gate.
b) Contactless Smart Card – For multiple journeys.
Contactless readers shall be as per ISO 14443 standards.
Gates Computer controlled retractable flap / turnstile type automatic
gates at entry and exit. There will be following types of gates :
- Entry
- Exit
- Reversible
Station computer, All the Fare Collection Equipment shall be connected in a local
central computer area network with a station server controlling the activities of all
and AFC Network the machines. The station servers will be linked to the AFC
central computer situated in the operational control center
through the optic fiber 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 Manned Ticked Office Machines shall be installed in the station
machine(TOM/ for selling cards / token to the passengers.
EFO) Also TVM’s shall be provided for Automatic Ticket Vending.
Ticket Readers Ticket Reader shall be installed near EFO for passengers to
check information stored in the token / cards.

Portable ticket PTD will be used to check the card/token during travel
decoder(PTD)

Recharge card RCTM will be used to recharge the card using bank note/debit
terminal machine card/credit card/pre paid card

UPS Common UPS of S&T system will be utilized.

Maintenance Being fully Contactless system, manpower requirement for

philosophy maintenance is much less compared to system with magnetic
tickets. However, adequate facilities to be provided similar to
that of S & T systems.

12.24 INTEGRATION OF AFC WITH OTHER LINES AND MODES OF TRANSPORT

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In Ahmedabad, different mode of transport are being constructed and operated by

different operators. In view of passenger convenience and operational efficiency, it is
proposed that AFC for different metro lines should be integrated and smart card
based fare products should be inter-operable. AFC system shall take into account
revenue sharing mechanism among different operators based on journeys performed
at each system. The single ride tickets (tokens) may not be inter-operable and may
be limited to each operators system.

Fig 12.1 Entry/Exit Gates

The proposed AFC system shall provide interfaces to other operators such as
Suburban Rail, Bus, Parking, Toll etc so that these systems may also be integrated
with common smart card based fare products. This will facilitate the passengers as
they need not carry different cards for different applications.

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Fig 12.2: Ticket Office Machine

Fig 12.3: Ticket vending machine

Fig. 12.4 Ticket Reader/Add Value Machine

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Annexure 1
(A) AFC Equipments for Ahmedabad Metro Corridor from APMC to Mahatma Mandir (Projection for 2021)
Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 APMC 1,942 1,145 32 19 2 2 2 2 4 2 2

2 Jivraj 2,316 1,619 39 27 2 2 2 2 4 2 2
3 Rajiv nagar 473 997 8 17 2 2 2 2 4 2 2
4 Shreyash 573 858 10 14 2 2 2 2 4 2 2
5 Paldi 2,215 2,397 37 40 2 2 2 2 4 2 2
6 Gandhigram rly stn 638 2,242 11 37 2 2 2 2 4 2 2
7 Old high court 7,109 8,684 118 145 5 6 6 2 4 2 2
8 Ushmanpura 284 489 5 8 2 2 2 2 4 2 2
9 Vijay nagar 1,882 1,291 31 22 2 2 2 2 4 2 2
10 New vadaj 2,238 1,319 37 22 2 2 2 2 4 2 2
11 Ranip 652 550 11 9 2 2 2 2 4 2 2
12 Sabarmati Rly stn 1,428 1,077 24 18 2 2 2 2 4 2 2
13 AEC 208 234 3 4 2 2 2 2 4 2 2
14 Sabarmati 610 520 10 9 2 2 2 2 4 2 2
15 Motera Stadium 457 243 8 4 2 2 2 2 4 2 2
16 Koteshwar Road 1,730 958 29 16 2 2 2 2 4 2 2
17 Vishwakarma College 319 164 5 3 2 2 2 2 4 2 2
18 Tapovan Circle 489 451 8 8 2 2 2 2 4 2 2
19 Narmada Canal 118 67 2 1 2 2 2 2 4 2 2
20 Koba Circle 383 198 6 3 2 2 2 2 4 2 2
21 Juna Koba 44 27 1 0 2 2 2 2 4 2 2
22 Koba Gaam 88 49 1 1 2 2 2 2 4 2 2
23 GNLU 805 989 13 16 2 2 2 2 4 2 2
24 Raysan 138 79 2 1 2 2 2 2 4 2 2

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Sr. Hourly Hourly Peak min. Peak min. Entry Exit

Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

25 Randesan 165 107 3 2 2 2 2 2 4 2 2

26 Dholakuva Circle 349 290 6 5 2 2 2 2 4 2 2
27 Infocity 146 138 2 2 2 2 2 2 4 2 2
28 Sector - 1 261 146 4 2 2 2 2 2 4 2 2
29 Sector 10A 241 469 4 8 2 2 2 2 4 2 2
30 Sachivalaya 63 645 1 11 2 2 2 2 4 2 2
31 Akshardham 420 427 7 7 2 2 2 2 4 2 2
32 Juna Sachivalaya 356 263 6 4 2 2 2 2 4 2 2
33 Sector - 16 281 383 5 6 2 2 2 2 4 2 2
34 Sector - 24 553 788 9 13 2 2 2 2 4 2 2
35 Mahatma Mandir 620 297 10 5 2 2 2 2 4 2 2
Total 73 74 74 70 140 70 70

GNLU towards GIFT city Corridor

Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 GNLU 638 476 11 8 2 2 2 2 4 2 2

2 PDPU 219 125 4 2 2 2 2 2 4 2 2
3 Gift City 324 579 5 10 2 2 2 2 4 2 2

Koteshwar road to Airport corridor

Sr. Hourly Hourly Peak min. Peak min. Entry Exit
No. Station Name Boarding Alighting Boarding Alighting Gate Gate TOM EFO TR TVM RCTM
1 GNLU 525 801 9 13 2 2 2 2 4 2 2
2 PDPU 784 472 13 8 2 2 2 2 4 2 2
3 Gift City 26 62 0 1 2 2 2 2 4 2 2

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(B) AFC Equipments for Ahmedabad Metro Corridor from APMC to Mahatma Mandir (Projection for 2031)
Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 APMC 2,154 1,387 36 23 2 2 2 2 4 2 2

2 Jivraj 3,059 1,943 51 32 2 2 3 2 4 2 2
3 Rajiv nagar 459 926 8 15 2 2 2 2 4 2 2
4 Shreyash 589 907 10 15 2 2 2 2 4 2 2
5 Paldi 2,206 2,201 37 37 2 2 2 2 4 2 2
6 Gandhigram rly stn 749 2,441 12 41 2 2 2 2 4 2 2
7 Old high court 10,637 13,078 177 218 7 9 9 2 4 2 2
8 Ushmanpura 421 557 7 9 2 2 2 2 4 2 2
9 Vijay nagar 2,064 1,671 34 28 2 2 2 2 4 2 2
10 New vadaj 2,443 1,616 41 27 2 2 2 2 4 2 2
11 Ranip 762 665 13 11 2 2 2 2 4 2 2
12 Sabarmati Rly stn 2,021 1,569 34 26 2 2 2 2 4 2 2
13 AEC 325 361 5 6 2 2 2 2 4 2 2
14 Sabarmati 711 639 12 11 2 2 2 2 4 2 2
15 Motera Stadium 800 297 13 5 2 2 2 2 4 2 2
16 Koteshwar Road 2,088 1,328 35 22 2 2 2 2 4 2 2
17 Vishwakarma College 314 220 5 4 2 2 2 2 4 2 2
18 Tapovan Circle 833 744 14 12 2 2 2 2 4 2 2
19 Narmada Canal 288 111 5 2 2 2 2 2 4 2 2
20 Koba Circle 696 313 12 5 2 2 2 2 4 2 2
21 Juna Koba 90 35 2 1 2 2 2 2 4 2 2
22 Koba Gaam 127 82 2 1 2 2 2 2 4 2 2
23 GNLU 1,921 1,655 32 28 2 2 2 2 4 2 2
24 Raysan 175 106 3 2 2 2 2 2 4 2 2
25 Randesan 238 173 4 3 2 2 2 2 4 2 2

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Sr. Hourly Hourly Peak min. Peak min. Entry Exit

Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

26 Dholakuva Circle 459 459 8 8 2 2 2 2 4 2 2

27 Infocity 233 155 4 3 2 2 2 2 4 2 2
28 Sector - 1 399 224 7 4 2 2 2 2 4 2 2
29 Sector 10A 325 639 5 11 2 2 2 2 4 2 2
30 Sachivalaya 79 867 1 14 2 2 2 2 4 2 2
31 Akshardham 558 601 9 10 2 2 2 2 4 2 2
32 Juna Sachivalaya 421 352 7 6 2 2 2 2 4 2 2
33 Sector - 16 379 624 6 10 2 2 2 2 4 2 2
34 Sector - 24 680 1,129 11 19 2 2 2 2 4 2 2
35 Mahatma Mandir 841 468 14 8 2 2 2 2 4 2 2
Total 75 77 78 70 140 70 70

GNLU towards GIFT city Corridor

Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 GNLU 1,217 1,326 20 22 2 2 2 2 4 2 2

2 PDPU 447 292 7 5 2 2 2 2 4 2 2
3 Gift City 1,110 1,156 19 19 2 2 2 2 4 2 2

Koteshwar road to Airport corridor

Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 GNLU 851 1,062 14 18 2 2 2 2 4 2 2

2 PDPU 1,044 784 17 13 2 2 2 2 4 2 2
3 Gift City 27 76 0 1 2 2 2 2 4 2 2

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(C) AFC Equipments for Ahmedabad Metro Corridor from APMC to Mahatma Mandir (Projection for 2041)
Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 APMC 2,590 1,676 43 28 2 2 2 2 4 2 2

2 Jivraj 3,805 2,393 63 40 3 2 3 2 4 2 2
3 Rajiv nagar 554 1,109 9 18 2 2 2 2 4 2 2
4 Shreyash 700 1,082 12 18 2 2 2 2 4 2 2
5 Paldi 2,632 2,629 44 44 2 2 2 2 4 2 2
6 Gandhigram rly stn 891 2,902 15 48 2 2 2 2 4 2 2
7 Old high court 13,347 16,204 222 270 9 11 11 2 4 2 2
8 Ushmanpura 503 665 8 11 2 2 2 2 4 2 2
9 Vijay nagar 2,485 2,014 41 34 2 2 2 2 4 2 2
10 New vadaj 2,919 1,957 49 33 2 2 2 2 4 2 2
11 Ranip 906 793 15 13 2 2 2 2 4 2 2
12 Sabarmati Rly stn 2,407 1,875 40 31 2 2 2 2 4 2 2
13 AEC 386 431 6 7 2 2 2 2 4 2 2
14 Sabarmati 844 763 14 13 2 2 2 2 4 2 2
15 Motera Stadium 949 354 16 6 2 2 2 2 4 2 2
16 Koteshwar Road 2,577 1,730 43 29 2 2 2 2 4 2 2
17 Vishwakarma College 372 262 6 4 2 2 2 2 4 2 2
18 Tapovan Circle 1,330 1,155 22 19 2 2 2 2 4 2 2
19 Narmada Canal 499 200 8 3 2 2 2 2 4 2 2
20 Koba Circle 1,132 524 19 9 2 2 2 2 4 2 2
21 Juna Koba 157 64 3 1 2 2 2 2 4 2 2
22 Koba Gaam 164 106 3 2 2 2 2 2 4 2 2
23 GNLU 2,542 2,200 42 37 2 2 2 2 4 2 2
24 Raysan 260 158 4 3 2 2 2 2 4 2 2
25 Randesan 386 302 6 5 2 2 2 2 4 2 2

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Sr. Hourly Hourly Peak min. Peak min. Entry Exit

Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

26 Dholakuva Circle 739 756 12 13 2 2 2 2 4 2 2

27 Infocity 346 232 6 4 2 2 2 2 4 2 2
28 Sector - 1 597 336 10 6 2 2 2 2 4 2 2
29 Sector 10A 499 963 8 16 2 2 2 2 4 2 2
30 Sachivalaya 118 1,295 2 22 2 2 2 2 4 2 2
31 Akshardham 842 923 14 15 2 2 2 2 4 2 2
32 Juna Sachivalaya 626 524 10 9 2 2 2 2 4 2 2
33 Sector - 16 605 987 10 16 2 2 2 2 4 2 2
34 Sector - 24 1,058 1,757 18 29 2 2 2 2 4 2 2
35 Mahatma Mandir 1,301 747 22 12 2 2 2 2 4 2 2
Total 78 79 80 70 140 70 70

GNLU towards GIFT city Corridor

Sr. Hourly Hourly Peak min. Peak min. Entry Exit

No. Station Name Boarding Alighting Boarding Alighting Gate Gate TOM EFO TR TVM RCTM
1 GNLU 1,632 1,766 27 29 2 2 2 2 4 2 2
2 PDPU 599 389 10 6 2 2 2 2 4 2 2
3 Gift City 1,458 1,534 24 26 2 2 2 2 4 2 2

Koteshwar road to Airport corridor

Sr. Hourly Hourly Peak min. Peak min. Entry Exit

No. Station Name Boarding Alighting Boarding Alighting Gate Gate TOM EFO TR TVM RCTM
1 GNLU 1,113 1,328 19 22 2 2 2 2 4 2 2
2 PDPU 1,307 1,033 22 17 2 2 2 2 4 2 2
3 Gift City 32 90 1 2 2 2 2 2 4 2 2

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(D) AFC Equipments for Ahmedabad Metro Corridor from APMC to Mahatma Mandir (Projection for 2051)
Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 APMC 2,870 1,877 48 31 2 2 2 2 4 2 2

2 Jivraj 4,283 2,730 71 46 3 2 4 2 4 2 2
3 Rajiv nagar 616 1,237 10 21 2 2 2 2 4 2 2
4 Shreyash 775 1,202 13 20 2 2 2 2 4 2 2
5 Paldi 2,920 2,932 49 49 2 2 2 2 4 2 2
6 Gandhigram rly stn 988 3,242 16 54 2 2 2 2 4 2 2
7 Old high court 15,493 18,593 258 310 10 12 13 2 4 2 2
8 Ushmanpura 558 742 9 12 2 2 2 2 4 2 2
9 Vijay nagar 2,959 2,312 49 39 2 2 2 2 4 2 2
10 New vadaj 3,576 2,354 60 39 2 2 3 2 4 2 2
11 Ranip 1,002 882 17 15 2 2 2 2 4 2 2
12 Sabarmati Rly stn 2,706 2,101 45 35 2 2 2 2 4 2 2
13 AEC 426 479 7 8 2 2 2 2 4 2 2
14 Sabarmati 942 855 16 14 2 2 2 2 4 2 2
15 Motera Stadium 1,049 394 17 7 2 2 2 2 4 2 2
16 Koteshwar Road 3,259 2,163 54 36 2 2 3 2 4 2 2
17 Vishwakarma College 412 291 7 5 2 2 2 2 4 2 2
18 Tapovan Circle 1,653 1,447 28 24 2 2 2 2 4 2 2
19 Narmada Canal 603 243 10 4 2 2 2 2 4 2 2
20 Koba Circle 1,476 686 25 11 2 2 2 2 4 2 2
21 Juna Koba 189 78 3 1 2 2 2 2 4 2 2
22 Koba Gaam 214 140 4 2 2 2 2 2 4 2 2
23 GNLU 3,240 2,887 54 48 2 2 3 2 4 2 2
24 Raysan 341 208 6 3 2 2 2 2 4 2 2
25 Randesan 499 399 8 7 2 2 2 2 4 2 2

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Sr. Hourly Hourly Peak min. Peak min. Entry Exit

Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

26 Dholakuva Circle 962 996 16 17 2 2 2 2 4 2 2

27 Infocity 419 284 7 5 2 2 2 2 4 2 2
28 Sector - 1 783 444 13 7 2 2 2 2 4 2 2
29 Sector 10A 657 1,274 11 21 2 2 2 2 4 2 2
30 Sachivalaya 151 1,709 3 28 2 2 2 2 4 2 2
31 Akshardham 1,045 1,195 17 20 2 2 2 2 4 2 2
32 Juna Sachivalaya 820 694 14 12 2 2 2 2 4 2 2
33 Sector - 16 733 1,235 12 21 2 2 2 2 4 2 2
34 Sector - 24 1,340 2,329 22 39 2 2 2 2 4 2 2
35 Mahatma Mandir 1,660 989 28 16 2 2 2 2 4 2 2
Total 79 80 86 70 140 70 70

GNLU towards GIFT city Corridor

Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate
1 GNLU 2,149 2,261 36 38 2 2 2 2 4 2 2
2 PDPU 782 513 13 9 2 2 2 2 4 2 2
3 Gift City 1,871 2,028 31 34 2 2 2 2 4 2 2

Koteshwar road to Airport corridor

Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 GNLU 1,369 1,668 23 28 2 2 2 2 4 2 2

2 PDPU 1,646 1,281 27 21 2 2 2 2 4 2 2
3 Gift City 35 101 1 2 2 2 2 2 4 2 2

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Assumptions:
A. Each Station has only 2 access
B. Minimum AFC equipments at a station with "2 access-1 for entry, 1 for exit": 2 entry gates, 2 exit gates, 2 EFO, 2 TOM, 4 AVM/TR, 2 TVM
C. Throughput of gate: 25 passengers per minute, TOM: One per access
D. 50% passenger are assumed on Smart card and 50% on single journey token

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Chapter – 13

DISABLED FRIENDLY FEATURES

13.1 INTRODUCTION

The objective of making this chapter is to create a user-friendly mass transport

system in India which can ensure accessibility to persons with disabilities, people
travelling with small children or are carrying luggage, as well as people with
temporary mobility problems (e.g. a leg in plaster) and the elderly persons.

The design standards for universal access to Public Transport Infrastructure

including related facilities and services, information, etc. would benefit people using
public transport.

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

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

13.2 CONTENT

1. Rail Transport

2. Metro Rail Station

 Way finding
 Signage
 Automated Kiosks
 Public Dealing Counters
 Audio-visual Displays
 Public Telephones

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 Rest Areas/Seating
 Tactile Paving - Guiding & Warning
 Doors
 Steps & Stairs
 Handrails
 Ramps
 Lifts/Elevators
 Platform/Stair Lift
 General and Accessible toilets
 Drinking Water Units
 Visual Contrasts
 Emergency Egress/Evacuation

3. Street Design
 Footpath (Sidewalk)
 Kerb Ramp
 Road Intersection
 Median/Pedestrian Refuge
 Traffic Signals
 Subway and Foot Over Bridge

4. Alighting and Boarding Area

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

13.3 RAIL TRANSPORT

1. General
Whether over-ground or underground, rail travels is a highly effective mode of
transport.
Every train should contain fully accessible carriages.
Staff should be trained in methods of assistance and be at hand on request.
Stations for all rail travel should be fully accessible with extra wide turnstiles
where possible alongside wheelchair accessible doorways
Staff should be on hand to assist persons with disabilities and elderly to enter or
exit through convenient gates.
All new railway stations should be designed to be fully accessible.
For persons with hearing impairments, an electronic sign board (digital display)
should be displayed on each platform at conspicuous location for all
announcements made by the railways.

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For persons with visual impairments audio system announcing the station names
and door location should be available.

2. Accessible Railway Cars

The railway cars should have the following features:

Railway car doors should be at least 900 mm wide;

The gap between the car doors and the platform should preferably be less than
12 mm;
Identification signage should be provided on the doors of wheelchair accessible
coach
If the car door and the platform cannot be at the same level, then at least one car
doors should have apparatus such as a hydraulic lift or pull-out ramp installed in
the doorway for wheelchair users.

3. Wheel Chair Space

Space for a wheel chair should be available at the side of the door:-
The space should be indicated inside and outside the car by using the
international symbol of access; and
Wheel stoppers and ring-strap or other appropriate safety grip should be
provided for wheelchair users.

4. Seats
An appropriate number of designated seats for passengers with disabilities and
elderly people should be provided near the doors.

5. Aisles
Aisles should be at least 900 mm wide.

13.4 INFORMATION SIGNS AND ANNOUNCEMENTS

A map of train routes should be installed. This should be in Braille/raised numbers as

well. In each car, there should be an announcement and provision of a visual display
of the names of stations route. This display should be in raised numbers with sharp
contrast from the background.

13.5 METRO RAILWAY STATIONS

1. LEVEL APPROACH
 Approach route should not have level differences. If the station is not on the
same level as the walkway or pathway, it should a ramp.
 Walkway surfaces should be non-slip.
 Approach walkway should have tactile pavements for persons with visual
impairments.

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2. STATION ENTRANCES AND EXITS

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

3. RESERVATION AND INFORMATION COUNTERS

 Should have clear floor space of at least 900 mm x 1200 mm in front of the
counters;
 There should be at least one low counter at a height of 750 mm to 800 mm
from the floor with clear knee space of 750 mm high by 900 mm wide by 480
mm deep.
 At least one of the counters should have an induction loop unit to aid people
with hearing impairments; and
 The counters should have pictographic maps indicating all the services
offered at the counter and at least one of the counter staff should be sign
language literate.

4. TOILET FACILITIES
 There should be at least one unisex accessible toilet
 Ticket Gates

At least one of the ticket gates should:

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

5. PLATFORMS
The Platforms should:
 Have a row of warning paver installed 600mm before the track edge (Fig.
13.4);
 Have non-slip and level flooring;
 Have seating areas for people with ambulatory disabilities;
 Be well illuminated lux level 35 to 40;
 There should be no gap or difference in level between the train entry door
and the platform.
 All platforms should inter-connect by means of an accessible routes or lifts;
and provide accessible level entrance to the train coach.

6. WAY FINDING
 Way finding references should be available at decision points.
 Colour can be used to identify routes and provide assistance in locating
doors, walls and hazards. Proper colour contrast between different elements
greatly improves visibility for all users and is critical for persons with low
vision. For example, colour contrasting of door frames can assist in locating
doors, and likewise floors should be contrasted with walls. In addition,
furniture should contrast with walls and floors so as not to create an obstacle.

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 Structural elements such as columns should be colour contrasted or brightly

marked so as to be visible to those who may have a visual disability.
 Generally, patterns on flooring should be avoided or else should be minimal
and small to avoid visual confusion.
 In addition to identifying hazards or warnings, tactile floor surfaces can also
be used to inform that there is a change in area (e.g. leaving a corridor and
entering a boarding area).
 Tactile systems should be consistent throughout the building. For example,
terminals should not have carpeting in some boarding areas and tile in others
as this may create confusion for those who rely on tactile surfaces to guide
them to their destination.
 Good lighting assists those with a visual disability to see better and allows
people who have a hearing impairment to lip read easier. However, care
should be taken to properly direct lighting and to use matte finishes on floors,
walls and signage, so as not to create glare which may create difficulties for
all travellers.
 Blinds can be used to adjust lighting levels in areas where the natural lighting
changes significantly throughout the day.

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

8. SIGN DESIGN SPECIFICATIONS

 The sign should be in a prominent position.
 The face of the sign should be well-illuminated by natural or artificial light.
 Letters should be simple such as Arial, Helvetica medium, and san serif or
similar and numbers should be Arabic.
 The colour of the text should be in a colour that contrasts with the sign board.
 The sign board should also contrast with the wall on which it is mounted.
 The surface of the sign should not be reflective.
 Some signs such as those adjacent to or on a toilet door may be embossed
so that they can be read by touch.
 Illuminated signs should not use red text on a dark background.
 Signs should be supplemented by Braille where possible.

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Fig. 13.1 - Way finding signage Fig. 13.2 - International

Symbol of Accessibility

9. AUTOMATED KIOSKS
 Automated kiosks should be accessible for wheelchair users.
 Should be clearly marked with international symbol of accessibility.
 Should have Braille buttons and audio announcement system for persons
with vision impairments.
 Operations should be easy to understand and operate for persons with
learning disabilities, intellectual disabilities, and elderly persons.

10. PUBLIC DEALING COUNTERS

 Ticketing, Information, Check-in, Help desk, Restaurants, Shops, etc. should
have public dealing counters.
 Information or help desks should be close to the terminal entrance, and highly
visible upon entering the terminal. In addition, they should be clearly identified
and accessible to both those who use wheelchairs and those who stand.
 It should provide information in accessible formats, viz. Braille leaflets for
persons with vision impairments.
 Ideally, these desks should have a map of the facility that desk attendants
can view with passengers, when providing directions.
 Staff manning the counters should know sign language.
 Information desk acoustics should be carefully planned and controlled as a
high level of background noise is confusing and disorienting to persons with
hearing impairment.
 Lighting should be positioned to illuminate the receptionist/person manning
the counter and the desk top without creating glare.
 Lighting should not create shadows over the receptionist staff, obscuring
facial detail and making lip reading difficult.

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 There should be a hearing enhancement system such as a loop induction

unit, the availability of which is clearly indicated with a symbol.
 One of the counters should not be more than 800mm from the floor, with a
minimum clear knee space of 650mm high and 280mm- 300mm deep.

11. AUDIO-VISUAL DISPLAYS

 Terminal maps should be placed so that they are readily visible to persons
who are standing and persons who use wheelchairs. They should also be
accessible to persons with a visual disability (i.e. tactile maps). Other
alternatives include electronic navigation systems or audio maps.
 Enable captioning at all times on all televisions and other audio-visual
displays that are capable of displaying captions and that are located in any
portion of the terminal.
 The captioning must be in high contrast for all information concerning travel
safety, ticketing, check-in, delays or cancellations, schedule changes,
boarding information, connections, checking baggage, individuals being
paged by bus railway or airlines, vehicle changes that affect the travel of
persons with disabilities, and emergencies (e.g., fire, bomb threat).

12. REST AREAS/SEATING

 Seating area / benches should be provided along the circulation path at
regular intervals so that passengers do not need to walk more than 50 to 60
metres before being able to sit and rest.
 Where seating is provided, designated seating for passengers with disabilities
is to be provided at boarding gates and departure areas within viewing
distance of communication boards and/or personnel and identified by the
symbol of access.
 Public transit operators should provide seating in passenger service areas
where there may be long waiting lines or times, including at ticket sales
counters, check-in counters, secured screening and during inter-country
travel in customs areas and baggage retrieval areas.
 Designated seating should be provided for at boarding gates and departure
areas within viewing distance of communication boards, and within hearing
range of audio announcements as well. Such seating areas should be
identified by the symbol of accessibility and shelter should be provided where
this seating is outdoors.
 In outdoor settings, seating should be provided along with the planned
hawker spaces.
 At waiting lounges for persons with disabilities chairs should have armrests
and backrest.

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13. TACTILE PAVING- GUIDING & WARNING

(a) Tactile Guiding Paver (Line-Type)

It is recommended to install a row of tactile guidance paver along the entire length of
the proposed accessible route for visual impaired persons. Care must be taken to
ensure that there are no obstacles, such as wall, pillar, uneven surfaces, Soffit
(underside /open area under the stairs, along the route traversed by the guidance
paver. Also, there should be clear headroom of at least 2.1 meters height above the
tactile guidance paver, free of protruding objects such as overhanging advertisement
panel and signage, along the entire length of the walk.

(b) Tactile Warning Paver (Dot-Type)

Indicate an approaching potential hazard or a change in direction of the walkway,
and serve as a warning of the approaching danger to persons with visual
impairments, preparing them to tread cautiously and expect obstacles along the
travel path, traffic intersections, doorways, stairs, etc. They are used to screen off
obstacles, drop-offs or other hazards, to discourage movement in an incorrect
direction, and to warn of a corner or junction. Two rows of tactile warning paver
should be installed across the entire width of the designated accessible passenger
pathway at appropriate places such as before intersections, terminal entrances,
obstacles such as signage, and each time the walkway changes direction.

14. PLACES TO INSTALL WARNING PAVER

 In front of an area where traffic is present.
 In front of an entrance/exit to and from a staircase or multi-level crossing
facility.
 Entrances/exits at public transport terminals or boarding areas.

Fig. 13.3 - Guiding paver

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Fig. 13.4 - Warning paver

15. DOORS
Whatever the type of entrance door, it must be wide enough to accommodate
passenger traffic comfortably.

 The recommended minimum clear opening width of an internal door is 900mm

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

 Where revolving doors or turnstiles are used, an alternative wheelchair-

accessible entrance must also be provided.
 A distance of 400mm should be provided beyond the leading edge of door to
enable a wheelchair user to maneuver and to reach the handle.
 To ensure maximum clarity for persons with visual impairments, the entrance
should be easily distinguishable from its surroundings by the effective use of
landscaping, signage, colour (preferably yellow/orange), tonal contrast and

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tactile surfacing.
 Door hardware should be positioned between 900-1000mm above floor.
 Operable devices such as handles, pulls, latches and locks should:

o Be operable by one hand

o Not require fine finger control, tight grasping, pinching or twisting to operate

 Glazed doors and fixed glazed areas should be made visible by use of a clear,
colour and tone contrasted warning or decorative feature that is effective from
both inside and outside and under any lighting conditions, e.g. a logo, of
minimum dimensions 150mm by 150mm (though not necessarily square), set at
eye level.

16. STEPS & STAIRS

 Steps should be uniform with the tread not less than 300mm and the risers
150mm.
 The risers should not be open.
 The steps should have an unobstructed width of 1200mm minimum.
 All steps should be fitted with a permanent colour and tone contrasting at the
step edge, extending the full width of the step, reaching a minimum depth of
50mm on both tread and riser.
 Have continuous handrails on both sides including the wall (if any) at two levels
 Warning paver to be placed 300mm at the beginning and at the end of all stairs.
 Nosing to be avoided.
 The staircase should be adequately and uniformly illuminated during day and
night (when in use). The level of illumination should preferably fall between 100-
150 lux.
 The rise of a flight between landings must be no more than 1200mm.
 There should be no more than 12 risers in one flight run.
 The stair covering and nosing should be slip-resistant, non-reflective, firmly-fixed
and easy to maintain.
 Soffit (underside /open area under the stairs) of the stairs should be enclosed or
protected.

17. HANDRAILS
 Handrails should be circular in section with a diameter of 38-45mm and formed
from materials which provide good grip such as timber, nylon or powder coating,
matt finish metal finishes.
 The handrail should contrast in colour (preferably yellow/orange) with
surrounding surfaces.
 At least 50mm clear of the surface to which they are attached and should be
supported on brackets which do not obstruct continuous hand contact with the
handrail.
 The handrail should be positioned at two levels- 760mm and 900mm above the

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pitch-line of a flight of stairs.

 Handrail at foot of the flight of stairs should extend 300mm beyond the stairs in
the line of travel and returning to the wall or floor or rounded off, with a positive
end that does not project into the route of travel.

18. RAMPS
 Ramps gradient should ideally be 1 in 20 and no greater than 1 in 12.
 Width of the ramp should not be less than 1200mm and preferred width is
1800mm.
 The steeper the gradient, the shorter the length of ramp between landings.
 On long ramps, a horizontal resting space should be provided every 6 meters.
 Surface materials should be slip-resistant, non-reflective, firmly-fixed and easily
maintained
 The edge of the ramp should have an edge protection with a minimum height of
100mm.
 Landings every 750mm of vertical rise.
 A tapping or lower rail should be positioned so that its bottom edge is no higher
than 200mm above ground level.
 Handrails on the ramps should be on both sides at two levels: upper at 900mm
and lower at 760mm; both end to be rounded and grouted; extend 300 mm
beyond top and bottom of ramp .
 A row of tactile warning paver should be placed 300mm beginning and end of
each run.
 Landings should be provided at regular intervals as indicated in the table below.

Table 13.1 - Specifications for Ramps

Level Minimum gradient of Ramp Handrail on both
Comments
difference Ramp Width sides
≥ 150 mm 1:12 1200 mm √
≤ 300 mm
≥ 300 mm 1:12 1500 mm √ Landings every 5 meters
≤ 750 mm of ramp run.
≥ 750 mm 1:15 1800 mm √ Landings every 9 meters
≤ 3000mm of ramp run.
≥ 3000 mm 1:20 1800 mm √ Landings every 9 meters
of ramp run.

19. LIFTS/ELEVATORS
A carefully designed lift makes a huge contribution to the accessibility of a multi-
storied terminal building for persons with disabilities.

 Lift locations should be clearly signposted from the main pedestrian route and
recognizable through design and location.
 The colour and tone of the lift doors should contrast with the surrounding wall
finish to assist in their location. Lift doors with metallic finishes such as steel grey

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and silver should be avoided as they are difficult to identify by persons with low
vision.
 The lift lobby shall be of an inside measurement of 1800mm X 2000mm or more.
A clear landing area in front of the lift doors of minimum dimensions 1500mm x
1500mm should be provided.
 By making the landing area distinguishable by floor surface and contrast, it will
aid location and recognition of core areas. This could comprise a change in floor
finish from thin carpet to vinyl/PVC, or cement/mosaic floor to carpet.
 Changes in floor finish must be flushed. There should be no level difference
between lift door and the floor surface at each level; the gap if unavoidable
should not be more than 12mm.
 The floor level/location should be indicated on the wall adjacent to or just above
the call buttons, and opposite the lift doors where possible.

20. LIFT DIMENSIONS

 Provisions of at least one lift shall be made for people using wheelchairs with the
following car dimensions:
o Clear internal depth -1500 mm minimum
o Clear internal width - 1500 mm minimum
o Entrance door width - 900 mm minimum

21. LIFT CONTROLS

 The lift call button should be wall-mounted adjacent to the lift and should
contrast with wall finish, either by using a contrasting panel, or a contrasting
border around the button panel.
 The call buttons should be located within the range 800-1000mm above floor
finish.
 Buttons should not be touch sensitive, but should require a light positive
pressure and should ideally be large enough to be operable by the palm of the
hand if required.
 The control buttons inside the lift should be positioned on the side wall rather
than front wall to allow access from the back and front of the lift car, by mobility
aid users like wheelchair users.
 The control buttons should contrast with their surroundings and illuminate when
pressed and should incorporate highly visible tactile embossed (NOT engraved)
characters and in Braille.
 Time of closing of an automatic door should be more than 5 seconds and the
closing speed should not exceed 25 meters per second. There should be a
provision of censor enabled closing.
 In larger lifts, controls should be positioned on both side walls, at least 400mm
from front wall and between 800-1000mm above floor level.

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22. CAR DESIGN

 Internal walls should have a non-reflective, matt finish in a colour and tone
contrasting with the floor, which should also have a matt, non-slip finish.
 Use of reflective materials such as metal (stainless steel for example) can be
problematic in creating sufficient contrast with control buttons, emergency
telephone cabinet, etc. for persons with low vision and the use of such materials
should be avoided wherever possible.
 A mirror (750mm above floor level) on the rear wall can be useful to persons
using wheelchairs and other mobility aids should they need to reverse safely out
of the lift car or view the floor numbers.
 Internal lighting should provide a level of illumination of minimum 100 lux
(approximately 50-75 lux at floor level), uniformly distributed, avoiding the use of
spotlights or down lighters.
 A grab bar should be provided along both sides and the back wall, 900mm
above floor level.
 Handrails should be of tubular or oval cross section, in order to be easily gripped
and capable of providing support.
 Handrails should be positioned so that there is a clear space behind the handrail
to allow it to be grasped i.e. knuckle space should be 50mm.

13.6 INFORMATION SYSTEMS

 Lifts should have both visual and audible floor level indicators
 Audible systems are also usually capable of incorporating additional messages,
such as door closing, or, in the case of an emergency, reassurance (with manual
over-ride allowing communication with lift occupants).
 Announcement system should be of 50 decibel.
 The display could be digital or segmented LED, or an appropriate alternative. A
yellow or light green on black display is preferred to a red on black display as it
is easier to read.

13.7 GENERAL AND ACCESSIBLE TOILETS

1. SIGNAGES
 All signage of general toilets should be in bold and contrasting colors.
 For persons with low vision and vision impairments: male pictogram in triangle
and female pictogram in circle, marked on plates along with Braille & raised
alphabets, to be mounted on wall next to door near the latch side, at a height
between 1400mm-1600mm.
 Warning strip/ thin rubber door mat to be provided 300mm before and after the
toilet entrance.
 Tactile paver to be provided for urinals, WC and washbasins for persons with
vision impairments.

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2. ACCESSIBLE TOILETS
 Should have the international symbol of accessibility displayed outside for
wheelchair access.
 The toilet door should be an outward opening door or two way opening or a
sliding type and should provide a clear opening width of at least 900mm.
 It should have a horizontal pull-bar, at least 600mm long, on the inside of the
door, located so that it is 130mm from the hinged side of the door and at a height
of 1000mm.

3. WC COMPARTMENT DIMENSIONS
 The dimensions of a unisex toilet are critical in ensuring access. The
compartment should be at least 2200mm and 2000mm. This will allow use by
both manual and motorized wheelchair users.
 Layout of the fixtures in the toilet should be such that a clearing maneuvering
space of 1500mm x 1500mm in front of the WC and washbasin.

4. WATER CLOSET (WC) FITTINGS

 Top of the WC seat should be 450-480mm above finished floor level, preferably
be of wall hung or corbel type as it provides additional space at the toe level.
 An unobstructed space 900mm wide should be provided to one side of the WC
for transfer, together with a clear space 1200mm deep in front of the WC.
 WC should be centred 500mm away from the side wall, with the front edge of the
pan 750mm away from the back wall. Have a back support. The WC with a back
support should not incorporate a lid, since this can hinder transfer.
 L-shape grab bar at the adjacent wall and on the transfer side (open side) swing
up grab bar shall be provided.
 The cistern should have a lever flush mechanism, located on the transfer side
and not on the wall side and not more than 1000mm from the floor.

5. GRAB BARS
 Grab bars should be manufactured from a material which contrasts with the wall
finish (or use dark tiles behind light colored rails), be warm to touch and provide
good grip.
 It is essential that all grab rails are adequately fixed, since considerable pressure
will be placed on the rail during maneuvering. Grab bars should sustain weight of
200kgs minimum.
 A hinged type moveable grab bar should be installed adjacent to the WC on the
transfer side. This rail can incorporate a toilet tissue holder. A distance of
320mm from the centre line of the WC between heights of 200-250mm from the
top of the WC seat. It should extend 100-150mm beyond the front of the WC.
 A fixed wall-mounted L- shape grab bar (600mm long horizontal and 700mm
long vertical) on the wall side should be provided. It should be placed at a height
of 200-250mm above the WC seat level.

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6. WASHBASINS
 Hand washbasins should be fitted on cantilevered brackets fixed to the wall.
 The basin should be fixed no higher than 750mm above the finished floor level.
 Be of dimensions 520mm and 410mm, mounted such that the top edge is
between 800- 900mm from the floor; have a knee space of at least 760mm wide
by 200mm deep by 650-680mm high.
 The position of the basin should not restrict access to the WC i.e. it should be
located 900mm away from the WC.
 A lever operated mixer tap fitted on the side of the basin closest to the WC is
useful as it allows hot and cold water to be used from a seated position on the
WC.
 The hand drying facilities should be located close to the hand washbasin
between 1000-1200mm.
 Lever type handles for taps are recommended.
 Mirror‟s bottom edge to be 1000mm from the floor and may be inclined at an
angle.

7. FIXTURES AND FITTINGS

 Contrast between fittings and fixtures and wall or floor finishes will assist in their
location. For example, using contrasting fittings, or dark tiles behind white hand
washbasins and urinals, contrasting soap dispensers and toilet roll holders.
Contrast between critical surfaces, e.g. floors, walls and ceilings helps to define
the dimensions of the room.
 Towel rails, rings and handrails should be securely fixed to the walls and
positioned at 800-1000mm from the floor.
 The mirror should be tilted at an angle of 300 for better visibility by wheelchair
users.
 It should have lower edge at 1000mm above floor finish and top edge around
1800mm above floor finish.
 Hooks should be available at both lower-1200mm and standard heights-
1400mm, projecting not more than 40mm from the wall.
 Where possible, be equipped with a shelf of dimensions 400mm x 200mm fixed
at a height of between 900mm and 1000mm from the floor.
 Light fittings should illuminate the user's face without being visible in the mirror.
For this reason, most units which have an integral light are unsatisfactory.
 Large, easy to operate switches are recommended, contrasting with background
to assist location, at a maximum height of 1000mm above floor finish.
 All toilet facilities should incorporate visual fire alarms.
 Alarms must be located so that assistance can be summoned both when on the
toilet pan i.e. at 900mm height and lying on the floor i.e. at 300mm, from floor
surface. Alarms should be located close to the side wall nearest the toilet pan,
750mm away from rear wall and at 900mm and 200mm above floor finish.

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8. SIGNAGE OF ACCESSIBLE TOILETS

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

Fig. 13.5 - Signage for accessible washroom

9. ACCESSIBLE URINAL
 At least one of the urinals should have grab bars to support ambulant persons
with disabilities (for example, people using mobility aids like crutches).
 A stall-type urinal is recommended.
 Urinals shall be stall-type or wall-hung, with an elongated rim at a maximum of
430mm above the finish floor. This is usable by children, short stature persons
and wheelchair users.
 Urinal shields (that do not extend beyond the front edge of the urinal rim) should
be provided with 735mm clearance between them.
 Grab bars to be installed on each side, and in the front, of the urinal.
 The front bar is to provide chest support; the sidebars are for the user to hold on
to while standing.

13.8 DRINKING WATER UNITS

 Drinking water fountains or water coolers shall have up front spouts and control .
 Drinking water fountains or water coolers shall be hand-operated or hand and
foot-operated.
 Conventional floor mounted water coolers may be convenient to individuals in
wheelchairs if a small fountain is mounted on the side of the cooler 800mm
above the floor.
 Fully recessed drinking water fountains are not recommended.
 Leg and knee space to be provided with basin to avoid spilling of water . This
allows both front and parallel access to taps for persons using mobility aids like
wheel chair, crutches etc.

13.9 VISUAL CONTRASTS

 Visual contrasts means adequate contrast created by difference of at least 30

LRV (Light Reflectance Value) of the two surfaces/ objects and it helps everyone
especially persons with vision impairments.

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 Visual contrast should be provided between:

o Critical Surfaces (walls, ceiling and floor),
o Signage and background sign frame/ wall,
o Step edges and risers/ treads on steps,
o Handrails and background walls,
o Doors and surrounding walls,
o Switches/ sockets and background wall,
o Toilet fixtures and critical surfaces in toilet.

 Barriers and hazards should be highlighted by incorporating colours and

luminance contrast.

13.10 EMERGENCY EGRESS/EVACUATION

 Placement (accessibility) and visibility of such devices is very important. The

following is to be considered for the installation of such alarm devices; fire alarm
boxes, emergency call buttons and lit panels should be installed between
heights of 800mm and 1000mm from the furnished floor surface. These should
be adequately contrasted from the background wall and should be labelled with
raised letters and should also be in Braille.

 A pre-recorded message, alerting an emergency to the control room or reception

should be installed in the telephone and this should be accessible by a „hotkey‟
on the phone keypad. This „hotkey‟ should be distinct from the rest of the
keypad.

13.11 ALERTING SYSTEMS

 In emergency situations, it is critical that people are quickly alerted to the

situation at hand, for persons with disability the following needs to be
considered.

 Consider having audible alarms with „voice instructions‟ that can help guide them
to the nearest emergency exit. As an alternative to the pre-recorded messages,
these alarms may be connected to the central control room for on-the-spot
broadcasts.

 Non-auditory alarms (visual or sensory) to alert persons with hearing

impairments should be installed at visible locations in all areas that the
passengers may use (including toilet areas, etc).

Non-auditory alarms include:

 Flashing beacons
 Vibrating pillows and vibrating beds.

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 Pagers or mobile phones that give out a vibrating alarm along with a flashing
light (these may be issued to persons with vision or hearing impairments at the
time of check-in or boarding the vehicle.)

13.12 WRITTEN EVACUATION PROCEDURE

A written evacuation procedure that details the egress plan for people with disability
should be installed behind the entrance door in the accessible rest rooms. The
evacuation procedure should be detailed in large print letters that contrast strongly
against the background. Where possible, it should also incorporate raised letters and
Braille. The evacuation route should be displayed on a high contrast tactile map for
benefit of persons with vision impairments.

13.13 EMERGENCY EVACUATION ROUTE

 Designate routes that are at least 1200mm wide, to ensure that a person using a
wheelchair and a non disabled person are able to pass each other along the
route. The route should be free of any steps or sudden changes in level and
should be kept free from obstacles such as furniture, coolers, AC units and
flower pots.

 Use Exit signage along the route. Orientation and direction signs should be
installed frequently along the evacuation route and these should preferably be
internally illuminated. The exit door signage should also be internally illuminated.

 A „way guidance lighting system‟ consisting of low mounted LED strips to outline
the exit route (with frequent illuminated direction indicators along the route)
should be installed along the entire length of the evacuation route. Way
guidance systems allow persons with vision impairments to walk significantly
faster than traditional overhead emergency lighting. Moreover, emergency exit
lights in green color and directional signals mounted near the floor have been
found to be useful for all people in cases where a lot of smoke is present.

13.14 WAY GUIDANCE SYSTEM

 Luminance on the floor should be 1lux minimum provided on along the centre
line of the route and on stairs.
 Install clear illuminated sign above exit and also directional signage along the
route.
 The directional exit signs with arrows indicating the way to the escape route
should be provided at a height of 500mm from the floor level on the wall and
should be internally illuminated by electric light connected to corridor circuits.

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13.15 FIRE RESISTANT DOORS

 Fire resistant doors and doors used along the emergency evacuation route are
generally heavy and the force required to open these is much higher than 25
Newtons, making it difficult for people with disability to negotiate these doors
independently. There are, however, magnetic and other types of door holders
available that can be connected to fire alarms so that they will hold the doors
open normally but will release the doors when the fire alarm is activated.

13.16 STREET DESIGN

(a) Footpath (Sidewalk)

Footpaths should be regarded as a transportation system which is connected and
continuous, just like roadways and railways. They should not be sporadically placed
where ever convenient, but instead should be provided consistently between all
major attractions, trip generators, and other locations where people walk.

Footpath should:

 Be along the entire length of the road;

 Have height of a standard public step riser i.e. 150 mm maximum;
 Be at least 1800 mm wide;
 Have non-slip surface;
 Have tactile guiding paver for persons with visual impairments;
 Preferably have well defined edges of paths and routes by use of different
colours and textures;
 Have no obstacles or projections along the pathway. If this is unavoidable, there
should be clear headroom of at least 2200 mm from the floor level;
 The minimum 1.8m (width) x 2.2m (Height) Walking Zone should be clear of all
obstructions – both horizontally and vertically.

Footpath should have:

 Have kerb ramps where ever a person is expected to walk into or off the
pathway; and
 Have tactile warning paver installed next to all entry and exit points from the
footpath.

(b) Kerb Ramp

 Kerb should be dropped, to be flush with walk way, at a gradient no greater than
1:10 on both sides of necessary and convenient crossing points. Width should
not be less than 1200mm. If width (X) is less than 1200mm, then slope of the
flared side shall not exceed 1:12.
 Floor tactile paving- Guiding & Warning paver shall be provided to guide persons

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with vision impairment so that a person with vision impairment does not
accidentally walk onto the road.
 Finishes shall have non-slip surface with a texture traversable by a wheel chair.

(c) Road Intersections

 Pedestrian crossings should be equipped with traffic control signal.
 Traffic islands to reduce the length of the crossing are recommended for the
safety of all road users.
 Warning pavers should be provided to indicate the position of pedestrian
crossings for the benefit of people with visual impairments.
 Table tops (raised road level to the sidewalk height) are helpful in reducing the
speed of traffic approaching the intersection

(d) Median/Pedestrian Refuge

Raised islands in crossings should:

 Cut through and level with the street; or

 Have kerb ramps on both the sides and have a level area of not less than 1500
mm long in the middle; and
 A coloured tactile marking strip at least 600 mm wide should mark the beginning
and end of a median/ pedestrian refuge to guide pedestrian with visual
impairments to its location.

13.17 TRAFFIC SIGNALS

 Pedestrian traffic lights should be provided with clearly audible signals for the
benefit of pedestrians with visual impairments;
 Acoustic devices should be installed on a pole at the point of origin of crossing
and not at the point of destination;
 The installation of two adjacent acoustic devices such as beepers is not
recommended in order to avoid disorientation;
 The time interval allowed for crossing should be programmed according to the
slowest crossing persons; and
 Acoustical signals encourage safer crossing behaviour among children as well.

13.18 SUBWAY AND FOOT OVER BRIDGE

Subways and foot over bridges should be accessible for people with disabilities. This
may be achieved by:

 Provision of signage at strategic location;

 Provision of slope ramps or lifts at both the ends to enable wheelchair
accessibility ;
 Ensuring that the walkway is at least 1500 mm wide;

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 Provision of tactile guiding and warning paver along the length of the walkway;
 Keeping the walkway; free from any obstructions and projections; and
 Providing for seats for people with ambulatory disabilities at regular intervals
along the walkway and at landings.

13.19 ALIGHTING AND BOARDING AREAS

All areas and services provided in the Mass Rapid Transit System
(Metro/subway), bus terminuses, etc. that are open to the public should be
accessible.

13.20 APPROACH

 Passenger walkways, including crossings to the bus stops, taxi stands, terminal /
station building, etc. should be accessible to persons with disabilities.
 Uneven surfaces should be repaired and anything that encroaches on corridors
or paths of travel should be removed to avoid creating new barriers. Any
obstructions or areas requiring maintenance should be white cane detectable.
 Access path from plot entry and surface parking to terminal entrance shall have
even surface without any steps.
 Slope, if any, shall not have gradient greater than 5%. The walkway should not
have a gradient exceeding 1:20. It also refers to cross slope.
 Texture change in walk ways adjacent to seating by means of tactile warning
paver should be provided for persons with vision impairment.
 Avoid gratings in walks.

13.21 CAR PARK

(A) SIGNAGE

 International symbol of accessibility (wheelchair sign) should be displayed at

approaches and entrances to car parks to indicate the provision of accessible
parking lot for persons with disabilities within the vicinity.
 Directional signs shall be displayed at points where there is a change of direction
to direct persons with disabilities to the accessible parking lot.
 Where the location of the accessible parking lot is not obvious or is distant from
the approach viewpoints, the directional signs shall be placed along the route
leading to the accessible parking lot.
 Accessible parking lot should be identifiable by the International Symbol of
Accessibility. The signs should not be obscured by a vehicle parked in the
designated lot.
 Vertical signs shall be provided, to make it easily visible, the sign should be at a
minimum height of 2100 mm


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(B) SYMBOL

International Symbol of Accessibility should be clearly marked on the accessible

parking lot for drivers/riders with disabilities only.
 A square with dimensions of at least 1000 mm but not exceeding 1500 mm in
length;
 Be located at the centre of the lot; and
 The colour of the symbol should be white on a blue background.

(C) CAR PARK ENTRANCE

The car park entrance should have a height clearance of at least 2400 mm.

LOCATION
 Accessible parking lots that serve a building should be located nearest to an
accessible entrance and / or lift lobby within 30 meters. In case the access is
through lift, the parking shall be located within 30 meters.
 The accessible route of 1200 mm width is required for wheelchair users to pass
behind vehicle that may be backing out.

(D) ACCESSIBLE CAR PARKING LOT

The accessible car parking lot should:

 Have minimum dimensions 5000 mm × 3600 mm;

 Have a firm, level surface without aeration slabs;
 Wherever possible, be sheltered;
 Where there are two accessible parking bays adjoining each other, then the
1200 mm side transfer bay may be shared by the two parking bays. The transfer
zones, both on the side and the rear should have yellow and while cross-hatch
road markings;
 Two accessible parking lots shall be provided for every 25 no of car spaces.

(E) DROP OFF AND PICK UP AREAS

 Designated drop-off and pick-up spaces, to be clearly marked with international

symbol of accessibility.
 Kerbs wherever provided, should have kerb ramps.

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Chapter – 14

ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

14.1 LEGAL, POLICY AND INSTITUTIONAL FRAME WORK

The available national and state level legal Acts and Legislation referred during the
study are:
 The Water (Prevention and Control of Pollution) Act, 1974 (Amendment 1988).
 The Water (Prevention and Control of Pollution) Cess Act 1977, (Amendment), 2003.
 The Water (Prevention and Control of Pollution) Cess Rules, 1978, 1991.
 The Air (Prevention and Control of Pollution) Act 1981, amended 1987.
 The Air (Prevention and Control of Pollution) (Union Territories) Rules, 1982, 1983
 Noise Pollution (Regulation and Control) Rules, 2000 amendment 2002, 2006.
 Municipal Solid Waste Rules, 2000
 The Environment (Protection) Act, 1986, amended 1991.
 The Environment (Protection) Rules,1986.
 The Indian Forest Act, 1927.
 Forest (Conservation) Act, 1980, amended 1988.
 Forest (Conservation) Rules, 2003.
 Gujarat (Urban Area) Protection of Trees Act 1975
 The Wild Life (Protection) Act 1972, Amendment, 2002

14.1.1 ENVIRONMENTAL CATEGORIZATION

The proposed project does not passes through any Wildlife Sanctuary, National
Park, or any other environmentally sensitive or protected areas. The proposed
project comprises three alignments viz., between Motera Stadium – Mahatma
Mandir, Koteshwar Road – Airport and GNLU – Gift City metro corridors. The
alignments are proposed mostly on the centre of the road. Although, the proposed
project will bring in many benefits to the area, there is potential for environmental
impacts on the ambient environment.

Requirement of Environmental Clearance

As per provisions of the EIA Notification, 14 September 2006 as amended up to
1December 2009, any person who desires to undertake any new project in any part of
India or the expansion or modernization of any existing industry or project listed in
Schedule-I of the said notification shall submit an application to the Ministry of
Environment and Forests, Government of India in accordance with the guidelines
issued by the Central Government in the Ministry of Environment and Forests from
time to time. Metro Rail project is not included in the Schedule-I of the EIA
Notification, 2006. Thus, the project does not require an environmental
clearance certificate from the Ministry of Environment and Forests,
Government of India.
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Requirement of Forest Clearance

As per Indian "Forests Conservation Act (1980), every project requiring diversion of
forest land for non-forestry purposes require forest clearance from MoEF. The
forestry clearance is granted through two-stage process: Stage 1 refers, in
principle agreement, to the project proposal in which usually the conditions
relating to transfer, mutation and declaration as RF/ PF under the Indian Forest
Act, 1972, of equivalent non-forest land for compensatory afforestation and funds
for raising compensatory afforestation thereof are stipulated. Stage II involves
formal approval under the Act after receipt of compliance report from the State
Government in respect of the stipulated conditions. Since alignment is not passing
through any forest land and no diversion of forest land is involved in the proposed
project, no forest clearance is required for this project.

Required Clearances/Permissions
For the proposed project, required clearances/ permissions related to
environment have been summarized below.

Table 14.1: Permissions/Clearances Required for the Project

S. No. Permissions/ Acts / Rules / Notifications / Concerned Responsibility
Clearances Guidelines Agency
A. Pre-construction Stage
1 Permission for felling of Forest Conservation Act (1980) MEGA / District MEGA
trees Procedural Guidelines developed Collector
by the Department of Environment,
GoM; Tree removal will be guided
as per state government rules.
B. Implementation Stage
2 Consent to operate hot Air (Prevention and Control of Gujarat State Contractor
mix plant, crushers, Pollution) Act 1981 Pollution Control
batching plant Board
3 Permission for Environment (Protection) Act, Central Ground Contractor
withdrawal of 1986 Water Authority
groundwater

4 Permission for sand Environment (Protection) Act, Mining Contractor

mining from river bed 1986 Department/
MoEF

5 Authorization for Hazardous Waste GujaratState Contractor

Disposal of Hazardous (Management and Pollution Control
Waste Handling) Rules 1989 Board

6 Disposal of Hazardous Waste Local civic body to Contractor

bituminous and other (Management and use local solid waste
wastes Handling) Rules 1989 disposal site
7 Consent for disposal of Water (Prevention and Gujarat State Contractor
sewage from labour Control of Pollution) Act 1974 Pollution Control
camps. Board

8 Pollution Under Control Central Motor and Vehicle Act Department of Contractor
Certificate 1988 Transport, Govt. of
Gujarat authorised
testing centres

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S. No. Permissions/ Acts / Rules / Notifications / Concerned Responsibility

Clearances Guidelines Agency
9 Roof Top Rain Water Central Groundwater Authority Central Ground Contractor
Harvesting (RWH) (CGWA) Guidelines Water Authority/
AMC
10 Permission for Environment (Protection) Act, CGWA Contractor
groundwater 1986
extraction for drinking
purpose
11 Employing Labour/ The Building and Other District Labour Contractor
workers Construction Workers Commissioner
(Regulation of Employment
and Conditions of Service) Act,
1996

14.1.2 OBJECTIVE AND SCOPE OF THE STUDY

The objective of the Environment and Social Impact Assessment study is to facilitate
the Metro- Link Express for Gandhinagar and Ahmedabad (MEGA) evaluate the
environmental impacts of its proposed activity. MEGA proposes to apply for loan to
seek financial support from multilateral funding agencies. Thus, the objective of the
study is to conduct Environmental Impact Assessment as per requirement of
multilateral funding agencies. The scope of EIA includes the impacts resulting from
pre-construction, during construction and operation phases of the proposed metro
alignments in Ahmedabad. In addition, it is proposed to establish environmental
baseline and safeguard measures for protection of environment for sustainable
development during project cycles.

14.1.3 APPROACH AND METHODOLOGY

The MEGA has considered different alternative corridors. The underlying principles
for evaluation for each corridor, without affecting the overall usefulness of the
corridor, are minimum private land acquisition, least disturbance to properties,
minimal disturbance to ecology/biodiversity. In the analysis of alternatives, a
comparison of scenario with and without the project has also been made. The final
alternative was fixed based on Technical Feasibility, Socio-economic acceptability,
and Environmental sustainability for Metro Corridors. The environmental study is
carried out for the alignment proposed by MEGA. The approach is to follow the
sequence of steps adopted in an EIA study. The basic concept is to ascertain the
existing baseline conditions and assess the impacts as a result of construction and
operation of the project. The changes likely to occur in different components of the
environment viz. physical, biological / ecological, environmental and socio-economic
etc. have been studied, analyzed and quantified, wherever possible. The
identification of parameters for data generation and impact assessment are
important. The analysis of assessment depends upon the reliable data generated/
available on environmental attributes. This study has documented the baseline data
for various parameters of physical, ecological and environmental pollution (air, water
and noise). The impacts are assessed for various phases of project cycle namely:

 Impacts due to project location,

 Impacts due to project design,

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 Impacts due to project construction, and

 Impacts due to project operation.

The impacts are categorized as negative and positive. The cost of management and
monitoring programs were estimated and budgeted for.

14.2 PROJECT AREA

The metro project in Ahmedabad city of Gujarat between Motera stadium and
Mahatma Mandir, Koteshwar and Airport and GNLU and Gift City. The proposed
alignment would serve the city by providing better connectivity. The project area also
includes the viaduct and station areas. The maintenance Depot is not proposed for
these corridors and it is proposed to utilize Gyaspur Depot of Phase-I. This metro
corridor is proposed in Ahmedabad to cater the requirement of the city for a length of
about 34 Km. The total alignment in these corridors will be elevated entirely. The
Metro corridor will have standard Guage alignment.

14.3 ENVIRONMENTAL SCOPING

Baseline environmental status in and around the proposed project depicts the
existing environmental conditions of the location. Baseline data was collected for
various/environmental attributes so as to compute the impacts that are likely to arise
due to proposed project.

The scope of the present study includes detailed characterization of following

environmental components, which are most likely to be influenced by the proposed
project:
 Land Environment
 Water Quality (Surface + Ground water)
 Meteorological conditions
 Ambient Air Quality
 Noise Levels
 Biodiversity
 Socio Economic studies.

The information presented in this chapter has been acquired from various sources.
Data on land environment has been collected and compiled from various reports and
field surveys. The data on water, air, noise quality, and biodiversity were collected
through field studies, sampling in March 2017. Climatological data were collected
from India meteorological Department. Efforts have been made to compile the
available data from literature, books, maps and reports. The methodology adopted
for data collection is highlighted wherever necessary. Environmental Attributes and
Frequency of Baseline Survey is presented in Table 14.2.

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Table 14.2 Environmental Attributes and Frequency of Monitoring

S. No Attribute Parameter No. of Samples Source

LAND ENVIRONMENT

1 Geology Geological Status --- Literature review

2 Seismology Seismic Hazard --- Literature review

WATER ENVIRONMENT

Physical, Chemical and

3 Ground Water 4 Sampling locations
Biological parameters
Physical, Chemical and
4. Surface Water 4 Sampling locations
Biological parameters

AIR, NOISE AND METEOROLOGY

Sampling/Monitoring
5 Ambient Air Quality PM10, SO2, NOx 17
locations
Noise levels in dB (A)
17 Sampling/Monitoring
6. Noise Leq, Lmax, Lmin, L10, L50,
locations
L90
Physico-chemical
7 Soil 4 Sampling Locations
parameters
PPV mm/s, Vrms mm/s, Sampling/ Monitoring
8 Vibration -5
17
VdBrms(wrt 2.54x10 mm/s) Locations

SOCIO-ECONOMIC

Socio-economic Field Studies, Literature

9 Socio-economic profile Once
aspects review.

Ecology

10 Trees Number Once Filed Studies

Sampling locations of Water Quality, Noise Levels, and Ambient Air Quality are
depicted in Fig. 14.1.

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Fig. 14.1 Air Quality, Noise level and Water Sampling/Monitoring Sites

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Table 14.3 Sampling / Monitoring Locations:

S. Ground Surface
Station Name Air Noise Vibration Soil
No Water Water
No. of Samples 17 17 17 4 4 4
Nr Indira Sardar
1 Sardar Nagar Sardar Nagar Sardar Nagar Sardar Nagar
Bridge Nagar
Sai Baba Pond Nr.
2 Koteshwar Koteshwar Koteshwar Koteshwar
Temple Ashram
Vishwakarma Vishwakarma Vishwakarma Vishwakarma
3
College College College College
4 Tapovan Circle Tapovan Circle Tapovan Circle Tapovan Circle Canal
5 Koba Gaam Koba Gaam Koba Gaam Koba Gaam Koba
6 GNLU GNLU GNLU GNLU
7 Raysan Raysan Raysan Raysan Rayasan
8 Randesan Randesan Randesan Randesan
Dhola Kuva Dhola Kuva Dhola Kuva Dhola Kuva
9 Dhola Kuan
Circle Circle Circle Circle
Pond near
10 Infocity Infocity Infocity Infocity
infocity
11 Sector-1 Sector-1 Sector-1 Sector-1 Sector 1
12 Sector-10A Sector-10A Sector-10A Sector-10A
13 Sachivalaya Sachivalaya Sachivalaya Sachivalaya
14 Akshardham Akshardham Akshardham Akshardham Akshardham
Juna Juna Juna Juna
15
Sachivalaya Sachivalaya Sachivalaya Sachivalaya
16 Sector 16 Sector 16 Sector 16 Sector 16
17 Sector 24 Sector 24 Sector 24 Sector 24
Mahatma Mahatma Mahatma Mahatma Mahatma
18
Mandir Mandir Mandir Mandir Mandir

14.3.1 LAND ENVIRONMENT

The Project area is situated in Ahmedabad and Gandhinagar cities of Gujarat. The
elevation of the project area is ranging between 52 m near Koteshwar to 82 m above
the mean sea level (a-MSL) in Gandhinagar. The parameters involved in land
environment are physiography, geology and soils, and seismicity. These are
discussed in the following paragraphs. Ahmedabad is an Industrial hub for textiles
and is popularly known as the "Manchester of India". The district headquarter,
Ahmedabad was also the State Capital from May 1960 to May 1970, before it was
shifted to the new township at Gandhinagar. Ahmedabad district occupies 8087 sq.
km. area between 21°58' and 23°30' north latitudes and 71°35' and 73°02' east
longitudes in the central part of Gujarat state. It falls in the survey of India degree
sheet numbers 41N, 41M, 46A and 46B. It is bounded by Mahesana and
Gandhinagar in north, Sabarkantha in north east, Kheda in east Gulf of Cambay
(Khambat), Bhavnagar in South and Surendranagar in west.

14.3.1.1 Geography, Geology and Soil

Geomorphologically, the Ahmedabad district can be divided into two zones, the
major portion of it forms a flat planar topography except for a few rocky features in
the extreme southern portion.

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Flat Alluvial Peneplain includes the low-lying land falling below 20 m contour
characterised by marshy land, which is believed to be under sea in the past. Water
logging is common in these tracts at high tides during monsoon. This barren low
land is termed as "The Bhal" area and characterised by high coastal salinity.
The spreading of alluvial bed of Sabarmati river from end to end of the district is an
important natural feature. Below the city, on the left bank of the river and also midway
between it and the Khari river are few small rises. But everywhere else, the surface of
the ground is unbroken on every side, except the north, with groves of various trees.
Along the Right Bank of Sabarmati river, the prominent characteristics of Dascroi
pass into Dholka. However towards west and south-west they pass into fertile but
absolutely flat and monotonous black soil of the Bhal. The area from Dholka to
Bavliari creek along the coast is characterised by salty and marshy land. Along the
western border, the land passes into a reddish form.

A series of low hills are present few kilometres west of Rampur in the western
Dhandhuka taluka. The hills around Ninana in the most westerly part of Dhandhuka
are covered with fragments of quartz and limestone. Some hills are located around
Vasai and Miroli in the southern section of the district, also near Thaltej and Gota of
Dascroi taluka in the north, and Chandisar in Dholka and Vastrapur in the City Taluka.
The soils in the district can broadly be classified as:

Black Soils: Black soils cover the southern part of Dholka and eastern part of
Dhandhuka taluka popularly known as 'Bhal' tract, where cotton is grown in the
initial stage of monsoon. It is not very clayey and contains above 20% of clay and
about 40 % of sand. Sub-soil invariably contains horizons of lime nodules. This type
of soil is highly suitable for cultivation of rabi wheat, which is the main crop raised on
this soil. If rains are sufficient in the late monsoon, rabi jowar and grams are sown.
Medium Black Soils are found in Viramgam, Sanand and Dholka talukas. This soil is
suitable for growing bajri, jowar and cotton.

Goradu Soils: Goradu soils vary from fertile brown to sandy loam and is found in
City, Dascroi and parts of Sanand, Dholka and Viramgam talukas. This soil is
mostly fertile and responds very well to irrigation and manuring. Practically all kinds of
crops can grow on this soil.

Kyari: Kyari soils are found in several parts of City, Dascroi, Sanand, Dholka and
Viramgam talukas. It is the most fertile soil with very good moisture and retentive
capacity. Well known varieties of paddy such as Pankali, kamod, Jirasar, Sukhvel,
Sutarsal and Basumati are grown on this soil.

Rocky soils: Rocky soils are found in Dhandhuka taluka and is known as Kaner
tract. It is shallow, light in texture and fit for early maturing crops like cotton, Bajri,
Jowar and Math.

The district forms a part of the CAMBAY BASIN. The stratigraphic succession of the
formations encountered within the drilled depth of the wells in the district along
with its thickness and generalised lithology are presented below:

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Stratigraphic succession of geological formations

Age Formation Thickness m Lithology
Gujarat Unconsolidated coarse sand, pebbly with kankar and
Holocene 100
Alluvium, minor clays.
Pleistocene Jambusar 100 Sand, coarse grained with occ. Gravel
Greenish brown clays and sand clay alteration with
Pliocene Broach 125
variegated claystone.
Unconformity

Upper to middle Greenish grey to variegated claystone with coarse to

Jhagadia 300
Miocene medium grained sand and minor coal.

Middle to lower Greenish grey clay-stone with occasional bands of

Kand 200
Miocene med to fine grained sands
Alternate bands of claystone and shale with minor
Lower Miocene Babaguru 125
sandstone beds.
Lower Miocene, to Shale with minor clays and claystone with coarse to
Tarakeshwar 125
upper Oligocene medium grained sands towards bottom.
Unconformity
Lower Oligocene Tarapur Grey to greenish grey shale with argillaceous
175
to upper Eocene shale. sandstone in the basal part.
Grey to dark grey shale with silty sandstone,
Upper Eocene
siltstone and coal beds with minor sideritic
to middle Kalol 250
claystones and oolite with sideritic matrix in Bavla and
Eocene
Ambaliyara areas.
Unconformity
Dark grey to black fissile, pyritic, carbonaceous shale
with occasional siltstone bands towards bottom and
Cambay
reddish brown shale. The cambay shale Facies
Lower Eocene shale >150 0
changes towards the basin margin to Vagadkhol
vagadkhol
formation with the lithology of trapo conglomerate,
trap wash and brown clay / clay stone.
Unconformity
Deacon traps
Lower Eocene to with
upper Cretaceous intertrappea n
beds.

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14.3.1.2Seismicity
The country has been classified into different zones indicating the intensity of
damage or frequency of earthquake occurrences. Ahmedabad sits on a seismically
active zone owing to the presence of 23 fault lines in the vicinity. Ahmedabad falls in
zone III according to IS 1893: 2002 which means an earthquake upto magnitude 6.5
on Richer scale may be expected (Figure 14.2).

Project Area

Figure – 14.2 Seismic Zones in India

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14.3.2 SOIL QUALITY

In order to ascertain the quality and nature of soil within the vicinity of the project site,
soil samples were collected. These samples were collected about 60 cm depth. The
samples were tested for physical and chemical properties. Soil Sampling sites have
been shown in Fig. 14.1. The results of soil analysis are presented in Table 14.4. As
per the test results it is observed that soil is tending to become alkaline. Soil is high in
nitrogen and the carbon contents at most of the places. However phosphors and
potassium content is low. Calcium and magnesium content is adequate at most of the
places. At all places the soil texture is of sandy silt.

TABLE 14.4 SOIL TEST RESULTS

S. PARAMETERS Sardar Koba Sector-1 Gandhi Mahatma
No. Nagar Nagar Mandir
Sample Code S-1 S-2 S-3 S-4
1. pH 8.44 7.805 7.40 7.98
2. Organic Matter (%) 0.68 6.36 1.75 1.34
3. Nitrogen (kg/Hectare) 157.6 281.2 336.0 169.2
4. Phosphorus (kg/Hectare) <1.0 <1.0 2.38 4.10
5. Sodium (mg/100gm) 10.9 10.63 11.25 9.25
6. Calcium (ppm) 2610 1498 1560 1850
7. Potassium (kg/Hectare) 112 98 132 127
8. Magnesium (ppm) 280 82 69 158
9 Electrical Conductivity 623 766 629 726
10 Texture (%)
Sand 79.46 72.53 82.19 77.2
Slit 16.40 21.06 16.49 11.6
Clay 4.14 6.36 1.32 11.2
Source: Field study

14.4 WATER ENVIRONMENT

Water environment consists of water resources and its quality. Its study is important
from the point of view of assessing the sufficiency of water resources for the needs of
the project in its various stages of the project cycle and also to assess the impact of
the project on water environment. In the proposed project, ground water is proposed
to be used during operations to meet out domestic water requirements of the project
in case water is not made available by Ahmedabad Municipal Corporation. Hence its
quality has been tested to evaluate its suitability for the intended purpose. Anticipated
impacts of the proposed project on water environment have also been addressed.

14.4.1 WATER RESOURCES

The Sabarmati River is one of the major west-flowing rivers in India. It originates in
the Aravalli Range of the Udaipur District of Rajasthan and meets the Gulf of
Cambay of Arabian Sea after travelling 371 km in a south-westerly direction
across Rajasthan and Gujarat. 48 km of the river length is in Rajasthan, while 323 km
is in Gujarat.

The Sabarmati basin has a maximum length of 300 km. and maximum width of
105 km. The total catchment area of the basin is 21674 km2out of which,
4124 km2 lies in Rajasthan State and the remaining 18550 km2 in Gujarat. Sabarmati

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river basin is situated in the mid-southern part of Rajasthan. To its east lie the Banas
and Mahi Basins, to its north the Luni Basin and to its west the West Banas Basin. Its
southern boundary is the border with Gujarat State. The Sabarmati river basin
extends over parts of Udaipur, Sirohi, Pali and Dungarpur Districts. Orthographically,
the western part of the Basin is marked by hilly terrain belonging to the Aravali
Range. East of the hills lies a narrow alluvial plain with a gentle eastward slope. The
major tributaries are the Sei, Wakal, Watrak, Shedhi, Harnav, Guhai, Hathmati, Khari,
Meshwo, Mazam and Mohar.[3][4]Average annual water availability in the Sabarmati
basin is 308 m3/capita, which is significantly lower than the national average of 1545
m3/capita. The National Water Quality Programme led by Central Pollution Control
Board (CPCB) positions Sabarmati River as one of the most polluted rivers in India.
There are several reservoirs on Sabarmati and its tributaries. The Dharoi dam is
located on the main river. Hathmati dam, Harnav dam and Guhai dam are located on
the tributaries meeting the main river upstream of Ahmedabad while Meshvo
reservoir, Meshvo pick-up weir, Mazam dam and Watrak dam are located on
tributaries meeting downstream. The Kalpasar is planned project in the Gulf of
Khambhat.

14.4.2 HYDROGEOLOGY AND GROUND WATER

Ground water in the fissured formations (Hard rocks)
The Deccan trap and the limestone formations occupying the western part of the
Dandhuka taluka forms the only hard rock aquifers in the district. It occupies the
south western extremity of the district and can be termed as fissured formation.
Occurrence and movement of ground water is governed by the extent and thickness
of weathered zone, presence and interconnections of joint and fracture systems,
which provides secondary porosity. The thickness of the weathered zone of the
basalt ranges from less than one meter to more than 6 m and the joints and fracture
system is prevalent down to a maximum depth of 80 to 90 mbgl in the basaltic terrain.
The occurrence of vesicles and amygdales in the flows of the trap rocks and solution
cavities in the limestone formations and the geological contact between limestone and
basalt are other factors favourable for ground water storage and movement.
Ground water occurs in the weathered and fissured zones mainly under water
table conditions. It occasionally occurs under semi-confined conditions in the event
of comparatively deeper fracture system in these formations. These fissured
formations do not form good repository of groundwater, compared to porous
unconsolidated sedimentary formations. Groundwater is being developed in these
formations by means of dug and dug-cum-bored wells. Depth of dugwells ranges
between 5 and 38.5 mbgl whereas depth of dug-cum-bored wells varies between
15 and 78 mbgl in the case of fissured basaltic formations. Depth of dugwells in
the limestone formations varies between 12 and 38 mbgl. Deeper wells are
constructed in the western part in these formations. Depth to water levels in
basaltic formation varies between 4 and 25 mbgl. In the limestone formation it
varies between 12 and 33 mbgl. The deeper water levels are recorded towards
western part of the area. The average yield of the wells in the trap formations varies
between 50 and 1000 cu.m/day and of the wells in the limestone varies between
50 and 200 cu.m/day.

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Ground water in Porous Formations (Sedimentaries)

It occupies the major part (93.5%) of the district. It includes the post-Miocene alluvial
deposits at the top underlained by older Miocene formations. The sedimentary
formations mainly consist of fine to coarse-grained sand, gravel, silt, clay, clay stone,
siltstone and kankar. The thickness of the post-Miocene alluvial formations exceeds
419m near Dholka at Rampur Ground water occurs under phreatic as well as
confined conditions in the granular horizons with in the sedimentaries.

Unconfined aquifer (phreatic)

The unconfined aquifer occurs in the upper horizons down to a maximum depth of
60-75 mbg consisting of medium to fine grained sand, silt with local lenses of sandy
clay and clay. Medium to fine grained sands are found in the north-eastern part of the
district. In this area where only phreatic aquifer is present, base of the alluvium is
marked by gravel. Fine grained sands with silt are found further south and south-
west at Dholka and Sanand taluka. The thickness of aquifer varies between 20 and
45 m in general, met with in the depth range of 3 and 75 mbgl and can be
considered as aquifer 'A'.Ground water occurs under phreatic conditions in the north
eastern part of the district. However, the intercalations of silt, at places, induces semi-
confined conditions in the south and south western directions of Sanand and
Dholka taluka. It bears potable and good quality water in the north eastern part of
the district and eastern part of Dascroi taluka (east of Khari river). It is being
developed by dug, dug-cum-bored wells and tube wells. The depth of the dug wells
and dug-cum-bored wells usually varies between 10 and 60 mbgl. The tube wells
range between 42 and 167 mbgl. In the rest part of the area it bears brackish to
saline ground water. Hence ground water development is meagre and dug wells are
constructed in or vicinity of ponds to meet the local demands. Hydraulic characters
of this aquifer are not separately estimated. Tube wells, tapping this aquifer invariably
tap one or more aquifers occurring underneath. Yields of such tube wells varies
between 225 and 3032 m3/day. Specific capacity of tube wells varies between
0.12 and 38.48 Ipm/m, permeability varies between 0.49 and 105 m/day and
transmissivity varies between 10.58 and 3867.29 m2/day.

Confined aquifers
The upper unconfined aquifer is underlained by persistent clay formations of
considerable thickness in the entire area of porous sedimentary formations. This
separates the lower unit consisting of a few hundred meters of alternating
sandy and argillaceous beds forming the confined aquifer system. The arenaceous
horizons of the confined aquifer, consists of medium to coarse-grained sand with
gravel interstratified locally with silty or clayey sand and clay lenses. As mentioned
earlier, the confined aquifers are grouped and designated as B, C & D with in the post
Miocene alluvial sediments and G and F aquifers in Miocene sediments with in the
drilled depth of 565 m in the district. The distribution of the confined aquifers varies
considerably in the district. The sand content of the aquifer decreases considerably
both in depth and space. It resulted in the pinching out of certain aquifers occurring
below 150 mbgl in the south and south western directions, as seen, in Kalyangarh
and Bagodra bore holes. The development of these aquifers hence depends upon
the aquifer geometry, yield characters of the individual aquifers and / or salinity of
formation waters.
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Confined aquifers with potable water occurs down to 300 to 350 m in the area towards
north and north east of the low lying 'Bhal' land in the district. The aquifers that are
developed include B and C and to some extent the upper part of the D aquifers of
the post Miocene alluvial aquifer and can be termed as user confined aquifers (UCA).

14.4.3 WATER QUALITY

Water quality is the physical, chemical and biological characteristics of water. It is
most frequently used with reference to a set of standards against which compliance
can be assessed. The most common standards used to assess water quality are
related to drinking water, safety of human contact, and for health of ecosystems. An
understanding of the various factors influencing water quality is thus very important
as human health is largely dependent on the quality of water available for our use.
Water sampling Sites have been shown in Fig. 14.1. Groundwater quality is quite
good. However, total dissolved solids are a little higher than the desirable limits but
within permissible limits. All other parameters are well within the desirable limits.

Table 14.5 Ground Water Quality at Project Site

Location Sai Baba

Rayasan Dhola Kuva Akshardham Standard
Parameter Temple

Date of Sampling 12-03-17 12-03-17 12-03-17 12-03-17 12-03-17

Colour, Hazen Colourless Colourless Colourless Colourless 5 (15) Max

Odour Unobjectionable Unobjectionable Unobjectionable Unobjectionable Unobjectionable

Taste Agreeable Agreeable Agreeable Agreeable Agreeable

Turbidity, NTU 3.3 3.3 2.9 3.0 1 (5) Max

pH 7.79 7.88 7.76 7.75 6.5-8.5 Max

Total Hardness as Caco3,
258 261 256 271 200 (600) Max
Mg/l
250 (1000)
Chloride as Cl, Mg/l 141 143 154 183
Max
Total Iron as Fe, Mg/l 0.08 0.09 0.08 0.09 0.3 Max
Total Dissolved Solids, 500 (2000)
1213 1287 1313 1324
Mg/l Max
Sulphates as So4, Mg/l 179 121 94 92 200 (400) Max

Nitrates as No3, Mg/l 46.1 35.1 31.3 33.1 45 Max

Fluorides as F, Mg/l 1.69 1.56 1.97 2.15 1.0 (1.5) Max

Lead as Pb, Mg/l BDL BDL BDL BDL 0.01 Max

Copper as Cu,Mg/l BDL BDL BDL BDL 0.05 (1.5) Max

Manganese as Mn,Mg/l BDL BDL BDL BDL 0.1 (0.3) Max

Phenolic Compound as 0.001 (0.002)
BDL BDL BDL BDL
C6H5OH,Mg/l Max
Mercury as Hg,Mg/l BDL BDL BDL BDL 0.001 Max

Cadmium as Cd,Mg/l BDL BDL BDL BDL 0.01 Max

Selenium as Se, Mg/l BDL BDL BDL BDL 0.01 Max

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Location Sai Baba

Rayasan Dhola Kuva Akshardham Standard
Parameter Temple

Date of Sampling 12-03-17 12-03-17 12-03-17 12-03-17 12-03-17

Arsenic as As,Mg/l BDL BDL BDL BDL 0.05 Max

Cyanide as Cn,Mg/l BDL BDL BDL BDL 0.05 Max

Zinc as Zn, Mg/l 1.32 1.53 1.34 1.61 5 (15) Max

Detergent as MBAS, Mg/l BDL BDL BDL BDL 0.2 (1.0) Max

Chromium as Cr+6 ,Mg/l BDL BDL BDL BDL 0.05 Max

Total Alkalinity as
187.3 178.2 176.1 187.3 200 (600) Max
Caco3,Mg/l
Aluminum as Al,Mg/l BDL BDL BDL BDL 0.03(2) Max

Boron as B, Mg/l BDL BDL BDL BDL 0.5(1) Max

Bacteriological Analysis

Coliform,MPN/100Ml Nil Nil Nil Nil 10 Max

E-Coli/Ml Negative Negative Negative Negative Negative

Surface water quality has also been assessed at 4 locations which have been shown
i Fig. 14.1 and the test results are given in Table 14.6. It has been foud that the
surface water quality is not good in the project area.

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Table 14.6 Surface Water Quality at Project Site

Sabarmati Nr. Pod Nr. Bapu Pond Nr.

Location Parameter Narmada Canal
Indira Bridge Asaram Ashram Infocity

Date of Sampling 13-03-17 13-03-17 13-03-17 13-03-17

pH 8.38 8.15 7.78 8.83

Dissolved Oxygen 7.0 7.2 5.7 6.5

BOD 3.5 4.3 32 28

COD 18 22 130 122

Total Dissolved Solids, 285 902 1402

348
Mg/l
Ammonia- N 2.07 2.6 8.23 3.22

TKN 1.66 2.01 6.75 2.93

Nitrates as NO3, Mg/l 1.92 2.09 6.97 3.78

NO2 1.23 1.78 5.55 2.07

Total Colliform,
11 169 398 208
MPN/100Ml
Faecal Colliform,
7 59 209 145
MPN/100Ml
Fluorides as F, Mg/l 1.39 1.45 1.27 1.65

14.5 METEOROLOGY

14.5.1 GENERAL
Ahmedabad has a hot, semi-arid climate (Köppen climate classification: BSh), with
marginally less rain than required for a tropical savanna climate. There are three
main seasons: summer, monsoon and winter. Aside from the monsoon season, the
climate is extremely dry. The weather is hot from March to June; the average
summer maximum is 43 °C, and the average minimum is 24 °C. From November to
February, the average maximum temperature is 30 °C, the average minimum is
13 °C, and the climate is extremely dry. Cold northerly winds are responsible for a
mild chill in January. The southwest monsoon brings a humid climate from mid-June
to mid-September. The average annual rainfall is about 800 millimetres, but
infrequent heavy torrential rains cause local rivers to flood and it is not uncommon for
droughts to occur when the monsoon does not extend as far west as usual. The
highest temperature in the city was recorded on May 18 and 19, 2016 which was
50 °C.

14.5.2 TEMPERATURE
The temperature data for Ahmedabad has been taken. The month-wise minimum &
maximum temperatures have been given in Table 14.7.

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Table 14.7 Normal Temperature at Ahmedabad

Month Maximum Mean Daily Minimum Mean Daily
o
Temperature C Maximum Temperature Minimum
o o o
Temperature, C C Temperature, C
January 36.1 28.1 3.3 12.4
February 40.6 30.5 2.2 14.3
March 43.9 35.8 9.4 19.5
April 46.2 39.6 12.8 23.9
May 50. 41.6 19.1 27.0
June 47.2 38.8 19.4 27.5
July 42.2 33.6 20.4 25.9
August 40.4 32.0 21.2 25.0
September 41.7 33.8 17.2 24.7
October 42.8 35.7 12.6 21.4
November 38.9 32.9 8.3 16.7
December 35.6 29.5 3.6 13.4
Annual 50.0 34.4 2.2 21.0
Source: India Meteorological Department, Govt. of India.

14.5.3 RAINFALL
The detail of rainfall at the Ahmedabad is given in Table14.8.

Table 14.8 Month-wise Rainfall at Ahmedabad in mm

Peak
S. No. Month Rainfall Rainy Days
Rainfall
1 January 1.0 0.1
2 February 0.8 0.1
3 March 0.6 0.0
4 April 2.4 0.4
5 May 7.0 0.6
6 June 80.0 3.9
7 July 291.2 11.5
8 August 266.2 724.2 10.7
9 September 86.8 5.0
10 October 11.7 0.8
11 November 2.3 0.4
12 December 1.0 0.2
Annual 751.0 33.7
Source: India Meteorological Department, Govt. of India.

14.5.4 AIR ENVIRONMENT

The atmospheric concentrations of air pollutants were monitored at 39 locations near
the proposed alignment during the month of March 2017. Locations of air monitoring
station are shown in Figure 14.1. Air Monitoring was carried out for PM10, NOx, SO2
and CO. Results of the air quality monitoring are presented in Table 14.9.

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Table 14.9 Ambient Air Quality Results µg/m3

S.
Location Date PM10 PM2.5 SO2 NOx CO
No
Regulatory Standards 100 60.0 80 80 2000
1 12 to14 Mar 84 27.5 22.2 24.6 1601
Sardar Nagar
82 26.8 22.5 29.2 1591
2 12 to14 Mar 88 29.2 26.4 25.1 1230
Koteshwar
87 26.1 25.2 27.2 1189
3 12 to14 Mar 85 29.0 22.4 25.7 1298
Vishwakarma College
89 28.6 23.1 28.7 1327
4 14 to16 Mar 88 29.8 26.2 30.6 1085
Tapovan Circle
87 27.3 25.7 29.4 1010
5 14 to16 Mar 78 25.2 23.5 33.6 1200
Koba Gaam
84 23.2 24.1 30.5 1265
6 14 to16 Mar 106 33.4 23.2 31.2 1140
GNLU
93 34.6 23.5 32.5 1085
7 16 to18 Mar 91 39.8 26.3 34.7 1240
Raysan
89 37.2 24.5 37.2 1190
8 16 to18 Mar 93 34.0 25.5 33.2 1150
Randesan
91 34.2 23.6 35.1 1320
9 16 to18 Mar 87 33.6 24.6 37.4 1270
Dhola Kuva Circle
87 34.2 25.4 36.1 1040
10 18 to 20 Mar 88 31.5 21.6 27.4 1070
Infocity
85 32.9 23.3 30.4 1130
11 18 to 20 Mar 93 33.5 19.5 29.2 1279
Sector-1
89 32.8 19.8 26.4 1275
12 18 to 20 Mar 89 32.0 21.8 30.6 1070
Sector-10
93 33.3 23.6 33.2 1080
13 20 to 22 Mar 77 30.1 18.9 28.1 1260
Sachivalaya
81 31.1 19.3 26.6 1210
14 20 to 22 Mar 79 29.8 18.4 26.9 1260
Akshardham
71 28.7 19.3 27.7 990
15 20 to 22 Mar 86 30.1 18.2 28.4 1098
Juna Sachivalaya
95 29.1 21.3 28.1 1170
16 22 to 24 Mar 95 30.1 25.2 34.4 1220
Sector 16
98 32.9 27.4 35.2 1260
17 22 to 24 Mar 89 30.1 24.1 34.2 1210
Sector 24
93 30.3 27.7 35.6 1330
18 32.0
22 to 24 Mar 92 25.4 37.3 1210
Mahatma Mandir
89 29.0 23.7 31.5 1140

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RSPM= Respirable Suspended Particulate Matter.

The results show that the concentration of RSPM (PM10) is higher at all the locations
whereas all other parameters are within permissible limits.

14.5.5 NOISE ENVIRONMENT

Noise is responsible for adverse impacts on physical and mental health of the
people. The other impacts are:
 Physiological effects,
 Hearing impairment,
 Communication interference, and
 Sleep disruption

Noise level survey was conducted along the alignment with an objective to establish
the baseline noise levels and assess the impacts of total noise expected due to the
proposed metro. Noise levels were measured at 39 locations in January and March
2017 for 24 hours. The locations of Noise level monitoring have been shown in Fig.
14.1. The noise levels so obtained are summarized in Table 14.10.

Table 14.10 Noise Levels

S.No Location Date Lmax Lmin Leq L10 L50 L90
1 9 to10 Jan Day 80.1 58.1 72.2 73.5 63.7 60.1
Sardar Nagar
Night 72.3 45.6 58.4 67.7 53.3 51.8
2 9 to10 Jan Day 84.4 58.3 69.1 74.7 64.9 62.1
Koteshwar
Night 73.7 46.4 57.2 61.2 56.2 53.9
3 Vishwakarma 9 to10 Jan Day 86.6 58.2 70.6 73.2 68.1 62.4
College Night 72.1 54.1 63.6 70.4 60.2 57.3
4 10 to11 Jan Day 82.2 56.1 67.2 70.3 66.3 58.5
Tapovan Circle
Night 72.5 50.0 55.3 62.2 57.1 50.2
5 10 to11 Jan Day 75.7 61.3 74.3 78.9 70.1 67.2
Koba Gaam
Night 72.4 51.2 63.2 61.9 56.3 53.2
6 10 to11 Jan Day 75.1 59.3 67.1 70.7 62.4 59.9
GNLU
Night 71.1 46.8 61.9 67.6 54.8 51.1
7 11 to12 Jan Day 78.9 53.5 71.4 67.8 66.5 61.7
Raysan
Night 71.5 48.4 63.2 66.6 61.3 56.1
8 Randesan 11 to12 Jan Day 78.7 54.8 67.5 74.7 62.5 57.6
Night 65.6 46.2 52.9 63.2 51.2 49.7
9 Dhola Kuva Circle 11 to12 Jan Day 72.6 51.9 67.1 70.2 64.6 60.2
Night 67.5 51.8 66.2 63.2 60.2 56.7
10 12 to 13 Jan Day 79.7 53.5 66.2 72.6 62.9 56.9
Infocity
Night 73.9 46.4 60.1 67.3 573 52.1
11 12 to 13 Jan Day 78.3 52.1 70.5 76.8 64.7 60.6
Sector-1
Night 72.8 43.9 57.0 65.1 51.1 46.1
12 12 to 13 Jan Day 65.6 46.3 57.7 62.6 58.9 52.8
Sector-10
Night 61.5 44.6 52.4 56.3 49.8 46.1
13 13 to14 Jan Day 92.2 51 71.4 86.2 67.4 59.6
Sachivalaya
Night 85.2 45.4 56.7 61.7 53 47.9

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S.No Location Date Lmax Lmin Leq L10 L50 L90

14 13 to14 Jan Day 86.7 63.1 78.9 83.4 76.4 66.9
Akshardham
Night 79.7 46.5 61.7 66.3 59.1 53.9
15 13 to14 Jan Day 83.5 52.1 62.4 76.3 59.8 58.8
Juna Sachivalaya
Night 78.7 48.9 59.6 63.7 55.7 51.7
16 14 to15 Jan Day 75.3 54.1 67.5 70.1 64.5 60.6
Sector 16
Night 71.9 48.9 60.4 64.8 60.0 54.1
17 14 to15 Jan Day 77.3 50.1 74.3 67.5 64.2 53.1
Sector 24
Night 68.7 47.3 62.8 65.2 60.0 53.1
18 14 to15 Jan Day 80.3 68.1 69.6 73.2 67.7 61.3
Mahatma Mandir
Night 72.9 50.1 58.7 63.9 55.5 54.2

Allowable Noise Levels dB (A):

Category of Area/Zone Day Time Night Time
EPA-1986, Noise pollution
Industrial Area 75 70 (Regulation Control),
Commercial Area 65 55 Rule-2000, PCLS/02/1992,
Residential Area 55 45 IVth Edition.
Silence Area 50 40
Day Time (6.00 Am-10.00 Pm); Night Time (10.00 Pm-6.00Am)

The observed noise level is higher than the permissible limits at all locations which
may be due to heavy traffic movement and other activities on the roads.

14.5.6 TREES
Tree survey has been carried out along the proposed alignment. Tree with Girth at
Breast Height (GBH) 30 cm have been counted. The alignment does not pass
through any forest area. A total of 160 trees are located along the alignment and
station area. No endangered species of trees have been noticed during field survey.
Trees have been found of indigenous and common species like Pipal, Mango,
Khajur, Neem, Coconut, Palm, Babool, Ber, Gulmohar and Tadi etc.

14.6 SOCIO- ECONOMIC CONDITIONS

According to the 2014 census the population of Ahmedabad metropolitan was

7,250,000. Ahmedabad has a literacy rate of 89.62%; 93.96% of the men and
84.81% of the women are literate. Ahmedabad's sex ratio in 2011 was 897 women
per 1000 men. According to the census for the Ninth Plan, there are 30,737 rural
families living in Ahmedabad. Of those, 5.41% (1663 families) live below the poverty
line. Approximately 440,000 people live in slums within the city. Ahmedabad is
home to a large population of Vanias (i.e., traders), belonging to the Vaishnava sect
of Hinduism and various sects of Jainism. Most of the residents of Ahmedabad are
native Gujaratis. Over 8% of the population is Muslim, numbering over 300,000 in the
2001 census. In addition, the city is home to some 2000 Parsis and some 125
members of the Bene Israel Jewish community. There is also one synagogue in the
city. In 2008, there were 2273 registered non-resident Indians living in Ahmedabad.

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In 2010, Forbes magazine rated Ahmedabad as the fastest-growing city in India, and
listed it as third fastest-growing in the world after the Chinese cities
of Chengdu and Chongqing. In 2011, it was rated India's best megacity to live in by
leading market research firm IMRB. According to the National Crime Records
Bureau (NCRB) report of 2003, Ahmedabad has the lowest crime rate of the 35
Indian cities with a population of more than one million. In December 2011 market
research firm IMRB declared Ahmedabad the best megacity to live in, when
compared to India's other megacities. Slightly less than half of all real estate in
Ahmedabad is owned by "community organisations" (i.e. cooperatives), and
according to Prof. Vrajlal Sapovadia of the B.K. School of Business Management,
"the spatial growth of the city is to [an] extent [a] contribution of these
organisations". Ahmedabad Cantonment provides residential zones for Indian
Army officials.

The gross domestic product of Ahmedabad was estimated at US$119 billion in

2011. The RBI ranked Ahmedabad as the seventh largest deposit centre and seventh
largest credit centre nationwide as of June 2012. In the 19th century, the textile and
garments industry received strong capital investment. On 30 May 1861 Ranchhodlal
Chhotalal founded the first Indian textile mill, the Ahmedabad Spinning and Weaving
Company Limited, followed by the establishment of a series of textile mills such as
the Calico Mills, Bagicha Mills and Arvind Mills. By 1905 there were about 33 textile
mills in the city. The textile industry further expanded rapidly during the First World
War, and benefited from the influence of Mahatma Gandhi's Swadeshi movement,
which promoted the purchase of Indian-made goods. Ahmedabad was known as the
"Manchester of the East" for its textile industry. The city is the largest supplier
of denim and one of the largest exporters of gemstones and jewellery in
India. The automobile industry is also important to the city;
after Tata's Nano project, Ford and Suzuki are planning to establish plants near
Ahmedabad while the groundbreaking ceremony for Peugeot has already been
performed.

The Ahmedabad Stock Exchange, located in the Ambavadi area of the city, is India's
second oldest stock exchange. Two of the biggest pharmaceutical companies of
India — Zydus Cadila and Torrent Pharmaceuticals – are based in the city.
The Nirma group of industries, which runs a large number of detergent and chemical
industrial units, has its corporate headquarters in the city. The city also houses the
corporate headquarters of the Adani Group, a multinational trading and infrastructure
development company. The Sardar Sarovar Project of dams and canals has
improved the supply of potable water and electricity for the city. The information
technology industry has developed significantly in Ahmedabad, with companies such
as Tata Consultancy Services opening offices in the city. India's leading cyber-
security firm Cyberoam also has its R&D centre located in Ahmedabad.
A NASSCOM survey in 2002 on the "Super Nine Indian Destinations" for IT-enabled
services ranked Ahmedabad fifth among the top nine most competitive cities in the
country. The city's educational and industrial institutions have attracted students and
young skilled workers from the rest of India. Ahmedabad houses other major Indian
corporates such as: Rasna, Wagh Bakri, Nirma, Cadila Pharmaceuticals, and Intas
Biopharmaceuticals. Ahmedabad is the second largest cotton textile centre in India
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after Mumbai and the largest in Gujarat. Many cotton manufacturing units are
currently running in and around Ahmedabad. Textiles are one of the major industries
of the city. Gujarat Industrial Development Corporation has acquired land
in Sanand taluka of Ahmedabad to set up three new industrial estates.

14.7 SOCIO-ECONOMIC SURVEY

A socio-economic survey was undertaken for the proposed corridor to assess the
socio-economic conditions of project-affected families/people and to examine the
impacts of the proposed metro alignment on their conditions. There can be two types
of impacts on the PAPs. One is the displacement of residential house and another is
displacement of commercial establishments

It has been found during socio-economic survey that any residential structure is not
affected by the metro route on all the alignments. Land is mainly required for viaduct,
construction of stations and allied services. Additionally, land is also required for
RSS. One small Sai Baba Temple is getting affected by Koteshwar Road- Airport
alignment near Koteshwar Road which will have to be shifted o nearby Govt. Land
with the consent of local people. Two temporary properties of Asaram Bapu Ashram
are also getting affected which as per enquiry was found to be institutional properties
which shall be compensated by assessment by MEGA at the time of acquisition.
During survey it has been found that there is no residential or commercial property
affected by the proposed metro alignment under phase –II of Ahmedabad Metro.

14.8 ARCHAEOLOGICAL SITES

The proposed metro alignment in Ahmedabad city is not passing through or near any
historical or archaeological monument or heritage site.

14.9 ENVIRONMENTAL IMPACTS ASSESSMENT

14.9.1 ENVIRONMENTAL IMPACTS

This section identifies and appraises the negative impacts on various aspects of the
environment likely to result from the proposed development. It is pertinent to mention
that the negative environmental impacts listed below are based on the assumption
that no negative impact mitigation measure or benefit enhancements are adopted.
The negative environmental impacts are generally observed on the following
parameters:
 Land Environment
 Water Environment
 Air Environment
 Noise Environment
 Biological Environment
 Socio-Economic Environment

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The impacts on the above environmental components have been further assessed
during various phases of project cycle namely project location, project design,
construction and operation.

14.9.2 IMPACTS DUE TO PROJECT LOCATION

During this phase, those impacts, which are likely to take place due to the layout of
the project, have been assessed. These impacts are:
- Project Affected People (PAPs)
- Change of Land use;
- Loss of trees/forest;
- Utility/Drainage Problems,
- Socio-economic impacts;
- Impact on Historical and Cultural Monuments;

14.9.2.1Project Affected People (Paps)

There will be acquisition of private land and property in this project hence there are
many PAPs as a result of the project activity. Detailed socio-economic assessment
has been made for PAPs in Social Impact Assessment.

14.9.2.2 Change of Land Use

The required land (permanent& temporary) for the construction of the proposed
alignment is both government as well as private land which shall be allotted by
Ahmedabad Municipal Corporation. Private land will be acquired as per the
provisions of The Right to Fair Compensation and Transparency in Land Acquisition,
Rehabilitation and Resettlement Act 2013 (Act 30 of 2013). Deatisl of Land
requirement for all the three corridors have been summarized in Table 14.11.

Table 14.11 Land Requirement for Ahmedabad Metro - Phase-II (All figures in Sq.
m)
Description Permanent Land Temporary Land
S. No. Stadium to Mahatma
Motera Govt. Pvt. Total Govt. Pvt. Total
Mandir
1 Stations 19694 1763 21457 0 0 0
2 Running Section 5378 35 5413 0 0 0
4 Staff Quarter 15000 0 15000 0 0 0
6 RSS 3600 0 3600 0 0 0
7 Temporary Office/Site Office 0 0 0 8000 0 8000
8 Segment Casting Yard 0 0 0 80000 0 80000
Total 43672 1798 45470 88000 0 88000
Koteshwar to Airport
Stations 2081 0 2081 0 0 0
Running Section 3893 4540 8433 0 0 0
RSS 3600 0 0 0 0
Temporary Office/ Site 0 0 0 2000 0 2000
Office
Segment Casting Yard 0 0 0 20000 0 22000
Total 9574 4540 14114 22000 0 22000
GNLU to Gift City
Stations 1335 920 2255 0 0
Temporary Office 2000

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Description Permanent Land Temporary Land

S. No. Segment Casting Yard 20000
Total 1335 920 2255 22000 0 0
Grand Total 54581 7258 61839 132000 0 132000

14.9.2.3 Loss of Forests/ Trees

The proposed metro lines are in urban/ city area and will not pass through any
forests. Hence no loss to forest is anticipated due to the project. However, trees do
exist in patches in the corridor selected for the project. There are about 160 trees
which are likely to be felled during construction. Trees are assets in purification of
urban air, which by utilizing CO2 from atmosphere, release oxygen into the air.
However, with removal of these trees, the process for CO 2 conversion will get
effected and the losses are reported below:

i) Total number of Trees : 160

ii) Decrease in CO2 absorption @ 21.8
Kg/ year tree for 8 years : 27904 kg
iii) Oxygen production @ 49 kg/ year tree
For 8 years : 62720 kg

The average consumption of oxygen for a person is about 182 kg/ year. It means
these trees will meet the requirement of about 345 people round the year. Trees help
carbon sequestration acting as a carbon sink. By removing the carbon and storing it
as cellulose, trees release oxygen back into the air.

14.9.2.4 Utility/ Drainage Problems

Metro lines are mostly planned to run through the urban area. The alignment will
cross many properties, drains/ nalas, large number of sub-surface, surface and utility
services, viz. sewer, water mains, storm water drains, telephone cables, overhead
electrical transmission lines, electric pipes, roads, traffic signals etc. These utilities/
services are essential and have to be maintained in working order during different
stages of construction by temporary/permanent diversions or by supporting in
position. Since these affect construction and project implementation time schedule/
costs for which necessary planning/ action needs to be initiated in advance.

14.9.2.5 Socio-Economic Impact on PAPs

The metro alignment runs between Motera Stadium and Mahatma Mandir,
Koteshwar – Airport and GNLU- Gift City. Land is mainly required for viaduct,
construction of stations and allied services in addition to storage facilities.
Additionally, land is also required for RSS. There is no residential unit affected by the
land acquisition for the proposed metro corridors.

14.9.2.6 Impact on Archaeological Sites

There is no historical monument having any archeological value in the close vicinity
of the proposed alignment. Thus, on this aspect there would be no impact.

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14.9.2.7 Impact on Sensitive Receptors

There are many sensitive receptors along the alignment like hospitals, schools and
religious places but care has been taken to keep safe distance between the
alignment and sensitive receptors. However, during operation stage care would be
taken to provide noise barriers of suitable design between hospitals and the
alignment to minimize the impact.

14.9.3 IMPACTS DUE TO PROJECT DESIGN

Considered impacts, due to project designs are:
- Lighting,
- Risk Due to Earthquake.

14.9.3.1 Lighting
The platforms, concourse, staircase and escalator areas for the elevated stations will
have adequate and uniform fluorescent lighting to provide pleasant and cheerful
environment. It is proposed to adopt the norms prevailing in Metro for illumination. It
is pertinent to note that care has been taken at design stage itself to avoid too much
illuminating the stations. Maximum illumination level proposed is 200Lux which
provides normal lighting.

14.9.3.2 Risk Due to Earthquake

The project area lies in Zone III of Bureau of Indian Standards (BIS) Seismic Zoning
Map (Fig. 14.2). Seismic factor proposed by India Meteorological Department (IMD)
for the purpose of design of Civil Engineering structures shall be incorporated
suitably while designing the structures.

14.9.4 IMPACTS DUE TO PROJECT CONSTRUCTION

Although environmental hazards related to construction works are mostly of
temporary nature. Appropriate measures should be included in the work plan and
budgeted for. The most likely negative impacts related to the construction works are:

- Top Soil erosion, pollution and health risk at construction site,

- Traffic diversion and risk to existing building,
- Excavated soil disposal problems,
- Dust Generation,
- Increased water demand,
- Impact due to Supply of Construction Material,
- Disposal of Construction and Demolition Waste,
- Impacts due to batching plant and casting yard,
- Noise Pollution,

14.9.4.1 Soil Erosion, Pollution and Health Risk at Construction Site

Every care will be taken to avoid damage to the top soil. It shall be preserved and
utilized. Problems could arise from dumping of construction spoils (Concrete, bricks)
waste materials (from contractor camps) etc. causing surface and ground water
pollution. However, it is proposed to have mix concrete directly from batching plant
for use at site. Health risks include disease hazards due to lack of sanitation facilities
in labour camps (water supply and human waste disposal) and insect vector disease
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hazards of local workers and disease hazards to the local population. Mitigation
measures should include proper water supply, sanitation, drainage, health care and
human waste disposal facilities. In addition to these, efforts need to be made to avoid
water spills, adopt disease control measures and employment of local labour.
Problems could arise due to difference in customs of workers from immigrant workers
and local residents. These risks could be reduced by providing adequate facilities in
worker‘s camps, raising awareness amongst workers and by employment of
preferably local labour.

14.9.4.2 Traffic Diversions and Risk to Existing Buildings

During construction period, complete/ partial traffic diversions on road will be
required, as most of the construction activities are on the central verge of road.
Traffic would get affected on the roads. Rather than completely blocking the roads it
will be advisable to make the narrow portion of roads as one way to allow for
operation of traffic together with construction activities. Advance traffic updates/
information on communication systems will be an advantage to users of affected
roads. The rail corridor does not pose any serious risk to existing buildings since
there is safe distance between buildings and proposed corridor except at a few
places where the buildings are affected due to the turning of alignment. Moreover, at
many places facilities for station would affect open spaces and a few buildings which
may be avoided by suitably adjusting the station layouts. Special care shall be taken
for safety of the structures during construction.

14.9.4.3 Problems of Excavated Soil and Bentonite Disposal

The proposed alignment is elevated and thus the excavation would be limited to piers
and their piling. The soil would be used for refilling at station sites. If there would be
some residual soil, it would be utilized by MEGA for internal use for refilling lo lying
areas and, if surplus, it would be disposed off at designated locations as per
Ahmedabad Authority directions. Some Bentonite muck would also be generated in
the project. Disposal of Bentonite would be at designated land fill site.

14.9.4.4 Air Pollution and Dust Generation

Transportation of earth and establishment of the material will involve use of heavy
machinery like compactors, rollers, water tankers, and dumpers. This activity is
machinery intensive resulting in dust generation. Simultaneously there would be
fugitive gas emissions due to vehicular and machinery exhausts during their working
during construction. However, this activity will be only short-term. Protective
measures shall be undertaken during construction phase. Movement of trucks and
other heavy equipment at construction site would generate dust during construction
phase.

14.9.4.5 Water Pollution

Source of Water contamination will be from the washings and the surplus water from
curing the structures which shall be diverted and passed through desilting chambers
before letting it go outside the working site. Muck shall not be allowed to confluence
with any water course. Controlled water should be used for curing.

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14.9.4.6 Increased Water Demand

The water demand will increase during construction phase for meeting out drinking
and domestic water requirement of workers. Sufficient water for construction purpose
would be made available by AMC as it is responsible for water supply in Ahmedabad.
Water requirement for construction of Metro will be met through the public supply. It
is suggested to use treated STP water for the purpose of Construction. Proper care
shall be taken while drawing water from public facilities to avoid any negative impact
on the residents living in the vicinity of the project whose water demand is, in any
case, met by AMC supplied water.

14.9.4.7 Impact due to Supply of Construction Material

Metro construction is a material intensive activity. Huge quantity of different
construction materials will be required for construction of metro corridor. These shall
be sourced from the nearest source. Quarry operations are independently regulated
activities and outside the purview of the project proponent. It is nonetheless,
appropriate to consider the environmental implications in selection of quarry sources
since poorly run operations create dust problems, contribute noise pollution, ignore
safety of their employees, or cause the loss of natural resources. Although quarry
operation is out of purview of the metro construction but, the construction material
shall be sourced only from legalized and approved quarries.

14.9.4.8 Generation of Construction and Demolition Waste

Construction and demolition (C&D) debris is defined as that part of the solid waste
stream that results from land clearing and excavation, and the construction,
demolition, remodeling and repair of structures, roads and utilities. C&D waste
includes concrete, stones and dirt generated during excavation (sometimes
collectively referred to as "fill material" or rubble). C& D Waste may be generated
from Pile caps, residual cement bags, residual steel scrap, excess construction
material stacked at site etc. It is a waste stream that is separate and distinct from
residential and commercial waste, commonly called municipal solid waste (MSW).

About 10-15% of the construction material such as waste material from contractor
camps is left behind by the contractor as construction waste/ spoils. Dumping of
construction waste/spoil in haphazard manner may cause surface and ground water
pollution near the construction sites. The C& D waste would be handled and
disposed-off to C&D waste processing facility or for back filling of low lying areas,
leaving no significant impact on environment.

14.9.4.9 Impacts due to Casting Yard and Batching Plant

During construction phase, there would be establishment and operation of Batching
Plant and Casting Yard which would be located in an area designated and allotted by
AMC/ AUDA away from habitation. There would be requirement to get NOC (Consent
to establish) and Consent to operate under water and air Acts from Gujarat Pollution
Control Board at the time of establishing the facilities. Simultaneously, there would be
requirement to get the authorization for storage and handling of hazardous chemicals
to store and handle used oils and other such materials. The Application forms for
seeking Consent to establish, Consent to Operate and Authorization for storage of

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Hazardous chemicals are available from the office of Gujarat Pollution Control Board
at Ahmedabad.

There would be significant movement of men, material and machinery in batching

plant and casting yard. It is expected that both batching and casting yard would be
located at same complex. Huge quantity of Cement, aggregates and other
construction materials would be used in batching plant and casting yard. There would
be generation of dust, noise, flue gases and other contaminants from the working of
heavy machinery for handling and transporting the construction materials. The
mitigation measures have been elaborated in EMP.

14.9.4.10 Noise Pollution

The major sources of noise pollution during construction are movement of vehicles
for transportation of construction material to the construction site and the noise
generating activity at the construction site itself. The Metro construction is equipment
intensive.

14.9.4.11 Vibrations
During Construction
There may be vibration during piling operations due to working of heavy construction
machinery and the movement of heavy transport vehicles, loading and unloading of
materials etc. This would be a short-term activity and effort will be made to avoid
piling operations during night between 11.00 pm to 5.00 am in the vicinity of
residential areas.

14.9.4.12 Loss of Historical and Cultural Monuments

No historical/ cultural monuments will be lost because of the proposed development.

14.9.5 IMPACTS DUE TO PROJECT OPERATION

Along with many positive impacts, the project may cause the following negative
impacts during operation of the project due to the increase in the number of
passengers and trains at the stations:
- Noise pollution,
- Water supply and sanitation at Stations,
- Station refuse disposal and sanitation,
- Pedestrianization and visual issues

14.9.5.1 Noise Pollution

During the operation phase the main source of noise will be from running of metro
trains. Noise radiated from train operations and track structures generally constitute
the major noise sources. Airborne noise is radiated from elevated structures. The
noise level at 2 m distance from the rail alignment is about 73 dB(A) as per the
experience in operating metro system. The noise level reduces with distance
logarithmically. At places, the alignment is likely to be passing close to the buildings
which may affect the residents. At such places noise barriers would be used to
minimize the noise impact in the vicinity of the alignment.

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14.9.5.2 Water Supply and Sanitation at Stations

Public facilities such as water supply, sanitation and wash rooms are very much
needed at the stations. The water requirement for stations would be for drinking,
toilets, cleaning and also for other purpose like AC. Water Demand as per existing
Metro corridors is calculated and presented in Table 14.12. It is assumed that there
would be similar water requirements in Ahmedabad Metro as well. Raw water should
be treated and brought to national drinking water standards, before used for
consumption. In addition, water will be required for contractor‘s camps during
construction. The water requirement for the stations will be met through the public
water supply system or purpose built tube wells after taking necessary approvals
from CGWA. However, as an environmental conservation measure, rainwater
harvesting structure will also be constructed at stations and along the via-duct.

Table 14.12 Water Requirement at Stations

S. Water Demand for each station
Particular
No. KLD

1 At Stations for Drinking Purpose 6

2 At Elevated stations for AC, cleaning, 17
chiller and other purposes
Total 23

Thus, there would be total water requirement of 552 KLD in 24 stations. However,
arrangement of water will have to be made at each station separately.

14.9.5.3 Station Refuse

The collection and removal of refuse from stations in a sanitary manner is of great
importance for effective vector control, nuisance abatement, aesthetic improvement
and fire protection. The refuse from station includes;
- Garbage,
- Rubbish, and
- Floor Sweepings.

As per the available data from Delhi Metro Phase I and II and other operational
metros, the solid waste generation is about 0.8 – 1.2 cum/day at elevated stations. At
elevated stations, the solid waste generation is more due to airborne dust. At
underground stations the waste generation would be lesser. However, it is estimated
that a maximum of 19.2 to 28.8 cum of solid waste will be generated from the twenty
four stations of these corridors of Ahmedabad metro. The maintenance of adequate
sanitary facilities for temporarily storing refuse on the premises is considered a
responsibility of the project authorities. The storage containers for this purpose need
to be designed. However, it is suggested that the capacity of these containers should
not exceed 50 litres and these should be equipped with side handles to facilitate
handling. To avoid odour and the accumulation of fly-supporting materials, garbage
containers should be washed at frequent intervals.

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14.9.5.4 Visual Impacts

The introduction of MRTS implies a change in streets through which it will operate.
An architecturally well designed elevated section can be pleasing to the eyes of
beholders. Recent MRTS projects have attempted to incorporate this objective in
their designs. Since a low profile would cause the least intrusion, the basic elevated
section has been optimised at this stage itself.

14.9.5.5 Vibrations
This corridor is elevated throughout the alignment. As per the experience from
working metros particularly Delhi Metro it is found that the problem of ground
vibration is generally felt in case of Underground sections. In elevated corridors there
has been no complaint of vibration in the vicinity of alignments. Therefore, the
vibration impact is not considered significant for most of the corridor section.
However, preventive measures to reduce the vibration at source would be applied in
the rail design itself for the entire metro corridor.

The effects of ground-borne vibration include perceptible movement of the building

floors, rattling of windows, shaking of items on shelves or hanging on walls, and
rumbling sounds. In extreme cases, such vibration can damage buildings and other
structures. In addition, the sound reradiated from vibrating room surfaces, referred to
as ground-borne noise, may be audible in the form of a low-frequency rumbling
sound. The train wheels rolling on the rails create vibration energy transmitted through
the track support system into the track bed or track structure. The amount of energy
that is transmitted into the track structure depends strongly on factors such as how
smooth the wheels and rails are and the resonance frequencies of the vehicle
suspension system and the track support system. The vibration of the track or
guideway structure excites the adjacent ground, creating vibration waves that
propagate through the various soil and rock strata to the foundations of nearby
buildings. The vibration propagates from the foundation throughout the remainder of
the building structure. The maximum vibration amplitudes of floors and walls of a
building often occur at the resonance frequencies of those building elements.

14.10 POSITIVE ENVIRONMENTAL IMPACTS OF THE PROJECT

Based on project particulars and existing environmental conditions, potential impacts

that are likely to result from the proposed Ahmedabad metro corridors development
have been identified and wherever possible these have been quantified. This section
deals with the positive impacts of the project. The introduction of the corridor will also
yield benefits from non-tangible parameters such as savings due to equivalent
reduction in road construction and maintenance, vehicle operating costs, less
atmospheric air pollution and socio-economic benefits of travel time, better
accessibility, better comfort and quality of life. However, all benefits cannot be
evaluated in financial terms due to non-availability of universally accepted norms.
The parameters such as economic growth, improvement in quality of life, reduction in
public health problems due to reduction in pollution, etc have not been quantified.

Various positive impacts have been listed under the following headings:

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 Employment Opportunities;
 Enhancement of Economy;
 Mobility, Safety and reduced accidents;
 Traffic Congestion Reduction;
 Reduced Fuel Consumption;
 Reduced Air Pollution;
 Reduction in Number of Buses/ Auto rickshaws, and

 Employment Opportunities
The project is likely to be completed in a period of about 4 years. During this period
manpower will be needed to take part in various activities. About 3500 persons are
likely to work during peak period of activity. In operation phase of the project about
35 persons per kilo meter length of the corridor, i.e., (approx. 1190 persons) will be
employed for operation and maintenance of the proposed system in shifts. Thus, the
project would provide substantial direct employment. Besides, more people would be
indirectly employed in allied activities and trades.

 Enhancement of Economy
The proposed transport facility of MEGA will facilitate sub-urban population to move
quickly. With the development of metro corridors in Ahmedabad, it is likely that more
people will be involved in trade, commerce and allied services. MEGA will, however,
make it convenient for more people to move in the present suburban areas. This will
reduce population pressure on transport facilities in the urban area.

 Mobility Safety and Reduced Accidents

The metro network increases the mobility of people at faster rate. The proposed
corridor will provide more people connectivity to other parts of the city. Metro journey
is safe and result in reduced accidents on roads.

 Traffic Congestion Reduction

To meet the forecast transport demand in the year 2021, 2031 and 2041 it is
estimated that the number of buses will have to be more. During this period
personalised vehicles may also grow. Together, they will compound the existing
problems of congestion and delay. The proposed development will reduce journey
time and hence congestion and delay. Estimated person Trips shifted to Metro in
metro and estimated PCE have been depicted in following table:

Year Option Trips Shifted to Metro in Average Trip Estimated

Person Trips Length PCE
2021 I 5,14,065 5.50 1,28,516
2031 I 6,63,426 5.54 1,65,857
2041 I 8,39,477 5.75 2,09,869
2051 I 9,80,672 5.86 2,45,168
2021 II 4,65,754 5.55 1,16,439
2031 II 5,99,669 5.59 1,49,917
2041 II 7,58,662 5.80 1,89,666
2051 II 8,84,940 5.92 2,21,235

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Year Option Trips Shifted to Metro in Average Trip Estimated

Person Trips Length PCE
2021 III 4,21,977 5.59 1,05,494
2031 III 5,29,970 5.68 1,32,493
2041 III 6,75,801 5.89 1,68,950
2051 III 7,85,030 6.03 1,96,258

These substitutions have been worked out assuming a switchover of 4 Person per
PCE. The Asian Development Bank's "Transport Emissions Model" for the National
Environment Commission has been used to predict/calculate the fuel consumption as
well as the emissions of the harmful pollutants into the environment. This will lead to
substantial reduction in traffic congestion on roads.

 Reduced Fuel Consumption

On implementation of the project, it is estimated that both petrol and diesel
consumption will get reduced. The saving will be due to two factors namely
Reduction in vehicles and decongestion on roads. On the basis of assumptions as
give in following table there will be significant saving of Petrol and Diesel
consumption in litres as per Table14.13.

Table 14.13 Saving of Petrol and Diesel due to Metro

Year Option Person Trips Average Estimated Petro
Shifted to Metro Trip Length PCE litres
2021 I 5,14,065 5.50 1,28,516 42885
2031 I 6,63,426 5.54 1,65,857 55464
2041 I 8,39,477 5.75 2,09,869 72384
2051 I 9,80,672 5.86 2,45,168
2021 II 4,65,754 5.55 1,16,439 38855
2031 II 5,99,669 5.59 1,49,917 50586
2041 II 7,58,662 5.80 1,89,666 65984
2051 II 8,84,940 5.92 2,21,235
2021 III 4,21,977 5.59 1,05,494 35203
2031 III 5,29,970 5.68 1,32,493 45426
2041 III 6,75,801 5.89 1,68,950 59689
2051 III 7,85,030 6.03 1,96,258

 Reduced Air Pollution

Based on available data and assumptions, an attempt has been made to model the
air quality scenario for future using Asian Development Bank's "Transport Emissions
Model". On the basis of above referred assumptions, daily reduction in pollutants
would be as given in Table 14.14 below:

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Table 14.14 Reduction in Emmissio of Greenhouse Gasses due to Modal Shift to

Metro All Values are in Kg.
Year Option Person Average Estimated CO CO2 NOx VOC Parti SO2
Trips Trip PCE cles
Shifted Length
to Metro
2021 I 5,14,065 5.50 1,28,516 2,750.14 1,20,884.25 478.16 425.68 7.20 14.97
2031 I 6,63,426 5.54 1,65,857 2,852.03 1,59,271.15 506.55 473.75 6.97 19.71
2041 I 8,39,477 5.75 2,09,869 3,032.01 2,11,331.32 544.92 551.22 6.65 26.20
2051 I 9,80,672 5.86 2,45,168
2021 II 4,65,754 5.55 1,16,439 2,491.68 1,09,523.48 433.22 385.67 6.52 13.56
2031 II 5,99,669 5.59 1,49,917 2,601.19 1,45,263.41 462.00 432.08 6.36 17.98
2041 II 7,58,662 5.80 1,89,666 2,763.96 1,92,648.31 496.75 502.48 6.06 23.88
2051 II 8,84,940 5.92 2,21,235
2021 III 4,21,977 5.59 1,05,494 2,257.49 99,229.38 392.50 349.43 5.91 12.29
2031 III 5,29,970 5.68 1,32,493 2,335.89 1,30,447.22 414.88 388.01 5.71 16.14
2041 III 6,75,801 5.89 1,68,950 2,500.28 1,74,269.43 449.36 454.55 5.48 21.61
2051 III 7,85,030 6.03 1,96,258

 Carbon Credits
Due to savings in fuel and reduction in air pollution etc. carbon credit would be
generated during operation of the metro rail similar to the experience with Delhi
Metro Rail Corporation Ltd. However, at this stage calculation of carbon credits is not
feasible which would be worked out after the system become operational.

 Improvement of Quality of Life

Development of Metro rail in the city would lead to overall improvement of quality of
life of local populace by virtue of availability of better transport facility at competitive
rates, better road safety, reduced pollution, improved general health etc.

14.11 CHECKLIST OF IMPACTS

The impact evaluation determines whether a project development alternative is in

compliance with existing standards and regulations. It uses acceptable procedures
and attempts to develop a numeric value for total environmental impact. A
transformation of the review of multiple environmental objectives into a single value
or a ranking or projects is the final step in impact assessment. There are about
hundred methods for carrying out impact assessment, which can be grouped into the
following categories:
 Ad-hoc method,
 Checklist,
 Matrix,
 Network,
 Overlays,
 Environmental Index and
 Cost Benefit analysis.

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Each of the methods is subjective in nature and none of these is applicable in every
case. Of the 7 methods listed above, checklist has been used and presented.
Checklist is a list of environmental parameters or impact indicators which encourages
the environmentalist to consider and identify the potential impacts. A typical checklist
identifying anticipated environmental impacts is shown in Table 14.15.

Table 14.15 Checklist of Impacts

S. Negative No Positive
Parameter
No. Impact Impact Impact
A. Impacts due to Project Location
i. Displacement of People *
ii. Change of Land use and Ecology *
iii. Loss of Cultural and Religious Structures *
iv. Socio-economic Impacts *
v. Loss of Trees *
vi. Drainage & Utilities Problems *
B. Impact due to Project Design
i. Platforms - Inlets and Outlets *
ii. Ventilation and Lighting *
iii. Station Refuse *
iv. Risk due to Earthquakes *
C. Impact due to Project Construction
i. Top Soil Erosion, Pollution and Health risk *
ii. Traffic Diversions and *
iii. Risk to Existing Buildings *
iv. Problems of Soil Disposal and Seepage Risk *
v. Dust Generation *
vi. Increased Water Demand *
vii. Supply of Construction Material *
viii. Construction and Demolition Waste *
ix. Batching Plant and Casting Yard *
x. Noise *
D. Impact due to Project Operation
i. Oil Pollution *
ii. Noise *
iii. Water supply and sanitation *
iv. Vibrations *
v. Pedestrian Issues *
vi. Visual Impacts *
vii. Station Illumination *
viii. Employment Opportunities *
ix. Enhancement of Economy *
x. Mobility *
xi. Safety *
xii. Traffic Congestion Reduction *
xiii. Less fuel Consumption *
xiv. Less Air Pollution *
xv. Carbon dioxide Reduction *
xvi. Reduction in Buses *
xvii. Reduction in Infrastructure *

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14.12 PUBLIC CONSULTATION AND DISCLOSURE

Public consultation and participation is a continuous two way process, involving,

promoting of public understanding of the processes and mechanisms through which
developmental problems and needs are investigated and solved. The public
consultation, as an integral part of environmental and social assessment process
throughout the project preparation stage not only minimizes the risks and unwanted
political propaganda against the project but also abridges the gap between the
community and the project formulators, which leads to timely completion of the
project and making the project people friendly.

Public consultations with the people of different sections of the society along the
project alignment, shopkeepers, and influential persons of the project area will be
made. Attention shall be given to potential vulnerable people like, squatters,
encroachers, schedule caste, and other backward section (OBC) of society shall be
consulted to make them aware and identify adverse impacts of the project.

A. Consultation with Stakeholders

As required for Category A projects, preliminary consultations were conducted at the
early stage of EIA preparation, mostly involving local communities. Successive
consultations shall be conducted by the MEGA after the finalization of this report that
includes representatives of local communities and entities tasked with the regulation
of the road development and environmental protection.

B. Compliance with Regulatory and Funding Agency Requirement

As per Indian Environmental Regulations, public hearing is not required, as railway
projects do not attract EIA Notification 2006, amended 2009. Meaningful
consultations will be undertaken. All the five principles of information dissemination,
information solicitation, integration, co ordination and engagement into dialogue will
be incorporated in the consultation process.

14.13 ENVIRONMENTAL MANAGEMENT PLAN

14.13.1 MANAGEMENT PLANS

The Ahmedabad Metro Project will provide employment opportunity, quick mobility
service and safety, traffic congestion reduction, less fuel consumption and air
pollution on one hand and problems of muck disposal, traffic diversion, utility
dislocation etc. on the other hand.

Protection, preservation and conservation of environment have always been a

primary consideration in Indian ethos, culture and traditions. Management of
Environment by provision of necessary safeguards in planning of the project itself
can lead to reduction of adverse impacts due to a project. This chapter, therefore,
spells out the set of measures to be taken during project construction and operation
to mitigate or bring down the adverse environmental impacts to acceptable levels
based on the proposed Environmental Management Plan (EMP).

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The most reliable way to ensure that the plan will be integrated into the overall
project planning and implementation is to establish the plan as a component of the
project. This will ensure that it receives funding and supervision along with the other
investment components. For optimal integration of EMP into the project, there should
be investment links for:
 Funding,
 Management and training, and
 Monitoring.

The purpose of the first link is to ensure that proposed actions are adequately
financed. The second link helps in embedding training, technical assistance, staffing
and other institutional strengthening items in the mitigation measures to implement
the overall management plan. The third link provides a critical path for
implementation and enables sponsors and the funding agency to evaluate the
success of mitigation measures as part of project supervision, and as a means to
improve future projects. This chapter has been divided into three sections:
 Mitigation measures,
 Disaster management, and
 Emergency measures.

14.13.2 MITIGATION MEASURES

The main aim of mitigation measures is to protect and enhance the existing
environment of the project. Mitigation measures have to be adopted during
construction at all the construction sites including Batching Plant and Casting Yards
on all the aspects. The mitigation measures to be adopted have been described
under following heads:
 Compensatory Afforestation,
 Construction Material Management,
 Labour Camp,
 Energy Management
 Hazardous Waste Management
 Environmental Sanitation,
 Utility Plan,
 Air Pollution Control Measures,
 Noise Control Measures,
 Vibration Control Measures,
 Traffic Diversion/Management,
 Soil Erosion Control,
 Water Supply, Sanitation and Solid Waste management,
 Rain water harvesting
 Training and Extension

14.13.3 COMPENSATORY AFFORESTATION

The objective of the afforestation program should be to develop natural areas in
which ecological functions could be maintained on a sustainable basis. According to
the results of the present study, it is found that about 160 trees are likely to be lost
due to the project. Three saplings are to be planted for felling a single tree. Hence
480 trees need to be planted. Plantation program will be finalized in consultation with
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MEGA and project proponent would provide the funds for compensatory afforestation
as per government policy.

14.13.4 CONSTRUCTION MATERIAL MANAGEMENT – STORAGE AND PROCUREMENT

The major construction material to be used for construction of the proposed corridor
are coarse aggregates, cement, coarse sand, reinforcement steel, structural steel,
water supply, drainage and sanitary fittings etc. The material will be loaded and
unloaded by engaging labour at both the locations by the contractor.

The duties of the contractor will include monitoring all aspects of construction
activities, commencing with the storing, loading of construction materials and
equipment in order to maintain the quality. During the construction period, the
construction material storage site is to be regularly inspected for the presence of
uncontrolled construction waste. Close liaison with the MEGA Officer and the head of
the construction crew will be required to address any environmental issues and to set
up procedures for mitigating impacts. The scheduling of material procurement and
transport shall be linked with construction schedule of the project. The Contractor
shall be responsible for management of such construction material during entire
construction period of the project. Sufficient quantity of materials should be available
before starting each activity. The contractor should test all the materials in the
Government labs or Government approved labs in order to ensure the quality of
materials before construction. This is also the responsibility of the contractor, which
would be clearly mentioned in the contractor‘s agreement. Care shall be taken to
avoid spillage of material during construction. Procurement of material would be from
environment friendly source. The materials shall be procured from nearest available
source and shall be transported in coverd trucks. All the material would be stored in a
manner to avoid multiple handling for use in construction activities.

14.13.5 LABOUR CAMP

The Contractor during the progress of work will provide, erect and maintain the
necessary (temporary) living accommodation and ancillary facilities for labour to
standards and scales approved by the MEGA. All temporary accommodation must
be constructed and maintained in such a fashion that uncontaminated water is
available for drinking, cooking and washing. Safe drinking water should be provided
to the dwellers of the construction camps. Adequate washing and bathing places
shall be provided, and kept in clean and drained condition. Construction camps are
the responsibility of the concerned contractors and these shall not be allowed in the
construction areas but sited away. Adequate health care is to be provided for the
work force.

Sanitation Facilities: Construction sites and camps shall be provided sanitary

latrines and urinals. Mobile STP/ septic tanks should be provided for the flow of used
water outside the camp. Drains and ditches should be treated with bleaching powder
on a regular basis. The sewage system for the camp must be properly designed, built
and operated so that no health hazard occurs and no pollution to the air, ground or
adjacent watercourses takes place. Garbage bins must be provided in the camp and
regularly emptied and the garbage disposed off in a hygienic manner

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Shelter at Workplace: At every workplace, shelter shall be provided free of cost,

separately for use of men and women labourers. Sheds shall be maintained in proper
hygienic conditions.

First aid facilities: At every workplace, a readily available first-aid unit including an
adequate supply of sterilized dressing materials and appliances shall be provided.
Suitable transport shall be provided to facilitate taking injured and ill persons to the
nearest hospital.

Day Crèche Facilities: At every construction site, provision of a day crèche shall be
worked out so as to enable women to leave behind their children. At construction
sites where 25 or more women are ordinarily employed, at least a hut shall be
provided for use of children under the age of 6 years belonging to such women. Huts
shall be provided with suitable and sufficient openings for light and ventilation. Size of
crèches shall vary according to the number of women workers employed.

14.13.6 ENERGY MANAGEMENT

The contractor shall use and maintain equipment so as to conserve energy and shall
be able to produce demonstrable evidence of the same upon MEGA request.
Measures to conserve energy include but not limited to the following:

 Use of energy efficient motors and pumps,

 Use of energy efficient lighting, which uses energy efficient luminaries,
 Adequate and uniform illumination level at construction sites suitable for the task,
 Proper size and length of cables and wires to match the rating of equipment, and
 Use of energy efficient air conditioner.

The contractor shall design site offices maximum daylight and minimum heat gain.
The rooms shall be well insulated to enhance the efficiency of air conditioners and
the use of solar films on windows may be explored.

14.13.7 HAZARDOUS WASTE MANAGEMENT

The contractor shall identify the nature and quantity of hazardous waste generated
as a result of his activities and shall file a ‗Request for Authorization‘ with Gujarat
Pollution Control Board along with a map showing the location of storage area.
Outside the storage area, the contractor shall place a ‗display board‘, which will
display quantity and nature of hazardous waste, on date. Hazardous Waste needs to
be stored in a secure place. It shall be the responsibility of the contractor to ensure
that hazardous wastes are stored, based on the composition, in a manner suitable for
handling, storage and transport. The labeling and packaging is required to be easily
visible and be able to withstand physical conditions and climatic factors. The
contractor shall approach only Authorized Recyclers for disposal of Hazardous
Waste, under intimation to the MEGA.

14.13.8 ENVIRONMENTAL SANITATION

Environmental sanitation also referred to as Housekeeping, is the act of keeping the
working environment cleared of all unnecessary waste, thereby providing a first-line
of defense against accidents and injuries. Contractor shall understand and accept
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that improper environmental sanitation is the primary hazard in any construction site
and ensure that a high degree of environmental sanitation is always maintained.
Environmental sanitation is the responsibility of all site personnel, and line
management commitment shall be demonstrated by the continued efforts of
supervising staff towards this activity.

General environmental sanitation shall be carried out by the contractor and at all
times at Work Site, Construction Depot, Batching Plant, Labour Camp, Stores,
Offices and toilets/urinals. The contractor shall employ a special group of
environmental sanitation personnel to carry out following activities:

 Full height fence, barriers, barricades etc. shall be erected around the site in order to
prevent the surrounding area from excavated soil, rubbish etc, which may cause
inconvenience to and endanger the public. The barricade especially those exposed
to public shall be aesthetically maintained by regular cleaning and painting as
directed by the Employer. These shall be maintained in one line and level.

 The structure dimension of the barricade, material and composition, its colour
scheme, MEGA logo and other details.

 All stairways, passageways and gangways shall be maintained without any

blockages or obstructions. All emergency exits passageways, exits fire doors, break-
glass alarm points, fire-fighting equipment, first aid stations, and other emergency
stations shall be kept clean, unobstructed and in good working order.
 All surplus earth and debris are removed/disposed off from the working areas to
officially designated dumpsites. Trucks carrying sand, earth and any pulverized
materials etc. in order to avoid dust or odour impact shall be covered while moving.

 No parking of trucks/trolleys, cranes and trailers etc. shall be allowed on roads, which
may obstruct the traffic movement.

 Roads shall be kept clear and materials like: pipes, steel, sand boulders, concrete,
chips and brick etc. shall not be allowed on the roads to obstruct free movement of
road traffic.

 Water logging or bentonite spillage on roads shall not be allowed.

 Proper and safe stacking of material are of paramount importance at yards, stores
and such locations where material would be unloaded for future use. The storage
area shall be well laid out with easy access and material stored / stacked in an
orderly and safe manner.

 Flammable chemicals / compressed gas cylinders shall be safely stored.

 Unused/surplus cables, steel items and steel scrap lying scattered at different places
within the working areas shall be removed to identified locations.

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 All wooden scrap, empty wooden cable drums and other combustible packing
materials, shall be removed from work place to identified location(s).

 Empty cement bags and other packaging material shall be properly stacked and
removed.

14.13.9 UTILITY PLAN

The proposed Metro alignment runs along major arterial roads of the city, which
serve Institutional, Commercial and Residential areas. A number of sub-surface,
surface and overhead utility services, viz. sewers, water mains, storm water drains,
telephone cables, electrical transmission lines, electric poles, traffic signals etc.
exists 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. Prior to the actual execution of
work at site, detailed investigation of all utilities and location will be undertaken well in
advance by making trench pit to avoid damage to any utility. 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 could be
adopted:

 Utility services shall be kept operational during the entire construction period and
after completion of project. All proposals should therefore, ensure their uninterrupted
functioning.
 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
shall be suitably modified such that the utility service is either encased within the
foundation piles or remains clear of them.

14.13.10 AIR POLLUTION CONTROL MEASURES

During the construction period, the impact on air quality will be mainly due to
increase in PM10 along haul roads and emission from vehicles and construction
machinery. Though the estimation of air quality during construction shows some
impact on ambient air quality, nevertheless certain mitigation measures which shall
be adopted to reduce the air pollution are presented below:

 The Contractor shall take all necessary precautions to minimise fugitive dust
emissions from operations involving excavation, grading, and clearing of land and
disposal of waste. He shall not allow emissions of fugitive dust from any transport,
handling, construction or storage activity to remain visible in atmosphere beyond the
property line of emission source for any prolonged period of time without notification
to the Employer.

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 The Contractor shall use construction equipment to minimize or control of air

pollution. He shall maintain evidence of such design and equipment and make these
available for inspection by Employer.

 Contractor‘s transport vehicles and other equipment shall conform to emission

standards fixed by Statutory Agencies of Government of India or the State
Government from time to time. The Contractor shall carry out periodical checks and
undertake remedial measures including replacement, if required, so as to operate
within permissible norms.

 The Contractor shall cover loads of dust generating materials like debris and soil
being transported from construction sites. All trucks carrying loose material should be
covered and loaded with sufficient free - board to avoid spills through the tailboard or
sideboards.

 The temporary dumping areas shall be maintained by the Contractor at all times until
the excavate is re-utilized for backfilling or as directed by Employer. Dust control
activities shall continue even during any work stoppage.

 The Contractor shall place material in a manner that will minimize dust production.
Material shall be minimized each day and wetted, to minimize dust production.
During dry weather, dust control methods must be used daily especially on windy, dry
days to prevent any dust from blowing across the site perimeter.

 The Contractor shall water down construction sites as required to suppress dust,
during handling of excavation soil or debris or during demolition. The Contractor will
make water sprinklers, water supply and water delivering equipment available at any
time that it is required for dust control use. Dust screens will be used, as feasible
when additional dust control measures are needed especially where the work is near
sensitive receptors.

 The Contractor shall provide a wash pit or a wheel washing and/or vehicle cleaning
facility at the exits from work sites such as construction depots and batching plants.
At such facility, high-pressure water jets will be directed at the wheels of vehicles to
remove all spoil and dirt.

14.13.11 CONSTRUCTION AND DEMOLITION WASTE

Waste prevention, reuse and recycling can not only save money, but also generate
broad environmental benefits, including the conservation of natural resources. Reuse
and waste prevention reduce the air and water pollution associated with materials
manufacturing and transportation. This saves energy and reduces attendant
greenhouse gas production. The recycling of many materials requires less energy
than production from virgin stock, and can also reduce transportation requirements
and associated impacts. Opportunities for reducing C&D waste focus on three
approaches, typically expressed as Reduce-Reuse-Recycle.

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The source of C & D waste are pile caps, excess RMC and demolition material. An effort
shall be made to recover embedded energy and to recycle the maximum quantity of C &
D Waste to manufacture tiles, curb stones, paver block etc. The contractor shall store
C&D waste separately at the site and sent to recycling facility periodically. There shall be
no disposal of any waste along storm water drains, canals and/ or any other water body
or depression. Rather C & D waste shall be collected and sent to any authorized waste
recycling facility.

14.13.12 NOISE CONTROL MEASURES

There will be an increase in noise level in nearby ambient air due to construction and
operation of the Metro corridors. During construction, the exposure of workers to high
noise levels especially near the machinery need to be minimized. This could be
achieved by:

 Job rotation,
 Automation,
 Construction of permanent and temporary noise barriers,
 Use electric instead of diesel powered equipment,
 Use hydraulic tools instead of pneumatic tools,
 Acoustic enclosures should be provided for individual noise generating construction
equipment like DG sets,
 Scheduling and staggering truck loading, unloading and hauling operation,
 Schedule and stagger work to avoid simultaneous activities which generate high
noise levels,
 Anti drumming floor and noise absorption material,
 Low speed compressor, blower and air conditioner,
 Mounting of under frame equipment on anti-vibration pad,
 Smooth and gradual control of door,
 Provision of 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, and
 Sound proof compartments control rooms etc.

Special acoustic enclosures should be provided for individual noise generating

equipment, wherever possible. Workers in sections where periodic adjustment of
equipment/ machinery is necessary, should be provided with sound proof control
rooms so that exposure to higher noise level is reduced. During construction, there
may be high noise levels due to pile driving, use of compressors and drilling
machinery. Effective measures should be taken during the construction phase to
reduce the noise from various sources. The noise from air compressor can be
reduced by fitting exhaust and intake mufflers.

The pile driving operation can produce noise levels up to 100 dB (A) at a distance of
25-m from site. Suitable noise barriers can reduce the noise levels to 70 dB (A) at a
distance of 15m from the piles. A safety precaution as stipulated in IS: 5121 (1969)
‗Safety Code for Piling and other Deep Foundation’ need to be adopted.

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Noise level from loading and unloading of construction materials can be reduced by
usage of various types of cranes and placing materials on sand or sandy bag beds.

14.13.13 VIBRATION CONTROL

Mitigation can minimize the adverse effects of project ground-borne vibration on
sensitive land uses. Vibrations arise due to rail - wheel interaction during operations.
Vibrations could be reduced by improving track geometry, providing elastic
fastenings, minimizing surface irregularities of wheel and rail, and separation of rail
seat assembly from the concrete plinth with insertion of resilient and shock absorbing
pad.

Adequate wheel and rail maintenance in controlling levels of ground-borne vibration

is very important. Problems with rough wheels or rails can increase vibration levels
by as much as 20 dB, negating the effects of even the most effective vibration
control measures. It is rare that practical vibration control measures will provide more
than 15- to 20-decibel attenuation. When ground-borne vibration problems are
associated with existing rails and rolling stock, often the best control measure is to
implement new or improved maintenance procedures. Grinding rough or corrugated
rail and implementing wheel truing to restore the wheel surface and contour may
reduce vibration more than completely replacing the existing track system with
floating slabs.Assuming that the track and vehicles are in good condition, the options
to further reduce ground-borne vibration fit into one of seven categories: (1)
maintenance procedures, (2) location and design of special track work, (3) vehicle
modifications, (4) changes in the track support system, (5) building modifications, (6)
adjustments to the vibration transmission path, and (7) operational changes.

Maintenance
Effective maintenance programs are essential for keeping ground-borne vibration
levels under control. When the wheel and rail surfaces are allowed to degrade, the
vibration levels can increase by as much as 20 dB compared with a new or well-
maintained system. Maintenance procedures that are particularly effective at avoiding
increases in ground-borne vibration include the following:

 Rail grinding on a regular basis, particularly for rail that develops corrugations. Rail
condition monitoring systems are available to optimize track conditions.

 Wheel truing to re-contour the wheel, provide a smooth running surface, and remove
wheel flats. The most dramatic vibration reduction results from removing wheel flats.
However, significant improvements also can be observed simply from smoothing the
running surface. Wheel condition monitoring systems are available to optimize wheel
conditions.

 Reconditioning vehicles, particularly when components such as suspension system,

brakes, and wheels will be improved and slip-slide detectors will be installed.

 Installing wheel condition monitoring systems to identify those vehicles most in need
of wheel truing.

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Location and Design of Special Track Work

Most vibration impact from a new train system is caused by wheel impacts at the
special track work for turnouts and crossovers. Careful review of crossover and
turnout locations during the preliminary engineering stage is an important step in
minimizing potential for vibration impact. When feasible, the most effective vibration
control measure is to relocate the special track work to a less vibration-sensitive area.
Another approach is to install movable point or spring frogs that eliminate the gaps
that occur when standard railbound frogs are used. These special frogs significantly
reduce vibration levels near crossovers, and they are often specified because of their
longer lifespan under repetitive high-speed conditions.

Vehicle Suspension
The ideal rail vehicle, with respect to minimizing ground-borne vibration, should have
a low unsprung weight, a soft primary suspension, a minimum of metal-to-metal
contact between moving parts of the truck, and smooth wheels that are perfectly
round. A thorough dynamic analysis, including the expected track parameters, should
be part of the specifications for the proposed high-speed trainset.

Special Track Support Systems

When the vibration assessment indicates that vibration levels will be excessive, it is
usually the track support system that is modified to reduce the vibration levels.
Floating slabs, resiliency supported ties; high-resilience fasteners, ballast mats, and
tire-derived aggregate (shredded tires) all have been used to reduce the levels of
ground-borne vibration. To be effective, these measures must be optimized for the
frequency spectrum of the vibration.
While designing of the structures such as viaducts and pillars following points shall be
taken into consideration:

 A heavy rail section of 60-kg/m, 90 UTS, supported at every 60-cm. has been
proposed in order to prevent the development of surface irregularities on the rail.
 The rail used shall be the one which is continuously welded which shall lead to reduction of
noise/vibration especially on account of irregular track geometry and at curves.
 Elastic fastening system is proposed to be used which shall reduce the vibration generated
from rail- wheel interaction.
 Monitoring requirements for vibrations at regular intervals throughout the construction
period.
 Pre-construction structural integrity inspections of historic and sensitive structures in
project activity.
 The ballast-less track is supported on two layers of rubber pads to reduce track noise
and ground vibrations. The concept of a ―low-noise‖ electric locomotive must be
adopted at a very early stage of planning and must be followed up with detailed work
throughout the project execution and operation. In addition, baffle walls as parapets
will be constructed up to the rail level so as to reduce sound levels.
 In addition, we have proposed to provide skirting of coach shell covering the wheel
which will screen any noise coming from the rail wheel interaction as of propagating
beyond the viaduct. In sensitive areas, track can be suitably designed so as to avoid
propagation of noise to adjacent structures.

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 The lower vibration can be achieved by providing bolster less type bogies having
secondary air spring.

All these measures would be part of project cost.

14.13.14 TRAFFIC DIVERSION/ MANAGEMENT

During construction, traffic is likely to be affected. Hence Traffic Diversion Plans are
required in order to look for options and remedial measures so as to mitigate any
traffic congestion situations arising out due to acquisition of road space during Metro
construction of the corridor. Any reduction of road space during Metro construction
results in constrained traffic flow. In order to retain satisfactory levels of traffic flow
during the construction period; traffic management and engineering measures need
to be taken. They can be road widening exercises, traffic segregation, one-way
movements, traffic diversions on influence area roads etc. Maintenance of diverted
roads in good working condition to avoid slow down and congestion shall be a
prerequisite during construction period.

Various construction technologies are in place to ensure that traffic impedance is

done at the minimum. They are:

 The requirement would be mainly along the central verge/ side of the road.
 As regards to the alignment cutting across a major traffic corridor, 'Box Girder
Construction Technology‘ would be applied to prevent traffic hold-ups or diversions of
any kind.
Only temporary diversion plans will be required during construction of the proposed
Metro corridor. At the onset, all encroachments from road ROW will have to be
removed. These encroachments vary from ‗on-street‘ parking to informal activities.

Keeping in view the future traffic growth and reduction of carriageway due to Metro
construction, implementation of traffic management/diversion plans shall become
inevitable for ensuring smooth traffic movement and similar traffic diversion plans
shall be formulated and followed during the execution stage.

Traffic Management Guidelines: The basic objective of the following guidelines is

to lay down procedures to be adopted by contractor to ensure the safe and efficient
movement of traffic and also to ensure the safety of workmen at construction sites.

 All construction workers should be provided with high visibility jackets with reflective
tapes as most of viaduct and station works are on the right-of-way. The conspicuity of
workmen at all times shall be increased so as to protect from speeding vehicular
traffic.
 Warn the road user clearly and sufficiently in advance.
 Provide safe and clearly marked lanes for guiding road users.
 Provide safe and clearly marked buffer and work zones
 Provide adequate measures that control driver behavior through construction zones.
 The primary traffic control devices used in work zones shall include signs,
delineators, barricades, cones, pylons, pavement markings and flashing lights.

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14.13.15 SOIL EROSION CONTROL

Prior to the start of the relevant construction, the Contractor shall submit to the
MEGA for approval, his schedules for carrying out temporary and permanent
erosion/sedimentation control works are as applicable for the items of clearing and
grubbing, roadway and drainage excavation, embankment/sub-grade construction,
bridges and/ or other structures across water courses, pavement courses and
shoulders. He shall also submit for approval his proposed method of
erosion/sedimentation control on service road and his plan for disposal of waste
materials. Work shall not be started until the erosion/sedimentation control schedules
and methods of operations for the applicable construction have been approved by
the project authority.

The surface area of erodible earth material exposed by clearing and grubbing,
excavation shall be limited to the extent practicable. The Contractor may be directed
to provide immediate control measures to prevent soil erosion and sedimentation that
will adversely affect construction operations, damage adjacent properties, or cause
contamination of nearby streams or other watercourses. Such work may involve the
construction of temporary berms, dikes, sediment basins, slope drains and use of
temporary mulches, fabrics, mats, seeding, or other control devices or methods as
necessary to control erosion and sedimentation. Top soil shall be preserved by the
contractor and stacked separately at designated place and utilize it to cover the
refilled area and to support vegetation.

The Contractor shall be required to incorporate all permanent erosion and

sedimentation control features into the project at the earliest practicable time as
outlined in his accepted schedule to minimize the need for temporary erosion and
sedimentation control measures.

Temporary erosion/sedimentation and pollution control measures will be used to

control the phenomenon of erosion, sedimentation and pollution that may develop
during normal construction practices, but may neither be foreseen during design
stage or associated with permanent control features on the Project. Under no
conditions shall a large surface area of credible earth material be exposed at one
time by clearing and grubbing or excavation without prior approval of the project
authority.

The MEGA may limit the area of excavation, borrow and embankment operations in
progress, commensurate with the Contractor's capability and progress in keeping the
finish grading, mulching, seeding and other such permanent erosion, sedimentation
and pollution control measures, in accordance with the accepted schedule.

Temporary erosion is sometimes caused due to the Contractor's negligence, care-

lessness or failure to install permanent controls. Sedimentation and pollution control
measures then become necessary as a part of the work as scheduled or ordered by
the project authority, and these shall be carried out at the Contractor's own expense.
Temporary erosion, sedimentation and pollution control work required, which is not
attributed to the Contractor's negligence, carelessness or failure to install permanent
controls, will be performed as ordered by the project authority.
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14.14 WATER SUPPLY, SANITATION AND SOLID WASTE MANAGEMENT

During Construction
The public health facilities, such as water supply, sanitation and toilets are much
needed at the stations. Water should be treated before use up to national drinking
water standards. The collection and safe disposal of human wastes are among the
most important problems of environmental health. The water carried sewerage solves
the excreta disposal problems. The mobile STP/ septic tanks should be adopted for
sewage disposal. The water for domestic consumption shall be sourced from public
water supply or alternatively designated bore wells may be installed with due
permission from statutory authority prior to installation of bore well.

For Construction activity, there is a restriction to utilize groundwater all over the
nation as per order of National Green Tribunal (NGT). Thus, construction water shall
be sourced from Ahmedabad Municipal Corporation which is responsible for sewage
disposal in Ahmedabad area. Alternatively, contractor shall arrange tie up for surface
water supply or tanker water supply for construction activity. Best option is to use
treated STP water for construction activity.

Solid waste shall be stacked at designated place and when sufficient quantity
accumulates it shall be disposed-off through covered trucks to land fill site
designated and authorized by MEGA.
During Operations

Practically, public facilities at stations have to be operated by regular staff or may be

designated to any NGO working in the area in the field of sanitation as per policy of
MEGA. Requirement of drinking water supply at an elevated station is about 6
KL/day. The water consumption for an elevated station to meet the requirements of
its activities is 17 KLD. This shall be provided from MEGA.

Solid waste will be generated at station is about 0.8 – 1.2 m3/Day. The maintenance
of adequate sanitary facilities for temporarily storing refuse on the premises is
considered a responsibility of the project authority. The storage containers for this
purpose need to be designed. However, it is suggested that the capacity of these
containers should not exceed 50 litres and these should be equipped with side
handles to facilitate handling. To avoid odour and the accumulation of fly-supporting
materials, garbage containers should be washed at frequent intervals. This should be
collected and transported to local municipal bins for onward disposal to disposal site
by municipality. During operation, as mitigation measures rainwater harvesting will be
carried out at stations and along the viaduct.

14.14.1 RAIN WATER HARVESTING

To conserve and augment the storage of groundwater, it is suggested to construct
rainwater harvesting structures of suitable capacity along the alignment and at
stations. The stations shall be provided with the facility of rainwater harvesting and
artificial recharge. The total length of the proposed alignment is about 34 km and
there would be 24 stations. The estimated cost of rain water harvesting for elevated

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corridor is about Rs. 11 lakhs per km (Rs. 374 Lakh) and Rs. 3.5 lakhs per station
(Rs. 84 Lakhs). The total cost of rainwater harvesting would be Rs. 484 Lakh.

14.14.2 TREE PROTECTION

There is requirement of felling 160 trees during construction of Metro corridors in
Ahmedabad. An attempt shall be made to minimize the tree felling. As remediation of
tree felling it is suggested to plant 3 trees for each tree felled. Thus 480 trees would
be planted. Moreover, MEGA would chalk out the plantation program in close
coordination with Tree Authority MEGA by making the payment for plantation work
including after care for three years. An attempt would be made to minimize the felling
of trees to the bare minimum while working and undertaking construction work. The
left out trees shall be protected by providing metal or brick tree guard around the tree
at a distance of one metre surrounding the tree. Scope of transplantation of trees
would also be explored with discussion with the Tree Authority MCGM. A provision of
9.60 Lakh has been made @ Rs. 2000/- per tree to be planted and maintained for a
period of three years.

14.14.3 DISASTER MANAGEMENT

Disaster is an unexpected event due to sudden failure of the system, external
threats, internal disturbances, earthquakes, fire and accidents. The first step is to
identify the causes which develop/ pose unexpected danger to the structural integrity
of Metro overhead rail. The potential causes are excessive load, cracks, failure and
malfunctioning of sensing instruments, accident, etc. This need to be looked into with
care.

 Preventive Action
Once the likelihood of a disaster is suspected, action has to be initiated to prevent a
failure. Engineers responsible for preventive action should identify sources of repair
equipments, materials, labour and expertise for use during emergency.

 Reporting Procedures
The level at which a situation will be termed a disaster shall be specified. This shall
include the stage at which the surveillance requirements should be increased both in
frequency and details.

The Engineer-in-Chief should notify the officer for the following information:
 Exit points for the public,
 Safety areas in the tunnel/overhead rail, and
 Nearest medical facility

 Communication System
An efficient communication system is absolutely essential for the success of any
disaster management plan. This has to be worked out in consultation with local
authorities. More often, the entire communication system gets disrupted when a
disaster occurs. The damage areas need to be clearly identified and provided with
temporary and fool proof communication system.

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 Emergency Action Committee

To ensure coordinates action, an Emergency Action Committee should be
constituted. The civic administrator may be the Chairman of this Committee. The
committee may comprise of:

 Station Manager concerned,

 Police Officer of the area,
 Ahmedabad Transport Corporation Representative,
 Home Guard representative,
 Fire Brigade representative,
 Health Department representative,
 Department of Information and Publicity, and
 Non-Governmental Organization of the area

Emergency Action Committee will prepare the evacuation plan and procedures for
implementation based on local needs and facilities available. The plan should
include:

 Demarcation of the areas to be evacuated with priorities,

 Safe route to be used, adequacy of transport for evacuation, and traffic control,
 Safe area and shelters,
 Security of property left behind in the evacuated areas,
 Functions and responsibilities of various members of evacuation teams, and
 Setting up of joint control room

All personnel involved in the Emergency Action Plan should be thoroughly familiar
with all the elements of the plan and their responsibilities. They should be trained
through drills for the Emergency Action Plan. The staff at the site should be trained
for problem detection, evaluation and emergency remedial measures. Individual
responsibility to handle the segments in emergency plan must be allotted.

Success of an emergency plan depends on public participation, their response to

warning notifications and timely action. Public has to be educated on the hazards and
key role in disaster mitigation by helping in the planned evacuation and rescue
operations.

It is essential to communicate by whom and how a declared emergency will be

terminated. There should be proper notification to the public on de-alert signals
regarding termination of the emergency. The notification should be clear so that the
evacuees know precisely what to do when re-entering or approaching the affected
areas.

14.14.4 EMERGENCY MEASURES

The emergency measures are adopted to avoid any failure in the system such as
lights, fire, means of escape etc. The aim of Emergency Action Plan is to identify
areas, population and structures likely to be affected due to a catastrophic event of
accident. The action plan should also include preventive action, notification, warning

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procedures and co-ordination among various relief authorities. These are discussed
in following sections.

 Emergency Lighting
The emergency lights operated on battery power should be provided at each station.
The battery system should supply power to at least 25% of the lights at the station,
platforms, viaduct for a period of 2 hours.

 Fire Protection
The building materials should be of appropriate fire resistance standard. The fire
resistance period should be at least 2 hours for surface or over head structures.
Wood shall not be used for any purpose, excluding artificial wood products, which are
flame resistant. The materials which have zero surface burning characteristics need
to be used. The electrical systems shall be provided with automatic circuit breakers
activated by the rise of current as well as activated by over current. The design of a
station will include provision for the following:

 Fire prevention measures,

 Fire control measures,
 Fire detection systems,
 Means of escape,
 Access for fireman, and
 Means of fire fighting

A. Fire Prevention and Safety Measures

Fire prevention measures will be designed and implemented to minimize the risk of
outbreak of fire by appropriate choice, location and installation of various materials
and equipment. In stations planning, potential sources of fire can be reduced by:

i. Fire Prevention
 Use of non-combustible or smoke retardant materials where possible,
 Rolling stock is provided with fire retarding materials, low smoke zero halogen
type electric cable is also provide,
 Provision of layout which permits ease of maintenance for equipment and
cleaning of the station premises,
 Provision of special storage spaces for combustible materials such as paint and
oil,
 Prohibition of smoking in fire prone areas,
 Provision of cigarette and litter bins, and
 Good housekeeping.

ii. Safety
Following provisions will be required from fire safety point of view:
 Automatic sprinkler/detection system to be provided if floor area exceeds 750
sq.m
 One wet riser-cum-down comer per 1000 sqm floor area with static underground
storage tank, overhead tanks and pumps of suitable capacity with hydrants, first-
aid reel, etc.
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 Portable fire non-aqueous extinguishers of Carbon Dioxide, chemical dry powder

etc. at suitable places.
 Automatic smokes venting facilities.
 Two separate means of exit shall be provided, if more than 10 persons are
working and the area exceeds 1400 sq.m.
 Fire resisting doors shall be provided at appropriate places along the escape
routes to prevent spread of fire and smoke.
 The travel distance for fire escape shall not exceed 20 m where escape is
available in more than one direction; the distance could be upto 40 m.

B. Fire Alarm and Detection System

A complete fire detection system with equipment complying with the requirements of
Ahmedabad Fire Services shall be provided through out each station and ancillary
buildings including entrance passageways, subways and adits etc. to give visual and
audible indication of alarm conditions actuated by the operation of break glass
contact or fire sensors e.g. detector heads, linear heat detecting cables etc. The
system shall be operated from 24 V DC Power sources.

Manually operated call points shall be provided at every hydrant and nose reel
points, station head wall, tail wall and other locations. Alarm bells shall be installed in
each plant room complex at both platform and concourse level and shall be clearly
audible at all points in the room/area.

Beam detector or heat detector shall be installed at roof level, ceiling and floor cavity,
whilst linear detecting cables shall be installed in under platform cable ducts and
cable shafts. Smoke probe units shall be installed in rooms/compartments. When an
alarm point is operated, the fire pump shall start to operate automatically. A station
fire control and indicating panel shall be provided an installed in the station
controllers room, for the control, indication and monitoring of the whole detection and
fire fighting systems. While designing the fire fighting system, Ahmedabad Fire
Services shall be taken into account for linking with the same.

C. Fire Control Measures

Control of the spread of fire and smoke will be achieved by partition of fire risk areas,
planning for smoke extraction, and arrangement for smoke containment. Partition is
aimed at limiting the extent of a fire. The openings must be capable of being sealed
in the event of fire. With the exception of station public areas, a fire compartment
will not exceed 1500 m2. Partition of the public areas in stations is not practicable for
operational reasons. The fire resistance period of this separated area should be
about 3 hours.

D. Access for Fireman

A secondary access to the station, not used by passengers for evacuation, shall be
available to fireman should the need arise. The entry point shall be easily accessible
from the road. Access shall be available to all levels of the station. The minimum
width of the stairs is 1.0 m and maximum height should not exceed 25 cm.

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E. Emergency Door
The rolling stock is provided with emergency doors at both ends of the cab to ensure
directed evacuation of passengers in case of any emergency including fire in the
train.

14.15 SUMMARY OF ENVIRONMENTAL MANAGEMENT PLAN (EMP)

The environmental impacts stemming out of the proposed project can be mitigated
with simple set of measures, dealing with careful planning and designing of the metro
alignment and structures. Adequate provision of environmental clauses in work
contracts and efficient contract management will eliminate or reduce significantly all
possible problems. A common problem encountered during implementation of
environmental management plans of such projects is lack of environmental
awareness among engineers and managers concerned with day to day construction
activities, which can be solved through regular environmental training programs. A
set of preliminary EMP is presented in Table 14.16, which defines actions to be
undertaken during the design stage, pre-construction, construction and operation
stage of the project. The effectiveness of environmental considerations will, however,
depend on appropriate inclusion of these in the work contracts.

The major concern during the construction stage is that the contractors, due to lack
of enforcement, would not practice good environmental sanitation (housekeeping)
may intend to get unauthorized use of the easily available natural resources and
other available infrastructure like roads and water resources. This would result in
degradation of ambient air quality, water resources and land environment around the
construction sites and workers camp. Improper management of earthwork and bridge
construction activities would disrupt the natural drainage and increase soil erosion.
Improper management may result in spillage of explosives into the hands of unsocial
elements. Finally, the implementation of the mitigation actions requires that the
project implementation unit would record an end-of-construction mitigation checklist,
before releasing the final payment of any work contract. Additionally, project authority
should develop and establish Environmental and Health Policy and Procedures as
per earlier Phases and that should become an integral part of contract document.

Operational phase mitigation would involve good environmental sanitation

(housekeeping) practice at metro establishments including effective solid waste
collection and disposal, wastewater disposal, upbringing of plantations and green
area. Protection of earth slopes in landslide prone area would be a very important
task. During the operation period, the metro operating unit will be required to confirm
receipt of the construction period mitigation report through the MEGA and prepare a
follow on timetable of actions.

TABLE 14.16 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMP)

Environmental Mitigation Measures Taken or Time Frame Implementing Responsible
Impact To Be Taken Organization Organization
DESIGN PHASE
Metro Alignment The proposed corridor alignment During Design DPR and design MEGA
was selected to minimise the land consultant

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Environmental Mitigation Measures Taken or Time Frame Implementing Responsible

Impact To Be Taken Organization Organization
disturbance to avoid
environmentally sensitive areas.
Cultural Heritage Avoided by adjustment of During Design DPR and design MEGA
alignment. consultant
Flood Bridges shall be well designed During Design DPR and design MEGA
consultant
Inadequate design Make sure that design provides DPR and DPR and design MEGA
provision for for safety of structures against detailed design consultant
safety against worst combination of forces in the stage
seismological probability of an earthquake likely
hazard to occur in seismic zone-III.
PRE –CONSTRUCTION STAGE
Water The requirement of water for Pre construction Contractor MEGA/ EMP
requirement construction purpose etc shall be stage implementing
planned and shall be arranged agency
from available and authorized
sources in order to avoid digging
of Tube wells.
Disposal of final Options for final disposal shall be During design Contractor MEGA/ EMP
treated effluent studied and the suitable disposal stage / and pre implementing
from treatment route shall be decided carefully to construction of agency
plant minimize the impact on receiving treatment plant
bodies. As far as possible zero
discharge rules may be adopted.
Batching Plant These facilities to be located away During Pre- Contractor MEGA/EMP
and Casting Yard from habitation. Consent to construction implementing
Establish and Consent to Operate Stage agency
to be taken from MPCB and to
comply with all stipulations.
CONSTRUCTION PHASE
Environmental This will include institutional During and after Contractor MEGA/EMP
Management and requirements, training, construction implementing
Monitoring environmental management and agency
monitoring
Dust Water should be sprayed during During Contractor MEGA/EMP
construction phase, wherever it is construction implementing
required to avoid dust. agency
Vehicles delivering materials
should be covered to reduce spills
and dust blowing off the load.
Air Pollution Vehicles and machinery are to be Beginning with Contractor MEGA/EMP
regularly maintained so that and continuing implementing
emissions conform to National throughout agency
and State AAQ Standards. No construction
vehicle without valid PUC period
certificate would be allowed at
Construction Sites.
Equipment Construction plants and During Contractor MEGA/EMP
Selection equipment will meet acceptable construction implementing
maintenance and standards for emissions and will agency
operation be maintained and operated in a
manner that ensures that relevant
air, noise, and discharge
regulations are met.

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Environmental Mitigation Measures Taken or Time Frame Implementing Responsible

Impact To Be Taken Organization Organization
Noise Noise standard at processing Beginning and Contractor MEGA/EMP
sites, will be strictly enforced as through implementing
per GOI noise standards. construction agency
Workers in vicinity of strong noise
will wear earplugs and their
working time should be limited as
a safety measure. At construction
sites within 150m of sensitive
receptors construction will be
stopped from 22:00 to 06:00.
Machinery to be provided noise
barriers (Stone walls and
plantation) for silence zones
including schools and hospitals.
Vibration The vibration level limits at work Beginning and Contractor MEGA/EMP
sites adjacent to the alignment through implementing
shall conform to the permitted construction agency
values of peak velocity as given in
Environmental Manual
WATER
Contamination All justifiable measures will be Throughout Contractor MEGA/EMP
from Wastes taken to prevent the wastewater construction implementing
produced in construction from period agency
entering directly into any rivers,
drainage and irrigation system
Wastage of water Measures shall be taken to avoid Beginning with Contractor MEGA/EMP
misuse of water. Construction and continuing implementing
agency shall be instructed throughout agency
accordingly to follow strict construction
procedures while using the water
for construction and drinking
purpose.
Sewerage A minimum distance of any Throughout Contractor MEGA/EMP
disposal during sewage or toilet facility from water construction implementing
construction at sources should be 200 meters. period agency
Service Centres
Sanitation and Sufficient measures will be taken Before and Contractor MEGA/ EMP
Waste Disposal in in the construction camps, i.e. during building of implementing
Construction provision of garbage tank and construction agency
Camps sanitation facilities. Waste in camps
septic tanks will be cleared
periodically.
Drinking water will meet Indian
National Standards.
Garbage will be collected in a tank
and disposed off daily. Special
attention shall be paid to the
sanitary condition of camps.
Camps will be located at a
minimum distance of 200 m from
water sources.
SOIL
Quarrying Quarrying will be carried out at During Contractor MEGA/ EMP
approved and licensed quarries construction implementing
only. All environmental mitigation agency
measures shall be enforced at

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Environmental Mitigation Measures Taken or Time Frame Implementing Responsible

Impact To Be Taken Organization Organization
Quarry site also.
FLORA AND FAUNA
Loss of trees and Areas of tree plantation cleared During and after MCGM MCGM
Avenue Plantation will be replaced according to completion of
Compensatory Afforestation construction
Policy under the Forest activities
Conservation Act. Ten trees will
be planted against every tree
felled as per norms.
SOCIAL
Loss of Access Temporary access should be built During Contractor MEGA/ Traffic
at the interchange and other construction department
roads.
Traffic jams and If there are traffic jams during During Contractor MEGA/ Traffic
congestion construction, measures should be construction department
taken to relieve the congestion
with the co-ordination of
transportation and traffic police
department
Safety with  Safety education and fines. During Contractor MEGA/ Traffic
vehicles, people  Allow for adequate traffic flow construction department
and livestock and around construction areas
signage  Provide adequate signage,
barriers and flag persons for
safety precautions.
 Communicate to the public
through radio, TV & newspaper
announcements regarding the
scope and timeframe of projects,
as well as certain construction
activities causing disruptions or
access restrictions

Increase in Make certain that there is good During Contractor MEGA/ EMP
disease drainage at all construction areas, construction implementing
Water-borne to avoid creation of stagnant water At start-up agency
Insect-borne bodies. Throughout
Communicable Provide adequate sanitation and construction
diseases waste disposal at construction
camps. Provide adequate health
care for workers and locate camps
away from vulnerable groups, if
any
Location of camps Location of camps depots and Throughout Contractor MEGA/ EMP
depots and storage areas shall be as per the construction implementing
storage areas contract specifications. agency
OPERATION PHASE
Noise and Suitable measures should be After completion MEGA/EMP MEGA/ EMP
Vibration considered where warranted. The of construction implementing implementing
public shall be educated about the agency agency
regulations of noise and vibration
pollution and its implications.
WATER
Maintenance of The urban drainage systems will Beginning and MEGA/EMP MEGA/ EMP
Storm Water be periodically checked and end of monsoon implementing implementing

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Environmental Mitigation Measures Taken or Time Frame Implementing Responsible

Impact To Be Taken Organization Organization
Drainage System cleared so as to ensure adequate agency agency
storm water flow.

14.16 ENVIRONMENTAL MONITORING PLAN

14.16.1 PRE-CONSTRUCTION PHASE

The environmental monitoring programme is a vital process of any Environmental
Management Plan (EMP) of development project for review of indicators and for
taking immediate preventive action. This helps in signalling the potential problems
resulting from the proposed project activities and will allow for prompt implementation
of corrective measures. Historically, environmental monitoring has been integral part
of works of MEGA towards better environmental management of air, noise, vibration,
water quality etc. both during construction and in operation. Generation of dust and
noise are two main issues during any large construction activity. Degradation of
water quality is another. The parameters are monitored in pre- construction,
construction and operation phase and are based on the need to evaluate the
deviation of environmental conditions from baseline environmental conditions due to
construction and operation of the Metro. The environmental monitoring will be
required during both construction and operational phases. The following parameters
are proposed to be monitored:

 Water Quality,
 Air Quality,
 Noise and Vibration,
 Environmental Sanitation and Waste Disposal
 Ecological Monitoring and Afforestation,
 Workers Health and Safety

Environmental monitoring during pre-construction phase is important to know the

baseline data and to predict the adverse impacts during construction and operations
phases. Pre-construction phase monitoring has been done for the proposed project
for air, noise, water, soil quality and ecology.

14.16.2 CONSTRUCTION PHASE

During construction stage environmental monitoring will be carried out for air quality,
noise levels and water quality. Keeping a broad view of the sensitive receptors and
also the past experience of Metro projects, an estimate of locations has been made
and are summarized in Table 14.17. The number could be modified based on need
when the construction actually commences.

 Water Quality
Since water contamination leads to various water related diseases, the project
authorities shall establish a procedure for water quality surveillance and ensure safe
water for the consumers. The water quality parameters are to be monitored during
the entire period of project construction. Monitoring should be carried out by NABL
certified laboratory. Water quality should be analyzed following the procedures given

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in standard methods. Parameters for monitoring will be as per BIS: 10500. The
monitoring points could be ground and surface water.

 Air Quality
Air quality should be monitored at the locations of baseline monitoring. The
parameter recommended is Particulate Matter (PM10). The contractor will be
responsible for carrying out air monitoring during the entire construction phase under
the supervision of project authority.

 Noise and Vibration

The noise levels will be monitored at construction sites for entire phase of
construction by the site contractor and under the supervision of project authority.

 Workers Health and Safety

Monitoring of health risk issues that might arise throughout the project life time will be
done. Epidemiological studies at construction sites and workers camp will be
performed to monitor the potential spread of diseases. Regular inspection and
medical checkups shall be carried out to worker‘s health and safety monitoring. Any
reoccurring incidents such as irritations, rashes, respiratory problems etc shall be
recorded and appropriate mitigation measures shall be taken. Contractor will be the
responsible person to take care health and safety of workers during the entire period
of the construction and project proponent is responsible to review/audit the health
and safety measures/plans. The monitoring Schedule for Water Air, noise and
ecology are presented in Table 14.17.

TABLE 14.17 CONSTRUCTION STAGE MONITORING SCHEDULE

Item Parameter Frequency and Duration Locations
Air PM10 2×24 hours Twice a month 24 locations
During entire civil construction stage or
even later, if directed by MEGA
Water Groundwater Once in 6months 4 locations
quality During entire civil construction stage or
(IS 10500:1991) even later, if directed by MEGA
Noise Noise Level 24hours Once a week 24 locations
(Leq and Lmax) During entire civil construction stage or
even later, if directed by MEGA
Ecology Felled and planted Once a year till all trees that were to be All the trees
trees planted by Gujarat Government on felled and newly
behalf of project authority, are planted planted

14.16.3 OPERATION PHASE

Even though the environmental hazards during the operation phase of the project are
minimal, the environmental monitoring will be carried out for air, noise, water, waste
water, solid waste and ecology during operation phase of the project. The
parameters monitored during operation will be PM10 for air, heavy metals for solid
waste, pH, TSS, BOD, COD, oil and grease for waste water. However, water quality
parameters that will be monitored will be as per BIS 10500. The monitoring schedule

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is presented in Table 14.18. The monitoring program shall be conducted by an

external agency certified by NABL under the supervision of MEGA. Project proponent
(MEGA) is responsible for successful environmental monitoring of the proposed
project during operation phase.

TABLE14.18 OPERATION STAGE MONITORING SCHEDULE

Item Parameter Frequency and Duration Locations
Air PM10 2×24hours 10 location
Once a month For 3 years
Water Surface, Ground water quality Once a year 1+1 location
(IS 10500:1991) For 3years
Noise Noise Level (Leq) 24hours 24 locations
Once a year For 3years (Sensitive Receptors)

The results of Air quality, water quality, waste-water will be submitted to management
quarterly during construction phase and half yearly during operation phase.

14.17 ESTABLISHMENT OF AN ENVIRONMENTAL DIVISION

MEGA already has the setup for environmental Management and the proposed
corridor is an extension of already existing operative line, additional set-up for
environmental management is not recommended. Existing set up for environmental
management can also handle this extension.

14.18 COST ESTIMATES

14.18.1 SUMMARY OF COSTS

All costs involved in Environmental mitigation and management and monitoring has
to be put on the account of Ahmedabad Metro Project corridors. A summary of
these is presented in Table 14.19.

Table 14.19 Environmental Costs

S. No. ITEM COST
Rs. lakh
1. Rain Water Harvesting at stations and along alignment 484.00
2. Air, Noise, vibration, Water, Waste Water, Solid waste, during 50.00
construction and operation
3. Ecological monitoring 10.00
4. Tree Plantation 480 trees @ Rs.2000/- per tree 9.60
Total 553.60

The compensation for loss of land, fire control, information systems and contractor‘s
obligations has been incorporated in project costs.

The Environmental management plan should be implemented in phases so that

optimum benefit could be achieved and should be synchronized with the construction
schedules.

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Table 14.20 Details of Cost of Resettlement and Rehabilitation (Rs. Lakh)

S. Description Entitlement Unit Quan Rate Amount
No. tity
2
1 Acquisition of Permanent Total Replacement Cost of m 7258 0.30 2177.40
land Private Land land *

2
2 Solatium 100% as per Act 30 of 2013. m 7258 2177.40
2
3 Acquisition of temporary 6% of total land cost per year m
Nil - -
private land for 3 years
4 Acquisition of structures
4.1 Residential PAPs Area equivalent to affected Per unit
0 - 0
area 20.91 m2 free of cost
4.2 Commercial PAPs** Area equivalent to affected Per unit
0 0
area 20.91 m2 free of cost
5. Subsistence Allowance *** For a period of one year
@Rs.3000/ month Family 0 0.36 0

6. Shifting Allowance *** A lump sum shifting allowance

No. 0 0.50 0
of Rs. 50,000/-
7. One time resettlement For All the affected families
Per Family 0 0.50 0
allowance *** excluding employees in shops
9. Independent Evaluation LS 5.00 5.00
10. Miscellaneous LS 5.00 5.00
Cost of R & R 4364.80
* Land for the project to be provided by MEGA
**refers the similar accommodation would be provided by MEGA in the vicinity so additional cost is not given.

14.19 CONCLUSION

The proposed Metro line is proved to have significant positive effects to the
development of Ahmedabad City. Benefits to the economy, traffic congestion
reduction, quick and safety transport, employment opportunities, fuel consumption
reduction, and air quality improvement are the obvious positive effects from this
Metro line. Besides, the potential adverse environmental impacts on air quality
(during construction phase), water environment, noise, solid waste, ecology,
population resettlement are also taken into consideration. Based on these detailed
potential adverse environmental impacts, appropriate mitigation measures have
been developed for consideration. The EIA concluded that project impacts from both
construction and operation will be minimal when mitigated through the use of
prevailing current practices and appropriate technologies. With the implementation of
the EMP and the monitoring plan, the Project is not expected to have significant
adverse environmental impacts.

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 CHAPTER 15 – SECURITY MEASURES FOR A METRO SYSTEM

Chapter – 15

SECURITY MEASURES FOR A METRO SYSTEM

15.1 INTRODUCTION

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

15.2 NECESSSITY OF SECURITY

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

15.3 THREE PILLARS OF SECURITY

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

(i) The human factor

(ii) Procedures
(iii) Technology

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Staff engaging with the passengers creates a sense of re-assurance which cannot fully
be achieved by technology. For human factor to be more effective staff has to be
qualified, trained, well equipped and motivated. They should be trained, drilled and
tested. The security risk assessment is the first step for understanding the needs and
prioritizing resources. The organization of security should be clear and consistent.
Security incidents, especially major ones, often happen without warning. Emergency and
contingency plans must be developed communicated and drilled in advance.

There are number of technologies which can be used to enhance security e.g.
surveillance systems. The objectives of the security systems are to differ i.e., making
planning or execution of an attack too difficult, detect the planned evidence before it
occurs deny the access after in plan of attack has been made and to mitigate i.e. lessen
the impact severity as the attack by appropriate digits.

15.4 PHASES OF SECURITY

There are three phases of security as under:

(i) Prevention
These are the measures which can prevent a security incidence from taking place.
These can be identified by conducting a risk assessment and gathering intelligence.
Prevention begins with the daily operational security -problems. Uncared for dirty,
damaged property is a breeding ground for more serious crime.

(ii) Preparedness
Plans must be prepared to respond to incidents, mitigate the impact. Train staff
accordingly and carry out exercises. The results of the risk assessment give a basis for
such plans.

(iii) Recovery
Transport system must have laid down procedures/instructions for the quick recovery of
normal service after an incident. Recovery is important for the financial health of the
operation, but it also sends a clear message to public, it reassures passengers and
gives them confidence to continue using the system. Communication is key to the quick
restoration after such incidents. Restoration should also include an evaluation process
for the lessons learnt.

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15.5 RESPONSIBILITIES AND PARTNERSHIPS

Security is a sovereign function and hence is the responsibility of the state. Security in
public requires clear governance. Responsibility should be clearly defined. In Gujarat
State, security would be the responsibility of the state govt.

Appropriate security agency would be nominated by MEGA before actual operations to

take care of safety & security system for the entire networks in terms of human safety
and protection of assets to avoid sabotage.

15.6 PROPOSED PROVISIONS FOR SECURITY SYSTEM

1. CCTV coverage of all metro stations. With a provision of monitoring in the Station
Security Room as well as at a Centralized Security Control Room with video wall,
computer with access to internet TV with data connection, printer and telephone
connection (Land Line and EPBX) for proper functioning, cluster viewing for stations.
Cost of this is included in Telecom estimate.

2. Minimum one Baggage Scanners on all entry points (1 per AFC array). Additional
requirement of baggage scanners at heavily crowed stations i.e. at interchange may also
be required. Cost is Rs.1.65 Lacs approximately, 0n 2014 prices.

3. Multi-zone Door Frame Metal Detector (DFMD) minimum three per entry (2 per AFC
array). The number can increase in view of the footfall at over crowed stations. Cost of
one Multi-zone DFMD is Rs 2.15 Lacs approximately.

4. Hand held Metal Detector (HHMD) as per requirement of security agency, minimum two
per entry, which varies from station to station with at least 1.5 per DFMD installed at the
station. Cost of one HHMD is Rs 7500/- approximately at 2014 prices.

5. Bomb Detection Equipments with modified vehicle as per requirement of security

agency. One BDS team per 25 - 30 station will be required at par with present criteria of
MEGA. Cost is Rs. 1.25 crores including vehicle.

6. Bomb Blanket at least one per station and Depots. Cost is Rs. 50,000/- per bomb
blanket.

7. Wireless Sets (Static and Hand Held) as per requirement of security agency.

8. Dragon light at least one per station and vital installation.

9. Mobile phones, land lines and EPBX phone connections for senior security officers and
control room etc.

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10. Dog Squads (Sniffer Dog), at least one dog for 4 metro stations which is at par with
current arrangement of Ahmedabad Metro. Cost of one trained sniffer dog is Rs. 1.25
Lacs approximately. Dog Kennels along with provision for dog handlers and MI room will
also be provided by metro train depot administration including land at suitable places line
wise.

11. Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate of metro
train depot administration metro station.

12. Bullet proof jackets and helmets for QRTs and riot control equipments including space at
nominated stations. One QRT Team looks after 5-6 metro stations as per present
arrangement. One QRT consist of 5 personnel and perform duty in three shifts.

13. Furniture to security agency for each security room, and checking point at every entry
point at stations. Scale is one office table with three chairs for security room and office
of GO and one steel top table with two chairs for checking point.

14. Ladies frisking booth - 1 per security check point (AFC Array)
Wooden Ramp - 1 per DFMD for security check points.

15. Wall mounted/ pedestal fan at security check point, ladies frisking booth and bullet proof
morcha, as per requirement.

16. Physical barriers for anti scaling at Ramp area, low height of via duct by providing iron
grill of appropriate height & design/concertina wire.

17. Adequate number of ropes. Queue managers, cordoning tapes, dragon search lights for
contingency.

18. Iron grill at station entrance staircases, proper segregation of paid and unpaid by
providing appropriate design grills etc.

19. Proper design of emergency staircase and Fireman entry to prevent unauthorized entry.

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Chapter - 16

DISASTER MANAGEMENT MEASURES

16.1 INTRODUCTION

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

A disaster is a tragic event, be it natural or manmade, which brings sudden and

immense agony to humanity and disrupts normal life. It causes large scale human
suffering due to loss of life, loss of livelihood, damages to property and persons and also
brings untold hardships. It may also cause destruction to infrastructure, buildings,
communication channels, essential services, etc.

16.2 NEED FOR DISASTER MANAGEMENT MEASURES

The effect of any disaster spread over in operational area of Ahmedabad Metro is likely
to be substantial as MEGA deals with thousands of passengers daily in viaducts and
stations. Disaster brings about sudden and immense misery to humanity and disrupts
normal human life in its established social and economic patterns. It has the potential to
cause large scale human suffering due to loss of life, loss of livelihood, damage to
property, injury and hardship. It may also cause destruction or damage to infrastructure,
buildings and communication channels of Metro. Therefore there is an urgent need to
provide for an efficient disaster management plan.

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16.3 OBJECTIVES

The main objectives of this Disaster Management Measures are as follows:

 Save life and alleviate suffering.

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

16.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THE

DISASTER MANAGEMENT MEASURES

Metro specific disasters can be classified into two broad categories e.g.: Man-made and
Natural.

a. Man Made Disaster

1. Terrorist attack
2. Bomb threat/ Bomb blast
3. Hostage
4. Release of Chemical or biological gas in trains and/or stations
5. Fire in metro buildings, elevated infrastructures, power stations, train depots etc.
6. Train accident and train collision/derailment of a passenger carrying train
7. Sabotage
8. Stampede

b. Natural Disaster
1. Earthquakes
2. Floods

16.5 PROVISIONS UNDER DISASTER MANAGEMENT ACT, 2005

A. The National Disaster Management Authority (NDMA)

Establishment of National Disaster Management Authority:-
(1) With effect from such date as the Central Government may, by notification in the Official
Gazette appoint in this behalf, there shall be established for the purposes of this Act

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(The Disaster Management Act, 2005), an authority to be known as the National

Disaster Management Authority.

(2) The National Authority shall consist of the Chairperson and such number of other
members, not exceeding nine, as may be prescribed by the Central Government and,
unless the rules otherwise provide, the National Authority shall consist of the following:-

(a) The Prime Minister of India, who shall be the Chairperson of the National Authority,
ex officio;
(b) Other members, not exceeding nine, to be nominated by the Chairperson of the
National Authority.

(3) The Chairperson of the National Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of the
National Authority.

(4) The term of office and conditions of service of members of the National Authority shall
be such as may be prescribed.

B. State Disaster Management Authority:

Establishment of State Disaster Management Authority:-

(1) Every State Government shall, as soon as may be after the issue of the notification
under sub-section (1) of section 3, by notification in the Official Gazette, establish a
State Disaster Management Authority for the State with such name as may be specified
in the notification of the State Government.

(2) A State Authority shall consist of the Chairperson and such number of other members,
not exceeding nine, as may be prescribed by the State Government and, unless the
rules otherwise provide, the State Authority shall consist of the following members,
namely:-

(a) The Chief Minister of the State, who shall be Chairperson, ex officio;
(b) Other members, not exceeding eight, to be nominated by the Chairperson of the
State Authority;
(c) The Chairperson of the State Executive Committee, ex officio.

(3) The Chairperson of the State Authority may designate one of the members nominated
under clause (b) of sub-section (2) to be the Vice- Chairperson of the State Authority.

(4) MEGA would abide by the constitutional delegation stated under para 3 as above.

(5) The term of office and conditions of service of members of the State Authority shall be
such as may be prescribed.

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C. Command & Control at the National, State & District Level

The mechanism to deal with natural as well as manmade crisis already exists and that it
has a four tier structure as stated below:-

(1) National Crisis Management Committee (NCMC) under the chairmanship of Cabinet
Secretary.

(2) Crisis Management Group (CMG) under the chairmanship of Union Home Secretary.

(3) State Level Committee under the chairmanship of Chief Secretary.

(4) District Level Committee under the Chairmanship of District Magistrate.

All agencies of the Government at the National, State and district levels will function in
accordance with the guidelines and directions given by these committees.

D. Plans by Different Authorities at District Level and their Implementation

Every office of the Government of India and of the State Government at the district level
and the local authorities shall, subject to the supervision of the District Authority:-

(a) Prepare a disaster management plan setting out the following, namely:-

(i) Provisions for prevention and mitigation measures as provided for in the District
Plan and as is assigned to the department or agency concerned;
(ii) Provisions for taking measures relating to capacity-building and preparedness as
laid down in the District Plan;
(iii) The response plans and procedures, in the event of, any threatening disaster
situation or disaster;

(b) Coordinate the preparation and the implementation of its plan with those of the other
organizations at the district level including local authority, communities and other
stakeholders;

(c) Regularly review and update the plan; and

(d) Submit a copy of its disaster management plan, and of any amendment thereto, to
the District Authority.

16.6 PROVISIONS AT METRO STATIONS/OTHER INSTALLATIONS

To prevent emergency situations and to handle effectively in case „one arises‟ there
needs to be following provisions for an effective system which can timely detect the
threats and help suppress the same.

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(A) Fire Detection and Suppression System

(B) Smoke Management
(C) Environmental Control System (ECS)
(D) Track-Way Exhaust System (TES)
(E) Station Power Supply System
(F) Dg Sets & Ups
(G) Lighting System
(H) Station Area Lights
(I) Seepage System
(J) Water Supply And Drainage System
(K) Sewage System
(L) Any Other System Deemed Necessary

The above list is suggestive not exhaustive actual provisioning has to be done based on
site conditions and other external and internal factors.

16.7 PREPAREDNESS FOR DISASTER MANAGEMENT

Being a technological complex system worked by new set of staff, with a learning curve
to improve and stabilize with time, intensive mock drills for the staff concerned is very
essential to train them to become fully conversant with the action required to be taken
while handling emergencies.
They also need to be trained in appropriate communication skills while addressing
passengers during incident management to assure them about their well being seeking
their cooperation.

Since learning can only be perfected by „doing‟, the following Mock Drills are considered
essential:

a. Fire Drill
b. Rescue of a disabled train
c. Detrainment of passengers between stations
d. Passenger evacuation from station
e. Drill for use of rescue & relief train
f. Hot line telephone communication with state Disaster Management Authority.

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Chapter - 17
MULTI MODAL TRAFFIC INTEGRATION
AT METRO STATIONS

17.1 INTRODUCTION

Ridership of a Mass rapid Transit system is directly or indirectly dependent on the

accessibility of the trip generating and trip attracting areas within catchment zone.
Importance of Last mile connectivity becomes crucial. A well connected, integrated
network of footpath, cycle and bus feeder system acts as complimentary modes to
generate ridership of Metro

Ahmedabad Gandhinagar Metro is a proposed rail rapid transit system connecting

the city of Ahmedabad, Gandhinagar and the very ambitious GIFT city of Gujarat.
The metro would be constructed in two phases and has two corridors Phase I
consists of 36 km network comprising of East West Corridor and North South
Corridor(Gyaspur to Motera- Phase II). Phase II consists of 34 km network that
comprises of extension of North South Corridor, (Motera to Gandhinagar - Phase II)
and two segment connectivity to GIFT City & Airport (Phase II) . This report consists
of last mile connectivity only for Phase II of the planned metro.

Currently, due to unavailability of planned services, an user would tend to take metro
only by accessing it by a car, auto or cabs, in case the place of origin of the user is
situated within 500 to 800 mts from metro station, he/she will tend to walk to metro or
take any shared services if available. Due to these consequences, with time an user
would start depending on private vehicles more than public services available. To do
otherwise strategic planning and design for services is required.

An on ground assessment of Phase II station area was conducted to identify

potential local area access plan network consisting of footpath, cycling network, and
feeder bus network.

Fig. 17.1 Parameters of Last mile connectivity

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17.2 BENEFITS OF LAST MILE CONNECTIVITY

 Improved accessibility to metro stations

 Provision of last mile connectivity
 Promotes use of sustainable public transport
 Focuses on improving station area integration and connectivity
 Long term impact on low pollution
 Long term impact on traffic solutions
 Improve reliability on public transport systems

17.3 CURRENT ISSUE

For Phase II of Ahmedabad Gandhinagar metro, 38% i.e. 9 stations are located
within Gandhinagar urban area, 25% i.e. 6 stations are located along Gandhinagar
Ahmedabad highway, 21% i.e. 5 stations are located within rural villages of GUDA, 2
stations towards GIFT and 2 stations towards airport.

Fig. 17.2

In Phase II, 15 metro stations that lies within Gandhinagar urban and Gandhinagar
Ahmedabad highway are situated along arterial roads with uniform cross-section and
uniform ROW of 30 mts.

The issues located along these roads are:

- Lack of pedestrian network along road network
- Unsignalised continuous road stretch without pedestrian crossing facilities
- Lack of non motorised lane along road network
- Lack of bus stops for long stretches

Remaining 9 stations that are located within rural Gandhinagar, GIFT and Airport
area are along road with existing ROW of 15 mts and carriage way 6 mts.

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Fig. 17.3 Juna Koba PDPU road near GIFT

The issues located along these roads are:

- Unavailability of adequate ROW due to constructions along road

- Lack of pedestrian network along road network
- Unsignalised continuous road stretch without pedestrian crossing facilities
- Lack of non motorised lane along road network
- Lack of bus stops for long stretches

17.4 ASSESSMENT OF METRO CORRIDOR

17.4.1 Mahatma Mandir to Juna Sachivalaya

Mahatma Mandir is the terminal station for the north south corridor extending from
Motera to Gandhinagar. There are four stations in this 5.6 km stretch of metro
network, average distance between stations is 800m. The right of way along this
corridor is 30m with six lane divided carriage way and 3m footpath on each side. The
cross-section is homogeneous along the entire route length. The network connects
residential, commercial and Institutional land use within Gandhinagar. The major
areas of importance in this region that the MRTS provides access within 500 m
radius are Sachivalaya, Mahatma Mandir, LDRP Institute, Sports Authority of India,
Gujarat Exhibition Ground, GIDC Industrial sectors and Akshardham temple

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Fig. 17.4 Landuse from Mahatma Mandir to Juna Sachivalaya

Required provisions of last mile connectivity for metro stations in this stretch are
presented below

Fig. 17.5 Last mile connectivity network from Mahatma Mandir to Juna Sachivalaya

17.4.2 Akshardham to Infocity

There are 5 stations in this stretch of approximately 6 km metro network, namely
Akshardham, Sachivalaya, St. Xavier’s school, Sector 1 and Infocity. The average
distance between stations is 800m. The right of way along this corridor is 30m,
however carriageway ranges from 4 lane divided to 3 lane divided along the stretch
with 3m footpath on each side. The network connects major residential, Commercial
and Institutional land use within the region. The major areas of importance in this

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region that the MRTS provides access within 500 mts radius are Sachivalaya, Vidhan
sabha, Udyog bhawan, Gujarat Exhibition Ground, pathika circle and Infocity.

Fig. 17.6 Landuse profile and required last mile connectivity network from
Sachivalaya to Infocity

Required provisions of last mile connectivity for metro stations in this stretch includes
pedestrian network, cycle network and feeder routes to enhance accessibility to the
metro stations

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17.4.3 GIFT to GNLU

Fig. 17.7

This is an approximately 4.6 km network stretching from NLU to GIFT city. The ROW
along is corridor is 15m to 20m. However, carriageway in the stretch is only 6m. The
network connects institutional areas, research centres and GIFT city within 500 mts
radius. It provides access to most ambitious GIFT city, Gujarat law university, Pandit
Dendayal petroleum University, Gujarat Energy Research and management.

As envisaged, GIFT would generate 1.75 lakh employment by 2020, 3 lakh by 2025
and 3 lakh employment by 2030. Thus GIFT, which would be the biggest
employment hub within two decade would generate 6-8 lakh trips by 2030

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Fig. 17.8

Since GIFT is envisaged as an employment hub with enormous economic activities,

as a result of same it will lead to tremendous trip generation in the coming decade. A
very well connected pedestrian network with landscaping and accessibility to metro
station should be provided

17.4.4 Gift City Circle to PDPU

Fig. 17.9

This stretch from Gift city circle to PDPU is of 4.2 km in length approximately. The
ROW along is corridor is 12m to 15m. However, carriageway in the stretch is only
6m. The network connects low density residential areas between GIFT and
Gandhinagar. It also provides access to PUPDU University and some other research
institutions within 500m radius

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17.4.5 PDPU to Koba Circle

Fig. 17.10

This stretch from Gift PDPU to Koba circle is of 4 km in length approximately. The
ROW along is corridor is 12m to 15m. However, carriageway in the stretch is only
6m. The network connects low density residential areas between Koba Circle and
GIFT City.

17.4.6 Narmada Canal to Koteshwar Road

Fig. 17.11

This stretch from Narmada Canal to Koteshar road is approximately 4 kms. The
ROW along this stretch is 40 m with 21m carriageway. The stretch connects medium
density residential areas within Ahmedabad region.

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17.5 STRATEGIC INTERVENTION AT CORRIDOR LEVEL

Corridor level intervention is proposed for 10 km stretch that includes 9 stations from
Mahatma Mandir to Info city. The stations in this area lie within Gandhinagar
Municipal area with residential sectors accessible within 500m from the station.

A. Pedestrian network
Improvement in walking environment demands for more quality pedestrian
infrastructure at station access area level, hence there is requirement of more
pedestrian network and pedestrian amenities to increase walk ability in the area.

For construction of a new pedestrian network, route identification was done on the
basis of:
• Landuse distribution
• Important landmarks
• and missing pedestrian infrastructure links within the catchment area

Fig. 17.12

This was followed by identification on major residential areas and major destinations
within the surrounding. The network was planned with an assumption that
construction of pedestrian network around the areas will improve local environment,
encourage walking as well provide connectivity to metro stations.

Fig. 17.13
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The pedestrian network is identified by along existing road network and metro
alignment. The network is developed by connecting grid network layout. The network
consists of 21 km of north south links and 37.8 km of east west links.

B. Public Bicycle Sharing

Along with having vehicular and pedestrian network along all vertical and horizontal
networks, provision of cycle lane or non motorized lane is also needed to boost use
of sustainable and non motorized modes within Gandhinagar. To facilitate use of
cycles as a last mile connectivity to metro station, provision of cycle docking station
should be made at metro station, and also in major residential, commercial,
institutional areas. As a general assumption, a person will only ride from metro in a
cycle if he/she has a docking station near his place of destination to keep the cycle.
Thus a cycling network is incomplete without facilitating docking stations at places
beyond metro stations. Such a system is called public bicycle sharing.

Public Bicycle Sharing (PBS) systems are a flexible public transport service that is
created by a dense network of cycles to provide last mile connectivity. Here, the
docking station where a cycle is returned need not be the same station from where a
cycle was picked up from .This kind of flexibility that PBS provides makes it different
from cycle renting systems. It encourages short trips to be completed by use of a
sustainable mode.

Stations should be ideally placed in such a way, so as to ensure that the user will not
have to walk long distances to access the system and, in case where users are not
able to find cycles at one station, another station is easily accessible nearby.

PBS should be installed on a progressive renting structure, that allows a person to

ride initial 15 mins or half hr for free, after which a standard rate of Rs 10 or Rs 15
can be taken for every extra hour.

Table 17.1 PBS Standards

Parameters Standard

No of Bicycles in each Docking station(DS 10- 15

No of Docks 1.5 times of cycle = 20 -22 DS

Length of Dock 1.1m/Bicycle = 16m

Width per dock 2m

Area (for typical DS with 15 cycles) 32 sqkm

Source: National Public Bicycle scheme, MOUD, ITDP, 2012

As per standards, a small size PBS docking station should stand 10 -15 cycles at
once, and the no of docks would be 1.5 times more than the no of cycles, such that
there is provision for extra cycles to stand if required. Length required for one cycle is

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1.1m and width is 2m. Thus for a docking station with 10 cycles, docks provided
should be 15 and length of the docking station should be 16m

Fig. 17.14 Identified cycle network

For making PBS complimentary to metro station, a cyle network has been identified
in the Gandhinagar area along metro influence area. The network follows major
roads and metro alignment. The purpose is to provide last mile connectivity to metro.
A interconnected network that connects metro stations is proposed for better
connectivity.

Along the network, 25 locations have been identified for provision of docking stations
for public cycle sharing.

Table 17.2
Standard

No of Docking stations 25

No of cycles * 25 DS 10* 25 = 250 + 10%

Total docks required= No of Docks * station 15*25 = 375

Area per DS 32 sqkm

Total Land area required 800 sqkm

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Requirements for 25 docking stations will be, 250 cycles + 10% extra. 375 docks will
be required in these docking stations. Area per docking station is 32 sqkm, thus 800
sqkm. space will be required to house 25 docking stations.

Fig. 17.15 PBS station by GUDA

AT present there are 10 PBS docking stations operated by GUDA at a minimal rate
of only Rs. 5 per hour. The same service can be enhanced by sharing of operation
with GUDA.

C. Feeder network

Fig. 17.16

Feeder becomes essential and majorly targets users beyond 1 km from metro
catchment zone. Within 1 km, users would tend to take a NMT or walk to station, but

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absence of a feeder option beyond 1 km will propagate use of private mode of

transport.

Feeder system ideally consists of mini buses operating within certain frequency in
small loop routes, providing connectivity between trip generating/attracting areas and
metro

A reconnaissance survey was carried out in Gandhinagar to identify potential route

for feeder services. Identification of feeder route was done on the basis of
- Landuse distribution
- Identification of Major trip generating and attracting activities
- Availability of ROW
- And distance from metro station.

Six feeder loop routes have been identified for feeder services that cater to all
planned sectors in Gandhinagar. Average length of the routes is 7kms.

Identified Feeder Routes

Each route connects to at least one metro station. The detailed description of all
feeder routes is given on the table below:

Table 17.3 Feeder route details

Route Metro stations Roads Route length

Route 1
(Sector 26/27/24/23, Mehganinagar,
KH Road, Road no
Anand nagar, Telephone society, Sector 24, 6.13
6, toad no 7, K road
Doubleakes, Sugandh, Post office
colony, harshita nagar, bhavnagar
Route 2
(Sector 21/22/29/30, Akshardham, Road 7, CH road,
Sector 16 6
kendriya vidyalaya, Sarvodayanagar, road 6, road 5
Gujarat housing board, panchshil park
Route 3
(Vidhan sabha, Udyog bhawan, Sector
CHH Road, GH road,
11/17/10A/10B/12/16/18/22, cinemax, Juna Sachivalaya 4.8
road 3, road 5
Gujarat secondary and higher
secondary)
Route 4
(Mahatma mandir, Sector
G Road, GH road,
13/15,16/12/17/11, SAI, police training
Mahatma Mandir, KH road, road no 3, 7.5
ground, omkar vidhyalaya, GMB
road no 5
Quarters, LDRP, Vibrant Gujarat
Exhibition Ground
Route 5
St. Xavier’s school, Road 3, road 2, KH
Sector 7/7A/6/6A/5/5A/5B/5C/4B/8, 7
Sector 1 road, CH road
zakaria masjid
Route 6 Road 1, road 2, GH
Sector 1 and Infocity road, sarkhej 7.5
(Sector
gandhinagar highway
1C/2A/2B/2C/3/3D/3C/3B/4/4A/4C/4D

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On the basis of current operational characteristics, standards identified for feeder

buses are:

Table 17.4
Parameters Standard

Capacity 22

Frequency 5 – 15 mins

Route length 5-7 km

Cycle time Round trip + layover time

Operating cost/Bus Rs 25

Veh km/Day 160

As per current practices, the physical performance of feeder buses should be:

Table 17.5
Parameters Standards
Capacity Mini Bus 22
Speed 15 kmph
Load factor/Day 0.7
Vehicle utilization (km/bus/day) 160 - 180
FU/day/route 0.9
Operating cost (km/Bus/Day) Rs. 25 - 30
Fare (current) 5km &>5km Rs 5 & Rs 10

17.6 STRATEGIC INTERVENTION AT STATION AREA LEVEL

Station area should include provision of safe, accessible and comfortable

infrastructure provision. Station area infrastructure includes Bus stops, IPT stops,
continuous and connected pedestrian network, information board with feeder timings,
adequate lighting and interactive public space outside metro with seating area with
self-explanatory signage’s and symbols. Purpose of a station area plan is to make
last mile more accessible.

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A conceptual design on bases of the requirements is shown in figure below

Fig. 17.17 Conceptual design

As per design, provision of passenger access & egress area should be located at the
entry and exit of metro station for easy accessibility. Cycle docking stations are
placed near stairs such that, it is within visible limits of a passenger while exiting the
station.

It was found that cross-section roads in Gandhinagar have uniform ROW of 30 mts
and 6 land divided road with 3m footpath on each side along most of the stretch
along metro alignment. To make provision for NMT and feeder services, the cross
section of the road is reconstructed as shown in figure below:

Fig. 17.18 Conceptual design as per available ROW

The design is detailed as:

- 4 lane divided carriage way for continuous vehicular movement
- A multi utility lane on both side of road, where provision can be made for feeder stop,
IPT stop and cycle docking station alternatively by creating islands
- Cycle lane is not segregated, and is located in the third most lane towards footpath,
for less friction with vehicular movement. Though, an ideal behind bus stand for
uninterrupted flow, but due to unavailability of ROW, Multi utility lane will be used as
cycle lane:

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The design traffic flow is shown in figure below:

Fig. 17.19 Traffic Flow at Station area

17.7 STATION AREA DESIGN GUIDELINES

Multimodal integration at station areas is crucial, it aims seamless integration of

modes at metro station. It is generally a integration of spaces and its relation
between accessible modes to and from metro station. It should also be sustainable
and provide affordable mobility solution to metro users. As per location of stations, it
was found that most of the stations are located at midblock road segments whereas
some are located near intersections. Based on the requirements to fit both type of
stations, two design options have been detailed out.

A. Design prototype A shows stations that are located near intersection

Fig. 17.20

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B. Design prototypes B are for stations that are located in midblock segments

Fig. 17.21

In both the design cases, priority of accessibility has been given in the sequence of:
(i) Footpath
(ii) Cycle
(iii) Bus
(iv) IPT

As per the location of the stations, certain stations are located at midblock and
certain stations are located near intersections. Thus a probable match for table
below:

Table 17.6 Proposed Station design w.r.t location of station.

Stations Prototype A Prototype B
Koteshwar Road 
Vishwakarma College 
Tapovan Circle 
Narmada Canal 
Koba Circle 
Juna Koba 
Koba Gaam 
GNLU 
Raysan 
Randesan 
Dholakuva Circle 

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Stations Prototype A Prototype B

Infocity 
Sector - 1 
Sector 10A 
Sachivalaya 
Akshardham 
Juna Sachivalaya 
Sector - 16 
Sector - 24 
Mahatma Mandir 
PDPU 
Gift City 
Sardarnagar 
Airport Specific

A detail description of proposed of integration of feeder buses, IPT, cycle at the

station area and interconnected pedestrian movement is given in the table below:

Table 17.7 Interchange Facilities Available at metro stations

Others,
Stations Footpath Cycle Feeder Bus IPT
Specify
Koteshwar Road    
Vishwakarma College    
Tapovan Circle    
Narmada Canal    
Koba Circle    
Juna Koba    
Koba Gaam    
GNLU    
Raysan    
Randesan    
Dholakuva Circle    
Infocity    
Sector - 1    
Sector 10A    
Sachivalaya    
Akshardham    
Juna Sachivalaya    
Sector - 16    
Sector - 24    
Mahatma Mandir    
PDPU    
Gift City    

Sardarnagar   
Airport   Airport

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An example of station area design at Mahatma Mandir metro station is illustrated in

details.

Fig. 17.22 Space distribution of multimodal integration at metro station

Fig. 17.23 Multimodal Integration at Metro Station Area

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Chapter – 18

COST ESTIMATES

18.1 INTRODUCTION

Project Cost estimates for Ahmedabad Metro Phase-II corridors have been prepared
covering civil, electrical, signaling and telecommunication works, rolling stock,
environmental protection, rehabilitation, considering 750 V dc third rail traction
system etc. at December 2018 price level.

While preparing the cost estimates, various items have generally been grouped
under three major heads on the basis of:-

(i) Route km. Length of alignment

(ii) No. of units of that item and
(iii) Item being an independent entity.

All items related with alignment, permanent way, 750 V dc third rail current collection
system, signaling and telecommunication, have been estimated on rate per route km
basis. The cost of elevated stations includes civil work for station structures,
architectural finishes, platform, roofing, etc. Provisions for electrical and mechanical
works, air conditioning, lifts, escalators, etc. have been worked out separately. These
rates do not include cost of permanent way, 750 V dc third rail current collection
system, power supply, signaling and telecommunication, automatic fare collection
(AFC) installations, for which separate provisions have been made in the cost
estimates. Similarly, for other items like Rolling stock, Traction & Power, etc. costs
have been summed up separately. In remaining items, viz. land, utility diversions,
rehabilitation, etc. the costs have been assessed on the basis of each item taken as
an independent entity.

In order to arrive at realistic cost of various items, costs have been assessed on the
basis of rates considered in DPR of Delhi Metro Phase-IV network. Taxes & Duties
such as Customs Duty, CGST, SGST and IGST wherever applicable, have been
worked out on the basis of prevailing rates and included in the cost estimates
separately.

The overall Capital Cost for Motera Stadium to Mahatma Mandir Metro Corridor of
Ahmedabad Phase-II at December 2018 price level works out to Rs.3529 Crores
excluding applicable Taxes & Duties of Rs. 529 Crores.

Capital Cost for GNLU to GIFT City Metro Corridor at December 2018 price level
works out to Rs.660 Crores excluding applicable Taxes & Duties of Rs. 104 Crores.

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Capital Cost for Koteshwar Road to Airport Metro Corridor (Phase-IIA) at

December 2018 price level works out to Rs.790 Crores excluding applicable Taxes
& Duties of Rs. 123 Crores.

Capital Cost for additional corridor inside GIFT City (Phase-IIB) at December 2018
price level works out to Rs.579 Crores excluding applicable Taxes & Duties of Rs.
87 crores. All the above costs are tabulated below.

Table 18.1 – Details of Capital Cost

Sr. Capital Cost Taxes & Duties Total
Name of the corridor
No. (Rs. Crore) (Rs. Crore) (Rs. Crore)
Phase-II
1 Motera Stadium to Mahatma Mandir 3529 529 4058
2 GNLU to GIFT City 660 104 764
Total 4189 633 4822
Phase-IIA
3 Koteshwar Road to Airport 790 123 913
Phase-IIB
4 Additional corridor in GIFT City 579 87 666
Total (Phase – II + IIA + IIB) 5558 843 6401

Details and methodology of arriving at these costs are discussed in paras hereinafter.

18.2 CIVIL ENGINEERING WORKS

18.2.1 Land
Land requirements have been kept to the barest minimum and worked out on area
basis. Acquisition of private land has been minimized as far as possible. Elevated
alignment is proposed within the Right of way as far as possible. The land acquisition
is required to be done mainly for exit and entries and also for running section at few
locations where alignment runs outside the ROW.

Cost of Govt. land is based on the rate presently being charged by the concerned
authorities. Private land for MRTS project shall be acquired by MEGA/ Gujarat State
Government and compensation shall be paid as per Land Acquisition Act 2013. The
average rate of private land has been worked out to be Rs.20.84 Crore per hectare
after suitably escalating the rates taken in Ahmedabad Metro Phase-I DPR. Similarly
average rate for govt. land has been taken as Rs. 8.68 Crore per hectare to work out
the cost of land.

Provision for Rehabilitation and Resettlement is made separately.

In addition to the lands required permanently, some areas of land (mainly Govt.) are
proposed to be taken over temporarily for construction depots. Ground rent charges
@ 5% per year for a period of 4 years have been provided for in project cost
estimates.

Details of the land with costs have been shown in corridor wise cost estimate.

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18.2.2 Formation and Alignment

Elevated section: Entire alignment is proposed with elevated viaduct and the rates
adopted are based on recently updated DPR of Delhi Metro Phase-IV network.

18.2.3 Stations
Elevated Stations: Rates adopted for elevated stations cover works of station
structures, platforms, architectural finishes, covering, etc. Provisions for Electrical
and Mechanical works have been made separately. Also provisions for Lifts and
Escalators, Viaduct, P-way, 750 V dc third rail current collection system, Signalling &
Telecommunication works, Automatic fare collection installations, etc. have been
summed up in the cost estimates.

18.2.4 Permanent way

For elevated alignment ballastless track and for depot, ballasted track is proposed
except for washing lines, repair lines etc. Rates adopted are based on recently
updated DPR of Delhi Metro Phase-IV network.

18.3 DEPOT

It is proposed to have a Stabling Yard at Indroda Circle and to augment Gyaspur

depot of North-South corridor under implementation, for serving corridors of Phase-II
project.

18.4 UTILITY DIVERSIONS, ENVIRONMENTAL PROTECTION, MISCELLANEOUS

OTHER WORKS

Provisions have been made to cover the cost of utility diversions, miscellaneous road
works involved, road diversions, road signages etc. and environmental protection
works on route km basis, based on recently updated DPR of Delhi Metro Phase-IV
network.

18.5 REHABILITATION AND RESETTLEMENT

Provisions have been made on fair assessment basis, to cover cost of relocation of
Jhuggies, shops, residential Houses on private land etc.

Provisions for barracks and security equipment for CISF and Staff Quarters for O&M
Wing have been made in the cost estimates on the basis of average cost involved
per km length in the recent past.

18.6 TRACTION AND POWER SUPPLY

Provisions have been made to cover the cost of 750 V dc third rail current collection
system, Auxiliary sub stations, receiving substations, service connection charges,
SCADA and miscellaneous items, on route km basis separately for elevated and at-
grade section (Depot augmentation).

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Provisions towards cost of lifts, escalators for elevated stations have been made in
the cost estimates. Rates provided are based on cost of similar works as considered
in recently updated DPR of Delhi Metro Phase-IV network.

18.7 SIGNALLING AND TELECOMMUNICATION WORKS

Rates adopted are based on recently updated DPR of Delhi Metro Phase-IV network.
These rates include escalation during manufacturing and supply of equipment and
their installation at site.

18.8 AUTOMATIC FARE COLLECTION

Adopted rates are based on recently updated DPR of Delhi Metro Phase-IV network.

18.9 ROLLING STOCK

Adopted rates are based on recently updated DPR of Delhi Metro Phase-IV network.

18.10 SECURITY

A lump sum provision for providing security infrastructure in the station premises has
been made on per station basis. Adopted rates are as per recently updated DPR of
Delhi Metro Phase-IV network.

18.11 MULTIMODAL TRAFFIC INTEGRATION

A lump sum provision of Rs. 3 Crore per station has been made to have seamless
integration of metro stations with other modes of transport. It is envisaged that in
case this money is not sufficient for this purpose the deficient part of money will
borne by the Urban Local Body (ULB) in whose area station is located.

18.12 GENERAL CHARGES AND CONTINGENCES

Provision @ 5% has been made towards general charges on all items, except cost of
land, which also includes the charges towards Detailed Design Charges (DDC), etc.
Provision for contingencies @ 3 % has been made on all items including general
charges.

18.13 CAPITAL COST ESTIMATES

18.13.1Motera Stadium to Mahatma Mandir Metro Rail Corridor

The overall Capital Cost for the Motera Stadium to Mahatma Mandir Metro Corridor
of Ahmedabad Phase-II at December 2018 price level works out to Rs. 3529 Crores
excluding applicable Taxes & Duties of Rs. 529 Crores as tabulated hereunder.

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Table 18.2 - Capital Cost Estimate

Total length = 22.838 km (Entirely Elevated)
Total Station (All Elevated) =20
December 2018 level
Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
1.0 Land and R & R incl. Hutments etc.
1.1 Permanent
a Government ha 8.68 14.37 124.73
b Private ha 20.84 0.18 3.75
Temporary Land
1.2 ha 1.74 8.80 15.28
(@5% pa for 4 years)
1.3 R & R incl. Hutments etc. R. Km. 3.83 22.84 87.48
Subtotal (1) 231.24
2.0 Alignment and Formation
Elevated section including station length
2.1 R. Km. 37.00 22.84 845.08
(Including Cost of Rain Water Harvesting)
Additional Cost for crossing canal and river and
2.2 LS 25.00
for any other special span
Subtotal (2) 870.08
3.0 Station Buildings
Elevated station (Civil including finishes)
3.1 Each 26.00 20 520.00
excluding viaduct in station portion
3.2 Elevated Station (E&M including lift & escalator) Each 8.00 20 160.00
3.3 Augmentation of Metro Bhawan & OCC
a Civil works LS 40.00
b EM works etc LS 10.00
Subtotal (3) 730.00
Depot
4.0 (Stabling Yard and Augmentation of Gyaspur LS
Depot)
4.1 Augmentation of Gyaspur Depot
a Civil works LS 50.00
b EM works etc LS 23.00
c M&P LS 15.00
Additional Cost for Indroda Circle Stabling Yard
4.2 LS 50.00
including Civil and E&M cost
Subtotal (4) 138.00
5.0 P-Way
5.1 Ballastless track for elevated Section R. Km. 6.60 22.84 150.74
5.2 Ballasted track for at grade in Stabling Yard/depot T. Km. 3.90 7.00 27.30
Subtotal (5) 178.04
6.0 Traction & power supply
6.1 750 V DC Third Rail
a Elevated section R. Km. 11.00 22.84 251.24
b Depot T. Km. 3.00 7.00 21.00
c RSS Each 25.00 2.00 50.00
132 kV double run double circuit cable from GSS
d R. Km. 4.89 7.60 37.16
to RSS
Subtotal (6) 359.40
7.0 Signalling and Telecom.

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Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
7.1 Signalling

a Main line including OCC R. Km. 4.40 22.84 100.50

b Depot including DCC T. Km. 3.2 7.00 22.4

Per
c On Board Equipment 1.7 7 11.9
Train
7.2 Telecommunication
Per
a Station 4.50 20 90.00
Station
Per
b Depot 3.50 1.00 3.50
Depot
Subtotal (7) 228.30
Automatic Fare Collection (AFC) system (as Per
8.0 3.5 20 70
PPP Model) station
Subtotal (8) 70.00
Per
9.0 Platform Screen Doors (PSD) 3 20 60
station
Subtotal (9) 60.00
10.0 Shifting of Miscellaneous Utilities

10.1 Civil works and E&M R. Km. 6.00 22.84 137.04

Subtotal (10) 137.04
11.0 Rolling Stock (2.9 m wide Coaches) Each 8.00 21 168.00
Subtotal (11) 168.00
Per
12.0 Capital expenditure on security 0.37 20 7.40
station
Subtotal (12) 7.40
13.0 Staff quarter for O & M
a Civil works R.Km. 1.28 22.84 29.24
b EM works etc R.Km. 0.31 22.84 7.08
Sub Total (13) 36.32
Multimodal Integration and Last mile Per
14.0 3.00 20 60.00
connectivity station
Sub Total (12) 60.00
13.0 Total of all items except Land 3130.06
General Charges incl. Design charges @ 5 %
14.0 156.50
on all items except land ##
Total of all items including G. Charges except
15.0 3286.56
land
16.0 Contingencies @ 3 % 98.60
17.0 Gross Total 3385.16
Cost without land = 3385
Cost with land (without contingencies on land) = 3529
## In accordance with MoUD's letter F.No.K-14011/58/2013-MRTS-I(Vol.I)

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Table 18.3 - Details of Taxes and Duties

Basic Customs duty = 5.1500 %
CGST Customs Duty = 9.4635 %
SGST Customs Duty = 9.4635 %
Total Customs Duty = 24.0770 %
General IGST = 12 %
General CGST = 6 %
General SGST = 6 %

Total cost Taxes and duties

Total taxes
S. without Total Total GST
Description & duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)
1 Alignment & Formation
Elevated 870.08 104.41 104.41
2 Station Buildings
Elevated station - civil
520.00 62.40 62.40
works
Elevated station-EM
160.00 7.70 15.36 23.06
works
Augmentation of Metro
Bhawan & OCC-civil 40.00 4.80 4.80
works
Augmentation of Metro
Bhawan & OCC -EM 10.00 0.48 1.44 1.92
works
3 Stabling Yard/Depot
Civil works 87.50 6.32 7.35 13.67
EM works and M&P 50.50 2.43 7.27 9.70
4 P-Way 178.04 34.29 6.41 40.70
Traction & power
5 359.40 34.61 38.82 73.43
supply
6 S&T 228.30 43.97 8.22 52.19
7 AFC as PPP model 70.00 12.64 3.15 15.79
8 PSD 60.00 11.56 2.16 13.72
9 R & R hutments 87.48 10.50 10.50
10 Misc.
Civil works 182.57 0.00 21.91 21.91
EM works 58.19 0.00 10.47 10.47
11 Rolling stock 168.00 35.60 3.63 39.22
Rent on Temporary
12 15.28 2.75 2.75
Land
13 General Charges 156.50 28.17 28.17
Total 3301.84 189.61 339.21 528.83
Total taxes & Duties 529
Rate of Taxes & Duties on Total cost without taxes & duties 16.02%
Total Central GST & Basic Customs duty 284.69
Total State GST 244.13
Total State Taxes & Duties 528.83

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18.13.2 Koteshwar Road to Airport Metro Rail Corridor (Phase-IIA)

The overall Capital Cost for the Koteshwar Road to Airport Metro Corridor of
Ahmedabad Phase-II at December 2018 price level works out to Rs. 790 Crores
excluding applicable Taxes & Duties of Rs. 123 crores as tabulated hereunder.

Table 18.4 - Capital Cost Estimate

Total length = 6.339 km (Entirely Elevated)
Total Station (All Elevated) =3
December 2018 level
Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
1.0 Land and R & R incl. Hutments etc.
1.1 Permanent
a Government ha 8.68 0.96 8.33
b Private ha 20.84 0.45 9.38
Temporary Land
1.2 ha 1.74 2.20 3.82
(@5% pa for 4 years)
1.3 R & R incl. Hutments etc. R. Km. 3.83 6.34 24.28
Subtotal (1) 45.81
2.0 Alignment and Formation
Elevated section including station length
2.1 R. Km. 37.00 6.34 234.58
(Including Cost of Rain Water Harvesting)
Subtotal (2) 234.58
3.0 Station Buildings
Elevated station (Civil including finishes)
3.1 Each 26.00 3 78.00
excluding viaduct in station portion
3.2 Elevated Station (E&M including lift & escalator) Each 8.00 3 24.00
Subtotal (3) 102.00
4.0 P-Way
4.1 Ballastless track for elevated Section R. Km. 6.60 6.34 41.84
Subtotal (4) 41.84
5.0 Traction & Power supply
5.1 750 V DC Third Rail
a Elevated section R.Km. 11.00 6.34 69.74
b Depot T. Km. 3.00 0.00 0.00
c RSS Each 25.00 1.00 25.00
66 kV double run double circuit cable from GSS to
d R.Km. 4.89 3.50 17.12
RSS
Subtotal (5) 111.86
6.0 Signalling and Telecom.
6.1 Signalling
a Main line including OCC R. Km. 4.40 6.34 27.90
b Depot including DCC T.Km. 3.2 0.00 0
Per
c On Board Equipment 1.7 3 5.1
Train
6.2 Telecommunication
Per
a Station 4.50 3 13.50
Station
Subtotal (6) 46.50
Automatic Fare Collection (AFC) system Per
7.0 3.5 3 10.5
(as PPP Model) station
Subtotal (7) 10.50
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Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
Per
8.0 Platform Screen Doors (PSD) 3 3 9
station
Subtotal (8) 9.00
9.0 Shifting of Miscellaneous Utilities

a Civil and E&M R. Km. 6.00 6.34 38.04

Subtotal (9) 38.04
10.0 Rolling Stock (2.9 m wide Coaches) Each 8.00 9 72.00
Subtotal (10) 72.00
Per
11.0 Capital expenditure on security 0.37 3 1.11
station
Subtotal (11) 1.11
12.0 Staff quarter for O & M
a Civil works R.Km. 1.28 6.34 8.12
b EM works etc R.Km. 0.31 6.34 1.97
Sub Total (12) 10.08
Capital expenditure on Multimodal Traffic Per
13.0 3.00 3 9.00
Integration and Last mile connectivity station
Sub Total (13) 9.00
14.0 Total of all items except Land 710.79
General Charges incl. Design charges @ 5 %
15.0 35.54
on all items except land ##
Total of all items including G. Charges except
16.0 746.33
land
17.0 Contingencies @ 3 % 22.39
18.0 Gross Total 768.72
Cost without land = 769
Cost with land (without contingencies on land) = 790
## In accordance with MoUD's letter F.No.K-14011/58/2013-MRTS-I(Vol.I)

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Table 18.5 - Details of Taxes and Duties

Basic Customs duty = 5.1500%
CGST Customs Duty= 9.4635%
SGST Customs Duty= 9.4635%
Total Customs Duty= 24.0770%
General IGST= 12%
General CGST = 6%
General SGST = 6%

Total cost Taxes and duties

Total taxes
S. without Total Total GST
Description & duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)
1 Alignment & Formation
Elevated 234.58 28.15 28.15
2 Station Buildings
Elevated station - civil
78.00 9.36 9.36
works
Elevated station-EM
24.00 1.16 2.30 3.46
works
3 P-Way 41.84 8.06 1.51 9.57
Traction & power
4 111.86 10.77 12.08 22.85
supply
5 S&T 46.50 8.96 1.67 10.63
6 AFC as PPP model 10.50 1.90 0.47 2.37
7 PSD 9.00 1.73 0.32 2.06
8 R & R hutments 24.28 2.91 2.91
9 Misc.
Civil works 44.23 0.00 5.31 5.31
EM works 14.00 0.00 2.52 2.52
10 Rolling stock 72.00 15.26 1.56 16.81
Rent on Temporary
11 3.82 0.69 0.69
Land
12 General Charges 35.54 6.40 6.40
Total 750.15 47.83 75.25 123.08
Total taxes & Duties 123
Rate of Taxes & Duties on Total cost without taxes & duties 16.41%
Total Central GST & Basic Customs duty 66.66
Total State GST 56.43
Total State Taxes & Duties 123.08

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18.13.3 GNLU to GIFT City Metro Rail Corridor

The overall Capital Cost for the GNLU to GIFT City Metro Corridor of Ahmedabad
Phase-II at December 2018 price level works out to Rs. 660 Crores excluding
applicable Taxes & Duties of Rs. 104 crores as tabulated hereunder.

Table 18.6 - Capital Cost Estimate

Total length = 5.416 km (Entirely Elevated)
Total Station (All Elevated) =3
December 2018 level
Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
1.0 Land and R & R incl. Hutments etc.
1.1 Permanent
a Government ha 8.68 0.13 1.13
b Private ha 20.84 0.09 1.88
Temporary Land
1.2 ha 1.74 2.20 3.82
(@5% pa for 4 years)
1.3 R & R incl. Hutments etc. R. Km. 3.83 5.42 20.76
Subtotal (1) 27.58
2.0 Alignment and Formation
Elevated section including station length
2.1 R. Km. 37.00 5.42 200.54
(Including Cost of Rain Water Harvesting)
Subtotal (2) 200.54
3.0 Station Buildings
Elevated station (Civil including finishes)
3.1 Each 26.00 3 78.00
excluding viaduct in station portion
3.2 Elevated Station (E&M including lift & escalator) Each 8.00 3 24.00
Subtotal (3) 102.00
4.0 P-Way
4.1 Ballastless track for elevated Section R. Km. 6.60 5.42 35.77
Subtotal (4) 35.77
5.0 Traction & Power supply
5.1 750 V DC Third Rail
a Elevated section R.Km. 11.00 5.42 59.62
b Depot T. Km. 3.00 0.00 0.00
c RSS Each 25.00 0.00 0.00
Subtotal (5) 59.62
6.0 Signalling and Telecom.
6.1 Signalling
a Main line including OCC R. Km. 4.40 5.42 23.85
b Depot including DCC T.Km. 3.2 0.00 0
Per
c On Board Equipment 1.7 3 5.1
Train
6.2 Telecommunication
Per
a Station 4.50 3 13.50
Station
Subtotal (6) 42.45
Automatic Fare Collection (AFC) system Per
7.0 3.5 3 10.5
(as PPP Model) station
Subtotal (7) 10.50
Per
8.0 Platform Screen Doors (PSD) 3 3 9
station
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Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
Subtotal (8) 9.00
9.0 Shifting of Miscellaneous Utilities

a Civil and E&M R. Km. 6.00 5.42 32.52

Subtotal (9) 32.52
10.0 Rolling Stock (2.9 m wide Coaches) Each 8.00 9 72.00
Subtotal (10) 72.00
Per
11.0 Capital expenditure on security 0.37 3 1.11
station
Subtotal (11) 1.11
12.0 Staff quarter for O & M
a Civil works R.Km. 1.28 5.42 6.94
b EM works etc R.Km. 0.31 5.42 1.68
Sub Total (12) 8.62
Capital expenditure on Multimodal Traffic Per
13.0 3.00 3 9.00
Integration and Last mile connectivity station
Sub Total (13) 9.00
14.0 Total of all items except Land 603.89
General Charges incl. Design charges @ 5 %
15.0 30.19
on all items except land ##
Total of all items including G. Charges except
16.0 634.08
land
17.0 Contingencies @ 3 % 19.02
18.0 Gross Total 653.10
Cost without land = 653
Cost with land (without contingencies on land) = 660
## In accordance with MoUD's letter F.No.K-14011/58/2013-MRTS-I(Vol.I)

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Table 18.7 - Details of Taxes and Duties

Basic Customs duty = 5.1500%
CGST Customs Duty= 9.4635%
SGST Customs Duty= 9.4635%
Total Customs Duty= 24.0770%
General IGST= 12%
General CGST = 6%
General SGST = 6%

Total cost Taxes and duties

Total taxes
S. without Total Total GST
Description & duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)
1 Alignment & Formation
Elevated 200.54 24.06 24.06
2 Station Buildings
Elevated station - civil
78.00 9.36 9.36
works
Elevated station-EM
24.00 1.16 2.30 3.46
works
3 P-Way 35.77 6.89 1.29 8.18
Traction & power
4 59.62 5.74 6.44 12.18
supply
5 S&T 42.45 8.18 1.53 9.70
6 AFC as PPP model 10.50 1.90 0.47 2.37
7 PSD 9.00 1.73 0.32 2.06
8 R & R hutments 20.76 2.49 2.49
9 Misc.
Civil works 38.91 0.00 4.67 4.67
EM works 12.34 0.00 2.22 2.22
10 Rolling stock 72.00 15.26 1.56 16.81
Rent on Temporary
11 3.82 0.69 0.69
Land
12 General Charges 30.19 5.43 5.43
Total 637.90 40.85 62.84 103.69
Total taxes & Duties 104
Rate of Taxes & Duties on Total cost without taxes & duties 16.25%
Total Central GST & Basic Customs duty 56.21
Total State GST 47.48
Total State Taxes & Duties 103.69

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18.13.4 Additional Corridor inside GIFT City (Phase-IIB)

The overall Capital Cost for the additional Corridor in GIFT City at December 2018
price level works out to Rs. 579 Crores excluding applicable Taxes & Duties of Rs.
87 crores as tabulated hereunder.

Table 18.8 - Capital Cost Estimate

Total length = 6.00 km (Entirely Elevated)
Total Station (All Elevated) =3
December 2018 level
Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
1.0 Land and R & R incl. Hutments etc.
1.1 Permanent
a Government ha 0.00 0.42 0.00
b Private ha 0.00 0.00 0.00
Temporary Land
1.2 ha 0.00 2.20 0.00
(@5% pa for 4 years)
1.3 R & R incl. Hutments etc. R. Km. 0.00 6.00 0.00
Subtotal (1) 0.00
2.0 Alignment and Formation
Elevated section including station length
2.1 R. Km. 37.00 6.00 222.00
(Including Cost of Rain Water Harvesting)
Subtotal (2) 222.00
3.0 Station Buildings
Elevated station (Civil including finishes)
3.1 Each 26.00 3 78.00
excluding viaduct in station portion
3.2 Elevated Station (E&M including lift & escalator) Each 8.00 3 24.00
Subtotal (3) 102.00
4.0 P-Way
4.1 Ballastless track for elevated Section R. Km. 6.60 6.00 39.60
Subtotal (4) 39.60
5.0 Traction & Power supply
5.1 750 V DC Third Rail
a Elevated section R.Km. 11.00 6.00 66.00
b Depot T. Km. 3.00 0.00 0.00
c RSS Each 25.00 0.00 0.00
Subtotal (5) 66.00
6.0 Signalling and Telecom.
6.1 Signalling
a Main line including OCC R. Km. 4.40 6.00 26.40
b Depot including DCC T.Km. 3.2 0.00 0
Per
c On Board Equipment 1.7 0 0
Train
6.2 Telecommunication
Per
a Station 4.50 3 13.50
Station
Subtotal (6) 39.90
Automatic Fare Collection (AFC) system Per
7.0 3.5 3 10.5
(as PPP Model) station
Subtotal (7) 10.50
Per
8.0 Platform Screen Doors (PSD) 3 3 9
station
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Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
Subtotal (8) 9.00
9.0 Shifting of Miscellaneous Utilities

a Civil and E&M R. Km. 6.00 6.00 36.00

Subtotal (9) 36.00
10.0 Rolling Stock (2.9 m wide Coaches) Each 8.00 0 0.00
Subtotal (10) 0.00
Per
11.0 Capital expenditure on security 0.37 3 1.11
station
Subtotal (11) 1.11
12.0 Staff quarter for O & M
a Civil works R.Km. 1.28 0.00 0.00
b EM works etc R.Km. 0.31 0.00 0.00
Sub Total (12) 0.00
Capital expenditure on Multimodal Traffic Per
13.0 3.00 3 9.00
Integration and Last mile connectivity station
Sub Total (13) 9.00
14.0 Total of all items except Land 535.11
General Charges incl. Design charges @ 5 %
15.0 26.76
on all items except land ##
Total of all items including G. Charges except
16.0 561.87
land
17.0 Contingencies @ 3 % 16.86
18.0 Gross Total 578.72
Cost without land = 579
Cost with land (without contingencies on land) = 579
## In accordance with MoUD's letter F.No.K-14011/58/2013-MRTS-I(Vol.I)

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Table 18.9 - Details of Taxes and Duties

Basic Customs duty = 5.1500%
CGST Customs Duty= 9.4635%
SGST Customs Duty= 9.4635%
Total Customs Duty= 24.0770%
General IGST= 12%
General CGST = 6%
General SGST = 6%

Total cost Taxes and duties

Total taxes
S. without Total Total GST
Description & duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)
1 Alignment & Formation
Elevated 222.00 26.64 26.64
2 Station Buildings
Elevated station - civil
78.00 9.36 9.36
works
Elevated station-EM
24.00 1.16 2.30 3.46
works
3 P-Way 39.60 7.63 1.43 9.05
Traction & power
4 66.00 6.36 7.13 13.48
supply
5 S&T 39.90 7.69 1.44 9.12
6 AFC as PPP model 10.50 1.90 0.47 2.37
7 PSD 9.00 1.73 0.32 2.06
8 R & R hutments 0.00 0.00 0.00
9 Misc.
Civil works 34.58 0.00 4.15 4.15
EM works 11.53 0.00 2.07 2.07
10 Rolling stock 0.00 0.00 0.00 0.00
Rent on Temporary
11 0.00 0.00 0.00
Land
12 General Charges 26.76 4.82 4.82
Total 561.87 26.45 60.13 86.59
Total taxes & Duties 87
Rate of Taxes & Duties on Total cost without taxes & duties 15.41%
Total Central GST & Basic Customs duty 46.12
Total State GST 40.46
Total State Taxes & Duties 86.59

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Appendix-I

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VIABILITY AND NON-FARE BOX REVENUE

Chapter – 19

FINANCING OPTIONS, FARE STRUCTURE,

FINANCIAL VIABILITY AND NON FARE BOX REVENUE

19.1 INTRODUCTION

The Phase-II of Ahmedabad Metro Rail Project from Motera Stadium to Mahatma
Mandir (Corridor 1), Koteshwar Road to Ahmedabad Airport (Corridor 2) and
GNLU to GIFT City (Corridor 3) is proposed to be constructed from September
2019 to March 2024. The route length of the metro system and estimated cost at
December-2018 price level without central taxes, with central taxes and with all
taxes were worked out under the three options as given in table 19.1 below;

Table 19.1 Cost Details (at December-2018 price level)

Cost Details (at March 2017 Price Level)
Estimated Estimated
Estimated
cost with cost with all
Distance cost without
Corridor Name of Corridor Central taxes taxes & land
(km) taxes
& land cost cost
(Rs/Crore)
(Rs/Crore) (Rs/Crore)
Option I – Considering Corridor I, II & III
Motera Stadium to
I 22.838 3529.00 3814.00 4058.00
Mahatma Mandir Corridor
GNLU to GIFT City
II 5.416 660.00 716.00 764.00
Corridor
Koteshwar Road to
III Ahmedabad Airport 6.339 790.00 857.00 913.00
(Phase-IIA)
Total 34.593 4979.00 5387.00 5735.00
Option II – Corridor I & II
Motera Stadium to
I 22.838 3529.00 3814.00 4058.00
Mahatma Mandir Corridor
GNLU to GIFT City
II 5.416 660.00 716.00 764.00
Corridor
Total 28.254 4189.00 4530.00 4822.00
Option III – Corridor I
Motera Stadium to
I 22.838 3529.00 3814.00 4058.00
Mahatma Mandir Corridor
Total 22.838 3529.00 3814.00 4058.00

The estimated cost at December-2018 price level includes an amount of Rs. 7.40 Crore
for corridor 1, Rs. 1.11 crore for corridor 2, Rs. 1.11 crore for corridor 3 and Rs. 1.11 for
corridor 4 as one-time charges of security personal towards cost of weapons, barricades,
and hand held and door detector machine etc. However, the recurring cost towards salary
and allowances of security personnel have not taken in to account in the FIRR calculation
since providing required security at metro stations shall be the responsibility of state
police. The financial viability has been worked out for Option II only.

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19.2 COSTS

19.2.1 Investment Cost

19.2.1.1 For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with all taxes has been calculated by taking escalation factor
@5.00% per annum. It has been assumed that the Government of Gujarat will
provide the land worth Rs. 262.48 crore under option II either free of cost or it shall
provide Interest Free Subordinate Debt. The taxes and duties consist of Custom
Duty (CD), Central Goods and Service Tax (CGST), State Goods and Service Tax
(SGST), Integrated Goods and Service Tax (IGST). It is understood that Phase-II
of Ahmedabad metro project is eligible for availing concessional project import duty
under chapter 98.01 of the Custom Tariff Act. The effective CD works out to
24.077% {Basic CD @ 5%, IGST (CGST & SGST) @ 18% and cess} on the
imported portions. Post-GST, the GST rate on construction of original works of
metro project has been considered @ 6% each for CGST and SGST while the
GST rate has been considered @ 18% for supply of indigenously manufactured
items and services. The above taxes and duties have been considered for working
out the estimated taxes and duties. The Interest Free Subordinate Debt is normally
repayable in 5 equal instalments (31-35 years) after repayment of
Multilateral/Overseas Development Assistance Loan.

It is assumed that the construction work will start from 01.09.2019 and is expected
to be completed on 31.03.2024 with Revenue Opening Date (ROD) as 01.04.2024.
The total completion costs duly escalated and shown in the table 19.2 have been
taken as the initial investment. The cash flow of investments under option II is
placed in Table –19.2 as below;

Table 19.2 Year wise Investment for Option II

Rs./Crore
Estimated Cost including cost of Completion Cost including
Financial
land and all taxes & duties at cost of land cost and all
Year
December 2018 Price Level taxes & duties
2019-20 482.2 482.16
2020-21 964.4 1008.73
2021-22 1205.5 1316.44
2022-23 1446.6 1646.34
2023-24 723.3 856.5
Total 4822 5310.17

19.2.3 Operation & Maintenance (O&M) Costs

19.2.3.1 The Operation & Maintenance costs can be divided into three major parts:

(i) Staff costs

(ii) Maintenance cost which include expenditure towards upkeep and maintenance of
the system and consumables
(iii) Energy costs

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The requirement of staff has been assumed @ 30 persons per kilometre. The
escalation factor used for staff costs is 9% per annum to provide for both
escalation and growth in salaries. The impact of IDA pay revision due from 1st
January 2017 has not been considered in FIRR calculation.

The cost of other expenses is based on the actual O & M unit cost for the Delhi
Metro Phase-II project. The average rate of electricity being paid in Ahmedabad
City is Rs. 6 per unit. The O&M cost (excluding staff cost) has been obtained by
providing an escalation of 5.00% per annum. The O&M costs under option II have
been tabulated in Table 19.3 below:

Table 19.3 Operation and Maintenance Costs

(Option II)
Rs./Crore
Maintenance
YEAR Staff Energy Total
Expenses
2022 - 2023 55.59 34.47 25.35 115.41
2023 - 2024 60.59 36.19 26.62 123.41
2024 - 2025 66.05 38.00 27.95 132.00
2025 - 2026 71.99 39.90 29.35 141.24
2026 - 2027 78.47 41.90 30.82 151.19
2027 - 2028 85.53 43.99 32.36 161.88
2028 - 2029 93.23 46.19 33.98 173.40
2029 - 2030 101.62 48.50 35.68 185.80
2030 - 2031 110.77 50.93 37.46 199.15
2031 - 2032 120.74 53.47 44.35 218.56
2032 - 2033 131.60 56.15 46.57 234.31
2033 - 2034 143.45 58.96 48.89 251.29
2034 - 2035 156.36 61.90 51.34 269.60
2035 - 2036 170.43 65.00 53.91 289.33
2036 - 2037 185.77 68.25 56.60 310.62
2037 - 2038 202.49 71.66 59.43 333.58
2038 - 2039 220.71 75.24 62.40 358.35
2039 - 2040 240.57 79.01 65.52 385.10
2040 - 2041 262.22 82.96 68.80 413.98
2041 - 2042 285.82 87.10 83.12 456.05
2042 - 2043 311.55 91.46 87.27 490.28
2043 - 2044 339.59 96.03 91.64 527.26
2044 - 2045 370.15 100.83 96.22 567.20
2045 - 2046 403.47 105.88 101.03 610.37
2046 - 2047 439.78 111.17 106.08 657.03
2047 - 2048 479.36 116.73 111.38 707.47
2048 - 2049 522.50 122.56 116.95 762.02

19.2.4 Depreciation
Although depreciation does not enter the FIRR calculation (not being a cash
outflow) unless a specific depreciation reserve fund has been provided, in the
present calculation, depreciation calculations are placed for purpose of record.

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19.2.5 Replacement Cost

The replacement costs are provided for meeting the cost on account of
replacement of equipment due to wear and tear. With the nature of equipments
proposed to be provided, it is expected that only 50% of the Signalling and
Telecom and 25% of electrical works would require replacement after 20 years.

19.3 REVENUES

The Revenue of Ahmedabad Metro mainly consists of fare box collection and other
non-fare box collection incomes from property development, advertisement,
parking etc.

19.3.1 Fare box

The Fare box collection is the product of projected ridership per day and applicable
fare structure based on trip distribution at different distance zones.

19.3.2 Traffic
19.3.2.1 a. The projected ridership is as indicated in Table 19.4 as below:

Table 19.4 Projected Ridership

Financial Year Trips per day (lakhs)
Option I Option II Option III
2021-22 1.24 1.12 1.00
2031-32 2.05 1.86 1.59
2041-42 2.88 2.64 2.27
2051-52 3.65 3.34 2.87

b. The growth rate for traffic is assumed @5.75% Per Annum up to 2031-32,
@3.45% Per Annum up to 2041-42 and thereafter at @ 2.40% Per Annum
under Option I, @ 5.85% Per Annum up to 2031-32, @ 3.55% Per Annum up to
2041-42 and thereafter at @ 2.40% Per Annum under Option II and @ 5.30%
Per Annum up to 2031-32, @3.65% Per Annum up to 2041-42 and thereafter at
@ 2.35% Per Annum under Option III.

19.3.2.2 Trip Distribution

The trip distribution has been worked out by considering average lead of 9.26 km
for option I, 9.85 km for Option II and 10.53 km for Option III, which is placed in
Table 19.5 as below:

Table 19.5 Trip Distribution (2021-22)

Percentage distribution
Distance in km
Option I Option II Option III
0-2 9.49% 10.10% 8.35%
2-5 20.00% 18.00% 16.00%
5-12 44.00% 44.00% 44.00%
12-21 24.00% 22.00% 24.00%
21-32 1.51% 4.00% 6.00%
>32 1.00% 1.90% 1.65%
Total 100.00% 100.00% 100.00%

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The graphic presentation of the same is placed below in Figure-19.1.1, 19.1.2 and
19.1.3 for option I, option II and option III respectively.

Figure 19.1.1 –Trip Distribution (Option I)

TRIP DISTRIBUTION
50.00%
% OF TRAFFIC

0.00%
0-2 2-5 5-12 12-21 21-32 >32
DISTANCE Series1

Table 19.1.2 Trip Distribution (Option II)

TRIP DISTRIBUTION
50.00%
% OF TRAFFIC

0.00%
0-2 2-5 5-12 12-21 21-32 >32
DISTANCE Series1

Table 19.1.3 Trip Distribution (Option III)

TRIP DISTRIBUTION
50.00%
% OF TRAFFIC

0.00%
0-2 2-5 5-12 12-21 21-32 >32
DISTANCE Series1

19.3.3 Fare Structure

The 4th Fare Fixation Committee has recommended 6 fare slabs to DMRC. The
fare recommended to DMRC from October 2017 has been assumed as the base
for all the corridors of Phase-II of Ahmedabad Metro project. The same has been
escalated by using @ 12.00% once in every two years considering the increase in
the Consumer Price Index (CPI) and input costs of operation. The fare structure for
the FY 2022-23 is shown in the Table 19.6 below:

Table 19.6 Fare Structure in 2022-23 (All options)

Fare (Rs)
Distance in kms. DMRC Fare from Proposed Fare in
October 2017 2022-23
0-2 10 10
2-5 20 30
5-12 30 40
12-21 40 50

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Distance in kms. Fare (Rs)

21-32 50 70
>32 60 80

19.3.4 Non Fare Box Revenues

19.3.4.1 Non Fare Box revenues from Property Development and advertisement under all
the three options have been assumed @ 15% of the fare box revenues. Apart from
development of property on metro stations and depot, it is possible to raise
resources through leasing of parking rights at stations, advertisement on trains and
tickets, advertisements within stations and parking lots, advertisements on
viaducts, columns and other metro structures, co-branding rights to corporate,
naming rights, film shootings and special events on metro premises. Major areas
to raise resources from advertisements, renting of space for shops, kiosks, ATMs
etc. are as under;

(i) Advertisements:
a) Inside Station Advertisement: - All section/Lines of Metro may be awarded
for advertisement purposes. Scope of the inside station advertisement may be
display static advertisement on fixed advertisement boards/panels as well as
through digital displays, putting up promotional canopies etc. Area of
advertisement space may be fixed based on type of station i.e. elevated or
underground station, size of station, footfall of station etc.

b) Outdoor Advertisement: - Commercial Advertisement may be allowed by

putting Advertisement boards on Metro Civil Structure/Ancillary Buildings/Via
Duct/FOBs/Metro Pillars. Scope of the Outdoor advertisement may be to put
up static advertisement display at the Metro Pillars/FOBs/Metro
Viaduct/Ancillary Building/Lift Lobby etc. Area of advertisement space may be
decided based on type, size of station and footfall of station etc. and as per
policy of Urban Local Body.

c) Advertisement on Trains: - MEGA may allow Commercial Advertisement on

Metro Rail Trains; inside on prefabricated advertisement spaces and outside
by wrapping of trains. Bidder may wrap 10% of available cars subject to
maximum of 20% trains available in the line as well as may do advertisement
on pre-designated spaces inside the Metro Trains.

d) Co-Branding:- Co-Branding by Suffixing/Prefixing of Brand Name with the

Metro Station name may be allowed for selected metro stations. Co-branding
rights may be awarded to the eligible/competent parties through tendering
process. The Scope under this type of advertisement may be to Suffix the
Brand name with the Metro Station name whereas for Stations. Colouring of
the station in brand colour as well as inside and outside Advertisement rights
for the station may also be permitted. The contract may be awarded generally
for tenure of 10 years which may be further extendable by 5 years on mutually
agreeable terms and conditions. The bidders quote the lump sum rate/annum
for the total scope offered at the station.

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e) Advertisement on Smart Card/Tokens: - One time commercial

advertisement on Metro smart cards/tokens may be permitted. The rights of
advertise may be awarded tendering process.

(ii) Shops:
a) Built Up shops: - Built up shops on the selected Metro Stations may be
available on license basis. These types of Shops may have an inbuilt
structure and located within the Metro Stations. The Shops awarded to the
eligible/competent parties through tendering process. The shops which fail
to attract any bid through tendering process may be made available
through Walk-in-basis Scheme (First come first serve basis) wherein the
bidders may take the shops at reserve price.

b) Bare spaces: - Unutilized bare spaces may also be licensed. The bare
spaces may be awarded to the eligible/competent parties through tendering
process with a scope to do all permitted/legal commercial activities by
developing the bare spaces into a commercial space at their own cost. The
tenure for the spaces may be decided based on the area which is to be
developed by the bidder.

(iii) Kiosk
a) Kiosks: - Leasing of small bare spaces to operate small kiosks for commuters
facilitations may be allowed on the metro stations.

b) Tom spaces: -Unused TOM spaces may be leased to operate eateries etc.
through tendering process.

c) Health Monitors/BMI Machines: - Small bare spaces may be allotted to install

Health Monitor/BMI Machines as commuter facilitation.

d) Parcel Machines: - Small bare spaces may be allotted to install smart parcel
delivery system as commuter facilitation.

e) Water Vending Kiosk: - Small bare spaces may be allotted to install Water
Vending Kiosks as commuter facilitation.

f) ATMs - Bare spaces may be leased to Banks to install and operate their
ATMs/e-lobby at Metro Stations as commuter facility.

vi) Telecoms:
a) Telecom Towers: - The spaces in metro corridor premise may be leased for
installation of Telecom Towers to enhance/provide the mobile connectivity.
Commuters may get better mobile connectivity at the Metro Stations and its
vicinity and MEGA may earns revenue also.

b) Small Cells: - Leasing of spaces on DMRC pillars to install Small Telecom

equipment to enhance the mobile connectivity may also be considered. The
spaces may be allotted to the different telecom operators through tendering

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mode for commuters to get better mobile connectivity at the vicinity of DMRC
viaduct as well as for MEGA to earn revenue also.

19.3.4.2 Additional Income from Property Development: MEGA/BOT operator will

engage a developer/Concessionaire for generating rental income. It is assumed
that about 20.00 Hectare. i.e., 80,00,000 square feet area will be available for
property development with a FAR of 4. The developer will bring equity to the
extent of Rs. 444.00 crore and the balance amount towards construction shall be
raised by SPV as 12% Market Debt. The current rental revenue in Ahmedabad
City is Rs. 35 per Sq. ft. The estimated development cost will be Rs.1770.00
crore. It is assumed that the rental revenue will accrue to the developer from the
FY 2023-24 which has been escalated @5% every year. Out of the estimated
rental income, apart from meeting maintenance expenditure, the developer will
repay the loan and interest. After meeting these obligations and retaining 14%
return on his equity with an escalation @5% every year, the residual rental
earnings will accrue to SPV, which has been taken into account in the FIRR
calculations. The details of PD income accrue to SPV under all the three options
is tabulated as under; -

Table 19.7 Estimated generation of Rental Income from PD

(In respect of all the three Options)
Rs. in Crore
Mainten Bal Intere Return Residua
Const Loan
Rental ance Loan st on @14% to l rental
Year ructio Loan IDC repay
Income Expendit Amou Loan the income
n cost ment
ure nt @12% developer to SPV
2018 - 2019 320 209 13 222 -111
2019 - 2020 336 225 28 475 -111
2020 - 2021 353 242 33 750 -111
2021 - 2022 371 260 37 1047 -111
2022 - 2023 390 390 47 1484 0
2023 - 2024 86 9 148 1336 178 62 -311
2024 - 2025 118 12 148 1188 160 65 -267
2025 - 2026 165 17 148 1040 143 68 -211
2026 - 2027 261 26 148 892 125 71 -109
2027 - 2028 438 44 148 744 107 75 64
2028 - 2029 460 46 148 596 89 79 98
2029 - 2030 483 48 148 448 72 83 132
2030 - 2031 507 51 148 300 54 87 167
2031 - 2032 532 53 148 152 36 91 204
2032 - 2033 559 56 152 0 18 96 237
2033 - 2034 587 59 101 427
2034 - 2035 616 62 106 448
2035 - 2036 647 65 111 471
2036 - 2037 679 68 117 494
2037 - 2038 713 71 123 519
2038 - 2039 749 75 129 545
2039 - 2040 786 79 135 572
2040 - 2041 826 83 142 601
2041 - 2042 867 87 149 631
2042 - 2043 910 91 156 663
2043 - 2044 956 96 164 696
2044 - 2045 1004 100 172 732
2045 - 2046 1054 105 181 768
2046 - 2047 1106 111 190 805
2047 - 2048 1162 116 200 846
Total 1770 16271 1630 1326 158 1484 982 2509 9222

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19.4 FINANCIAL INTERNAL RATE OF RETURN (FIRR)

19.4.1 The Financial Internal Rate of Return (FIRR) obtained for 30 years life cycle
business model including construction period without additional PD Income and
with additional PD Income from 20 Hectare Land under option II is tabulated in
Table 19.8.1 below:

19.8.1 FIRR
FIRR without Additional FIRR with Additional
Alternative
PD Income PD Income
Option II 2.12% 6.01%

19.4.2 The FIRR with all taxes & duties including land cost without additional PD Income
and with additional PD Income for options II is produced in Table 19.8.2 and 19.8.3
below:

Table 19.8.2 –FIRR with All Taxes without additional PD Income

(Option II)
Figs in Rs./crore
Cash
Outflow Inflow
Flow
Year Additio
Completi Running Replacement Total Fare Box PD Total
nal IRR
on Cost Expenses costs Costs Revenue &ADVT Revenue
Cost
2019 - 2020 482.16 482 0 -482
2020 - 2021 1008.73 1009 0 -1009
2021 - 2022 1316.44 1316 0 -1316
2022 - 2023 1646.34 1646 0 -1646
2023 - 2024 856.5 0 857 0 -857
2024 - 2025 0 0 165 165 158 24 182 17
2025 - 2026 0 0 173 173 168 25 193 20
2026 - 2027 0 0 183 183 199 30 229 46
2027 - 2028 0 0 193 193 211 32 243 50
2028 - 2029 0 0 204 204 249 37 286 82
2029 - 2030 0 0 216 216 264 40 304 88
2030 - 2031 0 0 229 229 313 47 360 131
2031 - 2032 0 0 244 244 331 50 381 137
2032 - 2033 0 0 259 259 393 59 452 193
2033 - 2034 0 0 282 282 415 62 477 195
2034 - 2035 0 0 289 289 483 72 555 266
2035 - 2036 0 0 311 311 500 75 575 264
2036 - 2037 0 0 334 334 582 87 669 335
2037 - 2038 0 0 359 359 603 90 693 334
2038 - 2039 0 0 386 386 700 105 805 419
2039 - 2040 0 0 416 416 725 109 834 418
2040 - 2041 0 0 447 447 841 126 967 520
2041 - 2042 0 0 482 482 871 131 1002 520
2042 - 2043 0 0 519 519 1010 152 1162 643
2043 - 2044 0 0 571 571 1046 157 1203 632
2044 - 2045 0 0 615 846 1461 1202 180 1382 -79
2045 - 2046 0 0 663 888 1551 1231 185 1416 -135
2046 - 2047 0 0 714 0 714 1408 211 1619 905
2047 - 2048 0 0 770 0 770 1443 216 1659 889
2048 - 2049 831 0 831 1655 248 1903 1072
Total 5310 0 9855 1734 16899 17001 2550 19551 2.12%

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Table 19.8.3 –FIRR with All Taxes with additional PD Income

(Option II)
Figs in Rs./crore
Inflow Cash
Outflow
Flow
Year Comple Additio Running Replaceme Total Fare Box PD Total IRR
tion nal Expenses nt costs Costs Revenue &ADVT Revenue
Cost Cost
2019 - 2020 482.16 482 0 -482
2020 - 2021 1008.7 1009 0 -1009
2021 - 2022 3
1316.4 1316 0 -1316
2022 - 2023 4
1646.3 1646 0 -1646
2023 - 2024 4
856.5 857 0 -857
2024 - 2025 0 0 165 165 158 -287 -129 -294
2025 - 2026 0 0 173 173 168 -242 -74 -247
2026 - 2027 0 0 183 183 199 -181 18 -165
2027 - 2028 0 0 193 193 211 -77 134 -59
2028 - 2029 0 0 204 204 249 101 350 146
2029 - 2030 0 0 216 216 264 138 402 186
2030 - 2031 0 0 229 229 313 179 492 263
2031 - 2032 0 0 244 244 331 217 548 304
2032 - 2033 0 0 259 259 393 263 656 397
2033 - 2034 0 0 282 282 415 299 714 432
2034 - 2035 0 0 289 289 483 499 982 693
2035 - 2036 0 0 311 311 500 523 1023 712
2036 - 2037 0 0 334 334 582 558 1140 806
2037 - 2038 0 0 359 359 603 584 1187 828
2038 - 2039 0 0 386 386 700 624 1324 938
2039 - 2040 0 0 416 416 725 654 1379 963
2040 - 2041 0 0 447 447 841 698 1539 1092
2041 - 2042 0 0 482 482 871 732 1603 1121
2042 - 2043 0 0 519 519 1010 783 1793 1274
2043 - 2044 0 0 571 571 1046 820 1866 1295
2044 - 2045 0 0 615 846 1461 1202 876 2078 617
2045 - 2046 0 0 663 888 1551 1231 917 2148 597
2046 - 2047 0 0 714 0 714 1408 979 2387 1673
2047 - 2048 0 0 770 0 770 1443 1021 2464 1694
2048 - 2049 0 0 831 0 831 1655 1094 2749 1918
Total 5310 0 9855 1734 16899 17001 11772 28773 6.01%

The various sensitivities with regard to increase/decrease in capital costs, O&M

costs and revenues for option II is placed in Table 19.9 below:

Table 19.9 –FIRR SENSITIVITY (Without Additional PD Income) (Option II)

Capital Cost with Central Taxes
but without land cost
20% increase 10% increase 10% decrease 20% decrease
in capital cost in capital cost in capital cost in capital cost
1.25% 1.66% 2.63% 3.19%
REVENUE
20% decrease 10% decrease 10% increase 20% increase
in Fare Box in Fare Box in Fare Box in Fare Box
revenue revenue revenue revenue
-1.33% 0.63% 3.34% 4.39%
O&M COSTS

10% increase in O&M cost 10% decrease in O&M cost

1.40% 2.78%

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These sensitivities have been carried out independently for each factor.

19.5 FINANCING OPTIONS

Objectives of Funding: The objective of funding metro systems is not necessarily

enabling the availability of funds for construction but coupled with the objective of
financial closure are other concerns, which are of no less importance:

 Ensuring low project cost

 Ensuring debt funds at low rates of interest
 Creating self sustainable system in the long run by
o Low infrastructure maintenance costs
o Longer life span
o Setting fares which minimise dependence on subsidies
 Recovering returns from both direct and indirect beneficiaries

Rail based mass transit systems are characterised by heavy capital investments
coupled with long gestation period leading to low financial rates of return although
the economic benefits to the society are immense. Such systems generate
externalities, which do not get captured in monetary terms and, therefore, do not
flow back to the system. However, experience all over the world reveals that both
construction and operations of metro are highly subsidised. Government
involvement in the funding of metro systems is a foregone conclusion. Singapore
had a 100% capital contribution from the government, Hong Kong 78% for the first
three lines and 66% for the later 2 lines. The Phase-I, Phase-II as well as Phase-
III of Delhi MRTS project, Chennai and Bengaluru metros are also funded with a
mixture of equity and debt (ODA) by GOI & concerned state governments.

19.5.1 Alternative Models of Financing

The financing option shall depend upon selection of the dedicated agency created
to implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the State Government Control (Delhi Metro Rail
Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC)/Chennai Metro
Rail Corporation/Mumbai Metro Rail Corporation
(ii) Design-Build-Finance-Operate-Transfer (DBFOT), and
(iii) Public Private Partnership (PPP)

19.5.1.1SPV Model: - The corridors are a standalone one and a separate SPV with the
name Metro Link Express for Gandhinagar and Ahmedabad (MEGA) Company
Ltd, A SPV of GoI and GoG is already in existence for execution of Phase I Metro
project. The funding pattern under this model (SPV) for option II is placed in table
19.10 below: -

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Table 19.10 Funding pattern under SPV model (with all taxes)
(Rs./Crore)
Particulars With Taxes & Duties
Amount (Rs./Crore) % of contribution
Equity By GOI 757.11 15.28%
Equity By GOG 757.11 15.28%
SD for Total Taxes by GOG (2/3rd) 468.06 9.44%
SD for Total Taxes by GOI (1/3rd) 234.03 4.72%
Loan from bilateral/ multilateral
2739.38 55.28%
agencies
Sub-Total 4955.69 100.00%
Subordinate Debt for Land Including
262.48
R&R cost by GoG
Sub-Total 5218.17
Concessionaire Fund for PPP
92.00
Component (AFC for Stations)
Sub-Total 5310.17
IDC for Loan to be borne by GoG 74
Grand Total 5384.17

19.5.1.2 DBFOT Model: In this model, the private firm will be responsible for financing,
designing, building, operating and maintaining of the entire project. The
contribution of Government of Gujarat will be limited to cost of land only. Such a
project become eligible for Viability Gap Funding (VGF) up to 20% from the Central
Government provided the state government also contribute same or more amount
towards the project. The metro being a social sector project not much private
parties are available to bid for such a project. Besides quite expectedly the private
operator may demand assured rate of return in the range of 16% to 18% or a
comfort of guaranteed ridership.

19.5.1.3 PPP Model: - Under this option, Government funds the fixed infrastructure such as
land and basic civil structures, and a private investor funds all the systems such as
rolling stock, signalling, power supply, traction, track, fare collection, E&M works
etc including station architectural finishes. An example of this is Delhi Metro
Airport line. Under this arrangement the government’s investment will be about
57% of the cost of the Project and the PPP operator funds the remaining
43%. Under this model the concessionaire, operates and maintains the system to
the required and agreed service and safety levels. All the revenues will accrue to
the Operator and at the end of the concession period the project is handed over to
the owner. Ridership risks are taken by the operator or shared by the operator and
owner. The PPP operator pays a specified amount every year to the Govt. out of
his revenues. It could be that he may need a viability gap funding (VGF)
even. The VGF (positive or negative) will be known only after competitive bidding.

As per new Metro Policy 2017 issued by Ministry of Housing and Urban Affairs
(MH&UA), the private participation either for complete provisioning of metro rail or
for some unbundled components will form an essential requirement for all metro
rail project proposals seeking central financial assistance. Accordingly, cost of
Automatic Fare Collection (AFC) system has been proposed under PPP mode.

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19.6. RECOMMENDATIONS

The FIRR without and with Additional PD Income from 20 Hectare land is 2.12%
and 6.01% under option II.

As per Metro Rail Policy 2017, issued by the Ministry of Housing and Urban
Affairs, (MOH&UA), GOI, apart from financial viability, the economic and social
viability of the project is also required to be assessed. The Economic Internal Rate
of Return (EIRR) for any metro rail project proposal should be 14% and above for
consideration of its approval. Accordingly, the metro corridors under option II
discussed above are recommended for implementation provided the required
EIRR works out to 14% or above. The Metro Link for Gandhinagar to Ahmedabad
(MEGA) may explore the possibility for generation of fund from TOD development,
Value Capture Financing, Increase in Floor Area Ratio (FAR), Imposition of Green
Cess etc to make the system self-sustainable.

The detailed cash flow statements under various alternatives under option II are
enclosed as per detail given below:-
Option Table No.

SPV Model with bilateral/ multilateral Loan 19.11

SPV Model with bilateral/ multilateral Loan with Additional PD Income 19.12

SPV Model with Market Borrowings 19.13

SPV Model with Market Borrowings with Additional PD Income 19.14

The funding pattern assumed under SPV model is depicted in the pie chart i.e.,
Figure 19.2 for Option II as under: -

Figure 19.2 Funding pattern under SPV Model

Option II
Particulars

15.28% Equity By GOI

15.28%
55.28% Equity By GOG
9.44%

SD for Overall Taxes

(Post GST) by GOG (2/3)

4.72% SD for Overall Taxes

(Post GST) by GOI (1/3)

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 Ahmedabad Metro (Phase-II) : Motera Stadium to Mahatma Mandir Corridor and GNLU to Gift City Corridor Table 19.11
CAPITAL COST-FIXED 4822
CAPITAL COST - CURRENT 5310.17 Multilateral/Bilateral 1.40%
DOMESTIC FUNDING - BASE CASE

Completion Additional Running Depreciation Replaceme Total Cost Fare box PD & Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative Interest Profit Cash Cumulative
Cost Capital Expenses nt Cost Revenue Advertisem Revenue Flow for IRR GOI & of cash cash of Loan loan incl. before Tax Balance Cash
Year ent GOG+PPP IDC
component
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
2019 - 2020 482.16 482 0 -482 478 -4 -4 4 4 0 0 4
2020 - 2021 1008.73 1009 0 -1009 682 -327 -331 331 327 0 2 333
2021 - 2022 1316.44 1316 0 -1316 682 -634 -965 965 634 0 9 976
2022 - 2023 1646.34 1646 0 -1646 591 -1055 -2021 2021 1055 0 21 2053

DPR for Ahmedabad Phase-II Metro Rail Corridor

2023 - 2024 856.5 857 0 -857 203 -654 -2674 2674 654 0 33 2739
2024 - 2025 0 0 165 161 165 158 24 182 17 0 0 0 0 0 0 2739 38 -182 -21 -21
2025 - 2026 0 0 173 161 173 168 25 193 20 0 0 0 0 0 2739 38 -180 -19 -40
2026 - 2027 0 0 183 161 183 199 30 229 46 0 0 0 0 0 2739 38 -153 8 -32
2027 - 2028 0 0 193 161 193 211 32 243 50 0 0 0 0 0 2739 38 -149 12 -20
2028 - 2029 0 0 204 161 204 249 37 286 82 0 0 0 0 0 2739 38 -117 44 23
2029 - 2030 0 0 216 161 216 264 40 304 88 0 0 0 0 137 2602 38 -112 -88 -64
2030 - 2031 0 0 229 161 229 313 47 360 131 0 0 0 0 137 2465 36 -67 -43 -107
2031 - 2032 0 0 244 161 244 331 50 381 137 0 0 0 0 137 2328 35 -58 -34 -141
2032 - 2033 0 0 259 161 259 393 59 452 193 0 0 0 0 137 2191 33 -1 23 -118
2033 - 2034 0 0 282 161 282 415 62 477 195 0 0 0 0 137 2054 31 4 28 -90
2034 - 2035 0 0 289 161 289 483 72 555 266 0 0 0 0 137 1917 29 76 100 10
2035 - 2036 0 0 311 161 311 500 75 575 264 0 0 0 0 137 1780 27 77 101 111
2036 - 2037 0 0 334 161 334 582 87 669 335 0 0 0 0 137 1644 25 149 173 284
2037 - 2038 0 0 359 161 359 603 90 693 334 0 0 0 0 137 1507 23 150 174 458
2038 - 2039 0 0 386 161 386 700 105 805 419 0 0 0 0 137 1370 21 237 261 719
2039 - 2040 0 0 416 161 416 725 109 834 418 0 0 0 0 137 1233 19 238 262 981
2040 - 2041 0 0 447 161 447 841 126 967 520 0 0 0 0 137 1096 17 341 365 1347
2041 - 2042 0 0 482 161 482 871 131 1002 520 0 0 0 0 137 959 15 344 368 1714
2042 - 2043 0 0 519 161 519 1010 152 1162 643 0 0 0 0 137 822 13 469 493 2207
2043 - 2044 0 0 571 161 571 1046 157 1203 632 0 0 0 0 137 685 12 459 483 2691
2044 - 2045 0 0 615 186 846 1461 1202 180 1382 -79 0 0 0 0 137 548 10 571 -226 2465
2045 - 2046 0 0 663 213 888 1551 1231 185 1416 -135 0 0 0 0 137 411 8 532 -279 2185
2046 - 2047 0 0 714 213 0 714 1408 211 1619 905 0 0 0 0 137 274 6 686 762 2947
2047 - 2048 0 0 770 213 0 770 1443 216 1659 889 0 0 0 0 137 137 4 672 748 3695
2048 - 2049 0 0 831 213 0 831 1655 248 1903 1072 0 0 0 0 137 0 2 857 933 4629
5310.17 0 9855 4258 1734 16899 17001 2550 19551 2.12% 2636 2674 2739 65 594 4844 4629

March 2019
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573
 Ahmedabad Metro (Phase-II) : Motera Stadium to Mahatma Mandir Corridor and GNLU to Gift City Corridor Table 19.12
CAPITAL COST-FIXED 4822
CAPITAL COST - CURRENT 5310.17 Multilateral/Bilateral 1.40%
DOMESTIC FUNDING - BASE CASE

Completion Additional Running Depreciation Replaceme Total Cost Fare box PD & Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative Interest Profit Cash Cumulative
Cost Capital Expenses nt Cost Revenue Advertisem Revenue Flow for IRR GOI & of cash cash of Loan loan incl. before Tax Balance Cash
Year ent GOG+PPP IDC
component
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
2019 - 2020 482.16 482 0 -482 478 -4 -4 4 4 0 0 4
2020 - 2021 1008.73 1009 0 -1009 682 -327 -331 331 327 0 2 333
2021 - 2022 1316.44 1316 0 -1316 682 -634 -965 965 634 0 9 976
2022 - 2023 1646.34 1646 0 -1646 591 -1055 -2021 2021 1055 0 21 2053

DPR for Ahmedabad Phase-II Metro Rail Corridor

2023 - 2024 856.5 857 0 -857 203 -654 -2674 2674 654 0 33 2739
2024 - 2025 0 0 165 161 165 158 -287 -129 -294 0 0 0 0 0 0 2739 38 -493 -332 -332
2025 - 2026 0 0 173 161 173 168 -242 -74 -247 0 0 0 0 0 2739 38 -447 -286 -618
2026 - 2027 0 0 183 161 183 199 -181 18 -165 0 0 0 0 0 2739 38 -364 -203 -821
2027 - 2028 0 0 193 161 193 211 -77 134 -59 0 0 0 0 0 2739 38 -258 -97 -918
2028 - 2029 0 0 204 161 204 249 101 350 146 0 0 0 0 0 2739 38 -53 108 -811
2029 - 2030 0 0 216 161 216 264 138 402 186 0 0 0 0 137 2602 38 -14 10 -800
2030 - 2031 0 0 229 161 229 313 179 492 263 0 0 0 0 137 2465 36 65 89 -711
2031 - 2032 0 0 244 161 244 331 217 548 304 0 0 0 0 137 2328 35 109 133 -578
2032 - 2033 0 0 259 161 259 393 263 656 397 0 0 0 0 137 2191 33 203 227 -351
2033 - 2034 0 0 282 161 282 415 299 714 432 0 0 0 0 137 2054 31 241 265 -86
2034 - 2035 0 0 289 161 289 483 499 982 693 0 0 0 0 137 1917 29 503 527 441
2035 - 2036 0 0 311 161 311 500 523 1023 712 0 0 0 0 137 1780 27 525 549 990
2036 - 2037 0 0 334 161 334 582 558 1140 806 0 0 0 0 137 1644 25 620 644 1634
2037 - 2038 0 0 359 161 359 603 584 1187 828 0 0 0 0 137 1507 23 644 668 2302
2038 - 2039 0 0 386 161 386 700 624 1324 938 0 0 0 0 137 1370 21 756 780 3082
2039 - 2040 0 0 416 161 416 725 654 1379 963 0 0 0 0 137 1233 19 783 807 3889
2040 - 2041 0 0 447 161 447 841 698 1539 1092 0 0 0 0 137 1096 17 913 937 4827
2041 - 2042 0 0 482 161 482 871 732 1603 1121 0 0 0 0 137 959 15 945 969 5795
2042 - 2043 0 0 519 161 519 1010 783 1793 1274 0 0 0 0 137 822 13 1100 1124 6919
2043 - 2044 0 0 571 161 571 1046 820 1866 1295 0 0 0 0 137 685 12 1122 1146 8066
2044 - 2045 0 0 615 186 846 1461 1202 876 2078 617 0 0 0 0 137 548 10 1267 470 8536
2045 - 2046 0 0 663 213 888 1551 1231 917 2148 597 0 0 0 0 137 411 8 1264 453 8988
2046 - 2047 0 0 714 213 0 714 1408 979 2387 1673 0 0 0 0 137 274 6 1454 1530 10518
2047 - 2048 0 0 770 213 0 770 1443 1021 2464 1694 0 0 0 0 137 137 4 1477 1553 12071
2048 - 2049 0 0 831 213 0 831 1655 1094 2749 1918 0 0 0 0 137 0 2 1703 1779 13851
5310.17 0 9855 4258 1734 16899 17001 11772 28773 6.01% 2636 2674 2739 65 594 14066 13851

March 2019
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 Ahmedabad Metro (Phase-II) : Motera Stadium to Mahatma Mandir Corridor and GNLU to Gift City Corridor Table 19.13
CAPITAL COST-FIXED 4822
CAPITAL COST - CURRENT 5310.17 Market Borrowing 12.00%
DOMESTIC FUNDING - BASE CASE

Completion Additional Running Depreciation Replaceme Total Cost Fare box PD & Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative Interest Profit Cash Cumulative
Cost Capital Expenses nt Cost Revenue Advertisem Revenue Flow for IRR GOI & of cash cash of Loan loan incl. before Tax Balance Cash
Year ent GOG+PPP IDC
component
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
2019 - 2020 482.16 482 0 -482 478 -4 -4 4 4 0 0 4
2020 - 2021 1008.73 1009 0 -1009 682 -327 -331 331 327 0 20 351
2021 - 2022 1316.44 1316 0 -1316 682 -634 -965 965 634 0 78 1063
2022 - 2023 1646.34 1646 0 -1646 591 -1055 -2021 2021 1055 0 179 2298

DPR for Ahmedabad Phase-II Metro Rail Corridor

2023 - 2024 856.5 857 0 -857 203 -654 -2674 2674 654 0 282 3233
2024 - 2025 0 0 165 176 165 158 24 182 17 0 0 0 0 0 0 3233 388 -547 -371 -371
2025 - 2026 0 0 173 176 173 168 25 193 20 0 0 0 0 0 3233 388 -544 -368 -739
2026 - 2027 0 0 183 176 183 199 30 229 46 0 0 0 0 0 3233 388 -518 -342 -1081
2027 - 2028 0 0 193 176 193 211 32 243 50 0 0 0 0 0 3233 388 -514 -338 -1419
2028 - 2029 0 0 204 176 204 249 37 286 82 0 0 0 0 0 3233 388 -482 -306 -1725
2029 - 2030 0 0 216 176 216 264 40 304 88 0 0 0 0 162 3072 388 -476 -462 -2187
2030 - 2031 0 0 229 176 229 313 47 360 131 0 0 0 0 162 2910 369 -414 -400 -2586
2031 - 2032 0 0 244 176 244 331 50 381 137 0 0 0 0 162 2748 349 -388 -374 -2960
2032 - 2033 0 0 259 176 259 393 59 452 193 0 0 0 0 162 2587 330 -313 -299 -3258
2033 - 2034 0 0 282 176 282 415 62 477 195 0 0 0 0 162 2425 310 -291 -277 -3535
2034 - 2035 0 0 289 176 289 483 72 555 266 0 0 0 0 162 2263 291 -201 -187 -3722
2035 - 2036 0 0 311 176 311 500 75 575 264 0 0 0 0 162 2102 272 -183 -169 -3890
2036 - 2037 0 0 334 176 334 582 87 669 335 0 0 0 0 162 1940 252 -93 -79 -3969
2037 - 2038 0 0 359 176 359 603 90 693 334 0 0 0 0 162 1778 233 -75 -60 -4030
2038 - 2039 0 0 386 176 386 700 105 805 419 0 0 0 0 162 1617 213 29 44 -3986
2039 - 2040 0 0 416 176 416 725 109 834 418 0 0 0 0 162 1455 194 48 63 -3923
2040 - 2041 0 0 447 176 447 841 126 967 520 0 0 0 0 162 1293 175 169 183 -3740
2041 - 2042 0 0 482 176 482 871 131 1002 520 0 0 0 0 162 1132 155 189 203 -3536
2042 - 2043 0 0 519 176 519 1010 152 1162 643 0 0 0 0 162 970 136 331 346 -3191
2043 - 2044 0 0 571 176 571 1046 157 1203 632 0 0 0 0 162 808 116 340 354 -2837
2044 - 2045 0 0 615 201 846 1461 1202 180 1382 -79 0 0 0 0 162 647 97 469 -338 -3175
2045 - 2046 0 0 663 228 888 1551 1231 185 1416 -135 0 0 0 0 162 485 78 448 -374 -3549
2046 - 2047 0 0 714 228 0 714 1408 211 1619 905 0 0 0 0 162 323 58 618 685 -2864
2047 - 2048 0 0 770 228 0 770 1443 216 1659 889 0 0 0 0 162 162 39 622 688 -2176
2048 - 2049 0 0 831 228 0 831 1655 248 1903 1072 0 0 0 0 162 0 19 825 891 -1285
5310.17 0 9855 4633 1734 16899 17001 2550 19551 2.12% 2636 2674 3233 559 6014 -951 -1285

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 Ahmedabad Metro (Phase-II) : Motera Stadium to Mahatma Mandir Corridor and GNLU to Gift City Corridor Table 19.14
CAPITAL COST-FIXED 4822
CAPITAL COST - CURRENT 5310.17 Market Borrowing 12.00%
DOMESTIC FUNDING - BASE CASE

Completion Additional Running Depreciation Replaceme Total Cost Fare box PD & Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative Interest Profit Cash Cumulative
Cost Capital Expenses nt Cost Revenue Advertisem Revenue Flow for IRR GOI & of cash cash of Loan loan incl. before Tax Balance Cash
Year ent GOG+PPP IDC
component
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
2019 - 2020 482.16 482 0 -482 478 -4 -4 4 4 0 0 4
2020 - 2021 1008.73 1009 0 -1009 682 -327 -331 331 327 0 20 351
2021 - 2022 1316.44 1316 0 -1316 682 -634 -965 965 634 0 78 1063
2022 - 2023 1646.34 1646 0 -1646 591 -1055 -2021 2021 1055 0 179 2298

DPR for Ahmedabad Phase-II Metro Rail Corridor

2023 - 2024 856.5 857 0 -857 203 -654 -2674 2674 654 0 282 3233
2024 - 2025 0 0 165 176 165 158 -287 -129 -294 0 0 0 0 0 0 3233 388 -858 -682 -682
2025 - 2026 0 0 173 176 173 168 -242 -74 -247 0 0 0 0 0 3233 388 -811 -635 -1317
2026 - 2027 0 0 183 176 183 199 -181 18 -165 0 0 0 0 0 3233 388 -729 -553 -1870
2027 - 2028 0 0 193 176 193 211 -77 134 -59 0 0 0 0 0 3233 388 -623 -447 -2317
2028 - 2029 0 0 204 176 204 249 101 350 146 0 0 0 0 0 3233 388 -418 -242 -2559
2029 - 2030 0 0 216 176 216 264 138 402 186 0 0 0 0 162 3072 388 -378 -364 -2923
2030 - 2031 0 0 229 176 229 313 179 492 263 0 0 0 0 162 2910 369 -282 -268 -3190
2031 - 2032 0 0 244 176 244 331 217 548 304 0 0 0 0 162 2748 349 -221 -207 -3397
2032 - 2033 0 0 259 176 259 393 263 656 397 0 0 0 0 162 2587 330 -109 -95 -3491
2033 - 2034 0 0 282 176 282 415 299 714 432 0 0 0 0 162 2425 310 -54 -40 -3531
2034 - 2035 0 0 289 176 289 483 499 982 693 0 0 0 0 162 2263 291 226 240 -3291
2035 - 2036 0 0 311 176 311 500 523 1023 712 0 0 0 0 162 2102 272 265 279 -3011
2036 - 2037 0 0 334 176 334 582 558 1140 806 0 0 0 0 162 1940 252 378 392 -2619
2037 - 2038 0 0 359 176 359 603 584 1187 828 0 0 0 0 162 1778 233 419 434 -2186
2038 - 2039 0 0 386 176 386 700 624 1324 938 0 0 0 0 162 1617 213 548 563 -1623
2039 - 2040 0 0 416 176 416 725 654 1379 963 0 0 0 0 162 1455 194 593 608 -1015
2040 - 2041 0 0 447 176 447 841 698 1539 1092 0 0 0 0 162 1293 175 741 755 -260
2041 - 2042 0 0 482 176 482 871 732 1603 1121 0 0 0 0 162 1132 155 790 804 545
2042 - 2043 0 0 519 176 519 1010 783 1793 1274 0 0 0 0 162 970 136 962 977 1521
2043 - 2044 0 0 571 176 571 1046 820 1866 1295 0 0 0 0 162 808 116 1003 1017 2538
2044 - 2045 0 0 615 201 846 1461 1202 876 2078 617 0 0 0 0 162 647 97 1165 358 2896
2045 - 2046 0 0 663 228 888 1551 1231 917 2148 597 0 0 0 0 162 485 78 1180 358 3254
2046 - 2047 0 0 714 228 0 714 1408 979 2387 1673 0 0 0 0 162 323 58 1386 1453 4707
2047 - 2048 0 0 770 228 0 770 1443 1021 2464 1694 0 0 0 0 162 162 39 1427 1493 6200
2048 - 2049 0 0 831 228 0 831 1655 1094 2749 1918 0 0 0 0 162 0 19 1671 1737 7937
5310.17 0 9855 4633 1734 16899 17001 11772 28773 6.01% 2636 2674 3233 559 6014 8271 7937

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VIABILITY AND NON-FARE BOX REVENUE

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VIABILITY AND NON-FARE BOX REVENUE

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VIABILITY AND NON-FARE BOX REVENUE

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 CHAPTER 20 – ECONOMIC APPRAISAL

Chapter – 20

ECONOMIC APPRAISAL

20.1 INTRODUCTION

Economic appraisal aims to represent a complete view of contribution of upcoming

Metro system benefiting the society in form of money value. Thus calculating
Economic Internal Rate of Return measures viability of the project. This part of study
quantifies benefits by saving of time, saving in cost of public and private transport,
saving in fuel consumption, increasing safety of passengers, reduction in traffic
congestion and reduction in air pollution.

Metro corridors in phase-I and phase-II with corridor-I (East-West Corridor: Thaltej
Gam to Vastral Gam), corridor-II (North-South Corridor: APMC to Motera Stadium)
and corridor-II extension (Motera Stadium to Mahatma Mandir) are proposed to be
operational from 2022. However, start of construction is considered from 2019 and
economic benefits are estimated from this year (2019) onward for coming 30 years.
Therefore, 2048 is considered as horizon year for the project.

20.2 OPTION EVALUATION

An option collating with financial Analysis for operation of two corridors – Motera
Stadium to Mahatma Mandir and GNLU to GIFT City has been evaluated for second
phase of metro project. Summary Table for this is as follows. The detail of economic
evaluation along with EIRR estimation for this option has been highlighted in the
preceding write up.

Table 20.1 Summary of Estimated EIRR

Distance Calculated
Corridor Name of Corridor
(km) EIRR
I Motera Stadium to Mahatma Mandir Corridor 22.838
II GNLU to GIFT City Corridor 5.416
Total 28.254 18.28%

20.3 TRANSPORT DEMAND ON METRO CORRIDOR

The public transportation system of the city consists of City bus operation by AMTS
and VTCOS, BRTS operation „Janmarg‟ and Auto rickshaw by private operators. The
forecasted value of traffic for 2021 for various mode are presented in Table 20.2

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Table 20.2 Travel Demand Forecast for Ahmedabad in 2021 with Metro
Trips in 2021
Mode
Option I Option II Option III
Two Wheeler 1,483,148 1,206,681 970,065
IPT (Auto + Others) 356,790 290,331 233,450
Four wheeler 596,851 485,482 390,171
Bus 345,315 280,968 225,895
Metro 124,938 111,589 99,791
Total Trips 2,907,042 2,375,052 1,919,371

20.4 ECONOMIC ANALYSIS APPROACH

The economic appraisal for this project is based on principles of Social Cost Benefit
Analysis. Incremental costs and benefits are considered for estimation of “with” or
“without” the system in two alternative scenarios. The benefit streams are calculated
according to the market price by converting it using proper shadow prices. In favor of
expected externalities and anomalies on pricing system of real world this conversion
is carried out. Economic Net Present Value as the sum of differences between
discounted benefits and cost flows is calculated. Estimation of net cost/benefit and
economic viability in terms of Economic Internal Rate of Return is prepared with
Discounted Cash Flow Method. The adopted framework for economic analysis is
shown in

Figure 20.1.

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Figure 20.1 Analytical Framework for Economic Appraisal

20.5 EVALUATION ASSUMPTIONS

Value of some of the key factors have been assumed for economic evaluation are
enlisted in Table 20.3

Table 20.3 Evaluation Assumptions

Parameter Assumption
Price Level 2017
First year of operation 2024
Last year of operation 2048
Construction period 4 years (2019-2023)
Daily to annual factor 365

20.6 COST ESTIMATION

Total cost of project comprises of capital cost, operation/maintenance cost and

capital replacement cots. While calculating capital cost infrastructure cost including
civil engineering, land, track, power supply, traction system, signaling,
telecommunication and cost of rolling stock are considered. Cost of operation and
maintenance is calculated based on Metro operation in other parts of the country.

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Estimated capital cost for Ahmedabad Metro including all phases is Rs. 5,310 Crores
with assumption of escalation factor of 7%. The summary of values is shown in Table
20.4

Table 20.4 Estimated Cost to Economy for Ahmedabad Metro Corridor

Component Cost in Rs. Crores
Completion Cost 5,310
Operating Cost 165 (first operational year)
Source: Cash Flow Estimation by DMRC

20.7 ESTIMATION OF BENEFITS

Metro System operation will contribute to various socio-economic benefits causing

reduction Starting of metro system operation will show significant reduction on road
traffic thus will contribute to various socio-economic benefits. It may reduce the
number of buses in the public transport and number of private vehicles on road. It
may increase the overall speed of traffic by mitigating congestion. It will show
significant reduction in fuel consumption thus decrease air pollution. It may reduce
number of road accidents and ensure safe passenger movement.

The estimated streams of benefit in this analysis has following components

 Capital and Operating Cost of Public and Private vehicle depending on current
congestion norms and total volume of passenger traffic in absence of Metro
operation.
 Saving in Capital and Operating Cost of Public and Private vehicle based on
estimated shift of passenger trips to Metro from other modes of transport.
 Saving in time of passengers travelling in Metro by increasing travel speed
 Saving in time of passengers in other modes by reducing congestion in traffic on road
 Saving in Road accidents and air pollution after introduction of Metro
 Saving in road infrastructure and development cost to cope up with future travel
demand without Metro operation

Some of the social benefits could be evaluated due to lack of universally acceptable
norms. These benefits include:

 Increased accessibility of catchment area

 Reduction in road stress
 Economic stimulation in the micro region of the infrastructure
 Increase in overall mobility
 Business Opportunities
 Improving the image of the city

20.7.1 Saving in Capital & Operating Cost of Public & Private Vehicles
With starting of Metro operation in Ahmedabad city significant number of buses will
be reduced from public transportation system. The value would be saved in form of
capital and operating cost of public and private vehicles. Estimated saving operating

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 CHAPTER 20 – ECONOMIC APPRAISAL

cost of public and private vehicles in 2024, 2032 and 2042 are Rs. 423 Crores, Rs.
727 Crores and Rs. 1,943 Crores respectively. Estimated saving in capital for public
transportation buses is Rs. 12 Crores in 2024. Cost for fuel, maintenance, installation
cost and depreciation are taken into account while calculation vehicle operating cost.

20.7.2 Passenger Time Saving

Following Metro Operation traffic congestion is expected to decrease thus travel time
of commuters on road in both public and private transportation will be saved.
Estimated passenger travel time saving on road in form of value of money is Rs. 223
Crores in 2024.

While estimating passenger wage per hour the value from the household survey
samples are considered for per capita income regarding various classification. The
value of time for non-working trips is taken as 30% of the household income as per
the thumb rules.

20.7.3 Road Accident Cost Saving

Metro operation is expected to reduce traffic from road significantly thus reduction of
road accident is also anticipated. The cost of accident includes medical and
insurance expenses and damage to vehicle which can be saved by reduction of road
accident due to Metro. The value of benefit for 2024, 2032 and 2042 are Rs. 47
Crores, Rs. 154 Crores, Rs. 605 Crores respectively. In due calculation of vehicle
operating cost

20.7.4 Air Pollution Reduction

Reduced traffic on road duo to implementation of Metro will lead to lesser vehicular
emission. This will improve the quality of environment by reduction of air pollution.
The amount calculated as saving is Rs. 19 Crores in 2024. Further in 2032 and 2042
Rs. 40 Crores and Rs. 88 Crore could be saved.

20.7.5 Shadow Pricing

Estimation of values is based on market prices. The prices however are translucent
due lack of information regarding source cost. Market price varies depending on
number of factors. These factors can be governed by prices of inputs, monopolistic
market inputs, tax structure. In order to reduce the gap between hypothesis and
reality the following factors are considered for evaluation.

Table 20.5 Conversion factors

S. No. Item Factor
1 Capital Cost 0.83
2 Operations & Maintenance Cost 0.87
Replacement Cost 0.90
3 Saving in Capital & Operating Cost of Buses 0.90
4 Saving in Passenger Time 1.00
5 Saving in VOC 0.90
6 Saving in Accident Cost 0.90
7 Saving in Pollution Cost 1.00

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Source: Appraisal Guidelines for Metro Rail Proposals MoUD, 2017

20.8 RESULT OF ECONOMIC ANALYSIS

Cost and benefits for 25 years after commencement of Metro operation is estimated
and elaborated in Table 20.6. The years of construction is assumed as 2019 to 2023
for two phases of Metro with two corridors and extension. Estimated total cost is
subtracted from total benefit to arrive at net benefit. The cash flow is prepared in
discounting process to evaluate internal rate of return. The result proves this project
to be economically viable. While calculating the Net Present Value 12% discount rate
is considered as per ADB. EIRR for Metro system in Ahmedabad for Option -II is
estimated using shadow prices is 18.28%.

20.9 SENSITIVITY ANALYSIS

Sensitivity analysis with probable contingencies has been carried out. EIRR is
calculated with a) 10% cost overrun, b) 10% increase in Maintenance Cost, c) 10%
reduction in benefits and d) 10% reduction in benefits and 10% rise in cost.
Calculated EIRR for all these conditions are show in Table 20.6.

Table 20.6 Sensitivity Analysis and EIRR

Sensitivity EIRR
10% cost overrun 16.97%
10% increase in Maintenance Cost 18.07%
10% reduction in benefits 18.25%
10% reduction in benefits and 10% rise in cost 16.94%

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Table 20.7 Estimated EIRR

Economic Cost Benefit Analysis for Ahmedabad Metro

Running
Replacement Total Savings Time VOC Total Net Cash Discount
Year Capital Expenses of ACC/POL
costs Costs Buses Saving Saving Savings Flow Rate (12%)
Metro

2019 400 400 0 0 0 0 0 -400 -357

2020 837 837 0 0 0 0 0 -837 -667
2021 1,093 1,093 0 0 0 0 0 -1,093 -778
2022 1,366 1,366 0 0 0 0 0 -1,366 -868
2023 711 711 0 0 0 0 0 -711 -403
2024 143 143 12 223 423 65 723 580 294
2025 151 151 12 239 453 70 774 623 282
2026 159 159 13 255 484 75 828 669 270
2027 168 168 14 273 518 80 886 718 259
2028 178 178 15 292 555 86 948 770 248
2029 188 188 16 313 593 92 1,014 826 237
2030 200 200 17 335 635 98 1,085 886 227
2031 212 212 19 358 679 105 1,161 949 217
2032 226 226 40 383 727 194 1,344 1,118 229
2033 245 245 43 694 1,057 207 2,001 1,756 321
2034 251 251 46 743 1,131 222 2,141 1,890 308
2035 270 270 49 795 1,210 237 2,291 2,021 294
2036 290 290 53 850 1,295 254 2,452 2,161 281
2037 312 312 56 910 1,385 272 2,623 2,311 268
2038 336 336 60 973 1,482 291 2,807 2,471 256
2039 362 362 65 1,041 1,586 311 3,003 2,642 245
2040 389 389 69 1,114 1,697 333 3,214 2,824 233

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2041 419 419 74 1,192 1,816 356 3,439 3,019 223

2042 451 451 116 1,276 1,943 693 4,028 3,577 236
2043 497 497 124 1,661 2,588 742 5,114 4,618 272
2044 535 761 1,297 133 1,777 2,769 794 5,472 4,176 219
2045 577 799 1,376 142 1,901 2,963 850 5,855 4,480 210
2046 622 622 152 2,034 3,170 909 6,265 5,644 236
2047 670 670 162 2,177 3,392 973 6,704 6,034 226
2048 723 723 174 2,329 3,630 1,041 7,173 6,450 215
Total 4,407 8,574 1,561 14,542 1,676 24,137 38,182 9,352 73,346 58,805 3,233
EIRR NPV
18.28% 5904

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The below assumptions are used for estimation of vehicle operating cost and value of
time calculation.

Table 20.8 Assumptions for benefit estimation

Average Speed (km/hr) in
2024 VOC/ VOT /
Mode Occupancy
Without With km vehicle hr
Metro Metro
Two Wheeler 32 33 1.46 2.89 53
IPT (Auto + Others) 20 21 1.64 5.49 50
Four wheeler 24 25 1.34 8.46 95
Bus 16 16 24.25 19.47 49

Emission Estimated by the EIA Expert is considered as the base for calculation of
reduced air pollution benefits are shown in table below.

Table 20.9 Estimated Emission by EIA Expert

Estimation of Saving of Green House Gases Emission from substituted Vehicles
Average
Estimated Petro Diesel All Values in
Year Trip
PCE litres litres Grams
Length
CO2 CO NOx SO2 Particles VOC
2024 5.55 116439 38855 8199 109523484 2491679 433221 13563 6523 385675
2032 5.59 149917 50586 11214 145263412 2601195 461999 17976 6357 432081
2042 5.80 189666 65984 15370 192648312 2763965 496750 23884 6058 502485

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 CHAPTER 21 – IMPLEMENTATION PLAN

Chapter - 21

IMPLEMENTATION PLAN

21.1 WAY FORWARD FOR IMPLEMENTING AHMEDABAD METRO PROJECT PHASE-II

On receipt of the Detailed Project Report, following action will be required for
implementing the Ahmedabad Metro Phase-II:

 Approval to the Detailed Project Report to be taken from Gujarat State Government
(Cabinet approval).
 The DPR to be forwarded to the Ministry of Urban Development(GOI), NITI Aayog
and Finance Ministry with the request for approving the Metro project and for
financial participation through equity contribution in the MEGA.
 Signing of an MOU between Gujarat State Government and Government of India
giving all details of the Joint Venture bringing out the financial involvement of each
party, liability for the loans raised, the administrative control in the SPV, policy in
regard to fare structure, operational subsidy, if any, etc.
 MEGA Ltd, the Special Purpose Vehicle (SPV) already set up for implementing the
project and for its subsequent Operation & Maintenance.
 The Metro Railways (Amendment) Act-2009 can readily be made use of for
implementation of Ahmedabad Metro by declaring Ahmedabad City as
Metropolitan Area in terms of clause c of section 243 P of Constitution.
 Request to GOI for a notification for making the Metro Railways
(Amendment) Act 2009 applicable to Ahmedabad Metro if earlier it is available
only for Phase-I.
 In view of new Metro Rail Policy 2017, the State Government should formulate the
funding plan unbundling of PPP component for executing this project and get the
same approved by the Government of India. The loan portion of the funding will
have to be tied up by State Government in consultation with the Government of
India.
 The Government should freeze all developments along the corridors suggested.
For any constructions within 50 m. of the proposed alignment a system of No
Objection Certificate should be introduced so that infructuous expenditure at a later
stage is avoided.
 The Metro Railways (Amendment) Act-2009 can readily be made use of for
implementation of Ahmedabad Metro by declaring Ahmedabad City and
Gandhinagar area as Metropolitan Area.

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 In view of new metro policy Unified Metropolitan Transport Authority (UMTA)

should be formed within one year of submission of proposal of any metro project to
GoI.

21.2 IMPLEMENTATION ON DELHI METRO/CHENNAI METRO MODEL

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

The proposed date of commissioning of the corridors with suggested dates of important
milestones is given in Table 21.1

Table 21.1 - Implementation Schedule through DMRC model Phase I

Completion
S. No. Item of Work
Period
1 Submission of Final DPR to State Govt. D
2 Approval of DPR by State Government D + 0.5momth
Submission of DPR for Approval of Ministry of Urban
3 D + 1month
Development (MoUD).
4 Appoint interim Consultant for preliminary works D + 3months
5 Approval of Project by Public Investment Board D +3months
6 Sanction of Project by Government of India D +6months
7 Appoint General Consultant D +9months
Tendering, Execution of works and Procurement of
8 D +45months
equipments, coaches and installations
9 Testing and Commissioning D +46moths
10 Revenue Operation D +46months

21.3 ORGANISATIONAL SET-UP OF MEGA

MEGA is already implementing Phase-I of Ahmedabad Metro. Phase-II may also be

implemented by the same organization by augmenting the man power. However, it
would be worthwhile considering a stake of the local body like AMC, GMC, GUDA,
AUDA, etc.

21.4 CONTRACTS

21.4.1 Civil Works

It is proposed to carry out the civil works through following construction contracts-

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(a) Viaduct Construction-It is suggested that each contract can be limited to about 5 to 6 km
in length including stations therein.
(b) Station Contracts- It is proposed that each station contract comprises of 3 to 6 stations.

Corridor wise number of contracts is expected to be as follows:

Table 21.2 - Construction Strategy

Length Stations Proposed
Corridor
(km) (Nos.) Packages

Motera Stadium to Mahatma Mandir 22.838 20 3

GNLU to GIFT City 5.416 2 1

Architectural finishes, fire fighting arrangements and general electrification, will form part
of civil contracts.

21.4.2 System Contracts

 Design, construct and installation for Traction and Power Supply.
 Design, construct and installation of Signal and Telecommunication works.
 Design, construct and installation of lifts.
 Design, construct and installation of escalators.
 Design, construct and commissioning of Automatic Fare Collection System.
 Design and supply of rolling stock.
 Installation of track in Depot and on main line.
 Design and installation of Signages.

21.4.3 Depot Contracts

The contracts are required for Civil and E&M works for augmentation of Gyaspur Depot
and stabling depot at Indroda Circle. One package for civil works will be for each
location.

The number of contracts for supply of Depot Equipment may be decided as and when
the work is in progress.

21.5 HIGH POWER COMMITTEE

During the implementation of the project several problems with regard to acquisition of
land, diversion of utilities, shifting of structures falling on the project alignment,
rehabilitation of project affected persons, etc. are likely to arise. For expeditious
resolution of these problems, an institutional mechanism needs to be set up at the State
Government level. Towards this end, it is recommended that a High Power Committee
under the chairmanship of Chief Secretary, Gujarat should be set up. Other members of
this Committee should be Secretaries of the concerned Departments of the State
Government and Heads of civic bodies who will be connected in one way or the other

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with the implementation of the project. Commissioner of Ahmedabad Urban

Development Authority and Chief Executive Officer of Ahmedabad Nagar Nigam should
also be the member of this committee. This Committee should meet once a month and
sort out all problems brought before it by MEGA. For Delhi Metro also such a High
Power Committee was set up and it proved very useful in smooth implementation of the
Delhi Metro rail project.

21.6 LEGAL COVER FOR AHMEDABAD METRO PHASE-II

Construction of Ahmedabad Metro Phase-II should commence soon. Thus there will be
immediate need to declare Ahmedabad and Gandhinagar area put together as
Metropolitan area.

Implementation of proposed Ahmedabad Metro Phase-II can now be done under “The
Metro Railways (Amendment) Act 2009”. The copies of the Gazette notification and the
amendment are put up enclosure to this chapter.

21.7 CONCESSIONS FROM GOVERNMENT

Metro rail projects need very heavy investment. Loans have invariably to be taken to
fund a part of the capital cost of the projects. These projects yield low financial internal
rate of return. With reasonable fare level, servicing of these loans often pose problems.
To make the project financially viable, therefore, the fares need to be substantially
increased to socially un-acceptable levels. This results in the ridership coming down
significantly, as it is sensitive to increases in the fare level. Thus the very objective of
constructing the metro rail system to provide an affordable mode of mass travel for
public is defeated. It, therefore, becomes necessary to keep the initial capital cost of a
metro project as low as possible so that the fare level of the metro system can be kept at
reasonable level.
As in the case of Delhi Metro, the State Government should exempt/reimburse the State
Goods and Services Tax (SGST) to Ahmedabad Metro. However MEGA will explore
possibility of loan for State Taxes from Multilateral Funding Agencies. It should also
exempt the following: -

 Tax on electricity required for operation and maintenance of the metro system.
 Municipal Taxes.

As per the present policy 50% of the Central Taxes will be paid by GOI as subordinate
Debt and balance 50% will be paid by the concerned State Government. Gujarat State
Government may pursue the Central government to extend the same benefit to
Ahmedabad Metro.

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21.8 NEED FOR DEDICATED FUND FOR METRO PROJECTS

We also strongly recommend that the State Government start building up funds for the
project through dedicated levies as has been done by other State Governments notably
Karnataka.

To enable the State Governments to provide their share of equity in the Special Purpose
Vehicles set up for such projects, it would be necessary to constitute a Special Metro
Fund at the State Government level. The State Government should resort to imposition
of dedicated levies for raising resources for these Funds. Areas where such dedicated
levies are possible are given below:

 A 50% cess on the tax levies for registration of road vehicles.

 A Green Surcharge on fuel (petrol, diesel).

The above two levies would also assist to discourage the use of personalized motorized
vehicles and encourage the use of public transport, which would not only reduce the
pollution level in the city but also reduce traffic congestion on the road.

 A onetime Green Tax (Rs. 5000 to Rs. 10000 for four wheelers and Rs. 2000 for two
wheelers) on existing vehicles registered in the City.
 All receipts from traffic challans to be channeled to this Fund.
 A 1 % turnover Tax on all shops, restaurants and hotels on a monthly basis.
 A 20 % surcharge on Property Tax within the Corporation limits.
 Metro Tax @ 2% on pay rolls of all establishments having more than 100 employees.
Such cess is in existence in a number of Western countries for raising resources for
metro rail. The employers’ benefit a good deal by good Metro System.
 Surcharge @ 10% on luxury tax on the earning of all Star Hotels. At present level, the
luxury tax is 10%. The surcharge will raise the level to only 11%. Chinese cities have
adopted this scheme.
 Densification of Corridor by way of selling of Floor Area Ratio (FAR) along the proposed
metro corridors.

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Chapter – 22

CONCLUSIONS AND RECOMMENDATIONS

22.1 Ahmedabad has witnessed enormous growth during the last 10 years. The growth is
mainly the result of immigration as the city provided better employment opportunities.
Ahmedabad is the principal administrative, commercial and distribution center of the
State. Ahmedabad is fast developing as educational hub of Gujarat. Rapid urbanization
in the recent past has put the city’s travel infrastructure to stress. Being thickly populated
area, Ahmedabad’s traffic needs cannot be met by only road-based system.

Road-based, has already come under stress leading to longer travel time, increased air
pollution and rise in number of road accidents. However BRTS has offered some respite
in this context and limited to the out skirt of the city, but it may not be sustainable and
cater travel demand in longer horizon. With projected increase in the population of the
city, strengthening and augmenting of transport infrastructure has assumed urgency. For
this purpose provision of rail-based Metro system in the city has been considered.

Studies have brought out that a Light Capacity Metro with carrying capacity of about
15,000 to 25,000 PHPDT will be adequate to meet not only the traffic needs for the
present but for the future 30 to 40 years also. A Light Metro System consisting of two
Corridors namely (i) Motera Stadium to Mahatma Mandir (22.838km) and (ii) GNLU to
GIFT City (5.416km) at a completion cost of 5310.17 Crores (including Cost of Land and
all taxes & duties) to be made operational as recommended in implementation chapter.
In addition to this, Rs. 74 Crore IDC for Loan is to be borne by GoG.

22.2 A detailed Environmental Impact Assessment Study has been carried out for the project.
As a part of this Study, comprehensive environmental baseline data was collected, and
both positive and negative impacts of the project were assessed in detail. The project
has many positive environmental impacts like reduction in traffic congestion, saving in
travel time, reduction in air and noise pollution, lesser fuel consumption, lesser road
accidents etc, with a few negative impacts (especially during implementation phase of
the project) for which Environmental Management Plan has been suggested.

22.3 After examining the various options for execution of Ahmedabad Metro Project Phase-II,
it has been recommended that the project should be got executed through M/s MEGA.
However, AFC component for all 22 stations of Phase-II will be executed by MEGA
on PPP model. The cost of above may be funded by engaging concessionaire on
similar lines as of Kochi Metro, Nagpur Metro for the supply, installation, Testing,
commissioning, operation & Maintenance of AFC gates and Allied services etc.

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22.4 Delhi Metro fare recommended by 4th Fare Fixation Committee from October 2017 has
been assumed to be taken as the base for all the corridors of Phase-II of Ahmedabad
Metro Project. Subsequently, for the purpose of assessing returns from the project, the
fares have been revised every second year with an escalation of 12% every two years.

22.5 As in the case of Delhi Metro, the State Government should exempt/ reimburse the State
Goods and Services Tax (SGST) to Ahmedabad Metro. However MEGA will explore
possibility of loan for State Taxes from Multilateral Funding Agencies. It should also
exempt the following:

 Tax on electricity required for operation and maintenance of the metro system.
 Municipal Taxes.

22.6 MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th July 2017 has
proposed for sharing of overall Goods and Service Tax (GST) in the ratio of 1:2.
Maharashtra State Government may pursue the Central Government to extend the same
benefit to Ahmedabad Metro Phase-II.

22.7 While the Financial Internal Rate of Return (FIRR) for the project has been assessed as
2.12% without PD income for Option II and the Economic Internal Rate of Return (EIRR)
for same option works out to 18.28%. Therefore, it is recommended for implementation.

22.8 The FIRR of the corridors with additional PD Income from 20 Hectare Land is 6.01% for
Option II.

22.9 Implementation of Option II consisting of following corridors is recommended on Part

PPP model.

 Motera Stadium to Mahatma Mandir (22.838km)

 GNLU to GIFT City (5.416km)
 AFC Component for all 22 Stations as PPP model

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Chapter – 23

Transit Oriented Development (TOD) and

Value Capture Finance (VCF)

23.1 BACKGROUND

India is urbanizing at a rapid pace with urban population rising much faster than its
total population. Level of urbanisation has increased from 17.29% in 1951 to 31.6 %
in 2011. India is competing with the fastest growing countries in the world. The urban
population in India, which is nearly 377 million is poised to grow to 600 million by
2030. The urban population of India contributes 65% of country‟s Gross Domestic
Product (GDP), which is expected to grow to 75% in the next 15 years. With India
witnessing a high economic growth, Indian cities are growing at a rate faster than
other cities in the world.

Urbanization has led to horizontal growth of the cities thus creating problems of
urban sprawl. This has resulted in increase of trip lengths and higher usage of private
vehicles, problems of pollution and increased demand of infrastructure. To address
these issues, many cities have strengthened their public transport by developing
mass rapid transit systems (MRTS) such as metro rails and Bus Rapid Transit
Systems (BRTS). It is however, important to efficiently use these systems by
integrating the land use with the transport infrastructure to make the cities livable,
healthy and smart.

New Metro Rail Policy 2017 emphasizes that “Transit Oriented Development (TOD)”
with proposed intermodal integration, universal accessibility, adequate walkways and
pathways for Non-Motorized Transport (NMT), stations for public bike sharing,
commensurate parking lots for cycles and personal vehicles, as well as adequate
arrangement for receiving and dispatch of feeder buses at all metro stations. The
commitment by the State Government to adhere the guidelines issued by the central
government w.r.t. TOD and adoption of VCF framework should be an integral part of
the project proposal. The commitment should inter alia include commitment of
transfer of the financial benefits accruing in the influence zone of the metro alignment
on account of the TOD policies and VCF framework directly to the Special Purpose
Vehicle (SPV)/agency implementing the metro rail project. The project report should
specify the proposed quantum of such benefits being transferred to the project. This
requirement would form a mandatory part of all metro rail project proposals.

Commercial/property development at stations and on other urban land has been

used as a key instrument for maximizing revenues in metro rail/ railway systems in
cities around the world. Notable examples are Hong Kong and Tokyo. Metro rail

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implementing agencies should endeavor to maximize revenue through commercial

development at stations and on land allocated for this purpose.

The McKinsey report has estimated that around Rs. 325,000 crore of urban
infrastructure investments are required annually. The High Powered Expert
Committee Report 2011 projects urban infrastructure requirement at 0.75%, which
will increase to 1.5% of the GDP by 2032 (Rs. 97,500 crore to Rs. 195,000 crore
annually). Presently, national Urban Missions are investing about Rs. 32,500 crore
annually leading to an investment gap of nearly Rs. 65,000 crore.

Ordinarily, own sources of revenue in ULBs can be classified into three categories,
(a) taxes levied by the municipality, (b) user charges levied for provision of civic
services, and (c) fees and fines levied for performance of regulatory and other
statutory functions. Octroi, which was one of the main sources of own income of the
ULBs has been abolished, resulting in a serious dent on ULBs‟ resources. On the
other hand, property tax, which is at present the main source of own resources is
underused and has issues related to its narrow tax base, exemptions, etc.
Furthermore, the State Governments are increasingly fixing the rate for services
being provided by ULBs, even though these functions are mandated to be performed
by ULBs under the 74th Constitutional Amendment. Overall, this has led to increased
dependency on State Governments and reduction in efforts made by ULBs to
mobilize resources.

Land is the most fundamental asset that is owned and managed by the States/ULBs
and is a resource to generate revenues. Traditionally, States/ULBs have relied on
direct sale of lands to raise funds, which is a less efficient form of resource
mobilization, as compared to value capture. It is not that States/ULBs have not used
Value Capture methods to raise resources. In fact, States/ ULBs are using different
Value Capture methods, especially in urban areas, such as impact fee, betterment
charges, etc. For example, the Mumbai Metropolitan Region Development Authority
(MMRDA) and City and Industrial Development Corporation Limited (CIDCO) of
Maharashtra have used different Value Capture methods to finance infrastructure
development in the urbanizing areas. Similarly, Haryana and Gujarat have
successfully used land pooling schemes, where owners agree to exchange their
lands for infrastructure services.

While States/ULBs have been developing and using some of the Value Capture
Finance (VCF) methods, the Central Government Ministries/Departments have not
yet systematically used VCF methods as a revenue generation tool. One reason is
that land is a State subject and VCF Policies have to be made by the concerned
State Governments. A promising way is to link the location and construction of the
projects by the Central Government Ministries and their agencies with the existing
VCF Policy of the generated within the area of influence of the projects. Alternatively,
the State VCF Policy could be revised whenever new projects are being planned in
order to capture full value being generated due to proposed investment in projects.

There is an increasing focus on creation of infrastructure by Ministries/Departments

of Government of India and their agencies. For example, the Ministry of Ports is

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constructing a series of projects as part of the Sagarmala program. Moreover, the

Delhi-Mumbai Industrial Corridor (DMIC) is being developed by the Department of
Industrial Policy and Promotion (DIPP) and the Metro Rail projects by the Ministry of
Urban Development (MoUD). All these projects have an area of influence in which
they lead to increase in value of lands and buildings, creating opportunities for using
value capture methods to mop up additional resources.

23.2 OBJECTIVES OF TOD

TOD integrates land use and transport planning to develop compact growth centers
within the influence zone of 500-800 m on either side of the transit stations i.e. areas
within walking distance, to achieve the following objectives:

 To promote the use of public transport by developing high density zones in the
influence area, which would increase the share of transit and walk trips made by the
residents/ workers to meet the daily needs and also result in reduction in pollution
and congestion in the influence area.

 To provide all the basic needs of work/ job, shopping, public amenities, entertainment
in the influence zone with mixed land-use development which would reduce the need
for travel.

 To establish a dense road network within the development area for safe and easy
movement and connectivity of NMT and pedestrians between various uses as well as
to transit stations.

 To achieve reduction in the private vehicle ownership, traffic and associated parking
demand.

 To develop inclusive habitat in the influence area so that the people dependent on
public transport can live in the livable communities within the walkable distance of
transit stations.

 To integrate the Economically Weaker Sections (EWS) and affordable housing in the
influence zone by allocating a prescribed proportion of built-up area for them in the
total housing supply.

 To provide all kinds of recreational/entertainment/ open spaces, required for a good

quality of life in the influence area.

 To ensure development of safe society with special attention to safety of women,

children, senior citizen and differently abled by making necessary amendments to the
building bye laws.

 To prevent urban sprawl by accommodating the growing population in a compact

area with access to the transit corridor, which would also consolidate investments
and bring down the infrastructure cost for development.

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 To reduce carbon footprints by shifting towards environmentally friendly travel

options for the line haul as well as for access and egress trips.

23.3 PRINCIPLES OF TOD

TOD focuses on compact mixed use development around transit corridor such as
metro rail, BRTS etc. International examples have demonstrated that though transit
system facilitates transit oriented development, improving accessibility and creating
walkable communities is equally important. Based on the objectives of National
Urban Transport Policy, this TOD policy defines 12 Guiding Principles and 9
Supportive tools, as shown in Figure 23.1 and 23.2, for realizing the objectives of
TOD.

Figure 23.1: TOD Principles

23.4 APPROACH FOR TOD IMPLEMENTATION

 Influence Zone
The area in the immediate vicinity of the transit station, i.e. within a walking distance,
having high density compact development with mixed land use to support all basic
needs of the residents is called the influence zone of a transit station/ corridor.

Figure 23.2: TOD Support Principles Tools

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Figure 23.3: TOD Influence Zone

Influence zone is either established at a transit stations or along the transit corridors.
It is generally up to a radius of nearly 500-800m of the transit station. Where the
distance between the transit stations is less than 1 km and there is overlap in the
influence area, it can be identified as a delineated zone (around 500m) on either side
of the transit corridor within 10 - 12 minutes walking distance.

The area of influence, where the TOD is planned for implementation, should be
demarcated and notified through master plan and local area plans before
implementation. If in any case the TOD is to be implemented in a phased manner,
the influence area of the TOD can also be notified in phases. The principles for
delineating the influence area should be clearly indicated so that there is no
speculation or confusion regarding the influence zone.

 High Density Compact Development

TOD promotes densification in the influence area by providing higher Floor Area
Ratio (FAR)/ Floor Space Index (FSI) and higher population & job density as
compared to the area around and beyond the influence areas. To ensure sustainable
development, the minimum FAR should be 300 - 500%, and can be higher,
depending on the city size. This will promote higher concentration of people within
the walking distances of transit station, thereby increasing the ridership of the public
transport and resulting in increased fare revenue, pollution and congestion reduction.

It is not necessary to keep the density and FAR norms consistent for the influence
areas across the city. It can vary depending on the infrastructure available, land use
zoning, transit capacity etc.

City willfollow green building norms, adopt renewal sources of energy such as solar
and waste to energy options, adopt rain water harvesting and ground water recharge
techniques, which would encourage water conservation, utilization of clean energy
and promote sustainable waste management so as to make them self-sustaining
through efficient use of resources and infrastructure.

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 Mixed Use Development

Mixed land use should be stipulated for development/ redevelopment in the TOD
zone as it would reduce the need for travel by providing most of the activities such as
shopping, entertainment and public amenities such as schools, parks, playgrounds,
hospitals etc. within the walking distance of the residents. It would also improve the
accessibility of the transit facilities and at the same time link origins and destinations,
i.e. residences with work places or activity nodes. This would ensure better utilization
of transit fleet by distributing loads in both directions, rather than creating
unidirectional peak hour flows.

A blend of land-uses help in the optimization of physical infrastructure and resources,

as all components like roads, parking, water, sewerage etc., remain functional at all
times of the day.

The TOD benefits cannot be realized with the kind of developments that encourage
the use of personalized vehicles. It is therefore imperative to restrict developments
such as low-density housing, low-rise development, warehouses, petrol pumps/CNG
stations, cremation ground and surface/Multilevel parking etc. in the influence area.

Mix of uses within the TOD can be achieved either by horizontal mixing i.e. separate
activities in separate plots/ buildings or vertical mixing i.e. combining different
activities within the same building.

To ascertain mixed use development along with the required street network and
open spaces, the minimum plot area in the influence zone should be defined. The
developer may, however, be permitted to undertake construction in a phased
manner. In case, the individual landowners want to collaborate for development as
per TOD norms, necessary provisions may be made to facilitate it. The landowner(s)
may also be permitted to collaborate with developers in case they lack the required
experience and institutional & financial capacity to undertake such development as
per TOD norms. However, care needs to be taken that the amalgamated plots are
redesigned to allow finer network of streets and dispersion of open spaces.

The mix of uses to be proposed shall be decided as per the local conditions and the
trends in real estate market, however, the minimum percentage of built up area for
housing, commercial and other amenities should be fixed. The use of balance built
up area may depend on the prevailing market conditions and demand of the city.

(i) Value Capture Methods

A comparative study on land based financing tools being used in India and the world
shows a large number of diverse VCF tools being used. The main types of VCF
methods are given below.

Land value tax – is considered the most ideal Value Capture tool which apart from
capturing any value increment, helps stabilize property prices, discourage
speculative investments and is considered to be most efficient among all Value
Capture methods. Maharashtra and Tamil Nadu, through State laws, have expanded
the scope of this mechanism to cover urban land also. Globally, land value tax is

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widely used in Denmark, Australia, and New Zealand.

Fees for changing land use (agricultural to non-agricultural) – land revenue codes
provide for procedures to obtain permission for conversion of land use from
agricultural to non-agricultural use.

Betterment levy – one-time upfront charge on the land value gain caused by public
infrastructure investment. This occurs in two forms – revenue source for
improvement schemes and for specific projects. In India, the Mumbai Metropolitan
Regional Development Authority (MMRDA) Act, 1974 provides for levying betterment
charges for specific projects. The Hyderabad Municipal Corporation Act, 1955
originally provided for the levy of betterment charges to meet the costs of internal
infrastructure and services in the case of development projects. In the late nineties,
the Government of Andhra Pradesh amended the Act to enhance the scope of such
levy to include external betterment. Under this concept, the municipal authority is
empowered to collect external betterment charges at the time of according approval
to layouts or sub-divisions of plot or issue of building permit for the laying of trunk
water lines, development of freeways/major roads, percent of the land value gain
attributable to public investment.

Development charges (Impact fees) are area-based and link the development
charge to the market value of land by carrying out periodic revisions. This is the most
widely used land based fiscal tool in States. States like Andhra Pradesh, Gujarat,
Maharashtra, Tamil Nadu and Madhya Pradesh levy Impact Fee and collect it upfront
while granting development permissions. Impact fee is widely used to fund
infrastructure in the United States. The Government of Andhra Pradesh in the late
nineties also permitted Hyderabad Municipal Corporation to levy Impact Fees to
mitigate the impacts of construction of commercial buildings, which lead to increase
in traffic and necessitate decongestion measures. This is meant to address citywide
problems emanating from high-density commercial development and is expected to
be utilized for the Capital Improvement and Decongestion Plan. This includes works
such as road widening, link roads, slip roads, parallel roads, junction improvements
including traffic signals, flyovers, rail over-bridges, rail under-bridges, modern lighting
on major roads, development of major storm water drains, riverfront and parks and
for Geographic Information System (GIS) applications.

Transfer of Development Rights (TDRs) – used for trading development rights.

Maharashtra, Karnataka and Gujarat have enabling laws for using TDRs for
developing open spaces, promoting affordable housing, etc. In New York City, TDRs
are given for preservation of the property owners for loss in revenue on their
properties.

Premium on relaxation of rules or additional FSI/FAR – widely used in States

such as Maharashtra, Karnataka, Gujarat, Tamil Nadu, etc. to allow for additional
development rights beyond the permissible limits in the State Town Planning Laws
and Regulations. Sale of additional Floor Area Ratio (FAR) is an important Value
Capture tool in Brazil and France. The French Land-use Policy restricts the
landowner‟s building right to a low baseline FAR and additional FAR has to be

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purchased.

Vacant Land Tax (VLT) – is applicable on those landowners who have not yet
initiated construction on their lands. In Andhra Pradesh, the Greater Hyderabad
Municipal Corporation (GHMC) imposes a tax of 0.5% of the registration value of the
land if not used exclusively for agriculture purpose or is vacant without a building.

Tax Increment Financing (TIF) – is one of the most popular Value Capture tools in
many developed countries, especially the United States. In TIF, the incremental
revenues from future increases in property tax or a surcharge on the existing
property tax rate is ring-fenced for a defined period to finance some new investment
in the designated area. Tax Increment Financing tools are especially useful to
finance new investments in existing habitations. Some of the Smart City Proposals
have planned for TIF in their area-based developments (ABD).

Land Acquisition and Development – acquiring and developing land could be

adopted as a useful Value Capture method to mobilize resources. In Hyderabad,
impact fees are levied on all new developments within a one-kilometer wide growth
corridor on both sides of the Outer Ring Road (ORR). Another innovative „Road
widening Scheme‟ is being implemented in Hyderabad in which the Municipal
Corporation gives additional FAR and relaxes zoning for property owners who give
land free of cost for road widening.

Land pooling System (LPS) – is a form of land procurement where all land parcels
in an area are pooled, converted into a layout, infrastructure developed, and a share
of the land, in proportion to original ownership, returned as reconstituted parcels. In
India, States such as Gujarat and Haryana have used land assembly programs
where the owners agree to exchange their barren lands for infrastructure-serviced
smaller plots. Gujarat has used these tools to guide the development of Ahmedabad
city and its surrounding infrastructure. The State of Andhra Pradesh has used LPS
to get land for Amravati, its new Capital City. Such LPS are also a common feature
in countries like Japan and Germany.

(ii) Types of Value Capture

Tools like betterment levy, development charge, etc. have been extensively used
across States whereas some tools like TDRs and VLT have been used less
frequently. Value capture methods can be used in an area or can be specific to a
project. Area-based value capture attempts to capture the basic appreciation of the
value of the area as a result of infrastructure development, while project-based value
captures the appreciation of land and building values in the area of influence of the
project. The area of influence determines the geographic extent of immediate
positive impact of project investments. Table 23.1 gives the different VCF methods
that can be applied to the two types of interventions.

Area-based application of Value Capture is best suited for urban areas. The area
could be a locality, city or a larger planning area. On the other hand, project-based
value capture can be used for projects being implemented by
Ministries/Departments/Agencies of the Government of India. Some examples are

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given below.

 Ministry of Railways for high-speed rail projects and expansion of railway network
through SPVs.
 Ministry of Road Transport and Highways for the phased implementation of the
Indian National Expressway Network.
 Department of Industrial Policy and Promotion for setting up of Special Economic
Zones (SEZs) and industrial corridors such as the Delhi Mumbai Industrial
Corridor (DMIC).
 Ministry of Power for setting up power generation plants.
 Ministry of Shipping for projects requiring significant land resources such as
cargo terminals, constructions of ferry and cruise terminals, and establishment of
free trade zones.

Table 23.1. Value Capture Methods and Scale of Intervention

S. Value Capture Method Frequency of Incidence Scale of Intervention
No.
1. Land value tax Annual rates based on gain in Area-based
land value uniformly
2. Fees for changing land use One-time at the time of giving Area/Project-based
(agriculture to non-agricultural) permission for change of land
use
3. Betterment levy One-time while applying for Area/Project-based
project development rights
4. Development charges (Impact fees) One-time Area-based
5. Transfer of Development Rights Transaction-based Area/Project-based
6. Premium on relaxation of rules or One-time Area (Roads,
additional FSI railways)/Project(Metro)
7. Vacant land tax Recurring Area-based
8. Tax increment financing Recurring and for a fixed period Area-based
9. Land Acquisition and Development One-time upfront before project Area/Project-based
initiation
10. Land Pooling System One-time upfront before project Area/Project-based
initiation

(iii) Application of VCF Methods to Area

In order to capitalize on the full range of VCF tools to mobilize additional resources,
the States/ULBs will have to use the Scope-Coverage-Optimization Model of Value
Capture. Scope refers to the type of existing and new tools which can be used in the
State/ULBs. Coverage is replication of an existing tool to all parts of the State; and
Optimization is related to use of scientific methods to assess, levy and collect taxes
from a range of VCF tools. Below, are given the steps for States/ULBs to assess the
opportunities for using VCF tools to generate additional resources.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 616
 CHAPTER - 23 TRANSIT ORIENTED DEVELOPMENT
(TOD) AND VALUE CAPTURE FINANCE (VCF)

Figure 23.4: Steps Required for Project-based VCF

• Project objectives
Initiation
• Legislations and regulations

• Project area of influence

• Land value impact analysis
Planning • Stakeholders identification

• Indentify value capture mechanism and establish funding

structure
Design and
Strategy • Agreement of the States and ULBs (MoU)

• Value capture implementation tools

• Fund Management
Execution and
Operation • Monitoring and evaluation

Scope - Different types of Value Capture tools being used in other States and
countries reviewed and decided on the type which could be used in the Ahmedabad
Area. Optimization - VCF methods based on an examination of the rates will be
levied by State.

Coverage – Presently VCF tools are applied to small parts of the corridor and can
easily be extended to other Areas. These will be identified and scaled-up.
After studying the scope, optimization possibilities and coverage of the Value
Capture methods, the State will examine if existing Acts, rules, regulations and bye-
laws have to be amended.

Finally, a mechanism for sharing of their venues through value capture between the
States/ULBs and other entities will have to be designed and implemented.

(iv) Value Capture Financing (VCF) for TOD

Value Capture is based on the principle that private land and buildings benefit from
public investments in infrastructure and policy decisions of the Government. Part of
the increment in value of land and building should be captured to fund projects being
set up for the public by the Central/ State government and the ULBs. The additional
value is generated by actions other than the land owner‟s direct investment. Land
value capture is distinct from the user charges or fees that agencies collect for
providing services.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 617
 CHAPTER - 23 TRANSIT ORIENTED DEVELOPMENT
(TOD) AND VALUE CAPTURE FINANCE (VCF)

The investment in transit system as well as increase in FAR and provision for mixed
use development would result in increase in value of land within the influence zone.
Land Value Capture can be used as a mechanism to finance the required
upgradation of infrastructure and amenities within the influence zone and expansion
of the public transport system.

Value capture financing is an opportunity for the private sector because the projects
are planned for the overall development, thus increasing the value and are also
backed by the government.

In TOD influence zones, land value capture can be done through enhanced or
additional land value tax3 or one time betterment levy4, development charges or
impact fee5, transfer of development rights (TDRs)6, or other such mechanisms
which have been adopted in various states across the country and abroad.

The resources generated through various mechanism should be credited into a TOD
fund created for funding the infrastructure upgradation/ maintenance, enhancement
of viability of transit systems, development and maintenance of transit corridor and
public transport etc. within and beyond the influence zone. The fund should be in the
form of an escrow account, from which financing is provided to various agencies for
the identified activities and the balance can be used by the ULBs for other
development purposes such as public transport expansion.

The real-estate market can be erratic and therefore caution should be observed while
estimating the revenue from land value capture. In case the revenues are lower than
expectations, ULBs should prepare alternate financing plans to circumvent problems
in implementing TOD.

(v) Statutory Framework

TOD policy should be notified as part of the Master Plan/Development plan of the
city. The policy document should clearly outline the importance of the high capacity
transit networks in the city‟s development.

The vision of the Master Plan/ Development Plan should be resonated by all the
stakeholders, especially those involved in infrastructure development and
preparation of development plans. The building bye-laws and development control
regulations would need to be amended to incorporate the changes required for
implementing TOD.

The influence zone of the TOD should be clearly notified by the concerned authority
to ensure that the infrastructure created in the influence zone is provided in a
planned manner, the ULBs and the concerned authorities/agencies should prepare a
comprehensive plan integrating all the utilities, physical infrastructure and essential
facilities such as roads, sewers, drainage, electric lines, green spaces, police post,
fire post, electric sub-stations, etc. The plan would be useful to assess the carrying
capacity of the existing infrastructure and the upgradation needed to meet the
increased demand once TOD is implemented.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 618
 CHAPTER - 23 TRANSIT ORIENTED DEVELOPMENT
(TOD) AND VALUE CAPTURE FINANCE (VCF)

23.5 POTENTIAL OF TOD AND VCF IN AHMEDABAD METRO PHASE – II

CORRIDORS

Main corridor of Ahmedabad phase II is extension of North south corridor of phase I

beyond Motera Stadium to Mahatma Mandir, which passes through under developed
area between Vishwakarma Engineering Colleges to Koba Cirle for a length of
3.033km.Corridor beyond Koba Circle passes on the centre of a proposed road upto
Randesan for a length of 5.737km. Most of the land in this stretch of the alignment is
either under development or agriculture land. Prevailing FSI permitted in various
areas the corridor is as under.

Table 23.2 FSI for various zones of Ahmedabad Urban Development Authority (AUDA)
Area
Permissible Maximum
S. No. Zones Codes Chargeable
(BASE) permissible
0.9-within SP Ring Road 2.7
1 Residential Zone I R1 1.8
0.45-Outside SP Ring Road 2.25
0.6-within SP Ring road and
1.8
2 Residential Zone II R2 1.2 for Bopal TP1, TP3
Nil-outside SP ring road 1.2
3 Residential Zone III R3 0.3 Nil 0.3
Transit Oriented As per base
4 TZ As applicable 4
Zone zone
Commercial and 0.9 – Within SP Ring Road 2.7
5 C 1.8
Logistics Zone 0.45 – Outside SP Ring Road 2.25
Knowledge and
6 KZ 1.8 Nil 1.8
Institutional Zone

Table 23.3 FSI for various zones of Gandhinagar Municipal Corporation Area
Permissible Maximum
S. No. Zones Codes Chargeable
(BASE) permissible
Residential 2.7
1 RR1 2.5
renewal zone 2.25
Floor space upto 25m height shall be considered as base FSI. Floor
2 Commercial C1
space above 25m & upto 45m shall be chargeable.
Institutional zone
3 I3 1.5 Nil 1.5
III

Table 23.4 FSI for Various Zones of Gandhinagar Urban Development Authority
(GUDA) Area
Maximum
S. No. Zones Codes Permissible (BASE) Chargeable
permissible

R4 1.8 0.45 2.25

Residential
1
renewal zone
R5 1.5 0.5 2.0

1.8 2.2 4.0

2 Commercial C2
1.8 0.9 (for RAH only) 2.7

Institutional zone
3 I3 1.8 Nil 1.5
III

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 619
 CHAPTER - 23 TRANSIT ORIENTED DEVELOPMENT
(TOD) AND VALUE CAPTURE FINANCE (VCF)

(vi) Current Conversion charges from Agriculture land use to mixed land use:
Residential – Rs 10 /sqm
Commercial – Rs 30/sqm
Institutional – Rs 30/sqm

It is proposed to generate revenue by following means

 Allowing FSI upto 4 and charging additional FSI along the Metro corridor from
Vishwakarma Engineering college station upto Dholakuan.

 Allowing Redevelopment along the Metro corridor from Vishwakarma Enginerring

college station upto Dholakuan.

The prevailing rate of FSI chargeable is 40% of the Jantri Rate. The total revenue
generated from the sale of additional FSI and redevelopment charges along the
Metro corridor from Vishwakarma Enginerring college station upto Dholakuan works
out to be Rs. 8486 Crore over the horizon of 30 years. It is presumed that State
government will part 60% from the total revenue generated to MEGA Co i.e. Rs5091
Crore in lieu of development along metro corridor & sale of additional FSI up to 4.
Detailed calculations are place in the Table No. 23.5

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 620
 CHAPTER - 23 TRANSIT ORIENTED DEVELOPMENT (TOD) AND VALUE CAPTURE FINANCE (VCF)

Table No. 23.5

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 621
 APPENDIX

Appendix

MEGA’s Comments & DMRC’s Responses on Ahmedabad Phase-II Metro Rail Corridor
From S&T Department:
Sr. Chapter Clause
Observations / Comments DMRC Reply
No. No. No.
PSG (Platform Screen Gate) is a small system
Title of Heading may be changed to Signalling and Train control and part of interface with Signaling System. It
1 11
Chapter and PSG is not desirable to change the heading of the
signaling chapter.
2 11 11.2 Signalling provides “Safety” and not “Security” Agreed, it shall be Corrected accordingly.
Brief for PSD system overview has been
included in signaling system overview as
explained in item no 1. There is no need to
The main system uses CBTC Technology with ATP, ATS
split overview of S&TC and PSD system.
and ATD. Back-up uses CBI, Axel counters and line-side
3 11 11.3 Since, PSD system is also a safety related
signals etc. overview to be split between S&TC system and
system which highly depends on the signaling
PSD system as these are separate systems
system interface.
Installation and commissioning of PSG shall
be done by Signaling team.
In ATO mode, driver will close the train doors
and press a button (start) when ready to
depart. The same ATO mode is recommended
in draft DPR.
In Auto mode for GoA3, GoA4, the system operates the
4 11 11.4.3 However, GOA3 & GOA4 are for Driverless
train and driver has no role. May be incorporated suitably.
Train Operation (DTO) and Unattended Train
Operation (UTO) respectively. DTO & UTO
may be reviewed & considered during detail
design stage.
Speed information: description given in brackets may be Given details are not vendor specific,
5 11 11.4.11
vendor specific- to be removed. However, it is corrected.
Depot may have full complement of CBTC system in which In depot, CBTC system is not required. Only
6 11 11.4.13 case the CBI system and Axel counters will be a back-up CBI system with Axel counters shall fulfill the
system. requirement, when ATO mode system is

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 622
 APPENDIX

Sr. Chapter Clause

Observations / Comments DMRC Reply
No. No. No.
considered without DTO & UTO (as already
explained in item 4).
Noted. OCC & BCC provided for Phase 1
OCC for phase-II should be same as for phase-I. Similarly
7 11 11.9 network shall cater for Phase 2 also & shall be
for BCC. May be suitably incorporated.
incorporated suitably in DPR.
A minimum 96/144 fiber, optical fiber cable
with redundancy (cable on both side of track)
is proposed to be laid as given in Para 12.2.1
FOTS as backbone of signaling is not required as signaling
of Telecom chapter. Required fibers shall be
8 12 12.3.1 contractor lays his own FOTS/suitable communication
provided for Signaling, Networking, CCTV,
system.
SCADA etc, if required. Fiber cables laid by
signaling or others separately are not justified
& cost effective.
It is already mentioned in Para 12.3.2 that
“Alternating a totally IP based High Capacity,
highly reliable and fault tolerant, MPLS
Ethernet Network can be provided in Lieu of
Reference to SDH system to be removed as current
9 12 12.3.2 SDH/MUX”. It is alternative option which shall
phase-I uses IP based systems only.
be finalized during detailed design stage.

However, SDH system has been removed

from the chapter 12.
Gigabit WAN network is already included in
Reference to STM 64, 2 MB streams is irrelevant with IP
10 12 12.3.2 Para 12.3.2. Necessary modifications in WAN
based systems.
para shall be done accordingly.
Annexure
11 12 Tables in the end show stations wrongly for Airport link. Printing mistake, and it is Corrected.
12.1
NFC – Near Field Communication to be included in ticket
12 12 12.8.1 Incorporated suitably in AFC chapter.
fare media.

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 APPENDIX

From P & D Department:

Sr. Chapter Clause
Observation/Comments DMRC Reply
No. No. No.
Modify: Double U girder is suggested by DMRC
keeping in view the open area in the proposed
1 5 5.2.1 corridor. However, MEGA Co. may opt for any other Modified
method of segmental construction, if found
technically feasible and economically viable.
Separate cost for crossing (including canal and river)
2 18 Complied
may be provided subsequently.
Cost estimate in DPR has been
prepared using unit cost of various
items based on the actual work
DMRC should provide detailed breakup of cost awarded. Some of the unit costs have
3 18
calculation subsequently. been provided by MEGA and some of
the costs have been worked out by
DMRC on the basis of awarded works
of Phase-III
Cost of Interchange stations is
considered in both the corridors for
which that particular station is
Cost of interchange station may be provided interchange station. Therefore the cost
4 18
subsequently. of interchange station is double the
cost of non-interchange similar type of
station and hence extra cost for
interchange station is not required.
Size of individual rooms are generally
decided at the later stages of the
Size of all system rooms, paid and unpaid area design, after interfacing with system
5 6 6.3
need to be provided subsequently. and service department and are
generally provided by DDC after
interfacing
The station evacuation plan should satisfy the All Station Plans provided satisfies the
6 6
latest National Building Code, 2016 latest NBC, verification of the same

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 APPENDIX

Sr. Chapter Clause

Observation/Comments DMRC Reply
No. No. No.
may be needed if there is modification
in later stages and after detail design is
prepared.
DMRC has proposed the entry/exit locations as
per the present site conditions. However,
7 6 6.1
position of the entry/exit can be suitably changed
sa per land availability and ROW.
Entry/exit locations comment for Juna Koba,
Koba Gaam, GNLU, Raysan, Randeshan: The necessary modifications are done
Details at
8 6 entry/exit will come on present Green area (and in the station planning chapter as per
6,7,8,9,10
besides the future TP road parallel to Koba requirement, however, the survey
Gandhinagar Highway. plans shows same agricultural land,
Entry/exit location comment for sector 10A: which may be instead designated as
Details at entry/exit is proposed besides the Ch. 3 road green area.
9 6
14 along the footpath connecting birsa munda
bhavan.
Catchment area for St. Xavier school: St.
Details at
10 6 Xaviers Church, Aranya Bhavan, Karmayogi
14
Bhavan (delete nirman bhavan) The necessary modifications are done
Catchment area for Akshardham Station: in the station planning chapter as per
Details at Gujarat lokayuka (sector 10B), Mount Carmel the comments received.
11 6
16 School, Sector 21 shopping market. (delete
Swarnim Gujarat Sports).

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 625
 APPENDIX

Sr. Chapter Clause

Observation/Comments DMRC Reply
No. No. No.

Modify Grade of Concrete for:

1) Piers – M-40/M-50
1 5 5.2.4 2) All precast element for viaduct & station- M-45/M-50 Changed
3) Cantilever piers & portals- M-45/M-50/M-60

Land parcels have been marked on the

alignment plans already submitted to
Details of Running Section in table 5.4 (A) and 5.4 (B)
5.4(A) MEGA. Consolidated Table of the same
2 5 may be provided subsequently.
5.4(B) has been included in the DPR. Drawings
may be referred for the exact details of land
parcels

In Table 5.11 Sr. No. 1 needs to be corrected for agency

to be coordinated for cutting or trees( Add AMC/ Forest
5 5 5.11 Deptt) Corrected

It is proposed that stabling shade is provided at

Indroda circle , 10 Ha. Land is reserved/mentioned. Drawing is under preparation and will be
6 9
Drawing showing stabling & ancillary facility at provided as soon as it is ready.
Indroda circle Depot may be provided subsequently.

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 626
 APPENDIX

Sr. Chapter Clause

Observation/Comments DMRC Reply
No. No. No.
1. The cost of approx. INR 14 cr as
indicated in the Chapter 8 (Depot for
Phase-II Corridor) for M&P is considered
adequate for Phase-II
2. If stabling facility is utilized at Indroda
Rs. 14 Cr. Additional cost is considered for capacity Depot, it is expected that no major M&P
augmentation of Gyaspur depot for catering need of would be required for Indroda Depot.
Phase-II but in chapter-18 of cost estimate, it is However DCC room, crew booking centre,
mentioned as 95 Cr. Which consists of Rs. 60 Cr. for Inspection room, toilet and pantry etc. may
civil work, 20 Cr. for EM works and 15 Cr. for P&M be planned for Indroda depot, to facilitate
work. However it is not clear that cost of developing smooth operation of trains from Indroda
stabling shad at Indroda circle is included in the cost Depot.
7 9 9.13 and what facilities are planned at Indroda circle for 3. Cleaning facility through Auto Wash
supporting the stabling shad activity, its cost should Plant need not be planned at Indroda depot
also be included in the DPR. as the train cleaning can be planned for
Therefore DMRC may bifurcate the depot cost in 2 Gyaspur depot and stabling of train shall be
parts: accordingly planned at Gyaspur/Indroda
1) Additional cost for Gyaspur depot depot keeping in view the cleaning
2) Cost calculation for Indroda depot considering requirements. However space may be
future augmentation. earmarked for future expansion of Indroda
Depot for one inspection bay of 2 lines
having two trains of 3 car each, based
upon future requirement, so that Gyaspur
Depot would function as main depot and
Indroda Depot will work as satellite depot.

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 APPENDIX

From System Department:

Sr. Chapter Clause
Observation/Comments DMRC Reply
No. No. No.
The passenger capacity has been
calculated based upon DMRC experience.
And the rake calculation has also been
done based upon 6 person/sqm of standee
Passenger capacity calculation to be done as 4
area. If required, the decision to decrease
1 8 8.3 persons/sqm of standee area in Normal condition, in
the passenger capacity to 4 persons/sqm
line with ERTS clause 3.4.3 of RS tender of Phase-I.
of standee area may be reviewed by
MEGA. This will however result in increase
in rake requirement and also maintenance
facilities i.e. number of SBL, IBL & WSL.
AW3 and AW2 are related to 8
passengers/sqm and 6 passengers/sqm of
2 8 8.5 The conditions of AW3 and AW2 may be defined.
the standee respectively. It has been
added in the chapter
Passenger doors should be external sliding type in
3 8 8.7.6 Added in the chapter
line with Phase-I RS tender
Following lines may be added in line with Phase-1
RS tender: "Cab layout and facilities shall be
4 8 8.7.8 designed for GoA-3 to meet all possible modes of Added in the chapter
operation including DTO/non DTO (GoA-2), Manual
driving in line/depots/stabling yards etc."
Front evacuation has been advised as per
Phase-I DPR (refer Para 8.7.8 and
Vide DMRC letter no. 8.7.11(iii), copy of relevant page of RS
DMRC/GM/CS/16/AHD/2014/250 dated 01.12.2014, chapter of Phase-I is attached for
5 8 8.7.8 DMRC suggest side evacuation for Phase-I and reference). On the same line front
accordingly planned in Phase-I, therefore the same evacuation was envisaged for Phase-II
may be changed suitably for Phase-II also. However if MEGA has considered
side evacuation in Phase-I, the same can
also be considered for Phase-II to have

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 628
 APPENDIX

Sr. Chapter Clause

Observation/Comments DMRC Reply
No. No. No.
uniformity.
Accordingly, it is added in the chapter.
The Depot chapter has been revised
Proposal of stabling depot at Indroda circle
accordingly, considering that additional
6 9 9.2.1 mentioned in salient features of instant DPR should
stabling lines shall be planned at Indroda
be also part of this clause/chapter.
Circle Depot.
As per Phase-I Gyaspur Depot plan, no availability
Earlier additional stabling lines required for
for additional workshop lines extension. Therefore,
Phase-II, were planned at Gyaspur depot.
Additional stabling lines mentioned earlier at
However, now as proposed this additional
7 9 Table 9.5 Gyaspur depot may suitably be utilized as additional
stabling facility is shifted to Indroda Depot.
workshop line for both Phase-I & II. DMRC may
Accordingly, the Depot chapter has been
propose stabling lines at Indroda depot if required in
revised.
the year 2021.
The total length of each stabling lines has
been calculated as 166m based upon the
Total length of each stabling lines may be 167m, in
calculation to accommodate two trains in
8 9 9.8.1 line with Phase-I modified stabling line length
SBL with sufficient gap on either side.
variation approval.
Same has been proposed in phase-I DPR
also. Phase-I DPR may be referred.
As per rolling Stock tender for Phase-I, the SEC of rolling stock has been considered
requirement for Specific Energy Consumption shall 60 kWh/1000GTKM at Pantograph/ current
10.1
9 10 not exceed 65 Wh/GTKM under AW4 load condition collector. It has been taken vide MOUD
(i)
with operation in normal mode (with coasting), letter No. 14011/9/2014-UT.II-Part I, dated
therefore suitable change may be done. 21.04.2017
Depot
The tender condition of Power Supply & Traction
tender for Phase-I states that:
For depots the traction return system shall be a
floating system. The running rails of Depots are
Electrically separated from mainlines through

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 629
 APPENDIX

Sr. Chapter Clause

Observation/Comments DMRC Reply
No. No. No.
Insulated Rail Joints (IRJ). These IRJs are placed in A new system of DC traction with floating
between the main line and the depot line to isolate neutral in selected lines is followed in
them from each other by a length depending on the Depot in consultation with GC & DDC.
rolling stock. Based on the outcome after commissioning
The arrangement in depots and workshop are in & operational trials, a decision may be
compliant with clause 9 of EN50122-2. taken to continue or modify the same.
Proposed floating traction return system shall be
10 10 10.6.1 understood as follows:
a) There is no direct earthing of the return circuit
within the depot.
b) Multiple earthing of return circuit within the
depot can create uncontrolled stray current
flow within earthing systems and shall be
avoided.
c) Rails of inspection bay, heavy maintenance
building, washing machine and wheel lath are
separated from depot tracks by IRJs.
d) Within inspection bay, heavy maintenance
building and wheel lath rails are permanently
bonded to structure earth.
e) A diode is placed in the negative circuit in
parallel to the IRJs at the entrance of the
inspection bay. This diode will block the flow
of negative return currents (stray current) into
the structure earth, however it allows the flow
of return current during testing of rolling stock
in the inspection bay.
f) A VLD-F in parallel to the diode acts as back-

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 630
 APPENDIX

Sr. Chapter Clause

Observation/Comments DMRC Reply
No. No. No.
up protection in case of a diode failure.
It is also informed that Clause 9 of EN 50122-
2 is being followed. Therefore suitable
change in the said clause may be
incorporated.
The tender condition of Power supply & Traction
tender for Phase-I states that:
Stray current collector cables (commonly known as
structural earth cable, 2 X 185 mm2 aluminium)
shall be provided along the viaduct/tunnel and all the In line with similarity with existing line
metallic parts of equipment, cable sheath, hence same may be adopted in Phase-II
10.6.6
11 10 tunnel/pillar etc. shall be connected to structural extension.
(ii)
earth (SE) cable with 120 mm2 aluminium
conductor.
Therefore, sixes of cables and type of conductor
may be changed in the said clause.
1. In phase-1, 2 x 500 kVA (33/0.415 KV) dry type
transformers are to be used in each elevated ASS.
1. The transformer 2x315 kVA is enough
However in interchange ASS the size of auxiliary
for elevated station as per loading
transformer is 2 x 800 kVA (33/0.415 KV) dry type
requirement. This may be reviewed at
transformers.
detailed design stage.
2. Rated output power of Rectifier is 2 X 2.5 MW.
12 10 10.6.3
Also Number of Pulses is 12 (24 pulses for the 2
2. 2x2.5 MW rectifier transformer is
rectifiers mounted in same substations).
adopted.
Therefore, similar provisions may be adopted for
Phase-II
In Phase-I, the power supply at 33kV is distributed
to various traction substations as well as auxiliary
substations located in stations, by means of a 2 nos. Accepted.
13 10 10.6.4
33kV ring main feeder cable network.
(2x[3x(1Cx240 mm2)] Copper Conductor).

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 631
 APPENDIX

Sr. Chapter Clause

Observation/Comments DMRC Reply
No. No. No.
Therefore, similar provision may be adopted for
Phase-II.

1. In Phase-I, Capacity of DG set is 180 kVA for

elevated stations.
Therefore, similar provisions may be adopted for May be adopted for similarity with Phase-I.
14 10 10.8
Phase-II.
2. PSD may be included in essential services.

For effective utilization of regenerative energy from

Rolling stock, MEGA has made provision for
May be adopted after satisfactory
10.12 Inverters and feed back to 33 KV AC network.
15 10 experience at detailed design stage.
(ii) Therefore, similar provisions may be adopted for
Phase-II

DPR for Ahmedabad Phase-II Metro Rail Corridor September 2018 632