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EXECUTIVE SUMMARY
0.1. PROFILE OF THE CITY

Bengaluru city was built in 1537 by Kempegowda. During the British Raj, Bangalore
developed as a centre for colonial rule in South India. The establishment of the
Bangalore Cantonment brought in large numbers of migrant workers from Tamil
Nadu, Andhra Pradesh and North Indian states for developing and maintaining the
infrastructure of the cantonment. The cantonment area covers nearly dozen
revenue villages, which included Binnamangala, Domlur, Neelasandra and Ulsoor to
name a few.

The city which was originally developed as a Garden City over the years, slowly
transformed into an industrial and software hub of India. Bengaluru is known as the
‘IT Capital of India’ and ‘Silicon Valley of India’ because of its role as the nation's
leading information technology (IT) exporter. Emergence of IT sector has
overshadowed other areas of development and has metamorphosed the city into a
global hub. Indian technological organizations viz. ISRO, Infosys and Wipro are
headquartered in the city. It is home to many educational and research institutions
in India, such as Indian Institute of Science (IISc), Indian Institute of Management
(IIMB), National Law School of India University (NLSIU), National Institute of Mental
Health and Neurosciences (NIMHANS). Numerous state owned aerospace and
defense, such as Bharat Electronics, Hindustan Aeronautics and National Aerospace
Laboratories are located.

Bengaluru has become a commercial, administrative and military center for the
Region because of its salubrious climate and cosmopolitan nature of people. It was
also known as pensioner’s paradise with well developed residential areas, roads
with well grown trees, good commercial establishments, shopping malls etc.
Despite such growth it is trying to maintain its character of garden city. The city
continues to attract India’s best and brightest human capital, given its undisputed
status as the knowledge capital of India.

Access points to the City creates centralization of majority of the trips through
Central business District (CBD) area, leading to traffic snarls. Travel demand has
been increased resulting in increased movement between the city center and
suburbs. The road network of the city consists of narrow roads which are not
sufficient to cater to increased vehicles and traffic.

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Comprehensive Mobility Plan for Bengaluru was prepared in 2020 which identified
the major travel corridors including the corridors where mass rapid transit system
for Phase 3 of Bangalore Metro has been recommended.

In view of above, Bangalore Metro Rail Corporation Ltd. (BMRCL) intends to prepare
Detailed Project Report for Phase 3 corridors of Bangalore Metro for
implementation. For this purpose, BMRCL has engaged RITES for preparation of
Detailed Project Report for two Corridors of Bengaluru Metro Phase 3 from JP Nagar
IV Phase to Kempapura along ORR West and from Hosahalli Metro station to
Kadabagere on Magadi Road’.

Study area includes the Bangalore Metropolitan Area (BMA area) i.e. 1306 Sqkm
including part BMICAPA area and adjoining areas around Bangalore International
Airport Area Planning Authority (BIAAPA). The study area map is shown in FIGURE
0.1.

FIGURE 0.1: STUDY AREA

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0.2. EXISTING TRANSPORTATION SYSTEM IN THE CITY

The total registered vehicular in Bangalore Metropolitan Region are 100.1 lakh
vehicles as on March, 2021 wherein two wheelers constitute the highest of vehicular
registration every year. It can be seen that number of vehicles registration in
Bengaluru has increased from 61.1 lakh to 100.1 lakh from year 2015 to 2021 with
CAGR of 8.5%.

Road network inventory within the study area was carried out as a part of the study
for primary and secondary roads. It is observed that about 44.9% of roads have ROW
less than 20 m. This indicates the limitation of widening for most of the roads. It is
also observed that about 73.8% of surveyed road network length have carriageway
width upto 2 lane and about 20% of road network 4 lane and more.

The traffic counts both in terms of numbers of vehicles have been computed for the
total daily (24 hour) traffic at various screen line locations and presented. It is
observed that the traffic at different locations varies from 56348 Vehicle Hosahalli
Road (ROB) to 164930 Vehicle Yeshwantpur Tumkur Road throughout a normal
working day.

Road accident causes injuries, fatalities, disabilities and hospitalization with severe
socio economic costs. As per the road accidents statistics (2009 – 2020 (Oct)), It can
be observed that the number of accidents has been continuously decreased from
the past. The overall decrease in road accidents indicates the better resultant of the
public awareness programs and strict enforcement of traffic rules by the state
authorities.

Mass rapid transit system ‘Namma Metro’ is being built in various stages in
Bengaluru. At present, Phase 1 covering a length of 43 km on two lines i.e. Kengeri
to Baiyyappanahalli and Silk Institute to Nagasandra. Both the lines are under
operation. The Phase 2, 2A & 2B are under implementation and Phase 3 is under
planning.

0.3. TRAVEL CHARACTERISTICS AND DEMAND ESTIMATES

The entire study area has been divided into 198 internal urban & 17 zones of
Bangalore International Airport Area Planning Authority and 10 external traffic
zones.

Classified traffic volume count surveys have been conducted at 8 mid blocks for 24
hour period on a typical fair weather working day. It is observed that the traffic at
different locations varies from 66,443 PCU’s (86034 Vehicle) ORR B.T.M. Layout

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(near Water Tank) to 1,28,995 PCU’s (1,46,724 Vehicle) ORR (near Hebbal).

Origin – Destination survey of vehicles entering the study area was conducted at 10
outer cordon locations. It seen that about 47.7% of the trips are work and business
based trips, social trips contribute about 26.5% and shopping/recreation trips has
about 19.6%.

The PT Stop survey was carried out at 25 bus stops (both sides) to assess the
maximum boarding and alighting of passengers at different stops. It is observed that
Anjananagara bus stop caters to the 5986 passengers followed by Hebbal bus stop
with 5984 passengers.

The pedestrian volume counts were carried at 13 locations in the study area. The
maximum daily pedestrian volume of 20,112 is observed at Magadi Main Road
Kamakshi Palaya with least of 3,490 observed at Bellery Road outer Ring Road
Hebbal.

Parking surveys was conducted at 10 locations identified at on street parking

stretches and off street parking lots for 16 hours on fair weather working day. The
maximum parking demand over the day is observed to be 713 ECS at Appoorva
Layout followed by 304 ECS at Kottige Palya.

Household Interview Survey on a sample basis was carried out as a part of the study
to get the information spread over the study area. It is observed from the table that
about 72% of the trips are performed for work and business purpose together,
whereas 13% trips are education and about 16% trips which includes shopping,
social, health and recreation.

The projected population, employment in the years 2021, 2031, 2041 and 2051 is
presented in the Table 0.1.

TABLE 0.1: PROJECTED LANDUSE PARAMETERS FOR STUDY AREA (IN LAKH)
Year Population Employment Student Enrolment
2021 143.5 61.7 31.6
2031 208.5 92.1 45.8
2041 266.0 117.9 58.5
2051 332.3 148.7 73.1

A four stage travel demand model has been used for transport demand forecasting.
The maximum peak hour peak direction trips (PHPDT) are shown in the TABLE 0.2.

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TABLE 0.2: MAXIMUM PHPDT ON CORRIDOR 1 & 2

Max. PHPDT
Corridor
2028 2031 2041 2051
JP Nagar 4th Phase to Kempapura 23303 25173 29930 33061
Hosahalli to Kadabagere 18227 19679 23272 25707

Total daily boardings on the study corridors for the years 2028, 2031, 2041 and 2051
is expected to be 7.86 lakh, 8.37 lakh, 10.2 lakh and 11.5 lakh respectively and
presented in Table 0.3.

TABLE 0.3: DAILY PASSENGER BOARDINGS

Daily Boarding (in Lakh)
Corridor
2028 2031 2041 2051
th
JP Nagar 4 Phase to Kempapura 5.86 6.25 7.69 8.67
Hosahalli to Kadabagere 1.99 2.12 2.51 2.83
Total 7.86 8.37 10.20 11.50

Total daily trips on the study corridors for the years 2028, 2031, 2041 and 2051 is
expected to be 6.35 lakh, 6.7 lakh, 8.1 lakh and 9.12 lakh respectively and presented
in TABLE 0.4.

TABLE 0.4: DAILY PASSENGER TRIPS

Daily Trips (in Lakh)
Corridor
2028 2031 2041 2051
th
JP Nagar 4 Phase to Kempapura 4.63 4.89 5.91 6.66
Hosahalli to Kadabagere 1.72 1.81 2.18 2.46
Total 6.35 6.70 8.10 9.12

0.4. SYSTEM & TECHNOLOGY SELECTION

Considering the city specific characteristics, traffic demand, availability of right of
way, Medium Metro rail system, which can cater to design PHPDT is proposed to be
adopted for Bangalore Metro Phase 3 corridors. The system specifications are
tabulated below:

Parameters System Specification

60,000 with 6 car trains
Traffic Handling capacity (PHPDT)
(Considering peak period headway of 2 minutes)
Minimum radius of Min. for elevated = 120m
Alignment curvature Min. for UG = 200m
and Gauge Gradient 4%
Gauge Standard gauge (1435 mm)
Traction System 750 V DC Third Rail

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Parameters System Specification

Signaling System Communication Based Train Control (CBTC) System
Telecommunication System GE (Gigabit Ethernet) based system
Coach Width 2.88 m wide coaches
6 car – DMC TC MC MC TC DMC
Capable of GoA4 operation
Train Composition
Every coach should be fully interchangeable with any
other coach of same type.
Coach construction Light weight stainless steel body
Axle load 15 T
Rolling Stock Braking System Regenerative Braking
Propulsion system 3 phase drive system with VVVF control
Max. Design speed: 90 kmph
Max. Operating Speed: 80 kmph
Average Acceleration rate from 0 30 kmph: 1.0 m/s2 ± 5%
Performance
Average Deceleration from 80 kmph to 0 kmph: 0.95 m/s2
Characteristics
± 5%
Instantaneous full service deceleration: 1.1 m/s2
(>1.3m/sec2 during emergency)

0.5. CIVIL ENGINEERING & ALIGNMENT DETAILS

0.5.1. Geometric Design Parameters

TABLE 0.5: DESIGN CRITERIA

SN Criteria Dimension
1 Gauge 1435 mm
2 Design Speed 90 Kmph
3 Maximum Axle Load 15 T
4 Electric Power Collection 3rd Rail, 750 V D.C.

TABLE 0.6: HORIZONTAL CURVE PARAMETERS

Description Elevated Section
Minimum radius on main running lines other than stations 120 m with check rail*
Minimum curve radius at Depot & other lines 100m
Minimum curve radius at passenger stations 1000 m
Maximum permissible cant (Ca) 110 mm
Maximum cant deficiency (Cd) 100 mm
* Check rails are to be provided on circular curves of less than 190m radius including
their transition curves

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TABLE 0.7: TRACK CENTRE AND HEIGHT IN ELEVATED SECTION

Minimum Rail Level above
Parameter Minimum Track Centre
Ground Level
Mid Section 4.20 m* 7.50 m**
Station 4.20 m 12.50 m
Note:
* Track centre in elevated section can be modified as per the choice of girder/super
structure. For Double U girder minimum 4.85 m track centre will be provided.
** For I girder and Box girder, Minimum Rail Level above Ground Level shall be 8.50 m

TABLE 0.8 : GRADIENT PARAMETERS

Description Desirable Absolute Minimum
Gradient at Mid Section Upto 2% Upto 4% (compensated)
Gradient at Stations Level Upto 0.25%

TABLE 0.9: VERTICAL CURVE PARAMETERS

Parameter Vertical Curve
Desirable Radius on Main line 2500 m
Absolute Minimum Radius on Main line 1500 m
Minimum Length of Vertical Curve 20 m

0.5.2. Engineering Survey

Topographical Surveys for the corridor were conducted based on differential GPS.

0.5.3. Geotechnical Investigations

A total of 36 boreholes were drilled along this proposed corridor, 26 borings along
the proposed alignment for Corridor 1 and the remaining 10 borings along the
proposed alignment for Corridor 2. Bore Holes have been drilled upto a maximum
30.00 m depth each for all along the length of proposed Metro alignment.
0.5.4. Alignment Description
Two corridors have been finalized for implementation in Phase – III of Bangalore
Metro network and are given as under:

i. Corridor 1: JP Nagar 4th Phase to Kempapura

ii. Corridor 2: Hosahalli to Kadabagere

Corridor 1: JP Nagar 4th Phase to Kempapura

Considering centre line of JP Nagar 4th Phase Station as 42.00m, this corridor is
32.15km long starting from Ch: ( )330m and running up to Ch: 31820m. At
Kempapura Station, track Integration with under construction Phase 2B corridor is

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planned. Provision already exists in the station and track layout of Phase 2B
corridor. The corridor is proposed completely elevated. Total of 22 stations have
been proposed on the corridor. The corridor is summarized as shown in TABLE 0.10.

TABLE 0.10: SUMMARY OF SECTIONS FOR CORRIDOR 1

S. No. Corridor Section Length (km) Stations
JP Nagar 4th Phase to Mysore
1 10.93 8
Road
Mysore Road to Sumanahalli
2 7.30 5
Cross
3 Sumanahalli Cross to Peenya 5.10 4
4 Peenya to Kempapura 8.82 5
Total 32.15 22

Corridor 2: Hosahalli to Kadabagere

Considering centre line of Hosahalli as 0.00m, this corridor is 12.50 km long starting
from ( )450m and running up to 12050m. The corridor is proposed completely
elevated. Total of 9 stations have been proposed along corridor. A common
Maintenance depot has been proposed for both the corridors at Sunkadakatte in
Govt. state land with an area of about 30 Ha. The corridor is summarized as shown
in TABLE 0.11.

TABLE 0.11: SUMMARY OF SECTIONS FOR CORRIDOR 2

S. No. Corridor Section Length (km) Stations
1 Hosahalli to Sumanahalli Cross 5.15 4
Sumanahalli Cross to
2 7.35 5
Kadabagere
Total 12.50 9

TABLE 0.12: ABSTRACT OF HORIZONTAL CURVES FOR CORRIDOR 1

No. of
S. No. Curve Radius Length Percentage
Occurrences
1 150 13 2019 14.28
2 >150 300 45 4909 34.72
3 >300 500 15 1517 10.73
4 >500 800 22 2369 16.76
5 >800 1000 12 1181 8.35
6 >1000 26 2142 15.15
Total 133 14137 100.00

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TABLE 0.13: ABSTRACT OF HORIZONTAL CURVES FOR CORRIDOR 2

No. of
S. No. Curve Radius Length Percentage
Occurrences
1 150 10 1695 26.6
2 >150 300 5 701 11.0
3 >300 500 10 1589 24.9
4 >500 800 3 525 8.2
5 >800 1000 7 945 14.8
6 >1000 10 928 14.5
Total 45 6384 100.0

TABLE 0.14: ABSTRACT OF GRADIENTS FOR CORRIDOR 1

No’s of
S. No. Description Length (m) Percentage
Occurrences
1 Level (0%) 28 9262 28.81
2 >0% to 1% 18 5206 16.19
3 >1% to 2% 26 6810 21.18
4 >2% to 3% 14 4526 14.08
5 >3% 19 6346 19.74
TOTAL 105 32150 100.00

TABLE 0.15: ABSTRACT OF GRADIENTS FOR CORRIDOR 2

No’s of
S. No. Description Length (m) Percentage
Occurrences
1 Level (0%) 11 4002 32.02
2 >0% to 1% 7 2098 16.78
3 >1% to 2% 9 2345 18.76
4 >2% to 3% 4 1277 10.21
5 >3% 7 2778 22.22
TOTAL 38 12500 100.00

0.5.6 Land Requirement

Land will be required for the following main components:
MRTS Structure Viaduct (including Route Alignment)
Station Building, Entry/Exit Structures, Parking, Multimodal Integration Facilities
Maintenance Depot
Receiving/Traction Sub stations
Property Development (PD)
Temporary casting yard and work sites.

Abstract of land requirements for different components of corridors are given in

Table 0.16 & Table 0.17.

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TABLE 0.16: LAND & STRUCTURES REQUIREMENT FOR CORRIDOR 1

Permanent Land Structures
Ownership Purpose
(Sqm) (Floor Area in Sqm)
Running Section (Viaduct) 13032 89
Station Building, Entry/Exit and
1048 0
Ancillary facilities
Govt.
MMI 2200 0
(Central)
Stabling Line Entry 3691 0
Pier 243 0
Total 20214 89
Running Section (Viaduct) 16293 3061
Station Building, Entry/Exit and
2320 0
Ancillary facilities
Parking and Property Development
17500 460
(P.D.)
Govt. (State)
RSS/TSS 6400 0
MMI 819 0
Road Widening 1236 1589
Pier 443 0
Total 45011 5110
Running Section (Viaduct) 22529 30729
Station Building, Entry/Exit and
10936 13629
Ancillary facilities
Parking 9630 224
Private
MMI 1079 581
Road Widening 12997 47946
Pier 2814 11428
Total 59985 104537
Grand Total 125210 109736

TABLE 0.17: LAND & STRUCTURES REQUIREMENT FOR CORRIDOR 2

Permanent Land Structures
Ownership Purpose
(Sqm) (Floor Area in Sqm)
Running Section (Viaduct) 0 0
Govt. Station Building, Entry/Exit and
0 0
(Central) Ancillary facilities
Total 0 0
Running Section (Viaduct) 4712 98
Station Building, Entry/Exit and
639 0
Ancillary facilities
Parking 0 0
Govt.
Property Development (P.D.) 0 0
(State)
RSS/TSS 3200 0
Maintenance Depot 300000 0
Depot Entry (Corridor 1 to Corridor 2) 3696 0
Total 312247 98
Running Section (Viaduct) 4247 12997
Station Building, Entry/Exit and
7012 8903
Ancillary facilities
Private Parking 6050 3390
Property Development (P.D.) 0 0
Depot Entry (Corridor 1 to Corridor 2) 2830 5808
Total 20139 31098
Grand Total 332386 31196

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FIGURE 0.2: PROPOSED CORRIDORS OF PHASE 3

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0.6. STATION PLANNING

0.6.1. Station Planning

The stations have been planned based on the basis of following parameters:
a. Station planning is dependent on the peak hour traffic load for each station in the
design year.

b. The station is planned for 6 cars train.

c. The total evacuation time for the movement of all passengers in an emergency
from platform level to the landing at the next level does not exceed 5.5 minutes
in elevated stations considering that the stations are open and the risk is much
less.

d. The station planning is in compliance to the “Guidelines and space Standards for
Barrier Free Built Environment for Disabled and Elderly persons” published by the
Ministry of Urban Affairs and Employment India in 1998.

e. Six typical designs have been suggested for various station (TABLE 0.18) and these
will form basis for planning of all the stations (TABLE 0.19).
TABLE 0.18: TYPICAL DESIGNS
Proposed
Sr. No. Remarks
Type
135 m x 20.50 m
1 Type A
(Typical Station)
135m x 22.30 m
(Station with common concourse & having connectivity with
2 Type B
both corridors, corridor 1 crossing at first level & corridor 2 at
second level) i.e., Sumanahalli Cross Station
135 m x 20.50 m
(Station on triple height due to proposed flyover at station
3 Type C
location & connectivity through paid concourse) i.e., J P Nagar
Metro Station
135 m x 20.50 m
(Station with PD area at three different floor level below
4 Type D
concourse & connectivity through Paid Concourse area) i.e.,
Mysore Road Metro Station
135 m x 37.75 m (Common station with Phase 2 Metro, having
5 Type E
two side & one island platform) i.e., J P Nagar 4th Phase Station
135 m x 20.50m (Station having three PD levels below
6 Type F concourse & connectivity through paid concourse) i.e., Peenya
Station
77.20m x 30.30m (Station having one side & one island
7 Type G platform with four tracks & Depot connectivity) i.e.,
Sunkadakatte Station

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TABLE 0.19: LIST OF STATIONS

Inter Existing
Proposed
station Size Ground
SN Station Name Chainages Rail Level
Distance (All Elevated Station) Level (GL)
(RL) (m)
(m) (m)
Corridor 1: JP NAGAR 4th PHASE TO KEMPAPURA
135m x 37.75m
JP Nagar 4th
1 42 (including Phase 2 R6 900.018 913.184
Phase
Station platform)
2 JP Nagar 5th Phase 1789 1747 135m x 20.50m 900.354 917.500
3 JP Nagar 3089 1300 135m x 20.50m 900.698 924.500
4 Kadirenahalli 4261 1172 135m x 20.50m 903.464 918.000
5 Kamakya Junction 6247 1986 135m x 20.50m 867.670 897.500
6 Hosakerehalli 7472 1225 135m x 20.50m 872.062 892.000
7 Dwaraka Nagar 8658 1186 135m x 20.50m 838.247 860.000
8 Mysore Road 10162 1504 135m x 20.50m 813.002 839.500
9 Nagarbhavi Circle 11651 1489 135m x 20.50m 844.815 858.500
10 Vinayaka Layout 13091 1440 135m x 20.50m 839.528 858.000
11 Papireddy Palya 14381 1290 135m x 20.50m 867.982 882.000
BDA Complex
12 15711 1330 135m x 20.50m 888.577 904.000
Nagarbhavi
13 Sumanahalli Cross 17290 1579 135m x 22.30m 858.940 879.000
Chowdeshwari
14 18576 1286 135m x 20.50m 863.616 878.000
Nagar
Freedom Fighter’s
15 19675 1099 135m x 20.50m 883.368 903.000
Colony
16 Kanteerva Nagar 21067 1392 135m x 20.50m 896.720 910.000
17 Peenya 22797 1730 135m x 20.50m 910.787 940.000
18 Muthyala Nagar 25064 2267 135m x 20.50m 909.976 924.000
19 Bel Circle 26302 1238 135m x 20.50m 904.323 924.000
20 Nagashetty Halli 27722 1420 135m x 20.50m 897.781 911.000
Hebbal Railway
21 30149 2427 135m x 20.50m 894.316 907.500
Station
135m x 29.50m
22 Kempapura 31581 1432 (including Phase 2B 888.126 902.500
Station platforms)
Corridor 2: Hosahalli to Kadabagere
1 Hosahalli 0 135m x 20.50m 877.172 896.500
2 KHB Colony 1648 1648 135m x 20.50m 895.114 909.000
3 Kamakshipalya 2971 1323 135m x 20.50m 880.003 900.000
4 Sumanahalli Cross 3907 936 135m x 22.30m 858.985 886.500
135m x 30.30m
(including two
5 Sunkadakatte 5660 1753 906.949 920.000
additional tracks of
depot entry)
6 Herohalli 6981 1321 135m x 20.50m 883.399 897.500
7 Byadarahalli 8562 1581 135m x 20.50m 868.691 881.500
8 Kamath Layout 10006 1444 135m x 20.50m 874.050 887.000
9 Kadabagere 11590 1584 135m x 20.50m 867.254 880.000
*As suggested by MoHUA, eight stations of corridor 2 will be constructed for 3 car train
having size of 77.20mx20.50m. Platforms will be extended to accommodate 6 car trains as
and when required in future.

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0.6.2. NMV and Pedestrian Facilities

Pedestrian facilities like continuous footpath of 2m wide, demarcation of pick and

drop for PT/IPT, Zebra crossing at intersections, table top crossings, relocation of
encroachments, strengthen of ROW have been proposed near the station influence
area for ease for pedestrian movement. For non motorized vehicles facilities like
cycle tracks have been planned on the basis of land availability near the stationfor
seamless movement.

0.6.3. Accessibility for Differently abled

The proposed Metro Rail system should be user friendly ensuring accessibility to
persons with disabilities, people travelling with small children or are carrying
luggage, as well as people with temporary mobility problems and the elderly
persons. The standards are extracted from ‘Guidelines for Pedestrian Facilities' and
‘NBC 2016 Guidelines’, ‘Space Standards for Barrier Free Built Environment for
differently abled and Elderly Persons' and other standards. Standard for differently
abled facilities within station areas will be provided for seamless movement around
metro stations.

0.7. INTERMODAL INTEGRATION

0.7.1 Intermodal Integration with Existing Modes
The intermodal integration proposals have been formulated for facilitating traffic
dispersal and circulation facilities based on the following considerations:
Minimizing pedestrian/vehicle conflicts and effective passenger interchange
with feeder modes.
Facilitating passenger interchange with other transit systems
Circulation area with designated space for embarking and disembarking for
vehicular traffic and NMT.
Availability of total carriageway and footpath widths required to cater to the
proposed traffic volumes and relocation of vendors/hawkers

0.7.2 Feeder Bus System

The feeder buses have been proposed of high quality, ultra modern and customer
oriented that can deliver fast, comfortable and cost effective urban mobility. Easy
to board (low floor), attractive and environmentally friendly buses with air
conditioning having capacity of 35 (Mini buses) are proposed for feeder system.

The facilities of feeder buses have been estimated for peak hours of various horizon
years. The total number of buses required are 256, 262, 346 and 416 in the year

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2028, 2031, 2041 and 2051 respectively. Public bicycle sharing is provided for the
passengers for about 2 km of the metro stations influence area.

Some of the essential features of an integrated multi modal urban transport system
are the physical integration of public transport services, fares, ticketing,
infrastructure provision, management, pricing, and integration of transport
authorities.

0.8. TRAIN OPERATIONS PLAN

The train operation plan for the proposed corridor will be based on the following
salient features:
Operation from Bangalore Metro phase 3 (Corridor 1: JP Nagar 4th Phase to
Kempapura and Corridor 2: Hosahalli to Kadabagere) Running of services for
19 hours of a day (5:00 hrs to 24:00 hrs) with a station dwell time of 20 30
seconds.
Scheduled speed of 34 kmph.
Make up time of 5% with 8% coasting.
Adequate services to ensure comfortable journey for commuters even during
peak periods.

The train operation plan is envisaged for Bangalore Metro phase 3 with 6 car rake
composition for Corridor 1 and 3 car composition for Corridor 2 during the initial
years of operation. The infrastructure and train operation plan for the corridor is
proposed to be designed accordingly for the design year.

Based on the traffic demand, the details of the proposed train operation plan for
Bangalore Metro phase 3 are given in TABLE 0.20.

TABLE 0.20: TRAIN OPERATION PLAN WITH AW4 LOADING

Horizon Years 2028 2031 2041 2051
Cars/ Train 6 6 6 6
Headway in minutes 5.0 4.5 4.0 3.5
Corridor 1 : Trains Per Hour 12 13 15 17
JP Nagar 4th Capacity Achieved @ 6 18888 20462 23610 26758
Phase to person per sqm
Kempapura Capacity Provided @ 8
24048 26052 30060 34068
person per sqm
PHPDT 23303 25173 29930 33061
Corridor 2 : Cars/ Train 3 3 3&6 6
Hosahalli to
Headway in minutes 3.0 3.0 3.0 4.0
Kadabagere

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Horizon Years 2028 2031 2041 2051

20
(16 trips of 3
Trains Per Hour 20 20 car trains & 4 15
trips of 6 car
train)
Capacity Achieved @ 6
15280 15280 18520 23610
person per sqm
Capacity Provided @ 8
19500 19500 23616 30060
person per sqm
PHPDT 18227 19679 23272 25707
*Headway has been considered either in nearest whole number or as nearest multiples of 0.5.

The above train operation and headway for different horizon years is proposed to
meet the Peak hour peak direction traffic demand (PHPDT) with standees @6
passengers/ m2 in most of the sections, except in few sections where traffic demand
is met with standees @ 8 passengers/ m2. This arrangement will optimize the rolling
stock requirement. Rolling Stock requirement for different horizon years for
Bangalore Metro phase III is given in TABLE 0.21.

TABLE 0.21: ROLLING STOCK REQUIREMENT FOR DIFFERENT HORIZON YEARS

TRAIN TIME RAKE HEADWAY SECTION BARE TRAFFIC MAINT. TOTAL
TOTAL RAKE
OPERATION/ HORIZON CONFIGUR IN LENGTH RAKE SPARE SPARE COACH
REQMT
CORRIDOR YEAR ATION MINUTES KM REQMT @5% @10% REQMT
CORRIDOR 1: 2028 6 CAR 5.0 31.52 24.0 2 3 29 174
JP NAGAR PH 2031 6 CAR 4.5 31.52 27.0 2 3 32 192
4TH TO 2041 6 CAR 4.0 31.52 30.0 2 4 36 216
KEMPAPURA 2051 6 CAR 3.5 31.52 35.0 2 4 41 246
2028 3 CAR 3.0 11.6 17.0 1 2 20 60
2031 3 CAR 3.0 11.6 17.0 1 2 20 60
20
CORRIDOR 2:
HOSAHALLI TO 3 CAR & 3.0 (14 NOS. OF 3
2041 11.6 17.0 1 2 CAR TRAINS + 6 78
KADABAGERE 6 CAR
NOS. OF 6 CAR
TRAINS)
2051 6 CAR 4.0 11.6 13.0 1 2 16 96

0.9. SIGNALING AND TELECOMMUNICATION

0.9.1. Signaling System

The Communication based Train Control (CBTC) Signaling system provides adequate
safety level of CENELEC SIL 4 (Safety Integrity Level) and permits an operational

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headway of 90 seconds with continuous automatic train control. The CBTC

Technology is suitable for UTO (Unattended Train Operation) / DTO (Driverless Train
Operation). Considering the above, CBTC system is recommended for Bangalore
Metro Phase 3.

0.9.2. Telecommunication System

The telecommunication system acts as communication backbone for signaling and
other systems and provides telecommunication services to meet operational and
administrative requirements of metro network.

The proposed telecom system and transmission media will have following sub
systems:
GE (Gigabit Ethernet) based Transmission System
Telephone Exchange
Mobile Radio Communication System
Public Address System (PAS)
Centralized Clock System
Passenger Information Display System (PIDS)
Close Circuit Television (CCTV)
Central Digital Recording System (CDRS)
Central Communication Fault Reporting System (CCFRS)

0.10. FARE COLLECTION SYSTEM

Mass Rapid Transit Systems which is proposed in Banglore Metro Phase 3 corridors
handle a large number of passengers. Ticket issue and fare collection play a vital role
in the efficient and proper operation of the system. To achieve this objective,
ticketing system shall be simple, easy to use/operate, easy on accounting facilities,
capable of issuing single/multiple journey tickets, amenable for quick fare changes
and require overall lesser manpower. Automatic fare collection system meets these
requirements.

0.11. ROLLING STOCK

Rolling Stock proposed for the Bangalore Metro phase 3 corridors will be similar to
Bangalore Metro Phase 2A and 2B. The broad features of Rolling Stock are presented
in Table 0.22.

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TABLE 0.22: BROAD FEATURES OF ROLLING STOCK

SN Parameter Details
1. Gauge 1435 mm
2. Traction System
Voltage 750V DC
Method of Current Collection Third Rail Bottom Current Collection System
3 Train Composition
DMC TC MC MC TC DMC with 67%
6 Car Train
motorization
3 Car Train DMC TC DMC with 67% motorization
4 Coach Body Stainless Steel
5 Coach Dimensions
(a) Height 3.848 m
(b) Width 2.88 m
6 Length over body (approx.)
(a) Driving Motor Car (DMC) 21.05 m
(b) Trailer Car (TC) 20.88 m
(c ) Motor Car (MC) 20.88 m
7 Design Passenger Loading
Full seating + standee passengers @ 8
(a) Design of Propulsion equipment
Passengers/ m2
Full seating + standee passengers @ 10
(b) Design of Mechanical systems
Passengers/ m2
Carrying Capacity @ Full seating + 8
8
standee passengers per sq. m
(a) Coach Carrying Capacity
DMC 316 (seating – 43; standing – 273)
TC 343 (seating – 50; standing – 293)
MC 343 (seating – 50; standing – 293)
3 Car – 975 (seating 136, standing 839)
(b) Train Carrying Capacity
6 Car 2004 (seating – 286; standing – 1718)
9 Axle Load < 15 Tonne
10 Propulsion System 3 phase drive system with VVVF control
11 Braking System Regenerative Braking
12 Performance Characteristics
(a) Maximum Design speed : 90 kmph
(b) Maximum Operating Speed : 80 kmph
Average Acceleration rate from 0 30
(c ) 1.0 m/s2 ± 5%
kmph
Average Deceleration from 80 kmph to 0
(d) 0.95 m/s2 ± 5%
kmph
(e) Instantaneous full service deceleration 1.1 m/s2 (>1.3m/sec2 during emergency)

0.12. POWER SUPPLY AND TRACTION

0.12.1. 750 V DC Third Rail traction system is proposed for Bangalore Metro phase 3
corridors. The power requirements of a metro system are determined by peak hour
power demand for traction and auxiliary applications. The ultimate (design) power

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requirement for this corridor will be conceptualized considering following norms,

directives/ guidelines:
Train operation with 6 car trains during the design year
Peak period headway of 3.5 minutes for Corridor 1: JP Nagar 4th Phase to
Kempapura and 4.0 minutes for Corridor 2: Hosahalli to Kadabagere during the
design year i.e 2051.
Specific energy consumption of rolling stock – 75 KWh/ 1000 GTKM
Regeneration @ 20%
At grade / Elev. station load – initially 200kW, ultimate design 300kW.
Depot auxiliary load initially 1500 KW, ultimate design 2250KW.
Depot traction Load initially 1000 KW, ultimate design 1750 KW.
Power factor of load – 0.9
Transmission losses @ 5%

Keeping in view of the above norms, power demand estimation for the corridor is
given in Table 0.23.

TABLE 0.23: POWER DEMAND ESTIMATION (MVA)

Horizon
Corridor 2028 2031 2041 2051
Year
Corridor 1: Traction 18.76 20.32 23.45 26.57
JP Nagar 4th Auxiliary 5.13 6.42 7.06 7.70
Phase to
Total 23.89 26.74 30.51 34.27
Kempapura
Corridor 2: Traction 6.86 7.15 8.61 10.67
Hosahalli to Auxiliary 3.85 4.67 5.22 5.78
Kadabagere Total 10.71 11.82 13.83 16.45

0.12.2. Sources of Power Supply

Bangalore city has 66kV & 220kV power transmission and distribution network to
cater to various types of demand in the vicinity of the proposed Corridors. Keeping
in view of the reliability requirements and considering the complete length of
Corridors, three (03) Receiving Sub Stations are proposed to avail power supply for
traction as well as auxiliary services. Each Receiving Sub Station avail power supply
from Two (02) different Grid Sub Stations of Power Supply Authority (PSA) i.e.,
Karnataka Power Transmission Corporation Limited (KPTCL) at 66kV (Upto 20 MVA)
or 220kV (above 20 MVA) voltage level through underground cable feeders for the
proposed Bangalore Metro Phase 3 i.e., Corridor 1 and Corridor 2. The Grid
Substations which have been identified near the alignment are given in Table 0.24.

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TABLE 0.24: SOURCES OF POWER SUPPLY

Location of
Approx. Dist. Feeding
Corridors RSS of Metro Grid Sub Station
GSS to RSS Zone
Authority
6.5 km from
Existing 220/66kV Vrishabhavathi
RSS 1: JP Nagar
Vrishabhavathi Valley GSS Valley GSS.
Nagarbhavi 4th Phase
& &
Circle RSS to Vinayaka
Proposed 220/66kV from 3.0 km from
Corridor 1: (66/33 kV) layout
Nagarabhavi GSS Nagarbhavi
JP Nagar 4th
GSS
Phase to
3.0 km from
Kempapura Proposed 220/66kV Mathikere
RSS 2: Mathikere GSS.
GSS Vinayaka
BEL Circle &
& layout to
RSS 6.5 km from
Existing 220/66kV kempapura
(66/33 kV) Sahakarinagar
Sahakarinagar GSS
GSS
Existing 220/66kV NRS GSS
4.5 km from
&
RSS 3: NRS GSS
Corridor 2: Existing 66/11kV Chandra
KHB Colony & Hosahalli to
Hosahalli to layout GSS
RSS 4.0 km from Kadabagere
Kadabagere OR
(66/33 kV) Chandra Layout
Existing 66/11kV Vijayanagar
/Vijayanagar
GSS

0.12.3. Auxiliary Supply Arrangements and Standby Power Supply

Auxiliary sub stations (ASS) are envisaged to be provided at each station for
stepping down 33kV supply to 415V for auxiliary applications. The ASS will be
located at mezzanine or platform level inside a room. The demand of power at
each elevated station is expected to be about 200 kW in the initial years and is
likely to reach 300 kW in the horizon year.

Each elevated station shall be provided with an Auxiliary Substation with two nos.
33kV/415V, 3 phase, 500 kVA dry type cast resin transformers and the associated
HT & LT switchgear. In addition, provision shall be made for one DG set of
adequate capacity at interchange and Signaling Interlock/Cross Over stations. All
stations shall be provided with UPS of 2 hours backup to cater for station
emergency lighting.

Apart from stations, separate ASS is required at each depot with 2X2000 kVA
auxiliary transformers to cater to depot cum workshop load.

0.12.4. Solar Energy Harnessing System

Considering the futuristic technology and potential for solar power generation,
need for development of solar power, provision of a grid connected solar

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photovoltaic power plant utilizing all possible areas viz. roof top of stations/ sheds
and buildings is proposed for Bangalore Metro Phase 3 MRTS.

Based on the solar radiation intensity in the city of Bangalore, the peak solar power
generation in the corridor is expected to be about 200 kWp for each elevated
station and 500kWp for Depot.

0.13. VENTILATION AND AIR CONDITIONING SYSTEM

The proposed corridors of Bangalore Metro Phase 3 has been planned as completely
elevated. The air conditioning and ventilation requirement in the elevated stations
of the corridors is mainly for the ancillary spaces such as staff room, equipment
rooms etc. It is essential to maintain an acceptable environment for the operating
and maintenance personnel, to prolong the life of equipment by proper control of
temperature, pressure, and humidity, and to mitigate possible gas accumulation.

0.14. MAINTENANCE DEPOT

The Common maintenance depot facility is proposed for Corridor 1 and Corridor 2
of Phase 3 Project at Sunkadakatte in 30 Hectares of land. According to operation
plan for the year 2051 Corridor 1 will require 41 rakes and Corridor 2 will be require
16 Rakes. Hence, Rolling stock maintenance facilities have to be created for total 57
rakes of both corridors. To facilitate seamless operation from either end of the
corridors, it is proposed to house stabling facility for 40 rakes at Sunkadakatte depot
and 8 rakes at Peenya. The balance 9 rakes will be stabled at terminal stations.
Details are provided in the subsequent section.

The maintenance depot will have infrastructure to maintain the rakes with
necessary facilities viz stabling lines, scheduled inspection lines, workshop for
overhaul, unscheduled maintenance including major repairs, wheel profiling, heavy
interior/ under frame/ roof cleaning etc. for the rolling stock operational on the
corridor as well as maintenance facilities for Civil – track, buildings, water supply;
Electrical – Traction, E&M; Signaling & Telecommunication; Automatic Fare
Collection etc.

In broad terms, based on the planned rolling stock requirements, this chapter covers
the conceptual design of the following aspects of the Depots.
Conceptual design and layout of Servicing Shed and Workshop to provide
maintenance facilities and stabling facilities for Rolling Stock.
Operational and functional safety requirements.
Ancillary buildings for other maintenance facilities.
Electrical & Mechanical Services, power supply and distribution system.

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Water Supplies, Drainage & Sewerage.

Signal and Telecommunication Services
Water Supplies, Drainage & Sewerage.
Roof Top and Solar System on Sheds and Buildings

The details of the depot are provided on conceptual design basis and will work as a
guideline for detailed design and planning and project stage based on actual traffic
needs. Common maintenance facilities being housed in single depot Automatic Train
Control (ATC) will need to be designed accordingly.

The proposed arrangement for stabling and maintenance facilities for Depot is given
below in Table 0.25.

TABLE 0.25: MAINTENANCE DEPOT

Location Infrastructure Depot
Stabling Lines 40 lines of 6 car rake
Sunkadakatte Inspection Lines 5 lines of 6 car each
Workshop Lines 4 lines of 6 car each
Peenya Stabling Lines 8 lines of 6 car rake

0.15. ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

0.15.1. Environmental Impact Assessment

• Environmental Baseline: Land use along the corridor is Built up area and
vegetation. The elevation of the city varies from 850 to 950 m amsl and the city
is located in Seismic Zone II. The Bangalore city has tropical savanna climate with
distinct wet and dry seasons. Maximum rainfall occurs between June to
November. As per Air Quality Monitoring data by KSPCB, PM10 and PM2.5 are
exceeding the permissible limits.

• Environmental Impacts: During the period of construction, manpower will be

needed for various project activities. In post construction phase, about 1540
people will be employed for operation and maintenance of the system. The
project will yield benefits in terms of better accessibility, savings in fuel
consumption, reduction in vehicle operating costs, savings in travel time,
improvement in quality of life and reduction in road accidents.

• Approximately 11137 trees are likely to be cut /transplanted during construction

along the proposed corridors and depot. The dust will be produced due to
excavation, loading & unloading, transportation of construction materials,

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vehicular & construction equipment, and emission from the DG sets.

• Mitigation Measures, Environmental Management Plan And Monitoring Plan:

Mitigation measures and management plan for Water and Energy management,
Compensatory afforestation, Management of construction material and waste,
Energy efficiency, Construction Safety Management, Labour Camp and
Workplace facilities, Air Pollution Control, Noise pollution and Vibration control,
Rain Water Harvesting, Management Plan for Depot, Solid Waste Disposal,
Training to engineers and managers from the Implementing Agency.
Environmental Monitoring is proposed during construction and operation phases
of the project. Environmental Management Cell will supervise and coordinate
monitoring and implementation of EMP. The cost of Environmental
Management Plan and Environmental Monitoring Plan is estimated as Rs.
3349.62 Lakh for corridor 1 and Rs. 1009.49 Lakh for Corridor 2.

0.15.2. Social Impact Assessment

• The SIA has been prepared in accordance with the Compensation and
Resettlement Package (CRP) 2019, based on the Government Order No. UDD 91
PRJ 2019, dated 10.7.2019 adopted by BMRCL.

• On the basis of proposed alignment plan about 376 structures and 703 families
have been identified to be affected across both the corridors. Majority of
structures are likely to be affected in corridor 1 whereas majority of families are
likely to be affected in corridor 2. The Compensation and Resettlement Package
has been formulated based on the guiding principles followed by BMRCL for
Phase 1 and Phase 2.

• The BMRCL has a Project Implementation Unit in place for implementation of the
project headed by the Director, Projects and Planning. The Land Acquisition
office is headed by the General Manager Land Acquisition, who reports directly
to the Managing director and is responsible for the implementation of the
rehabilitation activities and disbursement of payments. The cost of R&R
implementation plan is estimated as Rs. 3528.32 Lakh for corridor 1 and Rs.
2090.49 Lakh for Corridor 2. Cost of compensation for land and structures has
been considered in DPR.

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0.16. DISASTER MANAGEMENT & SECURITY MEASURES

0.16.1. 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
may even be caused by external factors. As per the disaster management act, 2005
"disaster" means a catastrophe, mishap, calamity or grave occurrence in any area,
arising from natural or manmade causes, or by accident or negligence which results
insubstantial 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.

0.16.2. Security Measures

Metro Rail System has emerged as the most reliable mode of urban transportation
system in India. The inherent characteristics of metro system make it an ideal target
for terrorists and miscreants. Metro systems are typically open and dynamic systems
which carry thousands of commuters. Moreover, high cost of infrastructure, its
economic impacts to the society, being the life line of city with high news value pose
greater threat to its security. Security is a relatively new challenge in the context of
public transport. It addresses problems caused intentionally and differs from safety
which addresses problems caused accidentally. Security problems or threats are
caused by people whose actions aim to undermine or disturb the public transport
system and/or to harm passengers or staff. These threats range from daily
operational security problems such as disorder, vandalism and terror threat.
The public transportation system is increasingly becoming important for urban areas
to prosper in the face of challenges such as reduction in congestion and pollution.
Therefore, security system for public transportation like metro rail plays an
important role in helping the system to become the preferred mode choice for
commuters. Therefore, provision of an excellent and reliable security system is a
prerequisite for metro system for increasing its market share. Metro railway
administration must ensure that security model keep pace with the rapid expansion
of the metro and changing security scenario.

0.17. DETAILED PROJECT COST ESTIMATES

0.17.1. Capital Cost Estimate
Cost estimate for Corridor 1: JP Nagar 4th Phase to Kempapura and Corridor 2:
Hosahalli to Kadabagere of Bangalore Metro phase 3 from has been prepared

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covering civil, electrical, signaling and telecommunications works, rolling stock,

environmental protection, rehabilitation, etc. at March’2023 price level is presented
in Table 0.26.
Basic cost is exclusive of taxes and duties. i.e. GST and Custom duty. Taxes and
duties mainly comprising of latest prevalent GST & Custom duty are worked out for
each corridor. Current rates of Taxes have been taken into consideration.
The rates of items other than land has been finalized on the basis of benchmarking
exercise undertaken by MoHUA in February’2019 for Medium Metro. An escalation
of 5% per annum has been considered to bring the rates to March’2023 price level.
Rates for certain items which are not included in the benchmarking rates has been
taken from the approved/awarded rates of Bangalore Metro Phase 2A and Phase 2B
corridor.

TABLE 0.26: ABSTRACT OF COST ESTIMATE

at March'2023 Price Level
S. Amount (Rs. in Crore) Total Amount
Item
No. Corridor 1 Corridor 2 (Rs. in Crore)
1 Land and R&R 1837.59 565.97 2403.56
2 Alignment and Formation 1990.85 702.16 2693.01
3 Station Buildings 945.62 252.93 1198.55
4 Maintenance Depot 231.00 79.00 310.00
5 P Way for main line & depot 332.61 129.11 461.73
6 Traction & Power Supply 624.65 272.19 896.84
7 Signalling and Telecommunication 513.78 218.38 732.16
8 Environmental works 33.50 10.10 43.60
9 Miscellaneous Utilities 318.52 124.50 443.02
10 Capital Expenditure on Security 9.89 4.05 13.94
11 Rolling Stock 1392.00 480.00 1872.00
12 Capital Expenditure on Multimodal Integration 76.58 32.82 109.40
13 Total of all items except Land and R&R 6469.02 2305.24 8774.25
General Charges incl. Design charges @ 5% on
14 323.45 115.26 438.71
all items except land and R&R
Total of all items including G. Charges except
15 6792.47 2420.50 9212.96
land and R&R
Contingencies @ 3% on all items except land
16 194.07 69.16 263.23
and R&R
17 Gross Total Cost excluding Land and R&R 6986.54 2489.66 9476.19
18 Gross Total Cost including Land and R&R 8824.12 3055.63 11879.75
19 Central GST & Customs duty 735.98 263.48 999.46
20 State GST 621.62 221.61 843.23
21 Total Cost including Taxes & Duties 10181.72 3540.72 13722.44

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0.17.2. O&M Estimate

Corridor 1: JP Nagar 4th Phase to Kempapura
The total O&M cost including additional and replacement cost in the year 2028,
2031, 2041 and 2051 are estimated at Rs. 231.42 Crore, Rs. 282.92 Crore, Rs.
529.76Crore, and Rs. 1002.92 Crore respectively.
Corridor 2: Hosahalli to Kadabagere
The total O&M cost including additional and replacement cost in the year 2028,
2031, 2041 and 2051 are estimated at Rs. 87.92 Crore, Rs. 105.32 Crore, Rs. 198.45
Crore, and Rs. 379.53 Crore respectively.

0.18. TRANSIT ORIENTED DEVELOPMENT PLAN

National Transit Oriented Development (TOD) Policy provides guidelines on

development along transit corridors. TOD focuses on creation of high density mixed
land use development in the influence zone of transit stations, i.e. within the
walking distance of (500 800 m) of transit station.
For Bengaluru Metro Ph 3, following sources of Value Capture Finance have been
taken:

i. Premium on sale of additional FAR

ii. Betterment levy for areas utilizing the additional FAR
iii. Change in Land Use
iv. Betterment and development cess for the layout/sites coming within the Metro
impact zone.
It is proposed that 60% of yearly projected revenue collection will accrue to BMRCL
(in same lines with Bengaluru Metro Ph I and II as per TOD policy). The rest 40%
share will be distributed among BBMP, BWSSB and BDA. The total revenue share to
BMRCL from all the above VCF tools in different years is given in TABLE 0.27.
TABLE 0.27: TOTAL REVENUE SHARE TO BMRCL FROM VALUE CAPTURE FINANCE
Revenue from VCF (Rs. In Crores)
Year
Premium on Additional FAR
2028 215.00
2029 215.00
2030 215.00
2031 215.00
2032 215.00
2033 225.75
2034 225.75
2035 225.75
2036 225.75
2037 225.75

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Revenue from VCF (Rs. In Crores)

Year
Premium on Additional FAR
2038 241.88
2039 241.88
2040 241.88
2041 241.88
2042 241.88
2043 248.76
2044 248.76
2045 248.76
2046 248.76
2047 248.76

The BMRCL parking land along Mysore Road with total 0.87 Ha land has been
identified for property development. Out of the total parking area of 24,480 sqm,
taken along the proposed metro corridors, 50% area i.e. 12,240 sqm has also been
considered for property development. In addition, total 10,455 sqm of area has
been taken inside the Mysore Road metro station and Peenya metro station for
property development.

Since BMRCL cannot sell residential or commercial Properties to any third party and
can only lease the Property, the property development with only leasing of
commercial properties has been considered. A total OF 52,335 sqm of property
development having Commercial facilities has been proposed.

With the construction of metro, the cost of property/land along the corridor
increases manifolds due to improved connectivity. It may be decided to capture the
value of real estate along the corridor to fund the project.

0.19. FINANCIAL ANALYSIS AND NON FARE BOX REVENUE ASSESSMENT

0.19.1. Input for Financial Analysis
The cost of land is estimated at Rs. 2347 Crore that includes Rs. 1689 Crore for
private land and Rs. 658 Crore for government land. The cost of R&R is estimated to
be Rs. 56 Crore. The total cost of project including land and R&R cost but excluding
taxes and duties is estimated at Rs. 11,880 Crore. The Central and State GST amount
to Rs. 1842 Crore. The capital cost components at March 2023 prices are given in
TABLE 0.28.

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TABLE 0.28: CAPITAL COSTS

Amount
Cost Component
(Rs. in crore)
Construction Cost excluding Rolling Stock, Land, R&R and
7247
Contingencies
Land Cost and R & R incl. Hutments 2404
Rolling Stock (incl. its GC, Conting.) 2022
Contingencies 207
Construction Cost including land and R&R, contingencies
11,880
and Rolling Stock
Taxes 1842
Central GST & Basic Customs Duty 999
State GST 843
Total Cost including Taxes & Duties 13,722

With escalation factor of 5 % p.a. (on all costs except Land and R&R), the Completion
Cost of the project including Land and R&R is estimated to be Rs. 15203 Crore
(excluding IDC and front end fee). It is proposed to start land acquisition and
construction work by Year 2023 and commission the system by Year 2028.
The O&M cost of the metro system is another input for the financial analysis. The
total O&M cost in the year 2031 is estimated at Rs. 388 Crore, Rs.728 Crore in the
year 2041 and Rs. 1382 Crore in the year 2051. Additional investment of Rs. 144
Crore in the Year 2031, 336 Crore in Year 2041 and Rs. 336 Crore in Year 2051 has
been estimated to cater to increased traffic demand.
0.19.2. Means of Finance
The Revenue for Bangalore Metro will mainly consists of fare box collection and
revenue from other non fare box sources such as property development,
advertisement, parking, taxes etc. Estimation of revenue from fare box and non fare
box source has been made. The total annual revenue through the fare box and other
sources for the study corridors is given in TABLE 0.29.
TABLE 0.29 TOTAL REVENUE COLLECTION (Rs. in Crore)
Source of Revenue 2028 2031 2035 2041 2045 2051 2056
Fare Box Revenue 493 1145 1486 2018 2332 3031 3889
Non Fare Box Revenue 273 294 335 414 458 282 0
Total Revenue 766 1438 1821 2432 2790 3313 3889

0.19.3. Operational Viability

The FIRR for the project with capital costs including Central taxes and revenue from
fare box and non fare box sources works out to be 6.54%. FIRR under various
scenarios has been computed and shown in Table 0.30. The FIRR is found to be more
sensitive to ridership than to capital costs. The FIRR of the project is sensitive to

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revenues, and capital costs. The sensitivity of the project with respect to these
factors is given TABLE 0.31.
TABLE 0.30: FIRR UNDER DIFFERENT SCENARIOS
Scenario FIRR
FIRR with Farebox, Advt. revenue, PD and TOD revenue (“Base Case”) 6.54%
FIRR with Farebox, Advt. revenue, TOD revenue but w/o PD revenue 6.32%
FIRR with Farebox, Advt. revenue but w/o PD, TOD revenue 5.20%
FIRR with only Farebox revenue 4.66%
FIRR with Farebox, Advt. revenue, PD and TOD revenue and
6.79%
innovative financing model

TABLE 0.31 FIRR SENSITIVITY

Parameter +5% +10% 5% 10%
Capital Cost 6.19% 5.85% 6.93% 7.34%
Ridership 7.04% 7.50% 6.02% 5.46%

0.19.4. Alternate Means of Financing

The financing option for metro implementation depends upon selection of the
dedicated agency created to implement the project. As per Metro Rail Policy '2017,
the prominent models are:
Equity Sharing Model (Special Purpose Vehicle fully under Government Control
Built, Operate & Transfer (BOT) or Public Private Partnership (PPP)
Grant by the Central Government with certain component on Public Private
Partnership (PPP)
The total fund contribution of GoI & GoK for the Karnataka Metro corridor under
analysis as per above alternatives excluding land and state taxes is tabulated in
Table 0.32.
TABLE 0.32: COMPARISON OF THREE IMPLEMENTATION MODELS (RS. CRORE)
Particulars SPV VGF Fixed Fee
Contribution by GoI 2369 4065 1184
Contribution by GoK 2369 4065 7106
Sub Total 4737 8131 8290
Land by GoK 2404 2404 2404
State Taxes by GoK 956 0 956
Total 8097 10534 11650
Present Value @8% of Net Cash Flow to
247 6699 2596
Public Entity
Equity IRR (pre tax) to private party 18.0% 16.0%
Amount of VGF/Fixed Fee to Private 64%
885 Cr p.a.
Party (incl. O&M by Pvt.) ( 8131 Cr)

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It can be seen from the above table that the contribution of Governments under SPV
model is the lowest. Also the present value of operating cash flow to public entity is
highest in case of SPV model. Considering the net benefits vis à vis contributions by
the Govt., it is proposed that the project may be implemented on the SPV Model.
The funding pattern developed under SPV model is placed in TABLE 0.33.

TABLE 0.33 FUNDING PATTERN UNDER SPV MODEL

Amount
Sources of Funds % Share
(Rs. crore)
Equity by GoI 1804 15.24%
SD for Central Taxes by GoI 564 4.76%
GoI Share sub total (1) 2368 20.00%
Equity by GoK 1804 15.24%
SD for Central Taxes by GoK 564 4.76%
GoK Share sub total (2) 2368 20.00%
Senior Debt in form of external assistance through
7106 60.00%
multilateral/bilateral agencies or commercial loans
Sub Total 11842 100.00%
SD for Land and R&R by GoK 2404
SD for State taxes by GoK 956
Interest during construction (IDC) to borne by GoK 415
Total Sources 15618

Further based on extant market of the option, SPV model with Upfront Innovative
Financing has been explored for Bangalore Metro Phase 3 corridors.

0.19.5. Upfront Innovating Financing

Public Private Partnership with some unbundled component is explored. This is

necessary in terms of Metro Rail Policy 2017 for proposals seeking central financial
assistance. However, a private player would price the risk associated with the
uncertain revenue streams, limited flexibility in setting of fares, uncertainty in
ridership, etc. this will increase the cost of private investment and correspondingly
its return requirements in an already capital intensive project with high gestation
period, public good characteristic and less attractive returns on investment.
Therefore, it is essential that the Government leads the funding of the project and
on board multilateral banks with suitable debt products. Further the focus on
leveraging private resources, expertise in funding the projects by way of unbundling
various activities or components or supplementing the project with exploitation of
real estate development along stations and transit oriented development.

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a) Sale of Additional FAR

By implementing TOD policy and thereby realizing revenues from VCF upon
initiation of construction and reasonable progress on the project, GoK would
be able to fund the Metro and other infrastructure projects in Karnataka. By
sale of additional Floor Area Ratio (FAR)/FSI to developers along the proposed
corridor, it is expected that a cumulative Rs. 400 Crore can be realized from 4th
year onwards from start of construction.

b) Upfront Premium from Property Development

BMRCL can collect premium or revenue share from private developer to whom
a land parcel would be leased out for a period of 30/45 years. The private
developer would develop a residential, office spaces, commercial or
recreational tower like Malls, Theaters, etc. which would fetch him rentals
from the property. Based on the product mix, investment and desired return
and according to the rent profile in the area, the developer would be able to
provide upfront premium which can be mobilized for Metro development.
Considering possibility of residential complexes also, it is estimated that Rs. 50
Crore can be realized by this means.

c) Corporate Naming Rights / Advertising Space

BMRCL has for the Phase 2 projects made use of this method to approach
Corporates alongside the Metro corridor and grant them bundle of rights
including advertising space, commercial space, Naming Rights and provision of
direct access. Appreciating the advantages of an efficient public transport
facility, it is expected that the corporates will come forward and be willing to
participate in this innovating model of partnership. It is estimated that Rs 100
Crore can be realized by this means.
Based on above, the funding pattern under SPV model can be modified with
Innovative Finances as provided in Table 0.34. Project FIRR under this model is
estimated as 6.79%.
TABLE 0.34: FUNDING PATTERN UNDER SPV WITH INNOVATIVE FINANCES
Amount
Sources of Funds % Share
(Rs. crore)
Equity by GoI 1695 15.00%
SD for Central Taxes by GoI 564 5.00%
GoI Share sub total (1) 2259 20.00%
Equity by GoK 1695 15.00%
SD for Central Taxes by GoK 564 5.00%
GoK Share sub total (2) 2259 20.00%
Senior Debt in form of external assistance through
6775 60.00%
multilateral/bilateral agencies or commercial loans

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Amount
Sources of Funds % Share
(Rs. crore)
Sub Total 11293 100.00%
SD for Land and R&R by GoK 2404
SD for State taxes by GoK 956
Accruals from Value Capture Financing 400
Innovative Financing (Private Participation) 150
Interest during construction (IDC) to borne by GoK 408
Total Sources 15611

Considering the net benefits vis à vis contributions by the Govt., it is proposed that
the project may be implemented on the SPV Model and efforts may be made in
securing the alternate source of financing means namely Innovating Finances and
Value Capture Finances as explored in earlier sections.

As per new Metro Rail Policy 2017, it is essential to explore private participation
either for complete provisioning of metro rail or for some unbundled components of
operations and maintenance costs of metro rail. Additionally, Government can also
involve private party in O&M part of the metro operations i.e. during procurement
and operation of Rolling Stock and associated maintenance on PPP basis or some
other form of O&M PPP after completion of infrastructure facilities.

0.20. ECONOMIC ANALYSIS

The economic appraisal has been carried out within the broad framework of Social
Cost – Benefit Analysis Technique. It is based on the incremental costs and benefits
and involves comparison of project costs and benefits in economic terms under the
“with” and “without” project scenario. In the analysis, the cost and benefit streams
arising under the above project scenarios have been estimated in terms of market
prices and economic values have been computed by converting the former using
appropriate shadow prices.

This has been done to iron out distortions due to externalities and anomalies arising
in real world pricing systems. The annual streams of project costs and benefit have
been compared over the analysis period of 30 years to estimate the net cost /
benefit and to calculate the economic viability of the project in terms of EIRR &
ENPV.

ENPV has been worked at two rates namely social cost of capital @14% and at
government security rate @7.03%.

The EIRR works out to 17.04%. [email protected]% works out to Rs. 12,769 Crore and
@14% it is estimated at Rs. 1,898 Crore. Sensitivity analysis of the EIRR with 5% to

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15% cost overrun and reduction in traffic materialization (separately) has been
carried out. The EIRRs under these scenarios are given in TABLE 0.35.

TABLE 0.35: EIRR AND SENSITIVITY ANALYSIS

Range
S. No. Factor
5% 10% 15%
Cost overruns due to delay or other
1 16.43% 15.87% 15.34%
factors
2 Increase in Maintenance Cost 16.98% 16.93% 16.87%
3 Reduction in Ridership 16.66% 16.28% 15.88%
4 Reduction in benefits 16.35% 15.63% 14.88%
Combination of reduction in
5 15.75% 14.51% 13.30%
benefits and increase in cost

0.21. IMPLEMENTATION PLAN

0.21.1. Project Implementation Plan

The appointment of DDC and General Consultants may be initiated for project
management including preparation of tender documents – as soon as DPR is
approved by Government of Karnataka and BMRCL. The possible dates for important
milestones are given in TABLE 0.36.

TABLE 0.36: PROJECT IMPLEMENTATION SCHEDULE

S.N. Tasks Timelines
1 Updated DPR June’2023
2 Approval of updated DPR by GoK June’2023
3 Approval by GoI July’2023 *(S)
August’2023
4 Appointment of DDC for Civil Works *
(S+1 month)
September’2023
5 Packaging and Invitation of Bids *
(S+2 months)
November’2023
6 Finalization of Bids/Award of Tender *
(S+4 months)
December’2023
7 Commencement of Civil Works *
(D = S+5 months)
December’2028
8 Commencement of Operation *
(D+60 months)
*S – Starting Date of Project, D Commencement of Civil Works

The construction period from commencement of Civil works will be 4.5 years and 6
months for safety audit and certification. The commercial operation on Phase 3
corridors may start from December 2028.

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0.21.2. Implementation Structure

Karnataka has a successful example of metro operation in Bengaluru on SPV model
by Bangalore Metro Rail Corporation Limited (BMRCL). Bangalore Metro Rail Phase 1
project is also implemented on SPV model by BMRCL and Phase 2 is also being
implemented on SPV model. Similarly, Bangalore Metro Phase 3 project may also be
implemented on SPV model. However, some subcomponents of operations &
maintenance may be taken up with private sector participation (PPP) model.

The PPP model to be adopted and implementation structure shall be decided at the
time of implementation.
0.21.3. Way Forward
On acceptance of the Detailed Project Report by BMRCL, following actions may be
initiated for implementing Bangalore Metro Phase 3 project:
Approval of State Government to the Detailed Project Report
Issue of notifications for the project and alignment
DPR to be forwarded to the Ministry of Housing and Urban Affairs, Niti Aayog
and Finance Ministry with request for approving the Metro project and for
financial participation through equity contribution to the SPV
Approval from Government of India
Appointment of Detailed Design Consultants (DDC)
Packaging and invitation of bids for various contracts
Land acquisition
Examination and appraisal of DPR by bilateral/multilateral funding agencies for
possible funding
Stakeholder consultation on environmental and social impact of the project
Signing of an MOU between Karnataka 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 etc.
Agreement between the State and Central Government for financing the debt
portion of the project along with the setting up of time frame for completing
the Project
Loan approval
Providing legal cover for construction as well as O&M stages of the Project.
Memorandum of Understanding between various service providers to provide
seamless integration between various transport modes.

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0.22. CYBER SECURITY

Metro Rail faces new security challenges as system has become more
interconnected, integrates more and more digital technologies, and increasingly
uses data to deliver higher capacity & performance and thus cybersecurity is
essential to the safe and reliable operation of modern Metro Rail System. Cyber
Security is required to ensure end to end information security, not only to prevent
and to detect attacks, but also to react rapidly if they occur. Objective of Cyber
Security for Metro includes availability, integrity, confidentiality, reliability and
safety of information and process of entire Metro Rail Eco System.

To meet the Cyber Security Threats, a Security Policy and framework is

recommended for Bangalore Metro Phase III to manage the cyber security needs
and mitigate the project risks. The Cyber Security System shall be an integral part of
the Telecom system.

FIGURE 0.3: SYSTEM ARCHITECTURE

Public radio network
public switched telephone
network (PSTN)
Etc.

Internet
²

W WRS

DMZ
DMZ

The different systems

ACN Administrative Communication Network
Administrative network ACS Access Control System
ADS Advertising Display System
ADS BAS Burglar Alarm System
CBN Communication Backbone Network
CCS Central Clock System
DMRS Digital Mobile Radio System
Business Server EARS Emergency Agencies Radio System
IMS Incident Management System
Dedicated fibre ring Dedicated fibre ring
ISS Information Security System
MMIS Maintenance Management Information System
NIMS National Incident Management System
NMS Network Management System
OCC Operation Control Center
PAS Public Address System
Admi ni strative
PIDS Passenger Information Display System
RSS Railway Scheduling System
Dedic ated fibre ring Dedicated fibre rin g SCC Standby Control Center
SCADA Supervisory Control and Data Acquisition
SCN Signaling Communication Network
DMZ Remote access TAHPS Telephony and Help Point System
Server Maintenance URS Unified Recording System
VMS Video Management System
WWRS Wideband Wireless Radio System
Patch Management Dedicated Link
REMOTE ACC ESS
Server OS

Operational roules
Patch Management
Server Maintenance

Operative network
Dedicated fibre ring Dedi cated fibre ring

CCS

Security Operation Centre (SOC)

Certif icate N etwork U nif ied

EPO
Server Authority SIEM Intrusion account
Dete ction managem ent
appli cation

Technical room Technical room

Operation Control Center (OCC) Backup Operation Control Center (BOCC) Backup Operation Control Center (BOCC)
Operation Control Center (OCC)

Management ACS Management B AS Operative Sub systems Management ACS Managem ent BAS

SCADA
Server

GSM R / FRMCS / DMRS / EARS etc.

N MS CBN Managem ent PAS N MS CB N Management PAS

SCADA
Server Dedicated fibre ring Dedicated fibre ring

SCADA
Server
Management Managem ent
W WRS WW RS

SCADA SCADA

Dedicated fibre ring Dedicated fibre ring

SCADA
Server SCADA
Management VMS Managem ent VMS
Server
TAH PS TAHPS

Smoke and Fire Detection System

Management MMIS Management MMIS

U RS l ocal UR S l ocal
SCADA
Dedicated fibre ring Dedic ated fibre rin g SCADA
Server
Signaling system Server

Computer Aided Dispatch /

Managem ent Automatic Veh. Locat. Management
DMRS DMRS

U RS U RS
SCADA
Server SCADA
Dedicated fibre ring Server
Dedicated fibre ring
Management Managem ent Management Managem ent
S & F DS CCS S & F DS CCS

SCADA

SCADA
Server SCADA
Managem ent PIDS Server Management PIDS

Dedicated fi bre ring Dedicated fibre ring

Video Surveillance System

VPN x ACS

B AS
VPN x+1

VPN x+2 PAS

Dedicated fibre ring Dedicated fibre ring

VPN x+3 PIDS

VPN x+4

TAH PS

VPN x+5

Billing

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