Detailed Project Report (Revised) Mundka Bahadurgarh Corridor

Transcription

1 Detailed Project Report (Revised) Mundka Bahadurgarh Corridor Prepared by April, 2012

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3 FOREWORD Delhi Metro Rail Corporation Ltd. (DMRC) prepared Detailed Project Report (DPR) for Mundka-Bahadurgarh Metro Extension on the request of Haryana Government and submitted in May, The updated DPR including stabling depot was submitted to Haryana Government in October, DPR was updated with base price of January 2011 as against the earlier cost-base of June, The extension is now proposed for commissioning by March, The proposed funding pattern in updated DPR was discussed in various meetings taken by Secretary, Ministry of Urban Development for bringing all the stake holders to agreement and it was decided that DPR be further revised considering property development in Delhi area and possible property development in depot area at Bahadurgarh. In the meetings it was also decided that one more station between Ghevra and Tikri border be provided for reducing inter-station distance. Accordingly, the suggested changes are incorporated and this DPR prepared. (Mangu Singh) Managing Director

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5 Contents Salient Features 1-3 Executive Summary 1-21 Chapter 1: Project Area And Route Selection 1-7 Chapter 2: Traffic Demand Analysis 1-25 Chapter 3: Planning & Design Parameters 1-13 Chapter 4: Route Alignment 1-5 Chapter 5: Station Planning 1-16 Chapter 6: Train Opreation And System Design 1-31 Chapter 7: Signalling Telecommunication And Automatic Fare Collection 1-15 Chapter 8: Other Engineering Item 1-39 Chapter 9: Environmental Impact Assessment 1-28 Chapter 10: Cost Estimates 1-13 Chapter 11: Chapter 12: Chapter 13: Financial Viability, Fare Structure and Financing Options 1-16 Economic Analysis 1-9 Project Implementation 1-5

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7 SALIENT FEATURES Mundka City Park (Bahadurgarh) 1. ROUTE LENGTH a) Elevated Km (from dead end to dead end) TOTAL Km 2. NUMBER OF STATIONS a) Elevated 7 Nos (Mundka industrial Area, Ghevra, Tikri Kalan Tikri Border, Modern Industrial Estate, Bus Stand, City Park ) TOTAL 7 Nos d) Average inter-station 1.58 Distance (in km) 3. SYSTEM DESIGN AND TRAIN OPERATION a) Design Headway secs b) Operating Headway secs c) Maximum Train Length m d) Maximum Attainable Speed - 80-kmph DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April,

8 SALIENT FEATURES e) Station Dwell Time - 30-secs f) Signalling Type - Continuous Automatic Train Control (CATC) system with cab Signaling & Automatic Train Protection (ATP) g) Telecommunication - Fibre Optic Transmission System (FOTS) h) Fare Collection - Automatic Fare Collection (AFC) System Contact-less Smart Card & Smart Tokens i) Traction System - 25k V ac 50Hz Single Phase j) Power Supply - 1 No. 66 k V Receiving-cum- Traction Sub-station k) Rake - 4 car units (2016) l) Frequency (in minutes) - 9 (year 2016) m) Scheduled Speed (in kmph) - 40 n) Maintenance Depot - Mundka o) Stabling Depot (with washing facilities) - Near MIE Station (Haryana area) o) Number of Coaches (2016) LAND REQUIREMENTS a) Government Land At stations & other locations Property Development Depot ha 4.00 ha ( Delhi Area) ha (Haryana Area) b) Private Land Private Land to be acquired ha c) Total Land to be Acquired ha. 5. COST ESTIMATES a) Total Estimated Cost with Central taxes Rs.1531 Crores (at January 2011 prices) b) Completion Cost with Central taxes Rs Crores (by March. 2016) DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April,

9 SALIENT FEATURES 6. FINANCIAL PARAMETERS. a) FIRR 6.04% (Delhi portion) 2.29% (Haryana portion) (With PD income from 1.56 ha. land in Depot area ) b) EIRR 19.62% after 25 years of operation DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April,

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11 EXECUTIVE SUMMARY 0.1 INTRODUCTION Bahadurgarh is rapidly developing town in the National capital region. Its proximity to Delhi is causing population pressure. Population of Bahadurgarh town is increasing due to its vicinity to Delhi and also property being available at affordable prices.the population of Bahadurgarh town has increased from in 1991 to during the year With high growth in transport demand, congestion on roads has been increasing due to phenomenal rise in private transport. Absence of an efficient public transport system coupled with rapid growth in the use of personalized vehicles has led to high consumption of fossil fuel and increase in environmental pollution. The transport system, at present, relies heavily on roads while relegating the Railways to a secondary role Besides the intra-city traffic in Bahadurgarh, a number of commuters who reside in Bahadurgarh, travel home to their work places in Delhi every day. Number of commuters from Bahadurgarh town to Delhi area is increasing day by day due to high cost of living in Delhi area. The existing facilities for this type of traffic are highly inadequate Considering the above Haryana Government engaged DMRC to prepare DPR for Metro extension to Faridabad from Badarpur and Bahadurgarh from Mundka. It is possible to take up the Bahadurgarh connection of metro with phase II of Delhi Metro as connectivity to Mundka will also be available. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /21

12 EXECUTIVE SUMMARY This DPR has been finalized on the basis of joint site visits, directions and discussions with the concerned officials of Haryana Urban Development Authority DPR was prepared with the price base of June 2006 and it was planned to be completed by March 2012 which seems to be impossible due to no start of the work on this line till date. Hence, revision of the estimate as well as completion cost has become necessary. 0.2 THE PROJECT Mundka-Bahadurgarh Metro Line is extension of the Delhi Metro Phase-II which runs westward from Mundka via Ghevra, Tikri Border, Modern Industrial Estate, Bus Adda and it terminates at City Park metro station in Bahadurgarh. There will be total 6 stations on this corridor with last station being City Park. All stations, are proposed to be elevated (refer Figure 0.1). Fig. 0.1 INDEX MAP OF METRO EXTENSION MUNDKA MUNDKA MUNDKA CH CH.CH MIA MIA MIA CH. CH CH GHEWRA GHEWRA GHEWRA CH. CH. CH TIKRI KALAN CH TIKRI BORDER TIKRI BORDER CH CH MIE MIE MIE CH CH CH. BUSSTAND STAND BUS CH CH. CITY CITY PARK PARK CH. CH CH TO BAHADUR GARH DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

13 EXECUTIVE SUMMARY 0.3 TRANSPORT DEMAND FORECAST The estimation of traffic demand and ridership on the proposed MRTS Corridor from Mundka to Bahadurgarh are based on various primary surveys undertaken by RITES in 2004 as a part of the consultancy study on Preparation of a Revised Master Plan for Delhi MRTS - carried out for DMRC. For Mundka- Bahadurgarh connection, traffic survey has been done by Central Road Research Institute. OD network has been expanded for inclusion of Faridabad and Bahadurgarh. In addition to the available secondary data, various primary surveys including road network inventory, speed & delay surveys, household travel surveys, outer cordon surveys, classified traffic volume counts along with passenger occupancy at screen line locations and origin-destination surveys of rail passengers at railway stations in Bahadurgarh and Delhi area were also undertaken As per NCR plan, Bahadurgarh town has been proposed to be developed for 3.00 lacs population for 2021 AD. In accordance with the provision of NCR plan, the draft development plan of Bahadurgarh town has been designed on average residential density factor of 200 persons per hectare. Due to provision of 100 M green belt on both sides of proposed bye pass/national Highway, the overall density works out to 77 persons per hectare Summary of horizon year (2011 & 2021) transport demand forecasts for Delhi and Bahadurgarh is presented in Table 0.1 & 0.2. Table 0.1 Summary of Transport Demand Forecast for Delhi Area Parameter Population (Lakh) PCTR (Veh.), Motorised Total Intra+Inter City Motorised Vehicular Trips (Lakh) Inter-City Trips (Lakh - public -private Modal Split (Public Transport intra +Inter -study area trips) (%) Total Public Transport Trips (intra) (Lakh) Total Public Transport Trips (intra +inter city) (Lakh) DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

14 EXECUTIVE SUMMARY Table 0.2 Summary of Transport Demand Forecast for Bahadurgarh Area Only Parameter Population (Lakh) PCTR (Veh.) Motorised (Within Bahadurgarh) Total (Intra + Inter) City Trips (Lakhs) Intra City Trips (Lakh) (within Bahadurgarh) Inter-City Trips (Lakh) by Public Mode Inter-City Trips (Lakh) By Private Mode Modal Split (Public Transport Intra-City Trips) (%) Total Public Transport Trips (intra + inter city) (Lakh) in study area The alignments of the Bahadurgarh Corridor (refer Figure 0.1) identified and evaluated is presented in Table 0.3. Table 0.3 Summary of Traffic Demand Forecast of Bahadurgarh Metro Corridor 2011 Pass./Day Pass.Km/Day (Lakhs) Pass Km/Km/Day (Lakh) Rider-ship Passenger induced Rider-ship Total Rider-Ship Passenger-Km The summary of transport demand forecast for Delhi MRTS corridors including Faridabad and Bahadurgarh extensions is presented in Tables 0.4. For the Year 2011, 2015 & DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

15 EXECUTIVE SUMMARY Table 0.4 Rider-ship on Delhi MRTS Network including Extensions to Faridabad and Bahadurgarh PARAMETERS TOTAL PASSENGER TOTAL PASSKM TOTAL REVENUE AVERAGE LEAD(KM)= AVERAGE FARE(Rs.)= METRO LENGTH(KM)= PASSKM/KM= Due to no development, as envisaged at time of preparation of DPR in 2007, taking place it is felt that the ridership of 2011 will only materialise in 2016 and of 2015 in 2021 and so on according financial viability to be assessed. 0.4 PLANNING & DESIGN PARAMETERS DMRC has already commissioned the Inderlok - Mundka Corridor in Phase-II of Delhi Metro. Since this is further extension of existing Metro Line, the planning norms and design parameters will be the same as adopted for Inderlok Mundka Line of Delhi Metro ROUTE ALIGNMENT Route alignment recommended for the construction of Mundka-City Park (Bahadurgarh) Corridor is proposed to commence from Mundka Metro station (the last station of Inderlok Mundka Corridor) and enters into Bahadurgarh at Tikri Border. The alignment will follow Rohtak Road and it passes via Ghevra, Tikri Border, Modern Industrial Estate, Bus Adda and thereafter terminates at City Park metro station located at Bahadurgarh The route of Bahadurgarh corridor takes off from terminal Mundka station of Delhi metro planned in phase-ii. Centre line of Mundka Metro station is at the Chainage of Km. and its dead end is at Km Length of this line from Center line of Mundka station to the dead end of City Park Station will be Km. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

16 EXECUTIVE SUMMARY 0.6 STATION PLANNING AND TRAFFIC INTEGRATION A total of 7 stations excluding Mundka have been planned along the proposed extension. All stations are proposed to be elevated with side platforms. Stations are located at inter-station distance varying from Km. to Km Stations have been planned following the norms and criteria being adopted for Delhi Metro. Traffic integration facilities are provided at stations keeping in view the rider-ship pattern and availability of land. The integration facilities at stations include approach roads to the stations, circulation facilities, pedestrian ways and adequate parking areas for various modes likely to come to important stations including feeder buses/mini-buses. Provision has been adequately made for peak hour demand. 0.7 TRAIN OPERATION AND SYSTEM DESIGN Traction system for the Bahadurgarh corridor will be 25-kV ac 50-Hz Single phase. Designs and layouts of traction system and Electrical & Mechanical (E&M) system shall be similar to those provided on the Barakhamba-Dwarka line of Delhi Metro. Additional power required for this extension will be availed from M/s Haryana Vidyut Prasaran Nigam Limited. The Rolling Stock shall be of the same design as being procured by DMRC for Inderlok / Kirtinagar Mundka line Detailed train operation plan has been prepared for a rake of 4 units at a frequency of 9 minutes catering to a capacity of 6920-phpdt for the year 2016 at a scheduled speed of 40-kmph. The Maintenance Depot and Workshop is planned at Mundka for providing facilities for overhauling, inspection, maintenance and repair of the rolling stock Inspection and stabling facilities for this extension have been proposed for being setting up at Mundka Depot. However extended track will be provided at City Park Metro Station for stabling four rakes The Rolling Stock shall be Stainless Steel body, Air-conditioned, 3-Phase traction motors powered with IGBT converter and VVVF control system with regenerative braking similar to that of Delhi Metro. 0.8 S&T AND FARE COLLECTION SYSTEM Design consideration for the present corridor shall be commensurate with Phase- 1 & 2 system of Delhi Metro and shall adopt the following features: DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

17 EXECUTIVE SUMMARY Design Headway (sec) Operating Headway (sec) Maximum Train Length (m) Maximum Attainable Speed (kmph) - 80 Average Speed (kmph) - 40 Station Dwell Time (sec) Continuous Automatic Train Control (CATC) system with cab signalling has been provided for Delhi Metro operation, for transporting a high volume of passengers at tight headways to ensure strict safety enforcement monitoring. CATC system as adopted by the DMRC for Barakhamba-Dwarka Corridor is proposed for Mundka Bahadurgarh Extension. Line side LED signals shall be provided at all stations having points & crossings The CATC system shall comprise three sub-systems, viz. Automatic Train Protection (ATP) System, Automatic Train Operation (ATO) System and Automatic Train Supervision (ATS) System. The ATP system will be a vital fail safe component of the CATC system and shall be target speed and target distance based conforming to the safety and reliability standards as adopted for Delhi Metro. All the Stations with points and crossings shall be provided with independent SSI with facility to operate these points and crossings locally as well as being Centrally Controlled from OCC at Metro Bhawan. All the software/hardware subsystems for signalling & train control shall follow the relevant CENELEC standards Power supply for the signalling & train control equipment provided at the stations, depot & rolling stock shall be on similar pattern to those provided in Delhi Metro. The power supply will have at least 3 levels i.e. mains power supply from the State Electricity Supply, traction power supply and UPS/battery backup to support uninterrupted train operations A reliable telecommunication system encompassing multitude of functions and activities is essential for a rail based metro system interconnecting various locations like stations, depots, trains, OCC, site staff, administrative offices, data and MIS links. DMRC has envisaged a digital transmission based communication systems Delhi Metro. The proposed corridor under consideration shall have identical facilities and also shall interface with Delhi Metro Telecommunication System shall comprise various sub-systems viz. Fibre Optic Transmission System (FOTS), Telephone, Radio, Public Address, Close Circuit DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

18 EXECUTIVE SUMMARY TV and Passenger Information & Display System, Centralised Clock Systems & SCADA, etc. The FOTS shall have an armoured optical fibre cable with path diversity. The equipment proposed shall be of Synchronous Transfer Mode (STM- 1/STM-4) Synchronous Digital Hierarchy (SDH) with expandable capability to STM-16. This system will have built in Network Management System (NMS) to monitor overall system performance and capability for reconfiguration. It is proposed to provide ISDN-EPABX system to be integrated with other telephone systems with access to PSTN and interface to radio system. The proposed radio system shall support both train radio and hand held portable sets for communication with central control. Microprocessor-based Network Management System covering radio/optical fibre based communication and telephone exchange system shall be provided For trouble-free and efficient ticketing & passenger control, Automatic Fare Collection (AFC) System shall be provided. The base AFC system shall make use of Contact-less Smart Card Tickets for both single and multiple journey as well as working with multiple operators Adequate space for proper installations of Signalling & Telecommunication equipment at each station has to be provided keeping in view the ease of maintenance and use of instrumentation set-up for regular testing and line up of the equipment/system The philosophy of continuous monitoring of system status and preventive & corrective maintenance of signalling and telecommunication equipments shall be followed During the tendering stages, interfacing requirements with other systems like rolling stock, electrical and power supply, civil engineering and station facilities are to be precisely defined. Properly identified interface requirements shall help in functioning of the train control and signaling, telecommunication and fare collection sub-systems at their optimum and intended levels. 0.9 OTHER ENGINEERING ITEMS Geo-Technical Investigations Detailed field investigations were carried out Indian Geotechnical Services in November-December, The area under study is part of the Yamuna Plains comprising the newer alluvium made-up of fine to medium sands, silts, gravel, DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

19 EXECUTIVE SUMMARY clay and kankar (calcareous nodules). Region in and around Delhi is considered as seismically active (Zone-IV) equivalent to design magnitude of 7.0 Richter. Ground water table is encountered at the shallow depth varying from 1.8 m to 10.5 m. A total of 60 boreholes were drilled upto a maximum depth of 30-m below existing ground level. Standard Penetration Tests (SPT) was conducted at different depths in these boreholes. SPT split spoon sampler of standard dimensions was driven into the soil from the borehole bottom using 65-kg hammer falling from.0.75-m height. Blow counts for the penetration of every 15-cm was recorded and the N is reported ranging from 5-71 Since the strata in the upper layers are generally loose/soft to medium dense/firm in nature as observed from SPT N values and since heavy loads are expected, shallow foundations are ruled out. Bored Cast-in-situ piles considering the suitability of site will have to be provided for the elevated corridor section Utilities The proposed Metro alignment is running at central verge of Rohtak road throughout its length. Large number of sub-surface, surface and overhead utility services viz. sewers, water mains, storm water drains, telephone cables, OH electrical transmission lines, electric poles, traffic signals, etc. are existing along the proposed alignment. These utility services are essential and have to be maintained in working order during different stages of construction by temporary/permanent diversions or by supporting in position. Since these may affect construction and project implementation time schedule/costs, for which necessary planning/action needs to be initiated in advance. The affected portions of the services with reference to the proposed alignment were identified and temporary diversion & relocation proposals of the affected services have been discussed with the concerned agencies. Assessment of the type and location of underground and aboveground utilities running along and across the proposed route alignment between Mundka- Bahadurgarh has been undertaken with the help of concerned authorities, who generally maintain plans and data of such utility services. Aboveground utilities namely high tension lines, street light poles, traffic signal posts, telecommunication posts, junction boxes, etc. are also required to be shifted and relocated suitably during construction. Shifting of above ground DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

20 EXECUTIVE SUMMARY Land services become unavoidable at elevated station locations. Provisions for such works have been made in the cost estimates. Since land is a scarce commodity especially in metropolitan areas, every effort has been made to keep land requirements to the barest minimum by so choosing the alignment that acquisition of private property is minimal. Rohtak Road has sufficient ROW and hence alignment will follow the central verge of the road. Therefore the requirement of private land has been minimized. However some land of the of the park at terminal station and near Modern Industrial Estate will be utilized for the Station services. Land is mainly required for: Metro Structure (including route alignment), Station Building (DG room, U/G water tank and pump house), Entry/Exit Structures, Traffic Integration Facilities, etc. Receiving/Traction Sub-stations Radio Towers Property Development Temporary Construction Depots and Work Sites Parking For elevated section, only 3.0-m x 3.0-m area covering viaduct columns will be occupied in the middle of road but other areas will remain in use of the road authority. In elevated stations, small land areas will be required for locating concourse structure on ground on both sides of the alignment including entry/exit structures and traffic integration facilities. For construction of elevated structures, land will; however, be temporarily occupied during construction phase. Abstract of land requirements for different components of this corridor is mentioned below. a) Government Land Government Land to be Acquired ha. At Stations & Other Locations (Delhi Area ha., Haryana area ha.) Land exclusively for Property Development (Haryana area) 4 ha. LAND for Depot ( Haryana area) = 10 ha. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

21 EXECUTIVE SUMMARY b) Private Land Private Land to be Acquired ha. At Stations & Other Locations (Delhi Area ha., Haryana area ha.) c) Total Land to be Acquired ha Rehabilitation and Resettlement The project involves relocation of few shops, commercial-cum-residential buildings and hutments along the alignment. Compensation for relocation of affected authorized structures shall be paid and it has been considered in the project cost estimate. The alignment has been so chosen, that it remains mostly within the government land Property Development Like most rail based mass urban transport systems world over, the proposed Metro corridor is not financially viable. Therefore, in order to finance part cost of the project construction, it is proposed to develop and exploit the potential of commercial utilisation of real estate along/close to the proposed alignment. Demand for space in insurance, finance, hospitality, information technology, recreation, leisure and residential sectors are expected to increase substantially in near future. With construction of Metro corridor, demand of other consumer sectors is also expected to go up. Property development has been proposed in ha. land to be provided by Delhi Government to supplement financial resources for construction of the Metro system. Property development has been proposed in 4 Ha. of Government land near Ghevra Crossing. The total estimated earning potential of the proposed two locations, works out to Rs.168 crores, as shown in Table 0.5 Table 0.5 Salient Features of Property Development Proposals S. No. Description/Location PD1 Remarks 1 Plot Ownership Govt land Plot Area Proposed for 2 Development (in m2) FAR Adopted (in %age) 400 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

22 EXECUTIVE SUMMARY 4 Ground Coverage Adopted (in %age) 40 5 Number of Storeys Proposed 10 6 Number of Basements Proposed 2 7 Total Floor Area (in m 2 ) Total Basement Area (in m 2 ) with basements Average Sale Rate (in Rs. per m 2 of floor area) 40, Estimated Sale Value (Rs. in crore) 640 Expenditure 11 Land Rs 10 crores/ha Estimated Total Construction Cost excluding Land cost (Rs. in crore)* 280 Interest on the capital investment by the Developer 67.2 Profit of developer on the investment 84 Estimated Net Earning (Rs. in crore) Rs per sqm for above ground structures and Rs per sqm for basement 12% for 2 years on the construction cost on the investment (upfront possible from PD) Say Rs. 168 Crores Traffic Diversion Plan With respect to the elevated section, wherever it is passing along the road, the requirements would be mainly along the central verge. A strip of m (2-1/2 lanes) from carriageway in addition to the median available all along the corridor could be acquired without causing any serious traffic movement constraints. Wherever Rows are narrower, suitable traffic diversion arrangement for these locations has been planned. Wherever the alignment cuts across a major traffic corridor, Cantilevered Construction Technology would be applied to prevent traffic hold-ups. The main focus is to increase the carriageway width with reduction in traffic volume during Metro construction ENVIRONMENTAL IMPACT ASSESSMENT Detailed Environmental Impact Assessment Study has been carried out along the proposed alignment. As a part of this study, comprehensive environmental baseline data such as water quality, vegetation, air and noise quality was DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

23 EXECUTIVE SUMMARY collected. Both positive and negative impacts of the project were assessed in detail. Total 700 Nos of trees are required to be cut on Rohtak road. No historical/cultural monuments will be affected as a result of the proposed development. As the alignment is running almost on the road acquisition of private land is kept to the barest minimum although few commercial properties are affected. To minimise the negative environmental impacts, a comprehensive Environment Management & Monitoring Plan has also been drawn up, both for construction and operational phases, outlining necessary remedial measures IMPLEMENTATION PLAN Mundka-Bahadurgarh connection is financially viable. If the two Governments decide to take up this line, the work can be started in April 2012 and completed in March 2016.The connection to Mundka will be available by April COST ESTIMATES Detailed cost estimates for Mundka-Bahadurgarh connection have been prepared covering civil, electrical, signalling and telecommunications works, rolling stock, environmental protection, rehabilitation, etc. at Jan 2011 price level While preparing the capital cost estimates, various items have generally been grouped under three major heads on the basis of (i) route km length of alignment, (ii) number of units of that item and (iii) item being an independent entity. All items related with alignment, whether in underground or elevated or at-grade construction, permanent way, OHE, signalling & telecommunication, whether in main lines or in maintenance depot, have been estimated on rate per route km basis Cost of elevated and at-grade station structures, other electrical services at these stations and automatic fare collection (AFC) installations at all stations have been assessed in terms of each station as a unit. Similarly, for items like rolling stock, Receiving Sub-station (RSS)/Traction Sub-station (TSS)/Auxiliary Sub-station (ASS), service connections, etc. costs have been estimated in terms of number of units required for each item. 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 The overall fixed capital cost for Mundka-Bahadurgarh Corridor, at January 2011 price level, works out to Rs crores (excluding taxes and duties, but DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

24 EXECUTIVE SUMMARY including general on all items except land & rolling stock and 3% contingencies on all items excluding general charges. The abstract capital cost estimate is shown at Table 0.6. Table 0.6 ABSTRACT CAPITAL COST ESTIMATES (Costs at Jan, 2011 price level) S. No. Description Estimated Cost (Rs in Crores) 1 Land Alignment and Formation Station Buildings (elevated) including E & M works Depot augmentation Permanent Way Traction & Power Supply including VAC, Lifts, Escalators, etc. 7 Signaling & Telecommunications and AFC Works Rehabilitation & Resettlement Utilities (Civil Works) including Road Restoration Environmental Protection, Rolling Stock (in 2011) Staff Quarters Total of all items except Land General 3% on all items except Land 14 Total of all item including General Charges Total Cost including cost of Land % DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

25 EXECUTIVE SUMMARY S. No. Description Estimated Cost (Rs in Crores) 17 Grand Total without land Grand Total with land The completion cost by the year 2016 shall be Rs crores (with Central Taxes). The portion of the corridor within Delhi area to Bhadurgarh border should be funded on the same pattern as that of Phase-II/III. The corridor falling in Haryana should be basically funded on the same pattern as NOIDA/Gurgaon/Faridabad. Moreover, land should be made available free from all encumbrances when the project starts. DMRC will provide the rolling stock required to carry the passenger on the system FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS The Fixed cost of the project at Jan 2011 level is estimated Rs crore which includes an element of land cost of Rs crore. Completion cost with Central taxes comes to Rs crores in the year Energy cost for train operation and maintenance of stations have been assumed at no profit and no loss basis The cost of other expenses is based on the O & M unit cost expected for the Delhi Metro Phase-1 and Phase-2 projects. The rate of electricity assumed in the Delhi Metro study is about Rs per unit whereas at present in Bhadurgarh the rate used is Rs.4.70 per unit. The same has been used for all calculations. The O&M cost (excluding staff cost) has been obtained by providing an escalation of 5% per annum. The year-wise O&M cost are indicated in the table No. 0.6 given below DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

26 EXECUTIVE SUMMARY Table 0.7 Operation and Maintenance Costs a) Delhi Portion YEAR Staff Figs in Rs. Cr. Maintenance Expenses Energy Total b) Haryana Area YEAR Staff Maintenance Expenses Energy Total DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

27 EXECUTIVE SUMMARY The fare structure has been estimated based on the recommendations of the first Fare Fixation Committee for Delhi Metro Phase 1.These fares have been escalated once every two 5% per annum since it is not possible to carry out changes in fare every year. Other revenues from Property Development and advertisement have been estimated at 12.5% of the fare box revenues The Financial Internal Rate of Return (FIRR) obtained with the above revenues and costs is 6.04% for Delhi area and 2.29% for Haryana area over a horizon period of 30 years of operation ( ) Rail-based systems are heavily capital intensive with long gestation periods. They are viewed more as investments with a view to increasing the economic benefits to the society at large rather than yielding high financial rates of return. The consultant is of the view that the Bahadurgarh system should be basically funded on the same pattern as has been agreed recently for NOIDA and Gurgaon. Since it is being provided at the specific request of Haryana Government, it is proposed that cost of all infrastructure except Rolling Stock shall be provided by Haryana Government as grant and also the negative cash flow arrived year wise will be paid by Haryana Government in advance. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

28 EXECUTIVE SUMMARY Other sources of revenues Other revenues from Property Development and advertisement have been estimated at 12.50% of the fare box revenues during operations. Apart from development of property on metro stations and depot it is possible to raise resources through leasing of parking rights at stations, advertisement on trains and tickets, advertisements within stations and parking lots, advertisements on viaducts, columns and other metro structures, co-branding rights to corporate, film shootings and special events on metro premises. In the Delhi Area, 4 Ha government land has been taken for generating upfront money for the project. The estimated total generation towards upfront money provided the land use is changed as residential from the existing commercial is Rs.168 crore. Of which, Rs.90 crore has been taken to work out the funding contribution of Haryana Government and the balance amount of Rs.78 crore has been reduced from the GOI & GNCTD s equity contribution. In case the estimated PD fund is not generated, GOI & GNCTD have to contribute the same as equity to DMRC. In the Haryana portion 1.56 Ha. land has been considered for PD and the annuity has been taken in the FIRR calculations 0.14 Economic analysis The Economic Internal Rate of Return (EIRR) for the project has then been arrived using Discounted Cash Flow technique to the net benefit stream at economic prices for extension of Delhi Metro Line to Bahadurgarh The project cost comprises capital cost, operation and maintenance cost. Cost components considered for the purpose of this exercise include: (i) Capital cost of infrastructure (civil engineering, land, track, power supply, traction system, signaling and telecommunications, etc.) and rolling stock, and (ii) operating cost of Bahadurgarh extension. Escalation factor of 5% per annum has been assumed to derive the capital and operations & maintenance cost of metro excluding staff cost. The staff component of O&M cost of Metro has been escalated at the rate of 9% per annum to provide for both escalation and growth in salaries Table 0.8 summarizes the estimated cost to economy for Bahadurgarh Metro Corridor. The completion cost is Rs Crore including Central taxes assuming escalation factor of 5%. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

29 EXECUTIVE SUMMARY Table 0.8 ESTIMATED COST FOR BAHADURGARH METRO LINE (Jan 2011 prices) SYSTEM COST Rs. In Crores Mundka-City Park Completion Cost (with 1991 Central Taxes) Operating Cost ( in 2016) It has been estimated that 100 buses are likely to decrease with the introduction of this metro line corridor. This will save Rs. 28 Crores in the year towards capital and operating cost of bus system The saving because of fuel alone from the savings in vehicle operating costs and savings due to decongestion effect for the year works out to Rs Crore A sensitivity analysis of the EIRR with 20% cost over-run and 20% reduction in traffic materialisation (separately) has been carried out. The EIRR under these scenarios are given in Table 0.9. Table 0.9 EIRR - SENSITIVITY ANALYSIS SENSITIVITY EIRR (%) Basic EIRR With increase in cost by 10% With reduction in traffic materialization by 25% With 50% reduction in traffic and increase in cost by 20% Implementation Strategy Phase 1 and Phase-2 of the Delhi Metro Project is already completed and in operation. Phase-III of Delhi Metro has been taken up for implementation. It is proposed to implement Bahadurgarh Extension along with Phase-III The extension of Delhi Metro to Bahadurgarh has been planned as extension of Inderlok/Kirtinagar-Mundka Corridor due for implementation in Phase-II of Delhi Metro. The corridor has been planned as elevated corridor with the standards as already approved by DMRC for Inderlok/Kirtinagar-Mundka Corridor As per the progress achieved in Phase-I and Phase-II, it is proposed that the viaduct and station are completed in 24 months period with additional provision DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

30 EXECUTIVE SUMMARY of 4 months for preparatory works. Additional one year can be provided for installations of systems and testing and commissioning of rolling stock. Thus the total work can be completed in 40 months period from date of start. The work can be started immediately after approval of the Government and the line can be completed within 40 months period from the Date of Start. As such, it is possible that the work of this corridor be started in April 2012 and the line can be commissioned in 40 months period Financial analysis Both the Delhi and Haryana portions of the project are viable since the FIRR for a period of 30 years period including construction comes out to 6.04% for Delhi Portion and for Haryana portion the FIRR comes out to 2.29% Economic analysis Economical internal rate of return for this project comes to %, which is adequate for justification of the project. Moreover, it is evident even from the positive FIRR value of this extension RECOMMENDATIONS The project is viable since the FIRR for a period of 30 years period including construction is comes out to 6.04% for Delhi portion and 2.29% for the Haryana portion. However, on the DMRC s cost (Rolling Stock + Subordinate Debt towards Central Taxes repayable by DMRC) the project FIRR worked out to 11.35%. This return on DMRC s cost is not adequate. Hence Haryana Government should provide additional 2 Ha. of land free of cost to DMRC for Property Development. Considering the positive FIRR of Delhi Portion and Haryana portion as well as social considerations of requirement of reliable public transport, it is recommended for its implementation provided Haryana government agrees to share the operating losses, if any, during the first 30 years of operation. The funding proposed is as under: - A) Delhi Portion: - Since Delhi Portion is extension of Phase-III and shall be funded on the pattern of Phase-III funding pattern is shown in Table 0.10 below: - DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

31 EXECUTIVE SUMMARY Table 0.10 Funding Pattern of Delhi Portion Rs/Crore Particulars Total Less; Net PD Amount Equity by GOI & GNCTD % Grant by DDA % Grant by Haryana Government % Interest Free S.D for Land & CT by GOI & GNCTD % 1.40% JICA Loan % Property Development % Total % The state taxes amounting to Rs crore at Jan-2011 price level has to be exempted or reimbursed to DMRC. In the case of JICA not coming forward to fund the said extension, Rs.355 crore has to be provided as domestic loan from IIFCL etc as per Phase-III with interest subsidy and GOI guarantee. Similarly, in case the estimated PD fund of Rs. 168 crore is not generated, GOI & GNCTD have to contribute the same as equity to DMRC. B) Haryana Portion: - This project can be taken up as deposit work as per the funding plan shown in table 0.11 below: - Table 0.11 Funding Pattern of Haryana Portion Rs/Crore Grant by GOI (20% on 610/- Crore) % Grant by HUDA (80% on 610/- Crore) % RS by DMRC % SD for CT by GOI (80%) % SD for CT by HUDA (20%) % Land free by HUDA % Total % The state taxes amounting to Rs crore at Jan-2011 price level has to be exempted or reimbursed to DMRC. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, / 21

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33 CHAPTER 1 PROJECT AREA AND ROUTE SELECTION 1.1 INTRODUCTION Since, Metro for Bahadurgarh is extensions of Delhi Metro, a brief description of the later is considered relevant. The first Phase of Delhi Metro Project is completed and dedicated to Nation on This Phase consists the following 3 corridors covering a route length of 55.3 km. a) Shahdara Rithala via Kashmiri Gate, Tis Hazari, Netaji Subhash place and Rohini 21.7km. b) Vishwavidyalaya to Central secretariat via Kashmiri Gate, and Connaught Place 10.7km. c) Dwarka to Barakhamba via Shivaji Marg, Panchkuian Road and Connaught Place 22.9 km In addition a corridor in Dwarka sub city with its length as 6.5 Kms is also completed and commissioned on The work of extension of line 3 from Barakhamba to Indraprastha for 3.7 Kms is also commissioned in November Expansion of Delhi Metro Network, in phase-ii has also been commissioned. The details are as under- DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /7

34 CHAPTER 1: PROJECT AREA AND ROUTE SELECTION Delhi Metro Phase-II Line Length (Km) Shahdara-Dilshad Garden 3.09 Vishwa Vidyalaya-Jahangirpuri 6.36 Indraprastha-New Ashok Nagar 8.07 New Ashok Nagar-Noida 7.00 Yamuna Bank Anand Vihar ISBT 6.17 Inderlok Kirtinagar Mundka Central Secreteriate Qutab Minar Qutab Minar-Gurgaon New Delhi IGI Airport IGI Airport Dwarka Sector Central Secretariat - Badarpur Dwarka Sector Anand Vihar ISBT Vaishali Total PROPOSED METRO CORRIDOR TO BAHADURGARH Metro connection to Bahadurgarh proposed to be taken up with the Phase III Project. This corridor will be of Kms (From dead end at Mundka to dead end at City Park, Bahadurgarh) length with its last station at City Park, Bahadurgarh. There will be total 6 stations with the alignment taking off at km. (dead end of Mundka station). The last station of this extended line will be with its centerline at Kms and dead end at kms Kms. of this line will fall in Delhi area and balance kms will be within the territory of Haryana Government. Alignment is shown in Fig DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /7

35 CHAPTER 1: PROJECT AREA AND ROUTE SELECTION 1.2 BAHADURGARH Bahadurgarh was founded by Rathi Jats and formerly known as Sharafabad. It is situated twenty-nine Kilometers from Delhi. It is one of Delhi Metropolitan area(dma) town of Haryana proposed to be developed as per NCR plan 2001.As per recommendations of Master plan for Delhi 2001 AD, dispersal of certain wholesale trades from Delhi and Decentralization of Central Government offices with transport network is inevitable in the surrounding towns of Delhi in NCR so as to decongest the overburdened National Capital. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /7

36 CHAPTER 1: PROJECT AREA AND ROUTE SELECTION Bahadurgarh town is the connecting point for Rohtak, Jhajjar and Badli and Sonipat with Delhi. Although the township has not so far been developed like Faridabad, it has its own importance due to its proximity to Delhi. Moreover the 11 km metro line from Mundka to Bahadurgarh shall help for better planning of housing and industry inside Delhi in a better manner. Population of Bahadurgarh has also been estimated for this study for different horizon years and is given below Bahadurgarh 127, , , , ,127 Bahadurgarh is among the six towns which have been identified for the National Capital Region (NCR) as Delhi Metropolitan Area (DMA) towns, the others being NOIDA, Gurgaon, Ghaziabad, Faridabad and Sonipat. These towns have experienced steep growth in its population in the last 2 decades, on account of industrial growth and its proximity to Delhi. Decadal growth between 1991(57235) and 2001(132000) has been nearly 131% At Bahadurgarh, Haryana Government has developed about 200 hectare of land for Industrial purpose. Besides other big industrial units such as M/S Hindustan National Glass Company, M/S Hindustan Sanitary Wares, M/S Surya Roshni, M/S Solani Piligton, M/S Parley Biscuits and M/S Swastik Pipe etc. are its main industrial units existing here on the land privately purchased by them. Total area of land use by 2021 is likely to be 40 sq Km Bahadurgarh town has seen phenomenal growth in the population in the last 10 years due to the fact that the place is only 29Kms. from Center of Delhi city and also the land and accommodation is available comparatively at affordable prices The link proposed between Mundka and City Park Bahadurgarh, passes through industrial area in Delhi territory and near Border in Bahadurgarh area and thereafter the alignment passes through commercial and residential area. 1.4 HIGHWAY SYSTEM SERVING BAHADURGARH Rohtak road(nh-10) is the main road passing through Bahadurgarh town. It connects Delhi on one side and Rohtak on other side. Many roads are branching from this road connecting various portion of the town to Delhi. The existing Delhi- Hissar National Highway mostly remains choked at various points. As per Development plan 2021, for smooth flow of traffic one eastern periphery road from Nizampur road in Delhi territory and southern bye pass starting from sector 9 have been proposed. In the NCR regional plan up gradation of National Highway has also been suggested at Bahadurgarh. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /7

37 CHAPTER 1: PROJECT AREA AND ROUTE SELECTION 1.5 RAIL ROUTES FOR BAHADURGARH Bahadurgarh town also falls on the railway line connecting Old Delhi station and Rohtak. Railway line runs parallel to the proposed Metro corridor at about 1000 m distance. Railway line is with Diesel Traction. The distance of Bahadurgarh Railway station from the proposed metro extension is about 1 Km. It is double line BG section carrying 34 pairs of Mail/Express trains and 30 pairs of goods trains daily. 1.6 SELECTION OF SITE FOR METRO TERMINAL STATION IN BAHADURGARH Terminal station for this corridor has been kept at City Park keeping in the mind the availability of space for station. By locating the terminal station at City park maximum area of Bahadurgarh will be served and also the Metro system will be easily approachable by the passengers from Bahadurgarh Railway station. 1.7 ROUTE IDENTIFICATION An obvious route for METRO extension from Mundka to Bahadurgarh is along Rohtak Road up to City Park. The proposed route for its entire length will be elevated. In order to minimize land requirement, the alignment should follow the Central Verge of the Rohtak Road to the extent feasible. Approximate length of the route between Mundka metro station and the City Park be km (From dead end of Mundka station to dead end of City Park station).out of this Km. will fall in Delhi area and balance Km will fall in Haryana state area On Completion of the proposed extension up to City Park in Bahadurgarh, the approximate length of the corridor between Inderlok and City park will be approx. 25 Kms. Stabling and maintenance facilities for this corridor will be provided at Mundka depot planned for Inderlok- Mundka line being implemented in Phase -II. 1.8 INTEGRATION WITH RAIL SYSTEM For Bahadurgarh Corridor the distances of the Railway from the planned Metro corridor are large and hence no integration is possible. However, the passengers may enter to the Metro system after coming either to City Park Metro station in Bahadurgarh area or Ghevra in Delhi area. 1.9 IMPACT OF METRO RAIL ALONG ROHTAK ROAD A Metro corridor with carrying capacity of 10,000 20,000 passenger in peak hour peak direction, operating at a commercial speed of around 40 kmph would be an effective measure for decongesting these Roads. This decongestion, in turn will help in improving the operating speed of residual traffic on the Road. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /7

38 CHAPTER 1: PROJECT AREA AND ROUTE SELECTION A large number of three wheelers and Two wheelers operate between Mundka and Bahadurgarh for transport of passengers. They Take more time and contribute significantly to the environmental pollution. A Metro corridor will bring a sharp decline in the number of these vehicles on Rohtak Road METRO ROUTE IN BAHADURGARH TERRITORY UPTO CITY PARK The stretch of Rohtak road in Bahadurgarh area is virtually straight with an ROW not less than 25 metre except in the length of Mangeshpur drain at Km At the location of this drain, the alignment will be in the center of the road with the provision of widening of the bridge. On this stretch of over 11 Km., the notable ground features are, Delhi Haryana Border, Bahadurgarh Bus Adda TRAFFIC CIRCULATION PLAN NEAR TERMINAL STATION Feeder buses from the main town, west of the proposed Terminal station may operate upto the station for traffic integration. It would therefore be required that the road stretch between Metro alignment and Bahadurgarh Railway station is made free of encroachment for free and expeditious flow of traffic. Also the feeder buses are run to the terminal station from other part of Bahadurgarh town. Parking places are required to be provided for all the stations of the corridor TERMINAL FACILITIES City Park station will work as a Terminal station, the station tracks are required to extend by 670 m beyond the station centre. For meeting this requirement, the corridor will extend along the median of the Rohtak Road ROLE OF METRO CORRIDOR Metro Corridor to Bahadurgarh is planned to be integral part of Delhi Metro Rail Network in all operational aspects, with stations distanced varying from Km to 1.8 Km.The corridor will handle a sizable proportion of inter-city traffic of Bahadurgarh and would substantially ease the traffic flows on Rohtak Road between City Park at Bahadurgarh and Mundka. This, in turn will improve the operating speeds on the Rohtak road. In the present case this corridor will also help in development of the area in Delhi territory near the border, which is at present thinly populated NEED FOR REVISION DPR was prepared with the price base of June 2006 and it was planned to be completed by March 2012 which seems to be impossible due to no start of the work on this line till date. Hence, revision of the estimate as well as completion cost has become necessary. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /7

39 CHAPTER 1: PROJECT AREA AND ROUTE SELECTION MD/DMRC with Finance Commissioner, Haryana Government, Chandigarh inspected the entire line and it was felt that there is need to provide stabling Depot in Bahadurgarh area. Accordingly, in consultation with Haryana Government a strip of land near Transport Nagar after planned MIE Station has been identified and now this Depot proposed in the DPR. Secretary (UD) took four meetings in connection with resolutions passed by Empowered Group of Ministers (EGoM) while sanctioning Phase-III of Delhi Metro where in Bahadurgarh extension was also an item. In the 4 th meeting taken by Secretary (UD), an amicable funding arrangement was reached among all the stake holders (GOI, GNCTD and GOH) and decision taken to revise the DPR. Accordingly the DPR has been revised and submitted. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /7

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41 CHAPTER 2 TRAFFIC DEMAND ANALYSIS 2.1 INTRODUCTION The following steps are involved in traffic demand analysis towards estimation of rider ship on Metro System: Preparation of Database: Involves collection of secondary data (studies done earlier, census data, Master Plan, land use parameters etc) and primary surveys (traffic and travel surveys). Development of Transport Demand Models: The process consists of development of formulae (or models), enabling forecast of travel demand. Estimation of Land use Parameters: Land use parameters are to be estimated for the horizon years in order to assess the future travel demand. Formulation & Evaluation of Alternative METRO Networks: Various alternative alignments for METRO corridor are to be identified and passenger loading on each alternative is estimated. The alternative having better rider ship and engineering feasibility is recommended for implementation. 2.2 DATABASE FOR THE STUDY The transport network maps of the extended Study Area and land-use proposals have been studied in depth to assess the scope and requirement of future transport infrastructure. All the data available with various Government DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

42 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS departments relating to land use, traffic and travel characteristics have been collected and compiled for use in the study. The primary surveys include Road Network Inventory, Speed and Delay Survey, Traffic Volume Surveys, Origin and Destination Survey, Bus and Shared Auto Passenger Survey, Rail Terminal Survey, Household Travel Surveys, willingness to pay survey and opinion survey. The traffic volume data has been compiled both in terms of vehicles and passengers. Origin-Destination (O-D) matrices for public and private transport for various trip purposes are prepared for base year and projected for various horizon years. Planning parameters for the zone system for the base year (2006) and for the horizon years (2011 & 2021) have been quantified. 2.3 STUDY AREA AND TRAFFIC ZONE SYSTEM Study area consists of Faridabad and Bahadurgarh towns, the real area for which travel demand has been estimated is much larger. In fact, study area is entire Delhi state, Noida and Faridabad planning zones and Bahadurgarh planning zones. However for the purpose of creating traffic zones, smaller areas were defined in Bahadurgarh and Faridabad as there is much less number of city level road network and habitation and planned population has been allocated. Such arrangement will not influence traffic assignment load on the proposed metro network. Traffic zones developed are shown in figures 2.3.1, 2.3.2, and and the details of the zone system adopted for this study are given in the table Total number of zones for this study was 299, out of which 281 are internal and 18 are external zones. Larger number of the zones are obviously falling in Delhi (208) followed by Noida (43). The zone system developed in previous studies is kept same for the purpose of using the same database. Number of Faridabad zones is 24 and that of Bahadurgarh is 6. Area covered by the traffic zones include planning zones and thereby the population. However, geographical boundaries are tentative and may not exactly coincide with planning area particularly in Faridabad and Bahadurgarh DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

43 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Figure Traffic Zones in Delhi area Figure Traffic Zones of NOIDA DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

44 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Figure Traffic Zones of Faridabad Figure 2.3.4: Bahadurgarh Traffic Zones DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

45 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Table 2.3.1: Traffic Zone System Sl No Area Covered No of Zones Range of Zones 1 Delhi (West of Yamuna) , , Delhi (East of Yamuna) , Noida Bahadurgarh Faridabad Internal Zones External Zones (Delhi) West of Yamuna Kundli-263, Nizampur Khurd- 264, gurgaon (w)-261, gurgaon (c )- 260, gurgaon (e)-259, External Zones (Delhi) East of Yamuna Vaishali-256, Sahibabad-255, Ashok Vihar-254, Afzalpur-253, Baghpat Loni-252 External zones (Bahadurgarh) Rohtak- 262, Jhajjar-298, Badli , , External zones (Faridabad) External zones (Noida) Total Number of External Zones PRIMARY SURVEYS AND ANALYSIS The following primary traffic and travel surveys have been conducted as a part of the study: i) Road Network and Speed & Delay Surveys ii) Traffic Volume Counts iii) Household Travel Surveys iv) Public Transport Passengers Surveys Road Network and Speed & Delay Survey Distribution of Study area road network by carriageway width is shown in table the network considered for assignment is limited to 4, 6 and 8 lane width. Divided carriageways are not considered separately. Road net work of Bahadurgarh is shown in Figure The lane wise distribution length of road network of Bahadurgarh is given in tables DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

46 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Table Road network distribution in entire Study Area Study area type code number Length(km) 4 lane lane lane Table Road network distribution in Bahadurgarh type code number Length(km) 4 lane lane lane Speed and Delay Survey was performed mainly to check the speed models used in the assignment models. For this purpose, Rohtak Road was selected. Proposed metro stations are along Rohtak Road and it was necessary to measure average speed and variation of Speed on this road. The average speeds at different timings are given in table below. The further details are available in the booklets of traffic studies. It was found that average speed went down during congestion hours (9 A.M) Table Summary of the speed Road Sections Distance(Km) Observed Speed In-Direction (to Delhi) 8:30 AM 8:45 AM 9:00 AM 12:15 PM 1:20 PM Out-Direction (from Delhi) 8:30 AM 10:00 AM 11:00 AM 12:30 PM Bus stand - MIE MIE - Tikri Border Tikri border - Ghevra :30 PM DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

47 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Traffic Count and Occupancy Survey Classified traffic volume counts have been conducted at selected points for 24 hours. The locations selected are along the proposed metro network. Traffic flow count helps to assess the intensity of present traffic and also used for comparing the assigned traffic flow through model. Vehicular traffic at different locations is shown in Table Table Vehicular Flow at different locations Code B-11 B-12 B-13 Location Vehicle Flows Car /Jeep 2W 3W Bus LCV Trucks Others TOTAL Bahadurgarh, Hanuman Mandir NH Bahadurgarh, Tikri Border NH Ghevra Mod NH Occupancy of the passenger vehicles was recorded through occupancy survey and table shows passenger flow at different locations. Table Occupancy pf passenger vehicles at different locations Code Location Cars 2-W 3-W Bus Others B-11 Bahadurgarh, Hanuman Mandir NH B-12 Bahadurgarh, Tikri Border NH B-13 Ghevra Mod NH Passenger flow is estimated at different locations using the data from the occupancy survey and the outcome is given in table Table Passenger flow at different locations Passenger Flows Code Location Peak Hour Car Jeep 2W 3W Bus Others B-11 Bahadurgarh, Hanuman Mandir NH B-12 Bahadurgarh, Tikri Border NH B-13 Ghevra Mod NH DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

48 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS It is observed in table that public share of the total passenger transport in Bahadurgarh is nowhere more than %, indicating supply of proper public mode of transport is inadequate. Table Public and Private Share PUB PRV PUB PRV Code Location TOTAL TOTAL SHARE SHARE B-11 B-12 Bahadurgarh, Hanuman Mandir NH % 49.40% Bahadurgarh, Tikri Border NH % 43.76% B-13 Ghevra Mod NH % 37.04% Household Travel Survey The household travel information was done on weekends, as people are available at home on non working days. A sample size of 1 to 1.5 percent was taken. 380 sample households in Bahadurgarh were randomly selected. The households were selected from all the zones proportionately. In the household Performa the socio economic characteristics and travel characteristics were asked. The willingness to shift to metro and the fare they are ready to pay were also asked. a) Household by Size The distribution of households according to family size is presented in Table The table indicates that about 40.8 % of the households have the members more than 4 and only 4% of the households have more than 8 persons per household. The majority of the households are i.e., 77.4 % of households have 3 to 5 persons per household. The average household size is Table Distributions of Households According to Size SI No Household by Size No of Households Percentage > Total DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

49 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS b) Individuals by Monthly Income The distribution of households according to monthly Income ranges is presented in Table It is observed that about 2.9 % of households have monthly income less or equal to Rs. 5000, 18.9 % have income between Rs per month. About 23.7 % & 18.9 % of the households have monthly income between Rs & Rs respectively. The percentage of household having monthly income more than Rs. 25,000 has been recorded as 23.4 %. Table Distribution of Households According to Monthly Income SI No Income Group No of Sampled Percentage Households Not Stated <=Rs Rs Rs Rs Rs Rs Rs > c) Modal Split Total The distribution of trips according to the mode of travel is given in Table It is observed that about 7.5 % of the trips are by bicycle and 32 % by walk. The trips performed by 2 Wheelers are 15.1 % and 9.5 % of the total trips are performed by car. The share of trips by Public transport is 28 %, which is considered to be low. The Per Capita Trip Rate (PCTR) is 0.95 two way trips excluding cycle and walkway trips Table Modal Split (Including Walk) S. No Mode % Modal Shares 1 Walk Cycle Wheelers Wheelers Cars 9.5 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

50 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS 6 Public Transport Others Total 100 d) Trip Length and sectoral OD Limited number of home interviews was conducted in Bahadurgarh. Basic idea was to get an estimate of the parameters which influence travel and approximate travel characteristics such as modal split and average trip length. Number of home interviews in Bahadurgarh was 380. Total number of members in these households was Trips made by the household members in Bahadurgarh was 1056, therefore average all purpose one way trip rate comes out as The trips made by other modes include walk and cycle are 36%. Purpose wise for work: 86%, for education: 43% and for other purpose: 52% have been performed by vehicular modes. Including cycle trips per capita trip rate was found to be 0.42 only and seems to be in the lower side. Adding 10% for possible errors in the sample trip rate for Bahadurgarh was adopted as 0.46 for further analysis. Average trip lengths by different modes is given in table Table Average Trip length in Bahadurgarh Vehicle Type Average Trip Length(KMs) Car _Wheelers 9.03 Auto Rickshaw 0.89 Public Transport Slow/Others 1.83 Walk 0.80 Total 6.12 Finally looking at the quantity of trips, sectoral OD matrices were made from the house hold data. Sectors are areas in which specific traffic zones were kept. It is to be noted that total number of traffic zones including the gates are 299. For the shake of brevity the list of traffic zones falling under different sectors are not shown here. It may be seen that Intra Bahdurgarh trips are about 60 %. Most of the remaining trips are going to neighboring city. Even after assuming sample selection and data recording error, the trend reflects the practical situation in these two adjacent areas of Delhi. Sectoral OD for Bahdurgarh is given in table DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

51 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Table Sectoral OD for Bahadurgarh FROM BAHADURGARH TO Sample Size % of one way trips Delhi_Central % D_South % D_South_West % D_North_West % D_East % NOIDA % FARIDABAD % BAHADURGARH % Gate_East % Gate_South % G_South_West % Gate_West % Gate_North % Total Public Transport Passenger Survey a) Opinion Survey Main purpose of this survey was to examine traveler s response towards the proposed metro service. Both public and private transport users were intercepted at bus and rail terminals and at the road side. In this survey, correlation between subjective variables willingness to shift and willingness to pay with the measurable variables fare paid and the distance traveled was investigated and the result of the analysis are presented in tables below. Table shows that those who travel shorter distance, a few of them are not sure to shift but as travel distance increases, there is no hesitation. On the average more than 98% shall shift. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

52 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Table Willingness to shift survey at Bahdurgarh Dis 0 not stated Yes Maybe No Total % 98.78% 0.61% 0.46% % % 98.94% 0.53% 0.53% % % 98.91% 0.55% 0.55% % % 99.00% 0.60% 0.40% % % 98.89% 0.67% 0.44% % % 99.03% 0.49% 0.49% % % 98.93% 0.53% 0.53% % % 99.15% 0.28% 0.57% % % 99.40% 0.30% 0.30% % % 99.32% 0.34% 0.34% % % 99.26% 0.37% 0.37% % % 99.53% 0.47% 0.00% % % 99.32% 0.68% 0.00% % % 98.68% 1.32% 0.00% % % 97.73% 2.27% 0.00% % % 96.15% 3.85% 0.00% % % % 0.00% 0.00% % % % 0.00% 0.00% % average 0.01% 98.95% 0.77% 0.28% % b) Feeder Mode Survey Feeder mode survey revealed many important features such as dominant mode, feeder distance traveled by the passengers. It is seen that dominant mode is walk followed by local bus and auto rickshaw. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

53 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS In Bahadurgarh, about 47 % walk to catch the main mode of transport and average walking distance is 2.0 Km. Three wheelers play a big role (17.8 %) in Bahadurgarh as feeder service.. Table shows a complete picture. Table Feeder mode characteristic Bus and Train Terminus interview Mean Feeder Feeder Mode Total Percent Distance(KM) Not Stated 248 Walk % 2.07 Cycle % 4.31 CycRiksha % W % W % 8.26 Car % Taxi % Bus % Total % Average c) Terminal Interview at the Rail & Bus Terminals The study of passengers at rail and bus terminals indicates the mode, the magnitude and nature of traffic flows between the influence areas of proposed metro extension and Delhi. The passenger s were intercepted while boarding or alighting from the bus/train on sample basis. To know the magnitude of passengers interviewed the passenger counts for entire day of the interview was done. Besides the trips by public transport the details of trip made to/from the terminal was also asked. The willingness of the sampled passengers to shift to metro and fare passengers are ready to pay, was also assessed. Table Bahadurgarh Terminals Passenger Flow by Hour All Terminus(Bahadurgarh Stn,Ghevra Stn,Tikri Border, Bus Stand)Passengers From-To Inbound Outbound Total % 7:00-8: :00-9: :00-10: DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

54 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS 10:00-11: :00-12: :00-13: :00-14: :00-15: :00-16: :00-17: :00-18: :00-19: Total d) Terminal Volume Count Terminal passenger volume counts indicate amount of passengers handled by different terminus. Output of passenger volume count is shown in table Table Terminal Volume Count Output Location Inbound Outbound Total 1 Bahadurgarh Rly.Stn. 21,884 19, Ghevra Rly.Stn. 2,116 2, Bahadurgarh Bus Stand 10,361 6, Tikri Border , Methodology for Transport Demand and Forecast Introduction The transportation study process consists of development of formulae (or models), enabling forecast of travel demand, and development of alternative strategies for handling this demand. It is not just one model, but a series of interlinked and inter-related models of varying levels of complexity, dealing with different facets of travel demand. Through these models, the transportation study process as a whole is checked and calibrated before it is used for future travel predictions. In the present study, a four-stage transport demand model has been developed for estimating future travel demand. The normal and easily available planning variables at traffic zone levels such as population and employment have been made use of in transport demand analysis. The four stages of transportation planning process are: DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

55 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Trip-end prediction or trip generation and attractions the determination of the number of person trips leaving a zone irrespective of destination and the number of trips attracted to a zone, irrespective of origin. Trip distribution the linking of the trip origins (generation) with their destinations (attraction) Modal split the separation of trip by public transport modes or by private modes. Assignment the allocation of trips between a pair of zones to the most likely route(s) on the network. The details of urban transport planning process as adopted for the Study are shown in Figure Every component mentioned above has different approaches and for this study, and depending upon data availability, most suitable approach was adopted. Public and Private mode OD matrices were developed for three horizon years by using combination of different modeling techniques during the process stated in (1), (2) and (3) and these were assigned on the composite transport network (process 4) Transport Layer development (Map Digitization) Map data developed in previous study had the following layers which were thoroughly reverified on TransCad GIS platform. These are a) Delhi Zone system with zonal centroids and boundaries. b) Noida Zone system with zonal centroids and boundaries c) Phase I metro network and station locations in Delhi d) Phase II metro network and the station locations in Delhi and Noida. e) Rail network and station locations. Metro and rail network consisted of several interchange points. In the present study, several new sections were added in the metro Phase II network and a few were dropped, and all such additions and modifications were included in the revised network. In all, 14 new sections were having been considered. A list of sections in different phases is shown in the table Table : Metro Sections Section Length Links Barakhamba to Dwarka BAR-DWR Barakhamba to Yamuna bank BAR-YAM Kashmeregate to Sachivalaya KGT-SCH Kashmeregate to Rithala KGT-RIT DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

56 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Section Length Links Kashmeregate to Sahadra KGT-SHD Kashmeregate to Viswavidyalaya KGT-VIS Sachivalaya to Qutub Minar CST-QTM Dwarka to Dwarka Sector 9 DWR-DW Indralok to Mundka IND-MND Mundka to Bahadurgarh MND-BHA Shadara to Dilshad Garden SHD-DSG Viswavidyalaya to Jahangir Puri VIS-JHN Yamuna bank to Anand Vihar YAM-ADV Yamuna Bank to Noida sector 32 via Ashok Nagar Tughlakabad Rly Station to YMCA chowk (Faridabad) YAM-NOI TGB-FAR Sachivalaya to Tughlakabad SCH-TGB Qutab Minar to Arjangarh (Gurgaon Border), Qutub Minar to Tughlakabad Rly Stn along Mehrauli Badarpur Road. QTM-ARJ QTM- TGB Rithala to Barwala RIT-BRW New line and point layers are then created on top of the existing map which included the said routes along with the stations. For Faridabad and Bahadurgarh, separate maps are created consisting of zone (area layer), metro, rail and road (line layers), metro, rail and road nodes (point layers) Network Development Once map digitization work was completed, network development started. The entire map of the study area consisted of 299 zones, 1856 road nodes, 74 rail nodes, 182 metro nodes (172 stations) and a total of 9958 links of all types. A list of nodes coded for different types is shown in table A description of different link types is given in table 4 which shows that there are several types of links, which are connecting different types of nodes. There are 5854 road-road, 452 links connecting rail nodes to road nodes links which are connecting DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

57 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS the zone centroids with road, rail and metro nodes are called dummy links and actually represent local road network system which is not included in the main road network system. These links are carry two way traffic. Table 2.5.2: Cardinal Nodes in the Study Area Area Covered Range of Zones No of Road Nodes Range of Nodes No of Rail Nodes Range of Rail Nodes No of Metro Nodes Range of Metro Nodes Delhi (West of Yamuna) Delhi (East of Yamuna) 1-80, , , , , , , , , Noida , 2129 Bahadurgarh Faridabad Ghaziabad Gurgaon Table 2.5.3: Nodes and Two Way Links in the Network road rail metro zone total NODES road rail metro total Development of Network Parameters Capacity restrained and incremental loading trip assignment model assigns trips in slices on the current shortest path between an origin zone to another destination zone. First or initial shortest path is built on the basis of free flow condition. Free flow condition implies vehicular speed is not affected by the congestion. Free speed and the road capacity are assumed before building the DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

58 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS first shortest path. After assignment of a portion of the trip matrix (every time 20% OD has been assigned in five increments in the current exercise), speed of every link is recalculated and a new shortest path is build by considering the flow and the capacity of each link in the network. Then again next slice is assigned on the current network. The input of assignment model is OD matrices, the network and the model parameters. Which is connecting each zone with other zone. General link cost is calculated on the basis of travel distance, time, fare, waiting time, comfort, and value of passenger time, all these factors partly contribute. The form of the generalized model is given in table Table Generalized Cost Model [gc i (x)] n =k i +.L i +. L i.[v i ] n (*) where [gc i (x)] n is amount of generalized cost and [V i ] n is average speed on link i at n th assignment, and [V i ] n = V f. [1- i (x i /C i ) ] k i x i C i L i V f i i Money Cost on Link i (Toll / Fare) Vehicle flow Capacity in terms of no vehicles/hour Link Length (Km) Free flow vehicle speed (km/min) Value of passenger time(rs/min) Operating cost on L i A constant which reduces travel speed after assignment A constant which determines the magnitude of reduction It may be observed that value of some of the parameters is to be supplied before using the assignment model. For instance k i +.L i are the component which depends on the link type. Subjectively, k i may be taken as boarding penalty, is average operating cost on link L i. In this process, present fare structure of Metro has been examined and the values of k i and are deduced. Actual fare and Model fare for various sections were found and compared. The regression model developed using the fare charged between stations to station for this purpose has intercept value as slope as 0.41 and the R 2 is Comparison between the actual fare and the model fare shows less fare is charged in 9 cases, equal fare in 27 cases and more fare in 11 cases. The fare structure model is reasonably a good fit and with this output boarding penalty on metro is taken as Rs and fare/km as Rs These two parameters related to Bus and Rail is also calculated and used. The values of k i and used for different link types are given in table Table 2.5.5: Parameter values of the cost models Link Type k i METRO DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

59 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS RAIL BUS The speed flow model parameters used for different in assignment model are shown in table below: Table 2.5.6: The speed flow model parameters Link Type Free Speed(km) Public Private Capacity (PCU) 4 lane road lane road lane road Metro Rail Connectors (dummy links) Metro Interchange links The values of the model parameters are obtained from an earlier report (ref: 2) and slightly smoothened. It may be noticed that 4 lane road model is also used on dummy links for distributing trips to different link connectors with zonal centroids which otherwise is equivalent to assuming feeder service. After network coding is complete, a sample check was performed to see if the distance and time based shortest paths are showing a real path followed by the passengers Estimation of Origin Destination Trip Matrices Per capita trip rates are estimated for Bahadurgarh by using the data collected during the Home interview survey. The extended area was then divided in to number of traffic zones (24 for Faridabad and 6 for Bahadurgarh), keeping in view of the proposed metro line and the socio economic characteristics of the areas. Demographic data namely the planning wards and population density were used to develop zone wise population data. Population data multiplied by the trip rate produced trip production ends. Limited household survey data of Faridabad gave an approximate idea of the spread of the trip production ends and average trip length. Trips produced from the external zones of Faridabad were estimated using the present passenger traffic volume count data, and the relative importance of the gates as entry point. As per average observed trip lengths, DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

60 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS these trip ends were distributed in the entire study area by using gamma distribution probability function (Fig ). This distribution, produced passenger OD matrices for Bahadurgarh G10 G11 G12 G13 G Figure 2.5.1: Gamma Probability Distribution Function Public and Private mode trip ratio in RITES OD was found to be on the average 70:30 with marginal zonal variation. A basic change in the previous modal split was made by considering that proportion of public mode usages increases with the length of the trip. This trend was observed in a study conducted by CRRI in Jaipur very recently. Thus a scheme of logical modal split between public and private was adopted in the modal share distribution and is shown in Table Table 2.5.7: Modal Split Distance In KM Public Share (%) Private Share (%) < Trip length frequency distribution is given in Fig below. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

61 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS TRIP LENGTH FREQUENCY TRIPS PUB11 PRV11 PUB21 PRV DISTANCE IN KM Figure 2.5.2: Trip Length Frequency Distribution of 2011 and 2021 Sector wise trip ends estimated for 2011 and 2021 ODs are also given in tables OD was obtained by using the average value of the zone to zone trips in 2011 and Table Area wise Production and Attraction Ends of One way Trips Traffic Area Zones Productions Attractions Productions Attractions Productions Attractions Delhi 8,105,376 10,653,234 9,625,566 12,626,878 11,145,756 14,600, Noida 912, ,358 1,133, ,654 1,353, , Faridabad 563, , , , , , Bahadurgarh 75,319 11,579 93,775 12, ,230 13,393 Delhi External 1,318,783 39,196 1,494,089 43,806 1,669,394 48,415 Noida Ext. 107,814 6, ,905 7, ,995 8,166 F-bad Ext. 327,088 28, ,882 32, ,676 37,007 B-garh Ext. 52,194 6,524 59,862 7,199 67,529 7,874 TOTAL 11,463,367 11,468,365 13,575,538 13,575,538 15,687,705 15,687,708 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

62 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Overall public transport passenger trip share in 2011 and 2021 were found as 62.37% and 62.46% respectively. Average trip length is expected to be increased in Table shows the mode wise details Table 2.5.9: Summary of 2011 AND 2021 OD Public Mode 62.37% Private Mode 37.63% Average Trip Length (Public) km Average Trip Length(Private) km Public Mode 62.46% Private Mode 37.54% Average Trip Length (Public) km Average Trip Length(Private) km Trip Assignment In the present study, traffic from origin to destination zone has been assigned on the network (one way). In order to consider return traffic, boarding and alighting load is added to get the return load. Table will explain the method used in the assignment. Table Assignment of Return Trips Up Up return return total total STATION boarding alighting alighting boarding boarding alighting SACHIVALAYA PATEL CHAWK RAJEEV CHAWK NEW DELHI RLYSTN CHAWRI BAZAR CHANDNI CHAWK With this methodology, total boarding and alighting from any station will be equal. Second method is to assign return trip OD separately on the network and then add them for boarding and alighting. Third method is to create a trip matrix by adding up and reverse trips and then assign the matrix. The second method is equivalent to make double assignment and might not improve the loading situation (station wise boarding and alighting figures would be ±5% different) and in the third method boarding and alighting figures could be significantly different, due to incremental loading of the trips. Assignment of OD created in the third method (where zone to zone trips would be same because return trips are added) DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

63 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS may not be theoretically correct as return trips commence at least after 2-3 hours, on the contrary might present a distorted picture. This has been verified. Trip assignment model and related parameters are explained in section 2.5 of detailed report on Traffic forecast. Computer implementation of assignment method has various implicit assumptions. These are (a) Boarding Penalty on different node types and the running cost imposed on different link types, (b) Speed flow relationships (c) Accuracy of the distances between the links and (d) the cost of user travel time. Summary of traffic assignment for three horizon years for entire Metro Network up to Phase III (Corridors as taken in this study) is presented in table Table Traffic Assignment Summary PARAMETERS TOTAL PASSENGER = TOTAL REVENUE = TOTAL PASSKM AVERAGE LEAD(KM)= AVERAGE FARE(RS)= METRO LENGTH(KM)= PASSKM/KM= Output of the assignment program has been summarized and is presented in the different tables. Station load at metro interchange stations during different horizon years are shown in table Table : Interchange Station Loading INTERCHANGE SACHIVALAYA RAJEEV CHAWK KASHMEREGATE INDRALOK QUTAB MINAR YAMUNA BANK TUGHLAKABAD Trip Assignment Details for Bahadurgarh Bahadurgarh corridor is the extension line of Delhi Metro to neighboring states and hence traffic figure for this corridor can not be calculated as stand alone system. Therefore all the traffic figures of this link have been derived out considering the entire Metro network with and without this link. The summary of the section, PHPDT and station loads are given in the Tables below. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

64 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Table Summary of Section SECTION LENGTH(KM) PASSENGER KM PASSENGER KM/KM AVERAGE TRIP LENGTH(KM) Table Sectional Day Metro Loading STATION MUNDKA MUNDKA IND EST GHEVRA TIKRI KALAN TIKRI BORDER MODERN IND EST BUSSTAND CITY PARK SUM ALL ABOVE TIKRI-CITYPARK Table Sectional Metro Station Loading (Max. per Hour) STATION MUNDKA MUNDKA IND EST GHEVRA TIKRI KALAN TIKRI BORDER MODERN IND EST BUSSTAND CITY PARK SUM ALL ABOVE TIKRI-CITYPARK DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

65 CHAPTER 2 : TRAFFIC DEMAND ANALYSIS Table Sectional Day Link Load STATION STATION MUNDKA MUNDKA IND AREA MUNDKA IND AREA MUNDKA MUNDKA IND AREA GHEVRA GHEVRA MUNDKA IND AREA GHEVRA TIKRI KALAN TIKRI KALAN GHEVRA TIKRI KALAN TIKRI BORDER TIKRI BORDER TIKRI KALAN TIKRI BORDER MOHAN IND EST MODERN IND EST TIKRI BORDER MODERN IND EST BUSSTAND BUSSTAND MOHAN IND EST BUSSTAND CITY PARK CITY PARK BUSSTAND Table Sectional peak hour Link Load STATION STATION MUNDKA MUNDKA IND AREA MUNDKA IND AREA GHEVRA GHEVRA TIKRI KALAN TIKRI KALAN TIKRI BORDER TIKRI BORDER MODERN IND EST MODERN IND EST BUSSTAND BUSSTAND CITY PARK Total increase in the rider ship due to Mundka - Bahadurgarh corridor is as under STATION MUNDKA CITY PARK INDUCED RIDERSHIP Total Due to no development, as envisaged at time of preparation of DPR in 2007, taking place it is felt that the ridership of 2011 will only materialise in 2016 and of 2015 in 2021 and so on according financial viability to be assessed. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /25

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67 CHAPTER GENERAL PLANNING & DESIGN PARAMTERS The following planning & design parameters have been adopted for Mundka- Bahadurgarh Corridor. 3.2 PLANNING PARAMETERS SELECTION OF GAUGE Standard Gauge (1435mm) is generally adopted for metro railways world-over. During the last decade, 20 new metros have been constructed in various cities of the world. All these metros have gone in for Standard Gauge even though the national gauge for main-lines in some of the cases was different from Standard Gauge. In India the national gauge is Broad Gauge (1676mm). For Phase I of Delhi which has almost been commissioned Broad Gauge has been adopted. Phase II also is being implemented with Broad Gauge. Inderlok Mundka line is being done with Standard Gauge and hence, for this extension of Metro adoption of Standard gauge will be useful for the following reasons: (i) (ii) Planning of Central secretariat Badarpur Metro corridor is being done with Standard Gauge and independent Depot facility near Sarita Vihar for the same is envisaged. Metro alignments in a city have to pass through heavily built-up areas and this imposes severe restrictions on the selection of curves. In such a situation adoption of Standard Gauge is advantageous since it permits adoption of sharper curves compared to Broad Gauge. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

68 CHAPTER 3 : PLANNING & DESIGN PARAMETERS (iii) (iv) (v) (vi) (vii) (viii) In Standard Gauge 1 in 7 and 1 in 9 turn-outs, which occupy lesser length, are feasible compared to 1 in 8 ½ and 1 in 12 turn-outs for Broad Gauge. Length of cross-overs for Standard Gauge is thus lesser than for Broad Gauge. Land requirement for depots where a large number of lines connected together in the shape of ladder is thus also lower. Standard Gauge is, therefore, more suited for use in city environment where land availability is scarce. For Standard Gauge, optimized state-of-the-art rolling stock designs are available off-the-shelf. This is not so for Broad Gauge where new designs for rolling stock have to be specially developed which entails extra time and cost. For the same capacity gross weight of a metro coach is lower for Standard Gauge than for Broad Gauge. Standard Gauge rolling stock thus results in recurring saving in energy consumption during operation. Because of the availability of a very large market, constant up-gradation of technology takes place for Standard Gauge coaches. Thus upgraded technology is available on a continued basis in case of Standard Gauge. This is not so in case of Broad Gauge. Once technology for Standard Gauge coaches get absorbed and a manufacturing base for them is set up, there will be considerable export potential for the coaches, since almost all the countries use Standard Gauge for their metros. This is not so in case of Broad Gauge. It is some time argued that adoption of Broad Gauge for metros will enable inter-running of metro trains with Indian Railways since the latter uses Broad Gauge. Inter-running is, however, technically or operationally not feasible due to the two networks having different: Rolling Stock characteristics, Signalling Systems, Headways, Tariffs, Moving dimensions, and Loading standards. Since inter-running is not feasible, choice of Gauge for a metro system should be based solely on technical and economic considerations on which Standard Gauge turns out to be superior. (ix) Track gauge is not a technical parameter for any metro rail system. It is a planning parameter. Choice of gauge is, therefore, a matter which lies DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

69 CHAPTER 3 : PLANNING & DESIGN PARAMETERS within the jurisdiction of the metro rail organization entrusted with the responsibility of implementing and operating the metro systems. From the above, it is seen that Standard Gauge will be cost-effective, will enable Bahadurgarh Metro to be at par with world-class metros and enable it to remain technically up-dated in future. Standard Gauge will also enable setting up a manufacturing base for coaches required for metros in other cities of the country as well create an export potential for such coaches. Adoption of Standard Gauge is, therefore, recommended for Metro in this section. A wider gauge is not justified as coach width is small and axle loads are as low as 16 tonnes TRACK STRUCTURE Track on Metro Systems is subjected to intensive usage with very little time for day-to-day maintenance and therefore, 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, without undue noise and vibrations. The track structure has been proposed keeping the above philosophy in view General Track will be ballasted type for At-Grade portion and Depot (except inside the Workshops, inspection lines and washing plant lines, where the track will be ballastless type), whereas on Viaducts, it will be ballastless type. From considerations of maintainability, riding comfort and also to contain vibrations and noise levels, complete track is proposed to be jointless and for this purpose even the turnouts will have to be incorporated in LWR/CWR. Tack will be laid with 1 in 20 canted rails and wheel profile of Rolling Stock should be compatible with the rail cant and rail profile Rail Section Keeping in view the proposed axle load and the practices followed abroad, it is proposed to adopt UIC-60 (60 kg./m) rail section Ballastless Track on Main Lines (Viaducts) On the viaducts, it is proposed to adopt plinth type ballastless track structure, having RCC derailment guards integrated with the plinths (shown in Fig 3.1). Further, it is proposed to adopt Vossloh-336 Fastenings System (shown in Fig 3.2) or any other similar Fastening system complying to performance criterion DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

70 CHAPTER 3 : PLANNING & DESIGN PARAMETERS laid down by Indian Railways, to be decided based on the merits and demerits with a base-plate to base-plate spacing of 60 cm. DMRC for Delhi Metro has however used Vossloh-336 Fastenings System for Phase-I & Phase-II of Delhi Metro Project. Most of the components of Vossloh-336 fastening system are now indigenously available Ballasted Track on At-grade section and Depot Lines It is proposed to have a 350 mm ballast cushion on at grade section and 250 mm ballast cushion below the PSC Sleepers. Sleeper density should be 1660 Nos per km. Fastening system on the viaduct will be same as being adopted for Phase-II of Delhi Metro Transition between Ballasted and Ballastless Track An approach slab of 6 to 8 m length should be provided at the junction of Viaduct and earth formation. The transition from Ballastless to Ballasted Track should be made smooth over this length Ballastless Track in Depot The ballastless track in Depot may be of the following types : (a) (b) (c) Discretely supported on concrete/steel pedestal for inspection lines. Embedded rail type inside the Workshop. Plinth type for Washing Plant line Turnouts From considerations of maintainability and riding comfort, it is proposed to lay the turnouts also with 1 in 20 cant. Further, it is proposed to adopt the following two types of turnouts : (1) On main lines, 1 in 9 type turnout with a lead radius of 300 metres and permissible speed on divergent track as 40 kmph (shown in Fig 3.3). (2) On Depot lines, 1 in 7 type turnout with a lead radius of 140 metres and permissible speed on divergent track as 25 kmph (shown in Fig 3.4.). The Scissors X-overs on Main Lines (1 in 9 type) will be with a minimum track centres of 4.5 m (shown in Fig 3.5). DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

71 CHAPTER 3 : PLANNING & DESIGN PARAMETERS Proposed specifications for turnouts are given below :- (a) Turnouts should have fan-shaped layout throughout the turnout so as to have same sleepers/base-plates and slide chairs for both LH and RH turnouts. (b) (c) (d) Switches and crossings should be interchangeable between ballasted and ballastless turnouts. Switch rail should be with thick webbed sections, having forged end near heel of switch for easy connection with lead rails, behind the heel of switch. The switches should have anti creep device at heel of switch for minimising the additional LWR forces transmitted from tongue rail to stock rail. Crossings should be made of cast manganese steel and with welded leg extensions. These crossings should be explosive hardened type for main lines and without surface hardening for Depot lines Buffer Stops On main lines and Depot lines, friction buffer stops with mechanical impact absorption (non-hydraulic type) should be provided. In elevated portion. The spans, on which friction buffer stops are to be installed, should be designed for an additional longitudinal force of 85 T, which is likely to be transmitted in case of Rolling Stock impacting the friction Buffer Stops Rail Structure Interaction For continuing LWR/CWR on Viaducts, the elevated structures should 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. REJ in ballasted track will be for a maximum gap of 120 mm, whereas on ballastless track for a maximum gap of 180 mm Welding Flash Butt Welding Technique should be used for welding of rails. Alumino- Thermic Welding should be done only for those joints which cannot be welded by Flash Butt Welding Technique, such as distressing points and approach welds of switches & crossings. For minimising the population of Thermit welds mobile (rail-cum-road) Flash Butt Welding Plant will have to be deployed. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

72 5 CHAPTER 3 : PLANNING & DESIGN PARAMETERS BALLASTLESS TRACK ON VIADUCT Rail level 202 (Mln) 175 Slope 2.5% Slope 2.5% NOTE:- 525 TYPICAL CROSS SECTION ON VIADUCT ALL DIMENSION ARE mm UNLESS OTHERWISWISE NOTED MINIMUM DEPTH OF PLINTH = 175mm. FIG DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

73 CHAPTER 3 : PLANNING & DESIGN PARAMETERS FIG 3.2 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

74 CHAPTER 3 : PLANNING & DESIGN PARAMETERS PT tg.1/9 ( ) R=300m TURNOUT tg. 1/9 R= 300m GEOMETRY R=300m FIG 3.3 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

75 CHAPTER 3 : PLANNING & DESIGN PARAMETERS 2006 PT TURNOUT tg. 1/7 R= 140m GEOMETRY tg.1/7 FIG DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

76 CHAPTER 3 : PLANNING & DESIGN PARAMETERS DOUBLE CROSSOVER tg. 1/9 R= 300m C.L AXLE SCHEME FIG 3.5 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

77 CHAPTER 3 : PLANNING & DESIGN PARAMETERS 3.3 GEOMETRIC DESIGN PARAMETERS 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 80 kms. Planning for any higher speed is not desirable as the ultimate average inter-station distances will be only about one Km and trains will not be able to achieve higher speed. The tracks will be carried on U/box -shaped elevated decking supported by single circular piers, generally spaced at 28-m centres and located on the median of the road. The horizontal alignment and vertical alignment are, therefore, dictated to a large extent by the geometry of the road followed by the alignment. The track centre on the elevated section will be 3.9 m on portions of tracks which are straight or have curvature upto 300 m radius. The track centre will have to be increased on curves with a radius of 300 m or sharper. The standards adopted for horizontal and vertical alignments are as under: Horizontal Alignment The standards adopted for horizontal and vertical alignments are as under: - Curve radius in mid section: Elevated Section Preferred Minimum Minimum curve radius at stations Maximum permissible cant (Ca) Maximum cant deficiency (Cd) : 400 m and above : 200 m : 1000 m : 125 mm : 85 mm Transition curves - Minimum length of Transitions of Horizontal curves (m) : 0.44 times actual cant or cant deficiency (in mm), which ever is higher. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

78 CHAPTER 3 : PLANNING & DESIGN PARAMETERS - Desirable : 0.72 times actual cant or cant deficiency, (in mm) which ever is higher - No overlap is allowed between transition curves and vertical curves. - Minimum straight between two Transition curves : either 25 m or NIL. - Minimum curve length between two transition curves : 25 m Vertical Alignment The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m above road level. For meeting this requirement with the 'U'/box shaped prestressed concrete girders, the rail level will be about 9.5 m above the road level. At station location, then the rail level shall be 12.8m above road level. These levels will, however, vary marginally depending upon where the stations are located. Gradients Normally the stations shall be on level stretch. In limiting cases station may be on a grade of 0.1 %. Between stations, generally the grades may not be steeper than 2.0 %. However, there may be situations, where steeper grades are unavoidable. The gradients adopted are as under: - - Maximum gradient at stations : 0.1 % - Desirable gradient at stations : level - Maximum gradient in mid section : Normal : 2.0 % Exceptional : 4.0 % Vertical Curves Vertical curves are to be provided when change in gradient exceeds 0.4%. However it is recommended to provide vertical curves at every change of gradient. - Minimum radius of vertical curves: On main line : 2500 m Other Locations : 1500 m Minimum length of vertical curve : 20 m DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

79 CHAPTER 3 : PLANNING & DESIGN PARAMETERS Design Speed The maximum sectional speed will be 80 km/h. A higher sectional speed cannot be attempted when inter-station distances are so short. However, the applied cant, and length of transition will be decided in relation to normal speeds at various locations, as determined by simulation studies of alignment, vertical profile and station locations. This is with the objective of keeping down the wear on rails on curves to the minimum. The safe speed on curves is determined by the formula: where, V safe = 0.29 R (Ca + Cd) V safe = Safe speed in kmph R = Radius in m Ca = Applied Cant in mm Cd = Cant deficiency in mm Table 3.1 Cant, Permitted speed and Minimum Transition length for curves Radius Actual Cant Cant Deficiency Permitted Speed Minimum Transition (m) (mm) (mm) (kmph) (m) DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /13

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81 CHAPTER 4 ROUTE ALIGNMENT 4.1 INTRODUCTION Metro Corridor to serve Bahadurgarh as recommended for adoption, extends from Mundka Metro station in Delhi Territory to City park the proposed terminal station at Bahadurgarh. The route length of the corridor is kms. (from Dead end of Mundka Station to Dead end of City Park Station) The entire route will be an elevated corridor, in continuation of Inderlok-Mundka corridor of Delhi Metro Network under construction. The proposed route to Bahadurgarh runs on Rohtak road for its entire length and terminates at City Park. The proposed alignment is shown in drawing No. Haryana / Mundka Bahadurgarh/GAD/2006, Sheet No. 1 to 11 of the alignment plans submitted in separate drawing folder. 4.2 REFERENCE POINT For reckoning chainage on the proposed route, the reference point is the centre line of the Mundka Metro station under construction, with chainage increasing towards City Park. In relation to the reference point the centre line of City Park station is at Km , with its western terminal point at DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /5

82 CHAPTER 4: PROJECT AREA AND ROUTE SELECTION Km Centre line of Mundka station is at km and Dead end is at Km Hence, distance between Dead end of Mundka to Dead end of City Park Station (Bahadurgarh) comes to km TAKE OFF POINT For Bahadurgarh Corridor, the west end dead end of Mundka Metro station at Km is taken as the take-off-point. This is the point falling on the central verge of Rohtak road and falls in Delhi area. Since the take off point alignment runs on the central verge of Rohtak Road with the rail level normally at 12.5 M above road surface in the station area and 9.5 M outside the station area. 4.4 ALIGNMENT FROM Km to Km Except one Km. Length of the alignment near Mundka, the entire length falling in Delhi territory passes through the area having not much habitation. In this area some Industries have come up and many number of vacant plot lying. However due to coming of Metro the area is likely to get a boost and density of population increase. Line in Delhi area passes through villages like Jafarpur, Ghevra and Tikri Kalan Metro alignment while entering Haryana Border at Bahadurgarh passes through commercial area and thereafter Modern Industrial Estate. Alignment crosses Mangeshpur drain with the route following the central line of road and passing near Bus Stand of Bahadurgarh. The corridor then terminates at City Park Station with its centre line at Km and Dead end Km SITE FOR THE TERMINAL STATION Terminal station has been kept at City par considering that plenty of space will be available for exit/entry and Parking. Also by locating the station near City Park, sector 2 and 6 of Bahadurgarh can be served. Metro alignment is shown in Fig TERMINAL POINT Station tracks are proposed for extension by 670 m beyond the station centre, for providing the train reversal facilities. The buffer end is proposed to be provided at Km The terminal point is so chosen that it would be a suitable point for taking off the future extension if so required. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /5

83 CHAPTER 4: PROJECT AREA AND ROUTE SELECTION Figure 4.1 DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /5

84 CHAPTER 4: PROJECT AREA AND ROUTE SELECTION 4.7 SUMMARY OF CORRIDOR Route length Total route length of Bahadurgarh corridor is km. extending from Km (Mundka D.E.) to Ch (City Park D.E.) Entire length is elevated, provided with Six stations, the terminal station being opposite City Park. Entire route length is located along the central verge of Rohtak Road Curves Curve No A detailed curve statement has been shown in Table 4.1 Direction Radius Table 4.1 Statement of curves Deflection Angle Transition Length Circular Curve Length Total Curve Length Straight between D M S L1 L Right Right Right Left Right Right Left Right Right Right Right Left Note: Curve details are along centre line of system Gradient Gradients are generally flat. The steepest grade on the route is 1.375% for the length of 200m. Longest single stretch on level is 2350 m. A detailed grade statement has been shown in Table 4.2. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /5

85 CHAPTER 4: PROJECT AREA AND ROUTE SELECTION Table 4.2 Statement of Grades S. Rail Chainage Length No. Level Gradient Remarks From To From To Level Fall Level Rise Level Fall Rise Level Fall Rise Level Fall Rise Level Fall Level Rise Level Fall Level Rise Rise Level Fall Rise Level *Note: - 1. All chainages are along Centre line of system. 2. Rail Levels shown are without vertical curve correction Portals Portals are required for this line only at one Metro Station i.e. Tikri Border, for providing a sick siding. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /5

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87 CHAPTER 5 STATION PLANNING 5.1 GENERAL Stations on the Line Mundka - Bahadurgarh corridor is an extension of the Inderlok - Mundka Section (excluding Mundka station). This section mainly follows Rohtak road and run westwards from MIA (Mundka Industrial Area) to City Park via Ghevra Mor, Tikri Kalan, Tikri Border, MIE (Modern Industrial Estate), Bus Stand of Bahadurgarh and City Park covering a distance of approximately kms between the two terminal stations A total of seven stations have been planned along the proposed Corridor. All stations are proposed to be elevated. The average inter station distance is Km. Stations are generally located around 1.5 to 1.8 Km apart Rail and Platform Levels Entire alignment has been proposed to be elevated. In order to keep the building acquisition to the minimum, the alignment has been planned generally in the middle of the road and a two-level elevated station design has been proposed. Entry/exits to the proposed stations are planned in the open space available on both sides of the road. The general rail level is approximately 12.5 m above road surface in station area, 9.5 m above the road surface between the stations and is governed by a ground clearance of 5.50-m. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

88 CHAPTER 5: STATION PLANNING Platforms Elevated stations are planned along side platforms. Care has been taken to locate stations on straight alignment only. However, in situations where other site constraints have not allowed straight alignment, a curve of minimum 1000 m radius has been accepted within tolerance limits The sequence of stations along with their respective chainages, site and platform characteristics is presented in the Table 5.1. Table 5.1 Station Location Characteristics Name of Station Chainage (in m) Distance from Previous Station (in m) Platform Type and Nos Mundka Metro Station in Operation MIA Side Platforms, 2nos Ghevra Side Platforms, 2nos Tikri Kalan Side Platforms, 2nos Tikri Border Side Platforms, 2nos MIE Side Platforms, 2nos Bus Stand Side Platforms, 2nos CityPark Side Platforms, 2nos Alignment Description Straight Straight Straight Straight Straight Straight Straight Remarks Elevated, along median Elevated, along median Elevated, along median Elevated, along median Elevated, along median Elevated, along median Elevated, along median 5.2 STATION LOCATIONS Mundka Industrial Area (MIA) Station Chainage Inter Station Distance Rail Level Km Km 12.6 m above road level DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

89 PLATFORM PLATFORM CHAPTER 5: STATION PLANNING Location Entry/Exit Stairs Catchment Area The Station is situated in front of the Shree Ganga Dharam Kanta The entry /exits are located on both sides. Industrial areas on both sides of alignment. Figure 5.1 Proposed MIA Station Ghevra Station Chainage Inter Station Distance Rail Level Location Entry/Exit Stairs Catchment Area Km Km 12.9 m above road level The Station is situated in front of Dalal Dharam Kanta. The entry /exits are located on both sides of station. Ghevra, Neelawal and HiranVillages DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

90 CHAPTER 5: STATION PLANNING Figure 5.2 Site Conditions- Ghevra Station View of station Location Figure 5.3 Proposed Ghevra Station Tikri Kalan station Chainage Inter Station Distance Rail Level Location Entry/Exit Stairs Catchment Area Km Km 12.8 m above road level The Station is located on the central verge on Rohtak Road in front of the BSES Rajdhani Power Ltd. The entry /exits are located on both sides of station. Industrial area and Tikri Kalan Village. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

91 CHAPTER 5: STATION PLANNING Figure 5.4 Proposed Tikri Kalan Station Tikri Border station Chainage Inter Station Distance Rail Level Location Entry/Exit Stairs Catchment Area Km Km 13.0 m above road level The Station is located on the central verge on Rohtak Road in front of the CharaMandi. The entry /exits are located on both sides of station. Industrial area, Baba HariDass Colony, TikriKalanVillage and PVC Market. Figure 5.5 Site Conditions - TikriBorder Station DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

92 CHAPTER 5: STATION PLANNING View of Station location Figure 5.6 ProposedTikri Border Station MIE station Chainage Inter Station Distance Rail Level Location Entry/Exit Stairs Km Km 12.7m above road level The Station is located on the central verge on Rohtak Road in front of Park and Bahadurgarh Chamber of Commerce industries. The entry /exits are located on both sides of station. Catchment Area Industrial area, Baba Hari Dass Colony, ParnalaVillage. Figure 5.7 Proposed Sector MIE Station DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

93 CHAPTER 5: STATION PLANNING PLATFORM PLATFORM BUS STAND Chainage Inter Station Distance Rail Level Location Entry/Exit Stairs Catchment Area Km Km 13.3 m above road level The Station is located on the central verge of Rohtak road in front of bus stand of Bahadurgarh. The entry /exits are located on both sides of station. Dharam Vihar colony, Vivekanand Nagar colony, Parnal village, Model Town, Kath Mandi, Bahadurgarh Market, New Basti, Agarwal Colony, HNG factory, Tyford factory, Maila ground Colony, Sector 6, Bahadurgarh, Sec 2, Bahadurgarh, Kesar Village, Sarya Aurangabad Village, Naya Village. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

94 PLATFORM PLATFORM CHAPTER 5: STATION PLANNING Figure 5.8 Site Conditions- BUS STAND STATION View of Station location Figure 5.9 Proposed Bus stand Station CITY PARK STATION Chainage Inter Station Distance Rail Level Km Km 12.8 m above road level Location The Station is located Near ChaudharyDeviLalPark. Entry/Exit Stairs The entry /exits are located on both sides of station. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

95 PLATFORM PLATFORM CHAPTER 5: STATION PLANNING Catchment Area Nehru Park colony, Industrial area, Kabeer basti, sankhole village, bahri village, jakhoda village, Mahaveer park colony sector 6 and 2 of Bahadurgarh, Kesar, Sarya, Aurangabad and Naya villages. Figure 5.10 Site Conditions- City Park Figure 5.11 ProposedCity Park Station SRJ 1 IN 12 SRJ 1 IN STATION PLANNING Planning and Design Criteria for Stations Stations have been planned following the norms and criteria being adopted by DMRC for Phase-I Rail and Metro Corridors. Salient features of a typical station are as follows: 1. The station can be divided into public and non-public areas (those areas where access is restricted). The public areas can be further subdivided into paid and unpaid areas. 2. The platform level has adequate assembly space for passengers for both normal operating conditions and a recognized abnormal scenario. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

96 CHAPTER 5: STATION PLANNING 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 1-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 12.8-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 minimise 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. The functions of such areas are given below in Table 5.2. Table 5.2 STATION ACCOMMODATION 1. Station Control Room 14. Security Room 2. Station Master s Office 15. First Aid Room 3. Waiting Room 16. Miscellaneous Operations Room 4. Meeting Room 17. Train Crew Supervisor's Office 5. Information & Enquiries 18. Train Crew Room 6. Ticket Office 19. Platform Supervisor s Booth 7. Ticket Hall Supervisor & Excess Fare Collection (Passenger Office) 20. Traction Substation 8. Cash and Ticket Room 21. Signaling Room 9. Staff Area 22. Communications Room 10. Staff Toilets 23. Station Substation DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

97 CHAPTER 5: STATION PLANNING 11. Station Store Room 24. Fire Tank and Pump Room 12. Refuse Store 25. Commercial Outlets and Kiosks 13. Cleaner s Room 26. UPS and Battery Room 10. The DG set, bore well pump houses, ground tank and pump houses would be located in one area on ground. 11. The system is being designed to maximise 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. 12. Following requirements have been taken into account: Minimum capital cost is incurred consistent with maximising passenger attraction. Minimum operating costs are incurred consistent with maintaining efficiency and the safety of passengers. 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. Provision of good visibility of platforms, fare collection zones and other areas, thus aiding the supervision of operations and monitoring of efficiency and safety. Provision of display of passenger information and advertising. 13. The numbers and sizes of staircases/escalators are determined by checking the capacity against AM and PM peak flow rates for both normal and emergency conditions. 14. In order to transfer passengers efficiently from street to platforms and vice versa, station planning has been based on established principles of pedestrian flow and arranged to minimise unnecessary walking distances and cross-flows between incoming and outgoing passengers. 15. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates required to process the peak traffic from street to platform and viceversa (these facilities must also enable evacuation of the station under emergency conditions, within a set safe time limit). DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

98 CHAPTER 5: STATION PLANNING Typical Elevated Station The station is generally located on the road median. Total length of the station is 135 m. All the stations are two-level stations. The concourse is concentrated in a width of about 90-m in the middle 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. 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 about 6.5-m above the road. Consequently, platforms are at a level of about 12.8-m from the road. To reduce physical and visual impact of the elevated station, stations have been made narrow towards the ends. With respect to its spatial quality, an elevated MRT structure makes a great impact on the viewer as compared to an At-grade station. The positive dimension of this impact has been accentuated to enhance the acceptability of an elevated station and the above ground section of tracks. Structures that afford maximum transparency and are light looking have been envisaged. A slim and ultra-modern concrete form is proposed, as they would look both compatible and modern high-rise environment as well as the lesser-built, low-rise developments along some parts of the corridor. Platform roofs that can invariably make a structure look heavy; have been proposed to be of steel frame with aluminium cladding to achieve a light look. Platforms would be protected from the elements by providing an overhang of the roof and sidewalls would be avoided, thereby enhancing the transparent character of the station building. In order to allow unhindered traffic movement below the stations, portals across the road have been proposed in the concourse part, over which the station structure would rest. The rest of the station structure is supported on a single column, which lies un obstructively on the central verge Passenger Amenities Passenger amenities such as ticketing counters/automatic ticket vending machines, ticketing gate, etc. are provided in the concourse. Uniform numbers of these facilities have been provided for system wide uniformity, although the requirement of the facilities actually varies from station to station. The same applies to provision of platform widths and staircase/escalators. Maximum DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

99 CHAPTER 5: STATION PLANNING capacity required at any station by the year 2021 for normal operation has been adopted for all stations. For this purpose, peak minute traffic is assumed to be 2% of the peak hour traffic Concourse Concourse forms the interface between street and platforms. In elevated stations, this is contained in a length of about 90-m in the middle of the station. 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 minimise cross flows of passengers and provide adequate circulation space. Sufficient space for queuing and passenger flow has been allowed in front of the ticketing gates Ticketing Gates The requirement of ticketing gates has been calculated taking the gate capacity as 45 persons per minute per gate. Passenger forecast for the horizon year 2021 has been used to compute the maximum design capacity. At least two ticketing gates shall be provided at any station even if the design requirement is satisfied with only one gate. Uniform space has been provided in all stations where gates can be installed as and when required 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 TIMS 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 TIMS in future. Capacity of manual ticket vending counters is taken to be 10 passengers per minute and it is assumed that only 50% of the commuters would purchase tickets at the stations while performing the journey. The rest are expected to buy season tickets or prepaid card, etc. Accordingly, the requirement of ticket counters has been calculated and the same provided for in the plans Platforms A uniform platform width of 4.5-m wide excluding staircases and escalators in the central section is proposed for the elevated stations. This platform width has DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

100 CHAPTER 5: STATION PLANNING been checked for holding capacity of the platform for worst case scenario (two missed headways) in the design year i.e Stairs, Escalators and Lifts for Normal and Emergency Operations Provision has been made for escalators in the paid area i.e. from concourse to platforms. On each platform, one escalator has been proposed. In addition, two staircases with a combined width of 6-m is 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 5.5 minutes. While calculating the waiting passengers on the platform in emergency, 2 missed headways are assumed and the train arriving is assumed to be carrying peak section load. Lifts have been provided one each on either platform, to provide access for elderly and disabled. Since the rise from road to concourse is about 6.5-m, it is proposed to provide escalators and lifts in addition to stairs for vertical movement of passengers from street to concourse Passenger Information Kiosks and Commercial Kiosks Passenger Information Kiosks and Commercial Kiosks are provided in the unpaid and paid areas of the concourse respectively Passenger Information Kiosks and Commercial Kiosks Stations Passenger Information Kiosks and Commercial Kiosks are provided in the unpaid and paid areas of the concourse respectively. Table 5.3 PASSENGER TRAFFIC AND REQUIREMENT OF AMENITIES IN STATIONS (Projections for Year 2026) Day Boarding Peak Hour Boarding TotalPeak Minute Traffic Including Alighting Ticketing Gates required E-E-H (Entry-Exit Handicapp) Ticket Counters required Stairs Width (in m) on Each Platform Lifts Provided At Each Station G to C C to P Escalators Provided At Each Station MIA Ghevra Tikri Kalan Tikri Border MIE Bus Stand CityPark Note: G- ground/ street level, C- concourse level, P- platform level G to C C to P DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

101 CHAPTER 5: STATION PLANNING 1) Minimum requirement at each access: 2 entry Gates, 2 Exit Gates, 1 Gate for handicapped people, 1 EFO and 2 Ticket Counters. 2) At each access, EFO will be in centre, entry Gates on left side of EFO and exit Gates on right side of EFO. 3) Maximum Gate throughput: 45 passengers per minute. With passenger behavior coefficient of 1.5 it becomes 30. Maximum TOM throughput: 10 passengers per minute, with 50% of passengers purchasing single ride ticket. 4) Sufficient space shall be provided in station concourse area for future expansion of Gates and Ticket counters. 5.4 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. Parking and circulation area requirements are worked out for each station and are planned on the basis of prevailing norms. Facilities needed at various stations are planned in conformity with the type of linkages planned there. Traffic and transport integration facilities are provided for 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 Mode wise Parking Requirement at Stations A computer model calculates passenger volumes and modal split at stations. Parking needs for hired as well as personal modes have been calculated in addition to space requirement for drop and ride facilities. The model assumes varying percent of the feeder passenger trips to be walk trips (from 15 to 40), as DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

102 CHAPTER 5: STATION PLANNING the influence area of each station is very different. Provision for circulation public transport modes ( like buses, taxi, auto and cycle rickshaw ) is made whereas for other private mode like cycle, car, two wheeler space to provide park and ride facility is proposed to be acquired at each station. Table 5.4 provides summary of station wise traffic integration pattern. Table 5.4 MODE WISE PARKING/HALTING REQUIREMENT AT STATIONS Station Name Number of Parking Bays Area provided for Park & Ride and circulation (in sqm) Bus Rickshaw/ Cycle Scooter Car Total Auto/ Taxi MIA Ghevra Tikri Kalan Tikri Border MIE Bus Stand CityPark It is seen from the above table that interchange with buses and IPT modes is provided for at all the stations, Park and Ride facility has also been made at all stations. Integration facilities at MRTS stations include approach roads to the stations, circulation facilities, pedestrian ways and adequate parking areas for various modes likely to come to important stations including feeder bus/mini-buses. Provisions have been made for peak hour demand for feeder services by providing circulating area. Traffic integration facilities were identified on the basis of location of station and its proximity to other existing/proposed activity generating or attracting land use. These facilities have been provided directly under the stations/adjacent area in the MRTS corridor. Further, area planning ensures that dispersal of large volumes of pedestrians is adequately provided for Operational Integration Integration at operational level will be required to synchronise 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 minimised. 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. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /16

103 CHAPTER 6 TRAIN OPERATION AND SYSTEM DESIGN 6.1 INTRODUCTION Mundka to Bahadurgarh corridor is the extension of Inderlok-Mundka corridor of Delhi metro phase-ii. The alignment of the extended corridor has been planned on Rohtak road with elevated structure including the terminal station at City Park at Bahadurgarh. S.No Delhi Metro Corridor Extension Length (Km). 1 Inderlok-Mundka Mundka-City Park (Bahadurgarh) KMs Traction system for the above extension will be 25 kv ac, 50 Hz single phase. The traction, auxiliary supply and general electrical services on the above ground portion shall generally follow the design of the elevated system of Barakhamba- Dwarka Corridor. The overhead traction lines will be flexible copper OHE. Power required has to be availed from M/S Haryana Vidyut Prasaran Nigam Ltd. One additional Receiving Sub-station (RSS)/Traction Sub-station is proposed for this extension. The Rolling Stock shall be of the same design as being run by DMRC for Delhi Metro but suitable for Standard Gauge track. The above-mentioned systems have been described, briefly, in the following paragraphs. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

104 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN 6.2 TRAIN OPERATION PLAN Operation Philosophy The underlying operation philosophy is to make the MRT System more attractive and economical, the main features being: Selecting the most optimum frequency of Train services to meet sectional capacity requirement during peak hours on most of the sections. Economical & optimum train service frequency not only during peak period, but also during off-peak period. A short train consists 4 coaches / 6 Coaches with high frequency service. Multi-tasking of train operation and maintenance staff Stations List of stations of Mundka-Bahadurgarh Corridor are given below: Sr. No. Name of Station Remarks 1. Mundka (existing Station) ELEVATED 2. MIA ELEVATED 3. Ghevra ELEVATED 4. Tikri Kalan ELEVATED 5. Tikri Border ELEVATED 6 MIE ELEVATED 7 Bus Stand ELEVATED 8 City Park ELEVATED Train Operation Plan a) 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 this corridor has been taken as 40 Kmph on account of higher inter-station distances and higher acceleration of Rolling Stock chosen. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

105 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN a) Traffic Demand Peak hour peak direction traffic demands (PHPDT) for year 2016, 2021 and 2026 for the purpose of planning are indicated below: Peak hour peak direction traffic (PHPDT) Demand S.N From Station To Station Traffic Demand in PHPDT Year 2016 Year 2021 Year Mundka Mundka Ind Area Mundka Ind Area Ghevra Ghevra Tikri Kalan Tikri Kalan Tikri Border Tikri Border Modern Ind Est Modern Ind Est Bus Stand Bus Stand City Park b) Train formation To meet the above projected traffic demand, the possibility of running trains with composition of 4 car and 6 Car trains with different headway of 2 minutes to 15 minutes has been examined. The basic unit of 4-car train comprising of DTC MC MC DTC configuration, as planned for Kirti Nagar-Inderlok-Mundka Corridor, has been selected to meet the traffic demand in years 2016 and 2021 and the basic unit of 6-car train comprising of DTC MC TC MC MC DTC configuration has been selected to meet the traffic demand in year Composition DTC : Driving Trailer Car MC : Motor Car TC : Trailer Car 4 Car Train Composition DTC + MC + MC + DTC 6 Car Train Composition DTC + MC + TC + MC + MC + DTC Capacity 4 Car train: 1038 Passengers (@ 6 persons per sqm of standee area) 6 Car train: 1580 Passengers (@ 6 persons per sqm of standee area) DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

106 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN c) Train Operation Plan Based on the projected PHPDT demand tabulated in Para above, train operation with 4-Car train at headway of 9 minutes for the year 2016, train operation with 4-Car train at headway of 7 minutes for year and 2021 & train operation with 6-Car train at headway of 6 minutes for years 2026 has been planned for Mundka-Bahadurgarh Corridor. Train operation plan with train carrying 6 persons per square meter of standee area on Mundka-Bahadurgarh section is given below: Year Train operation with 4 car Trains with headway of 9 min between Mundka-Bahadurgarh is planned in first year of operation i.e with Peak Hour Peak Direction Capacity of 6 persons per square meter of standee area (Capacity of 8 persons per square meter of standee area under dense loading conditions). The maximum PHPDT demand of 9883 is in one Section between Mundka and Mundka Ind. Area, demand in the remaining sections is in the range of 955 to 5939 only. The planned capacity of 6920 (8813 under dense loading) is less than the PHPDT demand in only one section out of six sections. With this planned PHPDT capacity, optimum utilization of Rolling Stock will be achieved and empty running of trains will be considerably reduced. However, the Rolling Stock is designed for carrying higher density 8 standee passengers per square meter and in the sections in which PHPDT capacity exceeds the planned capacity, overloading during these periods will help in reducing the demand for increased deployment of Rolling Stock. Traffic demand and train capacity for year 2016 is tabulated and represented on a chart enclosed as Attachment I/1. Capacity Provided Year 2016 LINE Mundka-Bahadurgarh Corridor Cars/trains 4 Head way (Minutes) 9 Max. PHPDT Demand 9883 PHPDT Capacity Available 6920 (8813*) Year persons per square meter of standee area Train operation with 4 car Trains with headway of 7 min between Mundka-Bahadurgarh is planned in the year of operation 2021 with Peak Hour Peak Direction Capacity of 6 persons per square meter of standee area (Capacity of 8 persons per square meter of standee area under dense loading conditions). DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

107 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN The maximum PHPDT demand of is in one Section between Mundka and Mundka Ind. Area, demand in the remaining sections is in the range of 1308 to 8870 only. The planned capacity of 8897 (11331 under dense loading) is less than the PHPDT demand in only one section out of six sections. With this planned PHPDT capacity, optimum utilization of Rolling Stock will be achieved and empty running of trains will be considerably reduced. However, the Rolling Stock is designed for carrying higher density 8 standee passengers per square meter and in the sections in which PHPDT capacity exceeds the planned capacity, overloading during these periods will help in reducing the demand for increased deployment of Rolling Stock. Traffic demand and train capacity for year 2021 is tabulated and represented on a chart enclosed as Attachment I/2. Capacity Provided Year 2021 LINE Mundka-Bahadurgarh Corridor Cars/trains 4 Head way (Minutes) 7 Max. PHPDT Demand PHPDT Capacity Available 8897(11331*) 8 persons per square meter of standee area Year 2026 Train operation with 6 car Trains with headway of 6 min between Mundka-Bahadurgarh is planned in the year of operation 2026 with Peak Hour Peak Direction Capacity of 6 persons per square meter of standee area (Capacity of 8 persons per square meter of standee area under dense loading conditions). The maximum PHPDT demand of is in one Section between Mundka and Mundka Ind. Area, demand in the remaining sections is in the range of 1673 to only. The planned capacity of 15800(20100 under dense loading) is less than the PHPDT demand in only one section out of six sections. With this planned PHPDT capacity, optimum utilization of Rolling Stock will be achieved and empty running of trains will be considerably reduced. However, the Rolling Stock is designed for carrying higher density 8 standee passengers per square meter and in the sections in which PHPDT capacity exceeds the planned capacity, overloading during these periods will help in reducing the demand for increased deployment of Rolling Stock. Traffic demand and train capacity for year 2026 is tabulated and represented on a chart enclosed as Attachment I/3. Capacity Provided Year 2026 LINE Cars/trains 6 Head way (Minutes) 6 Max. PHPDT Demand PHPDT Capacity Available 15800(20100*) 8 persons per square meter of standee area Mundka-Bahadurgarh Corridor DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

108 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN d) Train frequency Mundka-Bahadurgarh Section The train operation plan for Mundka-Bahadurgarh section provides for the following: a) The train operation plan provides for 9 min. Headway between Mundka- Bahadurgarh section during peak hours and 30 min headway during lean hours in the year b) The train operation plan provides for 7 min. Headway between Mundka- Bahadurgarh section during peak hours and 30 min headway during lean hours in the year c) The train operation plan provides for 6 min. Headway between Mundka- Bahadurgarh section during peak hours and 30 min headway during lean hours in the year d) No services are proposed between hrs to 5.00 hrs, which are reserved for maintenance of infrastructure and rolling stock. e) Hourly Train Operation plan The number of train trips proposed to be operated daily during different hours in each direction for the year 2016 (first year of operation), 2021 and 2026 for each section of the network is presented in Table 1.1, 1.2 and 1.3 respectively and enclosed as Attachment- II. Number of trips per day is worked out as 166 for the year 2016, 190 for year 2021 and 216 for the year 2026 f) Vehicle Kilometer Based on above planning, after considering maintenance period and assuming 340 days in service in a year, Vehicle Kilometers for Mundka-Bahadurgarh section is given in Table 2 and enclosed as Attachment III. g) Year wise rake Requirement Based on Train formation and headway as decided above to meet Peak Hour Peak Direction Traffic Demand in different years, Rake requirement has been calculated and enclosed as Attachment V & has been tabulated below: Year Headway No. of Rakes Rake Consist No. of Coaches car car car 54 Requirements of coaches is calculated based on following assumptions- DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

109 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Assumptions - (i) Train Composition planned as under 4 Car Train Composition : DTC-MC-MC-DTC Train Capacity of 4 Car Train : 1038 passengers 6 Car Train Composition : DTC-MC-TC-MC-MC-DTC Train Capacity of 6 Car Train : 1580 passengers (ii) Coach requirement has been calculated based on headway during peak hours. (iii) Traffic reserve is taken as one train per section to cater to failure of train on line and to make up for operational time lost. (iv) Repair and maintenance reserve has been estimated as 8 % of total requirement (Bare +Traffic Reserve) based on Intermediate Overhaul and Periodic Overhaul interval of 3 and 6 years respectively. (v) The calculated number of rakes in fraction is rounded off to next higher number. (vi) Schedule speed is taken as 40 KMPH. (vii) Total Turn round time is taken as 6 min at terminal stations. 6.3 SYSTEM DETAILS Overhead Conductor System Flexible OHE In the open areas, flexible OHE shall be adopted. This shall consist of 107 mm 2 copper contact wire and 65 mm 2 cadmium copper catenary wire. Return Conductor shall be all aluminium conductor of 233 mm 2 (19/3.99mm) cross section (equivalent copper cross section = 140 mm 2 ). Overhead Protection Cable (OPC) shall be made of 12 aluminium strands of dia. 2.5 mm each, reinforced with 7 strands of steel of dia2.5 mm each, representing a total cross section of 93 mm 2. Buried Earth Cable shall be made of bare wire of pure copper of 35 mm 2 cross section Power supply Power Requirements Electricity is required for operation of Metro system for running of trains, station services (e.g. lighting, lifts, escalators, signalling & telecom, fire fighting etc) and workshops, depots & other maintenance infrastructure within premises of metro system. The power requirements of a metro system are determined by peak-hour demands of power for traction and auxiliary applications. Broad estimation of DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

110 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN auxiliary and traction power demand is made based on the following requirements:- (i) Specific energy consumption of rolling stock 75KWh/1000 GTKM (ii) Regeneration by rolling stock 30% (iii) Elevated station load initially 350KW, which will increase to 500 KW in the year 2021 Keeping in view of the train operation plan and demand of auxiliary and traction power, power requirements projected for the year 2016, 2021 and 2021 are summarized in table 6.1 below:- Table 6.1 Power Demand Estimation (MVA) Corridor Mundka Bahadurgarh Section Traction Auxiliary Year The detailed calculations of power demand estimation are attached at Annexure 6.1 and Need for High Reliability of Power Supply The proposed Mundka Bahadurgarh Section of the metro system is being designed to handle about 20,000 passengers per direction during peak hours when trains are expected to run at 6 minutes intervals in 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 travelling public. Lack of illumination at stations, non-visibility of appropriate signages, disruption of operation of lifts and escalators is likely to cause confusion, anxiety and ire in commuters, whose tolerance level are low on account of stress. Effect on signal and communication may affect train operation and passenger safety as well. Therefore, uninterrupted power supply is mandatory for efficient metro operations. To ensure reliability of power supply, it is essential that both the sources of Supply and connected transmission & distribution networks are reliable and have adequate redundancies built in. Therefore, it is desirable to obtain power supply at high grid voltage of 220 or 132 or 66kV from stable grid sub-stations and further transmission & distribution is done by the Metro Authority itself. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

111 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Sources of Power Supply The high voltage power supply network of Bahadurgarh City (Haryana) was studied in brief. The city has 220kV, 66, 33kV and 11kV network to cater to various types of demand in vicinity of the proposed corridor. Series of meetings were held with M/s Haryana Vidyut Prasaran Nigam Limited to finalize the Input Power Supply sources & Supply Voltage. M/s Haryana Vidyut Prasaran Nigam Limited indicated during discussions that their 132 kv network is highly reliable. Keeping in view the reliability requirements, One 132/25kV Receiving Sub-stations is proposed to be set up at Modern Industrial Estate (Bahadurgarh). Since this corridor is an extension of the proposed Inderlok Mundka corridor, in case of emergency the supply to this corridor can be extended from the RSS of the Inderlok Mundka corridor to be located at Mundka station and vice versa. This is an economical solution without compromising reliability. HVPN in their Minutes of meeting issued vide memo no:- Ch 44/304/ K 244; dated: have confirmed that 2 nos. of 132 kv bays at 220 kv substation Noonamajra (Bahadurgarh) or from 132 kv substation Bahadurgarh would be spared for feeding the proposed DMRC load. Based on the discussions with M/s Haryana Vidyut Prasaran Nigam Limited, 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: - S. No 1. Corridor Mundka Bahadurgarh section Table 6.2 Grid sub-station of HVPN Ltd. (Input voltage) Receiving sub-station (220/132 kv) Sources of Power Supply Location of RSS of Metro Authority Modern Ind. Estate (MIE) Bahadurgarh. Approx. length of 66 kv cables 7km. (Double circuit) Corridor Summary of expected power demand at various sources is given in table 6.3. Table 6.3 Power Demand projections for various sources Input Source Peak demand Normal (MVA) Peak demand* Emergency (MVA) Initial Year (2016) Year (2026) Initial Year (2016) Year (2026) Mundka Traction Bahadurgarh section Auxiliary TOTAL (A+B) * Incase of failure of other source of power The 132 kv power supply will be stepped down to 25kV single phase for traction purpose at the RSS of DMRC and the 25kV traction supply will be fed to the OHE at viaduct through cable feeders. The location of the feeding post will be decided during the final design, depending upon the voltage drop considerations. For feeding the auxiliary loads, the 132 kv power supply received will be stepped DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

112 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN down to 33 kv and will be distributed along the alignment through 33kV Ring main cable network. These cables will be laid in dedicated ducts along the viaduct. If this RSS trips on fault or input supply failure, train services can be maintained from the Mundka RSS. However, in case of total grid failure, all trains may come to a halt but station lighting & other essential services can be catered to by stand-by DG sets. Therefore, while the proposed scheme is expected to ensure adequate reliability, it would cater to emergency situations as well. Typical High Voltage Receiving Sub-station The 132 kv cables will be laid through public pathways from HVPNL Sub-stations to RSSs of Metro Authority. The RSS shall be provided with 2nos. (one as standby) 132/25kV, 20 MVA single phase traction transformers for feeding to traction loads. Outdoor / Indoor type 132kV switchgear and outdoor type 25kV switchgear is proposed for each RSS to be located in approx. 85m x 130m (11050 sqm) land plot. Gas Insulated Switchgear (GIS), though requires less space (approximately half) & reduced maintenance, is not proposed because of high capital cost. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

113 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Auxiliary Supply Arrangements for Stations & Depot Auxiliary sub-stations (ASS) are envisaged to be provided at each station. A separate ASS is required at depot. The ASS will be located at mezzanine or platform level inside a room. The auxiliary load requirements have been assessed at 350 kw for elevated/at-grade stations, which is likely to increase up to 500 KW in the year Accordingly, two dry type cast resin transformers (33/0.415kV) of 630 kva capacity are proposed to be installed at the stations (one transformer as standby). Typical Indoor Auxiliary Sub-station Electromagnetic Interference (EMI) and Electromagnetic Compatibility (EMC) 25kV ac traction currents produce alternating magnetic fields that cause voltages to be induced in any conductor running along the track. Booster Transformer and Return Conductor (BT/RC) System is proposed for EMI mitigation. Concrete structures of elevated viaducts are not good electrical earths and therefore, Earthing and Bonding of the traction system shall be in accordance with the latest standards EN , IEEE80 and other relevant standards. Two earth conductors Overhead Protection Cable (OPC) and Buried Earth Conductor (BEC) are proposed to be laid along with elevated via duct and all the metallic structures, structural reinforcement, running rails etc will be connected to these conductors to form an equiv-potential surface & a least resistance path to the fault currents. The overhead protection cable will also provide protection against lightning to the 25kV OHE and the elevated viaduct. Similar arrangements have been adopted on Delhi Metro as well. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

114 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Detailed specification of equipment e.g. power cables, transformer, switchgear, E&M equipment etc shall be framed to reduce conducted or radiated emissions as per appropriate international standards. The Metro system as a whole (trains, 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 EMI/EMC plan will be required to be developed during project implementation stage Rating of Major Equipment 25kV ac Overhead Equipment (OHE) shall comprise 107 mm 2 HD-copper contact wire and 65 mm 2 Cd-copper catenary wire. Return conductor (RC) shall be All Aluminium Conductor (AAC) of 233 mm 2 cross section. From safety considerations, Hydraulic type Anti-Tensioning Device (ATDs) are proposed on mainlines which does not require use of balance weight for tensioning of OHE conductors. Based on emergency demand expected at each RSS as shown in Table 6.3, 2 nos. 132/25kV traction transformers of 20 MVA capacity and 2 nos. 132/33kV auxiliary transformers of 20 MVA capacity shall be provided at RSS, being standard design (one to be in service and second one to serve as standby). The 132 kv incoming cable shall be 3-phase single core XLPE insulated with 630 mm 2 Aluminium conductor to meet the normal & emergency loading requirements and fault level of the 132 kv supply. 33kV and 25kV switchgear shall be rated for 1250 A being standard design. 33kV cable ring network shall be adequately rated to transfer requisite auxiliary power during normal as well as emergency situations and accordingly 3 core x 300 mm 2 Aluminum conductor XLPE insulated 33kV cable is proposed for ring main network. Adequate no. of cables are required for transfer of traction power from Metro s RSS to 25kV OHE. Single-phase XLPE insulated cables with 240mm 2 copper conductor are proposed for traction power. Based on current requirements, 2 cables are required for each of the two circuits to feed power to OHE. The above capacities of transformers, switchgear, cables etc. have been worked out based on the conceptual design. Therefore, these may be required to be revised for better accuracy during design stage of project implementation Standby Diesel Generator (DG) Sets In the unlikely event of simultaneous tripping of all the input power sources or grid failure, the power supply to stations as well as to trains will be interrupted. It is, therefore, proposed to provide a standby DG set of 200 KVA capacity at the stations to cater to the following essential services: DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

115 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN (i) (ii) (iii) (iv) (v) Essential lighting Signalling & telecommunications Fire fighting system Lift operation Fare collection system Silent type DG sets with low noise levels are proposed, which do not require a separate room for installation Supervisory Control and Data Acquisition (SCADA) System The entire system of power supply (receiving, traction & auxiliary supply) shall be monitored and controlled from a centralized Operation Control Centre (OCC) through SCADA system. Modern SCADA system with intelligent remote terminal units (RTUs) shall be provided. Optical fibre provided for telecommunications will be used as communication carrier for SCADA system. Digital Protection Control System (DPCS) is proposed for providing data acquisition, data processing, overall protection control, interlocking, inter-tripping and monitoring of the entire power supply system consisting of 33kV ac switchgear, transformers, 25kV ac switchgear and associated electrical equipment. DPCS will utilize microprocessor-based fast-acting numerical relays & Programmable Logic Controllers (PLCs) with suitable interface with SCADA system 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 Mumbai Metro includes the following energy saving features: (i) (ii) (iii) Modern rolling stock with 3-phase VVVF drive and lightweight stainless steel coaches has been proposed, which has the benefits of low specific energy consumption and almost unity power factor. Rolling stock has regeneration features and it is expected that 30% of total traction energy will be regenerated and fed back to 25kV ac OHE to be consumed by nearby trains. 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). DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

116 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN (iv) (v) (vi) (vii) Machine-room less type lifts with gearless drive have been proposed with 3-phase VVVF drive. These lifts are highly energy efficient. 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. The latest state of art and energy efficient electrical equipment (e.g. transformers, motors, light fittings etc) have been incorporated in the system design. Efficient energy management is possible with proposed modern SCADA system by way of maximum demand (MD) and power factor control Electric Power Tariff The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of the Metro System, which constitutes about 25-35% of total annual working cost. Therefore, it is the key element for the financial viability of the Project. The annual energy consumption is assessed to be about 18.4 million units in initial years (2016), which will increase to 32.2 million units by horizon year In addition to ensuring optimum energy consumption, it is also necessary that the electric power tariff be kept at a minimum in order to contain the O& M costs. Therefore, the power tariff for this Corridor should be at effective rate of purchase price (at 132 kv voltage level) plus nominal administrative charges i.e. on a no profit no loss basis. It is proposed that Government of Haryana takes necessary steps to fix power tariff for this Corridor at No Profit No Loss basis. Similar approach has been adopted for Delhi Metro. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

117 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Mundka-Bahadurgarh Corridor Attachment I/1 Year: Car Train : Passenger 6 persons/sqm 1038 Headway (min) 9 S.N FROM TO Traffic Demand in PHPDT Train carrying capacity 1 Mundka Mundka Ind Area Mundka Ind Area Ghevra Ghevra Tikri Kalan Tikri Kalan Tikri Border Tikri Border Modern Ind Est Modern Ind Est Bus Stand Bus Stand City Park DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

118 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Mundka-Bahadurgarh Corridor Year: Car Train : Passenger 6 persons / sqm 1038 Headway (min) 7 Attachment I/2 S.N FROM TO Traffic Demand in PHPDT Train carrying capacity 1 MundkaSW Mundka Ind Area Mundka Ind Area Ghevra Ghevra Tikri Kalan Tikri Kalan Tikri Border Tikri Border Modern Ind Est Modern Ind Est Bus Stand Bus Stand City Park DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

119 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Mundka-Bahadurgarh Corridor Attachment I/3 Year: Car Train : Passenger 6 persons / sqm 1580 Headway (min) 6 S.N FROM TO Traffic Demand in PHPDT Train carrying capacity 1 Mundka Mundka Ind Area Mundka Ind Area Ghevra Ghevra Tikri Kalan Tikri Kalan Tikri Border Tikri Border Modern Ind Est Modern Ind Est Bus Stand Bus Stand City Park DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

120 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Attachment II TABLE 1.1 Hourly Train Operation Plan for Mundka-Bahadurgarh Corridor Year: 2016 Configuration: 4 Car Headway(min): 9 Time of Day Headway in No. of Trains per day Minutes UP DN 5 to to to to to to to to to to to to to to to to to to to Total No. of train trips per direction per day DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

121 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN TABLE 1.2 Hourly Train Operation Plan for Mundka-Bahadurgarh Corridor Year: 2021 Configuration: 4 Car Headway(min): 7 Time of Day Headway in No. of Trains per day Minutes UP DN 5 to to to to to to to to to to to to to to to to to to to Total No. of train trips per direction per day DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

122 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN TABLE 1.3 Hourly Train Operation Plan for Mundka-Bahadurgarh Corridor Year: 2026 Configuration: 6 Car Headway(min): 6 Time of Day Headway in No. of Trains per day Minutes UP DN 5 to to to to to to to to to to to to to to to to to to to Total No. of train trips per direction per day DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

123 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Attachment-III Sl. No. Table 2 Mundka Bahadurgarh Corridor PHPDT for the Year From Station To Station PHPDT Directional Split to Badarpur Directional Split to Central Secretariat 1. MUNDKA MUNDKA IND AREA % 50% 2. MUNDKA IND AREA GHEVRA % 50% 3. GHEVRA TIKRI KALAN % 50% 4. TIKRI KALAN TIKRI BORDER % 50% 5. TIKRI BORDER MODERN IND EST % 50% 6. MODERN IND EST BUSSTAND % 50% 7. BUSSTAND CITY PARK % 50% DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

124 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Table 3 Vehicle Kilometer Mundka- Bahadurgarh Attachment IV Year Section Length (Km) No of cars per Train No of working Days in a year Number of Trains per day each way Daily Train -KM Annual Train - KM (10 5 ) Annual Vehicle - KM (10 5 ) DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

125 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

126 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Salient Features of Standard Gauge Rolling Stock Attachment VI S.No. Parameter Details 1 Gauge (Nominal) 1435mm 2 Traction system a. Voltage 25 KV AC b 3 Method of current collection Train composition OHE 4 Car (DTC + MC + MC + DTC) 6 Car (DTC+MC+TC+MC+MC+DTC) 4 Speed a. Maximum design speed (kmph) 95 b. Maximum service speed (kmph) 85 5 Vehicle dimensions a. Length over body (in mm) DTC MC TC b. Length over body with fairing(in mm) DTC MC TC c Max. Width over body in mm 2900 Width over body (at floor level) in mm 2782 d. Height of coach from Rail Level (mm) 3900 Panto lock down Ht from Rail Level (mm) 4048 e Train length (in mm) (including auto coupler) 4 car train car train f Bogie wheel base in mm 2400 g Distance between bogie centers in mm h Wheel diameter (new) 860mm Wheel diameter (fully worn) 780mm I Door opening width 1400mm j Cab length in mm 2430 k Gangway Width in mm 1450 Clear Width in mm 1200 Length 450 l Coupler Height 810mm DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

127 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN 6 Carrying 6 standees/sqm a Coach carrying capacity b Train Carrying capacity DTC 248 (seating - 43 ; standing - 205) MC 271 (seating - 50 ; standing - 221) TC 271 (seating - 50 ; standing - 221) 4 car train 1038 (seating ; standing - 852) 6 car train 1580 (seating ; standing ) 7 Weight (Tonnes) a Coach weight Tare Weight DTC Tare Weight MC Tare Weight TC b c d Train weight in tons Tare Weight of 4 Car train Tare Weight of 6 Car train Pay load Passenger Weight in tons Pay load of 4 Car train Pay load of 6 Car train Gross weight in tons Gross weight of 4 Car train Gross weight of 6 Car train Performance parameters a. Initial Acceleration on tangent track at peak 0.8 m/s 2 + 5% Load b. Deceleration Service 1.0 m/s 2 Emergency 1.3 m/s 2 c Jerk Limiting Range 0.65 m/s 3 to 0.75 m/s 3 9 Axle load(t) (@ 8 persons per sqm of standee area) System should be designed for 16 T axle load DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

128 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN 10 Propulsion a. Propulsion system 3 phase drive system with VVVF control b. Braking Regenerative, electro pneumatic and Parking brakes 11 Coach a. Coach construction Lightweight stainless steel/aluminium body b. Seating arrangement Longitudinal c Class of accommodation One 12 Ventilation & Air conditioning a. Coaches Air conditioned b. U/G Stations Air conditioned c. Tunnels Ventilated (Closed/Open system) 13 Door Type Bi-parting Sliding type with exterior door having automatic door closing features 14 Communication Passenger Information System, Passenger Announcement System, Passenger Emergency announcement from OCC, Emergency Talk Back units, Train Radio for communications between driver, OCC and station control 15 Train Control Continuous automatic train control system comprising ATP and ATO DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

129 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Energy consumption Annexure 6.1 SECTION Mundka - Bahadurgarh Year LENGTH (KM) KM KM No. of trains per direction in a day* WEIGHT OF TRAIN & PASSENGER 220 Ton 331 Ton SFC (NET ) with 30% regen 53 KWH/1000GTKM 53 KWH/1000GTKM Yearly Traction Energy consumption with 365 days working with 30% regen 7.84 million units million units Station aux power requirement Elevated/at-grade station 0.35 MW 0.50 MW U/G station 1.5 MW 2.0 MW no. of elevated/at-grade stations 7 7 no. of U/G stations 0 0 Depot Aux power requirement 1.0 MW 2.00 MW Total Aux Power requirement 3.5 MW 5.5 MW Total Aux power requirement (MVA) assuming 5% energy losses and.85 pf for aux loads 4 MVA 6.8 MVA Diversity factor of aux loads Yearly Aux Energy consumption 20 hrs/day and 365 days working (million units) million units 16.9 million units Net Annual Energy Consumption (traction & aux) 18.4 million units 32.2 million units * Taken from Train Operation Plan (with train operation time from hrs. to hrs.) DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

130 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Power Demand Estimation (MVA) Annexure 6.2 Section Mundka to Bahadurgarh Target Tare weight of 4 Car Train (Metric Ton) Tare weight of 6 Car Train (Metric Ton) Four Car Train Passenger carrying Capacity Six Car Train Passenger carrying Capacity No. of Cars Passenger weight in Kg's Total Train weight (in tons) Section Length (in Km) Headway (in minutes) Specific Energy Consumption No of trains/ hr in both directions Peak traction Power requirement (in MW) Less regenerative 30% Depot Traction Load Total Traction Power requirement (MVA) Station Auxiliary Power Requirement. 14 Elevated at-grade station No of elevated/at grade stations Aux Power requirement(in MW) Depot Aux. Power requirement (in MW) Total Station aux power requirement (MW) PD Power requirement (in MW) Total Aux. Power requirement (in MVA) Total Power Requirement (MW) ( ) 21 Total Power requirement (MVA) assuming 5% energy losses and 0.95 & 0.85 pf for Traction and Aux. Loads respectively DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

131 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN Annexure 6.3 DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

132 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

133 CHAPTER 6 : TRAIN OPERATION AND SYSTEM DESIGN DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /31

134

135 CHAPTER 7 SIGNALLLING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION 7.1 GENERAL Train control and signalling system functions as an essential tool to move the trains in a safe and efficient manner and ensures optimal utilization of infrastructure like track, rolling stock and electrical systems in a rail based metro environment. Telecommunication system functions as an active hub and backbone to meet the needs of train operations, passengers and administration. Automatic fare collection system caters to the needs of passengers by efficiently issuing tickets and monitoring the entry/exit of passengers with system accounting and Management Information System (MIS) generation capability. 7.2 INTRODUCTION Mundka-Bahadurgarh corridor is the further extension of Inderlok-Mundka Metro Corridor. This corridor shall be fully elevated. The present system being an extension of the other, system shall continue to have all the under mentioned features of the present system with compatibility for safety and provision for integration of both the phases: Train control and signalling system Telecommunication system Automatic fare collection system DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

136 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION Design consideration for the present corridor shall be commensurate with phase-i system and shall adopt the following features: Design headway (sec) Operating headway (sec) Maximum train length (m) Maximum Attainable speed (km/h) - 80 Average speed (km/h) - 40 Station dwell time(sec) TRAIN CONTROL AND SIGNALLING SYSTEM Metro system operation transporting high volume of passengers at tight headways require Continuous Automatic Train Control (CATC) system with cab signalling to ensure strict safety enforcement and continuous monitoring. CATC system has been adopted by DMRC for Phase-I of its network. It is proposed to adopt the same CATC system for the extended corridor of Mundka-Bahadurgarh also for the main line passenger operation. Line side LED signals shall be provided at stations with diverging routes (i.e. at points and crossings as well as depot). These signals shall be used in ROS or cut out modes of train running The CATC system shall comprise following three sub systems: Automatic Train Protection (ATP) system. Automatic Train Operation (ATO) system. (Not proposed for this corridor) Automatic Train Supervision (ATS) system. a) Automatic Train Protection System The CATC system shall comprise the following three sub systems similar to that in phase 1. The ATP system will be a vital fail safe component of the CATC system and shall be target speed and target distance based conforming to safety and reliability standards as adopted for the phase-1 metro corridor of DMRC currently under implementation. The ATP system shall monitor and ensure following essential functions: Monitor and ensure safe train separation continuously by detecting exact train positions. Provide speed limit enforcement continuously on sections having permanent and temporary speed restrictions Monitor and transfer from track, position of the train ahead on distance to go basis. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

137 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION Display target speed and target distance on the Human Machine Interface (HMI) Calculate and display maximum permissible speed depending upon target speed/ target distance, train and track characteristics. Cause brake application if target speed is exceeded. Roll back detection and brake application in such cases as above. Ensure achieving train de-acceleration rate within specified time of service brake application, otherwise apply emergency brake. A schematic for ATP is shown in Fig. 7.1 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

138 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION b) Automatic Train Supervision System This computer-based subsystem will ensure optimum running of trains with overall control from the Operation Control Centre (OCC) and shall include following features: Train dispatching Adjustment of station dwell time Passenger information system Command instructions to station interlocking Trains scheduling, progress and position monitoring Compilation and logging of records Interface with train radio and station sub systems Display to controllers and execution of instructions received from them 7.4 OPERATIONS CONTROL CENTRE (OCC) AND MIMIC OVERVIEW PANEL OCC is the activity centre for all train operations. It will house all necessary controller consoles, track diagram panel/ VDU s with associated communication and maintenance facilities. The location of OCC for this corridor shall be at DMRC headquarter building near Barakhambha The new Operations Control Centre shall be provided with a Mimic overview display system, which shall have following typical display features: Real time trains movement using track circuit occupancy Train ID of all the trains in the section. Position of all the points in the route (locking and detection) and the status of the routes. Track circuit failure or track circuit put out of service shall allow the progress of train movements in the mimic panel without loss of train identity (train ID) using train tracking algorithm Line side signals Line side signals shall be installed on main line stations supporting entry to all routes (interlocking) to enable bi-directional working. These signals shall be of 3-aspect LED colour light type. Route indicator signals of stencil type or similar shall be provided to indicate each route and shall be mounted on the signal. Shunt signals also shall be of LED type. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

139 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION Interlocking There shall be 7 stations (including Mundka) in this proposed corridor out of which 3 stations shall be with points and crossings. Independent Computer Based Interlocking (CBI) proposed for the phase-i corridors of DMRC for the stations with points and crossings is recommended for this corridor as well. These points shall have facility of being operated centrally from the OCC as well as locally from the individual stations. Similarly interlocking facility for the stations with crossover and terminal stations shall also be provided Line side signal aspects Provision for 3 aspect LED signals shall be made at all stations supporting diverging movements. These signals shall be provided as per the guidelines prescribed in Delhi Metro General Rules. Stencil type route indicators above the main signal (or similar) shall be used to display M or D as the case may be to indicate the main or the divergent route indication through the interlocking Isolation Provision of conventional isolation between main line and stabling sidings shall conform to Delhi Metro General Rules Point machines The point machines will be electrically operated (110 volts DC) or 3 phase, 380 V, AC and of non- trailable type for main line movements, with high thrust capability suitable to drive thick web switches. The point machines for the depots shall be of trailable type. These machines as a minimum shall conform to applicable IRS/UIC standards Track circuits Audio frequency track circuits (AFTC) shall be used for main line as well as depot lines. Superimposition facility for the speed codes for main line movements shall be provided for the main line AFTCs Safety standards All the software/hardware subsystems for signalling & train control shall follow the relevant CENELEC standards. The extension to North-South metro DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

140 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION corridors shall be able to achieve as a minimum the RAMS standards proposed for the phase-i system under implementation System obsolescence and availability of spares The work on phase-ii of the metro corridor has already started and all the corridors of Phase II are likely to be completed by June It must be ensured that the safety system to be installed for this line shall be compatible with the phase-i & II system and the spares shall be available for the entire life of the train control and signalling system. Life cycle cost analysis is to be made accordingly during the tendering and evaluation stage Earthing and lightning protection Earthing and lighting protection facilities to the train borne and ground based equipment shall follow the guidelines similar to those provided for phase-i system of North-South corridor Power Supply System Power supply for the signalling and train control equipment provided at the stations, depots & rolling stock shall be on the similar lines to those provided in phase-i system. The power supply will have at least 2 levels i.e., traction power supply and/diesel Generator/ UPS/ battery backup to support uninterrupted train operations Redundancy Depot Train movements are critical in a mass transit environment. To mitigate failures, the cab borne, wayside signalling and train control equipment shall be designed to have sufficient redundancy and duplication to meet at least the reliability and availability requirements envisaged for the phase-i system. Typically redundant sub systems include cab equipment, computer, power supply backup etc. No separate depot is proposed for this corridor. The rakes for this corridor will be stabled and maintained at Mundka depot. However the terminating station City Park at Bahadurgarh will be provided with extended track for stabling four rakes. Stabling lines shall be suitably track circuited to monitor the train movements. Movements within the depot beyond entrance to the main line interlocking shall be controlled by line side shunt signals and stop signals at entry and exit to the depot. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

141 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION Schematic Signaling Scheme Schematic signaling interlocking plans for two stations are shown in Drg.No- S&T/SIP MUND-BAHADUR based on the engineering plans for those stations. The signaling interlocking plans showing the signals, their number and location, track circuits and location of insulated joints are tentative and conceptual. 7.5 TELECOMMUNICATION SYSTEM General A reliable telecommunication system encompassing multitudes of functions and activities is essential for a rail based metro system interconnecting various locations like stations, depots, trains, OCC, site staff, administrative offices and data and MIS link. DMRC have envisaged a digital transmission based communication system for the phase-ii corridors under execution. The proposed Mundka-Bahadurgarh corridor under consideration shall have identical facilities and also interface with the system under execution for phase-ii and its extension Telecommunication facilities The telecommunication system shall support the requirements for train operation, passenger information, emergency and crisis management as well as exchange of management information. The system will cater to the under mentioned requirements: Train Traffic Control, traction and auxiliary power control, emergency control and maintenance control and maintenance control. Dedicated inter station communication. Telephone exchanges and their connectivity. Passenger Announcement System (PAS), centrally and locally controlled. Centralised chronometry system Passenger information and display system (PIDS) Mobile communication between moving trains, maintenance personnel, yard personnel and various controls. Data channels for ATS and associated signalling functions, SCADA and Automatic Fare Collection. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

142 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION The telecommunication system shall include the following subsystems. Fibre Optic Transmission System (FOTS). Telephone System Radio System. Passenger Announcement System. Passenger Information and Display System Fibre Optic Transmission System (FOTS) The main communication bearer will be based on the backbone Optic Fibre Cable similar to the Fibre Optic Cable planned for phase II corridor digital transmission system. Keeping in view the continuous train operating environment and train density, the Optic Fibre Cable is to be laid on path diversity basis with ring configuration and protection switching. The O.F. Cable shall support STM1/STM4 Syrchronons Digital Hierarchy with expandable capability to STM-16. This system will have built in Network Management System (NMS) to monitor the over all system performance and have capability for system reconfiguration. This system shall have adequate interconnect capability with radio system, telephone system and PID System. The FOTS applicable for the present Mundka-Bahadurgarh corridor shall be highly reliable transmission system with availability requirements matching that of the original requirements of phase II underground North-South corridors of DMRC and its extension. The system shall conform to ITU-T requirements Telephone System The telephone exchange system at stations and else where shall consist of state-of-art, non-blocking, ISDN compatible, digital EPABX telephone network with following features: Interconnectivity with Public Switched Telecom Network (PSTN) Call forwarding, call transfer, teleconferencing, Voice Mail, emergency override and call queuing capabilities Modular construction for future expansion. Interconnections at least two 2MB level. Interface and compatible with Radio system. Provision of direct telephone line for control etc. for train operation Centralized administration, maintenance attendant services and alarms etc. Highly reliable system having various modules with high MTBF and low MTTR. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

143 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION The EPABX will also be installed at a central location and shall be equipped with trunk interface units. It shall have interface with radio system to enable radio users to initiate and receive calls from EPABX extension or from PSTN telephone & EPABX will be interconnected to other exchanges through 2 MB stream of an Optical Fibre System. The system will have facility of remote monitoring in addition to display of urgent/non urgent alarms, etc. at local end for ease of maintenance Radio System The digital train radio system in the frequency range of MHz based on TETRA similar to phase I & II with 6 pairs of frequency shall provide communication with train radio and hand portable radio sets for operation, maintenance and security functions throughout the Metro system. It will provide: Instant communication between Traffic Controller/Chief Controller, other designated Controllers in OCC and train driver/conductor. Instant communication between designated controller and the maintenance/security staff, working along the track and stations. Instant emergency communication. Communication between maintenance and operating staff, working within the depot area and depot controller. Radio system shall conform to specifications meeting all functional and performance requirement already approved by DMRC for other corridors. The system shall have base stations, installed at selected locations to relay communication between all radios in the radio systems and shall be connected to central control equipment installed at OCC. The location of base station shall be decided after detailed survey in line with similar base stations for phase - II system to provide adequate coverage. For at grade and elevated stations, tower mounted antenna will be provided to cover wide area. The radio system shall have suitable interfaces for integrating with other related sub-systems. The system shall be capable of meeting future requirements as well as upgradation. For ensuring coverage in the elevated portion, towers of about 40 m. height is proposed at Tikri and City park stations. The actual location of towers shall be ascertained by the radio survey during detailed design. The radio system shall conform to ITU-R requirements. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

144 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION Public Address System (PAS) The Public Address System shall not only provide broadcasting of voice messages to passengers/staff at all stations, depots, OCC, DMRC Head quarters but also shall coordinate automatically to provide real time passenger audio broadcast and visual information at each station. This system shall have overriding priority for special announcement or emergency messages for passenger and staff. The PAS at all stations shall be capable of making announcements from the following locations: Platform supervisor booth Station Control room Operation control room centre. The PAS shall have control equipment located at the equipment room of each station and shall interface to Fibre Optic Transmission System for looping to equipment at other places such as OCC, Head quarter of DMRC, etc. The PAS at depot shall be stand alone without any control or access from OCC Passenger Information and Display System These display systems shall be located at strategic locations in a station like the platforms, concourses etc. These shall display bilingual information on the status of running trains besides destination, platform numbers, arrival/departure time and special messages during emergencies to facilitate evacuation. The display and light intensity shall be capable of delivering unambiguous messages during day/nights and under varying ambient conditions Centralised clock system and SCADA Synchronized clock systems at individual stations along with master clock at OCC shall be provided. Networked SCADA System as available for phase I & II system shall also be provided for Mundka-Bahadurgarh corridor Integration of Telecommunication facilities and synchronization The extended telecom network for the subject corridor need to be synchronized so that all digital elements like OFC, Train Radio, train control and fare collection systems as also use of convergence of telecom technologies are synchronized with the same clock. GPS based clock augmentation shall be provided to synchronise all the telecom functions over the entire network. The same may be provided at the new OCC location. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

145 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION 7.6 AUTOMATIC FARE COLLECTION (AFC) SYSTEM INTRODUCTION Mass Rapid Transit Systems handle large number of passengers. Ticket issue and fare collection play a vital role in the efficient and proper operation of the system. To achieve this objective, ticketing system shall be simple, easy to use/operate and maintenance, easy on accounting facilities, capable of issuing single/multiple journey tickets, amenable for quick fare changes and require overall lesser manpower. In view of above, computer based automatic fare collection system is proposed. AFC system proves to be cheaper than semi-automatic (manual system) in long run due to reduced manpower cost for ticketing staff, reduced maintenance in comparison to paper ticket machines, overall less cost of recyclable tickets (Smart Card/Token) in comparison to paper tickets and prevention of leakage of revenue. Relative advantages of automatic fare collection system over manual system are as follows: Manual fare collection systems have the following inherent disadvantages: 1. Large number of staff is required for issue and checking of tickets. 2. Change of fare structure is time consuming as has to be done at each station. 3. Manipulation possible by jamming of mechanical parts. 4. Staff and passenger interaction leading to more chances of confrontation % ticket checking at entry / exit impossible. Automatic fare collection systems have the following advantages: 1. Less number of staff required. 2. Less possibility of leakage of revenue due to 100% ticket check by control gates. 3. Recycling of ticket fraudulently by staff avoided. 4. Efficient and easy to operate, faster evacuation both in normal and emergency. 5. System is amenable for quick fare changes. 6. Management information reports generation easy. 7. System has multioperator capabilities. Same Smart Card can be used for other applications also, 8. AFC systems are the worldwide accepted systems for Metro environment. The proposed ticketing system shall be of Contactless Smart Token/ Card type. The equipments for the same shall be provided at each station Counter/Booking office and at convenient locations and will be connected to a local area network with a computer in the Station Master's room. Equipment DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

146 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION 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 prove to dusty environment. Choice of Control Gates Retractable flap type or Turnstile type Control Gates are proposed. Passenger Operated Machine Space for provision of Passenger Operated Machines (Automatic Ticket Dispensing Machines) for future, shall be provided at stations STANDARDS The standard proposed for AFC systems are as under: Standards Fare media Description a) Contactless smart token For single journey. Tokens are captured at the exit gate. b) Contactless smart card For multiple journeys. Gates Station computer, Central computer and AFC Net work Ticket office machine (TOM/EFO) Ticket Readers Computer controlled retractable flap/turnstile type automatic gates at entry and exit. There will be following types of gates: Entry Exit Disabled Wide reversible gate for disabled people. All the fare collection equipments shall be connected in a local area network with a station server controlling the activities of all the machines. These station servers will be linked to the AFC central computer situated in the operational control centre through the optic fibre communication channels. The centralized control of the system shall provide real time data of earnings, passenger flow analysis, blacklisting of specified cards etc. Manned Ticket office machine shall be installed in the stations for selling cards/ tokens to the passengers. Ticket reader shall be installed near EFO for passengers to check information stored in the token / cards. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

147 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION UPS Maintenance philosophy Common UPS of S&T system will be utilized. Being fully Contactless systems, manpower requirement for maintenance is much less compared to system with magnetic tickets. However, adequate facilities to be provided similar to that of S&T systems. Nos. of AFC gates station-wise have been calculated and given in Table 7.1. Entry / Exit Gate DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

148 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION Ticket Office Machine 7.7 SPACE REQUIREMENT FOR S&T INSTALLATIONS Adequate space for proper installations of all Signalling and Telecommunication equipment at each of the stations and workshop has to be provided keeping in view the ease of maintenance and use of test bench set up for regular testing and line up of the S&T and Fare collections equipment/system. station accommodation for S&T equipment is as follows: (a) Signal Equipment Room : 60 Sq.m at interlocked stations. : 25 Sq.m at non-interlocked stations. (b) UPS Room : 50 sq.m at all stations. (c) Telecom. Equipment Room : 40 Sq.m. at all stations. (d) Signal maintenance Room : sq.m at all interlocked stations The tower for mobile train radio system shall be located at approximately 5km. interval along the section. The tower shall normally be placed not more than 40m away from Base station Equipment Rooms. Necessary land/space acquisition for the same should be planned. At the OCC and the Depot, the area required shall be as per the final configuration of the equipment and network configuration keeping space for further expansion and broadly in line with phase I requirements. The space requirements planned shall have adequate provision for: DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

149 CHAPTER 7: SIGNALING, TELECOMMUNICATION & AUTOMATIC FARE COLLECTION S&T maintenance/repair gangs. Sheds for cable drums. Maintenance rooms for S&T and Fare Collection Equipment. Provision for storing emergency S&T heavy equipment like point machines, signals and related assemblies. Space for parking S&T maintenance vehicles. 7.8 MAINTENANCE PHILOSOPHY FOR S&T SYSTEMS The philosophy of continuous monitoring of system status and preventive & corrective maintenance philosophy of signalling, telecommunication and fare collection equipment shall be followed. Card / module/sub-system level replacement shall be done in the field. Maintenance personnel shall be suitably positioned at regular 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 schedule. The maintenance personnel shall carry all relevant test manuals/procedures and requisite tool set and spare cards as needed. Maintenance philosophy of a mix of in-house and AMC with appropriate manufactures may be adopted The defective card/module/sub-system taken out from the section shall be sent for diagnostic checks and repair to a centralized S&T repair lab suitably located on the section. This lab will be equipped with appropriate diagnostic and test equipment 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. Routine maintenance/ preventive maintenance shall be done in a planned and co-ordinated fashion in conjunction with a multidisciplinary team. The operation and maintenance manuals shall give necessary guidelines for this purpose. All the operating and maintenance personnel shall have adequate training in-house and / or at equipment manufacturer s facilities. 7.9 INTERFACING WITH PHASE II CORRIDOR SYSTEM The train control and signalling, telecommunication and fare collection facilities proposed for the Mundka-Bahadurgarh Corridor are further extension of the Inderlok-Mundka Metro Corridor. During the tendering stages, the Interfacing requirements with other systems like rolling stock, electrical and power supply, civil engineering and station facilities are to be precisely defined. Properly identified interface requirements shall help in functioning of the train control and signalling, telecommunication and fare collection sub systems at their optimum and intended levels. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /15

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151 CHAPTER 8 OTHER ENGINEERING ITEMS 8.1 INTRODUCTION Besides the details of various aspects e.g. transport demand analysis, route alignment, station locations, system design, etc. as brought out in previous chapters, there are a number of other engineering items, which are required to be considered in sufficient details before really deciding on taking up any infrastructure project of such magnitude. Accordingly, the following engineering items have been studied and described in this chapter: Geo-technical Investigations to enable designer s appreciation of Geotechnical problems that are likely to be encountered during project execution particularly in regard to underground components. Utilities and planning for their diversion during construction. Land acquisition necessary for the project both on permanent basis as well as temporary, including its break up between Government and private ownership. Potential of property development and assessment of likely revenues to be generated with a view to part finance the construction as well as operation costs of the project. Traffic diversion during construction. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

152 CHAPTER 8: OTHER ENGINEERING ITEMS 8.2 GEOTECHNICAL INVESTIGATIONS General Geology & Related Characteristics a) Location The site investigated for Mundka Bahadurgarh corridor is located between Mundka and Bahadurgarh City Park. The site of Mundka- Bahadurgarh corridor is along Rohtak Road and accessible by all mode of surface transport for all seasons. b) Physiography and Climate I. Mundka-Bahadurgarh The physiographic location of Delhi is peculiar in the sense that these are continuous extensions of peninsular shield in the form of both superficial as well as subterranean ridges extending transverse to sediment filled Indo-Gangetic basin, which is aligned parallel to frontal thrust and fold belt of Himalaya. The site surveyed is a plain land and forms part of Indo-Gangetic Plains. The Site is at about 210m to 212m above mean sea level and falls in a semi-arid zone, with extremes of climate in summer and winter. Dust storms are common during the summer months in the area and it experiences severe heat during May and June, with the highest temperature hovering around 45± C and minimum temperatures touch lows of the order 3 C. The Southwest monsoon period between July and September in the main rainy season of the area when about 80% of the annual precipitation occurs. The mean annual rainfall is about 640 mm. c) General Geology The area under study is part of the Yamuna Basin comprising the Newer alluvium made-up of fine to medium sands, silts, gravel, clay and kankar (calcareous nodules). The surface beds are admixed with wind-blown sediments of Recent age. These alluvial sediments are known to be underlined by harder formations of the Delhi system of rocks. Following is the general sequence of formations met within the area: Recent to Sub-Recent: Alluvium Unconformity Post Delhi intrusives: Algonkian (Delhi System): Pegmatic and basic intrusives Alwar quartzites Following is the general sequence of formations met within the area: DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

153 CHAPTER 8: OTHER ENGINEERING ITEMS Recent to Sub-Recent: Alluvium Unconformity Post Delhi intrusive: Algonkian (Delhi System): Pegmatic and basic intrusive Alwar quartzites Seismicity Delhi region has prolonged seismic history and available records indicate the occurrence of earliest recorded (historically) seismic event in 893 AD. After this, the historical records indicate the occurrence of earthquake in Delhi region on 15 th July, The intensity during this event is reported to have reached XI on MM Scale. During recent times, the area has been rocked by a number of shocks, some of them being damaging ones. Out of these, the earthquake of 15 th August 1960 with magnitude of 6.7 on Richter scale and having epicentral tract between Delhi and Gurgaon was most significant. Thus, it may be concluded that Delhi area and its surroundings are seismically very active and the tectonic elements of the area are considered capable of generating an earthquake of severe intensity, Delhi lies in seismic Zone IV. Suitable seismic coefficient may be adopted in the design of structure commensurate to the Indian Standard seismic zoning of the country IS.1893 (Part 1) It is recommended that it will be safe to consider seismic risk value equivalent to design magnitude of 6.5 to < 7.0 Richter Field Work The present study covers the Geo-technical Investigation of corridor between Mundka at Delhi and City Park at Bahadurgarh Along the length of corridor, Subsurface Exploration was carried out from Oct to Dec. Sixty (60) bore holes were doe for this corridor. Boreholes were done at the proposed corridors at an interval of every 500m at specified locations. The proposed corridor to Bahadurgarh is on Rohtak Road. Bore hole locations are shown on GADs. The summary of the field work conducted is given in table 8.1 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

154 CHAPTER 8: OTHER ENGINEERING ITEMS BORE HOLE NO Chainage Table 8.1 DEPTH OF BOREHOLE (m) DEPTH OF WATER TABLE BGL (m) Soil / Rock STN. BH 01 A Only Soil STN. BH 01 B Only Soil BH Only Soil STN. BH 02 A Only Soil STN. BH 02 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil STN. BH 03 A Only Soil STN. BH 03 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil STN. BH 04 A Only Soil STN. BH 04 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil STN. BH 05 A Only Soil STN. BH 05 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil STN. BH 06 A Only Soil STN. BH 06 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil STN. BH 07 A Only Soil STN. BH 07 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil STN. BH 08 A Only Soil DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

155 CHAPTER 8: OTHER ENGINEERING ITEMS STN. BH 08 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil STN. BH 09 A Only Soil STN. BH 09 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil STN. BH 10 A Only Soil STN. BH 10 B Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil BH Only Soil Engineering Design Parameters Based upon investigation done and the analysis made thereafter following design parameters have been finalized: Proposed Rail Corridor Table 8.2 Bore hole details Chainage Type Bore-hole numbers Chainage Km to Km Elevated Rail Corridor Design parameters for elevated corridor BH 01 A to BH-40 The sub-soil strata at proposed site is generally homogeneous and comprises of mainly two types of layers (based on field tests & laboratory test result data). Description of each layer along with various engineering parameters is as under: Table 8.3 Type of Soil Engineering Parameters Classification as per IS Layer Type I Sandy silt/silty sands non plastic ML/SM Layer Type II Sandy Clayey silts of low to medium plasticity) CL/Cl DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

156 CHAPTER 8: OTHER ENGINEERING ITEMS The depth wise average critical design parameters (Based on all borehole results) are given as under: ALONG CORRIDOR The sub-soil strata at proposed site is generally homogeneous and comprises of mainly two types of layers (based on field tests & laboratory test result data). Description of each layer is as under: LAYER TYPE - I, LAYER TYPE II, SANDY SILT / SILTY SANDS NON PLASTIC (ML/ SM) SANDY CLAYEY SILTS OF LOW TO MEDIUM PLASTICITY (CL / CI) Table 8.4 Soil testing details GRAVEL % SAND % SILT % KM (BH-01 04) NP 45 NP KM (BH-05 8) NP 47 NP KM (BH-9 12) NP 46 NP KM (BH-13 16) NP 44 NP KM (BH-17 20) NP 42 NP KM (BH-21 24) NP 45 NP KM (BH-25 28) NP 45 NP KM (BH-29 32) NP 40 NP KM (BH-33 36) NP 44 NP KM (BH-37 40) NP 47 NP CLAY % LIQUID LIMIT % PLASTIC LIMIT % DESIGN SPT VALUE N DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

157 CHAPTER 8: OTHER ENGINEERING ITEMS AT STATIONS The sub-soil strata at proposed site is generally homogeneous and comprises of mainly two types of layers (based on field tests & laboratory test result data). Description of each layer is as under: LAYER TYPE - I, LAYER TYPE II, SANDY SILT / SILTY SANDS NON PLASTIC (ML/ SM) SANDY CLAYEY SILTS OF LOW TO MEDIUM PLASTICITY (CL / CI) Table 8.5 Soil testing details GRAVEL % SAND % SILT % CLAY % LIQUID LIMIT % PLASTIC LIMIT % DESIGN SPT VALUE N STATION NP 47 NP STATION NP 44 NP STATION NP 43 NP STATION NP 34 NP STATION NP 43 NP STATION NP 43 NP STATION NP 42 NP STATION NP 49 NP STATION NP 38 NP STATION NP 47 NP DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

158 CHAPTER 8: OTHER ENGINEERING ITEMS Assessment of Liquefaction Liquefaction is the sudden loss of shear strength of the loose fine-grained sands due to earthquake-induced vibration under saturated conditions. The liquefaction generally takes place in loose fine-grained sands (fines < 10 %, D 60, 0.20 mm to 1.0 mm and C u between 2 to 5) with N value less than 15. It concludes that in case of soil strata indicating N>15, the liquefaction of soil will not possibly take place. The site falls in seismic zone IV. Considering the history of past earthquakes and available seismic data, an earthquake of magnitude 7.5 having peak ground acceleration amax = 0.24 g is considered in the present analysis. Preliminary assessment of liquefaction potential of foundation strata is made by simplified approach proposed by Seed & Idriss ( ) from the SPT data and peak ground acceleration likely to occur at the site. In this method, cyclic shear stress likely to be induced in the foundation strata by Design Basis Earthquake (DBE) is first evaluated. Next threshold cyclic shear stress, which is good enough to cause liquefaction is determined from SPT data and the empirical relations. Finally, comparison of these two stresses is used in the estimation of liquefaction susceptibility of the foundation strata. Geotechnical study carried out indicates that the soil constituting the foundation media of the proposed heavy structures along corridor may not be susceptible to liquefaction Construction Methodology Type of Foundation Considering the nature of soil, type of proposed structures (Elevated Rail Corridor) and expected loads on foundations, the recommended type of foundations is Pile Foundation Depth of Foundation A foundation must have an adequate depth from considerations of adverse environmental influences. It must also be economically feasible in terms of overall structure. Depth of foundations in soil shall be decided as per clause 7 of IS: 1904 for special cases like; where volume change is expected / scour is expected / foundations on sloping ground / foundation on made or filled up ground / frost action is expected etc. Keeping in view the type of the proposed structure and the subsoil strata, the effective length of pile should be 20 to 25m. A cut-off depth of 2.0 m below ground level has been taken for the design of pile. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

159 CHAPTER 8: OTHER ENGINEERING ITEMS Pile Foundation For the prevailing soil conditions and type of structures, bored cast-in-situ pile foundation shall be adopted Suitability of Deep Pile Foundations Piles transmit foundation loads through soil strata of low bearing capacity to deeper soil having a higher bearing capacity value. Piles carry loads as a combination of side friction and point bearing resistance. Piles are suitable due to the following specific advantages over spread footings / raft foundation: Completely non-displacement. Carry the heavy superstructure loads into or through a soil strata. Both vertical and lateral loads may be involved. Controls settlements when spread footing / raft foundation is on a marginal soil. Can resist uplift, or overturning. Applicable for a wide variety of soil conditions Elevated rail corridors Considering the nature of soil, type of proposed structures, expected loads on foundations, the following type of foundations can be recommended; For Corridor For Stations Pile Foundations Spread or pad footing / strip or rectangular footing. Raft foundation / large rectangular footings / piles. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

160 CHAPTER 8: OTHER ENGINEERING ITEMS ALONG CORRIDOR Table 8.6 Vertical Road Capacity LOCATION DIAMETER CUTTOFF LENGTH SAFE VERTICAL SAFE OF PILE LEVEL FROM BELOW LOAD CARRYING UPLIFT (mm) EGL (m) CUTTOFF CAPACITY (T) CAPACITY LEVEL (m) BH 01 BH 02 BH 03 BH 04 BH 05 BH mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

161 CHAPTER 8: OTHER ENGINEERING ITEMS LOCATION DIAMETER CUTTOFF LENGTH SAFE VERTICAL SAFE OF PILE LEVEL FROM BELOW LOAD CARRYING UPLIFT (mm) EGL (m) CUTTOFF CAPACITY (T) CAPACITY LEVEL (m) BH 07 BH 08 BH 09 BH 10 BH 11 BH mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

162 CHAPTER 8: OTHER ENGINEERING ITEMS LOCATION DIAMETER CUTTOFF LENGTH SAFE VERTICAL SAFE OF PILE LEVEL FROM BELOW LOAD CARRYING UPLIFT (mm) EGL (m) CUTTOFF CAPACITY (T) CAPACITY LEVEL (m) BH mm mm BH mm mm BH mm mm BH mm mm BH mm mm BH mm mm BH mm mm DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

163 CHAPTER 8: OTHER ENGINEERING ITEMS LOCATION DIAMETER CUTTOFF LENGTH SAFE VERTICAL SAFE OF PILE LEVEL FROM BELOW LOAD CARRYING UPLIFT (mm) EGL (m) CUTTOFF CAPACITY (T) CAPACITY LEVEL (m) BH mm mm BH mm mm BH mm BH mm mm BH BH mm BH mm mm BH mm mm BH / mm BH mm DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

164 CHAPTER 8: OTHER ENGINEERING ITEMS LOCATION DIAMETER CUTTOFF LENGTH SAFE VERTICAL SAFE OF PILE LEVEL FROM BELOW LOAD CARRYING UPLIFT (mm) EGL (m) CUTTOFF CAPACITY (T) CAPACITY LEVEL (m) BH mm LOCATION DIAMETER CUTTOFF LENGTH SAFE SAFE OF PILE LEVEL BELOW VERTICAL UPLIFT (mm) FROM EGL CUTTOFF LOAD CAPACITY (m) LEVEL (m) CARRYING CAPACITY (T) BH 31 BH 32 BH 33 BH mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

165 CHAPTER 8: OTHER ENGINEERING ITEMS LOCATION DIAMETER CUTTOFF LENGTH SAFE SAFE OF PILE LEVEL BELOW VERTICAL UPLIFT (mm) FROM EGL CUTTOFF LOAD CAPACITY (m) LEVEL (m) CARRYING CAPACITY (T) BH 35 BH 36 BH 37 BH 38 BH 39 BH mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm 1200 mm 1500 mm DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

166 CHAPTER 8: OTHER ENGINEERING ITEMS AT STATIONS LOCATION DIAMETER CUTTOFF LENGTH SAFE VERTICAL SAFE OF PILE LEVEL FROM BELOW LOAD CARRYING UPLIFT (mm) EGL (m) CUTTOFF CAPACITY (T) CAPACITY LEVEL (m) STATION BH 01 STATION BH 02 STATION BH 03 STATION BH 04 STATION BH mm 500 mm 600 mm 500 mm 600 mm 500 mm 600 mm 500 mm 600 mm DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

167 CHAPTER 8: OTHER ENGINEERING ITEMS LOCATION DIAMETER CUTTOFF LENGTH SAFE VERTICAL SAFE OF PILE LEVEL FROM BELOW LOAD CARRYING UPLIFT (mm) EGL (m) CUTTOFF CAPACITY (T) CAPACITY LEVEL (m) STATION BH 06 STATION BH mm 600 mm 500 mm 600 mm mm STATION BH mm STATION BH 09 STATION BH mm 600 mm 500 mm 600 mm DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

168 CHAPTER 8: OTHER ENGINEERING ITEMS 8.7 LATERAL LOAD CAPACITY OF PILES DIA METER OF PILE FREE END FIXED END PILES IN SANDS (WITH FREE LENGTH = 0.00 M) 500 mm 3.5 Tonnes 9.5 Tonnes 600 mm 4.5 Tonnes 13 Tonnes 1200 mm 12 Tonnes 35 Tonnes 1500 mm 20 Tonnes 56 Tonnes PILES IN NNORMALLY LOADED CLAYS (WITH FREE LENGTH = 0.00 M) 500 mm 2 Tonnes 6 Tonnes 600 mm 2.5 Tonnes 7 Tonnes 1200 mm 5 Tonnes 14 Tonnes 1500 mm 6 Tonnes 18 Tonnes The load capacities of piles are based on empirical correlation s, should be confirmed with conducting pile load test as per IS : 2911 (Part IV ) on test piles before execution Routine pile load tests as per IS 2911 (Part4) shall be carried out. The No. of tests may be around 2 percent of the estimated piles. In addition to the Routine Pile load tests PDI may also be carried out Choice of Superstructure: The choice of superstructure has to be made keeping in view the ease of construction and the maximum standardization of the formwork for a wide span ranges The following type of superstructures have been considered (i) Pre-cast segmental box girder using external unbounded tendon. (ii) Pre-cast segmental U-Channel superstructure with internal pre-stressing. The segmental construction has been chosen mainly due to the following advantages. Segmental construction is an efficient and economical method for a large range of span lengths and types of structures. Structures with sharp curves and variable super elevation can be easily accommodated. Segmental construction permits a reduction of construction time as segments may be manufactured while substructure work proceeds, and assembled rapidly thereafter. Segmental construction protects the environment, as only space required for foundation and sub-station is required at site. The superstructure is manufactured at a place away from busy areas and placement of superstructure is done with the system erected from piers at heights. Segments are easy to stack in the casting yard/sticking yard in more than one layer, thereby saving in requirement of space. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

169 CHAPTER 8: OTHER ENGINEERING ITEMS It is easier to transport smaller segments by road trailers on city roads. It is easy to incorporate last minute changes in span configuration if the site situation so warrants. Interference to the traffic during construction is significantly reduced. Segmental construction contributes toward 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 Comparative advantages/disadvantages of the above two types of superstructures examined are given below: Precast Segmental Box Girder using External Unbounded Tendon: This essentially consists of precast segmental construction with external prestressing and dry joints and is by far most preferred technique in fast track projects. In such construction the prestressing is placed outside the structural concrete (inside the box section) and protected with high-density polyethylene tubes, which are grouted with special wax or cement. The match cast joints at the interface of two segments are provided with shear keys as in traditional segmental construction. However, epoxy is dispensed with because watertight seal at the segment joints is not required in association with external tendons. The schematic arrangement is shown at Figure 8.1. The main advantages of dry-jointed externally prestressed precast segmental construction can be summarized as follows:- Simplification of all post-tensioning operations, especially installation of tendons. Reduction in structural concrete thickness as no space is occupied by the tendons inside the concrete. Good corrosion protection due to tendons in polyethylene ducts; the grout inspection is easier and leaks, if any, can be identified during the grouting process. Simplified segment casting. There is no concern about alignment of tendons. Increased speed of construction. The elimination of the epoxy from the match-cast joints reduces costs and increases speed of construction further. Replacement of tendons in case of distress is possible and can be done in a safe and convenient manner. Facility for inspection and monitoring of tendons during the entire service life of the structure. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

170 CHAPTER 8: OTHER ENGINEERING ITEMS Precast Segmental U-Channel Superstructure with Internal Prestressing: The single U type of viaduct structure is also a precast segmental construction with internal prestressing and requires gluing and temporary prestressing of segments. The match cast joints at the interface of two segments are also provided with shear keys. The main advantages for this type of structural configuration of superstructure are:- 1. Built in sound barrier. 2. Built in cable support and system function. 3. Possibility to lower the longitudinal profile by approximately 1m compared to conventional design. 4. Built in structural elements capable to maintain the trains on the bridge in case of derailment (a standard barrier design allow this) 5. Built in maintenance and evacuation path on either side of the track. Although, there may be a saving in the construction time for Option 1 by almost one day but the option 2 is recommended considering the advantages as highlighted above, particularly, considering the fact that option 2 has an inbuilt features such as top flange of U Channel acts as an evacuation path on either side of the tracks and also possibility to lower the longitudinal profile of the elevated viaduct. For option-2 Figure 8.2 is enclosed. Pre-Cast Construction: For the elevated sections it is recommended to have pre-cast segmental construction for super structure for the viaduct. For stations also the superstructure is generally of pre-cast members. The pre-cast construction will have following advantages:- Reduction in construction period due to concurrent working for substructure and superstructure. For segmental, pre-cast element (of generally 3.0m length), transportation from construction depot to site is easy and economical. Minimum inconvenience is caused to the public utilising the road as the superstructure launching is carried out through launching girder requiring narrow width of the road. As the pre-cast elements are cast on production line in a construction depot, very good quality can be ensured. The method is environment friendly as no concreting work is carried at site for the superstructure. Casting of Segments: For viaducts segmental pre-cast construction requires a casting yard. The construction depot will have facilities for casting beds, curing and stacking area, batching plant with storage facilities for aggregates and cement, site testing laboratories, reinforcement steel yard and fabrication yard etc. An area of about 2.5-hac to 3-hac is required for each construction depot. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

171 CHAPTER 8: OTHER ENGINEERING ITEMS For casting of segments both long line and short line method can be adopted. However the long line method is more suitable for spans curved in plan while short line method is good for straight spans. A high degree of accuracy is required for setting out the curves on long line method for which pre calculation of offsets is necessary. Match casting of segments is required in either method. The cast segments are cured on the bed as well as in stacking yard. Ends of the segments are to be made rough through sand blasting so that gluing of segments can be effective. The cast segment will be transported on trailers and launched in position through launching girders. Launching Scheme: Launching girder is specially designed for launching of segments. The suggested launching scheme is designed in such a way that initially the launching girder is erected on pier head at one end of the work. The segments are lifted in sequence and when the lifting is over they are dry matched while hanging from the launching girder. After dry matching, the segments are glued with epoxy and pre-stressed from one end. The girder is lowered on the temporary/permanent bearings after pre-stressing. The launching girder then moves over the launched span to next span and the sequences continue. See Figure 8.3 to Structural System of Viaduct Superstructure: The superstructure of a large part of the viaduct comprises of simply supported spans. However at major crossing/over or along existing bridge, special steel or continuous unit will be provided. Normally the U-Channel girder having a soffit width of 9.0-m (approx) accommodates the two tracks situated at 3.9-m c/c. The U-Channel superstructure for almost all the simply supported standard spans will be constructed by precast prestressed segmental construction with epoxybonded joints. The max spans c/c of piers of standard simply supported spans constructed by precast segmental construction technique has been proposed as 25.0-m. The usual segments shall be 3.0-m in length except the Diaphragm segments, which shall be 2.0-m each. The other standard spans (c/c of pier) comprises of 28.0-m, 31.0-m, 22.0-m, 19.0-m & 16.-m, which shall be made by removing/adding usual segments of 3.0-m each from the center of the span. Depth of the superstructure is so chosen that top of flange of U-Channel will be used as an evacuation walkway in an emergency. The dimensions of end diaphragm will be finalized based on simply supported span of 31.0m and the same will be also kept for all simply supported standard span. The top level of both the end diaphragms of adjoining spans DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

172 CHAPTER 8: OTHER ENGINEERING ITEMS on the same piers is kept same so that expansion joint can be installed at top and continuity of profile of end diaphragm on the same pier can be maintained. The arrangement has been selected from aesthetic considerations. Standard span up to 28.0-m will be provided throughout the viaduct as far as possible. At crossings, where spans require being increased upto 31.0-m, simply supported spans will be provided. Epoxy Bonded Joints and Shear Keys: A minimum compressive stress of 3-kg/sqcm shall be provided uniformly over the cross-section for the closure stress on the epoxied joint until the epoxy has set. The curing period for application of the compressive stress, method of mixing and application of epoxy and all related aspects including surface preparation shall be as per approved manufacturer s specifications. The purpose of the epoxy joint, which is about 1mm on each mating surface, shall be to serve as lubricant during segment positioning, to provide waterproofing of the joints for durability in service conditions and to provide a seal to avoid crossover of grout during grouting of one cable into other ducts. The epoxy shall be special purpose and meet requirements of relevant provision of FIP (International Federation of Prestressed Concrete) The temporary compressive stress during the curing period shall be applied by approved external temporary bar prestressing (such as Macalloy or Diwidag bar systems or approved equivalent). Continuous Span: For major crossing having spans greater than 40.0-m, special 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. The top profile of superstructure of continuous unit (for the full length) will be retained the same as for standard spans so that evacuation walkway will be available even in continuous units. The increase in depth of U-channel will be accomplished by thickening the soffit slab (towards downside). At the end of continuous unit, the profile and thickness of soffit slab will be done to the extent that it will match with the profile and depth of end diaphragm of adjoining simply supported spans. The thickness of soffit slab will be increased smoothly toward penultimate support. In order to reduce the dead weight of the girder, voids will be also provided in the thickened soffit slab at bottom. These will be circular near the end of continuous unit and oblong near the penultimate support. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

173 CHAPTER 8: OTHER ENGINEERING ITEMS Substructure: The viaduct superstructure will be supported on single cast-inplace RC pier. The shape of the pier follows the flow of forces. For the standard spans, the pier gradually widens at the top to support the bearing under the box webs. 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 been also 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 roadside beyond vertical plane drawn on outer face of crash barrier. In such a situation, the minimum height of rail above the existing road is 9.8-m. The orientation and dimensions of the piers for the continuous units or steel girder (simply supported span) have to be carefully selected to ensure minimum occupation at ground level traffic. Since the vertical and horizontal loads will vary from pier to pier, this will be catered to by selecting the appropriate structural dimensions. U-girder segments shall be match cast at the casting yard before being transported to location and erected in position. Post-tensioned cables shall be threaded in-situ and tensioned from one end. It is emphasized that for precast segmental construction only one-end prestressing shall be used. The prestressing steel and prestressing system steel accessories shall be subjected to an acceptance test prior to their actual use on the works. The tests for the system shall be as per FIP Recommendations as stipulated in the special specifications. Only multi-strand jacks shall be used for tensioning of cables. Direct and indirect force measurement device (e.g. Pressure Gauge) shall be attached in consultation with system manufacturer. The Contractor shall be responsible for the proper handling, lifting, storing, transporting and erection of all segments so that they may be placed in the structure without damage. Segments shall be maintained in an upright position at all times and shall be stored, lifted and/or moved in a manner to prevent torsion and other undue stress. Members shall be lifted, hoisted or stored with lifting devices approved on the shop drawings Grade of Concrete: It is proposed to carry out construction work with design mix concrete through computerised automatic Batching Plants with following grade of concrete for various members as per design requirement/durability considerations. i) Pile cap and open foundation - M-30 ii) Piers - M-40 iii) All precast element for viaduct and station - M-45 iv) Cantilever piers and portals - M-45 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

174 CHAPTER 8: OTHER ENGINEERING ITEMS - M-60 v) Other miscellaneous structure - M-30 For all the main structures, permeability test on concrete sample is recommended to ensure impermeable concrete Reinforcement and pre-stressed Steel: It is proposed to use HYSD 415 or TMT steel as reinforcement bars. For pre-stressing work, low relaxation high tensile steel strands with the configuration 12 T 13 and or 19 K 15 is recommended (confirming to IS:14268) Road width Required During Construction: As most of the construction is to be carried out on the middle of the road, central two lanes including median will be required for construction activities. During piling and open foundation work, a width of about 10 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. Traffic would be diverted to create space for construction of on-road stations. 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 there of. ii) Reservation of land along the corridor, identification and survey for acquisition. 8.3 UTILITY AND SERVICES The proposed metro alignment is passing along Rohtak Road through Ghevra Tikri Border, Modern Industrial Estate and Bus Stand. Large number of subsurface, surface and overhead utility services viz. sewers, water mains, telephone cables, OH electrical transmission lines, electric poles, traffic signals, etc. are existing along the proposed alignment. These utility services are essential and have to be maintained in working order during different stages of construction, by temporary/permanent diversions or by supporting in position. Since these may affect construction and project implementation time schedule/costs, for which necessary planning/action need to be initiated in advance Organisations/Departments with concerned utility services are mentioned in Table 8.8. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

175 CHAPTER 8: OTHER ENGINEERING ITEMS Table 8.8 Utility Responsibility Departments-Delhi / Haryana S. ORGANIZATION/ UTILITY SERVICES No. DEPARTMENT Delhi 1 DDA Sewerage and drainage conduits, sewerage treatment plants, pumping stations, etc. Water mains and their service lines, including hydrants, water treatment plants, pumping stations, Road,Nallahs, Surface water Drain,Flood Water Drains, etc. Land development, stores, depots, etc. 2 NPCL Power cables and their appurtenances H.T. and L.T. lines, their pylons, electric light posts, pole mounted transformers, etc. 3 BSNL Telecommunication cables, junction boxes, telephone posts, O.H. lines, etc. 4 Delhi Traffic Police Traffic signal posts, junction boxes and cable connections, etc. 5 GAIL CNG lines & gas filling stations 6 Private Telephone Companies e.g. Reliance, Tata, Touchtel, etc. OFC, cables, etc. Haryana 1 HUDA Sewerage and drainage conduits, sewerage treatment plants, pumping stations, etc. Water mains and their service lines, including hydrants, water treatment plants, pumping stations, Road,Nallahs, Surface water Drain,Flood Water Drains, etc. Land development, stores, depots, etc. 2 HPPCL Power cables and their appurtenances H.T. and L.T. lines, their pylons, electric light posts, pole mounted transformers, etc. 3 BSNL Telecommunication cables, junction boxes, telephone posts, O.H. lines, etc. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

176 CHAPTER 8: OTHER ENGINEERING ITEMS S. ORGANIZATION/ UTILITY SERVICES No. DEPARTMENT 4 Haryana Traffic Police Traffic signal posts, junction boxes and cable connections, etc. 5 GAIL CNG lines & gas filling stations 6 Private Telephone Companies e.g. Reliance, Tata, Touchtel, etc. OFC, cables, etc Assessment of the type and location of underground utilities running along and across the proposed route alignment between Mundka and Delhi- Haryana Border and Border and City Park, has been undertaken with the help of concerned authorities, who generally maintain plans and data of such utility services. Particulars of main utilities i.e. trunk and main sewers/drainage conduits, water mains, etc. have been marked on alignment plans 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: i) Utility services have to be kept operational during the entire construction period and after completion of project. All proposals should therefore, ensure their uninterrupted functioning. ii) 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. iii) In case a major utility is running along/across the alignment which cannot be diverted or the diversion of which is difficult, time consuming and uneconomical, the spanning arrangement of the viaduct and layout of piles in the foundation may be suitably adjusted to ensure that no foundation needs be constructed at the location, where utility is crossing the proposed alignment. The utility service can also be encased within the foundation piles Elevated Stretch-For Mundka-Bahadurgarh corridor, entire stretch is running on the road. 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 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. Details of sewer lines affected in elevated stretch along with their diversion proposals DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

177 CHAPTER 8: OTHER ENGINEERING ITEMS are indicated in Table 8.9. Similarly, details of affected water pipe lines in this stretch are indicated in Tables S. No. Description Table 8.9 DETAILS OF AFFECTED WATER LINES Affected Length (m) Position w. r. t Alignment mm dia Premo -- Crossing mm dia CI -- Crossing mm dia CI 5000 Right mm dia AC 5000 Right / Left mm dia Premo -- Right mm dia CI 700 Center mm dia AC -- Crossing mm dia CI 650 Right mm dia AC 650 Right mm dia CI -- Crossing mm dia CI -- Crossing mm dia CI 1490 Left mm dia Premo 1900 Left mm dia CI 1400 Right mm dia CI -- Crossing mm dia CI -- Crossing mm dia CI -- Crossing mm dia CI -- Crossing mm dia CI 930 Right mm dia CI -- Crossing mm dia CI 410 Left mm dia CI 900 Left mm dia AC 1900 Right/Left mm dia CI 1500 Left mm dia CI -- Crossing mm dia CI -- Left mm dia Premo -- Right mm dia AC -- Right DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

178 CHAPTER 8: OTHER ENGINEERING ITEMS TABLE 8.10 DETAILS OF AFFECTED UNDER GROUND ELECTRICAL CABLES S. No. Description Position w.r. t Alignment 1 Crossing 2 11 KV Crossing 3 11 KV Crossing 4 11 KV Crossing 5 11 KV Crossing 6 11 KV Crossing 7 11 KV Crossing 8 11 KV Crossing 9 11 KV Crossing KV Crossing KV Crossing KV Crossing KV Crossing KV Crossing KV Crossing TABLE 8.11 DETAILS OF AFFECTED ABOVE GROUND ELECTRIC UTILITIES S. No. KV Type Vertical Clearance in (m) Across/Along Chainage in (m) KV HT Across KV LT Across KV LT Across KV HT Across KV LT Across KV LT Across KV LT Across/Along KV LT Across KV LT Across KV LT Across DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

179 CHAPTER 8: OTHER ENGINEERING ITEMS S. No. KV Type Vertical Clearance in (m) Across/Along Chainage in (m) KV LT Across KV LT Across/Along KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across/Along KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across KV LT Across D-line Distribution Line, HT High Tension Line, LT Low Tension Line All the above overhead lines need modifications, Raising, shifting or converting into underground cables. Detailed proposals for tackling these lines needs to be prepared in consultation with the concerned agencies. However, Tentative provision has been made in cost estimates. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

180 CHAPTER 8: OTHER ENGINEERING ITEMS 8.4 LAND For Bahadurgarh corridor, the alignment is entering in Bahadurgarh along Rohtak Road and runs further via Modern Industrial Estate, Bus Adda. The alignment l terminates at City Park. The roads in Delhi and Bahadurgarh have sufficient ROW. As the alignment is planned on the central verge of the road, land acquisition is reduced to the barest minimum. Land is mainly required for: Metro Structure (including route alignment), Station Building, Platforms, Entry/Exit Structures, Traffic Integration Facilities, etc. Radio Towers Property Development Temporary Construction Depots and Work Sites Land for Elevated Stretches In elevated section, only viaduct columns covering an area of about 9-sqm (3.0-m x 3.0-m) will be located in the middle of road as well in open areas through which the alignment passes and the remaining area will be available for use by the concerned road/open space authorities. However, no permanent structures would be allowed to be constructed within a distance of m from centerline of the metro rail system on either side. Hence, no land acquisition is proposed in such areas, but necessary permissions are required to be obtained from concerned authorities. Further, in station areas, small land areas will be required for locating entry/exit structures on ground on both sides of the alignment including traffic integration facilities. During construction stage, land will however be temporarily occupied for construction depots purpose Land for Radio Towers Radio towers are proposed to be located at two station i.e., Tikri Border and City Park for this corridor. Accordingly, an area of 100-sqm (10.0-m x 10.0-m) at station location has been earmarked and shown in the respective station area plans. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

181 CHAPTER 8: OTHER ENGINEERING ITEMS Traffic Integration It is proposed to provide traffic integration facilities at all the proposed Metro Stations. Land for these facilities has been identified and is given in Table Table 8.12 Proposed Traffic Integration Sites S. No. Station Location Parking Area Provided (in sqm) 1 Mundka Industrial Area Private area Ghevra Government land Tikri Kalan Private area Tikri border Land of chara mandi and school Modern Industrial area HUDA land Park area Bus Adda HUDA land bus adda area City Park Private land Government and Private Land In order to keep acquisition of private land to the barest minimum, the alignment has been so chosen, that it remains mostly within the government land. However, at some stations acquiring of private land for parking and station exit and entries is proposed. The details of land permanently required for the project are given in Table Locations of the proposed plots for permanent & temporary acquisitions are indicated in Figures Haryana / MN- BHD/Land Plan / 2006 / 8.9/1 to 8.9/9. Table 8.13 Details of Land Permanently Required for the Project A. Mundka-Bahadurgarh corridor S. No. Plot No. Station Location Area (in sqm) Land owner ship Proposed Land use 1 1A Mundka Ind. Area (MIA) Open Area Plot 1792 Private 2 1B MIA Open Area Plot 192 Government 3 1C MIA ROW D MIA ROW. 631 Government Government Parking and +S/S Station Entry/Exit Station Entry/Exit Station Entry/Exit DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

182 CHAPTER 8: OTHER ENGINEERING ITEMS S. No. Plot No. Station Location Area (in sqm) Land owner ship Proposed Land use 5 1E MIA Dhaba,Transport agency,shops 360 Private Station Entry/Exit, 6 1F MIA Open 5000 Private Parking +S/S 7 2A Ghevra Open Area of DDA Government 8 2B Ghevra ROW 992 Government 9 2C Ghevra ROW 486 Government 10 2D Ghevra Open Area plot 505 Private Parking and +S/S+PD(4 ha) Station Entry/Exit, Station Entry/Exit, Station Entry/Exit, 11 2E Ghevra Open Area of Nursery 400 Private Parking 12 TK-1 Tikri Kalan Open area 992 Private Station Entry/Exit, 13 TK-2 Tikri Kalan ROW 486 ROW/NHAI Station Entry/Exit, 14 TK-3 Tikri Kalan Open Area 505 Private Station Entry/Exit, 15 TK-4 Tikri Kalan Open Area 400 Private Parking 12 3A School Sports Tikri Border Grounds 1082 Private Parking 13 3B 14 3C 15 3D Tikri Border School Sports Grounds 491 Private Station Entry/Exit Tikri Border Station ROW 500 Government Entry/Exit, Tikri Border Station ROW 992 Government Entry/Exit 16 3E Tikri Border Charamandi land 3605 Government Parking +S/S 17 4A MIE Open plot 1233 Private Parking 18 4B 19 4C 20 4D MIE MIE MIE Shops 1204 Private Open area 992 Government Station Entry/Exit Station Entry/Exit, Park 1913 Government Parking+S/S 21 MSP-1 Bet. MIE and Bus Adda Jn. of Bye pass and Rohtak road,open HUDA land Government RSS 22 5A Bus Adda Bus Stand 4010 Government Station Entry/Exit DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

183 CHAPTER 8: OTHER ENGINEERING ITEMS S. No. Plot No. Station Location Area (in sqm) Land owner ship Proposed Land use 23 5B 24 5C 25 5D Bus Adda Bus Adda Bus Adda Bus Stand 992 Government Shops 1204 Private Station Entry/Exit Station Entry/Exit, Open area 1698 Private Parking+S/S 26 6A City Park Park 992 Government 27 6B 28 6C 29 6D City Park City Park City Park ROW 992 Government Open Plot 2995 Private Station Entry/Exit Station Entry/Exit Station Entry/Exit+ S/S Park 900 Government Parking+ It is proposed that 10 ha. of Government land in Bahadurgarh Area near Transport Nagar should be provided for Stabling Depot Land for Property Development To supplement financial resources for construction of the Metro system, property development has been proposed in 4 Ha. of Government land near Ghevra Crossing. i) Near proposed Ghevra X-ing Metro Station 4 Ha. Land (PD-1) Temporary Construction Depots During construction period, huge quantities of construction materials like reinforcing bars, cement, steel sections, shutters, pre-cast segments, etc. are to be stored. Sufficient land is required for storage of these materials. Since the area of land being acquired permanently at most of the stations is sufficiently large, the same can be used for construction depots purpose. Hence, temporary acquisition of land for construction depots is proposed at only few stations where the land being proposed for permanent acquisition is limited as indicated in Table These sites will be acquired temporarily for the construction period. After completion of construction, these will be handed over back to the land owning agency. Approximately, 1.80-hac. of government land will be temporarily taken for this purpose. Presently, these sites are vacant. The areas identified are slightly on higher side. At the time of construction, depending upon the need the requirements can be reassessed and temporary land acquisitions can be made accordingly. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

184 CHAPTER 8: OTHER ENGINEERING ITEMS Table 8.14 Proposed Construction Depot Sites S. No. Plot No. Location Area (in sqm) Land Ref. Fig. Utilization No. During Construction Land Owner ship 1 CD1 Open Area 3428 Construction Depot L-sheet No. 3 Private 2 CD2 Open Area, =41960 Segment casting depot L- sheet No. 4 Private 3 CD3 Open Area 5500 Construction Depot L- sheet No. 5 Private TOTAL Sqm area to be provided free of cost for Segment casting yard Segment Casting Yard Large numbers of pre-cast segments 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 the segment-casting yard on right side of Rohtak Road at ch 5400 M from C/L of Mundka station. This will be better suited, because it is far way from residential areas and hence causes no disturbance/ pollution Summary of Land Requirements Abstract of land requirements for different components of this corridor are summarized below: A Government Land i) Government Land to be Acquired ha. At Stations & Other Locations (Delhi Area ha., Haryana area ha.) ii) Land exclusively for Property Development (Delhi area) 4 ha. iii) Land for Stabling Depot (Haryana Area.) 10 ha. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

185 CHAPTER 8: OTHER ENGINEERING ITEMS B Private Land i) Private Land to be Acquired ha. At Stations & Other Locations (Delhi Area ha., Haryana area ha.) Total Land to be Acquired Permanently (A+B) ha. C Total Government Land for which Permission to be obtained is ha. D Total Land to be Taken Temporarily for Construction Depots 1.8-ha. and ha. area to be provided free of cost for Segment Casting Yard 8.5 RELOCATION/RESETTLEMENT The project involves relocation of few shops, commercial-cum-residential buildings and hutments along the alignment as discussed in Chapter-09. Compensation for relocation of these affected structures shall be paid and it has been considered in the project cost estimate. The alignment has been so chosen, that it remains mostly within the government land. However, near Mundka Industrial area and bus stand Metro station, some private land would be required for acquisition. 8.6 PROPERTY DEVELOPMENT General Like most rail-based mass urban transport systems, this line also, is financially unviable, is economically attractive and needs financial structuring to make it financially viable, as well. Development and commercial utilization of land and air space along/close to this transport system and its facilities are therefore, considered essential to supplement financial resources for construction and operation of the system. Economic reforms, globalisation and privatisation have brought enormous changes in financial, economic and employment sectors in the country. Economic growth is targeted at around 6% per annum. Information technology has led to the drastic changes in the urban life style. Cities, particularly the metros, contribute substantially towards economic growth. Urban population has been doubling almost every 20 years, during the last five decades in India. Markets are growing in numbers and size. Cities are expanding horizontally and vertically. The demand for real estate is accordingly increasing. It is, therefore, considered that real estate, if developed along this corridor, will be popular and will fetch good returns. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

186 CHAPTER 8: OTHER ENGINEERING ITEMS Identification of Sites for Property Development-To ensure fast implementation of the proposals and optimization of earnings, the following criteria have been kept in view: Land plots to be close to the proposed MRTS corridor Proposed usage to be changed to residential usage. Availability of adequate infrastructural support and optimum potential for commercial utilization and early high returns Keeping in view of the above situations, under mentioned one location has been selected for property development: i) Open Land Near Ghevra Metro station sqm (PD-1) TOTAL LAND Methodology of Property Development sqm Process of property development requires land, labour, capital, entrepreneurship and management as major inputs. Following steps are involved in the process: To obtain land free from all encumbrances with a clear title. To obtain clearances of the concerned government and local authorities for proposed usage, ground coverage, FAR, height and other basic controls and availability of essential services like water supply, sewers, electric supply, approach roads, etc. To assess demand and optimum usage and expected returns. To prepare construction plans, structural designs, etc. for implementation. To appoint executing agency and create supervising organization. To sell the developed property and realize the proceeds thereof. To allow the property on long-term lease. Property development and its transfer can be under taken by DMRC either by themselves or in collaboration with a builder/developer. Since it involves not only heavy financial investment but also real estate expertise and risk, it is considered better to undertake this activity in collaboration with some established builder/developer of repute on pre-agreed terms regarding individual responsibilities and various related financial aspects Appointment of Builder/Developer After selection of property development sites, taking over the land and obtaining preliminary clearances including usage, FAR, ground coverage, height and other basic controls, DMRC may short list a number of property developers/builders (Indians and Foreigners). DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

187 CHAPTER 8: OTHER ENGINEERING ITEMS DMRC may award the right to develop/build and sell the property on its land to a collaborator through a process of short listing followed by open competitive bidding. The bidder who offers highest up-front premium and most attractive terms and time frame may be awarded the work. The builder may book/sell the proposed property to purchasers as the building activity proceeds. The builder/developer will pay DMRC specific amount of sums on pre-agreed time frame and back his promise by bank guarantees Ownership Title The Government land will be transferred to DMRC on leasehold basis. DMRC, in turn, can transfer any property developed on it on sublease only. The purchaser will, therefore, be only a sub-lessee. For optimising returns/earnings to DMRC, it is suggested that the sublease should be for a long period of time, say 90 years. It should also be possible to transfer or retransfer the property by sub-lessee without requiring DMRC or Government approval Requirements of Electric Power For the purpose of assessing power demand for the proposed commercial development along the corridor, it has been considered that specific power demand will be about 200-W/m 2 of built-up area. Power shall be availed from the respective nearby distribution sub-stations Earning Estimates Cost of construction of proposed buildings at selected location is with cost of land and estimated gross sale proceeds have been worked out. The difference between the anticipated gross sale proceeds and total building cost is taken as net earnings to DMRC. The total estimated earning potential of the proposed two locations, works out to Rs.168 crores, as shown in Table Table 8.15 Salient Features of Property Development Proposals S. No. Description/Location PD1 Remarks 1 Plot Ownership Govt land Plot Area Proposed for 2 Development (in m2) FAR Adopted (in %age) Ground Coverage Adopted (in %age) 40 5 Number of Storeys Proposed 10 6 Number of Basements Proposed 2 7 Total Floor Area (in m 2 ) DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

188 CHAPTER 8: OTHER ENGINEERING ITEMS Total Basement Area (in m 2 ) with basements Average Sale Rate (in Rs. per m 2 of floor area) 40,000 Estimated Sale Value (Rs. in crore) 640 Expenditure Land Rs 10 crores/ha. 40 Estimated Total Construction Cost excluding Land cost (Rs. in crore)* 280 Rs per sqm for above ground structures and Rs per sqm for basement Interest on the capital investment by the Developer % for 2 years on the construction cost Profit of developer on the investment 84 on the investment Estimated Net Earnings (Rs. in crore) (upfront possible from PD) Say Rs. 168 Crores Traffic Diversion Classified traffic volume surveys have been carried out at important locations along the proposed Metro Corridor of Mundka-Bahadurgarh and its influence area. The influence area of the metro alignment supports fairly good road network. Table 8.16 presents the traffic characteristics on various road sections along the proposed Metro alignment. It is observed that the average daily traffic volume varies from vehicles near Bahadurgarh-Tikri border to Vehicles near Bahadurgarh Hanuman Mandir along the proposed Metro Corridor. Existing carriageway width along the corridors are 4 lanes i.e. 14m. The ROW details along the corridor varies from 35m to 50m. The higher ROW (45m and above) is available in Delhi area. Table 8.16 Vehicular Flow at different locations Vehicle Flows Location Car /Jeep 2W 3W Bus LCV Trucks Others TOTAL Bahadurgarh, Hanuman Mandir NH Bahadurgarh, Tikri Border NH Ghevra Mod NH DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

189 CHAPTER 8: OTHER ENGINEERING ITEMS Proposed Metro alignment is completely elevated from Mundka to City Park at Bahadurgarh and the alignment is proposed mostly along the existing median. During construction of Metro a land strip of 10m wide (including median) would be required. It is assumed that the Metro would be constructed by year As sufficient ROW is available along the corridor, carriageway can be widened to the existing width by removing the footpath / service lanes and temporary structures, so that the traffic can enjoy good level of service along the Metro Corridor Stabling Depot During the infections the frequently submission of DPR in May 2007, it was felt that there is need of providing stabling Depot in Bahadurgarh Area after proposed MIE Stations. The land for this depot measuring 10 ha. for also identified Near Transport Nagar. That Depot plan for Bahadurgarh each put up in Fig DMRC will also be allowed to do property development in depot area. to support the firebox revenue which is on very low side. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /39

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191 CHAPTER 9 ENVIRONMENTAL IMPACT ASSESSMENT 9.1 ENVIRONMENTAL BASE LINE DATA The baseline environmental status is established by determining the baseline levels of significant environmental parameters which could be affected by the implementation of the project. The baseline study is a cornerstone of EIA, since it defines the existing status of the ecosystem(s) potentially threatened by the developmental activities. Baseline data serve as reference points against which potential or actual project-induced changes can be measured. The compilation of environmental baseline data is essential to assess the impact on environment due to the project activities. In the present case, the baseline data include establishing the present status of physico - chemical, biological and socio - economic aspects of the study area relevant to the proposed construction of metro corridor between Mundka and Bahadurgarh. Accordingly, following important parameters were identified for the detailed baseline data collection through field studies; Traffic component Air Environment Noise Environment Water Environment Soil Environment Green Cover Survey Socio economic component DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

192 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Land use pattern along the proposed corridors Along with the primary data, secondary data (i.e., seismicity, groundwater, soil characteristics, geological setting, climate etc.) has also been collected from different sources which mainly includes relevant to the project has also been collected fro different sources General Environment The average elevation of Delhi and surrounding areas is about M.S.L. The terrain has slope of 1-3 m/km. The area receives two seasonal rainfalls. These are due to south East and North - East monsoon. About 75% of the rainfall occurs during July to September due to South West monsoon. North East monsoon is generally active during December April. The annual rainfall is 714mm. The ground water occurs in silty to sandy layers of the alluvial sediments. The permeability varies from 0.5 to 8m/day and transmissivity from 10 to 100 m 2 / day. The hydraulic gradient is approximately 1.3 Km/m to 2.0 Km/m. The mean monthly maximum temperature are highest in April-May June( Degree C) and lowest dui ring January months. Air humidity varies throughout during the year but seldom drops below 20%. The Winds are light to moderate and vary from 0.9 to 4.1 m/sec, While Directions are mostly from North, Northeast and North West. The sky is moderately cloudy during July August and generally free of clouds for the rest of the year Water Quality Selected water quality parameters describing physico - chemical properties of the water have been carried out for describing the water environment and assessing the impact of the proposed project. Since, the main source of water for drinking purpose, along these corridors is the ground water, the physicochemical analysis of the water collected from the nearby villages of the surrounding area was carried. The ground water quality in a region does not change drastically and are characterized by the geological formation and soil characteristics. The ground water from the four sampling sites each on both the corridors were tested for physico- chemical characteristics. The results so obtained are summarised in Tables 9.1 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

193 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Table 9.1: Physico-Chemical analysis of Ground Water Parameter Concentration (mg/l) Site 1 Site 2 Site 3 Site 4 Kulasi Dulhera Chhara Badli ph EC ( µmhos /cm) CO (as CaCO 3 ) HCO 3 - (as CaCO 3 ) Cl SO NO F Ca Mg Na K Total Hardness (as CaCO 3 ) Soil Survey Representative soil samples were collected from the nearby locations along the proposed metro corridor from a depth ranging from 0.50m to 1.00m metro corridor.the soil samples collected from the project area were evaluated for its engineering and chemical properties. The results are given in Table 9.2 and Table 9.3. Grain size analysis of soil samples indicates that the soil is sandy silt with silt content varying from 59 to 67 percent while sand content is in the range of 19 to 35 percent. The ph value of the soil is found to be varying from 8.0 to 8.5. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

194 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Table 9.2: Grain size Analysis and Atterberg Limit Test Results Sa m. Atterberg Limits Cumulative per cent passing No. LL PI mm micron NP NP NP NP Table 9.3 Engineering Properties of Soil Proctor Test Sample Gravel Sand Silt Permeability MDD OMC No. (%) (%) (%) (cm/sec) (g/cc) (%) Soil type x 10-5 Sandy Silt x10-5 -do x do x10-5 -do Flora of the Project area The proposed alignment along the Mundka - Bahadurgarh corridor will be in the form of elevated tracks at the median (i.e. at the central verge) of the existing national highways (NH-10). Since, a lot of green cover in the form of well grown trees and bushes exists, it is expected that the trees and other plantations, mainly at the existing median will be affected during the site clearing operation (i.e. construction phase). In view of the above, manual counts of the existing trees on the medians have been carried to know the numbers of the trees which are likely to be affected/cut during the construction phase. The girths of the trees were measured at the 1.83 m height as stipulated and were classified as small. (<60 cm) medium (60-120) cm or big trees ((>120cm) depending upon their girth diameter measured through the measuring tape. Results of tree enumeration are reported in Table 9.4. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

195 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Table 9.4 Trees Census on the proposed Corridor (On the Median of NH-10)* Chainage Km stone Small (<60 cm) No. of Trees of girth(cm) Medium ( cm Big (>120cm) upto Tikri border (Delhi side) After the Tikri Border (Haryana side) No trees on the median of NH-10 on the Haryana side From the start of the proposed corridor Remarks Trees are mostly Neem,Ashok, Kanail Locally grown Bushes found, grown and Maintained as a part of the corridor management plan of the NHAI No Exotic, Medicinal Plants found Total No. of trees of all sizes = 700 It was observed during manual count that a significantly large number of trees (approximately 700, mostly of the locally available plant trees and species) with a substantial number of which are well grown trees with girth diameter more than 120 cm are likely to be cut during pre - construction phase. All these trees are on the Delhi side of the proposed corridor Air Quality The study on base line air quality status in the vicinity of the proposed project is an essential and primary requirement for assessing the impacts on air environment due to any proposed developmental activity. The air quality measurements were carried out during the third week of January 2006, at four locations (location 1,2 and 3, along the highway NH-2) of the proposed metro corridor and remaining one sampling location (location 4) in the sector-12 which is a residential area. Results are summarized in Table 9.5. It can be observed that the pollution levels at the location 4 (sector 12) were lower than the other three locations because of the reduced vehicular activities. Further, the pollution levels were found to be higher during morning and evening peak traffic times as compared to afternoon periods when the DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

196 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT vehicular traffic was considerable less as compared to morning and evening periods. Further, afternoon periods corresponds to unstable atmospheric conditions, increased mixing depth and comparatively higher wind speeds( thus increased ventilation coefficients), these conditions further facilitated the dispersion of the pollutants during the afternoon periods. As against this, night time periods corresponded with higher traffic, stable or inversion atmospheric conditions accompanied by the lower mixing height and wind speed (thus lower ventilation coefficient) resulting in less dispersion and accumulation of the pollutants during these periods. The diurnal variation of Ozone was different than other pollutants. The Ozone formation, being photolytic reaction had shown higher values during afternoon periods corresponding to peak reaction time and lower values during other periods of the day - time. Table 9.5 Summary of Air pollution Survey along the Mundka - Bahadurgarh Corridor Location SO 2 (ppb) Sir Chotu Ram Dharam Shala, Bahadurgar h, NH-10 Shivam Vatica, Mundka, Delhi, NH * 5.8** 7.3* 6.2** CO (ppb) 1.1* 0.9** 0.8* 0.74** O 3 (ppb) NOx (ppb) THC (ppm) SPM (g/m 3 ) PM 10 (g/m 3 ) PM 2.5 (g/m 3 ) 7.4* 443.6* 15.6* 179.0* 87.3* 86.5* 9.5* 501.9* 12.9* 217.2* 105.6* 103.0* Tikri Kalan, NH * 1.8** 0.8* 0.64** 8.1* 555.7* 15.7* 125.4* 63.2* 63.0* *1-hr. Average ** 8-hr-Average SO 2 : 1ppb = 2.62 g/m 3, CO : 1ppm = mg/m 3, O 3 : 1ppb = g/m 3 NOx: 1ppb = g/m 3 ( as NO 2 ), THC : 1ppm =0.643 mg/m 3 (as CH 4 ) Seismicity The project area falls in Zone-IV of Seismic Zoning Map of India. Delhi region shows active and prolonged seismic history. Earthquakes of 3 to 6.7 magnitude on Richter scale have occurred in past around Delhi. Suitable seismic factor as per the India Meteorological Department (IMD) to be adequate needs to be considered for design purpose for Civil Engineering structures and while finishing civil designs. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

197 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Noise Any developmental activity (particularly related to civil engineering construction projects) will have significant impact on the existing or baseline noise levels. The existing noise levels are particularly likely to increase during pre - construction and construction phase of the activities, involving site clearing and construction operations. In view of the above, a study to evaluate the existing noise levels was carried at both the corridors along with the air pollution and traffic surveys. The measurements were carried out with the help of a calibrated Sound Level Meters for the 24 - hour duration at each sampling sites. The summary of noise pollution survey has been given in Tables 9.6 to Table 9.8. Table 9.6: Noise Levels during Evening Peak hours S.No Location 1 Sir Chotu Ram Dharam Shala, Bahadurgarh, NH Shivam Vatica, Mundka, Delhi, NH-10 3 Tikri Kalan, NH- 10 Evening peak Period (1700 hrs to 2000 hrs) L 10 L 50 L 90 Leq Lmax Lmin S.No Table 9.7 : Noise Levels during Lean Period Location 1 Sir Chotu Ram Dharam Shala, Bahadurgarh, NH-10 Lean Period (1400 hrs to 1700 hrs) L 10 L 50 L 90 Leq Lmax Lmin Shivam Vatica, Mundka, Delhi, NH Tikri Kalan, NH DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

198 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT S.No Table 9.8: Noise Levels during morning peak hours Location 1 Sir Chotu Ram Dharam Shala, Bahadurgarh, NH Shivam Vatica, Mundka, Delhi, NH-10 Morning Peak Period (0800 hrs to 1100 hrs L 10 L 50 L 90 Leq Lmax Lmin Tikri Kalan, NH It could be concluded that the noise levels recorded near the project site are higher than prescribed permissible levels of 65-dBA (day) and 55-dBA (night). The noise level standards are documented in Table 9.9. TABLE 9.9 Noise Levels Standards db(a) S. No. Standard for Day Night 1 Industrial Area Commercial Area Residential Area Silence Zone SOCIO-ECONOMIC ASSESSMENT Development of proposed Mundka to Bahadurgarh corridor involves acquisition of land for entry, exit and for other facilities of station and running section considering the corridor. For the acquisition of private land to the barest minimum, the alignment has been so chosen, that it remains mostly within the government land viz., on the road median of NH-10. For different components of this corridor, government land and private land shall be acquired. Acquisition of these private lands may cause social disruption and economic loss for the project affected families/people. While implementing the project, there is a need to take into account these disturbances and losses due to the project, their impact on socio-economic condition of the people and plan for their mitigation measures to minimise any negative impacts. Governed by this consideration, a Socio-Economic Survey (SES) was undertaken in order to assess the socio-economic condition of project-affected families/people and to examine the impacts of the proposed metro rail alignment on these conditions. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

199 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Socio-Economic Survey A socio-economic survey was undertaken to assess the socio-economic conditions of project-affected families/people and to examine the impacts of the proposed metro alignment on these conditions. The social survey in this affected area was conducted by using random sampling method. About 15 % of total affected families along the alignment were randomly selected for analysing their socio-economic conditions. The primary data for the study was collected through interviews with the project-affected people by using the help of pre-tested interview schedule. During the opinion survey, carried out along the proposed Mundka - Bahadurgarh corridor, approximately 1250 persons (mostly men) were interviewed and asked their opinion to a prepared questionnaire. Most of the people interviewed belonged to the age group of Most of the people interviewed had the educational qualification of 12th standard (~ 35%) or graduate (30%) and were either working in the private sector (~ 40%) or were employed in their own business (~ 15%). In fact, these are the two groups who are most likely to use the proposed metro. Some of the respondents did own (personalized) motorized vehicle (e.g., scooter or car) and were using bus, local trains and autos (in order of majority) for commuting (mostly to Delhi) on daily basis for their intended destination. Majority of the respondents (> 75%) were aware about the proposed metro project on the corridor and had shown their willingness (~ 95%) to use the metro, once it is operational. Most of these respondents (~ 60%) had the monthly income less than Rs. 5000/ and had perception that the proposed metro would increase the land values of the surrounding area due to the increased accessibility provided by the proposed metro project. Thus, as per the opinion survey indicates, majority of the respondents, representing the population of the project area are in favour of the proposed metro project. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

200 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Figure 9.1 Summary of Socio-economic Survey Total number of samples surveyed = % Male Female 94% Percentage of Samples Surveyed a) Percentage oí Samples Surveyed 19% 2% 16% < >60 63% Distribution of Age of the Samples (%) b) Distribution of age DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

201 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Percentage of Samples Illiterate Primary Middle 10th 12th Grad. Post. Gradu. Educational Qualification c) Educational Qualification Others Percentage of Samples Service Govt. Service Pvt. Service Industry Own Business Self Employed Student Housewife Occupational Pattern d) Ocupacional Pattern Retired Others 11% 61% 28% Car Two Wheeler Not Owned Vehicle Ownership Pattern e) Vehicle ownership pattern DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

202 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Percentage of Samples Bus RTV Car 2-W Auto Chartered Bus Mode of Transport f) Mode of transportation for commuting 3% 7% 5% Daily Weekly Monthly Occasionally 85% g) Trip Pattern 8% Yes No 92% Awernessof Proposed Metro Rail in Bhagadurgarh h) Awareness of the Project DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

203 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT 1%2% Yes No Maybe 97% Willing to Use the Proposed Metro Rail Percentage of Samples h) Willingness to use the metro 0.00 < ,000 5,000-10,000 10,000-15,000 15,000-20, ,000-25,000 25,000-30,000 30,000-50,000 > 50,000 Income Distribution i) Income Distribution Percentage of Samples Reducing Travel Time Fare Safety Perception of Benefits due to Proposed Metro Rail Comfort Environmental Consideration j) Perception of benefits of the project Other DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

204 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Percentage of Samples Increasing Accessibility Employment opportunities Increasing of House rents Changes of Land value All Expected Imapct of Metro Rail k) Expected Impact of the Project 9.3 POSITIVE ENVIRONMENTAL IMPACTS The Metro rail project being an infrastructure project is designed to promote an efficient and commuter friendly transport sector for the benefit of the urban community. It is expected to bring in a number of positive impacts on the environment and the general public. Depending upon their significance and magnitude, some of them could be considered as tangible while others could be viewed as intangible benefits. There are several positive impacts (both tangible and intangible) which are expected from the proposed Mundka - Bahadurgarh corridor. Most of the positive benefits would occur during the operation phase, some of the positive benefits expected from the proposed metro corridors have been given below: (i) (ii) (iii) (iv) (v) Reduced travel time resulting in increased accessibility Safe and comfortable mode of transportation Reduced traffic resulting in reduced congestion on roads due to the probable shifting of significant proportion of two and three wheelers to the metro Reduced fuel consumption from the transport sector resulting in precious foreign exchange Reduction in vehicular emission loads resulting in improved air quality of the region DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

205 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT (vi) (vii) (viii) (ix) (xi) (xii) (xii) (xiii) (xiv) Reduction in road accidents resulting in reduced death and injury during road accidents Reduced noise pollution along the proposed corridors Improved road conditions and extended life of the roads Increased industrial, business and commercial activities Increased job/employment opportunities (direct and indirect both) Reduced Green House Gas (GHG) emissions from road sector Reduced need for expansion of roads, flyovers, laying of new roads etc., Better environmental landscape and aesthetics of the surrounding area Sense of pride to the city and country having a world-class facility Estimation of reduction in vehicular emission loads due to the introduction of Metro along the proposed corridors The major impact after the introduction of the metro along any corridor is the significant reduction in terms of vehicular emission loads due to the shifting of personalized mode of transportation (viz., two wheelers and four wheelers) to the metro. Although, it is not possibly to accurately estimate the percentage shift towards the metro from personalized mode of transportation, a theoretical estimate based on the past similar experience can serve as a guideline for similar exercise. In the present study is conservatively estimated that approximately 20% of the two wheelers and 10% of the cars will shift to metro after its introduction on the proposed corridor. For emission load calculations, the emission factor given by Central Pollution Control; Board (CPCB) has been used. The emission load calculations were made for three scenario (i) Present Scenario (year 2006) (ii) without metro ( year 2010), considering a growth rate of 5% along the corridor and (iii) With introduction of metro ( year 2010). The results of the above exercise in terms of emission gains (%) has been shown in 9.10 and Table The application of CALINE 4 model has indicated that this vehicular emission reduction will result in approximate reduction in 10% - 20% reduction in ambient air quality along the proposed corridor. S. No. Table 9.10 Estimation of Vehicular Emission Loads for Different Scenarios Pollutant(s) Emission Loads for Year 2006 (Existing Scenario) (kg/day) Emission Loads for Year 2010 (Without Metro) (kg/day) Emission Loads for Year 2010 (With Metro) (kg/day) 1 CO NOx HC PM Total 41,342 34,436 32,239 DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

206 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Table 9.11 Emission gains (in terms of % Reduction) due to introduction of Metro S.No. Pollutant(s) Emission loads for Year 2010 (Without Metro) (kg/day) Emission Loads for Year 2010 (With Metro) (kg/day) % Reduction 1 CO NOx HC PM Total 34,436 32, NEGATIVE ENVIRONMENTAL IMPACTS While, most of the positive benefits would during the operation phase of the proposed metro rail facility on the proposed corridors, the most of the negative impacts would take place during the pre-construction (design) and construction phase. Some of the negative impacts associated with the metro rail project have been summarized below; (i) Increased land cost of the surrounding area due to speculative increase in the land prices (pre construction phase) (ii) Influx of the squatters to the project site in hope of the monetary gains due to their resettlement (i.e., compensation) (pre-construction phase) (iii) Increased load on public infrastructure and facilities and utilities (preconstruction, construction and operation phase) (iv) Loss of green cover due to the cutting of the trees and removal of plantations (v) Increased soil erosion due to removal of soil cover during site clearing operation( construction phase) (vi) Traffic disruption due to the closure or restriction on the road traffic (vii) (viii) (ix) (x) (xi) (xii) (xiii) (xiv) Increased possibilities of road traffic safety hazards(construction phase) Increased noise and air pollution due to operation and movement of heavy machineries used in construction and site clearing activities (construction phase) Loss of agricultural land and commercial properties due to acquisition of land Loss of aesthetics in the surrounding area(construction phase) Increased demand for water requirement resulting in reduced water supplies for drinking and other purposes (construction and operation phase) Reduced ground water table due to extraction of ground water for construction phase Choking of sewer lines and drainage systems due to spoils generated during construction activities getting into drainage or sewer system and ultimately the treatment plants ( construction phase) Loss of livelihood and home due to acquisition of land(construction phase) DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

207 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT (xv) Increased load on sewerage and water treatment units due to increased demand/load from the metro stations (operation phase) (xvi) Likely adverse impacts due to noise and vibration to nearby historical/archaeological sites (not applicable in the present case (operation phase) (xvii) Increased land demand for residential and commercial activities at the cost of agricultural land (operation phase) Detailed Negative impacts have been listed under the following headings: Impacts due to project location, Impacts due to construction works, and Impacts due to project operation Impacts Due to Project Location a) Change of Land use The alignment is mostly elevated. Both the land requirement and change of land use is minimum. The change in land use is estimated to be 4.85 hac (includes both government and private land). b) Loss of Trees The details of 700 trees likely to be lost are reported in Table The total value of these trees lost is Rs. 4.9 lakhs as reported in Table TABLE 9.12 LOSS OF FOREST PRODUCTS Total loss of Trees (Nos.) 700 Average cost of one tree (Rs.) 700 Total Loss (Rs. Lakhs) 4.90 Lakhs There will be no encroachment into nature reserves, as the project area is in the urban centre. c) Loss of Historical and Cultural Monuments No historical/cultural monuments will be affected as a result of the proposed development of project. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

208 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Impacts Due to Project Construction (a) Soil Erosion and Health Risk at Construction Site Run off from unprotected excavated areas, and underground tunnel faces can result in excessive soil erosion, especially when the erodability of soil is high. Mitigation measures include careful planning, timing of cut and fill operations and re-vegetation. In general, construction works are stopped during monsoon season. Problems could arise from dumping of construction spoils (Concrete, bricks) waste materials (from contractor camps) etc. causing surface and ground water pollution. However, it is proposed to have mix concrete directly from batching plant for use at site. Batching plants will be located away from the site preferably, outside DUA. The other construction material such as steel, bricks, etc. will be housed in a fenced yard. The balance material from these yards will be removed for use/disposal. Mitigation measures include careful planning, cleaning redressing, landscaping and re-vegetation. Health risks include disease hazards due to lack of sanitation facilities (water supply and human waste disposal) and insect vector disease hazards of local workers and disease hazards to the local population. Mitigation measures should include proper water supply, sanitation, drainage, health care and human waste disposal facilities. In addition to these, efforts need to be made to avoid water spills, adopt disease control measures and employment of local labour. Problems could arise due to difference in customs of imported workers and local residents. These risks could be reduced by providing adequate facilities in worker s camps and by employment of preferably local labour. (b) Traffic Diversions and Risk to Existing Buildings During construction, traffic diversions on roads will be essentially required. As most of the construction activities will be confined to centre of the road and most of the roads are double lane, it will be appropriate that the side lanes may also be utilised for traffic and also for smooth progress of construction activities. Advance information on communication systems will be an advantage to users of any particular road. As most of the proposed sections are elevated and located in the middle of the road with deck width being much less than the existing road width, hence risk to the existing buildings all along the route will be practically negligible. In underground portion, weather by cut and cover or by tunnelling, the building line is considerably away from the proposed cut and cover and tunnels. Hence, no risk is foreseen to adjacent buildings. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

209 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT (c) Impact on Water Quality Construction activities may have impact on water bodies due to disposal of waste. The waste could be due to: the spillage of construction materials, dumping of used water from the stone crusher, oils and greases, and labour camp. But the quantities of such spills are very negligible. Care, however, needs to be taken to provide adequate sanitary facilities and drainage in the temporary colonies of the construction workers. Provision of adequate washing and toilet facilities with septic tanks and appropriate refuse collection and disposal system should be made obligatory. Contamination of ground water can take place, if the dump containing above substances gets leached and percolate into the ground water table. This is not the case with the present project, as the activity does not involve usage of any harmful ingredients. Moreover, activities are of short duration. Hence, no impact on either ground or surface water quality is anticipated in the present project Impacts due to Project Operation a) Oil Pollution Oil spillage during change of lubricants, cleaning and repair processes, in the maintenance of rolling stock, is very common. The spilled oil should be trapped in grit chamber for settling of suspended matter. The collected oil should either be auctioned or incinerated, so as to avoid any underground water contamination. b) Noise The main sources of noise from the operation of trains include: engine noise, cooling fan noise, wheel-rail interaction, electric generator and miscellaneous noise like passenger s chatting. An attempt has been made to predict the rise in ambient noise at different distances. The roughness of the contact surfaces of rail and wheel and train speed is the factors, which influence the magnitude of rail - wheel noise. The vibration of concrete structures also radiates noise. For these sections of the rail, which are underground, there will be no impact on the ambient noise. However, due to reduction of vehicular traffic, the road traffic noise will come down. Hence, total noise level would be about 75-dB (A). However, due to reduction of vehicular traffic, the road traffic noise as compared with existing levels will come down by about 7 to 9%. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

210 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT c) Accidental Hazards In view of the hazards potential involved due to failure of system and accident the on-site and off- site emergency measures have been formulated and will be implemented. d) Water Supply CPHEEO has recommended 45-litres/day, water supply to persons working at railway stations. All the stations are in urban area. Water requirements at stations have various components, viz. Personal use of Staff, Fire demand, Make up water for air conditioning and ventilation, and Wastage. The water demand at each station would be about 100m 3 per day. Adequate provision of drinking water has to be made for passengers at the railway stations. Platform washing requirement has been worked out at the rate of 2-lit per sqm. Fire fighting water requirement has been taken as per Calcutta Metro norms. e) Railway Station Refuse The refuse from railway station includes; Garbage, Rubbish, and Floor Sweepings. The collection and removal of refuse in a sanitary manner from the Station is of importance for effective vector control, aesthetic improvement, and nuisance and pollution abatement. Due to nonavailability of solid waste data, it is assumed that about 64 gm per person per day of solid waste will be generated. The total refuse, generated considering the station loads of the each corridor will thus be about 1.5 tonnes/day. For the maintenance of adequate sanitary facilities, containers/collection bins not exceeding 120-litres and equipped with side handles will be appropriately designed and installed at stations and platforms. f) Visual Impact The construction of the above corridor will bring about a change in visual look of the streets through which it will operate. An architecturally well-designed structure, which could be aesthetically pleasing and able to reduce impact due to visual disfiguration have been incorporated in present corridor. Since a low profile would cause least intrusion, the basic elevated section should be optimised at the design stage itself. 9.5 CHECKLIST OF IMPACTS A typical checklist identifying anticipated environmental impacts is shown in Table DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

211 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT TABLE 9.13 CHECKLIST OF IMPACTS Parameter A) Impacts Due To Project Location i) ii) Change of Land Use and Ecology Impact on Historical/Cultural Monument B) Impact Due To Project Construction i) Soil Erosion, Pollution and Health Risk at Construction Site ii) Traffic Diversions and Risk to Existing iii) Buildings Impact on Water Quality C) Impact Due To Project Operation i) Oil Pollution ii) Noise and Vibration iii) Accidental Hazards iv) Water Supply v) Railway Station Refuse vi) Visual Impacts D) Positive Impacts i) ii) iii) iv) v) vi) Traffic Congestion Reduction, Quick Service and Safety, Less Fuel Consumption, Reduction in Air Pollution, Better Roads, and Employment Opportunities Negative Impact * * * * * * * * * * Positive Impact * * * * * * No Impact * 9.6 ENVIRONMENTAL MANAGEMENT PLAN Based on environmental baseline conditions, planned project activities and its impacts assessed, the set of measures to be taken during implementation and operation to avoid or offset adverse environmental impacts or to reduce them to acceptable levels, together with the action which needs to be taken to implement them are enumerated in this section Mitigation Measures Considering the above impacts in various phases of the project, an environmental management plan is drawn up covering various aspects of the environment for implementation as follows. (i) Pre Construction Phase Land acquisition Green cover management DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

212 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT (ii) Construction Phase Air quality management / dust prevention Noise management Water/ water table management Surplus soil Utilities management Traffic diversion Labour / safety management (iii) Operation Phase Water table/ air quality/ noise management Vibration management Waste management On -site and Off- site emergency management Based on project description, Environmental Baseline Data and Environmental Impacts, it is proposed to prepare the Environmental Management Plan for the following: a) Compensation for Loss of Land, b) Compensation for Loss of Trees, c) Compensatory Afforestation and Fencing, d) Compensation for Relocation/Resettlement, e) Water Supply & Sanitation, f) Oil Pollution Control g) Noise Control h) Vibration Control a) Compensation for Loss of Land The land likely to come under project is 4.85ha. The cost of land for compensation is taken under the project cost. b) Compensation for Loss of Trees There are 700 trees on the proposed alignment, which are required to be uprooted. The Compensation for Loss of Trees works out to Rs lakhs. c) Compensatory Afforestation and Fencing According to the survey, about 700 trees are likely to be lost due to the project. 10 times the number of trees are to be planted as per the Department of Forests stipulations. Hence, about 7000 plants are required to be planted. The recommended plant species may be as per the following Table DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

213 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT TABLE 9.14 RECOMMENDED TREE SPECIES FOR REAFFORESTATION S. NO. LOCAL NAME BOTANICAL NAME 1. Neem Azadirachta indica 2. Sisso Dalbergia sisso 3. Eucalyptus Eucalyptus 4. Kikar Acacia nilotica 5. Ashok Sarasca indica 6. Jamun Syzygium cumini d) Water Supply & Sanitation The public health facilities, such as water supply, sanitation and toilets are much needed at project location. Water should be treated before use up to WHO drinking water standards. In addition, water will be required for contractor s camps during construction, for which additional arrangements have to be made in consultation with the Municipal Corporation of Delhi. 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 sewerage disposal systems should be adopted for sewage disposal. The total of 100 bins for all stations of litres capacity will be required which can be accommodated at different stations and platforms. The total cost for bins works out to be Rs lakhs. e) Oil Pollution Control f) Noise Oil tends to form scum in sedimentation chambers, clog fine screens, interfere with filtration and reduce the efficiency of treatment plants. Hence oil and grease removal tank has to be installed at source. Such tanks usually employ compressed air to coagulate oil and grease and cause it to rise promptly to surface. Compressed air may be applied through porous plates located at the bottom of the tank. The tank may be designed for a detention period of 5 to 15 minutes. There will be an increase in noise level in ambient air due to construction and operation of this Metro corridor. However, noise levels in the core city will go down. The increase in levels is marginal; hence local population will not be adversely affected. However the exposure of workers to high noise levels especially, near the engine, vent shaft etc. need to be minimized. This could be achieved by job rotation, automation, protective devices, noise barriers, and soundproof compartments, control rooms etc. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

214 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT The workers employed in high noise level area could be employed in low noise level areas and vice-versa from time to time. Automation of equipment and machineries, wherever possible, should be done to avoid continuous exposure of workers to noise. At work places, where automation of machineries is not possible or feasible, the workers exposed to noise should be provided with protective devices. Special acoustic enclosures should be provided for individual noise generating equipments, wherever possible. 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. 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. Sound barriers are usually effective along route having fast traffic. The reduction in noise level increases with height of barrier. Ballastless track is supported on two layers of rubber pads to reduce track noise and ground vibrations. h) Vibration Control Vibration emanates from rail - wheel interaction and the same can be reduced by minimizing surface irregularities of wheel and rail, improving track geometry, providing elastic fastenings, and separation of rail seat assembly from the concrete plinth with insertion of resilient and shock absorbing pad. While designing track structure for Mass Rapid Transit System, all the above points have been taken into consideration in the following ways: To prevent development of surface irregularities on the rail, a fairly heavy rail section of 60-kg/m, 90 UTS, supported at every 60-cm. has been proposed. Further, rail grinding at regular intervals by Rail grinding machine and also lubrication of rail by vehicle-mounted lubricator have been contemplated. Rail will be continuously welded and also will be laid to fine tolerances, so that any noise/vibration on account of irregular track geometry could be reduced. The vibration generated from rail-wheel interaction will be greatly absorbed by the elastic fastening system proposed to be used. In sensitive areas, track on floating slab can be provided so as to avoid propagation of noise to adjacent structures. Additional screening of noise can be arranged by providing parabolic noise reflecting walls on each sides of the track, as being provided by DMRC in ongoing rail corridor. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

215 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT 9.7 ENVIRONMENTAL MONITORING PLAN Environmental Monitoring The different aspect of the environmental management of the proposed metro corridor project can be effectively monitored and documented through the Environmental Monitoring System (EMS) during the construction and operation phase, as a part of the Environmental Management Plan(EMP) and Post Project Monitoring(PPM). In view of the above a periodic monitoring plan has been prepared for Badarpur - Faridabad corridor (Table 9.15) for construction and operational phase of the proposed project. Table 9.15 Monitoring Program during the Construction and operation Phase Environmental Aspect Ambient Air Quality Ambient Noise Monitoring Ground water Parameter SPM, RSPM, SO 2,Nox,HCs, O 3 along with meteorological Parameters (Wind speed, wind direction, temperature, humidity) Sound Pressure Levels(SPL), Leq(Equivalent Noise Levels) along with L 10, L 50, L 90, Values Physical ( ph, Temp, Turbidity, Colour),Chemica l ( magnesium hardness, total alkalinity, chloride, sulphate, nitrate, fluoride, sodium, potassium, salinity, Total nitrogen, total phosphorus, DO, BOD, COD, Phenol, Heavy metals and Bacteriological (Total coliforms, faecal coliforms Monitoring Frequency Twice/Month (24-hour Duration) Twice/Month (24-hour Duration Once in a month Method Recommended CPCB Approved Methods (High Volume Air Samplers(HVAS) Or On site measurements using Instrumented air pollution mobile van) Noise Level Meters Grab samples, Samples collected and analysed as per IS : 2488 (Part 1-5) and as per the standard methods for examination of water and wastewater analysis published by American Public Health Association(APHA) Proposed Monitoring stations (i) Near Mundka village (ii)between Mundka village and Ghevra mode (iii)between Ghevra mode and Tikri Border (iv) Bahadurgarh town along NH-10) (Same as above) along with air pollution monitoring Three samples from the groundwater bore well (two on the Delhi side and one along the Haryana side of the corridor) DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

216 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Biological Environment Waste water Green Cover aspects( for monitoring Tree cutting, trimming and compensatory plantation) Characterization and Quantification as per CPCB norms Regular monitoring during the whole construction period Once in six months Monitoring and supervision as per the Environmental Management Plan(EMP) Grab samples, analysis as per APHA methodology Along construction site the From Depots and metro stations The cost estimates for environmental monitoring program (for average period of 2 years) during the construction and operation phase for the Mundka-Bahadurgarh corridor is shown in Table For effective implementation of the EMS, financial costs and inputs, necessary for the project were optimized for 2 year cycles. The parameters identified under each environmental component and the cost for monitoring and analysis has been taken as per the prevailing current practices or as per the existing CPCB norms. These rates and additional parameters as per the requirement will have to be modified at the time of actual implementation. Table 9.16 Cost estimates for Environmental Monitoring Program (for average period of 2years, for construction & operation phase) Environmental Aspect Ambient Air Quality Parameters SPM, RSPM, SO 2,NOx,HCs, O 3 along with meteorological Parameters (Wind speed, wind direction, temperature, humidity) Frequency of monitoring Twice/Month (24-hour Duration) No. of sampling locations Total Samples 4(four) 24 samples/ location/ year =96 samples/ year for all the 4 locations Total 192 samples (for average period of 2 years) Rates per sample Rs. 20,000/ sample Cost of Testing Rs.38,40,000/- Ambient Noise Monitoring Sound Pressure Levels(SPL), Leq(Equivalent Noise Levels) along with L 10, L 50, L 90, Values Twice/Month (24-hour Duration 4(four) 24 samples/ location/ year =96 samples/ year for Rs.4,000/- Rs.7,68,000/- DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

217 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT Ground water Monitoring Waste water characterization* Biological Environment Physical ( ph, Temp, Turbidity, Colour),Chemica l ( magnesium hardness, total alkalinity, chloride, sulphate, nitrate, fluoride, sodium, potassium, salinity, Total nitrogen, total phosphorus, DO, BOD, COD, Phenol, Heavy metals and Bacteriological (Total coliforms, faecal coliforms AS per the CPCB norms(d.o.,bo, COD, ph etc.) Green Cover aspects( for monitoring Tree cutting, trimming and compensatory plantation) * During operation phase only Once in a month Once in six months Regular monitoring during the whole construction period all the 4 locations Total 192 samples (for average period of 2 years) 3(Three) 12 samples/ location/ year = 36 samples/ year for all the 3 locations Total 72 samples (for average period of 2 years) 4(Four) 2 samples/ location/ year =8 samples/ year for all the 4 locations Total 16 samples (for average period of 2 years) Regular monitoring Rs. 15,000/ per sample Rs. 15,000/ Rs.10,80,000/- Rs. 2,40,000/ Will be carried out/done under the supervision of environment/forest officer of the DMRC. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

218 CHAPTER 9 : ENVIRONMENTAL IMPACT ASSESSMENT 9.8 ENVIRONMENTAL MANAGEMENT SYSTEM The Environmental Management System constitutes provision of an Environmental Division, which should be staffed by an Environmental Engineer/Officer, an Environmental Assistant and two other assistants (miscellaneous works). The task assigned should include supervision and coordination of studies, monitoring and implementation of environmental mitigation measures. An Environmental Adviser shall review progress of the division every year. However, it may be mentioned that this division will be for the entire Metro. Therefore, the cost is attributable to another system. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /28

219 CHAPTER 10 COST ESTIMATES 10.1 INTRODUCTION Detailed cost estimates for Mundka Bahadurgarh metro lines has been prepared covering civil, electrical, signalling and telecommunications works, rolling stock, environmental protection, rehabilitation, etc. considering 25kV AC Traction at Jan 2011 price level While preparing the capital cost estimates, various items have generally been grouped under three major heads on the basis of (i) route km length of alignment, (ii) number of units of that item and (iii) item being an independent entity. All items related with alignment, whether elevated, Permanent Way, Electrical (including OHE, Receiving Sub-Station (RSS)/Traction Sub-Station (TSS)/Auxiliary Sub- Station (ASS), service connections signaling & telecommunication, have been estimated on rate per route km/km basis. Cost of elevated structures, other electrical services at these stations and Automatic Fare Collection (AFC) installations at all stations have been assessed in terms of each station as a unit. Similarly, for items like Rolling Stock, Lifts, Escalators etc. costs have been estimated in terms of number of units required for each item. 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 unit rate referred in DPR for Phase III of Delhi Metro. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH - April, /13

220 CHAPTER 10: COST ESTIMATES The overall capital cost for Mundka Bahadurgarh, at Jan 2011 price level, works out to Rs crores excluding CD and VAT. General charges are on all items except land and 3% contingencies on all items including general charges. The abstract capital cost estimate is shown at Table Table 10.1 ABSTRACT CAPITAL COST ESTIMATES (costs at Jan, 2011 price level) S. No. Description For Phase I Amount (Rs. in crores) 1 Land Alignment and Formation Station Buildings (elevated) including E & M works 4 Depot augmentation Permanent Way Traction & Power Supply including VAC, Lifts, Escalators, etc. 7 Signaling & Telecommunications and AFC Works 8 Rehabilitation & Resettlement Utilities (Civil Works) including Road Restoration Environmental Protection, 10 Rolling Stock (in 2011) Staff Quarters Total of all items except Land General 3% on all items except Land 14 Total of all item including General Charges 15 Total Cost including cost of Land % Grand Total without land Grand Total with land Details and methodology of arriving at these costs are discussed in paras hereinafter CIVIL ENGINEERING WORKS Land i) Land requirements have been kept to the barest minimum & worked out on area basis. Out of total land requirements of ha, ha is Government land. For elevated alignment, no land is proposed to be DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

221 CHAPTER 10: COST ESTIMATES acquired permanently, except small areas for locating entry/exit structures, traffic integration, etc. at stations. ii) iii) Cost of the land to be acquired has been considered in the project construction cost. In addition to the lands required permanently, 1.80-ha of Government. land is temporarily required for construction depots. Ground rent charges for 3 per year of the cost of land have been provided for, in the project cost estimates Formation & Alignment i) Elevated Section-Rates are based on rates of Delhi Metro Phase III Estimate. (refer Table 10.2) Station Buildings Elevated Stations-Estimated rates are based on accepted rates for stations of DMRC Phase III estimate Permanent Way-For elevated sections, ballast less track and for at-grade alignment and in depot area, ballasted track has been planned. Rates are based on rates of Delhi Metro Phase III Project DEPOT For this section of about km, a separate depot is proposed near MIE Station. Maintenance of rakes for this line will be done at the proposed depot in Haryana area for which the provision in the estimate has been made UTILITY AND ROAD DIVERSIONS, ENVIRONMENTAL PROTECTION AND OTHER MISCELLANEOUS WORKS Provisions has been made to cover the cost of utility diversions, miscellaneous road works involved, road diversions, road signages etc. and environmental protection works on route km basis, based on the experience gained from the works in progress in Delhi Metro REHABILITATION & RESETTLEMENT Private Structures-Provision towards compensation/rehabilitation of these including shops on private land, likely to be affected has been made on lump sum basis. DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

222 CHAPTER 10: COST ESTIMATES 10.6 TRACTION & POWER SUPPLY Provisions have been made for following under subheads for Traction and Power supply : OHE (Flexible). Receiving cum Traction Sub-Station Including cables. ASS for elevated stations. Service connection charges for Receiving Sub-stations. SCADA augmentation. Catenary maintenance vehicle. Miscellaneous items e.g. illumination, lifting T&P for stabling lines, etc Rates are based on rates of Delhi Metro Phase III Estimate ELECTRICAL SERVICES AT STATIONS These are included in estimated costs of stations on elevated alignment section. Cost of escalators, lifts for all stations are not included in station costs, & therefore are provided under electrical estimates & shown separately SIGNALLING & TELECOMMUNICATION WORKS AND AUTOMATIC FARE COLLECTION The rates adopted are based on d rates of Delhi Metro Phase III Estimate ROLLING STOCK The rates adopted are based on rates of Delhi Metro Phase III Estimate GENERAL CHARGES& CONTINGENCIES % has been made towards general charges on all items except cost of land. Provision for contingencies has been 3% on all items including general charges The overall capital cost for Mundka - Bahadurgarh Corridor estimated at Jan 2011 price level, based on based on rates of Delhi Metro Phase III is shown in Table As already mentioned in para , capital cost of the project works out to Rs crores excluding element of import duty & works tax. The cost of the line separately for Delhi and Gurgaon portion has also been worked out and given as Annexures TAXES AND DUTIES The component of Taxes and duties not included in the capital cost. Details of Taxes and duties are given in Table DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

223 CHAPTER 10: COST ESTIMATES Table 10.2 Abstract Cost Estimate of Mundka - Bahadurgarh Corridor ( Jan-2011 Price level) Total Length =11.18Km, ( all Elevated) Total Stations =7 ( Cost Without Taxes & Duties) S. No. Item Unit Rate as (Rs In Crores) Qty. Amount ( Rs in Cr.) 1.0 Land 1.1 Govt.Land Hect Private land Hect Temporary land for casting yard, working spaces etc. Hect Sub-total (1) Alignment and Formation 2.1 Elevated viaduct section R. Km Sub-total (2) Station Buildings 3.1 Elevated stations (including finishes) a Type (A) way side-civil works Each b Type (C), Terminal Each Sub-total (3) E&M Works Elevated station (E&M,Lifts,Escalators, DG sets etc.) Sub-total (4) 5.0 Depot at Badli ( i/c Civil works, E & M,P&M, Track work, OHE etc.) Sub-total (5) 6.0 Permanent Way 6.1 Ballastless/Ballasted track for elevated and at grade alignment including Depot area Sub-total (6) Each LS R. Km DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

224 CHAPTER 10: COST ESTIMATES 7 Traction & power 7.1 Traction & power supply incl. OHE, ASS etc Elevated section R.Km Sub-total (7) Signalling and Telecom. 8.1 Signalling R. Km Telecom. Each Stn Automatic fare collection Each Stn Elevated stations Each Sub Total (8) R & R incl. Hutments and road restoration etc. Sub-total (9) 10.1 Misc. Utilities, other civil works such as median, road signages etc. Sub-total (10) 11 Rolling Stock (SG) Rolling Stock required for this extension Sub-total (11) LS R. Km Each Staff Qutarters for O&M LS Sub-total (12) Total of all items except Land General Charges incl. Design 3% on all items except land Total of all items including General charges Total of cost inclusive land cost % Gross Total DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

225 CHAPTER 10: COST ESTIMATES S. No. Table 10.3Details of Taxes and Duties Mundka Bahadurgarh Corridor ( Length Km) Customs duty = % Excise duty = % Sale tax = 6.25 % Works tax = 6.25 % VAT = 12.5 % Taxes and duties Description 1 Alignment & Formation Total cost without Taxes & duties (Cr.) customs duty (Cr.) excise duty (Cr.) VAT (Cr.) Total taxes & duties (Cr.) Elevated, Station Buildings c) Elevated station - civil works d) Elevated station-em works Depot Civil works EM works P-Way Traction & power supply Traction and power supply S and T Works S & T AFC R & R hutments and Staff quarters Misc. Civil works EM works Rolling stock Total Total taxes & Duties 264 DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

226 CHAPTER 10: COST ESTIMATES Annexure 1A Abstract Cost Estimate of Mundka - Bahadurgarh Corridor ( Jan Price Level) Haryana Portion = Km, ( all Elevated) Stations =3 ( Cost Without Taxes & Duties) S. No. Item Unit Rate (Rs In Crores) Qty. Amount (Rs in Cr.) 1.0 Land 1.1 Govt.Land Hect Private land Hect Temporary land for casting yard, working spaces etc. Hect Sub Total (1) Alignment and Formation 2.1 Elevated viaduct section R. Km Sub Total (2) Station Buildings 3.1 Elevated stations (including finishes) a Type (A) way side-civil works Each b Type (C), Terminal Each Sub total (3) E&M Works Elevated station (E&M,Lifts,Escalators, DG sets etc.) Each Sub total (4) Depot ( i/c Civil works, E & M,P&M, Track work, OHE etc.) 6.0 Permanent Way LS Sub total (5) Ballastless/Ballasted track for elevated and at grade alignment including Depot area 7 Traction & power R. Km Sub total (6) Traction & power supply incl. OHE, ASS etc Elevated section R.Km Sub total (7) DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

227 CHAPTER 10: COST ESTIMATES 8.0 Signalling and Telecom. 8.1 Signalling R. Km Telecom. Each Stn Automatic fare collection Each Stn Elevated stations Each Sub Total (8) R & R incl. Hutments and road restoration etc. LS 6.54 Sub Total (9) Misc. Utilities, other civil works such as median, road signages R. Km etc. Sub Total (10) Rolling Stock (SG) Rolling Stock required for this extension Each Sub Total (11) Staff Qutarters for O&M LS Sub Total (12) Total of all items except Land General Charges incl. Design 3% on all items except land Total of all items including General charges Total of cost inclusive land cost % Gross Total DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

228 CHAPTER 10: COST ESTIMATES S. No. Mundka Bahadurgarh Corridor ( Haryana Portion Km) Stations =3 Details of Taxes and Duties Customs duty = % Excise duty = % Sale tax = 6.25 % Works tax = 6.25 % VAT = 12.5 % Taxes and duties Description 1 Alignment & Formation Total cost without Taxes & duties (Cr.) customs duty (Cr.) excise duty (Cr.) VAT (Cr.) Annexure 1B Total taxes & duties (Cr.) Elevated, Station Buildings c) Elevated station - civil works d) Elevated station-em works Depot Civil works EM works P-Way Traction & power supply Traction and power supply S and T Works S & T AFC R & R hutments + Staff Quarter Misc. Civil works EM works Rolling stock Total Total taxes & Duties 118 DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

229 CHAPTER 10: COST ESTIMATES Abstract Cost Estimate of Mundka - Bahadurgarh Corridor Annexure 2A S. No. Delhi Portion = Km, ( all Elevated) Total Stations =4 Item Unit Rate as per Price level Jan 2011 (Rs. In Crores) ( Cost Without Taxes & Duties) Qty. Amount ( in Cr.) 1.0 Land 1.1 Govt.Land Hect Private land Hect Temporary land for casting yard, working spaces etc. Hect Sub Total (1) Alignment and Formation 2.1 Elevated viaduct section R. Km Sub Total (2) Station Buildings 3.1 Elevated stations (including finishes) a Type (A) way side-civil works Each b Type (C), Terminal Each Sub total (3) E&M Works Elevated station (E&M,Lifts,Escalators, DG sets etc.) Each Sub total (4) Depot Depot ( i/c Civil works, E & M,P&M, Track work, OHE LS etc.) Sub total (5) Permanent Way 6.1 Ballastless/Ballasted track for elevated and at grade alignment including Depot area Sub total (6) R. Km DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

230 CHAPTER 10: COST ESTIMATES 7 Traction & power 7.1 Traction & power supply incl. OHE, ASS etc Elevated section R.Km Subtotal (7) Signalling and Telecom. 8.1 Signalling R. Km Telecom. Each Stn Automatic fare collection Each Stn Elevated stations Each Sub Total (8) R & R incl. Hutments and road restoration etc. LS 8.46 Sub Total (9) Misc. Utilities, other civil works such as median, R. Km road signages etc. Sub Total (10) Rolling Stock (SG) Rolling Stock required for this extension Each Sub Total (11) Staff Qutarters for O&M LS Sub Total (12) Total of all items except Land General Charges incl. Design 3% on all items except land Total of all items including General charges Total of cost inclusive land cost % Gross Total DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

231 CHAPTER 10: COST ESTIMATES Annexure 2B Mundka Bahadurgarh Corridor ( Delhi Portion = Km, Stations =4) Details of Taxes and Duties Customs duty = % Excise duty = % Sale tax = 6.25 % Works tax = 6.25 % VAT = 12.5 % S. No. Description 1 Alignment & Formation Total cost without Taxes & duties (Cr.) Taxes and duties customs duty (Cr.) excise duty (Cr.) VAT (Cr.) Total taxes & duties (Cr.) Elevated, Station Buildings a) Elevated station - civil works b) Elevated station-em works Depot Civil works EM works P-Way Traction & power supply Traction and power supply S and T Works S & T AFC R & R hutments Misc. Civil works EM works Rolling stock Total Total taxes & Duties 146 DETAILED PROJECT REPORT FOR EXTENSION OF METRO FROM MUNDKA TO BAHADURGARH April., /13

232

233 CHAPTER 11 FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS 11.1 INTRODUCTION The Bhadurgarh Metro covering a length of kms is proposed to be constructed from April-2012 to March The fixed cost at Jan-2011 prices is estimated to be of Rs crores including the cost of land but excluding taxes and duties. The estimated cost including Central taxes and duties is Rs Crore 11.2 METHODOLOGY The corridor under consideration falls partly in Delhi (6.307 KMs) and partly in Haryana (4.875 KMs). The data assumed for the 2 portions is as under. Item Delhi Area Haryana Area Total Length (Kms) Estimated Cost without taxes (Rs/Crore) Estimated cost with Central taxes (Rs/Crore) Completion Cost with taxes (Rs/Crore) DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

234 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS 11.3 Costs Investment Cost For the purpose of calculating the Financial Internal Rate of Return (FIRR), the completion cost with taxes of Rs Crore and Rs Crore have been taken as the initial investment. The cash flow of this investment is in Table 11.1 below. Table 11.1 Year wise Investment Delhi Portion Figs in Rs. Cr. Year Construction Cost at Jan Prices Completion Cost Total Bhadurgarh Portion Figs in Rs. Cr. Year Construction Cost at Jan Prices Completion Cost Total Although the construction is expected to be completed by March-2016, the cash flow spills upto on account of payment normally required to be made to the various contractors up to that period necessitated by contractual clauses The land cost is divided into two initial years during which it is expected that the land acquisition work would be over and related payments would have to be released The escalation factor used is 5% p.a. DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

235 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS Additional Investment Additional investment in the years & towards increased requirement of Rolling Stock has been provided for the amount (with tax) indicated in the table hereunder: Year No. of Cars Delhi (Rs/Crore) No. of Cars Haryana (Rs/Crore) Operation & Maintenance Costs The Operation & Maintenance costs can be divided into three major parts: (i) (ii) (iii) Staff costs Maintenance cost which include expenditure towards upkeep and maintenance of the system and consumables. Energy costs The staff is assumed to be 35 persons per kilometer. The escalation factor used for staff costs is 9% per annum to provide for both escalation and growth in salaries The cost of other expenses is based on the O & M unit cost expected for the Delhi Metro Phase-1 project. The rate of electricity assumed in the Delhi Metro study is about Rs per unit whereas at present in Bhadurgarh the rate used is Rs.4.70 per unit. The same has been used for all calculations. The O&M cost (excluding staff cost) has been obtained by providing an escalation of 5% per annum The year-wise O&M costs are as indicated in Table 11.2 below: a) Delhi Portion Table 11.2 Operation and Maintenance Figs in Rs. Cr. YEAR Staff Maintenance Expenses Energy Total DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

236 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS b) Haryana Area YEAR Staff Maintenance Expenses Energy Total DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

237 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS 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. These are 3% of the total completion cost adjusted for land cost Replacement Cost The replacement costs are provided for meeting the cost on account of replacement of equipment due to wear and tear. With the nature of equipment proposed to be provided, it is expected that only 10% of the equipment comprising signalling and electrical works would require replacement after 20 years. These roughly add up to 10% of the project cost Revenues Fare box Traffic The projected traffic/day in the year is tabulated as under: - Year Delhi Portion Bhadurgarh Portion Total (lakhs) (lakhs) (Lakhs) The growth rate for traffic is assumed at 10% per annum upto p.a thereafter in the case of Delhi p.a upto from to and p.a. in the case of Haryana portion Trip Distribution The distribution has been assumed as in Table 11.3 below: - Distance in KMs Table 11.3 Trip Distribution Delhi Portion (Average Lead KM) Distribution. Haryana Portion (Average Lead KM) Distribution % 9.50% % 14.00% % 16.00% % 16.00% % 17.00% % 6.00% DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

238 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS % 5.00% % 4.00% % 3.00% % 2.00% % 2.25% % 2.00% % 2.00% % 1.00% > % 0.25% Total 100% 9.50% The graphic presentation of the same is placed below in Figure Figure 11.1 Trip Distribution Delhi Portion Haryana Portion Fare Structure The fare structure has been estimated based on the recommendations of the Third Fare Fixation Committee for Delhi Metro. These fares have been escalated once every two per annum since it is not possible to carry out changes in fare every year. The fare table used is as depicted in table DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

239 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS Distance in kms. Fare (Rs.) > Other sources of revenues Other revenues from Property Development and advertisement have been estimated at 12.50% of the fare box revenues during operations. Apart from development of property on metro stations and depot it is possible to raise resources through leasing of parking rights at stations, advertisement on trains and tickets, advertisements within stations and parking lots, advertisements on viaducts, columns and other metro structures, co-branding rights to corporate, film shootings and special events on metro premises. In the Delhi Area, 4 Ha government land has been taken for generating upfront money for the project. The estimated total generation towards upfront money provided the land use is changed as residential is Rs.168 crore. Of which, Rs.90 crore has been taken to work out the funding contribution of Haryana Government and the balance amount of Rs.78 crore has been reduced from the GOI & GNCTD s equity contribution. In case the estimated PD fund is not generated, GOI & GNCTD have to contribute the same as equity to DMRC. In the Haryana portion 1.56 Ha. land has been considered for PD and the annuity has been taken in the FIRR calculations Financial Internal Rate of Return (FIRR) The Financial Internal Rate of Return (FIRR) obtained with the above revenues is produced in Table 11.5 (a) and 11.5(b). DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

240 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS Table 11.5 (a) Financial Internal Rate of Return Delhi Portion (With Central Tax) Figs in cr. (Rs.) Year Completion Cost Addl. Capital Running Expenses Replaceme nt costs Total Costs Fare Box Revenue PD & ADVT Total Revenue Net Cash flow for IRR Total % DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

241 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS Table 11.5 (b) Financial Internal Rate of Return Haryana Portion (With Central Taxes) Figs in cr. (Rs.) Year Completio n Cost Addl. Capital Running Expenses Replacement costs Total Costs Fare Box Revenue PD & ADVT Total Revenue Net Cash flow for IRR Total % DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

242 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS The various sensitivities with regard to increase/decrease in capital costs (with taxes), O&M costs and revenues are placed in Table 11.6 below: - 10% increase in capital cost Delhi Portion CAPITAL COSTS Table 11.6 FIRR Sensitivity Bhadurgarh Portion (Total Cost) CAPITAL COSTS 20% 10% decrease 10% 20% decrease in capital increase in increase in in capital cost capital cost capital cost cost 20% increase in capital cost 10% decrease in capital cost 20% decrease in capital cost 5.41% 4.84% 6.74% 7.55% 1.69% 1.14% 2.95% 3.69% 20% decrease in revenue 10% decrease in revenue REVENUE 10% increase in revenue 20% increase in revenue 20% decrease in revenue 10% decrease in revenue REVENUE 10% increase in revenue 20% increase in revenue 3.29% 4.77% 7.16% 8.16% -1.01% 0.87% 3.48% 4.54% O&M COSTS O&M COSTS 10% increase in O&M cost 5.68% 10% decrease in O&M cost 6.38% 10% increase in O&M cost These sensitivities have been carried out independently for each factor Financing Options Involvement of the Government: - 10% decrease in O&M cost 1.77% 2.78% Rail based mass transit systems are characterised by heavy capital investments coupled with long gestation periods leading to low financial rates of return although the economic benefits to the society are immense. Government contribution is essential to keep debt-serving levels low with a view to maintaining overall sustainability of the system. Government involvement also generates considerable amount of confidence in other players involved in the process of construction & operation Since the governing objective of setting up these systems is social the fares are set at levels which are publicly and politically acceptable thus setting in the vicious cycle of deficits leading to a fallback on subsidies/government support Financing of Bahadurgarh Metro: - The portion of the corridor within Delhi area to Bahadurgarh border should be funded on the same pattern as that of Phase-II/III. For the Delhi portion, DDA should contribute 4.26% of the total cost as grant since the extension passes through DDA area. The same is in line with the approved funding for Phase-III by EGOM. The corridor falling in Haryana should be basically funded on the same pattern as NOIDA/Gurgaon/Faridabad. Since this is being provided at the specific request of HUDA, it is proposed that the cost of all construction and systems except Rolling Stock should be provided by Haryana Government (80%) and GOI (20%) as DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

243 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS Grant. Moreover, land should be made available free from all encumbrances when the project starts. DMRC will provide the rolling stock required to carry the passenger on the system. Since the FIRR is low i.e., 2.29%, HUDA should permit DMRC to exploit the Depot land for PD RECOMMENDATIONS The project is viable since the FIRR for a period of 30 years period including construction is comes out to 6.04% for Delhi portion and 2.29% for the Haryana portion. However, on the DMRC s cost (Rolling Stock + Subordinate Debt towards Central Taxes repayable by DMRC) the project FIRR worked out to 11.35%. This return on DMRC s cost is not adequate. Hence Haryana Government should provide additional 2 Ha. of land free of cost to DMRC for Property Development. Considering the positive FIRR of Delhi Portion and Haryana portion as well as social considerations of requirement of reliable public transport, it is recommended for its implementation provided Haryana government agrees to share the operating losses, if any, during the first 30 years of operation. The funding proposed is as under: - A) Delhi Portion: - Since Delhi Portion is extension of Phase-III and shall be funded on the pattern of Phase-III funding pattern is shown in Table 11.7 below: - Table 11.7 Funding Pattern of Delhi Portion Rs/Crore Particulars Total Less; Net PD Amount Equity by GOI & GNCTD % Grant by DDA % Grant by Haryana Government % Interest Free S.D for Land & CT by GOI & GNCTD % 1.40% JICA Loan % Property Development % Total % The state taxes amounting to Rs crore at Jan-2011 price level has to be exempted or reimbursed to DMRC. In the case of JICA not coming forward to fund the said extension, Rs.355 crore has to be provided as domestic loan from IIFCL etc as per Phase-III with interest subsidy and GOI guarantee. Similarly, in case the estimated PD fund of Rs. 168 crore is not generated, GOI & GNCTD have to contribute the same as equity to DMRC. B) Haryana Portion: - This project can be taken up as deposit work as per the funding plan shown in table 11.8 below: - DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

244 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS Table 11.8 Funding Pattern of Haryana Portion Rs/Crore Grant by GOI (20% on 610/- Crore) % Grant by HUDA (80% on 610/- Crore) % RS by DMRC % SD for CT by GOI (80%) % SD for CT by HUDA (20%) % Land free by HUDA % Total % The state taxes amounting to Rs crore at Jan-2011 price level has to be exempted or reimbursed to DMRC. The cash flow statements are as per enclosed Tables, 11.9 (Delhi Portion), (Haryana Portion Total Cost) (PD Annuity) and ((Haryana Portion DMRC cost only). DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

245 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

246 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16

247 CHAPTER 11: FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING OPTIONS DETAILED PROJECT REPORT FOR EXTENSIUON OF METRO FROM MUNDKA TO BAHADURGARH April, /16