24/08/2021

UPDATED DETAILED PROJECT REPORT

(PCMC TO NIGDI –Corridor 1A)
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

TABLE OF CONTENTS

I. SALIENT FEATURES 1

II. EXECUTIVE SUMMARY 7

0.1 INTRODUCTION 7
0.2 EXISTING TRANSPORTATION SYSTEM 7
0.3 TRAVEL DEMAND FORECAST 7
0.4 TRAIN OPERATION PLAN 8
0.5 SYSTEM SELECTION 10
0.6 TECHNOLOGY SELECTION 10
0.7 CIVIL ENGINEERING 12
0.8 ENGINEERING SURVEY 13
0.9 GEOTECHNICAL INVESTIGATIONS 14
0.10 ROUTE ALIGNMENT 14
0.11 UTILITY DIVERSION 15
0.12 LAND REQUIREMENT 16
0.13 INTERMODAL INTEGRATION 16
0.14 POWER SUPPLY SYSTEM AND POWER REQUIREMENT 17
0.15 MAINTENANCE DEPOT 19
0.16 SOCIAL AND ENVIRONMENTAL IMPACT ASSESSMENT 19
0.17 DISASTER MANAGEMENT & SECURITY MEASURES 20
0.18 DETAILED PROJECT COST ESTIMATES 20
0.19 TRANSIT ORIENTED DEVELOPMENT 21
0.20 SHARING OF CESS ON STAMP DUTY 22
0.21 FINANCIAL ANALYSIS 23
0.22 FINANCIAL PLAN 24
0.23 ECONOMIC ANALYSIS 25
0.24 IMPLEMENTATION PLAN 25

1. A PROFILE OF THE CITY 27

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page III
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

1.1 HISTORY 27
1.2 GEOGRAPHY 27
1.3 DEMOGRAPHIC AND SOCIO ECONOMIC PROFILE 28
1.4 URBAN LAND USE STRUCTURE / ACTIVITY DISTRIBUTION 34

2. EXISTING TRANSPORTATION SYSTEM IN THE CITY 41

2.1 INTRODUCTION 41
2.2 VEHICULAR GROWTH AND COMPOSITION 41
2.3 ROAD NETWORK CHARACTERISTICS 42
2.4 MAJOR TRANSPORT NODES 42
2.5 TRAFFIC MANAGEMENT INCLUDING PARKING MANAGEMENT 47
2.6 TRAFFIC CHARACTERISTICS 49
2.7 TRAFFIC SAFETY 51
2.8 INTERMEDIATE PUBLIC TRANSIT (IPT) SYSTEM 51
2.9 PUBLIC TRANSPORTATION SYSTEM 51
2.10 PAST PROPOSALS FROM CMP/CTTS/TRANSPORT MASTER PLAN 52
2.11 ISSUES AND PROSPECTS 56

3. TRAVEL CHARACTERISTIC AND DEMAND ESTIMATE 57

3.1 PREAMBLE 57
3.2 OBJECTIVE AND SCOPE OF TRAFFIC STUDY 58
3.3 SECONDARY DATA 60
3.4 PRIMARY TRAFFIC SURVEYS 60
3.5 PEAK HOUR PASSENGER TRIPS 66
3.6 REVIEW OF CMP - TRAFFIC SURVEYS & ANALYSIS 67
3.7 SOCIOECONOMIC CHARACTERISTICS 70
3.8 TRAVEL CHARACTERISTICS 75
3.9 TRAVEL DEMAND ANALYSIS 76
3.10 FUTURE TRAVEL DEMAND SCENARIOS 89

4. SYSTEM AND TECHNOLOGY SELECTION 94

4.1 TECHNOLOGY 94

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page IV
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

4.2 MODE SELECTION 101

4.3 SYSTEM SPECIFICATION TO BE ADOPTED FOR CORRIDOR 102

5. CIVIL ENGINEERING AND ALIGNMENT DETAILS 106

5.1 ALIGNMENT DESCRIPTION 106
DESIGN NORMS 118
GEOMETRIC DESIGN OF CORRIDOR INCLUDING PLAN/PROFILE 125
IDENTIFICATION OF EXISTING SERVICES/UTILITIES 125
5.5 LAND REQUIRED FOR CORRIDOR 131
5.6 SUMMARY OF LAND REQUIREMENTS 133
5.7 PRINCIPLES OF TRAFFIC DIVERSION PLAN 134

6. STATION PLANNING 136

6.1 INTRODUCTION 136
6.2 STATION LOCATIONS 141
6.3 STATION PLANNING AND DESIGN 154
6.4 PLATFORM SIZING AND EGRESS CALCULATIONS 158
6.5 DISABLED FRIENDLY FEATURES 186

7. INTERMODAL INTEGRATION 206

7.1 INTERMODAL INTEGRATION WITH EXISTING MODES 208
7.2 FEEDER SERVICE 211
7.3 PHYSICAL INFRASTRUCTURE REQUIREMENT FOR INTEGRATION WITH OTHER MODES 215
7.4 INSTITUTIONAL INTEGRATION 215
7.5 PHYSICAL INTEGRATION 216
7.6 FARE INTEGRATION 216
7.7 OPERATIONAL INTEGRATION 216
7.8 TECHNOLOGY INTEGRATION 217
7.9 PUBLIC BICYCLE SHARING SCHEME 217
ANNEXURE 1 218

8. TRAIN OPERATION PLAN 222

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page V
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

8.1 SYSTEM OPERATION APPROACH 222

8.2 STATION YARD PLANNING 223
8.3 TRAIN OPERATION 223
8.4 VEHICLE KILOMETER 239
8.5 YEAR-WISE RAKE REQUIREMENT 240
8.6 STABLING REQUIREMENT 240

9. SIGNALLING AND TELECOMMUNICATION SYSTEM 241

9.1 SIGNALLING SYSTEM 241
9.2 TELECOMMUNICATION 247
9.3 PLATFORM SCREEN DOORS 254

10. AUTOMATIC FARE COLLECTION SYSTEM 255

10.1 OVERVIEW 255

11. ROLLING STOCK 260

11.1 INTRODUCTION 260

12. POWER SUPPLY AND TRACTION 273

12.1 SELECTION OF TRACTION SYSTEM 273
12.2 TOTAL PROJECTED POWER DEMAND 273
12.3 NEED FOR HIGH RELIABILITY OF POWER SUPPLY 277
12.4 SOURCES OF POWER SUPPLY 278
12.5 AUXILIARY SUPPLY ARRANGEMENTS FOR STATIONS AND DEPOT 280
12.6 ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTROMAGNETIC COMPATIBILITY (EMC) 281
12.1 25KV FLEXIBLE OVERHEAD EQUIPMENT (OHE) SYSTEM 281
12.2 RATING OF MAJOR EQUIPMENT 282
12.3 STANDBY DIESEL GENERATOR (DG) SETS 282
12.4 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM 283
12.5 SOLAR ENERGY HARNESSING SYSTEM 283
12.6 ENERGY SAVING MEASURES 284
12.7 ELECTRIC POWER TARIFF 285

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page VI
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

13. MAINTENANCE DEPOT 286

13.1 DEPOT LOCATION AND NUMBER 286
13.2 APPROACH TO MAINTENANCE 286
13.3 ROLLING STOCK MAINTENANCE NEEDS 287
13.4 INSPECTION REQUIREMENTS AT DEPOT 288
13.5 DESIGN OF DEPOT-CUM-WORKSHOP 289
13.6 LIST OF PLANTS & EQUIPMENT AT DEPOT-CUM-WORKSHOP 291
13.7 DESIGN OF DEPOT INFRASTRUCTURE FACILITIES 292
13.8 OPERATIONAL FEATURES 295

14. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT 298

14.1 PREAMBLE 298
14.2 OBJECTIVE OF ENVIRONMENT IMPACT ASSESSMENT 299
14.3 SCOPE OF THE STUDY 299
14.4 METHODOLOGY 299
14.5 APPLICABLE LEGAL FRAMEWORK AND POLICIES 300
14.6 AMBIENT AIR QUALITY, NOISE AND WATER QUALITY STANDARDS 307
14.7 DRINKING WATER SOURCE (WITH CONVENTIONAL TREATMENT) 309
14.8 DRINKING WATER SOURCE (WITHOUT CONVENTIONAL TREATMENT) 309
14.9 PROPAGATION OF WILDLIFE 309
14.10 IRRIGATION, INDUSTRIAL COOLING, CONTROLLED WASTE 309
14.11 DESCRIPTION OF THE ENVIRONMENT 311
14.11.1 LOCATION AND PHYSIOGRAPHY 312
14.11.5 METEOROLOGY 316
14.11.6 AIR QUALITY, WATER QUALITY AND NOISE 319
14.12 DEMOGRAPHIC PROFILE 328
14.13 ENVIRONMENTAL & SOCIAL IMPACTS 329
14.13.1 COMPONENTS OF IMPACT ASSESSMENT 329
14.14 ENVIRONMENTAL MANAGEMENT PLAN 345
14.15 ENVIRONMENTAL BUDGET 357

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page VII
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

14.16 CONCLUSION & RECOMMENDATION: 358

14.17 SOCIAL IMPACT ASSESSMENT 359
14.18 SCOPE & OBJECTIVES OF THE PROJECT 359
14.19 APPROACH AND METHODOLOGY 360
14.20 PROJECT BENEFITS AND BENEFICIARIES 361
14.21 SOCIAL AND RESETTLEMENT IMPACTS 362
14.22 LEGAL STATUS OF THE OWNERSHIP OF THE PROPERTIES/ STRUCTURES 365
14.23 APPICABLE RESETTLEMENT POLICY AND REGULATIONS 368
14.24 COMMUNITY CONSULTATION AND STAKEHOLDER ANALYSIS 375
AVOIDANCE OF THE DEMOLITION OF RELIGIOUS PROPERTIES 378
14.25 TOTAL R & R COST 378

15. DISASTER MANAGEMENT MEASURES 381

15.1 INTRODUCTION 381
15.2 NEED FOR DISASTER MANAGEMENT MEASURES 381
15.3 OBJECTIVES 381
15.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THE DISASTER MANAGEMENT
MEASURES 382
15.5 AUTHORITIES TO BE CONTACTED IN CASE OF DISASTER - PROVISIONS UNDER DISASTER
MANAGEMENT AUTHORITY 382
15.6 PROVISIONS AT METRO STATIONS/ OTHER INSTALLATIONS 385
15.7 PREPAREDNESS FOR DISASTER MANAGEMENT 389
15.8 SECURITY MEASURES IN METRO 389

16. DETAILED PROJECT COST ESTIMATE 394

INTRODUCTION 394
CAPITAL COST ESTIMATE – PUNE METRO LINE 394
16.2 CIVIL ENGINEERING WORKS 396

17. TRANSIT ORIENTED DEVELOPMENT PLAN 401

17.1 TOD - OBJECTIVES 401
17.2 NATIONAL TOD POLICY, UTTIPEC 402

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page VIII
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

17.3 TOD PROPOSAL FOR PUNE METRO CORRIDOR 1A: PCMC TO NIGDI 403
17.4 INVENTORY (WITHIN 500 M EITHER SIDE) & OVERALL ACTIVITY PATTERN 405
17.5 ASSESSMENT OF DEVELOPMENT POTENTIAL 407
17.6 LAND VALUE ASSESSMENT & REVENUE POTENTIAL 415
17.7 PPP POTENTIAL 418
17.8 IMPACT ASSESSMENT OF TOD PROPOSAL 419
17.9 IMPLEMENTATION MECHANISM 420

18. FINANCIAL ANALYSIS AND NON FARE BOX REVENUE ASSESSMENT 424
18.1 INTRODUCTION 424
18.2 REVENUE 428
18.3 FINANCIAL INTERNAL RATE OF RETURN 435
18.4 FIRR SENSITIVITY 435
18.5 FUNDING OPTIONS 436
18.6 FINANCING OPTIONS 436
EXHIBIT- 1 - GOVERNMENT RESOLUTION NO.PMR-3313/C.R.29/UD-7 AND LETTER DATED 29TH OCTOBER
2013 439
EXHIBIT 2 – PROJECT IRR 446

19. ECONOMIC ANALYSIS 447

19.1 INTRODUCTION 447
19.2 SCOPE AND OBJECTIVES 447
19.3 APPROACH AND METHODOLOGY FOR THE ANALYSIS 448
19.4 ESTIMATION OF ECONOMIC PROJECT COST OF MRTS 449
19.5 ECONOMIC BENEFITS OF MRTS 451
19.6 ECONOMIC ANALYSIS – EIRR & NPV FOR 30 YEARS 454
19.7 SENSITIVITY ANALYSIS 454
19.8 OUTCOME ON ECONOMIC VIABILITY 455

20. IMPLEMENTATION PLAN 457

20.1 IMPLEMENTATION ON DELHI METRO MODEL 458
20.2 ORGANISATIONAL SET-UP OF SPV 458

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page IX
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

20.3 CONTRACTS 459

20.4 EMPOWERED COMMITTEE 460
20.5 EMPOWERED GROUP OF MINISTERS (EGOM) 461
20.6 CONCESSIONS FROM GOVERNMENT 461
20.7 NEED FOR DEDICATED FUND FOR METRO PROJECTS 461

21. LIST OF APPROVALS REQUIRED FOR PROJECT IMPLEMENTATION 463

21.1 PROJECT FEASIBILITY / PRE-SANCTION STAGE 463
21.2 SANCTION STAGE - LAY OUT PLAN/ LOCAL AREA PLAN/ URBAN DESIGN PLAN 463
21.3 SANCTION / BUILDING PERMIT STAGE 463
21.4 CONSTRUCTION STAGE 464
21.5 COMPLETION CUM OCCUPANCY CERTIFICATE STAGE 464

22. RISK ASSESSMENT 465

22.1 BEFORE CONSTRUCTION 465
22.2 DURING CONSTRUCTION 466
22.3 DURING OPERATION 467

23. SAFETY 468

23.1 ENSURING SAFETY DURING CONSTRUCTION 468
23.2 ENSURING SAFETY DURING OPERATION 468

24. CONCLUSION AND RECOMMENDATION 470

25. CHECKLIST 472

26. ANNEXURE 1 – GEOTECHNICAL REPORT 476

26.1 INTRODUCTION: 476
26.2 SITE LOCATION: 476
26.3 PROPOSED CONSTRUCTION: 476
26.4 SCOPE OF SERVICES: 476
26.5 FIELD WORK: 476
26.6 SUB SOIL PROFILE 477
26.7 GROUND WATER LEVEL: 478

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page X
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

26.8 LABORATORY TESTING: 478

26.9 ENGINEERING ANALYSIS: 478
26.10 CONCLUSIONS & RECOMMENDATIONS: 479
26.11 MODULUS OF SUBGRADE REACTION: 480

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XI
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

LIST OF FIGURES

Figure 1 : Pune location map 28

Figure 2 : spatial distribution of Population in PCMC 29
Figure 3 : Spatial distribution of Density in PCMC, 2011 30
Figure 4 : Chronological expansion of Pune 32
Figure 5 : Spatial pattern of growth in PCMC Region 33
Figure 6 : Location of PCMC in Pune Region (left) and Administrative wards in PCMC (Right) 34
Figure 7 : Existing Land Use Map of PCMC 35
Figure 8 : Proposed FAR as per existing DCR in PCMC 36
Figure 9 : Existing FSI usage in PCMC 36
Figure 10 : Spatial distribution of jobs in PCMC 37
Figure 11 : Activity Location in PCMC 38
Figure 12 : Proposed Land use of PCMC as per DP 39
Figure 13 : Proposed Road Network in PCMC 40
Figure 14 : Map of Main Highway Roads from Pune to other Major Cities 42
Figure 15 : Map of Major Transportation Nodes in and around Pimpri chichwad City 43
Figure 16 : Map of phase 1 Pune Metro Project 45
Figure 17 : Pune Metro Project Corridors 46
Figure 18 : Vehicluar Composition in PCMC, 2018 50
Figure 19 : Recommended Mass Transit Corridors in 2028 (CMP, 2018) 54
Figure 20 : Traffic survey Locations 59
Figure 21 : Traffic Survey Locations: PCMC – Nigdi Section 62
Figure 22: Traffic composition : PCMC – Nigdi section 63
Figure 23 : Average Waiting Time at Bus Depot 64
Figure 24 : Access Mode Split 65
Figure 25 : Dispersal Mode Split 65
Figure 26 : Willingness to Pay more for Metro 66
Figure 27 : Existing Peak Hour Passenger Trips on PCMC- Nigdi section (Right) 66
Figure 28 : Age Wise Population Distribution in PMC and PCMC 71
Figure 29 : Broad Framework for Transport Demand Modelling 77
Figure 30 : Model structure as defined in CUBE 78
Figure 31 : Study area (Left) and Zonal Map of Study area (Right) 79
Figure 32 : Road Network of the Study Area 82
Figure 33 : Public Transport Route Network of the Study Area 82
Figure 34 : Proposed Metro Corridors 83
Figure 35 : Application of Four Stage Travel Demand Model 88
Figure 36 : Proposed Alignment: Nigdi - Swargate Metro Corridor 90
Figure 37 : Public transport system comparison graph (6 standees/sq.m.) 94
Figure 38 : Bogota Transmilenio 95
Figure 39 : Transjakarta in Jakarta, Indonesia 95
Figure 40 : Berlin streetcar, Germany 96
Figure 41 : Toronto streetcar 96
Figure 42 : . Grenoble tram, France Figure 43 : Barcelona Tram, Spain 96
Figure 44 : Stuttgart Stadt Bahn, Germany 97

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XII
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Figure 45 : Manchester Metro-Link 97

Figure 46 : Line T4 in Paris (Source : Wikipedia1) 97
Figure 47 : Stuttgart Stadtbahn, Germany Figure 48 : . Manchester Metro-Link 97
Figure 49 : Lyon Metro, France 98
Figure 50 : Nippori-Toneri Liner, Tokyo, Japan 3 98
Figure 51 : Paris Metro line 14, France 98
Figure 52 : Shanghai Metro, China 98
Figure 53 : Frankfurt S-Bahn, Germany 99
Figure 54 : Paris RER, France 99
Figure 55 : Corridor 1A – PCM to Nigdi Analysis of corridor options 107
Figure 56 : Precast Segmental Box-Girder Viaduct - 2 Track Structure 108
Figure 57 : Precast Segmental Box-Girder Viaduct - 2 Track Structure – Delhi Metro 108
Figure 58 : RC Pier cap for Segmental Box-Girder Viaduct 110
Figure 59 : RC Pier cap for Segmental Box-Girder Viaduct 110
Figure 60 : Launching Girder – Precast segmental Box Girder Construction 111
Figure 61 : Launching Girder – Precast Segmental Box Girder Construction 111
Figure 62 : Segments Casting in precast yard 113
Figure 63 : Segments Stacking in precast yard 114
Figure 64 : Transporting of Precast Segments from precast yard 114
Figure 65 : Location of affected Land Required For Corridors 130
Figure 66 : Broad methodology for preparing the traffic diversion plans 135
Figure 67 : Heritage map of Pune 140
Figure 68 : PCMC to Nigdi corridor 142
Figure 69 : Entry/Exit of Station 1 (Chinchwad) 145
Figure 70 : Proposed FOB from Metro Station to Railway Station 145
Figure 71: Cross-section at Chinchwad Station 146
Figure 72: Entry/Exit at Akurdi Station 148
Figure 73: Road Cross-section at Akurdi station 149
Figure 74: Entry/Exit at Nigdi station 151
Figure 75: Proposed skywalk at Nigdi station 152
Figure 76: Road Cross-section at Nigdi station 153
Figure 77 : Levels of Service categories (Source: Pedestrian Planning and Design, 1971) 156
Figure 78 : Levels of Service by type (Source: Pedestrian Planning and Design, 1971) 156
Figure 79 : Ticket vending machines at stations 168
Figure 80 : Ticket offices at stations 168
Figure 81 : Advertisements at stations 172
Figure 82 : Advertisements at stations 173
Figure 83 : Advertisements on station platforms 173
Figure 84 : Advertisements on station platforms 174
Figure 85: Station branding at companypady station of Kochi Metro (Right) and ITO Metro Station of
DMRC (Left) 176
Figure 86: Reference image for contemporary brand identity of a metro station (Exterior) 177
Figure 87: Reference image for contemporary brand identity of a metro station (right and Middle) &
Logo of Pune Maha Metro (Left) 177
Figure 88: Reference image for use of column in defining the brand identity of a metro station 178
Figure 89 : Elevated station: type I (Source: Systra 2018) 180

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XIII
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Figure 90 : Room schedule for station 181

Figure 91 : Cross section of elevated typical elevated station (Source : Systra 2018) 182
Figure 92 : Station entries to be covered in the rain prone area 183
Figure 93 : Station can be designed Semi-Open for Lighting, Ventilation and keeping the station mass
lighter 184
Figure 94 : Glasses used for natural light from sides and Skylight from roof 184
Figure 95 : Structural Glazing used for natural lighting 185
Figure 96 : Stations can be designed to create a landmark in the fast-developing city 185
Figure 97 : Way finding signage and International Symbol of accessibility 190
Figure 98 : Guiding paver and warning paver 192
Figure 99 : Signage for accessible washroom 199
Figure 100 : Access Modes to the Transit Station 207
Figure 101 : Approach of Safe Access 208
Figure 102 : Proposed Stations along PCMC-Nigdi 209
Figure 103 : Proposed Feeder Bus Routes from Metro Stations 213
Figure 104 : Example for Interior view of the car** 267
Figure 105 : Example for view of the passenger door** 267
Figure 106 : Example view of the driving cab 268
Figure 107 : Typical high voltage receiving sub-station 280
Figure 108 : Typical Indoor Auxiliary Sub-station 281
Figure 109 : Depot Layout 297
Figure 110 : Pune district map 313
Figure 111 : Geomorphology map of Pune District 314
Figure 112 : Landuse Landcover map of Pune District 315
Figure 113 : Landuse Landcover Statistics of Pune District 316
Figure 114 : Windrose Diagram of Pune District for 8.30 Hrs 318
Figure 115 : Windrose Diagram of Pune District 319
Figure 116 : Ambient Air Quality Index at PCMC 321
Figure 117 : River map of Pune District 324
Figure 118 : A view of people’s participation during census survey and public consultation along the
project road corridor near bhakti shakti (Top ), Chinchwad Railway station (Bottom) 376
Figure 119 : Transit Oriented Development Facilities 401
Figure 120 : Approach for TOD Implementation of Maha Metro corridor 1a: PCMC to Nigdi) 405
Figure 121 : Administrative structure of TOD influence zone 406
Figure 122 : Existing Land use distribution of TOD influence zone 407
Figure 123 : Proposed development pattern for TOD influence area over 30 years 421
Figure 124: Road widening proposed while redevelopment 422

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XIV
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

LIST OF TABLES

Table 1 : Travel Demand Forecast For Pune Metro Phase-IA 8

Table 2 : Average Trip length (KM) 8
Table 3 : Headway And Capacity Provided For Nigdi To Swargate Section 9
Table 4 : Coach Requirement For Different Horizon Years 10
Table 5 : Broad Features Of Rolling Stock 12
Table 6 : Design Parameters 12
Table 7 : Horizontal Curve Parameters 13
Table 8 : Gradient Parameters 13
Table 9 : Vertical Curve Parameters 13
Table 10 : Station chainage 14
Table 11 : summary of type of stations Proposed 14
Table 12 : Utility Responsibility Departments 15
Table 13 : List of utilities affected 15
Table 14 : Total land requirement 16
Table 15 : Feeder Buses And Public Bicycle Requirement 17
Table 16 : Power Demand Estimation (MVA) 17
Table 17 : Abstract Of Cost Estimate 20
Table 18 : Estimated Annual Revenue From TOD 22
Table 19 : Year wise share of cess on stamp duty with Maha Metro 23
Table 20 : Project FIRR- Sensitivity Analysis 24
Table 22 : Population Trend in PCMC 30
Table 23 : Population Density in PCMC Region 31
Table 24 : Existing Land Use analysis of PCMC 35
Table 25 : Proposed Land Use distribution of PCMC as per Development Plan 39
Table 26 : Summary of Parking Management strategies 47
Table 27 : Yearly PMPL Passenger data (2013-2017) 52
Table 28 : Recommended Public Transport Network and system, 2038 (CMP 2018) 53
Table 29 : Traffic survey locations : PCMC – Nigdi Section 61
Table 30 : Peak hour traffic count on PCMC to Nigdi Section 63
Table 31 : Passenger Vehicle Occupancy 63
Table 32 : Daily Traffic at Cordon Lines 67
Table 33 : Daily Traffic at Screen Lines (16 Hr.) 68
Table 34 : Traffic on Mod-Blocks (16 Hr.) 69
Table 35 : Past Trends of Population Growth 70
Table 36 : Compound Annual Growth Rate (CAGR) of Population 70
Table 37 : Age wise Population Distribution in PMC and PCMC 71
Table 38 : Literacy Rate in PMC and PCMC 72
Table 39 : Distribution of Population by Education Level 72
Table 40 : Distribution of Population by Employment 73
Table 41 : Distribution of Household by Size 73
Table 42 : Distribution of Households by Income 74
Table 43 : Distribution of Vehicle Ownership 74
Table 44 : Distribution of Trip Purpose 75

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XV
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Table 45 : Mode wise Distribution of Trips 75

Table 46 : Mode wise Trip Length (Km) 76
Table 47 : Study Area Population Forecast 80
Table 48 : Highway Links and Characteristics 80
Table 49 : Different Transport Network Scenarios 84
Table 50 : Trip Generation Models 85
Table 51 : Gravity Model Parameters 85
Table 52 : Modal Split Model Parameters 86
Table 53 : Modal Split Model Parameters 87
Table 54 : Adopted Fare 89
Table 55 : Peak Hour Station Loads on Nigdi - Swargate Corridor (Scenario 1A) 91
Table 56 : Peak Hour Section Loads - Nigdi-Swargate Corridor 92
Table 57 : Summary of Patronage Forecast 93
Table 58 : Incremental Daily Patronage due to Nigdi – PCMC Corridor 93
Table 59 Details of boreholes along the section 117
Table 60 Summary of geological units 118
Table 61: Design Values Summary 121
Table 62 : Organisations/Departments with concerned utility services in Pune 126
Table 63 : Number of Overground affeted due to metro alignment 127
Table 64 : Details of utility affected at Bhakti shakti chowk due to Metro alignment 128
Table 65 : Lands For Stations & Traffic Integration 131
Table 66 : Land Requirement Running Section 132
Table 67 : Land identified for Property Development 133
Table 68 : Summary of Permanent Land Requirement (sqm) 133
Table 69 : Sequence of stations in Phase 1A (PCMC to Nigdi) 141
Table 70: Station boarding in design year on Phase 1A (Source: Systra, 2018) 157
Table 71: Station alighting in design year on Phase 1A 157
Table 72 : Standards for egress calculation 158
Table 73 : Platform occupant load 159
Table 74: Station Facilities accommodation 167
Table 75: Details of station types 186
Table 76: Connectivity with Other Public Transport Systems 210
Table 77: Feeder Bus System for Metro Corridor 214
Table 78: Bicycle Sharing Scheme (PCMC-Nigdi Corridor) 217
Table 79: Stations on line 1, including corridors 1 extension (PCMC to Nigdi) 222
Table 80 : summary of ridership and PHPDT for Corridor 1A 223
Table 81 : Boarding- Alighting figures for – Nigdi-Swargate Corridor 224
Table 82 : Sectional Traffic Demand for horizon years 225
Table 83 : Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate), 2023 227
Table 84 : Demand (PHPDT) and Capacity Chart - Corridor-1 Phase 1A (Nigdi- Swargate), 2033 229
Table 85 : Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate), 2043 231
Table 86 : Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate), 2053 233
Table 87: capacity Provided for line 1 234
Table 88: capacity Provided for line 1 235
Table 89 : Hourly Train Operation Plan- (Nigdi-Swargate), 2023, 2033 235
Table 90 : Hourly Train Operation Plan- (Nigdi-Swargate), 2043, 2053 236

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XVI
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Table 91 : Vehicle Kilometer 239

Table 92: Rake Requirement 240
Table 93: Standards of Signalling System 244
Table 94: Standards of Telecommunication System 252
Table 95: Standards to be adopted for AFC systems 257
Table 96: Station Equipment Requirement (Tentative) 259
Table 97: Size of the coach 260
Table 98: Carrying Capacity of Medium Rail Vehicles 260
Table 99: Weight of Metro Rail Vehicles (tons) 261
Table 100: Salient features of Rolling Stock for MRT’s parameter details 270
Table 101: Power Demand (MVA) for PCMC-Nigdi extension 274
Table 102: Deatiled Power Estimation for PCMC-Nigdi extension 274
Table 103 : Auxillary and Traction Power spply requirements till year 2053 275
Table 104 : Total power requirement for complete corridor – Nigdi-Swargate 277
Table 105: Sources of Power Supply 278
Table 106: Power demand projection for various sources 279
Table 107: Maintenance schedule 287
Table 108: Train cleaning schedule 288
Table 109: List of Plants & Equipments at Depot- Cum-Workshop 291
Table 110 : List of stations in Phase 1A 298
Table 111 : Summary of Environment Legislation Applicable for this Project 305
Table 112 : National Ambient Air Quality Standards (NAAQS) 307
Table 113 : National Ambient Noise Quality Standards 308
Table 114 : Use Based Classification of Surface Waters in India 309
Table 115 : Indian Standards for Drinking Water-Specification BIS:IS 10500:2012 310
Table 116 : District wise distribution of the project alignment 312
Table 117 : Rainfall for last five years in Pune District (in mm) 317
Table 118 : Met Data, Pune (1981-2010) 317
Table 119 : Ambient Air Quality of Pune District 320
Table 120 : Ambient Noise Quality 322
Table 121 : Physico-chemical Characteristics Ground Water Monitoring 325
Table 122 Physico-chemical Characteristics Surface Water Monitoring 326
Table 123 : Summary of Girth Wise Trees Impacted Along the Project Stretch 328
Table 124 Affected Population 328
Table 125 Population Density 329
Table 126: Summary of environmental impacts and mitigation measures 335
Table 127 : Potential Environmental Impacts of Project 338
Table 128: Environmental Assessment Checklist for Environmental & Social Sensitivity of Project 339
Table 129 : Environmental Assessment Checklist for Climate Change and Disaster Risk of Project 344
Table 130 : Environmental Management Plan (EMP) 348
Table 131 : Environmental Monitoring Plan 354
Table 132: Environmental Management Cost Construction & Operation Phase 357
Table 133 : Summary of Project Impacts 362
Table 134 : Land Acquisition details 363
Table 135 : Distance of affected structures from Centreline 364
Table 136 : Ownership of Properties to be affected 364

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XVII
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Table 137 : Type of Construction of Private Structures 364

Table 138 : Type of Private Properties to be Affected 365
Table 139 : Type of Government Properties to be Affected 365
Table 140 : : Entitlement of Properties 365
Table 141 : Impact Level on Structures 366
Table 142 : Number of Affected Households 366
Table 143 : Religious Categories of PAHs along the Project 367
Table 144 : Social Stratification of PAHs along the Project 367
Table 145 : Type of family of PAHs along the Project 367
Table 146 : Occupation Pattern of PAHs along the Project 368
Table 147 : Summary of Consultation Sessions 375
Table 148:Issues raised and responses 376
Table 149 : R&R COST 378
Table 150 : Capital cost estimate of Pune Metro Phase 1A (@FY 2019 Price Levels) 394
Table 151 : Detailed Tax estimate at FY 19 prices for the extension of Pune Phase 1A 398
Table 152 : Summary of Commercial Development Potential as a result of TOD Policy application
(Case I Commercial FAR -4) 412
Table 153 : Summary of Commercial Development Potential as a result of TOD Policy application
(Case II Commercial FAR -3) 413
Table 154 : Summary of Residential Development Potential as a result of TOD Policy application 414
Table 155 : Premium Collection area summary (Case I – Commerical FAR 4) 416
Table 156 : Premium Collection area summary (Case II – Commercial FAR 3) 417
Table 157 : Per year premium earned by Maha Metro 418
Table 158 : Land Value from Property Development 419
Table 159 : Summary of Road Widening Requirement as part of TOD Proposal 422
Table 160 : Summary of land acquisition cost for road widening 423
Table 161 : Project Cost Details 424
Table 162 : Project Cost Phasing 425
Table 163 : Per unit cost of repairs and Maintainance of DMRC (2010 prices) 426
Table 164 : Year wise summary of Operation and Maintainance expenses 427
Table 165 : Projected Metro Ridership 428
Table 166 : Average Trip length for incremental corridor 428
Table 167 : Fare structure 429
Table 168 : Fare structure Matrix 429
Table 169 : Year wise share of Premium with Maha Metro 430
Table 170 : Year wise share of cess on stamp duty with Maha Metro 431
Table 171 : Land value 432
Table 172 : Year wise occupancy rate of ststion boards on stations 433
Table 173 : Year wise occupancy rate of viaduct boards on stations 433
Table 174 :Year wise occupancy rate of ATM/Kioks on stations 434
Table 175 : Sumarry of Non farebox revenue 434
Table 176 : Capital Cost sensitivity analysis 435
Table 177 : Loan terms 437
Table 178 : Project Capital structure – SPV Mode loan @1.2% 437
Table 180 : Estimated Replacement Cost (Rs Crore) 450
Table 181 : Maintenance Cost 450

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XVIII
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Table 182 : Projected MRTS Daily Traffic Diverted from Different Modes 451
Table 183 : Details of Road User Cost adopted for the Study 452
Table 184 : Vehicle Category wise Passenger Travel Time (2019) - Urban Condition 453
Table 185 : Assumptions for Carbon Emission Estimation 453
Table 186 : : Unit Cost of Accidents 453
Table 187 : Estimation of Savings in Road Stress Reduction 453
Table 188 : Economic Cost-Benefit Analysis 454
Table 189 : Results of Sensitivity Analysis 455
Table 190 : Implementation Schedule of the project 458

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XIX
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

ABBREVIATIONS TABLE
AAC All Aluminum Conductor
AAI Airport Autorité of India
AAQ Ambient Air Quality
ABD Area Based Development
ADB Asian Development Bank
ADB Asian Development Bank
AFC automatic fare collection
ALG Advanced Launching Girder
APHA American Public Health Association
ASR Annual Statement of Rates
ATD Anti-Tensioning Device
ATO Automatic Train Operation
ATP Automatic Train Protection
ATS Automatic Train Supervision
BAU Business as Usual
BCD Basic Custom Duty
BEC Buried Earth Conductor
BHLS Bus With a High Level of Service
BIS Bureau of Indian Standard
BOCC Backup Operation Control Centres
BOH Back of House
BOT Build Operate Transfer
BRT Bus Rapid Transit
BS British Standard
CBD Central Bussiness District
CBTC Communication based Train Control System
CENELEC European committee for Electrotechnical standardization
CMP Comprehensive Mobility Plan
CO Carbon Monoxide
COI Corridor of Impact
CPCB Central Pollution Control Board
CPR Community Property Resource
CTTS Comprehensive Traffic and Transportation Study
CVRS Central Voice Recording System
CWR Continuous Welded Rail
DCF Discounted Cash Flow
DG Set Diesel Generating Set
DMC Driving Motor Car
DMRC Delhi Metro Rail Corporation

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XX
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

DP Development Plan
EFO Excess Fare Office
EGOM. Empowered Group of Ministers
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EMP Environmental Management Plan
ENPV Economic Net Present Value
EOCC Economic Opportunity Cost of Capital
FAR Floor Area Ratio
FC Forest Conservation
FIRR Financial Internal Rate of Return
FOB Foot Over Bridge
FRP Fire Resistance Period
FSI Floor Space Index
GC Generalized Cost
GOA Grade of Operation
GOI Government of india
GOM Government of Maharashtra
GPR Ground-penetrating radar
GPS Global Positioning System
HCMTR High Capacity Mass Transit Route
HDM Highway Design and Maintenance Standards Mode
HMI Human Machine Interface
IEC International Electrotechnical Commission
IEEE Institue of Electrical and Electronics Engineers
IMD India Meteorological Department
IPTs Intermediate Public Transport
IRR Internal Rate of Return
ISM Industrial Scientific Medical Radio Band
IT Information Technology
ITDP Institute for Transportation and Development Policy
ITES Information Technology Enabled Services
International Telecommunication Union – Telecommunication
ITU-T
Standardisation sector
JICA Japan International Cooperation Agency
LAA Land Aquisition Act
LAP Land Acquisition Plan
LBT Local Body Tax
LCCA Life Cycle Cost Analysis
LoS Levels of Service
LoS Level of Service

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XXI
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

LRT Light Rail Transit

LULC Land-use Land-Cover
LWR Lonf Welded Rail
MIDC Maharashtra Industrial Development Corporation
MOHUA Ministry of Housing and Urban Affairs
MOU Memorandum of Understanding
MoUD Ministry of Urban Development
MSRTC Maharashtra State Road Transport Corporation
NFPA National Fire Protection Association
NLO National Labour Organisation
NMT Non-Motorised Transport
NMS Network Management System
NMV Non-Motorised Vehicle
Nox Oxides of Nitrogen
NPV Net Present Value
OCC Operational Control Center
OD Origin-Destination
ODA Official development assistance
OPC Overhead Protection Cable
OHE Overhead Equipment
PBS Public Bike Sharing
PCMC Pimpri-Chinchwad Municipal Corporation
PCMT Pimpri Chinchwad Municipal Transport
PCNTDA Pimpri chinchwad New Town Development Authority
PCTR Per Capita Trip Rate
PCU Passenger Car Unit
PD Property Development
PD Property Development
PHPDT Per Hour Per Direction Traffic
PM Particulate Matter
PMPML Pune Mahanagar Parivahan Mahamandal Limited
PMT Pune Municipal Transport
PPE Personal Protective Equipment’s
PRT Personalised Rapid Transport
PSG Platform Screen Gates
PSD Platform Screen Doors
PST Power Supply & Traction
PF Platform
PT Public Transport
RCTM Recharge Card Terminal Machine
R&M Repairs And Maintenance

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XXII
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

R&R Rehabilitation and Resettlement

RAP Resettlement Action Plan
RAP Rehabilitatiob Action Plan
REJ Rail Expansion Joint
ROW Right of Way
RH Relative Humidity
SC Schedule Caste
SCADA Supervisory Control and Data Acquisition
SCR Station Control Room
SERF Shadow Exchange Rate Factor
SOx Oxides of Sulphur
SPV Special Purpose Vehicle
ST Schedule Tribe
TAZ Traffic Analysis Zone
TC Trailer Car
TDM Transportation Demand Management
TVC Traffic Volume Count
TVM Ticket Vending Machine
UPS Uninterrupted Power at Stations
Urban and Regional Development Plan formation and
URDPFI
Implementation
UV Ultra Violet
VOC Vehicle Operating Cost

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page XXIII
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

I. SALIENT FEATURES
i. GAUGE – 1435 mm
ii. Corridor & Route Length

CORRIDOR ELEVATED (KM) UNDERGROUND (KM) TOTAL LENGTH KM)

PCMC to Nigdi (Phase 1A)
(Extension of North South 4.413 0 4.413
corridor of Phase-1)

iii. Number of Stations

CORRIDOR ELEVATED UNDERGROUND TOTAL

PCMC to Nigdi (Extension of North South corridor of
3 NIL 3
Phase-1)

iv. Traffic Forecast

Maximum Ridership and PHPDT

Corridor Daily Ridership

2023 2033 2043 2053
Nigdi - 495,000 677,000 802,000 867,000
Swargate PHPDT
Corridor 2023 2033 2043 2053
14,450 19,480 23,690 25,600
Daily Ridership
2023 2033 2043 2053
Nigdi-PCMC 29,000 43,000 64,000 72,000
Corridor PHPDT
2023 2033 2043 2053
1480 1700 3390 3730

v. Station Planning
A typical design has been suggested for all three elevated stations and will form basis for planning
of the stations.

Type Station Type No. of stations Size (sq. m) Levels Construction Type
Without PD Elevated 2 21 x 140 3 Cantilever
With PD Elevated 1 21 x 140 4 Cantilever

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 1
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

vi. Intermodal Integration

Feeder bus service, Public Bicycle sharing, Parking and Pedestrian facilities have been proposed
for all the stations for intermodal connectivity.

vii. Train Operation Plan

The total number of Train car requirement to satisfy the traffic demand is given in the table
below. The quantity for Line-1(NS Corridor) of Phase 1 includes existing fleet of 75-cars for section
PCMC-Swargate.

Headway
Corridor Year No. of rakes Rake consist Total coaches
(Min.)
2025 2.9 30 3 90
2033 2.9 30 3 90
Nigdi- Swargate
2043 2.5 34 3 102
2053 2.5 36 3/6 108

viii. Speed
(A) Maximum Design speed : 90 kmph
(B) Maximum Operating Speed : 80 kmph
(C) Scheduled Speed : 33kmph

ix. Traction Power Supply

(A) Voltage: 25KV OHE
(B) Power Demand (MVA)

Year
Corridor
2023 2033 2043 2053
PCMC-NIGDI
Traction 0.7 MVA 0.9 MVA 1.0 MVA 1.1 MVA
Route Length – 4.413 km,
Number of Stations – 3
Auxiliary 1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA
(Elevated – 3)
PCMC-SWARGATE
Route Length – 17.8 km, Traction 6.5 MVA 8 MVA 9.2 MVA 9.5 MVA
Number of Stations – 14
(Elevated – 9, Underground Auxiliary 18.2 MVA 18.8 MVA 21.9 MVA 21.9 MVA
- 5)
Total Power Demand Traction 7.2 MVA 8.9 MVA 10.2 MVA 10.6 MVA
(NIGDI-SWARGATE) Auxiliary 19.3 MVA 19.9 MVA 23 MVA 23 MVA

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 2
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

(C) Sources of Power Supply

Two sources of power supply are there along the corridor one is 220kV Chinchwad SS near
PCMC and other is 132 kV Ganesh khind SS near agriculture college.

x. Rolling stock

S. No. Parameter Rolling Stock

3 Car basic unit 2DMC and 1 TC.
1 Basic Unit Every coach should be fully interchangeable with
any other coach of same type.
3- Car: DMC+TC+DMC
2 Train Composition 6- Car: DMC +TC +MC + MC + TC + DMC
Capable of GoA2 operation
3 Coach Dimensions L= 22.6m, W=2.9m, H= 3.9m
4 Coach construction Light weight Stainless Steel/Aluminum body
5 Axle load ≤16 T
6 Braking System Regenerative Braking
7 Propulsion system 3 phase drive system with VVVF control
8 Type of traction supply 25kV AC OHE system
*the exact length of cables from GSS to RSS will be provided after the cable route survey.

xi. Depots

Stabling capacity for 25 number of 3-car trains is already provisioned in phase-1 of existing Range
Hill Depot which needs to be suitably augmented.

xii. Signalling & Telecommunication

 Type of Signalling: adopting ‘CATC’ (Continuous Automatic Train Control System) based
on "CBTC" (Communication Based Train Control System) which includes ATP (Automatic
Train Protection), ATO (Automatic Train Operation) and ATS (Automatic Train
Supervision) sub-systems using radio communication between Track side and Train.
 Telecommunication system includes Fiber Optic System - Main Telecommunication
Bearer, Telephone System, Mobile Radio Communication, Centralized Clock System,
Passenger Announcement System, Centralized Clock System, Passenger Information
Display System, CCTV System, Access Control System, Network Monitoring and
Management, Forensic Debriefing Analysis and Cyber Security System.

xiii. Fare Collection

The AFC system for this phase shall be of contactless smart card & token type which will also
allow easy accounting. The System shall be capable for open loop transactions as well to further

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 3
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

integrate the mobility solution with the advancements in technology and to allow for seamless
transition from dedicated cards to common multi-use stored value fare media that can be used
for financial transactions such as making purchases at shops etc. as well as a fare media in the
system.

xiv. Environment And Social Impact Assessment

 Both negative and positive impacts associated with the proposed metro corridor during
various phases of project cycle have been identified. Metro will provide commuter
friendly and efficient transport system, thus will bring positive impact on the environnent.
 Along with that, few negative impacts would also take place during the pre-construction
(design) and construction phase eg. Approx. 342* Trees are falling within the propose
Right of Way/at the station locations.
 The total estimated environmental management cost for the proposed project is about
Rs. 1.79 Crore.
 The project will involve acquisition of 7446.35 square meter of land. Total of 49 structures
will be affected.
 Estimated cost of implementation of R&R Plan, land acquisition & dismantling and
Restoration of BRTS is Rs. 114.43 crore.

xv. Detailed Cost Estimate

The detaled cost estimate of the proposed extension line is given below,

S. No. Item Amount (INR Cr)

1 Alignment & Formation 163.28
2 Station Buildings
a Cost of civil structure (Including cost of one FOB) 80.68
b E&M Cost (Including Lift and Escalator) 24.00
3 Maintenance Depot 12.88
4 P-Way for main line and depot 29.13
5 Traction and Power Supply 33.10
6 Signalling 27.92
7 Telecommunication 13.50
8 Rolling Stock 120.00
9 Multi Modal Integration 9.00
10 Cost of Security 1.11

1
Approximatey, 342 no. of trees will be impacted due to the project. However, the no. of trees might be
less. Exact no. of trees will be identified at the time of joint verification with the concerned department.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 4R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

S. No. Item Amount (INR Cr)

11 Environment cost 1.79

12 Utility Shifting 26.48

Total Cost at FY 2019 price level (Excluding Land, R&R,
13 542.86
General Charges, Contingencies, Central & State Taxes)

14 General Charges @ 5% 27.14

15 Contingencies @ 3 % on Sr. No. 13 i.e. on Basic Cost 16.29

16 Total Cost at FY 2019 price levels incl. General Charges 586.29
and Contingencies (Excluding Land, R&R, Central & State
Taxes)
17 Central and State Taxes @ FY 2019 Price Level 79.28

18 Total Cost incl. General Charges, Contingencies, Central 665.57

and state Taxes @ FY '19 Price Levels (Excl. Land and
R&R)
19 Land 72.81
20 R&R 41.62

21 Total Cost incl. General Charges, Contingencies, Central 780.00

and state Taxes @ FY '19 Price Levels (Incl. Land and R&R)
22 Escalation at 5 % per annum on the above (S. No: 21) 107.66

23 Total Completion Cost incl. Land and R&R Costs 887.66

24 Interest During Construction (IDC) 11.02
25 Total Completion cost including IDC 898.68
26 PPP component (AFC) 11.50
27 Total Completion Cost 910.18

Note: FY 2019 Price Level is considered and the Prices are escalated till the completion
period to arrive at the completion cost. (Ref: Page 400)

xvi. Economic Analysis

EIRR in economic term is 23.55% for proposed extension of Phase 1A i.e. PCMC to Nigdi. The
evaluation has indicated that the proposed MRTS extension in Pune City with a total length of
4.413 km, considered under the investment proposals is found to be economically viable, with
the calculated EIRR value exceeding the economic opportunity cost of capital. With the EIRR of
23.55%, the proposed MRTS is found to be economically viable.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 5R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Sensitivity analysis of the EIRR with Capital cost increase by 20%, O&M costs increased by 20%,
Target beneficiaries reduced by 20%, Delay in accrual of benefit by 1 year and Combined adverse
condition has also been carried out.

xvii. Financial Analysis

FIRR with project cost including all taxes, estimated fare and non-fare box revenue is estimated
at 10.45%.

xviii. Financial Plan

Recommended Model for implementation is SPV model with loan funded at 1.2 % per annum,
with completion Project cost of Rs 910.18 Cr including PPP component.

This is a continuation of an existing line being executed under SPV model. In view of the
operational interconnection and in order to ensure seamless operations, we recommend the SPV
model.

xix. Implementation plan

S. No Tasks Anticipated Timelines

1 Approval of DPR by GoM September 2021

2 Final Approval by GoI November 2021

3 Packaging & Invitation of Bids January 2022

4 Commencement of Civil Works February 2022

5 Commencement of Operation April 2025

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 6R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

II. EXECUTIVE SUMMARY

0.1 Introduction
Study area for the assignment is the administrative boundary of Pimpri Chinchwad Municipal
Corporation which forms part of core urban area of Pune Metropolitan Region (PMR) with an
area of 170 sq. km. As per Census 2011, the population of PCMC area is 17.27 Lakh. For the last
two decades, the decadal growth rate of population has been in the range of 100% while the
previous two decades witnessed population growth in the range of 150%. (Source: City
Development Plan, PCMC)

Large-scale urbanization in IT/ITES and industrialization with rapid growth of vehicular population
has laid severe stress on urban transport system in City over the years. The City has a total of
about 15.68 lakhs vehicles as per Maharashtra government vehicle statistics. . There has been a
700 per cent increase in the number of vehicles in Pune Urban Agglomeration in the last 20 years
as per Regional Transport Office (The Indian express, 2017). The usage of private modes is
increasing unabated mainly due to inadequate public transport facilities.

With a view of developing effective and efficient mass transit system towards improving the
share of public transport trips, the Government of Maharashtra conceived and implemented
Metro rail system covering 33.5 km in Phase 1, Corridor 1(North South corridor) of which covers
17.8 km, which is now further extended in the north. This extension of 4.413 km is corridor-IA

There is a need for extension of Phase 1 in order to meet the future traffic demand. Nationally
and globally it is seen that the metro network expands progressively to serve entire City.

0.2 Existing Transportation System

City level transportation demand is catered predominantly by PMPML, Intermediate Public

Transport System (IPT) in the form of shared services along major arterials and Commuter Rail
System. Phase-I of Pune Metro covering 33.5 km in two corridors is being implemented–Corridor
1: PCMC to Swargate (17.8 km) and Corridor 2: Vanaz to Ramwadi (15.7 km). An extension from
PCMC to Nigdi (about 4.413 km km), Swargate to Katraj (5.5 km) also has been planned in
Corridor 1 (PCMC to Swargate).

0.3 Travel Demand Forecast

Revision in the original transport demand model which was developed as a part of DPR for Pune
Metro Rail Project (2008) has been made and same was validated through various studies. Same
basic set of assumptions including traffic zone system have been used for travel demand
forecasting. Updates have been made in the public transport network including proposed metro
corridors in the travel demand model.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 7R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

The peak hour peak direction traffic (PHPDT) and daily ridership for horizon years up to 2053 for
Phase-1A Metro corridors (PCMC to Nigdi) are presented in the following table:
Table 1 : Travel Demand Forecast For Pune Metro Phase-IA
PUNE METRO DPR - PHASE-II CORRIDORS - Scenario 1A
Scenario 1A 2023 2033 2041 2043 2051 2053
Peak Hour 47500 65000 75100 77000 82400 83200
Nigdi to Swargate Daily 495000 677000 782000 802000 858000 867000
PHPDT 14450 19480 23110 23690 25350 25600
Peak Hour 44700 60900 69100 70800 75600 76300
PCMC to
Daily 466000 634000 720000 738000 788000 795000
Swargate
PHPDT 12970 17780 19810 20300 21670 21870
Peak Hour 2800 4100 6000 6200 6800 6900
Incremental Daily 29000 43000 62000 64000 70000 72000
PHPDT 1480 1700 3300 3390 3680 3730

The average trip length for various horizon years is presented in table below:
Table 2 : Average Trip length (KM)
Without Extension With Extension
(PCMC-Swargate) (Nigdi-Swargate)
Year (KM) (KM)
2021 7.23 7.71
2023 7.33 7.83
2031 7.45 7.98
2033 7.51 8.05
2041 7.62 8.18
2043 7.65 8.21
2051 7.75 8.34
2053 7.76 8.36

0.4 Train Operation Plan

Train operation plan for proposed corridors is based on the following:

 Running of services for 19 hours of a day (05:00hrs to 24:00 hrs) with a maximum station
dwell time of 40 seconds which may be optimized further based on ridership trend when
section is opened
 Scheduled speed of 33 kmph
 Make up time of 5%-10% with 8%-12% coasting
 Adequate services to ensure comfortable journey for commuters

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 8
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Provision for 6-car trains is required in year 2053 considering headway limitations and future
lines which will add to demand estimated for existing length of corridor Phase 1A and may require
introduction of 6-car train before the design year.

Based on the projected PHPDT demand, Train operation for Pune Metro Corridor-1A is planned
with train carrying capacity calculated @6 persons per square meter of standee area in train.
However, rolling stock is designed for carrying @8 persons per square meter of standee area in
train. This will help to cater for excess load in peak hours.

As PHPDT in section PCMC to Nigdi is very low (PHPDT of 5440), peak headway of only 7.5 min in
2023, 5.7 min in 2033, 5 min in 2043 and 2053 is considered sufficient in this section. Accordingly,
every alternate train is planned to be short looped from PCMC towards Swargate, at least during
peak hours. This has minimized Rolling Stock and Train Operator requirement.

The headway and capacity provided for different sections of three corridors is given in table
below:
Table 3 : Headway And Capacity Provided For Nigdi To Swargate Section
Demand (PHPDT) and capacity – line 1 Phase 1A (Nigdi- Swargate)
Year 2025 2033 2043 2053
Nigdi- PCMC- Nigdi- PCMC- Nigdi- PCMC- Nigdi- PCMC-
Section
PCMC Swargate PCMC Swargate PCMC Swargate PCMC Swargate
Peak
Headway 340 174 340 174 295 150 295 150
(seconds)
No. of Cars
3 3 3 3 3 3 3 3/6
per train
Peak
2830 14450 3920 19450 5030 23690 5440 25600
Demand
Total
Capacity
@6p/sqm 6112 12224 8022 16044 9321 18642 9321 20262
of standee
area
Total
Capacity
@8p/sqm 7800 15600 10237 20475 11895 23790 11895 25848
of standee
area

Train operation plan is formulated such that traffic demand for majority of sections of corridor is
met with the passenger loadings @6 passengers/m2. However, in the sections where planned
capacity is less than section load, capacity can be met by carrying standees @ 8 passengers/m 2

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 9
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

which have been deliberately planned for optimum utilization of rolling stock. The total coach
requirement for corridor 1A is given below:
Table 4 : Coach Requirement For Different Horizon Years

Year 2025 2033 2043 2053

Total Requirement 90 90 102 108

The total coach requirement includes 75 coaches already earmarked for procurement for Phase-
I. Therefore, effective additional requirement will be total Requirment in corresponding year
minus 75.

0.5 System Selection

The corridor 1A is a continuation of existing corridor 1 of Phase 1 (PCMC to Swargate).
Considering the PHPDT for design year, it is recommended to adopt a medium capacity
metro rail system which will provide seamless connectivity across the city. The medium
capacity metro will be suitable to meet the PHPDT of the horizon year.It is proposed that
the train run through Swargate – PCMC – Nigdi corridor. In order to ensure the same, the
system of Phase 1A should be similar and compatible to that of Phase 1.

0.6 Technology Selection

0.6.1 Permanenet way

0.6.1.1 Choice Of Gauge

Standard Gauge (1435mm) is invariably used for metro railways world over due to its inherent
advantages. During the last decade, 20 new metros have been constructed in various cities of the
world. All these metros have gone in for Standard Gauge even though the national gauge for
mainline railways in some of these countries was different from Standard Gauge.

0.6.1.2 Track Structure

Track on Metro Systems is subjected to intensive usage with very little time for day-to-day
maintenance. Thus it is imperative that the track structure selected for Metro Systems should be
long lasting and should require minimum or no maintenance and at the same time, ensure
highest level of safety, reliability and comfort, with minimum noise and vibrations. Ballastless
track with continuous welded head-hardened rails has been proposed as mainline track in
elevated stretches. However for at-grade the track structure shall be ballasted.

0.6.2 Traction system

Keeping in view the ultimate traffic requirements, standardisation, and other techno-economic
considerations, 25 KV OHE traction system is considered to be the best trade-off and hence,
proposed for adoption on Pune Metro System.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 10
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

0.6.3 Signalling and Train Control

Metro carries large number of passengers at a very close headway requiring a very high level of
safety enforcement and reliability. At the same time, heavy investment in infrastructure and
rolling stock necessitates optimization of its capacity to provide the best services to the public.
These requirements of the metro are planned to be achieved by adopting ‘CATC’ (Continuous
Automatic Train Control System) based on "CBTC" (Communication based Train Control System)
which includes ATP (Automatic Train Protection), ATO (Automatic Train Operation) and ATS
(Automatic Train Supervision) sub-systems using radio communication between Track side and
Train.

0.6.4 Telecommunication System

The proposed telecom system and transmission media will have following sub-systems:
 Optical Fiber Transmission System
 Telephone Exchange
 Mobile Radio Communication System
 Public Announcement System, Centralized Clock System
 Passenger Information Display System
 Close Circuit Television
 Access control
 Network Monitoring and management
 Supervisory Control and Data Acquisition (SCADA) System
 Wifi system
 Forensic Debriefing Analysis and Cyber Security System

0.6.4.1 Platform Screen Doors

Platform screen doors are mainly provided at metro stations to ensure safety and comfort of
the passengers. In case of Underground stations, PSDs saves considerabe amount of energy
and improves climate control within the stations (heating, ventilation and air conditioning
are more effective when station is physically isolated from the tunnel). In case of Phase
1A,the complete stretch is elevated and Phase 1A is an extension of the existing phase 1 , thus
to ensure the continuity and compatibility, PSD are not proposed at wayside stations.

For Terminal Stations due to driverless turnback, PSGs are proposed at these stations for
safety purpose.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 11
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

0.6.5 Automatic Fare Collection

It is proposed to provide computer based automatic fare collection system (AFC) with contactless
smart token/card type ticketing cheaper which offers lower life cycle costs. The proposed AFC
system shall be interoperable with existing system.

The System shall be capable for open loop transactions as well to further integrate the mobility
solution with the advancements in technology and to allow for seamless transition from
dedicated cards to common multi-use stored value fare media that can be used for financial
transactions such as making purchases at shops etc. as well as a fare media in the system.

To accommodate the same the system shall conform to the following standards as a minimum:

1. EMV (Euro Mastercard Visa)

2. PCI-DSS (Payment card Industry / Data Security Standard)
3. ISO-IEC 14443

0.6.6 Rolling stock

Rolling stock proposed for the Phase IA corridors will be similar to that of Phase-I. The broad
features of rolling stock are presented in table below:
Table 5 : Broad Features Of Rolling Stock
S. No. Parameter Rolling Stock
3 Car basic unit 2DMC and 1 TC.
1 Basic Unit Every coach should be fully interchangeable with
any other coach of same type.
3- Car: DMC+TC+DMC
2 Train Composition 6- Car: DMC +TC +MC + MC + TC + DMC
Capable of GoA2 operation
3 Coach Dimensions L= 22.6m, W=2.9m, H= 3.9m
4 Coach construction Light weight Stainless Steel/Aluminum body
5 Axle load ≤16 T
6 Braking System Regenerative Braking
7 Propulsion system 3 phase drive system with VVVF control
8 Type of traction supply 25kV AC OHE system

0.7 Civil Engineering

0.7.1 Geometric Design Parameters

Table 6 : Design Parameters

SN CRITERIA DIMENSION
1 Gauge 1435 mm
2 Maximum Design Speed 90 kmph

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 12
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

3 Maximum Operating Speed 80 kmph

4 Maximum Axle Load 16T
5 Traction System 25 KV AC (OHE)

Table 7 : Horizontal Curve Parameters

Description Elevated Section

Minimum Radius in running track Limiting = 125mm Preferential = 110mm

Absolute minimum Radius 120 m

Minimum curve radius at stations 1000 m
Cant (Ca) Limiting = 125mm Preferential = 110mm
Cant deficiency (Cd) Limiting = 110mm Preferential = 85mm
* The applied cant will be decided in relation to normal operating speeds at specific
locations like stations/vicinity to stations.

0.7.2 Gradient Parameters

For running line, the desirable maximum gradient shall be 3% (Must be kept as short as possible)
Where gradient of 1% or less are used, it may be unrestricted in length
Table 8 : Gradient Parameters
Description Desirable Minimum Absolute Minimum
Gradient for viaducts 0.5% 0.25%
Gradient at Stations Not steeper than 0.2%
not
0.7.3 Vertical Curve Parameters
Table 9 : Vertical Curve Parameters
Parameter Vertical Curve
Desirable Radius on Main line 2500 m
Absolute Minimum Radius on Main line 1500 m
Minimum Length of constant grade between Desirable Min= 50 m
consecutive vertical curve Absolute Min. = 25m

0.8 Engineering Survey

Topographical Surveys were conducted based on differential GPS.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 13
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

0.9 Geotechnical Investigations

Geotechnical investigations have been carried out along the proposed corridor to determine the
strata, depth of foundation and safe bearing capacity of foundations required for the above
proposed metro corridors. Drilling and sampling in soil and rock was carried out using rotary
drilling rig. Borehole in soil was advanced using rotary drilling method. For all viaduct locations,
since heavy loads are expected, at most of the locations, driven or bored cast in-situ piles shall
be provided.

0.10 Route Alignment

Corridor – 1A: PCMC to Nigdi
 Proposed alignment of Phase-1A starts from PCMC and goes up to Nigdi near Bhakti shakti
Udyan. Total length of the corridor is 4.413 km which is completely elevated.
 This corridor is an extension of existing corridor 1 under Phase 1 i.e. PCMC to Swargate.
 3 Stations have been proposed in Phase 1 A, all of which are elevated stations. Summary of
the section is given below:
Table 10 : Station chainage
PCMC-Nigdi Right option
Station Chainage(m) Type
Chinchwad 1789.2 Elevated
Akurdi 3459.2 Elevated
Nigdi 5489.4 Elevated

0.10.1 Station Planning

The stations have been planned based on the following parameters:

a. Station Planning has been done for the peak hour traffic load for each station in the
horizon year. The planning norms have been considered for the design year.
Accordingly, facilities required at any station for emergency evacuation as per NFPA 130
Guidelines has been adopted. The stations have been planned in accordance with
‘Guidelines for Pedestrian Facilities, and ‘National Building Code-2016’, for Disabled
friendly and other Indian best practices/standards.
b. The platform length is planned for 6 cars train of 140 m in length.
c. The platform width has been computed considering Peak Minute Peak Direction
Boarding; Disruption time of service; Platform congregation during disrupted time of
service,0.5sq m/person at Level of Service C.
d. Typical design has been suggested for all three stations and this form basis for planning
of all the stations.
Table 11 : summary of type of stations Proposed
Type Station Type No. of stations Size (sq. m) Levels Construction Type

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 14
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Without PD Elevated 2 21 x 140 3 Cantilever

With PD Elevated 1 21 x 140 4 Cantilever

0.11 Utility Diversion

Table 12 : Utility Responsibility Departments

S.No. ORGANIZATION UTILITY SERVICES

Pimpri Chinchwad Surface water drains, nallahs, sewerage and drainage conduits,
1 Municipal Corporation sewerage treatment plants, pumping stations, electric poles,
Road construction & maintenance of Roads etc
Telecommunication Telecommunication cables, junction boxes, telephone posts,
2
Department O.H. lines, etc.
3 Traffic Police Traffic signal posts, junction boxes and cable connections, etc.

4 MIDC Water supply Line

5 Electricity Board OH & underground electric cables

Maharashtra Natural
6 Gas pipe line
Gas Limited

No. of over ground utilities affected due to metro alignment, as identified during the
physical survey are:
Table 13 : List of utilities affected
S.No Location Direction Units
1 Light Poles Along the alignment 31
2 Traffic Signals Along the Alignment 27
3 Sign Boards Along the Alignment 12
4 Hoarding Boards Near Bhakti shakti Chowk 2
5 Electric Poles Near Bhakti shakti chowk 2
6 Transformer Near Bhakti shakti chowk 1
7 Overhead transmission tower Near Bhakti Shakti Chowk 1
8 Trees Along the Alignment 342
TOTAL 418

Only visible utilities have been listed out which will be getting affected due to the metro corridor.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 15
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

0.12 Land Requirement

 Finalization of alignment, location of stations, entry / exits etc. has been done with
objective of keeping land requirement to bare minimum. For this purpose, alignment &
stations are planned on center of the road to the extent possible.
 Stations sizes for all three elevated stations are 140m long & 21m wide. Since the stations are
elevated, land requirement for the stations has been estimated for the entry & exits only.
 No additional land is required for depot as stabling of incremental trains (15 no. of 3-car
trains) is available in existing depot land only.
 The total cost of Land including R&R works out to be Rs. 114.43 Crore.
Table 14 : Total land requirement

Type of Land Purpose Area (Sqm)

Entry/exit 348.00
Government
Station 1 FOB 147.51
(Chinchwad) Entry/exit 624.00
Private
FOB 1298.55
Government - 0.00
Station 2 (Akurdi)
Private Entry/exit 797.00
Entry/exit 380.00
Government
De-tour 187.00
Station 3 (Nigdi)
Entry/exit 642.00
Private
De-tour 3022.29

0.13 Intermodal Integration

The proposals have been formulated for facilitating traffic dispersal and circulation facilities
based on the following considerations:

 Proper design of circulation area adjoining the station building to ensure rapid/ efficient
dispersal of the passengers and avoiding conflicts between pedestrian and vehicular
traffic.
 Footpaths in the metro station influence zone are proposed to be upgraded considering
direct and easy connectivity, ease of movement and safety.
 Dedicated linkages like subways, skywalks, covered walkways etc. between MRTS,
suburban railway and Metro which will reduce the passenger travel time and pedestrian
load on the roads.
 Circulation area with adequate parking space, designated space for pick-drop zones and
feeder modes like Buses, IPTs and NMT.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 16
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

In addition to improvement of pedestrian and intermodal facilities, Feeder services in the form
of buses and public bicycle sharing system have been planned at corridor 1A metro stations for
providing last mile connectivity.
Table 15 : Feeder Buses And Public Bicycle Requirement

Year 2023 2033 2043 2053

Feeder Buses 15 24 32 42
Public Bi-cycle 77 107 117 127

0.14 Power Supply System and Power requirement

Traction Power Supply in Metro systems is used for high acceleration and pollution-free services
in urban areas. There are three standard and proven systems of electric traction for use in
suburban and metro lines, viz:- 750V DC third rail, 1500V DC overhead catenary and 25kV AC
overhead catenary system. All these three systems are presently in use in India.

The 25 kV AC Over Head Electrification (OHE) traction system shall be similar to existing power
supply system, keeping in view the ultimate traffic requirements, standardization, and other
techno-economic considerations. As 25 kV AC Over Head Electrification (OHE) traction system
has already been used for traction power supply for existing corridor and also for interoperability
of the system. 25kV AC traction has the economic advantages of minimal number of traction sub-
stations and potential to carry large traffic upto 60,000 PHPDT.

The system requires catenary masts on surface/elevated section, thereby affecting aesthetics
and skyline of the city. Since the proposed alignment of Pune Metro would traverse congested
roads and built-up area of the city, 25kV AC traction system is considered a safe option. Traffic
requirements of the Pune Metro have been projected in the range of 25600 PHPDT in year
2053.The alignment of proposed corridors is on elevated viaducts. Keeping in view the techno-
economic considerations, 25 KV AC traction system is considered to be the best solution for
Power requirements.

No extra depot is required, existing depot shall be used for the extension corridor 1A (PCMC-
NIGDI) and also the existing OCC and BOCC shall be updated based on the requirements of the
extension corridor 1A (PCMC-NIGDI).

The power demand calculation for the extension corridor 1A (PCMC - NIGDI) based on the
operation plan is projected as below:
Table 16 : Power Demand Estimation (MVA)
Year
Corridor
2023 2033 2043 2053
PCMC-NIGDI
Traction 0.7 MVA 0.9 MVA 1.0 MVA 1.1 MVA
Route Length – 4.413 km,

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 17
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Number of Stations – 3
Auxiliary 1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA
(Elevated – 3)
PCMC-SWARGATE
Route Length – 17.8 km, Traction 6.5 MVA 8 MVA 9.2 MVA 9.5 MVA
Number of Stations – 14
(Elevated – 9, Auxiliary 18.2 MVA 18.8 MVA 21.9 MVA 21.9 MVA
Underground - 5)
Total Power Demand Traction 7.2 MVA 8.9 MVA 10.2 MVA 10.6 MVA
(NIGDI-SWARGATE) Auxiliary 19.3 MVA 19.9 MVA 23 MVA 23 MVA

0.14.1 Sources Of Power Supply

The Source of power supply system in Pune city has 220 kV and 132 kV grid substation network
on the periphery of the city to cater to various types of power supply demand in vicinity of the
proposed corridor.

Two sources of power supply are there along the corridor one is 132kV Chinchwad SS near PCMC
and other is 132 kV Ganesh khind SS near agriculture college.

0.14.2 Auxiliary Supply Arrangements And Standby Power Supply

Auxiliary sub-stations (ASS) are envisaged to be provided at each station (1 ASS for elevated
station) for stepping down 33 kV supply to 415 V for auxiliary applications and one separate ASS
for Depot is already planned for the existing corridor for stepping down 33 kV supply to 415 V for
auxiliary applications in depot.

However, in the unlikely events 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. The standby DG set
of 500 KVA capacity is required to cater the auxiliary load of the stations.

0.14.3 Solar Energy Harnessing System

Provision of a grid connected solar photovoltaic power plant utilizing all possible areas viz. roof
top of stations/sheds and buildings is proposed. Based on the solar radiation intensity in Pune,
the peak solar power generation of Pune Metro corridors is expected to be about 200 kWp for
elevated stations and about 2000kWp for maintenance depot.

For solar energy harnessing system,Based on RESCO Model, Maha Metro shall sublet the rooftop
to project developer who will be responsible for the solar PV installation. The power shall be
purchased by Maha Metro on the basis of the unit rate specified by Power Purchase Agreement
(PPA).

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 18
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

0.15 Maintenance Depot

Maintenance facilities for PCMC-Nigdi extension can be accommodated in already planned depot
near Range Hill station for Phase-1, therefore, another new depot is not required. Stabling
capacity for 25 number of 3-car trains is already provisioned in phase-1 of existing Range Hill
Depot with suitable augmentation.

0.16 Social And Environmental Impact Assessment

0.16.1 Environmental Impact Assessment

The negative impacts due to location of proposed corridor 1A (PCMC – Nigdi) include: Project
Affected People (PAPs), Change of Land use, Loss of trees/forest and Utility/Drainage Problems.
The impacts due to construction include: Soil erosion, pollution and health risk at construction
site, traffic diversion and risk to existing buildings, excavated soil disposal problems, dust
generation, increased water demand and impact due to supply of construction material.
Anticipated Impacts due to operation are: noise pollution, water supply and sanitation at
stations, traffic congestion issues and impact due to depots.

A lot of positive impacts are anticipated which include employment opportunities, benefits to
economy; quick service and safety; reduced fuel consumption and reduction in air pollution.
Mitigation measures and Environment management plan for Compensatory Afforestation,
Construction Material, Housekeeping, Air Pollution Control, Noise and vibration Control are
suggested. The total estimated environmental management cost for the proposed project is
about Rs. 92,90,400.00 and tree transplantation cost is Rs. 1,28,748.00. Total cost of Environment
Management Plan wourks out to 1.79 Cr. including Air, Noise, Water, waste, soil management,
training and capacity building activities etc.

0.16.2 Social Impact Assessment

The project will involve acquisition of 7446.35 square meter land which comprises 6383.84
square meter of private land and 1062.51 square meter of government land. Total of 49
structures will be affected.

Entitlement matrix, institutional arrangement and schedule for implementation of Resettlement

Action Plan (RAP) have been recommended. Compensation for loss of private land and structure
forms part of capital cost estimate. RAP has been prepared as per Right to Fair Compensation
and Transparency in land acquisition, Rehabilitation and Resettlement Act, 2013 (RTFCTLARR
Act), Maharashtra Notification on Resettlement and Rehabilitation, the right to fair
compensation and transparency in land acquisition, rehabilitation and resettlement act, 2013
(no. 30 of 2013), and ADB’s Safeguard Policy Statement (SPS), 2009 on Involuntary Resettlement.
Estimated cost of implementation of R&R Plan is Rs. 114.43 crore (including land cost).

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 19
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

0.17 Disaster Management & Security Measures

The main objectives of disaster management measures are as follows:

 Arrange for prompt evacuation of passengers

 Instill a sense of security among passengers
 Protect Metro Rail property
 Expedite restoration of train operation

An effective system needs to be in place under the provision of ‘Disaster Management Act, 2005’.
Provisions at metro stations include Fire Detection and Suppression System, Environmental Control
System (ECS), Tunnel Ventilation System, Track-way Exhaust System (TES), Power Supply System,
DG Sets & UPS, Water Supply and Drainage System, Lights and other facilities which may be deemed
necessary. In order to be prepared for any disaster, it is essential to train the concerned staff in
situations such as fire, rescue of disabled trains, evacuation, etc. and mock drills need to be
conducted. The measures will cover disasters both man-made and natural. The measures will be
in consonance with practices suggested the disaster management authorities.

The three phases of security system followed include Prevention, Preparedness and Recovery.
Various provisions like CCTV cameras, baggage scanners, metal detectors, bomb detection
equipment, wireless sets, sniffer dogs and related facilities will be part of station security system.

0.18 Detailed Project Cost Estimates

0.18.1 Capital Cost
Table 17 : Abstract Of Cost Estimate
S. No. Item Amount (INR Cr)
1 Alignment & Formation 163.28
2 Station Buildings
a Cost of civil structure (Including cost of one FOB) 80.68
b E&M Cost (Including Lift and Escalator) 24.00
3 Maintenance Depot 12.88
4 P-Way for main line and depot 29.13
5 Traction and Power Supply 33.10
6 Signalling 27.92
7 Telecommunication 13.50
8 Rolling Stock 120.00
9 Multi Modal Integration 9.00
10 Cost of Security 1.11

11 Environment cost 1.79

12 Utility Shifting 26.48

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 20 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Total Cost at FY 2019 price level (Excluding Land, R&R,

13 542.86
General Charges, Contingencies, Central & State Taxes)

14 General Charges @ 5% 27.14

15 Contingencies @ 3 % on Sr. No.13 i.e. Basic Cost 16.29

16 Total Cost at FY 2019 price levels incl. General Charges 586.29

and Contingencies (Excluding Land, R&R, Central & State
Taxes)
17 Central and State Taxes @ FY 2019 Price Level 79.28

18 Total Cost incl. General Charges, Contingencies, Central 665.57

and state Taxes @ FY '19 Price Levels (Excl. Land and
R&R)
19 Land 72.81

20 R&R 41.62
21 Total Cost incl. General Charges, Contingencies, Central 780.00
and state Taxes @ FY '19 Price Levels (Incl. Land and R&R)

22 Escalation at 5 % per annum on the above (S. No: 21) 107.66

23 Total Completion Cost incl. Land and R&R Costs 887.66

24 Interest During Construction (IDC) 11.02

25 Total Completion cost including IDC 898.68
26 PPP component (AFC) 11.50

27 Total Completion Cost 910.18

Note: FY 2019 Price Level is considered and the Prices are escalated till the completion
period to arrive at the completion cost. (Ref: Page 400)

0.18.2 O&M Estimate

The total O&M cost in year 2025 and 2053 is estimated at Rs. 44 Crore and Rs. 419 Crore
respectively (duly escalated).

0.19 Transit Oriented Development

National Transit Oriented Development (TOD) Policy provides guidelines on development along
transit corridors. TOD focuses on creation of high density mixed land use development in the

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 21 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

influence zone of transit stations, i.e. within the walking distance of (500m) of transit station or
along the corridor in case the station spacing is about 1km. With application of TOD policy
premium shall be collected on incremental proposed FSI. For application of TOD Policy,
infrastructure provisions shall be made as well. Thus, at the expense of Rs 340.78 Cr for
infrastructure provision, premium Levy over the development period (30 Years) of Rs. 3082
crores shall be earned. 75% of this revenue shall be shared with Maha Metro, summary of which
is given in following table:
Table 18 : Estimated Annual Revenue From TOD
Revenue to Metro from Premium
Year
Levy with Max FAR 4 (Cr.)
2030-31 104
2031-32 106
2032-33 109
2033-34 112
2034-35 114
2035-36 117
2036-37 120
2037-38 123
2038-39 126
2039-40 129
2040-41 133
2041-42 136
2042-43 139
2043-44 143
2044-45 146
2045-46 150
2046-47 337
2047-48 345
2048-49 354
2049-50 363
2050-51 372
2051-52 381
2052-53 391

0.20 Sharing of cess on stamp duty

FY 19 – 1% cess collection on stamp duty in PCMC stood at 155 Crores. 25% share per year from
the same is proposed to be given as revenue support to the extension from PCMC to Nigdi over
a 30 year period and assumed to be escalated at 2.5% per annum.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 22
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Table 19 : Year wise share of cess on stamp duty with Maha Metro
Year Revenue to Metro from Cess on Stamp Duty (Cr.)
2030-31 52
2031-32 53
2032-33 55
2033-34 56
2034-35 57
2035-36 59
2036-37 60
2037-38 62
2038-39 63
2039-40 65
2040-41 66
2041-42 68
2042-43 70
2043-44 72
2044-45 73
2045-46 75
2046-47 169
2047-48 173
2048-49 177
2049-50 182
2050-51 186
2051-52 191
2052-53 196

0.21 FINANCIAL ANALYSIS

The revenue has been estimated for the fare-box revenue and non-fare-box revenue. The fare
structure is as per the Government Resolution No. PMR-3313/C.R.29/UD-7 dated 11 Sept. 2013. The
fare is escalated by 15% every three years. Non-fare box revenue is estimated on account of
advertising on stations and trains, kiosk rentals, sharing of cess on Stamp duty, Property
development of government land and Premium by application of TOD Policy. The non-fare fox
revenue is estimated as Rs. 138.6 Cr in year 2023, Rs. 175.1 Crore in year 2033, Rs. 232.2 Crore
in year 2043 and Rs. 296.3 Cr in year 2053 respectively.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 23
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

0.21.1 FIRR Analysis

The FIRR for a project operation period of 30 years is carried out with Non fare Box Revenue
including TOD. Non-fare sources of revenue incorporated in financial package for the proposed
Metro Projects such as advertisement, rental from kiosks inside stations, Sharing of cess on stamp
duty, Property development on government land and sharing of Premium from application of
TOD policy . Project IRR works out to 10.45 %

0.21.2 Sensitivity Analysis

Table 20 : Project FIRR- Sensitivity Analysis
Capital cost sensitivity
10% increase in 20% increase in 10% decrease in capital 20% decrease in capital
capital cost capital cost cost cost
9.72% 9.11% 11.11% 12.15%
O & M Cost
9.71% 11.08%
Property Development
With PD Without PD
10.45% 9.38%

0.22 Financial Plan

0.22.1.1 Multilateral funded loan @ 1.2% per annum

Particulars Amount (Rs. Cr) Percentage

Grant by GoI 67.02 10.00%

Grant by PCMC 121.97 18.20%

Grant by GoM 79.08 11.80%

Soft Loan from bilateral/multilateral funding 402.11 60.000%

agencies
Project Cost Eligible for Grant 670.18 100.0%

SD for State Taxes, Central Taxes & Duties by 90.63

GoM
Contribution for Land, R&R, IDC, etc. by 137.87
PCMC
Total 898.68

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 24 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

PPP Component 11.50

Total Cost including PPP Component 910.18

0.23 Economic Analysis

The economic appraisal has been carried out within the broad framework of Social Cost Benefit
Analysis Technique. It is based on the incremental costs and benefits and involves comparison of
project costs and benefits in economic terms under the “with” and “without” project scenario.
The EIRR in economic terms works out to 23.55 %. Sensitivity analysis of the EIRR with Capital
cost increase by 20%, O&M costs increased by 20%, Target beneficiaries reduced by 20%, Delay
in accrual of benefit by 1 year and Combined adverse condition has been carried out :
Table 21 : EIRR And Sensitivity Analysis
Benefit - Benefit - Cost
ENPV
MIRR Cost Ratio Ratio
Details EIRR (%) @14% (Rs SV
(%) (2019 (Current
Crore)
Price) Price)
Main Evaluation (Base
23.55% 358.1 14.99% 3.57
Case) 1.60
20% Capital Cost Overrun 20.34% 275.2 14.11% 86.5% 3.34
1.40
20% O&M Cost Overrun 22.62% 321.1 14.75% 193.8% 3.16
1.51
20% Decrease in Project
18.68% 166.7 13.64% 37.4% 2.86
Benefits 1.28
One Year Delay in
23.52% 309.0 14.94% 3.51
Implementation 1.59

All Four Tests Combined 15.07% 37.6 12.47% 2.34

1.06

0.24 Implementation Plan

Effective institutional arrangements are needed to enable the metro project to be implemented
without any loss of time and cost over-run. The Government of Maharastra has created a Special
Purpose Vehicle (SPV) for implementing the Pune Metro Rail Project Phase 1. This SPV named as
“NMRCL” was incorporated on 18th February , 2015 under the Companies Act and subsequently
the name was changed to Maharashtra Metro Rail Corporation on 22nd January, 2017. It is a 50:50
jointly owned company of GoI and GoM responsible for implementation of all metro projects in
the state of Maharashtra outside Mumbai Metropolitian region including Pune Metro Rail project
phase 1 and the current extension from PCMC to Nigdi.

0.24.1 Implementation Schedule

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 25 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

S. No Tasks Anticipated Timelines

1 Approval of DPR by GoM September 2021

2 Final Approval by GoI November 2021

3 Packaging & Invitation of Bids January 2022

4 Commencement of Civil Works February 2022

5 Commencement of Operation April 2025

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 26 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

1. A PROFILE OF THE CITY

Pune & Pimpri Chinchwad is the next largest urban conglomerate to Mumbai Metropolitan
Region in Maharashtra. These cities are considered to be an educational hub due to the
establishment of large number of educational institutes across the city.

Pune & Pimpri Chinchwad have been experiencing tremendous growth in population and
employment since the last two decades. The cities have been stretching their limits to the widest
extent possible, thus urban sprawl has become evident.

The growth in various industries, particularly automobile, IT and IT enabled services, in and
around Pune & Pimpri Chinchwad has added further impetus to the urban sprawl and increase in
population and employment.

The district also has an importance as an important military base. The urbanization of this Pune
& Pimpri Chinchwad will receive a big impetus in the next 30 years due to the ambitious
development plan of the 7000 sq. km Pune Metropolitan Region.

1.1 History
The city of Pune has been a city of major importance in the Indian subcontinent since the 17 th
century. Confined to the East bank of the Mutha river until the early 19th century, the city started
to grow on the west bank as well. The city witnessed fast growth after Independence.

Subsequently, Pune became a major manufacturing as well as a higher education center.

In addition to its temples, historical attractions in and around Pune include the rock-cut
Pataleshwar cave temple, Aga Khan Palace, Shaniwarwada, Lal Mahal, and Sinhagad fort.

Shinde Chhatri, located at Wanowrie, is a memorial dedicated to the Great Maratha Sardar,
Mahadaji Shinde (Scindia) who was instrumental in establishing the Maratha supremacy over
North India.

1.2 Geography

Pune is located in the State of Maharashtra, approximately 150km South-East of Mumbai as

shown in Figure 1. Pune has a hot semi-arid climate bordering with tropical wet and dry with
average temperatures ranging between 19 and 33 °C (66 and 91 °F). Pune experiences three
seasons: summer, monsoon, and winter. Typical summer months are from mid-March to June
often extending until 15 June, with maximum temperatures sometimes reaching 42 °C (108 °F).
The warmest month in Pune is May. The city often receives heavy dusty winds in May (and
humidity remains high). Even during the hottest months, the nights are usually cool due to Pune's
high altitude.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 27 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

The monsoon lasts from June to October, with moderate rainfall and temperatures ranging from
22 to 28 °C (72 to 82 °F). Most of the 772 mm of annual rainfall in the city falls between June and
September, and July is the wettest month of the year.

The daytime temperature hovers around 26 °C (79 °F) while night temperature is below 9 °C
(48 °F) for most of December and January, often dropping to 5 to 6 °C (41 to 43 °F).

Figure 1 : Pune location map

(Source: Open Street Map, 2018)

1.3 Demographic and socio economic profile

With a population of 31.2 Lakh (2011 census), Pune is the second most populated city in
Maharashtra after Mumbai and the 9th most populated city in India. The total population of the
Pune urban agglomeration, is 51 Lakh in 2011. The city is considered to be an educational hub
due to the establishment of large number of educational institutes across the city.

In the past few years, Pune and surrounding cities including Pimpri-Chinchwad have witnessed
major population growth. The population of Pimpri-Chinchwad as per 2001 Census is 1,006,417
persons. The population as per 2011 census is estimated to be in the range of 17.27 lakhs . This
growth is partly fueled by the presence of multiple education institutions as well as industrial
developments, notably in the manufacturing and IT sectors (source: PMC, 2008).

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 28
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

In addition to population growth, rapid industrialization and intense commercial developments

in the past decades have resulted in steep rise in travel demand, putting Pune’s transport
infrastructure to stress.

1.3.1 Population growth

The population of Pimpri-Chinchwad as per 2011 Census is 17.27 lakhs. Pimpri Chinchwad
provides employment to industrial workers and of late has emerged as an affordable urban
destination for residential purposes. The increasing demand for industrial and residential areas
led to continuous addition of areas and upgradation of the erstwhile Municipal Council to
Corporation. For the last two decades, the decadal growth rate of population has been in the
range of 100% while the previous two decades witnessed population growth in the range of
150%. (Source: City Development Plan, PCMC)

Figure 2 : spatial distribution of Population in PCMC

Source: Comprehensive Mobility Plan, PCMC

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 29
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Table 22 : Population Trend in PCMC

CENSUS YEAR POPULATION DECADAL CHANGE GROWTH RATE (%)
1951 26,367 - -
1961 39,654 13,287 50.39
1971 98,572 58,918 148.58
1981 251,769 153,197 155.42
1991 520,639 268,870 106.79
2001 1,006,417 485,778 93.30
2011 1,729,320 722,903 71.83
Source: City Development Plan, PCMC

1.3.2 Population Density

Pimpri-Chinchwad has a population density of 9,353 persons per square kilometre as per the
2011 census, which is comparatively less than that of its neighbouring city, Pune. However, this
is mainly due to the large extent of vacant spaces available in the peripheral, undeveloped areas
of the city.

Figure 3 : Spatial distribution of Density in PCMC, 2011

Source: Comprehensive Mobility Plan, PCMC

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 30
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Table 23 : Population Density in PCMC Region

YEAR AREA SQ KM DENSITY PER SQ KM
1971 - -
1981 86.01 2,927
1991 86.01 6,053
2001 170.51 5,903
2011 184.72 9,353
Source: City Development Plan, PCMC

The city is tucked between the Mula, Pawana and Indrayani rivers which form the natural
boundaries of the city on the northern and southern sides. The densely populated old city is
located in the centre, with the Pawana River on one side and the Mumbai-Pune railway line on
the other. These are also the old PCMC and PCNTDA areas. The interiors of these areas
comprising Morwadi, Kharalwadi, Pimpri Waghere and Pimple Saudagar, still retain their rural
character and have narrow road widths.

The geographical location of the city between the rivers on one side and vast defence areas on
the eastern side of the city form natural barriers to the city’s growth; comprehensibly, the
western side of the city facing Mumbai has the maximum potential for growth and development.

The dynamic process of population growth beyond the control of authorities is largely the
function of real estate development, land prices and ease of accessibility to work place, and
availability of basic services. As a result, population growth is being witnessed in the fringe areas
of the city and just outside the PCMC limits, especially in the northwest direction.

1.3.3 Migration patterns

In Pimpri-Chinchwad, more than 60% of the population growth has been on account of migration
largely due to the employment opportunities prevailing in the region. Migration into PCMC region
is essentially from within Maharashtra. Approximately 31% of sampled population is from Pune
District, 12% from other district of Maharashtra, 14% from outside Maharashtra and remaining
43% of population were original habitants of the region. The main reason for migration has been
economic i.e. for employment. Location of large number of industries and service sector
attracted large number of population in the area.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 31
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

1.3.4 Spatial patterns of growth

The unplanned migration along with the

natural growth of population led to rapid
increase in the population of Pimpri-
Chinchwad in the last four decades. The
chronology of events in the development
of the city of Pimpri Chinchwad is
presented below.

1970: The Pimpri Chinchwad Municipal

Council with a status of ‘C’ class was
formed on 04.03.1970 by merging four
villages, namely Pimpri, Chinchwad,
Bhosari and Akurdi.

1972: The Pimpri Chinchwad New Town

Development Authority (PCNTDA) was Figure 4 : Chronological expansion of Pune
Source: City Development Plan, PCMC
established in 1972 as per the
recommendations of the Pune Metropolitan Regional Planning Board. The main objective was to
create a planned environment for the working population in the vicinity of their work place.

1975: Status of Municipal Council was changed from “C” Class to “A” Class from 7th January 1975.

1982: A Municipal Corporation was formed by merging seven surrounding villages in the
Municipal Council, namely Sangvi, Rahatani, Thergaon, Wakad (part), Pimple Nilakh, Pimple
Gurav, Pimple Saudagar and the PCNTDA area. A total area of 86 sq. km. came under PCMC’s
jurisdiction vide notification dated 05.10.1982.

1997: The area under the Municipal Corporation was further increased through the addition of
18 new villages in part or full, constituting an extended area of 84.51 sq.km. Thus, the total area
under the jurisdiction of PCMC measured 170.51 sq.km.

These villages are located on the periphery of the erstwhile PCMC area. The villages Talwade,
Chikhali, Moshi, and Dudulgaon along the Dehu-Alandi road, and Choviswadi and Wadmukhwadi
along the Dighi-Alandi road are located north of the erstwhile PCMC, bounded by the Indrayani
River. Charholi BK, Dighi, and Bopkhel along the Pune-Alandi road lie towards the east, bordered
by the area under the Ministry of Defence. Towards the south are Dapodi, Sangavi (Aundh Chest
Hospital), Bhosari, and Pimple Nilakh (Rakshak Co-operative Housing Society Private Ltd. and
Bharat Electronics Ltd. Colony). To the west, the river Pavana bisects the villages Mamurdi,
Kiwale, and Ravet from the villages Punawale and Wakad that lie along the westerly Mumbai-
Bangalore bypass highway.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 32
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Figure 5 : Spatial pattern of growth in PCMC Region

Source: City Development Plan, PCMC

The present PCMC area borders its twin city of Pune on the north and north-west and lies on the
Mumbai-Pune National Highway NH4. The Mumbai-Pune rail link also traverses through the
corporation area dividing it into two halves.

1.3.5 Population Projections for next 20 years

For the last two decades, the decadal growth rate in population has been in the range of 100%;
the previous two decades witnessed population growth in the range of 150%. The very high
growth rates of the past decades, accounted for by migration and the addition of new areas, have
started to show a downward trend; however, these would still be on the higher side for the next
three decades due to the all-round economic development of the Pune region. Current
population in year 2011 is 50.5 lakh in Pune Region, out of which Pune and Pimpri Chinchwad
combined housed 48.52 lakh persons in year 2011. As of 2011, it is estimated that the total
population of the PCMC area is about 17.27 lakhs and 20.8 Lakh in 2017. Accordingly, the
population of PCMC is estimated to reach 30.9 Lakh by 2028 and 39.11 lakhs by 2038.

As in the case of Pune city, so in Pimpri-Chinchwad too, the majority of the population (over 80%)
is below the age of 50; the city has a very young population with the median age being close to
24 years. Since a large chunk of the current younger generation is expected to start families
within the next decade and half, the population will escalate to the projected level. The
population of Pimpri-Chinchwad in the last two decades grew at an annual average rate of over
7% against the national average of 2.1% and state average of about 3.3%.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 33
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

1.4 Urban Land Use Structure / Activity Distribution

1.4.1 Planning study areas and existing plans

Pimpri Chinchwad Municipal Corporation (PCMC) is situated approximately at 18° 37' north
latitude and 73° 48' east longitude bordering its twin city of Pune on the north and north-west.

Figure 6 : Location of PCMC in Pune Region (left) and Administrative wards in PCMC (Right)
Source: City Development Plan, PCMC

The city of Pimpri-Chinchwad is predominantly an industrial area, which has developed largely
during the last four decades. Pimpri Chinchwad is a relatively newly developed urban area of
Pune city.

Pimpri was basically established as a centre for refugees from Pakistan. Industrialisation in Pimpri
area commenced with the establishment of Hindustan Antibiotics Limited in 1956. The
establishment of the Maharashtra Industrial Development Corporation (MIDC) in 1961-62
considerably facilitated industrial development in the area. The establishment of large-scale core
industries has led to the growth of ancillary and small-scale industries in and around this
industrial belt. With each passing year, the landscape saw significant changes, long stretches of
farmland giving way to clusters of enclosed factory campuses. Pimpri-Chinchwad being an
extension of Pune, enjoys the excellent connectivity that Pune has.

1.4.2 Existing Land use Distribution

Table 24 presents the land use distribution of Pimpri-Chinchwad City. Out of the total area, the
residential land use constitutes about 46%. Figure 7 shows the existing land use plan of the study
area. Commercial zones and mixed uses are distributed mostly along major corridors and around
nodes. Commercial districts of the kind proposed in the DP have not come up primarily owing to
the road structure in the city. Concentrations of residential zones are around villages and in newly
developed areas. New residential construction is seen mostly between the river and the Aundh-
Ravet road and in and around Wakad. Location decisions of high order institutional zones such

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 34
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

as hospitals, colleges, etc seem to have been based on a function of market values and
connectivity rather than zonation as specified in the DP. Industries have come up in the MIDC
area. Some transformations from industrial to commercial are seen along major spines like the
NH4.

Figure 7 : Existing Land Use Map of PCMC

Table 24 : Existing Land Use analysis of PCMC

LAND USE AREA (KM SQ) PERCENTAGE
Residential 77.58 46.63%
Commercial 7.45 4.48%
Public Semi Public 5.95 3.58%
Industrial 15.34 9.22%
Transport 26.46 15.9%
Water Bodies 3.93 2.36%
Agricultural 15.85 9.53%
Recreational 13.75 8.26%
Source: City Development Plan, PCMC

1.4.3 Review of zoning regulations

The permissible F. A. R. shall be 1.5 for purely residential building and 2.00 for building with mixed
residential and commercial user subject to maximum tenement density of 375 tenements per
hectare, provided in building with mixed residential and commercial user. The commercial user
will be permitted only on the ground floor and the residential user and commercial user shall not
exceed F. A. R. 1.5 and 0.5 respectively. However in the case of entire building constructed on
stilts, the stilt floor may be allowed for the 0.5 commercial use.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 35
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

1.4.3.1 Permissibel FSI

Figure 8 : Proposed FAR as per existing DCR in PCMC

Source: Comprehensive Mobility Plan, PCMC

1.4.3.2 FAR Usage/ Pattern :

Figure 9 : Existing FSI usage in PCMC

Source: Comprehensive Mobility Plan, PCMC

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 36
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Newly merged area in PCMC has not utilized the FSI of 1 as well. Small pockets in Pimpri and
Chichwad has utilized higher FSI of 2.5 and above as shown in Figure 9.

1.4.4 Employment distribution by Traffic Zones

Figure 10 : Spatial distribution of jobs in PCMC

Source: Comprehensive Mobility Plan, PCMC

The highest distribution of jobs is in the MIDC area between the Old Mumbai Pune road and the
Telco road. This area houses big factories such as Bajaj, Telco, Tata Motors and numerous other
small and large scale manufacturing industries. However this pattern of jobs is likely to undergo
a conspicuous shift in the next 5 to 10 years as the IT and ITES sector is being widely promoted.
The existing distribution of jobs are shown in the Figure 10.

1.4.5 Activity locations (Business areas, University, Hospitals, Transport Terminals)

The gaonthan areas and the camp area provide for wholesale shopping in the city. New malls and
large format retail development are coming up in the central city areas along the industrial belt
on the old Mumbai pune highway and at the junction of NH4 & NH50. Small format commercial
development is also seen spread through the neighbourhood as the development control rules
allows for mixed use on roads having ROW 18 m or more (refer Figure 11). This is advantageous
in reducing some of the shopping trips.

Recreational areas are few in the city despite the presence of large water bodies. Some of the
neighbourhood chowks serve as recreational spaces with informal markets and eateries.
Important temples like the Gnaneshwar Maharaj temple at Alandi are visited by people from the
entire region and the city palace host to lakhs of people during festive occasions.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 37
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Figure 11 : Activity Location in PCMC

Source: Comprehensive Mobility Plan, PCMC

1.4.6 Land use plan proposals (Master Plan and CDP strategy)

From the Development Plan documents for PCMC old area, PCNTDA and PCMC newly added
areas, the areas under different land uses has been estimated and presented in the table given
below. As is evident from the map (refer Figure 12), in the respective Development Plans, the
MIDC industrial estates were zoned as predominantly industrial zones while other uses were
assigned to areas around them. In terms of land use zoning, status quo was maintained for village
areas and the refugee camps also. Plots have been reserved both in the old DP as well as the DP
for the added areas for public utilities and social infrastructure as per recommendations of the
URDPFI guidelines. Commercial zones have been assigned in blocks as commercial districts,
equidistantly placed around the residential areas. Buffers along the rivers and reserve forests
were meant to provide the green spaces in the city.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 38
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Figure 12 : Proposed Land use of PCMC as per DP

Source: Comprehensive Mobility Plan, PCMC

Table 25 : Proposed Land Use distribution of PCMC as per Development Plan

LAND USE AREA (KM SQ) PERCENTAGE
Residential 84.22 49.39%
Commercial 2.97 1.74%
Public Semi Public 5.79 3.40%
Public Utilities 1.74 1.02%
Industrial 18.82 11.04%
Transport 16.42 9.63%
Water Bodies 4.96 2.91%
Agricultural & Reserve 31.27 18.34%
Recreational 4.32 2.53%
Source: Comprehensive Mobility Plan, PCMC

1.4.7 Road network pattern

PCMC area is characterised by the old MIDC and the newly extended areas. Most of the
developed area of PCMC has a good road network connecting the main roads and arterial roads
in a planned manner. The central areas of the city comprising old PCMC areas and MIDC areas
have a dense and narrow road network in comparison to the new areas to the north and west of
the city where the roads are comparatively wider. The road network in the PCMC area

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 39
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

functionally comprises arterial roads, sub-arterial roads, collector roads and local streets. Most
of the arterial roads have few encroachments, which however is not the case with sub-arterial
and collector roads. Proposed Road Network for PCMC is given in Figure 13:

Figure 13 : Proposed Road Network in PCMC

Source: Comprehensive Mobility Plan, PCMC

1.4.8 Development of a metro network

With the projected increase in the city’s population, strengthening and augmenting the existing
transport infrastructure has assumed urgency.

This situation has thus called for the development of an MRT system and in 2016, Phase I of Pune
Metro Project was approved by the Central Government of India. It is Maha Metro – Pune Metro
that is in charge of the implementation of the Pune Metro Project.

The metro system will connect different parts of the city area with the developed and developing
areas. Although the city has relatively low population compared to other metropolitan cities, a
planning for a modern transportation system for Pune city shall help it to grow in terms of
industrialization and commercialization.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 40
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

2. EXISTING TRANSPORTATION SYSTEM IN THE CITY

2.1 Introduction
At present, the public transport system in Pune & Pimpri Chinchwad consists mainly of buses,
and a few services of Bus Rapid Transit (BRT) System and suburban rail at present.

The public transport share has been completely overthrown by the tremendous growth in private
vehicle transport. The vicious cycle of increase in private vehicle ownership (mostly two-wheelers
and cars) has become unstoppable due to the increased transport demand and lack of convenient
public transport options. In a nutshell, in the absence of augmentation of mass transit services,
Pune may head towards unsustainable urban transport scenario. In order to augment public
transport system to cater to the rapid increase in demand for transportation services and make
urban transportation in Pune & Pimpri Chinchwad sustainable, the implementation of metro rail
was envisaged, and Metro Master Plan was prepared by Delhi Metro Rail Corporation (DMRC) in
2008.

2.2 Vehicular growth and composition

2.2.1 Vehicular Growth in PCMC

The total vehicle population in PMC as on 31st March 2018 was 36.2 lakhs (under the Regional
Traffic Office MH-12), and the total number of registered vehicles in PCMC is 15.68 lakhs in which
11.69 lakh two wheelers and 2.54 lakh four wheelers. Thus around 51.88 lakh vehicles are
registered in PMC and PCMC. There has been a 700 per cent increase in the number of vehicles
in Pune Urban Agglomeration in the last 20 years as per Regional Transport Office (The Indian
express, 2017).

The analysis of vehicle registration data from the year 2012 to 2017, Compound Annual Growth
Rate (CAGR) was calculated between 2012-13 to 2016-17 for various classes of vehicles. It can be
noticed that two-wheelers constitute to 68.70% of the total vehicles, followed by cars with
22.70%. (Source: CMP of PCMC & PMC, 2018). It has been observed that regarding the impact of
an increased vehicle population in Pune city very few studies have taken place after year 2000.
According to the Srinivas Bonala, 2004 (Author), Pune city is facing problems like increased traffic
congestion, reduced driving speed, increased environmental pollution and degradation of the
quality of life. The capacity of many intersections has been exhausted. The central city is
experiencing capacity gaps, parking problems, low-speed travel, increased congestion, and
environmental pollution leading to worsening air quality. The article (India Together, 2004)
reports that Pune's municipal transport system, is suffering due to an increased population,
inadequate bus fleets and resources, increasing competitive private modes of transport and
neglect from political and administrative officers. Pune has been labeled the 5th most polluted
city in Asia. 65% of this pollution in Pune is caused by vehicular emissions.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 41
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

2.3 Road network characteristics

Pune district is well connected with the state capital and surrounding headquarters through road
linkages. The road network consists of Express Highways. National Highways, State Highways and
Major District Roads. The district has total length of 13,642 km of roads.

Pune is connected to other major cities through Highway roads converging towards the centre of
the city, 3 of which are going through the areas that are in the study perimeter (see figure below):

 Katraj (NH48 to Kolhapur);

 Pimpri-Chinchwad (NH65/48 to Mumbai);
 Chakan (NH50/60 to Nashik).

Figure 14 : Map of Main Highway Roads from Pune to other Major Cities
(Source: Open Street Map, 2018 & Systra, 2018)

2.4 Major transport nodes

2.4.1 Road Network

The Pune is located to the South East of Mumbai at a distance of 150 km. The Mumbai-Bangalore
National Highway (NH-48) passes through the city and runs towards southern direction. Pune is
well connected with all the major cities of India by network of National and State Highways. Some
of the major highways passing through the study area are as follows:
• Mumbai - Bangalore National Highway (NH 48)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 42
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

• Pune - Hyderabad National Highway (NH 65)

• Pune Nashik National Highway (NH 60)
• Mumbai Pune Expressway Major State Highways include
• Pune- Ahmednagar- Aurangabad State Highway
• Pune- Alandi State Highway
• Pune- Saswad- Pandharpur State Highway
• Pune- Paud Road State Highway
• Talegaon- Chakan State Highway The Mumbai-Pune Expressway is India's first six-lane
expressway, and was built in 2002. The expressway has reduced the travel time between Pune
and Mumbai to almost two hours.

2.4.2 Rail Network

The district of Pune has a total rail network of 311 km. Pune is one of the two main stations of
the district (the other being Daund). Following are the three main railway routes pass through
the district:

 Mumbai-Pune-Solapur;
 Pune-Miraj;
 Daund-Baramti.

Figure 15 : Map of Major Transportation Nodes in and around Pimpri chichwad City

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 43
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

2.4.3 Bus

2.4.3.1 Intercity bus service

MSRTC is a state run bus service of Maharashtra. it operates buses from Pune to all major parts
of the state from four bus terminals: Swargate, Shivaji Nagar, Pune Railway Station and Vallabh
Nagar. Buses to Mumbai, Solapur, Nasik, Shiridi etc will be plying at regular intervals from Pune.
Wide range of services is operated by MSRTC which includes Ordinary, Asiad, Hirkani, Ashwamed,
Shivneri and Shivshahi.

Apart from MSRTC, state transport corporations of neighboring states such as Gujarat, Karnataka
and Telangana also operates bus services to Pune.

2.4.3.2 City Bus Service

PMPML is responsible for operating bus service in the city and its suburbs. The fleet size of
PMPML is about 1,500. The average life of fleet is 8 years. Average number of buses on road per
day is 1,382 operating on 371 routes. On an average 17,000 trips per day and carrying around
10.65 lakhs trips passengers per day with average occupancy of 770 passengers per bus. PMPML
operates various services like Regular Service, Rainbow Buses, Night Buses, Pune Darshan, Ladies
Special and Airport Buses. At present PMPML have 13 bus depots and 2392 bus stops which
clearly indicates need for replacing old fleet with new one. The 13 bus depots are at Swargate,
Shivaji Nagar, Kothrud, Katraj, I-Iadpasar, Market Yard, Upper Depot, Pune Railway Station, Nigdi,
Pimpri, Bhosari, Wagholi, Bhekrai Nagar. Apart from these the other major bus stands are Deccan
Gymkhana, PMT Bus Stand, Mahatma Gandhi Bus Stand at Pulgate, Bhakti Shakti Bus Stand in
Nigdi and Chinchwad Bus Stand.

2.4.4 Airport

Pune International Airport is located at Lohegaon at around 10 km from the city. It is operated
by the Airports Authority of India (AAI). AAI shares its runways with the Indian Air Force base. In
addition to domestic flights to all major Indian cities, the airport serves international direct flights
to Dubai and Frankfurt. In 2017-18, the airport has handled about 8.16 million passengers and
41,566 tonnes of cargo. The current Airport is saturated and the new green field airport is
proposed at Purandhar on southern side of Pune city near Saswad town.

2.4.5 Metro

2.4.5.1 Pune Metro Project – Phase I

The Phase I of Pune Metro project comprises two lines. The two lines with 30 stations are
presented on the Figure 16.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 44
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Figure 16 : Map of phase 1 Pune Metro Project

(Source: Maha Metro – Pune Metro, 2018)

 Line 1 running from North to South from PCMC to Swargate. It is 17.8 km long and
comprises 14 stations including 5 underground and 9 elevated stations;
 Line 2 running from West to East from Vanaz to Ramwadi. It is 15.7 km long and
comprises 16 elevated stations.

As mentioned above, Phase I of the Metro Project was approved in 2016 and construction is
currently taking place on the two lines.
In addition, Line 3 is also planned under PPP model, which will be running between Shivajinagar
and Hinjewadi. Line 3 metro is 23.33 km long and comprises of 23 stations.

2.4.5.2 Pune Metro Project – Phase II

Maha Metro – Pune Metro is planning to further develop this metro network as an
extension of Phase 1 to cater to the fast development of the city.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 45
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

After experiencing the rapid growth, particularly in the out-growth areas of PMC & PCMC and
Chakan area, the Government of Maharashtra/ Maha Metro – Pune Metro is planning to further
develop the metro network as an extension of Phase I.

Figure 17 : Pune Metro Project Corridors

Extension of Phase 1 i.e. From PCMC to Nigdi (corridor 1A) , and Swargate to Katraj (Corridor 2A)
have received the in principal approval of Government of Maharastra in October 2013. This
extension corridors, as part of Pune Metro Phase II, include:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 46
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

This development includes:

 Corridor 1A, which is an extension of line 1 from PCMC to Nigdi in the North (4.413
km);
 Corridor 2A, which is an extension of line 1 from Swargate to Katraj in the South
(approximately 5.51 km);
 Corridor 2B, which is a new line running from Nashik Phata on line 1 to Chakan in
the north east of the city (21.30 km). It will have interchange station with existing
Bhosari Station.
These corridors are presented in Figure 17 (red lines)

2.5 Traffic Management Including parking management

Mobility Management (also called Transportation Demand Management or TDM) Is a general

term for strategies that result in more efficient use of transportation resources, as opposed to
increasing transportation system supply by expanding roads, parking facilities and facilities for
private vehicles. Mobility Management emphasizes the movement of people and goods, not just
motor vehicles, and therefore gives priority to modes (public transport, NMT and ridesharing)
which optimizes available road space and causes least pollution under congested conditions.
Mobility Management is particularly relevant for Indian cites, because of low costs and multiple
benefits. The benefits include congestion reduction, savings on road and parking facility
development, improved consumer choice, road safety, better environmental quality, community
livability, efficient land-use and equity. Mobility Management can provide significant savings to
commuters and society by reducing and deferring road-way capacity expansion costs. These
measures can be implemented quickly, and target a particular location, time period or user
group. More efficient management gives priority to modes that require less space per passenger-
kilometer, and to particularly high-value trips such as emergency vehicles and walking etc., In
general, Mobility Management should reflect the following priorities: Emergency vehicles/trips,
Walking, Cycling, Public Transit, Service/Fright Vehicles, Taxi, Single Occupant Cars, Automobile
Parking. Traffic police have a vital role to play in the success of traffic management. This may
require special efforts to establish modern traffic enforcement techniques, adequately train and
compensation for officers to maintain the professional force, and maintain good communication
with general public. Summary of Parking Management strategies is given in the Table 26.
Table 26 : Summary of Parking Management strategies
Method Advantages Disadvantages
Pricing and Regulatory Strategies
Low implementation costs Enforcement requirements
Regulate curb-side Generates no revenue
parking (loading Does little to reduce overall
Flexible- can be quickly changed or
zones, 1-hour limits, vehicle travel demand
apply to specific times
etc.) for priority May shift traffic to other
locations

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 47
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Generates revenue Enforcement requirements

Reduces travel demand Risk of fraud
Imposing parking
Allows higher priority, uses more May shift traffic to other
prices
convenient spaces locations
Moderate implementation cost
Require vehcile Reduces on-street parking congestion Difficult to enforce (some
owners to have an off- May reduce vehicle ownership residents may register their
street parking space Low implementation costs vehicles elsewhere)
May shift traffic to other
Generates revenue
Tax parking locations
May reduce vehicle travel demand Risk of fraud
More efficient use of parking facilities
Cost effective Reduces parking convenience
Requires new administrative
Share parking facilities Can reduce parking requirements
arrangements
Flexible Depends upon circumstances
More acurate parking Cost effective May create future parking/
supply Can reduce parking requirements congestion problems
Reduce parking Cost saving Limited guidance avaiable
requirements for Can reduce parking requirements Requires ongoing management
mobility management Create incentives for employee trip
programs reduction programs
Transportation Can reduce parking requirements
Requires new administrative
management Can provide many services to
arrangements
asociations business, employees and customers
Control Reduce vehicle travel demand
Requires review and
complementary
Can increase revenue enforcement
Parking Passes
Can reduce vehicle travel demand Requires new administrative
and parking needs arrangements
Cash out free parking
Gives employers a way to reduce
Risk of fraud
parkng demand
Requires new administrative
Reduce vehicle travel demand
arrangements
Unbundle parking
Can reduce parking requirements Risk fo Fraud
Increases customer choices
Other strategies
Supports land use objectives
Location efficient Reduce vehicle travel demand
Slow to achieve benefits
development Can reduce parking requirements
Increases customer choices

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 48
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Response to spill over Avoids problems Requires new administrative

problems Is equitable arrangements
Reduce vehicle travel demand
Over flow parking Requires new administrative
Can reduce parking problems
plans arrangements
Is equitable
Saves money
Supports land use objectives May lead to future parking
Parking maximums
Reduce vehicle travel demand problems
Can reduce parking problems
Requires new administrative
Saves money
arrangements
In Lieu fees Results in more efficient use of May lead to future parking
parking facilities problems
Reduce vehicle travel demand
Saves money (compared with Only effective where people
automobile parking) want to bicycle
Bicycle parking May lead to future parking
Support bicycle travel
problems
Is equitable
Improve parking May increase cost
Addresses many problems
facility design Require new design guidelines

2.6 Traffic Characteristics

2.6.1 Traffic Volume and Composition

About 10.6 Lakh PCU has been observed at various cordon points in Pune and Pimpri-Chichwad
City as Per CMP, 2018. Total of 10.6 Lakh vehicles and 10.18 Lakh PCU has been observed. Satara
Road is having highest number of vehicles followed by Mumbai Pune Expressway at Talegoan Toll
Plaza. On Khed Shivapur Toll Plaza and Pune-Mumbai Experssway, more number of goods
vehicles are observed as high as compared to other locations. Traffic volume on Velhe Bhudruk
village Road, Velhe Bhagud MIDC (Mulshi Road) and Nirvi- Nhavare Road is less. Number of
vehicles at Kusgaon Toll Plaza is less compared to Talegoan Toll Plaza, as the Kusgaon Toll Plaza
is an entry/exit toll plaza to Lonavala.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 49
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Vehiclular Compostion in PCMC

0.08
0.04
15.90

2.88
1.84
47.93

31.32

Two-wheeler Car Auto Bus Goods Vhicle Cycle Others

Figure 18 : Vehicluar Composition in PCMC, 2018

(Source: CMP of PCMC & PMC, 2018)

More dominant mode of transport used in PCMC is two Wheeler, followed by car. Cycle is least
preferred mode which shares just 4% of traffic composition. The share of two wheelers is more
on village roads as they constitute the local trips. The share of goods vehicles is considerably high
on National Highways like Nasik Road, Solapur Road, Mumbai Highway and Satara Road as
compared to other roads. The share of two wheelers is almost zero on Mumbai Pune Expressway
as the movement of two wheelers is restricted on the expressway. Share of buses is also minimal
on roads like Velhe Budruk Road, Nirvi- Nhavare Road, Saswad Supa Road and Uruli Kanchan road
as these roads are not connecting any major settlements.

2.6.2 Speed and delays

Journey speed is an important parameter to measure traffic flow and Level of Service of traffic.
Measurement of speed is frequently required in transport planning particularly to evaluate the
road network system, to provide vital inputs to transport demand modelling process and assist
in economic analysis of improvement plans.

The average journey speed varies from 10 kmph to 60 kmph in Pimpri Chichwad city. Maximum
journey speed of 60 kmph is observed on bypass road. This is due to four lane divided carriageway
in good condition. Some roads like Laxmi Road, NC Kelkar Road, Shivaji Road, Bajirao Road,
Jawaharlal Nehru Road etc the speeds are very less as these roads are in CBD area where the
speed of vehicles is being affected by various factors like pedestrian flow, narrow roads, heavy
vehicular flow and roadside friction such as on-street parking, encroachments etc.

2.6.3 Pedestrian and NMV movement

As per CMP, 2018, Maximum number of pedestrians in peak hour are observed at Belbaug chowk
which is around 13,000, this is because of Dagdusheth Halwai Ganapati Temple and commercial

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 50
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

areas on Shivaji Road. On mid-block locations, maximum number of pedestrians are observed on
Lal Bahadur Sastri Road near Rambaug colony road.

Less than 15% of road network is covered with NMV facilities.

2.7 Traffic safety

Various traffic safety measures are proposed in CMP pertaining to Road marking, signage and
street lighting. Proper signs will be installed at appropriate locations as per guidelines provided
in IRC publications 67-2001 ‘ Code of practice for Road signs’. The following short term
alternatives may be considered for implementation:
• Speed breakers and humps be marked and signed adequately for night time visibility,
• All traffic signages be made retro reflective,
• Install minimum pavement markings such as lane lines, median lines, stop bar, fog line, etc.
• Ensure that adequate street lighting is provided on all collectors, sub-arterials, and arterial
roads
Improvement in street lights are also proposed. Along with this, strategies for junction
improvement and traffic calming measures are also considered.

2.8 Intermediate Public Transit (IPT) System

Auto rickshaws are the main IPT modes in Pune. The various modes of IPT in Pune are: Auto-
rickshaw, Share Auto and Taxi services which include application based taxi aggregators like Ola
and Uber. There are no specific route restrictions for these autos. Auto rickshaws running on the
streets of Pune provide better connectivity to the city core which has a narrow road network.
Many people prefer them over local bus service due to shorter wait time and point to point
service. A total of 50,892 auto rickshaws, 46,511 taxies and 7759 other passenger vehicular
permits are availed in Pune and Pimpri-Chinchwad.

2.9 Public Transportation System

Bus and Railway are the types of public transport available in the city. Inter city as well as city bus
service is available. BRTS is also in Place. Bus is the most common public transport system used
in the city. With time, usage of city bus service has been decline due to change in personal choices
as shown in PMPML passenger data (Table 27).

Pune BRTS is India’s first BRTS system. BRTS in Pune is named as Rainbow BRTS. BRTS serves both
Pune and PCMC. At present 4 corridors of 38km is operational. Rainbow BRTS caters to 51 routes
with 319 buses plying along 4 corridors.

However, it is not fully segregated system. The BRTS system has several issues i.e. lack of
exclusive right of way for buses on several sections of the route, poor condition of buses, lack of
safe access to BRTS stations, lack of bus priority at intersections etc. Due to the above constraints,
the system is yet to attract good ridership. For success of BRTS, strict enforcement and traffic

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 51
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

discipline is required. BRTS route from Dapodi-Nigdi on Pune-Mumbai highway will be

operational soon.
Table 27 : Yearly PMPL Passenger data (2013-2017)
YEAR TOTAL PASSENGERS DAILY PASSENGERS
2013-14 424894432 1164094
2014-15 444357132 1217417
2015-16 411503942 1124328
2016-17 393916615 1079224
Source: CMP, PCMC, 2018

Another form of Public transportation is sub urban railways. Pune Suburban Railway is operated
by Central Railway between Pune to Lonavala, runs on double line electrified broad gauge section
of 63.84 km. The suburban trains are operated from Pune to Lonavala regularly to cater the
suburban traffic. In a day 18 trains are being operated from Pune to Lonavala and 5 trains
between Pune and Talegaon. The minimum headway of the trains is 30 minutes and generally
frequency is observed to be low, which makes the system heavily crowded in peak hours. A large
number of students, employees, industrial workers travel by the local trains and the poor
frequency of trains leads to increased rush of passengers through the day. Mumbai Rail Vikas
Corporation is planning for 3rd and 4m line between Pune and Lonavala, exclusively for suburban
rail operations. Stations along Pune-Lonavala railway line are Shivajinagar Station, Khadki Station,
Pimpri Station, Chinchwad Station, Akurdi Station, Dehu Road Station, Talegaon Station and
Lonavala Station. It covers Lonavala to Daund and Pune to Miraj.

Metro: Metro has been approved for the Pune In December 2016. Pune Metro project has been
undertaken by MAHA Metro, a SPV (Special Purpose Vehicle) of Government of India and
Government of Maharashtra. Surveying and design work of Pune Metro has begun in June 2017.
It will be a combination of elevated and underground sections, with initial routes being planned
between PCMC - Swargate and Vanaz - Ramwadi. The estimated cost of the project is about
Rs.11,522 crore. The project is expected to be completed by 2021.

2.10 Past proposals from CMP/CTTS/Transport Master Plan

2.10.1 Mass Transit system

Under CMP, 2018, the public transport network and system has been selected, considering the
evaluation of public transport networks. Metro, Light Metro and BRT systems have been
recommended for various corridors. The recommended Public transport network in 2028 is
presented in Figure 19.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 52
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Table 28 : Recommended Public Transport Network and system, 2038 (CMP 2018)
Length PHPDT Length PHPDT
in Km (2028) in Km (2038)
(2028) (2038)
Metro Corridor
1 Nigdi – Katraj 33.63 15500 33.63 19000
2 Chandani Chowk – Wagholi 25.99 13000 25.99 18000
3 Hingewadi - Hadapsar 30.35 13500 30.35 22000
4 Sinhagad Road 9.08 9500 9.08 16500
5 Hinjewadi - Chakan 30.08 14000 30.08 24000
6 Warje to Swargate 8.87 8000
7 Wagholi-chikali-Hinjewadi 35.23 95000
Total 129.1 173.2
BRTS Corridor
1 Yerwada – Airport 5.05 2000 5.05 2500
2 Kalewadi phata – Chikali 12.03 2500 12.03 3400
3 HCMTR PMC 38.45 2200 38.45 2900
4 HCMTR PCMC 31.40 2000 31.40 2700
5 Chinchwad-Talewade 12.00 2800 12.00 3500
6 Total 98.93 98.93

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 53
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Figure 19 : Recommended Mass Transit Corridors in 2028 (CMP, 2018)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 54
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

2.10.2 NMT Improvement Plan

2.10.2.1 Efforts by PMC

In view of the importance of NMT infrastructure, PMC has initiated several projects besides
establishing the NMT Cell. The projects initiated by PMC are listed below:

• Bicycle Master Plan for Pune prepared in 2017. It is under implementation.

• Public Bicycle Sharing scheme (PBS) is prepared and is under implementation

• Pune Street redesign as per Urban Street Design Guidelines

• SMART City Street Development (for ABD Area)

• Pedestrian Policy A Non-Motorized Transport (NMT) Cell was set up in 2008 by PMC to look at
the issues related to pedestrians and cyclists, and provision of footpath and bicycle track
infrastructures.

The objective is to plan and maintain consistent, high quality pedestrian infrastructure with
equitable allocation of road space. The Cell has planned to develop 75km footpath along BRT and
complementary 15 km bicycle tracks on following roads:

 Sancheti-Aundh road  Upper Indiranagar road

 Wakdewadi-Harris Bridge  Satara road
 Alandi road  Sinhgad road
 Nagar road  Karve road
 Nehru-Market yard road  Paud road

The bicycle plan for Pune has recommended formulation and implementation of following:

• City-wide Bicycle Network • Bicycle Parking

• Bicycle Design Guidelines • Integration with Transit
• Public Bicycle System • Regulation and Enforcement
• Outreach and Promotion • Implementation Schedule
• Monitoring and Evaluation

It envisaged a construction of 375 km of footpath at a cost of Rs.375 crore and Bicycle tracks for
75 km at a cost of 150 crore during 2016-2020.

2.10.2.2 Efforts by PCMC

PCMC has created bicycle tracks along several roads but most are being used to park vehicles or
are encroached by hawkers. Bicycle tracks are built along the BRT routes. There is a need to

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 55
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

ensure that the bicycle tracks are free of encroachments. PCMC is exploring to implement the
PBS. The length of bicycle tracks in PCMC is around 10 km.

Proposals for footpath widening, pedestrianisation, provision of NMT Facilities , bicycle sharing
scheme have been proposed in PMC and PCMC.

2.11 Issues and Prospects

 PCMC Area is transforming from a major industrial area to a mixed land use city with high
residential development. This is likely to add to the already growing private vehicle
population and private trips, unless major initiatives are taken to promote public transit.
 Currently, there are only few corridors which can be classified as major arterials. Most of
the roads in PCMC Area have varying widths (both ROW and Pavement), which would
limit the capacity and hamper traffic flow. The implementation of the DP Proposals would
improve this situation considerably, but will not be sufficient to create a topology that is
required for the city of the size of PCMC Area. It is anticipated that, in future, due to
developments at Hinjewadi, Talawade and Chakan, the city will grow perpendicular to the
current development along Old NH4. It is suggested that the proposed future network
takes this aspect into account.
 While the riding quality of roads in PCMC Area is maintained to good standards,
considering the likely increase in the future road network and traffic, it is essential to
develop an efficient Pavement Management and Budget Allocation System for the City.
 The growth of accidents (in absolute numbers) and traffic safety is not an alarming issue.
However, to derive purposeful solutions in future, it is important to develop and
implement an efficient Accident Information System.
 There are very few off-street parking facilities available in PCMC Area. Multi storied
parking complexes need to be developed at major transport nodes, like, local railway
stations, Inter City Bus Terminus at Sant Tukaram Nagar, and at major traffic generators
in PCMC Area. A combination of traditional (manual), semi automatic and fully automatic
parking systems would be required for parking. No NMV facilities are available at present.
As part of the road improvements projects being taken up by PCMC, separate lanes for
non-motorised vehicles and pedestrians are being proposed in the RoW design.
 Public Transit services of PCMT and PMT, and IPT (particularly 6/8-seater Auto Rickshaws)
presently compete with each other on major corridors in PCMC Area. While PMT and
PCMT services are being clubbed together in PMPML, PT and IPT would need to be
organised so that each mode complements the other.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 56
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

3. TRAVEL CHARACTERISTIC AND DEMAND ESTIMATE

3.1 Preamble
Pune & Pimpri Chinchwad is the next largest urban conglomerate to Mumbai Metropolitan
Region in Maharashtra. The urbanization of this region will receive a big impetus in the next 30
years due to the ambitious development plan of the 7000 sq. km Pune Metropolitan Region
(PMR). These cities are considered to be an educational hub due to the establishment of large
number of educational institutes across the city. Pune & Pimpri Chinchwad have been
experiencing tremendous growth in population and employment since the last two decades. The
cities have been stretching its limits to the widest extent possible and urban sprawl has become
evident. The growth in various industries, particularly automobile, IT and IT enabled services, in
and around Pune & Pimpri Chinchwad has added further impetus to the urban sprawl and
increase in population and employment.

The present public transport system in Pune & Pimpri Chinchwad consists mainly of buses, and a
few services of Bus Rapid Transit (BRT) System and suburban rail. The public transport share has
been completely overthrown by the tremendous growth in private vehicle transport. The vicious
cycle of increase in private vehicle ownership (mostly two-wheelers and cars) has become
unstoppable due to the increased transport demand and lack of convenient public transport
options. In a nutshell, in the absence of augmentation of mass transit services, Pune may head
towards unsustainable urban transport scenario. In order to augment public transport system to
cater to the rapid increase in demand for transportation services and make urban transportation
in Pune & Pimpri Chinchwad sustainable, the implementation of metro rail was envisaged, and
Metro master plan was prepared by Delhi Metro Rail Corporation (DMRC) in the year 2008.

The Pune metro project comprised two lines initially (Phase 1), which are being constructed;

Line 1: running from North to South from PCMC to Swargate. It is 17.8 km long and comprises 14
stations including 5 underground and 9 elevated stations.

Line 2: running from West to East from Vanaz to Ramwadi. It is 15.7 km long and comprises 16
elevated stations.

Phase I of the Metro Project was approved by the Government in the year 2016 and the
construction is currently taking place on the above two lines. In addition, Line 3 is also planned
under PPP model, which will be running between Shivajinagar and Hinjewadi. Line 3 metro is
23.33 km long and comprises of 23 stations. After experiencing the rapid growth, particularly in
the out-growth areas of PMC & PCMC and Chakan area, the Government of Maharashtra/ Maha
Metro – Pune Metro is planning to further develop this metro network as an extension of Phase
I. The extension corridors, as part of Pune Metro Phase II, include:

Corridor 1A, which is an extension from PCMC to Nigdi in the North (4.413 km);

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 57
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1A

Corridor 2A, which is an extension of line 1 from Swargate to Katraj in South (approximately 5.5
km);

Corridor 2B, which is a new line running from Nashik Phata on Line 1 (Phase 1) to Chakan in north
east of the city (approximately 21.308 km).

Pune Metro Project extension Corridor IA and Corridor 2A had received the in-principle approval
of Government of Maharashtra in October 2013.

The transport demand model recently calibrated in the year 2017, is used as a base for the
modelling process. The travel demand model uses the present and future land use patterns to
assess the travel pattern. It then assigns the estimated trips to different travel routes and travel
modes, including metro, based on the type and quality of the transportation network.

3.2 Objective and Scope of Traffic Study

The main objective of the traffic study is to estimate the passenger ridership on the proposed
metro extension corridors; Nashik Phata - Chakan, PCMC - Nigdi and Swargate - Katraj Corridors;
The scope of the traffic study includes;

 Updating the recently validated transport demand model using CUBE Voyager Software
 Collection and review of secondary data
 Collection of primary data including carrying out Classified Traffic Volume Counts and
occupancy along the proposed metro corridors.
 Patronage forecast on all the metro corridors including the proposed PCMC - Nigdi
extension. The forecast includes station wise boarding/ alighting, link loads, PHPDT, etc.,
for identified land use, transport and fare scenarios.

Figure 20 presents all the survey locations conducted as part of the study.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 58
Pune Metro DPR

Figure 20 : Traffic survey Locations

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 59
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.3 Secondary Data

Past traffic and transportation surveys data conducted during earlier studies as well as other
related secondary data were collected, and relevant data is compiled. This data is used for
updating the transport demand model and its validation.

3.4 Primary Traffic Surveys

As part of the present study the following surveys were conducted. The analysis of these surveys
is presented in the below sections.

 Classified Traffic Volume Count;

 Bus Origin Destination (OD) Survey;
 Occupancy Survey;
 Opinion Survey

The metro patronage forecast is carried out using the transport demand model, which is
calibrated and validated in the year 2017. Considering the data already available from recent
past studies, survey locations for Classified Traffic Volume Count (TVC) were identified. Survey
locations for Classified Traffic Volume Count and Other Surveys were included in the Weekly
Progress Report 03 and 04, submitted to Client. The survey locations are identified along all the
proposed metro corridors to know the existing traffic volume and traffic composition. In total,
there are 25 TVC locations identified and traffic volume count surveys were conducted by video
graphic technique at all the locations. The traffic data was extracted manually by playing video
on computer in slow motion for better accuracy.

Bus Occupancy and other passenger modes Occupancy surveys were conducted to assess
average number of passengers travelling by each mode. This is done by manual observation

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 60
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

technique. The mode wise number of occupants were recorded at all TVC locations. These
surveys were conducted simultaneously with traffic volume count surveys and provide the
existing mode-wise passenger demand (person trips). Bus OD surveys were conducted at all the
locations along with traffic volume counts.

3.4.1 Classified Traffic Volume Count Survey

3.4.1.1 PCMC – Nigdi Section (Corridor 1A)

The traffic survey locations along the PCMC - Nigdi Section are presented in Table 29 and Figure
21 : Traffic Survey Locations: PCMC – Nigdi Section. The analysis of the traffic surveys is carried
out and the peak hour traffic, both during morning and evening, at each of the survey locations
is presented in Table 30.
Table 29 : Traffic survey locations : PCMC – Nigdi Section

Sr No. Road Name Landmark

1 MB 1 : Old Mumbai Pune Highway St. Francis Xavier Church

2 MB 2 :Old Mumbai Pune Highway Nigdi Private Bus Operator Stand

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 61
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Traffic Composition (Vehicles) Traffic Composition (PCUs)

Swargate-Katraj Alignment Swargate-Katraj Alignment
Govt.Bus LCV MAV
1% Mini LCV 2-3 Axle
1% LCV 2% 1%
4% 2-3 Axle Other
2%
Mini Bus 1% 1%
1% Mini LCV
Govt.Bus 9%
Three 5%
Wheelers
9% Pvt. Bus
1%

Mini Bus
Cars/Taxi/Jeep 1% Two wheeler
14% 49%
Three
Wheelers
Two wheeler 10%
69%

Cars/Taxi/Jeep
19%

Figure 21 : Traffic Survey Locations: PCMC – Nigdi Section

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 62
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 30 : Peak hour traffic count on PCMC to Nigdi Section

Old Mumbai Pune Highway (MB 1) Time Total
Morning Peak (Vehicles) 09:00 AM to 10:00 AM 10830
Morning Peak (PCUs) 09:00 AM to 10:00 AM 7465
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 11148
Evening Peak (PCUs) 06:00 PM to 07:00 PM 7825
Old Mumbai Pune Highway (MB 2) Time Total
Morning Peak (Vehicles) 12:00 AM to 01:00 PM 7060
Morning Peak (PCUs) 12:00 AM to 01:00 PM 5369
Evening Peak (Vehicles) 06:00 PM to 07:00 PM 7756
Evening Peak (PCUs) 06:00 PM to 07:00 PM 6143

PCMC-Nigdi Alignment : Mode Split PCMC-Nigdi Alignment : Mode Split

(Vehicles) (PCUs)
2-3 Axle
LCV 0% LCV 2-3 Axle
Govt.Bus Mini LCV Govt.Bus
1% 1% 1%
1% 3% 5%
MAV Mini
Pvt. Bus MAV
0% Pvt. Bus LCV
1% 1%
2% 5%

Mini Bus
Mini Bus
1%
2%
Two wheeler
Three 42%
Three
Wheelers
Wheelers
8%
8%

Cars/Taxi/Jee Two wheeler

p 61%
24%
Cars/Taxi/Jee
p
33%

Figure 22: Traffic composition : PCMC – Nigdi section

3.4.2 Passenger Vehicle Occupancy Surveys

Passenger vehicle occupancy surveys were conducted, along with classified traffic volume counts,
to assess average number of passengers travelling by each mode. This survey was done by
manual observation technique. The mode wise number of occupants were recorded at the
selected survey locations. These surveys provide the existing mode-wise passenger demand
(person trips) at the survey locations.
Table 31 : Passenger Vehicle Occupancy
Two Three
Corridor Cars Bus*
Wheelers Wheelers*
Swargate-Katraj 1.32 2.31 2.67 35.70
* excluding driver

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 63
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.4.3 Opinion Surveys

Opinion survey was conducted to understand the passengers’ experience concerning current
mode of transport and opinion about willingness to pay for Metro. Four locations (Bus depots)
were identified along the proposed metro alignment for opinion survey. The surveys were
conducted for 12 hours at each location. Questionnaire for the opinion survey was prepared and
the data was collected from the bus passengers. Locations of the opinion surveys are presented
in Figure 20. Outcome from the opinion survey is presented in Figure 23 to Figure 26

Average Waiting Time at Bus Depot

120%

100% 3% 2% 4% 4%
15% 19% 14%
23%
80%
Percentage

60% 41% 34% 40%

40%
40%

20% 40% 45% 42% 34%

0%
Bhakti shakti Bhosari Katraj Swargate
Bus Depot
>60 (Minutes) 30-60 (Minutes)
15-30 (Minutes) 0-15 (Minutes)
Figure 23 : Average Waiting Time at Bus Depot

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 64
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

BHAKTI SHAKTI BHOSARI

Taxi Two Taxi
Two wheelers
3% wheelers 2%
9%
Car/Jeep/Va
Car/Jeep/Van 5%
n
Walk 2% 3%
25%
Auto
Auto Rickshaws
Rickshaws Walk 15%
16% 37%

Bus Bus
45% 38%

KATRAJ SWARGATE
Two wheelers Two
Other
4% wheelers…
Other 2%
1% Car/Jeep/Van
3% Auto
Auto Rickshaws
Rickshaws 10%
Walk
Walk 17%
46%
42%

Bus
37%
Bus
33%

Figure 24 : Access Mode Split

BHAKTITwo
SHAKTI BHOSARI Two
wheelers wheelers
Other Taxi Other Taxi
4%
1% 2% 1% Car/Jeep/Va 1% 3%
n Car/Jeep/Va
1% n
Auto 2%
Rickshaws Auto
7% Rickshaws
Walk
Walk 19%
37%
42%

Bus
46%

Bus
34%

KATRAJ Two SWARGATE Two

wheelers wheelers
Other 4% Taxi Other 8%
1% 1%Car/Jeep/Va Taxi
1%
1%
n
1% Car/Jeep/Van
Auto 5%
Rickshaws
22%
Walk Auto
Walk 45% Rickshaws
44% 19%

Bus
27% Bus
21%

Figure 25 : Dispersal Mode Split

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 65
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Willingness to Pay more for Metro

120%
1%
100% 3%
5% 7% 5% 6%
18% 15% 21%
80%
Percentage

30%
16% 23%
60% 23%
40% 35% 34%
43% 33%
20%
25% 24%
14% 16%
0% 2%
Bhakti shakti Bhosari Katraj Swargate
Bus Depot
>75% 75% 50% 30% 15% 0%
Figure 26 : Willingness to Pay more for Metro

3.5 Peak Hour Passenger Trips

Using the peak hour trips and the average occupancy, the existing direction-wise peak hour
passenger trips on various sections of the metro extension corridors are estimated and presented
in Figure 27.

Figure 27 : Existing Peak Hour Passenger Trips on PCMC- Nigdi section (Right)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 66
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.6 Review of CMP - Traffic Surveys & Analysis

3.6.1 Traffic Surveys at Cordon Location

Table 32 presents peak hour traffic and its share in the daily traffic at cordon locations.
Percentage of traffic in peak hour ranges between 5.6% and 9.9% with an average of 7.0%.
Table 32 : Daily Traffic at Cordon Lines
Total Share
No. Road/ Location ID
Vehicles PCUs %
1 Moshi Toll Plaza, Nasik Road (L1) 85,455 88,270 8.10%
2 Near Sambhaji Chowk, Alandi Road, Alandi (L2) 63,846 58,152 6.00%
3 Nagar Road (L3) 1,38,570 1,33,484 13.10%
4 Kawadipeth Toll Plaza, Solapur Road (L4) 75,077 79,623 7.10%
5 Saswad Road (L5) 38,514 39,926 3.60%
6 Saswad-Bopdev Road (L6) 38,981 36,008 3.70%
7 Sinhgad Road (L7) 68,432 63,629 6.50%
8 NDA Academy Road (L8) 84,107 72,307 8.00%
9 Near Bhugaon, Mulshi Road (L9) 47,080 42,854 4.50%
10 Shivaji Chowk, Hinjewadi (L10) 1,15,248 1,04,056 10.90%
Dehu Road Toll Plaza, Mumbai- Pune Highway
11 61,535 65,080 5.80%
(L11)
12 Talwade, Dehu Alandi Road (L12) 92,980 92,133 8.80%
13 Katraj - Satara Road (L13) 51,933 50,864 4.90%
14 Sus Road (L14) 33,449 30,563 3.20%
15 Nande-Balewadi Road (Mahalunge) (L15) 19,425 16,789 1.80%
16 Manjari Village, Manjari Road (L16) 21,115 19,814 2.00%
17 Lohegaon-Nirgudi Road (L17) 1,751 1,668 0.20%
18 Lohegaon-Wagholi Road (L18) 18,217 17,420 1.70%
Total 10,55,715 10,12,640 100%
Source: CMP for PMC and PCMC, 2018

3.6.2 Traffic Surveys at Screen Lines (16 Hr.)

Screen-lines in the study area are classified into North-South and East-West screen-lines. In the
study area, Railway line and Mutha river are considered as North-South screen-lines and Mula
and Mula Mutha rivers as the East-West screen-lines in the study area. Classified traffic volume
counts are conducted at 59 screen-line locations. Table 33 presents the 16-hour traffic (06:00
a.m. to 10:00 p.m.). Based on analysis, total of about 26.48 lakh vehicles (24.60 lakhs PCU) cross
the North- South screen-line locations and 14.36 lakh vehicles (13.28 lakh PCU) cross the East-
West every day.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 67
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 33 : Daily Traffic at Screen Lines (16 Hr.)

No Road/ Location ID Vehicles PCUs Share %
North-South
1 Talegaon Industrial Area (SL 1) 16177 22303 0.61%
2 Talegaon Chakan Road (SL2) 63,673 59,599 2.40%
3 Begdaewadi (SL3) 4,653 4,079 0.18%
4 Dehu (SL4) 50,694 47,695 1.91%
5 Bhau Patil Road (SL5) 28,126 26,883 1.06%
6 Yashwanthrao Chavan Path (SL6) 3,770 3,057 0.14%
7 Khadki Police Chowk (SL7) 58,136 52,281 2.20%
8 Dhanori Alandi Road (SL8) 28,680 25,627 1.08%
9 KB Joshi Path (SL9) 76,304 65,370 2.88%
10 HK Firodia Bridge (SL10) 1,84,933 1,77,961 6.98%
11 Juna Bazar (SL11) 99,433 93,446 3.75%
12 Connaught Road (ROB) (SL12) 42,958 46,444 1.62%
13 Bund Garden Road (SL13) 79,958 79,766 3.02%
14 Koregaon Park Road (SL14) 1,13,462 1,02,882 4.28%
15 BT Kawade Road (ROB) (SL15) 45,658 40,263 1.72%
16 Solapur Road (ROB) Kirloskar (SL16) 31,771 34,798 1.20%
17 Hadapsar Road (SL17) 76,793 74,356 2.90%
18 Western Bypass (After Warje) (SL18) 1,59,621 1,52,646 6.03%
19 Mhatre Bridge (SL19) 1,08,941 95,811 4.11%
20 SM Joshi Bridge (SL20) 62,138 55,271 2.35%
Shivaram Mhatre Road (Chavan Bridge)
21 44,752 33,412 1.69%
(SL21)
22 Sambhaji Bridge (SL22) 44,615 61,991 1.68%
23 Kakasaheb Gadgil Bridge (Z Bridge) (SL23) 18,942 14,082 0.72%
24 Baba Bhide Bridge (SL24) 98,093 76,462 3.70%
25 Maha Rishi Shinde Bridge (SL25) 71,123 64,247 2.69%
26 PMC Bhavan Bridge (SL26) 59,044 51,895 2.23%
27 Shivaji Bridge-Nava Pool (SL27) 83,941 81,622 3.17%
28 Dengale Bridge Road (SL28) 75,078 75,422 2.84%
29 Sangam Bridge 1 (SL29) 1,16,910 1,12,685 4.41%
30 Sangam Bridge 2 (SL30) 53,254 49,825 2.01%
31 Ravat Nigdi Road (SL31) 63,741 56,053 2.41%
32 Akurdi Chikhali Road (SL32) 63,430 55,237 2.40%
33 Chinchwad Akurdi Link Road (SL33) 61,780 53,593 2.33%
34 Kaspate Wasti Road (SL34) 89,995 82,630 3.40%
35 Karachi Chowk (SL35) 1,02,480 97,995 3.87%
36 Jawaharlal Nehru Road (SL36) 29,086 23,188 1.10%

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 68
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

No Road/ Location ID Vehicles PCUs Share %

37 Power House Road (SL37) 17,564 14,671 0.66%
38 Pimple Gurav Road (SL38) 26,495 21,693 1.00%
39 Nashik Phata (SL39) 68,389 62,962 2.58%
40 From Jai Maharashtra Chowk (SL40) 17,385 14,677 0.66%
41 Dapodi Bridge (SL41) 50,160 45,341 1.89%
42 Sangam Cross Road (SL42) 7,861 6,410 0.30%
43 Ghorpadi Road (SL43) 48,023 43,673 1.81%
Total 26,48,020 24,60,302 100%
East-West
44 Manjari Village (SL44) 21,115 19,814 1.47%
45 Theur Kesanand Road (SL45) 11,085 13,358 0.77%
46 Uruli Ashtapur Road (SL46) 3,001 2,558 0.21%
47 Western Bypass Road (SL47) 1,86,776 1,85,778 13.00%
48 Mahatma Jyotiba Phule Bridge (SL48) 44,051 37,466 3.07%
49 Mahadji Shinde Road (Aundh) (SL49) 55,618 47,847 3.87%
Rajiv Gandhi Bridge (Aundh Ravet Road)
50 1,13,662 1,03,874 7.91%
(SL50)
51 Jai Ganesh Chowk (SL51) 71,265 60,450 4.96%
52 Old Sangavi Nera Petrol Pump (SL52) 66,130 62,912 4.60%
Harris Bridge (Old Mumbai Highway)
53 1,69,809 1,58,236 11.82%
(SL53)
54 Yerwada Bridge (SL54) 1,33,603 1,25,251 9.30%
55 Yerwada Bridge (SL55) 1,37,401 1,29,007 9.57%
56 HH Aga Khan Bridge (SL56) 1,06,985 97,644 7.45%
57 Mundhwa Bridge (SL57) 1,00,833 95,874 7.02%
Alandi Road (Near Tata Communication
58 80,863 74,103 5.63%
Center) (SL58)
59 Rajaram Bridge (SL59) 1,34,044 1,13,831 9.33%
Total 14,36,241 13,28,001 100%
Source: CMP for PMC and PCMC, 2018

3.6.3 Analysis of Mid-Block Volume Count

Classified traffic volume counts are conducted at 15 mid-block locations. The location-wise traffic
details are presented in Table 34.
Table 34 : Traffic on Mod-Blocks (16 Hr.)
No Road/ Location ID Vehicles PCUs
1 Pashan Road 71,083 63,053
2 Jaganath Shankarsheth Road 1,35,707 1,24,679

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 69
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

No Road/ Location ID Vehicles PCUs

3 Spine Road 51,295 47,836
4 Lal Bahadur Shastri Road 86,623 81,195
5 Senapati Bapat Road 90,081 80,850
6 Balagangadhar Tilak Road 74,449 69,767
7 RB Kumthekar Road 23,973 24,532
8 Nashik Road 86,048 76,311
9 Dehu Alandi-Akurdi Chikhali Road 59,216 55,844
10 PCMC Link Road 5,807 4,648
11 Morwadi Road 31,678 28,968
12 Timber Market Road 1,06,169 1,08,056
13 Baner Road 79,353 71,035
14 Kondhwa Road 1,30,501 1,27,483
15 Aundh Ravet Road 53,042 47,024
Total 7,12,648 6,51,063

3.7 Socioeconomic Characteristics

The total population of Pune Municipal Corporation (PMC) and Pimpri Chinchwad Municipal
Corporation (PCMC) as per Census 2011 was 31.24 lakhs and 17.27 lakhs respectively. Table 35
and Table 36 present the past trends of the study area population. The data reveals that the
annual growth rate in population of PCMC is highest in the study area.
Table 35 : Past Trends of Population Growth
Year PMC PCMC PC KC DC Total
1961 606777 39654 65838 58496 - 770765
1971 856105 98572 77774 65497 24709 1122657
1981 1203363 251769 85986 80835 33267 1655220
1991 1566651 520639 82139 78323 40555 2288307
2001 2538473 1015598 79965 77473 46921 3758430
2011 3124458 1727692 71781 78684 48961 5051576
Source: Census of India, PC: Pune Cantonment; KC : Khadki Cantonment; DC: Dehu Cantonment

Table 36 : Compound Annual Growth Rate (CAGR) of Population

Year PMC PCMC PC KC DC
1961-1971 3.50% 9.53% 1.68% 1.14% -
1971-1981 3.46% 9.83% 1.01% 2.13% 3.02%
1981-1991 2.67% 7.54% -0.46% -0.32% 2.00%
1991-2001 4.94% 6.91% -0.27% -0.11% 1.47%
2001-2011 2.10% 5.46% -1.07% 0.16% 0.43%
PC: Pune Cantonment; KC : Khadki Cantonment; DC: Dehu Cantonment

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 70
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.7.1 Age wise Population Distribution

Table 37 and Figure 28 present the distribution of population by age, as per Census 2011. From
the data, it can be observed that, the population in the age group of 20-44 years has the highest
contribution in the total population; 45.12% in PMC and 49.94% in PCMC.
Table 37 : Age wise Population Distribution in PMC and PCMC
Age Group (years) PMC PCMC
0-4 239964 160615
5-9 235616 142356
10-14 242254 131745
15-19 255256 139284
20-24 323148 225375
25-29 338321 227782
30-34 289767 173620
35-39 250558 134418
40-44 207887 101588
45-49 172972 79126
50-54 144551 63056
55-59 118278 48412
60-64 103604 39379
65-69 69702 25192
70-74 49590 15321
75-79 29557 7614
80+ 32766 9159
Age not stated 20667 3650
Total 3124458 1727692
Source: Census of India, 2011

Age Wise Population Distribution

400000
350000 PMC
300000
Population

PCMC
250000
200000
150000
100000
50000
0
Age…
5-9
10-14
0-4

80+
25-29

35-39

45-49

55-59

65-69

75-79
15-19
20-24

30-34

40-44

50-54

60-64

70-74

Age Group
Figure 28 : Age Wise Population Distribution in PMC and PCMC

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 71
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.7.2 Literacy Rate

Literacy rate reflects the person’s participation in social and economic development which
contribute to the human development and poverty reduction. As per the Census 2011, Pune city
has highest literacy rate (89.56%) in Pune district. The percentage of male and female literates
of Pune city is 92.31% and 86.67% respectively. The literacy rate of Pimpri-Chinchwad is 89.22%
and the percentage of male and female literacy of the city is 92.41% and 85.37% respectively.
Table 38 presents the literacy rate in PMC and PCMC.
Table 38 : Literacy Rate in PMC and PCMC
PMC PCMC
Description
Literates Percentage Literates Percentage
Total Literates 2,496,324 89.56% 1,343,658 89.22%
Male Literates 1,317,345 92.31% 761,715 92.41%
Female Literates 1,178,979 86.67% 581,943 85.37%
Children (0-6 Years) 337,062 - 221,746 -
Source: Census of India, 2011

3.7.3 Work and Education Profile

In order to understand the existing traffic and transportation scenario in the study area,
Household Interview Survey conducted by L&T Infra Engineering as part of Comprehensive
Mobility Plan for Pune Municipal Corporation and Pimpri - Chinchwad Municipal Corporation in
Pune Metropolitan Region, has been considered. Around 1% of the households were interviewed
to capture the travel characteristic of residents. In total 18830 household samples were collected
from different zones by L&T Infra Engineering.

Table 39 presents the distribution of population, by education level and Table 40 presents the
distribution by employment in PMC and PCMC.
Table 39 : Distribution of Population by Education Level
Education Level PMC PCMC
Illiterate 6.30% 6.00%
Primary School (5th) 16.40% 19.60%
Secondary School (10th) 27.40% 29.00%
Higher Secondary (12th) 20.60% 19.30%
Technical Diploma 2.30% 4.30%
Graduation 21.40% 18.40%
Post- Graduation 5.50% 3.40%
Doctorate (Ph.D.) 0.30% 0.20%
Total 100% 100%
Source: CMP for PMC and PCMC, 2018

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 72
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 40 : Distribution of Population by Employment

Employment Sector PMC PCMC
Argo-based/Farming 1.50% 1.00%
Construction/ Mining 8.40% 10.70%
Manufacturing (Household) 2.60% 0.90%
Manufacturing (Others) 2.60% 2.30%
Service Sector (Govt) 5.50% 5.60%
Service Sector (Private) 36.20% 58.20%
Retail/ Whole Sale Trade 10.00% 6.30%
Transport/Communication/Utilities 7.90% 3.20%
Finance/Insurance/Real Estate 2.30% 1.20%
Educational 4.70% 1.90%
Informal Employment 14.00% 7.70%
Tourism 0.40% 0.70%
Information Technology / Information
4.00% 0.30%
Technology Enabled Service
Total 100.00% 100.00%
Source: CMP for PMC and PCMC, 2018

3.7.4 Average Household Size

The average household size in PMC and PCMC are 3.95 and 3.2 respectively. The distribution of
household by size is presented in following table.
Table 41 : Distribution of Household by Size
Household Size PMC PCMC
1 2.9% 1.14%
2 14.93% 10.83%
3 23.37% 26.44%
4 33.19% 37.84%
5 15.81% 16.26%
6 6.67% 5.77%
7 1.91% 1.1%
8 0.91% 0.51%
9 0.17% 0.08%
10 0.11% 0.03%
>10 0.02% 0%
(Source: CMP, 2018)

About 20% of households are having 3 members in PMC and PCMC area. The distribution for
households having 4 members is around 33% in PMC and 38% in PCMC area .

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 73
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.7.5 Income Distribution

From the Household Interview Survey data, it is observed that the income range between Rs
10000 - Rs 30,000 has highest percentage both in PMC and PCMC. This clearly indicates the
domination of middle-class family in the region. The average household income in PMC and
PCMC area is observed to be Rs. 26,954 and Rs. 23,610 respectively. Table 42 presents the
distribution of Household by income.
Table 42 : Distribution of Households by Income
Income Range (Rs.) PMC PCMC
Less than 2,000 2.50% 0.80%
2,000 - 5,000 5.50% 1.00%
5,001 - 7,500 4.70% 2.20%
7,501-10,000 9.70% 10.40%
10,001-15,000 21.20% 27.90%
15,001-20,000 24.20% 27.90%
20,001-30,000 18.10% 17.10%
30,001-40,000 9.00% 9.60%
40,001-50,000 3.70% 2.50%
50,000 - 1 lakh 1.20% 0.50%
Greater than 1 lakh 0.20% 0.10%
Total 100% 100%
Source: CMP for PMC and PCMC, 2018

3.7.6 Vehicle Ownership

Vehicle ownership has a relation with household income. Since the middle-class family
percentage is more in PMC and PCMC, the ownership of two-wheelers is very high. Moreover, it
was also observed from the traffic data that the two-wheeler share is highest in mode split
(around 60%-70%). Table 43 shows the distribution of vehicle ownership.
Table 43 : Distribution of Vehicle Ownership
Mode PMC PCMC
Cycle 2.80% 2.30%
Two-Wheeler 57.70% 61.50%
Car 0.90% 1.00%
Two-Wheeler & Cycle 6.60% 3.70%
Car & Two-Wheeler 12.50% 12.80%
Car, Two-Wheeler & Cycle 2.40% 1.80%
Others* 4.20% 3.40%
No Vehicle 12.90% 13.50%
Total 100.00% 100.00%
Source: CMP for PMC and PCMC, 2018

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 74
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.8 Travel Characteristics

3.8.1 Trip Rate

As per the Comprehensive Mobility Plan for Pune Municipal Corporation and Pimpri - Chinchwad
Municipal Corporation, the overall Per Capita Trip Rate (PCTR) observed in PMC and PCMC area
was 1.33 and 1.17 respectively, while the vehicular PCTR (excluding walk) in PMC and PCMC area
was 0.88 and 0.76.

3.8.2 Trip Purpose

The CMP Household Interview Survey data revealed that, most of the trips generated from PMC
and PCMC are either work trips or educational trips. The distribution of trip purpose is presented
in Table 44.
Table 44 : Distribution of Trip Purpose
No. Purpose PMC PCMC
1 Work 50.05% 54.18%
2 Business 5.18% 1.67%
3 Education 37.67% 41.55%
4 Shopping 3.62% 0.31%
5 Social/Religious/Recreation 0.57% 0.02%
6 Health/Hospital 0.34% 0.04%
7 Tourism 0.23% 0.01%
8 Other purpose 2.35% 2.23%
Total 100% 100%
Source: CMP for PMC and PCMC, 2018

3.8.3 Mode of Travel

The mode–wise distribution of trips in PMC and PCMC area is shown in Table 45. Trips by walk
(i.e. Non-motorized) are considerably high in PMC and PCMC compared to other modes of
transport. Share of two wheelers in the total trips is around 35% both in PMC and PCMC.
Table 45 : Mode wise Distribution of Trips
Total Trips Motorized Trips
Mode of Travel
PMC PCMC PMC PCMC
Walk 26.00% 23.10% - -
Cycle 3.50% 0.90% - -
Two-Wheeler 35.00% 35.00% 49.66% 46.06%
Car 12.50% 13.90% 17.73% 18.33%
IPT 8.50% 7.10% 12.06% 9.31%
Bus 11.00% 13.90% 15.61% 18.29%
Train 0.30% 0.60% 0.40% 0.79%

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 75
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Company/ School Van 3.20% 5.50% 4.54% 7.22%

Total 100% 100% 100% 100%
Source: CMP for PMC and PCMC, 2018

3.8.4 Trip Length

Table 46 presents the mode wise average trip length in PMC and PCMC. Trip length of PMPML
bus is 7.57 km in PMC and 8.14 km in PCMC. The trip length of Two-wheeler, Auto and Shared
Auto varies between 6 km to 7 km. The average trip length for motorized trips is observed to be
7.13 km in PMC and 7.02 km in PCMC area.
Table 46 : Mode wise Trip Length (Km)
Mode PMC PCMC
Walk 1.11 0.51
Cycle 2.37 2.64
Two-Wheeler 7.13 7.18
Auto 6.7 6.5
Shared Auto 7.2 6.9
Car/ Jeep/ Van 12.87 6.17
Tempo/ others 7.83 5.56
PMPML Bus 7.57 8.14
Private Bus 9.62 6.65
State Bus 29.84 21.65
Govt/ Office Car 10.33 4
Taxi/ Ola/ Uber 11.85 7.64
Company/ School Bus 8.14 7.94
Company/ School Van 5.37 5.62
Local Train/ Train 40.85 14.7
Source: CMP for PMC and PCMC, 2018

3.8.5 Monthly Expenditure on Travel

As per the CMP, the average household expenditure on travel is Rs. 1373 and Rs. 1014 per month
for PMC and PCMC, respectively. Average travel expenditure ranges about 5.1% and 4.3% of total
household income for PMC and PCMC respectively.

3.9 Travel Demand analysis

3.9.1 Transport Demand Modelling Approach

Travel Demand models can be used for testing different scenarios without implementing the
projects. For example, one can see the impact of adding a mass transport like a metro system.
Similarly impact on transportation network due to changes in the land use patterns can be
analysed.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 76
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

The objective of the transport demand assessment is to provide realistic ridership on the
proposed metro corridors. The transport demand model, which is recently validated in the year
2017, is used as a base for the modelling process. The original transport demand model was
developed as part of DPR for Pune Metro Rail Project (2008) and later this model has been
updated and validated through the following studies;

 Evaluation of Development Plans (2011)

 Feasibility of LRT/Metro within Hinjewadi (2012)
 Pune BRTS (2014)
 Pune HCMTR (2016)
 Proposed 3rd and 4th Suburban rail lines between Pune and Lonavala (2017)

The broad framework for the transport demand modelling adopted for the present study is given
in Figure 29.

Figure 29 : Broad Framework for Transport Demand Modelling

3.9.1.1 Planning Period

Since this study is being initiated in 2018, the year 2018 is taken as the base year. Demand
forecasting on the network and on any proposed transport infrastructure project/ mass transit
system is required over a 30 years period. In order to analyse the travel demand in the study area
and the travel demand on the proposed MRT system, it is proposed to have four horizon years,
viz. 2023, 2033, 2043, and 2053 and the model forecasts are made for these four horizon years.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 77
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.9.1.2 Modelling Software

Several software programs are available for developing travel demand models. For the present
study, CUBE Voyager (a state-of-the-art Travel Demand Modelling software) for the transport
demand model.

CUBE Voyager is user-friendly software for modelling a wide variety of planning policies and
improvements at the urban, regional and long-distance level. The software provides interactive
data input and analysis, GIS functionality via ArcGIS, model building and scenario development.
Its Application Manager uses a flow-chart system for designing, coding, documenting and running
the model. The structure allows the professional planner to add functions as required without
the need to learn a new interface and without the need to create multiple databases. Figure 30
below illustrates the model structure in CUBE.

Figure 30 : Model structure as defined in CUBE

3.9.1.3 Study Area

The study area, for the transport demand modelling, comprises of Pune Municipal
Corporation (PMC) area, Pimpri-Chinchwad Municipal Corporation (PMC) area, Chakan area

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 78
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

and three cantonments, viz. Pune, Khadki and Dehu Road. The study area is shown in Figure
37.

3.9.1.4 Delineation of Traffic Analysis Zones

The zoning system considered for the previous metro study by DMRC (2008) included 91 internal
zones and 13 external zones. This zoning system is further disaggregated considering the study
requirement. In the updated Traffic Zoning, PMC area consists of 144 zones, PCMC 121 zones and
Chakan area 12 zones. The cantonment areas are considered as separate zones. In total, there
are 280 internal zones and 13 external zones. The zonal map of the study area is shown in Figure
31.

Figure 31 : Study area (Left) and Zonal Map of Study area (Right)

3.9.1.5 Population and Employment

The population and employment forecast for the study area, for the horizon years, is done
considering the past trend of growth in population and employment, development plan,
population density, availability of developable land, etc. The data from the latest CMP carried
out by PMRDA is also considered. The projected population of study area for various horizon
years is presented in Table 47.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 79
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

The employment data for the study area is compiled from various authentic sources. Also, the
employment forecast made as part of the recent CMP prepared by PMRDA is also taken into
account.
Table 47 : Study Area Population Forecast
Study Area 2018 2021 2031 2041 2048
PMC 37,00,000 40,00,000 48,00,000 55,00,000 58,00,000
PCMC 22,00,000 24,00,000 32,00,000 40,00,000 48,00,000
Total 5900000 6400000 8000000 9500000 10600000

3.9.1.6 Transport Network

The transport network consists of highway and public transport network. The length of road
network considered is about 5,300 km comprising of 35,720 links and 15,039 nodes. The different
link types and their typical characteristics are shown in Table 48. The public transport network
consists of:

 PMPML (Pune Mahanagar Parivahan Mahamandal Limited) Bus routes

 Intermediate Public Transport-IPT (Auto) routes
 Suburban rail routes
 BRTS (Bus Rapid Transit System) routes
 Shared liner routes
 Out-station bus routes
 Proposed metro routes

The highway network and public transport route network considered for the study are shown in
Figure 32 and Figure 33.
Table 48 : Highway Links and Characteristics
Capacity Per Free Flow
Link Divided/ Type of
No. of Lanes Direction Speed
Type Undivided Flow
(PCU/hr) (km/h)
1 One Lane Undivided One-way 1650 30
2 Two Lane Undivided One-way 3200 40
3 Three Lane Undivided One-way 4350 40
4 Four Lane Undivided One-way 5300 50
6 Four Lane Divided One-way 5500 50
7 Six Lane Divided One-way 7000 60
10 One Lane Undivided Two-way 600 25
11 Two Lane Undivided Two-way 1100 35
12 Three Lane Undivided Two-way 1500 35

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 80
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Capacity Per Free Flow

Link Divided/ Type of
No. of Lanes Direction Speed
Type Undivided Flow
(PCU/hr) (km/h)
13 Four Lane Undivided Two-way 2150 40
14 Six Lane Undivided Two-way 3600 50
16 Two Lane Divided Two-way 1500 40
17 Four Lane Divided Two-way 2600 50
18 Six Lane Divided Two-way 3800 60
19 Eight Lane Divided Two-way 4800 60
31 Four Lane (Express way) Divided Two-way 3000 80
41 Two Lane (Flyover) Undivided One-way 3840 50
42 Four Lane (Flyover) Undivided One-way 6360 60
43 Two Lane (Flyover) Undivided Two-way 1320 45
44 Six Lane (Flyover) Undivided Two-way 4320 60
45 Four Lane (Flyover) Divided Two-way 3120 60
46 Six Lane (Flyover) Divided Two-way 4560 70
21 Highway Node to Transit Stop
22 Road Node to Zone Centroid Connection
25 Suburban Rail Links
26 BRT Links
27 Metro Links

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 81
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 32 : Road Network of the Study Area

Figure 33 : Public Transport Route Network of the Study Area

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 82
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.9.1.7 Transport Network Scenarios

The year 2018 is considered as the base year for the travel demand model. The base year
transport network considered all the existing routes of Bus, IPT, Shared liner, existing suburban
rail routes and currently operational BRT routes. The proposed metro corridors are shown in
Figure 34.

Figure 34 : Proposed Metro Corridors

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 83
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

For the horizon years following scenarios are considered:

1. Scenario 1A considers all the existing public transport services listed in base case
scenario refer Table 49. Apart from the two under construction metro lines and
Shivaji Nagar-Hinjewadi metro corridor, the proposed PCMC – Nigdi metro
extension corridor is considered.
2. Business as Usual (BAU) Scenario considers all the existing public transport
services as in base scenario. Only the PCMC-Nigdi extension corridor is excluded.
The network scenarios described above are briefly given in Table 49.
Table 49 : Different Transport Network Scenarios
Scenario Year Transport Network Systems
 Bus, IPT, Shared liner, Out-station bus routes
Base Case 2018  Existing suburban rail routes
 Currently operational BRT routes
 Bus, IPT, Shared liner, Out-station bus routes
2023,2033,
With  Existing and proposed suburban rail route
2043 and
Project  Currently operational and proposed BRT routes
2053
 Metro Line 1 with proposed extension; PCMC-Nigdi
 Bus, IPT, Shared liner, Out-station bus routes
2023,2033,
Without  Existing and Proposed Suburban rail route
2043 and
Project  Currently operational and proposed BRT routes
2053
 Metro Line 1 from Swargate till PCMC only

3.9.1.8 Four Stage Transport Demand Model

The traditional four stage transportation planning model has been employed to estimate the
metro ridership. For this purpose, the study area is divided into traffic analysis zones (TAZ). Study
Area is divided into 280 internal TAZs as explained in the earlier sections. The model is
implemented in state-of-the-art transportation planning software CUBE Voyager. The four stages
of this transportation planning model are explained here:

1. Trip Generation: Residences produce trips for work, education, business, shopping, social
and recreation purposes. Activity centres such as Industries, commercial centres, offices,
educational institutions, banks, shopping centres, recreational areas, etc. attract these
trips. Thus, trip productions are computed based on the resident population in zones and
trip attractions are computed based on employment in zones. These trip production and
attraction equations are calibrated as a first step. Separate equations are developed for
the three income groups, viz., High (Car owning group), Middle (Two-wheeler owning
group) and Low (No vehicle owning group) as shown in table -53

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 84
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 50 : Trip Generation Models

Trip Generation
Income group
Trip Productions Trip Attractions
Car owning group 1.45*EMP + 0.12*STEN
Two-Wheeler owning group 0.72 * POP 1.28*EMP + 0.1*STEN
No vehicle owning group 1.18*EMP
Where, POP: Population, EMP: Employment, STEN: Student Enrolment

2. Trip Distribution: The zonal trips produced/attracted are distributed to their destination/origin
zones in this step to get the origin – destination matrix (zone to zone travel) after this step. The
trip exchanges between zones will depend on the magnitude of their activity (population for a
production zone and employment for attraction zone) and the friction due to geographical
separation (represented in terms of generalized cost of travel) between them. A mathematical
model is calibrated to synthesize this trip distribution process based on zonal productions,
attractions and the generalized cost of travel between them. These models are calibrated
separately for the three income groups. A Gravity Trip Distribution model of the following form
is developed.

Tij  Ai Oi B j D j Fij

Where,

Ai 
1
Bj 
1 Fij  C  expC 
ij ij
 B j D j Fij  Ai Oi Fij
j i the deterrence function
C ij  Generalized cost from zone i to zone j
Tij  Trips between zones i and j
α = Calibration parameter – power function
β = Calibration parameter – exponential function

The gravity model parameters are shown in Table 51.

Table 51 : Gravity Model Parameters
Income group α β
Car owning group -2.09557 -0.0001819
Two-Wheeler owning group -1.07986 -0.0236587
No vehicle owning group -0.897392 -0.0255572

3. Modal Split: After the trip distribution stage, the trips between any pair of TAZs is known.
These trips between zones are to be split as per the mode used. The behaviour of people in
choosing a transport mode is modelled based on the characteristics of the mode (travel time,
travel cost, waiting time, transfers, comfort, convenience, etc.), characteristics of travellers

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 85
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

(income, employment status, etc) and journey characteristics (trip purpose, time of day of travel,
etc.). A mode choice model is calibrated based on these attributes to split the trips between
origin and destination into private vehicle (two-wheeler and car) and public transport trips. A
multinomial logit model of the following form is developed.
Vj
e
Pj 
el
Vl

Where,
Pj = probability of choosing mode j

Vj = deterministic component of utility for mode j

j and l are indices for modes
Table 52 : Modal Split Model Parameters
Income group Utility Equations
Car Owning Group a) Ucar = -0.2754*TT-0.04918*TC+0.2327
b) U2W = -0.2754*TT-0.04918*TC-1.2181
c) UPT = -0.2754*TT-0.04918*TC-0.1102*AT
Two-Wheeler owning a) U2W = -0.2255*TT-0.1574*TC-3.111
group b) UPT = -0.2255*TT-0.1574*TC-0.0770*WT-0.1214*AT
*TT = Travel Time, TC = Travel Cost, AT = Access Time, WT = Waiting Time

3. Trip Assignment: In this step the mode wise trips between TAZs are assigned to the transport
network. Trips by private vehicle (two-wheeler and car) are assigned to road network and trips
by public transport (bus, BRT, metro, auto rickshaw and taxi) are assigned to public transport
network. Public transport modes like BRT and Metro have exclusive right of way and bus, auto
rickshaw and taxi share the road space with private modes. The road network is represented in
the form of links and nodes with each link (a road segment) characterized by its width (number
of lanes), type (divided or undivided), capacity, volume-speed relation (for computing travel time
at different volumes), etc. The public transport network is represented by routes (sequence of
road links/exclusive links) with their characteristics such as frequency, seating capacity, crush
capacity, fare, speed, etc. Highway assignment is carried out based on user equilibrium (user
choses paths based on perceived generalized cost of travel) and public transport assignment is
carried out based on path based stochastic user equilibrium (user choses a route again based on
generalized cost, as users may not have full information stochastic aspect comes into picture).
These models are calibrated for the base year (2018 for the present study). At the end of the
assignment the mode wise traffic volumes on road links, and boarding/alighting and link loads on
public transport routes will be obtained. As this traffic assignment is done for peak hour, all these
outputs are for typical peak hour.

Generalized Cost parameters

The generalized cost (GC) between an origin and destination is computed as:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 86
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

GC = (value of waiting time × waiting time) + (value of in-vehicle travel time × in-vehicle travel
time) + (fare paid) + (value of one transfer × number of transfers) + (value of one unit of discomfort
× number of units of discomfort)
The parameters of PT assignment and Highway assignments used in the model are shown in Table
53.
Table 53 : Modal Split Model Parameters
Highway Assignment
PT Assignment
VOT (Rs/Hr) Two-wheeler Car
32 34 107

3.9.1.9 Validation of the Four Stage Travel Demand Model

The transportation planning model has been updated and revalidated particularly on the road
corridors where the metro extension is proposed. For the current study traffic volume counts at
all the entry points and on a few important links of catchment are collected. All the models are
recalibrated and validated to reproduce the observed travel pattern (mode wise). The assigned
total road-based flows during peak hour (in PCUs) and public transport passengers in peak hour
in peak direction are compared with the flows observed across the screen lines. The assigned
traffic flow in terms of passenger car equivalencies across all screen lines was found to match
reasonably close with the observed flows.

3.9.1.10 Model Application for Forecasting

Models are applied on future land use (zonal population and employment) and transport
scenarios (transport network with proposed road links and public transport routes with all their
characteristics) for getting the corresponding mode wise traffic flows on road links and ridership
on public transport modes on all their routes. The model application is shown in the form a
flowchart in Figure 35.

Thus, it can be seen from above methodology that the model works at system level and takes
care of competitive and complementary nature of all private and public transport modes.
Essentially the traveller will choose that mode or route for which the perceived generalized cost
is the lowest. As the perceived values of travel time gain, reduction in waiting time, number of
transfers and discomfort are different for different income groups, the models are stratified
accordingly to account for this variation.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 87
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 35 : Application of Four Stage Travel Demand Model

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 88
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3.10 Future Travel Demand Scenarios

3.10.1 Transport Demand Forecast

As discussed in earlier sections, two scenarios are developed (With and Without project) for
Metro patronage forecast. Scenario 1A includes the metro corridor between Nigdi and Swargate.
Without Project Scenario do not include the proposed metro extension, viz. PCMC-Nigdi. The
Nigdi – Swargate metro corridor passes through 17 stations with a total length of 22.21 km. The
proposed alignment of the metro corridor with all the stations is shown in Figure 36.

Metro System Characteristics

The characteristics of the metro system considered for the travel demand modelling are given
below: The adopted fare structure is shown in Table 54.
• Headway
 Nigdi – Swargate: 2023, 2033, 2043 and 2053 – 3 minutes
• Seating Capacity – 360
• Crush Capacity – 1574 passengers
Table 54 : Adopted Fare
Fare (Rs.)
Distance (Km)
@ 2018-19 prices
0-2 13
2-4 17
4-6 20
6-9 25
9-12 27
12-15 30
15-18 32
18-21 35
21-24 37
24-27 38
27-30 42
>30 45

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 89
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 36 : Proposed Alignment: Nigdi - Swargate Metro Corridor

3.10.2 Ridership Assessment for Horizon Year

The estimated peak hour station loads (two-way boarding & alighting) at each of the
metro stations on Nigdi – Swargate Corridor for the horizon years 2023, 2033, 2043 and
2053 for the Scenario 1A are presented in Table 55. The section loads between two
adjacent stations for the horizon years are presented in table 59

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 90
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-II, Corridor-1A

Table 55 : Peak Hour Station Loads on Nigdi - Swargate Corridor (Scenario 1A)
Boarding Alighting
SI NO Station
2023 2033 2043 2053 2023 2033 2043 2053
1 Nigdi 780 1070 1170 1270 780 1180 1430 1540
2 Akrudi 950 1290 1360 1470 1070 1470 1940 2090
3 Chinchwad 820 1190 1380 1500 1070 1480 2000 2160
4 PCMC 3820 5220 5620 6070 2700 3730 4740 5130
5 Tukaram Nagar 2100 2790 3070 3310 2050 2830 3740 4040
6 Bhosari 2970 3970 4310 4660 2800 3930 4990 5390
7 Kasarwadi 1780 2620 2850 3080 1800 2420 3120 3370
8 Fugewadi 1700 2170 2420 2610 1430 1980 2560 2760
9 Dapodi 3430 4620 5220 5640 3120 4370 5190 5610
10 Bopodi 3550 4760 5630 6080 3450 4630 5710 6160
11 Khadki Station 1650 2360 2610 2820 1750 2530 2850 3080
12 Range Hill 2010 2820 3320 3590 2430 3260 3920 4240
13 Shivaji Nagar 4030 5510 6850 7410 4150 5660 6420 6940
14 Civil Court 6310 8640 10510 11360 6860 9280 10870 11750
15 Budhwar Peth 2810 3940 4790 5170 2180 2980 3300 3560
16 Mandai 2010 2820 3770 4080 1900 2610 2760 2980
17 Swargate 6740 9230 12110 13090 7920 10690 11480 12410
Total 47500 65000 77000 83200 47500 65000 77000 83200

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 91
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-II, Corridor-1A

Table 56 : Peak Hour Section Loads - Nigdi-Swargate Corridor

Forward Reverse
From To
2023 2033 2043 2053 2023 2033 2043 2053
Nigdi Akrudi 780 1070 1170 1270 780 1180 1430 1540
Akrudi Chinchwad 1730 2350 2540 2740 1850 2650 3360 3630
Chinchwad PCMC 2460 3340 3590 3880 2830 3920 5030 5440
PCMC Tukaram Nagar 5960 8150 8730 9430 5210 7250 9290 10040
Tukaram Nagar Bhosari 7720 10510 11200 12100 6920 9650 12440 13440
Bhosari Kasarwadi 9900 13400 14300 15450 8920 12490 16220 17530
Kasarwadi Fugewadi 10910 14950 15870 17150 9960 13840 18060 19510
Fugewadi Dapodi 12170 16480 17580 18990 10960 15170 19900 21500
Dapodi Bopodi 13530 18260 19510 21080 12010 16710 21800 23550
Bopodi Khadki Station 14320 19410 20680 22350 12700 17730 23060 24910
Khadki Station Range Hill 14450 19480 20850 22530 12930 17960 23460 25350
Range Hill Shivaji Nagar 14150 19140 20480 22120 13050 18060 23690 25600
Shivaji Nagar Civil Court 12670 17200 18350 19820 11690 16270 21130 22830
Civil Court Budhwar Peth 11190 15120 16190 17490 10750 14830 19330 20880
Budhwar Peth Mandai 9820 13310 14240 15380 8740 12050 15890 17160
Mandai Swargate 7920 10690 11480 12410 6740 9230 12110 13090
Maximum Section Load (PHPDT) 14450 19480 20850 22530 13050 18060 23690 25600

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 92
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-II, Corridor-1A

The summary of patronage forecast along with peak hour peak direction traffic (PHPDT)
are presented in Table 57.
Table 57 : Summary of Patronage Forecast
Daily Ridership
2023 2033 2043 2053
Nigdi -
495,000 677,000 802,000 867,000
Swargate
PHPDT
Corridor
2023 2033 2043 2053
14,450 19,480 23,690 25,600

3.10.3 Incremental Ridership on Nigdi – Swargate Corridor

The implementation of Nigdi – PCMC metro corridor will increase the patronage on Phase 1
corridors as well. It is necessary to duly consider the incremental patronage while doing the train
operation plan, rake requirement and O&M. The incremental daily patronage due to the
extension of the corridor, viz. Nigdi – PCMC have been estimated considering the difference in
estimated daily trips with Nigdi – PCMC Metro Corridor in comparison to Without this corridor
and the same is presented in Table 58.
Table 58 : Incremental Daily Patronage due to Nigdi – PCMC Corridor
Nigdi- Daily Ridership
PCMC 2023 2033 2043 2053
Corridor 29,000 43,000 64,000 72,000

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 93
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

4. SYSTEM AND TECHNOLOGY SELECTION

4.1 Technology

There are several Mass Transit Systems and Technological options available for public transport
worldwide. Various options available today are described in following sections.

4.1.1 Comparison of public transport systems

Each type of mode is associated with a specific capacity range, expressed in PPHPD. The figure
hereafter shows the relation between mode and capacity (as an indication, it also shows the
relation between mode, capacity, commercial speed and investment costs).

For instance, it can be inferred from the figure hereafter, that heavy metros are recommended
on a corridor when its busiest section has >20,000 PPHPD. On the other hand, for corridors with
PPHPD of 3,000, one may recommend either bus, Bus with a High Level of Service (BHLS),
Streetcar or Urban Tram.

Figure 37 : Public transport system comparison graph (6 standees/sq.m.)

(Source: Systra, 2018)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 94
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

The sections hereafter provide information regarding the characteristics of each mode of
transport. The figures presented are indicative, the values may change a lot depending on the
options taken in the MRT project.
Note: the distinction between modes is theoretical.

4.1.2 BRT systems

BRT systems can have one-lane in each direction or two-lanes in each direction. The first
configuration offers capacities of up to 15,000 PHPDT for 6 standees/sq.m., 20,000 for 8
standees/sq.m. Systems with two lanes in each direction, such as the Transmilenio in Bogota
(Colombia), can approximately double the capacity to 33,000 PHPDT (6 standees/sq.m.).

BRT is typically provided at grade, but there are examples of both elevated and underground
BRT systems. Providing high capacity by BRT is, however, reliant on operating articulated (or
even bi-articulated) vehicles.

BRT systems are distinct from other bus-based transport systems. The ITDP (Institute for
Transportation & Development Policy) has established a BRT scoring system with multiple
scoring items, which helps to identify the characteristics of BRT systems and their level of
service. These items include notably the BRT basics which includes 5 elements, among which
are the right-of-way and alignment.

According to the ITDP scoring system, in order to be considered as a BRT, a system must:
 be at least 3km long with dedicated bus lanes;
 score 4 or more points in the dedicated right-of-way element;
 score 4 or more points in the busway alignment element;
 score 20 or more points across all five BRT Basics element.

Examples of BRT corridor

Figure 39 : Transjakarta in Jakarta, Indonesia Figure 38 : Bogota Transmilenio

(source : Wikipedia†) (Soure: Carlos Felipe Pardo)

† By Maxime Lafage - Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=18631356

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 95
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

4.1.3 Streetcar

The streetcar system could be defined as a similar mode to the urban tram system but mixed
with traffic. Indeed, the system runs at grade with no significant degree of segregation.

This mode is not the most adapted solution for Pune due to the traffic condition. Moreover the
commercial speed of this system is low and thus may not be suitable for the corridors. However,
it has been included in this report in order to give a complete picture of the offer/possibilities.

Example of street car systems:

Figure 40 : Berlin streetcar, Germany Figure 41 : Toronto streetcar

(Source: Google maps 2018) (source: Wikippedia1)
4.1.4 Urban Tram

Urban Tram systems typically offer capacity for 3,500 to 14,500 PPHPD (6 standees/sq.m.). They
are able of operating in pedestrianized areas as well as along roads (mostly segregated).

Examples of Urban Trams

Figure 42 : . Grenoble tram, France Figure 43 : Barcelona Tram, Spain

(Source: SYSTRA, 2005) (Source: SYSTRA, 2005)

4.1.5 LRT systems

LRT systems typically offer capacity for 6,000 to 25,000 PPHPD (6 standees/sq.m.). They have a
dedicated right of way but are usually only partially segregated.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 96

Phase A report – Stage 1 Screening Criteria 05/10/2018 Page

 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Examples of LRT systems:

Figure 44 : Stuttgart Stadt Bahn, Germany

Figure 45 : Manchester Metro-Link
(Source: SYSTRA,2016)
(Source : David Dixon2)

4.1.6 LRT-Train system

LRT-Train systems are systems that are designed to serve dense urban areas where distance
between station is low on the one hand, and less dense areas on the other hand. They allow for
speeds on less dense sections of the line that are higher than standard LRT systems, so that the
offered commercial speed is higher.

Figure 46 : Line T4 in Paris (Source : Wikipedia1)

4.1.7 Light metro
Light metro systems have a typical capacity of 10,000 to 40,000 PHPDT. They run on a segregated
alignment which can be elevated, or underground.
Examples of light metros:

Figure 47 : Stuttgart Stadtbahn, Germany Figure 48 : . Manchester Metro-Link

(Source: SYSTRA, 2016 ) (Source: David Dixon2)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 97
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

4.1.8 Medium metro

A medium metro is a system half-way between light and heavy metro. Its capacity lies between
30,000 PPHPD, and 50,000 PPHPD (6 standees/sq.m.).
Examples of medium metro systems ‡

Figure 49 : Lyon Metro, France

Figure 50 : Nippori-Toneri Liner, Tokyo, Japan 3
(Source Wikipedia2)

4.1.9 Heavy Metro

A heavy metro is a system that can move more than 40,000 PPHPD (6 standees/sq.m.) and that
runs fully segregated (either elevated or underground). Theoretically some very high capacity
system could reach an operating capacity of 100,000 PPHPD (6 standees/sq.m.). The PPHPD on
Pune Metro Line-1 extension (PCMC-Nigdi) is projected to be 3730 in year 2053. Hence,
choosing this mode will increase the cost of the system without taking advantage of the high
capacity offered by this mode. It is not the most adapted solution for the present system.
However, this mode is included in this report in order to give a complete picture of the metro
offer/possibilities.
Examples of heavy metro systems

Figure 52 : Shanghai Metro, China

Figure 51 : Paris Metro line 14, France
(Source: Wikipedia 4)
(Source SYSTRA, 2014)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 98
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

4.1.10 Commuter rail

Commuter rail is a system that operates between the city centre and its suburb. Unlike others,
this system has a high distance between its stations and operates following a schedule.
Examples of commuter rail systems:

Figure 54 : Paris RER, France Figure 53 : Frankfurt S-Bahn, Germany

(Source: SYSTRA, 2011) (Source: Wikipedia)

4.1.11 Alternative Options for Lower Ridership Volumes

4.1.11.1 Personal Rapid Transit

Based on worldwide experience, Light Metro and LRT are feasible solutions for mass transit at
volumes of around 5000 PHPDT or more.

Alternatives to Light Metro or LRT could be considered for the extension, for example monorail
or various forms of Personal Rapid Transit (PRT).

 A PPHPD too high for the people mover option

Typically PRT vehicles are small in order to provide a personalised service, usually carrying
between two and six passengers. As vehicles are small, infrastructure can be lighter in design.

Although larger vehicles have not so far been used for the limited examples of PRT in current
operation, it might be possible to offer larger vehicles but this would increase the size and cost
of infrastructure and reduce the benefits of offering a personalised service.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 99
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

If we assume vehicles carrying as many as 20 passengers (much larger than any application so
far in the world), then 250 departures would be required in the peak hour in 2043, which does
not appear feasible.

4.1.11.2 Monorail

 Monorail, a transport mode that has higher capacity than PRT but has been mainly
developed for other than mass transit so far

Monorail can accommodate larger volumes of riders than PRT, similar to Light Metro and LRT,
and at similar commercial speeds.

Most Monorail systems in the world have been short-distance lines, often aimed at tourists, but
there are growing applications to mass transit systems (eg the Mumbai Monorail can
accommodate over 550 passengers per train).

 Monorail, a system that has cheaper infrastructure than conventional rail-based project

To be suitable for extension line, up to 3730 PHPDT would need to be accommodated by 2053
or beyond- even assuming trains of similar capacity to Mumbai monorail, this could require at
least 9 departures per hour by 2043. Construction requires similar infrastructure to elevated
Light Metro and LRT, although structures typically require less material compared to an
equivalent Light Metro or LRT, with out-turn infrastructure costs per km approximately 25%
lower.

 Monorail, a system that lacks flexibility compared to more conventional modes

One major challenge is that monorail systems are less flexible than conventional Metro and LRT
systems, for example switching between tracks requires additional infrastructure than with

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 100

Phase A report – Stage 1 Screening Criteria 05/10/2018 Page 20

 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

steel rails, and ride quality is lower than on steel rails. Evacuation can be more
difficult/dangerous than even elevated conventional rail systems, unless adequate additional
escape routes are built into the infrastructure.

 Lack of diversity in monorail systems suppliers implying potential higher costs and risks

Monorail vehicles are available from only a few suppliers, have less of a successful record of
operation, and are more specialist than Light Metro or LRT vehicles. Consequently monorail
vehicles are likely to be more expensive than equivalent Light Metro or LRT vehicles, and the
whole operating system would be provided by the vehicle supplier as it is bespoke which would
increase risk and potential cost.

Different monorail systems are not compatible with each other so that for example, a Hitachi
monorail system will not run with rolling stock from another supplier. If the chosen supplier
decided to end its monorail business line, then the system itself would be threatened (no
possibility to renew rolling stock notably).

Timelines for completing systems of similar length to that proposed for extension appear to be
similar for monorail and conventional rail-based systems (e.g. Mumbai Monorail five years to
opening of first section; five years for São Paulo monorail line 15).

4.2 Mode Selection

Pune is a growing city with high potential of economic activity and population growth.
Commuting for day to day business and personal reasons results in to high passenger traffic and
congestion on roads. Therefore, Phase-I of Pune Metro is already approved by Government and
is currently under construction phase. Following this development, there is a demand for
extension of Phase-I corridor from PCMC to Nigdi.

The objectibve of Mass Transportation systems should be to provide high mobility, freedom and
comfort at optimum cost, keeping safety and security of passengers on high priority. Mode
change over a trip should be minimized to avoid passenger discomfort. The system and
technological option should be selected keeping long term demand in view.

Phase-I of Pune Metro is designed and implemented as a medium metro. Based on worldwide
experience, a medium metro is a system half-way between light and heavy metro. Its capacity is
around 30,000 PPHPD (6 standees/sq.m.) or more.

While projections of demand for the PCMC-Nigdi extension show PHPDT to be around 3730 in
2053 and beyond, PHPDT for corridor-1 with extension in PCMC-Swargate section, is projected
around 14450 in 2033 and 25600 in 2053. PHPDT criteria indicates that Light Metro, LRT, BRT,
Street-car, Urban Tram, monorail are feasible solutions for mass transit at volumes of around
5000 PHPDT or more should satisfy projected traffic demand reasonably.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 101
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Feasible alternatives (e.g. Monorail) offer limited advantages and are unlikely to be delivered any
faster than Light Metro or LRT. Ensuring compatibility across the whole network should offer
economies of scale (both in capital expenditure – such as sharing depots – and in operating
expenditure – sharing maintenance, staff, rolling stock, etc).

Considering the above factors and systems options, it is concluded that an extension of Phase-I
corriodor-1 (PCMC-Swargate) from PCM to Nigdi provides a suitable Mass Rapid Transit System
(MRTS) option to public in the area of extension and beyond. It will connect public in and around
the area of PCMC to Nigdi to the core area of city and can act as catalyst for further growth in
this area.

4.3 System Specification to be adopted for corridor

Phase-I of Pune Metro including Line-1 is already under construction phase after due deliberation
for system selection. Its extension from PCMC to Nigdi is small stretch which should be planned
with system specification similar to Phase-I to ensure uniformity and compatibility. However,
improvement in design may be incorporated during implementation phase based on learnings
from Phase-I implementation.

The Metro system proposed for Pune Metro is recommended with system specifications
described in following sub-sections. Refer relevant sub-system chapters for detailed
specification.

4.3.1 Permanent Way

Choice of Gauge : Standard Gauge (1435mm) is generally adopted for metro railways world-over.
During the last decade, most of the new metros, constructed in various cities of the world have
gone for Standard Gauge even though the national gauge for main-lines in some of the cases was
different from Standard Gauge.

Track Structure : Track on Metro Systems is subjected to intensive usage with very little time for
day-to-day maintenance. Thus, it is imperative that the track structure selected for Metro
systems should be long lasting and requires minimum maintenance and at the same time, ensure
highest level of safety, reliability and comfort, with minimum noise and vibrations. The track
structure has been proposed keeping the above philosophy.

The proposed Track specification are further detailed in Chapter 5

4.3.2 Rolling Stock

Rolling Stock proposed for the corridor will be similar to Phase-1. The specifications of the rolling
stock and its procurement may be decided on the basis of the project implementation
mechanism. The important criteria for selection of rolling stock are as under:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 102
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Proven equipment with high reliability

 Passenger safety feature
 Energy efficiency
 Light weight equipment and coach body
 Optimized scheduled speed
 Aesthetically pleasing Interior and Exterior
 Low Life cycle cost
 Flexibility to meet increase in traffic demand

The controlling criteria are reliability, low energy consumption, lightweight and high efficiency
leading to lower annualized cost of service.

The proposed Rolling Stock specification are further detailed in Chapter 11

4.3.3 Traction System

Traditionally, electric traction is used in Metro systems for requirement of high acceleration and
pollution-free services in urban areas. There are three standard and proven systems of electric
traction for use in suburban and metro lines, viz:- 750V DC third rail, 1500V DC overhead catenary
and 25kV AC overhead catenary system. All these three systems are presently in use in India (750
V DC third rail in Kolkata & Bangalore Metro, 1500V DC catenary in Mumbai suburban of Central
& Western Railways and 25 kV AC catenary in Delhi, Jaipur, Chennai, Hyderabad Metro & Indian
Railways). 1500 V DC system of Central and Western Railways in Mumbai suburban is currently
being converted to 25 kV AC to meet increase traffic demand.

The 25kV AC overhead catenary system is being provided on the phase-I corridor of Pune Metro.
Thus, to ensure consistency with the existing system, 25kV AC overhead catenary system is
proposed for the extension.

The proposed Traction system specification are further detailed in Chapter 12.

4.3.4 Signalling System

Signalling & Train Control system for Pune Metro Phase-I is proposed for design headway of 90
seconds so as to meet sustained train operation at up to 2 minutes interval during peak hours.
The proposed system shall be compatible with the existing Phase-I system for seamless operation
& maintenance. Therefore, these requirements of the metro are planned to be achieved by
adopting a State of art Communication based Train Control System. This will enable running of
optimum train services meeting traffic requirements in the most efficient and cost effective way.
The Signalling & Train Control system will ensure: High level of safety with trains running at close
headway ensuring continuous safe train separation.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 103
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Eliminate accidents due to driver passing Signal at Danger by continuous speed

monitoring and automatic application of brake in case of disregard of signal / warning by
the driver.
 Provide safety and enforces speed limit on section having permanent and temporary
speed restrictions.
 Improve capacity with safer and smoother operations. Driver will have continuous display
of Target Speed / Distance to Go status in his cab enabling him to optimize the speed
potential of the track section.
 Moving block feature shall provide enhancement of headway.
 Increase productivity of rolling stock by increasing line capacity and train speeds, and
enabling train to arrive at its destination sooner. Hence more trips will be possible with
the same number of rolling stock.
 Improve maintenance of Signalling and Telecommunication equipments by monitoring
system status of trackside and train born equipments and enabling preventive
maintenance.

The proposed Signalling system specification are further detailed in Chapter 9.

4.3.5 Telecommunication

The telecommunication system acts as the communication backbone for Signalling and other
systems and provides telecommunication services to meet operational and administrative
requirements of metro network. The proposed system shall be compatible with the existing Pune
Metro Phase-I system for seamless operation & maintenance.

The proposed telecom system and transmission media will have following systems:

 Optical Fiber Cable

 Telephone Exchange
 Mobile Radio Communication
 Public Address System
 Centralized Clock System
 Passenger Information System
 Close Circuit Television
 Central Voice Recording System (CVRS)
 Access Control
 Network Monitoring and Management and
 Forensic Debriefing Analysis and Cyber Security System

The proposed Telecommunication system specification are further detailed in Chapter 9.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 104
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

4.3.6 Fare Collection System

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

Keeping in view Metro Railways Automatic Fare Collection System and the fact that Contactless
card/ token technology proves to be cheaper than magnetic technology in life cycle cost due to
reduced maintenance as it has less wear and tear and is less prone to dusty environment,
computer based automatic fare collection system with contactless smart token/card type
ticketing is obvious choice.

The proposed system shall be compatible with the existing Pune Metro Phase-I system for
seamless operation & maintenance.

The System shall be capable for open loop transactions as well to further integrate the mobility
solution with the advancements in technology and to allow for seamless transition from
dedicated cards to common multi-use stored value fare media that can be used for financial
transactions such as making purchases at shops etc. as well as a fare media in the system.

To accommodate the same the system shall conform to the following standards as a minimum:

1. EMV (Euro Mastercard Visa)

2. PCI-DSS (Payment card Industry / Data Security Standard)
3. ISO-IEC 14443

The system shall be of open architecture to allow for the integration of multiple fare products
and shall be capable of interfacing with cards from different vendors. Additionally the system
shall not be proprietary as far as possible to allow multiple types of fare media from multiple
sources to be integrated into the system.

The proposed system shall offer high fare revenue protection and minimize fare revenue evasion
and fare related fraudulent activities. The system shall be capable of detecting any irregularity
and allow the authority to take action to correct the same.

The proposed AFC system specification are further detailed in Chapter 10.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 105
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

5. CIVIL ENGINEERING AND ALIGNMENT DETAILS

5.1 Alignment Description
5.1.1 Site appreciation and reconnaissance survey

With a view to examining the alignment proposals on ground, joint inspection visits were
organised from March to May, 2018. After that the detailed investigation as per TOR are being
carried out as a routine manner.

Teams of experts from Signalling, Traffic, Alignment, Geo-tech, Structure, Hydrology, R & R and
Environment disciplines were deployed.

With an aim of assessment and appreciation of the existing condition/characteristics of the

project stretch in terms of traffic, geometry, pavement, structures, social and environmental
concerns and safety issues, the key professionals of the consultants carried out the
reconnaissance survey during the above said period.

This team was equipped with handheld GPS units loaded with the alignment proposals, KM-
marks and other salient points so as to navigate to the correct positions on ground, measure
distances between salient points and to record new points of interest. Important locations traced
on ground with help of GPS were correlated with that on alignment plans. All points of interest
were observed in depth and discussed with experts of various disciplines in detail at site.

During reconnaissance all the important technical site information was collected. The secondary
data for some stretches were collected during the period. Photographs of important features of
whole project corridor are captured. Necessary modifications/detours requested by the site
conditions were also recorded for implementations in the alignment design.

Detailed Road Inventory, condition survey and investigation has been conducted. Salient features
of the project road corridor are described above.

5.1.2 Route alignment option studies

Extension of line 1 towards Nigdi starts from Northern end of the under construction line 1, and
follows the corridor along Pune Mumbai Highway (NH-4) in general.

The corridor runs along the BRT corridor along the right lane of the road (when travelling from
PCMC towards Nigdi). Such route is chosen such as there are underpasses along the highway,
and the alignment detours near Tilak Chowk towards right side to go off the road terminating at
Bhakti shakti bus stop.

The terminal station i.e. Nigdi is proposed at Nigdi Bus Terminus, which is on the opposite side of
Bhakti Shakti Park in Nigdi. There is a planned elevated road intersection at the Bhakti Shakti

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 106
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Crossing, which is to be crossed elevated in the route. This Alignment does not pass through any
prohibited, protected, restricted area of heritage structure/ Monument area’.

Figure 55 : Corridor 1A – PCM to Nigdi Analysis of corridor options

(Source: Google Earth and Systra, 2018)

The end of chainage of line 1, Phase 1 (PCMC- Swargate) is -1079.899 and the end of chainage of
corridor 1A (PCMC to Nigdi) is -5601.089. Thus total length of corridor is 4.413 km, which is fully
elevated. Length of viaduct beyond the end point of terminal station (Nigdi) is ~30 m . Scissor
Crossover has been planned ahead of the terminal station i.e. Nigdi Station at -5100 to -5181.6
chainage, in order to prevent encroachment of defence land. This is due non-avalibility of land
beyond Nigdi Station. The reduced viaduct length beyond station limits the operating speed.
However, operation is still possible as proposed minimum headway is around 5 minutes.
Permanent Speed restriction of 25kmph, 15kmph and 5kmph may be required to be imposed
progressively for safe degraded operation. hsi is due non-avalibility of land beyond Nigdi Station.
The reduced viaduct length beyond station limits the operating speed. However, operation is still
possible as proposed minimum headway is around 5 minutes. Permanent Speed restriction of
25kmph, 15kmph and 5kmph may be required to be imposed progressively for safe degraded
operation.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 107
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

5.1.2.1 Elevated Viaduct structure

5.1.2.1.1 Superstructure Type

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.

Following options are available elevated viaduct superstructure:

 Precast Segmental Box – Girder for standard viaduct

 Special Span – Like Steel composite girder

5.1.2.1.1.1 Precast Segmental Box – Girder

 Span range 13.0m to 34.0m;

 Track centre to centre distance 4.1m ;
 Precast segmental – maximum weight – one segment – 45T approx. – erection can
be done by launching crane;
 Post-tension precast concrete – grade 50 MPa to grade 60 MPa.

Figure 56 : Precast Segmental Box-Girder Viaduct - 2 Track Structure

Figure 57 : Precast Segmental Box-Girder Viaduct - 2 Track Structure – Delhi Metro

 Advantages of Precast Segmental Box – Girder

 Simplification of all post-tensioning operations, especially installation of tendons;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 108
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Reduction in structural concrete thickness as no space is occupied by the tendons

inside the concrete;
 Good corrosion protection due to tendons in polyethylene ducts; the grout
inspection is easier and leaks, if any, can be identified during the grouting process;
 Simplified segment casting. There is no concern about alignment of tendons;
 Increased speed of construction;
 The elimination of the epoxy from the match-cast joints reduces costs and increases
speed of construction further;
 Replacement of tendons in case of distress is possible and can be done in a safe and
convenient manner;
 Facility for inspection and monitoring of tendons during the entire service life of the
structure.

5.1.2.1.2 Substructure & foundation type

The viaduct superstructure will be supported on single cast-in-place RC pier cap with RCC Pier
depending upon type of superstructure. The shape of the pier follows the flow of forces. For the
standard spans, the pier gradually widens at the top to support the bearing under the box webs.

At this preliminary design stage, the size of pier is found to be limited to 1.8m to 2.0 m diameter
of circular shape for most of its height so that it occupies the minimum space at ground level
where the alignment often follows the central verge of existing roads.

To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier of 1.0 m height
above existing road level has been provided all around the pier. A gap of 25 mm has also been
provided in between the crash barrier and outer face of pier.

The shape of upper part of pier has been so dimensioned that a required clearance of 5.5 m is
always available on road side beyond vertical plane drawn on outer face of crash barrier. In such
a situation, the minimum height of rail above the existing road is 8.4 m. The longitudinal center
to center spacing of elastomeric/pot bearing over a pier would be about 1.4 m to 1.7m depending
upon the type of superstructure. The space between the elastomeric bearings will be utilized for
placing the lifting jack required for the replacement of elastomeric bearing.

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.

Pile foundations or open foundation have been recommended for the foundations as per the soil
stratum encountered.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 109
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 58 : RC Pier cap for Segmental Box-Girder Viaduct

Figure 59 : RC Pier cap for Segmental Box-Girder Viaduct

5.1.2.2 Construction methodology

5.1.2.2.1 Superstructure

The choice of superstructure has to be made keeping in view the ease of constructability and the
maximum standardization of the form-work for wide span ranges. Following types of
superstructures have been considered:

 Precast Post tension segmental box girder;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 110
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

5.1.2.2.1.1 Pre Cast Segmental Box Girder

This essentially consists of precast segmental construction with external prestressing and dries
joints and is by far the most preferred technique in fast track projects. In such construction, the
pre-stressing is placed outside the structural concrete (but inside the box) and protected with
high density polyethylene tubes which are grouted with special wax or cement. The match cast
joints at the interface of two segments are provided with shear keys as in traditional segmental
construction. However, epoxy is dispensed with because water tight seal at the segment joints is
not required in association with external tendons. The Photo and schematic arrangement is
shown at Figure 60 & Figure 61.

Figure 60 : Launching Girder – Precast segmental Box Girder Construction

Figure 61 : Launching Girder – Precast Segmental Box Girder Construction

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 111
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Constructing the typical segmental spans on an Advanced Launching Girder (ALG) with system
formwork for span-by-span cast-in-situ construction:

Advanced Launching Girder with system formwork has been used in Singapore and it has
demonstrated the effective use of this construction methodology in the viaduct construction to
achieve quality finishes. The Advanced Launching Girder is a steel structure specially designed
and fabricated for the cast-in-situ construction of the typical spans of the viaduct.

Construction steps are following for erection of segmental girder:

 Firstly, the piers and the cross heads are constructed in advance of the ALG. For the
construction of every span, formwork units are adjusted, raised and suspended
on the transverse trusses using Maccalloy bars (high tensile bars) in conjunction
with the hollow ram jacks;
 After the formwork units are in place, fixing of reinforcement, placing of ducts and
concreting will follow;
 When the structure achieves a concrete strength of 30 MPa, the stressing of the
tendons will begin;
 Upon complete transfer of load to the starting elements and piers, the formwork
units will be dismantled and placed on the working platform. The entire ALG will
then be jacked to the next span. This cycle is then repeated.
The advantage of the span by span method of construction pertains to the prestressing steel
requirement. Since the segments are supported by the form travellers, there are no cantilever
stresses during construction, and pre-stress requirements are akin to those of conventional
construction on false work.

5.1.2.2.2 Pre-Cast Construction

For the elevated sections: It is recommended to have pre-cast segmental construction or full span
precast construction for super structure for the viaduct. For stations also, the superstructure is
generally of Cast – In-situ or pre-cast members both. The pre-cast construction will have the
following advantages:-

 Reduction in construction period due to concurrent working for substructure and

superstructure;
 For segmental, pre-cast element (generally of 3.0m length), transportation from
construction depot to site is easy and economical;
 For full Span precast element – Twin U-Girder (generally of 25.0m to 30.0m 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;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 112
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 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 areas, batching plant with storage facilities for
aggregates and cement, site testing laboratories, reinforcement steel yard, fabrication yard, etc.
An area of about 20 ha to 25 ha is required for each construction depot (one per contract).
For casting of segments both long line and short line method can be adopted. However the long
line method is more suitable for spans curved in plan while short line method is good for straight
spans. A high degree of accuracy is required for setting out the curves on long line method for which
pre calculation of offsets is necessary. Match casting of segments is required in either method. The
cast segments are cured on the bed as well as in stacking yard. Ends of the segments are to be made
rough through sand blasting so that gluing of segments can be effective. The cast segment will be
transported on trailers and launched in position through launching girders.

Figure 62 : Segments Casting in precast yard

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 113
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 63 : Segments Stacking in precast yard

Figure 64 : Transporting of Precast Segments from precast yard

5.1.2.2.3 Construction of stations

It is proposed to construct the elevated stations with elevated concourse over the road at most
of the locations to minimize land acquisition. To keep the rail level low, it is proposed not to take
viaduct through the stations. Thus a separate structural configuration is required (although this
may necessitate the break in the launching operations at each station location). Sub-structure
for the station portion will also be similar to that of viaduct and will be carried out in the same
manner.

However, there will be single viaduct column in the station area, which will be located on the
median and supporting the concourse girders by a cantilever arm so as to eliminate the columns
on right of way.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 114
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Super-structure will consist of precast segmental box Girders / Full Span Precast U-Girder for
supporting the track structure and I Girder / Double T Girders for supporting the platform and
concourse areas. A pre-cast or cast in situ pre-stressed cross girder will be required over the
middle piers for supporting platform structure. Box shaped in situ pre-stressed cantilever cross
girders are planned for supporting the concourse girders and escalators at mezzanine level.

Most of the members will be pre-cast in a construction depot and launched at site through
cranes.
Pier arrangement drawings, viaduct & station options are represented in the drawings enclosed
with the report.

5.1.2.2.4 Grade of concrete

It is proposed to carry out construction work with design mix concrete through computerized
automatic batching plants with following grade of concrete for various members as per design
requirement/durability considerations.

 Piles - M -35
 Pile cap and open foundation - M -35
 Piers - M -40 to M-60
 All precast element for viaduct and station - M -45 to M-60
 Cantilever piers and portals - M -45 to M -60
 Other miscellaneous structure - M -35

5.1.2.2.5 Prestressing Steel

For pre-stressing work, low relaxation high tensile steel strands with the configuration 12 K 15,
19 K 15 and or 22 K 15 is recommended.

5.1.2.2.6 Reinforcement Steel

Thermo-mechanically treated reinforcement bars of grade 500D (min.) conforming to IS: 1786
will be adopted.

 Young’s Modulus E= 200,000 MPa

 Yield Stress fy = 500 MPa

5.1.2.2.7 Road width required during construction

As most of the construction is to be carried out on the middle of the road, central two lanes
including median will be required for construction activities. During piling and open foundation
work, a width of about 9 m will be required for elevated viaduct construction and a width of
about 12m will be required for at-grade construction and the same along with some clearance

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 115
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

will be barricaded. In stretches, where the elevated alignment has to be located away from road,
a strip of 15m width (with consideration of 2.5m clearance on either side to reduce land width),
is proposed for acquisition, it ensures road access and working space all along the viaduct for
working of emergency equipments and fire brigade. It is proposed that atleast one and maximum
of two lanes are provided for traffic on either sides during construction depending upon the ROW
of road, if necessary. In certain cases, one way traffic may be resorted to.

All above discussed 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:

 Preliminary action for diversion of utility and preparation of estimates thereof;

Reservation of land along the corridor, identification and survey for acquisition.

5.1.2.3 Geotechnical investigations

5.1.2.3.1 General geology & characteristics

5.1.2.3.1.1 Location

The rail corridor which has been identified as potential MRT corridor runs through the Pune
Metropolitan city & Pimpri Chinchwad Municipal Area (PCMC).

The proposed corridors 1A, covers the distance of 4.413 km and run along the road. The
proposed sections are completely elevated.

Geotechnical investigations have been carried out along the proposed corridor including to
determine the strata, depth of foundation and safe bearing capacity of foundations required for
the above proposed metro corridors.

5.1.2.3.1.2 Physiography & climate

Pune District is in the western part of Maharashtra. It is bounded by Thane District to the
northwest, Raigad District to the west, Satara District to the south, Solapur District to the
southeast, and Ahmednagar District to the north and northeast.

Pune district lies in the Western Ghats or Sahyadri mountain range and it extends on to the
Deccan Plateau on the east. Pune stands on the leeward side of the Western Ghats. Pune is at an
altitude of 559m.(1863 ft.).

Pune city has assessed in seismic Zone 3. The temperature ranges from 5°C to 40°C. The city gets
an average yearly rainfall of 772mm.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 116
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

5.1.2.3.2 Field work

The entire site lies within built up area as the natural topography must have been altered during
construction activities. But the terrain generally is of a rolling terrain of fairly level to a gentle
slope, with some cases of a fairly sloppy terrain.

Subsurface explorations were carried out along the length of the proposed corridors. Boreholes
were done at every 1000m at the proposed corridors.

5.1.2.3.2.1 Geotechnical Characteristics

A total of 20 boreholes were drilled for the corridor Phase 1A from PCMC to Nigdi section.
Boreholes were drilled from depth 8.0m to 19.0m below ground level. The details of boreholes
along the section is given below:
Table 59 Details of boreholes along the section
Water Table below ground
Borehole No. Borehole Location
level (m)
BH-1 Km 6.0 Nil
BH-2 Km 7.0 Nil
BH-3 Km 8.0 9.20
BH-4 Km 9.0 Nil
BH-5 Km 10.0 Nil
BH-6 Km 11.0 Nil
BH-7 Km 12.0 9.10
BH-8 Km 13.0 Nil
BH-9 Km 14.0 Nil
BH-10 Km 15.0 Nil
BH-11 Km 16.0 Nil
BH-12 Km 17.0 Nil
BH-13 Km 18.0 Nil
BH-14 Km 19.0 Nil
BH-15 Km 20.0 Nil
BH-16 Km 11.8 Nil
BH-17 Depot Nil
BH-18 Gokul Nagar Nil
BH-19 Gokul Nagar Nil
BH-20 Gokul Nagar Nil
The geological stratum for this site is majorly categorized in 2 stratums as shown Table 60:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 117
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Table 60 Summary of geological units

Soil Type Stratum Description
SOIL Stratum – 1 Filled up soil & Silty Clay (CI & CH)
ROCK Stratum – 2 Highly weathered to Fresh basalt rock

Stratum-1 SOIL: This layer is majorly encountered at top of the ground and underlain by Highly
weathered basalt rock. Filled up soil is majorly encountered at top layer varying from 0.5m to
4.0m thickness. Silty clay layer of medium to high plasticity is observed from boreholes BH-5,
BH-7, BH-14, BH-15 & BH-16. Thickness of this stratum is varying from 0.5m to 4.0m below
ground level.

Stratum-2 ROCK: Highly weathered to fresh basalt rock is presented below soil stratum. This layer
is encountered at the surface from boreholes BH-3, BH-8, BH-11, BH-17 & BH-18.

The summary of field work conducted is presented in the Geotechnical Report given as annexure
at the end of the report..

Detailed Geotechnical – Soil Testing Report were also enclosed with Feasibility Report for all two
sections and GIS report for third section shall be provided separately.

Design Norms
5.2.1 Alignment definition

This chapter deals with geometrical standards adopted for horizontal and vertical alignments,
route description, etc. The proposed corridors under Pune MRTS network will consist of Standard
Gauge (SG) lines.

The geometrical design norms are based on international practices adopted for similar systems
with standard gauge on the assumption that the maximum permissible speed on the section is
limited to 80 kmph. Planning for any higher speed is not desirable as the shorter inter station
distance will not lead to significant difference in running time.

The elevated tracks will be carried on elevated deck supported by piers, generally spaced at
varying centre to centre distance as per site requirement. 13m to 34m span length (pier centre
to centre) is followed as much as possible with most of the piers located along the BRT and rest
on footpath followed by private property to terminate at Bhakti – Shakti bus depot. The
horizontal alignment and vertical alignment are, therefore, dictated to a large extent by the
geometry of the road and ground levels followed by the alignment.

5.2.2 Rolling stock assumptions for alignment study

The conditions of implementation of the MRT system, partly at-grade & partly elevated without
impacting the space given to road vehicle circulations command the choice of a rail based MRT

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 118
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

system rather than a BRT. Therefore, assumptions of MRT rolling stock had been used for the
alignment studies and are detailed in Chapter 11 Rolling stock.

5.2.3 Geometric design parameters

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

5.2.4 Horizontal alignment

As far as possible, the alignment follows the existing roads. This leads to introduction of
horizontal curves. The criteria for designing horizontal curves are detailed next.

5.2.4.1 Transition Curves

It is necessary to provide transition curves at both ends of the circular curves for smooth riding
on the curves and to counter act centrifugal force. Due to change in gradients at various locations
in the corridor, it is necessary to provide frequent vertical curves along the alignment. It is
desirable that the vertical curves and transition curves of horizontal curves do not overlap. These
constraints may lead to reduced lengths of transition curves at certain locations. The transition
curves have certain minimum parameters.

 Length of Transitions of Horizontal curves (m)

 Minimum: 0.44 times actual cant or cant deficiency (in mm) whichever is higher;
 Desirable: 0.72 times actual cant or cant deficiency, (in mm), whichever is higher.

 Overlap between transition curves and vertical curves not allowed;

 Minimum straight between two transition curves: either 25m or nil;
 Minimum curve length between two transition curves: 25 m.

5.2.4.2 Assumptions

Track gauge (between interior rails) 1435mm

Spacing of rail lines (between axes of rails) 1507mm

Distance between centre lines in straight alignment 4100mm in Line 1 & Line 2,
4600mm in Line 3

Maximum design speed* 90 km/h

Maximum operating speed* 80 km/h

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 119
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Note*: This maximum design speed is applicable for the straight and the flatter curved alignment,
which covers most of the alignment. However, in curves sharper than 1000m radius, suitable
speed restriction shall be applicable, which may be optimized for higher speed based on final
survey details available.

For any consecutive circular curves with opposite direction of curvature the length of straight
track between the ends of the curves or of the transitions where these are required shall be not
less than 25m. When it is not possible to provide a straight portion of 25m, no straight portion
shall be provided and the transitions extended accordingly. The rate of change of cant and versine
over both transitions shall be kept the same in such cases.

Transition curves will not normally be required between different radii of a compound curve
where the change of radius of curvature does not exceed 15% of the smaller radius and provided
that the cant deficiency and/or cant excess criteria are not exceeded for either curve.

Where a compound curve is employed with a change of radius greater than 15% of the smaller
radius, or where the cant deficiency or cant excess criteria necessitates a change in cant between
the circular curves, a suitable transition curve shall be interposed between the two parts of the
curve. The length of such a transition shall be equal to the difference between the required
transition lengths at each end of the curve.

When the actual shift of any calculated transition curve would be less than 10mm the actual
transition curve may be omitted. In this case, the required change of cant shall take place over
the calculated length of the transition, or 25 m whichever is the greater, and in the same location
as if the transition had been provided.

In general for all running and depot lines transition curves shall be provided wherever possible
between a circular curve and adjoining straight, between the different radii of a compound curve
and at the adjoining ends of circular curves forming reverse curves. Transition curves are not
required in sidings.

Applied cant shall be specified to the nearest millimetre for concrete track and to the nearest 5
mm for ballasted track.

Track at terminus stations shall continue past the end of the platforms by 25 metres where
stabling or refuge tracks are not required. Minimum radius in station must not be less than
1000m.

Whenever possible the track shall be straight throughout the length of the stations. The presence
of external restrains may necessitate limited encroachment of transition curves at station ends
but this shall be avoided whenever possible. Where encroachment is unavoidable this shall be
limited such that the vehicle throw does not affect the platform nosing clearance.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 120
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

5.2.4.3 Design value

Table 61: Design Values Summary

REQUIREMENTS TO COMPLY
THEORITICAL WITH
PARAMETERS
FORMULAE PROJECT’S
LIMITING
PREFERENTIAL
Theoretical equilibrium cant 11.8V2/R 225 mm 195mm

Cant 125 mm 110mm

Cant deficiency 100 mm 85mm

Cant Gradient (geometrical variation ≤ 1 in 500 ≤ 1 in 750

of the cant)
Rate of change of cant 55 mm / s 35 mm / s

Rate of change of cant deficiency 55 mm / s 35 mm / s

Minimum radius in Running Track 120 m 225 m

Minimum radius in Depot 100 m 190 m

Length of pure circular arc between 25 m 50 m

transitions
Length of Transition or Tangent 15 m 25 m
Length
Minimum length of straight between 25m or 0m 25m
reverse direction curves

5.2.5 Vertical alignment

Vertical curves shall wherever possible be positioned such that coincidence with horizontal
transitions is avoided. Where such coincidence is unavoidable the largest practicable vertical
curve radius shall be employed.

Vertical curves shall, for each location, be selected on the basis of the largest practicable vertical
curve radius subject to the following limit:

 Minimum desirable radius 2500 m

 Absolute Minimum Radius 1500 m

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 121
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

The length of constant grade between consecutive vertical curves shall be as follows:

 Desirable minimum 50 m
 Absolute minimum 25 m

At point and crossing work vertical curves shall not coincide with any part of the overall length of
switches or of cast crossings. At other point and crossing work vertical curves shall be avoided
whenever possible. Where they cannot be avoided the vertical curve radius shall be 3000 m or
more.

At station ends the tangent point of the vertical curve shall be permitted to encroach within the
length of the platform to a limited extent. This length of encroachment shall be such that the
vertical offset of the curve from the station gradient at the platform end shall not exceed 15mm.

5.2.6 Gradient

For running lines the desirable maximum gradient shall be 3% and where unavoidable shall be
4%. Where gradients of 1% or less are used they may be unrestricted in length. Gradients above
3.0% shall be kept as short as possible.

At stations the track shall be level or of constant gradient not steeper than 0.2% throughout the
platform length except for the limited lengths of vertical curves as specified in relevant clause
under Vertical Alignment.

A drainage gradient shall be provided for all viaducts, other than at stations, as follows :

 Desirable minimum 0.5%

 Absolute minimum 0.25%

Sidings shall be level or shall fall away from the main line switch at a gradient not exceeding
0.25%. Train berths shall be level or shall fall towards the buffer stops at a gradient not exceeding
0.25%.

5.2.7 Levels

All levels shall be quoted in metres correct to three decimal places and shall be above mean sea
level (MSL).

Rail level on canted track will refer to the level of the running edge of the lower rail.

5.2.8 Points and crossings

Whenever possible, points and crossing work shall not coincide with vertically or horizontally
curved track.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 122
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Where it is not possible to avoid coincidence with vertical curves the switches and stock rails shall
not be laid on vertical curves.

Points and crossing work shall not coincide with horizontal transitions.

No part of the switches, switch operating gear or crossing nose shall be over a structural
movement joint.

In case of unavoidable circumstances, if the coincidence with horizontal curve cannot be avoided,
the same may be laid in curve having radius greater than 1000m with cant applied made zero.

Generally 1 in 9 turnout with 300m Radius (1 in 9 R300) is to be adopted in Main Line and 1 in 7
turnout with 190m Radius (1 in 7 R190) is to be adopted in depot tracks.

5.2.8.1 Scissors crossovers

Scissors crossovers shall be based on a transitioned crossover with vertical rails.

The switch points and turnout radius shall be standard UIC or approved equivalent, designed to
accommodate a minimum operational speed of 40 km/hr.

5.2.8.2 Turnouts

Turnouts shall be based on a transitioned turnout with vertical rails.

 The speed through the turnout shall be 50 km/hr.

 Operational speed in the depot shall be 25 km/hr.

5.2.9 Stations locations

Stations have been located so as to serve major passenger destinations and to enable convenient
integration with other modes of transport. However effort has also been made to propose station
locations such that the locations where maximum commuter travel. Further detail on stations
locations is provided in the Station Planning chapter - 6 of this report.

5.2.10 Track structure

Track on MRT systems is subjected to intensive usage with very little time for day-to-day
maintenance. Thus it is imperative that the track structure selected for MRT systems should be
long lasting and should require minimum maintenance and at the same time, ensure highest level
of safety, reliability and comfort, with minimum noise and vibrations. The track structure has
been proposed keeping the above philosophy in view.

Two types of track structures are proposed for the corridors under Pune MRT network. The
normal ballasted track in depot (except inside the workshops, inspection lines and washing plant

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 123
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

lines). The ballastless track is recommended on viaducts as the regular cleaning and replacement
of ballast at such locations will not be possible. For the depots, ballasted track is recommended
as ballastless track on formation is not suitable due to settlement of formations. Ballastless track
in depot is required inside the workshop, on inspection lines and washing plant lines.

From considerations of maintainability, riding comfort and also to contain vibrations and noise
levels, the complete track is proposed to be joint-less and for this purpose even the turnouts will
have to be incorporated in LWR (Long Welded Rail)/CWR (Continuous Welded Rail).

The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling Stock should be
compatible with the rail cant and rail profile.

5.2.11 Rail section

Keeping in view the proposed axle load and the practices followed abroad, it is proposed to adopt
UIC-60 (60 kg. /m) rail section. Since on main lines, sharp curves and steep gradients would be
present, the grade of rail on main lines should be 1080 Head Hardened. For the depot lines, the
rails of grade 880 are recommended.

5.2.12 Ballastless track on main lines

On the viaducts, it is proposed to adopt plinth type ballastless track structure with RCC
derailment guards integrated with the plinths, with a base-plate spacing of 60 cm.

5.2.13 Ballastless/ballasted track in depot

The ballastless track in depot may be of the following types:

 Supported on steel pedestal for inspection lines;
 Embedded rail type inside the workshop;
 Plinth type for washing line;
 Track is to be laid on PSC sleepers with sleeper spacing of 65 cm;
 All the rails are to be converted into rail panels by doing flash butt/alumino thermic
welding.

5.2.14 Buffer stops

On main lines and depot lines, friction buffer stops with mechanical impact absorption (non-
hydraulic type) will be provided.

In elevated portion, the spans on which friction buffer stops are to be installed will be designed
for an additional longitudinal force, which is likely to be transmitted in case of Rolling Stock hits,
the friction Buffer Stops.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 124
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

5.2.15 Rail structure interaction

For continuing LWR (Long Welded Rail)/CWR (Continuous Welded Rail) on viaducts, the elevated
structures will be adequately designed for the additional longitudinal forces likely to be
transmitted as a result of Rail-Structure interaction. Rail structure interaction study will
determine the need and locations of Rail Expansion Joints (REJ) required to be provided.

Geometric Design of Corridor including plan/profile

Enclosed

Identification of existing services/utilities

5.4.1 Introduction

Besides the details of various aspects e.g. transport demand analysis, route alignment, station
locations, system design, viaduct structure, geo-technical investigations etc. as brought out in
previous chapters, there are a number of other engineering issues, which are required to be
considered in sufficient details before really deciding on taking up any infrastructure project of
such magnitude. Accordingly, following engineering items have been studied and described in
this chapter:

 Existing utilities and planning for their diversion during construction, if necessary;
 Land acquisition necessary for the project both on permanent basis as well as
temporary, including its break up between Government and private ownership.

5.4.2 Utilities and services

Large number of sub-surfaces, surface and overhead utility services viz. sewers, water mains,
storm water drains, telephone cables, O.H electrical transmission lines, electric poles, traffic
signals, etc. exists along the proposed alignment. These utility services are essential and must
be maintained in working order during different stages of construction, by
temporary/permanent diversions or by supporting in position. Any interruption to these will
have serious repercussions on the most sensitive suburban services and direct impact on the
public besides set back in construction and project implementation schedule & costs.
Therefore, meticulous detailed survey and planning will be required to protect/divert the
utility services. Also, these may affect construction and project implementation time
schedule/costs, necessary planning/action needs to be initiated in advance.
Organizations/Departments with concerned utility services in Pune are mentioned in the
following table.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 125
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Table 62 : Organisations/Departments with concerned utility services in Pune

S.No. ORGANIZATION/ DEPARTMENT UTILITY SERVICES

Surface water drains, nallahs, sewerage and drainage
Pimpri Chinchwad Municipal
conduits, sewerage treatment plants, pumping
1 Corporation
stations, electric poles, Road construction &
maintenance of Roads etc
Telecommunication cables, junction boxes, telephone
2 Telecommunication Department
posts, O.H. lines, etc.

Traffic signal posts, junction boxes and cable

3 Traffic Police
connections, etc.

4 MIDC Water supply Line

5 Electricity Board OH & underground electric cables

6 Maharashtra Natural Gas Limited Gas pipe line

5.4.3 Guidelines for Diversion

5.4.3.1 Above Ground Utilities

Above ground utilities namely street light, poles, traffic signal posts, telecommunication posts,
junction boxes, trees etc., also needs to be shifted and relocated suitably during construction of
elevated viaduct. Since these will be interfering with the proposed alignment.
Such overhead utilities were identified during physical survey of corridor. Moreover, liaison with
concerned utility owners was made for identification and mapping of various underground
utilities. No trenching / GPR survey etc. was conducted for underground utilities.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 126
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Such overground utilities identified during physical survey are listed below :
Table 63 : Number of Overground affeted due to metro alignment
S.No Location Direction Units
1 Light Poles Along the alignment 31

2 Traffic Signals Along the Alignment 27

3 Sign Boards Along the Alignment 12

4 Hoarding Boards Near Bhakti shakti Chowk 2

5 Electric Poles Near Bhakti shakti chowk 2

6 Transformer Near Bhakti shakti chowk 1

Overhead
7 Near Bhakti Shakti Chowk 1
transmission tower

8 Trees Along the Alignment 342

TOTAL 418

5.4.3.2 Underground utilities

While planning for diversion of underground utility services viz. sewer lines, water pipelines,
cables, etc., during construction of MRTS, following guidelines have to be adopted:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 127
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

- The elevated viaduct does not pose much of a difficulty in negotiating the underground
utility services, especially those running across the alignment. The utilities infringing at
pier location can be easily diverted away from the pile cap location.

- In case a major utility is running along/across the alignment which cannot be diverted or
the diversion of which is difficult, time consuming and uneconomical, the spanning
arrangement of the viaduct and layout of piles in the foundation may be suitably adjusted
to ensure that no foundation needs be constructed at the location. The utility service can
also be encased within the foundation piles.

5.4.3.2.1 Sewer Lines, Storm Water Drains and Water Lines

The sewer/drainage/Water lines etc. generally exist in the service lanes and footpaths
i.e. away from main carriageway. However, at certain points these utilities are
crossing the main carriageway.

The major sewer/drainage/Water lines etc. running across the alignment and likely to be
affected at certain location due to metro column foundations and are proposed to be taken care
of by relocating on column supports of viaduct by change in span or by suitably adjusting the
layout of pile foundations. Where, this is not feasible, lines will be suitably diverted. Provision
has been made in the project cost estimate towards diversion of utility service lines. which works
out to 26.48 Cr. for the alignment length.

Water utility around Bhakti shakti chowk and nearby area is shown in Figure 65 by super
imposing metro alignment over it, with final station over bhakti-shakti bus depot. Details of
affected utility is documented Table 64.
Table 64 : Details of utility affected at Bhakti shakti chowk due to Metro alignment
S.No. Type Location Diameter
1 Ductile Iron Bhakti Shakti chowk – Bus Depot 100mm
Pipes toward anna bhau sathe
2 Ductile Iron Bhakti Shakti chowk – Krishna 200mm
Pipes Temple – PMPML Bus stop
3 Ductile Iron Front of PMPML Bus stop – Bhakti- 200mm
Pipes Shakti Chowk
4 Mild Steel Pipes Petrol Pump – Bhakti Shakti Depot- 1200mm
Spine road
5 Cast Iron pipes Spine Road – Anna Bhau Sathe 150mm
6 Cast Iron pipes Anna Bhau sathe statue – Talegaon 150mm
Road
7 Cast Iron Pipes Anna Bahu sathe statue – Talegaon
8 Mild steel pipe Bhakti-Shakti - Anna Bhau Sathe – 1100mm

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 128
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Krishna Nagar
9 Mild steel pipe Radhika Hotel – Bhakti-Shakti 450mm
chowk – Open space on spine road
10 Mild steel pipe Bhakti-shakti Garden – Anna Bhau 400mm
sathe

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 129
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 65 : Location of affected Land Required For Corridors

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 130
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

5.5 Land Required for Corridor

Availability of land is one of the major prerequisites for a project in cities like Pune. As the Metro
alignment has to be planned on set standards and parameters, it becomes difficult to follow the
road alignment. Apart from alignment the various structures like stations, parking facilities,
traction sub stations, communication towers, etc. require large plots of land. The land being
scare, costly and acquisition being complex process; the alignment is so planned that barest
minimum land acquisition is involved. Land is mainly required for;

 Metro Structure (including Route Alignment), station Building, Platforms, Entry/Exit

Structures, Traffic Integration Facilities, etc.

5.5.1 Land Required for Elevated Stretches

For elevated section, single pier supporting the viaduct will be located in the BRT alignment on
the middle of road so that the existing roads remain in use as usual. Accordingly, necessary
permission for using such right-of-way will have to be obtained from the concerned authorities.
Elevated stations are generally proposed with elevated concourse so that land is required only
for locating the entry/exit structures. Traffic integration facilities are provided wherever the
same are required but no land is proposed for acquisition.

The normal viaduct structure of elevated Metro is about 10 m (edge to edge) wide. Ideally the
required right of way is 9-10m and it is available hence no LA is proposed. In stretches, where
the elevated alignment has to be located away from road, a strip of 15m width (with
consideration of 2.5m clearance on either side to reduce land width), is proposed for acquisition,
it ensures road access and working space all along the viaduct for working of emergency
equipments and fire brigade.

5.5.2 Land for Stations

Provision of land for Traffic integration has been made on those stations only, where space is
available. It is proposed to provide traffic integration facilities at all the following Metro stations.
Land for these facilities has been identified and is given in the Table 65.
Table 65 : Lands For Stations & Traffic Integration

Type of
S.NO. Station. Area (sqm) Ownership Remarks
property

624 Open Pvt

1 (Chinchwad) 972 Park/Market
348 Open Govt
Madarsa+Bajaj
2 (Akurdi) 797 Commercial Pvt
Auto Company

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 131
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

642 Commercial Pvt

3 (Nigdi) 1022
380 Bus Depot Land Govt
Total Area 2791 m2

5.5.3 Land Requirement for Running Section

As indicated earlier, the ROW of the roads along which the alignment is planned is sufficiently
wide hence no land is required for acquisition as long as the alignment is straight and at the
center of the road. However, at curved portions, the alignment could not be kept at the center
of the road and acquisition of certain land is inevitable in spite of introduction of sharper radius
curves in elevated sections. The land required for alignment planning is given in Table 66.
Table 66 : Land Requirement Running Section
PLOT
S.NO. LOCATION DETAILS AREA(m2) OWNERSHIP
NO.
Corridor – IA (PCMC – Nigdi)
1 1RS 1 Ford Showroom Commercial 1619 Pvt.
2 1RS 2 Open Land Open Land 187 Govt.
3 1RS 3 Temple Area Open Land 623 Pvt.
Open land with 451 Pvt.
4 1RS 4 Open Land
temporary structure 329 Pvt.
Land for Foot Over 1299 Pvt.
5 1RS 5 Market
Bridge 148 Govt.
Total Area 4655

5.5.4 Land Required For Property Development

5.5.4.1 Identification of Sites for Property Development:

To ensure fast implementation of the proposals and optimisation of earnings, the following
criteria have been kept in view:

 Land plots to be close to the proposed MRTS corridor.

 Land plots should be vacant and owned preferably by a Government agency.
 Proposed usage to be in conformity with provisions of Development Plans of the city.
 Availability of adequate infrastructural support and optimum potential for commercial
utilization and early high returns.

5.5.4.2 Methodology of Property Development:

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.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 132
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 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 architectural plans/models and obtain sanctions of concerned authorities.
 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 MRTS 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. Thus in our case, 2 parcel of
government owned land has been identified, which was proposed to be given on a 50 year capital
lease to a private builder, after the commencement of the project in order to maximize the
benefit.

The details of land identified for property development are shown in Table 67.
Table 67 : Land identified for Property Development
Land Area
S. No Location Ownership
(Sqm)
1.
Govt land under PCNTDA 30000 Government
(Near Bhakti Shakti Chowk)
2. 24000 Government
Open land at the back of City one mall
TOTAL 54000

5.6 Summary of land requirements

Abstract of land requirements for project is given in Table 68 : Summary of Permanent Land
Requirement (sqm)
Table 68 : Summary of Permanent Land Requirement (sqm)
Type of Land
Sr.No. Description
Govt. PVt.
1 Stations 728 2063
2 Running Section 335 4321

Total Land required for aquisition for the project is : 0.7446 Ha.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 133
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

5.6.1 Relocation / Resettlement

The project involves relocation of few shops, commercial cum residential buildings and hutments
along the alignment. 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, at certain locations while negotiating the
curves, the land acquisition became inevitable.

5.7 Principles of Traffic Diversion Plan

The primary objective of the Traffic Diversion Plan is to identify alternate actions to alleviate
congested roadway conditions, during the construction of MRT, which would be efficient,
convenient, economical and safe for both pedestrians and vehicular movements.

It is suggested to create a balance between safety needs of the road users and the site operatives
and to minimize the delay to road users. Recognized and uniform procedures have to be applied
to ensure that:

 Road users are accommodated through and around the construction zones safely
with minimum delay;
 Bicyclists and pedestrians, including those with disabilities, should be provided with
access and safe passage through the work zones;
 Traffic control and construction activities are coordinated to provide for safe and
efficient flow of traffic together with efficient, safe and rapid progress of
construction activity;
 If construction activities are taking place at multiple sites along same or parallel
routes, construction activity and road traffic management should be coordinated
so as to minimize the total delay;
 In urban environment, works requiring partial road closures on alternative routes
should be phased, where possible, so that they are not undertaken at the same
time.

The diversion plan will be prepared based on detailed reconnaissance survey and duly
considering the Classified Traffic Volume Counts conducted during morning / evening peak
periods, along the Pune MRT corridor and around the surrounding areas and also taking the
following factors into account:

 It is assumed that half of the carriageway width shall be available for the traffic
movement;
 For easy movement of pedestrians, the footpath width shall be kept available for
pedestrians at diversion locations;
 Access to the property along MRT stations shall be provided.

The Traffic Diversion Plan suggested should take into consideration the road widths of the
surrounding road network.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 134
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

The Traffic Diversion Plan shall be suggested based on the understanding that on-street parking
will be removed/relocated and the carriageway would be free of encroachments along the MRT
corridor and alternative roads during construction period for efficient vehicular and pedestrian
movement.

Appropriate traffic management measures should be adopted like relocation of bus stops,
junction improvement measures, road geometric improvements, installation of traffic signage,
barricading the construction area and road carriageway, etc. A broad methodology for preparing
the traffic diversion plans is shown in following figure:

Figure 66 : Broad methodology for preparing the traffic diversion plans

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 135
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6. STATION PLANNING
6.1 Introduction
Pune is well known as the ‘Queen of Deccan’ due to its scenic beauty and rich natural resources.
Besides, it is famous for its religious and historical places. Pune city is known in the world map
because of its educational, research and development institutions. The district also has an
importance as an important military base. Pune is the most industrialized district in western
Maharashtra and a famous IT hub in the country. Pune exemplifies an indigenous Marathi culture
and ethos, in which education, arts & crafts and theatres are given due prominence. Pune is the
cultural capital of Maharashtra. It is the birth place of the poet-saint Tukaram. It is the home of
great freedom fighters like Bal Gangadhar Tilak, Agarkar and Gopal Krishna Gokhale. Jayant
Narlikar, the famous contemporary scientist is from Pune.

6.1.1 History and architectural characteristics of Pune

6.1.1.1 History of the city

The city of Pune has been a city of major importance in the India subcontinent since the 17 th
century. Confined to the East bank of the Mutha river until the early 19th century, the city started
to grow on the west bank as well. The city witnessed fast growth after Independence.

In addition to its temples, historical attractions in and around Pune include the rock-cut
Pataleshwar cave temple, Aga Khan Palace, Shaniwarwada, Lal Mahal, and Sinhagad fort. The city
is also known for its British Raj "bungalow architecture" and the Garden Cities Movement layout
of the Cantonment in the early Twentieth Century.

 Kasba-Peth – heart of the city

Kasba Peth or Kasba is the oldest residential part, "Peth " (locality), in Pune, India. It is adjacent
to the historic Shaniwar Wada palace-fort. Kasba Peth was the first Peth to be established
sometime during the 5th century and is the oldest area in Pune. It is called the "Heart of Pune
City". In the history of Pune, the city was once known as "Kasbe Pune".

A wide variety of shops surround Kasba Peth (Tambat Ali, Shimpi Ali, Vyavahar Ali, Bhoi Ali, etc.).
It is well known for the Kumbhar Wada (area of earthen potmakers) and the Tambat Ali (area of
brass/copper utensil manufacturers).

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 136
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Lal Mahal

The Lal Mahal (Red Palace) of Pune is one of the most

famous monuments located in Pune, India. In the year
1630 AD, Shivaji Maharaj's Father Shahaji Bhosale,
established the Lal Mahal for his wife Jijabai and son.
Shivaji Maharaj stayed here for several years until he
captured his first fort.

 Kumbhar Wada

In Kumbhar Wada the past of old Pune lives on. Kumbhar

Wada is the ancient potterymakers’ quarter in Kasba Peth,
a district in the city’s historic core. Kumbhar means potter
and wada a place or area. The kumbhars have kept their
traditional craftsmanship alive in Pune since the era of
Shivaji Maharaj (1630--1680), founder of the Maratha
Empire.

 Tambat Ali

On invitation of the Peshwas the Tambats came some 400

years ago, when Pune was being established as their
administrative headquarters. The Tambats came from
regions like Thane, Colaba, Ratnagiri, etc. Tambats are part
of an age old social system known as 'Bara Balutedars'.
These are craftsmen working and dealing in utensils of
copper, bronze, brass, etc. Copper is known as 'tamba' in
Marathi from which the name 'Tambat AIi' has evolved.

 Shaniwar Wada

Peshwa Baji Rao I, prime minister to Chattrapati Shahu, laid

the ceremonial foundation of his own residence on
Saturday, January 10, 1730. It was named Shaniwarwada
from the Marathi words Shaniwar (Saturday) and Wada (a
general term for any residence complex). Teak was
imported from the jungles of Junnar, stone was brought
from the nearby quarries of Chinchwad, and Lime (mineral)
was brought from the lime-belts of Jejuri. Shaniwarwada
was completed in 1732, at a total cost of Rs. 16,110, a very
large sum at the time. Later the Peshwas made several
additions, including the fortification walls, with bastions
and gates; court halls and other buildings; fountains and
reservoirs.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 137
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Sinhagad Fort

Sinhagad (also known as Sinhgad) is a hill fortress located

at around 25 km southwest of the city of Pune, India.
Some of the information available at this fort suggests
that the fort could have been built 2000 years ago. The
caves and the carvings in the Kaundinyeshwar temple
stand as proofs for the same. The Sinhagad (Lion's Fort)
was strategically built to provide natural protection due
to its very steep slopes.

 Aga Khan Palace

The Aga Khan Palace was built by Sultan Muhammed

Shah Aga Khan III in Pune, India. Built in 1892, it is one of
important landmarks in Indian history. Aga Khan palace
has Italian arches and spacious lawns. The building
comprises five halls. It covers an area of 19 acres
(77,000 sq m), out of which 7 acres (28,000 sq m) is the
built-up area. The area of the ground floor is 1756 sq m,
that of the first floor is 1080 sq m, whereas the second
floor has a construction of 445 sq m. The specialty of this
structure is its corridor of 2.5 meters around the entire
building.

 Dagadusheth Halwai Ganpati Temple

It is dedicated to the Hindu God Ganesh. The temple is

popular in Maharashtra and is visited by thousands of
pilgrims every year.The temple is situated in the center of
city, local shopping market is also the nearby temple. The
temple is a beautiful construction and boasts a rich
history of over 100 years. Jay and Vijay, the two sentinels
made of marble catch the eye of all at the outset. The
construction is so simple that all the proceedings in the
temple along with the beautiful Ganesh idol can be seen
even from outside. The Ganesh idol is 2.2 meters tall and
1 meter wide.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 138
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Nageshwar Temple

Nageshwar Temple is one of the oldest temples of Pune,

Maharashtra. It’s a small but graceful temple. The main
shrine or Garbhagriha, where the deity is kept, is certainly
very old, probably dating back to the 14th century.The main
shrine is an octagonal stone structure on square plinth. Over
it rises an octagonal tower or shikhara, with an intricately
carved band of creepers around its base. The Shikhara is
ornamented with a tiered series of miniature temples and is
surmounted by a small onion-shaped dome on a narrow
base.

Hari Mandir – an example of colonial architecture

A solid stone structure with an arched front and a porch, it is

an example of colonial architecture could be adopted for
Indian needs. The large hall inside has a gallery and a lectern
from which the prayers were led. The size of the hall is an
indication of popularity in Samaj at one time. The compound
also has a small stone stupa, the samadhi of sir R. G.
Bhandarkar whose ashes it contains. This interesting building
binds Pune to the Indian Renaissance of the 19th century.

 Vernacular colonial style at Dastur Meher Road

When the poona cantonment was set up (1818-1820),

an area called Sa dar Bazar was set aside for Indian
traders, which was felt necessary for providing the army
with its daily needs. It constitutes a very cosmopolitan
urban settlement, comprising people from all provinces
& communities. The streets & lanes here developed a
remarkable character reflecting a mixture of European
architecture with that of the regional styles of the
owner’s original home.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 139
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 67 : Heritage map of Pune

(Source: “Glimpses of Pune’s Heritage - A Mosaic “ by Samita Gupta)

6.1.1.2 Architecture and heritage of the city

6.1.2 Overview of corridor and proposed stations

This study comprises Corridor 1A, for which 3 number of stations have been proposed:
S.No Corridor Approx. Number of proposed
Length of stations
corridor
Corridor 1A PCMC to Nigdi 4.413 km 3 (elevated)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 140
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.2 Station locations

This section is aimed at presenting the stations locations, showing their sequencing and analyzing
their local catchment areas.

6.2.1 General

Stations have been located to serve major passenger catchment areas/destinations and to enable
convenient integration with other modes of transport. The sequence of stations and types of
proposed stations for corridor 1A is presented in the section hereafter.

6.2.2 Sequence of stations and types of proposed stations

The Table 67 present the sequence of stations and type for proposed corridor 1A .
Table 69 : Sequence of stations in Phase 1A (PCMC to Nigdi)
SN Station Name Inter-station Cumulative Elevated/ Chainage
Distance Distance Underground
(Km) (Km)
Phase 1A: PCMC To Nigdi
1 Station 1 (Chinchwad) 0.89 0.89 Elevated 1789.2
2 Station 2 (Akurdi) 1.67 2.56 Elevated 3459.2
3 Station 3 (Nidgi) 2.03 4.59 Elevated 5601.089

6.2.3 Stations areas characteristics

This section provides a general overview of the corridor and the proposed stations : locations,
existing and future local urban fabric, landmarks, access etc.; For each station, an analysis has
been conducted regarding:

 The station location;

 The main roads to access the station;
 The land use around the station;
 The issues and concerns identified;
 The potential for improvements.

The corridor 1A PCMC to Nigdi is a 4.413 km long extension of phase I line, which runs from PCMC
to Swargate. It is proposed on Old Mumbai Road. 3 elevated stations are proposed on this
corridor (see following figure):

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 141
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 68 : PCMC to Nigdi corridor

(Source: Google Maps and Systra, 2018)

 Local area along corridor:

 This corridor is excessively crowded (both in terms of population density and road
congestion) at present;
 Road contains many flyovers, underpasses and less pedestrians.

 Areas covered by stations:

 Stations at the proposed locations cover existing famous Temples (Khandoba,

Bhakti Shakti);
 Stations at the proposed locations cover existing residential, educational, office and
commercial area of corridor areas as well as future developments proposed by
respective local authorities.

 Access to stations:

 Access to & egress from stations will be guaranteed by the implementation of:
 pick-up and drop-off areas for different modes (bus stops when relevant, IPT
modes and car)
 pedestrians facilities (footpath, pedestrian crossing, over bridge etc.)
 cyclists (cycle stands etc.)
General recommendations for access/egress to/from stations will also be made;
 For optimal access to stations:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 142
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 four entries are proposed for On Road Stations

 for Off Road Stations two entries along with one entry across the road is
proposed with a Foot Over Bridge (FOB).

 Entries/exits are mostly proposed between service roads and highways;

 Entries shall be covered;
 FOB will be also used for crossing the road for safety purpose;
 Narrow entries proposed due to lack of land availability (at some stations);
 The proposed stations shall be disable friendly.

 Stations with specific characteristics:

 Station 3 (Nigdi):

 Station 3 is proposed with Property Development area above;

 Station 3 also caters bus terminals, proposed future connection road near it as
well as local residential area.

 Station 1 (Chinchwad):

 Station 1 also caters Chinchwad Railway Station through FOB;

Station 1 (Chinchwad)
STATION INTRODUCTION: it is the first station on the PCMC to Nigdi corridor. It is an
elevated station proposed on the Old Mumbai Road near Chinchwad Station Chowk. The
major roads connecting the station are Chinchwad Station Road and Chinchwad - Bhosari
Road. The station caters the public, semi-public, commercial and the residential areas of
Pimpri and Chinchwad and the Railway Station of Chinchwad through proposed FOB. It also
caters the Sony complex building , Pimpri Police station and Mayur Tread Centre.
ISSUES & CONCERN POTENTIAL FOR IMPROVEMENT
 Lack of pedestrian facilities like  Dedicated non-motorized modes friendly
footpath, pedestrian for crossing road facilities like footpath and cycle stands, and
along the road results in pedestrian FOB is used for crossing roads;
spill over on road;  Planning of dispersal activities through
 Chaotic operations of Tempo services feeder modes will cater to a larger
catchment.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 143
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

1. Roadside encroachment and on-street 2. PCMC empty land (may be used for entry
parking. structure in the future)

3. Commercial area along the road.

4. Road side encroachment and on-street
parking.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 144
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Station 1 (Chinchwad) Entry

Figure 69 : Entry/Exit of Station 1 (Chinchwad)

Figure 70 : Proposed FOB from Metro Station to Railway Station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 145
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Commercial
Building
Residential
Building
Pimpri
Police
Railway Station
Proposed FOB
To Chinchwad

Figure 71: Cross-section at Chinchwad Station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 146
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Station 2 (Akurdi)
STATION INTRODUCTION: it is an elevated station proposed on the Old Mumbai Road near Khandoba Chowk.
The major roads connecting the station are Akurdi – Chikhli Road, Chinchwad Gaon Road, Shri Mhalsakant
Vidyalaya Road. The station provides dispersal connectivity to public, semi-public and the residential areas of
Akurdi and MIDC.
ISSUES & CONCERN POTENTIAL FOR IMPROVEMENT
 Lack of pedestrian facilities like footpath,  Dedicated non-motorized modes friendly
 Chaotic operations of Tempo services; facilities like footpath and cycle stands.
 Huge encroachments of the road space.  Planning of dispersal activities through feeder
modes will cater to a larger catchment.
 Removal of encroachments and optimal usage
of ROW.

1. Entry gate of Force factory. 2. Khandoba temple.

3. Vulnerable Pedestrians – No pedestrian facilities 4. Commercial area along the road.

existent.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 147
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Station 2 (Akurdi) Entry

Figure 72: Entry/Exit at Akurdi Station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 148
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 73: Road Cross-section at Akurdi station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 149
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Station 3 (Nigdi)
STATION INTRODUCTION: it is an elevated station proposed on the Old Mumbai Road near Bhakti Shakti
Udyan. Public Development area is also proposed above this station. The major roads connecting the station
are Nigdi – Chikhli Road, Ankush Borhade Marg. The station provides dispersal connectivity to the residential
areas of Nigdi, Appu Ghar, Bhakti Shakti Udyan and PMPML Bus Depot.

ISSUES & CONCERN POTENTIAL FOR IMPROVEMENT

 Lack of pedestrian facilities like footpath  Dedicated non-motorized modes pedestrian
 Chaotic operations of Tempo services friendly facilities like footpath and cycle stands.
 Huge encroachments of the road space  Planning of dispersal activities through feeder
modes will cater to a larger catchment.
 Removal of encroachments and optimal usage of
ROW

1. Depot wall and defense land beyond. 2. PMPML Bus Depot.

3. Bhakti Shakti Udhyan. 4. Chaotic traffic movement.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 150
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Station 3 (Nigdi):

Figure 74: Entry/Exit at Nigdi station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 151
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Proposed Skywalk

Figure 75: Proposed skywalk at Nigdi station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 152
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 76: Road Cross-section at Nigdi station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 153
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.2.3.1 Passengers Amenties and Vertical Circulation:

S.NO. PASSENGERS AMENITIES NO’s in NO’s in Station NO’s in Station

Station 1 2 3
1 TICKETING GATES 9 9 9
2 TICKET OFFICES 2 2 2
3 TVM 6 6 6
4 EFO 1 1 1
5 FIRST AID ROOM 1 1 1
6 TOILET (MALE) 1 1 1
7 TOILET (FEMALE) 1 1 1
8 TOILET (HANDICAP) 1 1 1
9 STAIRS (GROUND TO CONCOURSE) 3 2 3
10 STAIRS (CONCOURSE TO PLATFORM) 4 4 4
11 ESCALATORS (GROUND TO 2 2 3
CONCOURSE)
12 ESCALATORS (CONCOURSE TO 4 4 4
PLATFORM)
13 LIFTS (GROUND TO CONCOURSE) 2 2 2
14 LIFTS (CONCOURSE TO PLATFORM) 2 2 2

6.3 Station planning and design

This section is aimed at presenting station planning and design as proposed for Pune metro,
providing details on planning and design criteria, platform sizing and egress, station layout,
miscellaneous functions (commercial, advertising and branding)

6.3.1 General

Stations vary in complexity and the proposed station designs are influenced by station spacing,
alignment, utilities, road clearances and pedestrian requirements.

The typical length of elevated stations would be 140 meters and width would vary from 21 m
depending upon the integration of the station box and its entry structure within it immediate
urban environment.

6.3.2 Planning and design criteria for stations

The design objectives that will be considered as the planning and design criteria are presented in
the following sections:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 154
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.3.2.1 Passengers’ experience

One of the main objectives of station planning and design is to maximize passengers’ experience.
This is done by insuring stations.

 Attractiveness: the station experience will be positive;

 Integration with urban realm: the station will be well integrated with the existing
street and its surroundings;
 Intermodal integration: design will integrate the station entries with other modes of
transport;
 Passengers-oriented: patrons shall experience a system simple, easy to use and
accessible;
 Comfort: the station atmosphere will be comfortable;
 Safe and secure: the station will be provided with sufficient safety features like well-
lit areas, cctv etc;
 Environmental considerations.

6.3.2.2 Mass Rapid Transit operator requirement

Pune metro stations shall be designed to accommodate different operating, hence be tailored for
normal, peak, off-peak, congested (delayed) and emergency conditions. Station design shall
ensure for the operating body:

 Ease of use for operating staff;

 Manage and maintain / monitor and control;
 Flexibility in operations keeping in mind peak and off peak hours;
 Revenue models: fare box and possible non-fare box sources like commercial
advertising;
 Provisions, small kiosks or large retail spaces wherever possible;

These design objectives will respond to the following design factors :

 Operational requirements in the use of center and side platforms, elevated stations
are proposed to have side platforms;
 Station boarding/alighting and the resulting entry/exit location requirements;
 Utilities such as firefighting systems, ventilation, water requirements;
 Structural requirements;
 Flexibility in design to allow stations to respond to site specific requirements;
 Platform design criteria;
 Concourse design criteria;
 Passenger forecasts and resulting entrance locations;
 Traffic, roads and pedestrian requirements;
 Future expansion provisions;
 Flexibility in design to meet site-specific requirements, if any.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 155
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.3.2.3 Level of Service (LoS)

The level of service assessment is based on the concept of Fruin’s Levels of Service (LoS) which
was first derived by J.J. Fruin (‘Pedestrian Planning and Design’, 1971).

 LoS scale

There are six LoS categories, as shown in the figure below, ranging from A representing free-flow
conditions to F representing very congested densities with restricted movements conditions.

Figure 77 : Levels of Service categories (Source: Pedestrian Planning and Design, 1971)

 LoS types

There are three different types of Level of Service: walkways, stairs and queuing; which consider
the different characteristics of pedestrian activities (i.e. walking on flat ground, walking up/down
stairs and waiting).

Figure 78 : Levels of Service by type (Source: Pedestrian Planning and Design, 1971)

In general:
 LoS walkways are used for areas of circulation such as passageways, underpass and
over bridges;
 LoS queuing are used for platform areas, ticket halls and lift waiting areas;
 LoS stairs are used for staircases and escalators.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 156
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

It is generally accepted – subject to the functional use of space within a station – that a LoS C/D
is acceptable. Any area with a LoS E or F for a long period of time indicates levels of congestion
exceeding the normal planning standard, which could warrant further investigation and design
improvements.

6.3.2.4 Salient features of typical station

These features will be used as the basis for the design of Pune’s station, ensuring standardization
across stations. They are presented below

 Station entrances provide the link between the station concourse and the surrounding
streets. Their location must reflect the separate constraints of both;
 Station entrances are located with reference to passengers catchment points and cater for
intermodal interchange which includes buses, pick-up/drop-off by private modes etc;
 Important criterias which have been applied in the development of station planning
include:
 Sizing of Station Passenger Facilities;
 Stipulated Design Standards;
 Emergency Evacuation;
 Passenger circulation, comfort, ease of use, safety and security;
 Operational accommodation (Back of House Areas);
 Electrical and Mechanical Plant and Equipment space requirements.

6.3.2.5 Station boarding and alighting forecasts

Each station’s planning and design is notably based on the number of passengers
boarding/alighting. The tables below show the passengers boarding/alighting forecasts for 2023,
2043 and 2053. These figures will be used for station sizing (platforms, staircases, entries etc)
and egress calculations.

6.3.2.5.1 Boarding - Phase 1A PCMC to Nigdi

Table 70: Station boarding in design year on Phase 1A (Source: Systra, 2018)
SN Stations Peak Hour Boarding
2023 2033 2043 2053
1 Chinchwad Station 820 1190 1380 1500
2 Akurdi Station 950 1290 1360 1470
3 Nigdi Station 780 1070 1170 1270

6.3.2.5.2 Alighting - Phase 1A PCMC to Nigdi

Table 71: Station alighting in design year on Phase 1A
SN Stations Peak Hour Alighting
2023 2033 2043 2053
1 Chinchwad Station 1070 1480 2000 2160
2 Akurdi Station 1070 1470 1940 2090
3 Nigdi Station 780 1180 1430 1540

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 157
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4 Platform sizing and egress calculations

Platform areas should be designed in such a manner that it will comfortably cater normal
operations as well as delayed operations. The total evacuation time for the movement of all
passengers in an emergency from platform level to the landing at the next level should not
exceed 5.5 minutes in elevated stations considering that these stations are open, and risk is much
less and time limit to evacuate platform load from most remote point to a point of safety is 8
minutes as per NBC 2016 edition annx – J (J-5.1, b & c). Station sizing and egress calculations for
all three stations are given in following tables.
Table 72 : Standards for egress calculation
TL - 6 -Train Crush Load for 6 coach
rolling stock (Crush Load capacity 1574 persons Refer section 11.1.2
taken from rolling stock specs)
PL - Platform length ( For 6 car train) 140 meters Pune DPR, Phase 1
SF - Surge Factor 1.2 times Assumed
ET - Time limit to evacuate platform as NBC, 2016 Edition ,annx -
5.5 minutes
per NBC 2016 J (J-5.1, b)
ERT - Time limit to evacuate platform
NBC, 2016 Edition ,annx -
load from most remote point to a 8 minutes
J (J-5.1,c )
point of safety as per NBC 2016
STRC - Capacity of Stairs as per NFPA persons per mili NFPA130, 2017
0.0555
130 meter per minutes Edition ,section 5.3.5.3
ECN - Capacity of Escalators in stopped persons per mili NFPA130, 2017
0.0555
condition as per NFPA 130 meter per minutes Edition ,section 5.3.5.3
ECE - Capacity of Escalators in moving
condtion in direction of egress (it is to
be ensured that such elevators will be
persons per mili NBC, 2016 Edition ,annx -
of reversible type, emergency 0.12
meter per minutes J( J-5.4.5, h)
powered with ability to be restared
again from stopped position in line
with NFPA 130)
SD - Service Disruption Period (Two NBC, 2016 Edition ,annx -
3 period
missed headway) J (J-4.1, g)
SI-Service Interval 3&6 minutes Pune DPR
Maximum mean of egress travel speed NFPA130, 2017
37.7 meter/minute
along platform, corridors and ramp Edition ,section 5.3.4.4
persons per
Time taken in afc gate 50
minutes
NFPA130, 2017
Vertical travel speed 14.6 meter/minute
Edition ,section 5.3.5.3

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 158
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Table 73 : Platform occupant load

Peak Hour Peak Hour Normal Load F1 (Boarding Train Crush Platform Occupant Laod
Station Name
Boarding Alighting (Boarding /50) /50 X 1.2 ) Load(T.L.) POL( {F1(3XS1)}+TL)
CORRIDOR I A (PCMC TO NIGDI)

CHINCHWAD 1500 2160 30 36 1574 1898

AKURDI 1470 2090 29 35 1574 1892
NIGDI 1270 1540 25 30 1574 1848

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 159
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 160
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 161
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 162
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4.1 Signage and way - finding

Passenger information signs located at stations will be many and varied ranging from station
entrance to train indicator panel and information panels. Signs are to be provided in a Tri-lingual
format. Signage provided information essential to passengers use and navigation of the system,
engendering a of reassurance, security, and orientation when entering, existing, or transferring,
which contributes to a positive, user-friendly customer experience. In brief, signage:

 Guides passengers to and from the various station areas

 Accommodates the myriad information requirements of the stations and the
service
 Informs passengers of service information
 Accelerate their way finding process

General principles for signage placement in new stations shall include:

 Keeping signs to the minimum necessary to properly communicate the required
information, while considering that certain signs need to be repeated to reassure
passengers that they are on the correct path.
 Placing signs exactly at decision points in lateral and vertical circulation paths.
 Placing signs perpendicular to the line of travel or sight.
 Glow signs for publicity should be placed parallel to the passenger movement in the
station. Placement of commercial signs should not obstruct passenger’s movement.
 To reduce sign cutter, utilizing both sided of signs for information display wherever
applicable.
 Integrating signage with other station elements wherever possible.
 Placing signs in areas that have clear sights lines and are free of visual obstructions.
 Use the international symbol of accessibility (ISA) to identify accessible entries and
paths.
 To encourage left-hand circulation, placing signage or sign information on the left-
hand sides of corridors and VCE’s.
 All signage shall have alternate pictorial signage of the same size as the letters and
should be in at least Tri- Lingual (English, Hindi and Marathi Language).
 Every access point to the metro shall have a variable sign that provides information
on station conditions and operations through an electronic display screen.

The sign hardware system is defined as the physical sign units (their sizes, material and
attachment methods) that display the sign graphics.

Public clocks in metro stations shall be digital and located at the fare areas and on the platforms
clearly visible to all passengers in the direction of movement.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 163
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4.2 Station function and layout

A number of functions are associated to each station that structure the way stations are planned.
These functions and their typical location in the station structure are presented below:

6.4.2.1 Station’s functions

 Concourse forms the interface between streets and the platform. This is where all
the passengers’ amenities are provided;
 Office accommodation, operational areas and plant room space are provided in
the non-public areas of the station;
 The platform level has to be designed for adequate assembly space for passengers
for both normal operating conditions and a recognized abnormal scenario
(emergency);
 The location of DG set, Bore Well Pump House, Underground / overhead tank and
Pump Houses are preferably proposed to be in one area at ground level wherever
possible.

6.4.2.2 Planning norms and standards

 General
 The platform length is planned for 6 cars train;
 The total evacuation time for the movement of all passengers in an emergency
from platform level to the landing at the next level should not exceed 5.5
minutes in elevated stations considering that these stations are open, and risk
is much less;
 The station planning is also in compliance to the “Guidelines and Space
Standards for Barrier Free Built Environment for Disabled and Elderly persons”
published by the Ministry of Urban Affairs and Employment India in 1998;
 The egress requirement (Platform to Concourse) & platform width calculations,
evacuation time calculations and passenger related facilities for the design year
will be provided at next stage.

 Entry/Exit
 Entrances to stations shall be of adequate capacity to satisfy predicted
passenger flows and emergency evacuation requirement;
 The position of entrances shall be determined by the juxtaposition of building
location, of roadway footpath width, space availability and flow directions of
passenger traffic;
 The width of entrances shall consider the predicted passenger flow and
available space;
 All entrances extending to street level are proposed to be protected against
flooding. This protection is done by the provision of a minimum staircase to be
added in next stage.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 164
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Walkways / Ramps
 Walkways / ramps shall be planned based on established principles of
pedestrian flow and arranged to minimize unnecessary walking distances and
cross-flows between incoming and outgoing passengers. Cross flow and
changes in direction shall be minimized or eliminated;
 Minimum Corridor width:
 Unidirectional movement: 1.8 m
 Bi-directional movement: 2.0 m
 Where length of the corridor is more than 30 m: 3.0 m
 For staff: 1.2 m

 Ramps
 Preferred gradient: 1:20
 Maximum gradient: 1 :12
 Minimum width:
 Unidirectional movement: 1.2 m
 Bi-directional movement: 1.5 m
 For ramp exceeding 10 m, rest platform: 1.8m

6.4.2.3 Functional layout

The station box is divided into public area and non-public area (where access is restricted to
operating staff and not accessible to passengers).

Public area design : stations will be designed to the crush load capacity (having 0.5 per sq. meter)
of 6-car train. The station shall be designed for an eventual operating headway of 2.0 minutes.

6.4.2.4 Platform level

 The length of platform will be 140m. This allows for the length of 6 car train and a
stopping tolerance;
 Minimum platform widths:
 The nominal platform width measured from platform edge to any continuous
(longer than 2000mm) fixed structure shall be a minimum of 3000 mm.
 The minimum distance from platform edge to any isolated obstruction e.g.
columns, shall be 2500mm (an isolated obstruction shall not be longer than
2000 mm).
 This clearance shall be maintained for safety reasons, irrespective of passenger
flow. The platform width greater than the minimum may be required at stations
with large passenger flow.

 Platform widths shall be determined to cater to the following scenarios:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 165
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Normal service: the platform width shall be determined by multiplying

the peak minute flow by 0.5 sqm/person and headway, then dividing by
the platform length;
 Delayed / Emergency service: the platform width shall be determined by
the peak minute flow, allowing for two missed headways. The crush load
is assumed as sectional load between two stations. For an island platform,
the area between the boundaries of the two platforms can be included in
the calculation.

 The platform edge shall have a safety margin of 600 mm width with a non-slip surface
and a yellow warning strip of 100 mm wide of contrasting texture.
 The platform ends shall be provided with 1200 mm wide security gate and be
installed with a Pressure Mat Alarm system.
 Platform shall be laid to a fall at 1:100 from the inner face of platform screen doors
for 3000mm towards the back of the platform. Where platform screen doors are
not provided then platform shall be laid to a fall of 1:100 from the platform edge
for 350mm towards the back of the platform;
 Markings on the platform to assist and control the flow of passengers for boarding
and alighting the trains shall be provided;
 Space occupied by stairs, escalators, structure, seating, platform supervisor’s
accommodation etc. is not to be included as part of the platform area.

6.4.2.5 Concourse level

 The arrangement of concourse is assessed on station-by-station basis and is

determined by site constraints and passengers access requirements. However, it
shall be 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 shall be positioned to minimize
cross flows of passengers and provide adequate circulation space. Sufficient space
for queuing and passenger flow shall be allowed in front of the AFC gates;
 Concourse consists of “Non-Public Areas” and “Public Areas”:
 The “Non-Public Areas” comprise of the Back of House (BOH) areas. The BOH
areas consists of Power Supply & Traction (PST), System Rooms, Operations,
Staff Facilities, Water Supply and Drainage System and Miscellaneous
requirements. A list of BOH areas is given below in Table 4. The description of
such areas is also detailed in the subsequent paragraphs.
 The “Public Area” is further subdivided into “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.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 166
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Passengers handling facilities comprise of stairs/escalators, lifts, ticketing

counters/automatic ticket vending machines and ticket gates required to process
the peak traffic from street to platform and vice-versa. These facilities shall be
provided in the concourse and they also act as a medium to transfer between Paid
and Unpaid areas (these facilities also enable evacuation of the station under
emergency conditions, within a set safe time limit).
 Uniform number of these facilities shall be provided for system wide uniformity,
although the requirement of the facilities varies from station to station based on
the peak hour passenger load.
 The accommodation of station facilities are presented in the table below:
Table 74: Station Facilities accommodation
(Source: Systra, 2018)
PST (POWER SUPPLY & TRACTION) STAFF FACILITIES
 Auxiliary substation  Staff toilets/ locker (male) Staff toilets/
 Track disconnection locker (female) First aid
switch DG set  Staff mess room
 Fuel tank  Train crew room

SYSTEM ROOMS OPERATIONS

SIGNALLING  Station Control Room (SCR) Station
 Signalling Equipment Manager
Room (SER) UPS room  Ticket Office/Ticketing Ticket Office
(signalling) Supervisor Audit and Cash Storage
TVM/ BOMS
 Security/ Police Room Excess Fare Office
(EFO)
MISCELLANEOUS
 Emergency Equipment Room
TELECOMMUNICATION  Cleaners Room-1
 TER  Cleaners Room-2
 Mobile phone equipment  Refuse Store
room UPS Room (telecom)  Permanent Way Store

6.4.2.6 Operational rooms (back house areas)

 Operation Rooms for Public Use

 Ticketing gates: the gate design will depend upon:

 Check-in and check-out: implying bi-directional gates;
 Fare media: smart card, magnetic or paper ticket;
 Special gates are designed for:
 Disabled persons access;
 Customers with luggage;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 167
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Customers with strollers.

 Ticket Counters and Ticket Vending Machines (TVMs): it is proposed to deploy manual
ticket issuing counters in the beginning of the operation of the line. t a later stage,
automatic TVMs would be used, for which space provision will be made at the concourse
Figure 80

MTR wall mounted TVM with maintenance corridor in the back – Paris (left) Shinjuku station Tokyo (right)

Figure 79 : Ticket vending machines at stations

 Ticket offices:

 The number of ticket offices is determined by the passenger traffic and the
operation policy;
 A minimum of 2 ticket offices per station in the stations with high traffic, and 1 ticket
office per station in the stations with low traffic shall be planned.

Figure 80 : Ticket offices at stations

 First aid room:

 First aid room is not a specific operation room but is proposed to be located in every
station in accordance with the technical provisions of the project. This room could also
be used as a detention room if it is needed;

 Passenger Amenities :
 Toilets for disabled are not specific operation rooms are proposed to be provided
at all stations in accordance with the technical provisions of the project.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 168
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4.2.7 Passengers handling facilities

 Escalators requirements

The escalators will be heavy duty “public” service escalators capable of operating safely and
smoothly. The planning of escalators which may act as emergency stairways should meet all the
criteria requirements in NFPA 130 Standards. The planning of escalators will be such that they can
be used as fixed staircases under a condition of power failure, activation of stop button or activation
by safety/protection devices.

 Stairs requirements
 Stair widths:
 Minimum stair width for public use: 2400mm;
 Minimum stair width for emergency evacuation: 1120mm.(as per NFPA 2017
5.3.5.2)

 A central handrail is provided where stair width is 4.5 m or more;

 Risers per flight: 3 minimums, 15 maximums;
 All steps in a flight of Stairs have the same dimensions;
 Tread width of steps will be 300mm;
 Riser will be 150mm;
 Length of intermediate landing: lesser of 2m or width of stairs;
 Handrail: 0.9m high, 50mm diameter, 45mm clearance to wall;
 Step noses will be rounded, and color contrasted;

 Lifts requirements

A minimum three to four lifts will be used of having 13 passengers capacities. Lifts are also used
for betterment of differently abled people.

6.4.2.8 Emergency evacuation standards

 The requirement is to evacuate people from a station platform to another location,

initially the next level below or above and then on to street level without hindrance;
 The principles to be followed are:
 The maximum distance to an exit route on the platform shall be 50 meters;
 The time required to walk from the farthest point on a platform to the escalator
or stair landing must be considered. Walking speed is assumed to be 1
meter/sec;
 A check shall be made to ensure that sufficient capacity exists at the level to
which passengers are evacuated as being a place of ultimate safety so that
people can move freely away from stairs and escalators as they arrive.

 The emergency is assumed to be occurring in one direction of travel only at any

given point of time;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 169
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 For ensuring adequacy of platform area, stair widths and requirement of additional
emergency evacuation stairs, a maximum accumulation of passengers in the station
has been comprising waiting passengers at the platform (including two missed
headways) and section load (or full train load if the section load exceeds a full train
load) expected to be evacuated at the station in case of an emergency;
 The train will not move from the platform until passengers have begun clearing the
platform and hence the 500mm unoccupied zone adjacent to the platform edge for
platform without platform screen doors is included in the calculations.

6.4.3 Station accommodation

Each station is provided with adequate public areas for passenger movement.

Space is also provided for station systems. The ancillary equipment housing including generators,
pump rooms, water tanks and sumps shall be located at one area of station site preferably at
street level provided for each station. Any change will be discussed with the Client.

6.4.3.1 Queuing Length

Sr. No Location Minimum queing space
1 Add value Machines, from face 2400 mm
2 Card readers, from face 2400 mm
3 Customer service center, from counter edge 2400 mm
4 Escalation, from working point 2400 mm
5 Lifts, from threshold 2400 mm
6 Stairs, from working point 4000 mm
7 Ticket Gates and smart card gates from face 6000 mm
8 Ticket sales window, from counter edge 2400 mm
9 Ticket Vending Machines, from face 2400 mm

6.4.3.2 Doors

 Sizes of doors will be depending upon type and function of the room;
 Fire resistance door will be depending on fire resistance of room as per NFPA.

6.4.3.3 Fire protection

 The design of stations shall be in accordance with NFPA 130;

 The design of station shall include the following:
 Fire preventions measures;
 Fire control measures;
 Fire detection systems ;
 Means of escape;
 Access for firemen;
 Means of firefighting.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 170
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 All aspects of fire preventions and control will be subject to the approval of the employer
having jurisdiction.
 All offices and plant room shall be separated from the public circulation spaces by FRP (Fire
Resistance Period) separation.
 The station is required to meet NFPA 130 standards for fire protection and emergency
egress. Preliminary assumptions shall be made regarding the minimum required widths
of circulation elements for emergency egress within the stations. A full analysis of the
design is necessary to confirm that all NFPA 130 requirement and other emergency code
requirements are met.

6.4.4 Advertising areas

A high level of passenger traffic using the stations presents a great potential for high
commercial value for advertising;
 The conditions of success to attract announcers and advertising in transit systems include:
 A high level of passenger traffic;
 Maximum of space and maximum of repetitions: minimum space for posters
is around positions to be efficient on the entire network (that means a
minimum of 6 positions per station);
 Importance of light and the treatment of light to see the posters;
 Advertising sales agency to manage the advertising space.

 The different possibilities of advertising spaces include:

 On the platforms (20% of the spaces on the platform could be used for
advertising)
 On the walls beside the escalator;
 On the walls of the first level of the stations;
 Inside the Rolling Stock (specific dedicated areas).

The provision of advertisements at stations is presented the figure hereafter.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 171
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 81 : Advertisements at stations

General principles about the advertising on platforms: advertising spaces must be seen by the
customers on the platforms and on the platforms. On the Rolling Stock: train wearing
advertisement campaign (train is used as an advertising medium for one campaign).
Advertisement on Rolling Stock is presented in the figure hereafter.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 172
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 82 : Advertisements at stations

 The entire station can be used as an advertising medium for one campaign;
 New technologies can be used especially on the platforms: LCD screens (about 8 sq m)
with projection. It implies cables must be set up in the stations and on the platforms.
The screens include sensors to calculate the number of passengers who pass and see
the poster. The screen can also communicate with mobile phones.

Figure 83 : Advertisements on station platforms

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 173
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 84 : Advertisements on station platforms

 Commercial areas for retail shops

 Like Advertising, retail shops in the stations could provide additional financial
income. The expected level of passenger traffic in the stations provides great
potential for a high commercial value for the retail shops. An agency will preferably
be appointed for management of these retail shops at all stations on the proposed
corridor.

 The different area possibilities for location of retail shops are:

 Inside the stations (paid as well as unpaid areas):
 On the platforms: space to be provided on platform for automatic
vending machines (for drinks, eatables, etc.) or small convenience stores;
 Inside the stations (before the BOH zone):
 Space for automatic vending machines could be dedicated (for
example: for cash, photos);
 In the covered zone: space for a shopping mall could be created
depending on the market potential.

 Outside the stations (in front of the cars parks or the bus stops)

 Small corners or kiosks; licenses could be created and negotiated for such
shops;

 Commercial areas and designs will be guided by the market characteristics and local
habit

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 174
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4.5 Station Branding

Architectural Branding is about to identify the station through Architectural components. Branding
a transit service creates an identifiable, marketable and common theme that extends across the
service and provides to the customer an opportunity to interact with the service.

Branding a MRTS service gives it a distinct identity, which results in clear and positive public
recognition and improved acceptance of the service. In addition to creating or enhancing positive
public acceptance of the service, creating a relevant and compelling brand for a BRT system can
deliver the following benefits:

• Clearly differentiated transit service: Branding can create a premium, higher-quality rapid
transit feels for a MRTS service, distinguishing it from standard or more conventional services.

• Enhanced outreach efforts: A common brand proposition among the various components of a
MRTS system will simplify marketing efforts and will allow a transit agency to more effectively
reach its target customers.

• Improved employee satisfaction and retention: A consistent and compelling brand creates
pride and a sense of contribution for employees.

• Increased brand value, as measured by added revenue and increased market share.

Colour schemes, graphics and logos can be used in branding the station as they can carry the
brand from the vehicle to the stations, to the signage and to the printed materials, unifying the
elements under one brand identity. It also can serve as a unifying element among the larger
family of services and can aid passengers in wayfinding, boarding and transferring among
interconnected services.

6.4.5.1 Elements Covered Under Branding

6.4.5.1.1 Transit Station

Station is highly identifiable and major component of brand identity. It must be considered if
station styling is distinct or appealing. It must be ensured that the station is easily distinct. The
distinctive branding can come from a unique paint or graphics package, easily identifiable as
different from other transit stop/ station.

Few examples of station branding are given in Figure 85:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 175
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 85: Station branding at companypady station of Kochi Metro (Right) and ITO Metro Station of DMRC (Left)

To promote art and culture through artworks, display panels and exhibits, some of its stations
have been turned into canvases. Having tied up with various government bodies/organizations
like National Book Trust, Delhi Tourism, Sahitya Akademi, India Habitat Centre and the textile
ministry, DMRC is enhancing the overall commuting experience. As part of a beautification drive
for its stations, DMRC commissioned artworks at several of stations, many of them in south Delhi.

6.4.5.1.2 Mass Transit Vehicle

The vehicles themselves, which in many cases are highly identifiable, are often a major
component of the brand identity. Some issues to be considered:
• Is the styling distinct and appealing?
• Do the paint and the graphics package support the brand?
• Do the interior features such as seating support the brand identity?

6.4.5.2 Station Branding In Pune Metro (Maha Metro)

Like the metro system in Naples (Italy) is known for its ‘art stations’, Stockholm’s Tunnelbana as
the longest art exhibition in the world and Moscow’s subway for the dreamy murals, Pune Metro
shall also offers artistic excursions of sorts to its commuters. The Metro stations in the city are
not merely overcrowded intersections but also culture hubs. History is no more confined to books
and libraries but is on a proud display in the form of photographs, metallic installations, graphs
and paintings.

6.4.5.2.1 Approach For Pune Metro Architectural Branding

Major component considered is identity of line. In few stations, station identity is also
considered. Thus, the identity of the stations as well as the identity of the line are both to be
considered in unison during the development of the Architectural Branding Programme.

To brand the station, few themes are identified along the line, which are: Heritage, Contemporary
and Handicrafts.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 176
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4.5.2.1.1 Contemporary Theme

Under this theme, modern day station, will give the glimpse of tomorrow’s technology.
Impressive and futuristic shapes combined with sustainable materials and enhanced passenger
and transportation flow concepts will make revolutionary architectural and public transport
models.

Figure 86: Reference image for contemporary brand identity of a metro station (Exterior)

For Exterior of the station, Glass façade will give modern look. For interior, the choice of colours
will be inspired by the Pune Metro logo. Maha metro used multiple colours in its logo. Multiple
colours would represent diversity and culture, which Pune uphold. Thus a multi-colour façade
shall be created in the concourse are with dominant colours used being Green, Blue, Violet and
Orange.

Figure 87: Reference image for contemporary brand identity of a metro station (right and Middle) & Logo of Pune Maha Metro
(Left)

6.4.5.2.1.2 Heritage Theme

Famous heritage sites in Pune are Deccan college, Pataleshwar Cave temple, Mahadaji Shinde
Chhatri, Aga Khan Palace, Lal Mahal, Sight Mahal etc. No dominanat style of architecture is seen
in Pune. Though different types of arches are present in most of the heritage structures. Thus,
arches forms a very integral part of Pune’s Heritage. Arches can be used at the entrances of the
station. Another very important component of Pune’s Heritage is columns. Artistically carved

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 177
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

columns and column capital can use used while designing the station. Few examples are given
below:

Figure 88: Reference image for use of column in defining the brand identity of a metro station

6.4.5.2.1.3 Handicrafts Theme

Craftsmen in Pune are known to work and deal in utensils and other handicraft item made of
copper, bronze or what is popularly called as ‘tamba’. In the early period the system was based
on barter where people would exchange goods for goods or goods for services. If someone wants
to get a copper vessel then he would go to the Kasar or coppersmith and provide the old material.
Thus, bronze forms an integral part of heritage of Pune. Therefore, Bronze theme can be used in
the station to give them an identity.

External sheds, furniture etc shall be given bronze theme. Few examples are given below:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 178
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4.5.2.1.4 Stations with special character

There are few stations which have special features in the vicinity, which can define the station.
An illustration or a paining shall be used to give the station a sense of identity.

Stations with special feature are:

Corridor 1A: PCMC to Nigdi

Station 2 (Akurdi) Khandoba Mandir
Station 3 (Nigdi) Bhakti shakti Udyan

6.4.6 Typical stations and adaptations

6.4.6.1 Typical station layout

This section presents typical metro station of type I (elevated). The objective of conceiving typical
metro stations is to show how the different functions of the metro stations are organised space-
wise. The principles on which the layout is based are presented below:

 The stations are generally located on the road median. Total length of the station
is 140 m;
 All the stations are three-level stations; (Ground Level, Concourse Level, Platform
Level), except Nigdi station, which has an additional level for Property
Development.
 The passenger areas on concourse level shall be concentrated in a length of about 140
m in the middle of the station, with 2-4 staircases, escalators & elevators leading from
either side of the road;
 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.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 179
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Passenger facilities like ticketing, information, etc as well as operational areas are
provided at the concourse level;
 Accommodation for staff and plant rooms shall be provided at both platform and
concourse levels within areas that are entirely separate from the public access. The
main plant systems accommodated within the station are the auxiliary sub-stations
at the concourse level at each end. The S&T equipment rooms are provided;
 The internal arrangement for the stations shall be evolved in such a way that Back
of House accommodation is organized so that the rooms of a similar operational
use are placed along a common corridor and plant accommodation is clearly
distinct from habitable rooms;
 The stations have been provided with an internal environment suitable for a world
class metro railway system by incorporating the experience of international best
practices. The stations have been planned in such a way that they are easily
operated, maintained and can be upgraded in future;

Figure 89 : Elevated station: type I

(Source: Systra 2018)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 180
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Typical surfaces for different rooms are provided in the table below:

Figure 90 : Room schedule for station

(Source : Systra 2018)

6.4.6.2 Typical cross section

Since the station is generally in the middle of the road, minimum vertical clearance of 5.5-m has
been provided under the concourse.

Concourse floor level is about 7.2-m above the road.

Consequently, platforms are at a level of about 13.5-m from the road. To reduce physical and
visual impact of the elevated station, stations have been made narrow towards the ends.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 181
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 91 : Cross section of elevated typical elevated station (Source : Systra 2018)

6.4.6.3 Typical design

With respect to its spatial quality, an elevated metro 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 track. 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 aluminum 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. 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
unobtrusively on the central verge.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 182
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4.6.4 Adaptation of typical station

The typical station is used to set a standard across the metro line. It shall then adapted for each
station depending station-specific factors. These include:

 Land availability: since land is at a premium throughout the corridor, the process
of reconciling the land that is required for the station development has a major
influence upon the design process and important elements of the stations such as
entry/exits, concourse, platforms, ancillary buildings etc. shall been designed and
marked for each station to overcome land acquisition problems. But, wherever the
vacant land parcels are not found available, land acquisition shall be proposed for
placing the necessary utilities/facilities;

 Passenger flows: The most important design consideration is to provide a safe and
comfortable environment to passengers during both normal and emergency
operation. In order to provide such an environment, space planning requirement
for each of the stations depends on passenger flows as they influence the number
of AFC gates, ticket windows, stair widths, number of escalators, platform width etc.
These calculations not only accommodate the normal and delayed operation but
also satisfy NFPA 130 guidelines.

6.4.6.5 Conceptual views of elevated station

This section provides illustrations of concepts associated with elevated stations. These are meant
to provide ideas of how these concepts can be applied.

Figure 92 : Station entries to be covered in the rain prone area

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 183
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 93 : Station can be designed Semi-Open for Lighting, Ventilation and keeping the station mass lighter

Figure 94 : Glasses used for natural light from sides and Skylight from roof

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 184
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 95 : Structural Glazing used for natural lighting

Figure 96 : Stations can be designed to create a landmark in the fast-developing city

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 185
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.4.6.6 Types of metro stations on Phase 1A

Corridor- 1A stations with their types are presented in the table below:
Table 75: Details of station types
Corridor 1A PCMC TO NIGDI
1 Station 1 (Chinchwad) Elevated
2 Station 2 (Akurdi) Elevated
3 Station 3 (Nigdi) Elevated

6.5 Disabled friendly features

6.5.1 Introduction

The objective of making this chapter is to create a user-friendly mass transport system in Pune
which can ensure accessibility to persons with disabilities, people travelling with small children
or are carrying luggage, as well as people with temporary mobility problems (e.g. a leg in plaster)
and the elderly persons.

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

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

6.5.2 Rail transport

 General

 Whether over-ground or grade or underground, rail travels is a highly effective

mode of transport.
 Every train should contain fully accessible carriages.
 Staff should be trained in methods of assistance and be at hand on request.
 Stations for all rail travel should be fully accessible with extra wide turnstiles where
possible alongside wheelchair accessible doorways.
 Staff should be on hand to assist persons with disabilities and elderly to enter or
exit through convenient gates.
 All new metro stations should be designed to be fully accessible.
 For persons with hearing impairments, an electronic sign board (digital display)
should be displayed on each platform at conspicuous location for all
announcements made by the railways.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 186
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 For persons with visual impairments audio system announcing the station names
and door location should be available.

 Accessible railway cars

The metro cars should have the following features:

 Railway car doors should be at least 900 mm wide;

 The gap between the car doors and the platform should preferably be less than 12
mm;
 Identification signage should be provided on the doors of wheelchair accessible
coach
 If the car door and the platform cannot be at the same level, then at least one car
doors should have apparatus such as a hydraulic lift or pull-out ramp installed in the
doorway for wheelchair users.

 Wheel Chair Space

 Space for a wheel chair should be available at the side of the door;
 The space should be indicated inside and outside the car by using the international
symbol of access
 Wheel stopper and ring-strap or other appropriate safety grip should be provided
for wheelchair users.
 Emergency communication is accessible to person in wheel chair.

 Seats

 An appropriate number of designated seats for passengers with disabilities and

elderly people should be provided near the doors

 Aisles

 Aisles should be at least 900 mm wide.

6.5.3 Metro railway station

6.5.3.1 Information signs and announcements

A map of train routes should be installed. This should be in Braille/raised numbers as well. In each
car, there should be an announcement and provision of a visual display of the names of stations
route. This display should be in raised numbers with sharp contrast from the background.

6.5.3.2 Level approach

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

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 187
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Walkway surfaces should be non-slip.

 Approach walkway should have tactile pavements for persons with visual
impairments.

6.5.3.3 Station entrances and exits

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

6.5.3.4 Reservation and information counters

 Should have clear floor space of at least 900 mm x 1200 mm in front of the counters;
There should be at least one low counter at a height of 750 mm to 800 mm from
the floor with clear knee space of 750 mm high by 900 mm wide by 480 mm deep.
 At least one of the counters should have an induction loop unit to aid people with
hearing impairments.
 The counters should have pictographic maps indicating all the services offered at
the counter and at least one of the counter staff should be sign language literate.

6.5.3.5 Toilet facilities

 There should be at least one unisex accessible toilet

 Ticket Gates

At least one of the ticket gates should:

 Be minimum 900 mm wide to allow a wheelchair user through and

 Have a continuous line of guiding paver for people with visual impairments.

6.5.3.6 Platforms

The Platforms should have the Following characteristics:

 Have non-slip and level flooring;
 Have a row of warning paver installed 600mm before the track edge
 Have seating areas for people with ambulatory disabilities
 Be well illuminated lux level of 200 lux
 There should be no gap or difference in level between the train entry door and
the Platform.
 All platforms should inter-connect by means of an accessible routes or lifts and
provide accessible level entrance to the train coach.

6.5.3.7 Way finding

 Way finding references should be available at decision points.

 Color can be used to identify routes and aid in locating doors, walls and hazards.
Proper color contrast between different elements greatly improves visibility for
all users and is critical for persons with low vision. For example, color contrasting

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 188
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

of door frames can assist in locating doors, and likewise floors should be
contrasted with walls. In addition, furniture should contrast with walls and floors
so as not to create an obstacle.
 Structural elements such as columns should be color contrasted or brightly marked
so as to be visible to those who may have a visual disability.
 Generally, patterns on flooring should be avoided or else should be minimal and
small to avoid visual confusion.
 In addition to identifying hazards or warnings, tactile floor surfaces can also be used
to inform that there is a change in area (e.g. leaving a corridor and entering a
boarding area).
 Tactile systems should be consistent throughout the building. For example, terminals
should not have carpeting in some boarding areas and tile in others as this may create
confusion for those who rely on tactile surfaces to guide them to their destination.
 Good lighting assists those with a visual disability to see better and allows people
who have a hearing impairment to lip read easier. However, care should be taken
to properly direct lighting and to use matte finishes on floors, walls and signage, so
as not to create glare which may create difficulties for all travelers.
 Blinds can be used to adjust lighting levels in areas where the natural lighting
changes significantly throughout the day.

6.5.3.8 Signage

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

6.5.3.9 Sign design specifications

 The sign should be in a prominent position.

 The face of the sign should be well-illuminated by natural or artificial light.
 Letters should be simple such as Arial, Helvetica medium, and san serif or similar and
numbers should be Arabic.
 The color of the text should be in a color that contrasts with the sign board.
 The sign board should also contrast with the wall on which it is mounted.
 Some signs such as those adjacent to or on a toilet door may be embossed so that
they can be read by touch.
 Illuminated signs should not use red text on a dark background.
 Signs should be supplemented by Braille where possible.
 The surface of the sign should not be reflective.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 189
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 97 : Way finding signage and International Symbol of accessibility

6.5.3.10 Automated kiosks

 Automated kiosks should be accessible for wheelchair users.

 Should be clearly marked with international symbol of accessibility.
 Should have Braille buttons and audio announcement system for persons with
vision impairments.
 Operations should be easy to understand and operate for persons with learning
disabilities, intellectual disabilities, and elderly persons.

6.5.3.11 Public dealing counters

 Ticketing, Information, Check-in, help desk, Restaurants, Shops, etc. should have
Information or help desks should be close to the terminal entrance, and highly visible
upon entering the terminal. In addition, they should be clearly identified and
accessible to both those who use wheelchairs and those who stand.
 It should provide information in accessible formats, viz. Braille leaflets for persons
with vision impairments.
 Ideally, these desks should have a map of the facility that desk attendants can view
with
passengers, when providing directions.
 Staff manning the counters should know sign language.
 Information desk acoustics should be carefully planned and controlled as a high level
of background noise is confusing and disorienting to persons with hearing
impairment.
 Lighting should be positioned to illuminate the receptionist/person manning the
counter
and the desk top without creating glare.
 Lighting should not create shadows over the receptionist staff, obscuring facial detail
and
making lip reading difficult.
 There should be a hearing enhancement system such as a loop induction unit, the
availability of which is clearly indicated with a symbol.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 190
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 One of the counters should not be more than 800mm from the floor, with a
minimum
clear knee space of 650mm high and 280mm- 300mm deep.

6.5.3.12 Audio-visual displays

 Terminal maps should be placed so that they are readily visible to persons who
are standing and persons who use wheelchairs. They should also be accessible to
persons with a visual disability (i.e. tactile maps). Other alternatives include
electronic navigation systems or audio maps.
 Enable captioning always on all televisions and other audiovisual displays that are
capable of displaying captions and that are in any portion of the terminal.
 The captioning must be in high contrast for all information concerning travel safety,
ticketing, check-in, delays or cancellations, schedule changes, boarding information,
connections, checking baggage, individuals being paged by bus railway or airlines,
vehicle changes that affect the travel of persons with disabilities, and emergencies
(e.g., fire, bomb threat).

6.5.3.13 Rest areas/seating

 Seating area / benches should be provided along the circulation path at regular
intervals so that passengers do not need to walk more than 50 to 60 meters before
being able to sit and rest.
 Where seating is provided, designated seating for passengers with disabilities is to
be
provided at boarding gates and departure areas within viewing distance of
communication boards and/or personnel and identified by the symbol of access.
 Public transit operators should provide seating in passenger service areas where
there may be long waiting lines or times, including at ticket sales counters, check-in
counters, secured screening and during inter-country travel in customs areas and
baggage retrieval areas.
 Designated seating should be provided for at boarding gates and departure areas
within viewing distance of communication boards, and within hearing range of
audio announcements as well. Such seating areas should be identified by the
symbol of accessibility and shelter should be provided where this seating is
outdoors.
 In outdoor settings, seating should be provided along with the planned hawker
spaces.
 At waiting lounges for persons with disabilities chairs should have armrests and
backrest.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 191
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.5.3.14 Tactile paving – guiding & warning

 Tactile Guiding Paver (Line-Type)

It is recommended to install a row of tactile guidance paver along the entire length of the
proposed accessible route for visual impaired persons. Care must be taken to ensure that there
are no obstacles, such as wall, pillar, uneven surfaces, Soffit (underside /open area under the
stairs, along the route traversed by the guidance paver. Also, there should be clear headroom of
at least 2.1 meters height above the tactile guidance paver, free of protruding objects such as
overhanging advertisement panel and signage, along the entire length of the walk.

 Tactile Warning Paver (Dot-Type)

Indicate an approaching potential hazard or a change in direction of the walkway, and serve as a
warning of the approaching danger to persons with visual impairments, preparing them to tread
cautiously and expect obstacles along the travel path, traffic intersections, doorways, stairs, etc.
They are used to screen off obstacles, drop-offs or other hazards, to discourage movement in an
incorrect direction, and to warn of a corner or junction. Two rows of tactile warning paver should
be installed across the entire width of the designated accessible passenger pathway at
appropriate places such as before intersections, terminal entrances, obstacles such as signage,
and each time the walkway changes direction.

 Places to install warning paver

 In front of an area where traffic is present.

 In front of an entrance/exit to and from a staircase or multi-level crossing facility.
 Entrances/exits at public transport terminals or boarding areas.

Figure 98 : Guiding paver and warning paver

6.5.3.15 Doors

 Whatever the type of entrance door, it must be wide enough to accommodate

passenger traffic comfortably.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 192
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 The recommended minimum clear opening width of an internal door is 900mm

minimum.
 Where doors comprise two leaves (i.e. double doors), each leaf should be 900mm
min. wide, so that persons carrying large items and people using wheelchairs do not
have to open both leaves.
 Manual doors should incorporate kick plates 300-400mm high to withstand impact
of wheelchair footrest (this is especially important where doors are glazed).

 Also, be fitted with vision panels at least between 900mm and 1500mm
from floor level.
 Be color contrasted with the surrounding wall and should not be heavier
than 22N to open.
 Lever handles and push type mechanisms are recommended. When a
sliding door is fully open, handles should be usable from both sides.
 Where revolving doors or turnstiles are used, an alternative wheelchair-
accessible entrance must also be provided.

 400mm should be provided beyond the leading edge of door to enable a wheelchair
user to maneuver and to reach the handle.
 To ensure maximum clarity for persons with visual impairments, the entrance
should be easily distinguishable from its surroundings by the effective use of
landscaping, signage, color (preferably yellow/orange), tonal contrast and tactile
surfacing.
 Door hardware should be positioned between 900-1000mm above floor.
 Operable devices such as handles, pulls, latches and locks should:

 Be operable by one hand

 Not require fine finger control, tight grasping, pinching or twisting to
operate

 Glazed doors and fixed glazed areas should be made visible by use of a clear, color
and
tone contrasted warning or decorative feature that is effective from both inside
and outside and under any lighting conditions, e.g. a logo, of minimum
dimensions 150mm by 150mm (though not necessarily square), set at eye level.

6.5.3.16 Steps and stairs

 Steps should be uniform with the tread not less than 300mm and the risers 150mm.
 The risers should not be open.
 The steps should have an unobstructed width of 1200mm minimum.
 All steps should be fitted with a permanent color and tone contrasting at the step
edge, extending the full width of the step, reaching a minimum depth of 50mm on
both tread and riser.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 193
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Have continuous handrails on both sides including the wall (if any) at two levels
 Warning paver to be placed 300mm at the beginning and at the end of all stairs.
 Nosing to be avoided.
 The staircase should be adequately and uniformly illuminated during day and night
(when
in use). The level of illumination should preferably fall between 100-150 lux.
 The rise of a flight between landings must be no more than 1200mm.
 There should be no more than 14 risers in one flight run.
 The stair covering, and nosing should be slip-resistant, non-reflective, firmly-fixed
and easy
to maintain.
 Soffit (underside /open area under the stairs) of the stairs should be enclosed or
protected.

6.5.3.17 Handrails

 Handrails should be circular in section with a diameter of 38-45mm and formed

from materials which provide good grip such as timber, nylon or powder coating,
matt finish metal finishes.
 The handrail should contrast in color (preferably yellow/orange) with surrounding
surfaces.
 At least 50mm clear of the surface to which they are attached and should be
supported on brackets which do not obstruct continuous hand contact with the
handrail.
 The handrail should be positioned at two levels- 760mm and 900mm above the
pitch-line of a flight of stairs.
 Handrail at foot of the flight of stairs should extend 300mm beyond the stairs in the
line of
travel and returning to the wall or floor or rounded off, with a positive end that does
not project into the route of travel.

6.5.3.18 Ramps

 Ramps gradient should ideally be 1 in 20 and no greater than 1 in 12.

 Width of the ramp should not be less than 1200mm and preferred width is
1800mm.
 The steeper the gradient, the shorter the length of ramp between landings.
 On long ramps, a horizontal resting space should be provided every 6 meters.
 Surface materials should be slip-resistant, non-reflective, firmly-fixed and easily
maintained
 The edge of the ramp should have an edge protection with a minimum height of
100mm.
 Landings every 750mm of vertical rise.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 194
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 A tapping or lower rail should be positioned so that its bottom edge is no higher
than 200mm above ground level.
 Handrails on the ramps should be on both sides at two levels: upper at 900mm and
lower at 760mm; both end to be rounded and grouted; extend 300 mm beyond top
and bottom of ramp.
 A row of tactile warning paver should be placed 300mm beginning and end of
each run.
 Landings should be provided at regular intervals as indicated in the table.

6.5.3.19 Lifts

A carefully designed lift makes a huge contribution to the accessibility of a station for persons
with disabilities.

 Lift locations should be clearly signposted from the main pedestrian route and
recognizable through design and location.
 The color and tone of the lift doors should contrast with the surrounding wall finish
to assist in their location. Lift doors with metallic finishes such as steel grey and
silver should be avoided as they are difficult to identify by persons with low vision.
 The lift lobby shall be of an inside measurement of 1800mm X 2000mm or more. A
clear landing area in front of the lift doors of minimum dimensions 1500mm x
1500mm should be provided.
 By making the landing area distinguishable by floor surface and contrast, it will aid
location and recognition of core areas. This could comprise a change in floor finish
from thin carpet to vinyl/PVC, or cement/mosaic floor to carpet.
 Changes in floor finish must be flushed. There should be no level difference
between lift
door and the floor surface at each level; the gap if unavoidable should not be
more than 12mm.
 The floor level/location should be indicated on the wall adjacent to or just above
the call buttons, and opposite the lift doors where possible.

 Lift dimensions

Provisions of at least one lift shall be made for people using wheelchairs with the following car
dimensions:

 Clear internal depth - 1500 mm minimum

 Clear internal width - 1500 mm minimum
 Entrance door width - 900mm minimum

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 195
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Lift controls

 The lift call button should be wall-mounted adjacent to the lift and should contrast
with
wall finish, either by using a contrasting panel, or a contrasting border around
the button panel.
 The call buttons should be located within the range 800-1000mm above floor finish.
 Buttons should not be touch sensitive, but should require a light positive pressure
and
should ideally be large enough to be operable by the palm of the hand if
required.
 The control buttons inside the lift should be positioned on the side wall rather than
front
wall to allow access from the back and front of the lift car, by mobility aid users like
wheelchair users.
 The control buttons should contrast with their surroundings and illuminate when
pressed
and should incorporate highly visible tactile embossed (NOT engraved) characters and
in Braille.
 Time of closing of an automatic door should be more than 5 seconds and the closing
speed should not exceed 25 meters per second. There should be a provision of
censor enabled closing.
 In larger lifts, controls should be positioned on both side walls, at least 400mm from
front wall and between 800-1000mm above floor level.

 Car design

 Internal walls should have a non-reflective, matt finish in a color and tone
contrasting with the floor, which should also have a matt, non-slip finish.
 Use of reflective materials such as metal (stainless steel for example) can be
problematic
in creating sufficient contrast with control buttons, emergency telephone cabinet,
etc. for persons with low vision and the use of such materials should be avoided
wherever possible.
 A mirror (750mm above floor level) on the rear wall can be useful to persons using
wheelchairs and other mobility aids should they need to reverse safely out of the
lift car or view the floor numbers.
 Internal lighting should provide a level of illumination of minimum 100 lux
(approximately 50-75 lux at floor level), uniformly distributed, avoiding the use of
spotlights or down lighters.
 A grab bar should be provided along both sides and the back wall, 900mm above
floor level.
 Handrails should be of tubular or oval cross section, to be easily gripped and capable
of providing support.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 196
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Handrails should be positioned so that there is a clear space behind the handrail to
allow it to be grasped i.e. knuckle space should be 50mm.

 Information systems

 Lifts should have both visual and audible floor level indicators
 Audible systems are also usually capable of incorporating additional messages, such
as door closing, or, in the case of an emergency, reassurance (with manual over-
ride allowing communication with lift occupants).
 Announcement system should be of 50 decibels.
 The display could be digital or segmented LED, or an appropriate alternative. A
yellow or light green on black display is preferred to a red on black display as it is
easier to read.

6.5.3.20 General and accessible toilets

 Signages

 All signage of general toilets should be in bold and contrasting colors.

 For persons with low vision and vision impairments: male pictogram in triangle and
female pictogram in circle, marked on plates along with Braille & raised alphabets,
to be mounted on wall next to door near the latch side, at a height between
1400mm-1600mm.
 Warning strip/ thin rubber door mat to be provided 300mm before and after the
toilet entrance.
 Tactile paver to be provided for urinals, WC and washbasins for persons with vision
impairments.

 Accessible Toilets

 Should have the international symbol of accessibility displayed outside for

wheelchair access.
 The toilet door should be an outward opening door or two ways opening or a sliding
type and should provide a clear opening width of at least 900mm.
 It should have a horizontal pull-bar, at least 600mm long, on the inside of the door,
located so that it is 130mm from the hinged side of the door and at a height of
1000mm.

 WC (WC) Compartment Dimensions

 The dimensions of a unisex toilet are critical in ensuring access. The compartment
should be at least 2200mm and 2000mm. This will allow use by both manual and
motorized wheelchair users.
 Layout of the fixtures in the toilet should be such that a clearing maneuvering space
of 1500mm x 1500mm in front of the WC and washbasin.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 197
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Water Closet (WC) Fittings

 Top of the WC seat should be 450-480mm above finished floor level, preferably be
of wall hung or corbel type as it provides additional space at the toe level.
 An unobstructed space 900mm wide should be provided to one side of the WC for
transfer, together with a clear space 1200mm deep in front of the WC.
 WC should be centered 500mm away from the side wall, with the front edge of the pan
750mm away from the back wall. Have a back support. The WC with a back support should
not incorporate a lid, since this can hinder transfer.
 L-shape grab bar at the adjacent wall and on the transfer side (open side) swing up
grab bar shall be provided.
 The cistern should have a lever flush mechanism, located on the transfer side and not
on
the wall side and not more than 1000mm from the floor.

 Grab Bars

 Grab bars should be manufactured from a material which contrasts with the wall
finish (or use dark tiles behind light colored rails), be warm to touch and provide
good grip. - It is essential that all grab rails are adequately fixed, since considerable
pressure will be placed on the rail during maneuvering. Grab bars should sustain
weight of 200kgs minimum.
 A hinged type moveable grab bar should be installed adjacent to the WC on the transfer
side. This rail can incorporate a toilet tissue holder. 320mm from the center line of the
WC between heights of 200-250mm from the top of the WC seat. It should extend 100-
150mm beyond the front of the WC.
 A fixed wall-mounted L- shape grab bar (600mm long horizontal and 700mm long
vertical)
on the wall side should be provided. It should be placed at a height of 200-250mm above
the WC seat level.

 Washbasins

 The basin should be fixed no higher than 750mm above the finished floor level.
 Be of dimensions 520mm and 410mm, mounted such that the top edge is between
800 - 900mm from the floor; have a knee space of at least 760mm wide by 200mm
deep by 650-680mm high.
 The position of the basin should not restrict access to the WC i.e. it should be
located 900mm away from the WC.
 A lever operated mixer tap fitted on the side of the basin closest to the WC is useful
as it allows hot and cold water to be used from a seated position on the WC.
 The hand drying facilities should be located close to the hand washbasin between
1000-1200mm.
 Hand washbasins should be fitted on cantilevered brackets fixed to the wall.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 198
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Lever type handles for taps are recommended.

 Mirror’s bottom edge to be 1000mm from the floor and may be inclined at an angle.

 Fixtures and Fittings

 Contrast between fittings and fixtures and wall or floor finishes will assist in their
location. For example, using contrasting fittings, or dark tiles behind white hand
washbasins and urinals, contrasting soap dispensers and toilet roll holders. Contrast
between critical surfaces, e.g. floors, walls and ceilings help to define the
dimensions of the room.
 Towel rails, rings and handrails should be securely fixed to the walls and positioned
at 800-1000mm from the floor.
 The mirror should be tilted at an angle of 300 for better visibility by wheelchair users.
 It should have lower edge at 1000mm above floor finish and top edge around
1800mm above floor finish.
 Hooks should be available at both lower-1200mm and standard heights- 1400mm,
projecting not more than 40mm from the wall.
 Where possible, be equipped with a shelf of dimensions 400mm x 200mm fixed at a
height
of between 900mm and 1000mm from the floor.
 Light fittings should illuminate the user's face without being visible in the mirror.
For this reason, most units which have an integral light are unsatisfactory.
 Large, easy to operate switches are recommended, contrasting with background to
assist
location, at a maximum height of 1000mm above floor finish.
 All toilet facilities should incorporate visual fire alarms.
 Alarms must be located so that assistance can be summoned both when on the
toilet pan i.e. at 900mm height and lying on the floor i.e. at 300mm, from floor
surface. Alarms should be located close to the side wall nearest the toilet pan,
750mm away from rear wall and at 900mm and 200mm above floor finish.

1. Signage of Accessible Toilets

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

Figure 99 : Signage for accessible washroom

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 199
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

6.5.3.21 Accessible urinal

 At least one of the urinals should have grab bars to support ambulant persons with
disabilities (for example, people using mobility aids like crutches).
 A stall-type urinal is recommended.
 Urinals shall be stall-type or wall-hung, with an elongated rim at a maximum of
430mm
above the finish floor. This is usable by children, short stature persons and
wheelchair users.
 Urinal shields (that do not extend beyond the front edge of the urinal rim) should
be provided with 735mm clearance between them.
 Grab bars to be installed on each side, and in the front, of the urinal.
 The front bar is to provide chest support; the sidebars are for the user to hold on to
while standing.

6.5.3.22 Drinking water units

 Drinking water fountains or water coolers shall have up front spouts and control.
 Drinking water fountains or water coolers shall be hand-operated or hand and foot-
operated.
 Conventional floor mounted water coolers may be convenient to individuals in
wheelchairs if a small fountain is mounted on the side of the cooler 800mm above
the floor.
 Fully recessed drinking water fountains are not recommended.
 Leg and knee space to be provided with basin to avoid spilling of water. This allows
both front and parallel access to taps for persons using mobility aids like wheel
chair, crutches etc.

6.5.3.23 Visual contrasts

 Visual contrasts mean adequate contrast created by difference of at least 30 LRV

(Light Reflectance Value) of the two surfaces/ objects and it helps everyone
especially persons with vision impairments.
 Visual contrast should be provided between:

 Critical Surfaces (walls, ceiling and floor),

 Signage and background sign frame/ wall,
 Step edges and risers/ treads on steps,
 Handrails and background walls,
 Doors and surrounding walls,
 Switches/ sockets and background wall,
 Toilet fixtures and critical surfaces in toilet.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 200
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Barriers and hazards should be highlighted by incorporating colors and luminance

contrast.

6.5.3.24 Emergency egress/evacuation

 Placement (accessibility) and visibility of such devices is very important. The

following is to be considered for the installation of such alarm devices; fire alarm
boxes, emergency call buttons and lit panels should be installed between heights of
800mm and 1000mm from the furnished floor surface. These should be adequately
contrasted from the background wall and should be labelled with raised letters and
should also be in Braille.
 A pre-recorded message, alerting an emergency to the control room or reception
should be installed in the telephone and this should be accessible by a ‘hotkey’ on
the phone keypad. This ‘hotkey’ should be distinct from the rest of the keypad.

6.5.3.25 Alert systems

 In emergency situations, it is critical that people are quickly alerted to the situation
at hand, for persons with disability the following needs to be considered.
 Consider having audible alarms with ‘voice instructions’ that can help guide them
to the nearest emergency exit. As an alternative to the pre-recorded messages,
these alarms may be connected to the central control room for on-the-spot
broadcasts.
 Non-auditory alarms (visual or sensory) to alert persons with hearing impairments
should be installed at visible locations in all areas that the passengers may use
(including toilet areas, etc.).

6.5.3.26 Written evacuation procedure

A written evacuation procedure that details the egress plan for people with disability should be
installed behind the entrance door in the accessible rest rooms. The evacuation procedure should
be detailed in large print letters that contrast strongly against the background. Where possible,
it should also incorporate raised letters and Braille. The evacuation route should be displayed on
a high contrast tactile map for benefit of persons with vision impairments.

6.5.3.27 Emergency evacuation route

 Designate routes that are at least 1200mm wide, to ensure that a person using a
wheelchair and a non-disabled person can pass each other along the route. The
route should be free of any steps or sudden changes in level and should be kept free
from obstacles such as furniture, coolers, AC units and flower pots.
 Use Exit signage along the route. Orientation and direction signs should be installed
frequently along the evacuation route and these should preferably be internally
illuminated. The exit door signage should also be internally illuminated.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 201
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 A ‘way guidance lighting system’ consisting of low mounted LED strips to outline the
exit route (with frequent illuminated direction indicators along the route) should be
installed along the entire length of the evacuation route. Way guidance systems allow
persons with vision impairments to walk significantly faster than traditional overhead
emergency lighting. Moreover, emergency exit lights in green color and directional
signals mounted near the floor have been found to be useful for all people in cases
where a lot of smoke is present.

6.5.3.28 Way guidance system

 Luminance on the floor should be 1lux minimum provided on along the center line
of the route and on stairs.
 Install clear illuminated sign above exit and directional signage along the route.
 The directional exit signs with arrows indicating the way to the escape route should
be provided at a height of 500mm from the floor level on the wall and should be
internally illuminated by electric light connected to corridor circuits.

6.5.3.29 Fire resistant doors

Fire resistant doors and doors used along the emergency evacuation route are generally heavy
and the force required to open these is much higher than 25 Newtons, making it difficult for
people with disability to negotiate these doors independently. There are, however, magnetic and
other types of door holders available that can be connected to fire alarms so that they will hold
the doors open normally but will release the doors when the fire alarm is activated.

6.5.3.30 Street design

 Footpath (Sidewalk)

Footpaths should be regarded as a transportation system which is connected and continuous,

just like roadways and railways. They should not be sporadically placed where ever convenient,
but instead should be provided consistently between all major attractions, trip generators, and
other locations where people walk.

Footpath should have the following characteristics:

 Have height of a standard public step riser i.e. 150 mm maximum;

 Be at least 1800 mm wide.
 Have non-slip surface;
 Be along the entire length of the road;
 Have tactile guiding paver for persons with visual impairments.
 Preferably have well defined edges of paths and routes by use of different colors
and textures
 Have no obstacles or projections along the pathway. If this is unavoidable, there
should be clear headroom of at least 2200 mm from the floor level

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 202
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 The minimum 1.8m (width) x 2.2m (Height) Walking Zone should be clear of all
obstructions– both horizontally and vertically.
 Have kerb ramps where ever a person is expected to walk into or off the pathway.
 Have tactile warning paver installed next to all entry and exit points from the
footpath.

 Kerb Ramp

 Kerb should be dropped, to be flush with walk way, at a gradient no greater than
1:10 on both sides of necessary and convenient crossing points. Width should not
be less than 1200mm. If width (X) is less than 1200mm, then slope of the flared side
shall not exceed 1:12.
 Floor tactile paving- Guiding & Warning paver shall be provided to guide persons
with vision impairment so that a person with vision impairment does not
accidentally walk onto the road.
 Finishes shall have non-slip surface with a texture traversable by a wheel chair.

 Road Intersections

 Pedestrian crossings should be equipped with traffic control signal.

 Traffic islands to reduce the length of the crossing are recommended for the safety
of all road users.
 Warning pavers should be provided to indicate the position of pedestrian crossings
for the benefit of people with visual impairments.
 Table tops (raised road level to the sidewalk height) are helpful in reducing the speed
of traffic approaching the intersection.

 Median/Pedestrian Refuge

Raised islands in crossings should:

 Cut through and level with the street; or Have kerb ramps on both the sides and
have a level area of not less than 1500 mm long in the middle; and
 A colored tactile marking strip at least 600 mm wide should mark the beginning and
end of a median/ pedestrian refuge to guide pedestrian with visual impairments to
its location.

6.5.3.31 Traffic signals

 Pedestrian traffic lights should be provided with clearly audible signals for the
benefit of pedestrians with visual impairments;
 Acoustic devices should be installed on a pole at the point of origin of crossing and
not at the point of destination;
 The installation of two adjacent acoustic devices such as beepers is not
recommended to avoid disorientation;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 203
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 The time interval allowed for crossing should be programmed according to the
slowest crossing persons; and
 Acoustical signals encourage safer crossing behavior among children as well.

6.5.3.32 Subway and Foot Over Bridge

Subways and foot over bridges should be accessible for people with disabilities. This may be
achieved by:

 Provision of signage at strategic location;

 Provision of slope ramps or lifts at both the ends to enable wheelchair accessibility;
 Ensuring that the walkway is at least 1500 mm wide;
 Provision of tactile guiding and warning paver along the length of the walkway;
 Keeping the walkway; free from any obstructions and projections; and
 Providing for seats for people with ambulatory disabilities at regular intervals along
the walkway and at landings.

6.5.3.33 Alighting and boarding areas

All areas and services provided in the station that are open to the public should be accessible.

6.5.3.34 Approach

 Passenger walkways, including crossings to the bus stops, taxi stands, terminal /
station building, etc. should be accessible to persons with disabilities.
 Uneven surfaces should be repaired and anything that encroaches on corridors or
paths of travel should be removed to avoid creating new barriers. Any obstructions
or areas requiring maintenance should be white cane detectable.
 Access path from plot entry and surface parking to terminal entrance shall have
even surface without any steps.
 Slope, if any, shall not have gradient greater than 5%. The walkway should not have
a gradient exceeding 1 :20. It also refers to cross slope.
 Texture change in walk ways adjacent to seating by means of tactile warning paver
should be provided for persons with vision impairment.
 Avoid gratings in walks.

6.5.3.35 Car park

 Signage

 International symbol of accessibility (wheelchair sign) should be displayed at

approaches and entrances to car parks to indicate the provision of accessible
parking lot for persons with disabilities within the vicinity.
 Directional signs shall be displayed at points where there is a change of direction
to direct persons with disabilities to the accessible parking lot.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 204
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Where the location of the accessible parking lot is not obvious or is distant from
the approach viewpoints, the directional signs shall be placed along the route
leading to the accessible parking lot.
 Accessible parking lot should be identifiable by the International Symbol of
Accessibility. The signs should not be obscured by a vehicle parked in the designated
lot.
 Vertical signs shall be provided, to make it easily visible, the sign should be at a
minimum height of 2100 mm.

 Symbol

International Symbol of Accessibility should be clearly marked on the accessible parking lot for
drivers/riders with disabilities only.

 A square with dimensions of at least 1000 mm but not exceeding 1500 mm in

length;
 Be located at the center of the lot; and
 The color of the symbol should be white on a blue background.

 Car Park Entrance

 The car park entrance should have a height clearance of at least 2400 mm.
Location;
 Accessible parking lots that serve a building should be located nearest to an accessible
entrance and / or lift lobby within 30 meters. In case the access is through lift, the
parking shall be located within 30 meters.
 The accessible route of 1200 mm width is required for wheelchair users to pass
behind vehicle that may be backing out.

 Accessible Car Parking Lot

The accessible car parking lot should:

 Have minimum dimensions 5000 mm × 3600 mm

 Have a firm, level surface without aeration slabs
 Wherever possible, be sheltered and there are two accessible parking bays
adjoining each other, then the 1200 mm side transfer bay may be shared by the two
parking bays. The transfer zones, both on the side and the rear should have yellow
and while cross-hatch road markings
 Two accessible parking lots shall be provided for every 50 no of car spaces.

 Drop-off and pick-up areas

 Designated drop-off and pick-up spaces, to be clearly marked with international
symbol of accessibility. Kerbs wherever provided, should have kerb ramps.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 205
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

7. INTERMODAL INTEGRATION

The Multi-modal Integration Plan shall include requirements in respect of integrated transport
and how the System must integrate into the existing transport modes in Pune Metropolitan
Area, including non-motorized trips, viz. walking and cycling. All the physical elements
necessary to ensure seamless connectivity between the metro and the broader transport
network shall be accommodated.

While Pune Metro provides a high capacity transport system to carry the passengers, the need
for integration with other transport modes is essential to ensure a seamless transfer. This
concept is to provide first mile and last mile connectivity to the commuters within their places
of residence/ business. At present the various modes of commute in Pune region comprise of
State Transport buses, Mini buses, Auto Rickshaws, Private cars, Two Wheelers and Bi-Cycles.

The new Metro Rail Policy (2017) also highlights provision of infrastructure for integration of
various modes of transport, last mile connectivity, seamless transfer between various modes
through common payment instrument and universally accessible infrastructure.

A world-class public transport system, incorporating best practice interchange hubs, will also
help to meet the social, economic and environmental needs of a thriving and growing city,
including;

 Improve public transportation provision, mobility, reliability, connectivity and

accessibility in Pune region;
 Easing congestion and tackling climate change by promoting more sustainable modes of
transport;
 Encourages a mode shift from private to public transportation use;
 Meeting the increasing demand for travel by public transport;
 Attracts existing public transport users to the Metro system;
 Improving access to facilities and services in urban centres;
 Takes into consideration the needs of the various stakeholders and the environment, and
is socially and environmentally sensitive and sustainable;
 Improving quality of life by improving air quality and by reducing noise and other
environmental impacts;
 Providing links between neighborhoods and employment, education and other
opportunities;
 Provides commercial opportunities that reap positive benefits for Maha Metro and Pune;
 Effectively and efficiently interfaced and integrated into the existing public transport
services, community infrastructure, buildings and activity centres at an economical cost;
 Easily customizable, modifiable and upgradable for the whole of its life to accommodate
and support future expansion, demand and growth for the Metro system at an
economical cost;
 Improves the overall image of Pune.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 206
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Multi Modal Integration refers to transportation and land use planning that considers diverse
transportation options, typically including walking, cycling, public transit and private transport
modes, and accounts for land use factors that affect accessibility. Multi Modal transportation
accounts for the integration of different capabilities of different modes, including their
availability, speed, costs, limitations, and therefore their most appropriate uses. To be efficient
and fair, a transportation system must serve diverse demands. For example, would be inefficient,
if inadequate sidewalks force parents to chauffeur children to local destinations to which they
would rather walk or bicycle, or if inadequate mobility options force urban commuters to drive
although they would prefer to rideshare or use transit. Physically, economically and socially
challenged people in particular need diverse mobility options; walking and cycling for local travel,
public transit for longer trips, and automobiles (ridesharing, chauffeuring and taxi travel) when
necessary. As a result, to be efficient and fair, transportation must be Multi Modal.

Before about 1980, walking and bicycling were recognized as important travel modes, but for
most of the last century transport planning was automobile-oriented. As a result, most
communities now have well developed road systems that allow motorists to drive to most
destinations with relative convenience and safety; at worst they may be delayed by peak period
congestion and pay tolls and parking fees at some destinations. From the past case experience,
it is evident that integration plays a very vital role in emphasizing the commuters to shift from
private mode of transportation to public transportation. The main tools of any public
transportation system must be Multi Modal. As there is constant change in the requirement /
advancement of infrastructure, other essential tools of integration are promoting active mobility
(cycling and walking) users, providing safe and reliable infrastructure to reach primary mode of
public transportation system, through feeder services, park & ride system, education and public
outreach to commuters (marketing strategy), etc.

Transport Integration Plan shall enable maximum number of passengers with ease of accessibility
which ensures, safe, quick, convenient and seamless connectivity among the various modes of
transport. Making streets safe, clean and walkable reduce impact on the natural environment,
making less harm and to retain the natural resources. Access modes to transit stations is
presented in Figure 100.

Figure 100 : Access Modes to the Transit Station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 207
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Integration of modes should be planned in such a way that the people using various modes are
integrated well by providing footpath for pedestrians, bicycle racks/parking for cyclists, bus bays
for buses, taxi ranks and stands for Taxi and auto rickshaw, kiss & ride for Car users. Approach
for safe access is presented in Figure 101.

Figure 101 : Approach of Safe Access

7.1 Intermodal Integration with Existing Modes

Maha Metro a Special Purpose Vehicle (SPV), a 50:50 jointly owned company of Government of
India and Government of Maharashtra for implementing Pune Mass Rapid Transit system for
selected corridors. Figure 102 shows the proposed extension layout of North-South Corridor
which consists of three stations with a total length of 4.413 km along the Old Mumbai Pune

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 208
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Highway. The key feature along this corridor is Bhakti Shakti Bus Depot, which is very near to the
proposed Metro Stations.

Figure 102 : Proposed Stations along PCMC-Nigdi

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 209
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Table 76: Connectivity with Other Public Transport Systems

Station Name Connectivity with City Bus System and Other Features in the Year 2053
 Nigdi/ Station 3 is the terminal point of PCMC-Swargate north extension. It
is proposed to be elevated above Bhakti Shakti bus depot.
 At Nigdi Metro station, the estimated number of boarding and alighting
passengers during peak hour are 1270 and 1540 respectively in the year
2053.
 This station is surrounded by public area (Bhakti Shakti bus depot, Police
Station, Banks, Post Office, Temples), residential buildings, commercial area
Station 3/Nigdi (Hotels, Jio digital stores, etc.).
 Roads near Metro station are Old Mumbai Pune Road, Bhakti Shakti Chikhli
road and Roopi Nagar Road.
 The transport integration plan for Nigdi Metro station would facilitate a
seamless connectivity for passengers by providing proper facilities like,
footpath, bus stop, parking, pick up /drop off area. As Nigdi station is
proposed above the Bhakti Shakti bus depot. Staircase, ramps & escalators
are proposed for seamless transfer of passengers.
 Akurdi is proposed as an elevated metro station along Corridor 1A near
Khandoba Chowk.
 The surrounding land use around the station are commercial (Acro
Roadways Private Limited, Star Bazaar, etc.), public (National institute of
Aeronautical Engineering, bank etc.), and residential (Subhashree
Residential Phase 2, etc.).
 At Akurdi Metro station, the estimated number of boarding and alighting
Station 2/Akurdi passengers during peak hour are 1470 and 2090 respectively in the year
2053.
 Akurdi station is proposed above Khandoba chowk intersection, which has
5 arms. Roads near station are Chikhali Akurdi Road, Advani Oerlikon Road,
Old Mumbai Pune Highway, Shri Mhalsakant Vidyalaya Road, Chinchwad
Gaon Road.
 The proposed transport integration plan of Akurdi Metro Station facilitates
smooth and safe interchange of passengers by providing proper facilities

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 210
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Station Name Connectivity with City Bus System and Other Features in the Year 2053
like pedestrian pathway, cycle track, bus stop, parking, pick up & drop off
area, etc. Akurdi Chowk bus stop shall also be integrated for smooth
interchange of passengers.
 Chinchwad is proposed as elevated metro station, between Chinchwad
Station Chowk and Chinchwad Chowk.
 The surrounding area has mixed use developments. Roads near Chinchwad
metro station are Chinchwad-Bhosari Road, Chinchwad Station Road, Old
Mumbai Pune Highway.
Station  Chinchwad Metro Station Integration plan facilities smooth access of
1/Chinchwad
passengers by providing facilities like pedestrian pathway, bus stops,
parking, pick up and drop off zone, etc.
 At Chinchwad Metro station, the estimated number of boarding and
alighting passengers during peak hour are 1500 and 2160 respectively in the
year 2053.

7.2 Feeder Service

Feeder services are the most vital secondary public transportation systems as it enables the users
with last mile connectivity and contributes to build a stronger patronage for MRT. Usually, the
coverage of feeder service is about 2 to 4 Kms in radius.

Fleet requirement is based on the passenger demand who are likely to use the proposed feeder
service after metro line is operational. The assessment is made considering existing bus routes
shall continue. Feeder service has been planned for the areas which are not served by any public
transit system to provide first & last mile connectivity.

Route planning is done targeting passengers in radial distance of 2-4 km from metro station and
complementing the other public transit and Bicycle Schemes. The number of feeder buses
required has been estimated for peak hours of various horizon years 2023, 2033, 2043 & 2053.
The feeder buses requirement for respective years is presented in Table 77.

In Delhi, DMRC has deployed feeder buses with a sitting capacity of 18 passengers and total
capacity of 30 passengers. However, feeder bus service facility has long way to go as the bus
conditions are not so good to travel. Since it is handled by the private operators who normally
waits to fetch more passengers, the headway become long and passengers must wait for longer
time. Because of this, passengers must shift to other modes of transport (i.e. Auto/Taxi) to access

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 211
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

the metro station. These things should be kept in mind while implementing feeder services at
any metro station.

The pictures of proposed feeder routes from proposed metro stations are presented below.

Route 1 (Nigdi Metro Station) Route 2 (Nigdi Metro Station)

Route 1 (Akurdi Metro Station) Route1 (Chinchwad Metro Station)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 212
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Figure 103 : Proposed Feeder Bus Routes from Metro Stations

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 213
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Table 77: Feeder Bus System for Metro Corridor

Required No. of Buses in Peak

Route Length
SN Metro Station Feeder Bus Route Name Hour
No (Km)
2023 2033 2043 2053
R1 Nigdi to Sector 29 via Sector 26 & Sector 25 4.68 2 3 4 5
R2 Nigdi to Shelarvasti via Sector 22, Ganesh Nagar & Kadolkar Colony 4.89 1 2 3 4
1 Nigdi
R3 Nigdi to Sambhaji Chowk 1.76 1 2 2 3
Total Buses - 5 8 10 13
R1 Akurdi to Chinchwade Nagar via Rail Vihar, Sector 28 & Jija Nagar 4.89 2 3 4 5
R2 Akurdi to Shivtej Nagar via Sambhaji Nagar, G Block and Vidya Vihar 4.11 1 2 3 4
2 Akurdi
R3 Akurdi to Laxmi Nagar via Sector 30, Rail Vihar and Sector 28 4.81 2 3 4 5
Total Buses - 5 8 11 14
Chinchwad to Shriram Colony via Moraya Raj Park, Rajmata Jijau Colony,
R1 4.39 1 2 3 4
Wolf Colony, Bhoir Colony & Dhoka Colony
Chinchwad to Kalewadi Phata via Keelas Nagar, Sainath Nagar & Gandhi
R2 6.1 2 3 4 6
3 Chinchwad Peth
Chinchwad to Sector 13 via Mohan Nagar, Yashawant Nagar &
R3 5.87 2 3 4 5
Himatnagar
Total Buses - 5 8 11 15
Year Wise Total Buses Required 15 24 32 42

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 214
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

7.3 Physical infrastructure requirement for integration with other modes

Physical Integration integrates public transport modes with provision of jointly used facilities at
intermediate points or at terminals with interchange facilities.
7.3.1 Integration with Active Mobility Users

To enhance accessibility to Metro stations, passengers are encouraged to commute to stations

by walk / bicycles. This action will not only be beneficial for managing authorities, but also
promotes the healthy living of citizens. Hence, the planners must create the urban living into eco-
friendly zone with basic amenities.

Vulnerable user groups like differently abled, the elderly and their accessibility measures must
be taken care meticulously. Some of the facilities include longer crossing time for senior citizens
(Pelican signal upgradation), pedestrian sidewalks of about 1.8 m - 3 m width, bicycle lanes of 1
m - 1.2 m, walking shelters to protect commuters from rain and heat, etc. Tactile paving,
elevators and ramps need to be provided within the MRT stations. Ramps with gentle slope shall
be designed for pedestrians and wheelchair users. Cycle parking shall be planned at all the
stations to safely park the private cycles (Docked /Turnstile). Junctions and intersections should
be proposed with proper pedestrian crossings. Proper road markings, Traffic Signages, Zebra
Crossings and Pedestrian Signals shall be proposed to provide safe and uninterrupted pedestrian
movement.
7.3.2 Park-and-ride Facilities

A limited number of parking slots should be provided in selected stations to discourage the usage
of private modes of transportation. This action encourages car commuters to use public transport
automatically with a great comfort and satisfaction due to high congestion of roads during peak
hours. Transport planners strive to attract huge number of users towards MRT by different
modes such as walking, cycling or feeder services only.
7.3.3 Access to Stations with IPT

Auto Rickshaws contribute a significant modal share in Indian Cities. Since, autorickshaws play a
very vital role, it is very important to provide well designed pick up and drop off zones near to
the metro stations. The design of site-specific pick up and drop off points seem to be a most
wanted feature as per current scenario in the city of Pune.

7.4 Institutional integration

Institutional integration is used to create an organizational framework for joint planning and
operation of transit services. For smooth operation of metro, different groups of association (e.g.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 215
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

tariff associations, transit communities, transit federations etc.) merge/integrate with each other
to provide seamless public transport infrastructure.

7.5 Physical integration

Physical (or spatial) integration describes efforts to co-locate the various parts of a transport
system. This generally occurs at stations, but also happens elsewhere in the network. Examples
include taxi stands outside metro stations, walkways connecting stations directly to adjacent
buildings, stations serving various bus and train lines, and bikeways along Metro routes, among
others.

The first priorities for physical integration within a Metro network, essentially pre-requisite of
good system design, is with the pedestrian and cycling environment surrounding the station,
terminal or Multi Modal facility and with the different lines and services of the metro system
itself by creating an easy transfer within.

Metro can be integrated with short and long-distance public transport infrastructure e.g., Bus/
BRT/ Train Stations, and, in some cases, airports. Again, physical planning is key to making this
option viable. Travellers from such modes often are carrying luggage or goods and need a
convenient transfer mechanism.

Please refer Exhibit 1, at the end of the chapter for Physical Integration Plans for Scenario 1A.

7.6 Fare integration

The absence of an integrated public transportation system causes problems and inconvenience
for commuters and authorities in terms of compromising the necessities such as Comfort,
Transparency, Travel time and Costs. It improves the experience of seamless mobility.
Rechargeable Smart Card is the efficient fare collection system in most of the public
transportation systems around the World. Integrated fare system enables the users to transit
between two different modes of transport / interchange in same mode at lower cost and high
comfort. Handling cash can be lessened which in turn reduces the theft complaint in Public
Transportation Systems. To avoid large queue in the counters, the fare collection systems could
be outsourced to a third-party operator within a radius of 1 Km to 2 Km from all the metro
stations.

7.7 Operational integration

The operational integration is an application of management techniques to optimize allocation

of transit resources and coordinate services. The techniques of the operational integration are
enlisted below:
 Rationalization of redundant services

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 216
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

 Matching modes to service requirements

 Development & Scheduling of feeder route services
 Unification of fare structure
 Fare discounts
 Coordinated public information system
 Reserved bus lanes and streets
 Parking controls

7.8 Technology integration

Technology plays a very crucial role in the public transport. Technology integration deals with the
information on routes, schedules, fares and transfer points for all transit modes and services
throughout the urban limits which is provided by concerned authorities. Providing integrated and
real time information during the journey and before the journey, with the help of intelligent
transport system (ITS), helps to attracts commuters. Smartphone apps can be used to obtain the
information with few clicks.

7.9 Public Bicycle Sharing Scheme

Cycle sharing provides an ideal transport solution for short trips and a feeder to other public
transport options. Cycle sharing can help reduce pollution, reduce traffic noise, improve safety
on the roads. For users, it is a healthy mode of transport, often quicker than other modes for
short distances, without the need to maintain the cycle or worrying about where to park.
Some of the private players like Ofo, Pedal Saddle have come forward to promote and make the
commuters utilize bicycle sharing scheme. These schemes will be predominantly used by
commuters around 1 km to 2 km around metro stations. Also, Government has been constantly
encouraging the commuters to use free and shared bicycles for a short rental period. The main
motto of encouraging is for the convenience of passengers as well as for increasing the ridership
of metro.
The requirement of bicycles along the PCMC-Nigdi corridor is estimated and is presented in Table
78. The requirement of bicycles may increase as it wholly depends on how the authorities make
the policy and implement bicycle sharing scheme throughout the city.
Table 78: Bicycle Sharing Scheme (PCMC-Nigdi Corridor)

No. of Cycles required in Peak Hour

SN Metro Station
2023 2033 2043 2053
1 Nigdi 23 32 35 38
2 Akurdi 29 39 41 44
3 Chinchwad 25 36 41 45
Year Wise Total Bicycles Required 77 107 117 127

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 217
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Annexure 1

Station wise Schematic Physical Integration Plans as mentioned below are presented in the next
pages.
1) Chinchwad Station
2) Akurdi Station
3) Nigdi Station

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 218
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 219
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 220
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor-1A

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 221
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

8. TRAIN OPERATION PLAN

8.1 System Operation Approach
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;
 Short trains consist of 3 coaches with high frequency service, which can be
increased to 6 coaches to meet future requirements;
 Multi-tasking of train operation and maintenance staff;
 Introduction of short loops to cater to increased passenger load during peak
hours with minimum number of trains.

8.1.1 Stations

PCMC-Nigdi extension of Line-1 of Phase 1 i.e. corridor 1A (PCMC - Swargate) inlcudes 3

stations listed in table hereunder.
Table 79: Stations on line 1, including corridors 1 extension (PCMC to Nigdi)
Inter-station
Chainage
Phase S.No Name of stations distance (in Remarks
(in m)
m)
1 Station03(Nigdi) -5601.089 - Elevated
Phase-
II (1A)

2 Station02 (Akurdi) -3459.2 1670 Elevated

3 Station01 (Chinchwad) -1789.2 1449 Elevated
4 PCMC -340 1430 Elevated
5 ST Tukaram Nagar 1763 2103 Elevated
6 Bhosari 2500 737 Elevated
7 Kasarwadi 3818 1318 Elevated
8 Fugewadi 4846 1028 Elevated
Phase-I

9 Dapodi 5712 866 Elevated

10 Bopodi 7334 1622 Elevated
11 Khadki Station 8205 871 Elevated
12 Range Hill 9680 1475 Elevated
13 Shivaji Nagar 11729 2049 Underground
14 Civil Court 12849 1120 Underground
15 Budhwar Peth 14138 1289 Underground

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 222
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

16 Mandai 15002 864 Underground

17 Swargate 16538 1536 Underground
Total distance (m) 22028

8.2 Station Yard Planning

Provision of front and rear crossovers at terminal station (at Nigdi) are advised for better
operational performance and flexibility. In case rear cross-overs cannot be accommodated
due to certain unavoidable circumstances, front crossovers shall be provided to make
operation from both platforms feasible. The crossovers shall be provided as near to the
terminal station as possible to achieve better headways when required.

Provision of train stabling facility is recommended on mainline:

 for future stabling requirements to minimize empty running of train and
 to stable train got faulty during service.

Recommended locations from operations perspective are minimum one near PCMC and one
near Swargate.

8.3 Train Operation

8.3.1 Salient Features

 Running of services for 19 hours of the day (05:00Hrs to 24:00Hrs) with a

maximum station dwell time of 40 seconds, which may be further optimized as
per ridership trend when section is opened.
 Make up time of 5-10% with 8-12% coasting;
 Schedule speed has been taken as 33 km/hr.

8.3.2 Traffic demand

Peak hour peak direction traffic demands (PHPDT) for the Pune Metro Corridor-1A for the
horizon years for the purpose of planning the network capacities are sumarised hereunder.
Station Boarding/ Alighting figures and Sectional PHPDT is detailed in subsequent tables in this
section. Summary of Ridership and PHPDT figures for horizon years :
Table 80 : summary of ridership and PHPDT for Corridor 1A
PUNE METRO DPR - PHASE-II CORRIDOR - 1A
Scenario 1A Ridership 2023 2033 2043 2053
Peak Hour 47500 65000 77000 83200
Nigdi-Swargate Daily 495000 677000 802000 866500
PHPDT 14450 19480 23690 25600

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 223
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Sectional Boarding and Alighting figures for horizon years is detailed in table hereunder.

Table 81 : Boarding- Alighting figures for – Nigdi-Swargate Corridor

Nigdi-Swargate Peak Hour Boarding/ Alighting
SI 2023 2033 2043 2053
Station
No Boarding Alighting Boarding Alighting Boarding Alighting Boarding Alighting
1 Nigdi 780 780 1170 1430 1260 1530 1270 1540
2 Akurdi 950 1070 1360 1940 1460 2070 1470 2090
3 Chinchwad 820 1070 1380 2000 1480 2140 1500 2160
4 PCMC 3820 2700 5620 4740 6010 5080 6070 5130
5 Tukaram Nagar 2100 2050 3070 3740 3280 4000 3310 4040
6 Bhosari 2970 2800 4310 4990 4620 5340 4660 5390
7 Kasarwadi 1770 1800 2850 3120 3050 3340 3080 3370
8 Fugewadi 1690 1430 2420 2560 2590 2740 2610 2760
9 Dapodi 3430 3120 5220 5190 5590 5550 5640 5610
10 Bopodi 3550 3450 5630 5710 6020 6110 6080 6160
11 Khadki Station 1660 1740 2610 2850 2790 3050 2820 3080
12 Range Hill 2010 2430 3320 3920 3560 4200 3590 4240
13 Shivaji Nagar 4030 4150 6850 6420 7330 6870 7410 6940
14 Civil Court 6320 6860 10510 10870 11250 11630 11360 11750
15 Budhwar Peth 2810 2180 4790 3300 5120 3530 5170 3560
16 Mandai 2010 1900 3770 2760 4040 2950 4080 2980
17 Swargate 6740 7910 12110 11480 12960 12290 13090 12410
Total Ridership 47460 47440 76990 77020 82410 82420 83210 83210

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 224
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Boarding Alighting
12000
11000
10000
9000
8000
7000
6000
5000
4000
3000
2000
1000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

2033 Boarding 2033 Alighting 2043 Boarding

2043 Alighting 2053 Boarding 2053 Alighting

Sectional Traffic Demand for horizon years is given the table hereunder:
Table 82 : Sectional Traffic Demand for horizon years
Traffic Demand in PHPDT
Section Year
From To 2023 2033 2043 2053
Nigdi Akurdi 780 1180 1430 1540
Akurdi chinchwad 1850 2650 3360 3630
chinchwad PCMC 2830 3920 5030 5440
PCMC Tukaram Nagar 5960 8150 9290 10040
Tukaram Nagar Bhosari 7720 10510 12440 13440
Bhosari Kasarwadi 9900 13400 16220 17530
Kasarwadi Fugewadi 10910 14950 18060 19510
Fugewadi Dapodi 12170 16480 19900 21500
Dapodi Bopodi 13530 18260 21800 23550
Bopodi Khadki Station 14320 19410 23060 24910
Khadki Station Range Hill 14450 19480 23460 25350
Range Hill Shivaji Nagar 14150 19140 23690 25600
Shivaji Nagar Civil Court 12670 17200 21130 22830
Civil Court Budhwar Peth 11190 15120 19330 20880
Budhwar Peth Mandai 9820 13310 15890 17160
Mandai Swargate 7920 10690 12110 13090
Maximum PHPDT 14450 19500 23700 25600

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 225
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Traffic Demand (PHPDT)

30000

25000

20000

15000

10000

5000

2023 2033 2043 2053

8.3.3 Train Formation

To meet the projected traffic demand, the possibility of running trains with different headways
has been examined.

Accordingly, for Corridor-1A, 3-car trains are proposed for the year 2023, 2033, 2043 and 2053.

Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
3 Car Train Composition DMC + TC + DMC
6 Car Train Composition DMC + TC + MC + MC + TC + DMC

Capacity
3 Car Train: 6p/sqm standee- 764 Passengers;
8p/sqm standee- 975 Passengers
6 Car Train: 6p/sqm standee- 1574 Passengers;
8p/sqm standee- 2004 Passengers

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 226
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

8.3.4 Train Operation Plan of line 1 (from Nigdi to Swargate)

Based on the projected PHPDT demand, Train operation for Pune Metro Corridor-1 is planned
with train carrying capacity calculated @6 persons per square meter of standee area in train
and is detailed in following sections for years 2025, 2033, 2043 and 2053.

 Year 2023

Corridor-1 (Nigdi to Swargate) has peak traffic with PHPDT of 14450 in section Khadki Station-
Range Hill. To cater the traffic, Train operation with 3-car trains with headway of 3.7 min in
section PCMC-Swargate is planned with Peak Hour Peak Direction Capacity of 1222 @6
persons per square meter of standee area (Capacity of 15600 @8 persons per square meter
of standee area under crush loading conditions).

As PHPDT in section PCMC to Nigdi is very low (PHPDT of 2830), peak headway of only 7.5 min
is considered sufficient in this section. Accordingly, every alternate train is planned to be short
looped from PCMC towards Swargate, at least during peak hours. This has minimized Rolling
Stock and Train Operator requirement.

The planned capacity of 12224 (15600 under crush loading) is less than the PHPDT demand
in six sections out of sixteen 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 loading @ 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 this corridor in
the year 2025 is tabulated and represented on a chart enclosed hereunder.
Table 83 : Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate), 2023
Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate)
Year 2023
Headway (Sec) 225
No. of Cars per train 3
Passenger Capacity @6 persons/ sqm of train 764
Passenger Capacity @8 persons/ sqm of train 975
S No. Section PHPDT Capacity @6p/sqm Capacity @8p/sqm
1 Station03(Nigdi) 780 6112 7800
2 Station02 (Akurdi) 1850 6112 7800
3 Station01 (Chinchwad) 2830 6112 7800
4 PCMC 5960 12224 15600
5 Tukaram Nagar 7720 12224 15600

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 227
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

6 Bhosari 9900 12224 15600

7 Kasarwadi 10910 12224 15600
8 Fugewadi 12170 12224 15600
9 Dapodi 13530 12224 15600
10 Bopodi 14320 12224 15600
11 Khadki Station 14450 12224 15600
12 Range Hill 14150 12224 15600
13 Shivaji Nagar 12670 12224 15600
14 Civil Court 11190 12224 15600
15 Budhwar Peth 9820 12224 15600
16 Mandai 7920 12224 15600
17 Swargate 7920 12224 15600

18000
Demand vs Capacity - Corridor-1 Phase 1A- 2023
16000
14000
12000
10000
8000
6000
4000
2000
0

PHPDT Capacity @6p/sqm Capacity @8p/sqm

 Year 2033

Corridor-1 (Nigdi to Swargate) has peak traffic with PHPDT of 19480 in section Khadki Station-
Range Hill. To cater the traffic, Train operation with 3-car trains with headway of 2.9 min is
planned in section PCMC-Swargate with Peak Hour Peak Direction Capacity of 16044 @6
persons per square meter of standee area (Capacity of 20475 @8 persons per square meter
of standee area under crush loading conditions).

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 228
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

As PHPDT in section PCMC to Nigdi is very low (PHPDT of 3920), peak headway of only 5.7 min
is considered sufficient in this section. Accordingly, every alternate train is planned to be short
looped from PCMC towards Swargate, at least during peak hours. This has minimized Rolling
Stock and Train Operator requirement.

The planned capacity of 16044 (20475 under crush loading) is less than the PHPDT demand in
six sections out of sixteen 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 loading @ 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 this corridor in the year
2033 is tabulated and represented on a chart enclosed hereunder.
Table 84 : Demand (PHPDT) and Capacity Chart - Corridor-1 Phase 1A (Nigdi- Swargate), 2033
Demand (PHPDT) and Capacity Chart - Corridor-1 Phase 1A (Nigdi- Swargate)
Year 2033
Headway (Sec) 171
No. of Cars per train 3
Passenger Capacity @6 persons/ sqm of train 764
Passenger Capacity @8 persons/ sqm of train 975
S No. Section PHPDT Capacity @6p/sqm Capacity @8p/sqm
1 Station03(Nigdi) 1180 8022 10238
2 Station02 (Akurdi) 2650 8022 10238
3 Station01 (Chinchwad) 3920 8022 10238
4 PCMC 8150 16044 20475
5 Tukaram Nagar 10510 16044 20475
6 Bhosari 13400 16044 20475
7 Kasarwadi 14950 16044 20475
8 Fugewadi 16480 16044 20475
9 Dapodi 18260 16044 20475
10 Bopodi 19410 16044 20475
11 Khadki Station 19480 16044 20475
12 Range Hill 19140 16044 20475
13 Shivaji Nagar 17200 16044 20475
14 Civil Court 15120 16044 20475
15 Budhwar Peth 13310 16044 20475
16 Mandai 10690 16044 20475
17 Swargate 10690 16044 20475

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 229
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

25000
Demand vs Capacity - Corridor-1 Phase 1A- 2033
20000

15000

10000

5000

PHPDT Capacity @6p/sqm

In case of an mismatch in the capacity provided and the actual traffic, the capacity can be
moderated suitably by either varying the rake composition or adjusting the headway. E.g. in
case of higher demand, headway may be reduced easily by injecting more trains out of reserve
trains.

 Year 2043
Corridor-1 (Nigdi to Swargate) has peak traffic with PHPDT of 23690 in section Range
Hill- Shivaji Nagar. To cater the traffic, Train operation with 3-car trains with headway of
2.5 min is planned in section PCMC-Swargate with Peak Hour Peak Direction Capacity of
18642 @6 persons per square meter of standee area (Capacity of 23790 @8 persons per
square meter of standee area under crush loading conditions).

As PHPDT in section PCMC to Nigdi is very low (PHPDT of 5030), peak headway of only 5
min is considered sufficient in this section. Accordingly, every alternate train is planned
to be short looped from PCMC towards Swargate, at least during peak hours. This has
minimized Rolling Stock and Train Operator requirement.

The planned capacity of 18642 (23790 under crush loading) is less than the PHPDT
demand in seven sections out of sixteen sections. With this planned PHPDT capacity,
optimum utilization of Rolling Stock will be achieved and empty running of trains will be
considerably reduced. 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 this
corridor in the year 2043 is tabulated and represented on a chart hereunder.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 230
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 85 : Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate), 2043
Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate)
Year 2043
Headway (Sec) 148
No. of Cars per train 3
Passenger Capacity @6 persons/ sqm of train 764
Passenger Capacity @8 persons/ sqm of train 975
Capacity Capacity
S No. Section PHPDT
@6p/sqm @8p/sqm
1 Station03(Nigdi) 1430 9321 11895
2 Station02 (Akurdi) 3360 9321 11895
3 Station01 (Chinchwad) 5030 9321 11895
4 PCMC 9290 18642 23790
5 Tukaram Nagar 12440 18642 23790
6 Bhosari 16220 18642 23790
7 Kasarwadi 18060 18642 23790
8 Fugewadi 19900 18642 23790
9 Dapodi 21800 18642 23790
10 Bopodi 23060 18642 23790
11 Khadki Station 23460 18642 23790
12 Range Hill 23690 18642 23790
13 Shivaji Nagar 21130 18642 23790
14 Civil Court 19330 18642 23790
15 Budhwar Peth 15890 18642 23790
16 Mandai 12110 18642 23790

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 231
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

25000 Demand vs Capacity - Corridor-1 Phase-1A- 2043

20000

15000

10000

5000

PHPDT Capacity @6p/sqm Capacity @8p/sqm

In case of any mismatch in the capacity provided and the actual traffic, the capacity can be
moderated suitably by either varying the rake composition or adjusting the headway. E.g. in
case of higher demand, headway may be reduced easily by injecting more trains out of reserve
trains.

 Year 2053
Corridor-1 (Nigdi to Swargate) has peak traffic with PHPDT of 25600 in section Range
Hill- Shivaji Nagar. To cater the traffic, Train operation with 3-car trains with headway of
2.5 min is planned in section PCMC-Swargate with Peak Hour Peak Direction Capacity of
20262 @6 persons per square meter of standee area (Capacity of 25350 @8 persons per
square meter of standee area under crush loading conditions).

Provision for 6-car trains is required in year 2053 considering headway limitations and future
lines which will add to demand estimated for existing length of corridor Phase 1A and may
require introduction of 6-car train before the design year.

As PHPDT in section PCMC to Nigdi is very low (PHPDT of 5440), peak headway of only 5
min is considered sufficient in this section. Accordingly, every alternate train is planned
to be short looped from PCMC towards Swargate, at least during peak hours. This has
minimized Rolling Stock and Train Operator requirement.

The planned capacity of 20262 (25848 under crush loading) is less than the PHPDT
demand in seven sections out of sixteen sections. With this planned PHPDT capacity,

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 232
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

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
loading @ 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 this corridor in the year 2053 is tabulated and represented on a chart
provided hereunder.
Table 86 : Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate), 2053
Demand (PHPDT) and Capacity Chart - Corridor-1 (Nigdi- Swargate)
Year 2053
Headway (Sec) 148
No. of Cars per train 3
Passenger Capacity @6 persons/ sqm of train 3-car (6-car) 764 (1574)
Passenger Capacity @8 persons/ sqm of train 3-car (6-car) 975 (2004)
S No. Section PHPDT Capacity @6p/sqm Capacity @8p/sqm
1 Station03(Nigdi) 1540 9321 11895
2 Station02 (Akurdi) 3630 9321 11895
3 Station01 (Chinchwad) 5440 9321 11895
4 PCMC 10040 20262 25848
5 Tukaram Nagar 13440 20262 25848
6 Bhosari 17530 20262 25848
7 Kasarwadi 19510 20262 25848
8 Fugewadi 21500 20262 25848
9 Dapodi 23550 20262 25848
10 Bopodi 24910 20262 25848
11 Khadki Station 25350 20262 25848
12 Range Hill 25600 20262 25848
13 Shivaji Nagar 22830 20262 25848
14 Civil Court 20880 20262 25848
15 Budhwar Peth 17160 20262 25848
16 Mandai 13090 20262 25848
17 Swargate 0 20262 25848

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 233
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

30000
Demand vs Capacity - Corridor-1 Phase-1A- 2053
25000
20000
15000
10000
5000
0

PHPDT Capacity @6p/sqm Capacity @8p/sqm

In case of any mismatch in the capacity provided and the actual traffic, the capacity can be
moderated suitably by either varying the rake composition or adjusting the headway. E.g. in
case of higher demand, headway may be reduced easily by injecting more trains out of reserve
trains.

The PHPDT capacity provided on line 1 Phase 1A in horizon years of operation is tabulated in
Table 87.
Table 87: capacity Provided for line 1
Demand (PHPDT) and capacity – line 1 Phase 1A (Nigdi- Swargate)
Year 2023 2033 2043 2053
Nigdi- PCMC- Nigdi- PCMC- Nigdi- PCMC- Nigdi- PCMC-
Section
PCMC Swargate PCMC Swargate PCMC Swargate PCMC Swargate
Peak
Headway 450 222 340 174 295 150 295 150
(seconds)
No. of Cars
3 3 3 3 3 3 3 3/6
per train
Peak
2830 14450 3920 19450 5030 23690 5440 25600
Demand
Total
Capacity
@6p/sqm 6112 12224 8022 16044 9321 18642 9321 20262
of standee
area
Total
Capacity
@8p/sqm 7800 15600 10237 20475 11895 23790 11895 25848
of standee
area

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 234
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

8.3.5 Train frequency

The train operation of Pune Metro provides the train headway:

Table 88: capacity Provided for line 1
Train Frequency (Nigdi- Swargate)
Year 2023 2033 2043 2053
Nigdi- PCMC- Nigdi- PCMC- Nigdi- PCMC- Nigdi- PCMC-
Section
PCMC Swargate PCMC Swargate PCMC Swargate PCMC Swargate
Peak Headway
7.5 3.75 5.72 2.86 5 2.5 5 2.5
(Minutes)
Off-Peak Headway
9-15 7-15 6-15 6-15 6-15 6-15 6-15 6-15
(Minutes)

No services are proposed between 24:00 hrs to 05:00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.

8.3.6 Hourly Train Operation plan

The hourly distribution of daily transport capacity for Corridor -Nigdi to Swargate for horizon
years are provided in following tables.

Average Trip length for operation with two loops in peak hours may be taken as 19.5km.
Table 89 : Hourly Train Operation Plan- (Nigdi-Swargate), 2023, 2033
Hourly Train Operation Plan- (Nigdi-Swargate)
Time 2023 2033
Headway No. of Trips Headway No. of Trips
From To
(Min.) UP DN (Min.) UP DN
05:30 06:00 15 2 2 15 2 2
06:00 07:00 12 5 5 10 6 6
07:00 08:00 7 9 9 6 10 10
08:00 09:00 3.6 17 17 2.8 21 21
09:00 10:00 3.6 17 17 2.8 21 21
10:00 11:00 3.6 17 17 2.8 21 21
11:00 12:00 7 9 9 6 10 10
12:00 13:00 10 6 6 7 9 9
13:00 14:00 10 6 6 7 9 9
14:00 15:00 10 6 6 7 9 9
15:00 16:00 10 6 6 7 9 9
16:00 17:00 7 9 9 6 10 10
17:00 18:00 3.6 17 17 2.8 21 21

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 235
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

18:00 19:00 3.6 17 17 2.8 21 21

19:00 20:00 3.6 17 17 2.8 21 21
20:00 21:00 7 9 9 6 10 10
21:00 22:00 10 6 6 10 6 6
22:00 23:00 12 5 5 12 5 5
23:00 23:30 15 2 2 15 2 2
23:30
Total Trips 178 178 224 224

16.0

14.0

12.0

10.0

8.0

6.0

4.0

2.0

0.0

2023 Headway (Min.) 2033 Headway (Min.)

Table 90 : Hourly Train Operation Plan- (Nigdi-Swargate), 2043, 2053

Hourly Train Operation Plan- (Nigdi-Swargate)

Time 2043 2053

Headway No. of Trips Headway No. of Trips

From To
(Min.) UP DN (Min.) UP DN
05:30 06:00 15 2 2 15 2 2
06:00 07:00 9 7 7 9 7 7

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 236
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

07:00 08:00 5 12 12 5 12 12
08:00 09:00 2.5 24 24 2.5 24 24
09:00 10:00 2.5 24 24 2.5 24 24
10:00 11:00 2.5 24 24 2.5 24 24
11:00 12:00 5 12 12 5 12 12
12:00 13:00 6 10 10 6 10 10
13:00 14:00 6 10 10 6 10 10
14:00 15:00 6 10 10 6 10 10
15:00 16:00 6 10 10 6 10 10
16:00 17:00 5 12 12 5 12 12
17:00 18:00 2.5 24 24 2.5 24 24
18:00 19:00 2.5 24 24 2.5 24 24
19:00 20:00 2.5 24 24 2.5 24 24
20:00 21:00 5 12 12 5 12 12
21:00 22:00 9 7 7 9 7 7
22:00 23:00 12 5 5 12 5 5
23:00 23:30 15 2 2 15 2 2

Total Trips 254 254 254

Headway Chart – Nigdi to Swargate

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 237
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Headway
Headway ChartCorridor-1
Chart – Nigdi to Phase
Swargate
1A
16.0

14.0

12.0

10.0

8.0

6.0

4.0

2.0

0.0

2043 Headway (Min.) 2053 Headway (Min.)

HeadwayChart
Headway Chart–Corridor-1 Phase 1A
Nigdi to Swargate
16.0

14.0

12.0

10.0

8.0

6.0

4.0

2.0

0.0

2043 Headway (Min.) 2053 Headway (Min.)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 238
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Headway Chart – Nigdi to Swargate

8.4 Vehicle kilometer

Based on the above planning, Vehicle Kilometers for Pune Metro corridor-1A are given in
tables enclosed hereunder.
Table 91 : Vehicle Kilometer
Item Phase 1A
Year 2023 2023 2043 2053
No. of Cars per train 3 3 3 3
Section Length (KM) 22 22 22 22
Trip length (Long Loop) 22 22 22 22
Trip length (Short Loop) 17 17 17 17
No. of trips (Long loop) 257 319 365 384
No of trips (Short loop) 100 129 144 150
Daily Train KM 7333 9191 10453 10453
Annual Train KM (105) 27 34 38 38

The calculation for vehicle kilometer is based on assumption that 50% trains will be
shortlooped only during peak-hours. Vehicle kilometers can be further reduced by introducing

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 239
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

9. SIGNALLING AND TELECOMMUNICATION SYSTEM

9.1 Signalling System
The Signalling system shall provide the means for an efficient train control, ensuring safety in
train movements. It assists in optimization of MRT infrastructure investment and running of
efficient train services on the network.
9.1.1 Signalling and train control
9.1.1.1 Overview

Metro carries large number of passengers at a very close headway requiring a very high level
of safety enforcement and reliability. At the same time, heavy investment in infrastructure
and rolling stock necessitates optimization of its capacity to provide the best services to the
public.

These requirements of the metro are planned to be achieved by adopting ‘CATC’ (Continuous
Automatic Train Control System) based on "CBTC" (Communication based Train Control
System) which includes ATP (Automatic Train Protection), ATO (Automatic Train Operation)
and ATS (Automatic Train Supervision) sub-systems using radio communication between Track
side and Train. This will:

 Provide high level of safety with trains running at close headway ensuring
continuous safe train separation and for bidirectional working;
 Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal /
warning by the driver;
 Provide safety and enforce speed limit on section having permanent and
temporary speed restrictions;
 Improve capacity with safer and smoother operations. The driver will have
continuous display of Target Speed / Distance to Go status in his cab, enabling
him to optimize the speed potential of the track section. It provides signal / speed
status in the cab even in bad weather;
 Increase productivity of rolling stock by increasing line capacity and train speeds
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock;
 Improve maintenance of signalling and telecommunication equipments by
monitoring system status of trackside and trainborne equipment’s and enabling
preventive maintenance.

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

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 241
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Note: Radio for CBTC shall work in License free ISM band.
9.1.1.2 System description and specifications

The Signalling and Train Control system shall be as below. Sub-system/components will
conform to international standards like CENELEC, IEEE, IEC, BS, ITU-T etc:

 Continuous Automatic Train Control

Continuous Automatic Train Control based on CBTC will consist of - ATP (Automatic Train
Protection), ATO (Automatic Train Operation) and ATS (Automatic Train Supervision) sub-
systems:

 Automatic Train Protection (ATP)

Automatic Train Protection is the primary function of the train control systems. This sub-
system will be inherently capable of achieving the following objectives in a fail-safe manner.
Line side signals will be provided at diverging routes (i.e. at points & crossings) as well as other
required locations, which shall serve as backup signalling in case of failure of ATP system.

 Cab Signalling;
 Track Related Speed Profile generation based on line data and train data
continuously along the track;
 Continuous monitoring of braking curve with respect to a defined target
point;
 Monitoring of maximum permitted speed on the line and speed restrictions
in force;
 Detection of over-speed with audio-visual warning and application of brakes,
if necessary;
 Maintaining safety distance between trains;
 Monitoring of stopping point;
 Monitoring of Direction of Travel and Rollback.

The cab borne equipment will be of modular sub-assemblies for each function for easy
maintenance and replacement. The ATP assemblies will be fitted in the vehicle integrated with
other equipment of the rolling stock.

 Automatic Train Operation (ATO)

This system will operate the trains automatically from station to station while remaining within
the safety envelope of ATP & open the train doors. Driver will close the train doors and press
a button when ready to depart. In conjunction with ATP/ ATS, ATO can control dwell time at
stations and train running in accordance with headway/timetable.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 242
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Automatic Train Supervision (ATS)

A train supervision system will be installed to facilitate the monitoring of train operation and
remote control of the station. The train supervision will log each train movement and display
it on the workstations with each Traffic Controller at the OCC and on one workstation placed
in the Station Control Room (SCR) with each Station Controller.

The centralized system will be installed in the Operation Control Centre. The OCC will have a
projection display panel showing a panoramic view showing the status of tracks, points, signals
and the vehicles operating in the relevant section/ whole system. ATS will provide the
following main functionalities:

 Automatic Route setting;

 Automatic Train Regulation;
 Continuous Tracking of train position;
 Display Panel & Workstation interface;
 Link to Passenger Information Display System for online information;
 Computation of train Schedule & Time table.

 Interlocking system

 Computer Based Interlocking (CBI)

The entire line including turnback track, transfer track and sidings will be equipped with CBI
system for operation of points and crossings and setting of routes.

The setting of the route and clearing of the signals will be done by workstation, which can be
either locally (at station) operated or operated remotely from the OCC.

This sub-system is used for controlling vehicle movements into or out of stations automatically
from a workstation. All stations having points and crossings will be provided with workstations
for local control. Track occupancy, point position, etc. will be clearly indicated on the
workstation. It will be possible to operate the workstation locally if the central control hands
over the operation to the local station. The interlocking system design will be based on fail-
safe principle.

The equipment will withstand tough environmental conditions encountered in a Mass Rapid
Transit System. Suitable IEC, IEEE, BS and CENELEC standards or equivalent international
standards will be followed in case wiring, installation, earthing, cabling, power supply and for
material used in track circuits, axle counters, relays, point operating machines, power supply
etc.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 243
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Track Vacancy Detection

Primary mode for track vacancy detection system on main line may be through radio and for
secondary detection it can be through Track circuit / Axle Counter.

 Signals

Line side signals: Multi Aspect Colour Light (LED) type Line side signals shall be
installed on the Main Line and depot entry/exit.

 At stations with point and crossing for point protection catering for
bidirectional working;
 At departure location at stations for normal direction of working.

 Point Machines

Non-Trailable Electrical Point Machine capable of operating with either 110V DC or 3-phase
380V AC will be used on main line. The depot point machine will preferably be trailable type.

 Train Depot : signalling

One depot at the end of Chakan area (Opposite to Swapna Nigdi). All depot lines except the
one which is used for shunting and in the workshop shall be interlocked. A workstation shall
be provided in the Depot Control Centre for electrical operation of the points, signals and
routes of the depot yard. Audio Frequency Track Circuits will be used in the depot.
9.1.2 Standards

The standards to be adopted for the signalling system are shown in the Table 93.
Table 93: Standards of Signalling System
S/No. Description Standards
Computer based Interlocking adopted for station having switches
and crossing. All related equipment as far as possible will be
1 Interlocking centralised in the equipment room at the station. The depot shall be
interlocked except for lines mainly used for shunting,
workshop/inspection shed areas.
Operation of With Direct current 110V D.C. point machines or 380 volts 3 phase,
2
Points 50 Hz. AC point machines.
Primary train detection system to use bidirectional digital
transmission of signal/data by radio transponder and to be provided
3 Train Detection
on Main Line, sidings, test track and transfer track (Entry & Exit of
Depot). Secondary train detection system to use Axle counters and

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 244
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

to be provided at entry and exit of each station and in mid sections

as required
Signals at Stations
Line Side signals to protect the points (switches). LED type signals for
4 with point &
reliability and reduced maintenance cost.
crossings
UPS For Signalling and Telecommunications
(uninterrupted
5
power at stations
as well as for OCC)
Train protection
6 Automatic Train Protection system.
system
Automatic Train Supervision system. Movement of all trains to be
Train Describer logged on to a central computer and displayed on workstations in the
7
System Operational Control Centre and at the SCR. Remote control of
stations from the OCC.
Redundancy for Redundant Train borne equipment and ATS equipment at OCC.
8
TP/Train Describer
9 Cables Outdoor cables will be steel armoured as far as possible.
10 Fail Safe Principles SIL-4 safety levels as per CENELEC standard for signal application.
All data transmission on telecom cables/OFC/Radio. All Signalling and
Immunity to
11 telecom cables will be separated from power cables. CENELEC
External Interface
standards to be implemented for EMC.
Train Working Running on site with line side signal with speed automatically
12
under emergency restricted between 15-25 kmph.
Environmental
13 Air-conditioners for all equipment rooms.
Conditions
Philosophy of continuous monitoring of system status and
preventive & corrective maintenance of Signalling equipment’s shall
Maintenance
14 be followed. Card / module / sub-system level replacement shall be
philosophy
done in the field and repairs under taken in the central
laboratory/manufacturer’s premises.

9.1.3 Space requirement for signalling installations

Adequate space for proper installations of all signalling equipment at each of the stations has
to be provided keeping in view the case of maintenance and use of instrumentation set up for
regular testing and line up of the equipment/system. The areas required at each of the stations
for signalling equipment shall be generally as follows:

 Space for UPS Room (common for signalling and telecom) - 60 sq. m
 Space for Signalling Equipment Room - 50 sq. m at interlocked station with points
 Space for Signalling Equipment Room – 20 sq. m at other stations.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 245
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

9.1.4 Maintenance philosophy for signalling systems

The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of signalling and telecommunication equipments shall be followed. Card /
module / sub-system level replacement shall be done in the field.

Maintenance personnel shall be suitably placed at intervals and they shall be trained in multi-
disciplinary skills. Each team shall be equipped with a fully equipped transport vehicle for
effectively carrying out the maintenance from station to station.

The defective card / module / sub-system taken out from the section shall be sent for
diagnostic and repair to a centralized S&T repair lab suitably located on the section. This lab
will be equipped with appropriate diagnostic and test equipment’s to rectify the faults and
undertake minor repairs. Cards / modules / equipments’ requiring major repairs as specified
in supplier’s documents shall be sent to manufacturer's workshop.

9.1.5 Technology selection and choice of automation

The CBTC system is an efficient way to increase the capacity by allowing to decrease the
headway between trains with the use of moving blocks.

In urban transport systems, automation refers to the process by which responsibility for
operation management of the trains is transferred from the driver to the train control system.

There are various degrees of automation (or Grades of Automation, GoA). These are defined
according to which basic functions of train operation are the responsibility of staff, and which
are the responsibility of the system itself.

For example, a Grade of Automation 0 would correspond to on-sight operation, like a tram
running on street traffic. Grade of Automation 4 would refer to a system in which vehicles are
run fully automatically without any operating staff on board.

For this project, the choice of automation is same as that of the phase I and to be made fully
compatible with the proposed system of signalling and train control as in phase I.

Hence, increasing the level of GoA, will allow implicity to:

 Guarantee a high level of safety enforcement;

 Maximize the train capacity;
 Have a more efficient energy system and train movement on the network & also
 To optimize the operating costs.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 246
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

9.2 Telecommunication

The telecommunication system acts as the communication backbone for Signalling systems
and other systems such as SCADA, AFC etc and provides telecommunication services to meet
operational and administrative requirements of metro network.

For efficient Metro railway management and operation, it is essential to have a well-organized
telecommunication network covering strategic locations like OCC, BCC, passenger platforms,
depot and it is equally essential to have reliable links between the strategic locations and
moving trains or working staff along the railway track/Tunnel.

9.2.1 Telecommunication overview

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

 Supplementing the signalling system for efficient train operation;

 Exchange of managerial information;
 Crisis management during emergencies;
 Passenger information system.

The proposed telecom system will cater to the following requirements:

 Train Traffic Control;

 Assistance to Train Traffic Control;
 Maintenance Control;
 Emergency Control.

9.2.2 Station to station dedicated communication

Following are the major communication requirements from station to station or station to
OCC/BCC/Depot or vice versa:
 Telephone System;
 Passenger Announcement System and Passenger Information and Display System within
the station and from Central Control to each station;
 Centralized Clock System;
 Radio Communication between Central Control and Moving Cars and maintenance
personnel;
 CCTV Systems;
 Access Control System;
 Integrated SCADA for Telecom;
 Data Channels for Telecom subsystems, Signalling, SCADA, Automatic Fare collection etc.
 Forensic Debriefing Analysis and Cyber Security System

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 247
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

9.2.3 Telecommunication System and Transmission Media

 Fibre Optic System - Main Telecommunication Bearer

The main bearer of the bulk of the telecommunication network is proposed with optical fibre
cable system. Considering the channel requirement and keeping in view the future expansion
requirements, four optical fiber cables of minimum 144 fibres are proposed to be laid in ring
configuration with path diversity.

IP based min 10G Wide Area Network being provided under FOTS Sub-system of Contract shall
provide all necessary communication channels for carrying voice, data, and video signals for
Metro railway management and operation from Station/Depot TER to OCC/BCC CER.

The Transmission Backbone is also to be used for Communication Based Train Control system
therefore redundancy at every level must be maintained.

 Telephone System

The telephone system shall also consist of a direct line or intercom telephone communication
network exclusively for the train operation and maintenance functions.

There is one main node at OCC which should be in primary cluster with dual server. In the case
of a failure of one of the servers, the other server will take over the load of the failed server.
The main node shall be connected with FOTS to the secondary cluster with servers at individual
stations.

The IP PBX’s shall be installed in TER at all locations. The IP PBX switches shall be connected to
each other through ethernet links of the FOTS to form the IP PBX switch network. The ethernet
channels shall be provided by FOTS.

CDRS facility shall be provided in OCC & BCC. CDRS shall provide multichannel voice recording
and indexing of direct line communication including communication from all direct line
consoles and emergency telephone lines, two-way radio communications, emergency or fire
messages broadcast on station PAS initiated from OCC/BCC and on train borne PAS initiated
from OCC/BCC.

 Mobile Radio Communication

Mobile Radio Communication system having adequate logical channels is proposed for on-line
emergency communication between moving train (Front end and Rear end of train) and the
Central Control. The system shall be based on Digital Trunk Radio Technology to TETRA
International standard. All the stations and the OCC/BCC/Depot will be provided with fixed
radio sets. Mobile communication facility for maintenance parties and Security Personnel will

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 248
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

be provided with handheld sets to communicate with each other as well as with central
control.

The frequency band for operation of the system will be that for TETRA in 400/800 MHz band,
depending on frequency availability.

The system shall provide Instant mobile radio communication between the motorman of the
moving cars from any place and the Central Control. The motorman can also contact any
station in the network through the central control, besides intimating the approaching trains
about any emergency like accident, fire, line blocked etc., thus improving safety performance.

To provide adequate coverage, based on the RF site survey to be carried out during detailed
design stage, base stations for the system will be located at sites conveniently selected after
detailed survey. The train radio system shall also be used for depot operation. Train Radio
communication shall also be used for making PAS announcements from OCC & BCC to the
passengers on the train.

A Centralized Digital Voice Recording System shall record all communication from OCC
controller to personal having radio fixed or handheld devices.

 Passenger Announcement System

The system shall be capable of announcements from the local station as well as from OCC.
Announcements from OCC will have over-riding priority in all announcements.

At OCC, Integrated PIDS/PAS system shall be provided.

At the stations, a suitable Public-Address System shall be provided for making announcements
to passengers regarding train arrival / departure and shall work as the primary means of
communication with passengers and staff during emergencies. In the normal case, audio-
broadcast shall be made from Station Control Room or Platform Supervisor’s Booth/Panel and
in a train by the driver/Attendant. However, it shall also be possible for the OCC & BCC to make
announcement to any station, group of stations or all stations.

 Centralized Clock System

This will ensure an accurate display of time through a synchronization system of slave clocks
driven from a Master Clock at the operation control center. Master Clock System shall also
provide reference timing signals for all telecom and other systems for network synchronization
Redundancy shall be maintained for master clock. NTP based clocks shall be provided and sub
master clocks are not required. The System will ensure identical display of time at all locations.
Clocks are to be provided at platforms, concourse, Station Master's Room, and any other
location as desired at stations, Depot, OCC & BCC and other service establishments etc.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 249
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Self-illuminated analogue façade clock with hour and minutes hands shall be proposed. These
clocks will be installed at station entry/ exit.

 Passenger Information Display System

These shall be located at convenient locations at all stations to provide multi lingual visual
indication of the status of the running trains and will typically indicate information such as
destination, arrival/departure time, and also special messages in emergencies. The boards
shall be provided at all platforms and concourses of all stations.

At OCC, Integrated PIDS/PAS system shall be provided.

A Passenger Information Display system triggered by Signalling & train control system shall
automatically provide real time visual information about train arrival/departure throughout
the station. The PIDS display shall be coordinated with PAS for real time passenger audio
broadcasts for train arrival/departure. PIDS shall enable the operator in SCRs , OCC & BCC to
display routine and special emergency messages for passengers and staff in stations. Display
boards shall be provided for each platform side at all stations and in concourse at all stations.

 Wi-Fi

A Wireless communication system is proposed at stations separate from any signalling

Wireless Communication System. The system shall be used to connect all staff devices and
laptops to a central network. The Wireless communication system shall be standard
commercial-off-the-shelf system and will conform to Wi-Fi standard – 802 series of
communication protocols.

The System should be secure, reliable and offer sufficient bandwidth to cater to current and
future needs of the system.

 CCTV System

CCTV surveillance system shall be built through CCTV sub-system for supervising strategic
operational locations like station car park, AFC gates, ticketing offices and lobby, escalator,
lifts and staircase exits, platform operational area and PF ends, to ensure safe operation of the
Metro and security locations at stations.

It shall be supervised from the station control room and Security room at each station
simultaneously, and this video shall also be transmitted to the OCC & BCC, both as live and as
recorded, from the stations/Depot for remote supervision. Similarly, a CCTV depot surveillance
system shall also be built.

It shall be supervised locally from DCC & Security Control room and remotely from OCC & BCC.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 250
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

A Centralized Digital Recording System is to be provided in CER at the OCC & BCC for minimum
30 days.

 Access Control System

The Access Control System shall be provided at Stations, OCC & BCC, Depots & Administrative
Building. It shall be provided in important rooms like SCR, Ticket Office, Service gates (near
AFC gate array), Technical rooms (Power Supply, Signalling and Low Voltage technical rooms),
ASS and other important rooms. In Depots, OCC & BCC & Admin building, it shall, as a
minimum, be provided in Technical rooms (Power Supply, Signalling, Telecom, AFC and Low
Voltage technical rooms), DCC & OCC & BCC theatre, Security room including main entry &
exit gates to control access into important equipment rooms and critical areas. Location of the
ACIDS system shall be finalized during detailed design stage.

The functions of the system shall be access management, alarm management and intrusion
detection. The Human Machine Interfaces (HMI) shall be located in the SCR of each station,
the guard room at Depot and the OCC & BCC to ensure the safety of major equipments. The
HMI of Access control shall be integrated with HMI of the CCTV system.

 Network Monitoring and Management

For efficient and cost-effective maintenance of the entire communication network, it is

proposed to provide Integrated SCADA network, which will help in diagnosing faults of all
systems in single screen immediately from a central location and attending the same with least
possible delay, thus increasing the operational efficiency and reduction in manpower
requirement for maintenance. The proposed system will be covering all the telecom
subsystems.

 Forensic Debriefing Analysis and Cyber Security System

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

Metro Rail uses heterogeneous IT technologies and software solutions and consists of
following core sub-systems:
 On-Board Train Control & Management System
 Centralized Signalling & Train Control System
 Power SCADA System

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 251
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Building Management System

 Fiber Optic Transmission System
 Train Radio System
 Telephone System
 Passenger Information Display System
 Passenger Announcement System
 Video Surveillance System
 Master Clock System
 Digital Voice Recording System
 Automatic Fare Collection System
 Automatic Platform Screen Door system

Additionally Metro Rail employs other information technologies services for various uses.
 Office Network and Internet Connectivity for staff
 Email Exchange Service & website
 Enterprise Resource Services
 Document Management System
 Wi-Fi System
 Metro Mobile & Web Applications

To meet the Cyber Security Threats, a Security Policy and framework is recommended for Pune
Metro to manage the cyber security needs and mitigate the project risks. The Cyber Security
System shall be an integral part of the Telecom system.

9.2.4 Standards

The standards proposed to be adopted for telecommunication systems are shown in below
table:
Table 94: Standards of Telecommunication System

SYSTEM STANDARD

Transmission System IP based for the entire telecom network.

Optical Fibre system as the main bearer for bulk of the
Transmission Media
telecommunication network,
Telephone Exchange IP based Voice Communication System
Digital Train radio (TETRA) communication between
Train Radio System motorman of moving cars, stations, maintenance personnel,
depots and central control.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 252
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

LCD based boards with adequate visibility to be provided at

Passenger Information convenient location at all stations to provide multi lingual
Display System visual indication of the status of the running trains, and also
special messages in emergencies.
Accurate display of time through a synchronization system of
slave clocks driven from a master clock at the OCC/BCC and in
Centralized clock system station/depots. This shall also be used for synchronization of
other systems.
Passenger Announcement Integrated PIDS/PAS System at OCC/BCC/Depot and stations
System covering all platform and concourse areas with local as well as
central announcement.
Access Control System The access control system shall use contact-less smart card
with ID as the access media for smart card reader. Biometrics
shall also be used for high security zones.
Redundancy (Major System) Redundancy on major equipments.
Path Redundancy for Optical Fibre Cable by provisioning in
ring configuration.
Environmental Conditions
All equipment rooms to be air-conditioned.
Maintenance Philosophy System to have, as far as possible, automatic switching facility
to alternate routes/circuits in the event of failure. Philosophy
of preventive checks of maintenance to be followed. System
networked with NMS for diagnosing faults and co-ordination.
Card/module level replacement shall be done in the field and
repairs undertaken in the central laboratory/manufacture's
premises.

9.2.5 Space requirement for telecom installations

The following equipment rooms will be provided to install the telecommunication equipment:

 Telecommunication Equipment Room at station and Depot;

 Central Equipment Room at OCC & BCC. In present case, space already provided
for existing system shall be used, provided provision for expansion is there.

Electric power to the equipment room shall be drawn from the central UPS which will not be
in scope of Telecom.

Adequate space for proper installations of all Telecommunication equipment at each of the
stations should be provided keeping in view the case of maintenance and use of
instrumentation set up for regular testing and line up of the equipment/system. The areas

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 253
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

required at each of the stations for only telecom equipment shall be generally 40 sq.m each
for Telecom Room and 50 sq.m. for UPS Room (common for signal, telecom and AFC). These
areas shall also cater to local storage and space for maintenance personnel to work.

9.2.6 Maintenance philosophy for telecom systems

The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of Signalling and telecommunication equipment shall be followed.

Card / module / sub-system level replacement shall be done in the field.

Maintenance personnel shall be suitably placed at intervals and they shall be trained in
multidisciplinary skills. Each team shall be equipped with a fully equipped transport vehicle for
effectively carrying out the maintenance from station to station.

The defective card/module/sub-system taken out from the section shall be sent for diagnostic
and repair to a centralized 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 supplier’s
documents shall be sent to manufacturer's workshop.

9.3 Platform Screen Doors

Platform screen doors are mainly provided at metro stations to ensure safety and comfort
of the passengers. In case of Underground stations, PSDs saves considerabe amount of
energy and improves climate control within the stations (heating, ventilation and air
conditioning are more effective when station is physically isolated from the tunnel). In case
of corridor 1A, the complete stretch is elevated and corridor 1A is an extension of the existing
Line 1 of phase 1, thus to ensure the continuity and compatibility, PSD are not proposed at
wayside stations.
For Terminal Stations due to driverless turnback, PSGs are proposed at these stations for
safety purpose.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 254
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

10. AUTOMATIC FARE COLLECTION SYSTEM

10.1 Overview
The Automatic Fare Collection System forms a vital part of operations of a transit system. The
main objectives of an AFC system are that it shall:
 Be capable of issuing single and multiple journey tickets;
 Ensure efficient and proper operation of the system in terms of passenger flow;
 Minimize Fare Revenue evasion and fraud and maximize fare revenue protection;
 Be simple and easy to use/operate and maintain;
 Allow for easy accounting;
 Allow for fare changes easily and quickly;
 Require lesser manpower overall.

In view of the above and since the previous phase of the project has an already approved AFC
system, a computer based Automatic Fare collection system is proposed for this phase of the
project as well to ensure easy integration and interoperability of the new system with the one
already proposed/implemented.

The System shall be capable for open loop transactions as well to further integrate the mobility
solution with the advancements in technology and to allow for seamless transition from
dedicated cards to common multi-use stored value fare media that can be used for financial
transactions such as making purchases at shops etc. as well as a fare media in the system.

To accommodate the same, the system shall conform to the following standards as a
minimum:

1. EMV (Euro Mastercard Visa)

2. PCI-DSS (Payment card Industry / Data Security Standard)
3. ISO-IEC 14443

The system shall be of open architecture to allow for the integration of multiple fare products
and shall be capable of interfacing with cards from different vendors. Additionally the system
shall not be proprietary as far as possible to allow multiple types of fare media from multiple
sources to be integrated into the system.

The AFC system for this phase shall be of contactless smart card & token type. For multiple
journeys, stored value smart cards shall be available and for single journeys, smart tokens shall
be available, which shall be deposited at the exit gates at the time of exit validation.

Automatic Fare Collection Systems are proposed as the Semi-Automatic (Manual) Systems
have some inherent disadvantages and the Automatic Fare Collection Systems have some
advantages:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 255
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Disadvantages of Manual Fare Collection System

 Large Number of staff are required for ticket issue and validation activities;
 Changes in fare structure and policies are time consuming as changes have to be
made at each station individually;
 System is susceptible to fare revenue evasion and frauds through
tampering/vandalism of the mechanical components of the equipments;
 100% ticket validation and authentication at entry/exit is not possible in this
system;
 Manual System which results in greater transaction time, both for fare media
purchase and authentication.

 Advantages of Automatic Fare Collection System

 Fewer Staff Required for Fare media sales and Validation/Authentication;
 System offers greater flexibility both in terms of scalability and changes in fare
structure to be incorporated;
 System offers increased fare revenue protection and minimizes fare revenue
evasion/fraud;
 Data Collection regarding system operation and ridership is simpler and easier;
 System allows fare structure to be changed from the central processing server
across the entire system quickly;
 System is efficient and easy to operate and allows degraded and disaster mode
operations to deal with emergency situations;
 System has capability to integrate multiple modes of transport via
interoperability. In addition, smart cards can be used for other applications such
as payments at third party vendors/outlets etc.

The AFC system shall be of contactless smart token/card type. The equipment for the same
shall be provided at each station at convenient locations.

The equipment shall be connected by a local area network to the station control unit in the
Equipment Room with a terminal in the station control room (SCR).

 Control Gates

Control Gates shall be retractable flap type. These types of gates offer high throughput and
require less maintenance. Tripod turnstile type gates and flap type gates offer less throughput
and require more maintenance.

 Passenger Operated Machine (POM)

A minimum of two Passenger Operated Machines (Automatic Ticket Vending Machines) each
are proposed at all stations. The POM’s shall provide a convenient way for passengers to buy

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 256
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

fare media and avoid standing in queues at Ticket Offices and provide services of international
standard.

10.1.1 Standards
Table 95: Standards to be adopted for AFC systems
Description
Standards
a) Contactless Smart Token – For single journey. They shall have
Fare Media stored value amount for a particular journey. Tokens shall be
captured at the exit gates.
b) Contactless smart cards – for multiple journeys.
Computer Controlled retractable flap type automatic gates at entry
Gates and exit. Gates shall be classified in the following categories:
 Entry
 Exit
 Reversible – can be set to entry or exit.
 Wide Reversible - Gate for disabled people.
All fare collection equipment shall be connected in a Local Area
Station Computer, Network with a station server controlling the activities of all the
Central Computer machines. These station servers will be linked to the central
and AFC Network. computer situated in the Operations Control Centre through the
optic fibre communications 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
Ticket Office selling cards/tokens to the passengers.
Machine (TOM/EFO)
Ticket reader shall be installed near EFO for passengers to check
Ticket Readers and information stored in the token / cards.
Portable Ticket
Decoders
Common UPS of S&T system will be utilized.
UPS (uninterrupted
power at station as
well as for OCC)
Being fully Contactless systems, manpower requirement for
Maintenance maintenance is much less compared to system with magnetic
Philosophy tickets. However, adequate facilities to be provided similar to that
of S&T systems.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 257
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

10.1.2 Equipment requirement (Automatic Fare Collection System)

Assumptions:

 Each station has two accesses;

 Minimum arrangement at each access is 1 entry gate, 1 exit gate, 1 reversible
gate, 1 EFO;
 Throughput of gate is 30 PPM. For Ticket Office Machine (TOM) it is 10 PPM;
 50% passengers are assumed on smart card and 50% on single journey token;
 Each station has 1 wide gate for disabled. Exact equipment arrangement
depends on final station layout;

10.1.3 AFC Space Requirements

Each station shall be designed with enough space to allow for the installation of AFC
equipment such as Gates, TOM and TVMs. The design should also consider adequate space for
specific rooms such as EFOs to be provided in station architecture.

For Central Equipment at the OCC/BOCC, existing equipment at these locations shall be
utilized, provided adequate provision for expansion was considered in phase I of Pune Metro.
No additional equipment shall be required to be installed at OCC/BOCC in case the central
equipment was sized with provision of expansion. In case additional equipment is required,
the existing space provided at OCC/BOCC locations shall be utilized, provided the provision for
expansion was provided.

AFC equipment requirements based on available data and assumptions are given in Table 96.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 258
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 96: Station Equipment Requirement (Tentative)

Nigdi-Swargate Section
AFC
Nigdi- Swargate REQUIREMENT Gates
BOARDING ALIGHTING 2053 TOM EFO TVM TR RCTM
SI
Station Entry Exit Reversible
NO 2053 2053 Entry Exit
NIGDI-PCMC
1 Chinchwad 1500 2160 3 4 4 3 2 2 2 2 2 2
2 Akurdi 1470 2090 3 4 4 3 2 2 2 2 2 2
3 Nigdi 1270 1540 2 2 4 3 2 2 2 2 2 2
* PHPDT Data as available has been used. Data for the year 2053 has been considered.
** The Boarding and Alighting data presented is for peak hour.
***The number of gates is calculated considering the evacuation requirements and safety requirements.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 259
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

11. ROLLING STOCK

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

11.1.1 Optimization of coach size

The following optimum size of the coach has been chosen in line with the existing corridor
(PCMC – Swargate) design as mentioned in table:
Table 97: Size of the coach

Length* Width Height

Driving Motor Car (DMC) 21.64m 2.9m 3.9m
Trailer Car (TC)/Motor Car 21.34m 2.9m 3.9m
(MC)
*Maximum length of coach over couplers/buffer:22.6m (Depending upon the
Kinematic Envelope).

11.1.2 Passenger carrying capacity

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

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

Train composition is recommended as 3-car DMC+TC+DMC & 6-car DMC+ TC+ MC+ MC+ TC+
DMC, below table shows the carrying capacity of medium rail vehicles.
Table 98: Carrying Capacity of Medium Rail Vehicles
Particulars Driving Motor car Trailer car / Motor car 3 Car Train
$Engg. $Engg. $Engg.
Normal* #Crush Normal* #Crush Normal* #Crush
Load Load Load
Seated 43 43 43 50 50 50 136 136 136
Standing 102 204 273 110 220 293 314 628 839
Total 145 247 316 160 270 343 450 764 975

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 260
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Particulars Driving Motor car Trailer car / Motor car 6 Car Train
$Engg. $Engg. $Engg.
Normal* #Crush Normal* #Crush Normal* #Crush
Load Load Load
Seated 43 43 43 50 50 50 286 286 286
Standing 102 204 273 110 220 293 644 1288 1718
Total 145 247 316 160 270 343 930 1574 2004
* Normal Load - 3 Person/sqm of standee area
# Crush Load - 6 Person/sqm of standee area
$ Engineering Load - 8 Person/sqm of standee area
11.1.2.1 Weight

The weights of driving motor car and trailer car have been estimated as inTable 99, referring
to the experiences in existing Metro in India. The average passenger weight has been taken as
65 kg.

Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
3 Car Train Composition DMC + TC + DMC
6 Car Train Composition DMC + TC + MC + MC + TC + DMC
Table 99: Weight of Metro Rail Vehicles (tons)
DMC (ton) TC (ton) 3 Car Train
(ton)
Tare Load (Maximum) 42 40 124
Passenger Load (Per Car)
Normal Load@3p/sqm 9.425 10.4 29.25
Crush Load@6p/sqm 16.055 17.55 49.66
Engg. Load @8p/sqm 20.54 22.295 63.375
Gross Load
Normal Load @3p/sqm 52.425 51.4 153.25
Crush Load@6p/sqm 59.055 58.55 173.66
Engg. Load @8p/sqm 63.54 63.295 187.375
Crush Axle Load @6 p/sqm 14.52 14.40
Engg. Axle Load @8 p/sqm 15.63 15.58
* AW0 - Without any passenger

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 261
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

DMC TC (ton) MC(ton) 6 Car Train

(ton) (ton)
Tare Load (Maximum) 42 40 42 248
Passenger Load (Per Car)
Normal Load@3p/sqm 9.425 10.4 10.4 29.25
Crush Load@6p/sqm 16.055 17.55 17.55 49.66
Engg. Load @8p/sqm 20.54 22.295 22.295 63.375
Gross Load
Normal Load @3p/sqm 52.425 51.4 52.4 308.45
Crush Load@6p/sqm 59.055 58.55 59.55 350.31
Engg. Load @8p/sqm 63.54 63.295 64.295 378.26
Crush Axle Load @6
14.52 14.40 14.88
p/sqm
Engg. Axle Load @8
15.63 15.58 16.07
p/sqm
* AW0 - Without any passenger

The axle load @ 6persons/sqm of standing area works out in the range of 14.40T to 14.52T.
Heavy rush of passenger, having 8 standees per sq. meter can be experienced occasionally. It
will be advisable to design the coach with sufficient strength so that even with this overload,
the design will not result in over stresses in the coach. Coach and bogie should, therefore, be
designed for 16T axle load.
11.1.2.2 Performance parameters

Following values of acceleration and deceleration are assumed in consideration of riding

comfort, adhesion and requirement of make-up time.

 Maximum Design Speed: 90 Kmph;

 Maximum Operating Speed: 80 Kmph;
 Maximum Acceleration: 1.0m/s2;
 Maximum Deceleration: 1.1 m/s2 (Service Brake) ;
 Maximum Deceleration: 1.3 m/s2 (Emergency Brake) ;
 Maximum Jerk rate: 0.75m/s3;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 262
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Since the track on a viaduct could possibly be constructed on a level and the traction motors
could be operated with overload for a short time, 8 traction motors with about 220 KW
installed on a three-car train would be enough, even if the equivalent gradients on a curved
section of track are considered. The train shall be propelled by a 3-phase AC asynchronous
motor drive system with variable voltage and variable frequency (VVVF) Control.
11.1.2.3 Coach design and basic parameters

The important criteria for selection of rolling stock are as under:

 Proven equipment with high reliability;
 Passenger safety feature;
 Energy efficiency;
 Light weight equipment and coach body;
 Optimized scheduled speed;
 Aesthetically pleasing interior and exterior;
 Low Life cycle cost;
 Flexibility to meet increase in traffic demand;
 Anti-telescopic.

The controlling criteria are reliability, low energy consumption, lightweight and high efficiency
leading to lower annualized cost of service. The coach should have high rate of acceleration
and deceleration.
11.1.3 Selection of technology
11.1.3.1 Low life cycle cost

Low life cycle cost is achieved by the way of reduced scheduled and unscheduled maintenance
and high reliability of the sub-systems. It is possible to achieve these objectives by adopting

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 263
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

suitable proven technologies. Following essential aspects will be considered for the
achievement of low life cycle cost;

 Life Cycle cost plan with an aim to minimize the overall life cycle cost whilst
meeting the safety, quality and reliability requirements;
 Life Cycle cost will include, the capital cost, cost of operation (including energy
consumption), maintenance (both material and labour), depreciation,
refurbishment, inflation etc. per unit energy consumption.
11.1.3.2 Car body

In the past carbon high tensile steel was invariably used for car bodies. ln-fact almost all the
coaches built by Indian Railways are of this type. These steel bodied coaches need frequent
painting and corrosion repairs, which may have to be carried out up to 4-5 times during the
service life of these coaches. It is now a standard practice to adopt stainless steel or aluminum
for car body.

The car bodies with aluminum require long and complex extruded sections which are still not
manufactured in India. Therefore, aluminum car body has not been considered for use.
Stainless steel sections are available in India and therefore stainless-steel car bodies have been
specified. No corrosion repair is necessary on stainless steel cars during their service life.

Stainless steel car body leads to energy saving due to its lightweight. It also results in cost
saving due to easy maintenance and reduction of repair cost from excellent anti-corrosive
properties as well as on improvement of riding comfort and safety in case of a crash or fire.
11.1.3.3 Bogies

Bolsterless lightweight fabricated bogies with rubber springs are now universally adopted in
metro cars. These bogies require less maintenance and overhaul interval is also of the order
of 4,20,000km.

Use of air spring at secondary stage is considered with a view to keep the floor level of the
cars constant irrespective of passenger loading unlike those with coil spring.

Perturbation from the track are also dampened inside the car body on account of the
secondary air spring along with suitable Vertical Hydraulic Damper.

The primary suspension system improves the curve running performance by reducing lateral
forces through application of conical rubber spring. A smooth curving performance with better
ride index is being ensured by provision of above type of bogies.
11.1.3.4 Braking system

The braking system shall consist of :

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 264
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 An electro-pneumatic (EP) service friction brake;

 A fail safe, pneumatic friction emergency brake;
 A spring applied air-release parking brake;
 An electric regenerative service brake;
 Provision of smooth and continuous blending of EP and regenerative
braking;

The regenerative braking will be the main brake power of the train and will regain the
maximum possible energy and pump it back to the system and thus fully utilize the advantage
of 3 phase technology.

The regenerative braking should have air supplement control to bear the load of trailer car. In
addition, speed sensors mounted on each axle, control the braking force of the axles with anti-
skid valves, prompting re-adhesion in case of a skid.

The brake actuator shall operate either a tread brake or a wheel disc brake, preferably a wheel
disc brake for better braking effectiveness and wheel life.
11.1.3.5 Propulsion System Technology

In the field of Electric Rolling Stock, DC series traction motors have been widely used due to
their ideal characteristics and good controllability for traction applications. But these required
intensive maintenance because of commutators and electro-mechanical contractors, resistors
etc

The brush less 3 phase A.C. induction motors has now replaced the DC series motors in traction
applications. The induction motor, for the same power output, is smaller and lighter in weight
and ideally suited for rail based Mass Rapid Transit applications. The motor tractive effort and
speed is regulated by 'Variable Voltage and Variable frequency' (VVVF) control and can be
programmed to suit the track profile and operating requirements.

Another advantage of 3 phase A.C. drive and VVVF control is that regenerative braking can be
introduced by lowering the frequency and the voltage to reverse the power flow and to allow
braking to very low speed.

For this corridor, 3 phase A.C. traction drive that are self-ventilated, highly reliable, robust
construction and back up by slip/slide control have been recommended for adoption.

The AC catenary voltage is stepped down through a transformer and converted to DC voltage
through converter and supply voltage to DC link, which feeds Inverter operated with Pulse
Width Modulation (PWM) control technology and using Insulated Gate Bipolar Transistors
(IGBT). Thus 3 phase variable voltage variable frequency output drives the traction motors for
propulsion. Recently advanced IGBT has been developed for inverter units. The advanced IGBT
contains an Insulated Gate Bipolar Transistor (IGBT) and gate drive circuit and protection. The

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 265
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

advanced IGBT incorporates its own over current protection, short circuit protection, over
temperature protection and low power supply detection. The IGBT has internal protection
from over current, short circuit, over temperature and low control voltage.

The inverter unit uses optical fiber cable to connect the control unit to the gate interface. This
optical fiber cable transmits the gate signals to drive the advanced IGBT via the gate interface.
This optical fiber cable provides electrical isolation between the advanced IGBT and the
control unit and is impervious to electrical interference. These are recommended for adoption
in Trains of MRTS.
11.1.3.6 Auxiliary power System Technology

This shall consist of static converter-inverter(s) together with back-up batteries and battery
charger. Auxiliary Converter shall be suitable for operation at 25kV ac single phase for the
frequency variation from 48 to 52Hz.

There will be at least two auxiliary power supply equipment in the 3-car train. When any train
operator’s cab is activated, all the auxiliary power supply equipment in the train shall operate.
In the event of failure of an auxiliary power supply equipment in the train, the remaining
auxiliary power supply equipment must be capable of supplying all auxiliary power to
complete 3-car train except for HVAC load which may be restricted to one HVAC per car.
11.1.3.7 Interior and gangways

Passenger capacity of a car is maximized in a Metro System by providing longitudinal seats for
seating and utilizing the remaining space for standing passenger. Therefore, all the equipment
are mounted on the under frame for maximum space utilization. The gangways are designed
to give a wider comfortable standing space during peak hours along with easy and faster
passenger movement especially in case of emergency.
11.1.3.8 Passenger doors

For swift evacuation of the passenger in short dwell period, four doors of adequate width, on
each side of the coach have been considered. These doors shall be of such dimensions and
location that all the passengers inside the train are able to evacuate within least possible time
without conflicting movement. Automatic door closing mechanism is envisaged from
consideration of passenger safety. Passenger doors are operated electrically by a switch in the
driver cab.

Electronically controlled door operating mechanism has been preferred over pneumatically
operated door to avoid cases of air leakage and sluggish operation of doors.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 266
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

**View shown below is one of the example for saloon interior.

Figure 104 : Example for Interior view of the car**

The door shall be of bi-parting sliding type.

**View shown below is one of the example for bi-parting door.

Figure 105 : Example for view of the passenger door**

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 267
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

11.1.3.9 Air-conditioning

With heavy passenger loading of 6 persons/sqm for standing area and doors being closed from
consideration of safety and with windows being sealed type to avoid transmission of noise, air
conditioning of coaches is considered essential.

Each coach shall be provided with two air conditioning units capable of cooling, heating and
dehumidifying and thus automatically controlling interior temperature throughout the
passenger area at 25°C with 65% RH all the times under varying ambient conditions up to full
load.

For emergency situations such as power failure or both AC (of the same car) failures etc.,
ventilation provision supplied from battery will be made. Provision shall be made to shut off
the fresh air intake and re-circulate the internal air of the coach, during an emergency
condition, such as fire outside the train causing excessive heat and smoke to be drawn in to
the coach.
11.1.3.10 Cab layout and emergency detrainment door

The modem stylish driver panel shall be FRP (Fibre Reinforced Plastic) molded which gives
maximum comfort and easy accessibility of different monitoring equipment to the driver along
with clear visibility. The driver seat shall be in the cabin.

An emergency door for easy detrainment of the passenger on the track has been provided at
the centre of the front side of each cabin which has an easy operation with one handle type
master controller.

**View shown below is one of the example for Driver’s Cab.

Figure 106 : Example view of the driving cab

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 268
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

11.1.3.11 Communication

The driving cab of the cars are provided with continuous communication with base
Operational Control Centre and station control for easy monitoring of the individual train in
all sections at all the time.

Public Address and Passenger Information Display System is provided in the car so that
passengers are continuously advised of the next stoppage station, final destination station,
interchange station, emergency situations if any, and other messages. The rolling stock is
provided with Talk Back Units inside the cars, which permit conversation between passengers
and the drivers in case of any emergency.
11.1.3.12 Noise and vibration

The trains will pass through heavily populated urban areas. The noise and vibration for a MRT
become an important criterion from public acceptance viewpoint. The source of noise is (i)
rail-wheel interaction (ii) noise generated from equipment like blower, compressor, air
conditioner, door, inverter etc. (iii) traction motor in running train. For elimination and
reduction of noise following feature are incorporated:

 Provision of anti-drumming floor and noise absorption material;

 Low speed compressor, blower and air conditioner;
 Mounting of under frame equipment on anti-vibration pad;
 Smooth and gradual control of door;
 Provision of GRP baffle on the viaduct for elimination of noise transmission;
 Provision of sound absorbing material in the supply duct and return grill of
air conditioner;
 Sealing design to reduce the aspiration of noise through the gap in the sliding
doors and piping holes.
The lower vibration level has been achieved by provision of bolsterless type
bogies having secondary air spring.

11.1.4 Passenger safety features

 ATP
The rolling stock is provided with continuous Automatic Train Protection to ensure
absolute safety in the train operation. It is an accepted fact that 60-70% of the accidents
take place on account of human error. Adoption of this system reduces the possibility of
human error.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 269
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

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

 Emergency door
The rolling stock is provided with emergency doors at both ends of the cab to ensure
well directed evacuation of passengers in case of any emergency including fire in the
train.

 Crashworthiness features
The rolling stock is provided with inter car couplers having crashworthiness feature
which reduces the severity of injury to the passengers in case of accidents.

 Gangways
Broad gangways are provided in between the cars to ensure free passenger movement
between cars in case of any emergency.

The salient features of the proposed Rolling Stock are detailed in Table 100.
Table 100: Salient features of Rolling Stock for MRT’s parameter details
S.No. Salient Features of Rolling Stock for MRT’s Parameter Details
1 Gauge (Nominal) Traction
1435mm
2 system
2.1 Voltage 25 KV AC
2.2 Method of current Overhead Current Collection System
3 collection
Train composition:
3.1 3 car trainset DMC+TC+DMC
6 car trainset DMC + TC + MC + MC + TC + DMC
4 Coach Body Stainless Steel
5 Coach Dimensions
5.1 Height 3.9 m
5.2 Width 2.9 m
5.3 Length over body (approx) 21.64 m
5.4 Locked down Panto height 4048 mm
5.5 (if applicable)
Floor height 1100mm
6 Designed - Passenger
6.1 Loadingof Propulsion
Design 8 Passenger/ m2
6.2 equipment
Design of Mechanical 10 Passenger/ m2
7 systems capacity- @ 6
Carrying
7.1 standees/sqm
Coach carrying capacity
DMC 247 (seating - 43 ; standing - 204)
TC 270 (seating - 50 ; standing - 220)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 270
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

S.No. Salient Features of Rolling Stock for MRT’s Parameter Details

MC 270 (seating - 50 ; standing - 220)
7.2 Train Carrying capacity
3 car train (with the future
764 (seating - 136 ; standing - 628)
consideration of adding
1574 (seating - 286 ; standing - 1288) : Train of 6 car (2-
Trailer car to make the rake
DMC, 2-TC, 2-MC)
of 6 car)
8 Weight (Tonnes)
8.1 Tare weight (maximum) in
tons
DMC 42
TC 40
MC 42
8.2 Passenger Weight in tons @ @ 0.065 T per passenger
6 standees/sqm
DMC 16.00
TC 17.55
MC 17.55
8.3 Gross weight in tons
DMC 51.43 (Normal), 58.05 (Crush)
TC 50.40 (Normal), 57.55 (Crush)
MC 52.4 (Normal), 59.55 (Crush)
9 Axle Load (Ton) 16
10 @ 6 persons
Maximum per Length
Train sqm of - 14.52
10.1 standee area
Approximate
3 car train set 65 m approx.
@ 8 persons per sqm of 15.64 (System should be designed for 16T axle load)
10.1 Maximum Design Speed 90 Kmph
standee area
10.2 Maximum Operating Speed 80 Kmph
12 Wheel Profile UIC 510-2
Noise Limits (ISO 3381 and
13
3095 - 2005)
13.1 Stationary (Elevated and at
13.1.1 grade)
Internal (cab and saloon) LpAFmax 65 dB(A)
13.1.2 External (at 7.5 mtr from LpAFmax 68 dB(A)
13.2 centre
Runningline
at of
80track)
kmph Based upon applicable standard.
13.2.1 (Elevated(cab
Internal andand
at grade)
saloon) LpAFmax 72 dB(A)
13.2.2 External (at 7.5 mtr from LpAFmax 85 dB(A)

13.3 centre line (Underground)

Stationary of track) Based upon applicable standard.
13.3.1 Internal (cab and saloon) LpAFmax 72 dB(A)
14 Traction Motors Ventilation 3 Phase Induction motor
15 Acceleration on level 1.0 m/sec2
16 tangent track on level
Deacceleration 1.1 m/sec2 (>1.3 m/sec2 during emergency brake)
17 tangent
Type track
of Bogie Fabricated
18 Secondary Suspension Air
19 springs
Brakes - An electro-pneumatic (EP) service friction brake- An
electric regenerative service brake-

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 271
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

S.No. Salient Features of Rolling Stock for MRT’s Parameter Details

-Provision of smooth and continuous blending of EP
and
Brakeregenerative braking-Unit
Electronic Control A fail safe, -pneumatic
(BECU) friction
Independent for
20 Coupler emergency
each bogie brake- A spring applied air-release parking
brake- The brake actuator shall operate a Wheel Disc
20.1 Driving cab end of DMC Automatic coupler with mechanical and & pneumatic
Brake-
20.2 Between cars of coupling but without
Semi-permanent Electrical coupling head
coupler
21 Same unit Door
Detrainment DMC Front end
Sliding (Electrically operated electronically controlled- 4
22 Type of Doors
doors per side per car)
23 Passenger Seats Stainless Steel
24 Cooling
24.1 Transformer Forced
24.2 CI & SIV Self/Forced
24.3 Traction Motor Self-ventilated
25 Control System Train based Monitor & Control System (TCMS/TIMS)
26 Traction Motors 3 phase VVVF controlled
27 Temperature Rise Limits
27.1 Traction Motor Temperature Index minus 70 deg C
27.2 CI & SIV 10 deg C temperature margin for Junction temperature
27.3 Transformer IEC specified limit minus 20 deg C
- Cooling, Heating & Humidifier (As required)
- Automatic controlling of interior temperature
28 HVAC throughout the passenger area at 25°C with
65% RH all the times under varying amblent conditions
29 PA/PIS including PSSS up to full load.
Required
30 (CCTV)
Passenger Surveillance Required
31 Battery Ni-Cd Maintenance free
32 Headlight type LED
33 Propulsion Equipment
Pantograph 2 No. on T car
VCB 2 No. on T car
Transformer 1 No. on T car
SIV 1 No. on T car
Battery and Charger 1 No. on T car
CI Car bases in each DMC & MC
Traction Motor Axle bases in each DMC & MC
34 Gradient (max) 4%

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 272
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

12. POWER SUPPLY AND TRACTION

12.1 Selection of traction system
For Traction System, it is standard practice in India to follow and to adopt 25 KV single phase
AC Traction. In addition it has the following merits:

 Lower initial cost;

 Lower operating and maintenance cost as in case of 25 KV ac traction the
regeneration is up-to 30% and the line losses are around 0.5% in comparison to
D.C. losses up-to 6 – 7%;
 A.C. system poses lesser Fire hazards as current levels are much lower than DC
system.
 No Stray current problems and hence the corrosion is controlled.

As this is an extension of existing line (Line 1 of Phase 1), system with existing design or
compatibility shall be used.

12.2 Total Projected Power Demand

Electricity is obtained from the utility supply systems, at transmission or sub transmission
voltage level, through traction feeding substation. This electricity is required for operation of
Metro system for running of trains, station services (e.g. lighting, lifts, escalators, signalling &
telecom, firefighting etc.) workshops, depots & other maintenance infrastructure within
premises of the metro system.

The power requirements of a metro system are determined by peak-hour demands of power
for traction and auxiliary applications. Broad estimation of auxiliary and traction power
demand is made based on the following requirements:

 Specific energy consumption of rolling stock – 70 KWhr/1000 GTKM;

 Regeneration by rolling stock – 30%;
 Elevated station load – For Year 2023, 2033, 2043 and 2053 – 300 kW load is
considered
 Underground station load – initially Year 2023 and 2033 - 2000 kW, which will
increase to 2500 kW in the year 2043 and 2053;
 Depot auxiliary load - initially Year 2023 and 2033 - 2000 KW, which will increase
to 2500 KW in the year 2043 and 2053.

Keeping in view the train operation plan, the demand of auxiliary and traction power
requirements projected for the years 2023, 2033, 2043 and 2053 are summarized in the
following table.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 273
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 101: Power Demand (MVA) for PCMC-Nigdi extension

Year
Corridor
2023 2033 2043 2053
Extension Corridor- 1
Traction 0.7 MVA 0.9 MVA 1.0 MVA 1.1 MVA
PCMC-NIGDI
Route Length – 4.413
km,
Auxiliary 1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA
Number of Stations –
3 (Elevated – 3)
Total 1.8 MVA 2.0 MVA 2.1 MVA 2.2 MVA

Detailed calculations of power demand estimation for PCMC – NIGDI is as below:

Table 102: Deatiled Power Estimation for PCMC-Nigdi extension
POWER REQUIREMENTS - For year 2023, 2033, 2043 and 2053 for PCMC to Nigdi
A. Traction Power
Requirements Year 2023 Year 2033 Year 2043 Year 2053
(DMC-TC- (DMC-TC-
(DMC-TC- (DMC-TC-
No of Cars 3 3 3 MC-TC- 3 MC-TC-
DMC) DMC)
MC-DMC) MC-DMC)
Tare weight of train 124 T 124 T 124 T 124 T
Passenger weight 50 T 50 T 50 T 50 T
Total Train weight 174 T 174 T 174 T 174 T
Section length 4.413 KM 4.413 KM 4.413 KM 4.413 KM
Average Speed 33.00 KM/H 33.00 KM/H 33.00 KM/H 33.00 KM/H
Headway 7.5 min 5.71667 min 5 min 4.8 min
KWhr/1000 KWhr/1000 KWhr/1000 KWhr/1000
Specific Energy Consumption 70 70 70 70
GTKM GTKM GTKM GTKM
No. of Trains/hr 16 Nos. 21 Nos. 24 Nos. 25 Nos.
Peak traction power
0.9 MW 1.2 MW 1.3 MW 1.4 MW
requirement
Less Regeneration @ 30% 0.3 MW 0.3 MW 0.4 MW 0.4 MW
Depot Power Requirement 0.0 MW 0.0 MW 0.0 MW 0.0 MW
Net Traction Power
0.6 MW 0.8 MW 0.9 MW 1.0 MW
Requirement
Total Traction Power
Requirement (MVA) assuming
0.7 MVA 0.9 MVA 1.0 MVA 1.1 MVA
5% energy losses and .95 pf
for traction loads.
Yearly Traction Energy
Consumption with 18hrs a day, Million Million Million Million
4.0 5.3 6.1 6.3
365 days working and 30% units units units units
regen
B. Station Aux. Power
Requirement
Elevated Station 0.30 MW 0.30 MW 0.30 MW 0.30 MW
Station at underground 2.00 MW 2.00 MW 2.50 MW 2.50 MW

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 274
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

No. of Elevated Stations 3 3 3 3

No. of Station at underground 0 0 0 0
Total Station Aux Power
0.9 MW 0.9 MW 0.9 MW 0.9 MW
requirement
Depot Aux. power requirement 0.0 MW 0.0 MW 0.0 MW 0.0 MW
Total Aux. Power requirement 0.9 MW 0.9 MW 0.9 MW 0.9 MW
Total auxiliary power
requirement (MVA) assuming
1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA
5% energy losses and .85 pf
for auxiliary loads.
Total traction & aux power
1.52 MW 1.71 MW 1.82 MW 1.86 MW
requirement (MW)
Diversity Factor 0.50 0.50 0.60 0.60
Yearly Auxiliary Power
Million Million Million Million
Consumption with 20hrs a day, 3.3 3.3 3.9 3.9
units units units units
365 days working
C. Total Power Requirement
Total power requirement (MVA)
assuming 5% energy losses
1.8 MVA 2.0 MVA 2.1 MVA 2.2 MVA
and .95 & .85 pf for traction &
aux loads respectively

Note: The requirement of Property development is not considered in estimation of power

calculation.

Diversity factor is considered 0.50 in 2023 & 2033 and 0.60 in 2043 and 2053 for auxiliary
power requirements.

Also the power demand calculation for the Existing corridor (PCMC to Swargate) of auxiliary
and traction power requirements projected for the years 2023, 2033, 2043 and 2053 are
summarized in table below due to increased headway.
Table 103 : Auxillary and Traction Power spply requirements till year 2053
Year
Corridor
2023 2033 2043 2053
Existing Corridor- 1
Traction 6.5 MVA 8 MVA 9.2 MVA 9.5 MVA
PCMC-Swargate
Route Length – 17.8
km,
Number of Stations – Auxiliary 18.2 MVA 18.8 MVA 21.9 MVA 21.9 MVA
14 (Elevated – 9,
Underground - 5)
Total 24.7 MVA 26.8 MVA 31.1 MVA 31.4 MVA

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 275
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Detailed calculations of power demand estimation for PCMC – SWARGATE is as below:

POWER REQUIREMENTS - For year 2023, 2033, 2043 and 2053 for Swargate to PCMC
A. Traction Power Requirements Year 2023 Year 2033 Year 2043 Year 2053
(DMC-TC- (DMC-TC- (DMC-TC- (DMC-TC-
No of Cars 3 3 3 3
DMC) DMC) DMC) DMC)
Tare weight of train 124 T 124 T 124 T 124 T
Passenger weight 50 T 50 T 50 T 50 T
Total Train weight 174 T 174 T 174 T 174 T
Section length 17.80 KM 17.80 KM 17.80 KM 17.80 KM
Average Speed 33.00 KM/H 33.00 KM/H 33.00 KM/H 33.00 KM/H
Headway 3.7 min 2.9 min 2.5 min 2.4* min
KWhr/1000 KWhr/1000 KWhr/1000 KWhr/1000
Specific Energy Consumption 70 70 70 70
GTKM GTKM GTKM GTKM
No. of Trains/hr 32 Nos. 41 Nos. 48 Nos. 50 Nos.
Peak traction power requirement 7.0 MW 9.0 MW 10.4 MW 10.8 MW
Less Regeneration @ 30% 2.1 MW 2.7 MW 3.1 MW 3.3 MW
Depot Power Requirement 1.0 MW 1.0 MW 1.0 MW 1.0 MW
Net Traction Power Requirement 5.9 MW 7.3 MW 8.3 MW 8.6 MW
Total Traction Power Requirement
(MVA) assuming 5% energy
6.5 MVA 8.0 MVA 9.2 MVA 9.5 MVA
losses and .95 pf for traction
loads.
Yearly Traction Energy
Million Million Million Million
Consumption with 18hrs a day, 38.8 47.8 54.4 56.4
units units units units
365 days working and 30% regen
B. Station Aux. Power
Requirement
Elevated Station 0.30 MW 0.30 MW 0.30 MW 0.30 MW
Station at underground 2.00 MW 2.00 MW 2.50 MW 2.50 MW
No. of Elevated Stations 9 9 9 9
No. of Station at underground 5 5 5 5
Total Station Aux Power
12.7 MW 12.7 MW 15.2 MW 15.2 MW
requirement
Depot Aux. power requirement 2.0 MW 2.5 MW 2.5 MW 2.5 MW
Total Aux. Power requirement 14.7 MW 15.2 MW 17.7 MW 17.7 MW
Total auxiliary power requirement
(MVA) assuming 5% energy
18.2 MVA 18.8 MVA 21.9 MVA 21.9 MVA
losses and .85 pf for auxiliary
loads.
Total traction & aux power
20.61 MW 22.48 MW 25.98 MW 26.29 MW
requirement (MW)
Diversity Factor 0.50 0.50 0.60 0.60
Yearly Auxiliary Power
Million Million Million Million
Consumption with 20hrs a day, 53.7 55.5 77.5 77.5
units units units units
365 days working
C. Total Power Requirement
Total power requirement (MVA)
assuming 5% energy losses and
24.7 MVA 26.8 MVA 31.1 MVA 31.4 MVA
.95 & .85 pf for traction & aux
loads respectively

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 276
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

*Note:Average headway is considered for 3 car trains assuming 2 trains (6 car) as 4 trains (3
car) for simplifying the calculation.

The total power Requirement for the complete corridor (NIGDI - SWARGATE) is as below:
Table 104 : Total power requirement for complete corridor – Nigdi-Swargate
Year
Corridor
2023 2033 2043 2053
PCMC-NIGDI
Traction 0.7 MVA 0.9 MVA 1.0 MVA 1.1 MVA
Route Length – 4.413 km,
Number of Stations – 3
Auxiliary 1.1 MVA 1.1 MVA 1.1 MVA 1.1 MVA
(Elevated – 3)
PCMC-SWARGATE
Traction 6.5 MVA 8 MVA 9.2 MVA 9.5 MVA
Route Length – 17.8 km,
Number of Stations – 14
(Elevated – 9, Auxiliary 18.2 MVA 18.8 MVA 21.9 MVA 21.9 MVA

Underground - 5)
Total Power Demand Traction 7.2 MVA 8.9 MVA 10.2 MVA 10.6 MVA
(NIGDI-SWARGATE) Auxiliary 19.3 MVA 19.9 MVA 23 MVA 23 MVA

12.3 Need for high reliability of power supply

The Pune metro system is being designed to cater to crush load about 176.66 ton and 25600
passengers per direction during peak hours when trains are expected to run at 7.5 minutes
intervals in 2023, 5.7 minutes interval in 2033, 5 minutes interval in 2043 and 4.8 minutes
interval in 2053 respectively in the corridor 1A(PCMC – Nigdi) and also for the existing corridor
(PCMC-Swargate) with decresed headway trains are expected to run at 3.6 minutes interval in
2023, 2.8 minutes interval in 2033, 2.5 minutes interval in 2043, 2.4 minutes interval in 2053.

Incidences of any power interruption, apart from affecting train running, will cause congestion
at stations. Interruption of power at night during train operation hours is likely to cause alarm
and increased risk to travelling public. Lack of sufficient illumination at stations, non-visibility
of appropriate signage, 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.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 277
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Effect on signal and communication may affect train operation and passenger safety as well.
Therefore, reliable and continuous power supply is mandatory for efficient metro operations.

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

12.4 Sources of power supply

The high voltage power supply network of Pune City has only 220kV and 132kV network on
the periphery of the city to cater to various types of power supply demand in vicinity of the
proposed corridor. 220/132 kV substations are far away from the alignment and therefore, it
involves substantial cable and it’s laying cost.

12.4.1 For extension of line 1 (PCMC to Swargate)

Keeping in view the reliability requirements, two input sources of 220 kV or 132KV Voltage
level are normally considered for each corridor. Therefore, to achieve the desired reliability,
two existing receiving substations (132/33/25 kV) are there to feed extension corridors i.e.
PCMC to Nigdi . The intersection of the extension corridors will be at PCMC for extension of
PCMC to Nigdi.
Table 105: Sources of Power Supply
Grid sub-station Location of RSS of Approx. length of
Corridor
(with Input voltage) Metro Authority cables
4.5 km approx. from
132 kV Chinchwad SS Near PCMC
chinchwad to PCMC
PCMC-Nigdi
3 km approx. from
132 kV Ganeshkhind SS Near Agri. College
Ganeshkhind to Range hill

*the exact length of cables from GSS to RSS will be provided after the cable route survey, if
required

The above sub-stations are being considered as a conventional sub-stations. In case a 132 kV
GIS to be provided, there will be an additional cost of Rs. 20 Crores or 15 Crores per sub-station
respectively.

Summary of expected power demand at various sources is given in Table 106.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 278
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 106: Power demand projection for various sources

Peak Demand -
Input Source / Peak Demand -
Extension Corridor and Emergency
Receiving Sub Normal* (MVA)
New Corridor (MVA)
Station (RSS)
2023 2053 2023 2053
RSS near PCMC
Traction 7.2 10.6 7.2 10.6
Auxiliary 19.3 23 19.3 23
Sub – Total (A) 26.5 33.6 26.5 33.6
PCMC- Nigdi
Range hill depot RSS
Traction 7.2 10.6 7.2 10.6
Auxiliary 19.3 23 19.3 23
Sub – Total (B) 26.5 33.6 26.5 33.6

* It is assumed that in normal operation the complete load shall be fed by only one RSS at a
time.

This power demand calculation represent the peak demand of load (MVA) to PCMC RSS in
normal mode while in emergency scenario when PCMC RSS fails, the Rangehill RSS shall cater
the entire load of line in emergency situations.

However, for the traction power requirement as the peak traction power requirement is 10.3
MVA in year 2053 which shall be taken care by any of the traction transformer of 21.6 MVA
capacity in each RSS while for the auxiliary power requirement is 26 MVA in year 2053 which
shall be taken care by the 2 auxiliary transformer of 20 MVA rating in each RSS. So the existing
RSSs is enough to support power supply requirement of the proposed extension from PCMC
to Nigdi, additional cost for RSS may not be incurred.

The 132 KV power supply will be stepped down to 25kV single phase for traction purpose at
the RSS of Pune Metro and the 25kV traction supply will be fed to the OHE at viaduct through
cable feeders.

For feeding the auxiliary loads, the 132/33 kV or 132/33 KV power supply received will be
stepped down to 33 kV and will be distributed along the alignment through 33kV Ring main
cable network. These cables will be laid along the viaduct. If one RSS trips on fault or input
supply failure, train services can be maintained from the other RSS

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.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 279
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 107 : Typical high voltage receiving sub-station

The 132 KV cables will be laid through public pathways of Maharashtra Grid Sub-stations to
RSS of Metro Authority.

For corridor – 1A extension PCMC- NIGDI, both existing substations viz PCMC RSS and Depot
RSS shall be provided with 2nos. (one as standby) 220/132/25 kV, 21.6 MVA single-phase
traction transformers for feeding traction and 2nos. (one as standby) 220/132/33 KV, 20 MVA
three phase transformers for feeding auxiliary loads.

12.5 Auxiliary supply arrangements for stations and depot

Existing power supply arrangement at depot shall be considered for the extension line also, as
in the existing line, the Auxiliary sub-stations (ASS) are envisaged to be provided at each
station (1 ASS for elevated station) for stepping down 33 kV supply to 415 V for auxiliary
applications. No extra ASS is required in depot for the extension line as the existing depot ASS
can cater the 2.5 MW load in year 2053. The station ASS’s will be located at mezzanine or
platform level inside a room. The auxiliary load requirements have been assessed at 200kW
for elevated / at-grade stations which is likely to increase up to 500 kW in the year 2053. In
order to meet the requirement of auxiliary power, two dry type cast resin transformers
(33/0.415kV) of 500 kVA capacity are proposed to be installed at the elevated stations (one
transformer as standby) and two transformer of 2.5 MVA at Depot ASS. For Property
Development within the footprints of the station, a provision to add third transformer at a
later date may be kept at elevated station.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 280
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 108 : Typical Indoor Auxiliary Sub-station

12.6 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 EN50122-1, 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 viaduct and all the metallic structures, structural
reinforcement, running rails etc. will be connected to these conductors to form an equi-
potential surface & 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.

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, signalling & telecom, 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.

12.1 25KV flexible overhead equipment (OHE) system

25kV ac flexible OHE system shall comprise 150 sq.mm Hard drawn copper contact wire and
65 sq.mm Cd-copper catenary wire. Return conductor (RC) shall be All Aluminum Conductor
(AAC) of 233 sq.mm 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. Proven catenary fittings are proposed similar to existing
corridor under construction.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 281
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

12.2 Rating of major equipment

25kV ac Overhead Equipment (OHE) shall comprise 107mm2 HD-copper contact wire and 65
mm2 Cd-copper catenary wire. Return conductor (RC) shall be all of OHE conductors.

Based on emergency demand expected at each RSS as shown in Table 106, two nos. 220 or
132/25kV traction transformers of 21.6 MVA capacity and 2 nos. 132/33 KV, 20MVA capacity
Auxiliary transformers shall be provided at each RSS in Corridor –I for PCMC- NIGDI . The 132kV
incoming cable 3-phase single core XLPE insulated with 630 mm2 Aluminum conductor and
220kV, 3-phase single core XLPE insulated with 800 mm2 Aluminum conductor for corridor-1
shall be used to meet the normal & emergency loading requirements and fault level of the 132
kV and 220 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 number of Single core 300 mm2 FRLS Aluminum
conductor cable XLPE insulated 33kV cable is proposed for ring main network.

Adequate number of cables are required for transfer of traction power from Metro’s RSS to
25kV OHE. Single-phase XLPE insulated cables with 240 mm2 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.

12.3 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 500 KVA capacity at the elevated stations to cater to the following
essential services:

(i) Essential lighting

(ii) Signalling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system
(vi) Tunnel Ventilation (for Underground Stations)

Silent type DG sets with low noise levels are proposed, which do not require a separate room
for installation.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 282
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

12.4 Supervisory Control and Data Acquisition (SCADA) system

For the smooth functioning, high reliability and safety of the transit system, the SCADA system
plays a vital role in supervision, control and acquisition of various specified data from the
‘controlled station’ along the line such as receiving substation(RSS), auxiliary substation(ASS),
traction substation (TSS), metro stations, OHE system switching stations along the line, depot
etc. Modern SCADA system with intelligent remote terminal units (RTUs) shall be provided for
control and monitoring of the whole power supply system from a centralized Operation
Control Centre (OCC). Existing OCC & BOCC shall be updated based on the extension line
corridor 1A (PCMC-NIGDI).

Redundant Fiber optics transmission system is provided by telecommunications and shall be

used as communication backbone carrier for SCADA system from field side to the central
control center. In addition, the system shall be fully integrated with the SCADA system
implemented for Phase I.

The Digital Protection Control System (DPCS) is 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 interface with SCADA system.

SCADA system allows the Power Operator to control and monitor the HV (High Voltage), MV
(Medium Voltage) and LV (Low Voltage) equipment. The purpose of this system is to manage:
the incoming lines to provide reliable electrical supply to all the equipment, the Auxiliary
power supply sub-stations: transformers from high voltage to medium and low voltage. The
traction power supply sub-stations: transformers from high voltage to 25 kV traction power.
The control of the Traction Power shall be done through the Traction Power Supply function.
The Power as a whole is managed from the Energy Control Centre ECC, from where centralized
Operation of the line is carried out.

12.5 Solar Energy Harnessing System

The solar mission, which is part of the National Action Plan on Climate Change has been set up
by Govt. of India to promote the development and use of solar energy for power generation
and other uses with the ultimate objective of making solar energy competitive with fossil-
based energy options. Considering the futuristic technology and potential for solar power
generation, Delhi Metro has recently implemented roof top grid connected solar power
systems at selected locations of elevated stations and maintenance depot. Metro Railways
under implementation in different cities of the country viz. Jaipur, Lucknow, Nagpur etc are
also exploring the possibilities of harnessing solar photovoltaic energy. With the downward
trend in the cost of harnessing solar energy and appreciation for the need for development of

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 283
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

solar power, provision of a grid connected solar photovoltaic power plant utilizing all possible
areas viz. roof top of stations/sheds and buildings is proposed for Pune Metro Extension.

12.5.1 Solar PV Power Generation Potential

The roof top on the elevated stations of Pune metro corridors and the different sheds and
buildings of the depot viz. Stabling, Inspection and Heavy Repair Shed, Administrative Building,
DCC/OCC Building etc is proposed to be used for SPV installation at suitable orientation and
inclination to optimize the solar energy potential. The roof of the sheds should be south facing
to maximize the Solar power generation in depot. The solar power would be used locally to
the extent of load in the building and the generation over and above the requirement of the
building would be fed into the grid.
The average raw sunshine available which can be harnessed for the power generation depends
on the geometrical coordinates of the place. The intensity of solar radiation varies with time
of the day. The combined effect of these factors and the additional complication of the wobble
of the seasons is that the average raw power of sunshine per square meter of south-facing
roof in India is roughly 100 to 120W/m2 . Based on the solar radiation intensity in the city of
Pune, the peak solar power generation of Pune Metro corridor is expected to be about 200
kWp for the elevated stations and about 2000kWp for maintenance depot.
The power generation depends upon various factors such as the intensity of the solar
radiation, the net usable area available on the roof top, the obstructions due to shadow or the
shading factor, the orientation of the solar panels, efficiency of the solar cells etc. The solar
power generation potential in Pune metro corridors is required to be reviewed and finalized
during detail design stage.
It is proposed that the solar PV installation for Pune metro shall be done on the basis of RESCO
model which is also being followed by other metros in India. In the RESCO model, the MAHA
Metro shall sublet the rooftop to the project developer who will be responsible for the solar
PV installation. The power shall be purchased by MAHA metro on the basis of the unit rate
specified by Power Purchase Agreement (PPA).

12.6 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 Pune Metro
includes the following energy saving features:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 284
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

(i) 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.
(ii) 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.
(iii) Effective utilization of natural light is proposed. In addition, the lighting system of the
stations will be provided with different circuits (33%, 66% & 100%) and the relevant
circuits can be switched on based on the requirements (day or night, operation or
maintenance hours etc.).
(iv) Machine-room less type lifts with gearless drive have been proposed with 3-phase VVVF
drive. These lifts are highly energy efficient.
(v) The proposed heavy-duty public services escalators will be provided with 3-phase VVVF
drive, which is energy efficient & improves the power factor. Further, the escalators will
be provided with infrared sensors to automatically reduce the speed (to idling speed)
when not being used by passengers.
(vi) The latest state of art and energy efficient electrical equipment (e.g. transformers,
motors, light fittings etc.) has been incorporated in the system design.
(vii) Efficient energy management is possible with proposed modern SCADA system by way
of maximum demand (MD) and power factor control.
(viii) LED lighting is proposed in certain areas.

12.7 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. For Extension corridor-1A, the annual
energy consumption is assessed to be about 7.3 million units in initial years (2023), which will
increase to about 10.2 Million Units by year 2053. For existing Corridor of line the annual
energy consumption is assessed to be about 92.5 million units in initial years (2023), which will
increase to about 133.9 Million Units by year 2053. The total annual energy consumption for
line 1, Phase 1 with extension is assessed to be about 99.8 Million Units by year 2023 which
will increase upto 144.1 Million units by year 2053. 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 132/220 kV voltage level) plus nominal administrative charges i.e.
on a no profit no loss basis. This is expected to be in the range of Rs. 5.6 per unit (Grid supply
charges = Rs. 6 per unit and 20% of supplies from solar (@ Rs 4 per unit) as per RESCO model)
with Rs. 250/KVA/month fixed charges. It is proposed that Government of Maharashtra will
take necessary steps to fix power tariff for Pune Metro at “No Profit No Loss” basis.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 285
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

13. MAINTENANCE DEPOT

13.1 Depot Location and Number
Maintenance facilities for PCMC-Nigdi extension can be accommodated in already planned
depot near Range Hill station for Phase-1, therefore, another new depot is not required.
Stabling capacity for 25 number of 3-car trains is already provisioned in phase-1 of existing
Range Hill Depot with suitable augmentation.

The depot planning is based on following assumptions:

 Enough space should be available for establishment of a depot- cum- workshop;

 All inspection, workshop lines, test track and stabling lines are designed to
accommodate at least two trainsets of 3 car each;
 All stabling lines are planned in the proposed depot-cum-workshop assuming
adequate space availability. In case of space constraints, if any, stabling facilities
may need to be created at terminal stations or elsewhere to cater to the required
stability facilities;

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

 Layout of stabling-shed, inspection-shed, minor repairs and heavy repair

overhauling workshop and cleaning of Rolling Stock;
 Operational and functional safety requirements;
 Ancillary buildings for other maintenance facilities;
 Electrical & mechanical services, power supply and distribution system;
 Water supplies, drainage & sewerage.

13.2 Approach to Maintenance

 Monitoring of the performance of equipment by condition monitoring of key
parameters. The concept is to evolve the need-based maintenance regime, which
can be suitably configured in the form of schedules like daily check, "A" checks,
"B" and “C” type checks, “IOH – Intermediate Overhaul” and “POH - Periodic
Overhaul”.
 Labour intensive procedures are kept to the minimum. Automation with state of
the art machinery to ensure quality with reliability;
 Multi skilling of the maintenance staff to ensure quality and productivity in their
performance;
 Energy conservation is given due attention.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 286
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

13.3 Rolling stock maintenance needs

13.3.1 Maintenance schedule

The following maintenance schedule has been envisaged for conceptual design of depots:
Table 107: Maintenance schedule

Type of Interval Work Content Location

Schedule
Daily Daily Check on the train condition and function at s
Stabling
every daily service completion. Interval Lines
cleaning/mopping of floor and walls with
vacuum cleaner.
‘A’ service check 5,000 Km Detailed inspection and testing of sub- Inspection
(approx. 15 systems, under frame, replacement / bays
days) topping up of oils & lubricants.

‘B’ service check 15,000 Km Detailed inspection of 'A' type tasks plus Inspection
(approx. 45 items at multiples of 15,000 Km ('B' type bays
days) tasks)
Intermediate 420,000Km, (3 Check and testing of all sub-assemblies Workshop
Overhaul (IOH) and half years (Electrical + Mechanical). Overhaul of
approx.) pneumatic valves, compressor.
Condition based maintenance of sub-
systems to bring them to original condition.
Replacement of parts and rectification, trial
run.
Periodical 840,000 Dismantling of all sub-assemblies, bogies Workshop
Overhaul (POH) Km,(7 Years suspension system, traction motor, gear,
approx.) control equipment, air- conditioning units
etc. Overhauling to bring them to original
condition.
Checking repair and replacement as
necessary. Inspection and trial.
Heavy Repairs - Changing of heavy item such as bogies, Workshop
traction motor, axles, gear cases & axle
boxes etc.

The above schedule may need slight revision based on the actual earned KM per train and the
specific maintenance requirements of Rolling Stock finally procured.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 287
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

13.3.2 Washing needs

Cleanliness of the trains is essential. Following schedules are recommended for Indian
environment:
Table 108: Train cleaning schedule

S.No. Kind Inspection Maint. Cycle Time Maintenance Place

Outside cleaning (wet Single pass through

1 washing on automatic 3 Days 10 mins Automatic washing
washing plant) plant of Depot

Outside heavy
cleaning (wet washing
on automatic washing
Automatic washing
plant and front face,
2 30 days 2 - 3 hrs plant & cleaning &
vestibule/buffer area.
washing shed
Floor, walls
inside/outside of cars
and roof. Manually)

13.4 Inspection requirements at depot

13.4.1 Facilities for inspection activities

Facilities for carrying out inspection activities shall be provided in the inspection bay for the
following systems / equipment of a train:

 Electronics ; PA/PIS;
 Mechanical components, couplers etc;
 Batteries;
 Air conditioner;
 Brake modules;
 Doors;
 Bogie;
 Traction Motors, Transformer, VCB;
 Vehicle doors, windows and internal fittings;
 Power system including converter, circuit breaker etc.

13.4.2 Inspection activities categorization

These activities shall be grouped into "A" checks and "B" checks:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 288
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 The minor scheduled inspections ("A" checks) shall be carried out during the day
off-peak and at night;
 Since "B" checks take longer time, these cannot be completed in the off-peak
times.

Certain inspection lines will be nominated for "A" checks. For "B" checks, separate line will be
nominated where the rakes may be kept for long time.

One dedicated line in the shed will be used for minor repairs and for adjustment and testing
after the I0H and POH. There shall be a spare line in inspection bay for this purpose.

13.5 Design of Depot-Cum-Workshop

The design of Workshop shall include following key features:
 The unscheduled lifting and heavy repair line shall be fitted with jack system
capable to lift the 3-Car unit simultaneously for quick change of bogie, thereby
saving down time of Rolling Stock.
 The arrangement of jack system shall be such that lifting of any coach in train
formation for replacement of bogie/equipment is also individually possible.
 One line shall be available for stocking of bogies and wheels.
 These lines are to be provided with pits at regular intervals for inspection of
undercarriage with turn tables.
 Each workshop bay shall be equipped with two trains 15T and 3T overhead
cranes, each spanning the entire length of the workshop bay.
 There shall be provided space for repairs of HVAC, door, and traction motor etc.
repairs. Distinct spaces shall be earmarked for dismantling, repairs, assembling
and testing of each of these equipments. Related machinery for Overhauling /
Repairs & testing activities of every equipment are also to be housed in the space
earmarked.
 There shall be washing and cleaning equipment on the workshop floor.
 Bogie test stand shall be provided in the workshop.
 Other heavy machinery shall also be suitably installed on the workshop floor.
 Air-circulators, lights, powers supply points and compressed air supply line shall
be provided on each workshop column.
 Workshop lines shall be inter-linked through turn tables, each suitable for
movement of a train in unloaded condition and shall also be capable to rotate
with a fully loaded bogie on it.
 Repair of heavy equipment such as air conditioners shall be so located so that it
does not affect the movement inside workshop.
 There shall be walkways on columns for roof inspections, along the workshop
lines. These walkways shall not infringe with cars being lifted/ lowered by means
of mobile jacks. Suitable space between the nearest exterior of a car and farthest

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 289
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

edge of the walkway has to be ensured to avoid conflict in lifting and lowering of
cars.
 The small component, bogie painting and battery maintenance cells shall be
located in the workshop with arrangement that fumes are extracted by suitable
exhaust systems
 Workshop will have service building with array of rooms along its length. Rooms
can be made by column and beam structure and architecture made of brick
works. These shall cater for overhauling sections, offices, costly store item, locker
rooms, toilets etc.
 Two trains opposite sides width wise shall be open to facilitate natural air
circulation and cross ventilation besides the egress & ingress for coaches.
 The sidewalls shall also have sufficient width of louvers for providing adequate
ventilation.
 There shall be space for bogie/ axle repair shop with necessary infrastructure for
disassembly, overhead, assembly and testing of mechanical components of
bogies/ axle.
 The repair shop shall be easily approachable from the workshop for
transportation of components.

Following equipment repair/overhaul facilities are planned in the workshop and wheel repairs
shop at the workshops depots:

 Bogie;
 Body furnishing
 Wheels;
 Traction Motors;
 Axle Box and Axle Bearing, Gearbox;
 Pantographs, PT, CT, VCB;
 Transformer, Converter/Inverter (CI), SIV (Auxiliary Converter/Inverter) ;
 Battery and Charger;
 Relay, MCB, Electronic sensor, switches and PCBs;
 Gangway and Coupler;
 Air compressor;
 Air-conditioner;
 Brake equipment;
 Door actuators;
 Control and measuring Equipment;
 Pneumatic Equipment;
 Dampers and Springs;
 Couplers/Gangways;
 Coach Painting (Applicable only for Aluminum coaches, if any).

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 290
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

13.6 List of plants & equipment at Depot-Cum-Workshop

Table 109: List of Plants & Equipments at Depot- Cum-Workshop
S.NO. Equipment
1. Under floor Pit wheel lathe, Chip crusher and conveyor for lathe on pit
Electric tractor for movement over under floor wheel lathe
2. Under floor lifting systems for 3-car unit for replacement of bogie
3. Mobile jacks 15T for lifting cars (set of 12 jacks)
4. Re-railing equipment consisting of rail cum road vehicle and associated jack
system etc.
5. Run through type Automatic Washing plant for Metro cars.
6. Rail fed Bogie wash plant
7. Bogie test stand
8. Work lift platform
9. Electric bogie tractor for pulling cars and bogies inside workshop
10. Chemical cleaning tanks, ultrasonic cleaning tanks, etc
11. Compressor for Inspection shed & shop air supply
12. Travelling 0/H crane Workshop 15T/3T
13. Mobile jib crane
1.5T Capacity (IBL)
14. Mobile lifting table
15. Carbody stands
16. Bogie turn tables
17. Underframe & Bogie blowing plant & small parts/equipment
18. AC filter cleaning machine
19. Portable cleaning plant for rolling stock
20. High-pressure washing pump for front and rear end cleaning of car
21. Industrial furniture (Work Test Benches)
22. Minor diagnostic equipment and collective tools
23. Induction heater
24. Oven for the motors
25. EMU battery charger
26. Welding equipment (Mobile welding, oxyacetylene, fixed arc welding)
27. Electric and pneumatic tools
28. Measuring and testing equipment
29. Tool Kits
30. Mobile safety steps
31. Fork lift tractor
32. Pallet trucks
33. RRV
34. Road vehicles (pickup van/ truck)
35. Miscellaneous office equipment
36. Vertical Boring Mainline for wheel discs

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 291
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

S.NO. Equipment
37. Press for removal and pressing of the wheel on axles
38. Axle journal turning and burnishing lathe
39. Special jigs and fixtures and test benches for Rolling Stock
40. Stackers (1T for DCOS)
41. Storage Racks (W/shop & DCOS stores)
42. Test benches
43. Auto panto strip thickness meter
44. Vehicle mounted crane
45. Impulse Tester for TMs
46. Bearing puller

13.7 Design of Depot Infrastructure facilities

The design of other infrastructure depot facilities are described in following section.

 Car Delivery Area

There shall be rail connectivity between the Depot-Cum-Workshop and mainline and all trains
due for scheduled/unscheduled works shall reach the depot-cum-workshop by rail.

However, in case of newly procured coaches, which are transported by road, these shall reach
the Depot-Cum-Workshop by the road on trailers. To unload the coaches and bring them to
the track, provision of space, along the side of shunting neck, has to be made for unloading of
cars and other heavy materials. This area shall have an insulated track embedded in the floor
facilitating the movement of road trawler, which brings in the cars. The length of the track
embedded area shall be about 100m long. There should be enough space available for
movement of heavy cranes for lifting of coaches. The unloading area should be easily
accessible for heavy duty hydraulic trailers.

 Automatic Coach Washing Plant (AWP)

Provision to be made for Rolling Stock exterior surfaces to be washed using a fully automated
Train Washing System, with a throughput capacity of approximately ten trains per hour. The
AWP shall be situated at such a convenient point on the incoming route so that incoming trains
can be washed before entry to the depot and undesirable movement/shunting over ingress
and egress routes within the depot is avoided. Additional space for plant room for AWP system
shall be earmarked alongside the washing apron.

 Train Operators Booking Office

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 292
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Suitable office facility adjacent to the stabling lines at each depot should be provided so that
train operators reporting 'On' duty or going 'Off' duty can obtain updates regarding 'Special
Notices', `Safety Circulars' and other technical updates/information in vogue. These offices
should have an attached a cycle/scooter/car stand facility for convenience of the train
operating staff.

 Test Track

A test track of about 800 mts. in length covered & fenced should be provided beside workshop
in the depot. It shall be equipped with signalling equipment (ATP/ATO). It shall be used for the
commissioning of the new trains, their trials and testing of the trains after the IOH and POH.
Entry into the test track shall be planned for a 3-car train. In compliance to safety norms, the
boundary of the track shall be completely fenced to prevent unauthorized trespassing across
or along the track.

 Heavy Cleaning Shed

Monthly heavy cleaning of interior walls, floors, seats, windows glasses etc, outside heavy
cleaning, Front/rear Face, Vestibule/ Buffer area, outside walls and roof shall be done
manually in the interior cleaning plant designed for cleaning of one at a time. A line adjacent
to inspection shed should be so provided that placement of rakes is possible from workshop
or inspection lines & vice — versa conveniently and with ease.

 Power Supply

Auxiliary substations are planned for catering to the power supply requirement of the whole
depot and workshop. Details of connected load feeder shall be worked out. Taking diversity
factor of 0.5 the maximum demands shall be computed. One trains Auxiliary substations are
proposed, as the demand by machines in Workshop area would be very large. The standby
power supply is proposed through DG set with AMF panel. The capacity of DG set will be
adequate to supply all essential loads without over loading.

 Compressed Air Supply

Silent type compressor units shall be suitably installed inside the depots at convenient location
for the supply of compressed air to workshop and Inspection sheds. Thus, the pneumatic
pipeline shall run within the workshop and inspection bays as to have compressed air supply
line at all convenient points.

 Water Supply, Sewerage and Drainage Works

In house facilities shall be developed for the water supply of each depot. Sewerage, storm
water drainage shall be given due care while designing the depots for efficient system
functioning. Past records of Municipal Corporation shall be used to design the drainage

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 293
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

system. Rainwater harvesting would be given due emphasis to charge the underground
reserves.

 Ancillary Workshop

This workshop will have a line at floor level with provision of pits. Arrangement for repairs of
shunters, Rail Road Vehicles and other ancillary vehicles will be provided. These vehicles will
also be housed here itself. Heavy lifting works can be carried out in main workshop.

Ancillary workshop will be used for storing OHE / rigid OHE parts and their maintenance /
repair for restoration of 25 kV feed system.

 Watch Towers

There shall be provision of adequate number of watchtowers for the vigilance of depot
boundary.

 Administrative Building

An administrative building close to the main entrance is planned. It can be suitably sized and
architecturally designed at the detailed design stage. A time and security office is also provided
close to main entrance. It shall be equipped with suitable access control system for all the staff
working in the complex:

 Ample parking space shall be provided for the two wheelers and four wheelers
at the following points.

 Close to the depot entry;

 Close to the stabling lines;
 Close to the Workshop/IBL.

 Space for parking of road and re-railing equipment. Enough space for parking of
road vehicle / trailers / trucks etc. Enough space will also have to be earmarked
adjacent to workshops. Similarly, provision of space for parking of re-railing
equipment will have to be made close to the main exit gate of the Depot.

 Shed and Buildings

At the detailed design stage depending upon the land availability, the decision to locate these
buildings can be taken. These can then be architecturally and functionally grouped.

 Plant and Machinery

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 294
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

A separate building is planned for housing pit wheel lathe (PWL), approachable from
workshop, inspection bay and stabling lines through rail and road for placement of cars for re-
profiling of wheels within the depot along with space for depot of scrap.

The following safety features should be incorporated in the design of the Maintenance Depot-
Cum-Workshop:

 1.5 EOT cranes in the inspection bay should be interlocked with 25 kV ac OHE in
such a way that the cranes become operational only when the OHE is isolated
and grounded;
 Red flasher lights should be installed along the inspection lines at conspicuous
location to indicate the OHE is 'Live';
 Multi-level wheel and TM stacking arrangement should be an inbuilt feature at
the end of workshop Lines;
 Pillars in the inspection bay & workshop should have provision for power sockets;
 Placement of rakes from inspection/workshop lines on to washing lines for
interior cleaning on their own power should be possible. Linking of OHE and its
isolation at the cleaning area should be provided. Necessary requirements of
safety should be kept in view;
 The roof inspection platform should have open-able doors to facilitate staff to go
up the roof for cleaning of roof. Suitable safety interlock should be provided to
ensure maintenance staff are enabled to climb on the roof inspection platform
only after the OHE is isolated.
 Control Centre, PPIO & store depot must be close to workshop;
 Width of the doors of the sections wherein repairs of equipment are done should
be at least 2 meters wide to allow free passage of equipment through them;
 Provision of water hydrants should be done in workshops & stabling yards also;
 Compressed air points along with water taps should be available in interior of
buildings for cleaning.
 Ventilation arrangement inside the inspection shed and workshop should be
ensured. Arrangement for natural cross ventilation from one side to another of
inspection & workshop bays to be incorporated along with optimum availability
of natural light at floor level.

13.8 Operational features

The rake induction and withdrawal to main line will be primarily from the stabling shed.
Further, provisions are there for direct rake induction and withdrawal to main line from
Inspection Shed/workshop area.

Movement from depot to the main line is so planned that the headway of main line is not
affected. Simultaneous receipt and dispatch of trains from depot to main line is feasible in the

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 295
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

present site scenario. Both activities will be done effectively without affecting the train
operation on the main line.

The stabling lines would be interlocked with the main line thereby induction of train from the
stabling would be safe and without loss of time. The proposition for a transfer track on the
incoming line as well as on the outgoing line to facilitate the movement of rake in the depot
by Operation Control Centre (OCC) even though the further path inside the depot is not clear
shall be explored in the detailed design stage depending on the actual availability of land.

An emergency line is also provided from which an emergency rescue vehicle may be
dispatched to main line in the event of emergency if necessary.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 296
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 109 : Depot Layout

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 297
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

14.1 Preamble
Large-scale urbanization in IT/ITES and industrialization with rapid growth of vehicular
population has laid severe stress on urban transport system in Pune City over the years. As per
Census 2011, the population of PCMC area is 17.27 Lakh For the last two decades, the decadal
growth rate of population has been in the range of 100% while the previous two decades
witnessed population growth in the range of 150%. Source: City Development Plan, PCMC. The
City has a total of about 15.68 lakhs vehicles as per Maharashtra government vehicle statistics.
The usage of private modes is increasing unabated mainly due to inadequate public transport
facilities.

With a view of developing effective and efficient mass transit system towards improving the
share of public transport trips, the Government of Maharashtra conceived and implemented
Metro rail system covering 17.8 km (Phase 1, NS Corridor) with an extension of further 4.413
km as part of Phase-IA. There is a need for extension of Phase 1 in order to meet the future
traffic demand. Nationally and globally it is seen that the metro network expands progressively
to serve entire City. Hence, it is essential that in Pune also, such expansion of Metrorail
network is taken up.

The present chapter is dedicated to Environmental Impact Assessment of corridor 1-A PCMC to
Nigdi and the total length of this corridor is 4.413 km along the old Mumbai Pune Highway.
Corridor – 1A: PCMC to Nigdi

 Proposed alignment of corridor-1A starts from PCMC and goes up to Nigdi station
near Bhakti shakti Udyan. Total length of the corridor is 4.413 km which is
completely elevated.
 This corridor is an extension of existing corridor 1 under Phase 1 i.e. PCMC to
Swargate.
 3 Stations have been proposed in Phase 1 A, all of which are elevated stations.
Summary of the section is given below:
Table 110 : List of stations in Phase 1A
PCMC-Nigdi Right option
Station Chainage Type
Chinchwad 1789.2 Elevated
Akurdi 3459.2 Elevated
Nigdi 5489.4 Elevated

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 298
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.2 Objective of Environment Impact Assessment

The objective of the EIA study is:

 Collection of baseline data on various components of the environment.

 Determination of the magnitude of environmental impacts so that due
consideration is given to them during planning, construction and operational
phases of the project implementation.
 Identification of areas and aspects, which are environmentally or socio-
economically significant.
 Submission of environmental enhancement plan and environmental
management plans for enhancing and mitigating the negative impacts.
 Development of the alignment in such a way that the environment and
settlements are least affected.

14.3 Scope of The Study

Environmental Assessment Report is prepared for the present assignment in order to
identify the baseline environmental status of the proposed Metro Rail alignment &
stations, assessment of impact due to the proposed project on various Environmental
parameters and preparation of Environmental Management Plan to mitigate the negative
impact on these parameters. The scope of the study includes:

 Review of policies and legal framework.

 Identification of the potential impacts during pre-construction, construction and
operation phases.
 Developing mitigative measures to sustain and maintain the environmental
scenario.
 Providing compensatory developments wherever necessary, including plans for
tree plantation.
 Designing and monitoring the Environmental Management Plan.
 Suggesting the Environmental Enhancement Scheme and its monitoring.

14.4 Methodology
Suitable methodology was adopted to accomplish the study. As the first step, scoping exercise
was undertaken to identify the parameters needed to be considered for the study and to
outline the activities for collecting data on each parameter. Data pertaining to all facets of
environment viz. physical, ecological and socioeconomic environment both through primary
and secondary sources were collected. The step wise activities include:

 Review of legal requirements

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 299
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Reconnaissance survey for identification of key issues data requirement and

preliminary consultation.
 Primary and secondary data collection
 Identification of impacts and mitigation measures
 Finalisation of EMP.

14.5 Applicable legal framework and policies

A review of the all applicable laws, regulations, notification and existing institutions relevant
to the environmental issues in this project at the National/State levels policies are presented
in this chapter.

India has a well-defined institutional and legislative framework. The legislation covers all
components of environment viz air, water, noise, soil, terrestrial and aquatic flora and fauna,
natural resources, and sensitive habitats. The environmental legislations in India are framed
to protect the valued environmental components and comply with its commitment to the
international community under various conventions and protocols as well. Review of Indian
legal system has been carried out to identify its applicability to the project. WB/ADB has also
defined their Environmental and Social Safeguard policies.

The Acts, Rules and Norms which are generally relevant to Metro rail projects are listed below;

 Amendment dated 9 December 2016 to EIA Notification 2006: Integration of

environmental Conditions in local building byelaws;
 Workmen's Compensation Act 1923: The Act provides for compensation in case
of injury by accident arising out of and during the course of employment;
 Contract Labour (Regulation and Abolition) Act, 1970: The Act provides for
certain welfare measures to be provided by the contractor to contract Labour;
 Minimum Wages Act, 1948: The employer is supposed to pay not less than the
Minimum Wages fixed by appropriate Government as per provisions of the Act;
 Payment of Wages Act, 1936: It lays down as to by what date the wages are to
be paid, when it will' be paid and what deductions can be made from the wages
of the workers;
 Equal Remuneration Act, 1979: The Act provides for payment of equal wages for
work of equal nature to Male and Female workers and not for making
discrimination against Female employees;
 Child Labour (Prohibition and Regulation) Act, 1986: The Act prohibits
employment of children below 14 years of age in certain occupations and
processes and provides for regulation of employment of children in all other
occupations and processes. Employment of child labour is prohibited in Building
and Construction Industry;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 300
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Inter-State Migrant Workmen’s (Regulation of Employment and Conditions of

Service) Act, 1979: The inter-state migrant workers, in an establishment to which
this Act becomes applicable, are required to be provided certain facilities such as
housing, medical aid, travelling expenses from home to the establishment and
back, etc.;
 The Building and Other Construction Workers (Regulation of Employment and
Conditions of Service) Act, 1996 and the Cess Act of 1996: All the establishments
who carry on any building or other construction work and employs 10 or more
workers are covered under this Act; the employer of the establishment is
required to provide safety measures at the building or construction work and
other welfare measures, such as canteens, first-aid facilities, ambulance, housing
accommodation for Workers near the workplace, etc.;
 The Factories Act, 1948: The Act lays down the procedure for approval of plans
before setting up a factory, health and safety provisions, welfare provisions,
working hours and rendering information-regarding accidents or dangerous
occurrences to designated authorities;
 Chemical Accidents (Emergency Planning, Preparedness and Response) Rules,
1996: The Rules provide for mandatory preparation of On-Site Emergency Plans
by the industry and Off-Site Plans by the district collector and the constitution of
four tier crisis groups at the centre, district, and local levels for the management
of chemical disaster.
 Amendment dated 9 December 2016 to EIA Notification 2006: Integration of
environmental Conditions in local building byelaws;
 The Air (Prevention and Control of Pollution) (Union Territories) Rules 1982, 1983
(Consent to establish and operate);
 The Water (Prevention and Control of Pollution) Rules 1975 (Consent to establish
and operate);
 National Ambient Air Quality Standards, 2009;
 Guidelines for Ambient Air Quality Monitoring, CPCB, 2003;
 The Water (Prevention and Control of Pollution) Act 1974 amended 1988 Guide
Manual – Water and waste water analysis, CPCB;
 Construction and Demolition Waste Management Rules 2016
 Hazardous and Other Wastes (Management and Transboundary Movement)
Rules 2016 ;
 Solid Waste Management Rules 2016;
 Protocol for Ambient Level Noise Monitoring, CPCB, 2015;
 Drinking water – Specifications IS 10500: 2012 and CPHEEO Manual 2012;
 Energy Conservation Building Code 2017 & IGBC Green MRTS Abridged reference
guide;

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 301
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Noise Pollution (Regulation and Control) Rules, 2000 amendment in 2010 ISO/
TC 108 (vibration);
 Metro Rail Transit System, Guidelines for Noise and Vibrations, RDSO, Ministry
of Railways, September 2015;
 Forest (Conservation) Act, 1980, amended 1988;
 Forest (Conservation) Rules 2003 and Forest (Conservation) Amendment Rules,
2014 (procedure for FC);
 The Indian Wild Life (Protection) Act 1972 and The Wildlife (Protection)
Amendment Act 2002;
 The Metro Railways (Operation and Maintenance) Act 2002 as amended vide The
Metro Railways (Amendment) Act 2009 (disaster management);
 The Ancient Monuments and Archaeological sites and Remains (Amendment and
Validation Act) 2010;
 Groundwater (Regulation) Act, 1987 as amended till 2008 and
Guidelines/Criteria for evaluation of proposals/requests for ground water
abstraction (With effect from 16.11.2015), Central Ground Water Authority;
 World Bank, Operational policy OP 4.12 , involuntary resettlement
 World Bank, Environmental Assessment OP 4.01
 ADB Safeguard Policy Statement, July 2009

14.5.1 Key Applicable National Laws and Regulation

14.5.1.1 Environment (Protection) Act, 1986

This Act was passed as an overall comprehensive act “for protection and improvement of
environment”. According to this Act, the Central Government has the power to take all such
measures as it deems necessary or expedient for the purpose of protecting and improving the
quality of environment and preventing, controlling and abating environmental pollution.
Under this act rules have been specified for discharge/emission of effluents and different
standards for environmental quality. These include Ambient Noise Standard, Emission from
Motor Vehicles, Mass Emission Standard for Petrol Driven Vehicles, General Effluent Standards
etc. especially important for Metro project.

14.5.1.1.1 EIA Notification 2006 and Subsequent Amendments

Metro rail projects are not included as a sector in the Schedule of the Environmental Impact
Assessment (EIA) Notification 2006 that provides a list of projects which need to undergo EIA
studies. However, Metro projects include components that may individually qualify for
obtaining Environmental Clearance.

For elevated metro rail projects, station buildings are required to be developed. If the built-up
area of any of these station buildings is >50,000 square metres, then an Environmental

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 302
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Clearance is required to be obtained under Item 8(a) of the Schedule of EIA Notification 2006
& its amendment 15th November 2018.

Train maintenance depots would need to be developed as part of the projects. The depots
would include administrative buildings and occupy a large area for undertaking maintenance
of the rolling stock. If the built-up area of the buildings in the depot will be >50,000 square
metres, then an Environmental Clearance may required to be obtained under Item 8(a) of the
Schedule of EIA Notification 2006.

14.5.1.2 Forest (Conservation) Act, 1980

The Forest (Conservation) Act, 1960 came in to force with effect from October 25, 1980. Under
the provision of this act, prior approval of the Central Government is essential for de-
reservation of forest lands and / or diversion of forest lands for non-forestry purposes. There
is no reserve/protected forest along the proposed project alignment.

14.5.1.3 Wild Life (Protection) Act, 1972

The Wildlife (Protection) Act, 1972 has allowed the Government to establish a number of
National Parks and Sanctuaries to protect and conserve the flora and fauna of the state. The
Wildlife Protection Act, (1972) is the first comprehensive act enacted to protect the wild
animals and their habitats. It will improve protection measures of the existing National Parks
and Sanctuaries and strengthen the Protected Areas (PA). The objectives of the act include to
protect the rapidly declining wild animal and birds of the country, control trade in wildlife
products, streamline and strengthen wildlife setup at Central and State level and
establishment of Wildlife Advisory Board. In the extensive amendment in 1991, endangered
wild plants have also been included within the protective umbrella of this Act.

Any Developmental Activities Will requires “Wildlife Clearance”, if it is Proposed to be Located

in or Within 10 Km of any “Wildlife Sanctuary” or “National Park” as Notified Under the Wildlife
(Protection) Act (1972). There is no Wildlife protected area , along the proposed Metro Rail
project alignment

14.5.1.4 Water and Air (Prevention and Control of Pollution) Acts

Water Act and Air Acts provide for the prevention and control of water and air pollution
respectively. These acts empower the Pollution Control Boards to collect effluent and emission
samples, entry to industrial units for inspection, power to prohibit on use of any water bodies
for waste disposal and creation of new discharge outlets, provide consent to set up and
operate certain facilities likely to create air and water pollution including power to give
directions and prosecuting offenders.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 303
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

The Air and Water Act are particularly applicable to all civil works activities. All construction
work contractors need to obtain the consent-to-establish and consent-to-operate for plants
and other machinery that they may be required for the purpose of construction. The NOC
certificates need to be obtained from the regional offices of the SPCB. Wherein the existing
plants are used, the contractor shall ensure that all applicable consents are obtained for
operating the plant/equipment.

14.5.1.5 Central Motor Vehicle Act -1988 and Central Motor Vehicle Rules 1989

In 1988, the Indian Motor Vehicles Act empowered the State Transport Authority to enforce
standards f or vehicular pollution and prevention control. The Authority also checks emission
standards of registered vehicles, collects road taxes, and issues licenses. In August 1997, the
Pollution Under Control Certificate ( P U C) programme was launched in an attempt to
crackdown on the vehicular emissions in the states.

Central Motor Vehicle Rules 1989 provide for working rules for licensing of drivers of motor
vehicles, registration of motor vehicles, overall dimensions of motor vehicles, rules &
regulations, etc.

14.5.1.6 Ancient Monuments and Archaeological Sites and Remains Rules, 1959 and 2010

As per the Act, area within a radius of 100m and 200m from the “protected property” are
designated as “protected area” and “regulated area” respectively. No development activity
(including mining operations and construction) is permitted in the “protected area” and all
development activities likely to damage the protected property are not permitted in the
“regulated area” without prior permission of the Archaeological Survey of India (ASI).
Protected property entails the site/remains/ monuments are protected by ASI or the State
Department of Archaeology.

Alignment does not pass through any prohibited, protected, restricted area of heritage
structure/ Monument area’.

14.5.1.7 Environmental Assessment (OP 4.01)

Environmental Assessment is used in the World Bank to identify, avoid, and mitigate the
potential negative environmental impacts associated with Bank’s lending operations early-on
in the project cycle. The policy states that Environment Assessment (EA) and mitigation plans
are required for all projects having significant adverse environmental impacts or involuntary
resettlement. Assessment should include analysis of alternative designs and sites, or
consideration of “no option” and require public participation and information disclosure
before the Bank approves the project.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 304
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

In World Bank operations, the purpose of Environmental Assessment is to improve decision

making, to ensure that project options under consideration are sound and sustainable, and
that potentially affected people have been properly consulted and their concerns addressed.

The World Bank's environmental assessment policy and recommended processing are
described in Operational Policy (OP)/Bank Procedure (BP) 4.01: Environmental Assessment.

14.5.2 Summary of Statutory Clearance Requirement

The project requires a number of statutory clearances under different Acts and Rules a
different stage of the project. These are listed in Table 111.
Table 111 : Summary of Environment Legislation Applicable for this Project
Act Year Objective Applicability Responsible
Yes/No Institution
Environment 1986 To protect and improve Yes MoEF&CC,
(Protection) Act. the overall environment CPCB
Notification on 2006 To provide No MoEF&CC,
Environment Impact 2009 environmental CPCB
Assessment of 2010 clearance to new
Development projects 2013 development activities
(and amendments) following
(referred to as the environmental impact
Notification on assessment.
Environmental
Clearance)
Wildlife Protection Act 1972 To protect wild animals No MoEF&CC
and birds through the
creation of National
Parks and Sanctuaries
Water (Prevention and 1974 To provide for the Yes SPCB
Control of Pollution) Act prevention and control
(and subsequent of water pollution and
amendments) the maintaining or
restoring of
wholesomeness of
water.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 305
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Act Year Objective Applicability Responsible

Yes/No Institution
Air (Prevention and 1981 To provide for the Yes SPCB and
Control of Pollution) Act prevention, control and Metro
(and subsequent abatement of air Authority
amendments) pollution, and for the
establishment of
Boards to carry out
these purposes.
Forest (Conservation) 1980 To protect and manage No MoEF&CC
Act forests
Clearance for cutting 1964/ Maharashtra Tree Yes Forest
trees and transporting 71 felling act. Tree removal Department,
will be guided as per /District Level
state government rules. Committee
constituted
by the State
Govt.
Central Motor Vehicle 1988 To control vehicular air Yes State
Act and noise pollution. To Transport
1989 regulate development Department
Central Motor Vehicle of the transport sector,
Rules check and control
vehicular air and noise
pollution.
Dismantling of 2013 As per GOM act, Right Yes Competent
structure falling within to fair compensation Land
right of way/Land and transparency in Acquisition
Acquisition Land Acquisition, Authority
Rehabilitation and
Resettlement Act, 2013
Ancient Monuments 1958a Conservation of No Archaeologic
and Archaeological nd Cultural and historical al Dept. GOI
Sites and Remains Act 2010 remains found in India.
Hazardous and Other 2016 To handle & dispose Yes SPCB
Wastes (Management Hazardous Wastes

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 306
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Act Year Objective Applicability Responsible

Yes/No Institution
and Transboundary
Movement)
Construction and 2016 To handle & dispose
Demolition Waste Construction and Yes SPCB
Management Rules, 2016 Demolition Waste
e-waste (Management) 2016 To handle & dispose E
Rules, 2016 waste Yes SPCB

14.6 Ambient Air Quality, Noise and Water Quality Standards

14.6.10 Ambient Air Quality Standards (AAQS)

Ambient air quality standards/limits provide a legal framework for the control of air pollution
and the protection of public health.

The Ministry of Environment and Forest (MoEF&CC), Govt. of India, vide gazette notification,
G.S.R826 (E), dated 16.11.2009 have notified/amended the National Ambient Air Quality
Standards by amending the Environment (Protection) Rules 1986. The National Ambient Air
Quality Standards (NAAQS) prescribed by CPCB are given in Table 112.
Table 112 : National Ambient Air Quality Standards (NAAQS)
Concentration in Ambient Air
Pollutants Time Industrial, Ecologically Method of Measurement
Weighted Residenti sensitive area
Average al, Rural (notified by
and other central
areas government)
1 2 3 4 5
Sulphur Dioxide (SO2) Annual* 50 20 Improved West & Gaeke
µg/m3 method
24 80 80 Ultraviolet fluorescence
hours**
Oxides of Nitrogen (NOx) Annual 40 30 Jacob & Hochheiser (Na-
µg/m 3 Arsenite)
24 80 80 Gas Phase
hours** Chemiluminescence’s
Carbon Monoxide (CO) 8 hours** 02 02 NonDispersive
mg/m 3 infraredspectroscopy
1 hour 04 04

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 307
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Concentration in Ambient Air

Pollutants Time Industrial, Ecologically Method of Measurement
Weighted Residenti sensitive area
Average al, Rural (notified by
and other central
areas government)
PM10 µg/m3 Annual* 60 60 -Gravimetric
Particulate Matter size 24 100 100 - TOEM
less than 10µm hours** -Beta attenuation
PM2.5 µg/m3 Annual* 40 40 -Gravimetric
Particulate Matter size 24 60 60 - TOEM
less than 2.5µm hours** -Beta attenuation
Source: National Ambient Air Quality standards, CPCB Notification dated18thNovember 2009
* Average Arithmetic mean of minimum 104 measurements in a year taken for a week 24 hourly at uniform interval.
** 24 hourly / 8 hourly values should meet 98 percent of the time in a year

14.6.11 Noise Quality Standards

Realizing the need to control and regulate noise levels, the Ministry of Environment & Forest,
Government of India, have notified Noise Level Standards and Guidelines under Environment
(Protection) Rules, 1986, known as Noise Pollution (Regulation & Control) Rules, 2000. The
specific standards described in the rules are given in Table 113.
Table 113 : National Ambient Noise Quality Standards
Sr. Area Category of Leq*** in dB (A)
No. Code Zone *Day **Night
1 A Industrial 75 70
2 B Commercial 65 55
3 C Residential 55 45
4 D Silence Zone 50 40
* Day Time – 6.00 am – 10.00 pm (16 hours)
** Night Time – 10.00 pm – 6.00 am (8 hours)
*** Leq – Equivalent noise level
(Source: Noise pollution (Regulation and control) Rules, 2000)

14.6.12 Water Quality Standards

14.6.12.1 Surface Water Quality Standards

The CPCB has identified water quality requirements in terms of few chemical characteristics,
known as primary water quality criteria. The "designated best uses" along with respective
water quality criteria is given in Table 114.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 308
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 114 : Use Based Classification of Surface Waters in India

Designated Class of
Best Use Water Criteria
A  Total Coliforms MPN/100 ml shall be 50 or less
14.7 Drinking Water source  pH between 6.5 to 8.5
(with conventional  Dissolved Oxygen 6 mg / 1 or more
treatment)
 Biological Oxygen demand (BOD) 5 days 200C, 2 mg/l or
less
Outdoor bathing B  Total Coliforms Organism MPN/100 ml shall be 500 or
(organized) less
 pHbetween 6.5 to 8.5
 Dissolved Oxygen 5 mg / l or more
 Biological Oxygen demand (BOD) 5 days 200C 3 mg/1 or
less
C  Total Coliforms MPN/100 ml shall be 5000 or less
14.8 Drinking Water source  pH between 6.5 to 8.5
(without conventional  Dissolved Oxygen 4 mg / 1 or more
treatment)
 Biological Oxygen demand (BOD) 5 days 200C 3 mg/1 or
less
D  pH between 6.5 to 8.5 for fisheries
14.9 Propagation of Wildlife  Dissolved Oxygen 4 mg / 1 or more
 Free Ammonia (as N) 1.2 mg/1 or less
E  pH between 6.0 to 8.5
14.10 Irrigation, Industrial  Electrical Conductivity at 250C µmhos/cm Max. 2250
Cooling, Controlled  Sodium absorption ratio Max. 26
Waste
 Boron, Max.2 mg/1
(Source: Guidelines for Water Quality Management – CPCB 2008)

14.10.1.1 Ground Water Quality Standards

Since all groundwater resources of the State are classified for more than one use and
therefore, the most stringent or protective criteria will be applicable. Therefore, its qualities
have been compared with Bureau of Indian standards: IS :10500:1991 and WHO Guideline for
Groundwater Sources for Drinking Water which is presented in the form of Table 115:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 309
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 115 : Indian Standards for Drinking Water-Specification BIS:IS 10500:2012

Sr. Substance or Characteristics/Parameter BIS, Indian Standards
No. (IS 10500:2012)
Desirable Limit Permissible Limit in
the
absence of Alternate
Source
(1) (2) (3) (4)
Essential Characteristics
1 Colour,(HazenUnits, Max) 5 15
2 Odour Unobjectionable ---
3 Taste Agreeable ---
4 Turbidity, NTU, Max 1 5
5 pH value 6.5 to 8.5 No relaxations
6 Total hardness (as CaCO2) mg/L, Max 200 600
7 Iron (as Fe) mg/L, Max 0.3 No relaxations
8 Chloramines (as Cl2 ), mg/l, Max 4 No relaxations
9 Chlorides (as Cl) mg/L , Max 250 1000
10 Free residual chlorine, mg/l, Min 0.2 1
DesirableCharacteristics
11 Dissolved solids mg/L, Max 500 2000
12 Calcium (as Ca) mg/L, Max 75 200
13 Copper (as Cu) mg/L, Max 0.05 1.5
14 Magnesium(as Mg),mg/L,Max 30 100
15 Manganese (as Me) mg/L, Max 0.1 0.3
16 Sulphide (as H2 S), mg/l, Max 0.05 No relaxation
17 Sulphate (as SO4) mg/L, Max 200 400
18 Silver (as Ag), mg/l, Max 0.1 No relaxation
19 Nitrate (as NO3) mg/L, Max 45 No relaxation
20 Fluoride (as F) mg/L, Max 1 1.5
21 Phenolic compounds (asC6H5OH) mg/L, 0.001 0.002
Max
22 Mercury (as Hg) mg/L, Max 0.001 No relaxation
23 Cadmium (as Cd), mg/L, Max 0.003 No relaxation
24 Selenium (as Se), mg/L, Max 0.01 No relaxation
25 Total Arsenic (as As) mg/L, Max 0.01 0.05
26 Cyanide (as CN), mg/L, Max 0.05 No relaxation
27 Lead (as Pb), mg/L, Max 0.01 No relaxation
28 Zinc (as Zn), mg/L, Max 5 15
29 Amonic detergents (as MBAS) mg/L, Max 0.2 1
30 Total Chromium (as Cr6+) mg/L, Max 0.05 No relaxation

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 310
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Sr. Substance or Characteristics/Parameter BIS, Indian Standards

No. (IS 10500:2012)
Desirable Limit Permissible Limit in
the
absence of Alternate
Source
31 Polynuclear aromatic hydrocarbons (as 0.0001 ---
PAH) g/L, Max
32 Mineral oil mg/L, Max 0.01 0.03
33 Pesticides mg/L, Max Absent 0.001
34 Radioactive Materials: 0.1 No relaxation
a) Alpha emitters Bq/L, Max 1
b) Beta emitterspci/L, Max
35 Total alkalinity as calcium carbonate 200 600
mg/L, Max
36 Aluminum (as Al), mg/L, Max 0.03 0. 2
37 Ammonia (as total ammonia-N), mg/l, 0.5 No relaxation
Max
38 Barium (as Ba), mg/l, Max 0.7 No relaxation
39 Boron, mg/L, Max 0.5 1
Bacteriological Quality of Drinking Water
1 All water intended for drinking: Shall not be detectable in any 100 ml
a)E. coli or sample
thermotolerantcoliformbacteria
2 Treated water entering the distribution Shall not be detectable in any 100 ml
system: sample
a)E. coli or
thermotolerantcoliformbacteria
b)Total coliformbacteria
3 Treated water in the distribution system Shall not be detectable in any 100 ml
a)E. coli or sample
thermotolerantcoliformbacteria
b)Total coliformbacteria

14.11 Description of the environment

Collection of baseline information on bio-physical, social and economic aspects of the project
area is the most important reference for conducting EIA study, Based on the existing
environmental scenario, potential impacts of project will be identified and accordingly
management plan will be proposed so as applicability of Government of India (GoI) regulatory
requirements. The baseline environmental conditions will help in comparing and to monitor

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 311
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

the predicted negative and positive impacts resulting from the project during construction and
operation phases.

Data was collected from secondary sources for the macro-environmental setting like climate,
physiography (Geology and slope), biological and socio-economic environment. First-hand
information have been collected to record the micro-environmental features within and
adjacent to the project corridor. Collection of first hand (Primary) information includes
preparation of base maps, extrapolating environmental features on proposed Metro Track &
Station design, tree inventories, location and measurement of socio-cultural features abutting
proposed project. Scope of this exercise was 10 kilometres on both sides from the centre of
the project location as per guidelines of Ministry of Environment and Forests, Government of
India. However, the focus of the study was on the areas within and directly adjacent to the
corridor of impact and ROW.

Following section describes the nature, type and characteristics of the physical, biological,
cultural and socioeconomic components along the project Stretch.

14.11.1 Location and physiography

Pune is the second largest district of Maharashtra State in respect of area. The district has a
geographical area of 15642 sq.km., which is 5.08% of the total area of State. It is situated in
the western part of the State and lies between north latitude 17°54’ and 19°24’ and east
longitudes 73°29’ and 75°10’.

It is bounded by Ahmadnagar district in the north and east. Satara and Solapur districts in
south and south east respectively and Thane and Raigarh districts in north west and west
respectively. For administrative convenience it is divided in 14 talukas namely Pune City,
Haveli, Khed, Ambegaon, Junnar, Shirur, Daund, Indapur, Baramati, Purandhar, Bhor, Velhe,
Mulsi and Maval (refer Figure 110).

Municipal Limit identified with length distribution of the project is shown in the Table 116
hereafter:
Table 116 : District wise distribution of the project alignment
Tentative
State District Chainage Taluka
Length(km)
Pune City Taluka (Pimpri
Maharashtra Pune PCMC to Nigdi 4.413 Chinchwad Municipal
Corporation)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 312
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 110 : Pune district map

(Source : http://www.mrsac.gov.in)

14.11.2 Geology and Soil Type

“The district forms part of Western Ghat and Deccan Plateau. Physiographically the district
can be divided in to three distinct belts i.e.,

(1) The western belt stretching from 16 to 31 km. east of Sahayadri –an extremely rugged
country cut by deep valleys, divided and crossed by hill ranges.

(2) The central belt extending for about 30 km. east of the western belt across the tract whose
eastern boundary is roughly marked by a line drawn from Pabal in the north, southwards
through Pune to Purandhar. In this belt a series of small hills stretch in to valleys and large
spurs from Plateau and

(3) The eastern belt with a rolling topography and the low hills sinking slowly in to the plains
with relatively broader valleys.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 313
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Therefore, the physiography of the district has given rise to four major characteristic land
forms namely; (1) The hills and ghats (2) the foot hills (3) the plateau and (4) the plains.”
(Source: cgwb.gov.in/District Profile)

From the riverbed of Mutha, highest portion in the Pune City is Kedareshwar hill, which is
about 612 meters from the riverbed. The Western portion from Mulshi, Maval, Tahsil in Pune
District, contains black soil where the main crop is paddy. All lands to the north, west south
and east have generally reddish soil.

Figure 111 : Geomorphology map of Pune District

(Source: krishi.maharashtra.gov.in)

14.11.3 Topography:

Pune district lies in the Bhima and Nira basins. It has a shape of triangle with its base in
Sahyadri mountains on the West and its apex in the extreme South-East corner near Nira River.
Taking into consideration the height from sea level, rainfall, soil pattern etc. it is divided into
three zones viz. Western Zone, Central Zone and Eastern Zone. The Sahayadri ranges are
spread from North to South in the district. Pune district lies in Seismic Zoning III. This zone is
classified as Moderate Damage Risk Zone.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 314
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.11.4 Land-use pattern and land holdings

It can be seen from the LULC map below that out of geographical area, about 23 percent of
land is under nonagricultural usage i.e. forest, land under non-agricultural use, cultivable
waste, permanent pasture and miscellaneous trees and groves.

About 7 percent land is as current and other fallow and about 64 percent of land is sown. Thus,
altogether about 14.71 percent of land is available in the form of cultivable waste, permanent
pastures, land under tree crops and grooves, current as well as other follows, which can be
brought under productive use with a proper wasteland development programme.

The land use along the project corridor is principally of the following categories: Urban,
Industrial and Agricultural. The principal industrial estates along the project metro corridor
are Automobile Factory, and Oil industries in Akrudi, Bhosari, Moshi and Chaakan.

Figure 112 : Landuse Landcover map of Pune District

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 315
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 113 : Landuse Landcover Statistics of Pune District

14.11.5 Meteorology
The ambient environment is responsible for the health of human beings, animals, wildlife and
vegetation. All air pollutants emitted by point and non-point sources are transported,
dispersed or concentrated by meteorological and topographical conditions.

The meteorological parameters regulate the transport and diffusion of pollutants into the
atmosphere. In order to assess the impact on existing ambient environment due to the project,
it is necessary to have baseline status of ambient environmental parameters.

Pune District forms a part of the tropical monsoon land and therefore shows a significant
seasonal variation in temperature as well as rainfall conditions. The climate of the Western
region of Pune District is cool, whereas the Eastern part is hot and dry.

14.11.5.1 Seasons

The winter season is from December to about the middle of February followed by summer
season which last up to May. June to September is the south-west monsoon season, whereas
October and November constitute the post-monsoon season.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 316
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.11.5.2 Temperatures

The mean minimum temperature is about 12°C and mean maximum temperature is about
39°C.

14.11.5.3 Rainfall

The normal annual rainfall over the district varies from about 468 mm to 4659 mm.
Table 117 : Rainfall for last five years in Pune District (in mm)
YEAR JAN FEB MAR APR MAY JUN JUL AUG SEPT OCT NOV DEC
R/F R/F R/F R/F R/F R/F R/F R/F R/F R/F R/F R/F
2013 0.5 0.3 0.9 0 0.8 293 397 129 233 32 13.6 5.4
2014 1.2 1.2 36.9 4.3 21.8 42.6 386 345 105 29 22.7 12
2015 0 0.6 50.2 13 29.3 230 142 53.8 157 83 45.3 0
2016 0 0.2 4.4 0.5 13.9 77.8 446 418 197 58 0 0
2017 0 0 0 0 24.6 289 513 290 211 116 13.9 0.7
(Source: www.imd.gov.in)

14.11.5.4 Humidity levels

Humidity is low during the summer months due to increased evaporation losses from the
atmosphere. The diurnal variations in humidity during this period are high, water vapor gets
condensed due to falling nighttime temperatures and the daytime temperatures are high.

In the summer months the relative humidity ranges from a minimum of 20% to maximum of
67% during the day.

During the monsoon period, the relative humidity varies from 68% to 87%. The relative
humidity during winter shows maximum diurnal variation varying from 37% to 88%.
Table 118 : Met Data, Pune (1981-2010)
Month Temperature°C Humidity % Monthly
Rainfall (mm)
Min Max 08.30hr 17.30 hr
January 11.2 29.8 85 34 1.1
February 12.2 32.1 72 26 0.3
March 15.7 35.6 55 21 2.2
April 19.6 37.6 48 24 8.5
May 22.6 36.9 59 37 16.8
June 23.1 31.9 77 66 173.4
July 22.4 28.3 83 76 181.4
August 21.7 27.6 86 79 145.2

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 317
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

September 20.9 29.4 84 73 146.1

October 18.4 31.5 79 53 86.3
November 14.5 30.4 76 43 25.0
December 11.5 29.2 82 39 7.0
Source: Environment Impact Assessment Report for proposed expansion of IT Park Infosys Limited November 2017

14.11.5.5 Wind Rose

For Pune station, wind rose diagram available for period of 1981 to 1994 The wind rose
diagram for 8.30 hrs in the morning and 5.30 hrs the evening is shown below:

Figure 114 : Windrose Diagram of Pune District for 8.30 Hrs

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 318
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 115 : Windrose Diagram of Pune District

Based on the evaluation of the wind rose for morning and evening time, it can be said that the
overall wind direction for the district is from the West to South West, with absolutely no wind
from the South and an infinitesimal percentage of wind from the North direction .The
predominant winds from the West and South West direction are responsible for the monsoons
as they carry moisture-laden clouds from the Arabian Sea.

14.11.6 Air quality, water quality and noise

Baseline conditions define the characteristics of the existing environment and shape projected
future conditions, assuming no project is undertaken. They provide the basis from which
project impact comparison are made. Existing ambient air, noise and water quality data on
various sections of the project corridors has been collected from secondary sources to
establish a baseline database.

14.11.6.1 Air quality monitoring

Ambient air quality refers to the background air quality levels in a region, characterised by
concentrations of various pollutants in the atmosphere. In most cases vehicular emissions are
the predominant source of air pollution. Existing ambient air quality data on various sections

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 319
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

of the project corridors was collected to establish a baseline database. The aim was to identify
areas that already have high pollution levels or are expected to experience so, on account of
the project, and to design adequate mitigation measures, as applicable.

The activities, which generate modify atmospheric air quality, are transportation (i.e., motor
vehicle emissions, which are addressed in this study); industry; domestic and construction.
The principal sources of air pollution due to metro projects are machineries used during
construction phase and the vehicles that ply over it during the operation phase. The
monitoring locations should be selected based on the sensitivity of the receptors to vehicular
traffic and to obtain baseline concentrations of the various representative land uses along the
corridors. The baseline data of air environment need to be monitored for the below
mentioned parameters:

 Particulate Matter (PM10);

 Particulate Matter (PM2.5);
 Sulphur oxide (SOx);
 Oxides of Nitrogen (NOx); and
 Carbon monoxides(CO);

Dispersal of pollutants depends upon factors like prevailing wind direction and other weather
conditions, height of the source, and characteristics of plantation and presence of other sinks
along the project corridor.

Existing air quality data within vicinity of the Pune district has been examined to establish the
base line scenario for the project corridor. The sources of air pollution in the region are
identified as industries, vehicular traffic, dust arising from unpaved roads etc.
Table 119 : Ambient Air Quality of Pune District
S. No Location Parameter μg/m3
PM10 PM 2.5 SO2 NOx
1 NashikPhata 290.1 135.8 12.6 9.45
2 Sangavi 200 93.21 10.34 4.99
3 Pimple Gurav 170.2 78.2 8.4 6.2
4 Pimple Nilkh 161.9 75.19 10.2 5.82
5 KaspateWasti 149 72.3 7.4 7.92
6 Wakad 164 77.4 8.46 5.2
7 KalewadiPhata 224 102.98 12.69 4.16
8 SawantPetrol 360 177.44 16.14 4.93
Pump
9 Pimpri Camp 380 192.1 20.4 3.88
10 Link Road 230.2 120.4 11.6 18.4
11 Empire Estate 199.8 104.18 19.07 26.5

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 320
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

12 KSB Chowk 330 170.2 20.23 29.8

13 TelcoGate 150 80.54 8.5 9.3
Source: Environment Impact Assessment for Proposed Bus-Based Rapid Transit System for PCMC 2010

Figure 116 : Ambient Air Quality Index at PCMC

Source : MPCB pollution Control Board

14.11.6.2 Noise Quality Monitoring

Along the proposed project construction proposals, there is significant industrial activity and
significant vehicular traffic contributing to ambient noise levels. Therefore, the ambient noise
levels may be higher than the noise quality standards. Project development results in increase
in noise levels due to movement and operation of machinery, heavy vehicles, loading and
unloading of construction materials, apart from high noise levels at the asphalt plants (90 -
100 dB(A). These activities are intermittent and localised.

During the operation phase, noise will be generated from Metro Rail movement in three ways,
namely from the vehicle body parts, from the Wheel-Track system (also known as the rolling
noise) and from the driver behaviour, such as use of horns.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 321
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

To assess background noise levels in the study area, existing ambient noise monitoring data
has been collected. Description of the noise monitoring stations and the Leq values at each
station are given in Table 120.

The day noise level monitored during 6 A.M. to 10 P.M. and night levels 10 P.M. to 6 A.M.
reviewed from existing data of Pune District. The major source of noise identified in the study
area has been predominantly the vehicular movement and the construction activities.
Table 120 : Ambient Noise Quality
S. No Location Day Time Night Time
Leq Limit Leq Limit
1 Nashik Phata 86.76 65 58 55
2 Sangavi 74.3 65 53.2 55
3 Pimple Gurav 72.13 65 52.8 55
4 Pimple Nilkh 52.4 55 43.2 45
5 Kaspate Wasti 54.7 55 44.1 45
6 Wakad 69.8 65 51.4 55
7 Kalewadi Phata 77.85 65 54 55
8 Sawant Petrol 69.4 65 56.3 55
Pump
9 Pimpri Camp 70.5 55 48 45
10 Link Road 88.61 65 59.2 55
11 Empire Estate 78.88 65 52.4 55
12 KSB Chowk 84.28 65 53.2 55
13 Telco Gate 66.5 75 49.8 65
Source: Environment Impact Assessment for Proposed Bus-Based Rapid Transit System for PCMC 2010

Noise Levels observed at all the locations are above the standard day time limits. Noise levels
at some locations are exceeding the standard night time limit; however; this is attributable to
vehicular traffic.

14.11.6.3 Water Resources & Quality

Water environment consists of water resources and its quality. Its study is important from the
point of view to assess the adequacy of water resources for the needs of the project in its
various stages of the project cycle and also to assess the impact of the project on water
environment.

The Pune district has three major drainage systems namely:

 The BhimaGhod River System in northern, north-eastern and eastern part of which
Bhima River has a total length of about 355 km and Ghod river has a drainage of about
196 km.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 322
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Mula-Mutha River System covering the central part and having total length of 242 km
in the district.
 Nira River system covering south, south-east and eastern part and has total length of
about 231 km in the district.

The Mutha River flows from western side to eastern side towards Daund. Mula River, which is
coming from Western side of Pune City, meets the Mutha river near Sangamwadi and then the
combined rivers flow towards Solapur side. Width of Mutha River bed is 200 meters (660 feet).
The northwestern outskirts of Pune’s urban area serve as the crossway for two other rivers,
namely Pavana and Indrayani. The Bhima River also flows from the northwestern part about
8-9 km away from the main city.Most of the talukas in Pune district are flood prone. The rivers
likely to cause flooding are:

 River Bhima (Tal. Shirur, Daund, Indapur and Haveli);

 River Mula (Pune city);
 River Mutha (Tal.Punecity and Mulshi);
 River Indrayani (Tal. Khed, Haveli and Maval);
 River Ghod (Tal. Ambegaon);
 River Mina and Pushpavati (talJunnar);
 River Nira (Tal. IndapurandPurandar);
 River Pavana (Tal. Haveli).

Prime source of ground water in the district are Dug wells and tube wells. Ground water
Bearing Formations in Pune district are: Weathered, fractured, jointed and vesicular Basalts.
The depth to water level in the district shows wide variation:
 Pre-Monsoon Depth to Water Level (May-2011): 0.40 to 20.10 mbgl
 Post-Monsoon Depth to Water Level (Nov.2011): 0.09 to 14.65 mbgl
 Pre-Monsoon Water Level Trend (2002-11): Rise- Negligible to 0.75 m/yr : Fall-
Negligible to 0.56 m/yr
 Post-Monsoon Water Level Trend (2002-11): Rise- Negligible to 0.63 m/yr : Fall-
Negligible to 0.27 m/yr

Baseline information on the quality of surface and ground water sources along the alignment
of proposed project is required before predictions can be made of the future quality. The
proposed project may contaminate the surface/ground water during the construction,
operation as well as maintenance phases. A plan for monitoring and mitigation will, therefore,
be required to avoid the pollution or deterioration of the water sources.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 323
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 117 : River map of Pune District

14.11.6.3.1 Ground Water

Ground water of the area may be impacted due to leaching of contaminants from stored raw
materials at site & sewage generated due to labor activity, excess draft of ground water. Run-
off from project site may contains high quantity of suspended solids due to presence of
sediments from excavated area & other pollutants due to presence of contaminants like oil,
paints etc. This run-off on reaching surface water body will degrade the surface water quality
which in turn may impact aquatic flora & fauna. Secondary data for the Ground water Quality
of Pune City is given in Table 121.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 324
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 121 : Physico-chemical Characteristics Ground Water Monitoring

units Khadki Kunbisahkari Ashoka Bharat Agricultur water
station Bank Shiva mall petrol al college Desirable
Limit
(durbankar) ji pump
Sr. No Parameters
naga (karve
r road)

1. Colour Hazen C/L C/L C/L C/L C/L C/L 5

2. Odour
U/O U/O U/O U/O U/O OU/ U/O
-
3. Turbidity NTU 1 1 1 1 1 1 5
4. pH 7.9
7.65 8.05 7.25 7.35 7.46 6.5-8.5
-- 2
5. Conductivity us/cm 1072 170 420 795 660 692 -
6. Total Dissolve Solids mg/l 697 104 265 511 424 450 500
7 Alkalinity as CaCO3 mg/l 328 40 116 256 216 232 200
8. Total Hardness as mg/l 368 88 160 256 216 216 300
9 CaCo3 as Ca
Calcium mg/l 115 16 58 96 74 74 75
10 Magnesium as Mg mg/l 20 12 4 4 8 8 30
11 Bicarbonate mg/l 400 49 142 312 264 283
12 Chloride as Cl mg/l 65 11 22 31 26 37 250
13 Sulphate as SO4 mg/l 80 15 34 56 45 40 200
14 Nitrate as NO3 mg/l 17 2 6 12 8 8.5 45
15 Fluorides as F mg/l 1.2 0.6 0.85 0.85 0.75 0.6 5 1
16 Phenolic compound BD L
BDL BDL BDL BDL BDL 0.001
as C6H5OH mg/l
17 Cyanide mg/l BDL BDL BDL BDL BDL BD L 0.05
18 Aluminium BDL BDL BDL BDL BDL BD L 0.03
mg/l
19 Arsenic mg/l BDL BDL BDL BDL BDL BD L 0.05
20 Cadmium mg/l BDL BDL BDL BDL BDL BD L 0.01
21 Chromium as Cr+6 mg/l BDL BDL BDL BDL BDL BD L 0.05
22 Iron mg/l 0.7 0.1 0.16 0.17 0.2 0.1 5 0.3
23 Copper mg/l BDL BDL BDL BDL BDL BD L 0.05
24 Lead mg/l BDL BDL BDL BDL BDL BD L 0.05
25 Manganese mg/l BDL BDL BDL BDL BDL BD L 0.1
26 Mercury mg/l BDL BDL BDL BDL BDL BD L 0.001
27 Zinc mg/l 1 BDL 0.5 1 0.6 0.7 5
Source: Detail project report of Pune Metro 2009

The quality of the well water was inferred in comparison with the National Standards of
Drinking Water Quality (IS: 10500). All the well water samples were colourless, odourless and

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 325
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

with agreeable taste. One sample had high turbidity and the samples showed well-balanced
pH. The chemical characteristics such as total hardness, chlorides, dissolved solids, sulphates
and nitrates were within limits. Among the metals analyzed iron, copper, zinc, chromium,
magnesium, cadmium, selenium, mercury and arsenic were not detected or were within
stipulated limit.

14.11.6.3.2 SURFACE WATER

The source of surface water of Pune is the Mula and Mutha river. Secondary data of Surface
water quality of the Pune City is given in Table 122.
Table 122 Physico-chemical Characteristics Surface Water Monitoring
S. No. Parameters Unit Vitthalwadi GarwareBri Sangam Bund
(Mutha dge (Mula Bridge Garden Desirable
river) river) (Mutha (Mula - limit
river) Mutha)
Light Light Light
1 Colour Hazan Brownish darkish darkish greyish 5
Objection Objectionab Objection Objection
2 Odour - able le able able U/O
3 Turbidity NTU 26 32 30 28 5
7.50 7.35 7.30 7.40 6.5-
4 pH -- 8.5
5 Conductivity uS/cm 550 640 690 460 -
Total Dissolve Solids
6 sum mg/l 360 448 476 325
7 Alkalinity as CaCO3 mg/l 140 165 173 115 200
Total Hardness as
8 CaCo3 mg/l 162 188 195 113 300
9 Calcium as Ca mg/l 35 52 60 27 75
10 Magnesium as Mg mg/l 18 14 11 11 30
11 Sodium mg/l 29.0 45.0 52.0 21.0 _
12 Potassium mg/l 8.0 11.0 9.0 11.0 _
13 Bicarbonate mg/l 171 201 211 140 _
14 Chloride as Cl mg/l 43 67 58 35 250
15 Sulphate as SO4 mg/l 35 42 47 23 200
16 Nitrate as NO3 mg/l 3.5 11.4 14 3 45
17 Fluorides as F mg/l 0.2 0.4 0.5 0.3 1
Phenolic compound 0.0
18 as C6H5OH mg/l BDL BDL BDL BDL 01
19 Cyanide mg/l BDL BDL BDL BDL 0.0 5

20 Aluminium mg/l BDL BDL BDL BDL 0.0 3

21 Arsenic mg/l BDL BDL BDL BDL 0.0 5
22 Cadmium mg/l BDL BDL BDL BDL 0.01

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 326
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

23 Chromium as Cr+6 mg/l BDL 0.02 0.035 BDL 0.05

24 Iron mg/l 0.25 0.6 0.48 0.05 0.3
25 Copper mg/l BDL BDL BDL 0.02 0.05

26 Lead mg/l BDL BDL BDL BDL 0.05

27 Manganese mg/l BDL BDL BDL BDL 0.1

28 Mercury mg/l BDL BDL BDL BDL 0.001
29 Zinc mg/l 0.4 1.6 1.5 0.8 5
30 DO mg/l 1.2 0.6 0.5 2.5 _
31 COD mg/l 21 35 42 16 _
32 BOD mg/l 12 12 15 5 _
Source: Detail project report of Pune Metro 2009

14.11.7 Ecology & Biodiversity

14.11.7.1 Reserve and protected forests

The proposed corridors do not pass through any reserve/protected forest in their entire
lengths. Moreover, no protected areas/environmentally sensitive areas are found in their
indirect impact zones as well (10 km radius).

The main tree species in the area are Madhuca, Erythrina, Terminalia elliptica, Brideliaretusa,
Tectonagrandis, Meynalaxiflora, Dalbergiasisoo, Holarrhenapubescens, Grewiatilifolia,
Lagerstroemia sp. Eucalyptus, Peltophorum, Bombax ceiba, Butea monosperma,
Mangiferaindica, GliricidiaseMetro Authoritym, Cassia fistula, Careyaarborea, Terminalia
chebula, Ficus sp. Melia azadirecta Diospyros melanoxylon, HolopteliaXantolis, Acacia
chundra, Sterculiaurens, Lannea&Emblica officinalis etc.

Fauna- The wild fauna found in study area are Semnopithecushypoleucos, Macaca radiata,
Herpestesedwardsii, Pteropusgiganteus, Funambuluspalmarum

Birds- The Avi Fauna found in study area are Milvus migrans, Accipiter badius, Alcedoatthis,
Halcyon smymensi, Ardeolagrayii, Bubulcuscoromandus, Egretta intermedia, Vanellus indicus,
Spilopeliachinensis, Streptopelia senegalensis, Corvus culminates, Corvussplendens,
Eudynamysscolopaceus, Dicrurusmacrocercus, Meropsorientalis, Cinnyrisasiaticus, Passer
domesticus, Phalacrocoraxniger, Pavocristatus, Ploceusphillippinus, Pycnonotuscafer,
Pycnonotusjocosus, Turdoidesmalcolmi

Reptiles- Indian Monitor (Varanus bengalensis), Garden Lizard (Calotes versicolor), Common
Rat Snake (Ptyasmucosus), Common tree Snake (Dendrelaphistristis), etc.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 327
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.11.7.2 Vegetation Along the Project Stretch

However, significant amounts of vegetation are observed within proposed ROW of metro
corridors. 342* trees will be impacted due to proposed project construction. Impacted Tree
species along the project stretch are: Amaltash, Apta Ashok Bada Neem Banyan Berry (Ber
Coconut Gulmohar Banyan Jamun Karanjia Mango Neem Neergudi Palm Guava Papdi Pipal
Plant Shai Shevaga Shevri Sirish Umber.
Table 123 : Summary of Girth Wise Trees Impacted Along the Project Stretch
Side Girth (Cm)
0-30 31-60 61-90 91-120 121-150 >150 Total
Right 14 52 41 23 12 28 170
Left 59 19 31 30 12 21 172
Total 73 71 72 53 24 49 342*
*Approximatey, 342 no. of trees will be impacted due to the project. However, the no. of trees might be less. Exact no. of
trees will be identified at the time of joint verification with the concerned department

14.11.8 Seismicity

Pune lies very close to the seismically active zone around Koyna Dam, about 100 km (62 mi)
south of the city and has been rated in Zone 3 by the India Meteorological Department. Pune
has experienced some moderate- and many low-intensity earthquakes in its history. 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.

14.12 Demographic Profile

14.12.1 Population

The proposed project falls in Pune district of Maharashtra State and it is expected that about
5,057,709 of the State population will benefit. The population percentage of the project
influence district is reflected in the Table 124.
Table 124 Affected Population
S. No State/District Total Population
1 Maharashtra 11,23,74,333
2 Pune 94,29,408
3 Pune Metropolitan Region 5,057,709
Source: PCA, Census of India 2011

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 328
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.12.2 Population Density

Population density of the project influenced district varies considerably as per the census data
of 2011, which clearly indicate that the density of population in Pune district (603 persons/
sq.km.), has increased during 2001-2011. Any significant increase in population density brings
in two demographic factors that determines it i.e. natural increase in population and
migration. Further, natural increase depends on the fertility and mortality rates. This is evident
from the Table 125.
Table 125 Population Density
S. Density/km2
STATE/ District
No 2001 2011
1 Maharashtra 315 365
2 Pune 462 603
Source: PCA, Census of India 2011

14.13 Environmental & Social Impacts

Based on the project particulars and existing environmental conditions, potential impacts have
been identified that are likely to result from the proposed metro rail project.

The positive environmental impacts typically include reduction in traffic congestion, quick
public transport service and safety, less fuel consumption, reduction in air pollution, reduction
of noise level etc. Due to the Proposed project possible impacts are identified and assessed
based on the activities associated with project location, design, construction & operation
phase.This segment identifies and evaluate the harmful impacts on the environment, likely to
consequence of the proposed development.The various potential environmental impacts
envisaged from the various project activities are enlisted below:

(1) Air Environment

(2) Water Environment
(3) Noise & Vibration
(4) Land Environment
(5) Ecological Impacts
(6) Socio-Economic Impacts

14.13.1 Components of Impact Assessment

The construction and operational phases of the proposed project comprises various activities
each of which may have an impact on environmental parameters. Various impacts during the

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 329
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

construction and operation phases on the environment have been studied to estimate the
impact on the environmental attributes and are discussed in the subsequent section. The
probable impacts of each of these activities on various sectors of environment have been
mentioned below under three headings:

 Impacts due to project location

 Impacts during construction phase
 Impacts during operational phase

14.13.1.1 Impacts due to project location

Landuse changes: the alignment will not have much effect on the landuse of the city. The
alignment contains only elevated section. The efforts will be made to keep both the land
requirement and change of land use minimum.

Land acquisition impacts: The proposed project requires land. The acquisition of land for the
project shall displace people from their home, livelihood base since land is a scarce commodity
in Metropolitan areas. Acquisition of the private land 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 minimize
any negative impacts. Efforts have been made to keep land requirement (Govt. and private
land) to the barest minimum by so choosing the alignments that the acquisition of private
property is minimal. Land need to be acquired for the proposed Depot/ Station locations
however alignment will run through the BRTS corridor hence LA will involve only at the
location where alignment is deviating from BRT corridor.

Land is mainly required for route alignment of rail tracks, station buildings, platforms,
entry/exit structures, traffic integration, Depot, power sub-stations, ventilation shafts,
administrative buildings, and temporary construction depots and work sites etc.

Relocation impacts: the project will involve relocation of shops, commercial-cum-residential

buildings and hutments along the proposed corridors. The policy framework and entitlements
for the project will be based on national laws: The Land Acquisition Act, 1894 (LAA, amended
in 1984) and The National Rehabilitation and Resettlement Policy, 2007 (NRRP); The
Maharashtra Project Affected Persons Rehabilitation Act, 1999’ as modified up to 2006 and
Involuntary Resettlement Policy of the WB/ADB. Compensation shall be paid accordingly, for
relocation of shops, commercial-cum-residential buildings and hutments that will be affected
due to the proposed project.

Loss of trees: The proposed metro lines are in urban/city area and will not pass through any
forests. However, due to the proposed metro construction some trees are likely to be lost.
With removal of these trees the process for CO2 conversion will get affected: The main species

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 330
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

are Githithi, Babul, Seshum, Neem, Peepal, Keekar, Pilkhan, Kakri, Chokar, Laspasia, Sahtut,
Bargad, Gulmohar, Baikan, Rudrakash, etc.

Shifting of utilities and drainages: there will be shifting of existing water supply pipelines,
electrical lines and sewerage lines.

Impact on Historical and Cultural Monuments, The proposed project will affect residential
and commercial structures at some of the portion of alignment. No Archeological Monuments
are directly affected. Utmost care needs be taken so that no significant impact is anticipated
on the historical structures due to project activities during construction and operation.

Impact on Local Transport Facilities

The project has been proposed to cater the additional demand of present and future traffic
requirement. Hence, no loss of job to the existing transport facilities is anticipated. The drivers
of local transport facilities like buses, taxis, autos and rickshaws may be utilized to cater the
requirement of transport from stations to work place and vice-versa. Additional employment
opportunities are also anticipated due to the proposed project.

14.13.1.2 Impacts during construction phase

The most likely negative impacts related to the construction works are listed below:

 Pressure on local Infrastructure;

 Soil erosion problems;
 Solid waste generation;
 Health risk at construction site;
 Traffic congestion and diversion problems;
 Excavated and construction material disposal problems;
 Water contamination problems;
 Impact on air quality;
 Noise Impact;
 Displacement.

Pressure on local infrastructure: considering the nature and the magnitude of the project,
impacts shall be short term and low in magnitude and will be limited to the construction phase
only.

Soil erosion/contamination: the vegetation and top soil shall be disturbed during the
construction stage due to excavation and movement of vehicles and equipment. Run off from
unprotected excavated areas, and underground construction can result in excessive soil
erosion. The spillage of oil from machinery or cement residual from concrete mixer plants
might contaminate the soil if not properly collected and disposed off.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 331
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Construction solid waste generation: 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. The other construction
materials such as steel, bricks, etc. will be housed in a fenced stored yard. The balance material
from these yards will be removed for use/disposal.

Health risk at construction site: at the project site, direct exposure to dust generation is likely
to cause health-related impact especially dust-related diseases. This would be minimized by
providing suitable respiratory personal protective equipments (PPE) such as nose masks with
suitable filters etc.

Dust mitigation plan has to be adopted for the local population. 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.

Traffic congestion and diversion problems: most of the roads of the project area are broad
with traffic signals in proper places but some areas have congested stretches where traffic
movement is very slow. Hence, traffic congestion during the construction phase may be a
major issue.

Water contamination problems: within the vicinity of project site no major / designated water
body are present. Since all construction-related activities will primarily be confined to the
enclosed corridor, no major impacts are anticipated.

Impact on air quality: potential impacts on the air quality during the construction stage will
be due to the fugitive dust and the exhaust gases generated in and around the construction
site.

Impact on noise quality: due to the various construction activities, there will be short-term
noise impacts in the immediate vicinity of the project corridor. The impact will be felt more in
the congested areas where utmost care has to be taken to reduce noise generation by using
acoustic enclosures.

Social impact: as local labour will be hired from the vicinity of the project site and shall be
utilized for the construction purpose and all the activities shall be confined to the project site
only, no adverse social impacts are envisaged due to the proposed project.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 332
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.13.1.3 Impacts during operation phase

The project may cause the following negative impacts during operation of the project due to
the increase in the number of passengers and trains at the stations:

 Impact on land environment;

 Noise pollution;
 Air Pollution;
 Water supply and sanitation at stations;
 Safety.

Noise pollution: during the operation phase, the main source of noise will be from running of
metro trains. Noise radiated from train operations and track structures generally constitute
the major noise sources. Airborne noise is radiated from at-grade and elevated structures,
while ground-borne noise and vibration are of primary concern in underground operations.
Underground metros are not known to generate audible sound at the ground level. However,
since the metro has elevated sections, some noise attenuation measures from the moving
trains need to be integrated in the design to minimize noise . For example the ballast-less track
which is supported on two layers of rubber pads reduces track noise and ground vibrations.
The concept of a “low-noise” electric locomotive must be adopted at a very early state of
planning and must be followed up with detailed work throughout the project execution and
operation.

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.

Air pollution: metro operation will cause no air pollution in the city and reduce congestion on
the roads there by contributing to improvement in the overall pollution levels in the city.

Water supply and sanitation: the metro’s operation will require substantial groundwater. The
Client shall install rainwater harvesting facilities at the stations in compliance to the
Mandatory Roof Top Rain Harvesting regulations. All stations shall employ a cooling water
recirculation system for air conditioning. Recycled water shall be used for facility cleaning and
landscape irrigation. All toilets will be equipped with low-flow fixtures.

Safety: during operation, accidents related to train operation like collision, derailment, fire,
power outages, or operation stoppage may occur. 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. A standby silent type DG set at underground stations shall be
installed. To provide a high level of safety with trains running at close headway ensuring

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 333
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

continuous safe train separation, eliminate accidents continuous speed monitoring and
automatic application of brake in case of disregard of signal / warning by the driver, and

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

14.13.2 Beneficial impacts of the proposed project

Positive impacts have been listed under the following headings:

 Employment opportunity
 Impact on Land Environment
 Traffic flow Improvement/ Less air pollution;
 Quick service and safety
 Less fuel consumption and carbon dioxide reduction.
 Reduction in air pollution

14.13.2.1 Employment opportunities

The project is expected to generate employment in the secondary and tertiary sectors during
the construction and operation phases. Thus the project would provide substantial direct
employment; besides, more people would be indirectly employed in allied activities and
trades.

14.13.2.2 Impact on land environment

There would be increased scope for commercial, industrial and residential development along
the project corridor.

14.13.2.3 Less air pollution

Introduction of Mass Rapid Transport System will reduce the traffic load on the roads. Many
vehicle owners and users of auto-rickshaws will shift to metro rail as it will be a faster and
convenient mode of transport. Thus, reduction of traffic will lead to reduction of automobile
emission and consequently air pollution.

14.13.2.4 Quick service and safety

The metro rail system would be more efficient and faster as compared to the traditional modes
of travel. In addition, reduction of congestion will make the roads safer and will reduce the
incidence of accidents.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 334
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.13.2.5 Less fuel consumption

On implementation of the project, it is estimated that both petrol and diesel consumption will
get reduced. The saving will be due to two factors namely Reduction in vehicles and
decongestion on roads.

14.13.3 Summary of impacts and mitigation measures

A summary of the potential environmental impacts during construction and operation phases
along with recommended mitigation measures is presented in a matrix format in Table 126.
Table 126: Summary of environmental impacts and mitigation measures
Area Impacts Mitigation measures
Construction phase
Topography  Change in existing profile of the  The overall topography of the
& geology land-use area is not going to alter due to
 Disturbance on geological the proposed alignment.s
setting due to quarrying  . No new quarry will be proposed
for the Project requirements only
existing, live, licensed quarries
will be used as sources of
aggregates. It will be ensured the
aggregates procured during
construction stage will be from
the authorized or licensed
suppliers
Water use  Impact on the local water  Maximum rainwater harvesting
sources due to use of and minimum use of existing
construction water water sources for construction
will be ensured to minimize likely
impacts on other users
Water  Increase of sediment load in  Sediment traps will be provided
Quality the run off from construction to reduce sediment load in
sites construction wastewater
 Water pollution due to sewage  Proper sanitation facilities will be
from construction camps provided in construction camps.
Air Quality  Deterioration of air quality due  Construction materials will be
to fugitive dusts emission from stored in enclosed spaces to
construction activities and prevent fugitive emissions
vehicular movement along  Truck carrying soil, sand and
unpaved roads stone will be duly covered to
avoid spilling

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 335
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Deterioration of air quality due  Adequate dust suppression

to gaseous emissions from measures will be undertaken to
construction equipment & control fugitive dust
vehicular traffic.  Low emission construction
 Deterioration of air quality due equipment & vehicles will be
to emission from asphalt and used
hot mix plants
Noise level  Increase in noise level due to  Protective gears such as ear plugs
operation of construction etc. will be provided to
equipment & vehicular traffic construction personnel exposed
to high noise levels as preventive
measure
 Low noise construction
equipment will be used
 Construction activities carried
out near residential areas will be
scheduled to the day time only so
that minimum disturbances are
caused to people
Floral &  Loss of trees due to  Preferential plantation of
fauna construction of proposed flowering trees with less timber
metro corridor & fruit value will be carried out
 Cooking fuel will be provided
to construction workers to
avoid cutting
/felling of trees for fuel wood
 Compensatory afforestation
cost for compensatory
plantation will be provided
Rehabilitatio  Loss of private structures  Some of the
n & residential/commercial
Resettlemen structures will be impacted.
t Proper Rehabilitation and
Resettlement measures will be
adopted
Employment  loss of source of livelihood for  Most of the construction
& trading the PAP’s losing commercial labourers will be recruited from
opportunitie structures. local areas to alleviate social
s  The construction will improve tension of migration
the job opportunities

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 336
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Some of the construction


materials like stone chips & sand
will be procured locally
Operation Phase
Land-use &  Change of land use by squatter/  Planning agencies and Collector/
Encroachme encroachment within the ROW Revenue Officer will be made
nt and induced development involved for controlled
outside the ROW development and prohibiting
squatter/ encroachment within
ROW
Drain  ·Filthy environment due to  Drainage system will be properly
age improper maintenance of maintained
drainage

Air  The proposed project will 

qualit provide a reduced vehicular
y emission load atmosphere
Noise  Noise pollution due to  Regular monitoring of noise level
level operation phase of proposed at specified locations will be
metro rail corridors conducted
Acces  The proposed corridors will 
s help to increase the
accessibility of the project site

14.13.4 Impact Matrix

A matrix is a grid-like table that is used to identify the interaction between project activities,
which are displayed along one axis, and environmental characteristics, which are displayed
along the other axis. Using the table, environment-activity interactions can be noted in the
appropriate cells or intersecting points in the grid. Impact matrix summarizing environmental
parameters impact and nature of impact for the project is given in Table 127.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 337
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Environmental Nature of Potential Impacts during Construction and Operation Phases

Parameters
Local Regional Short Term Long Term Reversible Irreversible Negative Positive Significant Insignificant
Impact
Topography No Impact
Drainage √ √ √
√ √
Soil √ √ √ √
(construction) (operation)
Water
√ √ √ √
Resources
Water Quality √ √ √ √
√ √
Land Use √ √ √ √
(construction) (operation)
Ambient Air
√ √ √ √
Quality
Noise &
√ √ √ √
Vibration
√ √
Flora √ √ √
(construction) (operation)
√ √
Fauna √ √ √
(construction) (operation)
Employment √ √ √ √ √
√ √
Aesthetic √ √ √
(construction) (operation)

Table 127 : Potential Environmental Impacts of Project

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 338
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.13.5 Environmental Assessment Checklist

Based on the environmental screening, a checklist has been prepared (see table below) to assess
the Environmental & Social Sensitivity of Project:
Table 128: Environmental Assessment Checklist for Environmental & Social Sensitivity of Project

Screening Questions Yes No Remarks

Project siting
Is the project adjacent to or
within any of the following
environmentally sensitive
areas?
Cultural heritage site No cultural heritage site is existed in
proximity of project.
Protected area No forest is in the vicinity of the project. No
wildlife-protected area is located close to
the alignment and nearby (assessment
made up to 10 Km) area.
Wetland No designated Wetland
Mangrove No mangrove area is located in the project
site
Estuarine Not applicable
Buffer zone of protected area No protected area or its buffer Zone
Special area for protecting No special biodiversity area is located within
biodiversity the ROW
Potential environmental
impacts
Will the Project cause…
Encroachment on No encroachment on historical or cultural
historical/cultural areas, areas.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 339
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Screening Questions Yes No Remarks

disfiguration of landscape by The topography of project is passing through
road embankments, cuts, fills, plain terrain and rolling terrain at some of
and quarries? the location.
Minor impacts on landscape by
embankments to improve profile. Cuts and
fills are not ruled out.
Opening of New Quarries is not envisaged.
Only operational and licensed quarry will be
used for sourcing materials for the project
Proper environmental management plan will
be adopted during construction to sustain
the quarries.

Encroachment on precious There is no National Parks, Wild Life

ecology (e.g. sensitive or Sanctuaries or any other similar eco-
protected areas)? sensitive areas in the project area. Only
cutting of small number of trees is involved.
Attempts have been made to minimise the
cutting of trees.
Deterioration of surface water Adequate sanitary facilities and drainage in
quality due to silt run off and the workers camps will help to avoid this
sanitary wastes from worker- possibility. As the construction activity in
based camps and chemicals this project will not contain any harmful
used in construction? ingredients, no impact on surface water
quality is anticipated.
Increased local air pollution Localised air pollution level is likely to
due to rock crushing, cutting increase for a short duration during the
and filling works, and construction period due to construction
vehicle movement and asphalt processing.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 340
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Screening Questions Yes No Remarks

chemicals from asphalt The asphalt mixing plant (hot mix plant) will
processing? be located away from habitat areas with
adequately high stack for effective
dispersion of likely emissions.
Dust separation measures like spraying of
water on unpaved vehicle movement areas
are proposed to minimise the dust
generation.
Risks and vulnerabilities Workers may get exposed to dust and noise
related to occupational health during construction activities. However, the
and safety due to physical, exposure levels are likely to be short and
chemical, biological, and insignificant. Workers will be provided
radiological hazards during requisite PPEs to minimise such exposure
project construction and and associated harmful occupational health
operation? effects. As such, no occupational health
hazard is anticipated during operation
phase.
Noise and vibration due to civil Suitable mitigation measures such as use of
works? Personal Protective Equipments will be
taken to minimize the adverse effects.
Dislocation or involuntary The project-affected persons are expected
resettlement of people? to be very less as the metro corridor will
generally follow underground and elevated
alignment. However at stations and depot
areas. There will be need for small land
acquisition.
This aspect will be addressed as per Govt.
rules and ADB‟s Social Safeguard Policies
(SPS-09) separately.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 341
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Screening Questions Yes No Remarks

Other social concerns relating Appropriate mitigation measures to curb the
to inconveniences in living air pollution within permissible levels will
conditions in the project areas keep a check on this problem.
that may trigger cases of Deterioration in ambient air quality will be
upper respiratory problems localised and temporarily during
and stress? construction activity. The project area is
largely located in open areas.
Hazardous driving conditions To minimize the construction interference,
where construction interferes suitable traffic management plan will be
with pre-existing roads? designed and implemented by the
contractor.
Poor sanitation and solid Provisions for sanitation, health care and
waste disposal in construction solid waste disposal facilities such as
camps and work sites, and disposal of sewage in soak pit, first aid
possible transmission of facility will be done to avoid such possibility.
communicable diseases from Awareness plan for workers will be prepared
workers to local population? to educate them about communicable
diseases.
Creation of temporary No such condition is anticipated.
breeding habitats for
mosquito vectors of disease?
Dislocation and compulsory Proper resettlement action plan will be
resettlement of people living proposed.
in right-of-way?
Accident risks associated with Adequate safety measures will be adopted
increased vehicular traffic to avoid accidents during construction and
leading to loss of life? operation stages. Measures, like signage,
speed control; crash barriers will be taken
close to sensitive locations such as schools,
temple or hospitals.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 342
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Screening Questions Yes No Remarks

Increased noise and air Increase in noise and air pollution is
pollution resulting from traffic expected during construction phase but is
volume? likely to be confined within few meters of
either side of the project alignment.
Adequate mitigation measures will be
adopted as per the prescribed
Environmental Management Plan to
minimise the same.
During operation stage, metro will provided
a comfortable travel and provide pollution
free alternate mode for commuters.
Increased risk of water This possibility is minimal but cannot be
pollution from oil, grease and ruled out. Controlled construction activities
fuel spills, and other materials and proper drainage system will reduce this
possibility.
from vehicles using the road?

Large population influx during Most of the workers will be hired locally. The
project construction and small construction camps are unlikely to
operation that causes cause any significant burden on social
increased burden on social infrastructure and services.
infrastructure and services
(such as water supply and
sanitation systems)?
Social conflicts if workers from Most of the workers will be hired locally.
other regions or countries are
hired?
Risks to community health and The construction material (aggregate from
safety due to the transport, approved quarries, borrow earth, bitumen)
storage, and use and/or will be sourced from nearby and approved
disposal of materials such as sources. No explosive or chemicals are likely
explosives, fuel and other to be used. Bitumen waste if any generated
during construction and garbage from

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 343
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Screening Questions Yes No Remarks

chemicals during construction stations will either be recycled or disposed
and operation? of in controlled manner.
Community safety risks due to No such impacts are anticipated. Adequate
both accidental and natural awareness will be created amongst people
causes, especially where the and workers through information
structural elements or disclosure, safety signage and public
components of the project are consultation about safety aspects.
accessible to members of the
affected community or where
their failure could result in
injury to the community
throughout project
construction, operation and
decommissioning.
Table 129 : Environmental Assessment Checklist for Climate Change and Disaster Risk of Project

Climate Change and Disaster Ye No Remarks

Risk s

Is the Project area subject to As per BIS categorization project area falls
hazards such as earthquakes, in Zone III indicating Moderate- low
floods, landslides, tropical earthquake hazard risk.
cyclone winds, storm surges, The area is not subject to natural hazards
tsunami or volcanic like tropical cyclone winds, storm surges,
eruptions and climate
tsunami or volcanic eruptions and climate
changes? changes.
Could changes in The project design was based on projects
temperature, precipitation, already in operation in other cities with
or extreme events patterns similar climatic conditions. The project
over the Project lifespan area is not subject to erosion or landslide
affect technical or financial etc. Technical or financial sustainability of
sustainability (eg. increased

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 344
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

erosion or landslides could the project is unlikely to be affected due to

increase maintenance costs, any extreme event pattern.
permafrost melting or
increased soil moisture
content could affect sub-
grade).
Are there any demographic No such condition exists or anticipated.
or socio-economic aspects of
the Project area that are
already vulnerable (eg., high
incidence of marginalized
populations, rural-urban
migrants, illegal settlements,
ethnic minorities, women or
children)?
Could the Project potentially No such condition is anticipated.
increase the climate or
disaster vulnerability of the
surrounding area (e.g., by
encouraging settlement in
areas that will be more
affected by floods in the
future, or encouraging
settlement in earthquake
zones)?

No significant Social and Environmental impact has been found due to the proposed project
in the project influence area.

14.14 Environmental Management Plan

The main purpose of the Environmental Management Plan (EMP) is to delineate all the measures
to be undertaken during various phases of the project to offset or mitigate the adverse
environmental Impacts (if any) to acceptable level to protect the environment especially the
community likely to be affected by the proposed project. The EMP should necessarily cover all

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 345
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

phases of project cycles i.e. planning and design, construction and operation. The potential Impacts
on the environment due to the proposed project were Identified based on the nature of activities
undertaken during its construction and those envisaged to occur during Its operation in the light of
present status of the environment and legal compliance required. The mitigation measures
required to be taken already taken during various stages of the project have been described below.
The Environment Management measures shall be implemented during the various stages of the
project – Pre-construction stage, Construction Stage and Operation Stage.

A description of the various management measures suggested during different stages of

construction is provided in Table 130.

14.14.1 EMP Matrix

14.14.1.1 Pre-Construction Stage

Pre-construction activities by Metro Authorities

Prior to Contractor mobilization, the Metro Authority will ensure that an encumbrance free
Corridor of Impact is handed over to enable the start of construction. Clearance involves the
following activities:

O Removal and felling of trees,

O Relocation of common property resources and utilities that will be impacted.
O Formal arrangements for maintenance of enhancement sites. This includes
plantation of trees and barricades along the project site.

Pre-construction activities by Contractor

Pre-construction stage involves mobilisation of the Contractor and the activities undertaken by the
Contractor pertaining to the planning of logistics and site preparation necessary for commencing
construction activities. The activities include:

O Joint field verification of EMP by the Environment Specialist of the Supervision

Consultant and Contractor.
O Identification and selection of material sources (quarry and borrow material, water,
sand etc).
O Procurement of construction equipment / machinery such as crushers, plants and
other construction equipment and machinery.
O Selection, design and layout of construction areas, plants, labour camps etc.
O Apply for and obtain all the necessary clearances/ NOCs/ consents from the
agencies concerned.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 346
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

O Planning traffic diversions and detours including arrangements for temporary land
acquisition.

14.14.1.2 Construction Stage

Construction activities by the Contractor

Construction stage is the most crucial stage in terms of activities that require careful management
to avoid environmental impacts.

There are several other environmental issues that have been addressed as part of good engineering
practices, the costs for which have been accounted for in the Engineering Costs. They include
providing drainage, provision of cross-drainage structures etc.

Construction activities by the Metro Authority/Supervision Consultant

The Metro Authorities /Supervision Consultant shall be involved in the smooth execution of the
project and assisting the EPC Contractor during this phase. Their work shall include but not limited
to:

O Monitoring and guiding the EPC Contractor on adopting good environmental and
engineering practices.
O Arranging training to the EPC Contractor and other stakeholders according to the
needs arising.

14.14.1.3 Operation Stage

The operation stage involves the following activities by Metro Authority:

O Monitoring of environmental conditions through approved monitoring agency.

O Monitoring of operational performance of the various mitigation/enhancement
measures carriedout.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 347
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 130 : Environmental Management Plan (EMP)

Environmental Parameters for Responsibility of
Mitigation measures
parameters / Issues Monitoring Implementation
Pre-Construction/ Design Phase
Energy conservation through provision of energy Periodic energy auditing, DPR/ Design Consultant
Energy conservation/
efficient fittings, maximize use of natural light. electricity usage bills Environmental Management
natural ventilation
Cell/ Unit
Reduce water requirements through water Water consumption estimates DPR/ Design Consultant or
efficient plumbing fittings, by making provision for and its compliance/status during Design unit of Metro
rain water harvesting, Recycle and reuse of waste construction /operation phase Authority
Water Conservation water to the maximum extent possible, using
alternative sources of water e.g. bore well etc.)
for non - drinking purpose
Reduction in Designing proper traffic management plan around Air Pollution monitoring DPR/ Design Consultant or
incremental air the proposed project to facilitate smooth flow of Design Unit of Metro
pollution through traffic, removal of encroachments /unauthorized Authority in Consultation
traffic management hawkers on footpaths/roads to increase with SPCB and Traffic Police
the carrying capacity of the roads.

DPR/ Design Consultant or

Environmental Development of Green belt as a part of Station Design unit of Metro
DPR/ Land Scaping plan
Enhancement building land scaping Authority in consultation with
Environmental Management
Providing Firefighting facilities as per National DPR/ Work contracts included in Cell/ Unit of Metro Authority
Building Code (2004) provisions, Periodic the Tender documents DPR/ Design Consultant or
Fire Management maintenance /checking of the fire & educate the Design unit of Metro
occupants for fighting facilities. Authority

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 348
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Inclusion of various environmental related aspect

(viz., disposal / management of spoils during DPR/ Design Consultant or
Inclusion of construction phase, monitoring of environmental
Design unit of Metro
environmental parameters during pre-construction DPR/ Work Contractor Authority in consultation with
management related /construction/Operation Phase) of project,
Environmental Management
clauses in work contract appointment of environmental consultants to
Cell/ Unit of Metro Authority
advise on environmental matters
Construction Phase
Random check of equipment log
All equipment’s will be operated within specified & Manuals Engineering unit at the
design parameters Project site

Vehicle trips to be minimized to the extent possible Contractor/CivilEngg unit

Vehicle Logs
at the Project site
Any dry, dusty materials stored in Sealed Absence of stockpiles or open Contractor/Civil Engg unit
containers or prevented from blowing containers of dusty containers of at the Project site/
Air Emissions dusty materials Environmental Management
Compaction of soil during various Cell/ Unit of Metro
Contractor/Civil EnggAuthority
unit at the
construction activities Construction logs Project site
The Ambient Air Quality will Contractor/ Environmental
conform to the standards for Management Cell/ Unit of
Ambient Air Quality Monitoring within
SPM, SO2, and NOx, CO a Metro Authority
construction zone to be monitored

Noise Pollution List of all noise generating machinery onsite along with Contractor/ Environmental
age to be prepared. Equipment to be maintained in Equipment logs, noise reading Management Cell of Metro
good working order Authority

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 349
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Night working to be minimized Working hours records Contractor/Civil Engg. unit at

the Project site
Maintenance records
Generation of vehicular noise
of vehicles
Implement good working practices Site working practices records, noise
(equipment selection and siting) to minimize DPR/ Design Consultant / Civil
reading
Engg. unit of Metro Authority
Noise and also reduce its impacts on human
health (ear muffs, safe distances,
enclosures)
Log books/ physical supervision Contractor/Civil Engg unit at
No machinery running when not required the Project site

Contractor/ Environment
Acoustic mufflers/ enclosures to be provided in large Management Cell/ Unit of
Mufflers/ enclosures in place
engines Metro Authority
Noise to be monitored in ambient Noise reading as per PCC requirement or
atmosphere within the premises half yearly, whichever is
lesser
The noise level not to exceed the Noise level monitoring Contractor/ Environmental
permissible limit both during day and night times Management Cell/ Unit of
Metro Authority
Random checks of equipment logs/ Contractor/CivilEngg unit
All equipment operated within manuals at the Project site
specified design parameters

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 350
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Vehicle trips to be minimized to the extent possible Vehicle logs Contractor/Civil Engg unit at
the Project site
Minimize area of site clearance to the extent Contractor/CivilEngg unit at
possible, Compensatory plantations as apart of the Project site in
land scaping to compensate the loss of consultation with
Soil Erosion trees/vegetation, development of green belt, avoid Physical inspection /supervision Environmental Management
providing concrete flooring outside the Station Cell/ Unit of Metro Authority
building to the extent possible
Covering the spoils to prevent the wash out during Physical inspection Contractor/Civil Engg unit of
Surface Runoff rainy seasons, provision of green belt to minimize /supervision Metro Authority at the
surface run off Project site
Providing sufficient no. of garbage bins, segregate
biodegradable and non-biodegradable wastes
and dispose off them accordingly including
Contractor/Civil Engg unit of
Disposal/ Recycle of disposal of spoils/waste generated during Log books of disposal truks,
Metro Authority at the
Construction Waste construction phase at the pre - designated site by Physical inspection /supervision
Project site
the contractor, reuse of construction waste at the
construction site itself.

Non - Routine Events Preparation/ inclusion of emergency preparedness Contractor/Civil Engg unit at
and Accidental plan in the work contract to avoid/manage DPR/Work Contract the Project site
Release emergencies
First aid facilities at the work/construction site,
provision of safe drinking water and sanitation
Contractor/CivilEngg unit
Workers Safety/ facilities for construction workers, safety/health
DPR/Work Contract of Metro Authority at the
Health Hazard related issues for construction workers to be
Project site
included in the civil/electrical work contract
awards

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 351
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Setting up of Environmental Management Environmental

Environmental Management Cell/ Unit of
Cell/ Unit to be set up to
Management Cell/ DPR/Work Contract Metro Authority
ensure implementation and monitoring of
Unit
environmental safeguards
Operation Phase
Stack emissions from DG sets to be optimized and Air pollution monitoring Environmental
Air Emissions
monitored, periodic ambient Management Cell/ Unit of
Air quality monitoring at the project site as per the Metro Authority
Post Project Monitoring (PPM) details,
Incentives/encouragement to the Staff to use
public transport instead of private vehicles

Noise generated from operation of DG sets to be Environmental

optimized and monitored, Dg sets to generate less Management Cell/ Unit of
than 75dB(A) Leq at 0.5m from the source, DG sets Metro Authority
Noise Pollution to be provided at basement with proper acoustic
Noise Pollution monitoring
(DG sets and Vehicles) enclosures /mufflers, Chimney height of 8m above
the roof top, no-horn zone inside the Station
building complex

All the wastewater generated in the station Contractor/Civil Engg and

building complex to be collected through the Environmental Management
internal sewer line and ultimately discharging it to Physical inspection as a part of Cell/ Unit of Metro Authority
Wastewater Discharge municipal; sewage line to be taken to sewage
periodic maintenance
treatment plan, Separate lines for surface run off
arid its disposal into drainage system

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 352
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Provision of adequate no. of bins in the Station

building, segregation and collection of bio-
Solid Waste Degradable (kitchen wastes) and non- Physical inspection as a part of Contractor/Building
biodegradable wastepaper and computer periodic maintenance Maintenance unit of METRO
Management
stationery), Disposal of solid wastes as a part of AUTHORITY
maintenance and included in the work contract

Indoor air pollutants (viz., CO, VOC, RSPM to be Environmental

Indoor Air Pollution
reduced by providing proper ventilation and to be Management Cell/ Unit of
(Inside Station
monitored periodically as per the stipulated PPM, Indoor Air Pollution Monitoring METRO AUTHORITY
building and Parking
declaring whole Station building as "No Smoking
lots)
Zone"
Energy Uses Energy usage for AC's and other electrical Energy usage Energy Auditors,
appliances to be minimized, conduct energy quantity, bills trends over a maintenance section of the
auditing of the Station building annually, use of period of time Station building
solar energy for different usages

Fire protection and safety measures to take care of Mock drills/ safety auditing by the Maintenance section of the
Emergency fire and explosion hazards, mock drills to check the consultant Station building (METRO
Preparedness emergency preparedness in case of fire, AUTHORITY)
including Fire earthquake etc.
Management

Setting up of Environmental Management Cell/ Environmental

Unit to be set up to ensure implementation and Management Cell/ Unit of
Environmental monitoring of environmental safeguards METRO AUTHORITY
Management Cell/ DPR
Unit

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 353
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 131 : Environmental Monitoring Plan

Environmental Project Monitoring Institutional Responsibility
Component Stage Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision
Air Construction PM10, PM2.5, High volume The Air Plant Site Once in Continuous Contractor Engineer,
Stage SO2, NOX, sampler to be (Prevention year for 24 hours- through Metro
CO, HC located 50 m and Control three Weekly approved Authority
(non- from the plant in of seasons twice for two monitoring
methane) the downwind Pollution) (except non- agency
direction. Use Rules, monsoons) consecutive
method specified CPCB, 1994 day.
by CPCB for
analysis
Construction PM10, PM2.5, High volume The Air Stretch of the Once in Continuous Contractor Engineer,
Stage SO2, NOX, Sampler to be (Prevention project where year for 24 hours/ through Metro
CO, located 40 m and Control construction three Weekly approved Authority
from the of is in progress seasons twice for two monitoring
earthworks site Pollution) at the site (except non- agency
downwind Rules, At 3 Locations monsoons) consecutive
direction. Use CPCB, 1994 day.
method specified
by CPCB for
analysis
Operation PM10, PM2.5, High Volume The Air At 4 locations Once in Continuous Contractor Engineer,
Stage SO2, NOX, Sampler to be (Prevention as per year for 24 hours/or through Metro
CO, HC located at 15m and Control requirement. three for 1 full approved Authority
from edge of the of seasons working day. monitoring
pavement Pollution) (except agency
Rules, monsoons)
CPCB, 1994

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 354
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Environmental Project Monitoring Institutional Responsibility

Component Stage Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision
Water Quality Construction pH, BOD, Grab sample Water At 2 locations Once in - Contractor Engineer,
Stage COD, TDS, collected from quality as per year for through Metro
TSS, DO, source and standards requirement. three approved Authority
total analyze as per by CPCB seasons monitoring
coliform, Standard (except agency
conductivity Methods for monsoons)
Oil & Examination of
Grease and Water and
Pb Wastewater
Operation pH, TDS, Grab sample Water At 2 locations Once in a - Metro Authority Metro
Stage TSS, DO, collected from quality as per year Authority
Temp, Pb, source and standards requirement.
Oil and analyze as per by CPCB
Grease Standard
Methods for
Examination of
Water and
Wastewater
Noise Levels Construction Noise levels Free field at 1 m Noise Plant Site Once in Continuous Contractor Engineer,
Stage on dB (A) from the standards year for over 24 through Metro
scale equipment by CPCB three hours approved Authority
whose noise seasons monitoring
levels are being (except agency
determined. monsoons)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 355
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Environmental Project Monitoring Institutional Responsibility

Component Stage Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision
Noise levels Equivalent Noise Noise Stretch of the Once in Continuous Contractor Engineer,
on dB (A) levels using an standards project where year for over 24 through METRO
scale integrated noise by CPCB construction three hours approved AUTHORITY
level meter kept is in progress seasons monitoring
at a distance of at the site (except agency
9m & 15m from At 3 Locations monsoons)
edge of Pavement
Operation Noise levels Equivalent Noise Noise At selected 4 Once a Continuous Contractor Engineer,
Stage on dB (A) levels using an standards locations year over 24 through Metro
scale integrated noise by CPCB hours approved Authority
level meter kept monitoring
at a distance of 9 agency
m and 15 m from
edge of Pavement
Soil Quality Construction Monitoring Contamination As per IRC At Selected 2 Once in One time Contractor Engineer,
Stage of heavy standards given code of locations year for sample through Metro
metals by EPA practice three approved Authority
seasons monitoring
(except agency
monsoons)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 356
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.15 Environmental Budget

Mitigation measures proposed in the EMP will be implemented by the Contractor. The
budgetary provisions for the implementation of the environmental management plan of the
Project are presented in Table 132.
Table 132: Environmental Management Cost Construction & Operation Phase
Environmental Frequency No. of Total Rates per
Total
Aspect Of sampling Samples sample
Cost
monitoring locations (Rs.)
Construction Phase
Air Pollution Monitoring
Quarterly 4 24 10,000 240000

Noise Pollution Monitoring Quarterly 4 24 4,000 96000

Ground Water Quality Monitoring Quarterly 2 6 10,000 60000

Surface Water Quality Monitoring Quarterly 2 6 10000 60000

Soil Monitoring Quarterly 2 6 8000 48000

Waste Management 1000000

Water Conservation Rain Water

3 500000 1500000
Harvesting

Training & Education to Workers

for Environment Conservation & 1000000
Awareness

Dust Suppression & Air & Noise

1000000
Pollution Control Measure

Green Cover/Afforestation&
1500000
Maintenance

Tentative Tree Cutting Cost for

128748
342* no. of trees

Tentative Tree Transplantation Cost

(However the cost shall be as per
the availability of the land and as 100 150000 15000000
per the concern forest
department)

Sub Total (A) 21632748

Opération Phase

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 357
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Air Pollution Monitoring Quarterly 4 24 10,000 240000

Noise Pollution Monitoring Quarterly 4 24 4,000 48000

Ground Water Quality Monitoring Yearly 2 2 10,000 20000

Surface Water Quality Monitoring Yearly 2 2 10000 20000

Soil Monitoring Yearly 2 2 8000 16000

Maintenance Cost for Plantation 500000

Training & Education to Workers

for Environment Conservation & 1000000
Awareness

Maintenance cost for Environment

1000000
Safeguard

Sub Total (B) 2844000

Total Cost (A)+(B) 8848000

Contingency @5% 442400

Total Environmental Mitigation Measures Cost 9290400

Tentative tree cutting cost for 342 number of trees 128748

9419148
*Approximatey, 342 no. of trees will be impacted due to the project. However, the no. of trees might be less.
Exact no. of trees will be identified at the time of joint verification with the concerned department.

14.16 Conclusion & Recommendation:

The preliminary environmental studies along the project corridor based on the secondary
baseline data and field survey has revealed some of the environmental issues along the
project corridor as well as potential adverse impacts due to the project. The negative impacts
due to location of proposed corridor IA include: Project Affected People (PAPs), Change of
Land use, Loss of trees/forest and Utility/Drainage Problems. The impacts due to construction
include: Soil erosion, pollution and health risk at construction site, traffic diversion and risk
to existing buildings, excavated soil disposal problems, dust generation, increased water
demand, impact due to supply of construction material. Anticipated Impacts due to operation
are: noise pollution, water supply and sanitation at stations, traffic congestion issues and
impact due to depots.

Mitigation measures and management plan for Compensatory Afforestation, Construction

Material, Housekeeping, Air Pollution Control, Noise and vibration Control are suggested for
early consideration in designing and decision of most appropriate alignment.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 358
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

A lot of positive impacts are anticipated which include employment opportunities, benefits
to economy; quick service and safety; reduced fuel consumption and reduction in air
pollution.

14.17 Social Impact Assessment

This secion deals with the Social Impact Assessment and the Short Resettlement Action Plan
as a part of the Detailed Project Report.

Social impact assessment aims to identify likely impacts on the local communities and other
existing settlements, congested and built up areas including community property resources
(CPRs) and any other impacts on the population within project corridor etc., so that the basic
information could be provided to the engineering design team. The objective of this study is
to minimize the adverse impacts on the targeted population, if any, with the best possible
engineering solutions and the most appropriate cost, with complete coordination between
the engineering, social and environmental teams during the design process. At this stage,
social impact assessment of the project area has been carried out and steps have been taken
to minimize adverse impacts at the design stage itself to make the project people friendly and
economically viable. Wherever avoidance/ reduction of the adverse social impact is not
possible, the affected population has been compensated, resettled and rehabilitated properly
by adopting adequate mitigation measures, with an objective of improving the living
conditions of the project affected people (PAPs).

The following key steps were taken, while preparing social impact assessment report and,
thereafter, short resettlement action plan for the project including options for mitigation
measures at the time of project implementation:
 Avoid/ reduce the adverse social impacts at the initial design stage, especially while
finalizing the alignments;
 Mitigate the unavoidable adverse impacts at planning, designing and
implementation phase; and
 Provide compensation to project affected persons (PAPs) and common properties
at replacement costs by adopting appropriate rehabilitation and resettlement
measures in the light of Government of India policies RFCTLARR Act, 2013, ADB
Safeguard Policy Statement, 2009 (SPS) on the Invlountary Resettlement guidelines
and concerned State Government rules and regulations.

This Social Impact Assessment is based on social analysis and initial social impact assessment
of the PAPs and properties affected due to the project. In view of the human dimensions
involved, the possible social impacts have been integrated into the improved alternative
engineering designs to minimize the task of involuntary resettlement. This task has been
achieved by adopting engineering techniques in terms of the provisions of concentric &
geometric widening, realignments and de-tours etc.

14.18 Scope & Objectives of the Project

The Social Impact Assessment process generally begins with screening at the time of project
identification where steps are taken from the beginning and plans/ designs/ alignments are

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 359
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

finalized in such a way that to the extent possible adverse impacts are avoided at the designing
stage itself and make these projects people friendly. These steps are:

 Avoiding the adverse social impact at the designing stage especially while finalising the
alignments and station locations.
 Mitigating the adverse impacts at designing stage and construction /operation phase.
 Compensating the affected people/common properties and rehabilitation and
resettlement measures.

The overall objective of conducting social impact assessment is to provide input of social
concerns to be dovetailed in design and to avoid or minimize the adverse social impacts with
the best possible engineering solutions at the most optimal cost with complete co-ordination
between the engineering, environmental and social teams during the entire design process.

In brief, keeping in mind the scope and objectives of the study, the following main tasks has
been considered for accomplishment:
 To highlight the need for a proposed metro project;
 To describe the proposed project and alternatives;
 To evaluate the potential impacts of proposed metro project options on the valued
ecosystem components within the project study area;
 To consult the local people, officials and experts on options and impacts in order
to establish institutional capacity;
 To encourage the public participation during consultation;
 To select the preferred project option and suggest mitigation plan .

14.19 Approach and Methodology

The social impact assessment at this stage is based on ‘Social Survey’, conducted within the
corridor.

The social survey of the affected properties has been carried out by using a questionnaire
format, conducted within the corridor in the light of up-to-date project design.

The approach and methodology involves the following:

 To understand the settlement pattern and the physical features along the
project corridor to identify the critical sections of the metro stretch and to
develop an understanding of socio-economic profile.
 A social survey was carried out, administering a questionnaire for collection of
information on affected population, properties/structures, likely impact on
land, type of ownership and social groups etc.
 Documentation of the PAP’s perception regarding the adverse impacts that
may be caused due to the project.
 Developing a database with estimates of different categories of PAPs
irrespective of their legal holdings.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 360
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Analysis of census and socio-econmic data collected for the purpose of social
impact assessment and short resettlement action plan.

14.20 Project Benefits and Beneficiaries

The proposed metro project is expected to bring positive benefits for the users and act as a
development stimulant for the country in terms of overall socio-economic development in the
region as discussed in the subsequent paragraph.

14.20.1 Direct Project Benefits

Major benefits that are likely to accrue from the project include:

 Stimulus for further development in the region along with increase in employment
opportunities;
 Improved metro network benefiting the local people including businessmen, traders,
merchant, tourists and short distance motorists;
 Reduction in travel time, distance as well as transportation cost will be reduced;
 Boost for socio-economic and tourism development along the project;
 Vulnerable and poor people’s income will be increased and;
 Facilitate the provision of extension and social services by the government, NGOs and
other voluntary institutions;

14.20.2 Indirect Project Benefits

As quantified above, the most direct beneficiaries of this project are users, i.e., the population
living along project, as well as passengers travelling in private and public transport etc.. There
will be benefit from reduced transportation costs and travel times between the connected
regions, and much improved travelling comfort. However, the communities located along the
project corridor will also get economic benefit indirectly mainly because of two main reasons;

1. During the construction period a large number of skilled and unskilled workers will be
employed by private contractors, resulting in important income generation. Unskilled
workers will be recruited from the area for physical works, resulting in direct income
generation for this group in the area of the project.

2. Private contractors and consultants will get benefit from the contracts that will arise from
project execution and from the subsequent operation. Both women and men are
expected to benefit from the improved mobility, safety and access to markets and
services along the project corridor. However, in terms of safety benefits women and
children will be benefitted from the increased safety related measures generated by the
project at the time of travelling, since they tend to constitute the majority of commuters
in the proposed metro project, in order to access social services, markets and shopping
stores..

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 361
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.21 Social and Resettlement Impacts

The social impact assessment at this stage aims to record impact on the settlement and
community in order to document the adverse impact on population with the aim to minimize
and mitigate the adverse impacts on the population with the best possible socio-economic
mitigation measure and engineering solutions at the most appropriate cost. The objective of
this study is also meant for preparation of appropriate Short Resettlement Action Plan
documents, considering the approved resettlement and rehabilitation framework for the
project.

The present exercise will explore the impact on the population as well as on the properties,
reported in this section as follows:

This report will assess the social impacts and land acquisition requirement for the project
section Corridor-1A i.e. PCMC to Nigdi which traverses through the Chinchwad, Akurdi and
Nigdi of Haveli Taluka in Pune District. The present report has considered those persons, who
are losing their structures, due to project implementation.
As per findings of the census survey of affected land and non-land assets, the project impacts
can be broadly classified as (i) impacts on private structures (ii) impacts on livelihoods due to
loss of private properties and (iii) loss of common property resources. From the analysis of
impacts, it is noted that altogether 49 structures including 10 private structures and 25
squatters will be affected due to the project. As per the survey, total 10 households will be
affected in the project. The details of project impacts are presented in the following table:
Table 133 : Summary of Project Impacts
S. No. Impacts Number
1 Total land acquisition including Govt. and Pvt. Land (in hectare) 0.7446
2 Total no. affected Structures 49
3 Total no. affected Private Structures (7 Households) 10
4 Total no. Squatters 25
5 Total no. Govt. Properties 12
6 Total no. of Religious Properties 2
7 Fully Displaced Structures 31
8 Losing Commercial & Resi-cum-commercial Structures (TH) Fully displaced 29
Source: Census Survey, Systra Faridabad, 2018

14.21.1 Scope of Land Acquisition

The scope of land acquisition is quite significant in the project because of limited availability
of RoW. Since, the finalization of calculation of land acquisition is under process and it is being
finalized. At this juncture, the final evaluation and assessment of area of land is not identified
as village and plot wise. According to the latest Land Acquisition Plan (LAP), prepared as a part
of Detailed Design Report, 0.7446 hectares of land including private land and govt. land will
be acquired for the project.

All the information, which has been reported here are on the basis of preliminary data
collected from the field, of the data has been assessed and analysed by professional expert.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 362
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Census survey of affected structure owners is carried out to identify the persons who would
be affected by the project and to make an inventory of their assets that would be lost to the
project, which would be the basis of calculation of compensation.

At this juncture, the landownership details has been identified for the private landowners.
However the further details can be assessed during the joint verification process. Here, the
social composition of affected persons has been analyzed, considering the data collected from
the structure’s owner.

The major findings and magnitude of impacts are discussed in the following sections.

14.21.2 Ownership of Land Being Acquired for the Project

The land acquisition for the project section has been calculated considering the proposed
ROW. The area of land to be acquired is around 0.7446 hectares in PCMC-NIGDI Section. The
land, which has to be acquired, includes private as well as government land are documented
in Table 134.
Table 134 : Land Acquisition details
Land
Acquisition Type
S. Name of Area of ASR (Per Cost
Gata No Area Multiple cost as per of
NO Station Acquisition sqm) (In
ASR Land
Cr.)
200 971.39 0.0971 70650 2 137257407 13.73 PVT
FOB Road 147.51 0.0148 11640 1 1717016.4 0.17 GOVT
244 327.16 0.0327 70650 2 46227708 4.62 PVT
244 416 0.0416 70650 2 58780800 5.88 PVT
1
218A 345 0.0345 11640 1 4015800 0.4 GOVT
Station 01
218b 3 0.0003 11640 1 34920 0.003 GOVT
(Chinchwad)
202 208 0.0208 44070 2 18333120 1.83 PVT
Total 2418.06 0.2418 266366771 26.64
169 337 0.0337 50000 2 33700000 3.37 PVT

Station 02 51 383 0.0383 50000 2 38300000 3.83 PVT

2
(Akurdi) 61 77 0.0077 50000 2 7700000 0.77 PVT
Total 797 0.0797 79700000 7.97
4+925-
329.28 0.0329 50000 2 32928390 3.29 PVT
4+960

Ford
1618.94 0.1619 58410 2 189124618 18.91 PVT
Showroom

Open Land 187 0.0187 18780 2 7023720 0.7 GOVT

Station 03 43 642 0.0642 58410 2 74998440 7.5 PVT

3
(Nigdi)
Bus Depot 380 0.038 10360 1 3936800 0.39 GOVT

Temple
623 0.0623 18780 2 23399880 2.34 PVT
Area
Open land
with
451.06 0.0451 17660 2 15931612 1.59 PVT
temporary
structure
Total 4231.29 0.4231 347343460 34.73

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 363
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Grand Total 7446.35 0.7446 693410231 69.34

Contingency@5% 34670512 3.47

Total Land Cost with
728080743 72.81
Contingency@5%
Source: Preliminary Assessment of Land acquisition

14.21.3 Impacted Properties

The properties to be affected by the proposed project include shops, or any other structure.
It has been attempted to get the details of various structures that are located within the
proposed RoW of the project.

The census survey, within proposed Right of Way, has been carried out to enumerate the
properties, falling within proposed ROW. The finding of the survey revealed that there are
significant numbers of structures, i.e., a total of 49 structures are going to be affected within
the proposed right of the way. Structures include the private properties, squatters,
government properties, community properties. The following sections deals with the details
of the affected structures along the project. The number of properties and its distance from
the existing centreline is depicted in Table 135.
Table 135 : Distance of affected structures from Centreline
S. No Distance from Centreline Left Right Total
1 Up to 4.5m & Station Location 42 7 49
Source: Census Survey, Systra Faridabad, 2018

The properties falling within the corridor of impact as per its type of ownership have been
documented in Table 136.

Table 136 : Ownership of Properties to be affected

S. No Type of Properties Left Right Total %
1 Private 5 5 10 20.41
2 Squatters 25 0 25 51.02
3 Government 11 1 12 24.49
4 Relegious 1 1 2 4.08
Total 42 7 49 100
Source: Census Survey, Systra Faridabad, 2018

The details of type of construction of the structures are summarized in the Table 137.
Table 137 : Type of Construction of Private Structures
S. No Type of Construction Left Right Total %
1 Kutcha 23 0 23 65.71%
2 Pucca 2 5 7 20%
3 Kiosks 5 0 5 14.28%
Total 30 5 35 100
Source: Census Survey, Systra Faridabad, 2018

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 364
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

The total number of private properties will be affected due to the project is 35 in number.
These private properties are used for commercial & residential purpose. It was revealed during
social survey that most of the structures along the project are commercial structures as shown
in Table 138.
Table 138 : Type of Private Properties to be Affected
S. No Type of Private Properties Left Right Total %
1 Commercial 3 4 7 87.5%
2 Residential 0 1 1 12.5%
3 Resi-cum-commercial 1 0 1 2.86%
Total 4 5 9 100
Source: Census Survey, Systra Faridabad, 2018

Data collected through field survey shows that there are 12 government properties are to be
affected due to the proposed project. The details of such properties are summarized in the
Table 139.
Table 139 : Type of Government Properties to be Affected
S. No Type of Government Properties Left Right Total %
1 BRT 7 0 7 58.33
2 Bus Stand 2 0 2 16.67
3 Bus Stand Boundary wall 1 0 1 8.33
4 Foot over Bridge 1 0 1 8.33
5 Toilet 0 1 1 8.33
Total 11 1 12 100
Source: Census Survey, Systra Faridabad, 2018

14.21.4 Impacted Public/Community Properties

The impact on religious structures is generally considered as an area of concern due to its
association with the religious sentiments of the people. The total number of religious
properties to be affected due to this project is 1. The details of such properties are summarized
below:
S. No. Type of Religious Properties Left Right Total %

1 Temple Gate and Room 0 1 1 100%

14.22 Legal Status of the Ownership of the Properties/ Structures

Due to loss of structures many people will be losing their properties/ livelihoods and will be
economically affected. As per the census survey of structures, 10 households will be losing
their properties/ livelihood due to loss of structures under titleholders’ category and 25 are
squatters. The details of the affected households are shown in Table 140.
Table 140 : : Entitlement of Properties
Number of PAPs Total

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 365
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

S. Category of Affected Descripti

Left Right
No Households on
1 Title Holders Structures 5 5 10
2 Squatters Structures 25 0 25
Total 30 5 35
Source: Census Survey, Systra Faridabad, 2018

14.22.1 Level of impact on Affected Private Structures

The level of impact has been considered under two categories namely, partial impact and fully
impact. The structure, which is getting affected are falling in fully displacement category and
leads to physical displacement, detailed in Table 141
Table 141 : Impact Level on Structures
S. No Impact Level Category Total %
Commercial 28
Residential 2
1 Fully Displacement 88.57
Resi-cum-
1
commercial
Commercial 3
2 Partially Displacement 11.43%
Residential 1
Total 35 100
Source: Census Survey, Systra Faridabad, 2018

14.22.2 Social profile of the PAPs along the Project

The purpose of our census survey was to create a broad database of the affected properties
as well as the project-affected persons (PAPs) in order to understand the social profile of the
project-affected area. It helps to appraise the positive as well as negative change in the life
style of the communities in the project influence area due to implementation of the project
as an external intervention. Based on the primary data collected during census survey, an
assessment of the social profile of the affected population of structures only has been outlined
in the following paragraphs and tables.

14.22.2.1 Total Affected Households

Due to loss of structures many people will be loosing their properties/ livelihoods and will be
adversely affected. The data reveals that as many as total 35 households are getting affected
due to the proposed project. The details for the same are shown in Table 142.
Table 142 : Number of Affected Households
Number of PAPs
S. No Type of Impacts Category of PAHs
Left Right Total
1 Structure Only Owner (TH) 5 5 10
2 Structure Only Squatters (NTH) 25 0 25
Total 30 5 35
Source: Census Survey, Systra Faridabad, 2018

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 366
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.22.2.2 Religious Category of PAHs along the Project

Social customs and tradition play a major role in determining the socio-economic development as
well as occupational pattern in the influence area, keeping this in mind a social analysis has been
conducted considering the religious profile of the PAHs within the corridor of impact. In the
project, majority of the PAHs belong to Hindu population (97.14%) followed by Muslim population
(2.86%). Table 143 delineates the religious cluster of the affected households.
Table 143 : Religious Categories of PAHs along the Project
S. No Religious Group Left Right Total %
1 Hindu 29 5 34 97.14%
2 Muslim 1 0 1 2.86%
Total 30 5 35 100
Source: Census Survey, Systra Faridabad, 2018

14.22.2.3 Social Category of PAHs along the Project

In many places, especially in rural India, the social category plays a dominant role in
determining the accessibility to resources. People from Schedule Tribe or Schedule caste are
deprived of their rights. Such sections of the society need special concern while rehabilitating
them. At this stage, the socio-economic profile of structures owner has been updated, who
are losing their property due to the project. Here, the social composition of affected persons
has been analyzed, considering the data collected from the structures owners. The analysis of
collected data indicates that PAH’s belongs to General category (94.29%) and (5.71%) are OBC
category. Data was collected regarding social classification of PAHs and the same has been
presented in Table 144.
Table 144 : Social Stratification of PAHs along the Project
S. No Social Category Left Right Total %
1 General 28 5 33 94.29%
2 OBC 2 0 2 5.71%
Total 30 5 35 100
Source: Census Survey, Systra Faridabad, 2018

14.22.2.4 Type of family of PAHs along the Project

The analysis of collected data indicates that majority of PAH’s lives in Joint Family (77.14%)
followed by Nuclear Family (22.86%). Data was collected regarding type of family has been
presented in Table 145.
Table 145 : Type of family of PAHs along the Project
S. No Type of Family Left Right Total %
1 Joint 24 3 27 77.14%
2 Nuclear 6 2 8 22.86%
Total 30 5 35 100
Source: Census Survey Systra Faridabad, 2018

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 367
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14.22.2.5 Occupation Pattern in the family along the Project

The project is dominated by families which are involved in commercial activities. Table 146
gives the detail explanation.
Table 146 : Occupation Pattern of PAHs along the Project
S. No Occupation Pattern Left Right Total %
1 Business 4 5 9 25.71
2 Commercial Activities 26 0 26 74.29
Total 30 5 35 100
Source: Census Survey, Systra Faridabad, 2018

14.23 Appicable Resettlement Policy and Regulations

The Social Assessment describes the approach to be followed in minimizing and mitigating negative
social and economic impacts caused by the project. In addition, social assessment identifies
categories of expected project impacts, including loss of property and assets, loss of
livelihood, and other social and economic impacts on roadside communities. All people and
households adversely affected by the project would be enumerated and supported as per the
Entitlement Matrix which is under preparation. The outcomes of consultation with
community with regards to relocation of religious and community structures, if any
constructed encroaching on Government lands would be duly documented. Over the years,
R&R policies have been developed at international, national and organizational levels. The
Acts and Policies relevant to the SIA are:
 Asian Development Bank’s Safeguard Policy Statement (SPS), 2009
 The notifications of Department of Revenue and Forest, Maharashtra
Government for Resettlement and Rehabilitation dated 13/08/2014, 27/08/ 2014
(2 Nos.)
 Order of CBDT, Ministry of Finance, Govt. Of India dated 25/10/2016
 The Right to Fair Compensation and Transparency in Land Acquisition,
Rehabilitation and Resettlement Act, 2013 (No. 30 of 2013)
The following section deals with these policies with a comparison and subsequently deals with
the entitlements and eligibility for compensation and other resettlement entitlements.

14.23.1 ADB’s Safeguard Policy Statement (SPS), 2009 on Involuntary Resettlement

Objectives: To avoid involuntary resettlement wherever possible; to minimize involuntary
resettlement by exploring project and design alternatives; to enhance, or at least restore, the
livelihoods of all displaced persons in real terms relative to pre-project levels; and to improve
the standards of living of the displaced poor and other vulnerable groups.

Scope and Triggers: The involuntary resettlement safeguards cover physical displacement
(relocation, loss of residential land, or loss of shelter) and economic displacement (loss of
land, assets, access to assets, income sources, or means of livelihoods) as a result of (i)
involuntary acquisition of land, or (ii) involuntary restrictions on land use or on access to
legally designated parks and protected areas. It covers them whether such losses and
involuntary restrictions are full or partial, permanent or temporary.

Policy Principles:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 368
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Screen the project early on to identify past, present, and future involuntary
resettlement impacts and risks. Determine the scope of resettlement planning
through a survey and/or census of displaced persons, including a gender
analysis, specifically related to resettlement impacts and risks.

 Carry out meaningful consultations with affected persons, host communities,

and concerned non-government organizations. Inform all displaced persons of
their entitlements and resettlement options. Ensure their participation in
planning, implementation, and monitoring and evaluation of resettlement
programs. Pay particular attention to the needs of vulnerable groups,
especially those below the poverty line, the landless, the elderly, women and
children, and indigenous Peoples, and those without legal title to land, and
ensure their participation in consultations. Establish a grievance redress
mechanism to receive and facilitate resolution of the affected persons’
concerns. Support the social and cultural institutions of displaced persons and
their host population. Where involuntary resettlement impacts and risks are
highly complex and sensitive, compensation and resettlement decisions
should be preceded by a social preparation phase.

 Improve, or at least restore, the livelihoods of all displaced persons through (i)
land-based resettlement strategies when affected livelihoods are land based
where possible or cash compensation at replacement value for land when the
loss of land does not undermine livelihoods, (ii) prompt replacement of assets
with access to assets of equal or higher value, (iii) prompt compensation at full
replacement cost for assets that cannot be restored, and (iv) additional
revenues and services through benefit sharing schemes where possible.

 Provide physically and economically displaced persons with needed

assistance, including the following: (i) if there is relocation, secured tenure to
relocation land, better housing at resettlement sites with comparable access
to employment and production opportunities, integration of resettled persons
economically and socially into their host communities, and extension of
project benefits to host communities; (ii) transitional support and
development assistance, such as land development, credit facilities, training,
or employment opportunities; and (iii) civic infrastructure and community
services, as required.

 Improve the standards of living of the displaced poor and other vulnerable
groups, including women, to at least national minimum standards. In rural
areas provide them with legal and affordable access to land and resources,
and in urban areas provide them with appropriate income sources and legal
and affordable access to adequate housing.

 Develop procedures in a transparent, consistent, and equitable manner if land

acquisition is through negotiated settlement to ensure that those people who
enter into negotiated settlements will maintain the same or better income and
livelihood status.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 369
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Ensure that displaced persons without titles to land or any recognizable legal
rights to land are eligible for resettlement assistance and compensation for
loss of non-land assets.

 Prepare a resettlement plan elaborating on displaced persons’ entitlements,

the income and livelihood restoration strategy, institutional arrangements,
monitoring and reporting framework, budget, and time-bound
implementation schedule.

 Disclose a draft resettlement plan, including documentation of the

consultation process in a timely manner, before project appraisal, in an
accessible place and a form and language(s) understandable to affected
persons and other stakeholders. Disclose the final resettlement plan and its
updates to affected persons and other stakeholders.

 Conceive and execute involuntary resettlement as part of a development

project or program. Include the full costs of resettlement in the presentation
of project’s costs and benefits. For a project with significant involuntary
resettlement impacts, consider implementing the involuntary resettlement
component of the project as a stand-alone operation.

 Pay compensation and provide other resettlement entitlements before

physical or economic displacement. Implement the resettlement plan under
close supervision throughout project implementation.

 Monitor and assess resettlement outcomes, their impacts on the standards of

living of displaced persons, and whether the objectives of the resettlement
plan have been achieved by taking into account the baseline conditions and
the results of resettlement monitoring. Disclose monitoring reports.

Involuntary Resettlement Categorization

A proposed project is assigned to one of the following categories depending on the

significance of the probable involuntary resettlement impacts:

 Category A: A proposed project is classified as category A if it is likely to have

significant involuntary resettlement impacts. A resettlement plan, including
assessment of social impacts, is required.

 Category B: A proposed project is classified as category B if it includes

involuntary resettlement impacts that are not deemed significant. A
resettlement plan, including assessment of social impacts, is required.

 Category C: A proposed project is classified as category C if it has no involuntary

resettlement impacts. No further action is required.

 A project’s involuntary resettlement category is determined by the category of

its most sensitive component in terms of involuntary resettlement impacts. The
involuntary resettlement impacts of an ADB-supported project are considered
significant if 200 or more persons will experience major impacts, which are

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 370
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

defined as (i) being physically displaced from housing, or (ii) losing 10% or more
of their productive assets (income generating). The level of detail and
comprehensiveness of the resettlement plan are commensurate with the
significance of the potential impacts and risks.

The Mumbai Metro 7 project falls in “Category B” based on Asian Development Bank’s
Safeguard Policy Statement (SPS), 2009 since the project is likely to have involuntary
resettlement impacts with more than 200 persons will be physically displaced from housing
or will lose 10% or more of their productive assets (income generating).

14.23.2 MAHARASHTRA NOTIFICATION ON RESTTLEMENT AND REHABILITATION

Revenue and Forest Department of Maharashtra Government has issued Notification No.
LQN. 12/2013/C.R. 190/A-2 on 27th August 2014 for Resettlement and Rehabilitation of PAPs
for projects in the state of Maharashtra as per Section 108 of the Right to Fair Compensation
and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013 to provide
higher compensation. The details of the notification are given in the following paragraphs:
Part-1. Land Valuation:
1. The market value of land to be acquired will be determined by ready reckoner value fixed
under the Maharashtra Stamp Act (59 of 1958) and the Maharashtra Stamp
(Determination of True Market Value of Property) Rules, 1995.
2. The multiplication factor by which market value of the land is multiplied will be 2 in case
of rural areas and 1 for urban areas. (This factor should be at least 10% higher than the
state approved multiplier.)
3. Compensation of the land to be acquired in rural area: (market value x 2) plus value of
assets attached to land or building) Plus (100% solatium) = Land Compensation Price;
Compensation of the land to be acquired in urban area: (market value x 1) plus value of
assets attached to land or building) plus (100% solatium) = Land Compensation.
4. In case the land is acquired for urbanization purpose 20% of the developed land will be
reserved and offered to the landowner at price equal to cost of acquisition and cost of
development. The net land reserved and offered will be excluding the land required for
infrastructure development by recovering the cost of acquisition and cost of
development gross land i.e. 20%. The land required for infrastructure development and
cost of the same as per norms prescribed by Public Works Department or Irrigation
Department or Rural Development Department or Municipal Corporations or City and
Industrial Development Corporation of Maharashtra (CIDCO) or Mumbai Metropolitan
Region Development Authority (MMRDA) or Maharashtra Industrial Development
Corporation (MIDC). The actual area required for development of infrastructural
facilities will be taken into consideration at the time of calculation of land to be allotted.
The net land to be reserved or offered to land owner will be:—
20% of the gross land-land required for infrastructural development as per norms prescribed
by Public Works Department or Irrigation Department or Rural Development Department or
Municipal Corporations or City and Industrial Development Corporation of Maharashtra
(CIDCO) or Mumbai Metropolitan Region Development Authority (MMRDA) or Maharashtra
Industrial Development Corporation (MIDC) norms-recovery of cost of acquisition as per
Right to Fair Compensation and Transparency in Land Acquisition. Rehabilitation and

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 371
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Resettlement Act, 2013 and cost of development as per norms prescribed by Public Works
Department or Irrigation Department or Rural Development Department or Municipal
Corporations or City and Industrial Development Corporation of Maharashtra (CIDCO) or
Mumbai Metropolitan Region Development Authority (MMRDA) or Maharashtra Industrial
Development Corporation (MIDC) for gross 20% land.
Explanation.— As per the City and Industrial Development Corporation of Maharashtra
(CIDCO) norms, the area required for infrastructure development considered is 30%., then
the net land to be reserved or offered to land owner will be : 20% of the gross land-7% area
required for infrastructure development=14% of the land acquired-(recovery of cost of
acquisition and cost of development as per City and Industrial Development Corporation of
Maharashtra (CIDCO) norms for gross 20% land.
The acquiring body may also give monetary value equivalent of the net developed land in
lieu of actually providing the land to the displaced persons or his family.

Part-2. Rehabilitation and Resettlement components:

 If a house is lost in rural area, a constructed house shall be provided as per the
specifications of Indira AawasYojana or Rs. 1.65 lacs in lieu of house.
Explanation. - In case of Indira Aawas Yojana, a house of 25 sq.mt. will be provided.
Considering the low specifications, the construction cost will be minimum Rs. 600 per sq.
ft. which gives Rs. 1,61,400 excluding the cost of the developed land.
 If a house is lost in urban area, a constructed house shall be provided of 50 sq.mt. plinth
area as per Public Works Department norms or Rs. 5.5 lacs in lieu of house.
Explanation, —Considering the construction cost of Rs. 1000 per sq.ft., the cost of
house will bs Rs. 5,38,000 excluding the cost of the developed land.
 Onetime payment of Rs. 5 lacs to each affected family to those who have eligible
candidate for employment.
 Subsistence allowance to the affected displaced families of Rs. 3000 per month for a
year after displacement date. For the families belonging to Scheduled Castes or
Scheduled Tribes such families will get additional Rs. 50,000.
 Transportation cost of Rs. 50,000 per affected displaced families.
 Those families having cattle shed or petty shops will get Rs. 25,000 one-time financial
assistance.
 One-time grant for artisans, small traders of Rs. 50,000.
 One-time resettlement allowance of Rs. 50,000 after shifting of house.
 Stamp duty and registration charges will be borne by Requiring Body for the first
transaction of the rehabilitated person only.
 The Requiring Body will provide the infrastructure in Rehabilitation and Resettlement
area, which includes the roads, drainage, Panchayatghar, post office, Samajmandir and
other facilities as mentioned in the THIRD SCHEDULE of the Right to Fair Compensation
and Transparency in Land Acquisition. Rehabilitation and Resettlement Act, 2013.
However, if the Requiring Body monetize the amenities as per family costs of
constructing these amenities as per cost norms developed by Public Works Department
or Rehabilitation Department or Irrigation Department or Rural Development
Department or Urban Development Department or Municipal Corporations or City and
Industrial Development Corporation of Maharashtra (CIDCO) or Mumbai Metropolitan

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 372
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Region Development Authority (MMRDA) or Maharashtra Industrial Development

Corporation (MIDC). In such an eventuality, the Requiring Body shall offer 10% plus the
total per family cost of all the amenities to be provided under the THIRD SCHEDULE of
the said Act.
 All monetary value fixed above shall be entitled to be increased by 5% on the 1st January
of each year unless the rate of inflation index is less than 5 % for that year.
 Above package will be applicable if the affected person accepts the same through a
written consent.

[Note: - The explanations provided above are only the supportive information on the basis of
City and Industrial Development Corporation of Maharashtra (CIDCO) practice and shall not
be included part of the Guidelines]

It may be seen that the Government of Maharashtra has further prescribed entitlements for
families affected due to acquisition of land, which are currently applicable.

The Revenue and Forest Dept., Govt. of Maharashtra, vide Notification dated 27/08/2014, has
prescribed rules for various matters under Section 109 of the RFCTLARR Act

14.23.3 The Right To Fair Compensation And Transparency In Land Acquisition,

Rehabilitation And Resettlement Act, 2013 (No. 30 Of 2013)
The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and
Resettlement (RFCTLARR) Act, 2013 is effective from January 1, 2014 after receiving the
assent of the President of Republic of India, repealing the Land Acquisition Act, 1894. The
new Act extends to the whole of India except the state of Jammu and Kashmir. The aim of
the new act is to minimize displacement and promote, as far as possible, non-displacing or
least displacing alternatives and also aims to ensure adequate compensation including
rehabilitation package and expeditious implementation of the rehabilitation process with
the active participation of those affected. The Act also recognizes the need for protecting
the weaker sections of the society especially members of the scheduled castes and
scheduled tribes.

The aims and objectives of the Act include: (i) to ensure, in consultation with institutions of
local self-government and Gram Sabhas established under the Constitution of India, a
humane, participative, informed and transparent process for land acquisition for
industrialization, development of essential infrastructural facilities and urbanization with the
least disturbance to the owners of the land and other affected families; (ii) provide just and
fair compensation to the affected families whose land has been acquired or proposed to be
acquired or are affected by such acquisition; (iii) make adequate provisions for such affected
persons for their rehabilitation and resettlement; (iv) ensure that the cumulative outcome of
compulsory acquisition should be that affected persons become partners in development
leading to an improvement in their post-acquisition social and economic status and for
matters connected therewith or incidental thereto.

The key features of the new land acquisition act are as follows: Schedule I outlines the
proposed minimum compensation based on a multiple of market value. Schedule II and III
outline the resettlement and rehabilitation (R&R) entitlements to land owners and livelihood
losers, which shall be in addition to the minimum compensation per Schedule I. The Schedules

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 373
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

IV lists out other land acquisition acts, which will be repealed with 1 year after LAAR is
effective.

The salient provisions of the RTFCTLARR Act relevant to the Metro project are as follows:
 The Act (Section 105) specifies that the provision of the Act shall not apply to the
enactments relating to land acquisition specified in the Fourth schedule of the Act
which includes Metro Railways (Construction of Works) Act, 1978. However, as
stipulated in Sub Section (3) of Section 105 and as subsequently notified by the GoI,
the compensation for acquisition of private land and rehabilitation and
resettlement benefits specified under the new LARR Act remain applicable even for
such activities taken up under the Metro Railways Act.
 Preparation of Social Impact Assessment study including assessment of public
purpose through a process of public consultation and disclosure for land acquisition
proposals covered under the Act.
 Transparent procedures to be followed in the acquisition of land from preliminary
notification to award and possession and preparation and implementation of
rehabilitation and resettlement schemes for those affected by acquisition of land
for public purpose.
 Procedure and methodology for determination of market value for compensation
to be provided to legal title holders.
 Infrastructural facilities to be provided in resettlement areas and special provision
for Scheduled Castes and Tribes.
 Institutional mechanism for implementing the provision of the Act, monitoring of
R&R and grievance redressal.
 Procedure for payment of compensation.
 Temporary possession of land.
 The owners of land and structures (including those having certain legal rights)
proposed to be acquired and, in urban areas, those who are staying on or whose
livelihood is dependent on such land for a period of 3 years prior to acquisition of
land are entitled for certain compensation and benefits under the Act.
 For legal title holders in urban areas, the compensation for land is equivalent to
market value of land, value of assets attached to the land or buildings and 100%
solatium on value of land.
 For houses lost as a result of acquisition of land in urban areas, a constructed house
of not less than 50 sq.m. plinth area (if required in multi-storied building) is to be
provided for a family. Alternatively, if so desired by the PAP, a one-time financial
assistance of not less than Rs. 1.5 lakhs is to be given for construction of a house.
However, the location of house in terms of the distance from lost house is not
prescribed.
 In addition, the affected family is to be provided (i) training and skill development
for job to one family member in the project or one-time payment of Rs. 5 lakhs or
annuity policies that pay Rs. 2,000 per month per family for 20 years indexed to CPI
(ii) monthly subsistence allowance of Rs. 3,000 per month for a period of one year
(iii) one-time financial assistance of Rs. 50,000 towards transportation cost for
shifting (iv) one-time resettlement allowance of Rs. 50,000.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 374
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Each petty shop owner / small trader / self-employed person and family owning
non-agricultural land, or commercial, industrial or institutional structure is to be
provided one-time financial assistance of minimum Rs. 25,000 for construction of
shop.
 The stamp duty and registration charges for the land and house to be provided to
the PAPs shall be borne by the acquiring body.
It may be seen that while elaborate provisions for compensation and R&R benefits are made
for those affected due to the acquisition of land for the project, the Act does not prescribe
any benefits for occupants of structures located on public (Government) land and affected
by the project. Further, the Act does not envisage any resettlement benefit for occupants /
owners of structures used for other than residential purposes and affected by the project.
The Central Board of Direct Taxes vide Order dated 25/10/2016 has clarified that the
compensation received in respect of award or agreement, which has been exempted from
levy of income tax vide Section 96 of the RFCTLARR Act shall also not be taxable under the
provisions of Income Tax Act, 1961.

14.24 Community Consultation And Stakeholder Analysis

Extensive public consultations were carried out with various stakeholders at various locations
throughout the length of the project corridor. The consultations were undertaken with PAPs,
in selected area. The locations, number of people that participated and the consultation
methods are summarized in Table 147.
Table 147 : Summary of Consultation Sessions

No. of Type of
Date State District Tehsil Village
person Consultation
Consultation
Nigdi (Near Bhakti
27/11/2018 Maharashtra Pune Haveli 10 and
Shakti Chowk)
interview
Consultation
Nigdi (Near Bhakti
27/11/2018 Maharashtra Pune Haveli 4 and
Shakti Chowk)
interview
Near Chinchwad
28/11/2018 Maharashtra Pune Haveli 7 Consultation
Railway Station
Near Chinchwad
28/11/2018 Maharashtra Pune Haveli 5 Consultation
Railway Station
*Source: Public consultation during social assessment.

The purpose of public participation and consultation for this resettlement planning study was
to create awareness on the project and involve those persons in the study who are to be
affected positively or negatively and involve also other stakeholders by giving them
opportunities to express their views and concerns about expected and perceived impacts and
about the most suitable ways for mitigating negative effects and enhancing positive project
effects.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 375
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

The consultations intended to create a sense of commitment towards implementing the social
safeguard plan for the project. With due consideration of vulnerable PAPs including SC, PH,
Aged (60+) and WHH, consultations were carried out through various methods including
individual interviews, consultation meetings, and informal and formal group discussions.

A list of participants’ location/place wise is provided in this report. The photographs of public
consultations are shown below.

Figure 118 : A view of people’s participation during census survey and public consultation along the
project road corridor near bhakti shakti (Top ), Chinchwad Railway station (Bottom)

14.24.1 Issues Raised and Responses

Various topics were covered in the consultations with villagers, project affected people,
community leaders and village sarpanches. The issues raised, and the responses given are
summarized in Table 148.
Table 148:Issues raised and responses

Issues raised Reponses

Land acquisition People were informed that within the broader corridor
minimization alignment, several alternatives were studied taking into
consideration of social and environmental impacts,
including the land acquisition. The option selected is with
the least land acquisition impacts.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 376
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Issues raised Reponses

I. Provision of new The PAPs suggestions will be discussed with the design
bypass construction Engineers and accordingly incorporated if technically
feasible.

Resettlement impacts A resettlement action plan will be prepared in line with

mitigation measures relevant LARR Act, 2013.
Underpasses at The exact location of underpasses will be discussed with the
schools and hospitals design engineer. The final location will select by taking into
account people’s concerns and needs, as much as
technically viable.

Wayside amenities The locations of road side amenities and public services
and public facilities such as rest areas, service areas, bus shelter, urinals and
including toilets and drinking water facilities will be incorporated in the project
drinking water design.

Road safety measures Adequate road safety measures will be incorporated in the
project design. If needed, additional road safety measures
can be added during construction, taking into account local
people’s concerns.

Pedestrian pathways The design includes pedestrian pathways for crossing the
highway at populated locations. Local people’s suggestions
can still be incorporated in the project, if technically
feasible.
Resettlement Compensation will be paid to the eligible PAPs and
assistance package assistance will be given for relocation and livelihood
rehabilitation as set to be forth in the LARR Act, 2013.

Compensation should Compensation rate of lost assets will be determined based

be computed at on the prevailing market value in the project area.
current market price
of land and structures

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 377
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Issues raised Reponses

Avoidance of the PAPs suggestions will be incorporated in the project design
demolition of religious if technically feasible. However, relocation of religious
properties structures will be done at proper place after consensus with
the local communities.

Income and Contractors typically hire most unskilled workers locally for
employment construction activities and maintenance work. Other
generation schemes different options will be provided to PAPs for income
should be launched all restoration, such as land-for-land compensation, cash for
along the project land, and combination of land and cash for land. These
influence area measures would help the PAPs to restore or enhance their
income and livelihood.

Special signage near The signage near the prominent locations has been
schools, college and incorporated in the road design. Additional signs can be
road turnings and added as needed.
crossings

During construction Contractors typically give priority to local people when

local people should be hiring workers, both during construction and operational
preferred for phases.
employment by the
contractor
*Source: Public consultation during social assessment

14.25 TOTAL R & R COST

The R&R budget for the proposed project including cost of land acquisition worked out
approximately for Corridor 1A is Rs. 114.43 Crores, which includes the cost of land and
structure, relocation or enhancement of religious and government structures and R & R
Assistance given to affected people, Dismantling & Restoration of BRTS. The details of the
tentative budget are given in Table 149
Table 149 : R&R COST
Compensatio
n
Quantit (Factors to Total
Sl. Unit Rate Amount
Item Eligibility y be 100% (In
No. (Rs) (cr.)
(Sqm.) multiplied) Solatium of Crores)
(Urban= 1* column 6
MV)
1 2 3 4 5 6 7 8
A Compensation for Land

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 378
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Compensatio
n
Quantit (Factors to Total
Sl. Unit Rate Amount
Item Eligibility y be 100% (In
No. (Rs) (cr.)
(Sqm.) multiplied) Solatium of Crores)
(Urban= 1* column 6
MV)
Cost of land - As per 34670511 346705115.6 693410231.2
1 7446.35 circle DLC 5.6 69.34
Rate

Sub-total (A)
69.34
B Compensation for Structure
As per DLC No factor
1 Pucca - 996 9.97
rate 49866772 Applicable 49866772
Sub-total (B) 9.97
C R&R Assistance
Annuity
allowance, Land and
1 losing primary structure 10 500000
500000 0.50
source of Owner
Income
Substance 30 36000
Losing 1080000
Assistance for
2 Commercial
displaced 0.11
Structures
family
TH Losing 30 50000
Transportatio 1500000
Residential
n cost for
3 and
displaced 0.15
Commercial
family
Structures
TH Losing 35 50000
Residential 1750000
Resettlement
4 and
Allowance 0.18
Commercial
Structures
One-Time Losing Cattle
5 Financial Shed or Petty 25,000
125000 0.01
Assistance Shops
Sub-total (C) 0.95
D Administrative and other Costs
NGO

1 (RAP 150000 0.15 0.15

Implementati
on)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 379
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Compensatio
n
Quantit (Factors to Total
Sl. Unit Rate Amount
Item Eligibility y be 100% (In
No. (Rs) (cr.)
(Sqm.) multiplied) Solatium of Crores)
(Urban= 1* column 6
MV)
Sub-total (D) 0.15
Total (A+B+C+D) 80.41
Contingency @ 5% 4.02
TOTAL (Cr.) 84.43

Cost for Dismantling & Restoration of BRTS 30.00

GRAND TOTAL (Cr.) 114.43

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 380
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

15. DISASTER MANAGEMENT MEASURES

15.1 Introduction
“Disaster is a crisis that results in massive damage to life and property, uproots the physical
and psychological fabric of the affected communities and outstrips the capacity of the local
community to cope with the situation.” Disasters are those situations which cause acute
distress to passengers, employees and outsiders and may even be caused by external factors.
As per the disaster management act, 2005 "disaster" means a catastrophe, mishap, calamity
or grave occurrence in any area, arising from natural or manmade causes, or by accident or
negligence which results in substantial loss of life or human suffering or damage to, and
destruction of, property, or damage to, or degradation of, environment, and is of such a nature
or magnitude as to be beyond the coping capacity of the community of the affected area”. As
per world health organisation (WHO):

“Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary response
from outside the affected community or area.”

A disaster is a tragic event, be it natural or manmade, which brings sudden and immense agony
to humanity and disrupts normal life. It causes large scale human suffering due to loss of life,
loss of livelihood, damages to property and persons and also brings untold hardships. It may
also cause destruction to infrastructure, buildings, communication channels essential services,
etc.

15.2 Need For Disaster Management Measures

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

15.3 Objectives
The main objectives of this Disaster Management Measures are as follows:

 Save life and alleviate suffering.

 Provide help to stranded passengers and arrange their prompt evacuation.
 Instill a sense of security amongst all concerned by providing accurate
information.
 Protect Metro Rail property.
 Expedite restoration of train operation.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 381
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Lay down the actions required to be taken by staff in the event of a disaster in
Pune Metro in order to ensure handling of crisis situation in coordinated manner.
 To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is
important that these officials and workers are adequately trained in anticipation
to avoid any kind of confusion and chaos at the time of the actual situation and
to enable them to discharge their responsibilities with alertness and
promptness.

15.4 List of serious Incidents Requiring use of Provisions of the Disaster

Management Measures
Metro specific disasters can be classified into two broad categories e.g.: Man-made and
Natural.

A. Man-made Disasters.

1. Terrorist attack
2. Bomb threat/ Bomb blast
3. Hostage
4. Release of Chemical or biological gas in trains, stations or tunnels
5. Fire in metro buildings, underground/ elevated infrastructures, power
stations, train depots etc.
6. Train accident and train collision/derailment of a passenger carrying train
7. Sabotage
8. Stampede

B. Natural Disasters.

1. Earthquakes
2. Floods
3. Cyclone

15.5 Authorities to be contacted in case of disaster - Provisions under Disaster

Management Authority

A. The National Disasters Management Authority (NDMA)

Establishment of National Disaster Management Authority:-

(1) With effect from such date as the Central Government may, by notification in
the Official Gazette appoint in this behalf, there shall be established for the
purposes of this Act (The Disaster Management Act, 2005), an authority to be
known as the National Disaster Management Authority.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 382
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

(2) The National Authority shall consist of the Chairperson and such number of
other members, not exceeding nine, as may be prescribed by the Central
Government and, unless the rules otherwise provide, the National Authority
shall consist of the following:-

(a) The Prime Minister of India, who shall be the Chairperson of the National
Authority, ex officio;

(b) Other members, not exceeding nine, to be nominated by the Chairperson

of the National Authority.

(3) The Chairperson of the National Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of
the National Authority.

(4) The term of office and conditions of service of members of the National
Authority shall be such as may be prescribed.

B. State Disasters Management Authority (SDMA)

Establishment of State Disaster Management Authority:-
(1) Every State Government shall, as soon as may be after the issue of the
notification under sub-section (1) of section 3, by notification in the Official
Gazette, establish a State Disaster Management Authority for the State with
such name as may be specified in the notification of the State Government.

(2) A State Authority shall consist of the Chairperson and such number of other
members, not exceeding nine, as may be prescribed by the State Government
and, unless the rules otherwise provide, the State Authority shall consist of the
following members, namely:-

(a) The Chief Minister of the State, who shall be Chairperson, ex officio;

(b) Other members, not exceeding eight, to be nominated by the Chairperson

of the State Authority;

(c) The Chairperson of the State Executive Committee, ex officio.

(3) The Chairperson of the State Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of
the State Authority.

(4) The Chairperson of the State Executive Committee shall be the Chief Executive
Officer of the State Authority, the Chief Minister shall be the Chairperson of
the Authority established under this section.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 383
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

(5) The term of office and conditions of service of members of the State Authority
shall be such as may be prescribed.

C. Command & Control at National, State & District Level

The mechanism to deal with natural as well as manmade crisis already exists and that
it has a four tier structure as stated below:-
(1) National Crisis Management Committee (NCMC) under the chairmanship of
Cabinet Secretary

(2) Crisis Management Group (CMG) under the chairmanship of Union Home
Secretary.

(3) State Level Committee under the chairmanship of Chief Secretary.

(4) District Level Committee under the Chairmanship of District Magistrate.

All agencies of the Government at the National, State and district levels will function
in accordance with the guidelines and directions given by these committees.

D. Plans by different Authorities at District Level and their Implementation

Every office of the Government of India and of the State Government at the district
level and the local authorities shall, subject to the supervision of the District
Authority:-

(a) Prepare a disaster management plan setting out the following, namely:-
(i) Provisions for prevention and mitigation measures as provided for in the
District Plan and as is assigned to the department or agency concerned;
(ii) Provisions for taking measures relating to capacity-building and
preparedness as laid down in the District Plan;
(iii)The response plans and procedures, in the event of, any threatening disaster
situation or disaster;
(b) Coordinate the preparation and the implementation of its plan with those of the
other organizations at the district level including local authority, communities
and other stakeholders;

(c) Regularly review and update the plan; and

(d) Submit a copy of its disaster management plan, and of any amendment thereto,
to the District Authority.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 384
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

15.6 Provisions at Metro Stations/ Other installations

To prevent emergency situations and to handle effectively in case ‘one arises’ there needs to
be following provisions for an effective system which can timely detect the threats and help
suppress the same.

i) Fire detection and suppression system

ii) Smoke management
iii) Environmental control system (ECS)
iv) Tunnel ventilation system
v) Track-way exhaust system (TES)
vi) Station power supply system
vii) DG sets & UPS
viii) Lighting system
ix) Station area lights
x) Tunnel lighting
xi) Tunnel lighting control
xii) Seepage system
xiii) Water supply and drainage system
xiv) Sewage system
xv) Any other system deemed necessary

The above list is suggestive not exhaustive. Actual provisioning has to be done based on site
conditions and other external and internal factors.

Certain measures are suggested in the following sections which need to be selected/ tailored
according to local conditions, regulations and O&M practices for safety and effectiveness.

15.6.1 Measures in Case of Fire

Fire has been recognized as one of the most dreaded accidents on metros, primarily because
of large concentration of passengers at stations and in trains. Fire prevention and prompt
response to any incident of fire or smoke emission is therefore the most important component
of disaster management on Metros. For better management and safety from fire disaster on
metro system, various signages like prohibition signs, warning signs, emergency escape signs
etc. shall be installed as mentioned in NFPA 130, Standard for Fixed Guideway Transit and
Passenger Rail Systems and National Building Code of India,2016 part 4. Universally accepted
measures for fire prevention include:

 Rigid observance of non-smoking regulations

 Total ban on carriage of inflammable/ explosive substance within metro premises and
in trains
 Non accumulation of garbage in the metro station premises and inside trains

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 385
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 All staffs posted at stations must ensure instructions are rigidly enforced by regular
checks.
 Installation of fire alarms and detection systems.

15.6.1.1 Fire and Smoke

In the event of fire and/or smoke either in train , station premises, right of way including the
tunnel or other metro premises, every Metro Rail official whether on duty or not shall,

 Report the occurrence to the nearest Station Controller (SC) or Chief Controller (OCC).
A reporting system shall be developed as per NFPA Guidelines and officials shall be
trained accordingly.
 Take all possible steps to extinguish fire like using portable fire extinguishers, blankets,
water, sand etc. that is available on site depending on the source of fire. Standards
steps/measures to extinguish may be followed from NBC of India, 2016 and NFPA 130.
 Disconnect electricity supply if necessary
 Prevent the fire from spreading
 Seek assistance of Fire services.

15.6.1.2 Fire in a Train

The guidelines set out below are based on the content analysis of past accidents on other
Metros and are in the nature of best practices. Since every fire incident is unique, the train
operator is to exercise quick judgment based on:

The nature of fire whether localized or widespread in passenger area.

The extent of occupation of the train-number of passengers-if the number is manageable he

will ask passengers of the affected coach to move away to other coaches.

Proximity of the next station – passenger evacuation and handling of emergency is much
easier at station than in between stations. Train Operator (TO) has to exercise his judgment
about those extreme cases where the train has to be stopped forthwith to save life by prompt
evacuation or taken to the next station expeditiously.

15.6.1.3 Fire in Train at the Station Platform

The Train Operator shall open all train doors on the platform side and ask passengers to vacate
the train. He will inform OCC and Station Controller and take assistance from station staff as
required.

Cut off power supply to the fire affected area during emergency.

A water pipeline should run along the entire underground Metro corridor. These pipelines
have hydrants fixed every 15 m where hose pipes can be connected. The pipes are of great
help to quickly extinguish any fire outbreak. Each underground section should equip with one
to three cross passages between the up and down tunnels. These passages can be used for
speedy evacuation of commuters in case of emergency. There is a Fire Detection and

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 386
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Suppression system equipped to automatically activate alarms for Vents, Fans and Dampers
& Suppression equipment. The system is operated from a panel located in the Station Control
Room.

15.6.1.4 Fire Suppression System

A wet Fire Main System covers the station area as well as the entire length of the tunnels. In
addition there are automatic sprinklers, inert gas based suppression systems and portable fire
extinguishers at various locations.

Appropriate O&M procedures should be in place taking into account past experience of other
metro systems to handle fire incidents.

15.6.1.5 Fire at Metro Station Premises

The fire can be at the following locations:

 In areas, where the passengers enter for purchasing tickets or leave the station after
performing their train journey including lifts, staircases and escalators.
 Concourse
 Auxiliary electrical substations.

In case of fire in areas where passengers enter/leave the station premises, the endeavor of
station staff should be to cordon off the area so that it is not approachable for intending Metro
users or by Metro passengers leaving the station area.

15.6.2 Measures in Case of Collision of Trains or derailment

Collision of Metro trains is a rare occurrence, particularly at high speeds as signalling system
provides protection from such incidents. Only in case signalling system is disabled, train
collision is possible at low speed, except in case of wrong side failure or poor design/
maintenance.

Appropriate O&M procedures should be in place taking into account past experience of other
metro systems to avert collision scenario and to handle the event of a train collision if it
happens.

15.6.2.1 Medical Assistance

Provisions for Medical assistance and procedures for O&M staff to handle injured and
casualties in case of collision or derailment shall be in place. External medical help in case of
such incidents shall be planned in advance and called for immediately when required.

15.6.3 Measures in Case of Terrorist Actions

Increase in terrorist actions against public transport worldwide, indicates that public transport
systems are becoming more vulnerable and potential targets for terrorist. It is clear that
preventing terrorist activities is the primary responsibility of security agencies and state
police.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 387
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

However, concern for passenger well-being and their security and adverse effects of such
mishaps on the public image of transport systems itself, requires best possible level of
preparedness for prevention of such threats within Metro premises. Key components of such
preparatory and preventive action include:

 Encouraging and guiding passengers to be cautious themselves.

 An awareness program – appealing users to be on the alert and report any suspect
package.
 Well thought out crisis communication to prevent misinformation, confusion, panic
and shock.
 Clear procedures and systems of communications need to be established for
emergencies and regularly tested, in order to ensure a working communication during
crisis situation.
 Frequent mock drills to test effectiveness of passenger evacuation systems including
the collaboration and response of passengers.
 Training all frontline staff to prevent dangerous situations and handle incidents.
 Once they have happened, act with courage, promptitude and alertness, reassuring
passengers and providing regular information for their guidance.

Terrorist attack may take place anywhere in the metro rail’s jurisdictions, however when it
takes place, on the right of way particularly underground section, at metro station and in
running trains it may have serious impact in terms of human distress and restoration of normal
operation. On receipt of information of any terrorist act on Metro Trains, stations or on the
Right of Way, OCC will take prompt action to get the entire metro network cleared of all
passengers.

15.6.3.1 Bomb Blast on Track:

There may be derailment of the train with large scale damage to the train and fixed
structures as well as injury to the passengers in the train. In case of derailment, the train will
immediately come to a stop.

Appropriate O&M procedures shall be in place to handle bomb threat or suspicion, bomb
detection and rescue operation and medical assistance in case bomb explosion takes place. A
coordinated effort along with bomb squad may be required to neutralise further threat and
for restoration to normal operation.

15.6.3.2 Release of Chemical Poisonous or biological gases in tunnels, trains or at stations

Whenever other terrorist activities described above produce loud noise, explosion, fire and
smoke, release of lethal or harmful gases works silently and can only be generally inferred
from-

 Unusual smell
 Passengers or employees complaining of Breathing problems- including
choking/fainting, Severe eye/Skin irritation and Vomiting etc.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 388
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

15.6.4 Appropriate O&M procedures and training of O&M staff

Appropriate O&M procedures and training of O&M staff shall be carried out to detect and act
to neutralise the effects of such attack. Passenger awareness measures shall be taken to help
them in case they are caught in such scenario, and coorperate with O&M staff. Measures in
Case of Natural Calamities

Traction Power supply shall be switched off in a manner which does not shut down station
supplies unless it unsafe for occupants.

In the event of a significant earthquake, train should be stopped until earthquake is confirmed
subsided.

Passenger evacuation shall be done following appropriate operating procedures for such
scenario.

15.7 Preparedness for Disaster Management

Being a technological complex system worked by new set of staff, with a learning curve to
improve and stabilize with time, intensive mock drills for the staff concerned is very essential
to train them to become fully conversant with the action required to be taken while handling
emergencies.

They also need to be trained in appropriate communication skills while addressing passengers
during incident management to assure them about their well being seeking their cooperation.

Since learning can only be perfected by ‘doing’ the following Mock Drills are considered
essential:

a.
Fire Drill
b.
Rescue of a disabled train
c.
Detrainment of passengers between stations
d.
Passenger evacuation from station
e.
Drill for use of rescue & relief train.
Hot line telephone communication with state disaster management

15.8 Security measures in metro

15.8.1 Introduction

Metro Rail System has emerged as the most reliable mode of urban transportation system in
India. The inherent characteristics of metro system make it an ideal target for terrorists and
miscreants. Metro systems are typically open and dynamic systems which carry thousands of
commuters. Moreover, high cost of infrastructure, its economic impacts to the society, being
the life line of city with high news value pose greater threat to its security. Security is a
relatively new challenge in the context of public transport. It addresses problems caused
intentionally and differs from safety which addresses problems caused accidentally. Security
problems or threats are caused by people whose actions aim to undermine or disturb the

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 389
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

public transport system and/or to harm passengers or staff. These threats range from daily
operational security problems such as disorder, vandalism and terror threat.

The public transportation system is increasingly becoming important for urban areas to
prosper in the face of challenges such as reduction in congestion and pollution. Therefore,
security system for public transportation like metro rail plays an important role in helping the
system to become the preferred mode choice for commuters. Therefore, provision of an
excellent and reliable security system is a prerequisite for metro system for increasing its
market share. Metro railway administration must ensure that security model keep pace with
the rapid expansion of the metro and changing security scenario.

15.8.2 Three pillars of security

Security means protection of human, intellectual assets and infrastructure either from
criminal interference, destruction by terrorists or criminals or incidental to technological
failures or natural hazardous events. Three important pillars of security are as follows:

 The Human factor;

 Procedures;
 Technology;

Staff interaction with passengers create a sense of re-assurance which cannot fully be
achieved by technology. For human factor to be more effective, staff must be qualified,
trained, well equipped and motivated. The staff members should be skillful, trained, drilled
and experienced. The security risk assessment is the first step for understanding the needs
and prioritizing resources. The organization of security should be clear and consistent. Security
incidents, especially major ones, often happen without warning. Emergency and contingency
plans must be developed, communicated and tested in advance. There are number of
technologies which can be used to enhance security e.g. surveillance systems. The objectives
of the security systems differ i.e., detection of the plan before an attack, deny the access for
carrying out an attack and mitigation measures after an attack.

15.8.3 Different phases of security

There are 3 different phases associated with the security system in metro as under:

 Prevention

These are the measures which can prevent a security breach from taking place. These can be
identified by conducting risk assessment and gathering intelligence. Prevention begins with
the daily operational security problems. Care must be given in controlling unused, damaged
properties which could otherwise prove to be a breeding ground for more serious crimes.

 Preparedness

Plans must be prepared to respond to incidents and to mitigate the impacts. Staff must be
accordingly trained to carry out the exercises. The results of the risk assessment will give basis
for such plans.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 390
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Recovery

Urban transport system should have laid down procedures/instructions for quick recovery of
normal service after an incident. Financial health is important for the recovery operation, but
it also sends a clear message to public, it reassures passengers and gives them confidence to
continue using the system. Communication is key to the quick restoration after such incidents.
Restoration should also include an evaluation process for the lessons learnt.

15.8.4 Responsibilities and partnerships

The responsibility of the Security lies with the state. Security in public requires clear
governance. Responsibility should be clearly defined. In the present scenario, this is the
responsibility of the State Government to ensure secured travel in Pune Metro.

15.8.5 Proposed provisions for security system

For providing an efficient security system in metro station areas the following provisions are
suggested:

 CCTV coverage of all metro stations with provision of monitoring in the Station Security
Room as well as at a Centralized Security Control Room with video wall, computer with
access to internet TV with data connection, printer and telephone connection (Land Line
and EPBX) for proper functioning, cluster viewing for stations.
 Minimum one Baggage Scanners on all entry points (1 per AFC array). Additional
requirement of baggage scanners at heavily crowed stations i.e. at interchange may also
be required.
 Multi-zone Door Frame Metal Detector (DFMD) minimum three per entry (2 per AFC
array). The number can increase in view of the footfall at over crowed stations.
 Hand held Metal Detector (HHMD) as per requirement of security agency, minimum two
per entry, which varies from station to station with at least 1.5 per DFMD installed at
the station.
 Bomb Detection Equipment’s with modified vehicle as per requirement of security
agency.
 Bomb Blanket at least one per station and depot.
 Wireless sets (Static and Handheld) as per requirement of security agency.
 Dragon light at least one per metro station
 Mobile phones, land lines and EPBX phone connections for senior security officers and
control room etc.
 Dog Squads (Sniffer Dog), at least one dog for 4 metro stations. Dog Kennels along with
provision for dog handlers and MI room will also be provided by metro train depot
administration including land at suitable places line wise.
 Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate of metro
train depot administration.
 Bullet proof jackets and helmets for Quick Response Team (QRTs) and riot control
equipment’s including space at nominated stations. One QRT Team looks after 5-6 metro
stations as per present arrangement. One QRT consist of 5 personnel and perform duty
in three shifts.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 392
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Furniture to security agency for each security room and checking point at every entry
point at stations. Scale is one office table with three chairs for security room & office
and one steel top table with two chairs for checking point.
 Ladies frisking booth - 1 per security check point (AFC) Wooden Ramp - 1 per DFMD for
security check points.
 Wall mounted/ pedestal fan at security check point, ladies frisking booth and bullet
proof morcha, as per requirement.
 Physical barriers for anti-scaling at Ramp area, low height of viaduct by providing iron
grill of appropriate height & design/concertina wire.
 Adequate number of ropes. Queue managers, cordoning tapes, dragon search lights for
contingency.
 Iron grill at station entrance staircases, proper segregation of paid and unpaid areas by
providing appropriate design grills etc.
 Proper design of emergency staircase and fireman entry to prevent unauthorized
entry.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 393 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

16. DETAILED PROJECT COST ESTIMATE

Introduction
16.1.1 Preliminary cost estimates of Pune MRT have been prepared covering civil, electrical,
signalling and telecommunications works, rolling stock, etc. considering 25 kV ac
Overhead Traction System at FY 2019 price level and escalated @5% PA.

16.1.2 While preparing the capital cost estimates, various items have generally been grouped
under three major heads on the basis of (i) route km length of alignment, (ii) number
of units of that item, and (iii) item being an independent entity. All items related to
main line and maintenance depot related to alignment including traction power
supply, signalling, viaduct, ballastless track have been estimated at rate per route Km.
Cost of station structures, telecommunication other electrical services at these
stations including Lifts & Escalators and Automatic Fare Collection (AFC) installations
at all stations have been assessed in terms of each station as a unit. Similarly, rolling
stock costs have been estimated in terms of number of units required. In remaining
items, viz. Land, utility diversions, rehabilitation, EIA, R&R etc. the costs are assessed
on the basis of each item, taken as an independent entity.

16.1.3 In order to arrive at realistic cost of various items, costs of the project have been
derived from similar executed project in similar scenario in India.

Capital cost estimate – Pune metro line

Table 150 : Capital cost estimate of Pune Metro Phase 1A (@FY 2019 Price Levels)

S. Amount
Item Unit Rate Quantity
No (in INR Cr)

1 Alignment & Formation

1.1 Viaduct R. Km. 37.00 4.413 163.28

Sub Total - alignment & formation 163.28

Station Buildings (6 Car) Elevated Station Buildings

2
including Architectural Finishes, Lifts & Escalators
Elevated station (Civil including finishes) excluding
2.1 Each 26.00 3 78.00
viaduct in station portion
2.2 FOB for Chinchwad Station Each 2.68 1 2.68
2.3 Elevated Station (E&M including lift & escalator) Each 8.00 3 24.00
Sub- total Station Building 104.68
3 Depot Augmentation
3.1 Augmentation of existing Range Hill Depot LS 12.88 1 12.88

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 394 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Sub-total Depot 12.88

4 Permanent Way
4.1 Ballastless track for main line R.Km 6.60 4.413 29.13
Sub-total Permanent Way 29.13
Traction & power supply incl. OHE, ASS etc. Excl.
5
lifts & Escalators
Elevated Section (viaduct) including in station
5.1 R. Km. 7.50 4.413 33.10
portion
Sub-total Traction and Power Supply 33.10
6 Signaling and Telecom
6.1 Signaling
a Main Line including OCC R.Km 4.40 4.413 19.42
per
b On Board Equipment 1.70 5 8.50
train
Sub-total Signaling 27.92
6.2 Telecommunication
Per
a Station 4.50 3 13.50
station
Sub-total Telecom 13.50
7 Environment Cost
7.1 Environmental Cost 1.79
Sub-total Environment 1.79
8 Misc. utilities etc.
8.1 Civil works R. Km. 3.00 4.413 13.24
8.2 Electrical Works R. Km. 3.00 4.413 13.24
Sub-total Misc. 26.48
9 Security
Per
9.1 Civil works 0.37 3 1.11
Station
Sub-total Security 1.11
Per
10 AFC 3.50 0 0.00
Station
Sub-total AFC 0.00
Per
11 Multimodal Integration and Last mile connectivity 3.00 3 9.00
station
Per
12 Rolling Stock 8.00 15 120.00
coach
Total Cost at FY '19 price level (Excluding Land, R&R, General Charges,
13 542.86
Contingencies, Central & State Taxes)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 395 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

14 General Charges @ 5% 27.14

15 Contingencies @ 3 % on Sr.No. 13 i.e. on Basic Cost 16.29
16 Total Cost at FY '19 price levels incl. General Charges and Contingencies 586.29
(Excluding Land, R&R, Central & State Taxes)
17 Central and State Taxes @ FY '19 Price Level 79.28
18 Total Cost incl. General Charges, Contingencies, Central and state Taxes @ FY 665.57
'19 Price Levels (Excl. Land and R&R)
19 Land 72.81
20 R&R 41.62
21 Total Cost incl. General Charges, Contingencies, Central and state Taxes @ 780.00
FY '19 Price Levels (Incl. Land and R&R)
22 Escalation at 5 % per annum on the above (S. No: 21) 107.66

23 Total Completion Cost incl. Land and R&R Costs 887.66

24 Interest During Construction (IDC) 11.02
25 Total Completion cost including IDC 898.68
26 PPP component (AFC) 11.50
27 Total Completion Cost 910.18

Note: FY 2019 Price Level is considered and the Prices are escalated till the completion
period to arrive at the completion cost. (Ref: Page 400)

16.2 Civil Engineering Works

16.2.1 Land

i) Land requirements have been kept to the barest minimum & worked out on area basis.
For elevated alignment, no land acquisition is proposed, except small areas for locating
entry/exit structures, traffic integration, etc. at stations, and wherever the alignment
is off the road. For Each Elevated station Permanent Land acquisition is required for
entry-exit structure.
ii) Total land requirement have been worked out to 7446.35 sqm, which comprises
6383.84 sqm of private land and 1062.51 sqm of government land.
iii) Cost of land has been worked out based on the rates published by department of
registration and stamps, Government of Maharashtra. For private land and
structures, the cost of aquisition is taken as 2 times the published rates.
iv) The total cost of land aquisition works out to 72.81 Cr.

16.2.2 Utility Diversion

The provision of utility diversion has been taken as Rs 6 Cr/km as per benchmarking cost,
which works out to Rs 26.48 Cr for the project length of 4.413 Km.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 396 R
 MAHA METRO PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

16.2.3 Environmental Impact Assessment

Cost provision for environmental impacts has been made to cover various protection works,
additional compensatory measures, compensation for loss of 3425 trees, compensatory
afforestation and fencing, monitoring of water quality, air/noise pollution during construction,
establishment of Environmental Division. The total cost works out to 1.79 Cr.

16.2.4 Rehabilitation and Resettlement

Private structure:

Efforts has been made to keep the acquisition of private land to the minimum. Provision
towards compensation of rehabilitation of properties on private land, likely to be affected has
been assessed after site inspection. Total of 49 structures will be affected out of which 34 no.
of structures are fully affected.

R&R assistance has been worked out including annuity allowance, loosing primary source of
income, substance assisatance for displaced family, transportation cost and resettlement
allowance. Administrative and other cost for implementation of RAP is also considered.
Provision amount based on compensation rates works out to ~11.62 Cr.

The cost for dismantling & restoration of BRTS is considered as Rs 30 Cr (based on actual
expenses incurred in Phase-1).

Hence total cost of R&R is Rs 41.62 Cr.

16.2.5 Other Components

The cost of other components are considered as per the Benchmarking Cost.

16.2.6 Taxes & Duties

The total cost of the project at FY 19 prices along with the tax estimates are detailed in Table
156.

5 Approximatey, 342 no. of trees will be impacted due to the project. However, the no. of trees might be less.

Exact no. of trees will be identified at the time of joint verification with the concerned department

Updated Detailed Project Report (PCMC TO NIGDI Corridor-1A) 24/08/2021

Page 397
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 151 : Detailed Tax estimate at FY 19 prices for the extension of Pune Phase 1A
Taxes and Duties
Total Imported IGST IGST Total GST
S Indigenous Basic Total Total GST
Description cost Materials (CGST (SGST CGST SGST (Taxes &
No Materials (%) Customs Customs (CGST &
(Cr.) (%) portion) portion) (Cr.) (Cr.) Duties)
Duty (Cr.) Duty (Cr.) SGST) (Cr.)
(Cr.) (Cr.) (Cr.)
1 Alignment & Formation

1.1 Viaduct 163.28 0 100 0.00 0.00 0.00 0.00 9.80 9.80 19.59 19.59
Station Buildings (6 Car) Elevated
Station Buildings including
2
Architectural Finishes, Lifts &
Escalators
Elevated station (Civil including
2.1 finishes) excluding viaduct in station 78.00 0 100 0.00 0.01 0.01 0.02 4.68 4.68 9.35 9.37
portion
2.2 FOB for Chinchwad Station 2.68 0 100 0.00 0.00 0.00 0.00 0.16 0.16 0.32 0.32

Elevated Station (E&M including lift &

2.3 24.00 10 90 0.12 0.23 0.23 0.58 1.30 1.30 2.59 3.17
escalator)
3 Depot Augmentation
Augmentation of existing Range Hill
3.1 12.88 10 90 0.07 0.12 0.12 0.31 0.70 0.70 1.39 1.70
Depot
4 Permanent Way 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
4.1 Ballastless track for main line 29.13 10 90 0.15 0.28 0.28 0.70 1.57 1.57 3.15 3.85
Traction & power supply incl. OHE,
5
ASS etc. Excl. lifts & Escalators
Elevated Section (viaduct) including
5.1 33.10 40 60 0.68 1.25 1.25 3.19 1.19 1.19 2.38 5.57
in station portion
6 Signaling and Telecom

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 398
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

6.1 Signalling

a Main Line including OCC 19.42 50 50 0.50 0.92 0.92 2.34 0.58 0.58 1.17 3.50

b On Board Equipment 8.50 50 50 0.22 0.40 0.40 1.02 0.26 0.26 0.51 1.53

6.2 Telecommunication

a Station 13.50 50 50 0.35 0.64 0.64 1.63 0.41 0.41 0.81 2.44
Enviornment & R & R incl. Hutments
7
etc.
7.1 Environmental Cost 1.79 0 100 0.00 0.00 0.00 0.00 0.11 0.11 0.21 0.21

8 Misc. utilities etc

8.1 Civil works 13.24 0 100 0.00 0.00 0.00 0.00 0.79 0.79 1.59 1.59

8.2 Electrical Works 13.24 0 100 0.00 0.00 0.00 0.00 0.79 0.79 1.59 1.59

8.3 Dismantling & Restoration of BRTS 0.00 0 100 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

9 Security

9.1 Civil works 1.11 0 100 0.00 0.00 0.00 0.00 0.07 0.07 0.13 0.13
Multimodal Integration and Last mile
10 9.00 0 100 0.00 0.00 0.00 0.00 0.54 0.54 1.08 1.08
connectivity
11 Rolling Stock 120.00 30 70 1.85 3.41 3.41 8.67 5.04 5.04 10.08 18.75

12 General Charges 27.14 0 100 0.00 0.00 0.00 0.00 2.44 2.44 4.89 4.89
TOTAL 570.00 3.95 7.25 7.25 18.45 30.42 30.42 60.83 79.28

Total Central GST & Basic Custom Duty 41.61

Total State GST 37.67
Total Taxes & Duties 79.28
Total Taxes & Duties (incl. Escalation) 90.63

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 399 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

COMPONENT WISE ESCALATION (RS. IN CRORE)

Land Distribution
Cost at FY 2019 Price Level Completion Cost
Cost Distribution

Component Escalation Completion

Yr Year Central State Total
Cost without Central State Land and Factor Cost without Land and
Total Cost Taxes with Taxes with Completion
Taxes, Land Taxes Taxes R&R Taxes, Land R&R
escalation escalation Cost
and R&R and R&R
Y1 2021-22 15.0% 20% 87.94 6.24 5.65 22.89 122.72 1.050 92.34 6.55 5.93 24.03 128.86
Y2 2022-23 25.0% 50% 146.57 10.40 9.42 57.22 223.61 1.103 161.60 11.47 10.38 63.08 246.53
Y3 2023-24 33.4% 30% 195.82 13.90 12.58 34.33 256.63 1.158 226.69 16.09 14.56 39.74 297.08
Y4 2024-25 26.6% 155.95 11.07 10.02 177.04 1.216 189.56 13.46 12.18 215.20
Total 100% 586.29 41.61 37.67 114.43 780.00 670.18 47.57 43.06 126.85 887.66

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 400 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

17. TRANSIT ORIENTED DEVELOPMENT PLAN

Transit Oriented Development is essentially development, macro or micro that is focused
around a transit node and facilitates complete ease of access to the transit facility
thereby inducing people to prefer to walk and use public transportation over personal
modes of transport. It could be located within a quarter- to half-mile radius of a transit
station that offers a mix of housing, offices, shopping, and transportation choices within
a neighborhood or business district. The primary goals of TOD are to:

1. Reduce/discourage private vehicle dependency and induce public transport use –

through design, policy measures & enforcement.
2. Provide easy public transport access to the maximum number of people within
walking distance /through densification and enhanced connectivity.

The above goals can be addressed by two steps. Firstly, by getting more people close to
the station, which can be done through densification and modifying mix of uses around
the station. Following this, second step would be to facilitate the existing and proposed
population to access the stations by addition and improvement of transport
infrastructure. To achieve this paradigm shift, TOD offer attractive alternatives to the use
of personal modes – pleasurable walking experiences, very easily accessible and
comfortable mass transportation with easy, convenient and comfortable intermodal
transfers for last mile connectivity and other low cost, comfortable, non- motorized
transportation options. Figure 119 shows some of the transit-oriented development
facilities.
Figure 119 : Transit Oriented Development Facilities

Pedestrian Crossing, Segregated Lanes, Lane Markings, Bike Lanes

Source: The NACTO Urban Street Design Guide

17.1 TOD - OBJECTIVES

 Increase ‘location efficiency’ to provide multi-modal transportation

 Boost transit ridership and minimize vehicular traffic.
 Provide a rich mix of housing, shopping, and transportation choices.
 Generate revenue for the public and private sectors.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 401
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Provide value for both new and existing residents.

 Pedestrian and NMT friendly environment
 Manage parking, bus and vehicular traffic, parking for PT/IPT and NMT modes has
been prioritized at-grade and on-street, within the station vicinity area.
 Design for pedestrian safety, comfort and convenience on all streets connectivity.
 Design infrastructure to ensure rapid and comfortable transfers.

17.2 National TOD Policy, UTTIPEC

17.2.1 Elements of TOD Policy

 The “TOD influence zones” shall be plotted at each Station area level by drawing
the travel distance from the Centre of the Station in following manner:
Intense TOD Zone - 300m buffer from transit stop/ station
Standard TOD Zone – 800m buffer from transit stop/ station
 The types of planned and unplanned development within the Zone 1 Standard
TOD and Zone 2 Intense TOD influence zones may be categorized into three
broad categories: Redevelopment, Greenfield and brownfield development.
 Redevelopment/ Infill: Infill Sites are empty sites within Existing Urban Area
which may have opened for development.
Redevelopment sites could be any of the following:
i. Low density areas with gross density less than 250 du/ha
ii. Shopping/ Commercial centres
iii. Industrial areas/ clusters
iv. Resettlement Colonies
v. Unauthorized colonies
vi. Urban Villages
vii. JJ clusters
 Redevelopment projects with FAR above 1.5 to be located only within Intense
TOD zone. For commercial development, at least 50% of total street frontage
length to be active frontage.
 FAR below 3 is not desirable (Within 800m influence zone)
 Non-Permissible Uses for all new projects within TOD Intense Zone as per above
policy:
i. Car-sales showrooms
ii. Banquet halls
iii. Automobile-repair/ services/ vehicular servicing shops
iv. LPG Godowns
v. Electric Substation 220 KV (Check Buffer requirement/restriction)
vi. Bus Depot (permitted only if clubbed with terminal and in the form
of mixed-use development site)
vii. Cremation ground
viii. Stand-alone Multi Level Parking without on-site mixed use.
ix. Open ground parking lot (if provided shall be counted as FAR
consumption)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 402
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

x. Any trade or activity involving any kind of obnoxious, hazardous,

inflammable, non-compatible and polluting substance or process shall
not be permitted.

17.3 TOD Proposal for Pune Metro Corridor 1A: PCMC to Nigdi
To make the Transit system successful and to absorb the development potential created due
to transit system , pre-requisite is for the population to shift from private mode of travel to
the mass transit. Such condition can be satisfied if more population and trip attracting
activities are concentrated in the vicinity of transit line. Thus, by bringing people close to the
transit system, they are facilitated to shift to public mode of travel. Such development can
be encouraged by proposing high density residential, commercial and mixed-use
development close to the transit system. Thus, by integrating land use and transport
planning, planned sustainable urban growth centres can be promoted, having walkable and
liveable communes with high density mixed land-use.
TOD proposal will increase the accessibility of the transit stations by creating pedestrian and
Non-Motorised Transport (NMT) friendly infrastructure that benefits large number of
people, thereby increasing the ridership of the transit facility and improving the economic
and financial viability of the system. The transit corridor will have mixed land-use, where the
transit stations are either origin (housing) or destination (work), the corridor experiencing
peak hour traffic in both directions would optimize the use of the transit system.

17.3.1 Integrating Land use and Transportation and Using Land as a resource: Approach
for TOD Implementation

17.3.1.1 Influence area demarcation

The area in the immediate vicinity of the transit station or transit line, i.e. within a walking
distance, having high density compact development with mixed land use to support all basic
needs of the residents is called the influence zone of a transit station/ corridor. Influence
zone is established along the transit corridor. It has been identified as a delineated zone
(around 500m) on either side of the transit corridor within 10 - 12 minutes walking distance..
This area of influence is demarcated as planning area for TOD implementation. Development
control rules of Pune Municipal corporation have been referred to demarcate the TOD
influence zone (500m on either side of transit line) as Maharshtra Governemnt is considering
uniform Development and control rules for all urban bodes in Pune Metopolitian Region.

17.3.1.2 Densification
Densification is promoted in the influence area by providing higher Floor Area Ratio (FAR)/
Floor Space Index (FSI) and higher population & job density as compared to the area around
and beyond the influence areas. Density and FAR is not kept consistent across the influence
area. To ensure sustainable development, the minimum FAR proposed is 2.5 to 4 ,
depending on the accessibility of the locality. This will promote higher concentration of
people within the walking distances of transit station, thereby increasing the ridership of the
public transport and resulting in increased fare revenue, pollution and congestion reduction.

17.3.1.3 Mixed use development

Mixed land use is stipulated for development/ redevelopment in the TOD zone as it would
reduce the need for travel by providing most of the activities such as shopping,

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 403
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

entertainment and public amenities. Within the walking distance of the residents. It would
also link origins and destinations, i.e. residences with work places or activity nodes. This
would ensure better utilization of transit fleet by distributing loads in both directions, rather
than creating unidirectional peak hour flows.
To promote such development, following approach is adopted.

Commercial Development Residential Development

1. Existing Industrial Area is proposed to be coverted to high grade commercial

development and high density residential development.

2. Existing commerial areas are proposed to be developed with high FAR.

3. Existing PSP and Resiential areas are left un-touched.

4. Existing Slums are proposed to be redeveloped with high FAR.

200m buffer from the transit corridor is reserved for Following the commercial belt, high
high grade commercial development, which will be density residential development is
used for mix of uses. envisaged.

Two options for commercial densification is studied. FAR of 2.5 and 3 is proposed
In case I, FAR of 4 is proposed, in case II, FAR 3 is depending on the distance from the
permissible transit station.

Option 1 - Permissible Option 2 - FAR 3 is proposed in Areas within

FAR = 4 Permissible FAR = 3 500m buffer from the transit station

Commercial development is proposed along the For areas beyond 500m buffer, FAR
existing arterial road i.e. Old Mumbai-Pune road, to of 2.5 is proposed
minimise the requirement of Road Widening.

Existing arterial road with ROW of 61m can easily

serve the high density commercial development
with FAR 3 to 4.

This commercial corridor will have an ‘active

frontage’ which will provide for pedestrian safety.
This will satisfy the TOD principle which says ‘At
least 50% of total street frontage length needs to be
active frontage’

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 404
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 120 : Approach for TOD Implementation of Maha Metro corridor 1a: PCMC to Nigdi)

17.4 Inventory (within 500 M either side) & Overall Activity Pattern
Existing spatial distribution of the influence zone is studied to identify the potential for
development in TOD Influence Zone. Administrative division of the influence zone shows
that 89.1% influence zone lies within the jurisdiction of PCMC and remaining 10.9% lies
under PCNTD administration.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 405
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 121 : Administrative structure of TOD influence zone

17.4.1 Overall Activity and Land use pattern

Land use distribution in the influence zone reflects that a large chunk of land is reserved
under industrial use, which comprises to be low density development. This 33.38% of
industrial land has potential for re-development under TOD principals as no
rehabilitation will be involved. Thus, the area has high development potential as per
TOD norms. Commercial land use comprises of just 4.59% of land use share, which
indicates that economic potential generated due to transit line is untapped.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 406
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 122 : Existing Land use distribution of TOD influence zone

17.5 Assessment of Development Potential

Study area is divided into 6 sites and thus Redevelopment Proposal is given for each site.

17.5.1 Site 1 of 6

Redevelopment of Formica Co. has potential to generate 3105336 square feet of

commercial developable space and 687967.5 square feet of residential developable
space, with 51648sq of space to be surrendered for Road widening. Similarly,
Redevelopment of Bajaj Industries has potential to generate 2207952 square feet of
commercial developable space and 2899147.5 square feet of residential developable
space, with 2152sq ft of space to be surrendered for road widening.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 407
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Key Map

17.5.2 Site 2 of 6

Redevelopment of Force Motors has potential to generate 2869692 square feet of

commercial developable space and 2554155 square feet of residential developable
space, with 51648 square feet of space to be surrendered for Road widening. Similarly,
Redevelopment of Jai Hind Co. has potential to generate 188084.8 square feet of
commercial developable space and 82798.2 square feet of residential developable
space.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 408
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

17.5.3 Site 3 of 6

Provision of high FAR will generate 10760 square feet of commercial developable space
from an empty plot. Residential developable space of 369068 square feet will be
generated from Poona Gear industry, 355080 square feet, 352938 square feet, 498188
square feet of residential space from Poona Gear industry, Ador Welding Ltd. and Shree
agency respecivity. 498188 square feet, 188368.432 square feet of residential space can
be generated from an empty plot and slum redevelopment respectively. 62408 square
feet area will have to be surrendered by shree agency for road widening.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 409
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

17.5.4 Site 4 of 6

5234524.8 square feet of commercial developable space, and 486922.2 square feet of
residential developable space are generated by redevelopment of Sahyadri Industry,
Span Hydratech Pvt Ltd, Premium industry and Greaves cotton Ltd. 4304 square feet of
space will have to be surrendered for road widening by Span Hydratech Pvt. Ltd.

17.5.5 Site 5 of 6

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 410
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

836052 square feet and 575014.4 square feet of commercial developable space can be
generated by redevelopment of Mahindra Truck and Buses and DC Design respectively.
Total of 1666320.50 square feet of residential developable space are generated by
redevelopment of Mahindra Truck and Buses, DC Design, Shanghai Steel complex and
Metro shoes limited. Slum redevelopment will generate 832050.27 square feet of
residential developable space. 26909.776 square feet for space will have to be
surrendered by both Mahindra Truck and Buses and DC Design.

17.5.6 Site 6 of 6

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 411
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

As per national TOD Policy, Petrol Pumps, Bus Depots, Parking lots are not permissible in
TOD influence zone. Thus, such are reserved for commercial and residential
development. Total of 1148509.242 square feet of residential developable space can be
generated.

Summary of Commercial development Potential with FAR 4 (Case I) is summarised in the

table below:
Table 152 : Summary of Commercial Development Potential as a result of TOD Policy application (Case I Commercial FAR -4)
Commercial Development Effective built up
Site % area area for conversion
Industries Area reserved for Total Built up (deducting space
(ha) Amenities Area (square area (square for amenities)
feet) FAR feet) square feet
Formica Co. 13.03 25% 1035112 4 4140448 3105336
Bajaj Auto 16.85 25% 735984 4 2943936 2207952
Force Motors 21.81 25% 956564 4 3826256 2869692
Jai Hind Corp. 0.46 5% 49496 4 197984 188084.8
Poona Gear
Industries 3.43 20% 0 4 0 0
Ador Welding Ltd. 3.3 20% 0 4 0 0
shree agency 2.98 20% 0 4 0 0
Sahyadri Industries
Ltd. 6.54 25% 44116 4 176464 132348
Span Hydratech pvt.
Ltd. 4.76 20% 76396 4 288368 230694.4
Mahindra Truck and
Buses 4.85 25% 278684 4 1114736 836052
DC Design 2.54 20% 179692 4 718768 575014.4
shanghai Steel
Company 1.73 5% 0 4 0 0
Metro shoes
Company 2.25 20% 0 4 0 0
Greaves Cotton Ltd. 8.83 20% 796240 4 3184960 2547968
Premium
Transmission Ltd. 11.78 25% 512176 4 2048704 1536528
Empty Industrial
Plots 2 to 5 20% 482048 4 1928192 1542554
PCMC

Old Commercial
areas 2603920 4 10415680 10415680
Proposed
commercial areas <2hA 10% 668196 4 2672784 2405505.6
Proposed
commercial areas 2 to 5 10% 428248 4 1712992 1541692.8
PCNTDA

Old Commercial
areas 1130876 4 4523504 4523504

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 412
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Slum
Redevelopment <2hA 5% 158172 4 632688 601053.6
Slum
Redevelopment >5hA 25% 576736 4 2306944 1730208
Total 42833408 36,989867.2

Summary of Commercial development Potential with FAR 3 (Case II) is summarised in

the table below:
Table 153 : Summary of Commercial Development Potential as a result of TOD Policy application (Case II Commercial FAR -3)

Commercial Development Effective built up

area for
% area
Site Area conversion
Industries reserved for
(ha) Total Built up (deducting space
Amenities
Area (square area (square for amenities)
feet) FAR feet) square feet
Formica Co. 13.03 25% 1035112 3 3105336 2329002
Bajaj Auto 16.85 25% 735984 3 2207952 1655964
Force Motors 21.81 25% 956564 3 2869692 2152269
Jai Hind Corp. 0.46 5% 49496 3 148488 141063.6
Poona Gear
Industries 3.43 20% 0 3 0 0
Ador Welding Ltd. 3.3 20% 0 3 0 0
shree agency 2.98 20% 0 3 0 0
Sahyadri Industries
Ltd. 6.54 25% 44116 3 132348 99261
Span Hydratech pvt.
Ltd. 4.76 20% 76396 3 216276 173020.8
Mahindra Truck and
PCMC

Buses 4.85 25% 278684 3 836052 627039

DC Design 2.54 20% 179692 3 539076 431260.8
shanghai Steel
Company 1.73 5% 0 3 0 0
Metro shoes
Company 2.25 20% 0 3 0 0
Greaves Cotton Ltd. 8.83 20% 796240 3 2388720 1910976
Premium
Transmission Ltd. 11.78 25% 512176 3 1536528 1152396
Range
Empty Industrial s - 2 to
Plots 5 20% 482048 3 1446144 1156915.2
Old Commercial
areas 2603920 3 7811760 7811760
Proposed
N

D
A
C
P

commercial areas <2hA 10% 668196 3 2004588 1804129.2

T

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 413
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Proposed
commercial areas 2 to 5 10% 428248 3 1284744 1156269.6
Old Commercial
areas 1130876 3 3637956 3637956
Slum
Redevelopment <2hA 5% 158172 3 474516 450790.2
Slum
Redevelopment >5hA 25% 576736 3 1730208 1297656
Total 32370384 27,987728.4

Summary of residential development Potential is summarised in the table below:

Table 154 : Summary of Residential Development Potential as a result of TOD Policy application

Residential Development Effective built up

% area
Site area for conversion
reserved
Industries Area (deducting space
for Area Total Built
(ha) for amenities)
Amenities (square up area square feet
feet) FAR (square feet)
Formica Co. 13.03 25% 366916 2.5 917290 687967.5
Bajaj Auto 16.85 25% 1546212 2.5 3865530 2899147.5
Force Motors 21.81 25% 1135180 3 3405540 2554155
Jai Hind Corp. 0.46 5% 29052 3 87156 82798.2
Poona Gear
Industries 3.43 20% 369068 3 1107204 885763.2
Ador Welding
Ltd. 3.3 20% 355080 3 1065240 852192
shree agency 2.98 20% 320648 3 961944 769555.2
Sahyadri
Industries Ltd. 6.54 25% 659588 3 1978764 1484073
Span Hydratech
pvt. Ltd. 4.76 20% 440084 3 1320252 1056201.6
PCMC

Mahindra Truck
and Buses 4.85 25% 243176 2.5 607940 455955
DC Design 2.54 20% 93612 2.5 234030 187224
shanghai Steel
Company 1.73 5% 186148 2.5 465370 442101.5
Metro shoes
Company 2.25 20% 242100 3 726300 581040
Greaves Cotton
Ltd. 8.83 20% 133424 3 400272 320217.6
Premium
Transmission Ltd. 11.78 25% 755352 3 2266056 1699542
Empty Industrial
Plots 2 to 5 20% 842508 3 2527524 2527524

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 414
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Old Commercial
areas 0 3 0 0
Proposed
commercial
areas <2hA 10% 0 3 0 0
Proposed
PCNTDA

commercial
areas 2 to 5 10% 0 3 0 0
Old Commercial
areas 0 3 0 0
Slum
Redevelopment <2hA 5% 275456 3 826368 785049.6
Slum
Redevelopment 5hA 25% 432552 3 1297656 973242
Total 24060436 18,738244.1

Total commercial development potential in TOD influence area is 36.98 Million square
feet in case I and 27.98 Million square feet in case II. Total residential development
potential is 18.73 million square feet. Annual absorption trend of Pune city is 61million
square feet per year of commercial development and 3 million square feet per year of
residential development. Thus, TOD Proposal will supply 41% (with FAR 4) & 30% (with
FAR 3) of total absorption of commercial space and 0.98% of Residential space in Pune.

17.6 Land Value Assessment & Revenue Potential

Evidence from around the world demonstrates that well-conceived infrastructure

investment generates benefits that exceed costs. This is a result of the indirect benefits
offered by the investment. . In other words, large scale public infrastructure investment
leads to an increment in land and property valuation. Value capture refers to the
recovery of a share of this increment. The appreciation usually occurs due to regulatory
changes such as higher permissible densities and change in land use, investments in
public goods infrastructure that increases quality of housing, jobs access and
transportation, or social benefits and emergence of an important commercial, cultural,
institutional, or residential developments in the neighbourhood. Land/ property owners
in the proximity then become indirect beneficiaries of the appreciation in value without
any effort. This appreciation is also in business opportunities. Value Capture Financing
(VCF) is the mechanism of capturing the increment due to the appreciation in value. This
fee levied, wherein a share of increased property value is levied as a charge is called as
Premium levy.

TOD creates additional value to land, property and businesses, with better accessibility
and more efficient use of land with higher density, leading to agglomeration benefits.
VCF mechanisms gives opportunity to capture the value of these benefits from the
beneficiaries. In TOD influence area, premium levy can be charged on incremental FAR
provided. 30% of the value of incrementable developable space is charged as premium
levy. 30% of the revenue thus generated will be shared with the municipality, and
balance will assist in Metro funding. Total premium collection area is 11.9 Million square

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 415
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

feet from residential development and 11.09 million square feet and 1.86 million square
feet of commercial development in case I (FAR 4) and case II (FAR 3) respectively.
Industry wise summary of premium collection area is given below:

a. Case I (FAR 4)
Table 155 : Premium Collection area summary (Case I – Commerical FAR 4)
RESIDENTIAL COMMERCIAL
Incremental Premium Collection Incremental Premium Collection
INDUSTRIES FAR Area (square feet) FAR Area (square feet)
Formica Co. 1.2 931600.8 1.5 412780.5
Bajaj Auto 1.2 662385.6 1.5 1739489
Force Motors 1.2 860907.6 2 1702770
Jai Hind Corp. 1.2 56425.44 2 55198.8
Poona Gear
Industries 1.2 0 2 590508.8
Ador Welding Ltd. 1.2 0 2 568128
Shree agency 1.2 0 2 513036.8
Sahyadri Industries
Ltd. 1.2 39704.4 2 989382
Span Hydratech
pvt. Ltd. 1.2 69208.32 2 704134.4
Mahindra Truck
PCMC

and Buses 1.2 250815.6 1.5 273573

DC Design 1.2 172504.32 1.5 112334.4
shanghai Steel
Company 1.2 0 1.5 265260.9
Metro shoes
Company 1.2 0 2 387360
Greaves Cotton Ltd. 1.2 764390.4 2 213478.4
Premium
Transmission Ltd. 1.2 460958.4 2 1133028
Empty Industrial
Plots 1.2 2 1348013
Old Commercial
areas 1.2 3124704 2 0
Proposed
commercial areas 1.2 721651.68 2 0
Proposed
PCNTDA

commercial areas 1.2 462507.84 2 0

Old Commercial
areas 1.2 1357051.2 2 0
Slum
Redevelopment 1.2 180316.08 2 0
Slum
Redevelopment 1.2 519062.4 2 0
Total Premium Collection Area (square feet) = 11,096960.16 square feet

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 416
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

B. case II (FAR 3)
Table 156 : Premium Collection area summary (Case II – Commercial FAR 3)
RESIDENTIAL COMMERICAL
INDUSTRIES
Incremen Premium Collection Incremen Premium Collection
tal FAR Area (square feet) tal FAR Area (square feet)
Formica Co. 0.2 155266.8 1.5 412780.5
Bajaj Auto 0.2 110397.6 1.5 1739488.5
Force Motors 0.2 143484.6 2 1702770
Jai Hind Corp. 0.2 9404.24 2 55198.8
Poona Gear
Industries 0.2 0 2 590508.8
Ador Welding
Ltd. 0.2 0 2 568128
Shree agency 0.2 0 2 513036.8
Sahyadri
Industries Ltd. 0.2 6617.4 2 989382
Span Hydratech
pvt. Ltd. 0.2 11534.72 2 704134.4
Mahindra Truck
PCMC

and Buses 0.2 41802.6 1.5 273573

DC Design 0.2 28750.72 1.5 112334.4
shanghai Steel
Company 0.2 0 1.5 265260.9
Metro shoes
Company 0.2 0 2 387360
Greaves Cotton
Ltd. 0.2 127398.4 2 213478.4
Premium
Transmission Ltd. 0.2 76826.4 2 1133028
Empty Industrial
Plots 0.2 77127.68 2 1348012.8
Old Commercial
areas 0.2 520784 2 0
Proposed
commercial
areas 0.2 120275.28 2 0
Proposed
PCNTDA

commercial
areas 0.2 77084.64 2 0
Old Commercial
areas 0.2 242530.4 2 0
Slum
Redevelopment 0.2 30052.68 2 418693.12
Slum
Redevelopment 0.2 86510.4 2 519062.4

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 417
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Premium levy charge taken will be 1440 INR/ square feet for commercial areas and
1350INR/ square feet for residential area. Thus, Revenue from Premium Levy over the
development period (30 Years) will be Rs. 3082 crore in case I and Rs 1755 in case II. Per
year revenue generated will be Rs. 62 crore and Rs. 35 Crore for case I and case II
respectively. 25% of the revenue generated will be shared with the municipality. Per year
premium earned by Maha Metro by application of TOD Policy is summarized in the Table
157:
Table 157 : Per year premium earned by Maha Metro
FY Revenue Revenue Generated
Generated (Cr.)
(Cr.) (Case II)
(Case I)
2030-31 104 59
2031-32 106 60
2032-33 109 62
2033-34 112 63
2034-35 114 65
2035-36 117 67
2036-37 120 68
2037-38 123 70
2038-39 126 72
2039-40 129 74
2040-41 133 75
2041-42 136 77
2042-43 139 79
2043-44 143 81
2044-45 146 83
2045-46 150 85
2046-47 337 137
2047-48 345 141
2048-49 354 144
2049-50 363 147
2050-51 372 152
2051-52 381 155
2052-53 391 158

17.7 PPP Potential

17.7.1 Property Development in Government Identified Land

Property with clear title of land with government under PCNTDA has been proposed
for the said development. The land area is approximately 30,000 square meters. There
is another open land identified at the back of City One mall measuring 24,000 square
meters. An FSI of 4 is assumed for the proposed development.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 418
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

One of the best ways to realize upfront revenues for the project is by giving the land to
a private developer on lease for 50 years. The full value of clear ownership of the land
works out to 229 Crores.
Table 158 : Land Value from Property Development

Government land available for PD SQM FAR

Govt land under PCNTDA 30000 4

Open land at the back of City one
mall 24000 4
Commercial B/U Area 2160000 square feet
INR/ square
Rental 40 feet
Annual Rental 103.68
Operating Profit/ Rev 95%

Annual Operating Profit 98.50 Crores

Cap Rate 10%
Property Value 984.96 Crores
Construction Cost @ 3500 INR per
square feet 756.00 Crores
Land Value 228.96 Crores

Additionally, market rate at 1.75 times ASR is also worked out from similar models
applied in Mumbai, with developers paying 1.5 to 1.75 times the ASR value for a 50-
year lease.

~70% of 229 Cr (from table above) works out to 1.75 times ASR value which equals 155
crores. This amount is expected to be realized in FY 24 when the metro becomes
operational so that the developer does not price the construction risk of the project
into his quote and maximum possible value is realized.

From an accounting treatment perspective, this is treated as other equity in the

balance sheet and not as Other Income. The other equity can be treated as deferred
revenue year on year. However, in this model, the other equity item is not phased out.

17.8 Impact Assessment of TOD Proposal

Population growth is bound to happen with TOD. Increases residential FAR implies
densification of the area. Population density proposed will range between 220-320PPH
for areas which are proposed to be developed with FAR 3 and 180-280 PPH for areas
which are proposed to be developed with FAR 2.5. Thus, average Projected population
after 30 years will be 1.05 Lakh Persons. This Projected Population was then compared
with the population projected in the comprehensive mobility Plan of Pune. Pune average
density in 2011 is 30.4 DU/Ha and is projected to be 40.1 DU/Ha in 2031 and 51.3 DU/Ha
in 2031 in CMP. This density is thus projected to year 2051 through curve fitting method.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 419
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Population density thus came out to be 71.99 DU/Ha. Correlation factor for such curve
is coming out to be 0.99, depicting the reliability of the relation. This projected density
is applicable for very low-rise development with the basic FAR of 1.1. Population density
came out be 216 DU/Ha and 180 DU/Ha, when calculated for proposed residential FAR 3
and 2.5 respectively. Projected population in such a case will be 0.94 Lakh. This
population as per the methodology adopted in CMP is comparable 1.05 Lakh as per
methodology used in this report.

Demand for infrastructure will increase with this incremental population, thus cost of
development of the area will increase. Cost of development will comprise of two
components i.e. Infrastructure Provision and Road Widening, which are discussed in
detail in next section.

17.9 Implementation Mechanism

Land use structure of the influence zone is proposed, wherein high-density residential
development and high-grade commercial development is encouraged. Industrial uses
are replaced with commercial development along the arterial corridor and residential
development beyond 200m distance from the transit corridor. Existing slums are
proposed to be redeveloped.

Land required for Road widening is to be acquired from industrial and commercial land
uses, where higher FAR is prescribed. Land must be reserved for amenities and public
services in order develop the plot with high FAR as per DCPR Rule Clause M 6.5. Area
will be reserved for public amenities based on plot size in following manner:

Plot Size % Area Reserved

< 2Ha 5%
2-5Ha 20%
>5Ha 25%

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 420
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 123 : Proposed development pattern for TOD influence area over 30 years

Road widening is proposed to accommodate the proposed dense development. As per

The Hindu, Maharashtra government stipulates that the FSI of 3 will be allowed only
where roads are 30 meters or more in width. This applies to commercial development
as well. For FSI 4, access road is provided with ROW 61m. 30m wide access road is
ensured for areas proposed to be developed with FAR 3 and for areas with FAR 2.5, 20m
wide road is proposed In accordance to said stipulations, Road widening is proposed.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 421
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Figure 124: Road widening proposed while redevelopment

Five stretches are proposed to be widened to ensure that every plot is accessed through a 30m wide
road. Nomenclature is given to the proposed stretches as 1A, 1B, 1C, 1D and 1E. Road widening
details are summarized in the table given below:
Table 159 : Summary of Road Widening Requirement as part of TOD Proposal
Length of Roads to be widened (m) Widening width (m)
1A 474 6
1B 452.3 5
1C 51.8 10
1D 436.8 20
1E 297.5 10

Cost of Road Widening: Cost incurred due to land acquisition for Road widening will be
Rs. 153.200 Crore* and cost incurred due to Road widening will be Rs. 4.218 Crore (Per
km road widening cost is assumed as INR 2.5 cr./Km. Summary of land acquisition cost
for road widening is given in Table 160:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 422
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 160 : Summary of land acquisition cost for road widening

Per Unit Cost of
Owner Land Use Area (sqm cost(ASR) Land (INR)
1A Formica Co. Industrial 400 46460 23230000
1A,1B Bajaj Auto Industrial 5200 46460 241592000
Force
1B Motors Industrial 2100 46460 97566000
1C Shree agency Industrial 5900 46460 274114000
Mahindra
Truck and
1E Buses Industrial 4800 46460 223008000
1E DC Design Industrial 4600 46460 213716000
Sahyadri
Industries
1D Ltd. Industrial 3600 46460 167256000
1C Star Bazaar Commercial 3100 94040 291524000
TOTAL 153.200 Crore

Apart from Road widening, Other utilities and infrastructure will also have to be proposed to
provide for increment population. Infrastructure cost is assumed to be Rs. 50INR/ square feet of
developable area proposed. Thus, total cost for infrastructure provision will be 183.3 crore.

Thus, at the expense of Rs 340.78 Cr, Premium Levy over the development period (30 Years) of
Rs. 3082 crores in case I and Rs 1755 in case II will be earned.

For the project to be viable, case I will be preferred i.e. promoting commercial development with
FAR 4 within intense TOD Zone. Study of case II is conducted for academic purpose only.
Therefore, Share of Premium levy for the finance of Maha metro will be 87 Cr from the year of
operation i.e. FY 2023-2024. In case, case II is selected then the share of cess on stamp duty for
Maha Metro will have to be increased to make the project viable and meet the revenue support
amount of 130 Crore at FY 24 prices. However, this will be explored in greater detail in the chapter
on financial analysis (Chapter 18).

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 423 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

18. FINANCIAL ANALYSIS AND NON FARE BOX REVENUE

ASSESSMENT
18.1 Introduction

The chapter seeks to examine the financial viability of the proposal to add to the existing
metro network planned for Pune city. Based on the optimum routes discussed with Maha
Metro and covered in the previous chapters, the existing metro line is proposed to be
extended from PCMC to Nigdi on one end and Swargate to Katraj on the other. Chakan is an
industrial suburb of Pune – having emerged as a major automobile hub. A new line connecting
Chakan to Nashik phata is also proposed.

This chapter evaluates the financial feasibility of this extention line. The proposed extension
would be constructed at an approximate cost of Rs 791.02 Crores at FY 19 prices. This includes
all central and state taxes. The total completion cost (excl. PPP component) works out to Rs
Rs 898.68 Crores.
Table 161 : Project Cost Details

Sl.
PCMC to Nigdi Corridor FY 19 Prices (Cr.) Completion Cost basis (Cr.)
No

Without Land, R&R and taxes

1 597.31 681.21
(Excl. PPP Component)

With Land, R&R and taxes (Excl.

2 791.02 898.68
PPP Component)

Construction period start is assumed in FY 21-22 and period of construction is assumed as 3

years. Start of operations is assumed 2024-25.

The total investment of Rs 887.66 Crores (Total project completion cost: Rs 898.68 minus IDC
of Rs 11.02 Cr) is broken down yearwise and presented in the table below.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 424 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Table 162 : Project Cost Phasing

Cost at FY 2019 Price Level Completion Cost

Land Distribution
Cost Distribution

Escalation
Yr Year Component Completion
Land Factor Central Taxes State Taxes Land Total
Cost without Central State Total Cost without
and with with and Completion
Taxes, Land Taxes Taxes Cost Taxes, Land
R&R escalation escalation R&R Cost
and R&R and R&R

Y1 2021- 15.0% 20% 87.94 6.24 5.65 22.89 122.72 1.050 92.34 6.55 5.93 24.03 128.86
22
Y2 2022- 25.0% 50% 146.57 10.40 9.42 57.22 223.61 1.103 161.60 11.47 10.38 63.08 246.53
23
Y3 2023- 33.4% 30% 195.82 13.90 12.58 34.33 256.63 1.158 226.69 16.09 14.56 39.74 297.08
24
Y4 2024- 26.6% 155.95 11.07 10.02 177.04 1.216 189.56 13.46 12.18 215.20
25
Total 100% 586.29 41.61 37.67 114.43 780.00 670.18 47.57 43.06 126.85 887.66

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 425 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

18.1.1 Investment towards Rolling Stock

Total investment provided in the FIRR calculation towards requirement of additional rolling
stock duly escalated @ 5% per annum to cater increased ridership is placed in table as follows:

Financial Year No.of cars – Nigdi Incremental Investment including taxes at

Swargate Corridor Cars escalated levels

FY 43 102 12 Rs 309.61 Cr
FY 53 108 6 Rs 252.16 Cr

18.1.2 O&M Costs

Energy Charges – Energy consumption figures for traction and auxiliary power over a 30 year
period has been detailed below

Traction Auxilliary
Description Value (year Value (year Value (year Value (year Units
2023-2024) 2052 - 2053) 2023-2024) 2052 - 2053)
Load 0.68 1.06 1.11 1.11 MVA
Energy usage million
(annual) 4.04 6.33 3.29 3.94 Units

Grid electricity charges are taken as 6 INR per KWH. 80% is assumed to be drawn from the
grid and 20% from solar as per RESCO model. Solar charges are taken as 4 INR/KWH.

18.1.3 Employee Costs

Annual salary of employee @2012 levels from report published by Institute of Urban Transport
(India) funded by Bangalore Metro Rail Corporation Limited in 2012 stands at 9 lakh per
annum. It is suitably escalated to 12.5 Lakh P.A. at FY 19 prices. Escalation rate then onwards
have been taken @9% P.A. in line with the DPR in the existing stretch. Number of employees
per km in MRTS is taken as 32.

18.1.4 Maintenance Costs

Maintenance costs have been arrived at basis the table below. Escalation of 5% has been
assumed to arrive at 2024-25 costs.
Table 163 : Per unit cost of repairs and Maintainance of DMRC (2010 prices)
Unit Cost of Repairs and Maintainance of DMRC (2010 Prices)
2010 Prices
Building 26.74 Lakhs per Station
Plant and Machinary 11.4 Lakhs per Car
Other R&M 2.20% of Building, Plant and machinary Costs

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 426 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Other O&M Costs 11% Of Energy Staff and R&M Costs

Report - Life Cycle Cost Analysis of Five Urban Transport Systems jointly carried out by
Bangalore Metro Rail Corporation Ltd. And Institute of Urban Transport (India)

Summary of O & M expenditure is as follows:

Table 164 : Year wise summary of Operation and Maintainance expenses
Financial Energy Employee benefit O & M Expenditure
Year Expense (Cr.) expense (Cr.) (Cr.)
FY 25 5 28 11
FY 26 5 30 11
FY 27 5 33 12
FY 28 6 36 13
FY 29 6 39 14
FY 30 6 43 15
FY 31 6 47 15
FY 32 7 51 16
FY 33 7 56 18
FY 34 7 61 19
FY 35 7 66 20
FY 36 8 72 21
FY 37 8 78 22
FY 38 8 85 24
FY 39 8 93 25
FY 40 9 101 27
FY 41 9 111 29
FY 42 9 121 31
FY 43 10 131 33
FY 44 10 143 35
FY 45 10 156 37
FY 46 10 170 40
FY 47 11 186 43
FY 48 11 202 46
FY 49 11 220 49
FY 50 11 240 52
FY 51 12 262 56
FY 52 12 285 60
FY 53 12 311 64
FY 54 12 339 68

18.1.5 Depreciation

Depreciation has been calculated both as per Companies Act and Income tax Act in order to
account for:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 427
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

a. benefit from the depreciation tax shield

b. Calculate unabsoarbed depreciation and pass on benefit to tax payable

However, deferred tax asset/ deferred tax liability is not routed through the balance sheet as
it is a non cash item.

Salvage value is considered as 0 for ease of calculation.

18.1.6 Replacement Cost

The replacement cost are provided for meeting the cost on account of replacement of
equipment due to wear and tear. With the nature of equipment proposed to be provided, it
is expected that only 50% of signalling and telecom and 25% of electrical works would require
replacement after 15 years.

18.2 Revenue
The revenue streams for the project are detailed as under:
1.1 Fare Box Revenue
1.2 Non Fare Box Revenue
1.2.1 Premium levy from property development along the development
corridor
1.2.2 Sharing of Cess on stamp duty with PCMC
1.2.3 Property Development on available Government Land
1.2.4 Advertising Revenue
1.2.5 ATMs/ Kiosks on Stations

18.2.1 Fare Box Revenue

The incremental trips per day on the Nigdi Swargate corridor and the trip length distribution
is detailed in the following tables:
Table 165 : Projected Metro Ridership
Year Incremental Trips per Day - 80% of total Volume
2024-25 29000
2033-34 43000
2043-44 64000
2052-53 72000
Table 166 : Average Trip length for incremental corridor
Without extension (PCMC – With Extension (Nigdi – Swargate)
Year
Swargate)
2024-25 7.33 7.83
2033-34 7.51 8.05

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 428
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

2043-44 7.65 8.21

2052-53 7.76 8.36

The fare structure has been taken in accordance with Government Resolution No.PMR-
3313/C.R.29/UD-7 and letter dated 29th October 2013 (refer Exhibit 1 at the end of chapter)
vide which sanction was accorded to Sanction to the revised proposal of Pimpri- Chinchwad
to Swargate and Vanaz to Ramwadi Metro Rail corridor of Pune Mahanagar Metro Rail Project.
The letter also accorded in principal sanction to implement commuter fares as tabulated
below as the Pune Mahanagar Metro Rail Project is proposed to be implemented under the
provisions of Metro Railway Act enacted by the Government of India. The fares at 2018-2019
prices are detailed in Table 167:
Table 167 : Fare structure
Sr. No. Distance in K.M. Fare (Rs.) @ 2018-
2019 Prices
1 0-2 13
2 2-4 17
3 4-6 20
4 6-9 25
5 9-12 27
6 12-15 30
7 15-18 32
8 18-21 35
9 21-24 37
10 24-27 38
11 27-30 42
12 More than 30 K.M. 45

The average incremental trip length is between 7 to 9 kms for the corridor – Nigdi to Swargate.
Hence, the applicable fare slab is 6 to 9.

Escalation in fare of 15% is assumed every 3 years. The above table is at 2018 price levels.
Table 168 : Fare structure Matrix
Distance Fare as per table Fare @ start of Fare Revision –
(Km) above project 2024-25 FY 27
6 to 9 25 34 40

18.2.2 Non Fare Box Revenue

>90% of non fare box revenue for the extension would come in the form of revenue support
from PCMC – classified as Other Income in the Profit and Loss Statement. The project to be
viable would need 135 crores annually. This would be realized with a combination of:

 Share of premium levy on property development

 Share of cess on property registrations
 Development charges from PCNTDA

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 429
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

The following section analyses and presents findings to make this practically realizable.

18.2.2.1 Premium levy from property development along the development corridor

TOD policy envisages extensive development for a width of 500 meters on either side of the
transit corridor. This development potential has been analysed by an in-depth study of existing
land use of plots along development corridor. The study of spatial distribution from PCMC to
Nigdi yielded the result that more than 30% of the land comprises plots having industrial land
use. Post this, a rigorous methodology was followed with a plot wise analysis to arrive at the
true development potential of the development corridor. An assessment of associated costs
that will have to be borne by the municipality in order to realize this development potential
was also taken out. While this is covered in detail in the application of TOD policy chapter i.e.
Chapter 16, given below is a summary of the methodology followed:

 The area was divided into development zones based on distance from the station and
distance from the transit line
 The individual plot end use was assessed.
 The width of the access road to the plot was assessed.
 Based on the above criterion, FAR of 3/ 4/ 2.5 and residential/ commercial was
accorded to the individual plots.

Commercial/ Residential -
Residential – FAR 4/ 3 FAR 2/2.5
Total area absorption in million square feet 37.0 18.7
Per year area absorption (million square feet) 1.2 0.6

We also looked at the demand side of the real estate. There were several encouraging factors
like:

 The annual absorption of real estate in Pune stood at 72 million square feet.
 There is rapid real estate development already happening along the corridor due to
FAR of 2.8 being made available upto 200 meters on either side of the BRT in the same
corridor.

Based on the above absorption trends, 1.8 million square feet per year is only 2 to 3% of the
aggregate demand. This seemed reasonably achievable from a demand perspective.

Based on primary surveys and ASR, we could see that sale price of 4000 to 4300 per square
feet on residential/ commercial in the vicinity was achievable. Therefore we have fixed the
premium on incremental FAR at 1350 to 1450 INR per square feet. Revenue from premium
levy stood at 3082 Crores . This additional revenue from higher FSI is assumed to be realized
over a 30 year period. The same is escalated @2.5%.
Table 169 : Year wise share of Premium with Maha Metro
Year Revenue to Metro from Premium Levy with Max FAR 4 (INR Cr.)
2030-31 104
2031-32 106

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 430
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

2032-33 109
2033-34 112
2034-35 114
2035-36 117
2036-37 120
2037-38 123
2038-39 126
2039-40 129
2040-41 133
2041-42 136
2042-43 139
2043-44 143
2044-45 146
2045-46 150
2046-47 337
2047-48 345
2048-49 354
2049-50 363
2050-51 372
2051-52 381
2052-53 391

18.2.3 Sharing of Cess on stamp duty with PCMC

FY 19 – 1% cess collection on stamp duty in PCMC stood at 155 Crores. 25% share per year
from the same is proposed to be given as revenue support to the extension from PCMC to
Nigdi over a 30 year period and assumed to be escalated at 2.5%.
Table 170 : Year wise share of cess on stamp duty with Maha Metro
Year Revenue to Metro from Cess on Stamp Duty (INR Cr.)
2030-31 52
2031-32 53
2032-33 55
2033-34 56
2034-35 57
2035-36 59
2036-37 60
2037-38 62
2038-39 63
2039-40 65
2040-41 66

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 431
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

2041-42 68
2042-43 70
2043-44 72
2044-45 73
2045-46 75
2046-47 169
2047-48 173
2048-49 177
2049-50 182
2050-51 186
2051-52 191
2052-53 196

At FY 31 Price levels, the cess and Premium sharing with Maha Metro would translate into an
annual revenue grant of 156 Crores.

18.2.4 Sharing of development Charge with PCNTDA

1 km of the alignment extension falls in PCNTDA limits. 100% increase in Development cess
collected from PCNTDA will augment the non fare box revenues . Development cess collected
in FY 19 stands at 4 Cr. The same has been suitably escalated and included in other income.

18.2.5 Property Development in Government Identified Land

Property with clear title of land with government under PCNTDA has been proposed for the
said development. The land area is approximately 30,000 square meters. There is another
open land identified at the back of City One mall measuring 24,000 square meters. An FSI of 4
is assumed for the proposed development.

One of the best ways to realize upfront revenues for the project is by giving the land to a
private developer on lease for 50 years. The full value of clear ownership of the land works
out to 229 Crores.
Table 171 : Land value
Government land available for PD SQM FSI
Govt land under PCNTDA 30000 4
Open land at the back of City one mall 24000 4
Commercial B/U Area 2160000 square feet
Rental 40 INR/ square feet
Annual Rental 103.68
Operating Profit/ Rev 95%

Annual Operating Profit 98.50 Crores

Cap Rate 10%

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 432
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Property Value 984.96 Crores

Construction Cost @ 3500 INR per
square feet 756.00 Crores
Land Value 228.96 Crores

Additionally market rate at 1.75 times ASR is also worked out from similar models applied in
Mumbai, with developers paying 1.5 to 1.75 times the ASR value for a 50 year lease.

~70% of 229 Cr (from table above) works out to 1.75 times ASR value which equals 155 crores.
This amount is expected to be realized in FY 24 when the metro becomes operational so that
the developer does not price the construction risk of the project into his quote and maximum
possible value is realized.

From an accounting treatment perspective, this is treated as other equity in the balance
sheet and not as Other Income. The other equity can be treated as deferred revenue year on
year. However in this model, the other equity item is not phased out.

18.2.6 Advertising Revenues

The following sources of advertising revenues are evaluated in the said report:

Station boards – Based on typical station alignment - 120 Sqm of advertising space is identified
per station. Occupancy rate from start of operation has been identified as below with
occupancy rates remaining constant at 85% FY 34 onwards:
Table 172 : Year wise occupancy rate of ststion boards on stations

2024- 2025- 2026- 2027- 2028- 2029- 2030- 2031- 2032- 2033-
25 26 27 28 29 30 31 32 33 34

50% 60% 60% 60% 60% 60% 70% 70% 80% 85%

Viaduct boards – Based on the number of piers available, space for 122 board of 2X2 Sqm
have been identified. Occupancy rate from start of operation has been identified as below
with occupancy rates remaining constant at 85% FY 34 onwards:
Table 173 : Year wise occupancy rate of viaduct boards on stations

2024- 2025- 2026- 2027- 2028- 2029- 2030- 2031- 2032- 2033-
25 26 27 28 29 30 31 32 33 34

50% 60% 60% 60% 60% 60% 70% 70% 80% 85%

Train Wrapping and In Train Advertising – From DMRC norms, only 10% of the trains are
wrapped. Based on the same, the number of trains with wrapping and in-train advertising has
been capped at 1 as only 8 incremental trains are proposed.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 433
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

18.2.7 ATMs/ Kiosks on Stations

There are 3 stations along the alignment. From the typical layout of the station, space for 2
ATMs/ kiosks have been identified.

Lease rental of 40 INR/ square feet / month is currently assumed. Escalation in standard
commercial development of 15% every 3 years is incorporated as 5% per year. 85% occupancy
is targeted only from the 10th year of operation. The occupancy rate from start of project in
FY 25 is detailed below with occupancy rates remaining constant at 85% FY 34 onwards:
Table 174 :Year wise occupancy rate of ATM/Kioks on stations
2024- 2025- 2026- 2027- 2028- 2029- 2030- 2031- 2032- 2033-
25 26 27 28 29 30 31 32 33 34

50% 60% 60% 60% 60% 60% 70% 70% 80% 85%
Table 175 : Sumarry of Non farebox revenue
REVENUE NON FARE BOX
Revenue OTHER INCOME (Cr.) Total
Financial
Fare Box Inflow from Premium Development Income
Year
(Cr.) Advertising, train Levy on LBT share of cess from (Cr.)
wrapping etc (Cr.) Development Registration PCNTDA
FY 25 35 3 87 44 4 174
FY 26 37 4 89 45 5 179
FY 27 38 4 92 46 5 184
FY 28 47 4 94 47 5 196
FY 29 48 4 96 48 5 202
FY 30 50 5 99 49 5 207
FY 31 51 5 101 51 5 213
FY 32 61 5 104 52 5 227
FY 33 63 6 106 53 5 233
FY 34 67 6 109 55 6 242
FY 35 71 6 112 56 6 251
FY 36 87 7 114 57 6 271
FY 37 91 7 117 59 6 280
FY 38 96 8 120 60 6 290
FY 39 100 8 123 62 6 299
FY 40 121 8 126 63 6 325
FY 41 126 9 129 65 7 335
FY 42 131 9 133 66 7 346
FY 43 136 10 136 68 7 357
FY 44 161 10 139 70 7 387
FY 45 164 11 143 72 7 396
FY 46 166 11 146 73 7 404
FY 47 167 12 150 75 8 412

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 434
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

FY 48 196 12 154 77 8 446

FY 49 198 13 158 79 8 455
FY 50 200 13 162 81 8 464
FY 51 202 14 166 83 8 473
FY 52 237 15 170 85 9 515
FY 53 239 16 174 87 9 525
FY 54 243 16 178 89 9 536

18.3 Financial Internal Rate of Return

The financial internal rate of return at completion cost basis with farebox and non fare box
revenue with additional revenue sources (Other Income) from improved FSI along the
development corridor and cess from stamp duty works out to 10.45%.

This is the project IRR without imposition of the capital structure. The detail is given in the
Exhibit 2 at the end of chapter.

The profit and loss statement and cash flow statement are attached in the exhibit. While
unabsorbed depreciation is considered while calculating tax pay-out, since deferred tax is a
non cash item, we have not routed it through the balance sheet.

Additionally there is a monetary grant from PCMC generated by granting a 50 year capital
lease on PCMC owned land. From an accounting treatment perspective, monetary grant is
treated as other equity in the balance sheet and not as Other Income. The other equity can
be treated as deferred revenue year on year and phased out from the balance sheet. However
in this model, the other equity item is not phased out.

Also, Salvage value is considered as zero for ease of calculation

18.4 FIRR Sensitivity

While calculating impact of FIRR with various Capex scenarios, revised depreciation
calculations and tax impact have not been effected due to small effect.
Table 176 : Capital Cost sensitivity analysis
Capital cost sensitivity
10% increase in 20% increase in 10% decrease in 20% decrease in
capital cost capital cost capital cost capital cost
9.72% 9.11% 11.11% 12.15%
O & M Cost
9.71% 11.08%
Property Development
With PD Without PD
10.45% 9.38%

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 435 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

18.5 Funding Options

18.5.1 Funding Objectives

The objective of the exercise is not just financial closure but to achieve financial closure while
ensuring availability of lowest cost of funds while procuring and creating sustainable systems
to achieve optimal project costs. It, being a public utility service, analysis of life cycle costs –
low maintenance cost and longer life spans; must be done to ensure optimal project costs.
Fares must be set which minimize dependence on subsidies. Returns must accrue to both
direct and indirect beneficiaries. Additionally, one must draw on experience of metro projects
the world over with regard to funding patterns. Experience from successful metro projects
Singapore, Hong Kong suggests between 60% to 100% government capital contribution as
metro projects typically yield high economic benefits reflected in the substantially better
economic IRRs of the project.

Hong Kong has one of the highest non fare box revenue collections in the world at 37% and
yet 66% of the capital contribution comes from the government. This underlines the fact
that government funding is required despite exploring non fare box revenue sources well.

18.6 Financing Options

The operational metro services in India have adopted a similar capital structure. This DMRC/
BMRC/ CMRL pattern of financing is discussed in detail below. Another method of financing is

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 436 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

through a public private partnership. However PPP mode will present several challenges the
most major being:

 Access to low cost fund – 1.2% interest rate from multilateral funding agencies.
 Mode of sharing of monetary and non monetary grants by PCMC will have the lowest
cost in case the asset is owned by a GoI and state controlled SPV structure
 This is an extension of an existing asset. The rolling stock however being added is for
the entire section and not just the extended portion. Therefore there will be sharing
of both capital revenue which will prove challenging of the extended portion is hived
off to a private party.

18.6.1 DMRC/BMRC/CMRL pattern of Financing

A special purpose vehicle is set up for project implementation and subsequent operation and
maintenance. Equity contributions are made by:

Government of India
State Government
Urban Local Bodies.

Typically Government of India makes up to 20% equity contributions at the maximum. The
project cost taken for equity contribution excludes cost of land acquisition and R&R. A portion
of the above will be in the form of subordinated debt which would include taxes, land etc. 20%
is funded by either local bodies or state Governemnt again in the form of equity or grants.
Balance 60% constitutes loans from multilateral funding agencies.

18.6.1.1 Multilateral funded loan @ 1.2% per annum

Table 177 : Loan terms
S.n. Parameter Value
1 Annual Interest rate for loan 1.2%
Management fee = 0.25%
2 Front end fee Commitment Fee= 0.25% p.a. on
undisbursed portion
3 Repayment Period 15 Years
4 Moratorium Period 5 Years
5 Payment Schedule Bi-annual

Table 178 : Project Capital structure – SPV Mode loan @1.2%

Particulars Amount (Rs. Cr) Percentage

Grant by GoI 67.02 10.00%

Grant by PCMC 121.97 18.20%

Grant by GoM 79.08 11.80%

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 437 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Soft Loan from bilateral/multilateral funding 402.11 60.000%

agencies
Project Cost Eligible for Grant 670.18 100.0%

SD for State Taxes, Central Taxes & Duties by 90.63

GoM
Contribution for Land, R&R, IDC, etc. by 137.87
PCMC
Total 898.68

PPP Component 11.50

Total Cost including PPP Component 910.18

Conclusion and Recommendation

 FIRR for the project is 10.45%.

 SPV model with loan funded at 1.2 % per annum is proposed for implementation of
the project due to highest equity IRR among all the options studied above.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 438 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

EXHIBIT- 1 - Government Resolution No.PMR-3313/C.R.29/UD-7 and letter dated

29th October 2013
Sanction to the revised proposal of Pimpri- Chinchwad to Swargate and Vanaz to Ramwadi
Metro Rail corridor of Pune Mahanagar Metro Rail Project.

Government of Maharashtra

Urban Development Department

Government Resolution No.PMR-3313/C.R.29/UD-7

Mantralaya, Mumbai-400032

Date: 29th October 2013.

Ref:- Government Resolution No. PMR-3313/C.R.29/UD-7 Mantralaya, Mumbai-

400032 ,dated 11 Sept,2013

PREAMBLE:

Keeping in view the traffic and transportation problems arising out of ever-
increasing population and rapid increase in number of vehicles, it has become necessary to
strengthen the Public Transport systems in Pune Metropolitan Region. Pune Metro Railway
Project is one of the several proposals contemplated to address this traffic problem
engulfing Pune and Pimpri-Chinchwad. Pune Municipal Corporation and Pimpri Chinchwad
Municipal Corporation jointly appointed Delhi Metro Rail Corporation to prepare a Detailed
Project Report for examining the feasibility of planning and implementation of Pune Metro
Railway Project.

In the Detailed Project Report of Pune Metro Project prepared by Delhi Metro Rail
Corporation (DMRC) various Metro Rail Corridors have been proposed. Phase 1 of the
Project includes two corridors viz. Corridor 1- Pimpri Chinchwad to Swargate and Corridor2
– Vanaz to Ramwadi. After giving due consideration to technical issues, feasibility of
implementation and financial viability, the General Body of Pune Municipal Corporation has
accorded approval to Corridor 2 – Vanaz to Ramwadi, which entirely traverses through their
jurisdiction, vide Resolution no. 90 dated 23/06/2010. Similarly, for Corridor 1- Pimpri
Chinchwad to Swargate, the General Bodies of Pune Municipal Corporation and Pimpri
Chinchwad Municipal Corporation have accorded approval vide Resolution no.577 of PMC
General Body-51 dated 24/12/2012 and Resolution no.133 of PCMC General Body-8 dated
20/9/2012 respectively.

Vide the Government Resolution referred to above the Government of Maharashtra

had accorded sanction to ‘Corridor 2 Vanaz to Ramwadi’ elevated Metro Project. But due
to elapse of time leading to increase in cost a revised proposal for Corridor 2 Vanaz to
Ramwadi along with a proposal for Corridor 1- Pimpri Chinchwad to Swargate is now
submitted to the Government of Maharashtra seeking its sanction for the same. Pune
Mahanagar Metro Railway proposal under Phase 1 comprises of Corridor-1 (Pimpri

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 439
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Chinchwad to Swargate - Length 16.59 km) and Corridor- 2 (Vanaz to Ramwadi- Length
14.52km). Corridor – 1 Pimpri Chinchwad to Swargate is estimated to cost Rs.5618 Crore at
January 2013 prices with a completion cost estimated at Rs 6960 Crore. Corridor- 2 Vanaz
to Ramwadi is estimated to cost Rs.2663 Crore at January 2013 prices with a completion
cost estimated at Rs 3223 Crore. The subject of granting sanction to the proposal of
Corridor-1 and revised proposal of Corridor-2 of Pune Metro Railway Project has been
under the consideration of Government of Maharashtra. After considering all the relevant
aspects of the proposal, the Government of Maharashtra has taken following decision.

GOVERNMENT RESOLUTION

[I] Sanction is hereby accorded to the proposal of Corridor no 1-Pimpri Chinchwad to

Swargate and revised proposal of Corridor no 2- Vanaz to Ramwadi which form Pune
Mahanagar Metro Rail Project Phase 1.
1. Sanction is hereby accorded to Corridor no.1 Pimpri Chinchwad to Swargate,
partly elevated and partly underground as per details attached at Annexure 1,
which forms a part of Pune Mahanagar Metro Rail Project Phase 1.

2. Vide the above referred Government Resolution the Government of

Maharashtra had accorded sanction to ‘Corridor 2 Vanaz to Ramwadi’ elevated
Metro Project Sanction is now accorded to the revised proposal of Corridor 2
Vanaz to Ramwadi (as per details attached at Annexure 2), which forms a part
of Pune Mahanagar Metro Rail Project Phase 1, incorporating the updated
capital expenditure based on January 2013 prices and revised time line for
implementation.

3. Sanction is hereby accorded to submit the proposal of Pune Mahanagar Metro

Rail Project Phase 1 comprising of the above referred two corridors to the
Government of India for seeking its approval.

4. Sanction is hereby accorded for the establishment of ‘Pune Mahanagar Metro

Rail Corporation Limited’ a Special Purpose Vehicle Company (SPV) for
implementation of the project comprising of the two corridors. Since in
comparison to 20% equity participation of the Government of India the equity
participation of Government of Maharashtra and the Local Bodies being 30%,
sanction is hereby accorded to appoint six directors nominated by the
Government of Maharashtra and the two Municipal Corporations on the Board
of the proposed Company. Government of India needs to be requested to keep
this in view. Accordingly following shall be the list of Directors :

1) Principal Secretary (UD-1) Urban Development Dept., Govt. of

Maharashtra.
2) Principal Secretary (Finance) Finance Dept., Govt. of Maharashtra.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 440
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3) Principal Secretary (UD-2) Urban Development Dept., Govt. of

Maharashtra.
4) Municipal Commissioner, Pune Municipal Corporation
5) Municipal Commissioner, Pimpri Chinchwad Municipal Corporation.
6) Principal Secretary (Industries) Industries, Energy & Labour Dept., Govt. of
Maharashtra.
7) Nominated Officers from Govt. of India – 5

5. Sanction is hereby accorded to vest the ‘Pune Mahanagar Rail Corporation Limited’
with similar authority as is available to Delhi Metro rail Corporation (DMRC) for
Implementation of the Project. Sanction is hereby accorded to appoint Pune
Municipal Corporation and Pimpri Chinchwad Municipal Corporation as the Executing
Agencies, until the formation of Pune Mahanagar Metro Rail Corporation Limited.

6. Sanction is hereby accorded to authorize Pune Municipal Corporation and the proposed
Pune Mahanagar Metro Rail Corporation to enter into correspondence with the
Government of India and the Ministry of Railways in connection with the
implementation of the project and obtaining funds to the tune of 20% which is the
equity participation of the Government of India. Sanction is hereby accorded to
authorize the Municipal Commissioner of Pune Municipal Corporation for entering into
correspondence with the Government of India until the SPV Company is established.

7. Sanction is hereby accorded to the proposed Financial Structure for the project
implementation which is as follows :
 Pune Mahanagar Metro Rail Project Phase 1 – Corridor 2 Vanaz to Ramwadi –
Pune Municipal Corporation 10% Share, Govt of Maharashtra 20% Share, Govt.
of India 20 % Share, Balance 50 % to be raised through borrowing or other
sources.
 Pune Mahanagar Metro Rail Project Phase 1 – Corridor 1 Pimpri Chinchwad to
Swargate – Pune Municipal Corporation and Pimpri Chinchwad Municipal
Corporation 10% Share, Govt of Maharashtra 20% Share, Govt. of India 20 %
Share, Balance 50 % to be raised through borrowing or other sources.

8. The 10 % share of the total capital cost of Corridor no. 2 Pimpri Chinchwad to Swargate,
which forms a part of Pune Mahanagar Metro Rail Project – Phase 1, shall be shared by
Pune Municipal Corporation and Pimpri Chinchwad Municipal Corporation in
proportion of the expenditure which will be incurred over the length falling in the
jurisdiction of each of the Corporations (Pro rata basis). Pune Municipal Corporation
and Pimpri Chinchwad Municipal Corporations are directed to deposit their respective

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 441
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

shares for Corridor no. 1 and Corridor no. 2 with the ‘Pune Mahanagar Metro Rail
Corporation Limited’.

9. Sanctions is hereby accorded to deposit 20% share of the State Government in the
capital expenditure of the project with the ‘Pune Mahanagar Metro Rail Corporation
Limited’. The 20% share of the State Government shall also include the cost of State
Government Land, assessed at prevalent rates, required to be acquired for the Project.

10. Sanction is hereby accorded to raise funds for implementation of the Project through
various sources of revenue listed in Annexure 3 attached herewith.

11. In principal sanction is hereby accorded to implement commuter fare rates as tabulated
below as the Pune Mahanagar Metro Rail Project is proposed to be implemented under
the provisions of Metro Railway Act enacted by the Government of India.

Sr.No. Distance in K.m. Revised Rate as Rate for Pune Metro

per Year for the Year 2018-
2009(Rs.) 2019(Rs.)
0-2 8 13
1
2-4 10 17
2
4-6 12 20
3
6-9 15 25
4
9-12 16 27
5
12-15 18 30
6
15-18 19 32
7
18-21 21 35
8
21-24 22 37
9
24-27 23 38
10
27-30 25 42
11
More than 30 K.m. 27 45
12

Sanction is hereby accorded to periodic revision of fares by the Fare Regulation

Committee to be established as per the provisions of the Metro Railway Act.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 442
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

12 Sanction is hereby accorded to declare this Project as Essential Public Project and
Important Public Transport Project.

[II] In principal sanction is hereby accorded to extension of Pune Metro Project Corridor
no. 1 from Pimpri to Nigdi and Swargate to Katraj ( a Length of approximately 15 km).
Sanction is hereby accorded to include these extensions as Phase 2 and prepare a
Detailed Project Report for the same and forward it to the Government of India as a
standalone proposal.

This Govt. Resolution is being forwarded after giving due considerations to the Govt. of
Maharashtra’s Planning Department’s demy-official reference No.155/1444
dtd.13/08/2013 and Finance Department’s demy-official reference No.470/ Expenditure
dtd.14/08/2013

In the Name & Orders from Governor of Maharashtra.

(S.K.Salimath)
Deputy Secretary, Govt. Of
Maharashtra

To,

The Secretary, Governor, Govt. of Maharashtra,

Principal Secretary of Chief Minister, Mantralaya, Mumbai 400 032

The Secretary of Vice Chief Minister, Mantralaya, Mumbai 400 032

Private Secretary of State Minister(Navi), Mantralaya, Mumbai 400 032.

Chief Secretary, Govt. of Maharashtra, Mantralaya, Mumbai 400 032

Upper Chief Secretary(Revenue)Revenue & Forest Department, Mantralaya, Mumbai 400 032

Upper Chief Secretary, Home Department, Mantralaya, Mumbai 400 032

Principal Secretary (Navi -1), Nagar Development Department, Mantralaya, Mumbai 400 032

Principal Secretary (Finance) Finance Department, Mantralaya, Mumbai 400 032

Principal Secretary ,Planning Department, Mantralaya, Mumbai 400 032

Principal Secretary(Transport),Home Department, Mantralaya, Mumbai 400 032

Principal Secretary(Navi 2),Nagar Development Department, Mantralaya, Mumbai 400 032

Secretary (Special Project),General Administration Department, Mantralaya, Mumbai 400 032

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 443
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Annexure-1

Pune Mahanagar Metro Rail Phase 1, Corridor No.1

Detailed Information

Corridor No.1 Pimpri Chinchwad to Swargate

Total Length 16.59 K.m.

Stations 15

Length in Pimpri Chinchwad Municipal 7.15 km

Corporation Boundary Out of Total Length

Stations in Pimpri Chinchwad Municipal 6 (Totally Elevated) (elevated )

Corporation Boundary

Length in Pune Municipal Corporation 9.44 km

(with Khadki Cantonment Boundary)

Stations in Pune Municipal Corporation Total 9 Stations, out of this 4.78 K.m. is
Boundary(with Khadki Cantonment Elevated & 3 Stations Elevated &
Boundary) remaining 4.66 K.m. Length route is
Underground & 6 Stations are
Underground.

Annexure-2

Pune Mahanagar Metro Rail Phase 1, Corridor No.2

Detailed Information

Corridor no.2 Vanaz to Ramwadi

Total Length 14.925 km(Totally Elevated )

Stations 15 (Totally Elevated )

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 444
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Annexure – 3

[I] Various sources needed to be tapped to raise funds for implementation of Pune
Mahanagar Metro rail Project.

(i) Increase of FSI up to a maximum of 4 (four) in the area falling within 500 m distance
on both sides of the Metro Corridors by making requisite provisions in the
Development Control Rules of the respective Municipal .Corporations and
recovering the surcharge collected against the additional FSI granted.
(ii) In cities and towns wherein, the Government notifies implementation of Important
Public Transport Projects, making provisions in the MRTP Act 1966 for increasing
the Development Charges being levied by up to 100 % and utilizing the additional
revenue thus collected for implementation of such Projects.
(iii) In the limits of Municipal Corporations wherein the Government notifies
implementation of Important Public Transport Projects making provisions in the
Maharashtra Municipal Corporation Act to levy surcharge of 1 % on Stamp Duty on
transactions such as sale, donation, lease and mortgage involving immovable
property and on security deposits in connection with agreements involving
transactions pertaining to immovable properties, lease and mortgages. Provisions
shall be made in the Act to authorize the District Dy Registrars for recovery of the
surcharge while registering the transactions involving sale, donation, lease and
mortgage of land or other immovable properties and thereafter the Government
releasing grants equivalent to the additional revenue thus collected to the
respective Municipal Corporation or the SPV established to implement the
concerned Important Public Transport Project.
(iv) Commercial utilization of land of the Metro Stations and Maintenance Depots and
use of revenue thus generated for the implementation of the Project.
(v) Utilization of revenue generated from Advertising and Parking for the
implementation of the Project.

[II] The revenue generated from the above sources is to be deposited in a separate ‘Public
Transport Fund’ to be created by the Municipal Corporations and it is to be deposited
with the SPV Company formed for implementation of the Project to the extent of the
share of the capital cost of the project to be borne by the Municipal Corporations and
for debt servicing in relation to the Project. If the fund falls short in servicing the
Project as above the two Municipal Corporations shall raise the funds from other
sources to mitigate the shortfall.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 445
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I, Corridor 1 A

EXHIBIT 2 – Project IRR

FY 18 FY 19 FY 20 FY 21 FY 22 FY 23 FY 24 FY 25 FY 26 FY 27 FY 28 FY 29 FY 30 FY 31 FY 32 FY 33 FY 34 FY 35 FY 36 FY 37 FY 38 FY 39 FY 40 FY 41 FY 42 FY 43 FY 44 FY 45 FY 46 FY 47 FY 48 FY 49 FY 50 FY 51 FY 52 FY 53
Revenue Fare Box 34 35 37 45 46 48 49 59 60 64 68 83 87 92 96 116 121 126 131 155 157 159 161 188 190 192 194 227 230 233
Revenue Non Fare Box
Inflow from Advertising, train wrapping etc 3.4 3.7 3.9 4.1 4.3 4.5 5.0 5.2 5.8 6.2 6.5 6.8 7.2 7.5 7.9 8.3 8.7 9.1 9.6 10.1 10.6 11.1 11.6 12.2 12.8 13.5 14.2 14.9 15.6 16.4
Other Income
Premium levy on development 103.6 106.2 108.9 111.6 114.4 117.3 120.2 123.2 126.3 129.4 132.7 136.0 139.4 142.9 146.4 150.1 336.7 345.2 353.8 362.6 371.7 381.0 390.5
LBT share of Registration 51.9 53.2 54.5 55.9 57.3 58.7 60.2 61.7 63.2 64.8 66.4 68.1 69.8 71.6 73.3 75.2 168.6 172.9 177.2 181.6 186.2 190.8 195.6
PCNTDA Dev Fee 4.4 4.5 4.6 4.8 4.9 5.0 5.1 5.2 5.4 5.5 5.7 5.8 5.9 6.1 6.2 6.4 6.6 6.7 6.9 7.1 7.2 7.4 7.6 17.1 17.5 17.9 18.4 18.8 19.3 19.8
Total Income 42 44 45 54 55 57 60 225 231 239 248 267 277 286 295 320 330 341 351 381 389 397 405 722 738 754 771 819 837 855

Energy Expense 5.1 5 5 6 6 6 6 7 7 7 7 8 8 8 8 9 9 9 10 10 10 10 11 11 11 11 12 12 12 12

Employee Benefit Expense 27.9 30 33 36 39 43 47 51 56 61 66 72 78 85 93 101 111 121 131 143 156 170 186 202 220 240 262 285 311 339
O&M Expediture 8.7 9 10 11 11 12 13 14 14 15 16 17 19 20 21 23 24 26 28 30 32 34 37 39 42 45 48 52 56 60
Total Expenses 42 45 48 52 56 61 66 71 77 83 90 97 105 113 123 133 144 156 169 183 198 215 233 252 274 297 322 349 379 411

Finance costs

Profit/ Loss Before Tax 0 -1 -3 1 -1 -3 -6 154 154 157 158 171 172 172 172 187 186 185 183 198 191 182 172 470 465 458 449 470 458 444

Income Tax Payable

Profit/ Loss for the Year 0 -1 -3 1 -1 -3 -6 154 154 157 158 171 172 172 172 187 186 185 183 198 191 182 172 470 465 458 449 470 458 444

Cash Flow Statement

Cash Outflow
Capital Expenditure 0 -129 -247 -297 -215 0 0 0 0 0 0 0 0 0 0 0 0 -20 -72 -11 0 0 0 -310 0 0 0 0 0 0 0 0 0 -252
Principal Repayment
Cash Inflow
PAT 0 -1 -3 1 -1 -3 -6 154 154 157 158 171 172 172 172 187 186 185 183 198 191 182 172 470 465 458 449 470 458 444
Depreciation 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Interest During Construction
Debt Drawdown
Equity - Cash Flow from Property Development -
Deferred Revenue 155

Net Cash Flow to Equity 0 -129 -247 -297 -61 -1 -3 1 -1 -3 -6 154 154 157 158 171 172 153 100 176 186 185 183 -112 191 182 172 470 465 458 449 470 458 192
Project IRR 10.45%

Balance Sheet
Uses of Fund
Cash -61 -62 -65 -64 -65 -68 -74 79 234 390 549 719 891 1044 1144 1320 1506 1691 1874 1762 1953 2135 2308 2778 3243 3700 4150 4619 5077 5269
Fixed Asset - Gross Block 888 888 888 888 888 888 888 888 888 888 888 888 888 907 980 991 991 991 991 1300 1300 1300 1300 1300 1300 1300 1300 1300 1300 1552
Accumulated Depreciation* 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
CWIP 0 0 129 375 672
Net Block 888 888 888 888 888 888 888 888 888 888 888 888 888 907 980 991 991 991 991 1300 1300 1300 1300 1300 1300 1300 1300 1300 1300 1552
Total Asset 0 0 129 375 672 827 826 823 824 823 820 813 967 1121 1278 1436 1607 1778 1951 2123 2310 2497 2682 2864 3062 3253 3436 3608 4078 4543 5001 5450 5920 6377 6821

Sources of Fund
Equity
Shareholder's Fund 0 0 129 375 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672 672
Retained Earning 0 -1 -4 -3 -4 -8 -14 140 294 451 609 780 951 1124 1296 1483 1670 1855 2037 2235 2426 2609 2781 3251 3716 4174 4623 5093 5550 5994
Other Equity 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155 155

Non Current Liabilities

Term Loan 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total Liabilities 0 0 129 375 672 827 826 823 824 823 820 813 967 1121 1278 1436 1607 1778 1951 2123 2310 2497 2682 2864 3062 3253 3436 3608 4078 4543 5001 5450 5920 6377 6821

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 446 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

19. ECONOMIC ANALYSIS

19.1 Introduction

1. The current service delivery is not commensurate with the existing traffic scenario in
urban areas in general. Pune City urban transport service is one such area which require more
attention. Based on Comprehensive Mobility Plan Study (CMP), 2008 findings, a metro rail
transport system is proposed to tackle the growing intra-urban transport demand in Pune
City.

2. As a public transport system, Metro Rail Transport System (MRTS) proposed in Pune
will supplement the growing intra-city travel demand, especially in the selected heavy traffic
corridors. Spending public money in the construction of MRTS lines has been defended as a
socially desirable public investment which produces several types of benefits such as:
 Passenger time savings,
 Increase in comfort,
 Generation of new trips,
 Reduction in congestion and delays in roads,
 Reduction in accidents, reduction in environmental externalities,
 Wider economic benefits including the development of the less developed regions

3. Many factors influence the market shares between the other modes of public
transport and MRTS. According to the literature, travel time is the most important one. The
MRTS has a clear advantage over the traditional bus services and the fast growing costly IPT
modes. Other factors that contribute to the relative position of MRTS are ticket prices,
frequency of the service, the integration of networks, accessibility , reliability and punctuality
of the services and government policy.

4. The findings of this Feasibility Study will determine this intra-urban transport service
through MRTS to improve accessibility so that residents of Pune City will have better access
to economic and social activities.

19.2 Scope and Objectives

1. The objective of this feasibility study (FS) to evaluate the potential for the identified
MRTS services in Pune City and to assess strategically the overall need and potential
for development.
2. The scope of the study is divided into two stages, further divided into several phases:
3. Stage 1
a. Phase 0 – Inception
b. Phase 1 – Transport demand assessment
c. Phase 2 – Corridor definition and Techno-economic feasibility
4. Stage 2
a. Phase 3 – Detailed Project Report

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 447
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

5. Corridor 1A (PCMC-Nigdi Section) is considered separately for economic analysis.

Thus, the present report had considered Corridor 1A (PCMC-Nigdi Section) for the
study include:

Corridor 1A: Nigdi - PCMC Km 4.413

6. The objective of the economic analysis in the FS is to identify and quantify the benefits
and costs associated with the investment proposal in order to select the optimum
solution along with the economic viability in terms of its likely investment return
potential. This is carried out in order to assess the economic feasibility and prioritize
the identified transport investment proposal and assist the governments in
Maharastra State in making the right decision.

19.3 Approach and Methodology for the Analysis

1. The economic analysis contained in this chapter has been undertaken in accordance
with the available guidelines including ‘Appraisal Guidelines for Metro Rail Projects
Proposals’ (2017) and ‘Metro Rail Policy 2017’ by the Ministry of Housing & Urban
Affairs, Govt. of India; and ‘Manual on Economic Evaluation of Highway Projects in
India’ IRC-SP30, 2009 by the Indian Roads Congress, ‘Guidelines for the Economic
Analysis of Projects, and Framework for the Economic and Financial Appraisal of Urban
Development Sector Projects’1994 by Asian Development Bank (ADB). Economic
analysis involve comparing ‘with project’ and ‘without project’ alternatives. By
comparing the above alternatives, the net agency costs and net user costs and finally
net project benefits associated with the project during its analysis period were
calculated for the proposed improvement options separately in order to arrive at their
internal rate of return (IRR) and net present value (NPV) both for economic and
financial analysis.

19.3.1 Methodolody for Economic Analysis

1. In accordance with the guidelines, economic feasibility analysis was carried out for 30 years
analysis period for Life Cycle Cost Analysis (LCCA):
 Base Year (2019)
 Construction period (2021 - 2025)
 Project opening for traffic (2025)
 Project operating period (2025 - 2050)
 End of the analysis period (2050)

2. Thus a period of 30 years of operation is considered for the evaluation. All the cost were
at 2019 (Base Year) level and also the results including NPV, IRR were estimated for the base
year level.

3. Considering the component wise opportunity cost (estimated for Maharastra State

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 448
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

conditions), the financial cost was converted into economic cost in accordance with the
available guidelines from international funding agencies like Asian Development Bank (ADB).

4. The conventional economic model like HDM (which is used for highway improvement
project analysis) may not be relevant for most of the rapid urban transport projects etc. Hence
appropriate excel based models are developed, to quantify the relevant project benefits; life
cycle costing; project net benefits and finally economic feasibility criteria like EIRR and ENPV.

5. Updated inputs available from the guidelines explained abobe, available secondary
sources and the input data from the Comprehensive Mobility Plan (2008) with suitable
updates pertaining to the unit rates of VOC and travel time for different vehicle categories etc
were used for the excel based models developed for this study.

6. The cost – benefit analysis was carried out by using the discounted cash flow (DCF)
technique to obtain the economic internal rate of return (EIRR) and economic net present
value (ENPV) for the proposed investments and the likely quantified project benefits linked
with the project during the project analysis period

7. Economic Opportunity Cost of Capital (EOCC): Given the complexity of estimating

country-specific economic opportunity cost of capital (EOCC), a discount rate of 14% in
constant economic prices is used. The EIRR must be compared with the EOCC, for
interpretation purpose of project feasibility.

19.4 Estimation of Economic Project Cost of MRTS

19.4.1 Capital Cost

For economic analysis, only the cost estimates of the MRTS (excluding the cost of property
development6) estimated in the cost section is adopted. Adding the preoperative expenses,
physical contingency, applicable taxes, price contingency etc, the total financial cost for all
the proposed three corridors were estimated for the base year (2019).
The economic costs of capital works and annual operation and maintenance are calculated
from the financial cost estimates on the following basis:
(i) Price contingencies are excluded but physical contingencies are included because they
represent real consumption of resources;
(ii) Import duties and taxes are excluded because they represent transfer payments. For
this the shadow exchange rate factor (SERF) worked out below (1.03)7 was used;

6 Property development being a commercial activity, it is not considered for economic analysis.
Shadow Exchange Rate Factor (SERF) INR in Billion
Details 2015-16 2014-15 2013-14 2012-13 2011-12 Average
Exports (INR Billion) 17,146 18,963 18,942 16,353 14,660 17,213
Imports (INR Billion) 24,880 27,371 27,142 26,732 23,455 25,916
Customs Duties (INR Billion) 2,083 1,887 1,231 1,155 1,056 1,482
Shadow Conversion Factor (SCF) 0.953 0.961 0.974 0.974 0.973 0.967
Shadow Exchange Rate Factor (SERF) 1.05 1.04 1.03 1.03 1.03 1.03
Source: Hand Book of Statistics on Indian Economy, 2015-16, 2014-15 & 2013-14, Reserve Bank of India
7 Note: Calculation Method based on ERD Technical Note Series No. 11, February 2004, 'Shadow Exchange Rate for Project Economic Analysis' , ADB

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 449
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

(iii) The existence of unemployment and under-employment for unskilled workers within
the Indian economy means that the opportunity cost of unskilled labour can be lower
than its wage rate – a conversion factor (SWRF) of 0.818 of the market wage rate for
construction labour is used to estimate the shadow wage rate;
(iv) The market wage rate for skilled labour and the acquisition cost of land are considered
to represent opportunity costs, as both factors are in demand;
(v) All costs are valued using the domestic price numeraire, to enable an easier comparison
with the information used to measure benefits (e.g. a significant component of benefit
is the savings in resources, which would be used in the without project situation).
Table 179 : Details of project cost
Details Total
Length Km 4.413
Project Cost Rs Crore 780.81
Project Cost Rs Crore/Km 176.93
Economic Cost Rs Crore 575.13
Economic Cost Rs Crore /Km 130.32

19.4.2 Capital Replacement

25% of electrical and mechanical equipments, 50% of signalling and telecommonucation

equipment need replacement in 15 years, Rolling stock will be added in 20 years.
Table 180 : Estimated Replacement Cost (Rs Crore)
Year Total
2038 32.19
2043 92.97
Source: Consultant Estimate

19.4.3 O&M Cost

Annual operating costs of this investment proposal at constant prices has been broken down
into different items of this investment proposal and used for analysis purposes. This annual
operation and maintenance (O&M) for the proposed project include staff cost, maintenance
cost and power charges as estimated in the financial analysis chapter, is considered for
analysis.
Table 181 : Maintenance Cost
1. Staff cost - Rs Crore 27.9
2. Maintenance cost @1.364 Crore/km - Rs Crore 10.8

Shadow Wage-rate Factor (Y)

Unskilled labor cost (Rs. per day)* ( L) 400
Minimum Wages in Maharastra w.e.f January 1, 2018 (Rs. per day)** (M) 495
Shadow Wage-rate Factor (Y); Y = L/M 0.81
*Wages practiced in Maharastra state in the construction industry in 2018.
** Minimum Wage in Maharastra w.e.f January 1, 2018 to March 31, 2018; https://www.labourlawreporter.com/wp-
content/uploads/2017/04/Minimum-wages-maharashtra-01-01-18-a.pdf

8 Note: Calculated using the 'Guidelines for the Economic Analysis of Projects, 1997, ADB

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 450
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

3. Power charges - Rs Crore 5.1

Total - Rs Crore 43.8
Source: Consultant Estimate

19.5 Economic Benefits of MRTS

Proposed MRTS is expected to divert passengers from the existing modes like car, bus, two
wheelers and auto with better comfort and improved speed. These improvements will benefit
the users in terms of better speed with service quality and reduced travel time. In addition,
the proposed MRTS will reduce the carbon emission from the diverted traffic and also will
reduce stress on the existing road corridors. Reduction in the congestion on the existing road
corridors will result in reduction of road accidents. Accordingly, the economic benefits
considered in the present analysis for the subprojects in transport component in this
investment proposal include:

i) Value of Travel Time Savings

a. For the diverted passengers by using the proposed HSR system;
b. For the non-diverted passengers in the form of reduced congestion due to the
diverted HSR traffic
ii) Value of vehicle operating cost (VOC) savings
a. For the diverted passengers by using the proposed HSR system;
b. For the non-diverted passengers in the form of reduced congestion due to the
diverted HSR traffic
iii) Savings in Reduction of Accidents
iv) Pollution Reduction Benefits in terms of reduction in carbon emission from the vehicles
due to the diversion to MRTS
v) Reduced Road Infrstructure Costs
a. Reduction in annual maintenance cost
b. Reduction in the road capacity improvement cost
Above project economic benefits are estimated on annual basis for the selected alignment
corridors proposed in the technical section. Projected MRTS traffic for the selected option, in
terms of daily passengers and passenger km, upon which the benefits are estimated is
presented below in Table 182. Average trip length by MRTS is estimated to be 7.7km.
Considering the assigned traffic to MRTS, its trip length, the modes from which these MRTS
trips were diverted etc., the travel scenario under (i) without project and (ii) with project
scenario including distribution by different modes were developed. This was used as the
inputs for estimating all the project benefits discussed above.
Table 182 : Projected MRTS Daily Traffic Diverted from Different Modes
Corridor 1A – PCMC to Nigdi
Year Daily Passenger
No. of daily passengers
km (Lakh)
2021 26,000 2.2
2022 27,500 2.4
2023 29,000 2.5

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 451
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

2024 30,125 2.6

2025 31,250 2.7
2026 32,375 2.8
2027 33,500 2.9
2028 34,625 3
2029 35,750 3.1
2030 36,875 3.2
2031 38,000 3.3
2032 40,500 3.6
2033 43,000 3.8
2034 45,375 4
2035 47,750 4.2
2036 50,125 4.5
2037 52,500 4.7
2038 54,875 4.9
2039 57,250 5.1
2040 59,625 5.4
2041 62,000 5.6
2042 63,000 5.7
2043 64,000 5.8
2044 64,750 5.9
2045 65,500 5.9
2046 66,250 6
2047 67,000 6.1
2048 67,750 6.2
2049 68,500 6.3
2050 69,250 6.3
2051 70,000 6.4

8. Additional assumptions followed for estimating the project benefits are given below.
Table 183 : Details of Road User Cost adopted for the Study
VOC (Rs. / Vehicle Km)
Vehicle Category
2008 1,3 2019 2
Car - New Technology (Maruti 800) 4.07 6.95
Bus 16.37 27.96
TW 1.40 2.39
Auto rickshaw 3.98 6.80
Share-Auto 4.49 7.67
Taxi 4.70 8.03
2-Axle Truck 14.77 25.23
LCV 10.96 18.72
Goods Tempo 4.61 7.87

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 452
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Goods Auto 3.59 6.13

1 Approach for Economic and Operation Assessment for Identified Urban Roads and
Transportation Sub-projects, Working Paper No. : WP-05, Comprehensive Transportation
Study for Chennai Metropolitan Area, May 2008

2. Escalated to 2019 with 5.5% annual growth based on inflation.

3. Includes fuel cost

Table 184 : Vehicle Category wise Passenger Travel Time (2019) - Urban Condition
Vehicle Type Time value (Rs / Hour), 2019
Work Non Combined
work
Bus 81.99 24.60 59.03
Mini Bus 81.33 24.40 58.56
TW 94.88 28.46 68.31
Car - Old Tech 142.31 42.69 102.47
Car - New Tech 213.47 64.04 153.70

Note:

1. Approach for Economic and Operation Assessment for Identified Urban Roads and
Transportation Sub-projects, Working Paper No.: WP-05, Comprehensive Transportation
Study for Chennai Metropolitan Area, May 2008

2. Escalated to 2019 with 10% annual growth.

Table 185 : Assumptions for Carbon Emission Estimation

Treatment cost of CO2 Rs/Ton 500

Source: Appraisal Guidelines for Metro Rail Projects Proposals, 2017,
MOH&UA, GOI

Carbon (CO2) Emission - Ton /litre 0.0023

Source: GHG Analysis Road Improvement, Guidance Note, World
Bank Group, February 2016)

Table 186 : : Unit Cost of Accidents

Details 2004 (in INR) 2019 (in INR)
Cost of Fatal Accident 437342 9,01,194
Cost of person injury 64256 1,32,407
Cost of damage to vehicles 29,911 61,636
Source: Appraisal Guidelines for Metro Rail Projects Proposals, 2017, MOH&UA, GOI
Note: 2004 costs are updated using average 5.5% inflation rate

Table 187 : Estimation of Savings in Road Stress Reduction

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 453
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Reduction in Maint. Cost Rs Crore/Year

Major impacted roads length - Km 0.585
Average annual maintenance Rs Crore /Km 0.093
Total annual maintenance Rs Crore 0.546
Reduction in Maint. Cost Rs Crore/Year 0.055
Reduction in Widening Cost Rs Crore/Year
Major impacted roads length - Km 0.585
Average widening cost Rs Crore/Km 1.5
Total widening cost Rs Crore 8.775
Reduction in widening Cost Rs Crore/Year 0.293

19.6 Economic Analysis – EIRR & NPV for 30 Years

As part of the economic feasibility analysis, the feasibility parameters developed are shown
in Table 188. A more detailed economic feasibility analysis is given in Table 188.
 Economic Internal Rate of Return (EIRR)
 Economic Net Present Value (ENPV)
Table 188 : Economic Cost-Benefit Analysis
Present Value
Details (Rs. Crore) a/, b/
Costs
Capital costs 414.1
O&M costs 184.8
Total costs 598.9
Benefits
Savings in Travel Time Cost 840.2
Savings in VOC 112.4
Savings in Reduction of Accidents 1.2
Pollution Reduction Benefits 1.8
Reduced Road Infrastructure Costs 1.4
Total benefits 957.0

Economic Return Measures

Net present value (Rs. Crore) 358.1
EIRR (%) 23.55 %
a/ In 2019 prices; b/ Discounted at 14% EOCC

19.7 Sensitivity Analysis

Sensitivity analysis was carried out to their economic feasibility results for the following
scenarios is presented in Table 189:
 Capital cost increase by 20%
 O&M costs increased by 20%
 Target beneficiaries reduced by 20%

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 454
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Delay in accrual of benefit by 1 year

 Combined adverse condition
Table 189 : Results of Sensitivity Analysis
Benefit - Benefit -
ENPV
Cost Ratio Cost Ratio
Details EIRR (%) @14% (Rs MIRR (%) SV
(2018 (Current
Crore)
Price) Price)
Main Evaluation (Base Case) 23.55% 358.1 14.99% 1.60
3.57
20% Capital Cost Overrun 20.34% 275.2 14.11% 86.5% 1.40
3.34
20% O&M Cost Overrun 22.62% 321.1 14.75% 193.8% 1.51
3.16
20% Decrease in Project Benefits 18.68% 166.7 13.64% 37.4% 1.28
2.86
One Year Delay in Implementation 23.52% 309.0 14.94% 1.59
3.51
All Four Tests Combined 15.07% 37.6 12.47% 1.06
2.34

SV = Switching Value; MIRR = Modified Internal Rate of Return; ENPV = Economic Net Present
Value; EIRR = Economic Internal Rate of Return

Note:
1. Calculated as the percentage change in a variable required for EIRR to reduce to
14%.
2. Discounted at 14% of EOCC.
3. MIRR, is the internal rate of return of an investment that is modified to account for
the difference between re-investment rate and investment return.

19.8 Outcome on Economic Viability

1. The evaluation has indicated that the proposed MRTS extension in Pune City in
Corridor 1A, with a length of 4.413 km, considered under the investment proposals is
found to be economically viable, with the calculated EIRR value exceeding the
economic opportunity cost of capital. With the EIRR of 23.55% and ENPV of Rs. 358.1
Crore @ 14% discount rate, the proposed MRTS is found to be economically viable. In
most of the sensitivity analysis scenarios, EIRRs were found to be marginally lesser to
the minimum required rate.
2. Furthermore, for this investment proposed, the calculated EIRR value is considered
minimum estimates of economic return, as there are a number of economic benefits
like travel comfort, tourism benefits, employment generation and environment
improvement that have not been quantified.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 455
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Exhibit 1 : Economic Analysis of Pune MRTS

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 456
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

20. IMPLEMENTATION PLAN

On receipt of the Detailed Project Report, following actions will be required for implementing the
Pune Metro Phase 1A:

 Approval to the Detailed Project Report to be taken from Maharastra State Government
(Cabinet approval).
 The DPR to be forwarded to the Ministry of Urban Development (GOI), Planning Commission
and Finance Ministry with the request for approving the Metro project and for financial
participation through equity contribution in the Pune Metro Corridor 1A.
 Signing of an MOU between Maharastra State Government, Government of India and PCMC
giving all details of the Joint Venture bringing out the financial involvement of each party,
liability for the loans raised, the administrative control in the SPV, policy in regard to fare
structure, operational subsidy, if any, etc.
 The present Special Purpose Vehicle (SPV) a 50:50 jointly owned company of GoI and GoM is
responsible for implementation of all metro projects in the state of Maharashtra outside
Mumbai Metropolitian region including Pune Metro Rail project phase 1 and the current
extension from PCMC to Nigdi.
 PCMC as a major equity shareholder will form a part of the SPV with a seat in Board of
Directors of Maha Metro. The State Government should arrange the funding of subordinated
debt required for executing this project and get the whole funding plan approved by the
Government of India. The loan portion of the funding will have to be tied up by State
Government in consultation with the Government of India.
 An act needs to be passed for collection of 1% cess on property registrations (Earlier covered
as LBT) allowing for collection of the cess in PCMC and sharing of 25% of this amount with
the SPV.
 Implementation of TOD Policy allowing incremental FAR of 4, 500m on either side of
alignment, Premium collection for the same and sharing of proceeds with Maha Metro to the
tune of 75% by PCMC.
 The Government should freeze all developments along the corridors suggested. For any
constructions within 50 m. of the proposed alignment, a system of No Objection Certificate
should be introduced so that infructuous expenditure at a later stage is avoided.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 457
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

20.1 Implementation on Delhi Metro Model

Maha Metro has to take action for appointment of General Consultants for project management
including preparation of tender documents. Till the General Consultants are in position, Maha Metro
should appoint an interim Consultant for all preliminary and enabling jobs such as land acquisition,
detailed design of civil structures, utility diversions, etc. The proposed date of commissioning of the
corridor with suggested dates of important milestones is given below :

Table 190 : Implementation Schedule of the project

S. No Tasks Anticipated Timelines

1 Approval of DPR by GoM September 2021

2 Final Approval by GoI November 2021

3 Packaging & Invitation of Bids January 2022

4 Commencement of Civil Works February 2022

5 Commencement of Operation April 2025

20.2 ORGANISATIONAL SET-UP OF SPV

Maha Metro is the SPV responsible for the implementation of the project, which has already been
set up for the implementation of Pune Metro Phase 1 as well as its extension from PCMC to Nigdi.
PCMC.

The board comprises of 13 directors of whom, 5 directors are nominees of GoI, five directors are
nominees of GoM, and three are functional directors. The chairman is secretary MOHUA – a
Nominee of GoI and the Managing directo is a nominee of GoM. Since, PCMC is a major equity

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 458
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

shareholder, the organisational setup of the Maha Metro board would be extented to include a
representative of the Pimpri Chinchwad Muncipal Corporation.

The Directors will be Implementing a metro project in a congested metropolis. In sheer size,
magnitude and technical complexity there are no parallels to metro projects. Further, these projects
are to be carried out in difficult urban environment without dislocating city life, while at the same
time preserving the environment. The project involves integration of a number of complex technical
systems some of these technologies used in these systems are totally new to the country each one
of which is a major project by itself. Interfacing various system contracts is a difficult and highly
skilled exercise. Side by side, timely and adequate funds have to be assured for implementation and
lands, without encumbrances, have to be taken possession of in time. Clearances from the local
authorities have to be taken which includes permission to cut trees, diversion of utilities,
management of road traffic, etc., all of which will call for an efficient and competent project
implementing agency.

20.3 Contracts

20.3.1 Civil Works

It is proposed to carry out the civil works through following construction contracts:

(a) Viaduct Construction-It is suggested that each contract can be limited to about 5 to 6 kms in
length.

(b) Station Contracts- It is proposed that each station contract comprises of 3 to 6 stations.

Architectural finishes, fire fighting arrangements and general electrification, will form part of civil
contracts.

20.3.2 Systems Contract

 Design, construct and installation for Traction and Power Supply.

 Design, construct and installation of Signal and Telecommunication works.
 Design, construct and installation of lifts.
 Design, construct and installation of escalators.
 Design, construct and commissioning of Automatic Fare Collection System.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 459
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Design and supply of rolling stock.

 Installation of track in Depot and on main line.
 Design and installation of Signages.

20.3.3 High Power Committee

During the implementation of the project several problems with regard to acquisition of land,
diversion of utilities, shifting of structures falling on the project alignment, rehabilitation of project
affected persons, etc. are likely to arise. For expeditious resolution of these problems, an
institutional mechanism needs to be set up at the State Government level. Towards this end, it is
recommended that a High Power Committee under the chairmanship of Chief Secretary,
Maharashtra should be set up. Other members of this Committee should be Secretaries of the
concerned Departments of the State Government and Heads of civic bodies who will be connected
in one way or the other with the implementation of the project. Commissioner of Pune Urban
Development Authority and Chief Executive Officer of PCMC should also be the member of this
committee. This Committee should meet once a month and sort out all problems brought before it
by Maha Metro.

For Delhi Metro also such a High Power Committee was set up and it proved very useful in smooth
implementation of the Delhi Metro rail project.

20.4 Empowered Committee

At the Central Government level an Empowered Committee, under the chairmanship of Cabinet
Secretary, is presently functioning for Delhi Metro project. Other members of this Committee are
Secretaries of Planning Commission, Ministry of Home Affairs, Ministry of Urban Development,
Ministry of Surface Transport, Ministry of Environment and Forests, Department of Expenditure,
Chief Secretary of Delhi Government and a representative from the PMO. The Empowered
Committee meets regularly and takes decisions on matters connected with inter-departmental
coordination and overall planning, financing and implementation of the Delhi Metro project. It is
suggested that the role of this Empowered Committee should be enlarged to include Pune Metro
project extension also and the Chief Secretary, Maharastra should be inducted as a member of this
Committee.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 460
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

20.5 Empowered Group of Ministers (EGOM)

Union Cabinet had set up a Empowered Group of Ministers (EGoM) to take decisions on behalf of
the Cabinet on policy matters concerning Delhi Metro project. The Group of Ministers is chaired by
the Home Minister. Other members of the GOM are Minister of Urban Development and Poverty
Alleviation, Minister of Railways, Minister of Finance and Company Affairs and Deputy Chairman
Planning Commission. Chief Minister, Delhi and Lt. Governor, Delhi, are permanent invitees to all
meetings of the GOM. The GOM meets whenever any problem requiring decision on behalf of the
Union Cabinet is to be taken. It is suggested that the role of this GOM should be enlarged to include
Pune Metro Extension. The Chief Minister, Maharastra should be inducted as a member and should
attend the meetings of GOM whenever any issue concerning Pune Metro is to be deliberated upon.

20.6 Concessions from Government

Metro rail projects need very heavy investment. Loans have invariably to be taken to fund a part of
the capital cost of the projects. These projects yield low financial internal rate of return. With
reasonable fare level, servicing of these loans often pose problems. To make the project financially
viable, therefore, the fares need to be substantially increased to socially un-acceptable levels. This
results in the ridership coming down significantly, as it is sensitive to increases in the fare level. Thus
the very objective of constructing the metro rail system to provide an affordable mode of mass travel
for public is defeated. It, therefore, becomes necessary to keep the initial capital cost of a metro
project as low as possible so that the fare level of the metro system can be kept at reasonable level.

Thus, Government should exempt the following: -

 Tax on electricity required for operation and maintenance of the metro system.
 Basic Custom Duty at concessional rate of 5%.

20.7 Need for dedicated fund for metro projects

We also strongly recommend that the State Government and PCMC start building up funds for the
project through dedicated levies as has been done by other State Governments.

To enable the State Governments to provide their share of equity in the Special Purpose Vehicles set
up for such projects, it would be necessary to constitute a Special Metro Fund at the State
Government level. The State Government should resort to imposition of dedicated levies for raising

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 461
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

resources for these Funds. Areas where such dedicated levies are possible via State government and
Urban local body are given below:

Annual Grant by PCMC:

 An act needs to be passed for collection of 1% cess on property registrations (Earlier covered as
LBT) allowing for collection of the cess in PCMC and sharing of 25% of this amount with the SPV.
 Implementation of TOD Policy allowing incremental FAR of 4, 500m on either side of alignment,
Premium collection for the same and sharing of proceeds with Maha Metro to the tune of 75% by
PCMC.
 Developemnt cess in PCNTDA

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 462
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

21. LIST OF APPROVALS REQUIRED FOR PROJECT IMPLEMENTATION

The details of the comprehensive checklist for approval of large scale projects

21.1 Project Feasibility / Pre-Sanction Stage

21.1.1 APPROVALS FROM LOCAL BODY

 Land use plan approval

 Approval for change in land use
 NOC for construction / augmentation
 Relaxation in respect of density/ ground coverage/ FAR/ setbacks/ height

21.1.2 APPROVAL FROM AIRPORT AUTHORITY

 No objection certificate (legal document) is required for height clearance

 NOC from coastal zone management authority

21.2 Sanction Stage - Lay Out Plan/ Local Area Plan/ Urban Design Plan
 Local body approvals
 Approval from national monument authority
 Approval from tree authority committee
 Approval from Maharashtra heritage conservation committee
 Approval from railway authority/port
 Approval from road owning agency
 Approval from traffic & coordination dept. (municipal)
 Approval from chief fire officer
 Approval from chief controller of explosives
 Approval is required from the chief inspector of factories, in case of industrial building.
 Environment clearance is required from ministry of environment and forests (MOEF)

21.3 Sanction / Building Permit Stage

 Approval from local body
 Approval from licensing

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 463
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

 Approval is required from the power distributing / supply agency

 Approval / NOC /assurance is required from the water supply agency
 Approval / NOC is required from the storm water & drain department/sewerage
department
 Approval is required from the storm water & drain dept. / sewerage dept. for drainage
& sewerage connection before start of construction

21.4 Construction Stage

 Permission is required from the central ground water authority

 Intimation to the local authority
 Plinth level notice

21.5 Completion Cum Occupancy Certificate Stage

 MRT Rail / Rail Safety Clearance

 Completion-cum-occupancy certificate from local body
 Approval from the lift inspector
 Approval for handicapped accessibility & amenity

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 464
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

22. RISK ASSESSMENT

Pune MRT Line corridor project is a complex project in a transport infrastructure pristine
environment. In order to mitigate most of the risks identified at this stage of the project, it becomes
essential the selected contractors demonstrate adequate experience and a General Consultant is
introduced in order to control and monitor the performance of the contractor. Possible Risk &
Mitigation measures are listed below.

22.1 Before Construction

22.1.1 Land Acquisition – Temporary & Permanent

Land pocket identifications for temporary & permanent works should be accurately assessed during
planning and design stages and land should be acquired ahead of the construction acitivties. Any
delay in land acquisition will have immediate impact on the schedule of the project. Local authorities
shall be proactive in this as delay in land acquisition affects project time frame & budget adversely.

The General Consultant would work hand in hand with the State Government and Maharashtra
Metro Rail Corporation Limited to pass these obstacles standing along the way.

22.1.2 Utility Identification & Relocations

Utility Identification survey shall be done, before start of the construction, through GPRS/ Equivalent
survey. Proper & timely shifting of utilities are essential in order to avoid delay in construction.

22.1.3 Energy providers

Utilities may also be directly connected to the existing and newly implemented Pune MRT system.
This is particularly true for the energy providers. Power supply design will have to be prepared in
collaboration with the local energy providers in order to ensure the power requirement can actually
be met by the provider and under which conditions.

Once the power supply scheme has been agreed upon and implemented, the system will require to
be highly reliable to ensure continuous operation at the defined time of operation. An audit of the
power provider shall be conducted before construction so that adequate measures are taken ahead
of operations.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 465
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

22.1.4 Monitoring of the project

Since Maharashtra Metro Rail Corporation Limited have the required expertise and few experienced
manpower to check and monitor the contractors’ work, it may be necessary to engage a General
Consultants from the very start of the Pune MRTproject, who will do this job on behalf of
Maharashtra Metro Rail Corporation Limited.

22.2 During Construction

22.2.1 Construction schedule

Planned construction schedule envisages 3 years for construction and commissioning of first approx.
4.413 km which is very challenging and it is important the contractor in charge has a clear
understanding of the works to be accomplished and the construction methods to be followed.

Adequate monitoring of project construction and schedule should also be implemented to identify
an issue appearing and avoid any slippage. The nomination of a General Consutlant would serve that
purpose.

22.2.2 Cost management

Along with schedule risks, project such as MRT project are often exposed to costs risk.

22.2.3 Interface management

While it needs to be anticipated before construction starts, interface management becomes critical
during construction if not performed adequately resulting in mistake at site and delay.

22.2.4 Setting up of working site

It is paramount the working site areas are clearly delineated and properly barricaded and guarded
to avoid unattended intrusion of non authorized personnel or vehicle.

When setting up the working areas, traffic management plan shall be implemented to provide
adequate traffic diversion and lessen disruptions to the road users.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 466
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

22.2.5 Concurrent activities with other departmental construction works

In order to avoid conflicting works activities, proper liasoning is required between different
Government departments working on the same perimeter.

22.2.6 Safety, Health & Environment

The Contractor is required to comply with all the precautions as required for the safety of the
workmen as per the national Labour Organisation (ILO) as far as those are applicable to this contract.
The contractor shall supply all necessary safety appliances such as safety goggles, helmets, masks,
etc., to the workers and staff. The contractor has to comply with all regulation regarding.

The Contractor shall also ensure they fulfill their contract requirements for minimizing construction
noise by developing mitigation measures to tackle the noise problem for at-grade or elevated tracks,
e.g. by prescribing noise barriers or noise enclosures, either complete enclosure or partial.

22.2.7 Approvals from statutory bodies

The approval required for such project are listed in Chapter 21. Delay in statutory bodies’ approval
will create delay in construction timeline.

22.3 During Operation

22.3.1 Security

Security is a relatively new challenge in the context of public transport. It addresses problems caused
intentionally. Security problems or threats are caused by people whose actions aim at undermining
or disturbing the public transport system and/or to harm passengers or staff. These threats range
from daily operational security problems such as disorder or vandalism. Operating MRT stations and
running trains also become a soft target in time of any insurgencies or terrorist activities.

22.3.2 Energy providers

In case the energy provider is not found reliable enough, operations of the system is at risk.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 467
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

23. SAFETY
Ensuring safety along the newly implemented transport corridor is paramount for the success of the
project. Given the configuration of the Metro line corridor, the following items shall be implemented.

23.1 Ensuring safety during construction

Construction methods deployed at site shall not endanger the life of workers. It is advised that
method used are largely tried and tested and do not present any kind of risk for the safety of workers.

Implementation of the MRT corridor on elevated stretch should ideally happen in a non-built area
and located at enough distance from any built-up land wherever practicable.

Traffic diversion shall be adequately planned to avoid any conflict between construction related
activities and associated traffic flow on one hand and regular road traffic on the other hand.

Implementation of MRT stations shall be planned in coherence with the urban fabric and local
development also planned to support safety requirements generated due to new development.

23.2 Ensuring safety during operation

23.2.1.1 Station operations

Facilities required at any station for emergency evacuation as per NFPA 130 Guidelines has been
adopted. The stations have been planned in accordance with ‘Guidelines for Pedestrian Facilities,
and ‘National Building Code-2016’, for Disabled friendly and other and Indian best
practices/standards which ensure adequate sizing of station and comfort of passengers. The
regulations are tailored to avoid any injury or casualty in case

Electrical installations shall be confined in “authorized personnel only” area.

Specific safety rules and procedures shall be followed by MRT staff during both operation in station
and in depot area.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 468
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

23.2.1.2 Train operations

However, signalling system ensures the safety of running trains during operations through an
efficient train control, ensuring safety in train movements.

Rolling stock running on the system is tailored to ensure safety of the passengers and shall comprises
the following characteristics: continuous automatic train protection, fire-proofing, emergency door
control, crashworthiness design protecting passengers in case of accident

23.2.1.3 Passenger awareness

Wide publicity shall be given to all commuters and general public for awareness on safety in Metro
systems. General Do’s & Don’ts shall be circulated and displayed in station areas for users and
workers in the metro system to ensure safety.

Passengers shall be particularly made aware of risks associated with 25KV OHE and unauthorized
access to track or prohibited areas in stations.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 469
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

24. CONCLUSION AND RECOMMENDATION

Pune has witnessed enormous growth during the last 10 years. The growth is mainly the result of
immigration as the city provided better employment opportunities. Pune and surrounding areas are
experiencing tremendous economic growth supported by favourable socio-economic conditions and
investment climate. Rapid urbanization in the recent past has put the city’s travel infrastructure to
stress. Being densely populated area, Pune’s traffic needs cannot be met by only road-based system.
Road-based, has already come under stress leading to longer travel time, increased air pollution and
rise in number of road accidents. However BRTS has offered some respite in this context, but it may
not be sustainable and cater travel demand in longer horizon. With projected increase in the
population of the city, strengthening and augmenting of transport infrastructure has assumed
urgency. For this purpose provision of rail-based Metro system in the city has been considered.

Studies have brought out that a Light Capacity Metro with carrying capacity of about 15,000 to
25,000 PHPDT will be adequate to meet not only the traffic needs for the present but for the future
30 to 40 years also. The extension of a Metro System of PCMC to Swargate in corridor 1A is at an
estimated completion cost of Rs. 910.18 Crores (with Central taxes & duties) to be made operational
as recommended in implementation chapter.

A detailed Environmental Impact Assessment Study has been carried out for the project. As a part of
this Study, comprehensive environmental baseline data was collected, and both positive and
negative impacts of the project were assessed in detail. The project has many positive environmental
impacts like reduction in traffic congestion, sa10.ving in travel time, reduction in air and noise
pollution, lesser fuel consumption, lesser road accidents etc, with a few negative impacts (especially
during implementation phase of the project) for which Environmental Management Plan has been
suggested.

After examining the various options for execution of the extension of Pune Metro Project, it has been
recommended that the project should get executed through the existing SPV on DMRC funding
pattern.

The fare structure is as per the Government Resolution No. PMR-3313/C.R.29/UD-7 dated 11 Sept.
2013. Subsequently, for the purpose of assessing returns from the project, the fares have been
revised every third year with an escalation of 15% every three years.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 470 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Pune Metro shall get following exemptions:

 Tax on electricity required for operation and maintenance of the metro system.
 Basic Custom duty is taken at concessional rate of 5%

As per the present policy 50% of the Central Taxes will be paid by GOI as subordinate Debt and
balance 50% will be paid by the concerned State Government. Maharastra State Government may
pursue the Central Government to extend the same benefit to Pune Metro.

While the Financial Internal Rate of Return (FIRR) for the project has been assessed as 10.45% with
central taxes with property development of 5.4 Ha land and the Economic Internal Rate of Return
(EIRR) works out 23.55%.

The project has already received in principle approval from Government of Maharastra in october
2013.

For implementation of the project, an act needs to be passed for collection of 1% cess on property
registrations (Earlier covered as LBT) allowing for collection of the cess in PCMC and sharing of 25%
of this amount with the SPV. Also, implementation of TOD Policy allowing incremental FAR of 4,
500m on either side of alignment needs to be done, premium collection for the same and sharing of
proceeds with Maha Metro to the tune of 75% by PCMC.

Meanwhile, the State Government should freeze all future developments along the proposed route
of extention of Pune Metro to avoid infructuous expenditure.

Land required for PD if the additional PD income is considered. PCMC has provided 5.4 Ha of land,
which shall be auctioned out to a developer with maximum allowable FAR of 4, for a 50 year capital
lease period after implementation of project in order to maximize the benefit. Accordingly, the
corridor is recommended for implementation.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 471 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

25. CHECKLIST

S.No. Items Yes/No

CMP/ Master Plan

1. Does the city have a Master Plan for the horizon year? Yes
2. Does the city have a Comprehensive Urban Mobility Plan/Integrated Yes
Mobility Plan (IMP); and have the recommendations of the same
been incorporated in the City Master Plan/Development Plan?
3. Has the Comprehensive Urban Mobility Plan been notified as per the Yes
State Town and Country Planning Act, if not, will it be notified in next
six months?
Alternatives Analysis
4. Has the Alternatives Analysis Report been prepared as per the Yes
framework issued by MoHUA and with justifications for the
construction of a Metro Rail?
Detailed Project Report
5. As part of the DPR, has Techno Economic Feasibility of the Metro Yes
System been examined or not?
6. Does the proposal include Economic cost and benefit analysis? Yes
7. Does the proposal contain the status report on prevailing pre- Yes
metro urban transport infrastructure in the city?
8. Is the DPR prepared strictly in accordance with the standards Yes
and specifications of Metro rail system issued by MoHUA from
time to time?
Public Transport System
9. Does the city have an existing Public Transport System? (please tick)
a) Upto 50 buses
b) 50 to 100 buses
c) 100 to 200 buses
d) More than 200 buses Yes
10. Does the proposal include a report on how the Metro Rail will Yes
integrate with the existing transportation systems/proposed transit

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 472 R
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

11. Does the proposal include a status report on the existing status and
financial viability or socio- economic benefits of an existing Metro Rail
System, if any in the city and the support being extended by the State
Government to improve its financial viability?
12. Does the proposal contain a report on making a feeder system Yes
integrated with the proposed Metro Rail project?
13. Does the report ensure last mile connectivity/NMT infrastructure? Yes
Transit Oriented Development (TOD) and Non Fare Box Revenue
14. Does the proposal contain distinct proposal for development of Yes
commercial property at and around stations to supplement fare-box
revenue?
Are the recommendations of the Transit Oriented Development Plan Yes
15. incorporated in the Master Plan?
16. Has TOD plan and Value capture financing framework been prepared Yes
as per guidelines issued by MoHUA?
17. Does the proposal include expanding utility capacity to densify areas Yes
around metro station as per notified TOD policy?
18. Does the proposal include measures that will be taken for Yes
maximization of non-fare box non-property revenue?
19. Does the proposal contain a detailed Environmental and Social Impact Yes
Analysis?
Economic Analysis
20. Does the proposal contain measures for optimization of O&M costs? Yes
21. Does the proposal contain an Economic Analysis of the project along Yes
with the calculated values of EIRR and ENPV as per approved
framework of MoHUA?
Implementation Framework
22. Does the proposal include the exploration of PPP models for Yes
implementing the project? Does proposal contain implementation of
at least one component of Metro Rail Project through PPP?
23 Does the proposal include the exploration of PPP models for Yes (For AFC, PPP Mode is
Operations and/or maintenance of the project? recommended)

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 473
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

24 Does the project clearly bring out key performance indicators and Yes
robust monitoring mechanism?
25. Is the methodology devised for integrating fares of all available modes Yes
with Metro system planned (including National Common Mobility
Card)?
26. Does the proposal contain an MOU in between various service No, will be developed at later
providers to provide seamless integration between the various stage
modes?
27. Does the proposal include any monitoring mechanism to monitor the Yes
project during construction & implementation?
28. In case the project is for a metropolitan region, is there an MOU Not applicable , participating
between the participating states? state is only Maharashtra
29. Is there an involvement of municipal corporation/city development Yes
authority in implementing and/or operating the project?
Role of State Government and UMTA
30. Has State Government committed in maintaining the financial Yes
viability of metro line?

31. Has the State Government committed for providing & financing Yes
security provision for Metro System?
32. Has the State Government firmed up funding of the project, with Yes
exploration of various methods?
33. Has the State Government committed financial support to the project Yes
including O&M to ensure financial sustainability during the project life
cycle including the operations stage?
34. Has the State Government set up or firmed up the plan for setting up Yes
of UMTA for the city?
35. Is the UMTA notified? Yes

36. If UMTA is not notified, is there a commitment for notifying it within Not applicable
a year?

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 474
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

37. Is there a role, responsibility and involvement (including financial Yes

stake) of the city government in the Metro Rail project, both during
construction and the operations phase
38. Has the State Government committed for enabling policy & Yes
regulatory framework required for enhancing non fare box revenue

39. Has the State Government devised any option to enable metro rail No
implementing agencies to issue corporate bonds

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 475
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

26. ANNEXURE 1 – GEOTECHNICAL REPORT

26.1 INTRODUCTION:
It is proposed to construct metro station buildings and metro for Pune metro rail phase II. To assess
the subsoil strata from safe bearing capacity point of view, soil investigation work was entrusted to
Monarch Surveyors & Engineering Consultants Pvt. Ltd, by Systra MVA Consulting (India) Pvt. Ltd.

26.2 SITE LOCATION:

The project area is located PCMC to Nigdi stretch.

26.3 PROPOSED CONSTRUCTION:

It is proposed to construct metro station building and metro rail. It is anticipated that the structures
will be constructed mainly from reinforced concrete.

26.4 SCOPE OF SERVICES:

The limited scope of services as defined in work order consists of drilling and sampling in boreholes
and carrying out relevant laboratory tests on representative soil and rock samples. Borehole depth
was agreed with client's representative.

26.5 FIELD WORK:

Drilling and sampling in soil and rock was carried out using rotary drilling rig. Borehole in soil was
advanced using rotary drilling method, while NX size core barrel with Tungsten carbide/ diamond bit
was used to drill in rock. Water was circulated to cool the drilling bit. Ground water table was
recorded after 24 hours of completion of drilling. On completion of drilling, soil samples were packed
in plastic containers with proper identification tags. Rock cores were numbered and kept in core
boxes. Field work was performed during March - April 2018.Co-ordinates and elevation data
provided by client is tabulated below
Bore Hole no Location
BH1 Ginger Hotel Gate

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 476
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

BH2 Near Ranka Jewellers Chinchwad

BH3 In front of Tech Mahindra

BH4 Opposite Sai Baba TVS

BH5 Near Balaji Auto gate

BH6 In front of Nigdi Police station

26.6 SUB SOIL PROFILE

Sub-soil conditions described below are based on sampling in boreholes. Generalized sub-soil profile
for the area investigated can be classified in different layers as detailed below. The layers
encountered in field may not be in the same order as mentioned below. In the following table
thickness of various layers (in mts) and SPT range or RQD range (as the case may be) is described.

Layer I: Silty sand

Layer II: Disintegrated rock (completely weathered rock)

Layer III Moderately weathered moderately fractured amygdaloidal/compact Basalt

Bore Hole Layer I Layer II Layer III

no Thick Thick RQD Thick RQD

BH1 1.5 - - 29.5 12-98
BH2 2.0 - - 28.0 0-97
BH3 2.0 - - 28.0 57-99
BH4 2.0 1.0 0 27.0 41-99
BH5 2.0 1.0 0 27.0 0-94
BH6 2.0 4.0 0-7 10.5 10-95

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 477
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

26.7 GROUND WATER LEVEL:

Water level was encountered in the boreholes as tabulated below. Correct method to determine
ground water table is to install standpipe piezometer and monitor over long period of time.

Bore Hole no Depth m

BH1 6.5
BH2 4.5
BH3 3.0
BH4 7.0
BH5 6.5
BH6 7.5

26.8 LABORATORY TESTING:

On completion of drilling samples were sent to the laboratory for further testing. Samples were
classified in the laboratory and representative samples were selected for testing. Following tests
were performed.
 Dry Density
 Soaked unconfined Compression Test
 Percentage absorption and porosity
 Specific gravity

26.9 ENGINEERING ANALYSIS:

Engineering analysis of the substratum was performed to determine net safe bearing capacity.
Parameters obtained are based on various field and laboratory tests. Foundations shall be placed on
rock.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 478
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Safe baring capacity for foundations placed on rock is determined as per procedure given in IS12070
"Code of practice for Design and Construction of Shallow Foundations on Rock. The procedure is
based on RMR (Rock Mass Rating) concept. RMR is calculated as per the method given in IS 13365
(Part 1) "Quantitative Classification System of Rock Mass". Determination of RMR takes into
consideration following properties of rock stratum
 Strength of Intact rock material
 Rock Quality Designation
 Spacing of Discontinuities
 Condition of Discontinuities
 Ground water condition
 Orientation of Discontinuities
 Joint Orientation

It is mentioned in IS 12070 that if net allowable bearing capacity is determined based on RMR
"settlement of raft foundation up to 6m thickness to be less than 12mm".

Average parameters up to 5m below the foundation depth are considered for calculations.

26.10 CONCLUSIONS & RECOMMENDATIONS:

Conclusions and Recommendations are based on following accepted norms.

Foundations should not fail in shear.

Allowable settlement should be within tolerable limit.

Net safe bearing capacity (SBC) recommendations for pad foundations placed at different depths
below the ground surface existing at the time of investigation is tabulated below.

It is recommended to adopt net safe bearing capacity as described below in the tabulated form:

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 479
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

Bore hole
Depth Net Safe Bearing Capacity
No.
2.5 45T/m2
BH1
3.0 45T/m2
4.5 50T/m2
2.5 45T/m2
BH2 3.0 55T/m2
4.5 60T/m2
BH3 2.5 55T/m2
3.5 60T/m2
3.0 50T/m2
BH4
4.5 65T/m2
3.0 55T/m2
BH5 4.5 55T/m2
6.0 215T/m2
3.0 55T/m2
4.5 55T/m2
BH6
6.0 65T/m2
7.5 95T/m2

Whenever foundations are placed on rock, it is essential to ensure that there are no loose pockets
on rock surface. In case of loose pockets or over excavation, it shall be filled by plain cement
concrete.

26.11 MODULUS OF SUBGRADE REACTION:

Modulus of sub grade reaction is determined from plate load test data. In the absence of such data
empirical co-relation may be used. One such correlation is listed below:

Modulus of sub grade reaction Ks = 40 F x qa KN/m3 (Bowles)

F = Factor of safety

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 480
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-I
Corridor 1 A

qa = Allowable bearing capacity KN/m2

Notes:

1. This report is issued based on the subsoil condition revealed at the location of boreholes and
laboratory tests performed on recovered samples. If during construction of foundations it is
observed that sub soil conditions vary from those revealed during investigation it is essential that
Monarch Surveyors & Engineering Consultants Private limited Pune shall be contacted so that on
confirmation supplementary report shall be issued.

S. G. Joag
M. Tech. (Geotech). FIIB, FIGS, FIIE
Geotechnical Consultant

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 481
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-II
Corridor of three sections

Calculations for Safe Bearing Capacity

Foundations placed on rock
IS 13365 considers five parameters for determining RMR
BH 1 Depth 4.5m
Parameter Value Rating
Strength of intact rock (MPa) 4.5-5.4 1
Rock quality Designation % 17-78 13
Spacing of discontinuities Moderate to wide 15
Conditions of discontinuities - 20
Ground water condition Wet 7
Adjustment for joint orientation Fair -7
Total 49

According to IS 12070 (table 3) classification of rock is III and safe bearing pressure will vary
from 141 to 280T/m2. By linear interpolation safe bearing capacity will be 200T/m2.

Average unconfined compression strength is 49.5 Kg/cm2. Applying correction (Nj) of 0.1 gross
safe bearing pressure will be 49.5T/m2. Recommended value is 50T/m2.

BH 2 Depth 4.5m
Parameter Value Rating
Strength of intact rock (MPa) 3.6-8.9 1
Rock quality Designation % 71-89 13
Spacing of discontinuities Wide 15
Conditions of discontinuities - 20
Ground water condition Wet 7
Adjustment for joint orientation Fair -7
Total 49

According to IS 12070 (table 3) classification of rock is III and safe bearing pressure will vary
from 141 to 280T/m2. By linear interpolation safe bearing capacity will be 200T/m2.

Average unconfined compression strength is 62.5 Kg/cm2. Applying correction (Nj) of 0.1 gross
safe bearing pressure will be 62.5T/m2.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 482
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-II
Corridor of three sections

Recommended value is 60T/m2.

BH 3 Depth 2.5m
Parameter Value Rating
Strength of intact rock (MPa) 5.3-6.2 1
Rock quality Designation % 57-87 13
Spacing of discontinuities Wide 15
Conditions of discontinuities - 20
Ground water condition Wet 7
Adjustment for joint orientation Fair -7
Total 49

According to IS 12070 (table 3) classification of rock is III and safe bearing pressure will vary
from 141 to 280T/m2. By linear interpolation safe bearing capacity will be 200T/m2.

Average unconfined compression strength is 57.5 Kg/cm2. Applying correction (Nj) of 0.1 gross
safe bearing pressure will be 57.5T/m2. Recommended value is 55T/m2.

BH 4 Depth 4.5m
Parameter Value Rating
Strength of intact rock (MPa) 6.2-8.0 1
Rock quality Designation % 61-77 13
Spacing of discontinuities Wide 15
Conditions of discontinuities - 20
Ground water condition Wet 7
Adjustment for joint orientation Fair -7
Total 49

According to IS 12070 (table 3) classification of rock is III and safe bearing pressure will vary
from 141 to 280T/m2. By linear interpolation safe bearing capacity will be 200T/m2.

Average unconfined compression strength is 71 Kg/cm2. Applying correction (Nj) of 0.1 gross
safe bearing pressure will be 71T/m2. Recommended value is 65T/m2.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 483
 MAHA METRO – PUNE METRO
Extension of Pune Metro Phase-II
Corridor of three sections

BH 5 Depth 6.0m
Parameter Value Rating
Strength of intact rock (MPa) 7.1-49.1 4
Rock quality Designation % 57-89 13
Spacing of discontinuities Moderate to wide 15
Conditions of discontinuities - 20
Ground water condition Wet 7
Adjustment for joint orientation Fair -7
Total 52

According to IS 12070 (table 3) classification of rock is III and safe bearing pressure will vary
from 141 to 280T/m2. By linear interpolation safe bearing capacity will be 221T/m2.

Average unconfined compression strength is 281 Kg/cm2. Applying correction (Nj) of 0.1 gross
safe bearing pressure will be 281T/m2. Recommended value is 215T/m2.

BH 6 Depth 7.5m
Parameter Value Rating
Strength of intact rock (MPa) 7.2-12.5 1
Rock quality Designation % 40-95 13
Spacing of discontinuities Moderate to wide 15
Conditions of discontinuities - 20
Ground water condition Wet 7
Adjustment for joint orientation Fair -7
Total 49

According to IS 12070 (table 3) classification of rock is III and safe bearing pressure will vary
from 141 to 280T/m2. By linear interpolation safe bearing capacity will be 200T/m2.

Average unconfined compression strength is 98.5 Kg/cm2. Applying correction (Nj) of 0.1 gross
safe bearing pressure will be 98.5T/m2. Recommended value is 95T/m2.

Updated Detailed Project Report (PCMC TO NIGDI –Corridor-1A) 24/08/2021

Page 484