Metro Phase2a DPR KRP To Silkboard

DETAILED PROJECT REPORT
SILK BOARD – KR PURAM

CORRIDOR OF BANGALORE METRO
VOLUME - I
Bangalore Metro Rail Corporation Ltd.

October 2016
DETAILED PROJECT REPORT
SILK BOARD – KR PURAM
CORRIDOR OF BANGALORE METRO
VOLUME - I

October 2016
FOREWARD
This DPR to construct a Metro line on the Outer Ring Road (ORR) between Central Silk
Board and K.R.Puram has been prepared by an In-house Team of BMRCL. The team has
relied upon the experience it has gained while implementing the Phase-1 of Namma Metro
and also while preparing the DPR of Phase-2 of Namma Metro. The team was also assisted
by M/s.Colliers International Bengaluru, who provided valuable inputs on the real estate
growth potential in Bengaluru and specially this corridor.
I would like to place on record my appreciation to the following Officers who worked
untiringly in completing this DPR within a record time of one month:
1. Sri Vijay Kumar Dhir, Director (Project & Planning)

2. Sri N.M.Dhoke, Director (RSE, O&M)
3. Sri S.Vasudevan, General Manager (Finance)
4. Sri K.Muralidharan, General Manager (Finance & Accounts)
5. Sri N.P.Sharma, Chief Engineer
6. Sri B.L.Yeshwant Chavan, General Manager (O&M)
7. Sri Sanjay Singhal, Chief Engineer
8. Sri Jitendra Jha, Project Manager (RS)
9. Sri A.S.Shankar, Chief Engineer
10. Sri T.Levingston, Chief Engineer
11. Dr.G.Krishnaiah, Dy.General Manager (Finance)
12. Sri Gangaraj, Dy.Chief Engineer
13. Sri Laxman, Dy.Chief Engineer
14. Sri Vysaraj, Dy.Chief Engineer
15. Sri Krishnan, Dy.Chief Engineer
16. Sri Jitu Sharmah, Manager (Transportation)
17. Sri Jonny Prem, Assistant Executive Engineer
18. Sri Siddalingesh K Kalligud, Assistant Engineer
19. Sri Prabhakaran G, Assistant Engineer
20. Sri Veerendra Sheelawantar, Assistant Engineer
21. Sri Joe Verghese, Managing Director, Colliers International
22. Smt. Bhargavi Mutyala, Manager, Colliers International
PRADEEP SINGH KHAROLA

Managing Director
EXECUTIVE SUMMARY
METRO LINE ON ORR – CENTRAL SILK BOARD TO K.R.PURAM
The emergence of Bangalore as IT Capital of India has been possible because of

large scale growth of IT industries in the city. The IT industry in the past was
concentrated in the Electronic City area in the South and the Whitefield area in the
East. With these 2 areas getting saturated, the IT industry moved to along the Outer
Ring Road (ORR) between Central Silk Board and K.R.Puram. This new stretch of
ORR which was constructed in early 2000 acted as a major attraction for these IT
industries to set up their facilities alongside. However, the rapid growth of IT sector
along this corridor has placed a huge burden on the transport infrastructure. As a
result, this growth corridor has become a transportation bottleneck. In spite of this,
studies have shown that the growth of IT industry in this corridor has been
phenomenal.
It is estimated that about half a million IT professionals are employed on this corridor
and with various support services and indirect employment, this corridor which
measures about 17 kms is providing employment close to one million people. The
biggest challenge these people are facing is the long time spent during transportation
thereby bringing down their efficiency and also affecting the overall economic
efficiency of this corridor. Though the Phase-1 and Phase-2 of the Metro network
has been planned and Phase-1 is nearing completion, this corridor has been left
untouched by both Phase-1 and Phase-2. However, the Metro line in Phase-2
passes through the two extremities of this corridor. Thus connecting these two
extremities one at Central Silk Board and other at K.R.Puram is not only necessary
but at the same time it is also inevitable.
In this Detailed Project Report, the alignment between Central Silk Board and
K.R.Puram junction has been planned. The entire stretch would be on an elevated
viaduct and the availability of space in the middle of the road makes it an ideal
situation for construction of the viaduct. An additional feature of this road corridor is
that at all intersections, though flyovers have been constructed all these flyovers are
split flyovers leaving adequate space between the two arms through which the Metro
viaduct can easily run.
The use of innovative financing techniques for the metro line is a unique feature of
this DPR. For the first time, an attempt has been made to capture the increase in the
value of the land and other properties which fall within the vicinity of the metro line.
Though such an appreciation of value of land has been observed along side of Metro
I
Phase-1 corridor, the Bangalore Metro or the State Government has not been able to
leverage the increase in the value of the properties towards financing the Metro
project. However, in this report an attempt has been made to use the innovative
financing techniques to mobilise funds to partly fund the project and this enhances
the finance and economic viability of the project.
This 17 km stretch would have 13 stations in all including the 2 junctions one at
Central Silk Board and other at K.R.Puram and would cost Rs.4202 crores. All the
intervening stations would be over the road and land space is required only for the
providing entry to these stations. This has helped in minimising the land requirement
for this project. Also provision has been made to extend this line further upto Hebbal
and this extension would connect this line to the airport line which is expected to run
from Nagawara.
The attractiveness of this project is brought by a detailed finance analysis. The FIRR
of this project has been estimated to be 15.27% and EIRR of this project has been
estimated to be 55.69%. The easy availability of land for construction and not many
obstructions involving the shifting of utilities makes it possible to complete the project
within a span of 3 years.
SALIENT FEATURES
1 Guage Standard Gauge (1435mm)
2 Alignment KR Puram to Silkboard
2.1 Route Length 17 km
2.2 No. of Stations 13 (including terminal station)

Traffic Forecast
3
(estimated Ridership)
3.1 2021 year 3.52 Lacs per day
4 Train Operation Plan
Peak headway- 4 min.
Train configuration- 6 car

4.1 2021 year
No. of trains in service during peak hour- 17
No. of trains trips per direction per day- 220
II
Peak headway- 3 min
Train configuration- 6 car

4.2 2031 year
No. of trains in service during peak hour- 22
No. of trains trips per direction per day - 320
Peak headway - 2.5 min.
Train configuration – 6 car

4.3 2041 year
No. of trains in service during peak hour - 27
No. of trains trips per direction per day - 408
5 Speed
5.1 Design Speed 80 kmph
5.2 Average Speed 34 kmph
6 Traction Power Supply
6.1 Traction system voltage 750 V DC
6.2 Current collection Third rail bottom collection
6.3 Power supply source 66 kV / 220kV

No. of Receiving Sub
6.4 2
Stations
No. of Traction Sub
6.5 11
Stations
6.6 SCADA provided
7 Rolling Stock
Standard gauge 2.88m wide modern rolling stock with stainless

7.1 Type
steel body
7.2 Axle load 15t

7.3 Seating arrangement Longitudinal
Maximum Capacity of 6
7.4 2068 Passengers
coach unit
8 Maintenance Facility Baiyappanahalli Depot
III
Communication Based Train Control (CBTC)
Integrated system with fiber optic cable, SCADA, Train radio,
Signaling, PA system, etc...
9
Telecommunication &
Train information system, control telephones and centralized
Train Control and PSG
clock system
Platform Screen Doors
Elevated viaduct consisting of pre-stressed concrete box/’U’

10 Construction Methodology
shaped girders on single pier/portal with pile/open foundation.
Automatic Fare Collection

11 Integrated with existing AFC system.
(AFC)
12 Total Estimated Cost 4202 Crores (at July,2016 Prices, w/o taxes)
13 Financial Indices
13.1 FIRR 15.27%
13.2 EIRR 55.69%
PRADEEP SINGH KHAROLA

Managing Director
IV
TABLE OF CONTENTS
1 INTRODUCTION
1.1 BANGALORE CITY – PROFILE 1-1
1.2 POPULATION GROWTH 1-2
1.3 GROWTH OF REAL ESTATE 1-2
1.4 TRANSPORT NETWORK IN BANGALORE 1-4
1.4.1 VEHICULAR GROWTH 1-4
1.4.2 MODAL SPLIT 1-5
1.4.3 PUBLIC TRANSPORT 1-5
1.5 CURRENT INFRASTRUCTURE CHALLENGES 1-6
1.6 CONCLUSION 1-6
2 METRO ON ORR
2.1 BACKGROUND 2-1
2.2 HIGH GROWTH AND DYNAMIC AREA 2-2
2.3 INFRASTRUCTURE CHALLENGES 2-3
2.4 INEVITABILITY OF HAVING A METRO ON ORR 2-4
2.5 RETAINING THE ATTRACTIVENESS OF ORR 2-5
2.6 CONCLUSION 2-6
3 TRAFFIC DEMAND ANALYSIS

3.1 INTRODUCTION 3-1
3.2 ESTIMATION OF RIDERSHIP FOR THE ORRMETRO LINE 3-1
3.2.1 TRAVEL DEMAND MODELING 3-1
3.2.1.1 METHODOLOGY FOR MODEL DEVELOPMENT 3-2
3.2.1.2 MODEL STRUCTURE 3-4
3.2.1.3 BASE YEAR HIGHWAY MATRICES DEVELOPMENT 3-4
3.2.1.4 VEHICLE AVAILABILITY, GENERATION, AND ATTRACTION MODELS 3-5
3.2.1.5 DISTRIBUTION MODELS 3-10
3.2.1.6 MODAL SPLIT MODELS 3-12
3.2.1.7 MODEL VALIDATION 3-16
3.2.1.8 MODAL SPLIT MODELS 3-18
3.2.1.9 FUTURE GROWTH SCENARIO 3-18
3.2.1.10 ASSUMPTIONS FOR TRANSPORT DEMAND FORECASTING 3-18
TRANSPORT DEMAND FORECAST FOR PHASE I & II CORRIDORS OF
3.2.1.11 3-19
BANGALORE METRO 2021 & 2041-BUSINESS AS USUAL SCENARIO
3.2.1.12 ESTIMATION OF RIDERSHIP FOR PROPOSED NEW LINE 3-21
3.2.1.13 BOARDING ALIGHTING 3-22
3.2.1.14 PHPDT 3-24
i
TABLE OF CONTENTS
ESTIMATION OF RIDERSHIP THROUGH ASSESSMENT OF BUILT UP
3.2.2 3-25
AREAS
ESTIMATION OF RIDERSHIP BY EXTRAPOLATING THE RIDERSHIP
3.2.3 ON THE EAST-WEST CORRIDOR WHICH IS CURRENTLY 3-27
OPERATIONAL
3.3 CONCLUSION 3-27
4 CIVIL ENGINEERING WORKS

4.1 LINK LINE FROM SILK BOARD – KR PURAM 4-1
4.1.1 DESCRIPTION OF ALIGNMENT 4-1
4.1.2 REFERENCE POINT 4-1
4.1.3 REFERENCE LINE 4-1
4.1.4 INDEX PLAN 4-1
4.1.5 ALIGNMENT PLANNING AND DESIGN NORMS 4-1
4.1.6 TERMINAL STATION 4-2
4.1.7 HORIZONTAL ALIGNMENT 4-2
4.1.8 VERTICAL ALIGNMENT 4-3
4.1.9 CURVES 4-3
4.1.10 GRADIENTS 4-6
4.1.11 STATION PLANNING 4-7
4.1.12 STATION DESIGN 4-8
4.1.13 STATION LOCATIONS 4-8
4.1.14 STATION FACILITIES 4-10
4.1.15 ARCHITECTURAL FINISHES 4-10
4.1.16 PASSENGER FACILITIES 4-10
4.1.17 UTILITIES AND SERVICES 4-11
4.1.18 TYPICAL STATION 4-11
4.1.19 DRAWINGS 4-11
5 PLANNING & DESIGN PARAMETERS

5.1 GEOMETRIC DESIGN NORMS 5-1
5.2 HORIZONTAL CURVES 5-1
5.3 HORIZONTAL CURVES 5-1
5.4 TRANSITION CURVES 5-1
5.5 VERTICAL ALIGNMENT 5-2
5.5.1 ELEVATED SECTIONS 5-2
5.5.2 GRADIENTS 5-2
5.5.3 VERTICAL CURVES 5-3
5.6 DESIGN SPEED 5-3
ii
TABLE OF CONTENTS
5.6.1 SPACING OF TRACKS 5-3
5.7 PERMANENT WAY 5-3
5.7.1 TRACK STRUCTURE 5-3
5.7.2 RAIL SECTION 5-4
5.7.3 BALLASTLESS TRACK ON VIADUCTS 5-4
5.7.4 BALLAST LESS TRACK IN DEPOT 5-4
5.7.5 TURNOUTS 5-4
5.7.6 BUFFER STOPS 5-5
5.7.7 WELDING 5-5
5.8 OPERATING ENVIRONMENT 5-5
5.9 TRACK STRUCTURE 5-5
THE TECHNICAL STANDARDS FOR TRACK STRUCTURE DEALS
5.10 5-6
WITH THE FOLLOWING COMPONENTS
5.11 RAIL AND RAIL WELDING 5-6
5.12 SLEEPER AND FASTENING FOR BALLASTED TRACK 5-7
5.13 TRACK SLAB FOR BALLASTLESS TRACK 5-8
5.14 CHECK RAIL / RESTRAINING RAIL 5-8
5.15 DERAILMENT GUARDS 5-9
5.16 GLUED INSULATED RAIL JOINT 5-9
5.17 TURNOUTS SCISSORS’ CROSSOVER 5-10
5.18 SWITCH EXPANSION JOINT 5-15
5.19 NOISE AND VIBRATION 5-16
5.20 GRADIENTS 5-16
6 GEOTECHNICAL INVESTIGATION
6.1 REFERENCE POINT 6-1
6.2 FIELD INVESTIGATION 6-1
6.3 LABORATORY TESTING 6-2
6.4 GENERAL STRATIFICATION 6-3
6.5 ANALYSIS OF RESULTS 6-3
6.6 RECOMMENDATIONS 6-4
6.6.1 SHALLOW FOUNDATIONS 6-4
6.6.2 DEEP FOUNDATIONS 6-4
7 TRAIN MAINTENANCE DEPOT

FOR ROLLING STOCK MAINTENANCE NEEDS MAINTENANCE
7.1.1 7-1
SCHEDULE
iii
TABLE OF CONTENTS
YEAR-WISE PLANNING OF MAINTENANCE FACILITY SETUP AT
7.1.2 DEPOT-CUM-WORKSHOP AT BAIYAPPANAHALLI DEPOT IS 7-2
TABULATED AS BELOW
7.1.3 DEPOT CONTROL CENTRE (DCC 7-3
7.1.4 OPERATION CONTROL CENTRE (OCC) 7-3
7.1.5 WASHING NEEDS OF ROLLING STOCK 7-3
7.2 TRAIN DEPOT CUM WORKSHOP AT KADUGODI DEPOT 7-3
PROVISION OF INFRASTRUCTURE FACILITIES AT KADUGODI DEPOT
7.3 7-5
-CUM-WORKSHOPS
8 POWER SUPPLY SYSTEM AND TUNNEL VENTILLATION SYSTEM

8.1 BACKGROUND 8-1
8.2 POWER SUPPLY ARRANGEMENTS 8-1
8.2.1 POWER DEMAND ESTIMATION 8-1
8.2.2 NEED FOR HIGH RELIABILITY OF POWER SUPPLY 8-2
8.2.3 SOURCE OF POWER SUPPLY 8-2
8.3 DESIGN CRITERIA FOR POWER SUPPLY AND TRACTION SYSTEM 8-4
8.3.1 TRAIN OPERATION PLAN 8-4
8.3.2 TRACTION SUB-STATIONS (33 KV/750 V DC 8-4
8.3.3 RATING OF MAJOR EQUIPMENT 8-5
8.3.4 THIRD RAIL AND STINGER SYSTEM 8-6
8.4 AUXILIARY SUPPLY ARRANGEMENTS FOR STATIONS & DEPOT 8-6
8.5 STANDBY DIESEL GENERATOR (DG) SETS 8-6
SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA)
8.6 8-7
SYSTEM
8.7 EMERGENCY TRIP SYSTEM (ETS 8-7
8.8 STRAY CURRENT CORROSION PROTECTION MEASURES 8-7
8.8.1 CONCEPT OF DC STRAY CURRENT CORROSION 8-7
8.8.2 EFFECT OF CORROSION 8-8
MEASURES FOR PROTECTION AGAINST STRAY CURRENT
8.8.3 8-8
CORROSION
8.8.4 SPECIAL ARRANGEMENTS IN DEPOT 8-10
ELECTROMAGNETIC INTERFERENCE (EMI) AND
8.9 8-10
ELECTROMAGNETIC COMPATIBILITY (EMC
8.10 ENERGY SAVING MEASURES 8-10
8.11 ELECTRIC POWER TARIFF 8-11
9 ROLLING STOCK
9.1 BACKGROUND 9-1
9.2 SIZE OF COACH 9-1
9.3 PASSENGER CARRYING CAPACITY 9-1
iv
TABLE OF CONTENTS
9.4 WEIGHT 9-3
9.5 PERFORMANCE PARAMETERS 9-3
9.5.1 TRACTION PERFORMANCE 9-3
9.5.2 BRAKE PERFORMANCES 9-3
9.5.3 SPEED VS. TIME CURVE 9-4
9.6 COACH DESIGN AND BASIC PARAMETERS 9-4
9.7 SELECTION OF TECHNOLOGY 9-4
9.7.1 CAR BODY 9-4
9.7.2 BOGIES 9-5
9.7.3 BRAKE SYSTEM 9-5
9.7.4 PROPULSION SYSTEM TECHNOLOGY 9-6
9.7.5 INTERIOR AND GANGWAYS 9-6
9.7.6 PASSENGER DOORS 9-7
9.7.7 AIR–CONDITIONING 9-8
9.7.8 CAB LAYOUT AND EMERGENCY DETRAINMENT DOORS 9-8
9.7.9 COMMUNICATION 9-9
9.7.10 NOISE AND VIBRATION 9-9
9.7.11 PASSENGER SAFETY FEATURES 9-10
10 TRAIN OPERATION PLAN

10.1 OPERATION PHILOSOPHY 10-1
10.2 STATIONS 10-1
10.3 PHPDT DEMAND 10-2
10.4 TRAIN OPERATION PLAN 10-3
10.4.1 SALIENT FEATURES 10-3
10.4.2 TRAIN FORMATION 10-3
10.4.3 TRAIN OPERATION PLAN 10-4
10.4.3.1 PLANNING FOR 2021 10-4
10.4.3.2 PLANNING FOR 2031 10-5
10.4.3.3 PLANNING FOR 2041 10-7
10.4.4 PHPDT CAPACITY FOR DIFFERENT HEADWAYS 10-9
10.4.5 TRAIN FREQUENCY 10-9
10.4.6 HOURLY TRAIN OPERATION PLAN 10-9
10.4.7 VEHICLE KILOMETER 10-9
10.5 YEAR WISE RAKE REQUIREMENT 10-10
10.6 COST ESTIMATE 10-10
v
TABLE OF CONTENTS
11 SIGNALLING SYSTEM AND TELECOMMUNICATION
11.1 SIGNALLING 11-1
11.1.1 INTRODUCTION 11-1
11.1.2 ADOPTION OF CBTC BASED SIGNALLING SYSTEM 11-1
11.1.3 SYSTEM DESCRIPTION AND SPECIFICATIONS 11-2
11.1.4 SIGNALLING SCHEME PLAN 11-5
11.1.5 STANDARDS 11-6
11.1.6 SPACE REQUIREMENT FOR SIGNALLING INSTALLATIONS 11-7
11.1.7 MAINTENANCE PHILOSOPHY FOR SIGNALLING SYSTEMS 11-8
11.2 TELECOMMUNICATION SYSTEM 11-8
11.2.3 SPACE REQUIREMENT FOR TELECOM INSTALLATIONS 11-11
11.2.4 MAINTENANCE PHILOSOPHY FOR TELECOM SYSTEMS 11-11
11.3 AUTOMATIC FARE COLLECTION 11-12
11.3.2 AFC EQUIPMENT REQUIREMENT 11-13
INTEGRATION OF AFC WITH EXISTING AFC SYSTEMS OF BMRCL
11.3.4 11-15
AND AFC SYSTEMS OF SUBURBAN/BUS SYSTEM
11.3.5 TICKET OFFICES 11-16
12 LAND ACQUISTION
12.1 LAND PLAN 12-1
12.2 BREAK-UP OF LAND REQUIREMENT 12-1
12.3 VIADUCT BETWEEN K.R.PURAM AND JYOTHIPURA STATION 12-2
12.4 RELOCATION / RESETTLEMENT 12-2
12.5 MAINTENANCE DEPOT 12-3
13 ENVIRONMENTAL & SOCIAL IMPACT ASSESSMENT

13.1 BACKGROUND 13-1
13.2 PROJECT DESCRIPTION 13-1
13.3 ENVIRONMENTAL IMPACT 13-3
13.3.1 LOSS OF TREES/FORESTS 13-3
13.3.2 UTILITY/DRAINAGE PROBLEMS 13-4
13.3.3 AIR POLLUTION 13-4
13.3.4 NOISE POLLUTION 13-4
13.3.5 TRAFFIC DIVERSION 13-4
vi
TABLE OF CONTENTS
13.4 BENEFITS OF THE PROJECT 13-4
13.4.1 TIME SAVING 13-4
13.4.2 SAVINGS IN COST OF EMISSIONS 13-5
13.5 MITIGATION MEASURES 13-5
13.5.1 COMPENSATION FOR LOSS OF TREES 13-6
13.5.2 NOISE POLLUTION CONTROL 13-6
13.5.3 AIR POLLUTION CONTROL 13-6
13.5.4 UTILITY RESTORATION 13-7
13.6 LAND ACQUISITION 13-7
13.7 SOCIAL IMPACT 13-7
14 ESTIMATING CAPITAL COST

14.2 CIVIL ENGINEERING WORKS 14-1
14.2.1 LAND 14-1
14.2.2 ALIGNMENT / VIADUCT 14-2
14.2.3 STATION BUILDINGS 14-2
14.2.4 PERMANENT WAY 14-2
14.2.5 DEPOT 14-2
14.2.6 UTILITY DIVERSIONS 14-2
14.2.7 TRACTION & POWER SUPPLY 14-3
14.2.8 ELECTRICAL AND MECHANICAL WORKS 14-4
14.2.9 ROLLING STOCK 14-6
14.2.10 SIGNALING, TELECOMMUNICATION, AFC, PSG WORKS 14-6
14.2.11 ROAD RESTORATIONS 14-6
15 OPERATION AND MAINTENANCE COST

15.2 FIXED COSTS 15-1
15.2.1 STAFF COST 15-1
15.2.1.1 STAFF COST – PERMANENT EMPLOYEES 15-1
15.2.1.2 STAFF COSTS - OUTSOURCED & DEPLOYED PERSONNEL 15-2
15.3 MAINTENANCE COST 15-3
15.4 ENERGY COST 15-4
15.5 CONCLUSION 15-4
16 DEPRECIATION COST AND INTEREST RATE
vii
TABLE OF CONTENTS
16.1 COMPUTATION OF INTEREST COST & REPAYMENT OF PRINCIPAL 16-2
17 FARE BOX AND NON-FARE BOX REVENUE

17.2 FARE BOX REVENUE 17-1
17.3 NON-FARE BOX REVENUE 17-4
18 FINANCIAL OPTIONS – FINANCIAL ANALYSES

18.2 INNOVATIVE FINANCING 18-1
18.2.1 INNOVATIVE FINANCING INSTRUMENTS 18-1
18.2.1.1 PREMIUM FSI 18-2
18.2.1.2 CESS ON APPROVAL OF NEW LAYOUTS 18-2
CONSTRUCTION AND EXPLOITATION OF COMMERCIAL SPACES
18.2.1.3 18-3
NEAR IMPORTANT INFRATSRUCTURE PROJECTS
18.2.1.4 GENERATION OF RENEVUE THROUGH OTHER SOURCES 18-3
GENERATION OF REVENUE THROUGH LEVYING OF FEES FOR
18.2.1.5 CHANGE OF LAND USE IN THE VICINITY OF INFRASTRUCTURE 18-3
PROJECTS
18.2.1.6 BETTERMENT LEVY 18-4
18.3 FINANCING OPTIONS 18-5
18.3.1 DIFFERENT SCENARIOS FOR INNOVATIVE FINANCING 18-5
18.4 TAX REIMBURSEMENT 18-6
19 FINANCIAL ANALYSIS – FIRR

19.2 FACTORS IN INNOVATIVE FINANCING 19-1
19.3 ASSUMPTIONS 19-2
19.3.1 SCENARIO – 1: PESSIMISTIC 19-2
19.3.1 SCENARIO – 2: OPTIMISTIC 19-4
19.3.1 SCENARIO – 3: MOST LIKELY 19-7
19.4 CONCLUSIONS 19-9
20 ECONOMIC ANALYSIS
20.2 ECONOMIC ANALYSIS APPROACH 20-1
20.3 ANALYSIS PERIOD 20-1
20.4 ESTIMATION OF COSTS 20-1
20.5 ESTIMATION OF BENEFITS 20-2
viii
TABLE OF CONTENTS
20.6 ESTIMATION OF MONEY VALUE OF TIME SAVED 20-2
20.7 ESTIMATING THE SAVING IN COST OF EMISSIONS 20-3
20.8 CONCLUSION 20-11
21 IMPLEMENTATION PLAN
21.2 IMPLEMENTATION PLAN 21-1
22 FUTURE EXTENSION
22.2 FUTURE EXTENSION 22-1
22.3 STABLING LINES 22-2
22.4 INTERCHANGE STATION 22-2
23 RISK FACTORS AND THEIR MITIGATION 23-1
24 CONCLUSIONS
24.2 FINANCING OF THE PROJECT 24-1
24.3 APPROVALS REQUIRED FROM THE STATE GOVERNMENT 24-2
24.4 APPROVALS FROM THE GOVERNMENT OF INDIA 24-2
24.5 INNOVATIVE FINANCIING 24-3
ix
LIST OF TABLES
TABLE 3-1 VEHICLE AVAILABILITY MODEL CALIBRATION RESULTS
GENERATION MODEL CALIBRATION RESULTS (HOUSEHOLD’S SIZE
TABLE 3-2
DISTRIBUTION)
TABLE 3-3 ZONE WISE DISTRIBUTION OF STUDENT ENROLMENT
HIS DATABASE DAILY PERSON TRIPS BY PURPOSE AND VEHICLE
TABLE 3-4
AVAILABILITY GROUP
TABLE 3-5 ATTRACTION MODEL CALIBRATION RESULTS
BASE YEAR VALUES OF TIME, VEHICLE OPERATING COSTS AND
TABLE 3-6
VEHICLE OCCUPANCY RATES
TABLE 3-7 DISTRIBUTION MODELS CALIBRATION RESULTS
TABLE 3-8 CALIBRATED MODAL CHOICE MODELS PARAMETERS
TABLE 3-9 MODAL SPLIT MODELS CALIBRATION RESULTS
TABLE 3-10 DISTRIBUTION MODELS VALIDATION RESULTS
TABLE 3-11 MODAL SPLIT MODELS VALIDATION RESULTS

DAILY TRIPS (INTRA-CITY) BY VARIOUS MODES IN PHASE I & II
TABLE 3-12
CORRIDORS OF BANGALORE METRO
TABLE 3-13 EMPLOYMENT ALONG SILK BOARD OUTER RING ROAD (ORR)
TABLE 3-14 CORRIDOR - 5 K R PURAM TO SILK BOARD ALONG ORR
TABLE 3-15 PHPDT DEMAND AND CAPACITY CHART

ESTIMATION OF RIDERSHIP THROUGH ASSESSMENT OF BUILT UP
TABLE 3-16
AREAS
TABLE 3-17 RIDERSHIP ON HOURLY BASIS
TABLE 3-18 RIDERSHIP ON HOURLY BASIS
TABLE 4-1 STATEMENT OF CURVES
TABLE 4-2 STATEMENT OF GRADIENT
TABLE 4-3 LIST OF STATION NAMES
TABLE 4-4 LIST OF DRAWINGS
TABLE 6-1 RECOMMENDED SAFE AXIAL LOAD FOR PILES WITH DIAMETER
TABLE 7-1 ROLLING STOCK MAINTENANCE NEEDS MAINTENANCE SCHEDULE

TABLE 7-2 RAKE REQUIREMENT
TABLE 7-3 BARE REQUIREMENT OF STABLING, INSPECTION AND WORK SHOP LINES
TABLE 7-4 YEAR-WISE PLANNING OF MAINTENANCE
TABLE 7.5 BARE REQUIREMENT OF INSPECTION LINES
TABLE 7.6 DISTRIBUTION OF STABLING LINES AT DEPOT
TABLE 7.7 DISTRIBUTION OF SBLS, IBLS AND WSLS IN DEPOT-CUM-WORKSHOPS
x
LIST OF TABLES
TABLE 7.8 POWER SUPPLY DETAILS
LIST OF BUILDINGS AT UPCOMING DEPOT AT KADUGODI TO BE
TABLE 7.9
PLANNED.
TABLE 7.10 LIST OF PLANTS &EQUIPMENT AT UPCOMING DEPOT AT KADUGODI
TABLE 8-1 POWER DEMAND ESTIMATION (MVA)
TABLE 8-2 SOURCES OF POWER SUPPLY
TABLE 8-3 POWER DEMAND
TABLE 8-4 TRAIN OPERATION PLAN
TABLE 8-5 LOWEST, NOMINAL AND PERMANENT VOLTAGE
TABLE 8.6 POWER REQUIREMENT
TABLE 8.7 ENERGY CONSUMPTION
TABLE 9-1 SIZE OF THE COACH

CARRYING CAPACITY OF MASS RAIL VEHICLES (CRUSH@6 P/SQM
TABLE 9-2
OF STANDEE AREA)
TABLE 9-3 CARRYING CAPACITY OF MASS RAIL VEHICLES (EXCEPTIONAL
DENSE CRUSH @8 P/SQM OF STANDEE AREA)
TABLE 9-4 WEIGHT OF MASS RAIL VEHICLES (TONNES)
SALIENT FEATURES OF ROLLING STOCK FOR MASS RAPID
TABLE 9.5
TRANSIT SYSTEM
LIST OF STATIONS FOR THE LINE 7 K.R. PURAM TO SILK BOARD
TABLE 10-1
JUNCTION
TABLE 10-2 PHPDT DEMAND FOR THE YEAR 2021,2031 & 2041
CARRYING CAPACITY OF MASS RAIL VEHICLES (CRUSH@6 P/SQM
TABLE 10-3
OF STANDEE AREA)
CARRYING CAPACITY OF MASS RAIL VEHICLES (EXCEPTIONAL
TABLE 10-4
DENSE CRUSH@8 P/SQ.M OF STANDEE AREA)
TABLE 10-5 PEAK HOUR DEMAND AND TRAIN REQUIREMENT-2021
TABLE 10-6 YEAR 2021- PHPDT AND CAPACITY CHART

CAPACITY PROVIDED FOR LINE 7 SILK BOARD JUNCTION TO K R
TABLE 10-11
PURAM
TABLE 10-12 TRAIN FREQUENCY
TABLE 10-13 VEHICLE KILOMETER
TABLE 10-14 RAKE REQUIREMENT FOR THE YEAR 2021
xi
LIST OF TABLES
HOURLY TRAIN OPERATION PLAN FOR K.R.PURAM TO SILK BOARD
TABLE 10-17
YEAR 2021
TABLE 10-18
YEAR 2031
TABLE 10-19
YEAR 2041
TABLE 11-1 STANDARDS ADOPTED WITH REGARDS TO SIGNALING SYSTEM
STANDARDS TO BE ADOPTED FOR TELECOMMUNICATION
TABLE 11-2
SYSTEMS
AFC EQUIPMENTS FOR BANGALORE METRO NEW LINE FROM KR
TABLE 11-3
PURAM TO SILK BOARD
TABLE 11-4 THE STANDARD PROPOSED FOR AFC SYSTEMS
TABLE 12-1 LAND REQUIREMENT AND OWNERSHIP
TABLE 13.1 SALIENT FEATURES
TABLE 13.2 LIST OF STATIONS
TABLE 13.3 OVERALL AFFECTED TREES
TABLE 13.4 SAVINGS OF ACCOUNT
TABLE 14-1 BREAKUP COST OF TRACTION AND POWER SUPPLY
TABLE 14-2 TOTAL E&M COST OF ALL STATIONS
TABLE 14-3 COST BREAKUP OF ESCALATORS AND LIFTS
TABLE 14-4 COST ESTIMATE

ESTIMATION OF SALARY AND COST TO COMPANY - O &M 2016-17
TABLE 15-1
FOR KR PURAM TO SILK BOARD JUNCTION LINE
TABLE 15-2 ENERGY COST CALCULATIONS
TABLE 15-3 OPERATION & MAINTENANCE COST IN RS CRS

PRINCIPAL DRAWAL, PRINCIPAL REPAYMENT AND INTEREST
TABLE 16-1
REPAYMENT
TABLE 16-2 COST SUMMARY
TABLE 16-3 CALCULATION OF DEPRECIATION & RESIDUAL VALUE
TABLE 17.1 CORRIDOR - K R PURAM TO SILK BOARD ALONG ORR
TABLE 17.2 BMRCL FARE STRUCTURE IN 2016-17
TABLE 17.3 FARE FOR THE SUCCEEDING 30 YEARS (AMOUNT IN RS.)
TABLE 17.4 DETAILS OF REVENUE AND RIDERSHIP
TABLE 17.5 NON FARE BOX REVENUE FOR 30 YEARS (RS IN CR.)
TABLE 17.6 DETAILS OF REVENUE (RS. IN CR.)
TABLE 18.1 GOVERNMENT CONTRIBUTION IN PHASE 2
xii
LIST OF TABLES
TABLE 18.2 ESTIMATE OF REVENUE ON INNOVATIVE FINANCING INSTRUMENTS
TABLE 18.3 SCENARIO ANALYSIS FOR FUNDING OPTIONS (RUPEES IN CRORE)
TABLE 19-1 CAPITAL COST OF PROJECT

TABLE 19-2 CASE 1 PESSIMISTIC SCENARIO
TABLE 19-3 CASE 2 OPTIMISTIC SCENARIO
TABLE 19-4 CASE 3 MOST LIKELY SCENARIO
TABLE 20-1 TOTAL MARGINAL COST OF URBAN TRANSPORT (RS/VKM)
TABLE 20-2 SAVINGS ON ACCOUNT
TABLE 20-3 SCENARIO ANALYSIS FOR FUNDING OPTIONS (RUPEES IN CRORE)
TABLE 20-4 CASE 1 PESSIMISTIC SCENARIO - EIRR
TABLE 20-5 CASE 2 MOST LIKELY SCENARIO - EIRR
TABLE 20-6 CASE 3 OPTIMISTIC SCENARIO – EIRR
TABLE 21-1 IMPLEMENTATION PLAN
xiii
LIST OF FIGURES
FIGURE 1.1 POPULATION GROWTH TREND
FIGURE 1.2 COMMERCIAL OFFICE SPACE SUPPLY VS ABSORPTION VS VACANCY
FIGURE 3-1 FOUR-STAGE MODEL STRUCTURE
FIGURE 3-2 METHODOLOGIES FOR MODEL DEVELOPMENT

DISTRIBUTIONS OF HOUSEHOLDS BY INCOME AND VEHICLE
FIGURE 3-3
AVAILABILITY GROUP
FIGURE 3-4 DISTRIBUTIONS OF HOUSEHOLDS BY HOUSEHOLD SIZE
FIGURE 3-5 ATTRACTION MODEL (HBW-NV LINEAR REGRESSION)
FIGURE 3-6 GRAVITY MODEL FORMULATION
FIGURE 3-7 MODAL SPLIT MODELS STRUCTURE
FIGURE 3-8 MULTI-LOGIT FORMULAS (COMBINED SPLIT)
FIGURE 3-9 LOGIT MODEL SENSITIVITY

FIGURE 3-10 EXPECTED PEAK HOUR PT PASSENGERS ON ROAD NETWORK IN 2041
WITH PHASE I & II SCENARIO
FIGURE 3-11 EXPECTED PEAK HOUR TRAFFIC VOLUME (OTHER THAN PT) ON ROAD
NETWORK IN 2041 WITH PHASE I & II SCENARIO
FIGURE 4.1 SILK BOARD TO KR PURAM METRO LINE
FIGURE 4.2 TYPICAL CROSS ECTION OF VIADUCT
FIGURE 4.3 GROUND FLOOR PLAN
FIGURE 4.4 CONCOURSE LEVEL PLAN
FIGURE 4.5 PLATFORM LEVEL PLAN
FIGURE 4.6 TRANSVERSE SECTION SCHEMATIC
FIGURE 6-1 BORE LOG DETAILS
FIGURE 7-1 BIAYAPPANAHALLI DEPOT
FIGURE 7-2 WHITEFIELD DEPOT
FIGURE 7-3 KR PURAM TO SILK BOARD WITH DEPOT LOCATIONS
FIGURE 8.1 POWER SUPPLY ARRANGEMENTS
FIGURE 9.1 INTERIOR VIEW OF METRO TRAIN
FIGURE 9.2 PASSENGER DOORS
FIGURE 9.3 DRIVING CAB
xiv
LIST OF FIGURES
FIGURE 9.4 GANGWAY
FIGURE 9.5 GANGWAY ISOMETRIC VIEW
FIGURE 10.1 YEAR 2021- PHPDT AND CAPACITY CHART

CONCEPTUAL SIGNALLING SCHEME PLAN FOR NEW LINE FROM KR
FIGURE 11.4
PURAM TO SILK BOARD
FIGURE 21.1 IMPLEMENTATION PLAN
FIGURE 22.1 FUTURE EXTENSION FROM KR PURAM TO HEBBAL
FIGURE 22.3 DETAILS OF LINE FROM KR PURAM TO BIAYAPPANAHALLI
FIGURE 24.1 MOST LIKELY - CAPITAL FUNDS INFLOW
ANNEXURE
13.1 NOTIFICATION OF 14TH SEPTEMBER 2006, MoEF, GOVERNMENT OF INDIA
13.2 REHABILITATION PACKAGE - BANGALORE METRO RAIL CORPORATION LTD.
xv
ABBREVIATIONS
ASS - Auxiliary Sub-Stations
AQI - Air Quality Index
ATL - Average Trip Length
ATO - Automatic Train Operation
ATP - Automatic Train Protection
ATS - Automatic Train Supervision
BBMP - Brarhut Bangalore Mahangar Palike
BBRS - Broad Band Radio System
BDA - Bangalore Development Authority
BIAAPA - Bangalore International Airport Planning Area
BIEC - Bangalore International Exhibition Center
BMA - Bangalore Metropolitan Area
BMRCL - Bangalore Metro Rail Corporation Limited
BMS - Building Management System
BMTC - Bangalore Metropolitan Transport Corporation
BOD - Biological Oxygen Demand
BPCL - Bharat Petroleum Corporation Ltd
BWSSB - Bangalore Water Supply and Sewerage Board
c - Shear Cohesion of Soil
CATC - Continuous Automatic Train Control
CBI - Computer Based Interlocking
CBTC - Communication Based Train Control
CCTV - Closed Circuit Television
CI - Congestion Index
CPCB - Central Pollution Control Board
CR - Rock Core Recovery
CSBJ - Central Silk Board Junction
DCC - Depot Control Centre
DMC - Driving Motor Car
DMI - Driver Machine Interface
DMRC - Delhi Metro Rail Corporation
DPCS - Digital Protection Control System
DRDO - Defense Research Development Organisation
EB - Emergency Brake
EIRR - Economic Internal Rate of Return
EIU - Environmental Impact Unit
EMC - Electromagnetic Compatibility
EMI - Electromagnetic Interference
EMP - Environment Management Plan
EPA - Environmental Protection Act
ESI - Environmental and Social Impact
ETS - Emergency Trip System
FBR - Fare Box Revenue
FIRR - Financial Internal Rate of Return
FOTS - Fiber Optic Transmission System
FRLS - Fire Retardant Low Smoke
ABBREVIATIONS
FRLSOH - Fire Retardant Low Smoke Zero Halogen
FSB - Full Service Brake
GC - Generalized Costs
GSS - Grid Sub-Station
HAL - Hindustan Aeronautics Ltd
HBB - Home Based Business
HBE - Home Based Education
HBO - Home Based Other
HBW - Home Base Work
HSD - High Speed Diesel
HW - Hazardous Waste
IFC - International Finance Corporation
IGBT - Insulated Gate Bipolar Transistors
IIM - Indian Institute of Management
IISc - Indian Institute of Science
IMD - Indian Meteorological Department
IRC - Indian Road Congress
ISRO - Indian Space Research Organisation
KRDCL - Karnataka Road Development Corporation Limited
KSISF - Karnataka State Industrial Security Force
KSPCB - Karnataka State Pollution Control Board
KSRTC - Karnataka State Road Transport Corporation
MoEF - Ministry of Environment and Forest
MRTS - Mass Rapid Transport System
MS - Motor Spirit
MSW - Municipal Solid Waste
NAAQS - National Ambient Air Quality Standards
NAL - National Aerospace Laboratories
NFBR - Non Fare Box Revenue
NIMHANS - National Institute of Mental Health and Neurosciences
NLSIU - National Law School of India University
NMS - Network Management System
O&M - Operation & Maintenance
OCC - Operation Control Centre
OD - Origin Destination
ORR - Outer Ring Road
OVPD - Over Voltage Protection Device
PAPs - Project Affected Persons
PCU - Passenger Car Unit
PHPDT - Peak Hour Peak Direction Traffic
PIU - Parameter Importance Unit
PSD - Platform Screen Door
PT - Public Transport
PWL - Pit-Wheel lathe
R &R - Resettlement and Rehabilitation
ROW - Right of Way.
RPM - Respirable Particulate Matter
RQD - Rock Quality Designation
ABBREVIATIONS
SCADA - Supervisory Control and Data Acquisition
SER-O - Environmental and Social Responsibility in Operations
SEZ - Special Economic Zone
SIA - Social Impact Assessment
SOC - Soil Organic Carbon
SOD - Schedule of Dimension
SPM - Suspended Particulate Matter
SPT - Standard Penetration Tests
TEP - Track Earthing Panel
VOC - Vehicle Operating Cost -
VOT - Value of Time
WHO - World Health Organization
Φ - Angle of Internal Friction
CHAPTER 1: INTRODUCTION
1. INTRODUCTION
1.1. BANGALORE CITY – PROFILE
Bangalore officially known as Bengaluru (12.97° N 77.56° E) is the capital of the Indian state
of Karnataka which is located in the southern part of India. Bangalore is located on the heart
of Mysuru Plateau which is a part of Deccan Plateau.
This city spread across 741 sq. km is at an average elevation of 920

metres from sea level. Bangalore has a tropical savanna climate with
distinct wet and dry seasons. Due to its high elevation, Bangalore
usually enjoys a more moderate climate throughout the year. Although
due recent real estate developments leading to reduction in green area
the summers has become hotter comparatively. The mean annual
temperature is 24.1 degrees Celsius. The geographic and climatic
conditions of Bangalore make it as one of the best cities to live in.
Bangalore is an important urban centre and is recognized as the Silicon Valley of India,
Technical capital of India and as the Centre for Advanced Sciences, Higher Education,
Research and Development. Bangalore Generates about 5% of the national GDP and
contributes over one third (33%) of the India’s tax revenues. Bangalore has been
acknowledged as the third wealthiest city in India according to a study.
Bengaluru boasts of a total wealth of USD 320 billion. The city is home
to 7,500 millionaires and 8 billionaires and is most cosmopolitan city in
India, one among the top ten High-Tech cities of the world, one of the
Futuristic Cities of the world and as one of the very successful
commercial and industrial hubs of the Indian Sub-Continent.
The city which was originally developed as a Garden City has over the
years, slowly transformed into an industrial and software hub of India.
Bangalore's IT industry grew during this period with the establishment of
Domestic and Multi-National companies. Indian technological organizations ISRO, Infosys
and Wipro are headquartered in the city. It is home to many educational and research
institutions in India, such as Indian Institute of Science (IISc), Indian Institute of Management
(IIMB), National Law School of India University (NLSIU) and National Institute of Mental
Health and Neurosciences (NIMHANS). Numerous state-owned aerospace and defense,
such as Bharat Electronics, Hindustan Aeronautics and National Aerospace Laboratories are
located in Bangalore.
Bangalore Metro Phase-IIA DPR – K.R.Puram – Silk Board October 2016 Page 1-1
1.2. POPULATION GROWTH
The total population of Bang

galore Urban Agglomeration is 9.62 Million
as per Census 2011. Ba
angalore was the fastest-growing Indian
metropolis after Delhi between 1991 and 2001, with a growth rate of
38% during the decade.
e of
Bangalore is the Epi-Centre
economic activity. Ra
apid
pid
Industrialization and urrban
an
development in the Bangalore
re
city has seen a tremendous
us
growth in its population and is
expected to be 14.1 Million
n by
2021. It had a metropolitan
an
population of around 8.5
million as per 2011 censsus,
us,
making it the third
rd
mostpopulous city and fifth
fth
most populous urrban
an
agglomeration in India.
Figure 1.1: Population

n Growth Trend
The city has experienced m

major growth in the Information Technology sector ma
aking it a major
technology hub in the coun
ntry. Currently, Bangalore is the most stable real esstate market in
India driven by robust commercial absorption and job creation. Bangalore scores in terms of
quality of schools, excellen
nt climate and a cosmopolitan culture making it on
ne of the most
desirable cities to live in Ind
dia.
1.3. GROWTH OF REAL ESTA

ATE
Bangalore has historically been and continues to be one of the most stab
ble real estate
markets in India. The city has experienced major growth in the Information Tecchnology sector
making it a major technolog
gy hub in the country. It is now regarded as a high-ttech city and is
a home to professionals and
d a destination for investment in residential real esta
ate assets.
A large majority of the officce space absorption in Bangalore is contributed by IT companies,

having appetite for acquis
sition of larger areas. The absorption for comme
ercial space in
Bangalore had been consta
antly increasing from 2009 to 2011 on a year-on ye
ear basis. This
increasing trend in absorpttion was broken when 2012 could not reach the ab
bsorption levels
the city saw in 2011. The

e year 2013 was slightly lower than 2012 in term
ms of the total
absorption. The absorption
n for the CY 2013 was approximately 8.66 millio
on sq. ft. The
absorption across SEZ space was approximately 1.57 million sq. ft. i.e. 18
8% of the total
Bangalore absorption. The absorption of commercial real estate for the calen
ndar year 2014
was approximately 14.31 million sq. ft. (including preleases). This is appro
oximately 40%
higher than the overall abso
orption in 2013. This is expected to be the highest ab
bsorption in the
city since 2007. The absorption of commercial space for the calendar ye
ear 2015 was
approximately 13.4 million ssq. ft.
Figure 1.2: Commerc

cial Office Space Supply Vs Absorption Vs Vacancy
The overall vacancy rate fo

or office space in Bangalore was at its highest in 2012 at 15% and
since then the same had be
een declining to reach 12% for the year 2014. The vacancy at the
end of 2015 stood at 10%. With
W excellent absorption in 2015, the current vacancy in the city is
approximately 9%.In 2016 ((Till 30th June), Bengaluru’s total unwavering demand in the office
sector coupled with the in
nherent popularity of Bengaluru amongst global ccorporate is a
positive sign for Bengaluru's
s residential sector in the mid and long term.
Bangalore continues to be
e a preferred destination for software professionals and original
residents of Bangalore. The
e Eastern micro-market has done well and has impro
oved its overall
share in both launches and
d absorption. Proximity to the commercials hubs of Whitefield and
ORR (70 million Sft of commercial stock) is the major reason for this picku
up in demand.
Markets like Old Madrass Road, Budigere crossing, Hoskote, Varthur ro
oad etc have
contributed in this regard.. The below table highlights the major residentia
al locations in
Bangalore.
1.4. TRANSPORT NETWORK IN BANGALORE
The transport network of Bangalore is a ring-radial network. Ten intercity roads cut across
Bangalore City. There are about 3000 Km of urban roads (about 500 – 600 Km of arterial and
major roads). The major arterial roads have right of way (ROW) less than 25 m.
NH7 and NH4 (part of North South Corridor and Golden Quadrilateral, respectively) and NH209
pass through Bangalore forming five important radial roads within the Bangalore Metropolitan
Area. State Highways linking Bangalore with Mysore, Bangalore with Bannerghatta, and
Bangalore with Magadi form other major radial corridors. Developed as a radial town, Bangalore
does not have a strong circumferential road system, except for the Outer Ring Road, despite the
intervening space between the corridors developed. The main highways include:
NH4 (National Highway 4) running from Mumbai to Chennai;

NH7 from Varanasi to Kanyakumari;
NH209 connecting Kanakapura and Kerala; and
SH17 connecting Bangalore to Mysore.
Railway lines, all Broad Gauge, converge into the city from five different directions, viz. Mysore,
Salem, Chennai, Guntakal and Hubli. Important Railway Stations serving the city are Bangalore
city, Bangalore Cantonment, Yeshwantapur and Krishnarajapuram. Total route Kms within the
City account for 62 Km.
1.4.1. VEHICULAR GROWTH
Bangalore population has been growing at a fast pace during the last two decades. There has
been a phenomenal growth in the population of vehicles as well, especially the two and four
wheelers in this period due to rising household incomes consequent to IT sector boom in the
region. The number of motor vehicles registered has already crossed six millions. The issues
relating to traffic and transportation in a large and growing city like Bangalore need to be viewed
in the larger perspective of urban planning and development. Issues relating to land use planning
and development control, public-private transportation policy, industrial locations and IT corridors
would need to be integrated at the perspective planning level.
The vehicle population in all cities in India started growing rapidly since later part of 1980s. It has
always had a reputation of having more two wheeler users. The liberalization policy of the country
made availability of not only vehicles but also loans for buying vehicles. With the rapid growth of
IT sector in Bangalore, the affordability of larger segment of employees increased for ownership
of vehicles, more specially two wheelers. Coupled with inadequacy of comfortable and convenient
public transport gave an impetus to more and more commuters shifting to cars and two wheelers
for their commuting in Bangalore.
1.4.2. MODAL SPLIT
The main modes of transport in the city presently are two-wheelers, cars and Public Transport
which comprise mainly of buses and three wheelers. The growth of registered motor vehicles has
crossed 1.6 million with a growth rate of 10% per annum. There has been a 10 fold increase in
the number of vehicles in the last 20 years. The share of two wheelers out of the total registered
vehicles is over 70%. This is due to the inadequate supply of Public Transport along with its
inadequate level of service. The bus fleet in the last 10 years has grown at less than 7.5 % per
annum.
With the increase in population and the expansion of the city, the problem of connectivity of the
populace has arisen. Quite obviously personalized modes of transport have grown at a
tremendous rate and two wheelers along with the cars almost comprise 90% of the total
registered vehicular population in the city.About 35% of the daily trips are Non-Motorized
Transport (NMT) trips, 27% of the trips are carried by Public transport, 31% of the trips by private
vehicles and 7% of the daily trips by Intermediate Public Transport (IPT).
Two wheelers constitute more than 70% of the total volume, while cars comprise 15%, autos 4%
and the remaining 8% includes other vehicles such as buses, vans and tempos. All or most of the
roads are operating above their capacity and the volume: capacity ranges from 1:2, 1:3 and 1:5.
1.4.3. PUBLIC TRANSPORT
Buses, auto three wheelers (paratransit mode) and taxis are the only mode of public transport
available in the city. Buses (including factory buses) carry about 2.4 million passengers per day
i.e., modal share of about 45%.
BMTC
The public transport in Bangalore is operated by Bangalore Metropolitan Transport
Corporation (BMTC). At present BMTC is operating 2400 bus routes with a fleet size of
6,111 buses. About 43 lakh daily passengers’ trips are carried by BMTC. Since the city is
expanding in all directions, and roads already congested, buses alone are not able to cope
up with the heavy commuter demand.
Rail Network
Bangalore city is having a fairly good rail network - about 62 kms, but its potential for
commuter rail development has not been tapped. There are a few diesel operated
passenger trains run to Bangalore City from Tumkur, Mysore and Kuppam on the Chennai
line in the morning and as return train in the evening, mostly for commuters coming from
suburban areas and satellite towns. They are well patronized and in the recent past the
patronage has shown good growth rate. The Railway network carries hardly 1 % of the
commuters for want of adequate number of services and their frequency.
Metro Network
Namma Metro (literally "Our Metro"), also known as Bangalore Metro, is a metro system
serving the city of Bangalore in Karnataka, India. Namma Metro is India's second largest
metro system in terms of both length and number of stations, after the Delhi Metro. The
development of network was divided into phases, Phase I containing 2 lines is scheduled
to be completed in 2016, and Phase II by 2022.Phase I comprises two lines spanning a
length of 42.30 Km (26.28 mi), of which about 8.82 Km (5.48 mi) is underground and
about 33.48 Km (20.80 mi) is elevated. There are 40 stations in Phase I, of which 8
stations are underground, 1 at grade and 32 are elevated. Phase II spans a length of
72.095 km – 13.79 km underground, 0.48 km at grade and 57.825 km elevated, and adds
61 stations to the network, of which 12 are underground.
1.5. CURRENT INFRASTRUCTURE CHALLENGES
Bangalore's vehicular traffic has increased manifold, with 40.46 lakhs registered vehicles in the
city continues to grow at an annual rate of between 7-10%. The maintenance and construction of
roads to address the growing traffic in the city has been a challenge to the State’s governing
bodies. Development of the city road infrastructure has revolved around imposing one-way traffic
in certain areas, improving traffic flow in junctions, constructing ring roads, bridges, flyovers and
other grade separators.
Everyday more than 30 accidents occur out of which 21 persons are injured and 2 to 3 persons
killed. The economic loss caused due to traffic jams & accidents are unimaginable. This demands
an effective multimodal integrated mass transportation network, which is cost effective, pollution
free, covering large area & population. In the present work various options are investigated
looking into the multifaceted traffic problems of Bangalore. This particular approach in the study is
adoptable for cities facing similar problems. The experience of creating greater Bangalore has
increased the number of trips to the city centre and work places in turn increasing the
transportation needs. The average commercial speed during peak hour is 15.0 kmph.
1.6. CONCLUSION
As of now the Metro Rail Phase-1 is nearing completion and a complete corridor – East-West
Corridor measuring 17 Kms. is in operation. The number of passenger trips being performed on
this corridor has touched a peak of 1.4 lakhs per day. On an average on this corridor about 1.3
lakhs passengers are travelling. This has an indication of the potential of the metro system for
Bangalore city besides it also indicates how the citizens of Bangalore have quickly changed their
earlier modes of transport and switched over to the Metro rail system. The size of the City, the
ever-growing congestions on the roads, an increase in investments in the IT and other Sectors
are attracting more number of industries. All necessitate a modern public transport system.
Therefore, a Metro rail system with a full-fledged network would be the ultimate solution for
meeting the public transport needs of the citizens of Bangalore.
However, it needs to be noted that a bare rail based metro transport system cannot provide a full
and comprehensive solution to the public transport problems and the metro rail system can work
as the backbone of the public transport system but it would have to be complemented so that a
complete solution is made available to the daily commuters. The following actions need to be
taken along with the expansion of Bangalore Metro rail system:
1. Providing an efficient bus based feeder system to the Metro lines.
2. Focusing on the last mile connectivity
3. Providing seamless transportation points between Metro, Buses and other modes of
transport
4. Providing user friendly facilities for the non-motorized transport.
With Phase-1 and Phase-2 getting operational, the Bangalore City would have about 114 Kms. of
Metro rail systems which still be far below what is required for the city with a population of
exceeding 10 million. In addition Bangalore City emerging as the growth engine for the State of
Karnataka, the need for more public transport cannot be overemphasized. A Metro system,
though highly efficient, is capital intensive one. The resource constraints do not permit taking up
of the entire metro system in one go and therefore, the metro network is being expanded in
phases. With the limited resources available, therefore the urgent metro lines need to be taken
up which command the minimal marginal cost but at the same time offer the maximum benefits.
The focus of this report has been on identifying the corridor which satisfy these conditions.
CHAPTER 2: METRO ON ORR
2 METRO ON ORR
2.1 BACKGROUND
Construction on both Phase 1 and Phase 2 Metro Line is underway right now. Commercial
operations have started on 30.3 km of the 42.30 km Phase 1 and the rest is expected to open in
phases in 2017. Construction for 15.1 km of the 72 km Phase 2 has started is expected to be
completed in 2020.
As emphasized in Chapter 1, the existing metro network of 114.4 km would address the
immediate traffic problems within the core areas and its immediate neighborhood but by the time
the Revised Master Plan proposals get implemented and development of areas beyond the
potential growth corridors takes place in right earnest, the above system will fall short and a
more extensive system will become necessary. This is especially true because the Revised
Master Plan 2015 and its detailed Zonal plans propose the development of around 816.4 Sq.
Kms. of area for various urban uses. This brings very large spread of area on which various
urban activities will take place. They would now be located right up to the Peripheral Ring Road
in practically all directions and at a few places even beyond it. It is therefore necessary that the
Metro gets ultimately extended to the most of the high density centers.
In this context, the following eight corridors have been identified for assessing the growth
potential.
Each of the above corridors growth index has been assessed to select the most potential
corridor for extension of the existing metro rail network.
Bangalore Metro Phase-IIA DPR – K.R.Puram – Silk Board October 2016 Page2-1
Detailed Assessment explores

s growth through two complementary lenses:
A high growth index o

of places which identifies those places that have ex
xperienced the
fastest growth over the
e past five years
A dynamism index of p
places which focuses on the qualityof growth; places
s where growth
has contributed toward
dslocal economic value.
This analysis has been supple
emented by a small numberof in-depth, semi-structu
ured interviews
with a selection of local leaderrs and chief executives charged with overseeing the growth of their
business areas.
2.2 HIGH GROWTH AND DYNAM

MIC AREA
Further to assessment, Outer Ring Road K.R.Puram – Silk Boardstretch emerged as potential
growth corridors considering economic, demographic and spatial growth.
High Econo ntlevels

omicgrowth–includingbusinessstockandemploymen
Demographiic growth – including resident population and growth in` working age population
wth - dwelling stock and commercial floor space

Spatial grow
Out of the entire commercial office space absorption in Bangalore, ORR accounts
a for a
staggering 55% (7.2 Million
n Sft). To put things in perspective, the ORR stretc
ch accounts for
20% of the total commercia
al office space absorption in India.
This staggering statistic alo

one gives us an idea of the amount of economic actiivity happening
along the ORR and the leve
el of strain being inflicted on an already fragile infrasttructure.
Bangalore Metro Phase-IIA DPR – K.R..Puram – Silk Board October 2016 Page2-2
With a standing stock of 130 Million Sft, Bangalore is one of the largest commercial office
markets in India and accounts for the bulk of the annual office space absorption in India. In
2015, Bangalore accounted for 33% (13.2 Million Sft) of India’s total commercial office space
absorption.
45 40.2 45%
41%
40 40%
33% 34.92
35 30.43 35%
33%
30 28.38 30%
In Million Sq.ft
25 28% 25%
20 20%
In %
14.31 13.2
15 15%
9.5 8.66
10 10%
5 5%
0 0%
2012 2013 2014 2015
Pan India Absorption Bangalore Absorption
Banglore Absorption vs PAN India
ORR serves as the main artery between Bangalore International Airport and the IT hubs of
Bangalore. The ORR has approximately 40 Million Sft of commercial office space which is
32% of the entire commercial office stock in Bangalore. The working population of ORR is
4,50,000 persons which results in approximately 800,000 commuters traveling on this stretch
everyday (about 15% of Bangalore city’s vehicular traffic).
The stretch from K.R.Puram to Silk board is surrounded by IT companies and huge residential
pockets. The road infrastructure is a 3-lane divided dual carriageway with 2- lane service
roads. Grade Separators are provided at major Junctions on the corridor.
2.3 INFRASTRUCTURE CHALLENGES
The city has a ring radial road pattern and the Bangalore Development Authority (BDA) had
developed the Outer Ring Road (ORR) in 2002 in a bid to divert the heavy traffic load to ease the
traffic situation in the city. ORR has eventually evolved as the most attractive IT growth corridors
of Bangalore.
Currently, with around 4.5 Lakh employees working on this corridor, it is estimated that in the
next 4 years, an additional 30 Million Sft. would be available for occupancy whichinturn projects
a total of 8 lakhs working population by 2021. With immense growth in intra-city traffic, ORR is
under tremendous pressure with high congestion index manifested in low speeds and high travel
times. With rapid urbanization, in most of the stretches of ORR, the existing traffic volumes are
far higher than the intended design of 5400 PCU's.
The Hebbal to Silk board stre

etch of ORR sees close to 4.5 Lakhs cars travel on
o it every day
which means that on an avera
age 18,750 vehicles are present on the ORR everry hour. During
peak hours, this number is alm
most 2-3 times of the average. As per urban plann
ning guidelines,
the minimum travel speed for a major city road is 25 Km/hour. Due to the heavy trraffic presence,
the average travel speed in ma
ajor sections of the ORR is less than 10Km/ hour. C
Considering the
existing and proposed netwo
ork of metro rail in Bangalore City, there has been a clear
identification of the Stretch fro
om K.R.Puram to Silk Board as the missing link o
on the Namma
Metro Network.
With absence of MRTS on ORR and increasing vehicular traffic there are longer queue
lengths which lead to aroun
nd 2-3 hours of travel time to cover a distance of 5-10 Km in peak
hours. Employees loose ap
pproximately 90 minutes every day due to traffic sn
narls leading to
an estimated loss of produc
ctivity amounting to INR 20,713 CR. per year.
2.4 INEVITABILITY OF HAVING A METRO ON ORR
The metro networks have to be

b planned and executed in totality. It becomes diffficult to add to
the metro network if the future
e extensions are not planned or made part of the earlier
e network.
Bangalore Metro Phase-IIA DPR – K.R..Puram – Silk Board October 2016 Page2-4
With Phase-1 and Phase-2, which is underway, the metro lines are passing through the two
extremities of this corridor. The Electronic City line of Phase-2 which runs from Jayanagar to
Electronic City passes through the Central Silk Board junction. At the same time the eastern
reach of the East-West corridor which connects Majestic City Centre to Whitefield passes
through the other extremity of this corridor i.e. at KR Puram. If this corridor has to be completed,
the two junctions at KR Puram and Silk Board have to be designed and this corridor needs to be
factored in the design of Phase-2 itself. As at present, Phase-2 does not accommodate this
corridor and therefore, it is very much necessary that suitable modifications are done on the two
junctions at KR Puram and Silk Board.
In addition, the most important technical factor which facilitates the metro on this corridor is that
all intersections on this corridor are grade separated and at each intersection the grade
separators is joined through a split flyovers. The splitting of flyovers on the intersection provides
an ideal condition as the metro alignment would run between the gaps of the two flyovers,
thereby making construction easy without disturbances to the road traffic. Non-utilization of this
space between the flyovers at present may lead this space getting committed for some other
uses which the Metro may find it difficult to get back at a later date. Therefore, it would be
fitness of things that this alignment between KR Puram and Central Silk Board is being taken up
alongside the Metro Phase-2 so that simultaneous to the completion of the two junctions at the
extremities to connect the line also gets completed. The other technical feature which offers a
metro system is that the entire alignment would be an elevated corridor and would not have to
face the challenges of making an underground system which substantially delayed the Phase-1.
Besides, this alignment runs on the outer ring road which is about 60 meters wide road and
during construction phase, diversion of traffic would not pose a major challenge. Also the ORR
is well designed with no sharp, horizontal or vertical curves which again make the construction of
the line easy.
2.5 RETAINING THE ATTRACTIVENESS OF ORR

DECLINING ATTRACTIVENESS INDEX FOR ORR
Outer Ring Road remains a preferred choice from an occupier perspective but is marred by
several factors such as supply scarcity on its preferred Marathahalli-Sarjapur belt and physical
infrastructure crumbling under pressure from the mammoth developments and severe traffic
bottlenecks.
It is gradually sliding down on

crucial market attractiveness
parameters but
simultaneously several
developments from
Marathahalli – K.R. Puram
and K.R. Puram to Hebbal
belt are also in pipeline which
will keep the tenant interest alive in the long term. That said, similar tenant profile and pre-
commitments in upcoming developments continue to drive demand in the busy ORR Belt.
The retention in attractiveness is a cause of concern and one of the major factors to reduce this
attractiveness is the inadequate infrastructure and access through public transport. The BMTC
buses are the only modes of public transport for people to access this corridor. This is evident
from the fact that the IT Companies on this corridor engage 2800 chartered buses, maxi cabs
and private buses to ferry their employees. Therefore, there is an urgent need to provide mass
transport facilities in order to retain if not, make the attractiveness index of this area. A decline in
attractiveness index may lead to the business units to short location and this shift may take place
not only to other locations of the Bangalore city but even outside the Bangalore City.
2.6 CONCLUSION
Therefore, based on the above analysis it is extremely necessary that the ORR between KR
Puram and Silk Board should get connected through the metro line. This line would not only
offer the highest return but would also come at the least marginal cost.
CHAPTER 3 – TRAFFIC DEMAND ANALYSIS - ESTIMATION OF RIDERSHIP
3 TRAFFIC DEMAND ANALYSIS - ESTIMATION OF RIDERSHIP
3.1 INTRODUCTION:
Ridership is the most important factor to determine the desirability and also the viability of a new
metro line. The ridership indicates the number of passengers using the metro train by paying notified
fare. Generally, the ridership is estimated in terms of the number of people who would be travelling in
the train per day. It is clarified that the ridership if the total number of passenger trips.
3.2 ESTIMATION OF RIDERSHIP FOR THE ORRMETRO LINE:
The ridership can be estimated by adopting different methodologies. For the purpose of this DPR,
three different methodologies have been used to arrive at the ridership for the new line. These
methodologies are:
Travel demand modeling

Estimation of ridership through assessment of built up areas
Estimation of ridership by extrapolating the ridership on the East-West Corridor which is
currently operational.
3.2.1 Travel Demand Modeling (This was done by M/s. RITES)
The transportation planning process consists of development of formulae (or models), enabling
forecast of travel demand, and development of alternative strategies for handling this demand. It is
not just one model, but also a series of inter-linked and inter-related models of varying levels of
complexity, dealing with different facets of travel demand. Through these models, the transportation
study process as a whole is checked and calibrated before it is used for future travel predictions.
The model has been built using CUBE software developed by Citilabs and Urban Analysis Group.
The normal and easily available planning variables at zonal levels such as population, employment
and student enrolment have been made use of in transport demand analysis. The model uses the
analyzed data from household interview and other traffic surveys conducted as a part of this study
and secondary data.
Bangalore Metro Phase-IIA DPR K.R.Puram – Silk Board October 2016 Page 3-1
3.2.1.1 Methodology For Model Development
The model developed is a traditional four-stage transportation model, as illustrated in Figure 3.1
Figure 3.1 Four-Stage Model Structure
ZONING SYSTEM LANDUSE AND ROAD AND PUBLIC

SOCIOECONOMIC TRANSPORT
DATA NETWORKS
TRIP GENERATION HOW MANY TRIPS?

BY TYPE
TRIP DISTRIBUTION WHAT ISTHE PATTERN

OF TRIP MAKING?
MODAL SPLIT WHICH MODE OF

TRANSPORT ISUSED?
ASSIGNMENTS WHICH ROUTEIS

TAKEN?
Figure 3.2 provides a summary of the interactions of the different part of the proposed transport
model. The main inputs to the modelling are shown to the left of the figure in the uncolored boxes
and include the zoning system (representing the spatial disaggregation of the study area), land use
data, policies and travel costs by competing modes.
Figure 3.2 Methodologies for Model Development
Zoning System PT Accessibility

•Income Model
•Vehicle Avail. Model
•Trip Generation Model
Land Use
•Trip Attraction Model
Vehicle Policies
Daily Travel Demand
Travel Costs & by Traffic Zone
Infrastructure • Income Level
Assumptions •Vehicle Availability
-Network links • Trip Purpose
-Operating costs
-Fares
-Tolls
-Parking costs Modal Split Highway Accessibility Road Speeds
- VoT
Commercial Taxi/Rickshaw
Car Occupants PT Passengers
Vehicles Model Occupants
Private PT
Distribution Model Distribution
Model
Vehicles
Occupancy Model
Daily Vehicle Bus/BRT Metro/LRT/

Special Generators
Matrices Passengers Monorail Passengers
Peak Period
Period Definition Bus Vehicles
Model
Highway
PT Assignment Model
Assignment
Model
Congestion Analysis
Operational Analysis
Policy/Project Evaluation
Policy &
Models Outputs
Inputs
The blue colored boxes in the figure represent the different sub-models. The pink colored boxes are
model outputs and ultimately provide information for the project evaluation that will be carried out
once the model is completed. The model features a “feedback loop” in which the changes in public
transport accessibility (i.e. through provision of enhanced public transport) can affect the number of
trips generated in the first stage of the 4-stage process.
3.2.1.2 Model Structure
The model developed has the following characteristics:
Motorised daily model is based on productions / attractions and internal trips of Bangalore
residents for base year 2015. These modes of travel (ie. Car+Taxi, two wheelers, auto-
rickshaw, and bus) comprise 90.7 Lakhs daily trips. The remaining 33.1 Lakhs daily trips are
those relating to non-mechanised trips (walk, cycle and cycle rickshaw) as well as external
trips and those on the national rail network.
The different sub-models i.e. vehicle availability, generation, attraction, distribution, modal
choice and assignment models have the following characteristics:
Vehicle availability model estimates the distribution of households by vehicle availability
group, which has an impact on the number of trips and the chosen mode and destination;
Generation and attraction models calculate trips generated and attracted by each zone, by
purpose and vehicle availability group;
Distribution models distribute trips generated into the possible destinations and provide all
modes matrices;
Modal choice models split total travel demand matrices by mode;
Assignment models represent the last stage of the model, build paths, assign origin /
destination (OD) matrices, and finally provide loaded networks for average hour and global
AM peak hour. A standard average hour factor of 7% is applied to the daily OD matrices for
hourly highway and public transport (PT) assignment.
The model considers four modes i.e. car+taxi, two wheelers (2W), auto-rickshaw (Auto) and
public transport (PT).
The model considers four purposes i.e. Home Base Work (HBW), Home Based Education
(HBE), Home Based Business (HBB) and Home Based Other (HBO).
Three vehicle availability groups i.e. No Vehicle available (NV), car available (Car) and 2W
available (2W) have been considered.
The model area covers the Bangalore Metropolitan Area (BMA) and proposed development
around Bangalore International Airport Planning Area (BIAAPA) including the new airport at
Devanahalli. The adjoining areas are being treated as external zones. The model zoning
system contains 225 zones, 215 internal zones (BMA) and 10 external zones. The model
development is largely based on the Households Interview after expansion from sample to
total population. This is calculated at a zonal level.
3.2.1.3 Base Year Highway Matrices Development
The next step was to build the base year highway matrices necessary to obtain costs for the
model development (distribution and modal choice):
HIS matrices are converted to vehicles using occupancy and PCU factors and added to
external matrices to get total traffic to get the final highway matrices (car, auto, 2W).
3.2.1.4 Vehicle Availability, Generation, and Attraction Models
3.2.1.4.1 Development and Calibration
The development and calibration of vehicle availability, generation, and attraction models, as
estimated based on 2015 Households Interview Survey database are as follows:
Vehicle availability model estimates the distribution of households by vehicle availability group
(No Vehicle, car available, and two wheelers available) based on the households monthly
average income by zone
Generation model calculates daily person trips generated by purpose (Home Base Work,
Home Based Education, Home Based Business, and Home Based Other), and households
group (segmentation by size and vehicle availability);
Attraction model produces daily person trip attracted by purpose and vehicle availability
group.
3.2.1.4.2 Vehicle Availability Model
Figure 3.3 shows the estimated distribution of households by income and vehicle availability group.
The trends match the existing situation. The proportion of households with no vehicle logically
decreases with income increase, and conversely the part of households with car available increases
when income rises. The percentage of households with two wheelers available increases up to an
income of Rs.50, 000 per month, then decreases, indicating that from this income point, households
have more opportunity to buy a car. In terms of the model application, it should be noted that the
households distributions are applied to the monthly average income, defined for each zone (total 215)
from the HIS database. Table 3.1 presents the vehicle availability model calibration; the model
household’s distribution by vehicle availability is identical to the HIS data: no vehicle 21%, car
available 24%, and two wheelers available 55%.
Table 3.1: Vehicle Availability Model Calibration Results
VA NV Car 2W Total
HIS 538165 594833 1359497 2492495
Model 537666 593438 1358827 2489931
HIS 21.59% 23.86% 54.54% 100.00%
Model 21.59% 23.83% 54.57% 100.00%
Difference 0.00% 0.03% 0.03% 0.00%
CHAPTER 3 – TRAFFIC DEMAND ANA
ALYSIS - ESTIMATION OF RIDERSHIP
Figure 3.3 Distribution

ns of Households by Income and Vehicle Availability Group
3.2.1.4.3 Generation mo
odel
Vehicle availability model resultts are an input to the generation model, which also requires
r household
size distribution. Therefore, a model
m estimating the distribution of households (H
HH) by household’s
size (1, 2, 3, 4, 5, and 6+ me
embers) was also developed, as shown in Figure 3.4. In the model
application, the distribution is calculated for each individual zone based on ea
ach zone average
households size. Lines trendss look sensible. The proportion of households with one, two, or three
persons decrease when the average
a household size increases, and on the o
opposite side, the
percentage of households with 5 or 6+ members increase.
As illustrated in Table 3.2, mod

del distribution is very close to the HIS one: househ
hold proportion with
only 1 member 1%, 2 memberrs 8%, 3 members 35%, 4 members 39%, 5 mem
mbers 12%, and 6+
members 5%.
Table 3.2: Generation Model Calibration Results (Household’s Size Dis

stribution)
HH Size HH1 HH2 HH3 HH4 HH5 HH6+ Total
HIS 14954 191221 877657 975228 298354 135081 2492495
Model 14454 191621 877107 975478 297604 135381 2491646
HIS 0.60% 7.67% 35.21% 39.13% 11.97% 5.42% 100.0%
Model 0.58% 7.69% 35.20% 39.15% 11.94% 5.43% 100.0%
Difference 0.02% 0.02% 0.01% 0.02% 0.03% 0.01% 0.00%
CHAPTER 3 – TRAFFIC DEMAND ANA
ALYSIS - ESTIMATION OF RIDERSHIP
Figure 3.4 Distributions

D of Households by Household Size
Vehicle availability and households size models predict the number of househ
holds per size and
vehicle availability. Based on this segmentation (6 HH sizes x 3 vehicle availa
ability group = 18
groups), daily person trip rates were extracted by purpose and are presented in Ta
able 3.3 (18 groups
x 4 trip purposes = 72 trip rates
s). Figures show a trip rate increase with household size increase, and
the clear impact of the motorisa
ation: people make more trips if they are motorised (even more if they
have a car rather than a two wh
heelers) and also make longer trips. The generation iis home based and
therefore based on Production
ns / Attractions (PA), not Origins / Destinations. At the end of the
generation models application
n, the segmentation by household size disappea
ars since trips are
aggregated by purpose and VA (4 x 3 = 12 groups).
Table 3.3 Zone Wise Distribution of Student Enrolment
Purpose HBW HBE HBO HBB
HH size / VA NV Car 2W NV Car 2W NV Car 2W NV

V Car 2W
1 0.91 1.10 0.88 0.15 0.01 0.12 0.06 0.01 0.13 0.1
17 0.01 0.14
2 1.90 5.39 3.12 1.03 3.43 1.91 0.62 2.87 1.07 0.3
31 1.07 0.46
3 1.70 1.76 1.69 0.97 0.94 1.00 0.56 0.66 0.63 0.3
30 0.24 0.21
4 1.16 1.79 1.47 0.53 0.92 0.83 0.34 0.66 0.51 0.2
21 0.20 0.19
5 1.92 2.29 1.96 0.94 1.33 1.23 0.73 0.93 0.76 41

0.4 0.27 0.28
6+ 1.75 1.57 1.95 1.15 0.90 1.17 0.62 0.47 0.66 0.3
38 0.17 0.30
Note: external, walk, cycle, cycle rickshaw, and train trips not included.
Table 3.4 shows the numbers of daily person trips by purpose and vehicle availability group in the HIS
database.
Table 3.4 HIS database Daily Person Trips By Purpose And Vehicle Availability Group
Purpose / VA NV Car 2W Total
HBW 846856 1169541 2364848 4381245
HBE 426652 641530 1416558 2484740
HBO 265463 456721 863107 1585291
HBB 149328 151945 320627 621900
Total 1659299 2419737 4994140 9073176
3.2.1.4.4 Attraction Model
The Generation model produces daily person trips generated by zone, whilst the attraction model
estimates daily person trips attracted by zone (by purpose and vehicle availability). For each of the 12
groups (4 purposes x 3 VA), a linear regression was estimated, explaining the number of trips
attracted by the socio-economic data, total employment for HBW, HBB, and HBO, and school
enrolment for HBE. Figure 3.5 presents for instance the linear regression of HBW - no vehicle
available group: with a R-square value equal to 0.78, it shows a good match between the data from
HIS and the estimated values from the linear regression (more R2 is near to 1, more the linear
regression is reliable). To be consistent with the generation model, the attraction model is based on
PA. The Attraction model calibration is summarised in Table 3.5, by purpose and vehicle availability:
HIS and model figures are very similar, showing a very close correspondence between modelled and
observed.
Figure 3.5 Attraction Model (HBW-NV Linear Regression)
Table 3.5 Attraction Model Calibration Results
Group HIS Model Difference
HBW_NV 846856 848337 0.17%
HBW_Car 1169541 1165757 0.32%
HBW_2w 2364848 2367997 0.13%
HBE_NV 426652 426196 0.11%
HBE_Car 641530 640396 0.18%
HBE_2w 1416558 1418705 0.15%
HBB_NV 265463 264687 0.29%
HBB_Car 456721 457686 0.21%
HBB_2w 863107 862900 0.02%
HBO_NV 149329 149657 0.22%
HBO_Car 151944 151801 0.09%
HBO_2w 320627 320997 0.12%
TOTAL 9073176 9075116 0.02%
3.2.1.5 Distribution Models
3.2.1.5.1 Models were developed based on the HIS database
The models were developed based on the HIS database and the Generalized Costs (GC) produced
from the highway and Public Transport cost models implemented in Cube Voyager. The main features
of the models are as follows:
12 segments: 4 purposes (Home Base Work, Home Based Education, Home Based
Business, and Home Based Other) x 3 vehicle availability groups (No Vehicle, car available,
and two wheelers available);
Unit: Person (Productions / Attractions – PA);
Period: Daily;
Model formulation: gravity model, based on composite GC presents in Figure 3.6
Figure 3.6 Gravity Model Formulation
The composite GC is the average of the GC for individual modes weighted by modal split
proportions (produced by modal split models) by Origin / Destination movements;
For individual modes, the GC represents perceived costs, where the unit is minute equivalent,
implying the use of Values of Time (VOT, 2007 prices, Rupees / hour) by mode to convert
monetary costs (fare, Vehicle Operating Cost - VOC, and toll) into minutes. Occupancy
factors (OCC) are also used for Car+Taxi, 2W, and Auto to obtain person based GC.
Hereafter are described the GC by mode, IVT means In Vehicle Time;
Car+Taxi GC = Time + [((VOC + Toll) / OCC) / VOT] x 60;
2W GC = Time + [((VOC + Toll) / OCC) / VOT] x 60;
Auto GC = Time + 1.5 x Wait Time (4’) + [(Fare / OCC) / VOT] x 60;
PT GC = IVT + 1.5 x Walk Time + 2 x Wait Time + (Fare / VOT) x 60 + Transfer Time
(Penalty of 5’, apart for transfer from / to metro: 0.5’);
Table 3.6 summarises the model values of VOT, VOC, and OCC for use in the base year
model calibration;
Table 3.6 Base Year Values of Time, Vehicle Operating Costs and Vehicle Occupancy Rates
Mode VOT (Rs/hour) VOC (Rs/km) OCC
Car+Taxi 89 8.0 2.3
2W 54 3.0 1.2
Auto 43 - 2.4
PT 35 - -
3.2.1.5.2 Calibration results
This section provides the distribution models calibration results by market segment: X1 and X2
parameters, intrazonal trips, average GC (in minutes), and trip GC distribution. As illustrated by Table
3.7, the overall models results are similar to the HIS database.
Table 3.7 Distribution Models Calibration Results
HIS Model Difference
Segments Trips X1 X2 Trips Trips
HBW NV 846856 -0.84316 -0.02398 844671 0.26%
HBW Car 1169541 -1.00283 -0.02232 1169116 0.04%
HBW 2W 2364848 -1.23621 -0.03486 2369203 0.18%
HBB NV 426652 -1.11578 -0.01350 425413 0.29%
HBB Car 641530 -2.47170 0.02378 641664 0.02%
HBB 2W 1416558 -1.87393 -0.01319 1419231 0.19%
HBE NV 265463 -0.69755 -0.02773 264667 0.30%
HBE Car 456721 -0.04748 -0.12299 457436 0.16%
HBE 2W 863107 -1.13519 -0.07329 864622 0.18%
HBO NV 149329 -0.30219 -0.03490 148815 0.34%
HBO Car 151944 -1.89740 -0.03161 152282 0.22%
HBO 2W 320627 -0.60915 -0.09566 321201 0.18%
3.2.1.6 Modal split models
The models were developed based on the HIS database and the Generalised Costs (GC) produced
from the highway and Public Transport cost models implemented in Cube Voyager.
Figure 3.7 illustrates the modal split models structure: trips are split into the four modes (Car+Taxi,
2W, Auto, and PT) by vehicle availability group (Car, 2W, and NV), then added by mode, PT trips
being separated between bus and metro services during the assignment stage. It should be noted
that the PT matrix produced by the modal split models contains trips using school, chartered, and
public buses, but only the last two categories are retained for the PT assignment, the other two
groups (school and chartered buses) not using the public network. However, these are taken into
account in the highway assignment.
Figure 3.7 Modal Split Models Structure
Tripends
No Vehicle
Car Available 2W Available
Available
Car+ Taxi 2W Auto PT Car+ Taxi 2W Auto PT Car+ Taxi 2W Auto PT
Car+ Taxi 2W Auto PT
Bus Metro
The main features of the modal split models are as follows:
12 segments: 4 purposes (Home Base Work, Home Based Education, Home Based
Business, and Home Based Other) x 3 vehicle availability groups (No Vehicle, car available,
and two wheelers available);
modes: Car+Taxi, two wheelers, auto-rickshaw, and PT;
Unit: person (Productions / Attractions – PA);
Period: daily;
Model formulation: combined split, multi-logit formulas (equations provided in Figure 3.8,
where P means Probability and C is the Generalised Cost);
Figure 3.8 Multi-Logit Formulas (Combined Split)
( λCCar taxi )
PCar taxi e
( λCCar taxi ) ( λC 2W ) ( λC Auto ) ( λC PT )
e e e e
( λC 2W )
P2W e
e e e e
( λC Auto )
PAuto e
e e e e
( λC PT )
PPT e
e e e e
Logit parameters estimation: the mode choice sensitivity revealed by the model is mainly
determined by the parameter . This model parameter was developed based on statistical
regression analysis, which also provided some initial estimates on the mode biases. As
shown by Figure 3.17 for illustrative purpose only (example with two modes, car and PT),
when increases, the model becomes more responsive to the difference in cost.
The GC represents perceived costs, where the unit is minute equivalent, implying the use of
Values of Time (VOT, Rupees / hour) by mode to convert monetary costs (fare, Vehicle
Operating Cost - VOC, parking cost at destination, and toll) into minutes. Occupancy factors
(OCC) are also used for Car+Taxi, 2W, and Auto to obtain person based GC. Below are
described the GC by mode, IVT means In Vehicle Time:
Car+Taxi GC = Time + [((VOC + Toll + Parking Cost) / OCC) / VOT] x 60;
2W GC = Time + [((VOC + Toll + Parking Cost) / OCC) / VOT] x 60;
Auto GC = Time + 1.5 x Wait Time (4) + [(Fare / OCC) / VOT] x 60;
PT GC = IVT + 1.5 x Walk Time + 2 x Wait Time + (Fare / VOT) x 60 + Transfer Time
(Penalty of 5’, apart for transfer from / to metro: 0.5’).
Figure 3.9 Logit Model Sensitivity
Logit model sensitivity
100%
90%
80%
70%
60%
% PT
50%
Lambda 0.04
40% Lambda 0.02
Lambda 0.01
30%
20%
10%
0%
-50 -40 -30 -20 -10 0 10 20 30 40 50
Generalized Cost Difference (Car - PT, min)
Calibration Results
Tables 3.8 and 3.9 demonstrate that there is close correspondence between the synthesised and
observed values from the HIS. Some specific comments can be made:
In theory, for any multi-logit model with four possible choices, there are a maximum of three
bias factors available;
The Lambda parameters trends are sensible, lower for car and higher for NV, meaning less
sensitivity to cost for car
Table 3.8 Calibrated Modal Choice Models Parameters
Segments Lambda Bias mode 1 Bias mode 2 Bias mode 3
HBW-NV -0.008741 0.1630 0.1693 -0.5809
HBW-Car -0.001107 0.8475 -1.0222 -0.6722
HBW-2W -0.001001 -1.4256 -1.4354 -1.0109
HBE-NV -0.019270 0.6813 0.6175 -0.0095
HBE-Car -0.004949 0.9209 0.7873 0.7366
HBE-2W -0.001891 0.8673 0.8412 0.5527
HBB-NV -0.048537 -0.4106 -0.3348 -0.0662
HBB-Car -0.022885 0.9182 -0.9870 -0.6417
HBB-2W -0.003314 -1.8066 -1.1945 -1.0382
HBO-NV -0.006025 2.1653 0.2985 0.1798
HBO-Car -0.003072 0.7893 0.6357 0.9862
HBO-2W -0.003737 0.2715 0.6260 0.6132
Table 3.9 Modal Split Models Calibration Results
Modes HIS Model Difference
Car+Taxi 898827 903255 0.49%
2W 3353560 3343895 0.29%
Auto 826930 828330 0.17%
PT 3993859 4002845 0.22%
Total 9073176 9078325 0.06%
3.2.1.7 Model Validation
3.2.1.7.1 Introduction
This section describes the model validation results, which is the last step in the model development.
Model validation is done for daily model. All the models built are linked together through the output
files and therefore the model validation only uses synthetic data, all produced by the model itself.
The model validation has no impact on the vehicle availability, generation, and attraction models
results, therefore they are the same as the ones presented earlier.
The model validation actually consists of a slight adjustment of the model calibration data to match
the observed figures:
For distribution and modal choice, some biases were added to the costs;
For the PT assignment, transfer time was adjusted to 7.5 minutes (apart for transfer from / to
metro, 1.5 minutes), in order to replicate observed metro trips and boardings.
These calibration adjustments will remain as part of the model for future years and scenario
application. It should also be noted that the model validation results come from an iterative run of the
model in order to ensure the convergence of the results and the consistency with the model runs for
future years.
3.2.1.7.2 Distribution models
Table 3.10 illustrate the distribution models validation results by segment: X1 and X2 parameters, and
trip distribution. Models results are generally close to the HIS database.
Table 3.10 Distribution Models Validation Results
HBW NV 846856 -0.84316 -0.02398 844671 0.26%
HBW Car 1169541 -1.00283 -0.02232 1169116 0.04%
HBW 2W 2364848 -1.23621 -0.03486 2369203 0.18%
HBB NV 426652 -1.11578 -0.01350 425413 0.29%
HBB Car 641530 -2.47170 0.02378 641664 0.02%
HBB 2W 1416558 -1.87393 -0.01319 1419231 0.19%
HBE NV 265463 -0.69755 -0.02773 264667 0.30%
Table 3.10 Distribution Models Validation Results
HBE Car 456721 -0.04748 -0.12299 457436 0.16%
HBE 2W 863107 -1.13519 -0.07329 864622 0.18%
HBO NV 149329 -0.30219 -0.03490 148815 0.34%
HBO Car 151944 -1.89740 -0.03161 152282 0.22%
HBO 2W 320627 -0.60915 -0.09566 321201 0.18%
3.2.1.8 Modal Split Models
This section provides the modal split models validation results, based on a slight update of the costs
compared to the model calibration. Similar to the distribution models, modal split percentages from the
models are very close to the HIS database as shown in Table 3.11
Table 3.11 Modal Split Models Validation Results
Modes HIS Model Difference
Car+Taxi 9.91% 9.95% 0.04%
2W 36.96% 36.83% 0.13%
Auto 9.11% 9.12% 0.01%
PT 44.02% 44.09% 0.07%
Total 100.00% 100.00% 0.00%
3.2.1.9 Future Growth Scenario
Master Plan for Bangalore gives the likely growth to take place within the various areas of study area.
The Master plan also gives locations of various land uses such as residential, commercial, industrial
uses etc. The study area is estimated to have population of about 100.4 Lakh in 2015, 119.9 Lakh in
2021, 159.5 Lakh in 2031 and 192.1 Lakh by 2041. The employment in this area, which is 51.5 Lakh
in 2015, is expected to grow to about 84.52 Lakh in 2041. Similarly, student enrolment is expected to
grow from 26.4 Lakh to 42.3 Lakh in 2041. Traffic zone wise distribution of population, employment
and student enrolment in 2015, 2021, 2031 and 2041.
The proposed growth of population and economy is expected to generate high travel demand. An
integrated landuse transportation model has been built to enable estimation of future travel demand.
The development of travel demand model has been discussed in detail in Chapter 5. As per travel
demand modeling exercise, daily intra travel demand is expected to grow from 90 lakh person trips in
year 2015 to 176 lakh in year 2041. The present chapter examines some transport scenarios to meet
the travel demand and recommends the best scenario for Bangalore metro.
3.2.1.10 Assumptions for Transport Demand Forecasting
The following assumptions have been made for forecasting transport demand for the years 2021,
2031 and 2041.
(i) Calibrated and validated travel demand model has been used
(ii) Land use parameters (population, employment and student enrolment) have been distributed
in various traffic zones for 2021, 2031 and 2041.
(iii) The fare levels of metro have been considered same as that of the existing Delhi Metro
network.
(iv) Inter-city passenger to / from the study area will grow at the growth rate of 3%.
(v) The special generator passenger traffic of airport and railway stations in Bangalore is
expected to grow at 4% per annum.
(vi) Inter-city goods traffic is expected to grow at 3% per annum up to 2041.
(vii) Intra-city goods traffic is expected to grow at 2% per annum up to 2041.
3.2.1.11 Transport Demand Forecast For Phase I & Ii Corridors Of Bangalore Metro 2021
& 2041-Business As Usual Scenario
Considering the above assumptions and calibrated / validated traffic demand model, forecasting of
transport demand has been carried out for metro network with phase I and phase II network scenario
only in the year 2041. The Bangalore Metro Phase I & II corridor is assumed as given metro network
corridor for this scenario. Overall modal split intra trips for various modes in this scenario for the years
2015, 2021 and 2041 is given in Table 3.12. The modal split (% of trips by public transport to total
motorised trips) in favour of public transport in 2041 is expected to be 48.9% which is less than the
2021 level of 49.5%. It indicates that in spite of phase I & II metro corridor, expansion of high capacity
mass transport network will need to be done.
Table 3.12 Daily Trips (Intra-city) by Various Modes in Phase I & II Corridors of Bangalore Metro
2015(Household) 2021 Phase I & II 2041 Phase I & II

SN
Mode Trips Modal Share Trips Modal Share Trips Modal Share
1 Car 898827 9.9 771140 7.0 1175418 6.7
2 Two Wheeler 3353560 37.0 3809052 34.5 6167349 35.0
3 Auto 826930 9.1 986648 8.9 1673696 9.5
4 PT 3993689 44.0 5465250 49.5 8625342 48.9
Total 9073006 100.0 11032090 100.0 17641804 100.0
The traffic assignment in 2041 on road network in this scenario for public transport and other vehicles
are given in Figures 3.10 and 3.11 respectively. These figures show that many roads will still be
overloaded beyond their capacity. Therefore mass transport system such as metro will be required on
many corridors to cater to future transport demand.
Figure 3.10 Expected Peak Hour PT Passengers on Road Network in 2041 with Phase I & II
Scenario
Figure 3.11 Expected Peak Hour traffic Volume (other than PT) on Road Network in 2041 with
Phase I & II Scenario
3.2.1.12 ESTIMATION OF RIDERSHIP FOR PROPOSED NEW LINE:
The travel model generated by M/s RITES has made use of 215 traffic ones. These traffic zones were
generally the wards of BBMP (Brarhut Bangalore Mahangar Palike). This metro line did not figure as
a specific zone in the model. Therefore the wards (traffic zones) which were falling on this corridor
were taken to project the population and employment figures. Furthermore, the employment figures
were suitably adjusted to reflect the high concentration of Software Technology Parks in this area.
With these corrections, the model was run and the ridership figures have been estimated for the years
2021, 2031, 2041 and is given in Table 13.14. As the entire analysis in the present DPR starts from
the year 2020, the Ridership i.e. no of passenger trips per day for the year 2020 has been taken as
3.1 lakhs.
Table 3.13 Employment Along Silk Board Outer Ring Road (ORR)
SN Traffic Zone Name Traffic zone 2015 2021 2031 2041
1 Devasandra 55 19796 27808 33400.5 39035.5
2 A Narayapura 56 34018 42714 46250.75 50730.75
3 Vijayanagar 81 27818 37924 42544.25 46131.75
4 Garudachala palya 82 63156 91948 138834.5 184996
5 Dodda Nekkundi 85 75510 106684 158067 207252.5
6 Marathahalli 86 115634 128678 127867.25 139116.25
7 Bellanduru 150 72162 102156 158679.5 217679
8 HSR Layout 174 82154 97320 112994 134457.75
9 Jakkasandra 173 20446 30384 37334.5 44691.5
Total 510,694.00 665,616.00 855,972.25 1,064,091.00
3.2.1.13 Boarding Alighting
The boarding alighting of peak hour for 2031 and 2041 is given in table below:
The total boarding and alighting for 2031 is 458569 and 458569 respectively and for 2041 boarding
and alighting during peak hour is 574745 and 574746 respectively. Thus estimated ridership in this
section will be about 5 lakhs trips during peak hours by 2031.
Table 3.14 Corridor - K R Puram to Silk Board along ORR
Daily Board 2021 Peak Board 2021 Daily Board 2031 Peak Board 2031 Daily Board 2041 Peak Board 2041
Station Name
Board Alight Board Alight Board Alight Board Alight Board Alight Board Alight
K R Puram 31,016 30,916 8,317 8,256 35,237 34,834 9,189 9,405 40,973 40,481 10,789 10,648
Mahadevapura 13,068 13,199 3,625 3,573 15,479 15,808 4,903 4,837 17,352 17,930 5,422 5,417
DRDO Sports Complex 33,379 33,370 8,793 7,413 41,895 41,867 11,188 9,489 47,116 47,102 12,381 10,450
Doddanekundi 9,974 10,011 2,609 2,608 12,981 13,011 3,228 3,222 15,578 15,615 3,845 3,819
ISRO 24,259 24,366 4,831 6,039 32,180 32,298 6,886 8,452 38,155 38,287 8,598 10,402
Marathahalli 12,357 12,833 4,688 4,473 13,753 14,328 5,376 4,868 15,405 15,967 5,831 5,624
Kodibisanahalli 38,871 38,815 13,347 13,777 40,403 40,345 14,049 14,245 45,761 45,703 16,231 16,323
Kadubeesanahalli 21,261 21,261 3,872 4,405 36,374 36,374 6,421 7,083 51,577 51,577 8,802 9,603
Bellandur 42,024 42,010 13,526 13,799 66,483 66,464 20,123 20,538 94,108 94,083 27,918 28,450
Ibbalur 3,242 3,239 752 377 3,563 3,552 819 497 4,040 4,005 926 629
Agara Lake 2,250 2,404 837 829 2,797 2,957 1,011 996 3,299 3,438 1,140 1,131
HRS Layout 56,951 57,026 18,391 16,398 73,178 72,783 22,892 20,224 90,842 90,069 26,335 24,807
Slik Board 63,161 62,363 20,417 22,054 84,245 83,947 26,872 29,101 1,10,540 1,10,490 35,311 36,226
Total 3,51,813 3,51,813 4,58,569 4,58,569 5,74,745 5,74,746
3.2.1.14 PHPDT:
Maximum PHPDT for the above section is 36226. The table below 3.15 shows the peak hour peak direction trip for above section.
Table 3.26 PHPDT Demand and Capacity Chart
Table 3.15 PHPDT Demand and Capacity Chart

PDPDT PDPDT PDPDT
From To Dir 1 Dir 2 Dir 1 Dir 2 Dir 1 Dir 2
2021 2031 2041
K R Puram Mahadevapura 8317 8256 22054 9189 9405 29101 10789 10648 36226
DRDO Sports
Mahadevapura 11078 10965 12744 12893 14494 14347
Complex
DRDO Sports Complex Doddanekundi 11625 10132 13045 11495 14959 12882
Doddanekundi ISRO 11371 9878 12488 10933 14209 12107
ISRO Marathahalli 11124 10838 12818 12828 15337 15038
Marathahalli Kodibisanhalli 10918 10418 12510 12013 14534 14029

Kodibisanhalli Kadubeesanahalli 11323 11254 15093 14791 19397 18984
Kadubeesanahalli Bellandur 10339 10803 14403 14764 19155 19542
Bellandur Ibbalur 12524 13261 17541 18316 23476 24396
Ibbalur Agara Lake 12343 12706 17350 17804 23294 23916
Agara Lake HSR Layout 19528 18648 25298 24169 32597 31413
HSR Layout Silk Board 22054 20417 29101 26872 36226 35311
3.2.2 Estimation Of Ridership Through Assessment Of Built Up Areas.
M/s Colliers International has estimated the metro ridership over the next 30 years based on the
current occupied and future estimated commercial stock in the influence zone of the ORR – Metro
corridor. The current commercial stock estimated is around 55 Million Sq.Ft. and based upon current
under construction projects, vacant land parcels available for commercial development and historical
influx of commercial space in this corridor, new addition to the commercial office stock has also been
estimated.
Using historical data, the total annual off take of space in this region has been computed and
assumed. The result is the total occupied commercial office stock in this region for each year,
projected for the next 30 years. Using an industry prevalent standard of 100 Sq.Ft per employee, the
total number of employees working in the corridor over the next 30 years has been computed. Using
empirical data, it is assumed that around the same number of people as those working in the
commercial spaces (visitors, dependents, indirect employees, business owners etc) will be present on
a daily basis in the influence zone of the ORR Metro corridor. Public transport in India usage depends
heavily upon the secondary category of the people working in the influence area. Professionals with
higher salaries generally prefer to use their own cars/ means of transport and employees in the lower
salary brackets find it convenient and economically viable to use the public transport systems like a
metro. Using prevalent salary data of IT companies in India, salary pyramid of professionals working
in this region has been constructed.
Based upon estimates, following would be categories in income split.
2% of the employees have an annual salary of 50 Lacs Plus (Assumption: none of the people
falling in this category would be regular users of the Metro)
3% of employees have an annual salary of 30 to 50 Lacs (Assumption: 5% of the people
15% of employees have an annual salary of 18 to 30 lacs (Assumption: 15% of the people
It has been assumed that around 15% of the total visitors and 30% of the people indirectly employed
in this region would be regular users of the metro corridor.
Using the above estimate, the daily total number of users for the metro has been computed. It is
estimated that in 2020 about 3 Lakh people would be using the metro thereby culminating a 6 lakh
trips on the corridor per day.
Refer the Table 3.16 for the estimate. Thus there would be 3.0 Lakh passengers who would depend
upon Metro. Thus the average number of passenger trips (Ridership) will be in the range of 6.0 Lakhs.
Table 3.16 Estimation Of Ridership Through Assessment Of Built Up Areas

KR Puram to Silk Board Junction 1 5 10 15 20 25 30
Parameter 2016 2020 2025 2030 2035 2040 2045
Total Stock 41200000 61100000 71100000 79850000 88600000 97350000 106100000
Occupied stock 39140000 57434000 67545000 75857500 84170000 92482500 100795000
New Addition 1600000 2000000 1750000 1750000 1750000 1750000 1750000
Total Number of employees 391400 574340 675450 758575 841700 924825 1007950
Visitors + dependants 156560 229736 270180 303430 336680 369930 403180
Indirect employment 234840 344604 405270 455145 505020 554895 604770
Tier I 2% 2% 2% 2% 2% 2% 2%
Tier II 3% 3% 3% 3% 3% 3% 3%
Tier III 15% 15% 15% 15% 15% 15% 15%
Tier IV 20% 20% 20% 20% 20% 20% 20%
Tier V 60% 60% 60% 60% 60% 60% 60%
Estimated metro ridership (Direct)
Tier I 0% 0% 5% 5% 5% 5% 5%
Tier II 5% 5% 10% 10% 10% 10% 10%
Tier III 15% 15% 20% 20% 20% 20% 20%
Tier IV 20% 30% 50% 50% 50% 50% 50%
Tier V 25% 30% 60% 70% 70% 70% 70%
Visitors + dependants 15% 20% 30% 35% 40% 40% 40%
Indirect employment 30% 30% 35% 40% 40% 40% 40%
TOTAL DIRECT METRO RIDERSHIP (Users) 83,760 151,626 333,672 420,251 466,302 512,353 558,404
DEMAND FROM VISITORS (Users) 23,484 45,947 81,054 106,201 134,672 147,972 161,272
DEMAND FROM INDIRECT (Users) 70,452 103,381 141,845 182,058 202,008 221,958 241,908
TOTAL DEMAND (Users) 177,696 300,954 556,571 708,509 802,982 882,283 961,584
3.2.3 Estimation of ridership by extrapolating the ridership on the east-west corridor which
is currently operational.
The East – West Corridor of 18.1 Kms is fully operational from May-2016 and the average daily
ridership achieved is 1.20 lakhs without an interchange with North – South Line. With the
commissioning of North - South line in the year 2017 and an interchange at Kempegowda Station,the
average daily ridership on East –West line alone will contribute to about 2.40 lakhs ridership per day.
With an increase of 3% in ridership year on year, the ridership of East –West line of 18.1 Kms will be
2.62 lakhs per day for the year 2020.
The ORR line having a length of 17 km and having two interchanges with the Phase-II lines at KR
Puram and the Central Silk Board Junction, the ridership of East- West line ridership of 2.62 lakhs
per day for the year 2020 can be used as a base for the line. Extrapolating this figures, the ridership
for this line in the year 2020 will definitively exceed 3.0 Lakhs.
On the East – West Corridor of Phase -1 of length of 18.1 Kms with 17 stations the average trip length
presently being achieved is 7.8 Kms.The new line between K R Puram and Central Silk Board
Junction (CSBJ) having a length of 18 Kms with 13 Stations, the Average Trip Length (ATL) which
can be achieved is 9.00 Kms.
3.3 CONCLUSION:
The figures arrived by adopting different methodologies differ from one another. The travel demand
modeling forecast a ridership of 351813 per day in 2021 as per Travel demand model. The
estimation of ridership through assessment of built up areas comes to 310000per day in 2020 and the
estimation of ridership by extrapolating the ridership on the East-West Corridor, the ridership for this
line comes to 310000per day.
Based on the above projections, the ridership per day for the year 2020 can be taken as 310000per
day. The breakup of this ridership on hourly basis is given in Table 3.17
Table 3.17 Ridership on Hourly Basis in the year 2020

6 Hrs 1048 15 Hrs 7860
7 Hrs 1572 16 Hrs 10480
8 Hrs 5240 17 Hrs 15720
9 Hrs 20960 18 Hrs 20960
10 Hrs 36680 19 Hrs 31140
11 Hrs 26200 20 Hrs 26200
12 Hrs 13100 21 Hrs 13100
13 Hrs 10480 22 Hrs 7860
14 Hrs 7860 23 Hrs 5240
CHAPTER 4 – CIVIL ENGINEERING WORKS
4 CIVIL ENGINEERING WORKS

4.1 LINK LINE FROM SILK BOARD – KR PURAM
4.1.1 Description of Alignment
Silk Board and KR Puram stations are planned station in phase 2 of BMRCL. It is now planned to
connect them and convert above stations as interchange stations. The proposed line from Silk board
to KR Puram will run along Outer Ring Road and will be an elevated standard gauge corridor with
double line section having a route length of 17.0 km (up to KR Puram) 11 stations are planned in the
route apart from KR Puram and silk board existing stations. Provision has been kept for extending the
line towards Hebbal.
KR Puram station at the east end of E – W corridor of Ph - II is located on the Outer Ring
Road as an elevated Station. This will be connected as an interchange station for the
proposed route link.
Silk board station is proposed station is in Reach-5 of RV road to Bommasandra section of
phase 2. This proposed link will connect silk board station as an interchange station.
Silk board to KR Puram line is planned along Outer Ring Road median and passes through a
route in congested areas such as silk board and KR Puram. It will connect major IT industries
and residential areas.
This alignment will be served by existing Byappanahalli depot.
Provision has been kept for extending the line in future towards Hebbal via ORR.
4.1.2 Reference point
The centre line of Silk board Metro station has been taken as 0.00 km for reckoning of chainage on
ORR – KR Puram line. Chainage increases from Silk Board Metro station towards KR Puram Metro
station.
4.1.3 Reference line
Line from Silk board station to KR Puram station has been named ‘Up Line’ and from KR Puram
Terminal to Silk Board station has been named as ‘Down Line’.
4.1.4 Index Plan
Index Plan of the alignment from the Centre line of Silk board Metro station to end of KR Puram
Terminal Metro station is given in Figure 4.1.
4.1.5 Alignment Planning and Design Norms
The entire alignment of this extension line is planned to be elevated. As the work on the elevated
stretches of Phase-I of the project have already been completed and phase 2 works are in progress,
the planning norms & design parameters viz., horizontal curves, vertical alignment, design speed,
Bangalore Metro Phase-IIA DPR : K.R.Puram – Silk Board October 2016 Page 4-1
track centre etc as finalized for phase-I and Phase-II, the same will be used for Silk board – KR
Puram metro line. Section of Viaduct shown in Figure 4.2:
4.1.6 Terminal Station
1. KR Puram: It is proposed to plan elevated terminal station at KR Puram near the KR Puram
hanging bridge as the interchange station on this corridor so as to facilitate the transit towards
Silk board, Hebbal and towards Whitfield. At this station, the train interchange facilities are
being proposed. The C/L of the KR Puram terminal station is at chainage 17.0 km whereas
the Byappanahalli depot is at chainage 19.50 km.
2. Silk board: Silk board is planned as elevated station on Reach-5 metro line from RV road to
Bommasandra and Silk board station is now proposed to be connected to interchange station
which will allow commuters travelling from Electronic City and towards RV Road and KR
Puram.
Figure 4.1 Silk board to KR Puram Metro Line
4.1.7 Horizontal Alignment
The line extending from the silk board station will generally follow median of the Outer Ring Road to
KR Puram. Eleven stations are planned on Silk board – KR Puram line namely Silk board Jn. [Ch.(-)
0000.000], HSR Layout [Ch.(-) 1385.949], Agara Lake [Ch.(-)2630.425], Ibbalur [Ch.(-) 5485.695],
Bellandur [Ch.(-) 7142.716], Kadubeesanahalli [(-) 8567.283], Kodibisanahalli [(-) 9881.544],

Marathahalli [(-) 10942.640], ISRO [(-) 12656.544], Doddanekundi [(-) 13437.806], DRDO Sports
Complex [(-) 14393.523], Mahadevpura [(-) 15837.157], KR Puram [(-) 17000.000]. Schematic Plan
of the alignment is enclosed.
4.1.8 Vertical Alignment
Track supporting structures on elevated sections are to permit a vertical clearance of 5.50m above
road level for vehicular traffic. For meeting this requirement the rail level is planned to be least 8.50 m
above the road level. Similarly, the rail level for the stations is kept as 9.8 m as it is single level station
an d concourse level is eliminated. There is footbridge under the viaduct for cross platform
interchange.
The minimum radius of Vertical curve is kept as 2000 Radius as per approved SOD, and track centers
are kept at 4.20 m
4.1.9 Curves
33 numbers of horizontal curves have been proposed from silk board to KR Puram. The radius of
curves varies from 200 m to 3000 m. The sharpest curve is 200 m. A statement of curves is given at
Table 4.1.
Table 4.1 Statement of Curves

Degree of
Start
No. Length Radius End Station Delta angle Curvature by
Station
Arc
25.000m 0+249.85m 0+274.85m 3.5810 (d)
1 21.630m 200.000m 0+274.85m 0+296.48m 6.1965 (d) 8.5944 (d)
25.000m 0+296.48m 0+321.48m 3.5810 (d)
20.000m 0+357.54m 0+377.54m 2.8648 (d)
2 2.122m 200.000m 0+377.54m 0+379.66m 0.6079 (d) 8.5944 (d)
20.000m 0+379.66m 0+399.66m 2.8648 (d)
30.000m 0+455.64m 0+485.64m 2.4555 (d)
3 133.515m 350.000m 0+485.64m 0+619.16m 21.8567 (d) 4.9111 (d)
30.000m 0+619.16m 0+649.16m 2.4555 (d)
25.000m 0+874.66m 0+899.66m 2.8648 (d)
4 36.037m 250.000m 0+899.66m 0+935.69m 8.2591 (d) 6.8755 (d)
25.000m 0+935.69m 0+960.69m 2.8648 (d)
35.000m 1+146.98m 1+181.98m 0.5013 (d)
5 68.655m 2000.000m 1+181.98m 1+250.64m 1.9668 (d) 0.8594 (d)
35.000m 1+250.64m 1+285.64m 0.5013 (d)
30.000m 1+908.94m 1+938.94m 3.4377 (d)
6 84.674m 250.000m 1+938.94m 2+023.62m 19.4059 (d) 6.8755 (d)
30.000m 2+023.62m 2+053.62m 3.4377 (d)
30.000m 2+102.87m 2+132.87m 3.4377 (d)
7
74.122m 250.000m 2+132.87m 2+206.99m 16.9874 (d) 6.8755 (d)

Degree of
Start
Station
Arc
30.000m 2+206.99m 2+236.99m 3.4377 (d)
35.000m 2+369.93m 2+404.93m 1.4324 (d)
8 58.630m 700.000m 2+404.93m 2+463.56m 4.7989 (d) 2.4555 (d)
35.000m 2+463.56m 2+498.56m 1.4324 (d)
25.000m 2+927.45m 2+952.45m 3.5810 (d)
9 8.029m 200.000m 2+952.45m 2+960.48m 2.3002 (d) 8.5944 (d)
25.000m 2+960.48m 2+985.48m 3.5810 (d)
25.000m 3+184.79m 3+209.79m 2.0463 (d)
10 35.804m 350.000m 3+209.79m 3+245.60m 5.8611 (d) 4.9111 (d)
25.000m 3+245.60m 3+270.60m 2.0463 (d)
25.000m 3+279.02m 3+304.02m 3.5810 (d)
11 0.525m 200.000m 3+304.02m 3+304.54m 0.1503 (d) 8.5944 (d)
25.000m 3+304.54m 3+329.54m 3.5810 (d)
25.000m 3+396.01m 3+421.01m 3.5810 (d)
12 5.697m 200.000m 3+421.01m 3+426.71m 1.6320 (d) 8.5944 (d)
25.000m 3+426.71m 3+451.71m 3.5810 (d)
25.000m 3+629.50m 3+654.50m 2.3873 (d)
13 2.990m 300.000m 3+654.50m 3+657.49m 0.5711 (d) 5.7296 (d)
25.000m 3+657.49m 3+682.49m 2.3873 (d)
25.000m 3+685.17m 3+710.17m 3.5810 (d)
14 5.922m 200.000m 3+710.17m 3+716.09m 1.6966 (d) 8.5944 (d)
25.000m 3+716.09m 3+741.09m 3.5810 (d)
30.000m 4+170.81m 4+200.81m 0.8594 (d)
15 124.497m 1000.000m 4+200.81m 4+325.31m 7.1331 (d) 1.7189 (d)
30.000m 4+325.31m 4+355.31m 0.8594 (d)
30.000m 4+643.57m 4+673.57m 0.5730 (d)
16 107.044m 1500.000m 4+673.57m 4+780.61m 4.0888 (d) 1.1459 (d)
30.000m 4+780.61m 4+810.61m 0.5730 (d)
25.000m 5+159.62m 5+184.62m 2.8648 (d)
17 148.661m 250.000m 5+184.62m 5+333.28m 34.0706 (d) 6.8755 (d)
25.000m 5+333.28m 5+358.28m 2.8648 (d)
25.000m 5+565.91m 5+590.91m 2.8648 (d)
18 21.950m 250.000m 5+590.91m 5+612.86m 5.0305 (d) 6.8755 (d)
25.000m 5+612.86m 5+637.86m 2.8648 (d)
25.000m 5+696.75m 5+721.75m 2.8648 (d)
19 25.514m 250.000m 5+721.75m 5+747.27m 5.8473 (d) 6.8755 (d)
25.000m 5+747.27m 5+772.27m 2.8648 (d)
30.000m 5+990.86m 6+020.86m 0.2865 (d)
20 35.159m 3000.000m 6+020.86m 6+056.02m 0.6715 (d) 0.5730 (d)
30.000m 6+056.02m 6+086.02m 0.2865 (d)

Degree of
Start
Station
Arc
30.000m 6+390.61m 6+420.61m 0.4297 (d)
21 37.940m 2000.000m 6+420.61m 6+458.55m 1.0869 (d) 0.8594 (d)
30.000m 6+458.55m 6+488.55m 0.4297 (d)
30.000m 7+610.56m 7+640.56m 1.1459 (d)
22 189.767m 750.000m 7+640.56m 7+830.32m 14.4972 (d) 2.2918 (d)
30.000m 7+830.32m 7+860.32m 1.1459 (d)
30.000m 9+045.18m 9+075.18m 1.1459 (d)
23 188.762m 750.000m 9+075.18m 9+263.94m 14.4204 (d) 2.2918 (d)
30.000m 9+263.94m 9+293.94m 1.1459 (d)
30.000m 9+609.23m 9+639.23m 1.4324 (d)
24 90.847m 600.000m 9+639.23m 9+730.08m 8.6753 (d) 2.8648 (d)
30.000m 9+730.08m 9+760.08m 1.4324 (d)
30.000m 10+208.74m 10+238.74m 0.8594 (d)
25 125.618m 1000.000m 10+238.74m 10+364.36m 7.1974 (d) 1.7189 (d)
30.000m 10+364.36m 10+394.36m 0.8594 (d)
30.000m 10+657.41m 10+687.41m 0.4297 (d)
26 115.748m 2000.000m 10+687.41m 10+803.16m 3.3159 (d) 0.8594 (d)
30.000m 10+803.16m 10+833.16m 0.4297 (d)
30.000m 11+170.67m 11+200.67m 1.4324 (d)
27 147.494m 600.000m 11+200.67m 11+348.16m 14.0846 (d) 2.8648 (d)
30.000m 11+348.16m 11+378.16m 1.4324 (d)
30.000m 11+461.17m 11+491.17m 0.8594 (d)
28 97.104m 1000.000m 11+491.17m 11+588.28m 5.5636 (d) 1.7189 (d)
30.000m 11+588.28m 11+618.28m 0.8594 (d)
30.000m 12+233.87m 12+263.87m 2.1486 (d)
29 243.492m 400.000m 12+263.87m 12+507.36m 34.8776 (d) 4.2972 (d)
30.000m 12+507.36m 12+537.36m 2.1486 (d)
30.000m 15+133.33m 15+163.33m 0.2865 (d)
30 15.853m 3000.000m 15+163.33m 15+179.19m 0.3028 (d) 0.5730 (d)
30.000m 15+179.19m 15+209.19m 0.2865 (d)
30.000m 15+296.02m 15+326.02m 1.7189 (d)
31 21.131m 500.000m 15+326.02m 15+347.15m 2.4215 (d) 3.4377 (d)
30.000m 15+347.15m 15+377.15m 1.7189 (d)
30.000m 16+163.04m 16+193.04m 0.9549 (d)
32 42.515m 900.000m 16+193.04m 16+235.55m 2.7066 (d) 1.9099 (d)
30.000m 16+235.55m 16+265.55m 0.9549 (d)
30.000m 16+613.43m 16+643.43m 4.2972 (d)
33 172.973m 200.000m 16+643.43m 16+816.40m 49.5531 (d) 8.5944 (d)
30.000m 16+816.40m 16+846.40m 4.2972 (d)
Details of Horizontal Curves:
Total length of the stretch : 17.0 km
Number of Horizontal Curves : 28 nos.
Total length of curves : 2.5 Km
% length of Curves : 14.7%
Minimum Radius of horizontal curve : 200m
4.1.10 Gradients
The detail statement of gradients is placed in Table 4.2. There are no sharp gradient envisaged in the
alignment as the road is fairly flat and we are following the road alignment. The straight gradient has
been kept as 2.85%
Table 4.2 Statement of Gradients
A Profile Profile
PVI Grade Grade
No. PVI Station (Grade Curve Curve Curve Radius
Elevation In Out
Change) Type Length
1 0+000.00m 891.152m 0.00%
2 0+100.00m 891.152m 0.00% -0.66% 0.66% Crest 13.243m 2000.000m
3 0+425.00m 889.000m -0.66% 0.05% 0.71% Sag 14.291m 2000.000m
4 1+302.71m 889.460m 0.05% 0.00% 0.05% Crest 1.048m 2000.000m
5 1+500.00m 889.460m 0.00% -0.53% 0.53% Crest 10.618m 2000.000m
6 1+775.00m 888.000m -0.53% 0.36% 0.89% Sag 17.891m 2000.000m
7 2+325.00m 890.000m 0.36% -0.79% 1.15% Crest 23.073m 2000.000m
8 2+525.00m 888.420m -0.79% 0.00% 0.79% Sag 15.800m 2000.000m
9 2+725.00m 888.420m 0.00% 0.36% 0.36% Sag 7.114m 2000.000m
10 4+575.00m 895.000m 0.36% -0.91% 1.26% Crest 25.295m 2000.000m
11 5+125.00m 890.000m -0.91% 0.80% 1.71% Sag 34.246m 2000.000m
12 5+375.00m 892.008m 0.80% 0.00% 0.81% Crest 16.122m 2000.000m
13 5+650.00m 892.000m 0.00% -0.16% 0.16% Crest 3.142m 2000.000m
14 6+275.00m 891.000m -0.16% 0.24% 0.40% Sag 7.906m 2000.000m
15 6+700.00m 892.000m 0.24% -2.04% 2.28% Crest 45.523m 2000.000m
16 7+050.00m 884.857m -2.04% 0.00% 2.04% Sag 40.817m 2000.000m
17 7+250.00m 884.857m 0.00% 0.33% 0.33% Sag 6.531m 2000.000m
18 7+600.00m 886.000m 0.33% 0.85% 0.52% Sag 10.438m 2000.000m
19 8+425.00m 893.000m 0.85% -0.03% 0.88% Crest 17.586m 2000.000m
20 8+675.00m 892.923m -0.03% -1.67% 1.64% Crest 32.734m 2000.000m
21 9+450.00m 880.000m -1.67% 0.34% 2.01% Sag 40.107m 2000.000m
22 9+775.00m 881.098m 0.34% 0.00% 0.34% Crest 6.757m 2000.000m
23 9+975.00m 881.098m 0.00% 0.02% 0.02% Sag 0.354m 2000.000m
24 10+400.00m 881.173m 0.02% 1.61% 1.59% Sag 31.895m 2000.000m
25 10+825.00m 888.026m 1.61% 0.03% 1.59% Crest 31.739m 2000.000m
Table 4.2 Statement of Gradients
A Profile Profile
PVI Grade Grade
No. PVI Station (Grade Curve Curve Curve Radius
Elevation In Out
Change) Type Length
26 11+050.00m 888.083m 0.03% 2.46% 2.44% Sag 48.759m 2000.000m
27 11+625.00m 902.248m 2.46% 0.15% 2.31% Crest 46.206m 2000.000m
28 12+350.00m 903.358m 0.15% 0.75% 0.60% Sag 11.981m 2000.000m
29 12+568.32m 905.000m 0.75% 0.00% 0.75% Crest 15.043m 2000.000m
30 12+761.09m 905.000m 0.00% -2.20% 2.20% Crest 43.906m 2000.000m
31 13+325.00m 892.621m -2.20% 0.00% 2.20% Sag 43.906m 2000.000m
32 13+550.00m 892.621m 0.00% -0.99% 0.99% Crest 19.813m 2000.000m
33 13+925.00m 888.906m -0.99% 1.22% 2.21% Sag 44.257m 2000.000m
34 14+300.00m 893.489m 1.22% 0.00% 1.22% Crest 24.445m 2000.000m
35 14+500.00m 893.489m 0.00% -0.74% 0.74% Crest 14.890m 2000.000m
36 14+700.00m 892.000m -0.74% 0.91% 1.65% Sag 33.097m 2000.000m
37 15+725.00m 901.331m 0.91% 0.06% 0.85% Crest 17.073m 2000.000m
38 16+450.00m 901.742m 0.06% 2.85% 2.79% Sag 55.866m 2000.000m
39 16+875.00m 913.854m 2.85% 1.13% 1.72% Crest 34.429m 2000.000m
40 17+150.00m 916.958m 1.13%
Details of Vertical Curves
Minimum Radius : 200 m
Maximum Gradient : 2.85%
4.1.11 Station Planning
Silk Board to KR Puram alignment covers 18.00 km and consists of the following stations:
Table 4.3 List of Station Name (DPR Locations)
1 KR Puram Existing Metro station phase II
2 Mahadevpura
3 DRDO Sports Complex
4 Doddanekundi
5 ISRO
6 Marathahalli
7 Kodibisanahalli
8 Kadubeesanahalli
9 Bellandur
10 Ibbalur.
11 Agara Lake
12 HSR Layout
13 Silk board (Phase – II Existing)
4.1.12 Station Design
As per the configuration of alignment, all the stations would be elevated as follows:
1. On the middle of the road – HSR Layout, Agara Lake, Bellandur, Kaadubeesanahalli,
Kodibisanhalli, Marathahalli, ISRO, Doddanekundi, DRDO Sports Complex, Mahadevpura
station.
2. Partially on the service road –Silk board, Ibbalur and KR Puram Terminal station.
4.1.13 Station Locations
I. Silk Board
Silk board Station is the 1st station on Silk board – KR Puram line. The elevated station has been
proposed before the silk board junction. The chainage of the station is (-) 000.000. The main access
to the station is proposed by the side of the road. Ancillary Structures required for operational
activities have been housed in on LHS.
II. HSR Layout

HSR Layout Station is the 1st station on Silk board – KR Puram line. The elevated station has been
proposed on the middle of ORR leading towards KR Puram. The station is located on the centre of
the ORR. The chainage of the station is (-) 1385.949. The main access to the station is proposed
across the road. Ancillary Structures required for operational activities have been housed in vacant
area on LHS.
III. Agara Lake

This is an elevated station, on the middle of the ORR leading towards KR Puram. The station is
located on the middle of ORR. The chainage of the station is (-) 2630.425. The main access to the
station is proposed across the road. Ancillary Structures required for operational activities have been
housed in vacant area on LHS.
IV. Ibbalur
This is the 3rd station on Silk board – KR Puram line. The elevated station has been proposed on the
middle of left side service road of the ORR leading towards KR Puram. The chainage of the station is
(-) 5485.695. The accesses to the station are proposed across the road. Ancillary Structures required
for operational activities have been housed in part of the area on LHS.
V. Bellandur
This is the 4th station on Silk board – KR Puram line. The elevated station has been proposed on the
middle of ORR leading towards KR Puram. The chainage of the station is (-) 7142.716. The access to
the station is proposed across the road. Ancillary Structures required for operational activities have
been housed in open area on LHS.
VI. Kadubeesanahalli
This is the 5th on Silk board – KR Puram line. The elevated station has been proposed on the middle
of ORR leading towards KR Puram. The chainage of the station is (-) 8567.283. The access to the
housed in open area on LHS.
VII. Kodibisanahalli
VIII. Marathahalli
housed in open area on LHS. This Station is planned in the middle of ORR and direct entry and exit
from above the under pass is considered.
IX. ISRO
of ORR leading towards Mysore. The chainage of the station is (-) 12656.544. The access to the
X. Doddanekundi
This is the 10th on Silk board – KR Puram line. The elevated station has been proposed on the
middle of ORR leading towards KR Puram. The chainage of the station is (-) 13437.806. The access
to the station is proposed across the road. Ancillary Structures required for operational activities have
been housed in open area on LHS and due to hospital on the RHS.
XI. DRDO Sports Complex

been housed in open area on LHS and due to IT industries on the RHS.
XII. Mahadevpura
been housed in open area on LHS and due to Gas pipe lines on the RHS.
XIII. KR Puram
This is the last on Silk board – KR Puram line. The elevated station has been proposed on the middle
housed in open area on RHS. This line will further continue to Byappanahalli Depot.
4.1.14 Station Facilities
The elevated alignment generally passes on median of the road and the station is also proposed
above the road with entries planned on service road. The proposed stations will have two side
platforms and the access to the platforms is through staircases and escalators, housed in the paid
area of concourse. The commuters can access the platform at 10.8 m height. A connecting bridge is
planned below the viaduct connecting the two platforms on either side to permit commuters to
interchange platform.
The ground level has been proposed for parking/ ancillary structures and space for movement of
commuters.
Ticket / token counters and information have been proposed in the unpaid area of concourse.
Automatic Fare Collection machines have been proposed between paid & unpaid concourse. The
commuter after purchasing ticket / token enters into the paid concourse.
A conflict free circulation system is proposed for commuters and operational staff.
Elevators have been proposed for elderly and physically challenged persons from ground to
concourse and concourse to the platforms. There will be a special dedicated path with tactile flooring
for visually impaired persons.
Plaza has been proposed in front of the station for pedestrian movement, facilities for parking for
private vehicles and public transport.
Public Conveniences in the form of paid toilets have also been proposed at the station, and also paid
toilets outside the station building.
4.1.15 Architectural Finishes
Light weight and sleek steel structures have been envisaged for roof of stations with translucent fabric
sheeting for ambient day lighting within the stations. Granite floor, stainless steel and balustrade etc
have been proposed for aesthetic reasons and for ease of maintenance. The structural system
proposed is modern, sleek and aesthetically appealing and cost effective.
4.1.16 Passenger Facilities
The proposed station will have the following facilities for the information of the passenger:
Passenger Information Display System

Public Address System
Clocks
Signage
4.1.17 Utilities and Services
The proposed alignment of Silk board to KR Puram is traversing along the Outer Ring Road. Number
of sub-surface, surface and over head utility services viz. sewers, water supply lines, storm water
drains, telephone cables, overhead electrical transmission lines, electric poles, traffic signals etc. are
existing along the proposed alignment. These utility services are essential and have to be maintained
in working order during different stages of construction by temporary / permanent diversions or by
supporting in position. As such, these may affect construction and project implementation time
schedule / costs, for which necessary planning / action needs to be initiated in advance.
4.1.18 Typical Station
The station is proposed above of the road. The commuters can access the platform at 10.8 m height.
A connecting bridge is planned below the viaduct connecting the two platforms on either side. The
typical station plan and sections is given in Fig. 4.3 to Fig. 4.6 are enclosed.
4.1.19 Drawings
The detailed drawings including the General arrangement drawings for entire section and station
plans and elevation is provided in Volume – 2 in this report.
Table 4.4 List of Drawings

Sl.No. Sl.No. DRAWING No. Drawings
INDEX MAP SHOWING THE
ALIGNMENT FROM SILKBOARD
1 INDICATIVE
TO KR PURAM WITH STATION
NAMES
GENERAL ARRANGEMENT DRAWINGS
HORIZONTAL AND VERTICAL
ALIGNMENT FROM CH: 0.000 m
2 SHEET 1 TO SHEET 27.
TO 17000.000 m (SILK BOARD
TO KR PURAM)
TYPICAL STATIONS (FROM AGARA TO MAHADEVPURA)
BMRCL/SCH/TYP
3 1 INSERTION LEVEL PLAN
STAT/ARC/DRWG-001
BMRCL/SCH/TYP
4 2 GROUND LEVEL PLAN
STAT/ARC/DRWG-002
BMRCL/SCH/TYP
5 3 CONCOURSE LEVEL PLAN
STAT/ARC/DRWG-003
BMRCL/SCH/TYP
6 4 PLATFORM LEVEL PLAN
STAT/ARC/DRWG-004
BMRCL/SCH/TYP
7 5 ROOF LEVEL PLAN
STAT/ARC/DRWG-005
BMRCL/SCH/TYP
8 6 ELEVATION 1 & 2
STAT/ARC/DRWG-006
BMRCL/SCH/TYP CROSS SECTION C-C, D-D & E-
9 7
STAT/ARC/DRWG-007 E
BMRCL/SCH/TYP LONGITUDINAL SECTION A-A &
10 8
STAT/ARC/DRWG-008 B-B
SILK BOARD INTERCHANGE STATION ( CH: 0.000 m )
11 1 BMRCL/SCH/SB/ARC/DRWG-001 INSERTION LEVEL PLAN
12 2 BMRCL/SCH/SB/ARC/DRWG-002 STREET LEVEL PLAN
13 3 BMRCL/SCH/SB/ARC/DRWG-003 INTERMIEDIATE LEVEL PLAN
14 4 BMRCL/SCH/SB/ARC/DRWG-004 CONCOURSE LEVEL PLAN
15 5 BMRCL/SCH/SB/ARC/DRWG-005 PLATFORM LEVEL PLAN
16 6 BMRCL/SCH/SB/ARC/DRWG-006 ROOF LEVEL PLAN
17 7 BMRCL/SCH/SB/ARC/DRWG-007 ELEVATION 1 & 2
18 8 BMRCL/SCH/SB/ARC/DRWG-008 CROSS SECTION A-A & B-B
19 9 BMRCL/SCH/SB/ARC/DRWG-009 CROSS SECTION C-C & D-D
20 10 BMRCL/SCH/SB/ARC/DRWG-010 LONGITUDINAL SECTION
K. R. PURAM INTERCHANGE STATION ( CH: 17000.000 m )
21 1 BMRCL/SCH/KRP/ARC/DRWG-001 GROUND LEVEL PLAN
22 2 BMRCL/SCH/KRP/ARC/DRWG-002 CONCOURSE LEVEL PLAN
23 3 BMRCL/SCH/KRP/ARC/DRWG-003 PLATFORM LEVEL PLAN
24 4 BMRCL/SCH/KRP/ARC/DRWG-004 CROSS SECTION B-B.
CHAPTER 5 – PLANNING AND DESIGN PARAMETER
5 PLANNING AND DESIGN PARAMETERS

5.1 GEOMETRIC DESIGN NORMS
The design norms related to the metro alignment described herewith have been worked out based on
a detailed evaluation, experience and internationally accepted practices. Various alternatives were
considered for most of these parameters but the best-suited ones have been adopted for the system
as a whole.
5.2 HORIZONTAL CURVES
On consideration of maximum allowable cant of 125 mm and cant deficiency of 100 mm on Metro
tracks, the safe speed on curves of radii of 400 m or more is 80 km/h. On elevated section use of
curves with minimum radius of 200 m, having speed of 55 km/h shall be adopted. There are,
however, exceptional situations where due to site constraints; use of sharper curves is unavoidable.
Under such situations sharp curves up to 120 m radius (safe speed of 40 km/h) have been adopted.
In curves sharper than 190m radius check rails are to be provided.
For maximum permissible speed on curve with various radii table 5.1 may be referred.
Curve radius in mid section: Elevated Section
Preferred Radius without check rail : >190m

Minimum : 200 m
Minimum curve radius at stations : 1000 m
Maximum permissible cant (Ca) : 125 mm (To be avoided as far as possible)
Maximum Desirable Cant (Ca) : 110 mm
Maximum cant deficiency (Cd) : 100 mm
If depot is coming in this reach, provision for minimum radius and curve is 100m as per SOD and the
track spacing shall be suitable increased as per provisions of SOD.
5.3 TRANSITION CURVES
Due to undulating terrain of Bengaluru city it is necessary to provide frequent vertical curves along the
alignment. The existing roads also have frequent curves. These constraints may lead to reduced
lengths of transition curves. However for safety and comfort of passengers, the transition curves have
to be designed with certain minimum parameters.
Minimum length of Transitions of

Horizontal curves (m) : 0.5 cant gradient of 1 in 500
No overlap is allowed between transition curves and vertical curves.
Minimum straight between two
Transition curves : Either 25 m or NIL.
Minimum curve length between
Two transition curves : 25 m
Bangalore Metro Phase –II A DPR – KR Puram to Silk board October 2016 Page 5-1
5.4 VERTICAL ALIGNMENT
5.4.1 Elevated Sections
Track supporting structures on Elevated sections are to permit a vertical clearance of 5.5 m above
road level. Similarly, the rail level for the stations on road locations (with concourse on sides on
ground) shall be at least 10.5 m above the road level in the central portion and 9.5 m at ends. With
elevated concourse the rail level at stations shall be 12.8 m. For the tracks carried on portals on
roads, the minimum rail level shall be 9.5 m above the road level.
The track center to centre distance of 4.2 m will be provided on the elevated section keeping in view
the minimum radius of 190 m.
5.4.2 Gradients
Normally the stations shall be on level stretch. In exceptional cases station may be on a grade of 0.1
%. Between stations, generally the grades may not be steeper than 2.0 %. However, there are a few
situations, where steeper grades are unavoidable. These are:
Switch over ramp between underground and elevated sections where a grade up to 4% is adopted to
minimize the length of ramp. This included the grade compensation for curves.
Desirable gradient at stations level

Maximum gradient at stations : 1 in 400 %
Maximum gradient in mid section
Normal : 2.0 %
Exceptional : 4.0 % (compensated for curves) Permissible
Gradients in Turnouts
On Ballasted Tracks : 0.25 %
Ballasted Tracks : 2.5 %
There shall be no change of grade on and within 15.0 m of any turnout on ballast less track. Similarly,
there shall be no change of grade on and within 30.0 m of any turnout on ballasted track. In case of
turnout on gradient, there shall be no horizontal curve on and with 15.0 m of any turnout on ballast
less track and 30.0 m of any turnout on ballasted track.
5.4.3 Vertical Curves
Vertical curves are to be provided when change in gradient exceeds 0.4%. However it is
recommended to provide vertical curves at every change of gradient.
Minimum radius of vertical curves:

On main line : 1500 m
And other Locations
Minimum length of vertical curve : 25 m
5.5 DESIGN SPEED
The maximum sectional speed will be 80 km/h. However, the applied cant, and length of transition
will be decided in relation to normal speeds at various locations, as determined by simulation studies
of alignment, vertical profile and station locations. This is with the objective of keeping down the wear
on rails on curves to the minimum.
5.5.1 Spacing of Tracks
The spacing of tracks shall be 4200mm. In depot, the spacing to be changed beyond 4.20 m as per
provisions of SOD BMRCL 2015, for curves of gradient less than 120.0 m to 100.0 m
5.6 PERMANENT WAY
5.6.1 Track Structure
Track on Metro Systems is subjected to intensive usage with very little time for day-to-day
maintenance. Thus, it is imperative that the track structure selected for Metro Systems should be long
lasting and should require minimum or no maintenance and at the same time, ensure highest level of
safety, reliability and comfort, with minimum noise and vibrations. The track structure has been
proposed keeping the above philosophy in view.
Two types of track structures are proposed for any Metro. The normal ballasted track is suitable for
At-Grade (surface) portion of Main Lines and in Depot (except inside the Workshops, inspection lines
and washing plant lines. The ballast-less track is recommended on Viaducts and inside tunnels as the
regular cleaning and replacement of ballast at such location will not be possible. Only in case of the
depot normal ballasted track is proposed for adoption.
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
taken through the turnouts.
The track will be laid with 1 in 20 canted rails including turnouts and the wheel profile of Rolling Stock
should be compatible with the rail cant and rail profile.
5.6.2 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
grade of rails be 880 grade, which are manufactured indigenously.
5.6.3 Ballast less Track on Viaducts
On the viaducts, it is proposed to adopt plinth type ballast less track structure with RCC derailment
guards integrated with the plinths. Further, it is proposed to adopt fastenings System or any other
suitable system on both types of ballast less track structures, with a base-plate to base-plate spacing
of 70 cm on viaducts and with fastenings systems for ballast less track which satisfy performance
criteria of fastening system for ballast less track on Metro Rails issued by Government of India,
Ministry of Railways December 2015.
5.6.4 Ballast less Track in Depot
The ballast less track in Depot may be of the following types:
Discretely supported on concrete/steel pedestal for inspection lines.

Embedded rail type inside the Workshop.
Plinth type for Washing Plant line.
Normal Ballast less (as on viaduct) for Washing lines, Stabling and other running lines.
5.6.5 Turnouts
From considerations of maintainability and riding comfort, it is proposed to lay the turnouts
also with 1 in 20 cant. Further, it is proposed to adopt the following two types of turnouts:
On main lines, 1 in 9 type turnout with a lead radius of 300 metres which has speed potential
of 45 km/h as divergent track.
i. On Depot lines, 1 in 7 type turnout with a lead radius of 400 meters which has a
speed potential of 35 km/h as divergent track.
The Scissors cross-overs on Main Lines (1 in 9 type) will be with a minimum track centre of
5.5 m.
The proposed specifications for turnouts are given below: -
i. The turnouts should have fan-shaped layout so as to have same sleepers/base-
plates, and slide chairs for both LH and RH turnouts.
ii. The switches and crossings should be interchangeable between ballasted and ballast
less turnouts (if required).
The switch rail should be with thick web sections, having forged end near heel of switch for
easy connection with lead rails & behind the heel of switch. The switches should have anti
creep device at heel of switch for minimising the additional LWR forces transmitted from
tongue rail to stock rail.
The crossings should be made of cast manganese steel and with welded leg extensions.
These crossings should be explosive hardened type for main lines and without surface
hardening for Depot lines.
The check rails should be with UIC-33 rail section without being directly connected to the
running rails.
5.6.6 Buffer Stops
On main lines and Depot lines, friction buffer stops with mechanical impact absorption (non-hydraulic
type) need to be provided. On elevated section the spans on which friction buffer stops are to be
installed are to be designed for an additional longitudinal force of 85 T, which is likely to be
transmitted in case of Rolling Stock impacting the friction Buffer Stops.
5.6.7 Welding
Flash Butt Welding Technique is to be used for welding of rails. Alumino-Thermic Welding is to be
done only for those joints which cannot be welded by Flash Butt Welding Technique, such as joints at
distressing locations and approach welds of switches & crossings. For minimizing the population of
Thermit welds, mobile (rail-cum-road or portable) Flash Butt Welding Plant will have to be deployed.
5.7 OPERATING ENVIRONMENT:
Track Structure should fulfill generally the following conditions:
Standard gauge – 1435mm.

Rail Seat inclination (slope): 1 in 20
Speed potential – 80 Kmph (max.)
Static axle load – 15 T (max.)
Design rail temperature range – (-) 10 degree Celsius to (+) 70 degree Celsius
Maximum curvature and ruling gradient – As specified in SOD
5.8 TRACK STRUCTURE:
General: The track structure should fulfill the following requirements:

The track structure should confirm to / satisfy Schedule of Dimension requirement and other
maintenance instructions of Metro systems.
Ride comfort and running safety of track vehicle dynamics should be satisfied.
The track structure should be designed with long welded / continuously welded rail on main
line track in case of ballasted as well as ballastless track.
The horizontal alignment shall consist of a series of straights joined to circular curves
generally with transition curves. Curvature and cant shall be calculated based on the train
speed for each train type on the section. Compound and reverse curves are acceptable,
provided they are connected by an adequate transition curve.
The vertical alignment should be designed to achieve a smooth profile line with gradual
changes. Changes in the profile should be connected by vertical curves, which shall be as
generous in length as the location allows. Vertical curves including its transition shall not be
located at stations within the length of platform. A vertical curve within the length of transition
and turnouts is also not desirable. Vertical curve radius is constrained by the need to limit the
vertical acceleration for passenger ride comfort.
5.9 THE TECHNICAL STANDARDS FOR TRACK STRUCTURE DEALS WITH THE FOLLOWING
COMPONENTS –
I. Rail and Welding

II. Sleeper and Fastening for ballasted track
III. Track slab for ballastless track
IV. Fastening system for ballastless track
V. Insulated glued joint
VI. Turnout, scissors crossover

VII. Switch Expansion Joints
VIII. Gradients
5.10 RAILS AND RAIL WELDING
Rails
For Main Line Track: The rail used on main line on curves and approaches of stations shall be 60E1
(UIC 60), 1080 grade Head Hardened. At other locations on straight line of main line, the use of 60E1
(UIC 60), 1080 grade HH/60E1 (UIC 60), 880 grade rail shall be decided by Metro Railway
depending upon speed, axle load and other factors pertaining to safety and life of rail. However on
curves with small straight track in between, the 60E1 (UIC 60), 1080 grade Head hardened rail should
be continued on straight patches also. It is essential to have preventive rail grinding arrangements in
case 60E1 (UIC 60), 1080 HH rails are used.
For Depot lines:
The rail used on depot lines can be non-head hardened and shall be 60E1 (UIC 60), 880 grade.
Specification:
The rail shall be class ‘A’ rails as per IRS-T-12-2009 specification with latest amendments. However,
any suitable length of rail more than 13m considered appropriate by Metro on consideration of
transportation and handling can be adopted, provided the rails are ultimately welded into long welded
rails. The rail shall be manufactured and tested in accordance with IRS-T-12-2009 (with latest
amendment). The chosen manufacturers shall be required to submit their inspection and test plan for
approval by Metro Railway as per IRS-T-12-2009. Metro Railways will ensure that the inspection and
test plan approved by them strictly conforms to the requirement of IRS specifications.
Welding of Rail:
The welding of rails should conform to Indian Railway Specifications and technical instructions issued
from time to time. The present instructions are contained in following documents:
Alumino Thermit Welding:
i. Indian Railway Standard specifications for Alumino Thermit Welding of Rails (IRS/T-19
with latest amendments)
ii. Manual for Fusion Welding of Rails by the Alumino-Thermic Process: Revised- 2012 with
latest amendments.
Flash Butt Welding:
Manual for Flash Butt Welding of Rails, January 2012 with latest amendments.
Special attention is required by Metros for provisions of these instructions regarding procurement,
execution of works and areas requiring prior approval / standardization by RDSO.
Ultrasonic Testing of Rail and Welds:
The rails and welds shall be ultrasonically tested in field as per requirement of concerned specification
/ manual / instructions. The testing shall be ensured as per provisions of “Manual for Ultrasonic
Testing of Rail and Welds – Revised 2012” with latest amendments. The provisions of “IRS
specification for Ultrasonic testing of Rails / Welds (Provisional), Revised 2012” shall also be followed.
5.11 SLEEPER AND FASTENING FOR BALLASTED TRACK
Sleepers:
Standard Gauge
PSC sleeper for standard gauge will be designed by Metro Railways following in principal guidelines
of Indian Railway and the same shall be approved by Metro.
Fastening System:
The elastic fastening system prevalent on Indian Railways shall be used duly ensuring the inspection
protocol for fastening components laid down for IR.
In case of use of elastic fastening other than in use on IR, prior approval shall be obtained from
Railways.
5.12 TRACK SLAB FOR BALLASTLESS TRACK
Track shall be laid on cast in situ / precast reinforced plinth or slab, herein referred to as the ‘track
slab’. The track slab shall be designed as plinth beam or slab type ballast less track structure with
derailment guards. It shall accommodate the base plates of the fastening system. In general, track
slab (including sleeper, if any) on which the fastening and rail are to be fitted shall perform the
following functions:
I. Resist the track forces. (Static and dynamic).

II. Have adequate edge distance of concrete beyond the anchor bolts to provide resistance
against edge failure.
III. Provide a level base for uniform transmission of track / rail forces.
IV. Have geometrical accuracy and enable installation of track to the tolerances laid down.
V. Ensure drainage.
VI. Resist Weathering
VII. Be construction friendly, maintainable and quickly repairable in the event of a derailment.
The ‘Repair and Maintenance Methods’ shall be detailed in a Manual to be prepared and
made available.
VIII. Ensure provision for electrical continuity between consecutive plinths / slabs by an
appropriate design.
IX. Plinth beam or slab of ballastless track should be suitable for embankment or viaduct or
tunnel / Underground structure.
X. Proper design of expansion joints suitable for joints of viaduct structure.
XI. Design should be suitable for curves as per SOD of Metro system.
XII. Design of subgrade / embankment for slab should be furnished to ensure durability and
functional stability in service.
XIII. Design should be suitable and incorporate provision of utilities e.g. cable, wires, ducts,
water channels, etc.
The detailed design calculations of track slab along with detailed structural drawings as approved by
Metro authorities shall be furnished for record.
5.13 CHECK RAIL / RESTRAINING RAIL:
Check rails / Restraining Rails should be provided on curves on main line where radius is 190m or
less on Standard gauge. The clearance of check rail / restraining rails shall be suitably decided after
requisite studies. The detailed design calculations / studies in this regard shall be furnished for record.
Check Rails / Restraining Rails shall not be mandatory for curves in depots, yards and non-passenger
lines where speed is not more than 25 kmph. However decision in this regards may be taken by Metro
themselves based on layout and maintenance requirement.
5.14 DERAILMENT GUARDS
The derailment guard should be provided inside / outside of running rail on viaduct as well as in tunnel
having multiple tracks and at grade section locations specified by the Metro Railway. For single track
tunnel, location for providing derailment guard is given in note. In tunnels, the derailment guard should
be preferably be provided inside the track, so that it permits less way of coach towards tunnel wall in
case of derailment.
NOTE:
Location for providing Derailment Guard in single track tunnel
I. Entry of tunnel: 200 m from tunnel portal outside the tunnel to 50m inside the tunnel.
II. Exit of tunnel: 50 m from inside of tunnel portal to 200 m outside the tunnel.
III. In curved track having radius 500 m or less including transition portion but excluding
locations where check rail is provided.
IV. Covering locations of all important installations e.g. Location of any sub-station or
hazardous structures inside the tunnel, etc damage to which in the assessment of Metro
rail administration can result into serious loss of life or / and infrastructure as a result of
derailment in tunnel.
The above is subject to the condition that Metro Railway shall carry out the risk assessment analysis
for derailment in tunnels and ensure that the maintenance practices in the maintenance manual are
as per the risk assessment mitigation plan. The lateral clearance between the running rail and the
derailment guard shall be 210±30 mm. It shall not be lower than 25 mm below the top of the running
rail and should be clear of the rail fastenings to permit installation, replacement and maintenance.
Derailment guard shall be designed such that in case of derailment:
i. The wheels of a derailed vehicle under crush load, moving at maximum speed are
retained on the viaduct or tunnel.
ii. Damage to track and supporting structures is minimum
The detailed design calculations of derailment guards along with detailed structural drawings shall be
furnished for record.
5.15 GLUED INSULATED RAIL JOINT
Normally glued joint should be avoided. Wherever inescapable, G3(L) type of glued insulated rail joint
shall be used as per RDSO drawing no. T-5843. The glued joints shall be manufactured and tested in
accordance with RDSO’s ‘Manual for Glued Insulated Rail Joints-1998’ with all amendments.
5.16 TURNOUTS, SCISSORS CROSSOVER
Standard of Turnout:
On main lines, the turnouts and diamond crossing shall be of the following standards:
i. Standard Gauge
a. 1 in 9 type or flatter turnout (desirable)
b. 1 in 7 type turnout (minimum)
c. Scissors cross-over of 1 in 9 / 1 in 7 type consisting of 4 turnouts and 1 diamond
crossing
On depot and other non-running lines, the turnouts and diamond crossing shall be of the following
standards:
i. Standard Gauge
a. 1 in 7 type or flatter turnout
b. Scissors crossover of 1 in 7 type consisting of 4 turnouts and 1 diamond crossing
c. 1 in 7 derailing switches / 1 in 7 type symmetrical split turnout
If any Metro railway decides to use sharper angle layout, they should establish the adequacy of the
speed potential of the turnout for the purpose for which it is used and the negotiability of the turn out
by the rolling stock with a safety margin. The requirement for turnouts as specified in the following
clauses shall include switch devices, crossings and associated check and lead rails as appropriate.
i. Turnouts (switches, lead, crossing and associated closure & check rails) shall be suitable
for installation on PSC sleepers for ballasted track or concrete slab for ballastless track.
ii. Turnouts shall be manufactured to allow for installation of continuously welded track.
iii. Turnout shall be compatible with proposed rolling stock and its operational
characteristics.
iv. The assembly must ensure continuous electrical contact with the train and all the points
shall be operated by electric motors.
v. The CMS crossing to be used on mainline shall be subjected to explosive hardening.
vi. All turnouts shall be laid with cant with a rail slope as that of main line towards centre of
track.
vii. All turnouts and their components shall be designed to minimize electrical leakage from
running rails to the ground.
viii. Scissor crossover should be designed for Track centres not infringing SOD.
Type and Geometry of Turnout
Detailed design of all turnouts, scissors, and crossover should comply the following geometrical
parameters.
(A) Standard Gauge
i. 1 in 9 turnout:
The design shall be tangential with a switch angle not exceeding 0020’00”. It is desirable
that the radius of lead rail of turnout is not less than 300m. Lead curve of 190m radius
may be laid as an exception. All clearances shall be in accordance with relevant
provisions of SOD.
ii. 1 in 7 turnout:
The design shall be tangential with a switch angle not exceeding 0020’00”. It is desirable
that the radius of lead rail of turnout is not less than 190m. Lead curve of 140m radius
may be laid as an exception. All clearances shall be in accordance with relevant
provisions of SOD.
iii. Scissors Crossover
The basic geometry of the turnouts of scissors crossover shall be same as that of
corresponding ordinary turnouts as mentioned in clause 10.2 (i) (ii) above.
Operating requirement of turnout, scissor crossover:
Track layout design shall permit trains to operate at maximum capability wherever possible. Turnouts
and crossover shall be selected such that they do not form a restriction to the operating speed on
main line. Switches and crossings shall not be located on transition curves or vertical curves.
Speed: The turnout shall be designed for the speed on mainline side equal to the speed as on
mainline track. The minimum speed potential of the various turnouts and scissors crossover on the
turnout side should be as follows:
Standard Gauge
i. 1 in 9 type turnout with 300 m radius (speed potential of 45Kmph)

ii. 1 in 7 / 1 in 9 type turnout with 190 m radius (speed potential of 35Kmph)
iii. 1 in 7 type turnout with 140m radius (speed potential of 25 Kmph)
iv. Scissors crossover 1 in 9 type with 300 m radius (speed potential of 45 Kmph)
v. Scissors crossover 1 in 9/1 in 7 type with 190 m radius (speed potential of 35 Kmph)
vi. Scissors crossover 1 in 7 type with 140 m radius (speed potential of 25 Kmph)
vii. 1 in 7 type symmetrical spilt turnout (speed potential of 45 Kmph)
Technical Specification
General
a) All the points shall be capable of being operated by electric motors in accordance with the
signaling specification.
b) The top surfaces of PSC sleeper / RCC slab supporting rail seat of turnout and scissors
crossover shall be flat without any cant / slope.
c) The track form of the turnout shall have uniform resilience as that of the adjoining track
form.
d) The fixation of turnouts, scissor cross-over on track slab shall be through base plates /
bearing plates.
Rails
1. The rails used in turnouts shall be 1080 grade Head Hardened, However, rails used in
turnouts on depot and other non-running lines may be of 880 grade.
2. The rails used for manufacturing of turnouts shall satisfy the following conditions:
a) The rails shall be manufactured and tested in accordance with IRS/T-12-2009 with latest
amendment.
b) The section of rails shall be 60E1 (UIC60) for stock, lead and 60E!A1 (ZU1-60)/60E!A4
for switch rail.
c) The rails shall qualify as Class ‘A’ rails as per IRS/T-12-2009.
d) The rails shall be with ends un-drilled.
e) The rails shall be of grade 1080HH and be suitable for being welded by alumnio-thermic
or flash butt welding technique.
Switches
1. Each switch device shall consist of two stock rails, one left hand one right hand and two
switch rails, one left hand one right hand.
2. The switch rail shall be one piece with no weld or joint within the switch rail length.
3. The end of the asymmetrical switch rail shall be forged to 60E1 (UIC60) rail profile with
minimum length of 500mm. The forged switch rail end shall be suitable for welding or
installation of insulated rail joint.
4. Slide chairs in the switch portion shall be coated with an appropriate special coating, so as to
reduce the point operating force and to eliminate the requirement of lubrication of sliding
surfaces during service.
5. Switches shall provide suitable flange way clearance between the stock rail and the switch rail
with the switch rail in open position (minimum 60mm). The 1 in 12 and 1 in 9 (with radius of
300 mts) and flatter turnouts shall be provided with second drive or other suitable
arrangement to ensure minimum gap of 60mm at JOH as well as proper housing of switch rail
with stock rail up to JoH. 1 in 8.5, 1 in 9 turnout (with radius of 190m) and 1 in 7 and sharper
turnouts may not be provided with second drive arrangement, however minimum gap of
60mm at JOH as well as proper housing of switch rail with stock rail up to JoH should be
ensured. The normal opening of switch at toe of switch shall be kept as 160mm.
6. The switch manufacturer shall include provision for all holes required to main drive machines,
stretcher bars and detection equipment to suit the requirements of the signaling and switch
operating system duly chamfered to avoid stress concentration at the edge of the holes.
7. The switches shall be designed with an anti-creep device at the heel of switch to withstand
thermal forces of the CWR track.
8. The switches and all slide chairs shall be same for ballasted and ballastless turnouts.
Crossings
1. All crossings shall be cast manganese steel (CMS) crossings with weldable rails of minimum
1.2m length undrilled for welding into the overall turnout.
2. The CMS crossings shall be manufactured from Austenitic Manganese Steel as per UIC 866.
3. All CMS crossings shall have welded leg extensions of 60E1 (UIC60) rails. This shall be
achieved by flash butt welding of buffer transition rail piece of suitable thickness to CMS
crossings and rail leg extension.
4. All CMS crossings on main line shall have a minimum initial hardness of 340 BHN.
5. All CMS crossings and their welded leg extensions for all scissor crossover shall be suitably
dimensioned so as to eliminate the necessity of providing small cut rail pieces for the purpose
of inter-connection. However, the need for providing insulated glued joints from signaling
requirement point of view shall be taken care of in the design, if required.
6. The provision of rail cant shall be taken care of on the tope surface of the CMS crossing and
the bottom surface of all CMS crossing shall be flat.
Check Rails
1. The check rail section shall be 33C1 (UIC33) or similar without any direct connection with
running rails.
2. Check rails shall have the facility for the adjustment of check rail clearances upto 10mm over
and above the initial designed clearance.
3. Each check rail end shall be flared by machining to have minimum clearance of 62mm at end.
4. The check rail connections in turnouts shall be through specially designed bearing plates /
brackets.
5. All the check rails shall be higher by 25mm above running rails. The lengths and positions of
the check rail in diamond crossings shall provide safety and be compatible with the overall
track layout.
Sleeper for Turnouts, Scissor Crossover (Ballasted Track)
1. Sleeper shall be of pre-stressed concrete, mono-block, suitable for installation in track both
with and without signaling circuits and with and without electrification.
2. Sleepers shall be designed to provide a minimum service life of fifty years under nominal axle
load as that of main line for the Metro system. Rail seat pads and rail clip etc shall be
designed to provide a minimum service life of 15 years.
3. The sleeper base surface shall be rough cast while the top and side surface shall be smooth
to prevent retention of moisture and foreign materials.
4. Sleepers must be suitable for installation by track laying machines and sleeper insertion
equipment of a type used for isolated sleeper laying.
5. The sleeper must be able to transfer all the relevant track forces generated by train
operations and the forces of rail expansion and contraction to the ballast.
Design requirements for PSC sleepers:
(A) The sleepers should satisfy the following design requirement:
Design Parameters
i. Rail sleeper fastening – Elastic resilient type.

ii. Spacing of sleepers – 600mm (max) for main line and 650 mm (max) for Depots and
other non-running lines, except at few locations such as near point machine locations
where it may be varied to meet the design requirements.
iii. Ballast cushion – 300mm for mainline and 250mm for Depots and sidings.
iv. Ballast profile suitable for LWR/CWR.
Specifications and Drawings (with latest amendment)
i. Special cement – IRS T 40 1985

ii. HTS wire plain and strand – BIS – 1785 (Pt-1) 1983 and BIS 6006.
iii. Polyethylene dowels – Provisional 1997 Drg. No. RDSO 3002 Alt-3
iv. IRS Specification for turnout sleeper T-45 1996
v. IRS Bridge Code 1982
vi. Code of Practice for Pre-Stressed concrete IS-1343
(B) The design should satisfy the following additional requirements: -
i. The connections of the slide chairs and bearing plates/special bearing plates/brackets
shall be designed for easy installation and maintenance. All the fittings shall be suitably
designed to ensure full compatibility and also to ensure interchangeability of slide chairs
between ballasted and ballastless turnouts.
ii. For attaining suitable cant of the rail, as provided on mainline, (excluding crossing and
switch portion), suitably designed pads of appropriate material shall be provided between
rail pad & PSC sleeper. Also fastening system should be designed to get the desired Toe
Load.
iii. The detailed design of Monoblock PSC sleepers for the turnouts along with structural
drawings shall be checked and approved by Metro Railways.
5.17 SWITCH EXPANSION JOINT
1. The SEJ for ballasted track shall be laid on PSC sleepers whereas the SEJs for ballastless
track, if required, shall be laid on reinforced concrete slab.
2. The rail section for all SEJs shall be UIC 60, 1080 HH grade as per IRS-T-12-2009.
3. The SEJ for ballasted track shall be designed for a maximum gap of 80mm.
4. The SEJ for ballastless track should be designed for the maximum gap required as per
design.
5. The ballasted SEJ shall be as per RDSO drawing T-6902 & T-6922
6. The ballasted SEJ for BG shall be laid with PSC sleepers as per RDSO drawing T-4149. For
Standard Gauge, PSC sleeper shall be designed such that SEJ to RDSo drawing along with
its bearing plates / chairs may be accommodated for installation of SEJ.
7. Sleepers used for SEJs shall be flat and cant will be provided through CI chair.
8. The SEJ shall be suitable for two way directional traffic.
5.18 NOISE AND VIBRATION
Metro system shall be designed to ensure that noise emitted is well within the prescribed limits for the
particular area. Each Metro system shall specify the prescribed limits of permissible Noise and
vibration parameters as per legal and statutory requirement of India.
5.19 GRADIENTS
The maximum grade (compensated) shall be 4%.

Note:
i. There will be no change of gradient in transition portion of curves.
ii. The gradient will be compensated for curvature at the rate of 0.04% per degree of curve.
Maximum permissible gradient on turnouts

i. On Ballasted Track 0.25%
ii. On Ballastless Track 2.5%
Note:
i. There shall be no change of grade on and within 15m of any turnout on ballastless track.
Similarly, there shall be no change of grade on and within 30 meters of any turnout on
ballasted track.
ii. In case of turnouts on gradient, there shall be no horizontal curve on and within 15
meters of any turnout on ballastless track and 30 meters of any turnout on ballasted
track.
Track Gradient in Platform

a) Maximum 1 in 400
b) Desirable level
Note: There shall be no change of gradient in platform track.
CHAPTER 6 – GEOTECHNICAL INVESTIGATION
6 GEOTECHNICAL INVESTIGATIONS
6.1 REFERENCE POINT
The main purpose of the Geotechnical Investigations undertaken is to have an in-sight into the
geological conditions along the proposed corridors of extension of Bengaluru Metro Phase-II, so as to
arrive at the type of foundations to be adopted for elevated corridors.
The geotechnical investigations were carried out by M/s. Geo Quest Limited, Bengaluru, In addition,
soil investigation reports for various flyovers and underpasses already conducted on the route were
also studied.
The detailed Geotechnical report is enclosed as separate volume.
Bengaluru is situated at an elevation of 900 m above Mean Sea Level on a gently sloping rolling
topography, sloping gently from North to South. Terrain wise, the western portion of the district is
covered by a chain of small-disconnected hillocks. Northern, Eastern and Central parts of the district
is having undulating topography.
Geology wise, Bengaluru district shows dominant presence of ‘Archean’ crystalline formation
comprising Peninsular Gneissic complex with small patch of hornblende schist in the northern part
and intrusive closepet granites all along the western part of the district. These Gneissic complexes are
in the age of 2.6 to 3.0 billion Years. They are essentially Granodioritic and Granitic formed due to
several thermal-tectonic movements with large influx of Sialic materials representing remobilized parts
of an older crust with abundant additions of granitic materials. These Gneissic complexes act as
basement for belt of Schists, largely basaltic and characterized by Gold mineralization which is
noticed in nearby Kolar. Small stretch comprising unconsolidated sediments are also noticed in
Channapatna and Devanahalli. The soil overburden generally is dominated by Silty sand /residual silt
and shows presence of clay as a nominal interstitial binder. Overburden in upper layers is generally in
loose /medium compact condition especially in areas with high water table. The overburden thickness
is variable and is reflective of typical differential weathering that has occurred over a prolonged
period. This is followed by completely weathered and highly weathered rock.
Bangalore falls under Zone II of Seismic Zoning Map as per IS: 1893 (Part I) – 2002.
6.2 FIELD INVESTIGATION
Field investigation has been carried out along the Outer Ring Road at 50 locations of borehole
exploration up to a maximum depth of 23.0 m. If rock was encountered with in 10.5 m, drilling was
carried up to a depth of 3 m in intact hard rock. Boreholes were generally located at about 500 m
intervals in elevated portion along the alignment.
Borehole exploration was carried out by rotary drilling method using heavy duty rotary drilling rigs.
Drilling in soil was carried out by MS soil cutters having suitable cutting edges. In soft/weathered rock,
where strata are very dense, advancement of borehole was done by Tungsten Carbide (TC) bits of Nx
size. In moderately weathered and hard rock, core drilling was progressed using Nx size Diamond bits
with double tube core barrel.
Standard Penetration Tests (SPT) were carried out in the boreholes as per IS 2131 at regular
intervals of generally at 1.5 m depth. Undisturbed soil samples were collected by using thin walled
steel tubes of 150 mm diameter, 450 mm long as per IS 2132, in cohesive soil strata. Both DS and
UDS samples were sealed and labelled properly and brought to the laboratory for further testing.
Rock cores were collected from core barrel after the completion of each drill run and marked with
borehole numbers and sequential core piece numbers. Rock Core Recovery (CR) and Rock Quality
Designation (RQD) have been recorded for each drill run. The rock core samples were stored in
wooden core boxes and brought to laboratory for further testing.
For determining field permeability in rock, pumping in tests were carried out as per IS 5529 (Part
2) in selected boreholes in the underground portion. Single packer method was used to seal the top of
the test section. The permeability value of hard rock varies from 0.3 to 0.59 Lugeons indicating ‘Water
tight’ condition of bed rock.
The depth of ground water table in the boreholes was monitored after 24 hours of completion of
drilling operation and depth of water level was recorded after it was stabilised.
The details of stratification, SPT values, Ground Water Table etc., are indicated in the Sub-Soil
Profiles enclosed in Figure 6.1 to 6.4.
6.3 LABORATORY TESTING
The following laboratory tests were conducted on soil, water and rock samples collected from the
boreholes.
Tests on soil samples:
Grain size analysis - Sieve and Hydrometer Analysis

Atterberg’s Limits - Liquid & Plastic Limit
Natural Moisture Content
Bulk and Dry Density
Consolidation Test
Shear Strength - Triaxial/Direct Shear test
Lab Permeability Test
Specific Gravity
Tests on Rock samples:
Specific Gravity, Density, Water Absorption and Porosity of rock

Hardness
Uni-axial compressive strength
Point Load Index strength
Modulus of Elasticity
Abrasion test
Shear strength
Chemical Tests on Soil and Water Samples:
pH
Chloride
Sulphates
Organic matter
6.4 GENERAL STRATIFICATION
General stratification as obtained from the field and laboratory investigation shows typical residual
formation, which is characteristic feature in this region. The top layer generally consists of fine to
medium sand, reddish / greyish sandy silt with clay or clayey sand/silt. This layer is in medium dense
and is underlain by medium dense to dense reddish/greyish completely weathered formations. This
layer represents the ‘transition layer’ from soil to highly weathered rock. This is followed by highly
weathered rock made up of very dense sandy silt/silty sand layer. Weathered rock with degree of
weathering varying from moderate to high underlain by more compact hard rock.
The rock stratum was encountered in most of the boreholes except a few boreholes, where soft rock
in the form of dense silty sand was encountered, up to the investigated depth.
6.5 ANALYSIS OF RESULTS
The stratification encountered along the proposed routes mainly consists of medium dense to dense
sandy silt/clayey sand at shallow depths. This layer is followed by medium dense to dense completely
weathered rock of sandy silt/clayey sand layer, which is non-plastic to moderately plastic. This layer is
followed by highly weathered rock consisting of very dense sandy silt/silty sand. Hard rock underlay
the highly weathered rock layer.
The formation of successive layers is varying along the route. In general, the stratification follow
regular pattern as described above. Standard Penetration Test (SPT) in weathered rock indicate very
high ‘N’ value of 50 or more and 100 or more virtually no penetration of SPT tube in this layer. The
colour and structure of the soil samples collected in split spoon closely resembles underlying
mineralogical constituents of weathered rock / hard rock.
Index properties such as grain size distribution and liquid limit and plastic limit indicate that, plasticity
characteristics of the soil are ‘Low to Medium’. Hydrometer tests conducted on selected soil samples
show that fine particles predominantly consists of silt and is non-expansive in nature.
Consolidated Undrained shear test and Direct Shear Test indicates in general, the average values of
cohesive strength of soil is ranging from 0.04 to 0.14 kg/cm2 and angle of internal friction is ranging
from 26 to 34 degrees.
Chemical analysis of soil and water samples show that pH, Chloride and Sulphates are well within the
permissible limits and no special precautions are necessary for concreting job.
Rock cores extracted from the boreholes show the presence of grey granites with pockets of
amphibolites, granodiorite and mylorite rock. The rock is intruded with pegmatite veins at some
places. The granite rock shows coarse grain structure due to metamorphic activity.
In general, core recovery obtained in moderately weathered rock is ranging from Nil to 95% with Rock
Quality Designation (RQD) values of Nil to 95%. In the hard rock, the percentage core recovery is
ranging from 62 to 100% and RQD is varying from 52 to 100%.
It is seen from the index properties that specific gravity of rock varies from 2.55 to 2.94, water
absorption ranges from 0.15 to 2.04%.
Uniaxial compressive strength results indicate that strength of hard rock varies from 17.3 MPa to
100.48 MPa. Point load strength index values in the range of 0.35 to 11.76 MPa.
Modulus of Elasticity (E) values of rock varies from 0.039 x105 MPa to 0.78 x 105 MPa.
6.6 RECOMMENDATIONS
The type of foundation depends on stratification, type of structure, loading, allowable settlement, etc.
In the present case, the structure is elevated Metro railway system. The various structures envisaged
in the system include Elevated tracks supported on piers, Elevated Stations. The load coming on to
the foundation system will be considerably high from the structures.
6.6.1 Shallow Foundations
Shallow foundations are recommended wherever hard strata (soft rock/weathered rock/hard rock) are
encountered within 4.5 to 5.0 m depth below the existing ground level. Based on field and laboratory
test results, an allowable bearing pressure of 45 T/sq.m is recommended. The hard stratum is
underlain by a medium dense layer. Hence, adequate shoring and strutting will be necessary while
carrying out foundation excavation. Necessary dewatering arrangements will also be required where
water table is encountered at shallow depths.
Moderately loaded structures on-ground stations can be supported on shallow foundations at depths
varying from 1.5 to 3.0 m. The net allowable bearing pressure for such footings at various borehole
locations has been indicated.
6.6.2 Deep Foundations
Deep foundation, in the form of bored cast in-situ piles are recommended wherever the hard stratum
is encountered at considerable depths. The columns supporting the elevated rail track and elevated
stations are recommended to be supported on pile foundations. In particular, bored cast in-situ piles
are recommended keeping in view of the site location, which are within the city and vicinity to the
structures around them.
The piles are essentially end bearing piles, socketed into the hard strata. In this case, the hard strata
encountered consist of soft/weathered rock and hard rock. It is recommended to anchor the pile in
weathered rock layer itself, wherever the thickness of weathered rock layer is considerable. The
weathered rock layer encountered in the pile bore can be verified through SPT tests in the pile bore.
Further, while chiselling for socketing the uniformity of strata can be ensured by measuring the
number of drops Vs penetration.
Depending on the hard strata encountered at pile termination, the following depth of socketing is
recommended: Stratum at Socket Level Depth of socketing (D=pile diameter), Highly weathered
rock/Fractured rock 4 D, Moderately weathered rock 2 D, Hard rock 1 D.
The lengths of piles considering the strata at pile termination at various borehole locations have been
indicated.
The safe load carrying capacity of end bearing pile depends on the characteristics of strata at pile
termination, anchoring depth and structural capacity of pile section. The piles of diameter 900 mm,
1000 mm, 1200 mm and 1500 mm are considered for evaluation. The safe load capacity of piles in
this case is generally governed by structural capacity of pile.
The recommended safe load on piles considering piles with M25 concrete are as follows:
Table 6.1 Recommended safe Axial Load for piles with diameter
Pile Diameter (mm) Recommended safe Axial Load for piles socketed in
Highly weathered rock Moderately weathered rock Hard rock
900 265 280 380
1000 330 345 470
1200 475 495 675
1500 740 775 1060
The increase in grade of concrete increases the structural capacity. However it is recommended to
limit the safe loads as above, in view of the uncertainties involved in quality of in-situ concrete in the
pile bore. Further, in highly weathered rock, the capacities are also governed by the properties of soft
rock at termination level. Hence, it is preferable to limit the safe loads as recommended above.
The pile bore, after achieving the required depth shall be washed thoroughly to remove all the slush to
ensure good bearing strata.
The uplift capacity of piles can be taken as 10% of safe vertical load and the safe horizontal load can
be taken as 5% of safe vertical load.
The safe loads in piles shall be confirmed through pile load tests as per relevant Indian Standards.
Figure 6.1 Bore Log Details
HSR 14th Main Agara Jn. Ibbalur Jn.
BH = 01 BH = 02 BH = 03 BH = 04 BH = 05 BH = 06 BH = 01 BH = 02 BH = 03 BH = 01 BH = 02 BH = 03
Water Table: 3.00 m Water Table: 2.0 m Water Table: 3.1 m Water Table: 4.60 m Water Table: 3.0 m Water Table: Surface Water Table: 6.0 m Water Table: 6.0 m Water Table: 6.5 m Water Table: 7.00 m Water Table: 4.0 m Water Table: 3.0 m
level may be seepage water
0.0 m 0.0 m 0.0 m 0.0 m 0.0 m
Filled up soil Filled up soil Filled up soil Filled up soil Filled up soil Filled up soil
0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m
N = -- N = -- N = -- N = -- N = -- N = 0.0 N = 0.0 N = 0.0 N = 0.0 N = -- N = -- N = --
Filled up soil
1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m
N = 09 N = 07 N = 07 N = 09 N = 07 N = 16 N = 08 N = 06 N = 14 N = 29 N = 07 N = 03
3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m
N = 08 N = 12 N = 15 N = 11 N = 09 N = 22 N = 11 N = 15 N = 26 N = 46 N = 13 N = 06
4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m
N = 14 N = 28 N = 23 N = 18 N = 18 N = 18 N = 14 N = 22 N = 28 N = 26 N = 12 N = 10
6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m
N = 36 N = 39 N = 30 N = 23 N = 35 N = 23 N = 17 N = 22 N > 50 N = 26 N = 19 N = 18
7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m
N > 50 N = 36 N = 36 N = 32 N = 45 N = 32 N = 34 N = 28 N > 50 N = 28 N = 18 N > 50
9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m
N = 40 N > 50 N = 45 N = 41 N > 50 N = 42 N = 36 N = 31 N > 100 N > 50 N = 20 N > 50
10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m
N = 45 N > 50 N > 50 N > 50 N > 50 N > 50 N > 50 N = 37 N > 100 N > 50 N > 50 N > 50
12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m
N > 50 N > 50 N > 50 N > 50 N > 50 N = 41 N = -- N > 50 N > 50
13.0 m 13.0 m 13.0 m

N > 50
13.5 m 13.5 m 13.5 m 13.5 m 13.5 m 13.5 m
N > 50 N > 50 N > 50 N = -- N = --
15.0Core
m Recovery 15.0 m 15.0 m 15.0 m 15.0 m 15.0Core
m Recovery
N > 50 N = -- N = --
16.5 m 16.5 m 16.5Core

m Recovery
N = -- N = --
17.0Core
m Recovery 17.0 m 17.0 m
18.0 m 18.0 m 18.0Core

m Recovery
N = -- N = --
18.0Core
Filled up soil Weathered Rock
N > 50
19.0Core
m Recovery 19.0 m 19.0 m 19.5 m 19.5 m
N = -- N = --
Medium to fine Sand Weathered Rock 20.0Core

(also with or without Gravel) N > 100
21.0 m 21.0 m
N = -- N = --
21.0 m 21.0 m
Fine to Medium Sandy Clay Soft Rock
22.0 m 22.0 m 22.5 m
N = --
Fine to Medium Sandy Silt 22.5 m 23.0 m
N = --
with Clay binders/gravel/MICA Hard Rock 23.0 m
Devarabeesanahalli
Bellandur
BH = 01, Bellandur BH = 02, Bellandur BH = 03, Bellandur BH = 04, Bellandur BH = 05, Bellandur BH = 06, Bellandur BH = 01 BH = 02 BH = 03 BH = 04 BH = 05 BH = 06
Water Table: Nil Water Table: Nil Water Table: 2.90m Water Table: 3.70m Water Table: Nil Water Table: Nil Water Table: 3.80m Water Table: Nil Water Table: 4.0 m Water Table: 4.60 m Water Table: 3.50 m Water Table: 4.0 m
0.0 m 0.0 m 0.0 m 0.0 m 0.0 m 0.0 m 0.0 m 0.0 m 0.0 m 0.0 m
Filled up soil Filled up soil Filled up soil Filled up soil F
0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m
N = 0.0 N = 0.0 N = 0.0 N = 0.0 N = 0.0 N = 0.0 N = 0.0 N = -- N = 0.0 N = 0.0 N = 0.0 N = 0.0
1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m
N = 15 N = 35 N = 13 N = 18 N = 22 N = 13 N = 16 N = 23 N = 12 N = 11 N = 07 N = 16
3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m
N = 21 N = 27 N = 10 N = 13 N = 09 N = 12 N = 17 N = 28 N = 18 N = 24 N = 21 N = 22
4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m
N = 39 N = 34 N = 11 N = 13 N = 11 N = 45 N = 24 N = 31 N = 22 N = 25 N = 26 N = 18
6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m
N > 50 N > 38 N = 20 N = 18 N = 20 N = 21 N = 31 N = 29 N = 34 N = 26 N = 24 N = 23
7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m
N > 50 N > 50 N = 18 N = 21 N = 23 N = 22 N = 38 N = 33 N = 35 N = 33 N = 27 N = 32
9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m
N > 100 N > 50 N = 41 N = 33 N = 25 N > 50 N = 43 N = 14 N = 49 N = 41 N = 25 N = 42
10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m
N > 100 N > 50 N > 100 N > 100 N = 27 N > 50 N > 50 N = 34 N > 50 N > 50 N > 50 N > 50
12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m

N > 100 N > 100 N > 100 N > 50 N > 50 N > 50 N > 50 N > 50 N > 50
13.5 m 13.5 m 13.5 m 13.5 m 13.5 m 13.5 m 13.5 m

N > 100 N > 100 N > 100 N > 50 N > 50 N > 50 N > 50
15.0 m
N > 50

N > 50
Medium to fine Sand Weathered Rock

Fine to Medium Sandy Silt

with Clay binders/gravel/MICA Hard Rock
Doddanekundi
Kadubeesanahalli
ISRO Junction
BH = 01 BH = 02 BH = 03 BH = 1A BH = 2A BH = 3A BH = 01 BH = 02 BH = 03 BH = 04 BH = 05 BH = 06 BH = 07
Water Table: Nil Water Table: Nil Water Table: 4.0 m Water Table: Nil Water Table: Nil Water Table: Nil
0.0 m 0.0 m 0.0 m 0.0 m 0.0 m
Filled up soil Filled up soil Filled up soil Filled up soil Filled up soil Filled up soil Filled up soil Filled up soil Filled up soil
0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m
N = 0.0 N = -- N = -- N = 0.0 N = 0.0 N = --
N = -- N = --
1.0 m 1.0 m 1.0 m 1.0 m 1.0 m 1.0 m 1.0 mN = --
N = -- N = -- N = -- N = --
N = 29
1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m 1.5 m
N = 18 N = 18 N > 50 N = 10 N = 45 N = 47 N = 25 N = 34 N = 25 N = 30
N > 100
2.0 m 2.0 m 2.0 m 2.0 m 2.0 m 2.0 m 2.0 m
N = 29 N > 100
N > 100 N = 32
3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m 3.0 m
N = 34 N = 34 N = -- N = 22 N = 14 N = 26 N = 35 N = 41 N > 100 N > 100 N > 100
N > 100
4.0 m 4.0 m 4.0 m 4.0 m 4.0 m 4.0 m 4.0 m
N = 40
4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m 4.5 m
N = 42 N = 42 N = 22 N > 50 N = 32 N = 38 N = 42 N > 100 N > 100 N > 100
N > 100
5.0 m 5.0 m 5.0 m 5.0 m 5.0 m 5.0 m 5.0 m
N > 100
N > 100
6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m 6.0 m
N > 50 N > 50 N = 38 N > 50 N = 24 N > 50 N > 100 N = 58 N > 100 N > 100 N > 100
N > 100
7.0 m 7.0 m 7.0 m 7.0 m 7.0 m 7.0 m 7.0 m
N > 100
7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m 7.5 m
N > 50 N > 50 N = 34 N > 50 N > 50 N = 42 N = 58 N > 100 N > 100 N > 100 N > 100
N > 100
8.0 m 8.0 m 8.0 m 8.0 m 8.0 m 8.0 m 8.0 m
N > 100
N > 100
9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m 9.0 m
N > 50 N > 50 N > 50 N > 50 N > 50 N > 50 N > 100 N > 100 N > 100 N > 100 N > 100 N > 100
N = 45
10.5 m 10.0 m 10.0 m 10.0 m 10.0 m 10.0 m 10.0 m 10.0 m
N > 50 N > 100 N > 100
10.5 m 10.5 m 10.5 m 10.5 m 10.5 m 10.5 m
N > 50 N > 50 N > 50 N > 50 N > 50 N > 100
N = 45
11.0 m 11.0 m 11.0 m 11.0 m 11.0 m 11.0 m 11.0 m
N > 100 N > 100
N = 45
12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m 12.0 m
N > 50 N > 100 N > 100 N > 100
N = 45
13.0 m 13.0 m 13.0 m 13.0 m 13.0 m 13.0 m 13.0 m
N > 100 N > 100
13.5 m
N = 45
14.0 m 14.0 m 14.0 m 14.0 m 14.0 m 14.0 m
N > 100 N > 100
15.0 m 15.0 m 15.0 m 15.0 m 15.0 m

N > 100 N > 100
16.0 m 16.0 m 16.0 m 16.0 m 16.0 m

N > 100 N > 100
16.0 m 16.5 m
N > 100
17.0 m 17.0 m 17.0 m
N > 100 N > 100
18.0 m 18.0 m 18.0 m

N > 100 N > 100
Filled up soil Weathered Rock 19.0 m 19.0 m 19.0 m

N > 50
19.5 m
N > 100
20.0 m 20.0 m 20.0 m
21.0 m 21.0 m 21.0 m
21.5 m 21.5 m

Mahadevpura KR Puram Jyothipura Byappanahalli
BH = 01 BH = 02 BH = 03 BH = 04 BH = 05 BH = 06
Water Table: 1.0 m Water Table: 1.0 Water Table: 1.0 m Water Table: 3.0 m Water Table: 2.0 m Water Table: 1.0 m
0.0 m 0.0 m 0.0 m 0.0 m 0.0 m
Filled up soil Filled up soil Filled up soil
0.5 m 0.5 m 0.5 m 0.5 m 0.5 m 0.5 m
N = -- N = -- N = -- N = 0.0 N = 0.0
1.0 m 1.0 m
Filled up soil N > 100
1.5 m 1.5 m 1.5 m 1.5 m
N = 02 N = 09 N = 12 N > 100
Filled up soil
2.0 m 2.0 m
N = 13 N = --
3.0 m 3.0 m 3.0 m 3.0 m 3.0 m

N = 04 N = 14 N = 06 N = 26 Core Recovery
3.5 m
Core Recovery
4.0 m
N > 100
4.5 m 4.5 m 4.5 m
N = 14 N = 22 N = 09
5.0 mN = --
Core Recovery
5.5 m
Soft Rock Core Recovery
6.0 m 6.0 mN = -- 6.0 m
N = 23 N = 15
Core Recovery
Soft Rock
6.75 m
7.0 mN = -- N > 100
Core Recovery
7.5 m
N = 29 Hard Rock 7.75 m
Core Recovery
8.0 mN = --
Core Recovery
9.0 m
N = 35
10.5 m
N > 50

N > 50


CHAPTER 7 – TRAIN MAINTENANCE DEPOT
7 TRAIN MAINTENANCE DEPOT

7.1 INTRODUCTION
It is proposed to create a full-fledged separate maintenance Depot at Kadugodi to cater operational

and maintenance requirements for East-West corridor in lieu of Baiyappanahalli Depot for which cost
provision has been considered in the project cost of Silk Board to K R Puram line.
It is also proposed to designate the Baiyappanahalli Depot for maintenance and repair of the Rolling
Stock for Silk Board - K. R. Puram line. It is seen that with present PHPDT and head way of this line,
the stabling, repair and maintenance facility presently available at Baiyappanahalli Depot is adequate
to cater the requirement for the year 2021. However, in future if this line extended beyond K R Puram
towards Hebbal, the requirement of additional stabling lines would be provided at Hebbal or at
terminal stations.
For the maintenance of CBTC equipped trains, the Baiyappanahalli Depot shall be planned with full-
fledged facilities with an overlapping period during which some lines will exclusively cater for CBTC
equipped trains and balance will be for DTG system and finally Baiyappanahalli Depot shall be
converted to serve the CBTC equipped train of Silk Board to k R Puram only.
The existing test track in Baiyappanahalli Depot will be modified for testing of CBTC train sets.
7.1.1 Rolling Stock Maintenance Schedule
The following maintenance schedule has been envisaged for conceptual design of Depots assuming
495 km running per train per day, and taking in to consideration of the passenger load with average 3
min headway of 2021, 2031 and 2041.
Table 7.1 Rolling Stock maintenance needs Maintenance Schedule

Type of
Interval Work Content Locations
Schedule
Interval cleaning/mopping of floor and walls with Stabling
Daily Daily
vacuum cleaner. lines
Stabling
72 hours Safety checks, CCD, microphone, brake and checks lines/
3days
Check on the train condition. Inspection
bays
Safety checks, inspection of lights, CCD, traction
“A” Service 6,000 km Inspection
motor, bogie suspension, brake, window, micro phone
Check (15days) bays
and checks on the train condition.
“B1”
18,000 km Detailed Inspection of ‘A’ type tasks plus items at Inspection
Service
(45days) multiples of 18,000 Km (‘B1’ type tasks) bays
Check
B2 Service 36,000 km Detailed Inspection of ‘B1’ type tasks plus items at Inspection
Check (90days) multiples of 36,000 Km (‘B2’ type tasks) bays
Check (180days) multiples of 72,000 Km (‘B4’ type tasks) bays
Table 7.1 Rolling Stock maintenance needs Maintenance Schedule

Type of
Interval Work Content Locations
Schedule
Check (360days) multiples of 1,50,000 Km (‘B8’ type tasks) bays
B16
300,000 km Detailed Inspection of ‘B8’ type tasks plus items at Inspection
Service
(2years) multiples of 3,00,000 Km (‘B16’ type tasks) bays
Check
Check and testing of all sub-assemblies, overhaul of
pneumatic valves, Compressor. Condition based
C1 520,000 km
maintenance of sub-systems to bring them to original Workshop
Overhaul (3.5years)
condition. Replacement of parts and rectification, trial
run.
Check and testing of all sub-assemblies, Overhaul of
pneumatic valves, Compressor. Condition based
C2 1,040,000 km
maintenance of sub-systems to bring them to original Workshop
Overhaul (7years)
condition. Replacement of parts and rectification, trial
run.
Dismantling of all sub-assemblies, bogies suspension
system, traction motor, gear, control equipment, air-
C3 1,560,000 km
conditioning units etc. Overhauling to bring them to Workshop
Overhaul (10.5years)
original condition. Checking repair and replacement as
necessary. Inspection and trial.
C4 2,250,000 km Changing of heavy item such as bogies, traction motor,
Workshop
Overhaul (15years) axles, gear cases & axle boxes etc.
7.1.2 Year-wise planning of maintenance facility setup at Baiyappanahalli Depot-cum-
workshop is as under:
The existing 16 stabling lines at Baiyappanahalli Depot will be connected to Silk Board to K R Puram
line by merging into two lines and further connected to the K R Puram Station through via-duct. Thus
stabling lines at Baiyappanahalli Depot will have entry from both East-West and new line from either
side. The transition of Baiyappanahalli Depot from DTG signaling system to complete CBTC system is
planned in phased manner.
i) Rake requirement:
Table 7.2 Rake Requirement
Silk Board to K R Puram Corridor

Year
Head way in minutes No. of trains No. of Coaches
2021 4.0 20 X 6-Cars 120
2031 3.0 25 X 6-Cars 150
2041 2.5 31 X 6-Cars 186
ii) Bare Requirement of stabling, inspection and work shop lines:
Table 7.3 Bare Requirement of stabling, inspection and work shop lines
Silk Board to K R Puram Corridor

Hebbal Depot
Year Baiyappanahalli Depot
(proposed)
SBLs IBLs WSLs SBLs IBLs
2021 16 lines X 6-Car 3 lines X 6- Cars 4 lines X 6-Car
2031 16 lines X 6-Car 3 lines X 6- Cars 4 lines X 6-Car 13 lines X 6-Car 2 lines
2041 16 lines X 6-Car 3 lines X 6- Cars 4 lines X 6-Car 13 lines X 6-Car 2 lines
Note:-
Presently, Baiyappanahalli Depot can cater for 21 rakes which meet the stabling and inspection
requirement of Silk Board - K. R. Puram line for the year 2021. However, the proposed upcoming
Depot at Hebbal shall be planned stabling lines to meet rake requirement arises from extension of Silk
Board - K. R. Puram corridor up to Hebbal by 12 km (18 km+12 km= 30 km total length) and in
addition rake requirement to meet PHPDT for the year 2031 and 2041.
7.1.3 Depot Control Centre (DCC)
For the CBTC equipped trains, the existing DCC at Baiyappanahalli Depot shall be converted in
phased manner from DTG system to CBTC system to control operation of train movement in co-
ordination with OCC.
7.1.4 Operation Control Centre (OCC)
To cater operation requirement for Silk Board - K. R. Puram new line, the equipment and display
boards of CBTC system shall be accommodated in existing Operation Control Centre (OCC) at
Baiyappanahalli.
7.1.5 Washing Needs of Rolling Stock
To cater train wash requirement for Silk Board - K. R. Puram new line a separate wash plant is
proposed on the entry line from K R Puram to Depot. The existing washing plant at Baiyappanahalli
Depot will continue to serve washing of East-West trains.
7.2 TRAIN DEPOT CUM WORKSHOP AT KADUGODI DEPOT
Full-fledged separate maintenance Depot at Kadugodi is planned to cater operational and

maintenance requirements for East-West corridor in lieu of the existing Baiyappanahalli Depot, which
is at present serving the East-West line.
In phase-II, under extension of phase-I, one more maintenance Depot at Challagatta has been
proposed to cater East-West corridor requirements. With this the Challagatta Depot and Kadugodi
will be most ideal for operational and maintenance requirements for East-West corridor being at the
both ends.
(i) Year-wise planning of maintenance facility setup at Challagatta and at Kadugodi Depot-cum-
workshop is tabulated below:
Table 7.4 Year-wise planning of maintenance
East- West Corridor East- West Corridor

Challagatta Depot Kadugodi Depot
Year
Head
No. of No. of Head way No. of No. of
way in
trains Coaches in minutes trains Coaches
minutes
27 19
2021 4 162 4 114
(6-Car) (6-Car)
37 19
2031 3 222 3 114
(6-Car) (6-Car)
37 19
2041 3 222 3 114
(6-Car) (6-Car)
(ii) Bare Requirement of inspection lines:
Table 7.5 Bare Requirement of inspection lines

East- West Corridor East- West Corridor
Year IBL Year IBL
2021 3 lines X 6-Car 2021 3 lines X 6-Car
2031 4 lines X 6-Car 2031 -do-
2041 -do- 2041 -do-
(iii) Distribution of stabling lines at Depot:
Table 7.6 Distribution of stabling lines at Depot

East- West Corridor Requirement
Year
3 lines X 6-
2021 23 lines X 6-Car 4 lines X 6-Car 16 lines X 6-Car
Car
2031 33 lines X 6-Car -do- -do- -do-
2041 -do- -do- -do- -do-
Initially, Challagatta Depot shall be planned for 23 stabling lines and the expansion shall be executed
in staged manner for accommodating 37 rakes required in 2041.
(iv) Distribution of SBLs, IBLs and WSLs in Depot-cum-Workshops:
Table 7.7 Distribution of SBLs, IBLs and WSLs in Depot-cum-Workshops

East- West Corridor
Year Depot-cum-Workshop / Challagatta) Depot-cum-Workshop / Kadugodi
SBLs IBLs WSLs SBLs IBLs WSLs
23 lines X 6-
Car + 4 lines X 4 lines X 16 lines X 6-Car + 1 3 lines X 4 lines X
2021
1 line for 6- Cars 6- Cars line for Exigency 6- Cars 6- Cars
Exigency
33 lines X 6-
Car + 16 lines X 6-Car + 1
2031 -do- -do- -do- -do-
1 line for line for Exigency
Exigency
33 lines X 6-
Car + 16 lines X 6-Car + 1
2041 -do- -do- -do- -do-
1 line for line for Exigency
Exigency
7.3 PROVISION OF INFRASTRUCTURE FACILITIES AT KADUGODI DEPOT -CUM-

WORKSHOPS:
I. Inspection Sheds
The length of Inspection lines, Workshop lines shall be 159 mtrs. (Say 160m) and Inspection /
Maintenance / minor repair shall be done. The A & B inspections shall be carried out at a frequency of
15 days and 45 days respectively keeping in view the average Km Earning /Train. Apart from this 72
hrs checks will have to be carried out in inspection bay.
II. Stabling Lines in Depot
a) The length of stabling lines shall be of the order of 160 mtrs.

b) The requirement of lines shall be in accordance with the table indicated above; the stabling
siding in the Depot shall be covered with a roof in order to facilitate testing of air-conditioning
of trains and their pre-cooling under controlled condition of temperature.
c) Separate toilets adjacent to stabling lines shall be provided with small room for keeping
cleaning aids and for utilization by the contractor’s staff.
III. Workshop lines
d) All the Workshop lines shall be interconnected through turn–tables.

e) Each bay shall be spanned with two 15T / 3T overhead Cranes.
f) One embedded line shall be provided with Pit-jacks for lifting of 3-Car unit simultaneously.
g) The unscheduled line shall be provided with Pits of complete Coach length for facilitating
under-carriage inspection and roof platform with suitable HVAC unit approach facility for
repair and maintenance.
h) Workshop will have an array of service rooms which cater for servicing & overhauling of
Equipments.
i) Assembling / disassembling overhauling testing facilities shall be facilitated and suitably

placed.
j) There shall be washing & cleaning equipment available on shop floor. Air circulators, Power
supply points, compressed air lines shall be provided on every column.
k) Repair & stacking of heavy equipments such as HVAC, Convertors and Motors shall be so
located that it does not affect movement inside the workshop.
l) Interconnectivity with mechanical repair section shall be so available that Wheels / Bogies /
brake equipments are carried in and out of the repair section without causing inconvenience
to any other activity.
m) The unscheduled heavy lifting bay lines shall be extended up to half of the workshop bay
length beyond which space shall be kept overhauling, repairs, cleaning disassembling /
assembling of Bogies.
IV. Train Operators Booking Office
Suitable office facility adjacent to the stabling lines shall be provided so that train operators reporting
‘On’ duty or going ‘Off’ duty can obtain updates regarding ‘Special Notices’, ‘Safety Circulars’ and
other technical information in vogue. These offices shall have an attached a cycle/scooter/car stand
facility for convenience of the train operating staff.
V. Test Track
A test track of 1000 m in length fenced is provided beside workshop in the Depot. It shall be
equipped with signaling equipments (ATP/ATO). It shall be used for the commissioning of the new
trains, their trials and testing of the trains after the IOH and POH. Entry into the test track shall be
planned for a 6 Car train directly from repair and inspection bay. In compliance to safety norms, the
boundary of the track shall be completely fenced to prevent unauthorized tress passing across or
along the track with red flashing lights all along the fencing line to indicate “live” on rail.
VI. Heavy Cleaning Shed
Monthly heavy cleaning of interior walls, floors, seats, windows glasses done by manually in the
interior cleaning plant shall be designed for cleaning of one six car train at a time. A line adjacent to
inspection shed to be provided that placement of rakes is possible from workshop or inspection lines
& vice – versa conveniently & with ease.
VII. Power Supply
Auxiliary substations are planned for catering power supply requirement of the whole Depot. Details of
connected load feeder shall be worked out. Taking diversity factor of 0.5 the maximum demands shall
be computed. One Auxiliary substation is proposed, as the demand by machines in Repair-shop area
would not be 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. The details of
power supply is as under,
Table 7.8 Power Supply Details
Sl.No. Details of supply Installed capacity

Normal supply 2.5 MW
1.
Transformer 2000 KVA
2. D.G supply 380 KVA
1.45 MWp at peak hour (to be installed
3. Solar PV system
in future)
VIII. Compressed Air Supply
An independent compressor unit shall be provided at designated/required locations for the supply of
compressed air in workshop and Inspection bay.
IX. Water Supply, Sewerage and Drainage Works
In house facilities shall be developed for the water supply of the Depot. Sewerage, storm water
drainage shall be given due care while designing the Depots for efficient system functioning. Past
records of Municipal Corporation shall be used to design the drainage system. Rainwater harvesting
would be given due emphases to charge the underground reserves.
X. Ancillary Workshop
This Repair-shop 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 repair shop.
Ancillary workshop will be used for storing traction supply system equipments.
XI. Watch Towers
There shall be provision of adequate number of watchtowers for the vigilance of Depot boundary.
XII. Administrative Building
An administrative building close to the main entrance is planned. It can be suitably sized and
architecturally designed at the detailed design stage. A time and security office is also provided close
to main entrance. It shall be equipped with suitable Access control system for all the staff working in
the complex.
XIII. Parking Facilities
a) Ample parking space shall be provided for the two wheelers and four wheelers at the
following points.
Close to the Depot entry.
Close to the stabling lines.
Close to repair bay.
b) Space for parking of road vehicles and re-railing equipments.
Since IOH/POH of equipments of Extension line has to be done at Challagatta and Kadugodi Depot–
cum-Workshop, a lot of road transport will have to be utilized. Both the Depots need to have enough
space for parking of Road vehicles. Enough space will also have to be earmarked adjacent to
workshop and repair bay.
Similarly provision of space for parking of re-railing equipments shall have to be made close to the
main exit gate of the Depots.
XIV. Shed and Buildings
The shed and buildings normally provided in the Depot with their sizes and brief functions are
indicated in Annexure-I. Some of these buildings are not depicted on the layout drawing. 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.
Moreover, the shed and buildings shall be suitable for installation of solar system in future.
XV. Plant and Machinery
A separate building is planned for housing Pit-Wheel lathe (PWL), approachable from repair-shop,
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 depositing of scrap.
XVI. Requirement of buildings, major plants and machinery, is given in Annexure I and II for
Kadugodi Depot:
Following Safety features shall be incorporated in the design of all the Maintenance Depots
a) Access to the under-carriages to be interlocked with 3rd rail supply system so that inspection
of under carriage is possible only when Supply is isolated and grounded.
b) Installation of red flashers lights along the inspection lines at conspicuous location to indicate
the 3rd rail supply is ‘Live’.
c) In heavy repair bay inbuilt arrangement for multi level wheel stacking and TM stacking.
d) Power sockets shall be provided on pillars in the inspection bay & workshop.
e) At cleaning area power supply and its isolation shall be interlinked for safety reasons.
f) The roof inspection platform shall have at least two doors to facilitate staff to go up the roof for
cleaning of roof. Suitable safety interlock shall be provided to power supply.
g) Control Centre, PPIO & store Depot must be located close to Workshop.
h) The door width of repair section shall be 2 meters to enable free passage of equipment
through them.
i) Provision of water hydrants shall be available in workshops and stabling yards.
j) Water supply shall be provided in all the buildings for cleaning.
k) Provision of natural ventilation shall be made for both inspection and workshop shed.
Table 7.9 List of Buildings at upcoming Depot at Kadugodi to be planned.

Sl.
Name of Building Size Brief Function
No.
Inspection Shed 160 x 40 m
Servicing of Cars for 15 days & 45 days inspection.
Workshop 160 X 63 m Repair of overhauling of Rolling Stock

1. Rooms for carrying out the inspection & workshop
Associated sections 160 x 8m
activity.
Pit Wheel lathe
40 x 20m For installation of PWL
building
Stocking of spares for regular & emergency
requirement including consumable items.
Stores Depot & offices
This store caters for the requirement of Depot for rolling
2. including goods 40 x 40m
stock & other disciplines.
platform with ramp
To be provided with computerized inventory control.
Loading/unloading of material received by road.
To cater for normal and emergency power supply for
Elect. Sub-station Depot, workshop, service and all other ancillary
3. 25 x 22 m
DG set room buildings, essential power supply essential loads and
security light.
Stabling and routine maintenance of shunting engine
Traction repair Depot etc. & traction maintenance Depot.
4. 80 x 30m
and E&M repair shop For maintenance of lifts/escalators and other General
service works.
60 x 6 m Close to the Depot entry.
Cycle / Scooter / Car
5. x6m Close to the stabling lines.
Parking
40 x 10 m Close to the repair bay.
(i) Auto coach
40 x 10m
washing plant For automatic washing of coaches and its proper
6.
(ii) Space for AWP drainage.
20 x 10
control room
Interior cleaning and Heavy wet washing of rakes from inside, under frame,
7. 130 x 6.5m
washing. roof at 30 days interval.
For track maintenance of section and Depot.
P. way office, store &
To weld rails for construction period only.
8. Workshop including 80 x 20m
To stable track Tamping machine.
Welding plant
For security personnel.

Security office & time
For time punching.
9. office garages (4 15 x 8m
For parking vehicle jeep, truck etc.
Nos.)
For security check of incoming/outgoing staff, material

10. Check post (2 Nos.) 5 x 3m
and coaches.
11. Watch tower (3 Nos.) 3.5 x 2.5m For security of the Depot especially during night time.
25x20m
Depot control centre& To control movement of trains in and out of the Depot &
12. (double
Crew booking centre out of the Depot & for crew booking.
storey)
1,00,000
13. O.H raw water Tank Storage of water, capacity 1, 00,000 Ltrs each.
Ltrs.
Table 7.9 List of Buildings at upcoming Depot at Kadugodi to be planned.

Sl.
Name of Building Size Brief Function
No.
Capacity
7.3 x 5.4 Submersible type pump planned with 200 mm diameter

14. Pump house Bore well
200 mm bore well.
Dangerous goods
15. 15m x 10m For Storage of paints, inflammables & Lubricants
Store 33 KV/750 VDC
Traction 33kV sub
16. 15m x 10m Traction Power Supply
station
17. Waste Collection Bin 10m x 10m Garbage dumping
Work shop Manager Office of Depot in charge
18. 30 x 20m
Office
19. ATP & ATO Room 10 x 8m To keep equipments of ATP/ATO
For treating the discharge waters from Depot and

Waste Water
20. 12 x 6m remove the oil, acids etc. before discharging into the
Treatment Plant
river, with U/G tank.
Canteen to cater staff of Depot and workshop staff shall
21. Canteen 400 Sqm. be in a separate building with modern kitchen ware and
facilities. Obligatory as per statuary requirements
10 x 7m
These toilets shall be approachable both from
Toilets (Gents &
22. workshop as well as from inspection bay and ladies
Ladies)
10 x 7m toilet shall be completely insulated from gent’s toilet.
Table 7.10 List of Plants &Equipment at upcoming Depot at Kadugodi
Sl. No. Equipment
1 Under floor Pit wheel lathe, Chip crusher and conveyor Electric tractor.
2 Mobile jacks 15T for lifting cars
3 Pit jacks (complete set on one line)
4 Run through type Automatic Washing plant for Metro cars.
5 Bogie Test Stand
6 Bogie wash Plant
7 Wheel mounting and demounting press
8 CNC vertical Turret Lathe
9 CNC Axle Journal Turning and burnishing lathe
Sl. No. Equipment
10 Road cum Rail vehicle with re-railing equipment
11 Battery powered locomotive
12 Synchronized double acting high tonnage hydraulic jack of 200 ton capacity with power pack.
13 Truck mounted hydraulic platform for inspection of viaduct.
14 Savage and cleaning machine
15 Work lift platform
16 Electric bogie tractor for pulling cars and bogies inside workshop
17 Compressor for Inspection shed & shop air supply
18 Travelling O/H crane repair-shop 15 T:- 2 Nos; 3 T :- 2 Nos
19 Mobile jib crane
20 Mobile lifting table
21 Bogie turn tables
22 Under frame & Bogie blowing plant
23 AC filter cleaning machine
24 High-pressure washing pump for front and rear end cleaning of car
25 Industrial furniture
26 Minor equipment and collective tools
27 EMU battery charger
28 Welding equipments (Mobile welding, oxyacetylene, fixed arc welding)
29 Electric and pneumatic tools
30 Measuring and testing equipment
31 Tool kits
32 Mobile safety steps
33 Fork lift tractor
Sl. No. Equipment
34 Pallet trucks
35 Road vehicles (pickup van/ truck)
36 Miscellaneous office equipments
37 Special jigs and fixtures and test benches for Rolling Stock
38 Aerial work lift platform
CHAPTER 8 – POWER SUPPLY, SYSTEM OF TRACTION AND POWER TARIFF
8 POWER SUPPLY, SYSTEM OF TRACTION AND POWER

TARIFF
8.1 BACKGROUND
The traction system for Bangalore Metro is already selected as 750 V DC third rail bottom current
collection system. This line is a spread out of R V Road to Bommasandra and Baiyappanahalli to
Whitefield line therefore the same traction system i.e. 750 V DC third rail bottom current collection
system is proposed.
Accordingly power supply arrangement and approach philosophy for traction and auxiliary is detailed
in the following paras:-
8.2 POWER SUPPLY ARRANGEMENTS
Electricity is the only source of energy for operation of Metro system. The electric power supply is
required by Metro system for the following purposes:-
For running trains

For station services e.g. lighting, ventilation, lifts, escalators, signaling & telecom, fire fighting
and pumping etc.
For workshops, depots and other maintenance infrastructure within premises of metro
system.
The major component of power supply is the traction requirement for elevated section.
8.2.1 Power Demand Estimation
The power requirement of a metro system is determined by peak-hour demands of power for traction
and auxiliary applications. Broad estimation of auxiliary and traction power demand is made based on
the following requirements:-
i. Specific energy consumption of rolling stock – 75KWh/1000 GTKM

ii. Regeneration by rolling stock for 750V DC traction – 20%
iii. Elevated station load – initially (2021) 200 kW, which will increase to 500 kW in the year 2041
iv. Depot auxiliary load – initially 1000 kW in the year 2021, which will increase to 1350 kW in the
year 2041.
Keeping in view of the Train Operation Plan and demand of auxiliary and traction power, power
requirement for Silk Board Junction to K R Puram has been worked out for the year 2021, 2031 and
2041 which is summarized in Table 8.1:
Bangalore Metro Phase-IIA DPR : K.R.Puram – Silk Board October 2016 Page 8 - 1
Table 8.1 Power Demand Estimation (MVA)

Year
Corridor
2021 2031 2041
Silk Board Traction 12.98 16.75 20.24
Junction to K R Auxiliary 3.21 4.82 6.42
Puram Total 16.19 21.57 26.66
The detailed calculations of Power Requirements are given at Table 8.1.
8.2.2 Need for High Reliability of Power Supply
The proposed line from Silk Board Junction to K R Puram of Bangalore metro system is being
designed to handle about 36,226 passengers per direction during peak hours when trains are
expected to run at about 2.5 minutes intervals. The tolerance level of any power interruption during
this period is extremely low, as such incidences, apart from affecting train running, will cause
congestion at stations.
Accordingly, Metro system requires a very high level of reliable and good quality of power supply. To
ensure reliability of power supply, it is essential that both the sources of supply and connected
transmission & distribution networks are reliable and have adequate redundancies built in. Therefore,
it is desirable to obtain power supply at high grid voltage of 220 kV or 66 kV from stable grid sub-
stations and further transmission & distribution is done by the Metro Authority itself.
8.2.3 Source of power Supply
The high voltage power supply network of Bangalore city was studied in brief. The city has got 220 kV
and 66 kV network to cater to the various types of demand. 220 kV sub-stations are generally located
at outskirts of the city. 66 kV sub-stations are located near to the alignment. It is proposed to avail
power supply for traction as well as auxiliary services at 66 kV voltage levels through single circuit
cable feeder.
Electric Power requirement for this line is likely to be 16.19 MVA approximately in year 2021 and
which is likely to increase to 26.66 MVA by the year 2041.
Under normal conditions, this power will be supplied by the RSS at Silk Board Junction. The capacity
of transformers may be reviewed considering the load requirement/distribution of the corridor at the
time of detailed design and for the purpose of ease of replacability and for reducing the requirement of
spares, similar capacity of transformers (as being provided at other RSS) may be preferred. While in
case of failure of power supply from this Silk Board Junction RSS, power requirement will be provided
by RSS at K R Puram/Baiyappanahalli.
The transformers capacity of 25 MVA may be reviewed accordingly or space for adding one
transformer of 33 kV may be carved out in the RSS layout) for future requirement.
Table 8.2 Sources of Power Supply
KPTCL Grid sub-station (GSS) Location of RSS of Metro

Corridor/Line
(Input source) Authority
HSR Layout (220/66 kV)
NIMHANS (220/66 kV)
Jayadeva (66 kV)
Silk Board Junction
St. Johns (66 kV)
Adugodi (66 kV)
Silk Board Koramangala(66 kV)
Junction to K R Hoody (220/66 kV)
Puram HAL (220/66 kV)
K R Puram/
ITI (66 kV)
Baiyappanahalli
Bagmane WTC (66 kV)
At the stage of detailed design and engineering, the 66 kV input sources from KPTCL GSS may be
suitably chosen in consultation and agreement with KPTCL. RSS layout and power supply
arrangement proposed is similar to Phase I RSSs.
The summary of expected power demand from receiving sub-stations is given in Table 8.3:
Table 8.3 Power Demand
Peak demand – Peak demand –

Corridor RSS Normal (MVA) Emergency (MVA)
Year Year Year Year Year Year

(2021) (2031) (2041) (2021) (2031) (2041)
RSS at Silk
Silk Board Board 9.7 12.94 16.0 16.19 21.57 26.66
Junction to Junction
K R Puram RSS at K R
6.49 8.63 10.66 16.19 21.57 26.66
Puram
Normal (MVA) – Both the RSS are sharing the loads
Emergency (MVA) – Only one RSS in service
The 66 kV power supply will be stepped down to 33 kV level at the above RSSs of metro authority.
The 33 kV power supply drawn from the RSS will be distributed along the alignment through 33 kV
Ring main cable network for feeding to traction as well as auxiliary loads. These cables will be laid in
dedicated ducts/hangers/brackets along the viaduct. Interconnection of 33 kV power supply between
the corridors i.e, Reach 5 & Reach 1 Extension has been planned at Silk Board Junction and K R
Puram Station respectively, which can be used for transfer of power from one corridor to other in
emergency situation. However, in case of total grid failure, trains will come to stop but station lighting,
ventilation & other essential services can be catered to by stand-by DG sets. Therefore, the proposed
scheme is expected to ensure adequate reliability and cater to emergency situations as well.
The 66 kV cables will be single core XLPE insulated with 630 sq.mm copper conductor. The cables
shall be laid through public pathways to RSSs of Metro Authority. Both the RSS shall be provided with
2 nos. (1 as standby) 66/33 kV, 3 phase main receiving transformers for feeding to traction as well as
auxiliary loads. In the normal condition both the RSS shall be sharing the loads i.e., feeding half of the
section. In case of failure/interruption of power supply to any one of the RSS, the other RSS shall feed
the entire line.
Conventional outdoor type 66 kV switchgear is proposed for RSS to be located in approx. 60m x 80m
(4800 sqm) land plot. Gas Insulated Switchgear (GIS), though requires less space (approximately
half) & less maintenance, is not proposed because of high capital cost. However, requirement and
feasibility of GIS can be assessed at detailed design and engineering stage. The typical RSS layout
as being used in Phase-1may be followed.
8.3 DESIGN CRITERIA FOR POWER SUPPLY AND TRACTION SYSTEM:
Train Operation Plan envisages running of trains is 6 cars with 4 mins headway for year 2021, 3 mins
in 2031 and 2.5 mins to year 2041.
Initially equipment will be installed to cater the expected power requirements during initial years of
operations. As and when the traffic builds up in year 2031 & 2041, the power supply system will need
slight augmentation by way of adding traction transformer-rectifier sets.
8.3.1 Train Operation Plan
Train operation plan considered:
Table 8.4 Train Operation Plan

Year Peak Train No. of trains in No. of train trips
Headway configuration# service during peak per direction per
in mins hours day
2021 4 6 car 17 220
2031 3 6 car 22 315
2041 2.5 6 car 27 404
# DMC - TC - MC + MC – TC – DMC
8.3.2 Traction Sub-stations (33 kV/750 V DC)
Traction sub-stations (33 kV/750 V DC) are required to be set up for feeding 750 V DC power supply
to the third rail. In order to cater to traction load as per design criteria, it is envisaged to provide
traction sub-stations (TSS) at alternate stations and also at terminal station which is to be determined
by simulation studies as well. The requirement comes to 10 TSSs for proposed line as shown in the
power supply schematic drawing attached as Figure 8.1. The TSS along with Auxiliary Sub-Stations
(ASS) will be located at station building itself at concourse level inside a room. Self-cooled, cast resin
dry type rectifier-transformer is proposed, which is suitable for indoor application. From the traction
sub-stations, 750 V DC cables will be laid upto third rail and return current cables will be connected to
running rails.
8.3.3 Rating of Major Equipment
Based on emergency demand expected at each RSS as shown in Table 8.3, 2 nos. 66/33 kV main
receiving transformers of 2 x 25 MVA capacity at Silk Board Junction, one to be in service and second
one to serve as standby. The RSS to be located at K R Puram/Baiyappanahalli end will be provided 2
x 25 MVA with a provision for future with 1 x 25 MVA to cater further extension. The 66 kV cable shall
be 3-phase single core XLPE insulated with 630 mm2 Copper conductor to meet the normal &
emergency loading requirements and fault level of the 66 kV supply.
Traction transformer-rectifier set (33 kV/750 V DC) shall be of 2.8 MW rated continuous capacity with
overload requirement of 150% for 3 hours and 300% for 1 minute. The traction transformer - rectifier
set shall produce 750 V DC nominal output voltage with 12-pulse rectification so as to minimize the
ripple content in the output dc voltage. During detailed design and engineering stage, feasibility of
using 24 pulse rectifier/reversible TSS can also be explored. All the connected equipment of traction
i.e., 33 kV switchgear, rectifier transformer, bus duct, rectifier, HSCB, negative return panel, DC
cables, third rail etc., shall comply with the overload duty cycle 100% continuous, 150% for 3 hours
and 300% for 1 minute all in sequential.
The IEC 60850:2000-08 (Railway applications – Supply voltages of traction systems) envisages the
maximum and minimum voltages for 750 V DC system with regenerative braking is as under:
Table 8.5 Lowest, Nominal and Permanent Voltage

Lowest permanent Nominal voltage Highest permanent Highest non-
voltage voltage permanent voltage
Umin1 Un Umax1 Umax2
V V V V
500 750 900 1000
DC equipment shall be capable of giving desired performance in above mentioned voltage range.
33 kV cable network shall be adequately rated to transfer requisite power during normal as well as
emergency situations and to meet the fault current requirement of the system. Accordingly, proposed
33kV cables sizes are as under:-
3 core x 400 mm2 copper from RSS to 33 kV cable network (nearest ASS/TSS)
3 core x 300/240 mm2 copper for 33 kV ring main cable network.
Entire 33 kV cables shall be 3 phase, XLPE insulated with copper conductors. Cables shall be of
FRLS (Fire Retardant Low Smoke)/ FRLSOH (Fire Retardant Low Smoke Zero Halogen) as section
envisaged is elevated.
Adequate number of cables are required for transfer of power from TSS to third rail. Single phase
XLPE insulated cables with 300 mm2 copper conductor are proposed for 750 V DC as well as return
current circuit. Positive cables shall be of 3.3 kV insulation class and negative/return cables of
minimum 1.1 kV insulation class. Based on current requirements, 4 x 1C x 300 mm2 cables are
required for each of the four runs to feed power to third rail and accordingly 6 x 1C x 300 mm2 cables
for each track for return circuit.
The above capacities of transformers, cables etc. have been worked out based on the conceptual
design and therefore, these capacities may be required to be fine tuned during design stage of project
implementation.
8.3.4 Third RAIL AND STINGER SYSTEM
Third rail with bottom collection system with shroud on top and sides is proposed considering the
safety, which is also the prevailing arrangement in Phase - 1 4500 A rating conductor rail is proposed
and the manufacturing process can be co-extrusion, mechanically embossed, mechanically welded
etc., which complies with the required contact resistance between aluminum & stainless steel and with
proven record.
In order to avoid third rail in the maintenance areas from safety point of view, stinger is proposed in
inspection bay lines similar to Bangalore Metro Phase I.
8.4 AUXILIARY SUPPLY ARRANGEMENTS FOR STATIONS & DEPOT
Auxiliary sub-stations (ASS) are envisaged to be provided at each station. A separate ASS is required
at Whitefield depot. The ASS will be located at mezzanine/concourse level inside a room. Wherever
TSS is required, ASS & TSS will be housed together inside a room. The auxiliary load requirements
have been assessed to be about 500 kVA for elevated, accordingly two dry type cast resin
transformers (33/0.415 kV) of 500 kVA for elevated stations (with one transformer as standby) are
proposed to be installed. The Depot ASSs will also be provided with 2 x 1500 kVA auxiliary
transformers.
8.5 STANDBY DIESEL GENERATOR (DG) SETS
In the unlikely event of simultaneous tripping of two RSSs or grid failure, the power supply to stations
as well as to trains will be interrupted. It is, therefore, proposed to provide standby DG set of 180 kVA
capacity at elevated stations to cater the following essential services:
I. Lift operation
II. Essential lighting at Stations and on viaduct on account of emergency evacuation
III. Ventilation requirements of stations
IV. Signaling & telecommunications
V. Fire fighting system
VI. (vi) Platform screen gates (PSG)
Silent type of DG sets are proposed which have low noise levels and do not require separate room for
installation.
8.6 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM
The entire system of power supply (receiving, traction & auxiliary supply) shall be monitored and
controlled from a centralized Operation Control Centre (OCC) through SCADA system. Modern
SCADA system with intelligent remote terminal units (RTUs) shall be provided. Optical fibre provided
for telecommunications will be used as communication carrier for SCADA system.
Digital Protection Control System (DPCS) is proposed for providing data acquisition, data processing,
overall protection control, interlocking, inter-tripping and monitoring of the entire power supply system
consisting of 66/33 kV ac switchgear, transformers, 750 V DC switchgear and associated electrical
equipment. DPCS will utilize microprocessor-based fast-acting numerical relays & Programmable
Logic Controllers (PLCs) with suitable interface with SCADA system.
8.7 EMERGENCY TRIP SYSTEM (ETS)
Emergency Trip System (ETS) shall be provided at platform ends, station control room TSS in
accordance with the requirements of NFPA-130. ETS can be operated by passengers and metro staff
in case of emergency situations to disconnect the power supply to the train(s). Operation of ETS push
button will result in tripping of relevant section of third rail in order to stop the trains in that section. An
interlock to be incorporated with the signaling system to block the train(s) entering the station/section
of the ETS pressed. ETS cable shall be fire rated for one hour at 5000 C.
ETS cabinet housing shall be constructed of steel, painted with international orange, with the Blue
light on the facia and red mushroom-shaped heavy duty push button capable of being padlocked in a
locked position when pressed, can only be reset by a master key. The tripping logics are to be
hardwired and locally functional i.e., not through SCADA.
8.8 STRAY CURRENT CORROSION PROTECTION MEASURES
8.8.1 Concept of dc Stray Current Corrosion
In dc traction systems, bulk of return current finds its path back to the traction sub-station via the
return circuit i.e. running rails. The running rails are normally insulated to minimize leakage of currents
to the track bed. However, due to leaky conditions, some current leakage takes place, which is known
as ‘stray current’. The current follows the path of least resistance. Return current deviates from its
intended path if the resistance of the unintended path is lower than that of intended path. The stray
current may flow through the unintended path of metallic reinforcements, civil structures, public
utilities etc., of the structure back to the substation.
It is also possible that part of the stray current may also flow into soil, where it may be picked up by
metallic utilities and discharged back to soil and then to near the sub-station.
The dc stray currents cause metal detraction in watery (aqueous) electrolytes as per the following
chemical reactions:-
Stray current enters in the metal
2H2O + 2e- H2 + 2OH- (development of Hydrogen gas)
Stray current exits from metal
Fe Fe2+ + 2e- (Fe2+ ions migrate away from the metal)

That is how, dc stray currents cause corrosion of metallic structure where it leaves the metal. Pitting
and general form of corrosion are most often encountered on DC electrified railways.
8.8.2 Effect of Corrosion
Detraction rate of metals can be calculated by Faraday’s First Law:
m = c.i.t
Where m = mass (kg)
c = Coefficient of detraction (kg/Amp.year)
i = Current (Amp)
t = time (year)
c = 2.90 for Aluminium
= 33.80 for Lead
= 9.13 for Iron
= 10.4 for Copper
That means dc stray current of 1 Ampere flowing continuously can eat away approx. 9 kg of steel in a
year. If 5000 amperes of current flows for one year to power the trains on a transit system, and that 2
percent of this current (100 amperes) leaks as stray current, the amount of steel metal loss is 0.9 ton
per year. Therefore, the safety implications are considerable for structural reinforcements. In addition,
corrosion may also affect neighboring infrastructure components such as buried pipelines and cables.
8.8.3 Measures for Protection against Stray Current Corrosion
Earthing & bonding and protection against stray current corrosion are interrelated and conflicting
issues. Therefore, suitable measures are required to suppress the stray currents as well as the
presence of high rail potentials. Safety of personnel is given preference even at a cost of slightly
increased stray currents.
Following measures are required to restrict the stay current:-
I. Decreasing the resistance of rail-return circuit – by usage of low resistance rails, long welded
rails, suitably cross-bonding between rails and tracks, running insulated parallel conductors
etc.,
II. Increasing the resistance of rail to ground insulation – by providing suitable fastening system
for DC railway
Whenever buried pipes and cables are in the vicinity of DC railway, efforts shall be made to ensure
that metal parts are kept away as far as practicable to restrict stray current by means of isolation and
insulation.
Generally, 3 types of earthing arrangements (viz. Earthed System, Floating System & Hybrid Earthing
System) are prevalent on metros Worldover for protection against stray current corrosion.
Traditionally, Earthed system was used by old metros. Hybrid earthing system is being tried on
experimental basis on few new metros. Floating system has been extensively used by recent metros.
As per the trends World over, floating system (i.e. traction system with floating negative) is proposed
which reduces the dc stray current to considerable level. The arrangement shall comply with following
latest CENELEC standards:-
EN 50122-1: Railway applications - Fixed installations - Electrical safety, earthing and the
return circuit - Part 1: Protective provisions against electric shock
EN 50122-2:- Railway applications - Fixed installations - Electrical safety, earthing and the
return circuit - Part 2: Provisions against the effects of stray currents caused by d.c. traction
systems
The conceptual scheme of proposed floating system is described below:-
I. The running rails shall be adequately insulated as per EN50122-2.The worst conductance per
unit length for single track sections are as under:- Elevated section: 0.5 Siemens/km
II. Stray Current Collector Cables {commonly known as structural earth (SE) cable} of suitable
size (calculated in accordance with EN 50122-2) shall be provided along the viaduct and all
the metallic parts of equipment, cable sheath, viaduct reinforcement, signal post etc. shall be
connected to SE cable.
III. The longitudinal continuity of the reinforcement bars of the viaduct as well as track slabs has
to be ensured along with a tapping point for connection with SE cable in order to drain back
the stray current.
IV. A provision shall be made to earth the running rail (i.e. negative bus) in case of rail potential
being higher than limits prescribed in relevant standard (EN 50122-1) in order to ensure
safety of personnel. This will be achieved by providing track earthing panel (TEP)/over
voltage protection device (OVPD) in all stations irrespective of ASS or ASS/TSS.
V. Provisions shall be made on the structures for measurement of average potential shift +200
mV for steel in concrete structures.
VI. In addition, stray current assessment by continuous monitoring rail insulation assessment
using rail potential in accordance with EN 50122-2 to be installed in OCC for monitoring of the
rail potential supports the supervision of the continuity of the return circuit, detects
connections between the return circuit and earth and degradation of insulation in rail
fastenings.
I. Measurements recommended in EN 50122-2 to be practiced to ensure the stray currents are

not deteriorating the metro railway structures and public structures/utilities as well.
8.8.4 Special Arrangements in Depot
A separate traction sub-station (TSS) shall be provided for depot so as to facilitate isolation of depot
traction supply from mainlines in order to prevent the leakage of return currents to depot area. Tracks
of Depot area shall also be isolated from mainline through insulated rail joints (IRJ). Remote operated
disconnection/sectionalizing switches shall be provided to feed power from depot to mainline and
vice-versa in case of failure of depot TSS and nearest mainline TSS.
The prescribed limit of highest touch potential in depot is 60V as per EN 50122-1 and therefore Track
Earthing Panels (TEP)/Over Voltage Protection Device (OVPD) shall be provided at suitable locations
to earth the rail in case the rail potential exceeds this limit.
8.9 ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTROMAGNETIC

COMPATIBILITY (EMC)
The rectifier-transformer used in DC traction system produces harmonic voltages, which may cause
interference to telecommunications and train control/protection systems. The rectifier-transformer
shall be designed with the recommended limits of harmonic voltages, particularly the third and fifth
harmonics. The proposed 12-pulse rectifier-transformer reduces the harmonics level considerably.
Detailed specification of equipment e.g. power cables, rectifiers, transformer, E&M equipment etc
shall be framed to reduce conducted or radiated emissions as per appropriate international standards.
The Metro system as a whole (trains, signaling & telecomm, traction power supply, E&M system etc)
shall comply with the EMC requirements of international standards viz. EN50121, EN50123,
IEC61000 series etc. A detailed EMC plan will require to be developed during project implementation
stage.
8.10 ENERGY SAVING MEASURES
Energy charges of any metro system constitute a substantial portion of operation & maintenance (O &
M) costs. Therefore, it becomes imperative to incorporate energy saving measures in the system
design itself. The proposed system of Bangalore Metro includes the following energy saving features:
I. Modern rolling stock with 3-phase VVVF drive and light-weight stainless steel coaches has
been proposed, which has the benefits of low specific energy consumption and almost unity
power factor. Therefore, suitable system for recuperation of braking energy to be considered
during detailed design and engineering stage.
II. Rolling stock has regeneration features and it is expected that 20% of total traction energy
will be regenerated and fed back to 750 V DC third rail to be consumed by nearby trains.
III. Use of energy efficient LED lights and fittings is proposed. The lighting system of the stations
will be provided with different circuits (33%, 66% & 100%) and the relevant circuits can be
switched on based on the requirements (day or night, operation or maintenance hours etc).
IV. Machine-roomless type lifts with gearless drive have been proposed with 3-phase VVVF drive.
These lifts are highly energy efficient.
V. The proposed heavy-duty public service escalators will be provided with 3-phase VVVF drive
which gives energy efficiency & improved power factor. Further, the escalators will be provided
with infra-red sensors to automatically reduce the speed (to idling speed) when not being used
by passengers.
VI. The latest state of art and energy efficient electrical equipment (e.g. transformers, motors, light
fittings etc) have been incorporated in the system design.
VII. Efficient energy management is possible with proposed modern SCADA system by way of
maximum demand (MD) and power factor control.
VIII. Solar panels to harvest the solar energy available on the station roofs, depot, parking and top
of the buildings
8.11 ELECTRIC POWER TARIFF
The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of a metro
system and it is expected to constitute about 20-30% of total annual operating cost. Therefore, it is
the key element for the financial viability of the Project. The annual energy consumption is assessed
to be about 67.7 million units in initial years (2021), which will reach 126.9 million units by horizon
year 2041. The detailed calculations of Power Requirements are given at Table 8.2. In addition to
keep the energy consumption to optimum, it is also necessary that the electric power tariff be kept at
minimum in order to contain the O& M costs. Therefore, the power tariff for Bangalore Metro should
be at effective rate of purchase price (at 66kV voltage level) plus nominal administrative charges i.e.
no profit no loss basis. It is proposed that Government of Karnataka take necessary steps to fix power
tariff for Bangalore Metro at “No Profit No Loss” basis. Financial analysis has been carried out based
on this tariff for the purpose of finalizing the DPR. Similar approach is being adopted in other Metros
in India.
Table 8.6 POWER REQUIREMENTS

Traction power requirements Year 2021 Year 2031 Year 2041
(2DMC+2TC (2DMC+2TC+ (2DMC+2TC
No of cars 6 6 6
+2MC) 2MC) +2MC)
Tare weight of train 222 T 222 T 222 T
Passenger weight 130 T 130 T 130 T
Total Train weight 352 T 352 T 352 T
Length (Route km) 17 km 17 km 17 km
Headway (during peak hours) 4 mts 3 mts 2.5 mts
Specific Energy Consumption KWhr/1000 KWhr/1000 KWhr/1000
75 75 75
(SEC) GTkm GTkm GTkm
Power demand from one train set 0.79 MW 0.79 MW 0.79 MW
No. of train sets in opeartion
17 Train sets 22 Train sets 27 Train sets
during peak hour
Total traction demand 13.43 MW 17.38 MW 21.33 MW
Less Regeneration @20% 2.69 MW 3.48 MW 4.27 MW
Depot traction power requirement 1.0 MW 1.25 MW 1.25 MW
Net traction power requirement 11.74 MW 15.15 MW 18.31 MW
Total traction power requirement
(MVA) assuming 5% energy
12.98 MVA 16.75 MVA 20.24 MVA
losses and .95 pf for traction
loads.
Station auxiliary power
requirement
Elevated station load 0.20 MW 0.30 MW 0.40 MW
No. of elevated stations 13 13 13
Total auxiliary power requirement 2.6 MW 3.9 MW 5.2 MW
Depot auxiliary power requirement 0.0 MW 0.0 MW 0.00 MW
Total auxiliary power requirement
(MVA) assuming 5% energy
3.21 MVA 4.82 MVA 6.42 MVA
losses and .85 pf for auxiliary
loads.
Total traction & aux power
14.34 MW 19.05 MW 23.51 MW
requirement (MW)
Total power requirement (MVA)
assuming 5% energy losses and
16.19 MVA 21.57 MVA 26.66 MVA
.95 & .85 pf for traction & aux
loads respectively
Note:-
Property Development (PD) requirement not considering in
estimation of power calculation.
Depot auxiliary load has been considered 0 MW, as already Depot ASS exists in Baiyappanahalli
Depot TSS has been considered for feeding the section from Baiyappanahalli Depot to K R Puram
Table 8.7 ENERGY CONSUMPTION
Year Year 2021 Year 2031 Year 2041

(2DMC+2T (2DMC+2TC (2DMC+2TC
No of cars 6 6 6
C+2MC) +2MC) +2MC)
Length (Route km) 17 KM 17 KM 17 KM
No. of trains per direction in a
220 320 408
day*
Weight of train and passenger 352 T 352 T 352 T
KWH/1000 KWH/1000 KWH/1000
SEC (net) with 20% regen 60 60 60
GTKM GTKM GTKM
Yearly traction energy
consumption with 365 days 57.70 million units 83.93 million units 106.94 million units
working with 20% regen
Station aux power requirement

Elevated 0.20 MW 0.30 MW 0.40 MW
No. of elevated stations 13 13 13

Depot auxiliary power
0 MW 0 MW 0 MW
requirement
Total auxiliary power requirement
(MVA) assuming 5% energy 3.2 MVA 4.8 MVA 6.4 MVA
losses and .85 pf for aux loads
Diversity factor of auxiliary loads 0.5 0.5 0.5
Yearly auxiliary energy
consumption 20 hrs/day and 365 9.96 million units 14.95 million units 19.93 million units
days working (million units)
Net Annual Energy Consumption
67.7 million units 98.9 million units 126.9 million units
(Traction & Auxiliary)
Note:-
PD energy not considering in estimation of energy calculation.
Figure 8.1 Power Supply Arrangements
CHAPTER 9 – ROLLING STOCK
9 ROLLING STOCK
9.1 BACKGROUND
KR Puram to Silk board section (Line no.7) is to be operated with CBTC signaling system and with the
existing Schedule of Dimension (SOD) so that with changes in onboard signaling, coaches can be
interchanged in other reaches/sections with 750 V DC systems as per the requirements.
However, the governing factor for deciding the requirements of coaches, forecasted Peak Hour Peak
Direction Traffic (PHPDT) of this line was taken into consideration.
To facilitate the ease in operation, the present Baiyappanahalli depot is planned to cater the
maintenance requirement of the new line 7 and in place of Baiyappanahalli depot a new depot is
planned to be constructed at Whitefield for East-West Corridor. In addition, a major depot at
Challagatta in west end of East-west corridor is under construction and new depot at Kadugodi in
Phase-II which can cater for maintenance of Rakes together for the year 2041.
Salient features of Coach Dimension & performance parameters have been described in the following
para:-
9.2 SIZE OF COACH
Since the maintenance of the rake of line 7 will be done at baiyappanahalli depot which has already
been constructed in compliance to the schedule of dimensions, it is proposed to adopt the schedule of
dimension of line 7 is same as schedule of dimension of line 1. As such the dimensions of the coach
of line 7 shall be same as dimensions of the coach of phase 1 Rolling Stock.
Accordingly optimum size of the coach, as opted for Line 7 has been chosen for this corridor as
mentioned in Table 9.1.
Table 9.1 - Size of the coach

Length* Width Height
Driving Motor Car (DMC) 21.05 m 2.88 m 3.8 m
Trailer car (TC)/Motor Car (MC) 20.8 m 2.88 m 3.8 m
* Over the body excluding coupler length.
9.3 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 4 persons per square meter of standing floor
area in normal state (AW2) and crush load 6 persons standee per sq meter (AW3) and exceptional
dense crush load of 8 persons/sq meter (AW4).
Therefore, for the Rail Vehicles with 2.88 m maximum width and longitudinal seat arrangement,
conceptually the exceptional dense crush capacity (AW4) of 43 seated, 273 standing thus a total of
316 passengers for a Driving Motor Car, and 50 seated, 293 standing thus a total of 343 for a trailer
and motor car is envisaged.
Following train composition is recommended:
6-car Train: *DMC–TC–MC+MC–TC–DMC*
This train composition has been adopted in Phase II for 6-Car train composition. Also this composition
is used in DMRC RS10 project. Thus for line 7, it is recommended to adopt the above composition
only.
Table 9.2 and 9.3 shows the carrying capacity of the individual cars and 6-Car train set with standing
passenger @ 4 passenger per sq meter of standee area, with standing passenger @ 6 passenger per
sq meter of standee area and @ 8 passenger per sq meter of standee area respectively.
The seating and Standee capacity of DMC, MC and TC in the unit of “*DMC–TC–MC+MC–TC–DMC*”
with external sliding door are given as under Table 9.2:-
Table 9.2 Carrying Capacity of Mass Rail Vehicles (Crush@6 P/sqm of standee area)
Driving Motor car Trailer car / Motor car 6 Car Train
Normal Crush Normal Crush Normal Crush
Seated 43 43 50 50 286 286
Standing 137 204 147 220 862 1288
Total 180 247 197 270 1148 1574
NORMAL ( AW2) -4 P/sqm of standee area
CRUSH ( AW3) -6 P/sqm of standee area
Table 9.3 Carrying Capacity of Mass Rail Vehicles (Exceptional dense Crush @8 P/sqm of
standee area)
Seated 43 43 50 50 286 286
Standing 137 273 147 293 862 1718
Total 180 316 197 343 1148 2004
NORMAL (AW2) - 4 P/sqm of standee area
EXCEPTIONAL DENSE CRUSH (AW4) - 8 P/sqm of standee area
Based on the experience of Phase I after commissioning of East-West Corridor, it is recommended to

adopt AW3 Passenger loading (1574 passengers in 6 car) for calculation of the passenger carrying
capacity to meet the projected maximum PHPDT. Whereas, in emergency it shall be possible to carry
the passenger under AW4 loading condition. However, axle load is to be calculated under AW4
loading condition.
9.4 WEIGHT
The weights of driving motor car, motor car and trailer car have been estimated as in Table 9.4,
referring to the experiences in BMRCL Phase I Project. The average passenger weight has been
taken as 65 kg.
Table 9.4 - Weight of Mass Rail Vehicles (TONNES)

DMC TC MC 6 Car train
TARE (maximum) 38.00 36.00 37.00 222.00
Passenger
(Normal) 11.70 12.80 12.80 74.60
(Crush @6p/sqm) 16.05 17.55 17.55 102.30
(Exceptional Dense Crush 20.54 22.29 22.29 130.24
@8p/sqm)
Gross
(Normal) 49.70 48.80 49.8 296.60
(Crush @6p/sqm) 54.05 53.55 54.55 324.30
(Exceptional Dense Crush 58.54 58.29 59.29 352.24
@8p/sqm)
Axle Load @6 p/sqm 13.51 13.39 13.64
Axle Load @8 p/sqm 14.63 14.57 14.82
The axle load @ 6p/sqm (AW3) of standing area works out in the range of 13.39 T to 13.64 T. Heavy
rush of passenger, having 8 standees per sq. meter (AW4) can be experienced occasionally. It is
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 15 T axle
load. Hence it is recommended to procure Rolling Stock for new Line 7 with maximum axle load of 15
T only.
9.5 PERRFORMANCE PARAMETERS
The recommended performance parameters are:
I. Maximum Design Speed : 90 Kmph

II. Maximum Operating Speed : 80 Kmph
9.5.1 Traction Performance
I. Average acceleration rate from 0 to 30 km/h : 1 m/s² ± 5%

II. Jerk : 0.7 m/s3 ± 0.05
9.5.2 Brake Performances
I. Average service deceleration from 80 to 0 km/h : 0.95 m/s² ± 5%

II. Instantaneous full service deceleration : 1.1 m/s²
III. Maximum jerk (d/dt) : 0.7 m/s3 ± 0.05
IV. Minimum average emergency deceleration : 1.3 m/s²
9.5.3 Speed vs. Time curve
Torque vs. Speed characteristics.
Constant torque zone in powering is recommended up to a speed of 30 Kmph. Constant torque zone
in braking is recommended up to a speed of 60 Kmph to maximize the regenerated energy.
9.6 COACH DESIGN AND BASIC PARAMETERS
The important criteria for selection of rolling stock are as under:

I. Proven equipment with high reliability
II. Passenger safety feature
III. Energy efficiency
IV. Light weight equipment and coach body
V. Optimized scheduled speed
VI. Aesthetically pleasing Interior and Exterior
VII. Low Life cycle cost
VIII. Flexibility to meet increase in traffic demand
IX. Anti-telescopic
The controlling criteria are reliability, low energy consumption, lightweight and high efficiency leading
to lower annualized cost of service. The coach should have high rate of acceleration and deceleration.
9.7 SELECTION OF TECHNOLOGY
Low life cycle cost is achieved by the way of reduced scheduled and unscheduled maintenance and
high reliability of the sub-systems. It is possible to achieve these objectives by adopting suitable
proven technologies. Selection of technologies has been recommended to ensure low life cycle cost.
9.7.1 Car body
It is now a standard practice to adopt stainless steel or aluminum for car body. However, 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. With the improvement in Steel
manufacturing technology, now it is possible to manufacture austenitic steel with carbon percentage
of 0.03% and this increases the mechanical strength and hence it is possible to manufacture light
weight stainless steel car body with higher mechanical strength and therefore, high tensile austenitic
stainless steel with carbon content not more than 0.03% car bodies have been specified. No corrosion
repair is necessary on stainless steel cars during their service life.
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.
9.7.2 Bogies
Bolster less lightweight fabricated bogies with conical rubber springs are now universally adopted in
metro cars. These bogies require less maintenance and overhaul interval is also of the order of
520,000 km. Use of air spring at secondary stage is considered with a view to keep the floor levels of
the cars constant irrespective of passenger loading unlike those with coil spring. Perturbation from
the track is 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.
9.7.3 Brake System
The brake system shall consist of:-
Compressed air supply by an oil free piston type air compressor and air dryer unit.
An electro-pneumatic, microprocessor controlled direct service brake which performs the blending
function depending on the brake demand signal and the dynamic brake performance.
I. A fail safe, pneumatic friction emergency brake.

II. A pneumatic indirect BP backup brake which is applied during rescue operation or in
case of failure of direct service brake.
III. A spring applied air-release parking brake.
IV. Air applied holding brake.
V. An electric regenerative service brake.
VI. Provision of smooth and continuous blending of EP and regenerative braking
Direct service brake is blending of Electro-Pneumatic brake (EP) and Electro-Dynamic brake (ED).
The electro-dynamic (ED) brake shall take priority over the electro-pneumatic friction brake (EP) and
full use of its capability shall be made in attaining any rate of service braking. The objective is to use
the regenerative brake to the maximum degree possible in order to reduce wear on the friction
brakes.
The ED (regenerative braking) brake will be the main brake power of the train and will regenerate
energy during braking and part of the regenerated energy is used by the auxiliary circuit of the train
and the balanced is pumped back in to third rail system. The Electro-dynamic braking is possible
because of the adoption of 3-Phase technology.
To maximize the regenerated energy, it is recommended to extend the constant torque zone in
braking up to 60 Kmph. Further it is recommended to improve the logic of ED brake so that in case of
failure of any driving motor car/ motor car, ED brake by the other driving motor /motor car is increased
automatically by the propulsion system.
During the stopping of the train when ED brake starts fading out, the propulsion system detects the
fading out of ED brake and correspondingly holding brake (EP) is applied by the brake system to
ensure safety of the train in case of ED becoming zero.
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 mounted disc brake, and preferably a wheel mounted disc brake.
In Phase I Rolling Stock, oil free piston type compressor was used to avoid the frequent need to
toping of oil in the compressor. These oil free compressors have been in service in Reach-1 for more
than 4 years and so far no failure case was reported. As such it is recommended to use oil free piston
type compressor only.
To improve the overall reliability of brake system, it is recommended to adopt brake system with
Ethernet backbone where it shall be possible to feed MR pressure in the failed train from the healthy
train and also braking can be controlled from the healthy train in the failed train.
9.7.4 Propulsion System Technology
The brush less 3 phase induction motors which is lighter in weight and ideally suited for rail based
Mass Rapid Transit applications is proposed to be used for this corridor. The motor tractive effort and
speed is regulated by ‘Variable Voltage and Variable frequency’ control and can be programmed to
suit the track profile and operating requirements. Another advantage of 3 phase a.c. drive and VVVF
control is that regenerative braking can be introduced by lowering the frequency and the voltage to
reverse the power flow and to allow braking to very low speed. Also, it is self-ventilated, highly
reliable, robust construction and back up by slip/slide control, hence same have been recommended
for adoption.
The DC voltage from the 3rd Rail is stepped up through a ‘STEP up Chopper’ to DC link voltage,
which feeds Inverter operated with Pulse Width Modulation (PWM) control technology and using
insulated Gate Bipolar Transistors (IGBT). Thus three-phase variable voltage variable frequency
output drives the traction motors for propulsion.
Recently advanced IGBT has been developed for inverter units. The advanced IGBT incorporates its
own over current protection, short circuit protection; over temperature protection and low power
supply detection. 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. The 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 this corridor.
9.7.5 Interior and Gangways
Passenger capacity of a car is maximized in a Metro System by providing longitudinal seats for
seating and utilizing the remaining space for standing passenger. Therefore all the equipments are
mounted on the under frame for maximum space utilization. The gangways are designed to give a
wider comfortable standing space during peak hours along with easy and faster pas
ssenger movement
especially in case of emergencyy. However, detailed design to be finalized at Mock-u
up stage.
Figure
F 9.1 Interior View of Metro Train
9.7.6 Passenger Doors
For swift evacuation of the passsenger in short dwell period, four doors of minimum 1400mm width, on
each side of the coach have be
een considered. These doors shall be of such dimen
nsions and location
that all the passenger inside the
e train is able to evacuate within least possible time
e without conflicting
movement. As the alignment pa
asses through elevated section above ground, auto
omatic door closing
mechanism is envisaged from consideration of passenger safety. Passenger do
oors are controlled
electrically by a switch or Pushbutton in Driver cab. Electrically controlled door ope
erating mechanism
has been preferred over pneu
umatically operated door to avoid cases of air leakkage and sluggish
operation of doors.
The door shall be of Bi-parting S

Sliding Type as in the existing coaches of BMRCL.
In the present design of door leaf, top aluminium skin is bonded over aluminium
m honeycomb and
bonding between these two materials is frequently failing and as such door swe
elling problems are
being observed in several Rollin
ng Stock Projects. Thus it is recommended to adopt a new door design
with single material without any bonding.
Bangalore Metro Phase-IIA DPR : K.R.P

Puram – Silk Board October 2016 Page 9-7
Figure 9.2 Passenger Doors
9.7.7 Air–conditioning
With heavy passenger loading of 6 p/sqm for standee area and doors being closed from consideration
of safety and with windows being sealed type to avoid transmission of noise, air conditioning of
coaches has been considered essential. Each coach shall be provided with two air conditioning units
capable of cooling, heating and dehumidifying and thus automatically controlling interior temperature
throughout the passenger area at up to 25°C and relative humidity of 60%RH respectively all the
times under varying ambient conditions up to full load. For emergency situations such as power failure
or both AC failures etc, ventilation provision supplied from battery will be made. Provision shall be
made to shut off the fresh air intake and re-circulate the internal air of the coach, during an
emergency condition, such as fire outside the train causing excessive heat and smoke to be drawn in
to the coach.
9.7.8 Cab Layout and Emergency Detrainment Doors.
The modern stylish driver panel shall be FRP moulded which give maximum comfort and easy
accessibility of different monitoring equipments to the driver along with clear visibility .
The driver seat is recommended to be provided either in the middle or in the side of the cab.
Figure 9.3 Driving Cab
Emergency evacuation is recom

mmended only through the side doors.
9.7.9 Communication
The driving cab of the cars a

are provided with continuous communication with base Operational
Control Center and station con
ntrol 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
s that passengers
are continuously advised of the
e next stoppage station, final destination station, in
nterchange station,
emergency situations if any, a
and other messages. Station announcement is rec
commended to be
based on the bits provided by A
ATC. In case of failure of ATC announcement can b
be made manually.
The rolling stock is recommend
ded to be provided with Talk Back Units inside the cars, which permit
conversation between passenge
ers and the drivers in case of any emergency.
With the improvement in display technology, it is recommended to use Digital Display board on
interior coving panel for advertissement as well as for station announcement.
9.7.10 Noise and Vibration
The trains will pass through hea

avily populated urban area .The noise and vibration for a metro railway
becomes an important criterion
n from public acceptance view point. The source o
of noise are (i) rail-
wheel interaction (ii) noise gene
erated from equipment like Blower, Compressor, airr 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.

Sound absorbent panels to under-frame.
Insertion of sound absorbent infill in key-ways of load key place.
Low speed compressor, blower and air conditioner.
Mounting of under frame equipments on anti-vibration pad.
Smooth and gradual control of door.
Provision of GRP baffle on the via-duct for elimination of noise transmission.
Provision of sound absorbing material in the supply duct and return grill of air conditioner.
Sealing design to reduce the aspiration of noise through the gap in the sliding doors and
piping holes.
The lower vibration level has been achieved by provision of bolster less type bogies having secondary
air spring.
9.7.11 Passenger Safety Features
I. ATP/ATO
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. The on-board
computerized ATC system compares and verifies the continuous actual driving speed of the train with
the target speed displayed on Driver Machine Interface (DMI) and in case speed of the train increases
beyond the specified limit, Full Service Brake (FSB) and Emergency Brake (EB) are applied by the
signaling system (ATC).
In ATO mode, the manual function of the driver with respect to driving such as powering, coasting and
braking is made automatic through Automatic Train Control (ATC).
The Signaling system is recommended to be “Communication Based Train Control (CBTC)” system
as the current “Distance To Go (DTG)” signaling system implemented in Phase I project has become
obsolete.
II. Fire
The rolling stock is provided with flame-retarded materials having low fire load, low heat release rate,
low smoke and toxicity inside the cars.
Flammability, Smoke Emission and Toxicity requirements of the material used in the car is
recommended to be based on EN standard EN 45545, HL3, Flammable materials shall not be used or
contained. Material emitting poisonous gas during combustion will not be used.
The insulation of all wires and ccables including those used within equipment / subsystem is provided
with halogen-free flame-retardant and formulated to minimise generation of smoke, noxious emissions
and corrosive fumes.
III. Emergency door
Each passenger saloon doors is provided with Emergency Egress device to en

nsure well directed
evacuation of passengers in casse of any emergency including fire in the train.
IV. Crash worthiness features
The driving motor car and oth

her cars of the train shall be designed to ensure safety of the train
operator in case of collision as specified in EN 15227 under the collision scena
ario in clause-5 of
EN15227 for Load Category C-II.
The rolling stock is provided with inter car couplers with energy absorption device
d in the front
automatic/ semi-automatic coup
pler.
The car ends is designed to pre

event over-riding and telescoping of the car in to any
y passenger area in
the event of the collision. The
e anti-telescoping structure includes elements succh as corner post,
collision post and anti-climbers.
V. Gangways
Broad gangways with interior p

paneling of minimum clear height of 1900mm are prrovided in between
the cars to ensure free passeng
ger movement between cars in case of any emergency.
Figure 9.4 Gangway

Figure 9.5 Gangway Isometric View
The salient features of the proposed Rolling Stock is furnished in Table 9.5
Table 9.5 Salient Features of Rolling Stock for Mass Rapid Transit System
S.No. Parameter Details
1 Gauge (Nominal) 1435mm
2 Traction system
2.1 Voltage 750 V dc
2.2 Method of current collection Third Rail Bottom Current Collection System
3 Train composition
3.2 6 car train *DMC-TC-MC+MC-TC-DMC*
4 Coach Body Stainless Steel
5 Coach Dimensions
5.1 Height 3.88 m
5.2 Width 2.88 m
5.3 Length over body (approx)
- Driving Motor Car (DMC) 21.05 m
- Trailer Car (TC) 20.8 m
- Motor Car (MC) 20.8 m
1130mm (Maximum) for unloaded vehicle,
5.4 Floor height
1100mm (Minimum) for loaded vehicle.
6 Designed - Passenger Loading
6.1 Design of Propulsion equipment 8 Passenger/ m2
6.2 Design of Mechanical systems 10 Passenger/ m2
Carrying capacity- @ 8
7
standees/sqm
7.1 Coach carrying capacity
DMC 316 (seating - 43 ; standing - 273)
TC 343 (seating - 50 ; standing - 293)
MC 343 (seating - 50 ; standing - 293)
7.2 Maximum Train Carrying capacity
6 car train 2004 (seating - 286 ; standing - 1718)
8 Weight (Tonnes)
8.1 Tare weight (maximum)
DMC 38
TC 36
MC 37
Passenger Weight in tons(@ 8
8.2 @ 0.065 T per passenger
person per sqm)
DMC 20.54
TC 22.29
MC 22.29
8.3 Gross weight in tons
DMC 58.54
TC 59.29
MC 59.29
9 Axle load(T)(@ 8 persons per sqm Not more than 15T
of standee area) System should be designed for 15T axleload
10 Speed
10.1 Maximum Design Speed 90 Kmph
10.2 Maximum Operating Speed 80 Kmph
11 Wheel Profile UIC 510-2, Appendix B
12 Traction Motors Ventilation Self
Average acceleration rate from 0-
13 1.0 m/sec2 ± 5%
30 Kmph
Average deceleration from 80
14 0.95 m/sec2 ± 5%
Kmph to 0 Kmph
Instantaneous full service
15 1.1 m/sec2 (>1.3 m/sec2 during emergency)
deceleration
16 Type of Bogie Fabricated
17 Secondary Suspension springs Air
(i) Compressed air supply by an oil free piston type air
compressor and air dryer unit.
(ii) An electro-pneumatic, microprocessor controlled
direct service brake which performs the blending
function depending on the brake demand signal
and the dynamic brake performance.
(iii) A fail safe, pneumatic friction emergency brake.
18 Brake system (iv) A pneumatic indirect BP backup brake which is
applied during rescue operation or in case of failure
of direct service brake.
(v) A spring applied air-release parking brake.
(vi) Air applied holding brake.
(vii) An electric regenerative service brake.
(viii) Provision of smooth and continuous blending of EP
and regenerative braking
19 Coupler Auto Coupler in front and middle and remaining
For 6 car Train between two MC Automatic coupler with mechanical, electrical &
19.1
car pneumatic coupling
Automatic coupler with mechanical & pneumatic

19.2 Front cab end of DMC car
coupling but without electrical coupling head
19.3 Between cars of same Unit Semi-permanent couplers

20 Detrainment Door Side doors
21 Type of Doors External sliding
22 Passenger Seats Stainless Steel
23 Cooling
23.1 VVVF & APS Self/Forced
23.2 TM Self ventilated
Train line control by 110V dc signals for vital safety
24 Control System equipments/items and Train Management System for
other control equipment monitoring
25 Traction Motors 3 phase VVVF controlled
26 Temperature Rise Limits
The temperature rise limit for the stator winding shall be
26.1 Traction Motor the maximum temperature index of the insulation minus
70°C.
The current rating of the semiconductor shall be such
that the junction temperature has the minimum thermal
26.2 VVVF & APS margin of 10°C in the worst loading conditions taking
into account the extreme ambient conditions in
Bangalore and surrounding.
- Cooling, Heating & Humidifier (As required)
- Automatic controlling of interior temperature throughout
the passenger area at 25°C with 60% RH all the times
27 HVAC
under varying ambient conditions up to full load.
- Cab cooling for DMC car shall be provided by saloon
HVAC only.
28 PA/PIS (CCTV) ATC based station announcement.
Passenger Surveillance CCTV
29 CCTV with automatic IP selection.
system
Nickel Cadmium batteries with closed water loop
30 Battery System
system.
Type of Headlight, Flasher &
31 LED based
Taillight
Energy efficient, power LED based lights, in luminaries
32 Saloon Illumination
for saloon & gangway
33 Cubical lighting LED based
Minimum 8% coasting to achieve specified commercial
34 Coasting
speed.
CHAPTER 10 – TRAIN OPERATION PLAN
10 TRAIN OPERATION PLAN

10.1 OPERATION PHILOSOPHY
The underlying operation philosophy is to make the MRT System more attractive and economical, the
main features being:
Selecting the most optimum frequency of Train services to meet sectional capacity requirement
during peak hours on most of the sections.
Economical & optimum train service frequency not only during peak period, but also during off-
peak period.
Multi-tasking of train operation and maintenance staff.
10.2. STATIONS
Table 10.1 List of stations for the K.R. Puram to Silk Board
S. Chainage (in Inter - Station

Name of Stations Remarks
No m) Distance (in m)
Dead End
1 K.R Puram 17000.000 1162.843 Elevated
2 Mahadevapura 15837.157 1443.634 Elevated
3 DRDO Sports Complex 14393.523 955.717 Elevated
4 Doddanekundi 13437.806 781.262 Elevated
5 ISRO 12656.544 1713.904 Elevated
6 Marathahalli 10942.640 1061.096 Elevated
7 Kodibisanahalli 9881.544 1314.261 Elevated
8 Kadubeesanahalli 8567.283 1424.567 Elevated
9 Bellandur 7142.716 1657.021 Elevated
10 Ibbalur 5485.695 2855.270 Elevated
11 Agara Lake 2630.425 1244.476 Elevated
12 HSR Layout 1385.949 1385.949 Elevated
13 Silk Board 0000.000 0000.00 Elevated
Dead End
10.3 PHPDT DEMAND
Peak hour peak direction traffic (PHPDT) demand for the K R Puram to Silk Board Line for the year 2021, 2031 and 2041 for the purpose train operation
planning is as under: :-
Table 10.2 : PHPDT Demand for the Year 2021,2031 & 2041
PHPDT PHPDT PHPDT
From To Dir 1 Dir 2 Dir 1 Dir 2 Dir 1 Dir 2
2021 2031 2041
K R Puram Mahadevapura 8317 8256 9189 9405 10789 10648
DRDO Sports
Mahadevapura 11078 10965 12744 12893 14494 14347
Complex
DRDO Sports Complex Doddanekundi 11625 10132 13045 11495 14959 12882
Doddanekundi ISRO 11371 9878 12488 10933 14209 12107
ISRO Marathahalli 11124 10838 12818 12828 15337 15038
Marathahalli Kodibisanahalli 10918 10418 12510 12013 14534 14029
22054
29101
36226
Kodibisanahalli Kadubeesanahalli 11323 11254 15093 14791 19397 18984
Kadubeesanahalli Bellandur 10339 10803 14403 14764 19155 19542
Bellandur Ibbalur 12524 13261 17541 18316 23476 24396
Ibbalur Agara Lake 12343 12706 17350 17804 23294 23916
Agara Lake HSR Layout 19528 18648 25298 24169 32597 31413
HSR Layout Silk Board 22054 20417 29101 26872 36226 35311
10.4 TRAIN OPERATION PLAN

10.4.1 Salient Features
Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell time of 30
seconds.
Make up time of 5-10% with 8-10% coasting.
Scheduled speed has been assumed as 34 KMPH
10.4.2 Train Formation
To meet the above projected traffic demand, the possibility of running trains with composition of 6 Car
trains with different headway has been examined.
Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
6 Car Train Composition : *DMC - TC -MC + MC - TC – DMC*
Passenger Capacity (with @6 standees per square meter standee area (AW3))
DMC : 247 Passengers (Sitting-43, Crush Standing-204)
TC/MC : 270 Passengers (Sitting-50, Crush Standing-220)
6 Car Train Passenger capacity : 1574 Passengers (Sitting-286, Crush Standing-1288)
Passenger Capacity (with @8 standees per square meter standee area (AW4))
DMC : 316 Passengers (Sitting-43, Crush Standing-273)
TC/MC : 343 Passengers (Sitting-50, Crush Standing-293)
6 Car Train Passenger capacity : 2004 Passengers (Sitting-286, Crush Standing-1718)
Based on the experience of Phase-I and commissioning of East-West Corridor, it is recommended to

adopt AW3 Passenger loading for calculation of the passenger carrying capacity to meet the projected
maximum PHPDT whereas, in emergency, it shall be possible to carry the passenger under AW4 loading
condition.
Table 10.3 : Carrying Capacity of Mass Rail Vehicles (Crush@6 P/sq.m of standee area)
Driving Motor car Trailer car /Motor car 6 Car Train
Seated 43 43 50 50 286 286
Standing 137 204 147 220 862 1288
Total 180 247 197 270 1148 1574

CRUSH (AW3) - 6 P/sqm of standee area
Table 10.4 : Carrying Capacity of Mass Rail Vehicles (Exceptional dense

Crush@8P/sqm of standee area)
Seated 43 43 50 50 286 286
Standing 137 273 147 293 862 1718
Total 180 316 197 343 1148 2004

EXCEPTIONAL DENSE CRUSH (AW4) - 8 P/sqm of standee area
10.4.3 Train Operation Plan
Train operation plan with train carrying capacity @6 persons per square meter of standee area on K R
Puram to Silk Board Junction for the year 2021, 2031 & 2041 given below:-
10.4.3.1 Planning for Year 2021:
6 car Train Composition : *DMC - TC - MC + MC – TC - DMC*

Capacity of train : 1574 in AW3 condition
Schedule Speed : 34 Kmph
Headway with 6- car train : 4 minutes
During peak hour, No.of trains per hour : 15
Available Peak Hour Peak Direction Capacity of 23610@6 passengers per square meter of
standee area(AW3).
Available Peak Hour Peak Direction Capacity of 30060@8 passengers per square meter of
standee area(AW4).
Traffic reserve is taken as one/two train per train operation loop to cater to failure of train on line
and to make up for operational time lost.
Repair and maintenance reserve has been estimated as 8% of total requirement (Bare + Traffic
Reserve).
The calculated number of rakes in fraction is rounded off to next higher number.
Traffic demand and train capacity for this corridor in the year 2021 is tabulated and represented on a
chart as follows:
Table 10.5: Peak Hour Demand and Train Requirement

Peak Traffic Headway
Sl. R PHPDT No. of Trains
Section Demand as during
No Km provided requirement
per DPR peak
K R Puram to 23610 20 Rakes
1 17 22054 4 minute
Silk board. (15 x 1574) (120 Cars)
TABLE 10.6
6: YEAR 2021- PHPDT AND CAPACITY CHART
Traffic Train carrying Tra
ain carrying
S Demand capacity capacity
From To
o
No. in @6p/sq.m of @8p/sq.m
@ of
PHPDT standee area sta
andee area
1 K R Puram Mahadevapura
M 8317 23610 30060
DRDO Sports
2 Mahadevapura 11078 23610 30060
Complex
DRDO Sports
3 Doddanekundi 11625 23610 30060
Complex
4 Doddanekundi IS
SRO 11371 23610 30060
5 ISRO Marathahalli
M 11124 23610 30060
6 Marathahalli Ko
odibisanahalli 10918 23610 30060
7 Kodibisanahalli Ka
adubeesanahalli 11323 23610 30060
8 Kadubeesanahalli Be
ellandur 10803 23610 30060
9 Bellandur Ib
bbalur 13261 23610 30060
10 Ibbalur Ag
gara Lake 12706 23610 30060
11 Agara Lake HSR Layout 19528 23610 30060
12 HSR Layout Silk Board 22054 23610 30060
Figure 10.1 YEAR 2021- PHPDT AND CAPACITY CHART
6 car Train Composition : *DMC - TC - MC + MC – TC - DM

MC*
Headway with 6- car train : 3 minutes
Bangalore Metro Phase-IIA DPR : K.R.Puram

m – Silk Board October 2016 Page 10 - 5
During peak hours, No.of trains per hour : 20

Available Peak Hour Peak Direction Capacity of 31480 @6 passengers per square meter of
standee area(AW3).
Available Peak Hour Peak Direction Capacity of 40080 @8 passengers per square meter of
standee area (AW4).
Reserve).
Traffic demand and train capacity for this corridor in the year 2031 is tabulated and represented on a
chart as follows:
Table 10.7 Peak Hour Demand and Train Requirement

Peak Traffic
Sl. PHPDT Headway No. of Trains
Section R Km Demand as
No provided during peak requirement
per DPR
25 Rakes
K R Puram 31480
1 17 29101 3 minute (150 Cars)
to Silk board (20x1574)
TABLE 10.8 : YEAR 2031 - PHPDT AND CAPACITY CHART

S From To Traffic Train carrying Train
No. Demand capacity carrying
in @6p/sqm of capacity
PHPDT standee area @8p/sqm
of standee
area
1 K R Puram Mahadevapura 9405 31480 40080
2 Mahadevapura DRDO Sports 12893 31480 40080

Complex
3 DRDO Sports Doddanekundi 13045 31480 40080
Complex
4 Doddanekundi ISRO 12488 31480 40080
5 ISRO Marathahalli 12828 31480 40080
6 Marathahalli Kodibisanahalli 12510 31480 40080
7 Kodibisanahalli Kadubeesanahalli 15093 31480 40080
8 Kadubeesanahalli Bellandur 14764 31480 40080
9 Bellandur Ibbalur 18316 31480 40080
10 Ibbalur Agara Lake 17804 31480 40080

45000
40000
35000
30000
PHPDT
25000
20000
15000
10000
5000
0
Stations
6 car Train Composition : *DMC - TC - MC + MC – TC - DMC*

Headway with 6- car train : 2.5 minutes
During peak hours, No.of trains per hour : 24
Available Peak Hour Peak Direction Capacity of 37776 @6 passenger per square meter of
standee area (AW3).
Available Peak Hour Peak Direction Capacity of 48096 @8 passenger per square meter of
standee area (AW4).
Reserve).
Traffic demand and train capacity for this corridor in the year 2041 is tabulated and represented
on a chart as follows:
Table 10.9 Peak Hour Demand and Train Requirement

Peak
Headway
Sl. Traffic PHPDT No. of Trains
Section R Km during
No Demand as provided requirement
peak
per DPR
K R Puram 37776
2.5 31 Rakes
1 to 17 36236 (24x1574) (186 Cars)
minute
Silk board
TABLE 10.10: YEAR 2041 - PHPDT AND CAPACITY CHART

S From To Traffic Train Train
No. Demand in carrying carrying
PHPDT capacity capacity
@6p/sqm of @8p/sqm of
standee area standee area
1 K R Puram Mahadevapura 10789 37776 48096
2 Mahadevapura DRDO Sports 14494 37776 48096
Complex
3 DRDO Sports Doddanekundi 14959 37776 48096
Complex
4 Doddanekundi ISRO 14209 37776 48096
5 ISRO Marathahalli 15337 37776 48096
6 Marathahalli Kodibisanahalli 14534 37776 48096
7 Kodibisanahalli Kadubeesanahalli 19397 37776 48096
8 Kadubeesanahalli Bellandur 19542 37776 48096
9 Bellandur Ibbalur 24396 37776 48096
10 Ibbalur Agara Lake 23916 37776 48096
55000
50000
45000
40000
35000
PHPDT
30000
25000
20000
15000
10000
5000
0
Stations
The above Train Operation Plan is based on available traffic data. In case of any mismatch in the
capacity provided and the actual traffic, the capacity can be moderated suitably by adjusting the Headway
during operation phase
10.4.4 Summarizing above, the PHPDT Capacity on the rake requirement for different headway in
different years of operation is tabulated below:-
Table 10.11: Capacity Provided for K R Puram to Silk Board

Corridor Max. PHPDT
Headway No. of Rake No. of
Year PHPDT Capacity
(min) Rakes Consist Coaches
Demand Available
23610
2021 4 20 6-car 120 22054
(30060*)
K R Puram
to 31480
2031 3 25 6-car 150 29101
(40080*)
Silk Board
37776
2041 2.5 31 6-car 186 36236
(48096*)
* @8 passengers per square meter of standee area (AW4)
10.4.5 Train Frequency
The train operation for K R Puram to Silk Board provides the following train frequency:-
Table 10.12 : Train Frequency

2021 2031 2041
Corridor
Peak Lean Hour Peak Lean Peak Lean
Hour h/w h/w Hour h/w Hour h/w Hour h/w Hour h/w
K R Puram
To 4 min 6 min 3 min 4 min 2.5 min 3 min
Silk Board
No services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for maintenance activities of
infrastructure and rolling stock.
10.4.6 Hourly Train Operation plan*
The hourly distribution of daily transport capacity is presented in Table 10.17, 10.18, and 10.19 for K R
Puram to Silk Board and enclosed. Number of train trips per direction per day for above corridors are
worked out as 220 in the year 2021, 315 in the year 2031 and 404 in the year 2041 respectively.
10.4.7 Vehicle Kilometer
Based on above planning, after considering maintenance period and assuming 340 days in service in a
year, Vehicle Kilometer is tabulated below.
Table 10.13 : Vehicle Kilometer

Year 2021 2031 2041
Section Length 17 17 17
No. of cars Per train 6 6 6
No.of working days in a year 340 340 340
Number of trains per day each way 220 315 404
Daily Train-KM 7480 10710 13736
5
Annual Train-KM (10 ) 25.43 36.41 46.70
5
Annual Vehicle- KM ( 10 ) 153 218 280
10.5 YEAR WISE RAKE REQUIREMENT
Based on Train formation operation plan as detailed above, to meet Peak Hour Peak Direction Traffic
Demand, year wise Rake requirement are tabulated below:
Table 10.14 : Rake Requirement for the Year 2021

Rake Requirement No. of
Schedule Total
Distance Headway cars No. of
Section Speed in Traffic No. of
(kms) (min) Bare R&M rakes per cars
kmph Reserve rake
K.R. Puram
to 17 34 4 17 1 2 20 6 120
Silk board
* Total Turn Around Time (min) = 6 min
Table 10.15 : Rake Requirement for the Year 2031

Rake Requirement No. of
Schedule Total
Distance Headway cars No. of
kmph Reserve rake
K.R. Puram
to 17 34 3 22 1 2 25 6 150
Silk board
Table 10.16- Rake Requirement for the Year 2041

Rake Requirement No.of
Schedule Total
Distance Headway cars No.of
kmph Reserve rake
K.R. Puram
to 17 34 2.5 27 1 3 31 6 186
Silk board
10.6 COST ESTIMATE
The estimated cost per car inclusive of all taxes, duties etc., is considered as Rs.9.50 Crores.
The hourly distribution of daily transport capacity is shown in Table 10.17, 10.18, and 10.19.
*Table 10.17 Hourly Train Operation Plan for K.R.PURAM TO SILK

BOARD
YEAR : 2021
Configuration : 6 car
Headway in Minutes : 4
HEADWAY IN NO. OF TRAINS

TIME OF DAY IN HOURS IMINUTES PER DAY
UP DOWN
05-06 6 10 10
06-07 6 10 10
07-08 6 10 10
08-09 4 15 15
09-10 4 15 15
10-11 4 15 15
11-12 6 10 10
12-13 6 10 10
13-14 6 10 10
14-15 6 10 10
15-16 6 10 10
16-17 6 10 10
17-18 4 15 15
18-19 4 15 15
19-20 4 15 15
20-21 6 10 10
21-22 6 10 10
22-23 6 10 10
23-24 6 10 10
TOTAL NO. OF TRAINS TRIPS 220 220
PER DIRECTION PER DAY
TABLE 10.18 Hourly Train Operation Plan for K.R.PURAM TO SILK BOARD
YEAR : 2031
Headway in Minutes : 3
HEADWAY IN NO. OF TRAINS PER

TIME OF DAY IN HOURS IMINUTES DAY
UP DOWN
05-06 4 15 15
06-07 4 15 15
07-08 4 15 15
08-09 3 20 20
09-10 3 20 20
10-11 3 20 20
11-12 4 15 15
12-13 4 15 15
13-14 4 15 15
14-15 4 15 15
15-16 4 15 15
16-17 4 15 15
17-18 3 20 20
18-19 3 20 20
19-20 3 20 20
20-21 4 15 15
21-22 4 15 15
22-23 4 15 15
23-24 4 15 15
TOTAL NO. OF TRAINS 315 315
TRIPS PER DIRECTION PER
DAY
TABLE : 10.19 Hourly Train Operation Plan for K.R.PURAM TO SILK

BOARD
YEAR : 2041
Headway in Minutes : 2.5
HEADWAY IN NO. OF TRAINS PER DAY
TIME OF DAY IN HOURS IMINUTES
UP DOWN
05-06 3 20 20
06-07 3 20 20
07-08 3 20 20
08-09 2.5 24 20
09-10 2.5 24 24
10-11 2.5 24 24
11-12 3 20 24
12-13 3 20 20
13-14 3 20 20
14-15 3 20 20
15-16 3 20 20
16-17 3 20 20
17-18 2.5 24 24
18-19 2.5 24 24
19-20 2.5 24 24
20-21 3 20 20
21-22 3 20 20
22-23 3 20 20
23-24 3 20 20
TOTAL NO. OF TRAINS 404 404
TRIPS PER DIRECTION
PER DAY
CHAPTER 11 - SIGNALLING SYSTEM AND TELECOMMUNICATION
11 SIGNALLING SYSTEM AND TELECOMMUNICATION

11.1 SIGNALLING AND TRAIN CONTROL
11.1.1 INTRODUCTION
Metro carries a large number of passengers at a very close headway requiring a very high level of
safety enforcement and reliability as well as availability. At the same time heavy investment in
infrastructure and rolling stock necessitates optimization of its capacity to provide the best services to
the public. The Signalling & Train Control system in Metro Railway plays a major role to provide
frequent, fast and safe journeys in the urban areas. The telecommunication system acts as the
communication backbone for signaling system and provides telecommunication services to meet
operational and administrative requirements of rail / metro network.
Presently, BMRCL’s operational Purple and Green lines are having Distance to Go (DTG) system for
its Train control. This system has several track circuits detecting the presence/absence of a train in
the zone and a failure of any one track circuit leads to operational delay as in such cases, the train
position gets non-determined. When the trains are running in tight headway, normalization process
gets prolonged due to the need for Power Block etc.
The DTG system has also become obsolete and the latest Signalling / Train Control technology
available is the Communication based Trail control (CBTC). Most of the vendors are switching their
design expertise and manufacturing line from DTG to CBTC system as the new metros globally are
going with CBTC signalling only. Same has been the trend in India too as recently taken up lines on
Delhi Metro, Hyderabad Metro and Kochi Metro too are being equipped with this technology only and
the same is to be adopted for the proposed New Line.
11.1.2 ADOPTION OF CBTC BASED SIGNALLING SYSTEM:
Train control requirements of the metro are planned to be achieved by adopting Continuous
Automatic Train Control (CATC) based on Communication Based Train Control (CBTC) System. The
train location is determined by continuous communication with Central control. The track circuits/ Axle
counters are installed as a fall back option and to manage non-equipped vehicle movements. This
system includes Automatic Train Protection (ATP) and Automatic Train Operation (ATO) sub-systems
using continuous bi-directional radio communication between track side and train and Automatic Train
Supervision (ATS) sub systems.
The CBTC system offers following advantages:
a) High reliability, better availability and less prone to failures.

b) Easier to maintain.
c) Provides higher traffic capacity.
d) They are reported to be more energy efficient systems compared to DTG signalling.
e) Adaptable to any Grade of Automation and Scalable too.
This will:
a) Provide high level of safety with trains running at close headway, ensuring continuous safe
train separation and for bidirectional working.
b) 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.
c) Provides safety and enforces speed limit on section having permanent and temporary speed
restrictions.
d) Improves capacity with safer and smoother operations. Driver will have continuous display of
Target Speed and other information 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.
e) Improve maintenance of signaling and telecommunication equipments by providing new ways
of monitoring system status of track side and train borne equipments and undertaking
preventive maintenance.
A Signaling and Train Control system shall be designed to meet the required headway during peak
hours. The signalling system shall also have secondary detection of trains through Axle
counters/Track circuits. Radio for CBTC shall work in license free ISM band.
The control of train operation will be done from a centralized Operation Control Center (OCC) and will
be supervised by Traffic Controller. The OCC shall have required facilities for setting of the route and
clearing of the signals and other supervisory and control facilities. The Backup Control Centre shall
also be provided at a suitable location geographically separated from the OCC.
11.1.3 SYSTEM DESCRIPTION AND SPECIFICATIONS
The Signaling and Train Control system shall be as explained below:
a) Continuous Automatic Train Control:
Continuous Automatic Train Control based on CBTC will consist of – Automatic Train Protection
(ATP), Automatic Train Operation (ATO) and Automatic Train Supervision (ATS) sub-Systems. The
train borne Automatic Train Control system will consist of Automatic Train Operation (ATO) &
Automatic Train Protection (ATP). This will work on moving block principle.
i. Automatic Train Protection (ATP)
Automatic Train Protection (ATP) is the primary function of the train control system. This sub-system
will be inherently capable of achieving the following objectives in a fail safe manner.
Cab Signaling
Moving block
Generation of track related speed profile based on continuous data from track to train
Continuous monitoring of braking curve
Monitoring maximum permitted speed on the line and speed restrictions
Detection of overspeed and generation of audio visual warning and application of brake if
necessary
Maintaining safe distance between trains
Monitoring of stopping points
Monitoring of direction of travel and roll back
Issuing command for correct side door opening in trains and PSG if provided
The train borne equipment will be of modular sub assemblies for each function for easy maintenance
and replacement.
ii. Automatic Train Operation (ATO)
This system will operate the trains automatically from station to station within the safety envelope of
ATP and open the train doors on the correct side. In conjunction with ATP/ATS, ATO can control the
dwell time at stations and manage the train running in accordance with headway / time table.
iii. Automatic Train Supervision (ATS)
A train supervision system will be installed to facilitate the monitoring of the train operation and also
remote control of the station. The train supervision will log each train movement and display it on work
stations with traffic controller at OCC and in a work station for the station controller.
The centralized system will be installed in Operation Control Centre (OCC). The OCC will have a
projection display panel showing the panoramic view indicating the dynamic position of train
movement on a particular track / points. This will aggregate the train movements in various sections
and display in a common video wall. ATS will provide the following main functionalities:
• Automatic Route Setting
• Automatic Train Regulation
• Continuous tracking of train position
• Display panel and work station
• Link to passenger information display system for online information
• Computation of train schedule and time table
• Issue special commands to train such as train hold, skip station etc.
b) Interlocking system
i. Computer Based Interlocking (CBI)
The entire line including turnback, transfer track, pocket track and stabling depot will be equipped with
CBI system for operation of points and crossings and setting of routes. The route setting and
clearance of signals will be done from a workstation, which can be either locally (at station) operated
or operated remotely from the OCC/BCC.
This 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, signal aspect etc will be clearly indicated on the workstation.
It will be possible to operate the workstation locally if the central control hands over such control. The
interlocking system design shall be of fail-safe design principle.
The signals operate for every train movement, points operate for every train turn back, short-loop and
for induction/withdrawal and therefore the equipment will withstand tough environmental conditions
encountered in a Metro system. Suitable IRS, IS 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 machine etc.
ii. 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 counters.
iii. Signals on main line including pocket track, Stabling depot

a) Line side signals
Line side signals will be provided at diverging routes (i.e at point and crossing) as well as at other
required locations, which shall serve as backup arrangements in case of failure of the ATP system.
This consists of multi aspects colour light LED type signals installed on the main line and for depot
entry/exit. All stations with points and crossing shall have the signalling arrangement to provide for bi-
directional train operation.
b) Point machines
Non trailable electrical point machines capable of operating on 3 phase 380v AC will be used on main
line, pocket track and stabling depot. The depot point machine will be trailable/non-trailable type
electrical point machine capable of operating with either 3 phase 380v AC or 110v DC. The depot test
track point machines and point machines on the route leading from main line to stabling lines shall be
non-trailable type electrical point machine capable of operating with 3 phase 380v AC having
availability performance.
c) Platform Screen Door (PSD) or Platform Screen Gates (PSG)
All Stations shall be equipped with PSD/PSG that are necessary for achieving automatic turn back of
trains and also ensuring passenger safety. The PSD/PSG shall be interlocked such that their opening
and closing is controlled automatically by the signalling system. Adequate provisions shall be
provided to meet the emergency requirements for passenger detrainment.
d) Train Depot cum workshop signalling
The existing depot at Baiyappanahalli is equipped for repairs and maintenance of rolling stock running
on Purple line. The signalling system already commissioned on the Purple Line is of Distance To Go
(DTG) type whereas the new line from K R Puram to Silk Board will be of Communication Based Train
Control (CBTC) type. Full-fledged facilities for maintenance of CBTC equipped trains shall be planned
at Baiyappanahalli in a phased manner such that it will not affect either the train operations on purple
line or the rolling stock maintenance.
The transition of the Baiyapanahalli depot from DTG signalling to complete CBTC system involves an
overlapping period during which some depot line will cater exclusively to CBTC equipped trains and
balance meeting the requirements of DTG system. Once alternative arrangements for DTG equipped
trains is established, Baiyappanahalli depot will be converted to service CBTC equipped trains only.
The existing test track in Baiyappanahalli depot will also be equipped with CBTC signalling with ATP
to facilitate testing of the trains before induction to revenue service.
All depot lines except the one which is used for shunting and in the work shop shall be interlocked as
far as possible subject to track constrains if any. The work station shall be provided in the depot
control centre for electric operation of points, signals and routes of the depot yard. Audio frequency
track circuits/axle counters shall be used in the depot as well.
The signals in the depot will be of position light shunt signal or main line signals.
e) Signalling for Stabling Depot
The main line is planned to be connected to a set of stabling lines at Hebbal to form a stabling depot
once the section is extended beyond KR Puram in future on ORR corridor. These stabling lines shall
also be interlocked and provided with main line signals controlled from OCC. These stabling lines
shall be equipped with CATC, ATS, ATO and interlocking systems and all points within the stabling
depot shall be controlled by point machines that are similar to those of main line. Direct induction of
trains from stabling lines will be possible as per timetable.
11.1.4 SIGNALLING SCHEME PLAN
Conceptual Signalling Plan based on engineering layout of the P-way for KR Puram- Silk Board
corridor is enclosed.
11.1.5 STANDARDS
Table 11.1 shows the standards that will be adopted with regard to the Signaling system.
Table 11.1 Standards Adopted With Regards To Signalling System
Description Standards
Computer Based Interlocking, adopted for station having switches and crossing. All related equipment
Interlocking as far as possible will be centralized in the equipment room at the station. All Depot lines shall be
interlocked subject to track layout constraints.
Block working Moving block principle
Operation of Points With Direct current 110V D.C. point machines or 380 volts 3 phase, 50 Hz. AC point machines.
Track Vacancy Primary mode for track vacancy detection system on main line, stabling lines and test track in depot
Detection systems may be through radio and for depot/secondary detection it can be through track circuit/axle counters.
Signals at Stations
with points and Line Side signals to protect the points (switches). LED type signals for reduced maintenance.
crossings
UPS (uninterrupted
For Signaling, Telecommunications, AFC and PSG and at stations to cover all equipments in Station
power at stations
Control Room.
as well as for OCC)
Train protection Train protection system shall be based on Communication Based Train Control (CBTC) system. The
systems system architecture shall provide for redundancy. The system will conform to IEEE 1474 standards.
Automatic train supervision system. Movement of all trains to be logged on to a central computer and
Train Describer
displayed on workstations in the OCC/BCC and at the SCR. Remote control of stations from the
System
OCC/BCC. The system architecture shall provide for redundancy.
Cables Outdoor Cables will be steel armoured, as far as possible.
Fail Safe Principles SIL-4 safety levels as per CENELEC standard for Signalling and Train Control system
Immunity to
External
All data transmission on telecom cables/ OFC/Radio. All signaling and telecom cables will be
Interface. separated from power cables as per standards. CENELEC standards to be implemented for EMC.
Train Working
Running on site with line side signal with speed automatically restricted to 25kmph.
Under Emergency
Environmental
All equipment rooms shall be Air conditioned
Conditions
Philosophy of continuous monitoring of system status and preventive & corrective maintenance of
Maintenance signaling equipments shall be followed. Card / module / sub-system level replacement shall be done in
Philosophy the field and repairs under taken in the central laboratory/ manufacturer’s premises. Annual
Maintenance contract for obsolescence and evolution management of relevant hardware and software
with the vendor/OEM.
11.1.6 SPACE REQUIREMENT FOR SIGNALING 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 50 sqm for UPS room (common for signalling, telecom, AFC and PSG)
and for signalling equipment room 55 sqm at all the stations with points and crossing & 25 sqm at
stations without points and crossings and 80 sqm for depot (depends on layout). These areas shall
also cater to local storage and space for maintenance personnel to work. The Station Control Room
including storage space shall be of 55 sqm and Maintainer Room shall be of 25 sqm located at
stations with points and crossings.
At the OCC/BCC and the Depot, the areas required shall be as per the final configuration of the
equipments and network configuration keeping space for further expansion.
11.1.7 MAINTENANCE PHILOSOPHY FOR SIGNALLING SYSTEMS
The philosophy of continuous monitoring of systems status and preventive & corrective maintenance
of Signaling and Telecommunication equipments shall be followed. Card/module/sub-system level
replacement shall be done in the field. Maintenance personnel shall be suitably placed at intervals
and they shall be trained in multidisciplinary skills. Sub-system wise expert team of shall be built-up
for sustenance of the signaling system. Since the signaling system is mostly software based, the
maintenance team shall have proficiency in IT/computer background. Each team shall be equipped
with a fully equipped transport vehicle for effectively carrying out the maintenance from station to
station.
The defective card/module/sub-system taken out from the section shall be sent for diagnostic and
repair to a centralized S&T repair lab suitably located in the section/depot.
Cards/modules/equipments requiring major repairs shall be sent to manufacturer’s workshop.
Most of the computer systems undergo changes to their hardware and software on account of
obsolescence, evolution and software patches within the specified life span. Annual Maintenance
contract for such system with the vendor/OEM may be considered for sustainability and
maintainability of the installed systems which are safety critical in nature.
11.2 TELECOMMUNICATION SYSTEM
11.2.1 INTRODUCTION
The telecommunication system acts as communication backbone for Signaling, Power SCADA, BMS
and AFC systems and provides telecommunication services to meet operational and administrative
requirements of metro network. Telecommunication system consists of following sub-systems viz:
i. Fiber Optic Transmission System (FOTS) - 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
a 96 Fibre optical fiber cable is proposed to be laid in ring configuration with path diversity.
Minimum SDH STM-4 based system shall be adopted with SDH nodes at every station, depot and
OCC. Access 2MB multiplexing system will be adopted for the lower level at each node, equipped for
channel cards depending on the requirement of channels in the network. Alternately, a fully IP based,
high capacity (Minimum 1 Gbps), highly reliable and fault tolerant Ethernet Network (MAN/ LAN) can
be provided. Further small routers and switches shall be provided for LAN network at stations.
ii. Telephone Exchange
The System shall be IP Based. The telephone extensions can be combination of IP, digital and
Analog. For an optimized cost effective solution small exchanges of 30 port each shall be planned at
each station and a 60 Port Exchange at the Terminal Stations and Depots shall be provided. The
station exchanges will be connected to the OCC main exchange. The Exchanges will serve the
subscribers at all the stations and Central Control. The exchanges will be interconnected at the
channel level on optical backbone. The exchanges shall be software partitioned for EPABX and Direct
Line Communication from which the phones shall be extended to the stations. For the critical control
communication, the Availability and Reliability should be high.
iii. Mobile Radio Communication
Mobile Radio communication system having 8 channels is proposed for on-line emergency
communication between Train operator (Front end and Rear end) of moving train and the Central
Control. The system shall be based on Digital Trunk Radio Technology to TETRA International
standard. All the stations, depots and the OCC will be provided with fixed radio sets. Mobile
communication facility for maintenance parties and Security Personnel will be provided with handheld
sets. These persons will be able to communicate with each other as well as with central control.
The frequency band for operation of the system will be that for TETRA in 400/800 MHz band,
depending on frequency availability. The system shall provide Instant mobile radio communication
between the Train Operator of the moving cars from any place and the Central Control .The Train
Operator can also contact any station in the network through the central control, besides intimating
the approaching trains about any emergency like accident, fire, line blocked etc., thus improving
safety performance.
To provide adequate coverage, based on the RF site survey to be carried out during Detailed Design
stage, base stations for the system will be located at sites conveniently selected after detailed survey.
Tentatively, 3 Base Stations with a 40m tower shall be required along the route. During design stage,
further Radio survey will need to be carried out, in case coverage is to be further improved. The
increased passenger footfalls at stations may call for improvement of signal strength of mobile
telephone system. Enhancement of Mobile communication will be made available to the public by
providing equipment on roof top of stations for which adequate Electrical power shall be made
available.
iv. 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. The system shall be
linked to Signalling System for automatic train actuated announcements.
v. Centralized Clock System
This will ensure an accurate display of time through a synchronization system of slave clocks driven
from a Master Clock at the operation control center. The Master Clock signal shall also be required for
synchronization of FOTS, Exchanges, Radio, Signalling etc.. The System will ensure identical display
of time at all locations. Clocks are to be provided at platforms, concourse, Station Master's Room,
Depots and other service establishments etc.
vi. Passenger Information Display System
These shall be located at convenient locations at all stations to provide bilingual visual indication of
the status of the running trains and will typically indicate information such as destination,
arrival/departure time, and also special messages in emergencies. The boards shall be provided at all
platforms and concourses of all stations. The System shall be integrated with the PA system and
available from same MMI.
vii. Closed Circuit Television (CCTV) System
The CCTV system shall provide surveillance and recording function for the operations to monitor each
station. All areas in stations where security, safety and crowd control purpose is necessary like Entry,
concourse, Entry to lift, escalators, Platforms, Passages to operation rooms, entry to PFs from
emergency stair case, External station area for about 20 metres in front of entry gates shall be
covered by CCTV coverage. CCTV shall consist of a mix of High definition Fixed camera and PTZ
cameras The monitoring shall be possible both locally at each station and remotely from the OCC on
the Video Wall. Voice communication between OCC and station Controller will also have video
coverage functionality.
The Surveillance of Trains shall be possible at a central location/OCC through a Broad Band Radio
System (BBRS) system, which may make use of the track side infrastructure like poles provided for
the Signalling/Train control system. Start to end surveillance of passengers will be possible through
the BBRS facility to monitor the on-Board images in OCC/BCC.
viii. Network Monitoring and Management
For efficient and cost effective maintenance of the entire communication network, it is proposed to
provide a network management system (NMS), which will help in diagnosing faults immediately from a
central location and attending the same with least possible delay, thus increasing the operational
efficiency and reduction in manpower requirement for maintenance. The proposed NMS system will
be covering radio communication, Optical Fiber Transmission system, Telephone Exchange and
summary alarms of PA/PIDS, CCTV and Clock and UPS systems. The NMS will collect and monitor
status from the individual NMS of the respective sub-systems and display on a common Work Station.
11.2.2 STANDARDS
Table 11.2 shows the standards proposed to be adopted for telecommunication systems are shown in
Table below:
Table 11.2 Standards to be adopted for telecommunication systems

System Standards
Transmission
SDH or Ethernet based MAN/LAN
System
Transmission
Optical Fibre system as the main bearer for bulk of the
Media
telecommunication network.
Telephone IP EPABX of minimum 30 ports is to be provided at all Stations, an

Exchange Exchange of 60 Ports to be provided at Terminal Stations and Depot.
Digital Train radio (TETRA) communication between Train Operator of
Train Radio System
moving cars, stations, maintenance personnel ,depots and central
control.
LED/LCD based boards with adequate visibility to be provided at
Train Destination
convenient location at all stations to provide bilingual visual indication
Indicator System
of the status of the running trains, and also special messages in
emergencies.
Accurate display of time through a synchronization system of slave
Centralized clock clocks driven from a master clock at the OCC and sub –master clock in
system station/depots.. This shall also be used for synchronization of other
systems.
Passenger
Passenger Announcement System covering all platform and concourse
Announcement
areas with local as well as Central Announcement.
System
IP based High definition CCTV cameras with Network video Recorders
Video Surveillance at stations, Centralized management, Video Analytic features and
Video wall display.
Redundancy (Major
Redundancy on Radio base station equipment. Path Redundancy for
System)
Optical Fibre Cable by provisioning in ring configuration.
Environmental All equipment rooms to be air-conditioned.

Conditions
System to have, as far as possible, automatic
Switching facility to alternate routes/circuits in the event of failure.
Philosophy of preventive checks of maintenance to be followed.
Maintenance
System networked with NMS for diagnosing faults and co-ordination.
Philosophy
Card/module level replacement shall be done in the field and repairs
undertaken in the central laboratory/manufacture's premises.
Maintenance contract for hardware / software as necessary to manage
the technology advancement.
11.2.3 SPACE REQUIREMENT FOR TELECOM INSTALLATIONS
Adequate space for proper installations of all Telecommunication equipment at each of the stations
has to be provided keeping in view the case of maintenance and use of instrumentation set up for
regular testing and line up of the equipment/system. The areas required at each of the stations for
Telecom equipment shall be generally 40 sq.m each for Telecom Room and 50 sq.m. for UPS Room
(common for signal, telecom ,AFC and PSG). At the OCC and BCC, the areas required shall be as
per the final configuration of the equipments and network configuration keeping space for further
expansion.
11.2.4 MAINTENANCE PHILOSOPHY FOR TELECOM SYSTEMS
The philosophy of continuous monitoring of system status and preventive & corrective maintenance of
Signaling and telecommunication equipments shall be followed. Card / module / subsystem level
replacement shall be done in the field. Maintenance personnel shall be suitably placed at intervals
and they shall be trained in multidisciplinary skills. Each team shall be equipped with a fully equipped
transport vehicle for effectively carrying out the maintenance from station to station.
The defective card/ module / sub-system taken out from the section shall be sent for diagnostic and
repair to a centralized S&T repair lab suitably located on the section. This lab will be equipped with
appropriate diagnostic and test equipments to rectify the faults and undertake minor repairs. Cards /
modules / equipments requiring major repairs as specified in suppliers documents shall be sent to
manufacturer's workshop.
Maintenance contract for hardware / software as necessary to manage the technology

advancement/obsolescence will be undertaken.
11.3 AUTOMATIC FARE COLLECTION
11.3.1 INTRODUCTION
Metro Rail Systems handle large number of passengers. Ticket issue and fare collection play a vital
role in the efficient and proper operation of the system. To achieve this objective, ticketing system
shall be simple, easy to use/operate and maintain, easy on accounting facilities, capable of issuing
single/multiple journey tickets, amenable for quick fare changes and require overall lesser manpower.
In view of above, computer based automatic fare collection system is proposed.
AFC system proves to be cheaper than semi-automatic (manual system) in long run due to reduced
manpower cost for ticketing staff, reduced maintenance in comparison to paper ticket machines,
overall less cost of recyclable tickets (Smart Card/Token) in comparison to paper tickets and
prevention of leakage of revenue. Relative advantages of automatic fare collection system over
manual system are as follows:
A. Manual fare collection systems have the following inherent disadvantages:
i. Large number of staff is required for issue and checking of tickets.

ii. Change of fare structure is time consuming as has to be done at each station.
iii. Manipulation possible by jamming of mechanical parts.
iv. Staff and passenger interaction leading to more chances of confrontation.
v. 100% ticket checking at entry / exit impossible.
B. Automatic fare collection systems have the following advantages:
i. Less number of staff required.

ii. Less possibility of leakage of revenue due to 100% ticket check by control gates.
iii. Recycling of ticket fraudulently by staff avoided.
iv. Efficient and easy to operate, faster evacuation both in normal and emergency.
v. System is amenable for quick fare changes.
vi. Management information reports generation easy.
vii. System has multi-operator capabilities. Same Smart Card can be used for other applications
also.
viii. AFC systems are the worldwide accepted systems for Metro environment.
The proposed ticketing system shall be same as that to be provided on the other lines of Phase-1 and
Phase-2 i.e. of Contactless Smart Token/ Card type. The equipment for the same shall be provided at
each station Counter/Booking office and at convenient locations and will be connected to a local area
network with a computer in the Station Control room.
The AFC system shall support simultaneously ISO 14443 based type ‘A’ cards compatible with
MiFare and EMV based (National Common Mobility Cards, RuPay etc.). The system shall also be
capable of processing and accepting NFC based fare media.
C. Choice of Control Gates
Retractable flap or Paddle swing type Control Gates are proposed which offer high throughput,
require less maintenance and are latest in modern metros internationally. Tripod turnstile type gates
offer less through put and require more maintenance and hence not proposed. The traffic on this line
will reach peaks in one direction in morning and in the other direction during evening hours.
Therefore, a set of Entry, Exit and Bi-directional gates in between shall be provided as far as possible
to better manage the traffic.
D. Passenger Operated Ticket Vending Machines (TVMs)
Space for provision of Passenger Operated Machines (Automatic Ticket Dispensing Machines) for
future shall be provided at stations.
E. Ticket Readers:
These machines will be used to analyze Card/ Token and display card/ Token balance, validity of
card and last few transactions.
F. Add Value Machines:
These machines will be used to recharge the card using Credit/ Debit card and/ or bank note module.
These machines will also be used as add value device in case payment for card recharge is made
through Internet based channels such as net banking, Credit/ Debit card ( Payment Gateway) etc.
G. NFC based mobile ticketing
As NFC technology is advancing fast, mobile based ticketing is likely to be widely used in near future
by Metro Rail operators. Hence a NFC based mobile ticketing solution is proposed to be included.
11.3.2 AFC EQUIPMENT REQUIREMENT
AFC equipment requirement for Silk Board Junction to K.R. Puram section are given in Table 11.3 as
under.
Table 11.3 AFC Equipments for Bangalore Metro New line from KR Puram to Silk Board
Daily Daily Bi
Hourly Hourly Peak Min Peak Min Entry Exit Wide Customer
S.N Station Boarding Alighting directional TOM TR AVM
Boarding Alighting Boarding Alighting Gate Gate Gate Care
(2031) (2031) gate
1 K R Puram 35,237 34,834 7047 6967 141 139 4 5 2 2 6 2 2 2
2 Mahadevpura 15,479 15,808 3096 3162 62 63 4 4 0 2 4 2 2 2
DRDO Sports
3 41,895 41,867 8379 8373 168 167 4 6 2 2 7 2 2 2
Complex
4 Doddanekundi 12,981 13,011 2596 2602 52 52 4 4 0 2 4 2 2 2
5 ISRO 32,180 32,298 6436 6460 129 129 4 5 1 2 5 2 2 2
6 Marathahalli 13,753 14,328 2751 2866 55 57 4 4 0 2 4 2 2 2
7 Kodibisanahalli 40,403 40,345 8081 8069 162 161 4 6 2 2 6 2 2 2
Kadubeesanah
8 36,374 36,374 7275 7275 145 145 4 6 2 2 6 2 2 2
alli
9 Bellandur 66,483 66,464 13297 13293 266 266 6 10 4 2 11 2 2 2
10 Ibbalur 3,563 3,552 713 710 14 14 4 4 0 2 4 2 2 2
11 Agara Lake 2,797 2,957 559 591 11 12 4 4 0 2 4 2 2 2
12 HSR Layout 73,178 72,783 14636 14757 293 295 6 11 5 2 12 2 2 2
Silk Board
13 84,245 83,947 16849 16789 337 336 8 12 5 2 13 2 2 2
(Interchange)
Total 458,568 458,568 91714 91914 1834 1838 60 81 23 26 86 26 26 26
Minimum AFC equipment at a station with "2 access- 2 for entry, 2 for exit": 4 entry gates, 4 exit gates, 2 Customer Care, 4 TOM, 2 TR, 2 AVM.
Two Wide gates for Disabled at each station.
Throughput of gate 28 passengers per minute, TOM 10 transactions per minute
Peak hour traffic = 20% of day traffic. Peak Minute traffic = 2% of peak hour traffic.
For Calculation purpose, It is assumed that 60 % passenger will use Smart Card.
11.3.3 STANDARDS
The standard proposed for AFC systems are as under:
Table 11.4 The standard proposed for AFC systems
Standards Description
a) Contact less smart token – For single journey. They shall have
stored value amount for a particular journey. Tokens are captured at
Fare Media the exit gate.
b) Contact less smart card – For multiple journeys.
Computer controlled retractable flap or paddle type automatic gates at

entry and exit. There will be following types of gates:
Gates Entry / Exit

Bidirectional – can be set to entry or exit
Wide Bidirectional -gate for disabled people.
All the fare collection equipments shall be connected in a local area

Station computer, network with a station server controlling the activities of all the
Central computer and machines. These station servers will be linked to the central computer
AFC Net work situated in the operational control center through the optic fibre
communication channels. The centralized control of the system shall
provide real time data of earnings, passenger flow analysis, blacklisting
of specified cards etc.
Ticket office machine Manned Ticket office machine shall be installed in the stations for
(TOM/Customer Care) selling cards/ tokens to the passengers.
Ticket Reader and

Ticket reader shall be installed near Customer Care for passengers to
Portable Ticket
check information stored in the token / cards.
Decoder.
UPS (uninterrupted Common UPS of S&T system will be utilized.

power at stations as
well as for OCC).
These machines will be used for analysis of fare media and recharge
Add Value Machines
of smart cards using credit/ debit cards and/ or bank note module.
11.3.4 INTEGRATION OF AFC WITH EXISTING AFC SYSTEMS OF BMRCL AND AFC SYSTEMS
OF SUBURBAN/BUS SYSTEM
A provision for Common Smart Card (NCMC) based ticketing having multi-operator capability for
integration with for both Suburban and Bus systems and other agencies shall be included in the
design. The system shall also be integrated with existing AFC systems of BMRCL for seamless travel.
11.3.5 TICKET OFFICES
Ticket offices of 3 m width to accommodate required Ticket issue machines with future provision to
add additional counters shall be constructed. The Customer care shall be constructed at suitable
location.
CHAPTER 12 – LAND ACQUISITION
12 LAND ACQUISITION
12.1 LAND PLAN
As the Metro alignment has to be planned on set standards and parameters, apart from alignment,
various structures like stations, parking facilities, traction sub stations, communication towers, etc.
require large plots of land. The land being scarce, 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.
Receiving/Traction Sub-stations
12.2 BREAK-UP OF LAND REQUIREMENT
Out of the total land requirement of 15179.00 Sqm, the Private Land is 9268.00 Sqm and the
Government Land is 5911.00 Sqm. This Government land does not however include the land required
for depot at Kadugodi Plantation. Section-wise land requirement for elevated section and ownership
of the land is given at table 12.1.
Table 12.1 LAND REQUIREMENT AND OWNERSHIP

Sl. No. Plot No. Area (Sq. mtrs) Ownership
H.S.R. Layout
1 H.S.R. -1 800.00 Government (BDA Park)
2 H.S.R. -2 800.00 Government (Drain)
AGARA LAKE
3 AGARA-1 800.00 Government (Park)
4 AGARA-2 800.00 Government (BMTC Depot Area)
IBBALUR
5 PLOT No.-1 800.00 BBMP Park
BELLANDUR
6 PLOT No.-1 800.00 Government (Abandoned quarry)
7 PLOT No.-2 800.00 Private (RMZ Ecospace Property)
KAADUBEESANAHALLI
8 PLOT No.-1 800.00 Private ( Salarpuria Tech Park)
9 PLOT No.-2 800.00 Private
KODIBISANAHALLI
10 PLOT No.-1 800.00 Government
MARATHAHALLI
12 PLOT No.1 166.00 Private
Table 12.1 LAND REQUIREMENT AND OWNERSHIP

Sl. No. Plot No. Area (Sq. mtrs) Ownership
ISRO
19 PLOT No.-1 311.00 Government (ISRO)
DOODANEKUNDI
DRDO SPORTS COMPLEX
Private
29 PLOT No.-2 800.00
MAHADEVAPURA
Grant Total 15179.00
12.3 VIADUCT BETWEEN K.R.PURAM AND JYOTHIPURA STATION
This line is proposed to be further extended to Hebbal along the Outer Ring Road. Furthermore this
line is proposed to be connected to Baiyappanahalli Depot also through a parallel line from
K.R.Puram Station to Jyothipura Station is planned. For this, additional land of 5502.00 sq mtrs is
proposed to be acquired. This involves shifting of 15 commercial properties and there will be no
shifting of any residential premises. However, there is one Mosque which gets partially affected. For
this, BMRCL will be paying adequate compensation to relocate the Mosque in the remaining portion
of their land apart from paying compensation for the land acquired.
No land is required for viaduct between Central Silk Board and K.R.Puram Stations as the viaduct is
proposed to be constructed on the median of the Ring Road. The land required for Central Silk Board
and K.R.Puram Stations has already been acquired in Phase-2 of Metro Rail Project.
12.4 RELOCATION / RESETTLEMENT
There will be no relocation of any residential buildings along the alignment. However, few shops and
establishments need to be relocated. Compensation for relocation of these affected structures shall
be paid and it has been considered in the project cost estimate. The alignment and the location of the
stations have been so chosen that it remains mostly within the government land and the road median.
12.5 MAINTENANCE DEPOT
A train maintenance depot to provide train maintenance facilities for the trains of the above section is
planned at Kadugodi Plantation where about 50.00 acres of government land is available.
CHAPTER 13 – ENVIRONMENTAL & SOCIAL IMPACT ASSESTMENT
13 ENVIRONMENTAL & SOCIAL IMPACT ASSESSMENT

13.1 BACKGROUND
Environmental impact assessment has not been done for this project. Ministry of Environment and
Forests (MoEF), Government of India, has issued various notifications on Environmental
Impact Assessment since 1994 and the latest being in 2009. According to the notification, 32
types of projects under Schedule-I require environmental clearance from MoEF while Rail
projects are exempted from this schedule. This clearly indicates that the proposed project
does not require Environmental Clearance and don’t create any major environmental
problems. (The Notification of 14th September 2006, MOEF, Government of India, has been given in
Annexure 13.1). However, this chapter tries to identify environmental and social impacts and their
mitigation measures.
13.2 PROJECT DESCRIPTION
The present study consists of one new alignment which is an addition of Phase II corridors. It will start
from K. R. Puram and terminate at Silk Board on Outer Ring Road (ORR) covering an area of 17 km
consisting having entire elevated stretch. There are 13 stations in this alignment. The proposed
alignment will also mean that stations of K. R. Puram and Silk Board will act as interchanges as they
are part of other extensions planned in Phase-2. K. R. Puram is a part of the 15.5 km line between
Byappanahalli and Whitefield whereas Silk Board is part of the 18.82 km stretch planned between R.
V. Road and Bommasandra.
The salient features of the proposed corridor are given in Table 13.1.
Table 13.1: Salient Features
1 Guage Standard Gauge (1435mm)
2 Alignment KR Puram to Silkboard
2.1 Route Length 17km
2.2 No. of Stations 13 (including terminal station)

Traffic Forecast (estimated
3
Ridership)
3.1 2021 year 3.52 Lacs
3.2 2031 year 4.59 Lacs
3.3 2041 year 5.75 Lacs
4 Train Operation Plan

Peak headway-4min
Train configuration-6car
4.1 2021 year
No. of trains in service during peak hour-17
No. of trains trips per direction per day-220
Peak headway-3min
4.2 2031 year

Peak headway-2.5min
4.3 2041 year
5 Speed
5.1 Design Speed 80kmph
5.2 Average Speed 34kmph
6 Traction Power Supply
6.1 Traction system voltage 750V DC
6.2 Current collection Third rail bottom collection
6.3 Power supply source 66kV/220kV
6.4 No. of Receiving Sub Stations 2
6.5 No. of Traction Sub Stations 11
6.6 SCADA provided
7 Rolling Stock
2.88m wide modern rolling stock with
7.1 Type
stainless steel body, Standard guage
7.2 Axle load 15t
7.3 Seating arrangement Longitudinal
7.4 Capacity of 6 coach unit 2068 Passengers
7.5 Class of accommodation One
8 Maintenance Facility Baiyappanahalli Depot

Signaling, Telecommunication &
9
Train Control
9.1 Signaling and Train Control Communication Based Train Control
Integrated system with fiber optic cable,
SCADA, Train radio, PA system, etc...
9.2 Telecommunication
Train information system, control telephones
and centralized clock system
Elevated viaduct consisting of pre-stressed
10 Construction Methodology concrete box/’U’ shaped girders on single
pier/portal with pile/open foundation.
11 Total Estimated Cost 4202 Crores (at July,2016 Prices, w/o taxes)
12 Financial Indices
12.1 FIRR 13.90%
12.2 EIRR 52.63%
The list of stations is given in Table 13.2.
Table 13.2 List of stations

S. Chainage (in Inter - Station
Name of Stations Remarks
No m) Distance (in m)
Dead End
1 K.R Puram 17000.000 1162.843 Elevated
2 Mahadevapura 15837.157 1443.634 Elevated
3 DRDO Sports Complex 14393.523 955.717 Elevated
4 Doddanekundi 13437.806 781.262 Elevated
5 ISRO 12656.544 1713.904 Elevated
6 Marathahalli 10942.640 1061.096 Elevated
7 Kodibisanahalli 9881.544 1314.261 Elevated
8 Kadubeesanahalli 8567.283 1424.567 Elevated
9 Bellandur 7142.716 1657.021 Elevated
10 Ibbalur 5485.695 2855.270 Elevated
11 Agara Lake 2630.425 1244.476 Elevated
12 HSR Layout 1385.949 1385.949 Elevated
13 Silk Board 0000.000 0000.00 Elevated
Dead End
13.3 ENVIRONMENTAL IMPACT
13.3.1 Loss of Trees/Forests
There is no forest area existing along the proposed alignment. The green cover on either side of the
alignment and median of the road has been assessed and trees to be affected are identified and
recorded.
The details of affected tree population are given in Table 13.3
Table 13.3: Overall affected trees
SN Locations No. of trees to be affected
1 Stations 212
2 Road median (length of a tree: 8-10 feet) 1200
Total 1412
The trees along the median are small trees 8-10 feet height and with small girth. Only trees required
for constructing pier will be cut and remaining will be allowed to grow underneath the viaduct.
13.3.2 Utility/Drainage Problems
The proposed alignment runs on existing road and elevated all along the stretch. The utility services
viz., lamp post, bus stop, manhole, drain, power line and telephone cables will be affecting partially.
13.3.3 Air Pollution
The major source of air pollution during the construction is dust emission. This is due to the
movement of vehicles carrying construction materials and workers moving in and around the project
site. The emission from these vehicles depends on the type and capacity of the vehicles. As the
vehicle movement is of temporary nature and restricted only to the construction period, these impacts
relatively would be insignificant.
13.3.4 Noise Pollution
Noise levels during construction will be from crushing plants, asphalt-mixing plants, movement of
heavy vehicles, loading, transportation and unloading of construction materials etc. In addition to the
noise mentioned above, there will also be background noise of the usual traffic resulting due to traffic
congestion and confusion arising due to traffic diversion measures.
13.3.5 Traffic Diversion
The existing road network is extensively used by pedestrians, cyclists, motorists, buses and trucks
etc, this has caused traffic congestion. According to the survey carried out on the proposed alignment,
the vehicle movement of two wheelers ranges from 3898 to 17171, three wheelers ranges from 490 to
1064, four wheelers ranges from 2684 to 6624 and buses ranges from 528 to 766 during peak hours.
Temporary traffic diversion is essential for smooth flow during construction hence this will result in
temporary impact on commuters using the existing roads.
13.4 BENEFITS OF THE PROJECT
The proposed metro will yield tangible and non-tangible savings due to equivalent reduction in road
traffic and certain socio-economic benefits. Introduction of metro will result in reduction in number of
buses, usage of private vehicles, air pollution and increase the speed of road-based vehicles. This, in
turn, will result in significant social benefits due to reduction in fuel consumption, vehicle operating
cost and travel time of passengers. Reduction in accidents, pollution and road maintenance costs are
the other benefits to the society in general.
13.4.1 Time saving
One of the major advantages of having a metro system would be saving in the time for people using
this corridor. It is estimated that everyday there would be 3.1 lakhs passenger trips on this corridor
though the passengers would be coming on the metro would be arriving from far away distance and
for the purpose of present analysis, we have confined the benefit accruing out of this stretch. On an
average passengers would be travelling a length of about 18 kms in this corridor resulting in saving of
15 minutes per day per person per trip. This estimation is on the conservative side. Furthermore, the
factors like value of comfort, value of certainty of travel and value of safety would be a further add on.
However, for the purpose of present analysis, the benefit which has been quantified is only the money
value of the travel time saved. The total travel time saved per day for all the passengers put together
would be 77,500 hours. Assuming a salary of Rs.200 per hour (which is again on the conservative
side), the total money value for time saved would be Rs.1.55 crores (77,500 x 200) per day. For the
entire year, this saving would translate into Rs.527 crores.
13.4.2 Saving in Cost of Emissions
It is estimated that in the year 2020, there would be 3.1 lakh passenger trip per day on this corridor.
In effect, emissions with these many trips by other modes would come down as passengers would
shift from other modes and adopt the metro. The daily passenger trips of 3.1 lakhs would be a switch
over from 2 wheelers, 4 wheelers and buses in the following ratio.
a) Buses 40%
b) 2 Wheelers 30%
c) 4 wheelers 30%
Applying the above modal shift shown in the figure above, the vehicle kms (VKM) saved in different
modes is estimated as follows:
a) Buses 31,886 vkm

b) 2 Wheelers 5,97,857 vkm
c) 4 wheelers 3,34,800 vkm
The marginal external cost for each one of these modes has been taken from a study – Estimating
marginal external cost of transport in Delhi (Akshaya Kumar Sen , GeetamT iwari, Vrajaindra
Upadhyay ) 2009.
Applying the above marginal cost, the saving on account of switch over from other modes of transport
to Metro for this corridor is estimated as follows:
Table 13.4: Savings on Account per Day
Mode Savings (Rs. In Lakhs)
Buses 16.58
2 Wheelers 21.52
4 wheelers 43.52
Total 81.62
(This has been calculated based on paper “Estimating marginal external cost of transport in Delhi”,
Aksaya Kumar Sen, Geetam Tiwari, Vrajaindraa Upadhayay 2009, Transport Policy, 17 Page: 27-37.)
13.5 MITGATION MEASURES
As discussed in the earlier sections, the proposed alignment has positive as well as negative impacts
on environment. The project provides quick and safe transportation, reduce traffic congestion and
time saving. On the contrary some of the adverse affects have also been identified viz. cutting trees,
air/noise pollution, traffic diversion, utility dislocation etc. These adverse impacts can be minimized by
proper mitigation measures.
13.5.1 Compensation for Loss of Trees
On the ORR all along the median, trees have been planted by the BDA in the recent years and these
trees are growing. The number of trees coming on the median is about 1200. A survey has been
done for all these trees and it is noted that all these trees are small in size with girth less than 12".
BMRCL will have to ensure that not all trees are uprooted but only those trees are removed where
foundations are coming. Other trees can be allowed to grow under the viaduct. In addition, efforts
have to be made to transplant some of these trees as these trees are not very big and it can be
possible to transplant such trees.
13.5.2 Noise Pollution Control
For elevated corridors, ballast less track structure is supported on two layers of rubber pads to reduce
noise and vibrations. In addition, baffle wall as parapets will be constructed upto the rail level so as
reduce sound levels. Noise at source will be controlled or reduced by incorporating suitable feature in
the design of structures and layout of machines and by use of resilient mounting and dampers etc.
To reduce the harmful effects, personnel working at high noise levels would be provided with noise
protective gears such as ear mufflers, sound barriers etc. Vehicles used for transportation of
construction materials would be equipped with proper silencers. Careful planning has been made to
operate the construction equipments to have minimal disturbances. Establishment of tree cover all
along the corridor will further reduce the noise levels during operation phase.
However during construction, the noise levels will be controlled below 80 DB which will be almost
equal ambient noise level due to vehicular traffic.
13.5.3 Air Pollution Control
The main source of air pollution in the proposed project occurs only during construction.
Transportation of construction materials, excavation and filling of land are the major sources of dust.
This can be reduced to a greater extent by optimized use of soil material within the vicinity. Water
should be sprayed at the construction site / vehicle movement areas regularly to reduce dust
emissions. Adequate dust suppression measures particularly near habitation, such as water
sprinkling, covering / area concealing etc should be practiced to control fugitive dust during
construction. All vehicles, equipment and machinery used for construction shall be regularly
maintained to ensure that the pollution emission levels to meet the prescribed norms of CPCB.
Vehicles carrying earth, cement and other construction material shall be suitably covered during
transportation in order to reduce spreading of material all along the road. There will not be any built up
pollutants in the long run. Operational phase will not have any impact and management plan may not
be required as the Metro rail does not pollute environment.
13.5.4 Utility Restoration
There are many utilities such as water supply and sewer pipe lines, storm water drains, telephone
cables, over head transmission lines, electric poles, sub ways, traffic signals etc. are essential and
have to be maintained in working conditions during different stage of construction. These assets will
be maintained without affecting any damages by shifting temporary/ permanently where it is
necessary.
13.6 LAND ACQUISITION
There would be no land acquisition involved for the construction of viaduct from Silk Board to KR
Puram. For station construction and entry structures, land acquisition is involved. In addition, the land
acquisition would also be required for running the viaduct as four lines for depot extension line from
KR Puram to Baiyyappanahalli depot along with reach-2 viaduct line Baiyyappanahalli to White filed.
As far as the land for viaduct between KR Puram and Jyothipuram is concerned, this viaduct would
run alongside the Reach-1 viaduct of Phase-2 for which the land is already being acquired.
Therefore, what is required is acquisition of additional strip of about 7 to 8 meters to accommodate
one more viaduct on this stretch and total area of land acquired about 0.50 hectares.
As far as the land for depot at Whitefield is concerned, there is about 400 acres of Govt. land
available at Whitefield and it should be possible for the Government to grant 30 acres of land for
construction of Depot. As far as the land at Silk Board is concerned, the design and construction of
the Silk Board Metro Station as well as the roads at the intersections are a part of the Phase-2 and it
is expected that the Central Silk Board would be in a position to spare the requisite land.
13.7 SOCIAL IMPACT
Social impact assessment and rehabilitation plan is required when the project results in either physical
or economic displacement of the people. The proposed alignment will be on the median of the road,
there will be no relocation of any residential buildings along the alignment. So, resettlement issue
doesn’t arise in this project
However, few shops and establishments need to be relocated along the proposed corridor.
Compensation for relocation of these affected structures shall be paid. BMRCL has its own
rehabilitation policy which was adopted for Phase-I of the metro project. It is comprehensive and
covers most of the aspects of National Rehabilitation and Resettlement Policy. BMRCL rehabilitation
policy is enclosed in Annexure 13.2.
This line is proposed to be further extended to Hebbal along the Outer Ring Road. Furthermore this
line is proposed to be connected to Baiyappanahalli Depot also through a parallel line from
K.R.Puram Station to Jyothipura Station is planned. For this, additional land of 5502.00 sq mtrs is
proposed to be acquired. This involves shifting of 15 commercial properties and there will be no
shifting of any residential premises. However, there is one Mosque which gets partially affected. For
this, BMRCL will be paying adequate compensation to relocate the Mosque in the remaining portion
of their land apart from paying compensation for the land acquired.
Annexure 13.1
NOTIFICATION OF 14TH SEPTEMBER 2006, MOEF, GOVERNMENT OF INDIA
(In the schedule to this notification, Railways or Metro Railways are not included)
Annexure 13.2
REHABILITATION PACKAGE - BANGALORE METRO RAIL CORPORATION LTD.
CHAPTER 14 – ESTIMATING CAPITAL COST
14 ESTIMATING CAPITAL COST

14.1 INTRODUCTION
Detailed cost estimates for Bangalore Metro Phase-II extension KR Puram to Silk Board have been
prepared covering Civil, Electrical, Signaling and Telecommunication Works, Rolling Stock etc.,
considering 750v DC Traction at July 2016 Price level.
While preparing the capital cost estimates, various items have generally been grouped under three
major heads on the basis of (i) Route km length of alignment, (ii) Number of units of that items and (iii)
Items being an independent entity. All items related with elevated alignment, permanent way, third
rail, signaling & telecommunications, whether in main line or in maintenance depot, have been
estimated at rate per route km/km basis. Cost of station structures, other electrical services at these
stations and automatic fare collection (AFC) installations at all Rolling Stock, Lifts, and Escalators etc.
costs have been estimated in terms of number of units required for each item. In remaining items, viz.
land, utility diversions, rehabilitations, etc., the costs have been assessed on the basis of each item,
taken as an independent entity.
In order to arrive at realistic costs of various items, costs have been assessed on basis of accepted
rates in various contracts recently awarded by BMRCL for their ongoing works. A suitable escalation
factor has been applied to bring these costs to July-20116 price level. In some of these tenders, there
is an element of Customs Duty (CD) on the equipment / components to be imported for the work,
VAT, etc., built in the quoted rates. The element of customs duty and works tax has been excluded for
working out the project cost. However, the details of taxes are worked out separately.
The overall capital cost of Bangalore Metro Phase – II, at July 2016 price level, works out to be Rs.
4202.2 Crores for the KR Puram to Silk Board extension. However, for estimation, a last accepted
rate in another Metro Project recently awarded is adopted (the last tendered rate of Bangalore Metro
Phase-2). These are figures including taxes and duties. The cost of consultancy contingencies and
overheads has been included in the individual components. The capital cost estimates are shown at
Table14.4.
14.2 CIVIL ENGINEERING WORKS
14.2.1 Land
The alignment is passing through the centre of the carriage way from Silk board to KR Puram. Thus
there is no land acquisition required for the viaduct on this section.
The stations are located above the carriage way and only the Entry / Exit structure at each stations
requires 10m x 80m land on either side is proposed to be acquired. The land for terminal station
namely Silk board and KR Puram is already in possession with BMRCL. Thus in each station, 1600
sq.mt is required. Out of 11 new stations, 4 stations are on Government lands. Thus land acquisition
for balance 7 stations is 15179 sq.mt (Refer Table 12.1). The land acquisition rate is Rs. 10,000 per
sq.ft. of which the total land cost works out to Rs. 173.326 Cr.
Summary of the land cost is placed at Table 14.4.
14.2.2 Alignment / Viaduct
The cost of the viaduct per kilometer in the latest accepted tender estimated is Rs. 43 Cr of Bangalore
Metro Phase - 2. In the alignment proposed for the silk board KR Puram line, rail levels at stations are
kept 1.50 m below the normal stations designed in the phase – 2. Thus there will be some savings in
the cost, which is Rs. 0.8 Lakhs per km. Hence for the estimate purpose, Rs. 42.0 Cr per km is
considered. Thus the total cost for 19.5km of viaduct works out to be Rs. 819.0 Cr.
14.2.3 Station Buildings
The cost of the station building is based on the cost of the station buildings of phase 2 for which the
contracts have already been awarded. In phase 2 the cost of each station building is coming to Rs.
29.0 Cr. The track height on the ORR line will be about 2.0m lower than in the phase 2. Also, the
stations on the ORR line will not a full deck of concourse. Thus, there would be a reduction in cost of
station building. Therefore, the cost of each building has been taken as Rs. 27.0 Cr. There are 13
stations on this new line, therefore the total cost of station is Rs. 351.0 Cr.
In addition, a provision of Rs. 5 Cr has been kept for Architectural works has been kept in each
station. Thus the total cost for station building including architectural finishes works out to be Rs.
416.0 Cr.
14.2.4 Permanent Way
The cost for laying the track for ballasted and ballast less is based on actual cost incurred in phase 1.
The cost of laying ballast less track (Twin tracks – both up and down lines) is taken as Rs 9.0 Cr per
running km. And the cost of Ballasted track is taken as Rs. 2.5 Cr. per km. the total length of running
viaduct is 20.5 km and therefore the total cost of ballasted track is 184.5 Cr. The length of ballasted is
9.5 km and the cost of Rs. 24.0 Cr. Thus the total cost of track is Rs. 208.0 Cr.
14.2.5 Depot:
Since there is no land along this corridor this line will have to be serviced from the existing
Biayappanahalli Depot. The Biayappanahalli Depot was supposed to cater the East West line. Now a
new depot has to be constructed on the east west line of Whitefield. The cost of construction of the
new depot as well as cost of modification of the Biayapanahalli depot is included in the DPR. Based
on the experience of phase 1 a total provision of 232 Cr. has been made for this depot at Whitefield.
This includes Rs. 140. Cr for Civil works and Rs. 55 Cr for E&M works and Rs. 32 Cr for plant and
Machinery. Also, for remodeling of Biayappanahalli depot a provision of Rs. 5.0 Cr has been kept.
14.2.6 Utility Diversions
The viaduct is passing through centre of carriageway, the station columns are placed in median and
acquired land. No major utility shifting is envisaged.
However, the following utilities are to be shifted:
i. Raising of 66 kV tower
ii. Shifting of street lights along median
The costs of utility diversions involved in elevated stretches have been considered under head utility
diversions i.e. civil utilities and electrical utilities. Provision under electrical utilities compensates for
diversion of HT line crossings, street lights, BSNL utilities, traffic signal posts, high masts etc. Cost
estimation is based on the actual route survey estimation. Cost considered for shifting/diversions of
Electrical utilities: INR 80.5 Cr. (Lumpsum)
Since the columns are at the centre of the road, no major civil utilities is envisaged, however, for any
unchartered utility that might infringe with the construction a lump sum provision of Rs. 10. Cr. is
considered. Estimated cost is inclusive of duties, taxes etc.
14.2.7 Traction & Power Supply
Provisions have been made to cover following subheads:
Receiving Substations including incoming cables from KPTCL Grid Substation

33 kV MV distribution network along the corridor
Auxiliary substations
Traction substations
Third rail system
1 depot traction electrification (including stinger at inspection lines)
SCADA System
Earthing, Bonding and Stray Current Monitoring System
Spares tools, plant, manuals etc.
The rates adopted for various items are based on the last accepted rates of Bangalore Metro Phase I.
Cost considered are INR 14.0 Cr per km of traction electrification. Estimation cost inclusive of duties,
taxes etc. The breakup of this cost is given in Table 14.1
Thus the average cost per running km comes to Rs. 14.0 Cr. The total running km is estimated to be
Rs 19.5. Therefore the total cost of traction and power supply would be Rs. 273.0 Cr.
Table14.1 Breakup cost of Traction and Power supply
14.2.8 Electrical and Mechanical Works
Electrical and Mechanical Works (E&M): The Electrical and Mechanical works comprise of various
lighting, building Management system (BMS), fire fighting systems, and lifts and escalators. These
costs have been estimated based on the actual cost for the phase 1 station. Further a price escalation
of 5% per annum has been provided. The E&M cost per station comes to Rs. 10.24 Cr and the cost
for lifts and escalators as Rs. 4.34 Cr. Thus for all the 13 stations on this line the total E&M cost for
this line comes to Rs. 190.0 Cr.
Table 14.2 Total E&M Cost of all stations
Rate considered for lifts and escalators per station INR 4.34 Cr. Per station (2 lifts & 4 escalators).
The breakup of this cost is given in Table 14.3.
Table 14.3 Cost Breakup of Escalators and Lifts
The rates adopted for various items are based on the last accepted rates of Bangalore Metro Phase I.
Estimation cost inclusive of duties, taxes etc.
14.2.9 ROLLING STOCK
The cost has been estimated in the chapter on Train operation plan. This is estimated to be 120
coaches. Assuming the cost of each coach is Rs. 9.5 Cr and the total cost is coming to be Rs. 1140
Cr. Estimation cost inclusive of duties, taxes etc.
14.2.10 Signaling, Telecommunication, AFC, PSG Works
Since the Bangalore Metro Phase I project, there has been technology change in Signaling/Train
Control System. Unlike Distance To Go (DTG), for the proposed new lone between K R Puram to Silk
Board, CBTC Signalling is proposed. Considering the proposal for CBTC signaling system for this
line, the cost of signaling system determined from the recently awarded works for similar project of
CBTC systems of Kochi Metro (year 2014) is estimated in the DPR. As far as Telecom and AFC
Systems are concerned, the technology will be more or less same and therefore, the updated cost of
Phase I BMRCL project adopting current exchange rate of Euro and USD is estimated in the DPR.
a) Rate of INR 7.21 Cr. Per km has been considered for Signaling & Train Control System with
CBTC technology.
b) Rate of INR 6.83 Cr. Per km has been considered for Telecom System.
c) Rate of INR 3.3 Cr. Per station has been considered for providing AFC System.
d) Rate of INR 6.6 Cr. Per stations has been considered for PSG
Estimated cost inclusive of duties, taxes etc. crores to Rs. 403 Cr.
14.2.11 Road Restorations
On this alignment it is expected that there would no major shifting of utilities involved. However, a
provision of Rs 30.0 Cr has been kept.
14.2.12 Contingency, Consultancy and Miscellaneous expenses
In addition to the above capital cost there would be expenditure on Consultancies, contingencies,
over heads and project offices. It is estimated that these expenses would be about 6% of the capital
cost (Excluding Land cost). Since in accounting these expenses also are captialised therefore the
provision for these expenses amounting to Rs 229.0 Cr is made and added back to the each item of
capital cost and indicated in Table 14.4.
Table 14.4 Cost Estimate
CHAPTER 15 – OPERATION AND MAINTENANCE COST
15 OPERATION AND MAINTENANCE COST

15.1 INTRODUCTION
The cost of operations includes the cost of running as well as maintaining the metro trains. These
costs can be classified into fixed and variable costs.
15.1.1 Fixed cost
These costs are those which do not increase with the increase in volume of operations or in other
words with the increase in train Kilometers
15.1.2 Variable cost
These are costs vary according to the quantum of operations or in other words according to the
number of Train Kms.
These costs can be further sub classified into the following:
15.2 FIXED COSTS:
These include the cost of manpower for operation, maintenance and also the expenditure on
outsourced staff. Basically all this can be clubbed into staff cost.
15.2.1 Staff Cost
The staff costs are basically the cost of human resources which are engaged to run the trains as well
as to provide the different services for running the trains. This cost is a fixed cost and it will not vary
with the quantum of operations. This includes, basically, the salary paid to the operations as well as
maintenance staff and also the supervisory staff. It may be noted that the cost of maintenance staff is
a fixed cost and therefore it is included as a part of the staff cost.
15.2.1.1 Staff cost – Permanent Employees
The staff costs for this line between Silk Board and KR Puram has been derived by making out the
number of staff who would be engaged to run these train services. The staff cost has been estimated
for the year 2020 as it is presumed that the line will be operational in the year 2020. The number of
trains running on this 18 Kms stretch has been taken to be 20 trains for achieving three minutes
headway. It is also estimated that the commercial speed of the trains on this stretch would be about
34 Kms. per hour. The number of staff of different categories required to be employed as well as the
expenditure on their salaries is computed in Table No.15.1.
Thus the staff cost for the required number of people as indicated in Table-5.1 for one year at prices
of 2016-17 is estimated at Rs. 32.27 Crores. Taking into consideration a yearly increment of 3% in
basic and the increase in the DA component for the whole year at 12%, the gross increase year on
year comes to about 9%. Hence, the staff cost for the year 2020 has been taken as 32.27 Crores X
1.094 (Rs. 45.55 Crores).
Table 15.1 Estimation of Salary and Cost to Company - O & M 2016-17 for KR Puram to Silk Board Junction line
Staff for
Staff for
27
21 trains Per
trains of DA HRA Super Total
of 3 car Basic Annum
6 car set 114.8% @30% Anu. ( in Rs)
set & 17 (in Rs)
& 13
stns
stns
Director 1
G.M 5
Dy.GM 15 6 29100 33407 8730 5001 76237 5489089
Manager 7 3 24900 28585 7470 4279 65234 2348425
AM 44 19 20600 23649 6180 3540 53969 12304865
Total 72 28 74600 85641 22380 12819 195440 20142378
Section Eng 46 54 16000 18368 4800 2749 41917 27162501
Jr.Eng 106 158 14000 16072 4200 2406 36678 69541033
Maintainer 279 378 10170 11675 3051 1748 26644 120856153
Stn.Cont 65 50 14000 16072 4200 2406 36678 22006656
Train Op 102 128 14000 16072 4200 2406 36678 56337039
Asst.F/HR 18 18 10170 11675 3051 1748 26644 5755055
Total 616 786 78340 89934 23502 112810 304586 301658438
Grand Total 688 814 152940 175575 45882 125629 500026 321800816
Conveyance
942840 322743656
p.a.
15.2.1.2 Staff costs - Outsourced & Deployed personnel
The staff cost also includes the cost of Housekeeping, cost of Ticket Operating Machine personnel
(TOM), and the security personnel costs. The House keeping staff will not be permanently employed
by BMRCL but would be taken through a private outsourcing agency. Similarly the TOM Operators
would also be outsourced through a private outsourcing agency.
15.2.1.2.1 Cost of Security Deployed Personnel
The security services would have two components – the first component would include the policemen
provided by the State Government and the Homeguards whose expenditure would have to be borne
by BMRCL, and the private security staff who would be used for crowd control and watch & ward duty
who would again be taken from a private agency. The staff cost on account of security, operators and
policemen has been estimated based on the actual expenditure which is incurred on these services in
the East-West Corridor which is fully operational from May 2016. Currently for 5 stations in the East-
West Corridor, the BMRCL is utilizing the services of 100 policemen (Karnataka State Industrial
Security Force – KSISF). With these police personnel, the security cover for frisking and baggage
scanning is provided to 5 metro stations. The approximate expenditure per year for the year 2016-17
for 100 KSISF personnel comes to Rs. 5.14 Crores per annum. As the line between KR Puram and
CSB would have 13 stations, the cost of KSISF personnel for these stations has been arrived at Rs.
13.36 Crores per annum in the base year of 2016-17. For the year 2020 this cost will be estimated at
Rs. 13.36 Crores X 1.094 which comes to Rs 18.86 Crores.
15.2.1.2.2 Cost of Outsourced Security Personnel
The cost of outsourced Security personnel in the East-West corridor for 17 stations is Rs. 261.37
lakhs per month in the year 2016-17 which comes to Rs. 31.36 Crores per annum for the year 2016-
17 which includes the cost of rentals for security equipments. In order to arrive at the man power
cost, 8% rental cost have been reduced because BMRCL will provide the equipments. The man
power cost works out to 28.85 Crores for the year 2016-17. For the year 2020, the cost of security
staff only would be Rs 40.72 Crores. This has been further adjusted as the number of stations in the
reach between KR Puram and CS Board is only 13 stations. Therefore, the cost of outsourcing
housekeeping for the year 2020 for the new line would be Rs 31.15 Crores.
15.2.1.2.3 Cost of outsourced Housekeeping personnel
The cost of Housekeeping in the East-West corridor for 17 stations is Rs. 56.67 lakhs per month in the
year 2016-17 which comes to Rs. 6.80 Crores per annum for the year 2016-17. For the year 2020,
the cost of Housekeeping staff would be Rs.9.60 Crores. This has been further adjusted as the
number of stations in the reach between KR Puram and CS Board is only 13 stations. Therefore, the
cost of Housekeeping for the year 2020 for the new line would be Rs 7.34 Crores per annum.
15.2.1.2.4 Cost of outsourced TOM Operators
The security cost and TOM Operators cost has been derived from the cost of TOM Operators in the
East-West corridor. The cost of TOM Operators of 17 Stations of East-West Corridor is Rs. 34.77
lakhs per month or Rs. 4.17 Crores per annum for the base year 2016-17. For 13 stations this cost
would be Rs 4.50 Crores in the year 2020.
Thus the total staff cost is Rs. 45.55 + 18.86 + 31.15 + 7.34 + 4.50 = 107.41 crore for the period of
next 30 years the staff cost has been escalated at the rate of 10% per annum year on year on year
basis.
15.3 MAINTENANCE COST
The maintenance cost basically includes the cost of spares, cost of repairs and consumables, cost of
Insurance, civil and structural works, licensing fees for wireless etc. and administrative & contingency
expenses (overheads). The maintenance cost has components of both fixed cost as well as variable
cost. However, for the purpose of financial analysis, the maintenance cost has been worked out
based on the actual expenditure of maintenance for the East-West Corridor. The maintenance cost for
the year 2016-17 has been taken as Rs. 17.06 Crores per annum for the East West Corridor. For the
year 2020, the maintenance cost has been adjusted by an annual increase of 5% year on year, after
adjustments for 6 car train set in the proposed new line , thereby making the maintenance cost for
2020 to Rs 20.74 Crores. This cost also includes the maintenance cost for civil work.
15.4 ENERGY COST
The system consumes energy for the movement of trains as well as for auxiliary services at stations.
While the energy cost for the trains is a variable factor, the energy cost of auxiliary power stations is
generally fixed. The energy cost for the new line is based on the actual energy consumption for the
East-West corridor. On the East-West corridor which is having 116 round trips on a daily basis, but
with a train which has only 3 cars, the energy consumption per train Km for movement of train is 8.17
Kwhr. For the new line, the energy consumption per train Km (6 car train set) would be 16.34 Kwhr,
with a frequency of 3 minutes during peak hours (for 6 hours) and a frequency of 10 minutes for 12
hours. For 220 trips, the total train Kms would be 6912 Kms per day. The Energy consumed by trains
is 1,12,942 Kwhr per day. The monthly consumption is 35,01,202 Kwhr. For the next 30 years the
escalation of energy cost is taken at 5% per annum YoY basis.
For consumption of power at the stations, it is estimated that each station on an average would
consume 1000 Kwhr per day. Thus, the total energy for 13 stations per month would be 4,03,000
Kwhr. In addition, the power consumption in the Depot control room and the electrical losses have
been estimated at 3, 56,032 units per month. Thus the total energy cost per month for the new line
would be Rs 34.35 Crs in the base year of 2016-17.
Table 15.2 Energy cost calculations

Cost
Train Cost per Cost per
No of KWHr Kwhr / per
Energy usage Kms / Month In annum In
Trips/day / TKM month Kwhr
Month Rs Rs
In Rs
Train Energy Consumption 220 214272 16.34 3501204 6.72 23528094 282337129
Auxillary Energy for 13
stations- (1000 units / day/
station) 403000 6.72 2708160 32497920
Depot, OCC & Electrcial loss 356032 6.72 2392535 28710420
Total 4260236 6.72 28628789 343545470
The energy cost increase as notified by the Government on a year on year basis has been 4.5%,
4.34% 8.33% and 2.88% over the period 2011-12 to 2016-17. Thus the average year on year
increase in the energy cost is around 5%. Therefore, the energy cost for the year 2020 for the new
line would be Rs 41.75 Crores.
15.5 CONCLUSION
The total Operations and Maintenance cost for the year 2020 is Rs 169.90 Crore for the new line of
17 Kms with 13 stations and one depot, for running 6 coach train sets at a frequency of 4 minutes for
6 hours during peak hours and a frequency of 10 minutes during non-peak hours (12 hours). Thus the
total Operation and Maintenance cost over the succeeding 30 years period is as given in the Table
15.3.
Table 15.3 Operation & Maintenance cost in Rs Crs

Year Staff Maintenance Energy Total
2020 107.41 20.74 41.75 169.90
2021 117.07 21.77 43.84 182.69
2022 127.61 22.86 46.03 196.50
2023 139.10 24.01 48.33 211.43
2024 151.61 25.21 50.75 227.57
2025 165.26 26.47 53.29 245.01
2026 180.13 27.79 55.95 263.87
2027 196.34 29.18 58.75 284.27
2028 214.02 30.64 61.69 306.34
2029 233.28 32.17 64.77 330.22
2030 254.27 33.78 68.01 356.06
2031 277.16 35.47 71.41 384.03
2032 302.10 37.24 74.98 414.32
2033 329.29 39.10 78.73 447.12
2034 358.93 41.06 82.67 482.65
2035 391.23 43.11 86.80 521.14
2036 426.44 45.27 91.14 562.85
2037 464.82 47.53 95.70 608.05
2038 506.65 49.90 100.48 657.04
2039 552.25 52.40 105.51 710.16
2040 601.95 55.02 110.78 767.76
2041 656.13 57.77 116.32 830.22
2042 715.18 60.66 122.14 897.98
2043 779.55 63.69 128.24 971.49
2044 849.71 66.88 134.66 1051.24
2045 926.18 70.22 141.39 1137.79
2046 1009.54 73.73 148.46 1231.73
2047 1100.40 77.42 155.88 1333.70
2048 1199.43 81.29 163.68 1444.40
2049 1307.38 85.35 171.86 1564.59
CHAPTER 16 – DEPRECIATION COST AND INTREST RATE
16 DEPRECIATION COST AND INTEREST RATE

The Capital cost for the project has been arrived at in Chapter- 14. The break-up of these costs, into
various components, is indicated in Table 14.4. Like any other asset, these assets also would
depreciate over a period of time. Thus, depreciation cost is an important input in estimating both the
FIRR and EIRR. The productive life of these assets like Civil Structures may be more than 100 years
but in order to make the FIRR more realistic, we have not gone by the actual life of the asset but we
have followed the norms which are followed for the purpose of accounting. Based on these norms,
the following principles have been adopted:
i. Land: As per the accounting norms, no depreciation is factored for the land.
ii. Civil Structures: Civil structures have been depreciated presuming a productive life of only 30
years. The straight line method of depreciation has been adopted and therefore each year,
the depreciation comes to 3.17%. The salvage value is taken as 5% of the current value of
the asset .
iii. E&M Works: These include escalators, lifts and other electrical equipments. Though the life
of these products ranges from 20 to 30 years, the accounting norms have been followed for
these also. The Escalators and lifts have been presumed to have a life of 30 years and
therefore the depreciation factor at 3.17% is applied per annum. The residual value is taken
as 5% of the current value of the asset.
In so far as the other electrical equipments are concerned, as prescribed by the Company
Law, the life of the equipments is taken as 8 years and the salvage value at 5%. Therefore,
the annual depreciation for these assets would be 11.88%.
iv. Plant & Machinery: The life of Plant & machinery at Depot, as per Company’s Law, has been
taken as 15 years. Therefore, the depreciation rate works out to 6.33% and the residual value
is 5% of the current value.
v. Permanent Way: The track and its fixtures are presumed to have a life of 30 years and
therefore the annual depreciation rate of 3.17% is applied and the residual value is 5% of the
current value of the asset.
vi. Traction Power supply: The traction and power supply are considered to have a life of 8 years
and therefore the annual depreciation rate of 11.88% is considered and the residual value at
5% of the asset value.
vii. Signaling and Telecommunication: The signaling and telecommunications are considered to
have a life of 8 years and therefore the annual depreciation rate of 11.88% is considered and
the residual value at 5% of the asset value.
viii. Miscellaneous: Comprising mainly shifting of electrical & telecommunication utilities and other
civil works which are annually depreciated at 3.17% after considering the residual value of
5%.
ix. Rolling Stock: Rolling stock is presumed to have a life of 30 years and annually depreciated at
3.17% after considering the residual value of 5%.
x. Applying the above norms, the cost of depreciation over a period of 30 years is worked out to
Rs. 3828 Crore as appended in Table No 14.1 & 14.2
16.1 COMPUTATION OF INTEREST COST & REPAYMENT OF PRINCIPAL:
The total project cost is estimated to be Rs. 4203 Crore. It is expected that the State share of taxes
would be reimbursed. The State share of taxes on this amount excluding expenditure on land,
consultancy & administration would be approximately 8% on an average and thereby the
reimbursement expected by way of state taxes will be Rs. 336 Crore. Thus, the project cost excluding
the state taxes is Rs. 3867 Crore. The drawl of the loan and repayment is assumed to be in the
middle of the respective years. The interest during construction has been assumed to be zero and it is
expected that the interest earned on the various cash inflows would offset the interest during
construction.
In order to fund a total of Rs. 4203 Crore, it is expected that 50% of this will come through contribution
and innovative financing and the balance would be from borrowings. It is also presumed that the
expenditure during the three years of construction would be Rs.600 Crore, Rs.1800 Crore and Rs.
1803 Crore in the year 2017, 2018 and 2019 respectively. It is also presumed that each year the
contribution from borrowings as well as from innovative financing and state funding would in equal
proportions. Though, efforts will be made to borrow the funds on a long term basis say 20 years or
more from Financing Institutions, for the purpose of computation of IRR, it is presumed that the
borrowings would be made with a repayment period of 10 years and the rate of interest would be 9%
per annum. The principal amount would be repaid in a period of ten years after the project
commences i.e. the repayment would start from the year 2020. Based on these presumptions, the
cash inflow and outflow on account of loans, repayment of loans and interest cost are tabulated
below:
Table 16.1 Principal Drawal, Principal Repayment and Interest Repayment

Year Principal Drawal Principal Repayment Interest Repayment
2017 300.00 - 27.00
2018 800.00 - 99.00
2019 1000.00 - 189.00
2020 - 210.00 179.55
2021 - 210.00 160.55
2022 - 210.00 141.75
2023 - 210.00 122.85
2024 - 210.00 103.95
2025 - 210.00 85.05
2026 - 210.00 66.15
2027 - 210.00 47.25
2028 - 210.00 28.35
2029 - 210.00 9.45
Total 2,100.00 2,100.00 1,260.00
Table 16.2 Cost Summary

Consultancy and Total Incl. Residual Annual Total
SL Amount Rate of
Particulars contingency (inc. Contingency Value 5% Depreciation Depreciation
No in Rs Depreciation
Admin) Cost Rs cost Rs Rs Rs 95% Rs
1 Land 173.32 173.32
2 Alignment And Formation- Vaiduct 819 49.14 868.14 3.17% 43.41 27.52 824.73
3 Station Buildings 416 24.96 440.96 3.17% 22.05 13.98 418.91
4 E&M works 190 11.4 201.4 11.88% 10.07 23.93 191.33
5i Civil Works 140 8.4 148.4 3.17% 7.42 4.7 140.98
ii E&M works 60 3.6 63.6 11.88% 3.18 7.56 60.42
iii Machinery & Plant 32 1.92 33.92 11.88% 1.7 4.03 32.22
6 Permanent Way Track Work 208 12.48 220.48 3.17% 11.02 6.99 209.46
7 Traction & Power Supply 273 16.38 289.38 11.88% 14.47 34.38 274.91
8 Signalling & Telecom 403 24.18 427.18 11.88% 21.36 50.75 405.82
9 Road restoration etc., 30 1.8 31.8 19.00% 1.59 6.04 30.21
10 Miscellaneous 90.5 5.43 95.93 3.17% 4.8 3.04 91.13
11 Rolling Stock (SG) 1140 68.4 1208.4 3.17% 60.42 38.31 1147.98
Total 3974.82 228.09 4202.91 201.48 221.22 3828.11
Table 16.3 Calculation of Depreciation & Residual Value
Alignment Permanen Tractio

Year of Signallin Road Rolling
And Station E&M Civil E&M Machiner t Way n&
Depreciati Land g& restoratio Misc. Stock Total
Formation Buildings works Works works y & Plant Track Power
on Telecom n etc., (SG)
- Vaiduct Work Supply
2020 0 27.52 13.98 23.93 4.70 7.56 4.03 6.99 34.38 50.75 6.04 3.04 38.31 221.22
2021 0 27.52 13.98 23.93 4.70 7.56 4.03 6.99 34.38 50.75 6.04 3.04 38.31 221.22
2022 0 27.52 13.98 23.93 4.70 7.56 4.03 6.99 34.38 50.75 6.04 3.04 38.31 221.22
2023 0 27.52 13.98 23.93 4.70 7.56 4.03 6.99 34.38 50.75 6.04 3.04 38.31 221.22
2024 0 27.52 13.98 23.93 4.70 7.56 4.03 6.99 34.38 50.75 6.04 3.04 38.31 221.22
2025 0 27.52 13.98 23.93 4.70 7.56 4.03 6.99 34.38 50.75 3.04 38.31 215.17
2026 0 27.52 13.98 23.93 4.70 7.56 4.03 6.99 34.38 50.75 3.04 38.31 215.17
2027 0 27.52 13.98 23.85 4.70 7.53 4.02 6.99 34.26 50.58 3.04 38.31 214.76
2028 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2029 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2030 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2031 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2032 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2033 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2034 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2035 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2036 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2037 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2038 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2039 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2040 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2041 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2042 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
Table 16.3 Calculation of Depreciation & Residual Value
Alignment Permanen Tractio

Year of Signallin Road Rolling
And Station E&M Civil E&M Machiner t Way n&
Depreciati Land g& restoratio Misc. Stock Total
Formation Buildings works Works works y & Plant Track Power
on Telecom n etc., (SG)
- Vaiduct Work Supply
2043 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53

2044 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2045 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2046 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2047 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2048 0 27.52 13.98 4.70 6.99 3.04 38.31 94.53
2049 0 26.65 13.54 4.55 6.77 2.94 37.10 91.54
Total 0 824.73 418.91 191.33 140.98 60.42 32.23 209.46 274.91 405.82 30.21 91.13 1147.98 3828.10
5%
residual 0 43.41 22.05 10.07 7.42 3.18 1.70 11.02 14.47 21.36 1.59 4.80 60.42 201.48
Value
Grand
868.14 440.96 201.4 148.4 63.6 33.92 220.48 289.38 427.18 31.80 95.93 1208.4 4029.58
Total
CHAPTER 17 – FARE BOX AND NON FARE BOX REVENUE
17 FARE BOX AND NON FARE BOX REVENUE

17.1 INTRODUCTION
The revenue earnings can be classified as Fare Box Revenue (FBR) and Non Fare Box Revenue
(NFBR).
17.2 FARE BOX REVENUE
The main source of revenue for this line would be the fare box revenue. The fare box revenue is a
function of the ridership (ridership is the number of passenger trip) as well as the notified fare. The
traffic ridership figures for this line have been estimated in Chapter 3.0 and the total ridership as well
as its station wise ridership is shown in Table 17.1 is reproduced below:
Table 17.1 Corridor - K R Puram to Silk Board along ORR

Daily Board Daily Board Peak Board Peak Board
Peak Board 2021 Daily Board 2041
2021 2031 2031 2041
Station Name
Board Alight Board Alight Board Alight Board Alight Board Alight Board Alight
K R Puram 31,016 30,916 8,317 8,256 35,237 34,834 9,189 9,405 40,973 40,481 10,789 10,648
Mahadevapur
13,068 13,199 3,625 3,573 15,479 15,808 4,903 4,837 17,352 17,930 5,422 5,417
a
DRDO Sports
33,379 33,370 8,793 7,413 41,895 41,867 11,188 9,489 47,116 47,102 12,381 10,450
Complex
Doddanekundi 9,974 10,011 2,609 2,608 12,981 13,011 3,228 3,222 15,578 15,615 3,845 3,819
ISRO 24,259 24,366 4,831 6,039 32,180 32,298 6,886 8,452 38,155 38,287 8,598 10,402
Marathahalli 12,357 12,833 4,688 4,473 13,753 14,328 5,376 4,868 15,405 15,967 5,831 5,624
Kodibisanhalli 38,871 38,815 13,347 13,777 40,403 40,345 14,049 14,245 45,761 45,703 16,231 16,323
Kadubeesana
21,261 21,261 3,872 4,405 36,374 36,374 6,421 7,083 51,577 51,577 8,802 9,603
halli
Bellandur 42,024 42,010 13,526 13,799 66,483 66,464 20,123 20,538 94,108 94,083 27,918 28,450
Ibbalur 3,242 3,239 752 377 3,563 3,552 819 497 4,040 4,005 926 629
Agara Lake 2,250 2,404 837 829 2,797 2,957 1,011 996 3,299 3,438 1,140 1,131
HRS Layout 56,951 57,026 18,391 16,398 73,178 72,783 22,892 20,224 90,842 90,069 26,335 24,807
Slik Board 63,161 62,363 20,417 22,054 84,245 83,947 26,872 29,101 110,540 110,490 35,311 36,226
The daily ridership (no of passengers per day for 2020) is taken as 3.10 Lakhs.
The fares for this line have been extrapolated based on the existing fares of BMRCL. The existing
fare table of BMRCL for the year 2016-17 is in Table17.2.
Table 17.2 BMRCL Fare Structure in 2016-17

Distance Metro Fare Distance Metro Fare
in kms. (Rs.) in kms. (Rs.)
0-1 10.00 12-13 32.00
1-2 10.00 13-14 34.00
2-3 13.00 14-15 36.00
3-4 14.00 15-16 38.00
4-5 16.00 16-17 40.00
5-6 17.00 17-18 42.00
6-7 19.00 12-13 32.00
7-8 22.00 13-14 34.00
8-9 24.00 14-15 36.00
9-10 26.00 15-16 38.00
10-11 28.00 16-17 40.00
11-12 30.00 17-18 42.00
These are promotional fares which would be subject to revision once the entire network gets
operational ( a 20% increase would be reasonable) and thereafter these fares would be revised at
periodical intervals as provided under law. It is estimated that the fares would go up by 10% over a
block period of 2 years. Therefore, the fare table for the new line for the year 2020 has been derived
and is shown in Figure 17.1.
Figure 17.1 Fares in Rs for Year 2020 to 2021
Fare in Rs for 2020-21
56 58
Fare 53
47 50
42 44
36 39
31 33
24 26
19 22
18
14 14
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
KMS
Continuing with the same presumption that the fares would increase by 10% over a block period of 2
years, the fares for the succeeding 30 years are shown the Table 17.3
Table 17.3: Fare for the Succeeding 30 Years (Amount in Rs.)
KMs 2020 2022 2024 2026 2028 2030 2032 2034 2036 2038 2040 2042 2044 2046 2048
1 14 15 17 18 20 22 25 27 30 33 36 40 44 48 53
2 14 15 17 18 20 22 25 27 30 33 36 40 44 48 53
3 18 20 22 24 26 29 32 35 39 43 47 52 57 62 69
4 19 21 24 26 28 31 34 38 42 46 50 55 61 67 74
5 22 24 27 30 33 36 39 43 48 52 58 63 70 77 84
6 24 26 29 31 35 38 42 46 51 56 61 67 74 82 90
7 26 29 32 35 39 43 47 51 57 62 68 75 83 91 100
8 31 34 37 41 45 49 54 60 66 72 79 87 96 106 116
9 33 37 40 44 49 54 59 65 71 79 86 95 105 115 127
10 36 40 44 48 53 58 64 70 77 85 94 103 113 125 137
11 39 43 47 52 57 63 69 76 83 92 101 111 122 134 148
12 42 46 50 55 61 67 74 81 89 98 108 119 131 144 158
13 44 49 54 59 65 72 79 87 95 105 115 127 140 153 169
14 47 52 57 63 69 76 84 92 101 111 123 135 148 163 179
15 50 55 61 67 73 81 89 97 107 118 130 143 157 173 190
16 53 58 64 70 77 85 94 103 113 124 137 151 166 182 200
17 56 61 67 74 81 89 98 108 119 131 144 159 174 192 211
18 58 64 71 78 85 94 103 114 125 138 151 166 183 201 222
The traffic ridership figures have been estimated in Chapter 3. This line on ORR would be a line
connecting two trunk lines. It is assumed that people using this ORR line would travel on other lines
and then reach and use this line. The average trip length in such case is presumed as 22 m with 50%
being accounted on this line and the remaining 50% on the other part of Metro Network. The fare
would be about Rs. 66.0 and half of this line is Rs. 33.0 can be credited to this line. Indeed, the
opening of this Metro line would increase the ridership and viability of other lines but that has not been
factored as we want the revenue figures to be conservative. The annual fare base revenue is shared
in Table 17.4
Table 17.4 Details of Revenue and Ridership

Avg. Ridership Avg. Fare Total ridership Total fare box Amount
Year
p/day ( no's) ( amt. In rs) ( no's) revenue per year (rs. In cr)
2020 3,10,000 33 105400000 3478200000 348
2021 3,23,506 33 109992133 3629740380 363
2022 3,37,013 37 114584265 4239617822 424
2023 3,50,519 37 119176398 4409526733 441
2024 3,64,025 40 123768531 4950741236 495
2025 3,77,531 40 128360664 5134426545 513
2026 3,91,038 44 132952796 5849923040 585
2027 4,04,544 44 137544929 6051976880 605
2028 4,18,050 49 142137062 6964716029 696
2029 4,31,556 49 146729195 7189730533 719
2030 4,45,063 54 151321327 8156219540 816
2031 4,58,569 54 155913460 8403735494 840
2032 4,70,187 59 159863459 9478304459 948
2033 4,81,804 59 163813457 9664993971 966
2034 4,93,422 65 167763456 10887848276 1089
2035 5,05,040 65 171713454 11161374529 1116
2036 5,16,657 71 175663453 12472105153 1247
2037 5,28,275 71 179613451 12752555051 1275
2038 5,39,893 79 183563450 14501512550 1450
2039 5,51,510 79 187513449 14813562437 1481
2040 5,63,128 86 191463447 16465856454 1647
2041 5,74,745 86 195413446 16805556331 1681
2042 5,91,988 95 201275849 19121205663 1912
2043 6,09,747 95 207314125 19694841833 1969
2044 6,28,040 105 213533548 22314255797 2231
2045 6,46,881 105 219939555 23093653248 2309
2046 6,66,287 115 226537741 26051840259 2605
2047 6,86,276 115 233333874 26833395467 2683
2048 7,06,864 127 240333890 30402237064 3040
2049 7,28,070 127 247543907 31438076130 3144
17.3 NON-FARE BOX REVENUE
In addition to fare box revenue, Metro system generates substantial amount of non-fare box revenue.
This non-fare box revenue includes rentals from spaces at Metro stations, advertising income, income
from property development, income from parking charges, and other sources like leasing of spare
capacity of optical fiber etc. The non-fare box revenue for the year 2016-17 for the existing network of
about 33 kms is estimated to be about Rs.35 crores. At present, the network of 33 kms is not
connected to each other thereby the true potential of the non-fare box revenue has not been captured
so far. The new line passing through the IT hub of the city would have a better potential for non-fare
box revenue as compared to the East-West line. Therefore, a conservative estimate of Rs.50 crores
per annum has been taken for the year 2020. This revenue is expected to increase at a rate of 6%
year on year. Thus, the non-fare box revenue for a 30 year cycle succeeding 2020 is tabulated in the
table 17.5.
Table 17.5: Non Fare Box Revenue for 30 years (Rs. In Cr.)
Non Fare Box Non Fare Box

Years Years
Revenue Revenue
2020 50 2035 120
2021 53 2036 127
2022 56 2037 135
2023 60 2038 143
2024 63 2039 151
2025 67 2040 160
2026 71 2041 170
2027 75 2042 180
2028 80 2043 191
2029 84 2044 202
2030 90 2045 215
2031 95 2046 227
2032 101 2047 241
2033 107 2048 256
2034 113 2049 271
The total revenue to be earned from fare box & the non fare box revenue for new line of 17 kms with
13 stations is as shown in the table 17.6.
Table 17.6 Details of Revenue (Rs. In Cr.)

Year Fare Box Non Fare Box Total
2020 348 50 398
2021 363 53 416
2022 424 56 480
2023 441 60 501
2024 495 63 558
2025 513 67 580
2026 585 71 656
2027 605 75 680
2028 696 80 776
2029 719 84 803
2030 816 90 906
2031 840 95 935
2032 948 101 1049
2033 966 107 1073
2034 1089 113 1202
2035 1116 120 1236
2036 1247 127 1374
2037 1275 135 1410
2038 1450 143 1593
2039 1481 151 1632
2040 1647 160 1807
2041 1681 170 1851
2042 1912 180 2092
2043 1969 191 2160
2044 2231 202 2433
2045 2309 215 2524
2046 2605 227 2832
2047 2683 241 2924
2048 3040 256 3296
2049 3144 271 3415
CHAPTER 18 – FINANCING OPTIONS – INNOVATIVE FANANCING
18 FINANCING OPTIONS – INNOVATIVE FINANCING

18.1 INTRODUCTION
In the Budget speech for the year 2016-17, the Hon’ble Chief Minister has emphasized the urgent
need for decongesting traffic in Bangalore City and has stated that measures would be taken for
providing Mass Rapid Transit System using Innovative Financing techniques. The Phase-1 of
Bangalore Metro costing Rs 14405 Crores as well as the Phase-2 of Bangalore Metro costing Rs.
26,405 Crores have been funded jointly by the State Government and the Government of India. The
contribution of the two Governments in Phase-2 of Namma Metro is given in the table below:
Table 18.1 Government Contribution in Phase 2
Amount
Funding Source & Type Share in Project Cost (%)
(INR IN CRORE)
Equity 14.65% 3868.35
GOI Sub-ordinate Debt 5.35% 1412.65
Total GOI share 20.00% 5281.00

Equity 14.65% 3868.35
Subordinate Debt 12.97% 3424.75
GOK
Grant Contribution- GOK 6.40% 1689.90
Total GOK share 34.02% 8983.00
From the table, it is evident that the Bangalore Metro has been funded primarily by the contributions
from the State Government and the Central Government apart from borrowings from various domestic
and foreign financial institutions. Funding of such large infrastructure projects puts a heavy pressure
on the budgetary resources of the State Government as well as the Government of India. As a result,
the pace at which the Metro network should expand, does not match the pace at which the demands
for Metro network is growing and therefore, there is a need to explore other avenues for mobilization
of funds for Metro systems.
18.2 INNOVATIVE FINANCING
18.2.1 Innovative Financing Instruments
A major advantage of the important transport infrastructure project is that apart from giving the
impetus to economic activities it also leads to appreciation of the value of lands and buildings which
lie in this vicinity. The experience of Bangalore Metro Rail Project Phase-1 has thrown up a very good
lesson for innovative financing. It has been observed through anecdotal evidence that there has been
a substantial increase in the values of properties abutting the Metro alignment. This observation
would also hold true for several other transportation projects like Arterial Roads and Peripheral Ring
Roads. The Peripheral Ring Road around Bengaluru, which is now proposed by BDA, would act as a
counter magnet to the Central Business District (CBD) and it would attract the economic activities
near it. As a result, the part of activities of CBD would get relocated to the areas around the
Peripheral Ring Road thus decongesting the heart of Bengaluru.
The issue of innovative financing has been examined in detail and it is found that the following
mechanisms could be used as innovative financing instruments to fund the major transport
infrastructure projects in Karnataka:
Premium FSI / FAR (Floor Space index / Floor Area Ratio)

Cess on approval of new layouts
Construction and exploitation of commercial spaces near important infrastructure projects
Generation of revenue through other sources like premium for roads developments etc.
Betterment Tax
18.2.1.1 Premium FSI:
It is well established that wherever rail based mass transit system or an efficient transport system
goes, the area falling in the vicinity of the line witness a tremendous appreciation in the value. Added
to this is the concept of transit oriented development wherein cities need to be planned in such a
manner where the density of population is increased along the corridors of mass transit systems.
Combining the impact of above two principles, the concept of premium FSI has been evolved. As per
this concept, the lands falling within the fixed distance of the mass transit corridor or transportation
hubs, would be offered additional FSI over and above the existing FSI. This increased FSI is called
the premium FSI for which the owners of the land would have to pay and buy the additional FSI. The
proceeds would go to a Transport Development Fund or the Infrastructure Development Fund from
which the construction of mass transit system could be funded. BDA or other Development
Authorities should make suitable amendment to their Zoning Regulations.
18.2.1.2 Cess on approval of new layouts:
While the premium FSI as well as the Betterment Levy would be confined to the impact zone i.e. in
the areas in the vicinity mass transit corridor, the levy of cess has no such restriction. The cess would
be levied within entire area of the jurisdiction of BDA. The levy of cess and surcharge is governed by
Section 18A of the Karnataka Town and Country Planning Act, 1961. The Section reads as follows:-
Section 18-A. Levy and collection of cess and surcharge:
1. Notwithstanding anything contained in this Act, the Planning Authority may while granting
permission for development of land or building levy and collect from the owner of such land or
building:
A cess for the purpose of carrying out any water supply scheme;
A surcharge for the purpose of formation or ring roads;
A cess for the purpose of improving slums; and
A surcharge for the purpose of establishing Mass Rapid Transport system.
2. At such rates but all the above levies together not exceeding one-tenth of the market value of
the land or building as may be prescribed.
3. The cess and surcharge levied under Sub-Section (1) shall be assessed and collected in such
manner as may be prescribed.
4. Any person aggrieved by the levy, assessment and collection of cess or surcharge under this
section may within thirty days from the date of the order appeal to the prescribed authority
whose decision shall be final.
5. The prescribed authority may after giving a reasonable opportunity of being heard to the
appellant and the planning Authority pass such order as it deems fit.
6. The State Government may exempt any Board Authority or Body constituted by or under any
law and owned or controlled by the State Government or the Central Government or an
infrastructure Project promoted or implemented by any company or person and approved by
the State Government or Central Government from the payment of cess or surcharge leviable
under Sub-section (1).
The Cess is levied at the time of granting approval for development of land or buildings.
18.2.1.3 Construction And Exploitation Of Commercial Spaces Near Important Infrastructure

Projects
The appreciation in land value immediately next to the transport infrastructure project is substantially
high. Therefore, it would make economic sense to acquire lands and then later on these could be
exploited for generation of commercial revenue either by leasing of lands or through Public Private
Partnerships. Some of the infrastructure projects also lend themselves for exploitation of air space
above the infrastructure projects. For example, the air space over the Metro Station or above the
major transportation hub can be commercially exploited for mobilization of resources.
18.2.1.4 Generation Of Revenue Through Other Sources
The major transport infrastructure projects have a tendency to attract the commercial activities around
it. This holds true for major roads, Metro Rail projects, transportation and logistics hubs etc. It is
possible to mobilize resources through various commercial activities like advertising, providing
access, business development, naming rights for stations, etc.
18.2.1.5 Generation of Revenue Through Levying Of Fees For Change Of Land Use In The
Vicinity Of Infrastructure Projects
The nature of activities in the areas around the major new Infrastructure projects such as Ring Road
etc. are likely to undergo significant change from Agriculture or Residential to Commercial. It would
be prudent to facilitate easy change of land use under Section 18 of KTCP Act as it will yield a better
income to the owner by levying a fee as provided in Section 18 of KTCP Act. The new Infrastructure
project will be able to sustain the additional burden of the enhanced activities and the land owners will
not have the time consuming process for change of land use individually. It could provide an
important additional source of revenue to finance the Infrastructure projects.
18.2.1.6 Betterment Levy
As stated earlier, the land values in the vicinity of mass transit system would go uip once the mass
transit system becomes operational. In order to capture the appreciation in the value of land, there is
a concept of betterment levy. The concept of betterment levy differs from the premium FSI concept
because while the premium FSI concept is voluntary, the betterment levy is mandatory. The concept
of betterment tax find the place in the Bangalore Development Act, 1976. Section 20 of the Act reads
as follows:-
“Levy of betterment tax: (1) Where as a consequence of execution of any development scheme, the
market value of any land in the area comprised in the scheme which is not required for the execution
thereof has in the opinion of the Authority, increased or will increase, the authority shall be entitled to
levey on the owner of the land or any person having an interest therein, a betterment tax in respect of
the increase in value of the land resulting from the execution of such scheme.
(2) Such increase in value shall be the amount by which the value of the land, on the completion of
the execution of the scheme, estimated as if the land were clear of buildings exceeds the value of the
land prior to the execution of the scheme estimated in like manner, and the betterment tax shall be
one-third of such increase in value.”
It is proposed that this tax may be levied only on a case to case basis on certain categories of
properties and on the land holdings, the size of which exceeds a minimum threshold. It may also be
stipulated that the betterment levy should be imposed in impact areas only and the impact areas
should be defined as the areas, which fall within a fixed distance, say one Km. of the Urban transport
corridor.
The concept of Betterment levy also finds a mention under the Karnataka Municipalities Act.
However, this provision for levy of betterment tax need to be recast in view of the recent important
developments in the major infrastructure projects. It is, therefore, proposed to bring a comprehensive
self contained amendment to the Karnataka Town and Country Planning Act so that a mechanism of
betterment tax could be levied all over the State by the concerned Planning Authority.
A conservative estimate of revenue on above innovative financing instruments is tabulated below:

Table: 18.2 Estimate Of Revenue On Innovative Financing Instruments
Source Estimated upfront yield
Premium floor area ratio (far) INR 600 CR
Additional cess on approval of new projects / developments INR 50 CR
Construction and Exploitation of Commercial space near Infra project INR 100 CR
Other Sources - Naming rights / advertising INR 250 CR
Premium access ways / ramps / naming rights INR 300 CR
Change of land use fees INR 25 CR
Betterment levy INR 50 CR
Total INR 1375 CR
18.3 FINANCING OPTIONS
Although the efforts will be made to mobilize funds through innovative financing to start the project
and also to indicate a firm commitment of the State Government, the project would require some
contribution from the State budget / Central budget. In addition, the BMRCL has in possession some
land parcels which were acquired for Phase-1 and Phase-2, which could be offered for commercial
development. The BMRCL would also be in a position to mobilize revenues through long term lease
of these land parcels. It is estimated that the BMRCL would be able to mobilize a sum of Rs.500
Crores through long term lease of the lands which has in its possession. In addition, it is also
porposed that the State Government can give a contribution of Rs. 500 Crores over three years of
project execution period.
18.3.1 Different scenarios for innovative financing
Since the innovative financing is being tried for the first time, it will be difficult to accurately forecast
the actual amount which could be mobilized through this technique. Therefore, for the purpose of
financing analysis, three different scenarios have been used – (a) Pessimistic, (b) Optimistic and (c)
Most likely.
In the Pessimistic scenario, it is being presumed that there would be no mobilization through
innovative financing and such being the case, the project would be funded by the contribution from
the State Government / Government of India / BMRCL and from borrowings. Since the contribution of
the State Government and the BMRCL has been pegged at Rs. 1000 Crores, the balance amount of
Rs. 3,200 Crores would be mobilized through borrowings.
In the Optimistic scenario, it is estimated that the BMRCL would be able to mobilize a sum of Rs.
2100 Crores by way of innovative financing. If this happens, the borrowings would reduce to Rs. 1100
Crores and the contribution of the State Government and the BMRCL would be Rs. 1000 Crores.
In the Most Likely scenario, it is estimated that the fund mobilization through Innovative financing
would be about Rs. 1100 Crores thus restricting the borrowing to about Rs.2100 Crores. The primary
contribution would continue to be Rs. 1000 Crores.
The three scenarios have been described in details in the table below:
Table: 18.3 Scenario analysis for funding options (RUPEES IN CRORE)

S. Scenario 1 Scenario 2 Scenario 3
Funding Source
no. Pessimistic Most likely Optimistic
Central Govt / State Govt contribution
1 500.00 500.00 500.00
(equity / sub debt)
Internal generation by BMRCL through
2 500.00 500.00 500.00
leasing of surplus land
3 Innovative financing 0 1100.00 2100.00
4 Borrowing @ 9% P A. 3200.00 2100.00 1100.00
Grand total 4200.00 4200.00 4200.00
18.4 TAX REIMBURSEMENT
Both during Phase-1 and Phase-2, all the taxes which accrued to the State Government because of
various levies on the project, were reimbursed to BMRCL. The same arrangement should be
continued for this ORR line also. The total amount on tax reimbursement would be Rs. 336 Crores at
an average rate of 8% of the project cost.
CHAPTER 19 –FINANCIAL ANALYSES - FIRR
19 FINANCIAL ANALYSIS FIRR

19.1 INTRODUCTION
Financial analysis is done based on revenue and cost figures as estimated in the projected cash
inflow and outflow for each year as tabulated in Table 19.1
Table 19.1 Capital Cost of Project

Sl.No Particulars Amount in Crores
1 Land 173
2 Alignment and Formation 868
3 Sation Buildings 441
4 Permanent-Way 220
5 Depot at Whitefield 246
6 Miscellaneous 96
7 Traction & Power Supply 290
8 E&M Works 201
9 Rolling Stock (SG) 1209
10 Signalling and Telecom 427
11 Road restoration etc., 32
Total 4203
19.2 FACTORING IN INNOVATIVE FINANCING:
In the above analysis the component of innovative financing has been taken as zero. But as
mentioned in Chapter 18 on innovative financing substantial amount would be contributed through
innovative financing. Therefore, 3 different scenarios for innovative financing have been considered
as under:
1. Pessimistic
2. Optimistic
3. Most likely
19.3 ASSUMPTIONS:
The primary assumptions are:
1. Promoters contribution would be Rs.1000 crore

a) Central Government/State Government would contribute Rs.500 Crore.
b) Internal generation by BMRC through leasing of surplus land Rs.500 crore
2. Borrowing & innovative financing would be interchanged based on the estimate for each of
the scenarios.
3. State Government would reimburse taxes of Rs.336 crore approximately.
BMRCLwould not be liable to pay Income Tax due to accumulated depreciation & losses from Phase I
& Phase II operations.
Bangalore Metro Phase-IIA DPR : K.R.Puram – Silk Board October 2016 Page19-1
19.3.1 Scenario-1: Pessimistic
In the pessimistic scenario, it is assumed that nothing would be mobilised through innovative
financing. With this presumption, the FIRR is worked out as in Table 19.2
Table 19.2: PESSIMISTIC SCENARIO - FIRR (INR IN CRORE)
SNAP SHOT - INFLOW

OWNERS FUNDS - 952 OUTFLOW
INNOVATIVE FIN - 0 CAPEX 4200
CASH FLOW PROJECTIONS FROM OPERATIONS
BORROWINGS - 3199 IDC 287
TAX REIMB - 336 TOAL 4487
TOTAL INFLOW - 4487
CAPITAL REVENUE FIRR
INFLOW OUTFLOW INFLOW OUTFLOW

Year INNO Net
INT
OWNE VATIV Fare
TAX BORR DURIN LOAN Non Mainten Energy cash
RS E CAPE Box Staff Intere Depreci
REIM OWIN G REPAY FareBox ance Consumpt flow
FUND FINA X Revenu Costs st ation
B G CONS MENT Revenue Costs ion Costs
S NCIN e
T
G
Refer to Table No
17.6 17.6 15.3 15.3 15.3 16.3
2017 136 0 48 457 -600 -41 -136
2018 408 0 144 1371 -1800 -123 -408
2019 408 0 144 1371 -1800 -123 -408
2020 -320 348 50 107 21 42 -274 -221 -365
2021 -320 363 53 117 22 44 -245 -221 -331
2022 -320 424 56 128 23 46 -216 -221 -252
2023 -320 441 60 139 24 48 -187 -221 -218
2024 -320 495 63 152 25 51 -158 -221 -148
2025 -320 513 67 165 26 53 -130 -215 -115
2026 -320 585 71 180 28 56 -101 -215 -29
2027 -320 605 75 196 29 59 -72 -215 4
2028 -320 696 80 214 31 62 -43 -95 106
2029 -320 719 84 233 32 65 -14 -95 139
2030 816 90 254 34 68 -95 549
2031 840 95 277 35 71 -95 551
2032 948 101 302 37 75 -95 634
2033 966 107 329 39 79 -95 626
2034 1089 113 359 41 83 -95 719
2035 1116 120 391 43 87 -95 715
2036 1247 127 426 45 91 -95 811
2037 1275 135 465 48 96 -95 802
2038 1450 143 507 50 100 -95 936
2039 1481 151 552 52 106 -95 922
2040 1647 160 602 55 111 -95 1040
2041 1681 170 656 58 116 -95 1021
2042 1912 180 715 61 122 -95 1194
2043 1969 191 779 64 128 -95 1189
2044 2231 202 850 67 135 -95 1382
2045 2309 215 926 70 141 -95 1386
2046 2605 227 1009 74 148 -95 1601
- -
952 0 336 3199 -4200 (288) -3200 30771 3185.29 -1133.8 -2282.44 -1440 13915
11032 3547.9
FIRR 11.35%
19.3.2 Scenario-2: Optimistic
In the optimistic scenario, it is assumed that a sum of Rs.1,968 crores only would be mobilised
through innovative financing in the first 3 years (spread equally). With this presumption, the FIRR is
worked out as in Table below:
Table 19.3 : OPTIIMISTIC SCENARIO - FIRR (INR IN CRORE)
SNAP SHOT - INR IN CR INFLOW

OWNERS FUNDS - 962
OUTFLOW
INNOVATIVE FIN - 1968
CAPEX 4200 IDC CASH FLOW PROJECTIONS FROM OPERATIONS
BORROWINGS - 1038
104 TOTAL 4304
TAX REIMB - 336
TOTAL - 4304
Non
Year OWN INNOV
TAX INT LOAN
Fare
FareB Mainten Energy Net cash
ERS ATIVE BORROWI CAP Box Staff Intere Depre flow
REI DURING REPAY ox ance Consump
FUND FINAN NG EX Reven Costs st ciation
MB CONST MENT Reven Costs tion Costs
S CING ue
ue
Refer to Table No
17.6 17.6 15.3 15.3 15.3 16.3
2017 130 288 48 148 -600 -16 -132
-
2018 419 840 144 445 -44 -415
1800
-
2019 413 840 144 445 -44 -415
1800
2020 -103 348 50 107 21 42 -94 -221 31
2021 -103 363 53 117 22 44 -84 -221 46
2022 -103 424 56 128 23 46 -74 -221 106
2023 -103 441 60 139 24 48 -64 -221 122
2024 -103 495 63 152 25 51 -54 -221 173
2025 -103 513 67 165 26 53 -45 -215 187
2026 -103 585 71 180 28 56 -35 -215 254
2027 -103 605 75 196 29 59 -25 -215 268
2028 -103 696 80 214 31 62 -15 -95 352
2029 -103 719 84 233 32 65 -5 -95 365
2030 816 90 254 34 68 -95 549
2031 840 95 277 35 71 -95 551
2032 948 101 302 37 75 -95 634
2033 966 107 329 39 79 -95 626
2034 1089 113 359 41 83 -95 719
2035 1116 120 391 43 87 -95 715
2036 1247 127 426 45 91 -95 811
2037 1275 135 465 48 96 -95 802
2038 1450 143 507 50 100 -95 936
2039 1481 151 552 52 106 -95 922
2040 1647 160 602 55 111 -95 1040
2041 1681 170 656 58 116 -95 1021
2042 1912 180 715 61 122 -95 1194
2043 1969 191 779 64 128 -95 1189
2044 2231 202 850 67 135 -95 1382
2045 2309 215 926 70 141 -95 1386
2046 2605 227 1009 74 148 -95 1601
- -
962 1968 336 1038 (104.00) -1030 30771 3185 -1134 -2282 -495 -3548 17021
4200 11032
FIRR 20.27%
19.3.3 Scenario-3: Most likely
In the most likely scenario, it is assumed that a sum of Rs.1,067 crores only would be mobilised
through innovative financing in the first 3 years (spread equally). With this presumption, the FIRR is
worked out as in Table below:
Table 19.4 : MOST LIKELY SCENARIO - FIRR (INR IN CRORE)

SNAP SHOT - INR IN CR
INFLOW OWNERS
FUNDS - 958 OUTFLOW
TAX REIMB - 336 TOTAL 4389
TOTAL - 4389
OWN INNO BOR CAP INT LOAN Fare Box Non Staff Mainten Energy Inter De Net cash
Year ERS VATIV TAX ROWI EX DU REPA Revenue Fare Costs ance Consum est pre flow
FUN E REI NG RIN YMEN Box Costs ption cia
DS FINA MB G T Reve Costs tio
NCIN CO nue n
G NST
Refer to Table No
17.6 17.6 15.3 15.3 15.3 16.3
2017 132 157 48 290 -600 -27 -132
2018 413 455 144 869 -1800 -81 -413
2019 413 455 144 869 -1800 -81 -413
2020 -202 348 50 107 21 42 -179.6 -221 -153
2021 -202 363 53 117 22 44 -160.7 -221 -129
2022 -202 424 56 128 23 46 -141.8 -221 -60
2023 -202 441 60 139 24 48 -122.9 -221 -36
2024 -202 495 63 152 25 51 -104 -221 25
2025 -202 513 67 165 26 53 -85.05 -215 48
2026 -202 585 71 180 28 56 -66.15 -215 124
2027 -202 605 75 196 29 59 -47.25 -215 147
2028 -202 696 80 214 31 62 -28.35 -95 239
2029 -210 719 84 233 32 65 -9.45 -95 254
2030 816 90 254 34 68 -95 549
2031 840 95 277 35 71 -95 551
2032 948 101 302 37 75 -95 634
2033 966 107 329 39 79 -95 626
2034 1089 113 359 41 83 -95 719
2035 1116 120 391 43 87 -95 715
2036 1247 127 426 45 91 -95 811
2037 1275 135 465 48 96 -95 802
2038 1450 143 507 50 100 -95 936
2039 1481 151 552 52 106 -95 922
2040 1647 160 602 55 111 -95 1040
2041 1681 170 656 58 116 -95 1021
2042 1912 180 715 61 122 -95 1194
2043 1969 191 779 64 128 -95 1189
2044 2231 202 850 67 135 -95 1382
2045 2309 215 926 70 141 -95 1386
2046 2605 227 1009 74 148 -95 1601
-
3,18 - 3,54
958 1067 336 2028 -4200 -189 -2,028 30,771 5 -11,032 -1,134 -2,282 945 8 15,577
FIRR 15.27%
19.4 CONCLUSION
As seen from the above, the project is financially viable even in pessimistic scenario as FIRR
(11.35%) is more than the hurdle rate (9%) and that too without any contribution from innovative
financing. This is predominantly due to the following reasons:
1. Cost of construction on this line will be less as compared to other corridors because there is
no tunnel and even the height of the viaduct is being optimized. Added to this, there is no
significant land acquisition cost for the viaduct.
2. The ridership is expected to be more than other lines because of high concentration of IT
companies along this corridor and rapid transport facility is the need of the hour.
Thus there is enough justification to take up this project.
CHAPTER 20 – ECONOMIC ANALYSIS
20 ECONOMIC ANALYSIS
20.1 INTRODUCTION
The objective of the cost- benefit analysis is to identify and quantify the economic benefits and costs
associated with the project (implementation of 17 kms of metro corridor: K. R. Puram – Silk Board
Corridor in Bangalore), in order to select the optimum solution along with the economic viability in
terms of its likely investment return potential.
The cost – benefit analysis is carried out by using the Discounted Cash Flow (DCF) technique to
obtain the Economic Internal Rate of Return (EIRR %) for the proposed investments linked with the
project.
20.2 ECONOMIC ANALYSIS APPROACH
The economic appraisal of the metro system has been carried out within the broad framework of
Social Cost –Benefit Analysis Technique. It is based on the incremental costs and benefits and
involves comparison of project costs and benefits in economic terms under the “with” and “without”
project scenario. In the analysis, the cost and benefit streams arising under the above project
scenarios have been estimated in terms of market prices and economic values have been computed
by converting the former using appropriate factors. The annual streams of project costs and benefit
have been compared over the entire analysis period to estimate the net cost/ benefit and to calculate
the economic viability of the project in terms of EIRR.
20.3 ANALYSIS PERIOD
The analysis period of the project is taken as 30 years from the base year 2017 as follows:
Base Year - 2016

Construction period – 2017 to 2019 (3 years)
Project opening for traffic – 2020
End of the analysis period –2046
No. of operating years, considered for economic analysis – 30 years
20.4 ESTIMATION OF COSTS
The project cost stream comprises capital cost, operation and maintenance cost. Cost components
considered for the purpose of this exercise include:
Capital cost of infrastructure

Operation and Maintenance cost of the system
The capital cost for economic analysis is taken as Rs. 4200 Crores. The Operation & Maintenance
Cost (O & M cost) is as worked out in the respective Chapter.
20.5 ESTIMATION OF BENEFITS
The proposed metro will yield tangible and non-tangible savings due to equivalent reduction in road
traffic and certain socio-economic benefits. Introduction of metro will result in reduction in number of
buses, usage of private vehicles, air pollution and increase the speed of road-based vehicles. This, in
turn, will result in significant social benefits due to reduction in fuel consumption, vehicle operating
cost and travel time of passengers. Reduction in accidents, pollution and road maintenance costs are
the other benefits to the society in general.
The benefit stream that could be evaluated and quantified includes:
Capital and operating cost (on present congestion norms) of carrying the total volume of
passenger traffic by existing bus system and private vehicles in case the metro project is not
taken up.
Savings in operating costs of all buses and other vehicles due to de-congestion including
those that would continue to use the existing transport network even after the metro is
introduced.
1. Savings in time of commuters using the metro over the existing transport modes because of
faster speed of metro.
2. Savings in cost of externalities due to reduction in emissions.
3. Savings in time of those passengers continuing on existing modes, because of reduced
congestion on roads
4. Savings in fuel consumption on account of less number of vehicles on road and decongestion
effect with introduction of metro are included in those of vehicle operating cost.
20.6 ESTIMATION OF MONEY VALUE OF TIME SAVED
One of the major advantages of having a metro system would be saving in the time for people using
this corridor. It is estimated that everyday there would be 3.1 lakhs passenger trips on this corridor
though the passengers would be coming on the metro would be arriving from far away distance and
for the purpose of present analysis, we have confined the benefit accruing out of this stretch. On an
average passengers would be travelling a length of about 17 kms in this corridor resulting in saving of
15 minutes per day per person per trip. This estimation is on the conservative side. Furthermore, the
factors like value of comfort, value of certainty of travel and value of safety would be a further add on.
However, for the purpose of present analysis, the benefit which has been quantified is only the money
value of the travel time saved. The total travel time saved per day for all the passengers put together
would be 77,500 hours. Assuming a salary of Rs.200 per hour (which is again on the conservative
side), the total money value for time saved would be Rs.1.55 crores (77,500 x 200) per day. For the
entire year, this saving would translate into Rs.388 crores. For every subsequent year, this figures
has been escalated by 10% year on year.
20.7 ESTIMATING THE SAVING IN COST OF EMISSIONS
It is estimated that in the year 2020, there would be 3.1 lakh passenger trip per day on this corridor.
In effect, emissions with these many trips by other modes would come down as passengers would
shift from other modes and adopt the metro. The daily passenger trips of 3.1 lakhs would be a switch
over from 2 wheelers, 4 wheelers and buses in the following ratio.
a. Buses 40%
b. 2 Wheelers 30%
c. 4 wheelers 30%
Figure 20.1 Mode-wise Share of Traffic
30%
40%
Bus
Two Wheelers
Four Wheelers
30%
Applying the above modal shift shown in the figure above, the vehicle kms (VKM) saved in different
modes is estimated as follows:
a) Buses 31,886 vkm

b) 2 Wheelers 5,97,857 vkm
c) 4 wheelers 3,34,800 vkm
The marginal external cost for each one of these modes has been taken from a study – Estimating
marginal external cost of transport in Delhi (Akshaya Kumar Sen , GeetamT iwari, Vrajaindra
Upadhyay ) 2009. This study had arrived at the following marginal external cost of urban transport as
shown in Table below.
Table20.1 : Total Marginal Cost of Urban Transport (Rs/VKM)*
Vehicle Type Congestion Air pollution Accidents Noise Total Total(USD/VKM)
Petrol Car
Peak small 4.91 0.28 0.067 0.05 5.307 0.118
Peak big 4.91 0.31 0.067 0.05 5.337 0.119
Off-peak small 0.32 0.27 0.067 0.13 0.787 0.017
Off-peak big 0.32 0.30 0.067 0.13 0.817 0.018
Diesel Car
Peak small 4.913 1.674 0.067 0.05 6.704 0.149
Peak big 4.913 2.736 0.067 0.05 7.766 0.173
Off-peak small 0.361 1.030 0.067 0.13 1.543 0.034
Off-peak big 0.316 1.665 0.067 0.13 2.178 0.048
Bus
Peak 9.826 14.14 1.771 0.49 26.227 0.583
Off-peak 0.632 9.106 1.771 1.28 12.788 0.284
* Aksaya Kumar Sen, Geetam Tiwari, Vrajaindraa Upadhayay 2009, “Estimating marginal
external cost of transport in Delhi”, Transport Policy, 17 Page:27-37.
Based on above Table, the marginal external cost for the year 2016 has been estimated as follows:
a. Buses : Rs.52 per km

b. 2 Wheelers : Rs.13 per km
c. 4 wheelers : Rs.3.6 per km
Applying the above marginal cost, the saving on account of switch over from other modes of transport
to Metro for this corridor is estimated as follows:
Table 20.2: Savings on Account on Emission (Rs. Lakhs per Day)
Buses 16.58
2 Wheelers 21.52
4 wheelers 43.52
Total 81.62
These costs are for the year 2016. We have not escalated this cost for 2016 even for 2020.
However, after 2020, these costs would escalated at 5%. The annual escalation has been kept on
the lower side presuming that vehicular technology would improve and would mitigate the emission
costs to some extent.
Scenario analysis by factoring in innovative financing for project funding:
As discussed in the chapter on Financing Options and Financial Analysis, there are three scenarios
and analysis thereof are as under: :
1. Pessimistic
2. Optimistic
3. Most likely
Table 20.3: Scenario analysis for funding options (RUPEES IN CRORE)
S Scenario 1 Scenario 2 Scenario 3

Funding Source
no Pessimistic Most likely Optimistic
Central Govt / State Govt
1 500.00 500.00 500.00
contribution (equity / sub debt)
Internal generation by BMRCL
2 500.00 500.00 500.00
through leasing of surplus land
3 Innovative financing 0 1100.00 2100.00
4 Borrowing @ 9% P A. 3200.00 2100.00 1100.00
Grand total 4200.00 4200.00 4200.00
EIRR under above scenarios is worked out as discussed below
Scenario-1: Pessimistic
In the pessimistic scenario, it is assumed that minimum promoters contribution would be Rs.1,000
crores and nothing would be mobilised through innovative financing. Hence the balance amount of Rs
3200 crore would need to be borrowed.. With this presumption, the EIRR is worked out as in Table
19.4.
Scenario-2: Most Likely
In the most likely scenario, it is assumed that a sum of Rs. 1,000 crore would be contributed by
promoters (as in scenario 1) and Rs 1,100 crores would be mobilised through innovative financing in
the first 3 years (spread equally), while borrowing would be to the tune of Rs 2100 crore. With this
presumption, the EIRR is worked out as in Table 20.5.
Scenario-3: Optimistic
In the optimistic scenario, it is assumed that a sum of Rs 1000 crore would be contributed by the
promoters, Rs.2,100 Crore would be mobilized through innovative financing in the first 3 years
(spread equally) whereas balance Rs 1100 crore would be through borrowing. With this presumption,
the EIRR is worked out as in Table 20.6
Table 20.4: Case 1: PESSIMISTIC SCENARIO (INR IN CRORE)

TAX REIMB - 336 TOAL 4487
TOTAL INFLOW - 4487
CAPITAL REVENUE FIRR ECONOMIC EIRR
Year Net Time Emmission Net
INT Fare Non Energy cash Saving Saving ECONOMIC
OWNERS INNOVATIVE TAX LOAN Maintenance
BORROWING CAPEX DURING Box FareBox Staff Costs Consumption Interest Depreciation flow Costs Costs BENEFIT
FUNDS FINANCING REIMB REPAYMENT Costs
CONST Revenue Revenue Costs
Refer to Table No
17.6 17.6 15.3 15.3 15.3 16.3 20.2
2017 136 0 48 457 -600 -41 -136 -136
2018 408 0 144 1371 -1800 -123 -408 -408
2019 408 0 144 1371 -1800 -123 -408 -408
2020 -320 348 50 107 21 42 -274 -221 -365 388 298 320
2021 -320 363 53 117 22 44 -245 -221 -331 445 311 424
2022 -320 424 56 128 23 46 -216 -221 -252 510 324 581
2023 -320 441 60 139 24 48 -187 -221 -218 583 337 702
2024 -320 495 63 152 25 51 -158 -221 -148 666 350 868
2025 -320 513 67 165 26 53 -130 -215 -115 760 363 1008
2026 -320 585 71 180 28 56 -101 -215 -29 866 376 1213
2027 -320 605 75 196 29 59 -72 -215 4 985 389 1378
2028 -320 696 80 214 31 62 -43 -95 106 1120 402 1628
2029 -320 719 84 233 32 65 -14 -95 139 1272 415 1826
2030 816 90 254 34 68 -95 549 1443 428 2420
2031 840 95 277 35 71 -95 551 1635 441 2627
2032 948 101 302 37 75 -95 634 1845 452 2931
2033 966 107 329 39 79 -95 626 2079 463 3168
2034 1089 113 359 41 83 -95 719 2342 474 3536
2035 1116 120 391 43 87 -95 715 2637 485 3837
2036 1247 127 426 45 91 -95 811 2968 497 4275
2037 1275 135 465 48 96 -95 802 3338 508 4647
2038 1450 143 507 50 100 -95 936 3752 519 5207
2039 1481 151 552 52 106 -95 922 4216 530 5668
2040 1647 160 602 55 111 -95 1040 4736 541 6316
2041 1681 170 656 58 116 -95 1021 5317 552 6890
2042 1912 180 715 61 122 -95 1194 6024 569 7787
2043 1969 191 779 64 128 -95 1189 6825 586 8599
2044 2231 202 850 67 135 -95 1382 7733 604 9718
2045 2309 215 926 70 141 -95 1386 8761 622 10769
2046 2605 227 1009 74 148 -95 1601 9926 640 12167
- - -
952 0 336 3199 -4200 (287.86) -3200 30771 3185.288284 -1133.83768 -1440 13915 83170 12474.09712 109559
11032.4647 2282.436029 3547.88132
Note: Income tax is considered as zero for all these years due to depreciatio and carry forward lossess of BMRCL as a whole.
11.35% 47.80%
EIRR in this case comes to 47.08%.
Table 20.5 Scenario 2: MOST LIKELY SCENARIO - EIRR (INR IN CRORE)

TOTAL - 4389
CAPITAL REVENUE FIRR EIRR
Year Net Time Emmission Net
INT Non Energy cash Saving Saving ECONOMIC
OWNERS INNOVATIVE TAX LOAN Fare Box Staff Maintenance
BORROWING CAPEX DURING FareBox Consumption Interest Depreciation flow Costs Costs BENEFIT
FUNDS FINANCING REIMB REPAYMENT Revenue Costs Costs
CONST Revenue Costs
Refer to Table No
17.6 17.6 15.3 15.3 15.3 16.3 20.2
2017 132 157 48 290 -600 -27 -132 -132
2018 413 455 144 869 -1800 -81 -413 -413
2019 413 455 144 869 -1800 -81 -413 -413
2020 -202 348 50 107 21 42 -179.55 -221 -153 388 298 532
2021 -202 363 53 117 22 44 -160.65 -221 -129 445 311 626
2022 -202 424 56 128 23 46 -141.75 -221 -60 510 324 774
2023 -202 441 60 139 24 48 -122.85 -221 -36 583 337 884
2024 -202 495 63 152 25 51 -103.95 -221 25 666 350 1041
2025 -202 513 67 165 26 53 -85.05 -215 48 760 363 1171
2026 -202 585 71 180 28 56 -66.15 -215 124 866 376 1366
2027 -202 605 75 196 29 59 -47.25 -215 147 985 389 1521
2028 -202 696 80 214 31 62 -28.35 -95 239 1120 402 1761
2029 -210 719 84 233 32 65 -9.45 -95 254 1272 415 1941
2030 816 90 254 34 68 -95 549 1443 428 2420
2031 840 95 277 35 71 -95 551 1635 441 2627
2032 948 101 302 37 75 -95 634 1845 452 2931
2033 966 107 329 39 79 -95 626 2079 463 3168
2034 1089 113 359 41 83 -95 719 2342 474 3536
2035 1116 120 391 43 87 -95 715 2637 485 3837
2036 1247 127 426 45 91 -95 811 2968 497 4275
2037 1275 135 465 48 96 -95 802 3338 508 4647
2038 1450 143 507 50 100 -95 936 3752 519 5207
2039 1481 151 552 52 106 -95 922 4216 530 5668
2040 1647 160 602 55 111 -95 1040 4736 541 6316
2041 1681 170 656 58 116 -95 1021 5317 552 6890
2042 1912 180 715 61 122 -95 1194 6024 569 7787
2043 1969 191 779 64 128 -95 1189 6825 586 8599
2044 2231 202 850 67 135 -95 1382 7733 604 9718
2045 2309 215 926 70 141 -95 1386 8761 622 10769
2046 2605 227 1009 74 148 -95 1601 9926 640 12167
958 1067 336 2028 -4200 (189.00) 83170
15.27% 55.69%
Note: Income tax is considered as zero for all these years due to depreciatio and carry forward lossess of BMRCL as a whole.
EIRR in this case comes to 55.69%.
Table 20.6 Scenario 3: OPTIMISTIC - EIRR (INR IN CRORE)

TOTAL - 4304
CAPITAL REVENUE FIRR EIRR
INFLOW OUTFLOW INFLOW OUTFLOW Time
Savin Net
Year OWNER INNOVATIV TAX BORROWIN CAPE INT LOAN Fare Non Staff Maintenanc Energy Interes Depreciatio Net Emmissio
g ECONOMI
S FUNDS E REIM G X DURING REPAYMEN Box FareBox Costs e Costs Consumptio t n cash n Saving
Costs C
FINANCING B CONST T Revenu Revenu n Costs flow Costs
BENEFIT
e e
Refer to Table No
17.6 17.6 15.3 15.3 15.3 16.3 20.2
2017 130 288 48 148 -600 -16 -132 -132
2018 419 840 144 445 -1800 -44 -415 -415
2019 413 840 144 445 -1800 -44 -415 -415
2020 -103 348 50 107 21 42 -94 -221 31 388 298 717
2021 -103 363 53 117 22 44 -84 -221 46 445 311 802
2022 -103 424 56 128 23 46 -74 -221 106 510 324 940
2023 -103 441 60 139 24 48 -64 -221 122 583 337 1042
2024 -103 495 63 152 25 51 -54 -221 173 666 350 1189
2025 -103 513 67 165 26 53 -45 -215 187 760 363 1310
2026 -103 585 71 180 28 56 -35 -215 254 866 376 1496
2027 -103 605 75 196 29 59 -25 -215 268 985 389 1642
2028 -103 696 80 214 31 62 -15 -95 352 1120 402 1873
2029 -103 719 84 233 32 65 -5 -95 365 1272 415 2052
2030 816 90 254 34 68 -95 549 1443 428 2420
2031 840 95 277 35 71 -95 551 1635 441 2627
2032 948 101 302 37 75 -95 634 1845 452 2931
2033 966 107 329 39 79 -95 626 2079 463 3168
2034 1089 113 359 41 83 -95 719 2342 474 3536
2035 1116 120 391 43 87 -95 715 2637 485 3837
2036 1247 127 426 45 91 -95 811 2968 497 4275
2037 1275 135 465 48 96 -95 802 3338 508 4647
2038 1450 143 507 50 100 -95 936 3752 519 5207
2039 1481 151 552 52 106 -95 922 4216 530 5668
2040 1647 160 602 55 111 -95 1040 4736 541 6316
2041 1681 170 656 58 116 -95 1021 5317 552 6890
2042 1912 180 715 61 122 -95 1194 6024 569 7787
2043 1969 191 779 64 128 -95 1189 6825 586 8599
2044 2231 202 850 67 135 -95 1382 7733 604 9718
2045 2309 215 926 70 141 -95 1386 8761 622 10769
2046 2605 227 1009 74 148 -95 1601 9926 640 12167
-
962 1968 336 1038 -4200 (104.00) -1030 30771 3185 11032 -1134 -2282 -495 -3548 17021 83170 12474 112665
20.27
Note: Income tax is considered as zero for all these years due to depreciatio and carry forward lossess of BMRCL as a whole. FIRR EIRR 62.78%
%
EIRR in this case comes to 62.78%
20.8 CONCLUSION
From the above analysis, it is clear that the project gives very large quantum of Economic benefits. In
the most pessimistic scenario, i.e. where there is no innovative financing contribution, in that case
also, the EIRR, works out to 47.80%
Even this EIRR, is conservative estimate. As from out of the several benefits which accrue to travelers
as well as citizens, only two factors – value of travel time saved, and saving in external cost due to
emissions, have been reckoned. The other savings have not been factored in. Had they also been
factored in, the EIRR would have been much greater.
CHAPTER 21 – IMPLEMENTATION PLAN
21 IMPLEMENTATION PLAN
21.1 BACKGROUND
As mentioned earlier in the DPR, the area around this corridor is a fast growing area with very heavy
vehicular traffic on the existing roads. The construction of Metro on this line would involve blocking of
about 9 meters in the middle of the road which would in effect mean that the availability of the road for
the traffic would be reduced from 3 lanes to 2 lanes each way. Although there are service roads on
both sides throughout the alignment and these service roads would be merged with the main carriage
way at several locations. In spite of these modifications to the road, the vehicular traffic would be
adversely affected during the construction phase. Therefore, efforts have been made to ensure that
the project completion time is brought down to minimum.
There are several factors which favor quick construction of metro line over this alignment. Firstly, no
major land acquisition is involved specially in the viaduct portion. The grade separators could have
posed a major problem, but all the grade separators have been so designed such that there are split
flyovers and even for underpasses there is enough space between the two main Carriageways on
either side, where the viaduct could be accommodated without any major problem.
Another factor in favor of this alignment is that there would be no sharp horizontal or vertical curves as
the construction of the ORR has ensured that sharp curves on the roads are totally eliminated.
Moreover, there is no underground portion or tunneling which needs to be done in this stretch. The
actual construction work can commence immediately after award of tender as no land acquisition is
involved for viaduct portion. Even for the station portions, the work can be commenced and the land
requirement is only for the entry structure on either side, which will not affect the construction of the
station structures.
Because of the above factors, it is targeted to complete the entire project within a period of 36
months.
21.2 IMPLEMENTATION PLAN
It is envisaged to complete the entire project within duration of 36 months. Activities with their
completion time is given in table 21.1 below
CHAPTER 21 – IMPLEMENTATION PLAN
Table 21.1 Implementation Plan
Sl. No. Activities Start End Duration
Mobilization of equipment rigs casting yard etc

1 0 3 3
2 Land acquisition in station duration 0 6 6
Mobilization and commissioning of launching
3 1 8 7
girders
4 Completion of pile and pile cap works 3 15 12
5 Completion of pier and pier cap work 6 22 16
6 Erection of segments 10 26 16
7 Completion of station work 2 26 24
Completion of parapet
8 24 30 6
9 Erection of tracks and fittings 26 32 6
10 Architectural finishing 26 32 6
11 Traction, E&M and Signaling works 26 36 10
The Bar Chart showing the same is shown in the Figure 21.1.
Many of the activities may be over lapping the entire work will be completed in 36 months from the
date of award of the work.
CHAPTER 22 – FUTURE EXTENSION
22 FUTURE EXTENSION
Preamble
22.1 BACKGROUND
The present DPR has proposed the construction of metro line from Central Silk Board to K.R.Puram,
which is about 18 km in length. This line has to be serviced by a depot. Non-availability of land on
this corridor necessitates that from K.R.Puram the line is extended to existing Baiyappanahalli depot
which is about 2½ km away. Thus the Baiyappanahalli depot would be servicing this line. Since the
Baiyappanahalli depot was constructed in Phase-1 primarily to service the East-West line, a new
depot at Whitefield would have to be constructed to service the East-West line. The construction of
depot at Whitefield has therefore been included as a part of this DPR.
22.2 FUTURE EXTENSION
As per the Feasibility Report prepared by M/s.RITES, it has been recommended that the entire
corridor from Central Silk Board via K.R.Puram upto Hebbal and even beyond gets covered by a
metro line. Thus, ultimately this line from K.R.Puram would have to be extended all along the ORR at
least till Hebbal. The alignment showing stations of this line beyond K.R.Puram and upto Hebbal is
given in Figure 22.1. The distance between K.R.Puram to Hebbal is about 12 km and about 11
stations can b e planned to be constructed in this alignment. The proposed location of the stations is
as follows:
List of Stations is as under:

i. TIN Factory Bus Stand
ii. Kasturi Nagar Bus Stand
iii. Vijaya Bank Colony
iv. Babusa Palya
v. Kalyan Nagar
vi. HBR Layout
vii. Nagawara
viii. Manyata Tech Park
ix. Jogappa Layout
x. Kariyana Layout
xi. Hebbal
The current DPR deals with Metro line from Silk Board to K.R. Puram, which is about 18 kms in length
from K.R.Puram this line is connected to Byappanahalli Depot which is about 2½ km from K.R.
Puram. Thus there will be four lines running between K.R. Puram to Byappanahalli as the part of
East-West corridor line from Byappanahalli to White Field in Figure 22.2
CHAPTER 22 – FUTURE EXTENSION
22.3 STABLING LINES
Ideally speaking, a depot at both the ends on this line from Central Silk Board to Hebbal would have
been desirable. But, the non-availability of big chunk of open space along this alignment makes
locating this depot at the two extremities extremely difficult. Therefore, the capacity at
Baiyappanahalli depot can be increased to hold another 10 trains and at the Hebbal end there is open
land available and also there is air space over the BMTC depot which can be used for stabling 8 to 10
trains.
22.4 INTERCHANGE STATION
Near Hennur road the alignment will swing towards the right side of the carriage way to form an
interchange station with Nagawara underground phase-2 Metro station and the alignment will
continue on right hand service road to reach the stabling lines. In future this will provide connection to
the Airport.
CHAPTER 23 – RISK FACTORS AND THEIR MITIGATION
23 RISK FACTORS AND THEIR MITIGATION
This project has a high rate of return but there are several risks associated with the implementation of
this project. These risks along with the mitigation measures which would be taken up are enumerated
below:
1. Engineering challenges: The work of construction of viaduct will have to be carried out in
the middle of a congested road. This would pose challenges during construction as there
would be limitations of movement of heavy equipments. In addition, there are several
underpasses which would cross the viaduct. The viaducts would have to be built over these
underpasses necessitating very long spans.
Mitigation measures: Though the road is highly congested, it has got service roads of
adequate width on both the sides. During the construction, the central portion of about 9
meters width would be blocked but additional traffic space can be provided by merging the
service roads with the main carriageway on several locations. Thus, there may not be a big
issue on traffic diversion. As far as the long spans are concerned, it is estimated that the
longest span which is required to be constructed would be about 60 meters in length. The
BMRCL in Phase-1 has already used spans exceeding 65 meters. Therefore this challenge
also can be handled by BMRCL.
2. Viability Challenges: The success of this project would depend upon the financial viability
and this hinges around the ridership figures. The ridership of 3.1 lakhs passengers per day
has been assumed in the very first year. In case this ridership is not achieved, the entire
viability of the project would be adversely affected.
Mitigation measures: The ridership of 3.1 lakhs passenger trips per day is very much on the
lower side. With the working population of about one million along this corridor, expecting the
ridership of only 3.1 lakhs passenger trips per day is a highly conservative estimation.
Therefore it can be safely presumed that the passenger trips will not fall below 3.1 lakhs per
day.
3. Mobilization of Capital challenges: It has been presumed that the funds would be mobilized
through innovative financing and the State Government's contribution to the extent of Rs.500
Crores over a period of three years and also BMRCL is expected to contribute a sum of Rs.
500 Crores mobilized through long term lease of surplus lands in its possession. The
innovative financing is expected to contribute somewhere around Rs.1,000 Crores. The
mobilization both by BMRCL as well as through innovative financing has certain degree of
uncertainty and if these funds are not mobilized, the project could get affected adversely.
Mitigation measures: Even though the project is viable with high internal rate of return, it is
necessary that the BMRCL contributes significantly and also substantial funds are mobilized
through Innovative financing. A condition may be imposed that the ground-breaking for the
project should not be done unless the BMRCL and the innovative financing are able to
mobilize at least Rs.250 Crores each.
4. Land challenges: There would be no land acquisition involved for the construction of
viaduct. The construction of viaduct will not have any land related issues but the land would
be required for landings wherever the stations are planned. Substantial amount of land would
be required at the Silk Board junction where this line would meet the Electronic city line of
Phase-2. In addition, land measuring about 50 acres would be required for a depot at
Whitefield. In addition, the land acquisition would also be required for running the viaduct from
KR Puram to Jyothipuram station and in this case the viaduct would be running over the built-
up area. This built up land is required as the trains have to be fed on this line from
Baiyyappanahally Depot.
Mitigation measures: As far as the land for depot at Whitefield is concerned, there is about
400 acres of Govt. land available at Whitefield and it should be possible for the Government
to grant 30 acres of land for construction of Depot. As far as the land at Silk Board is
concerned, the design and construction of the Silk Board Metro Station as well as the roads at
the intersections are a part of the Phase-2 and it is expected that the Central Silk Board would
be in a position to spare the requisite land. As far as the land for viaduct between KR Puram
and Jyothipuram is concerned, this viaduct would run alongside the Reach-1 viaduct of
Phase-2 for which the land is already being acquired. Therefore, what is required is
acquisition of additional strip of about 7 to 8 meters to accommodate one more viaduct on this
stretch.
5. Environmental Issues: On the ORR all along the median, trees have been planted by the
BDA in the recent years and these trees are growing. The number of trees coming on the
median is about 1200.
Mitigation measures: A survey has been done for all these trees and it is noted that all
these trees are small in size with girth less than 12". BMRCL will have to ensure that not all
trees are uprooted but only those trees are removed where foundations are coming. Other
trees can be allowed to grow under the viaduct. In addition, efforts have to be made to
transplant some of these trees as these trees are not very big and it can be possible to
transplant such trees.
6. Delays in execution: There is a risk of the project in getting completed within the scheduled
time of 36 months. The Phase-1 has been considerably delayed and the fear is that the
implementation of this project may also get delayed.
Mitigation measures: The reasons which were responsible for delay in implementing Phase-
1, were mainly due to non-availability of land and tunneling in the difficult geographical terrain
of the Bangalore city. Both these factors are absent for this project. Moreover, the BMRCL
has gained considerable experience during the implementation of Phase-1 and Phase-2 and
therefore it can be expected that this project can be completed within a period of 36 months.
7. Price escalation: There is risk of the total cost of the project getting escalated as it happened
in Phase-1. If this happens, the viability of the project would get reduced.
Mitigation measures: The escalation of the cost of Phase-1 was closely associated with the
delay in implementation because of various factors like non-availability of land and difficult in
tunneling. For this reach, the land availability is not a constraint and also there is no
underground section in this reach. With proper monitoring and supervision and with the
experience gained in Phase-1 and Phase-2, the BMRCL will be able to complete the project
within the estimated amount.
CHAPTER 24 – CONCLUSIONS
24 CONCLUSION
24.1 INTRODUCTION
The analysis in this Detailed Project Report (DPR) establishes not only the financial viability and
desirability of this project but also brings out that construction of a Metro line on this corridor is
inevitable.
The cost of construction of this Metro line measuring about 17 Kms. would be Rs.4200 Crores. It is
proposed to be funded by contributions from the State Government, Government of India and the
BMRCL. In addition, it is expected that the innovative financing model would contribute significantly
for this project.
The work of execution of this project has to be entrusted to a Special Purpose Vehicle (SPV) which
has the technical and managerial components to execute it. The Bangalore Metro Rail Corporation
Ltd. (BMRCL) is the right agency for execution of this project. It may be noted that the financial
structure of this project would be different from that of Phase-1 and Phase-2. In both Phase-1 and
Phase-2, the Government of India as well as the State Government were equal shareholders and
50% of the cost of the project came from these two Governments (the contribution of the State
Government was much larger than that of Government of India). However, in this case, the
contributions from the Government of India may not be expected to be as much as what it was in
Phase-1. Also from the State Government, the contribution cannot be expected to be of the same
order as it was in the earlier two Phases. That is why recourse have been made to Innovative
Financing and greater component of borrowings.
24.2 FINANCING OF THE PROJECT
It is suggested that the State Government may contribute a sum of Rs. 500 Crores over the next three
years period and the BMRCL would also mobilize a sum of Rs.500 Crores by long term lease of its
lands which have commercial potential. In addition, the Innovative Financing is expected to yield
about Rs.1100 Crores. The balance Rs. 2100 Crores would be borrowed. The above situation may
change in case the contribution from the Innovative Financing is not on the expected lines. In such
cases, the gap would have to be filled up by increasing the borrowings. In the most likely scenario, the
funding pattern for this line would be as in Figure 24.1.
24.3 APPROVALS REQUIRED FROM THE STATE GOVERNMENT
Apart from providing finances to the tune of Rs. 500 Crores over the next three years, the following
approvals would be required from the State Government:
1. Tax Reimbursement: Both in Phase-1 and Phase-2, all the taxes which were paid to the
State Government on account of the project, were reimbursed by the State Government back
to BMRCL. For this line also, the same facility may be extended to BMRCL. The total
quantum of tax reimbursement is estimated to be Rs. 336 Crores.
Figure 24.1 Most Likely - Capital funds inflow
STATE GOVT. /
BMRCL
INR 1000 CR.
BORROWING
INR 2100 CR.
INNOVATIVE
FUNDING
INR 1100CR.
2. Making Government land available at Kadugodi (Whitefield): As there is no big chunk of land
available adjacent to the ORR, the depot for this line will have to be located at
Baiyyappanahally and the depot facilities at Baiyyappanahally which are meant for the East-
West corridor would have to be provided by construction of a new Depot at Kadugodi
(Whitefield). There is a big chunk of Government land measuring about 400 acres available
at Kadugodi. It is expected that an extent of 50 acres of land would be allotted to BMRCL
3. Cash Support Agreement: In Phase-1 and Phase-2, the State Government has provided a
Cash Support Agreement as per which the operational losses of the BMRCL, if any, would be
funded by the State Government. The same facility may be extended for this project also.
Such a Cash Support agreement would enable BMRCL to borrow money at competitive rates.
4. Implementation of this project: Since BMRCL has got all the required technical and
managerial facilities, the implementation of this project should be entrusted to BMRCL only.
24.4 APPROVALS FROM THE GOVERNMENT OF INDIA
1. In Phase-1 and Phase-2, the Government of India has contributed equal amount as has been
done by the State Government. The State Government should request the Government of
India to extend the same facility for this project also. In case the Government of India finds it
difficult to concede to this request, the Government of India should at least provide funds to
the extent of taxes which would be paid on account of this project to Government of India.
This amount may be approximately Rs. 300 Crores.
2. The Government of India should support the project in helping the BMRCL to pose this before
the International Financial Institutions so that the borrowings from them could be made as has
been done in Phase-1 and Phase-2 i.e. by way of Soverign loans which are then passed on
directly to BMRCL and the BMRCL takes the responsibility of repaying the loans with the
State Government providing a back-up facility for repayment of such loans in case the
BMRCL finds it difficult.
24.5 INNOVATIVE FINANCING
As Innovative Financing is a hall-mark of this project but at the same time it is being explored for the
first time. It would be better to prescribe a figure so that once a particular level of any Innovative
Financing is reached only then should the project be taken up. A reasonable figure could be
mobilization or at least a firm commitment to the tune of Rs.250 Crores through Innovative Financing
and another Rs. 250 Crores mobilization by BMRCL through long term loans of its commercially
viable lands.
The DPR has also highlighted various risks the project is likely to face but has also suggested
mitigation measures by which these risks could easily be handled.

Metro Phase2a DPR KRP To Silkboard

Uploaded by

Copyright:

Available Formats

Metro Phase2a DPR KRP To Silkboard

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Metro Phase2a DPR KRP To Silkboard

Uploaded by

Copyright:

Available Formats

DETAILED PROJECT REPORT

SILK BOARD – KR PURAM

Bangalore Metro Rail Corporation Ltd.

Bangalore Metro Rail Corporation Ltd.

1. Sri Vijay Kumar Dhir, Director (Project & Planning)

PRADEEP SINGH KHAROLA

METRO LINE ON ORR – CENTRAL SILK BOARD TO K.R.PURAM

The emergence of Bangalore as IT Capital of India has been possible because of

1 Guage Standard Gauge (1435mm)

2 Alignment KR Puram to Silkboard

2.1 Route Length 17 km

2.2 No. of Stations 13 (including terminal station)

3.2 2031 year 4.59 Lacs per day

3.3 2041 year 5.75 Lacs per day

4 Train Operation Plan

Peak headway- 4 min.

Train configuration- 6 car

No. of trains trips per direction per day- 220

Train configuration- 6 car

No. of trains trips per direction per day - 320

Peak headway - 2.5 min.

Train configuration – 6 car

No. of trains trips per direction per day - 408

5.1 Design Speed 80 kmph

5.2 Average Speed 34 kmph

6 Traction Power Supply

6.1 Traction system voltage 750 V DC

6.2 Current collection Third rail bottom collection

6.3 Power supply source 66 kV / 220kV

Standard gauge 2.88m wide modern rolling stock with stainless

7.2 Axle load 15t

Platform Screen Doors

Elevated viaduct consisting of pre-stressed concrete box/’U’

Automatic Fare Collection

13.1 FIRR 15.27%

13.2 EIRR 55.69%

PRADEEP SINGH KHAROLA

3 TRAFFIC DEMAND ANALYSIS

4 CIVIL ENGINEERING WORKS

5 PLANNING & DESIGN PARAMETERS

7 TRAIN MAINTENANCE DEPOT

8 POWER SUPPLY SYSTEM AND TUNNEL VENTILLATION SYSTEM

10 TRAIN OPERATION PLAN

13 ENVIRONMENTAL & SOCIAL IMPACT ASSESSMENT

14 ESTIMATING CAPITAL COST

15 OPERATION AND MAINTENANCE COST

16 DEPRECIATION COST AND INTEREST RATE

17 FARE BOX AND NON-FARE BOX REVENUE

18 FINANCIAL OPTIONS – FINANCIAL ANALYSES

19 FINANCIAL ANALYSIS – FIRR

23 RISK FACTORS AND THEIR MITIGATION 23-1

TABLE 3-8 CALIBRATED MODAL CHOICE MODELS PARAMETERS

TABLE 3-9 MODAL SPLIT MODELS CALIBRATION RESULTS

TABLE 3-10 DISTRIBUTION MODELS VALIDATION RESULTS

TABLE 3-11 MODAL SPLIT MODELS VALIDATION RESULTS

TABLE 3-14 CORRIDOR - 5 K R PURAM TO SILK BOARD ALONG ORR

TABLE 3-15 PHPDT DEMAND AND CAPACITY CHART

TABLE 3-18 RIDERSHIP ON HOURLY BASIS

TABLE 4-1 STATEMENT OF CURVES