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Jaipur Metro (Phase-II) Sitapura To Ambabari: Detailed Project Report
Jaipur Metro (Phase-II) Sitapura To Ambabari: Detailed Project Report
March 2012
SALIENT FEATURES
3. Number of stations
DAILY
SECTIONAL AVERAG
RIDERS
Year CORRIDOR LOAD E LEAD
HIP (in
(PHPDT) (in km)
lakhs)
2014 Sitapura Industrial Area -Ambabari 12901 3.2 8.0
2021 Sitapura Industrial Area -Ambabari 18683 4.9 8.5
2031 Sitapura Industrial Area -Ambabari 22429 6.8 8.6
5. Train Operation
Cars/trains 4 4 4
Head way (Minutes) 5 3.5 3
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 1/4 1
SALIENT FEATURES
6. Speed
a) Voltage 25 KV OHE
Year
Corridor
2017 2021 2031
Traction 7.8 11.2 13.4
Sitapura Indl.Area to Ambabari. Auxiliary 17.9 20.4 23.5
Total 25.7 31.6 36.9
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 2/4
SALIENT FEATURES
c) Sub Stations
8. Rolling Stock
9. Maintenance Facilities
Maintenance Depot for N-S Corridor - Bambala Nala Depot
11. Fare Collection Automatic Fare collection system with POM and
Smart card etc.
Elevated viaduct consisting prestressed concrete “Box” shaped Girders on Single pier
with pile / Open foundations, and underground section with Tunnel Boring and station in
underground station cut and cover.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 3/4
SALIENT FEATURES
Capital Capital
Cost (Rs. Cost (Rs.
Crore) Crore)
Description
without with taxes
taxes and and
duties duties)
Sitapura – Ambabari 4876 5602
FIRR 7.37%
b) EIRR
The EIRR in economic terms work out to be 18.6% for the project.
***********
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 4/4
EXECUTIVE SUMMARY
0.1 INTRODUCTION
0.1.1 Jaipur, the ‘symphony in pink’, is the land of superlatives, where breathtaking beauty and
rich art & culture blend superbly. It nestles amidst the Aravali ranges and is surrounded
by rugged hills on three sides, each crowned by a formidable fort, while the city is
studded with grand palaces, majestic mansions and gracefully landscaped gardens and
parks. It is perhaps the first planned city of India, and was laid with great precision on the
basis of principles of 'Shilp Shastra', the ancient Hindu treatise on architecture. The city
was built in the form of a rectangle divided into blocks (Chowkries), with roads and
avenues running parallel to the sides. In 1863 city of Jaipur was dressed in Pink to
welcome Prince Albert, consort of Queen Victoria. The colour became an integral part of
the city and it came to be known as ‘The Pink City’.
After independence, Jaipur merged with the states of Jodhpur, Jaisalmer and Bikaner to
become the greater Rajasthan in 1949. Under the State Re-Organization Act in 1956,
Jaipur became the capital of the state of Rajasthan. Post independence, planned
development of the city was taken up after the city became the capital of Rajasthan.
0.1.2 Though the city has grown into a modern metropolis and a throbbing commercial center,
the city is a visitor’s delight and caters to the needs of each form of tourism, ranging from
historical, culture, adventure, sports, entertainment, shopping, business, conventions
and conferences. Jaipur is also a renowned handicraft center and is also known for
producing exquisite gold jewellery enamelled or inlaid with precious or semi-precious
stones, blue pottery, carvings on wood, stone and ivory, block print and tie & dye textiles,
leather articles, handmade paper, miniature painting etc.
0.1.3 Location - Jaipur city is located at an altitude of 431 m (above MSL) and at 26.92°N
latitude & 75.82°E longitude. The geographical area of the city is 326 sq. kms. The city is
bound by Sikar and Alwar districts on north, by Tonk, Ajmer and Sawai Madhopur
districts on south, by Nagaur, Sikar, Ajmer districts on west and Dausa district in east.
The climate of Jaipur city forms the part of the tropical summer land and therefore shows
a significant variation in temperature. Climate of Jaipur is hot and dry.
22 DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 1/241
EXECUTIVE SUMMARY
0.1.4 Population
The total population of the study area in 2001 was 23,24,319. The decadal growth in
Jaipur city is more than 100% in the past 3 decades. The decade wise population growth
of Jaipur is given as Table 0.1.
Table 0.1
Decade wise population of Jaipur
Percent rate of growth
S.No. Year Population
(%)
1 1951 304380
2 1961 410376 3.0
3 1971 636768 4.5
4 1981 1015160 4.8
5 1991 1518235 4.1
6 2001 2324319 4.4
7 2011 3073350 3.2
Since 1961 the study area has registered an average rate of growth of around 4.45%.
The estimated population figures of study area for the base year 2009, and the horizon
years are given in Table 0.2.
Table 0.2
Estimated Population in Area of Study (lakh)
The 4-stage traffic model has been adopted to carry out transport demand forecast. This
comprises trip generation, trip distribution, modal split and trip assignment
The traffic assignment was carried out with the three proposed alignments in place. The
loading on the proposed metro alignments is presented in Table 0.3
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 2/24
EXECUTIVE SUMMARY
DAILY
SECTIONAL AVERAG
RIDERS
Year CORRIDOR LOAD E LEAD
HIP (in
(PHPDT) (in km)
lakhs)
2014 Sitapura Industrial Area -Ambabari 12901 3.2 8.0
2021 Sitapura Industrial Area -Ambabari 18683 4.9 8.5
2031 Sitapura Industrial Area -Ambabari 22429 6.8 8.6
The total ridership in the proposed Sitapura Industrial area to Ambabari line in the year 2014,
2021and 2031 will be 3.2, 2.9 and 6.8 lakhs passengers per day respectively.
The maximum range of PHPDT on the Sitapura Industrial area to Ambabari alignment in
2014 will be 12901 and by 2031 the maximum range of PHPDT is projected to be of the
order of 22428.
The city already has a bus system operated and maintained by Rajasthan Roadways
and private operators. This is totally inadequate for the needs of the city. The
Government is also contemplating to introduce Bus Rapid Transit Systems on certain
selected routes. BRT has its own limitations and constraints. For one thing, the
capacity of a BRT system can at best be only 10000 to 12000 PHPDT (Peak Hour
Peak Direction Trips) and that of a tramway system about 8000 to 10000 PHPDT. The
BRT takes away two lanes of the road for dedicated use pushing rest of the road
vehicles crowded into the remaining road space. Therefore, unless the road widths are
more than three lanes in each direction, BRT is not feasible and even then the non-bus
riders will be put to tremendous inconvenience. In Delhi BRT has been a total failure. In
the case of a Metro system, the road width is not encroached upon. If the Metro is
elevated, only the central median of the road to a width of 2 to 3 m. is occupied for
locating the columns carrying the rail deck. If the metro is underground, there is no
encroachment at all on the road width.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 3/24
EXECUTIVE SUMMARY
Further a Metro will not cause any pollution, causes less vibration and noise, is safe
and reliable. The energy needed for a passenger km. in the case of a metro is only
1/5th of the energy needed for road transport. A Light Metro will have a capacity of
three lanes of BRT or 9 lanes of motor cars each way.
A tramway system shares the right of way with road vehicles and therefore reduces
the available road width for other vehicles. Trams need more energy and have limited
capacity. Trams have to wait at all road crossings for signals and therefore their
speeds are low.
Therefore, wherever the travel demand is more than 10000 PHPDT, a Metro System is
unavoidable. Any mass transit system should meet the needs of the city for the next
50 years or so and from this angle, the Metro should be the back bone for the Public
Transport System, other modes being feeder services.
A. PERMANENT WAY
CHOICE OF GAUGE
Standard Gauge (1435mm) is invariably used for metro railways world over due to its
inherent advantages. During the last decade, 20 new metros have been constructed in
various cities of the world. All these metros have gone in for Standard Gauge even
though the national gauge for mainline railways in some of these countries was different
from Standard Gauge. In India the national gauge is Broad Gauge (1676mm). Reasons
for selection of Standard gauge are described in the Report.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 4/24
EXECUTIVE SUMMARY
TRACK STRUCTURE
Track on Metro System 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 System
should be long lasting and should require minimum or no maintenance and at the same
time, ensure highest level of safety, reliability and comfort, with minimum noise and
vibrations. Ballastless track with continuous welded head-hardened rails has been
proposed as mainline track in elevated and underground stretches. However for at-grade
section and at depot the track structure shall be ballasted.
B. TRACTION SYSTEM
Keeping in view the ultimate traffic requirements, standardization, and other techno-
economic considerations, 25 KV traction system is considered to be the best trade-off
and hence, proposed for adoption on Jaipur Metro System.
Metro carries large number of passengers at a very close headway requiring a very high
level of safety enforcement and reliability. At the same time heavy investment in
infrastructure and rolling stock necessitates optimization of its capacity to provide the best
services to the public. These requirements of the metro are planned to be achieved by
adopting ATP (Automatic Train Protection) and ATS (Automatic Train Supervision)
signaling systems. Automatic Train Operation (ATO) will be added in future.
D. TELECOMMUNICATION
The telecommunication facilities proposed are helpful in meeting the requirements for
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 5/24
EXECUTIVE SUMMARY
Mass Rapid Transit Systems handle large number of passengers. Ticket issue and fare
collection play a vital role in the efficient and proper operation of the system. To achieve
this objective, ticketing system shall be simple, easy to use/operate and 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.
F. ROLLING STOCK
Rolling stock for Jaipur Metro has been selected based on the following criteria:
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.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 6/24
EXECUTIVE SUMMARY
The following optimum size of the coach has been chosen for this corridor as mentioned
below in Table 0.4.
Table 0.4
Size of the coach
Descrption Length Width Height
Driver Motor Car 21.64 m 2.9 m 3.9 m
Motor/Trailer car 21.34 m 2.9 m 3.9 m
The design parameters related to the Metro system described herewith have been worked
out based on a detailed evaluation, experience and internationally accepted practices.
Various alternatives were considered for most of these parameters but the best-suited
ones have been adopted for the system as a whole.
Horizontal curves are provided with the following parameters given in Table 0.5.
Table 0.5
Underground Elevated
Description
Section Section
Desirable Minimum 300 m 200 m
Absolute minimum 200 m 120 m
Minimum curve radius at stations 1000 m 1000 m
Maximum permissible cant (Ca) 110mm 110mm
Maximum cant deficiency (Cd) 85 mm 85 mm
Elevated Sections
The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m above
road level. For meeting this requirement with the ‘Box’ shaped pre-stressed concrete
girders, the rail level will be about 9.8 m above the road level. However, at stations which
are located above central median, the rail level will be 12.5 m above the road level with
concourse at mezzanine. These levels will, however, vary marginally depending upon
where the stations are located.
The track center on the elevated section is kept as 4.2m uniform through out the corridor to
standardize the superstructure, except at few locations as detailed below:
On curves below 300m Radius
but upto 120m Radius 4.2m
At scissors crossings 4.5m
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 7/24
EXECUTIVE SUMMARY
Underground sections
Rail level at midsection in tunneling portion shall be kept at least 12.0 m below the ground
level so that a cover of 6m is available over the tunnels. At stations, the desirable depth of
rail below ground level is 12.5m; Track centre in underground section to be constructed by
Tunnel Boring Machine (TBM) is 13.05m to accommodate a 10m wide island platform.
Track centre in underground section to be constructed by cut and cover method is 4.5m.
Gradients
Normally the stations shall be on level stretch. In limiting cases station may be on a grade
of 0.1 %. Between stations, generally the grades may not be steeper than 3.0 %.
However, where existing road gradients are steeper than 2 %, gradients or for Switch Over
Ramps upto 4% (compensated) can be provided in short stretches on the main line.
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.
Geometrical design norms are based on international practices adopted for similar metro
systems with standard gauge on the assumption that the maximum permissible speed on
the section is limited to 80 kms. Horizontal alignment and vertical alignment are dictated
to a large extent by the geometry of the road followed by the alignment.
Route Alignment
From dead end (Ch. - 450 m) of Sitapura Industrial Area station to dead end of Amba
Bari station (Ch.22648.943 m), the length of the corridor is 23.099 km, out of which
5.095 km is under ground and remaining 18.004 km is elevated, including Switch Over
Ramp. Total 20 number stations have been planned along this corridor out of which 15
are elevated and 5 are under ground stations
Viaduct Structure
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 8/24
EXECUTIVE SUMMARY
The proposed viaduct structure for the Jaipur Metro is Pre-cast segmental box
girder, carrying two tracks supported on single pier located on the median of the
road. Road clearance of 5.5 m is ensured below the viaduct structure. The
foundation shall be pile foundation at most of the locations. Open foundations are
possible at certain isolated locations. The superstructure shall be pre-cast
segmental construction which will cause minimal inconvenience to the road users
during the execution stage.
Sequence of Stations
The sequence of stations along with their respective chainages, site and
platform characteristics are presented in the Table 0.6:
Table 0.6
STATION LOCATION CHARACTERISTICS
previous station
Distance from
Ground Level
Platform type
Rail level
( in m)
(in m)
(in m)
S. Name of Chainage
Alignment
No. Station (in m)
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 9/24
EXECUTIVE SUMMARY
previous station
Distance from
Ground Level
Platform type
Rail level
( in m)
(in m)
(in m)
S. Name of Chainage
Alignment
No. Station (in m)
Stations have been divided into two distinct areas, namely public and non-public
(technical areas). The public area is further sub divided into unpaid and paid area.
Provision for escalators are made at all stations in paid area from the beginning
itself. Provision in civil structures at stations is being kept for providing lifts for
disabled passengers in future.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 10/24
EXECUTIVE SUMMARY
boring machine with diamond bits of NX size. Casing of 100/150 mm dia was
advanced up to the firm strata as per IS1892 (1979).The description of bore logs
for bore holes drilled as per IS -5313.
The top soil is generally silty sand with gravels having variable thickness.
Weathered/hard rock at depth of 13 meter was met near Ajmer Puilya on East-
West Corridor. The rock is metamorphic type quartz.
Utilities
The proposed Metro alignment is passing along major arterial roads of the city road
network, which are serving institutional, commercial and residential areas. A large
number of surface and sub-surface utility services, viz. sewers, water-mains, storm
water drains, telephone cables, electric poles, traffic signals, etc. are existing along
the proposed alignment. Details of the existing utility services along the proposed
alignment have been collected from the concerned authorities.
Land Requirement
Since land is a scarce commodity especially in metropolitan areas, every effort has
been made to keep land requirement to the barest minimum and acquisition of
private property is minimal. Land is mainly required for Depots and route alignment
on sharp bends, station buildings, platforms, entry/exit structures, traffic integration,
power sub-stations, ventilation shafts, administrative buildings and temporary
construction depots / work sites etc.
Abstract of land requirements for N-S Corridor is given in Table 0.7:
Table 0.7
Summary of Permanent Land Requirement (Ha)
SN Description N-S Corridor
Govt. Private
1. Stations 1.054 6.3509
2. Running Section 0.839 0.124
3. RSS/TSS 1.6
4. Depots 27
Total 3.493 33.475
Total Land required for N-S corridor: 3.493 Ha (Govt.) + 33.475Ha (Pvt.) = 36.968Ha.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 11/24
EXECUTIVE SUMMARY
Capacity
DTC : 247 Passengers (Sitting-43, Crush Standing-204)
TC/MC : 270 Passengers (Sitting-50, Crush Standing-220)
4 Car Train: 1034 Passengers (Sitting-186, Crush Standing-848)
6 Car Train: 1574 Passengers (Sitting-286, Crush Standing-1288)
(ii) Coach requirement has been calculated based on headway during peak hours.
(iii) Traffic reserve is taken as one train per section to cater to failure of train on line
and to make up for operational time lost.
(iv) Repair and maintenance reserve has been estimated as 8 % of total requirement
(Bare +Traffic Reserve) based on Intermediate Overhaul and Periodic Overhaul
interval of 3 and 6 years respectively.
(v) The calculated number of rakes in fraction is rounded off to next higher number.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 12/24
EXECUTIVE SUMMARY
Based on Train formation and headway as decided above to meet Peak Hour Peak
Direction Traffic Demand, Rake requirement has been calculated and tabulated below in
Table 0.8:
Table 0.8
Total 84 coaches for N-S corridor are required in the year 2017 for this phase.
Power supply is required for operation of Metro system for running of trains, station
services (e.g. lighting, lifts, escalators, tunnel ventilation system, signalling & telecom,
fire fighting etc) and workshops, depots & other maintenance infrastructure within
premises of metro system. The major component of power supply is traction
requirements for elevated sections and auxiliary requirements for Underground section.
Keeping in view of the train operation plan and demand of auxiliary and traction
power, power requirements projected for the year 2014, 2021 and 2031 are summarized
in Table 0.9 :-
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 13/24
EXECUTIVE SUMMARY
Year
Corridor
2017 2021 2031
Traction 7.8 11.2 13.4
Sitapura Indl.Area to Ambabari. Auxiliary 17.9 20.4 23.5
Total 25.7 31.6 36.9
The high voltage power supply network of Jaipur city has 220kV and 132kV
network to cater to various types of demand in vicinity of the proposed corridor.
220/132 kV sub stations are located to the alignment of Corridors. Keeping in view
the reliability requirements, two input sources of 132 kV Voltage level are normally
considered for each corridor. As per the sequence of construction, the revenue
operation of elevated sections of the two corridors will begin before the
Underground sections are completed. The intersection of the two corridors will be
at Sindhi Camp station (Underground station of N-S Corridor). Therefore, to
achieve the desired reliability, two Receiving Sub Stations (132 / 33 / 25 kV) are
proposed to be set up for N-S Corridor & E-W Corridor each. Based on the
discussions with Rajasthan Rajya Vidyut Prasaran Nigam Limited (RVPN), it is
proposed to avail power supply for traction as well as auxiliary services from the
following grid sub-stations at 132kV voltage through cable feeders. Sources of
Power Supply are given in Table 0.10.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 14/24
EXECUTIVE SUMMARY
In the unlikely event of simultaneous tripping of all the input power sources or grid
failure, the power supply to stations as well as to trains will be interrupted. It is,
therefore, proposed to provide a standby DG set of 200 KVA capacity at the
elevated stations and 2 X 1000/750 KVA at Underground stations to cater to the
following essential services:
(i) Essential lighting
(ii) Signaling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system
(vi) Tunnel Ventilation (for Underground Stations)
Silent type DG sets with low noise levels are proposed, which do not require a
separate room for installation.
The underground stations of the Metro Corridor are built in a confined space. A large
number of passengers occupy concourse halls and the platforms, especially at the peak
hours. The platform and concourse areas have a limited access from outside and do not
have natural ventilation. It is therefore, essential to provide forced ventilation in the stations
and inside the tunnel for the purpose of:
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 15/24
EXECUTIVE SUMMARY
- Supplying fresh air for the physiological needs of passengers and the authority’s
staff;
- Removing body heat, obnoxious odours and harmful gases like carbon dioxide
exhaled during breathing;
- Removing large quantity of heat dissipated by the train equipment like traction
motors, braking units, compressors mounted below the under-frame, lights and fans
inside the coaches, A/c units etc.;
- Removing vapour and fumes from the battery and heat emitted by light fittings, water
coolers, Escalators, Fare Gates etc. working in the stations;
- Removing heat from air conditioning plant and sub-station and other equipment, if
provided inside the underground station.
This large quantity of heat generated in M.R.T. underground stations cannot be extracted
by simple ventilation. It is, therefore, essential to provide mechanical cooling in order to
remove the heat to the maximum possible extent. As the passengers stay in the stations
only for short periods, a fair degree of comfort conditions, just short of discomfort are
considered appropriate. In winter months it may not be necessary to cool the ventilating air
as the heat generated within the station premises would be sufficient to maintain the
comfort requirement.
ii) Enough space is available at Bambala Nala and Mansarovar terminals for
establishment of Depot-cum-workshop and a satellite depot respectively.
iii) Road transport shall be available for transporting heavy equipments for IOH/POH
and heavy repairs from Mansarovar depot to Sitapura depot-cum-workshop and
vice-versa.
iv) All inspection and workshop lines are designed to accommodate 6 car trains.
v) SBLs at terminal stations shall accommodate 6 car trains and SBLs within depots
shall accommodate composite fleet of 4 car and 6 car trains.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 16/24
EXECUTIVE SUMMARY
Bambala Nala
i) All minor inspection of North-South corridor
iii) All POH/IOH & heavy repairs work of all equipments of all the trains of East-West
corridor
A detailed Environmental Impact Assessment Study has been carried out along the
proposed alignment. As a part of this study, comprehensive environmental baseline data
was collected. Both positive and negative impacts of the project were assessed in detail.
The project has many positive environmental impacts like reduction in traffic congestion,
saving in travel time, reduction in air and noise pollution, lesser fuel consumption, lesser
road accidents etc. However, the project has some negative impacts especially during
implementation of the project. An important environmental consideration of this project is
that neither any forest area nor any plants/ trees of endangered species exist along the
proposed alignment, though 1158 trees will need to be uprooted including phase-I. A few
residential/commercial structures are affected. To minimize the negative environmental
impacts, an Environmental Management Plan has been drawn up.
The overall capital cost for Sitapura - Ambabari Corridor, at April 2011price level, works
out to Rs. 4876.00 Crore, excluding taxes and duties, but including general charges &
design charges @ 7% on all items except land and 3% contingencies on all items.
The component of Import Duty, Excise Duty and VAT is not included in the Capital cost
estimated. The estimated taxes and duties work out to Rs. 726crore for this phase.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 17/24
EXECUTIVE SUMMARY
For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with central taxes have been calculated by taking escalation factor @5%
PA. It has been assumed that Government of Rajasthan will exempt local taxes or
reimburse the same. The impact of proposed Goods & Service Tax Act (GST) has not
been considered in the calculation.
The construction work in respect of DMRC portion (9.718 KMs-Civil works) has already
taken up and slated for commercial operation from July-2013. However for the balance
portion the work will be taken up in April, 2012 and expected to be completed by March
2016. The Revenue Opening Date (ROD) has been assumed as 01.04.2016. The total
completion cost and cash flow shown in the table 0.11.
Table 0.11: Year wise Investment with Central Taxes (Rs. Cr.)
Estimated Cost at
F/Y Completion Cost
April 2011
2012-13 638.00 686.00
2013-14 872.00 983.00
2014-15 1341.00 1594.00
2015-16 1131.00 1390.00
2016-17 703.00 942.00
2017-18 702.00 988.00
Total 5387.00 6583.00
Although the construction is expected to get over by 31st March 2016, the cash flow spills
up to March 2018 on account of payment normally required to be made to the various
contractors up to that period necessitated by contractual clauses.
Fare Structure
The fare structure of Delhi Metro was compared with the existing fare of Buses, Auto and
other general modes of public transport in Jaipur and it was reported that the same is
mostly coming at par of the Delhi Metro Fares structures as fixed by a fare fixation
committee in 2009. The same have therefore have been assumed which have been duly
escalated @10% for every two years and is placed in table 0.12.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 18/24
EXECUTIVE SUMMARY
ii) Revenue from Real Estate development , as per the details provided by JMRC is
proposed for 37.50 hectors of lands for this Phase with the involvement of
established Developers. The estimated upfront payment is Rs. 200 crore. The
property development models can be designed in a way that not only the upfront
receipts but also the regular receipts in the development of lease rentals can be
ensured to supplement the fare box collection and reduce the fare structure. The
SPV i.e., JMRC will give the land free of cost to the developer. The developer will
bring equity to the extent of Rs.687crore and the balance amount towards
construction and upfront money to be arranged as Market Debt. The estimated
development cost will be Rs.2550 crore. It is assumed that the rental revenue will
accrue to the developer from the FY 2017-18 which has been escalated @5%
every year. Out of the estimated rental income, apart from meeting maintenance
expenditure, the developer will repay the loan and interest. After meeting these
obligations and retaining 15% return on his equity with an escalation @5% every
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 19/24
EXECUTIVE SUMMARY
year, the residual rental earnings will accrue to JMRC, which has been taken into
account in the FIRR calculations.
The income from PD from standalone land parcel have been worked out based on the
experience of DMRC by taking lease rent @ Rs.45/sq. ft., in 2013-14 construction cost of
the development @ Rs.20,000/- per sq.mtr., maintenance charge of the development @
20% of the lease rent income and FAR of 3 which is as per enclosed Table 12.17.11.
DMRC recommends that land parcels will be developed by JMRC itself as above and
not handed over to concessionaire. The up front, earnings received from property
development will be provided to concessionaire.
Financing Options
The objective of funding metro systems is not necessarily enabling the availability of
funds for construction but coupled with the objective of financial closure are other
concerns, which are of no less importance: -
Ensuring low project cost
Ensuring debt funds at low rates of interest
Creating self sustainable system in the long run by
o Low infrastructure maintenance costs
o Longer life span
o Setting fares which minimise dependence on subsidies
Recovering returns from both direct and indirect beneficiaries
Rail based mass transit systems are characterised by heavy capital investments coupled
with long gestation period leading to low financial rates of return although the economic
benefits to the society are immense.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II March 2012 20/24
EXECUTIVE SUMMARY
Government of
Government of India Total
Particulars Rajasthan
% Rs/Crore % Rs/Crore % Rs/Crore
Equity by GOI & GOR 15.00% 987.50 15.00% 987.50 30.00% 1975.00
SD for land cost by GOR 0.00% 0.00 10.65% 701.00 10.65% 701.00
Additional SD for Central Taxes
by GOI & GOR Equally
5.00% 329.00 5.00% 329.00 10.00% 658.00
Property Development 0.00% 0.00 3.04% 200.00 3.04% 200.00
JICA Loan /Market Borrowing 0.00 0.00 46.31% 3049.00 46.31% 3049.00
Total 20% 1316.50 80% 5266.50 100.00% 6583.00
Jaipur Metro proposed to undertake Phase-II constructions and operation of Phase-I &
Phase-II through a BOT operator. The operating revenue, expenses has been
considered to be transferred to BOT operator from 2017-18 onwards. The option under
the assumption that the Loan liability of Phase-I would also be transferred to the BOT
operator has also been calculated. The funding pattern to ensure 14% post tax EIRR
(only MAT has been considered) is shown in table 0.15 below separately with and
without transfer of Phase-I loan:
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EXECUTIVE SUMMARY
In the analysis, the ‘with project’ alternative of providing metro system is compared with
the base option of ‘without project (Do- nothing scenario)’ alternative of using the existing
transport facilities. This is to arrive the net economic benefits, which consist of reduction
in vehicle operation cost and reduction in travel time. The total cost worked out on the
above basis is then subtracted from the total benefits to estimate the net benefit of the
project. This flow is then subjected to the process of discounting to work out the EIRR
and ENPV on the project, to examine the viability of the Project in Economic terms. The
results are given in Table 0.16.
The EIRR for the proposed metro project is worked out to be 18.6%.
Sensitivity Analysis
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EXECUTIVE SUMMARY
In the sensitivity analysis, the EIRR is found to be at 16.6%, under the combined
scenario of increase in cost by 10% and decrease in benefits by 10%. Hence the project
is found to be economically viable.
2 JMRC has already appointed Legal, Financial and General Consultants for
implementation of Phase-II on PPP Mode.
Table 0.18
Implementation Schedule for Phase II
S.
Item of Work Completion Date
No.
1 Approval of Project as agreed by MOUD 14.02.2012
2 Appointment of General Consultant or IE 31.12.2011
3 Sanction of Project by EGOM (GOI) 30.04.2012
4 Finalization of PPP Operator 31.12.2012
Execution of Work, Procurement of Coaches &
5 31.01.2017
Installation, Testing and Commissioning
6 Revenue Operation 31.03.2017
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EXECUTIVE SUMMARY
3.13 CONCLUSIONS
After examining the various options for execution of Jaipur Metro Project, GoR has
decided to execute Phase I i.e. Mansarovar to Badi Chauper (East- West corridor)
on Chennai, Bnagalore and DMRC model. The implementation of this corridor is
recommended on BOT basis as large land area is available with JMRC for
commercial exploitation for this corridor. However, DMRC recommends that the
land parcels will be developed only by JMRC and not handed over to
Concessionaire.
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CHAPTER 1 - INTRODUCTION
CHAPTER 1
INTRODUCTION
1.1 BACKGROUND
DPR for Jaipur Metro was last prepared and submitted in June 2011. The DPR
contained the under-mentioned combinations of financing of two corridors:-
Combination - II: Funding pattern under DMRC model (total cost excluding
DMRC’s portion of cost of Corridor-2)
Funding on BOT basis for under-mentioned two scenarios was also furnished:-
Scenario-2: Cost excluding the cost of Civil, S&T and Rolling Stock
of the stretch entrusted to DMRC (9.718 km).
The development of the Jaipur Metro is being done in two phases and
accordingly, now JMRC has approached that two separate DPRs to be prepared
for Phase-I (East-West Corridor) and Phase-II (North-South Corridor). A copy of
letter No.F.7(C-3)JMRC/DPR/2011/4776, dt. 21/2/2012 is put up at Annex 1.1.
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CHAPTER 1 - INTRODUCTION
This DPR is prepared for N-S Corridor with funding pattern with the option of
BOT model and the report is named as Phase-II Report.
The other Paras of Chapter as given in the previous Report are also reiterated
as under:-
1.1.1 Jaipur, the ‘symphony in pink’, is the land of superlatives, where breathtaking
beauty and rich art & culture blend superbly. Until the eighteenth century, Amber
served as the capital of the Kachwaha clan of the Rajputs. However, due to its
inaccessible tract on the Aravalli hills, it was unable to meet the demands of a
growing population. Sawai Jai Singh in 1727 decided to move his capital to the
plains, 11 km south of Amber. Jaipur, situated in North - West part of India, was
thus founded in 1727 AD and was named after its founder Sawai Jai Singh.
Jaipur City was not only planned but its execution was also coordinated by
Sawai JaiSingh II, in such a manner that a substantial part of the city developed
up within seven years of its foundation. It nestles amidst the Aravali ranges and
is surrounded by rugged hills on three sides, each crowned by a formidable fort,
while the city is studded with grand palaces, majestic mansions and gracefully
landscaped gardens and parks. It is perhaps the first planned city of India, and
was laid with great precision on the basis of principles of 'Shilp Shastra', the
ancient Hindu treatise on architecture. The city was built in the form of a
rectangle divided into blocks (Chowkries), with roads and avenues running
parallel to the sides. In 1863 city of Jaipur was dressed in Pink to welcome
Prince Albert, consort of Queen Victoria. The colour became an integral part of
the city and it came to be known as ‘The Pink City’.
In 19th and 20th centuries the city’s population spread beyond its walls. In 1922
Man Singh II, Jaipur’s Maharaja ascended the throne and it was during his reign
that civic buildings like the secretariat, schools, hospitals and other public
buildings were built. The municipality was reorganized in 1926 and a new
municipal act was prepared in 1929.
After independence, Jaipur merged with the states of Jodhpur, Jaisalmer and
Bikaner to become the greater Rajasthan in 1949.Under the State Re-
Organization Act in 1956, Jaipur became the capital of the state of Rajasthan.
Post independence, planned development of the city was taken up after the city
became the capital of Rajasthan
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CHAPTER 1 - INTRODUCTION
1.1.2 Though the city has grown into a modern metropolis and a throbbing commercial
center, the city is a visitor’s delight and caters to the needs of each form of
tourism, ranging from historical, culture, adventure, sports, entertainment,
shopping, business, conventions and conferences. Jaipur is also a renowned
handicraft center and is also known for producing exquisite gold jewellery
enamelled or inlaid with precious or semi-precious stones, blue pottery, carvings
on wood, stone and ivory, block print and tie & dye textiles, leather articles,
handmade paper, miniature painting etc.
1.1.3 Location - Jaipur city is located at an altitude of 431 m (above MSL) and at
26.92°N latitude & 75.82°E longitude. The geographical area of the city is 326
sq. kms. The city is bound by Sikar and Alwar districts on north, by Tonk, Ajmer
and Sawai Madhopur districts on south, by Nagaur, Sikar, Ajmer districts on
west and Dausa district in east. The climate of Jaipur city forms the part of the
tropical summer land and therefore shows a significant variation in temperature.
Climate of Jaipur is hot and dry.
1.1.5 RAINFALL
No major river passes through the city of Jaipur. The average rain fall of the city
is 620 mm.
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CHAPTER 1 - INTRODUCTION
Jaipur city is well connected with other important cities of Rajasthan such as
Ajmer, Udaipur, Jodhpur, Bikaner, Alwar, Bharatpur, Jaisalmer and other places
of historical importance such as Agra, Gwalior, Khajuraho, Delhi, Chandigarh,
Kolkata, Ahmedabad, Mumbai & Lucknow through road and rail linkages. The
road network consists of National Highways, State Highways and Major & other
Roads. Following National Highways pass through the city:
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CHAPTER 1 - INTRODUCTION
Following are the three Broad Gauge routes passing through the city:
1 Delhi-Jaipur-Ahmedabad
2 Sawai Madhopur - Jaipur- Jodhpur
3 Agra – Jaipur
Jaipur at present is connected to Bikaner, Sri Ganganagar, via Sikar and Churu
by Meter Gauge network shall also be connected by Broad Gauge after gauge
conversion of Jaipur- Ringus- Sikar- Churu (MG to BG). The GC work of this
section is sanctioned and is in progress.
In terms of share, 87% of the total population lives in the JNN area, of which 7%
lives in the walled city. While the proportion of population living within the JNN
has increased (primarily due to expansion in area), the proportion of population
in the walled city has declined. This can be regarded as positive phenomena as
the walled city is already very densely populated. The Walled City has a spatial
extent of only 6.7 sq.km but houses nearly four lakh people. The 2001census
shows that the population of the Walled City has declined from 1991. The reason
for this is out movement of inhabitants from the area to new residential colonies
being developed in the periphery in want of better living environment.
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CHAPTER 1 - INTRODUCTION
Figure – 1.1
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CHAPTER 1 - INTRODUCTION
Table 1
Decade wise population of Jaipur City
Percent rate of
S.No. Year Population
growth (%)
1 1951 304380
2 1961 410376 3.0
3 1971 636768 4.5
4 1981 1015160 4.8
5 1991 1518235 4.1
6 2001 2324319 4.4
7 2011 3073350 3.2
Since 1961 the study area has registered an average annual rate of growth of
around 4.45%. The estimated population figures of study area for the base year
2010, and the horizon years are given in Table 2.
Table 2
Estimated Population in Area of Study (lakh)
Region 2009 2011 2021 2031
Jaipur Urban
41.99 44.45 64.16 92.78
Agglomeration
1.4.2 The present public transport system available for the city is not properly
organized and is inadequate in terms of frequency & comfort. The fleet of about
250 buses is being operated under public transport system which connects the
suburban areas to core area of the city. The private mini bus operators operate
about 1800 buses mostly in city area. The private mini bus operators dominate
and compete with public bus system. Their routes are in-efficiently rationalized
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CHAPTER 1 - INTRODUCTION
and are not properly regulated with too many buses on some routes where as
other routes have very less frequency.
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CHAPTER 2 - TRAFFIC FORECAST
CHAPTER 2
TRAFFIC FORECAST
2.1.1. GENERAL
Two metro alignments with a combined length of 35.166 km have been identified
for the city of Jaipur.
E-W corridor starts from Manasarovar and ends at Badi Chopar with a
total length of 12.067 km.
N-S corridor starts from Sitapura industrial area to Ambabari via SMS hospital
with a total length of 23.099 km.
This chapter covers the transport demand projections for above mentioned
corridors and section and station loadings for the same.
The network for the transport demand model including the metro alignments has
been developed from the primary database.
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CHAPTER 2 - TRAFFIC FORECAST
The details of the planning process as adopted for this study is shown in Figure
2.1.
2.1.3 ZONING
The entire study area has been delineated into 104 zones as shown in Figure
2.2. Among them 94 are the internal zones and the remaining zones (10 zones)
are external zones. Detailed list of all these zones is given in the Annexure 2.1.
These figures are based on the Census (2001) and projected for future in
consultation with the city development authorities.
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CHAPTER 2 - TRAFFIC FORECAST
Mode Share
Walk 28%
Bicycle 5%
Car 9%
Two Wheeler 24%
Auto Rickshaw 5%
Taxi 8%
Public transport 21%
Total 100%
Public transport,
21% Walk, 28%
Taxi, 8%
Bicycle, 5%
Auto Rickshaw,
5%
Car, 9%
Two Wheeler,
24%
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CHAPTER 2 - TRAFFIC FORECAST
Public transport trips constitute about only 21% of the total trips while Two-
wheeler trips are 24 %, Auto trips 5%, Car trips constitutes 9% and taxi trips 8%.
As stated earlier, the standard four stage Model constituting Trip generation,
trip Distribution, Modal split and Assignment is used. Extensive household
surveys and traffic surveys were carried out to develop the four stage
model. The horizon year Origin-Destination (O – D) Matrices for private and
public modes were developed using the Gravity Model. The parameters
obtained from the Model have been used for the transport demand
projections for the proposed alignments.
Where
Tc – Congested Link Travel time
T0 – Link Free flow time
V - Link Volumes
C – Link Capacity
α and β – Calibrated Parameters
The BPR functions developed for different categories of roads is given in Table
2.3.
Table 2.3. BPR functions
Road
Functional Directional
way ALPHA BETA
Characteristics Capacity
Class
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CHAPTER 2 - TRAFFIC FORECAST
The initial free flow speeds taken for the assignment of public and private
modes are summarized in Table 2.4.
The passenger transport demand in terms of daily passenger trips has been
broadly categorized as intra-city and inter-city trips. The inter-zonal trips are the
most important, so far as transport system development is concerned. The trips
were classified by different motorized modes including private, hired and public
motorized vehicles.
The first of the sub-models in the study process is that which predicts the number
of trips starting and ending in each zone. The techniques developed attempt to
utilize the observed relationships between travel characteristics and the urban
environment and are based on the assumption that ‘trip making’ is a function of
three basic factors:
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CHAPTER 2 - TRAFFIC FORECAST
Where
G = No. Of trips (produced/attracted) in a zone for a
specific purpose.
A0 = Constant term to be calibrated.
ao, a1 ……aK = Coefficients to be determined by the regression
analysis
X1, x2. = Zonal planning input factor (independent) variable)
The significance of the regression equation is tested on the basis of R 2 value and
the t-statistics value (for each of the coefficients).
Typical inputs for trip generation sub-models are population, employment, vehicle
ownership, household income, residential density, etc. These models are
developed using standard computer programs.
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CHAPTER 2 - TRAFFIC FORECAST
For the generation of trip generation sub-models, analysis has been carried out
at zonal level utilizing regression analysis technique. The generalized form of the
trip generation equation to be developed is as under: -
Y=A+BX
Where
Y=Trips produced or attracted
A=Constant term
B=Trip rate to be determined from least square Analysis
X=Independent variable e.g., population, employment, Vehicle ownership
By using the above table the value of R 2 was found to be 0.65, T-value –
8.5, F-value-72.3 (Assuming Population in zones as the variable).
Co-off.
Intercept 524.6
X Variable 0.134
The population and employment projection for the horizon years is presented in
Table 2.7 below:
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CHAPTER 2 - TRAFFIC FORECAST
Adopted Per Capita Trip Rate for base and horizon years i.e., 2009, 2014, 2021
and 2031 are as given in the Table 2.8.
A regular four stage transport model distributes the trip ends to the zones initially
and then selects the choice of the mode. Trip distribution normally is carried out
using the traditional gravity function. Many methods are available for mode
choice including diversion curve, utility based logit model etc. The present study
combines the trip distribution and mode choice to form a combined Trip
Distribution and Modal Split phase using a conventional doubly constrained
gravity model of the form:
Tijm= ri Gi sj Aj Fijm
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CHAPTER 2 - TRAFFIC FORECAST
Where T= number of inter zonal trips between zone i & j and by mode m
G= Total generation trip ends by zone
A= Total attraction trip ends by zone
i=Generation Zone
j= Attraction Zone
r,s=Balancing factors (constants)
Fijm= Deterrence function for mode m
Tij G i Tij Ai
Jm and Im
The cost of travel (C- generallised cost) between the zones has been estimated
based on skims from the Highway and Public Transport assignment. The
estimation of generallised cost for the base year is explained in the following
section.
Morning Peak
Mode K ALPHA BETA
Two wheeler 0.92 -0.4 44.8
Car 7.9 0.4 26.8
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CHAPTER 2 - TRAFFIC FORECAST
2.2.8.1 Trip assignment is the process of allocating a given set of trip interchanges to a
specific transportation system and is generally used to estimate the volume of
travel on various links of the system to simulate present conditions for validation
purposes and to use the same for horizon years for developing forecast
scenarios. The process requires as input, a complete description of either the
proposed or existing transportation system, and a matrix of inter-zonal trip
movements. The output of the process is an estimate of the trips on each link of
the transportation system, although the more sophisticated assignment
techniques also include directional turning movements at intersections.
The observed highway and public transport matrices were assigned on the
network to check the validation across the screen lines. The assigned traffic
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CHAPTER 2 - TRAFFIC FORECAST
volume has been compared with the observed traffic counts. The assignment is
carried out in two stages with the assignment of Transit trips following the
Highway PCU Assignment. The highway assignment is the assignment of
vehicles on Roads and this is carried out also in stages with commercial vehicles
and buses taken as pre loads. The transit assignment is the assignment of
commuters on a Public Transit network which comprises of buses; metros etc
which are linked on to the zonal system via walk links. This methodology is
presented in Figure 2.5.
Goods vehicles and other slow moving vehicles use the roads simultaneously.
Thus the capacity comparison and speed modifications must take movement of
these vehicles in mixed traffic conditions into account. Thus, after the person
trips are converted to vehicles trips in terms of PCUs, the goods traffic factor is
added to boost up the value to incorporate the mixed flow conditions because of
goods vehicles and the slow moving vehicles.
TABLE 2.10 PCU CONVERSION FACTORS
Modes PCU Values
Vehicles&
Private
Car 1.0
Auto rickshaw 2.0
Taxi 1.0
Vehicles
Commer
Truck 2.2
MAV 3.7
LCV 1.4
(As per IRC 106: 1990)
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CHAPTER 2 - TRAFFIC FORECAST
The total ridership in the proposed Sitapura Industrial area to Ambabari line in the
year 2014 and 2031 will be 3.2 and 6.8 lakhs passengers per day respectively.
The maximum range of PHPDT on the Sitapura Industrial area to Ambabari
alignment in 2014 will be 12901 and by 2031 the maximum range of PHPDT is
projected to be of the order of 22428. The section wise loading and PHPDT is
presented in Annexure 2.2.
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CHAPTER 2 - TRAFFIC FORECAST
Ridership forecast on
the proposed
alignments
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CHAPTER 2 - TRAFFIC FORECAST
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CHAPTER 2 - TRAFFIC FORECAST
Calculation of Synthetic
Trip Cost Distribution
Not Converged
Converge
d Synthetic Model Split for
Comparison with Observed
Fitted Smoothened
Deterrence functions
to Empirical factors
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CHAPTER 2 - TRAFFIC FORECAST
Network attributes
Speed flow parameters
Mode wise ( TW,car,
Highway
IPT)matrices from RSI and HHI network
CV NMT
Assignment assignment
No
Check
across
PT routes, frequency,
Screen Congested
Fare Details
lines, network
Yes
flow
Highway±15%
Assignment NMT flow
Assignment Public transport PT matrix
network
Commercial vehicle, NMT and Bus Preload
PT
Highway Assignment
Assignment
Check Across No
Screen lines,
Check Across No Flow ±15%
Screen lines, Network
Flow±15% Calibration
Yes
Yes Public
Transport
Highway Flows flow
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CHAPTER 2 - TRAFFIC FORECAST
ANNEXURE -2.1
ZONE NUMBERS AND ZONE NAMES
Zone No. Zone Name
1 Muralipura & Society
2 West Outer Zone
3 Vidhyut Nagar
4 Shanti Nagar
5 ESI Hospital Area
6 C-Scheme
7 NBC Army Area
8 Ram Mandir
9 Khatipura
10 Jhotwara Industrial Area
11 Shyam Nagar
12 Prathviraj Nagar
13 Mansarovar Colony
14 Triveni Nagar
15 Mahesh Nagar
16 SMS Stadium
17 Civil Lines
18 Gandhi nagar
19 Barkat Nagar North
20 Barkat Nagar South
21 Vasundhara Colony
22 Sanganeer
23 Sanganeer wards 11-19
24 East South Outer Area
25 Malviya Nagar South
26 Malviya Nagar North
27 University
28 Sawai Gator
29 Hills Beyond Jawahar
30 Jawahar Nagar
31 Raja Park
32 Janta Colony
33 Adarsh Nagar
34 Central jail
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CHAPTER 2 - TRAFFIC FORECAST
35 Rambagh Palace
36 Banipark West
37 Banipark East
38 Sansar Chandra Road
39 Walled City Area
40 Walled City Area
41 Walled City Area
42 Walled City Area
43 Walled City Area
44 Walled City Area
45 Walled City Area
46 Walled City Area
47 Walled City Area
48 Transport nagar
49 Laxmi Narayanpuri
50 Walled City Area
51 Basant Pura
52 Jal Mahal
53 Amer
54 Kagdiwala
55 Chandi ki Taksal
56 Walled City Area
57 Walled City Area
58 City Palace
59 Part Brahmpuri
60 Walled City Area
61 Walled City Area
62 Sikar House
63 Part Nahari Ka Naka
64 Bhatta Basti
65 Kacchi Basti
66 Shastri Nagar
67 Nehru Nagar
68 Ambabari
69 Vidhya Dhar Nagar
70 North Outer Area
71 Malviya Nagar South
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CHAPTER 2 - TRAFFIC FORECAST
72 Universit
73 Gandhi nagar
74 Gandhi nagar
75 Rambagh Palace
76 Rambagh Palace
77 Rambagh Palace
78 C-Scheme
79 C-Scheme
80 Civil Lines
81 Civil Lines
82 Shyam Nagar
83 Jal Mahal
84 Jal Mahal
85 Kukas, Chandwaji
86 Jamuva Ramgarh
87 Naila
88 Shivdaspura, Padampura
Chandlai, Chittoda, Knowledge city,
89 Pahariya, Rohini Nagar Phase-2
Shivraj Colony, Rohini Nagar Phase-1,
90 Renwal, Harsooliya, Narsi
91 Vatika Infotech city
92 Kalwad
93 Bhesawa, Jahota
94 Nindor, Nahargarh fort
95 Alwar district
96 Delhi, Haryana, Utter Pradesh
Dausa, Sawai Madhopur, Karauli
97 districts of Rajasthan
Tonk, Bundi, Kota districts of
98 Rajasthan, Madhya Pradesh
99 Ajmer, Bhilwara districts of Rajasthan
100 Rest of India
101 Nagur, Jodhpur districts of Rajasthan
102 Bikaner district
103 Rest of Rajasthan, Gujarat, Punjab
Sikar, Jhunjhunun, Churu districts of
104 Rajasthan
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ANNEXURE 2.2
Peak Hour Section Loadings – 2014 – Sitapura Industrial Area to Ambabari
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CHAPTER 2 - TRAFFIC FORECAST
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CHAPTER 2 - TRAFFIC FORECAST
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CHAPTER 2 - TRAFFIC FORECAST
Annexure 2.3.
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CHAPTER 3 - NEED FOR METRO
CHAPTER 3
NEED FOR METRO
Public Transport System is an efficient user of space and energy, with reduced
level of air and noise pollution. As the population of a city grows, share of public
transport, road or rail-based, should increase. For a city with population of 1.0
million, the share of public transport should be about 40% - 45%. The
percentage share of public transport should progressively increase with further
growth in the city population, reaching a value of about 75% when the population
of the city touches 5 million mark.
A comprehensive Mobility Plan for the city is already prepared. Possible options
for a public mass transit system are:-
The city already has a bus system operated and maintained by Rajasthan
Roadways and private operators. This is totally inadequate for the needs of the
city. The Government is also contemplating to introduce Bus Rapid Transit
Systems on certain selected routes. BRT has its own limitations and constraints.
For one thing, the capacity of a BRT system can at best be only 10000 to 12000
PHPDT (Peak Hour Peak Direction Trips) and that of a tramway system about
8000 to 10000 PHPDT. The BRT takes away two lanes of the road for dedicated
use pushing rest of the road vehicles crowded into the remaining road space.
Therefore, unless the road widths are more than three lanes in each direction,
BRT is not feasible and even then the non-bus riders will be put to tremendous
inconvenience. In Delhi BRT has been a total failure. In the case of a Metro
system, the road width is not encroached upon. If the Metro is elevated, only the
central median of the road to a width of 2 to 3 m. is occupied for locating the
columns carrying the rail deck. If the metro is underground, there is no
encroachment at all on the road width.
The peak traffic demand on North –South corridor of Jaipur Metro has been
assessed 12901 in 2014 and this is likely to increase to 27750 PHPDT by the
year 2031. Road accidents are on the rise. Therefore, it is not possible to
introduce road based transport system all along the proposed metro corridors.
Moreover, traveling time on the road will be much higher. Also, bus travel is not
as comfortable as that of metro. There is an urgent need to introduce a Metro
system to provide fast, safe and hastle free movement of the public in the city.
Rail based mass transport in cities can be brought mainly under three
categories:-
Heavy capacity metro systems have to deal with large traffic densities ranging
from 50,000 to 80,000 phpdt. Accordingly, the trains have 6 to 9 coaches and
other related infrastructure is also of large size. Beyond the traffic level of 80,000
phpdt, additional parallel lines are normally planned. The metro system being
planned for Delhi is heavy capacity system.
In view of the present and projected PHPDT on the proposed corridor of Jaipur
city, Medium Metro System is adequate for meeting the demand.
Metro systems are superior to other modes because they provide higher carrying
capacity, faster, smoother and safer travel, occupy less space, and are non-
polluting and energy-efficient. To summarise, a Metro system:
(xii) Creates a system with the flexibility to adapt to development phased over
several years;
(xiii) Promote quality of life through a safe and healthy built and natural
environment;
(xiv) Increases overall public transport patronage on the corridors served and
achieves a mode shift from the car;
(xv) Promotes equality of opportunity by improving accessibility to employment,
goods and services;
(xvi) Improve the overall journey experience for passengers using the system
by providing high quality information, better waiting and vehicle
environments and enhanced safety and security;
(xvii) Assists in building vibrant, confident and cohesive communities in the city;
(xviii) Provides levels of segregation from traffic and public transport priority
sufficient to ensure consistently high standards of punctuality and
reliability;
(xix) Creates a system that is well integrated with the wider transport network
and public real.
CHAPTER 4
SYSTEM SELECTION
The corridors will be Standard Gauge (1435 mm) for the following reasons :
(i) Metro alignments will pass through heavily built-up areas for optimal
passenger utilisation and this imposes severe restrictions on the selection
of curves. As in most of the cities in India no 'right of way' has been
reserved for metro systems, the alignments have to follow the major arterial
roads. These roads may often have sharp curves and right-angle bends. In
such a situation adoption of Standard Gauge is advantageous since, it
permits adoption of sharper curves compared to Broad Gauge to minimise
property acquisition along the alignments.
(ii) In Standard Gauge 1 in 7 and 1 in 9 turn-outs, which occupy lesser length,
are feasible compared to 1 in 8 ½ and 1 in 12 turn-outs required for Broad
Gauge Length of crossovers for Standard Gauge is thus lesser than for
Broad Gauge. Land requirement for depots where a large number of lines
connected together in the shape of ladder is also reduced. Standard Gauge
is, therefore, more suited for use in built up environment where land
availability is scarce.
(iii) For Standard Gauge, optimised state-of-the-art rolling stock designs are
available ‘off-the-shelf’. This is not so for Broad Gauge where new designs
for rolling stock have to be specially developed which entails extra time and
cost.
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CHAPTER 4 - SYSTEM SELECTION
Since inter-running is not feasible, choice of gauge for a metro system should be
based solely on technical and economic considerations on which Standard
Gauge turns out to be superior.
GENERAL
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
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CHAPTER 4 - SYSTEM SELECTION
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.
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 as per IRS-T- 12-96. As these rails are not
manufactured in India at present, these are to be imported. For the Depot lines,
the grade of rails should be 880, which can be easily manufactured indigenously.
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CHAPTER 4 - SYSTEM SELECTION
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:
i) On main lines, 1 in 9 type turnout with a lead radius of 300 metres and
permissible speed on divergent track as 40 km/h (shown in Fig.4.3).
ii) On Depot lines, 1 in 7 type turnout with a lead radius of 140metres and
permissible speed on divergent track as 25 km/h (shown in Fig.4.4).
The Scissors cross-overs on Main Lines (1 in 9 type) will be with a minimum
track centre of 4.5 m (shown in Fig.4.5).
The proposed specifications for turnouts are given below: -
i) The turnouts should have fan-shaped layout throughout the turnout so as
to have same sleepers/base-plates and slide chairs for both LH and RH
turnouts.
ii) The switches and crossings should be interchangeable between ballasted
and ballastless 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.
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BALLASTLESS TRACK ON VIADUCT
1435
525
212.5 1600
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202
PROJECT
JAIPUR
175
REPORT
(Mln)
METROFOR
5° Slope 2.5%
5° Slope 2.5%
PHASE-II
NOTE:-
ALL DIMENSION ARE mm UNLESS OTHERWISWISE NOTED
MINIMUM DEPTH OF PLINTH = 175mm.
JAIPUR METRO
TYPICAL CROSS SECTION
ON VIADUCT
Fig. 4.1
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2012 2011
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CHAPTER 4 - SYSTEM SELECTION
CHAPTER 4 - SYSTEM SELECTION
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CHAPTER 4 - SYSTEM SELECTION
FIG. NO 4.3
1837.7
Fig. 4.3
3888
PT
R=300m
tg.1/9 (6.3419176°)
16615.5
16615.5
TURNOUT tg. 1/9 R= 300m
12727.5
GEOMETRY
33331
16615.5
R=300m
100
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CHAPTER 4 - SYSTEM SELECTION
2006
14144
10094
400m
TURNOUT tg. 1/7 R= 140
24095
GEOMETRY
9951
9951
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CHAPTER 4 - SYSTEM SELECTION
4500
DOUBLE CROSSOVER tg. 1/9 R= 300m C.L. 4500
16615.5
Fig No.4.5
33231
16615.5
AXLE SCHEME
73731
40500
40749
16615.5
33231
16615.5
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CHAPTER 4 - SYSTEM SELECTION
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.
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 destressing locations and approach welds
of switches & crossings. For minimising the population of Thermit welds, mobile
(rail-cum-road or portable) Flash Butt Welding Plant will have to be deployed.
4.3 SIGNALLING
4.3.1 Introduction
The signaling system shall provide the means for an efficient train control,
ensuring safety in train movements. It assists in optimization of metro
infrastructure investment and running of efficient train services on the network.
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CHAPTER 4 - SYSTEM SELECTION
4.3.2.1 Overview
• Provide high level of safety with trains running at close headway ensuring
continuous safe train separation.
• Eliminate accidents due to driver passing Signal at Danger by continuous
speed monitoring and automatic application of brake in case of disregard of
signal / warning by the driver.
Provide safety for protection of the Jaipur Metro Rail Asset.
• Provides safety and enforces speed limit on section having permanent and
temporary speed restrictions.
• Improve capacity with safer and smoother operations. Driver will have
continuous display of Target Speed / Distance to Go status in his cab
enabling him to optimize the speed potential of the track section. It provides
signal / speed status in the cab even in bad weather.
• Increased productivity of rolling stock by increasing line capacity and train
speeds, and enabling train to arrive at its destination sooner. Hence more
trips will be possible with the same number of rolling stock.
• Improve maintenance of signaling and telecommunication equipment by
monitoring system status of trackside and train born equipments and enabling
preventive maintenance.
Signaling & Train Control system on the line shall be designed to meet the
required headway during peak hours.
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CHAPTER 4 - SYSTEM SELECTION
Automatic Train Protection is the primary function of the train control systems.
This sub-system will be inherently capable of achieving the following objectives in
a fail-safe manner. Line side signals will be provided at diverging routes (i.e. at
points & crossings), which shall serve as backup signalling in case of failure of
ATP system. However, in such cases, train speed will be automatically restricted
to 25 kmph.
Cab Signalling
Track Related Speed Profile generation based on line data and train data
continuously along the track
Continuous monitoring of braking curve with respect to a defined target point
Monitoring of maximum permitted speed on the line and speed restrictions in force
Detection of over-speed with audio-visual warning and application of brakes, if
necessary
Maintaining safety distance between trains
Monitoring of stopping point
Monitoring of Direction of Travel and Rollback
Authorization of opening of train doors on the correct side of train doors on the
correct side of station platform.
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CHAPTER 4 - SYSTEM SELECTION
The cab borne equipment will be of modular sub-assemblies for each function for
easy maintenance and replacement. The ATP assemblies will be fitted in the
vehicle integrated with other equipment of the rolling stock.
(ii) Automatic Train Operation (ATO) - Future
This system will operate the trains automatically from station to station while
remaining within the safety envelope of ATP & open the train doors. Driver will
close the train doors and press a button when ready to depart. In conjunction with
ATP/ ATS, ATO can control dwell time at stations and train running in accordance
with headway/ timetable.
The centralized system will be installed in the Operation Control Centre. The OCC will
have a projection display panel showing a panoramic view showing the status of tracks,
points, signals and the vehicles operating in the relevant section/ whole system. ATS will
provide following main functionalities:
b. Interlocking System:
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CHAPTER 4 - SYSTEM SELECTION
At all stations with points and crossings, Computer Based Interlocking (CBI) will
be provided for operation of points and crossings and setting of routes. It should
cover the entire line and ensure that;
Conflicting routes cannot be set,
Points are only moved, when all the safety conditions are met
Signals only clear to proceed occur only when all the safety conditions are
fulfilled
The setting of the route and clearing of the signals will be done by workstation,
which can be either locally (at station) operated or operated remotely from the
OCC.
This sub-system is used for controlling vehicle movements into or out of stations
automatically from a workstation. All stations having points and crossings will be
provided with workstations for local control. Track occupancy, point position, etc.
will be clearly indicated on the workstation. It will be possible to operate the
workstation locally, if the central control hands over the operation to the local
station. The interlocking system design will be on the basis of fail-safe principle.
The equipment will withstand tough environmental conditions encountered in a
Mass Transit System. Control functions in external circuits will be provided both
in the positive and negative wires. Suitable IS, IRS, BS standards or equivalent
international standards will be followed in case wiring, installation, earthing,
cabling, power supply and for material used in track circuits, relays, point
operating machines, power supply etc.
(ii)Track Circuits
Audio Frequency Track Circuit will be used for vehicle detection and for
transmission of data from track to train.
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CHAPTER 4 - SYSTEM SELECTION
for electrical operation of the points, signals and routes of the depot yard. Audio
Frequency Track Circuits will be used in the depot as well.
Computer based interlocking is recommended to be used for Depot lines so as to
integrate the system with ATC in future.
4.3.3 Standards
The standards to be adopted for Signaling System are shown in Table 4.1.
TABLE 4.1
Description Standards
UPS (uninterrupted
For Signalling and Telecommunications
power at stations as
well as for OCC)
Automatic Train Protection system.
Train protection system
Automatic Train Supervision system. Movement of all
trains to be logged on to a central computer and
displayed on workstations in the Operational Control
Train Describer System
Centre and at the SCR. Remote control of stations from
the OCC.
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CHAPTER 4 - SYSTEM SELECTION
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CHAPTER 4 - SYSTEM SELECTION
Conceptual Signaling Scheme Plan for both the corridors of Jaipur Metro Rail
Project is placed as Annexure 4.1.
4.4 TELECOMMUNICATION
4.4.1 INTRODUCTION
4.4.2 OVERVIEW
The telecommunication facilities proposed are helpful in meeting the
requirements for
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CHAPTER 4 - SYSTEM SELECTION
SDH (minimum STM-16) based system shall be adopted with SDH nodes
at every station 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. Further small
routers and switches shall be provided for LAN network at stations.
Alternatively a totally IP Based High Capacity, highly reliable and fault
tolerant, Ethernet Network (MAN/LAN) can be provided in lieu of
SDH/MUX.
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CHAPTER 4 - SYSTEM SELECTION
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 mobile radio communication between the motorman of the moving
cars from any place and the Central Control .The motorman can also
contact any station in the network through the central control, besides
intimating the approaching trains about any emergency like accident, fire,
line blocked etc., thus improving safety performance.
In addition to the TETRA Radio Coverage for the internal use of the Metro, the
city is also likely to have Mobile Coverage from Private Operators.
In the elevated sections it is expected that coverage shall be available from the
adjoining sites of the Mobile Operators. However, in the underground stations /
tunnels, coverage needs to be specially extended by the Mobile Operators. To
enable the Mobile Operators to do so, the Metro Authority will have to have an
agreement with a group of Mobile Operators according to which Metro shall
provide an Air-conditioned room (approx. 20 sq. m) at each underground station
to the Mobile Operator Group. The Mobile Operators shall install all their
repeater equipment in this room and then extend the coverage inside the tunnel
by laying their own LCX cable in each tunnel and through antennas strategically
placed in the concourse area. Further, for City Emergency Services like Police,
the mobile operators shall also design their LCX network to support the police
wireless coverage in the tunnels /station area. The detailed Agreement covering
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CHAPTER 4 - SYSTEM SELECTION
both the Mobile / Emergency Service Radio Coverage shall have to be finalised
by the Metro Authority with the respective parties, at the time of implementation.
The CCTV system shall provide video surveillance and recording function
for the operations to monitor each station. The monitoring shall be
possible both locally at each station and remotely from the OCC.
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CHAPTER 4 - SYSTEM SELECTION
4.4.4 Technology
TABLE 4.2
System Standards
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CHAPTER 4 - SYSTEM SELECTION
System Standards
in ring configuration.
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 / equipment requiring major
repairs as specified in suppliers documents shall be sent to manufacturer's
workshop.
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CHAPTER 4 - SYSTEM SELECTION
4.4.7.1 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.
For Multiple Journey, the Store Value Smart Card shall be utilized and for the
Single Journey, the media shall be as utilized as Contactless Smart Token.
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CHAPTER 4 - SYSTEM SELECTION
AFC equipment tentative requirement is given in Table 4.3. The exact number
and type shall depend on the final station layout and the traffic being catered to.
4.4.7.2 Technology
TABLE 4.3
Standards
Description
Entry
Gates Exit
Reversible (if required as per final station layout) –
can be set to entry or exit
Reversible Handicapped Gate -gate for
disabled people.
Station computer, All the fare collection equipment shall be connected in a
Central computer and local area network with a station server controlling the
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CHAPTER 4 - SYSTEM SELECTION
Standards
Description
AFC Net work activities of all the machines. These station servers will be
linked to the central computer situated in the operational
control centre through the optic fibre communication
channels. The centralised control of the system shall provide
real time data of earnings, passenger flow analysis,
blacklisting of specified cards etc.
UPS (uninterrupted
power at stations as well Common UPS of S&T system will be utilised.
as for OCC).
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CHAPTER 4 - SYSTEM SELECTION
Entry/Exit Gates
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CHAPTER 4 - SYSTEM SELECTION
AFC Equipment requirement for Jaipur Metro Corridors based on Traffic Projection for
2014 is given in Tables 4.4
TABLE 4.4
AFC Equipments Estimate for Jaipur Metropolitan Area (projection for 2014)
Alighting
Peak Min
Peak Min
Boarding
boarding
alighting
Station
TOM
Disabled
TVM
EFO
Hourly
Hourly
TR
Entry
S.No.
Gate
Gate
Gate
Exit
g
North-South Corridor
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CHAPTER 4 - SYSTEM SELECTION
Total 42 42 20 45 40 80 40
Assumptions:
2. Minimum AFC equipments at a station with "2 access- 1 for entry, 1 for exit":
5. 50 % passenger are assumed on Smart Card and 50% on single journey token.
4.5.1 Introduction
The required transport demand forecast is the governing factor for the choice of
the Rolling Stock. The forecasted Peak Hour Peak Direction Traffic (PHPDT)
calls for a Medium Rail Transit System in Jaipur City.
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CHAPTER 4 - SYSTEM SELECTION
Table 4.5
SIZE OF COACH
Therefore, for the Medium Rail Vehicles (MRV) with 2.9 m maximum width and
longitudinal seat arrangement, conceptually the crush capacity of 43 seated, 204
standing, a total of 247 passengers for a Driving Trailer Car, and 50 seated, 220
standing, a total of 270 for a Trailer/ Motor Car is envisaged.
The passenger carrying capacity for Driving Trailer Car, Trailer Car and Motor Car and
also of a train is given in Table 4.6.
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CHAPTER 4 - SYSTEM SELECTION
Table 4.6
4.5.4 WEIGHT
The weight of motorcars and trailers has estimated as in Table 4.7 referring to the
experiences in Delhi Metro. The average passenger weight has been taken as 65 kg.
Table 4.7
The axle load @ 6 persons/ sqm of standing area works out in the range of 13.764T to
14.138 T. Heavy rush of passenger, having 8 standees per sq. meter can be
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CHAPTER 4 - SYSTEM SELECTION
experienced occasionally. Hence, it will be advisable to design the coach with sufficient
strength so that even with this overload, the design will not result in overstresses in the
coach. Coach and bogie should therefore be designed for 16 T axle load.
Velocity
35
0 -1.1m/s2
0.82m/s
2
Time
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CHAPTER 4 - SYSTEM SELECTION
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.
The 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. The selection of following
Technologies has been adopted to ensure low life cycle cost:
2) Car Body
In the past carbon high tensile steel was invariably used for car bodies. In-fact almost all
the coaches built by Indian Railways are of this type. These steel bodied coaches need
frequent painting as well corrosion repairs, which may have to be carried out up to 4-5
times during the service life of these coaches. It is now standard practice to adopt
stainless steel or aluminium for car body.
The car bodies with aluminium require long and complex extruded sections which are
still not manufactured in India. Therefore, aluminium car body has not been considered
for use. Stainless steel sections are available in India and as such it is specified. No
corrosion repair is necessary on these cars during their service life.
Stainless steel car body leads to energy saving due to its light weight. 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.
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CHAPTER 4 - SYSTEM SELECTION
3) Bogies
Bolster less lightweight bogies with rubber springs are now universally
adopted in metro cars. These bogies require less maintenance and
overhaul interval is also of the order of 4,20,000 km. The use of air spring at
secondary stage is considered with a view to keep the floor level of the cars
constant irrespective of passenger loading unlike those with coil spring. The
perturbation from the track are also dampened inside the car body on
account of the secondary air spring along with suitable Vertical Hydraulic
Damper. The primary suspension system improves the curve running
performance by reducing lateral forces through application of conical rubber
spring. A smooth curving performance with better ride index is being
ensured by provision of above type of bogies.
4) Braking System
The brake system shall consist of:
The regenerative braking will be the main brake power of the train and will regain the
maximum possible energy and pump it back to the system and thus fully utilize the
advantage of 3 phase technology .The regenerative braking should have air supplement
control to bear the load of trailer car. In addition, speed sensors mounted on each axle
control the braking force of the axles with anti skid valves, prompting re-adhesion in case
of a skid. The brake actuator shall operate either a tread brake or a wheel disc brake.
In the field of Electric Rolling Stock, DC series traction motors have been widely
used due to its ideal characteristics and good controllability for traction
applications. But these required intensive maintenance because of commutators
and electro-mechanical contactors, resistors etc.
The brushless 3 phase induction motors has now replaced the D C series motors
in traction applications. The induction motor, for the same power output, is
smaller and lighter in weight and ideally suited for rail based Mass Rapid Transit
applications. The motor tractive effort and speed is regulated by Variable Voltage
and Variable Frequency control and can be programmed to suit the track profile
and operating parameters. Another advantage of 3 phase a.c. drive and VVVF
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CHAPTER 4 - SYSTEM SELECTION
For this corridor, 3 phase a.c. traction drive that are self ventilated, highly reliable,
robust construction and back up by slip/ slid control have been recommended.
Recently advanced IGBT has been developed for inverter units. The advanced IGBT
contains an Insulated Gate Bipolar Transistor (IGBT) and gate drive circuit and
protection. The advanced IGBT incorporates its own over current protection, short circuit
protection, over temperature protection and low power supply detection. The IGBT has
internal protection from over current, short circuit, over temperature and low control
voltage.
The inverter unit uses optical fiber cable to connect the control unit to the gate interface.
This optical fibre cable transmits the gate signals to drive the advanced IGBT via the
gate interface. This optical fiber cable provides electrical isolation between the
advanced IGBT and the control unit and is impervious to electrical interference. These
are recommended for adoption in trains of MRTS.
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CHAPTER 4 - SYSTEM SELECTION
Interior View
7) Passenger Doors
For swift evacuation of the passenger in short dwell period, four doors of
adequate width, on each side of the coach have been considered. These doors
shall be of such dimensions and location that all the passenger inside the train
are able to evacuate with in least possible time without conflicting movement .As
the alignment passes through elevated section at 10 to 12 meters above ground,
automatic door closing mechanism is envisaged from consideration of passenger
safety. Passenger doors are controlled electrically by a switch in Driver cab.
Electrically controlled door operating mechanism has been preferred over
pneumatically operated door to avoid cases of air leakage and sluggish operation
of doors.
The door shall be of bi-parting, Sliding Type as in the existing coaches of DMRC.
Passenger Doors
8) Air–conditioning
With heavy passenger loading of 6 persons/sqm for standee area and doors
being closed from consideration of safety and with windows being sealed type to
avoid transmission of noise, air conditioning of coaches has been considered
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CHAPTER 4 - SYSTEM SELECTION
essential. Each coach shall be provided with two air conditioning units capable of
automatically controlling interior temperature throughout the passenger area at
25°C with 65% RH all the times under varying ambient conditions up to full load.
For emergency situations such as power failure or both AC 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.
The modern stylish driver panel shall be FRP moulded which give maximum
comfort and easy accessibility of different monitoring equipments to the driver
along with clear visibility .The driver seat has been provided at the left side of the
cabin.
An emergency door for easy detrainment of the passengers on the track has been
provided at the centre of the front side of each cabin which has an easy operation with
one handle type master controller.
Driving cab
10) Communication
The driving cab of the cars are provided with continuous communication with
base Operational Control Center and station control for easy monitoring of the
individual train in all sections at all the time .
Public Address and Passenger Information Display System is provided in the car
so that passengers are continuously advised of the next stoppage station, final
destination station, interchange station, emergency situations if any, and other
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messages. The rolling stock is provided with Talk Back Units inside the cars,
which permit conversation between passengers and the drivers in case of any
emergency.
The train passes through heavily populated urban area .The noise and vibration for a
metro railway becomes an important criteria from public acceptance view point. The
source of noise are (i) rail-wheel interaction (ii) noise generated from equipment like
Blower, Compressor, air conditioner, door, Inverter etc. (iii) traction motor in running
train .For elimination and reduction of noise following feature are incorporated: -
The lower vibration level has been achieved by provision of bolster less type bogies
having secondary air spring.
(i) ATP
The rolling stock is provided with Continues Automatic Train Protection to
ensure absolute safety in the train operation. It is an accepted fact that the
60-70% of accidents take place on account of human error. Adoption of
this system reduces the possibility of human error.
(ii) Fire
The rolling stock is provided with fire retarding materials having low fire
load, low heat release rate, low smoke and toxicity inside the cars. The
electric cables used are also normally low smoke zero halogen type which
ensures passenger safety in case of fire.
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(v) Gangways
Broad gangways are provided in between the cars to ensure free
passenger movement between cars in case of any emergency.
Gangways
Salient Features of Rolling Stock for Medium Rail Transit System is enclosed as
Annexure 4.3.
Annexure 4.3
Salient Features of Rolling Stock for Medium Rail Transit System
2 Traction system
2.1 Voltage 25 KV AC
3 Train composition
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5 Coach Dimensions
8 Weight (Tonnes)
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DTC 39
TC 39
MC 39
DTC 16.055
TC 17.55
MC 17.55
DTC 55.055
TC 56.55
MC 56.55
11 Speed
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20 Coupler Auto
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coupling head
24 Cooling
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traction
35 Gradient (max) 4%
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DELHI METRO RAIL CORPORATION LTD.
Metro Bhawan, Fire Brigade Lane , Barakhamba Road , New Delhi-110001.
CHAPTER 5 - CIVIL ENGINEERING
CHAPTER 5
CIVIL ENGINEERING
5.1.1 General
The design parameters related to the Metro system described herewith have
been worked out based on a detailed evaluation, experience and
internationally accepted practices. Various alternatives were considered for
most of these parameters but the best-suited ones have been adopted for the
system as a whole.
As far as possible, the alignment follows the existing roads. This leads to
introduction of many horizontal curves. On consideration of desirable
maximum cant of 110 mm and cant deficiency of 85 mm on Metro tracks, the
safe speed on curves of radii of 400 m or more is 80 km/h. On elevated
section use of curves with minimum radius of 120 m, having speed of 55 km/h
shall be adopted. However in underground section desirable minimum radius
of curve shall be 300 m for ease of working of Tunnel Boring Machine (TBM).
However in exceptional situation on this project, curves of 200 m radius (safe
speed of 55 km/h) have been adopted where New Austrian Tunneling
Machine (NATM) shall be used.
For maximum permissible speed on curve with various radii, Table 5.1 may be
referred.
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The existing roads along which the metro is proposed have frequent curves.
However, it is necessary to provide transition curves at both ends of the
circular curves. Due to change in gradients at various locations in the corridor,
it is necessary to provide frequent vertical curves along the alignment. In case
of ballast less track, it is desirable that the vertical curves and transition
curves of horizontal curves do not overlap. These constraints may lead to
reduced lengths of transition curves. The transition curves have certain
minimum parameters:
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(c) Gradients
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may not be steeper than 3.0 %. However, where existing road gradients
are steeper than 2 %, or for Switch Over Ramps gradient up to 4%
(compensated) can be provided in short stretches on the main line.
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. Computerized train simulation studies need to be
conducted with proposed gradients at the time of detailed design stage. This
is with the objective of keeping down the wear on rails on curves to the
minimum.
Table 5.1
Cant, Permitted Speed & Minimum Transition Length for Curves
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Notes: (a) The track spacing is without any column/structure between two
tracks and is with equal cant for both outer and inner tracks.
(b) Track spacing shown is not applicable to stations which should
be calculated depending on specific requirement.
(c) Figures for any intermediate radius of curvature may be
obtained by interpolating between two adjacent radii. For higher
radii, values may be extrapolated.
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Two corridors have been recommended for Jaipur Metro Rail Project which
are shown in Fig.5.1
Introduction
N-S Corridor of Jaipur metro rail project passes through the middle of Jaipur
city and runs in North – South direction. It originates from Sitapura in South
and terminates at Amba Bari in North. It starts from Sitapura and runs along
Tonk Road on median passing through Pratap Nagar, Sanganer, Durgapura,
Gopal Pura, Dev Nagar, Tonk Phatak , Swai Mansingh Stadium, Narain Singh
Circle and SMS Hospital. Switch Over Ramp has been planned in Maharaja
College and Ramniwas Bag. Alignment attains underground in Ramniwas Bag
and then turns left to follow MI road up to MLA Quarters where alignment
takes right turn to enter Sindhi Camp Bus Stand after crossing East-West
corridor at Sindhi Camp station. From Sindhi Camp the alignment runs
straight in underground up to Govind Garden &Pareek College and then takes
left turn near Peetal Factory/Sikar House to run on Jhotwara Road till 'T'
Junction near P.H.E.D. campus. The Switch Over Ramp is provided in PHED
Campus and alignment attains Elevated over Amani Shah Nala. There after
alignment takes left turn and terminates at Ambabari station. Beyond the
station dead end is provided.
Overall length of alignment is 23.099 km. from dead end to dead end out of
which 5.095 km is underground and remaining 18.004 km is elevated. 20
stations have been planned along the corridor out of these 5 are underground
and 15 are elevated. Depot with stabling, inspection, and workshop facility
has been planned at agriculture farm at Durgapura for which an area of 30 Ha
has been identified there.
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Centre line of Sitapura station has been taken as ‘0’ for reckoning of chainage
on N-S Corridor. Chainage increases from Sitapura station to Amba Bari
station. Line from Sitapura station to Ambabari station has been named as
“Up line” and from Amba Bari to Sitapura station is named as “Down line”.
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Areas covered in this section are Sitapura, Pratap Nagar, Haldi Ghati Gate,
Sanganer, Laxmi Nagar, Durgapura, Mhavirpura, Gopalpura, Devnagar Tonk
Phatak, Gandhi Nagar, Sawai Mansingh Stadium, Nrayan Singh Circle and
SMS Hospital.
Due to the alignment passing through very congested area and elevated
alignment not being possible in the stretch via Ajmeri Gate, M.I. Road, MLA
Quarters, Vanasthali Marg, Jhotwara Road including Sindhi Camp station,
alignment has been proposed underground from S.M.S. Hospital to Pani
Petch station.
Switch Over Ramp (SOR) or at Grade Ramp is required to switch over
alignment from elevated position to underground position or vice versa. SOR
has been planned between km 16.143 to km 16.533 in Maharaja College &
Ramniwas Bag area. Location of Switch Over Ramp has been decided
keeping in view the availability of road width, without creating hindrance to
traffic flow on roads. Therefore, it has been located on off road position. About
10.50 m wide strip of road in a length of 390 m shall be required permanently.
It has been planned with 3.51% gradient to minimize the length of ramp.
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Four stations have been planned in this stretch which shall be constructed by
cut & cover method using Top Down Construction.
Total numbers of 2 curves have been provided in this stretch out of which one
is of 300 m radius & second one is of 405 m radius.
Total 40 number of curve have been provided in this corridor. Over all 22%
alignment is on curves. Sharpest curve is 205m, whereas flattest is 7502.1 m.
Abstract and details of horizontal curves have been put on Tables 5.2 and
Table 5.3 respectively.
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Maxi
Total mum
Curve Dire Transitio Tangent Curve
Radius Deflection Angle Curve permi
No ction n Length Length Length
Length ssible
speed
D M S
1 right 7502.1 0 33 37 15 15 44.182 58.364 88.364 80
2 left 7502.1 0 32 13 25 25 47.659 45.318 95.318 80
3 right 7502.1 0 32 13 25 25 47.658 45.315 95.315 80
4 left 6002.1 0 32 59 15 15 36.299 42.597 72.597 80
5 right 2502.1 1 11 27 15 15 33.502 37.001 67.001 80
6 left 600 51 42 14 35 35 308.263 506.441 576.441 80
7 right 600 75 8 53 35 35 479.194 751.949 821.949 80
8 right 400 14 7 26 50 50 74.582 48.603 148.603 80
9 left 400 12 58 20 50 50 70.503 40.564 140.564 80
10 right 200 90 53 35 50 50 228.657 267.276 367.276 57
11 left 200 81 45 18 50 50 198.545 235.378 335.378 57
12 left 2002.1 2 55 42 20 20 61.172 82.322 122.322 80
13 right 1502.1 6 1 18 20 20 89.008 137.868 177.868 80
14 right 2002.1 0 59 58 15 15 24.965 19.929 49.929 80
15 left 2002.1 1 38 34 15 15 36.204 42.405 72.405 80
16 right 3502.1 0 41 3 15 15 28.407 26.813 56.813 80
17 right 1502.1 9 15 40 20 20 131.662 222.793 262.793 80
18 left 1502.1 5 26 33 20 20 81.398 122.687 162.687 80
19 left 1002.1 2 15 18 25 25 32.223 14.439 64.439 80
20 right 1002.1 2 35 47 25 25 35.209 20.409 70.409 80
21 right 1002.1 8 53 57 25 25 90.481 130.645 180.645 80
22 right 1002.1 3 26 20 25 25 42.582 35.145 85.145 80
23 right 2002.1 4 50 45 20 20 94.716 149.33 189.330 80
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5.3.11 Gradients
While designing vertical alignment, efforts have been made to keep grades as
flatter as possible. However to facilitate proper drainage minimum gradient
adopted is 0.22% except at stations, where level gradient has been provided.
Majority of grades are less than 1%. Flattest gradient is level, which has been
provided on stations. Steeper gradients have been introduced wherever they
are essentially required, such as for SOR etc. Total at 73 locations change of
grade takes place. Abstract of gradients and details of gradient have been put
in Table 5.4 & 5.5 respectively.
Table 5.4
Abstract of Gradients
S. No of % w.r.t. Total
Description Length (m)
No. Occurrences Length
1 0 – 1% 52 15750.364 68.19%
2 >1 – 2 % 11 3934.000 17.03%
3 >2 – 3% 7 1975.307 8.55%
4 >3 – 3.7% 3 1439.273 6.23%
TOTAL 73 23098.943 100.00%
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Table 5.5
Statement of Gradients
Chainage Rail Level(m)
Length(m) gradient Remarks
From To From To
-450 160 610.000 377.2 377.2 0.00% Level
160 510 350.000 377.2 374.25 -0.84% fall
510 860 350.000 374.25 377 0.79% Rise
860 1130 270.000 377 377.5 0.19% Rise
1130 1400 270.000 377.5 380.2 1.00% Rise
1400 1640 240.000 380.2 380.2 0.00% Level
1640 1980 340.000 380.2 378.2 -0.59% fall
1980 2320 340.000 378.2 385.2 2.06% Rise
2320 2640 320.000 385.2 385.2 0.00% Level
2640 3000 360.000 385.2 384.4 -0.22% fall
3000 3280 280.000 384.4 386 0.57% Rise
3280 3780 500.000 386 394.7 1.74% Rise
3780 4040 260.000 394.7 395.5 0.31% Rise
4040 4310 270.000 395.5 399.63 1.53% Rise
4310 4720 410.000 399.63 397 -0.64% fall
4720 4960 240.000 397 397 0.00% Level
4960 5160 200.000 397 396.76 -0.12% fall
5160 5600 440.000 396.76 396.3 -0.10% fall
5600 5880 280.000 396.3 402.1 2.07% Rise
5880 6200 320.000 402.1 402.1 0.00% Level
6200 6520 320.000 402.1 402 -0.03% fall
6520 6880 360.000 402 407.3 1.47% Rise
6880 7120 240.000 407.3 408.7 0.58% Rise
7120 7395 275.000 408.7 408.7 0.00% Level
7395 7695 300.000 408.7 407 -0.57% fall
7695 7960 265.000 407 407.3 0.11% Rise
7960 8242.634 282.634 407.3 408.7 0.50% Rise
8242.634 8602.634 360.000 408.7 407.8 -0.25% fall
8602.634 8920 317.366 407.8 410.2 0.76% Rise
8920 9282.634 362.634 410.2 417.5 2.01% Rise
9282.634 9582.694 300.060 417.5 417.5 0.00% Level
9582.694 9942.694 360.000 417.5 419.6 0.58% Rise
9942.694 10302.69 360.000 419.6 429.7 2.81% Rise
10302.69 10542.69 240.000 429.7 427.1 -1.08% fall
10542.69 10782.69 240.000 427.1 427.1 0.00% Level
10782.69 11042.69 260.000 427.1 426 -0.42% fall
11042.69 11292.69 250.000 426 432 2.40% Rise
11292.69 11622.69 330.000 432 432 0.00% Level
11622.69 11828.69 206.000 432 438 2.91% Rise
11828.69 12117.69 289.000 438 433.95 -1.40% fall
12117.69 12332.69 215.000 433.95 436 0.95% Rise
12332.69 12577.02 244.327 436 436 0.00% Level
12577.02 13072.02 495.000 436 441.8 1.17% Rise
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Table 5.6
Breakup of alignment length
Chainage (m)
S. N. Description Length(m)
From To
1. Elevated -450 16142.336 16592.336
2. Ramp 16142.336 16532.405 390.069
3. Underground (NATM) 16532.405 16743.307 210.902
4. Underground (TBM) 16743.307 20187.445 3444.138
5. Underground (Cut & Cover) 20187.445 21372.313 1184.868
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Chainage (m)
S. N. Description Length(m)
From To
6. Ramp 21372.313 21490.642 118.329
7. Elevated 21490.642 22649.348 1158.706
Alignment length (Total) 23098.943
5.5 PLATFORMS
All the underground stations have been planned with island platforms except
Pani Petch station where side platforms have been planned. In the elevated
section, stations have been planned with side platforms to avoid the viaduct
structure from flaring in and out at stations, which obstructs the road traffic
below. Care has been taken to locate stations on straight alignment. However,
in some stations, site constraints have become the deciding criteria and a
curve of 1000 m radius has been introduced.
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Table 5.13
STATION LOCATION CHARACTERISTICS
Distance
from Rail Ground
S. Chainage Platfor
Name of Station previous level Level Alignment
No (in m) m type
station ( in m) (in m)
(in m)
North - South Corridor Sitapura to Amba Bari
Dead End - 450.00 0.00 377.20 363.100 Elevated
1 Sitapura 0.00 450.00 377.20 363.173 Side Elevated
2 Pratap Nagar 1515.10 1515.10 380.20 366.221 Side Elevated
3 Haldi Ghati Gate 2461.50 946.40 385.20 371.188 Side Elevated
4 Sanganer 4840.20 2378.70 395.60 379.479 Side Elevated
5 Laxmi Nagar 7204.80 2364.60 402.10 388.244 Side Elevated
6 Durgapura 8057.50 852.70 408.70 394.658 Side Elevated
7 Mahaveer Nagar 9458.80 1401.30 417.50 403.898 Side Elevated
8 Gopalpura 10661.20 1202.40 427.10 412.962 Side Elevated
9 Dev Nagar 11447.10 785.90 432.00 417.794 Side Elevated
10 Tonk Phatak 12455.60 1008.50 436.00 421.985 Side Elevated
11 Gandhi Nagar Mod 13193.90 738.30 441.800 427.672 Side Elevated
12 SMS Stadium 14039.60 845.70 445.700 431.395 Side Elevated
13 Narain Singh Circle 14757.80 718.20 448.100 434.127 Side Elevated
14 SMS Hospital 15835.10 1077.30 447.200 434.947 Side Elevated
15 Ajmeri Gate 17065.70 1230.60 418.500 432.503 Island Under Ground
16 Government Hostel 18157.30 1091.60 420.200 433.669 Island Under Ground
17 Sindhi Camp Station 18881.50 724.20 425.900 439.393 Island Under Ground
18 Subash Nagar 20077.10 1195.60 434.850 448.368 Island Under Ground
19 Pani Petch 20926.30 849.20 454.500 449.508 Side Under Ground
20 Ambabari 22243.70 1317.40 454.800 440.842 Side Elevated
Dead End 22648.943 405.243 454.800 999.00 Elevated
1. The stations can be divided into public and non-public areas (those
areas where access is restricted).The public areas can be further
subdivided into paid and unpaid areas.
2. The platform level has adequate assembly space for passengers for both
normal operating conditions and a recognized abnormal scenario.
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allowing 3.5 m for the concourse height, about 1 m for concourse floor
and 1.5 m for structure of tracks above the concourse. Further, the
platforms are 1.09 m above the tracks. This would make the rail level in
an elevated situation at least 13.5m above ground.
7. Sufficient space for queuing and passenger flow has been allowed at the
ticketing gates.
10. The DG set, bore well pump houses and ground tank would be located
generally in one area on ground.
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Since the stations are in the middle of the road, minimum vertical
clearance of 5.5 m has been provided under the concourse. Platforms
are at a level of about 13.5 m from the road.
Platform roofs, that can invariably make a structure look heavy, have
been proposed to be of steel frame with aluminum cladding to achieve a
light look. Platforms would be protected from the elements by providing
an overhang of the roof and sidewalls would be avoided, thereby
enhancing the transparent character of the station building. In order to
allow unhindered traffic movement below the stations. Structure is
supported on a central row of columns, which lies unobtrusively on the
central verge.
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(one each from either side of the road). Two emergency staircases are
also being planned in the traffic islands. Other above ground structures is
suitably located near the station.
Table 5.14
STATION ACCOMMODATION
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5.10.1 Concourse
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Ticketing gates’ requirement has been calculated taking the gate capacity as
30 persons per minute per gate. Passenger forecast for the horizon year 2031
has been used to compute the maximum design capacity. At least two
ticketing gates shall be provided at any station even if the design requirement
is satisfied with only one gate. Uniform space has been provided in all stations
where gates can be installed as and when required.
5.10.4 Platforms
Provision has been made for escalators in the paid area i.e. from concourse
to platforms. On each platform, one escalator has been proposed. In addition,
two staircases with a combined width of 6 m are provided on each platform
connecting to the concourse. These stairs and escalator together provide an
escape capacity adequate to evacuate maximum accumulated passengers in
emergency from platforms to concourse in 5.5 minutes. Lifts have been provided
one each on either platform, to provide access for elderly and disabled.
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Since the rise to road from the concourse is about 8m, it is proposed to provide
lifts in addition to stairs for vertical movement of passengers from street to
concourse.
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travelled by commuters before and after using the MRTS. In doing so, feeder
buses being planned as part of the project as well as interchange with
railways has been considered. In case at a particular station, suitable land is
not available, effort has been made to provide equivalent space on the
adjacent stations, assuming that park and ride commuters will shift to which
ever station such a facility is available.
5.12 CIVIL STRUCTURES
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Utility Diversion:
It is suggested that all utilities falling within excavation area are diverted away
in advance to avoid damage to such utilities during the excavation/
construction phase. The cross utilities, however has to be kept supported. It is
suggested that pressure water pipelines crossing the proposed cut area are
provided with valves on both sides of the cut so that the cut area can be
isolated in case of any leakage to the pipeline to avoid flooding of the
cut/damage to the works.
Support Walls:
Most commonly used support wall is RCC Diaphragm Wall. The advantage of
diaphragm wall is that the same can be used as part of permanent structure.
The modern techniques are now available where water-stop can be inserted
at the joints of two diaphragm wall panels to avoid seepage through the joints.
It is also now possible to ensure the verticality of the diaphragm wall panels to
avoid any infringement problem later on. Typically the diaphragm wall of 80
cm to 1 meter thickness is sufficient to do the cut and cover construction. The
various advantages of diaphragm wall are as follows.
(a) It is rigid type of support system and therefore ensures the maximum
safety against settlement to the adjacent structures.
The other support walls which can be used depending on the site conditions
are as follows:
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(a) Sheet Piles : ‘Z’/ ‘U’ sheet piles cane be used as temporary support wall.
This can be advantageous where it is possible to re-use the sheet pile
again and again and therefore, economy can be achieved However the
main concern remains, driving of sheet piles causes vibrations/noise to the
adjacent buildings. This may sometimes lead to damage to the building
and most of the time causes inconvenience to the occupants of the
building. Situation becomes more critical if sensitive buildings are adjacent
to the alignment like hospitals, schools, laboratories, etc. Silent pile driving
equipments however are now available and can be used where such
problems are anticipated.
(b) Retaining Casing Piles: This is suitable for situation where the cut and
cover is to be done in partly soil and partly rock. The top soil retaining
structure can be done with the help of Casing pile which is then grouted
with cement slurry. This is considered suitable in case of shallow level,
non-uniform, uneven nature of rock head surface which render the
construction of sheet piles/diaphragm wall impracticable. These are
suitable up to 7-meter depth. The common diameter used for such casing
pile is 2.00-2.50 m dia.
(c) Soldier Piles and Lagging: Steel piles (H Section or I section) are driven
into the ground at suitable interval (normally 1-1.5 m) centre-to-centre
depending on the section and depth of excavation. The gap between two
piles is covered with suitable lagging of timber planks/shot-creting /steel
sheets/GI sheets during the process of excavation.
(d) Secant Piles: are cast-in-situ bored piles constructed contiguously to each
other so that it forms a rigid continuous wall. This is considered an
alternative to diaphragm wall where due to soil conditions it is not
advisable to construct diaphragm wall from the consideration of settlement
during the trenching operation. 800 to 1000 mm dia piles are commonly
used. Two alternate soft piles are driven and cast in such a way that the
new pile partly cuts into earlier constructed piles. This new pile is
constructed with suitable reinforcement. With this, alternate soft and hard
pile is constructed. This has got all the advantages of diaphragm wall.
However, this wall cannot be used as part of permanent structure and
permanent structure has to be constructed in- side of this temporary wall.
Anchors:
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 25/46
CHAPTER 5 - CIVIL ENGINEERING
Choice of Superstructure
The choice of superstructure has to be made keeping in view the ease of
constructability and the maximum standardization of the formwork for a wide
span ranges.
The segmental construction has been chosen mainly due to the following
advantages:
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CHAPTER 5 - CIVIL ENGINEERING
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 27/46
CHAPTER 5 - CIVIL ENGINEERING
• The elimination of the epoxy from the match-cast joints reduces costs
and increases speed of construction further.
• Facility for inspection and monitoring of tendons during the entire service
life of the structure.
(iii) At X-over locations the girders are to be connected at slab level hence
changing of bearing at later stage becomes very difficult.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 28/46
CHAPTER 5 - CIVIL ENGINEERING
Casting of Segments
For viaducts segmental pre-cast construction requires a casting yard. The
construction depot will have facilities for casting beds, curing and stacking
area, batching plant with storage facilities for aggregates and cement, site
testing laboratories, reinforcement steel yard and fabrication yard etc. An area
of about 2.5 Ha. To 3.0 Ha. is required for each construction depot.
For casting of segments both long line and short line method can be adopted.
However the long line method is more suitable for spans curved in plan while
short line method is good for straight spans. A high degree of accuracy is
required for setting out the curves on long line method for which pre
calculation of offsets is necessary. Match casting of segments is required in
either method. The cast segments are cured on the bed as well as in stacking
yard. Ends of the segments are to be made rough through sand blasting so
that gluing of segments can be effective.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 29/46
CHAPTER 5 - CIVIL ENGINEERING
Launching Scheme
Superstructure
Normally the Box Girder having a soffit width of about 4.0 m (approx)
accommodates the two tracks situated at 4.2m center to center (c/c). The
Box Girder superstructure for almost all the simply supported standard spans
will be constructed by precast pre-stressed segmental construction with epoxy
bonded joints.
The pier segment will be finalized based on simply supported span of 31.0m
and the same will be also kept for all simply supported standard span.
For major crossing having spans greater than 31.0m, special continuous units
normally of 3 span construction or steel girders have been envisaged.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 30/46
CHAPTER 5 - CIVIL ENGINEERING
All these continuous units (in case provided at obligatory location) will be
constructed by cast-in-situ balanced cantilever construction technique.
Substructure
At this preliminary design stage, the size of pier is found to be limited to 1.8m
to 2.0 m diameter of circular shape for most of its height so that it occupies
the minimum space at ground level where the alignment often follows the
central verge of existing roads.
To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier
of 1.0 m height above existing road level has been provided all around the
pier. A gap of 25 mm has also been provided in between the crash barrier
and outer face of pier. The shape of upper part of pier has been so
dimensioned that a required clearance of 5.5 m is always available on road
side beyond vertical plane drawn on outer face of crash barrier. In such a
situation, the minimum height of rail above the existing road is 8.4 m.
The orientation and dimensions of the piers for the continuous units or steel
girder (simply supported span) have to be carefully selected to ensure
minimum occupation at ground level traffic. Since the vertical and horizontal
loads will vary from pier to pier, this will be catered to by selecting the
appropriate structural dimensions.
Foundation Recommendation
Substratum consists of top 1 meter as filled up soil followed by sand, silty
sand, silty sand mixed with gravel up to 25 meter depth. From Ajmer Puliya to
Government Hostel weathered/hard rock beyond 12 meter depth was met.
Pile foundations have been recommended for the foundations as per the
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 31/46
CHAPTER 5 - CIVIL ENGINEERING
Box girder segments shall be match cast at the casting yard before being
transported to location and erected in position. Post-tensioned cables shall
be threaded in-situ and tensioned from one end. It is emphasized that for
precast segmental construction only one-end pre-stressing shall be used.
The pre-stressing steel and pre-stressing system steel accessories shall be
subjected to an acceptance test prior to their actual use on the works. The
tests for the system shall be as per FIP Recommendations as stipulated in the
special specifications. Only multi-strand jacks shall be used for tensioning of
cables. Direct and indirect force measurement device (e.g. Pressure Gauge)
shall be attached in consultation with system manufacturer.
The Contractor shall be responsible for the proper handling, lifting, storing,
transporting and erection of all segments so that they may be placed in the
structure without damage. Segments shall be maintained in an upright
position at all times and shall be stored, lifted and/or moved in a manner to
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 32/46
CHAPTER 5 - CIVIL ENGINEERING
prevent torsion and other undue stress. Members shall be lifted, hoisted or
stored with lifting devices approved on the shop drawings.
The purpose of the epoxy joint, which is about 1mm on each mating surface,
shall be to serve as lubricant during segment positioning, to provide
waterproofing of the joints for durability in service conditions and to provide a
seal to avoid cross-over of grout during grouting of one cable into other ducts.
The temporary compressive stress during the curing period shall be applied
by approved external temporary bar pre-stressing (such as Macalloy or
Diwidag bar systems or approved equivalent).
Sub-structure for the station portion will also be similar to that of viaduct and
will be carried out in the same manner. However, there will be single viaduct
column in the station area, which will be located on the median and
supporting the concourse girders by a cantilever arm so as to eliminate the
columns on right of way.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 33/46
CHAPTER 5 - CIVIL ENGINEERING
i) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals - M -45
- M -60
vi) Other miscellaneous structure - M -30
ii) Reservation of land along the corridor, identification and survey for
acquisition.
The JMRC has to take action for appointment of consultant for Project
Management and proof checking including preparation of tender documents.
Simultaneously, action is also to be taken for detailed design for structures for
elevated corridors.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 34/46
CHAPTER 5 - CIVIL ENGINEERING
Core drilling was carried out by using rotary type of boring machine with
diamond bits of NX size. Casing of 100/150 mm dia. was advanced up to the
firm strata as per IS1892 (1979).The description of bore logs for bore holes
drilled as per IS -5313. The bore logs are as under:
Table: 5.15
Borehole Details
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 35/46
CHAPTER 5 - CIVIL ENGINEERING
The Grain Size Analysis of different samples collected from boreholes were
done as per IS: 2720(part IV).
Atterberg’s Limits
The liquid limit and plastic limit were conducted as per IS: 2720(part V) on soil
samples.
The Undisturbed Soil Samples were tested for field density and moisture
content as per IS: 2720(part II).
Specific Gravity
The soil samples were tested for specific gravity as per IS: 2720(part III).
The undisturbed soil samples were tested for direct shear tests.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 36/46
CHAPTER 5 - CIVIL ENGINEERING
Chemical analysis of soil samples were conducted for PH, Sulphates (ppm)
and for Chloride (ppm).
Chemical analysis of soil samples were conducted for PH, Sulphates (ppm)
and for Chloride (ppm).
Rock samples were collected from the bore holes and tested for water
absorption, porosity, dry density and compressed strength (kg/cm 2).
5.18 RECOMMENDATIONS
The top soil is generally silty sand with gravels having variable thickness.
Weathered/hard rock at depth of 13 meter was met near Ajmer Puilya on East-
West Corridor.
The rock is metamorphic type quartz
Sub soli/ Rock Profile:
Profile was drawn for each bore hole covered in the scope of geotechnical
investigation.
Based on sub soil profile pile foundation have been considered for piers.
Foundation in soil:
A foundation must have an adequate depth to avoid adverse environmental
influence.
Allowable Bearing pressure:
Considering the proposed structure and taking in to account "N" values are
allowable settlement of 25 mm has been adopted.
5.19.1 Introduction
Besides the details of various aspects e.g. transport demand analysis, route
alignment, station locations, system design, viaduct structure, geo-technical
investigations etc. as brought out in previous chapters, there are a number of
other engineering issues, which are required to be considered in sufficient
details before really deciding on taking up any infrastructure project of such
magnitude. Accordingly, following engineering items have been studied and
described in this chapter:
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CHAPTER 5 - CIVIL ENGINEERING
Large number of sub-surface, surface and over head utility services viz. sewers,
water mains, storm water drains, telephone cables, OH electrical transmission lines,
electric poles, traffic signals, etc. are existing along the proposed alignment. These
utility services are essential and have to be maintained in working order during
different stages of construction, by temporary/permanent diversions or by supporting
in position. Since these may affect construction and project implementation time
schedule/costs, for which necessary planning/action needs to be initiated in advance.
Organizations / Departments with concerned utility services in Jaipur are mentioned
in Table 5.16.
Table 5.16
UTILITY RESPONSIBILITY DEPARTMENTS
S ORGANIZATION/ UTILITY SERVICES
No DEPARTMENT
1. Jaipur Nagar Nigam Jaipur Surface water drains, nallahs, Sewerage and
Development Authority drainage conduits, sewerage treatment plants,
pumping stations,
2 PHED Jaipur Water mains and their service lines, including
hydrants, water treatment plants, pumping
stations, Gardens etc.
3 Public Works Deptt. (PWD) and Road construction & maintenance of State
JDA Jaipur highways, Municipals Roads etc.
4 Bharat Sanchar Nigam Ltd. Telecommunication cables, junction boxes,
(BSNL) Airtel, Tata Indicom, telephone posts, O.H. lines, etc.
Reliance, MTS, Vodaphone.
5 Jaipur Traffic Police Traffic signal posts, junction boxes and cable
connections, etc.
6 District Revenue Office Land Development & Housing etc.
7 Railway Railway crossings, signals, railway bridges, etc.
8 RVVNL Jaipur OH & Under Ground Electric cables and Electric
poles
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 38/46
CHAPTER 5 - CIVIL ENGINEERING
The sewer/drainage lines generally exist in the service lanes i.e. away from
main carriageway. However, in certain stretches, these have come near the
central verge or under main carriageway, as a result of subsequent road
widening. The major sewer/drainage lines and water mains running across the
alignment and likely to be affected due to location of column foundations are
proposed to be taken care of by relocating on column supports of viaduct by
change in span or by suitably adjusting the layout of pile foundations. Where,
this is not feasible, lines will be suitably diverted. Provision has been made in
the project cost estimate towards diversion of utility service lines.
Investigations of underground utilities are in progress and details would be
furnished during construction stage.
Above ground utilities namely street light, poles, traffic signal posts,
telecommunication posts, junction boxes, trees etc, are also required to be
shifted and relocated suitably during construction of elevated viaduct. Since
these will be interfering with the proposed alignment. Approximate numbers of
affected lamp/telecom elect. Posts & boxes are indicated in Table 5.17:
Table 5.17
AFFECTED ABOVE GROUND SERVICES
Section LP/EP TSP TP DP HT TR CD Remarks
One 11 KV line is crossing
N-S
1168 530 165 0 0 601 0 between Sanganer & Haldi Ghati
Corridor
Gate stations
Availability of land is one of the major prerequisites for a project in cities like
Jaipur. As the Metro alignment has to be planned on set standards and
parameters, it becomes difficult to follow the road alignment. Apart from
alignment the various structures like stations, parking facilities, traction sub
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 39/46
CHAPTER 5 - CIVIL ENGINEERING
stations, communication towers, etc. require large plots of land. The land
being scare, costly and acquisition being complex process, the alignment is
so planned that barest minimum land acquisition is involved. Land is mainly
required for,
For elevated section, single pier supporting the viaduct will be located on the
middle of road so that the existing roads remain in use as usual. Accordingly,
necessary permission for using such right-of-way will have to be obtained
from the concerned authorities. Elevated stations are generally proposed with
elevated concourse so that land is required only for locating the entry/exit
structures. Traffic integration facilities are provided wherever the same are
required.
The normal viaduct structure of elevated Metro is about 10 m (edge to edge)
wide. Ideally the required right of way is 10m. However, for reasons of safety
a clean marginal distance / setback of about 5 m is necessary from either
edge of the viaduct (or 10 m on both sides of the center line) wherein no
structures are to be located. In stretches, where the elevated alignment has to
be located away from road, a strip of 17m width (with consideration of 3.5m
clearance on either side to reduce land width), is proposed for acquisition, it
ensures road access and working space all along the viaduct for working of
emergency equipments and fire brigade.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 40/46
CHAPTER 5 - CIVIL ENGINEERING
underground stretch are planned with island platforms Pani petch on north-
south corridor.
Switch Over Ramps are required for transition from the underground to
elevated section. The ramp covers a stretch at ground for the whole width of
structure for two tracks (about 11 m including the protection works). The
length of ramp above ground depends on the existing ground slope and the
gradient provided on Metro alignment (normally 3% to 4%). Thus the ramp is
to be located in an area where sufficient road width is available or in an open
area.
Provision of land for Traffic Integration has been made on those stations only,
where space is available. It is proposed to provide traffic integration facilities
at all the following Metro stations. Land for these facilities has been identified
and is given in Table 5.18: Land plans for stations of N-S Corridor are given
in figure 5.10/1 to 5.10/20.Table 5.18
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 41/46
CHAPTER 5 - CIVIL ENGINEERING
Table: 5.18
LAND FOR STATIONS & TRAFFIC INTEGRATION
OWNERSHI
PLOT NO. AREA(m2) TYPE OF PROPERTY PURPOSE
P
Corridor 1 : North - South corridor
Sitapra Industrial Area 8390.00 Shops & Open ENTRY/EXITU/W TANK+ GEN ROOM Private/Govt
Pratap Nagar 6875.40 Shops & Open ENTRY/EXITU/W TANK+ GEN ROOM Private/Govt
Haldi Ghati Gate 6294.10 OPEN ENTRY/EXITU/W TANK+ GEN ROOM Private
Sanganer 1689.40 FACTORY ENTRY/EXITU/W TANK+ GEN ROOM Private
Laxmi Nagar 1653.20 RESI+OPEN ENTRY/EXITU/W TANK+ GEN ROOM Private
Durgapura 1664.90 PARKING & Open ENTRY/EXITU/W TANK+ GEN ROOM Private
Mahavir Nagar 1653.20 Shops & Open ENTRY/EXITU/W TANK+ GEN ROOM Private
Gopalpura 1623.50 Shop & P.Pump & Open & Shop ENTRY/EXITU/W TANK+ GEN ROOM Private
Dev Nagar 1462.20 Resi&Shop&Open ENTRY/EXITU/W TANK+ GEN ROOM Private
Tonk Phatak 6785.50 PARKING & Open&Shop ENTRY/EXITU/W TANK+ GEN ROOM Private
Gandhi Nagar Mode 7069.00 Open&Shop ENTRY/EXITU/W TANK+ GEN ROOM Private
Sawai Mansingh Stadium 1653.20 Open&Shop ENTRY/EXITU/W TANK+ GEN ROOM Private
Narayan Singh Circle 1217.40 OPEN ENTRY/EXITU/W TANK+ GEN ROOM Private
SMS Hospital 1633.00 Resi&Shop&Open&Park ENTRY/EXITU/W TANK+ GEN ROOM Private
Ajmeri Gate 5270.00 open ENTRY/EXITU/W TANK+ GEN ROOM Govt
Govt. Hostel 5270.00 Open ENTRY/EXITU/W TANK+ GEN ROOM Govt
Sindhi Camp 5270.00 Open/shops ENTRY/EXITU/W TANK+ GEN ROOM Govt/Private
Subhash Nagar 5270.00 RESIDENTAL/Shops ENTRY/EXITU/W TANK+ GEN ROOM Private
Panipech 1653.20 Open&Shop&Resi ENTRY/EXITU/W TANK+ GEN ROOM Private
Ambabadi 1652.20 OPEN/shops ENTRY/EXITU/W TANK+ GEN ROOM Private
TOTAL 74049.40
The details of land requirement for depot are given in Table 5.19.
Table 5.19
Land requirement for Depots
SN Plot No. Location Land Area (Ha) Ownership
1. 1 Bambala Nala 27.00 Private
Total 27.00
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 42/46
CHAPTER 5 - CIVIL ENGINEERING
Table 5.20
Land Requirement for RSS/TSS
Corridor Location Land Area (Ha) Ownership
Bambala Nala 0.80 Government
North-South
SMS Stadium 0.80 Government
Total 1.6
To the extent possible the Entry and Exit points of stations (underground and
elevated) were planned on the foot paths wherever possible. But, for locating
other station facilities such as chiller plants, ventilation shafts, underground
water tanks, generator set room etc. and where entry & exit could not be
accommodated on foot paths, land acquisition is proposed. The land required
for alignment planning is given in table 5.21.
Table 5.21
Land Requirement Running Section
North - South Corridor
1 1RS1 SMS Hospital-Ajmeri Gate Maharaja College 2771.00 Open space Government
2 1RS2 SMS Hospital-Ajmeri Gate Ladies Club 88.74 Builtup Government
3 1RS3 SMS Hospital-Ajmeri Gate Ram Niwas Bag 2811.80 Open Government
4 1RS4 Pani Petch - Ambabari PHED 2720.00 Builtup Government
5 1RS5 Pani Petch - Ambabari Pani Petch 510.00 Builtup Private
6 1RS6 Pani Petch - Ambabari Pani Petch 731.00 Builtup Private
Total 9632.54
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 43/46
CHAPTER 5 - CIVIL ENGINEERING
This land will be acquired on temporary basis during construction period. The
detail of land requirement for depot is given in Table 5.22.
Table 5.22
Land Requirement on Temporary Basis for Construction Depot
S. Package Package Land
Location Ownership
No. No. Details Area(Ha)
N-S CORRIDOR
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 44/46
CHAPTER 5 - CIVIL ENGINEERING
Property development and its transfer can be under taken by MRTS either by
themselves or in collaboration with a builder/developer. Since it involves not
only heavy financial investment but also real estate expertise and risk, it is
considered better to undertake this activity in collaboration with some
established builder/developer of repute on pre-agreed terms regarding
individual responsibilities and various related financial aspects.
Table 5.23
Land identified for Property Development to support the Jaipur Metro both the
Phases
Land area
S. No. Location 2 Ownership
(m )
Land situated at Agriculture farm,
1 146880 Govt.
Durgapura
2 Land situated at Disawar, Mansarovar 22615 Govt.
3 Land of Vetenary hospital, New Colony 9660 Govt.
Land Situated at PWD Chowki Dev nagar,
4 5000 Govt.
Tonk Road
Land Situated at PWD Chowki Jawahar
5 2875 Govt.
nagar bye-pass Gandhi path Tiraha
RSRDC Land situated at Jawahar Nagar
6 8970 Govt.
bye-pass Hot Mix plant
Land of Marketing Board, lal Kothi Subzi
7 19505 Govt.
mandi
Land & Building at Sanjay Circle,
8 4700 Govt.
Chandpole Bazar
Total 220205
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 45/46
CHAPTER 5 - CIVIL ENGINEERING
Table 5.24
Summary of Permanent Land Requirement (Ha)
SN Description N-S Corridor
Govt. Private
1. Stations 1.054 6.3509
2. Running Section 0.839 0.124
3. RSS/TSS 1.6
4. Depots 27
Total 3.493 33.475
Total Land required for this corridor: 3.493 Ha (Govt.) + 33.475Ha (Pvt.) = 36.968Ha.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE II MARCH 2012 46/46
JAIPUR METRO RAIL PROJECT
FIG. :5.1
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CH:8057.500m
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A DELHI METRO RAIL CORPORATION LTD.
LEGEND IN
D.A
RE TITLE:-
Metro Bhawan, Fire Brigade Lane, Barakhamba Road, New Delhi-110001
ALIGNMENT PLAN
RA OF
CORRIDOR- I(SITAPURA IND.AREA tO AMBABADI) PU m JAIPUR METRO
TA 0
=23.099Km SI 0.00 APPROVED BY:- DESIGN BY:- DRAWN BY:-
:
CH S.D SHARMA R.G.SHARMA SUNIL DUTT
APP. DMRC/
APP. ALIGNMENT/JAIPUR/ 2011 1 -
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
TITLE:-
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
LAND PLAN OF
JAIPUR METRO (NORTH - SOUTH CORRIDOR)
15.04.2011 R0 NTS
DMRC/JP(NS)/LAND/2011 1 A3
Fig.No. 5.10/2
Pratap Nagar Station
Ch : 1515.1m
TITLE:-
15.04.2011 R0 NTS
DMRC/JP(NS)/LAND/2011 2 A3
TITLE:-
LAND PLAN OF
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
DMRC/JP(NS)/LAND/2011 3 A3
Fig.No. 5.10/4
Sanganer Station
Ch : 4840.2m
4
FACTORY
FACTORY
FACTORY
COPPR ET I V L A ND
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
TITLE:-
LAND PLAN OF
JAIPUR METRO (NORTH - SOUTH CORRIDOR)
CHECKED BY :- DESIGNED BY :- DRAWN BY :-
15.04.2011 R0 NTS
DMRC/JP(NS)/LAND/2011 4 A3
TITLE:-
LAND PLAN OF
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
DMRC/JP(NS)/LAND/2011 5 A3
TITLE:-
LAND PLAN OF
JAIPUR METRO (NORTH - SOUTH CORRIDOR)
CHECKED BY :- DESIGNED BY :- DRAWN BY :-
15.04.2011 R0 NTS
DMRC/JP(NS)/LAND/2011 6 A3
TITLE:-
LAND PLAN OF
JAIPUR METRO (NORTH - SOUTH CORRIDOR)
CHECKED BY :- DESIGNED BY :- DRAWN BY :-
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
DMRC/JP(NS)/LAND/2011 7 A3
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
DMRC/JP(NS)/LAND/2011 8 A3
Fig.No. 5.10/9
Dev Nagar Station
Ch :11447.1m
9
TITLE:-
LAND PLAN OF
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
DMRC/JP(NS)/LAND/2011 9 A3
Fig.No. 5.10/10
= 98458.807
X Ordinate 95114.995
=
Y Ordinate 16.2414
=
Bearing In 21.1459
Tonk Phatak Station =
Bearing Out 4.5045
=
Ch :12455.6m Intersection Angle 2002.100
=
Radius 149.330
=
PARKING
Arc Length 20.000
10 =
Transition In 20.000
=
Transition Out 94.716
=
Tangent Length In 94.716
=
Tangent Length Out
4.2
MH
TITLE:-
LAND PLAN OF
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
DMRC/JP(NS)/LAND/2011 10 A3
Fig.No. 5.10/11
X Ordinate
Y Ordinate = 98773.1
Gandhi Nagar Mode Station = 95939.4
Bearing In
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4.2
DELHI METRO RAIL CORPORATION LTD.
METRO BHAWAN, FIRE BRIDGE LANE, BARAKHAMBA ROAD, NEW DELHI-110001
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
TITLE:-
LAND PLAN OF
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DMRC/JP(NS)/LAND/2011 11 A3
Fig.No. 5.10/12
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PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
15.04.2011 R0 NTS
DMRC/JP(NS)/LAND/2011 13 A3
Fig.No. 5.10/14
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PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
15.04.2011 R0 NTS
DMRC/JP(NS)/LAND/2011 14 A3
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DELHI METRO RAIL CORPORATION LTD.
METRO BHAWAN, FIRE BRIDGE LANE, BARAKHAMBA ROAD, NEW DELHI-110001
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
TITLE:-
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DMRC/JP(NS)/LAND/2011 16 A3
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TITLE:-
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LAND PLAN OF
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
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PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
TITLE:-
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JAIPUR METRO (NORTH - SOUTH CORRIDOR)
CHECKED BY :- DESIGNED BY :- DRAWN BY :-
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
DMRC/JP(NS)/LAND/2011 18 A3
Fig.No. 5.10/19
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Ch : 20926.3m
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PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
TITLE:-
LAND PLAN OF
JAIPUR METRO (NORTH - SOUTH CORRIDOR)
CHECKED BY :- DESIGNED BY :- DRAWN BY :-
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DMRC/JP(NS)/LAND/2011 19 A3
Fig.No. 5.10/20
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Ch :22243.7m
PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT
15.04.2011 R0 NTS
DRAWING NO.:- SHEET NO. SHEET SIZE
DMRC/JP(NS)/LAND/2011 20 A3
CHAPTER 6
The underlying operation philosophy is to make the MRT System more attractive and
economical, the main features being:
Selecting the most optimum frequency of Train services to meet sectional capacity
requirement during peak hours on most of the sections.
Economical & optimum train service frequency not only during peak period, but also
during off-peak period.
A short train consists of 4 coaches with high frequency service which can be
increased to 6 Coaches to meet future requirements.
Multi-tasking of train operation and maintenance staff.
6.2 Stations
List of stations for the N-S Corridor of Jaipur Metro are given below:
NORTH-SOUTH CORRIDOR
S. Name of Stations Change (in Inter – Station Remarks
No m) Distance (in km)
Dead End -450.000 Start of alignment
1 Sitapura Industrial Area 0.000 450.000 Elevated
2 Pratap Nagar 1515.100 1515.100 Elevated
Haldi Ghati Gate 2461.500 946.400 Elevated
3
Sanganer 4840.200 2378.700 Elevated
4
Laxmi Nagar 7204.800 2364.600 Elevated
5
Durgapura 8057.500 852.700 Elevated
6
Mahavir Nagar 9458.800 1401.300 Elevated
7
Gopalpura 10661.200 1202.400 Elevated
8
Dev Nagar 11447.100 785.900 Elevated
9
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 1/15
CHAPTER 6 – TRAIN OPERATION PLAN
NORTH-SOUTH CORRIDOR
S. Name of Stations Change (in Inter – Station Remarks
No m) Distance (in km)
10 Tonk Phatak 12455.600 1008.500 Elevated
Peak hour peak direction traffic demands (PHPDT) for the Jaipur Metro North-South
Corridor for the year 2014, 2021 and 2031 for the purpose of planning are indicated in
Attachment I/A1, B1 & C1.
To meet the above projected traffic demand, the possibility of running trains with
composition of 4 Car trains with different headways has been examined.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 2/15
CHAPTER 6 – TRAIN OPERATION PLAN
The basic details of train configuration selected for the Jaipur Metro Corridors are as
under:
Composition
DTC : Driving Trailer Car
MC : Motor Car
TC : Trailer Car
4 Car Train Composition : DTC + MC + MC+ DTC
Extendable to 6 car Train Composition : DTC + MC + TC + MC + MC+ DTC
Capacity
DTC : 247 Passengers (Sitting-43, Crush Standing-204)
TC/MC : 270 Passengers (Sitting-50, Crush Standing-220)
4 Car Train: 1034 Passengers (Sitting-186, Crush Standing-848)
6 Car Train: 1574 Passengers (Sitting-286, Crush Standing-1288)
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 3/15
CHAPTER 6 – TRAIN OPERATION PLAN
In case of any mismatch in the capacity provided and the actual traffic, the
capacity can be moderated suitably by either varying the rake composition or
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 4/15
CHAPTER 6 – TRAIN OPERATION PLAN
adjusting the Headway. The above Train Operation Plan is based on calculations
on the basis of available traffic data.
The PHPDT capacity provided on the N-S corridor in different years of operation
is tabulated below:
Cars/trains 4 4 4
Head way (Minutes) 5 3.5 3
Max. PHPDT Demand 12901 18683 22428
PHPDT Capacity Available 12408 17726 20680
(15792*) (22560*) (26320*)
Note:- Train operation plan taken as in 2014 will hold good for this phase in 2017.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 5/15
CHAPTER 6 – TRAIN OPERATION PLAN
Train frequency
The train operation for N-S Corridor provides for the following train frequency:
No services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.
The hourly distribution of daily transport capacity is presented in Table 1.1, 1.2 & 1.3 for
years 2014, 2021 & 2031 for North – South corridor and enclosed as Attachment II.
Number of train trips per direction per day for N-S Corridor is worked out as 150 in the
year 2014, 193 & 178 in the year 2021 and 216 & 240 in the year 2031 respectively.
The directional splits for North – South corridor is presented in Table 2.1 and 2.2
enclosed as Attachment III.
Based on above planning, after considering maintenance period and assuming 340
days in service in a year, Vehicle Kilometers for Jaipur Metro North – South corridor is
given in Table 3.1 and 3.2 enclosed as Attachment IV.
Based on Train formation and headway as decided above to meet Peak Hour Peak
Direction Traffic Demand, Rake requirement has been calculated and enclosed as
Attachment V & has been tabulated below:
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 6/15
CHAPTER 6 – TRAIN OPERATION PLAN
Assumptions -
(i) Train Composition planned as under
4 Car Train Composition : DTC-MC-MC-DTC
Train Carrying Capacity of 4 Car Train: 1034 passengers
Extendable to 6 car Train Composition : DTC + MC + TC + MC + MC+ DTC
Train Carrying Capacity of 6 Car Train: 1574 passengers
(ii) Coach requirement has been calculated based on headway during peak hours.
(iii) Traffic reserve is taken as one train per section to cater to failure of train on line
and to make up for operational time lost.
(iv) Repair and maintenance reserve has been estimated as 8 % of total requirement
(Bare +Traffic Reserve).
(v) The calculated number of rakes in fraction is rounded off to next higher number.
(vi) Schedule speed is taken as:
North – South Corridor: 33kmph
(vii) Total Turn round time is taken as 6 min at terminal stations.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 7/15
CHAPTER 6 – TRAIN OPERATION PLAN
`
Attachment - I/A1
PHPDT Demand and Capacity Chart
Corridor I : North - South Corridor
Year: 2014
No. of Cars per Train: 4
Passenger Capacity @ 6 persons/sqm of a 4-Car Train: 1034
Passenger Capacity @ 8 persons/sqm of a 4-Car Train: 1316
Headway (min) 5
Train carrying Train carrying
Traffic Demand capacity @ capacity @
S.N FROM TO
in PHPDT 6p/sqm of 8p/sqm of
standee area standee area
1 Sitapura Indl. Area Pratap Nagar 920 12408 15792
2 Pratap Nagar Haldi Ghati Area 1951 12408 15792
3 Haldi Ghati Area Sanganer 2428 12408 15792
4 Sanganer Laxmi Nagar 6722 12408 15792
5 Laxmi Nagar Durgapura 8216 12408 15792
6 Durgapura Mahavir Nagar 9770 12408 15792
7 Mahavir Nagar Gopalpura 10615 12408 15792
8 Gopalpura Dev Nagar 11467 12408 15792
9 Dev Nagar Tonk Phatak 11600 12408 15792
10 Tonk Phatak Gandhi Nagar Mode 11245 12408 15792
11 Gandhi Nagar Mode Sawai Mansingh Stadium 10881 12408 15792
12 Sawai Mansingh Stadium Narayan Singh Circle 10492 12408 15792
13 Narayan Singh Circle SMS Hospital 10086 12408 15792
14 SMS Hospital Ajmeri Gate 12901 12408 15792
15 Ajmeri Gate Government Hostel 12876 12408 15792
16 Government Hostel Sindhi Camp 12057 12408 15792
17 Sindhi Camp Subhash Nagar 8306 12408 15792
18 Subhash Nagar Panipech 6359 12408 15792
19 Panipech Ambabari 5010 12408 15792
18000
16000
14000
12000
10000
PHPDT
8000
6000
4000
2000
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DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 8/15
CHAPTER 6 – TRAIN OPERATION PLAN
Attachment - I/B1
PHPDT Demand and Capacity Chart
Corridor I : North - South Corridor
Year: 2021
No. of Cars per Train: 4
Passenger Capacity @ 6 persons/sqm of a 4-Car Train: 1034
Passenger Capacity @ 8 persons/sqm of a 4-Car Train: 1316
Headway (min) 3.5
Train carrying Train carrying
Traffic Demand capacity @ capacity @
S.N FROM TO
in PHPDT 6p/sqm of 8p/sqm of
standee area standee area
1 Sitapura Indl. Area Pratap Nagar 1350 17726 22560
2 Pratap Nagar Haldi Ghati Area 2949 17726 22560
3 Haldi Ghati Area Sanganer 4292 17726 22560
4 Sanganer Laxmi Nagar 9705 17726 22560
5 Laxmi Nagar Durgapura 12500 17726 22560
6 Durgapura Mahavir Nagar 14598 17726 22560
7 Mahavir Nagar Gopalpura 15340 17726 22560
8 Gopalpura Dev Nagar 15989 17726 22560
9 Dev Nagar Tonk Phatak 16221 17726 22560
10 Tonk Phatak Gandhi Nagar Mode 15739 17726 22560
11 Gandhi Nagar Mode Sawai Mansingh Stadium 15239 17726 22560
12 Sawai Mansingh Stadium Narayan Singh Circle 14724 17726 22560
13 Narayan Singh Circle SMS Hospital 14416 17726 22560
14 SMS Hospital Ajmeri Gate 18654 17726 22560
15 Ajmeri Gate Government Hostel 18683 17726 22560
16 Government Hostel Sindhi Camp 17779 17726 22560
17 Sindhi Camp Subhash Nagar 13927 17726 22560
18 Subhash Nagar Panipech 11857 17726 22560
19 Panipech Ambabari 10270 17726 22560
0.79%
Traffic Demand in PHPDT
25000
20000
15000
PHPDT
10000
5000
0
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DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 9/15
CHAPTER 6 – TRAIN OPERATION PLAN
Attachment - I/C1
PHPDT Demand and Capacity Chart
Corridor I : North - South Corridor
Year: 2031
No. of Cars per Train: 4
Passenger Capacity @ 6 persons/sqm of a 4-Car Train: 1034
Passenger Capacity @ 8 persons/sqm of a 4-Car Train: 1316
Headway (min) 3
Train carrying Train carrying
Traffic Demand capacity @ capacity @
S.N FROM TO
in PHPDT 6p/sqm of 8p/sqm of
standee area standee area
1 Sitapura Indl. Area Pratap Nagar 2248 20680 26320
2 Pratap Nagar Haldi Ghati Area 4202 20680 26320
3 Haldi Ghati Area Sanganer 6059 20680 26320
4 Sanganer Laxmi Nagar 12114 20680 26320
5 Laxmi Nagar Durgapura 16833 20680 26320
6 Durgapura Mahavir Nagar 19766 20680 26320
7 Mahavir Nagar Gopalpura 20070 20680 26320
8 Gopalpura Dev Nagar 20395 20680 26320
9 Dev Nagar Tonk Phatak 20450 20680 26320
10 Tonk Phatak Gandhi Nagar Mode 19441 20680 26320
11 Gandhi Nagar Mode Sawai Mansingh Stadium 18630 20680 26320
12 Sawai Mansingh Stadium Narayan Singh Circle 18472 20680 26320
13 Narayan Singh Circle SMS Hospital 19171 20680 26320
14 SMS Hospital Ajmeri Gate 22426 20680 26320
15 Ajmeri Gate Government Hostel 22428 20680 26320
16 Government Hostel Sindhi Camp 20333 20680 26320
17 Sindhi Camp Subhash Nagar 16427 20680 26320
18 Subhash Nagar Panipech 13528 20680 26320
19 Panipech Ambabari 11329 20680 26320
1.15%
Traffic Demand in PHPDT
30000
25000
20000
PHPDT
15000
10000
5000
0
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DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 10/15
Attachment V
Rake Requirement
Section Distance (kms) Schedule Projected Max. PHPDT Headway Rake Requirement Total No of No. of No. of
Speed in kmph PHPDT Capacity (min) Bare Traffic R&M Rakes Cars per Cars
Demand Available Reserve rake
Corridor I : North - South
22.24 33.0 12901 12408 5 18 1 2 21 4 84
Corridor
Total Turn Round Time(min) 6
Section Distance (kms) Schedule Projected Max. PHPDT Headway Rake Requirement Total No of No. of No. of
Speed in kmph PHPDT Capacity (min) Bare Traffic R&M Rakes Cars per Cars
Demand Available Reserve rake
Corridor I : North - South
22.24 33.0 18683 17726 3.5 25 1 3 29 4 116
Corridor
Total Turn Round Time(min) 6
MARCH 2012
CHAPTER 6 – TRAIN OPERATION PLAN
11/15
CHAPTER 6 – TRAIN OPERATION PLAN
Attachment II
TABLE 1.1
Hourly Train Operation Plan for Corridor I : North - South Corridor
Year: 2014
Configuration: 4 Car
Headway(min): 5
Headway in No. of Trains per day
Time of Day
Minutes UP DN
5 to 6 12 5 5
6 to 7 10 6 6
7 to 8 8 8 7
8 to 9 5 12 12
9 to 10 5 12 12
10 to 11 5 12 12
11 to12 8 8 7
12 to 13 10 6 6
13 to 14 12 5 5
14 to 15 12 5 5
15 to 16 10 6 6
16 to 17 8 7 8
17 to 18 5 12 12
18 to 19 5 12 12
19 to 20 5 12 12
20 to 21 8 7 8
21 to 22 10 6 6
22 to 23 12 5 5
23 to 24 15 4 4
Total No. of train
trips per direction 150 150
per day
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 12/15
CHAPTER 6 – TRAIN OPERATION PLAN
TABLE 1.3
Hourly Train Operation Plan for Corridor I : North - South Corridor
Year: 2031
Configuration: 4 Car
Headway(min): 3
Headway in No. of Trains per day
Time of Day
Minutes UP DN
5 to 6 12 5 5
6 to 7 10 6 6
7 to 8 5 12 12
8 to 9 3 20 20
9 to 10 3 20 20
10 to 11 3 20 20
11 to12 5 12 12
12 to 13 10 6 6
13 to 14 12 5 5
14 to 15 12 5 5
15 to 16 10 6 6
16 to 17 5 12 12
17 to 18 3 20 20
18 to 19 3 20 20
19 to 20 3 20 20
20 to 21 5 12 12
21 to 22 10 6 6
22 to 23 12 5 5
23 to 24 15 4 4
Total No. of train
trips per direction 216 216
per day
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 13/15
CHAPTER 6 – TRAIN OPERATION PLAN
i) Corridor
North-South Corridor
ii) Route Length (Centre to Centre):
North-South Corridor: 22.244 km
iii) Number of Stations:
North-South Corridor: 20
iv) Average Interstation Distance:
North-South Corridor: 1.171 km
v) Gauge: 1435 mm
vi) Traction Power Supply
i) Voltage: 25 KV AC
ii) Current Collection: Overhead Current Collection system
vii) Rolling Stock:
i) Coach Size:
Particular Length* Width Height
Driving Trailer Car (DTC) 21.64m 2.9 m 3.9 m
Trailer Car (TC)/Motor Car (MC) 21.34 m 2.9 m 3.9 m
* Maximum length Coach over coupler/buffers = 22.6 m
iii) Weight:
PARTICULAR TARE PASSENGER GROSS
DTC 39 16.055 55.055
TC 39 17.55 56.55
MC 39 17.55 56.55
4-CAR 156 67.21 223.21
6-CAR 234 102.31 336.31
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 14/15
CHAPTER 6 – TRAIN OPERATION PLAN
xiii) All Infrastructure and maintenance facilities to be planned for 6-Car trains.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 15/15
CHAPTER 7
POWER SUPPLY ARRANGEMENTS
7.1 Power Requirements
Electricity is required for operation of Metro system for running of trains, station
services (e.g. lighting, lifts, escalators, signaling & telecom, fire fighting etc) and
workshops, depots & other maintenance infrastructure within premises of metro
system. The power requirements of a metro system are determined by peak-hour
demands of power for traction and auxiliary applications. Broad estimation of
auxiliary and traction power demand is made based on the following
requirements:-
(i) Specific energy consumption of rolling stock – 70KWh/1000 GTKM
(ii) Regeneration by rolling stock – 30%
(iii) Elevated station load – initially 200KW, which will increase to 300 KW in
the year 2031
(iv) Underground Station load – initially 2000 kW, which will increase to 2500
kW in the year 2031
(v) Depot auxiliary load - initially 1000KW, which will increase to 2000 KW in
the year 2031
Keeping in view of the train operation plan and demand of auxiliary and
traction power, power requirements projected for the year 2014, 2021 and 2031
are summarized in table 7.1 below:-
Table 7.1 Power Demand Estimation (MVA)
Year
Corridor 2014 2021 2031
Sitapura Indl.Area to Ambabari. Traction 7.8 11.2 13.4
[23.09 kms & 20 Stns. (5 U/G)]. Auxiliary 17.9 20.4 23.5
Total 25.7 31.6 36.9
REVISED DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 1/15
CHAPTER 7 – POWER SUPPLY ARRANGEMENTS
The proposed Section of the Jaipur metro system is being designed to cater to
about 27750 passengers per direction during peak hours when trains are
expected to run at 2.5 minutes intervals in 2031. Incidences of any power
interruption, apart from affecting train running, will cause congestion at stations.
Interruption of power at night is likely to cause alarm and increased risk to
traveling public. Lack of illumination at stations, non-visibility of appropriate
signages, disruption of operation of lifts and escalators is likely to cause
confusion, anxiety and ire in commuters, whose tolerance level are low on
account of stress. Effect on signal and communication may affect train operation
and passenger safety as well. Therefore, reliable and continuous power supply is
mandatory for efficient metro operations.
To ensure reliability of power supply, it is essential that both the sources of
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 220kV or 132kV from stable grid sub-stations and further
transmission & distribution is done by the Metro Authority itself.
The high voltage power supply network of Jaipur city has 220kV and
132kV network to cater to various types of demand in vicinity of the proposed
corridor. 220/132 kV sub stations are located to the alignment of Corridors.
Keeping in view the reliability requirements, two input sources of 132 kV Voltage
level are normally considered for each corridor. As per the sequence of
construction, the revenue operation of elevated sections of the two corridors will
begin before the Underground sections are completed. The intersection of the
two corridors will be at Sindhi Camp station (Underground station of Corridor – 1).
Therefore, to achieve the desired reliability, two Receiving Sub Stations (132 / 33
/ 25 kV) are proposed to be set up for N-S Corridor & E-W Corridor each. Based
on the discussions with Rajasthan Rajya Vidyut Prasaran Nigam Limited (RVPN),
it is proposed to avail power supply for traction as well as auxiliary services from
the following grid sub-stations at 132kV voltage through cable feeders.
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If the Jawahar circle GSS does not get commissioned by that time the 2X132
bays at mansarover GSS will be utilized with loop in loop out at RSS at
Mansarover and Durgapura. The final distribution of load amongst the sub station
will be decided depending upon the progress and requirements of construction.
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The 132 kV power supply will be stepped down to 25kV single phase for traction
purpose at the RSS of Jaipur Metro and the 25kV traction supply will be fed to the
OHE at viaduct through cable feeders. For feeding the auxiliary loads, the 132/33
kV power supply received will be stepped down to 33 kV or 33 kV supply will be
directly availed and will be distributed along the alignment through 33kV Ring
main cable network. These cables will be laid in dedicated ducts along the
viaduct tunnel walls. If one RSS trips on fault or input supply failure, train services
can be maintained from the other RSS. However, in case of total grid failure, all
trains may come to a halt but station lighting & other essential services can be
catered to by stand-by DG sets. Therefore, while the proposed scheme is
expected to ensure adequate reliability, it would cater to emergency situations as
well.
The 132kV cables will be laid through public pathways from Rajasthan Rajya
Vidyut Prasaran Nigam Limited (RVPN) Grid Sub-stations to RSS of Metro
Authority. For N-S corridor, RSS at Bambala Nala Depot and near Rambagh
circle shall be provided with 2nos. (one as standby) 132/25 kV, 15 MVA single-
phase traction Transformers for feeding Traction and 132/33 KV, 30 MVA three
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Definitive Design
25 KV ROCS Support
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CHAPTER 8 - VENTILATION AND AIR-CONDITIONING SYSTEM
CHAPTER 8
VENTILATION AND AIR-CONDITIONING SYSTEM
8.1 Introduction:
The MRTS alignment passes through the heart of the city. The underground
section of North-South corridor starts from Ajmeri Gate and passes through
Government Hostel, Sindhi Camp, Subhash Nagar and Pani Petch Metro
Stations. The inter-station distances vary from 849 meters to 1230 meters
while the underground section of East-West corridor starts from Badi Chopar
and passes through Chotti Chopar and Chand Pole Metro Stations. The inter-
station distances vary from 786 meters to 1221 meters.
The underground stations of the Metro Corridor are built in a confined space.
A large number of passengers occupy concourse halls and the platforms,
especially at the peak hours. The platform and concourse areas have a
limited access from outside and do not have natural ventilation. It is therefore,
essential to provide forced ventilation in the stations and inside the tunnel for
the purpose of:
- Supplying fresh air for the physiological needs of passengers and the
authority’s staff;
- Removing body heat, obnoxious odours and harmful gases like carbon
dioxide exhaled during breathing;
- Removing vapour and fumes from the battery and heat emitted by light
fittings, water coolers, Escalators, Fare Gates etc. working in the stations;
- Removing heat from air conditioning plant and sub-station and other
equipment, if provided inside the underground station.
The design weather data from the ASHRAE handbooks have been used to
arrive at the design criteria. For VAC system, it is suggested that 1% criteria
would be acceptable on techno economic reasons. The climate pattern in
Jaipur suggests that the summer and Monsoon season is generally between
March to September. During the October and February months the weather
generally has winter conditions
The temperature conditions of sub-soil play a vital role in the system design of
the underground stations. It is proposed that water table surrounding the
underground alignment shall be reviewed and is vital for facilitating adequate
heat exchange between the tunnel structures and soil. The sub soil
temperature of Jaipur is to be obtained/ measured.
With hot and humid ambient conditions of Jaipur during the summer and
monsoon months, it is essential to maintain appropriate conditions in the
underground stations in order to provide a ‘comfort-like’ and pollution-free
environment. The plant capacity and design of VAC system needs to be
optimized for the “Designed inside Conditions”.
The patrons will stay for much shorter durations in these underground
stations, the comfort of a person depends on rapidity of dissipation of his body
heat, which in turn depends on temperature, humidity and motion of air in
contact with the body. Body heat gets dissipated is given out by the process
of evaporation, convection and conduction. Evaporation prevails at high
temperature. Greater proportion of heat is dissipated by evaporation from the
skin, which gets promoted by low humidity of air. The movement of air
determines the rate of dissipation of body heat in the form of sensible and
latent heat.
There are different comfort indices recognized for this purpose ‘Effective
Temperature’ criterion was used in selecting the comfort conditions in earlier
metro systems, including the north-south section of Kolkata Metro) .In
‘Effective Temperature’ criterion, comfort is defined as the function of
temperature and the air velocity experienced by a person. More recently a
new index named RWI (Relative Warmth Index) has been adopted for metro
designs worldwide and in Delhi Metro. This index depends upon the transient
conditions of the metabolic rate and is evaluated based on the changes to the
surrounding ambience of a person in a short period of about 6 to 8 minutes. It
is assumed that during this period human body adjusts its metabolic activities.
Therefore in a subway system where the train headway is expected to be six
minutes or less, RWI is the preferred criterion.
Based on the above, the following VAC system design parameters are
assumed in the present report.
1% Criteria
From the experience of DMRC, it can be concluded that with open shaft
system the piston effects can be sufficient to maintain acceptable conditions
inside the tunnel, as long as the ambient DB temperature is below 330 C.
When the outside temperature is higher than 330 C the tunnel shafts should
be closed to prevent any further exchange of air with atmosphere. The station
premises (public areas) can be equipped with separate air-conditioning
system during the summer and monsoon months to provide acceptable
environment for patrons. There shall be provision of Trackway Exhaust
System (TES) by which platform air can be re-circulated. The train cars reject
substantial heat inside subway. When the trains dwell at the stations TES
would capture a large portion of heat released by the train air conditioners
mounted on the roof tops and under gear heat because of braking, before it is
mixed with the platform environment.
The TES is to be installed in the train ways of each station to directly capture
heat rejected by the vehicle propulsion, braking, auxiliary and air conditioning
systems as the train dwells in the station. The TES includes both an under
platform exhaust (UPE) duct and an Over-trackway (OTE) exhaust duct. The
TES uses ducts formed in the under platform void and over the trackway.
Exhaust intakes are to be located to coincide with the train-borne heat
sources.
All ancillary areas that require 24-hour air conditioning will be provided with
Fan Coil Units (FCUs) main Chilled Water plant for running during the revenue
hours and with Air Cooled Chillers or standby AC units or VRV system for
running during the non-revenue hours. Return air will be circulated through
washable air filters.
Where fresh air is required it will be supplied to the indoor unit via a fresh air
supply system, complete with filter, common to a group of ancillary areas.
The Trackway Exhaust and Concourse Smoke Extract Fans will be provided
for smoke extract purposes from the public areas and will operate in various
modes depending on the location of the fire. The control of this system in fire
mode will be fail-safe. These exhaust fans will be provided with “essential”
power supplies, with automatic changeover on loss of supply.
Down stand beams will be provided underneath the ceiling around floor
openings for stairs and escalators, so that a smoke reservoir is formed on the
ceiling. The smoke will be contained in this reservoir at ceiling level and
exhausted to atmosphere. By controlling smoke in this manner, it is possible
to maintain a relatively smoke clear layer above human head height and to
protect the escape route, giving sufficient time for evacuation. The stations
will be designed to accommodate the full smoke exhaust volumes and thus
prevent the reservoir from completely filling with smoke. To provide an
additional barrier against smoke migration, the overall smoke management
system would be designed to provide a draught of fresh air through entrances
and escape routes, to assist in protecting those routes from smoke.
The various components and equipment used in the VAC system are
described in the following sections:
The platform and concourse areas will be air-conditioned using supply ‘Air
Handling Units’ located in Environmental Control System (ECS) plant rooms
throughout the station. Each platform will be served by at least two separate
air handling units (AHU’s) with the distribution systems combined along each
platform to ensure coverage of all areas in the event of single equipment
failure. Based on the initial estimation about 4 units of 25 cum/s each would
be needed for the full system capacity.
These air conditioning systems mix return air with a desired quantity of
outside air. The outside air requirement is based on occupancy, with a
minimum of 5 liters per second per person or 10% of circulated air volume,
whichever is the greater. The provision of free cooling by a simple two-
position economizer control system will be included, with the use of enthalpy
sensors to determine the benefits of using return air or outside air. This will
signal the control system to operate dampers between minimum and full fresh
air, so as to minimize the enthalpy reduction needed to be achieved by the
cooling coil. This mixture of outside and return air is then filtered by means of
suitable filters and then cooled by a cooling coil before being distributed as
supply air via high level insulated ductwork to diffusers, discharging the air
into the serviced space in a controlled way to minimize draughts. Return air to
the platform areas is extracted via the trackway exhaust system and either
returned to the AHU’S or exhausted as required.
The station air conditioning equipment plant rooms are normally located at
each end of the concourse for the two level stations. The approximate area
for air handling equipment room would be 800 sq. m at each end of the
station. There shall be supply shafts and exhaust shafts of about 10m2 each
at each end of the stations.
For the underground stations the control and monitoring of station services
and systems such as station air-conditioning, ventilation to plant rooms,
lighting, pumping systems, lifts & Escalators, etc shall be performed at Station
Control Room (SCR). However, the operation and control of Tunnel
Ventilation as well as Smoke Management system will normally be done
through OCC. All these systems shall be equipped with automatic, manual,
local and remote operation modes. The alarms and signals from the
equipment at stations shall be transmitted to the OCC via communication
network (such as FOTS).
The concept VAC design is guided by the following codes and standards:
From the experience of DMRC, it can be concluded that with open shaft
system the piston effects can be sufficient to maintain acceptable conditions
inside the tunnel, as long as the ambient DB temperature remains below 330
C. When the outside temperature is higher than 330 C the tunnel shafts should
be closed to prevent any further exchange of air with atmosphere.
Under the normal train running the train heat generated inside the tunnel
sections would be removed by the train piston action. It is envisaged that for
the design outside conditions, it may not be necessary to provide forced
ventilation using Tunnel Ventilations Fans for normal operating conditions.
Two tunnel ventilation shafts would be provided at the end of the stations.
These end-shafts at the stations also serve as Blast Relief Shafts i.e. the
piston pressure is relieved to the atmosphere before the train reaches the
station. All these shafts are connected to the tunnels through dampers. The
dampers are kept open when the exchange of air with the atmosphere is
permitted (Open Mode). For the Closed Mode system the shaft dampers can
be in closed mode and the displaced air is dumped in the adjacent tunnel.
There are various operating modes (scenarios) for the Tunnel Ventilation
system. These are described as under:
the nose exits a portal, pressure changes are experienced in the train.
There are three locations of the portal one between SMS Hospital to
Ajmeri Gate ,Pani Petch station to Ambabari and third between Chand
Pole and Sindhi camp station.
b) Wayside Pressure Transients – As trains travel through the system they will
pass structures, equipment and patrons on platforms. Equipment would
include cross passage doors, lights, dampers, walkways etc. Pressures
are positive for the approaching train and negative for retreating trains.
Most rapid changes occur with the passage of the train nose and tail. The
repetitive nature of these pressures may need to be considered when
considering fatigue in the design of equipment.
The detailed analysis to assess the effect of pressure transients will be done
during the design stage. For the portal entry/exits the effect of higher train
speed may pose discomfort to the passengers. Although, based on the recent
studies, it is assumed that a design train speed of 80 kmph would not be of
major concern. The estimation of Way-side transients during design stage
would be necessary to select design mechanical strength of the trackside
fixtures, e.g. false ceilings, light fittings etc at the platform levels.
The trackway exhaust system will have three fans of each 21 cum/sec. for
each platform. The connections to tunnels and shafts will be through damper
units that may be either electrically or pneumatic actuated.
9.1 Jaipur Metro System covers Sitapura – Ambabari section in line-1 and Badi-Chopar to
Mansarovar section in line-2.
i) There is no connectivity between line 1 and line 2 to transfer trains from one line to
another else it would have reduced depot requirement in line 2.
ii) Enough space is available at Bambana Nala and Mansarover terminals for
establishment of Depot-cum-workshop and a satellite depot respectively.
iii) Road transport shall be available for transporting heavy equipments for IOH/POH
and heavy repairs from Mansarover depot to Bambana Nala depot-cum-workshop
and vice-versa.
iv) All inspection and workshop lines are designed to accommodate 6- car trains.
v) SBLs at terminal stations shall accommodate 6 - car trains and SBLs within depots
shall accommodate 6 – car trains.
iii) All POH/IOH & heavy repairs work of all equipments of all the trains of line no. 2
Mansarover
9.5 In broad terms this chapter covers conceptual design on following aspects and will work
as a guide for detailed design later:
Labour intensive procedures are kept to the minimum. Automation with state of
the art machinery to ensure quality with reliability.
Multi skilling of the Maintenance staff to ensure quality and productivity in their
performance.
i) Maintenance Schedule
The following maintenance schedule has been envisaged for conceptual design of
depots assuming 485 kms for both lines running per train per day, taking in
consideration the passenger load of 2014, 2021 and 2031 respectively. *
“B” Service 15,000 Km Detailed Inspection of ‘A’ type tasks plus Inspection
Check (30 days) items at multiples of 15,000 Km (‘B’ type Bays
tasks)
Intermediate 420,000 Check and testing of all sub-assemblies Workshop
Overhaul Km,(3 (Electrical + Mechanical). Overhaul of
(IOH) Years) pneumatic valves, Compressor.
Condition based maintenance of sub-
systems to bring them to original
condition. Replacement of parts and
rectification, trial run.
Periodical 840,000 Dismantling of all sub-assemblies, bogies Workshop
Overhaul Km,(6 suspension system, traction motor, gear,
(POH) Years) control equipment, air-conditioning units
etc. Overhauling to bring them to original
condition. Checking repair and
replacement as necessary. Inspection
and trial.
Heavy - Changing of heavy item such as bogies, Workshop
Repairs traction motor, axles, gear cases & axle
boxes etc.
9.6.2 (i) Year-wise planning of maintenance facility setup at joint depot cum workshop of
North – South, line-1 (Sitapura – Ambabari) and Satellite depot on East – West,
line-2 at Mansarovar is tabulated below as per TOP:
(iv) Distribution of Stabling and Inspection and WSL Lines in line I and line II depots
Line-I Line-II
No. of No. of
Year Bambana Nala Depot Mansarover Depot
Trains Trains
SBLs IBLs WSLs SBLs IBLs WSLs
4 lines x 6-car 3 lines x 6-
19 lines 8 lines
2014 21 (2 bays of 2 4 lines 10 car (one 2 lines
x 6-car x 6-car
lines each) bay)
27 lines 13 lines
2021 29 -do- -do- 15 -do- -do-
x 6-car x 6-car
32 lines 20 line
2031 33 -do- -do- 22 -do- -do-
x 6-car x 6-car
*All the lines are planned for planned for 6-Car rakes.
‘A’ Checks (5000 km) (33X4) Cars = 132 Cars 2 Lines X 6 Cars (with sunken floor)
10 days
‘B’ Checks (15000 (33X4) Cars = 132 Cars 1 Lines X 6 Cars (with sunken floor)
km) 30 days
Unscheduled line & For minor repairs, 1 Line X 6 Cars (with sunken floor)
adjustment lines testing & adjustments
post major repairs / IOH
& POH
Requirement 2 bays of 2 lines each with provision
of space for additional bay of two
lines for work load beyond 2031.
9.7.1 Requirement of Maintenance / Inspection lines for depot at Mansarovar (line-2):
9.7.2 Following facilities shall be provided to carry out the inspection of the following sub-
systems/equipments:
• Electronics; PA/PIS
• Batteries
• Air conditioner
• Brake modules
• Bogie
• Traction Motor
These activities shall be grouped into “A” checks. The minor scheduled inspections (“A” checks)
shall be carried out during the day off peak and night. Since “B” checks take longer time, these
cannot be completed in the off peak times. Certain inspection lines will be nominated for “A”
checks. For “B” checks, separate line will be nominated where the rakes may be kept for long
time.
One dedicated line in Depot-cum-workshop will be used for the adjustment and testing after the
IOH and POH.
As per advised dimensions of the Rolling Stock, the absolute length of 4-Car and 6 - car
trains would be 89.4m (say 90m) and 135.6m respectively. However in the design of the
Inspection shed, workshop lines and stabling lines at terminal stations, length of 6-car
train is taken in consideration.
S.No. 6-Car
1 Length of rake=135.6m (Say 136m)
Minimum length of SBL=136 (rake length) + 20m (for cross pathway, Signal and
2
friction buffers) = 156 meters
ii) Stabling lines are designed for 156m length to cater for safe gap from the friction
buffer stops and the signaling interlocking needs. Looking to the car width of 2900 on
SG, 5.0m “Track Centre” is proposed for all the stabling lines. Thus, space between
stabling shall be sufficient to include 800mm wide paved pathway to be constructed
between tracks to provide access for internal train cleaning and undercarriage inspection
with provision of following facilities:
(a) Each stabling line to have water connection facility so that local cleaning, if required,
is facilitated.
(b) Platforms at suitable points at each end of stabling lines to enable train operators to
board or de-board conveniently.
Length = [Cross path at end + space for friction buffer stop + Length of Rake + Cross
path at end which keeps Gap from gate]
At Bambana Nala, there shall be two inspection bays of 156 X 14 m size each with two
inspection lines having sunken floor and overhead roof inspection platforms. The floor
will be sunken by 1100mm. The track spacing between the adjacent IBLs shall be 6.25
m/s.These bays of 156 X 14m covering two lines are planned for inspection load of 30
train sets during the years 2014 to 2021. There shall be provision of extension by one
bay of one IBL to cater to the work load of inspection in future.
At Mansarovar depot one bay of 3-lines of size 156 X 20 m shall be sufficient to take
care of minor inspection load of trains in line II from the year 2014 to 2021.
Roof Inspection platforms and walk-ways for roof inspection supported on the columns
shall be provided. There would be lighting below the rail level to facilitate the under
frame inspection. Ramps of 1:8 slopes, 3 meter wide have been provided with sunken
floor system for movement of material for the cars. Further, 5m cross pathways are left
at each end for movement of material by fork lifter/Leister/Hand trolley. 415V 3 phase
50 Hz, 230V 1 phase 50 Hz AC supply and Pneumatic supply shall also be made
available on each inspection shed columns. Air-circulators shall be provided on each
column. Each inspection line shall be provided with EOT crane of 1.5 T to facilitate
lifting of equipment.
Roof and walls shall be of such design that optimum natural air ventilation occurs all the
time and sufficient natural light is also available.
Each inspection bay will have arrangement close by for cleaning of HVAC filter under
high pressure water jet.
In addition to inspection bay as indicated in Para 8.2, there shall be a two-line workshop
bay of size 156 X 21 m for lifting, replacement of heavy components like TMs, HVAC,
Bogies, and axle provided with overhead cranes spanning the bay, pit jacks to facilitate
2-car unit should be provided & the lines shall be linked through turn-tables for transfer
of Equipments. One of the line in the bay shall be provided with pits to facilitate
undercarriage inspection and lowering undercarriage equipment. There shall be an array
of rooms for testing of small components like pneumatic components, small motors,
control equipments & machinery as indicated in annexure III and IV. There shall be
space for stacking of overhauled equipment and also for outgoing equipment of
IOH/POH. The list of M&P is placed at Annexure IV.
i. There shall be two Bays comprising of two lines each. Size of each workshop
bay is proposed to be 156m x 21m. Two bays will be operational immediately
and extension of IIIrd bay shall be complete by 2021. The unscheduled lifting and
heavy repair line shall be fitted with jack system capable to lift the 2-car unit
simultaneously for quick change of bogie, thereby saving down time of Rolling
Stock. The arrangement of jack system shall be such that lifting of any coach in
train formation for replacement of bogie/equipments is also individually possible.
These lines are to be provided with pits at regular intervals for inspection of
undercarriage with turn tables at the end. Each workshop bay shall be equipped
with two 15T and 3T overhead cranes each spanning the entire length of the
workshop bay.
There shall be washing and cleaning equipments on the workshop floor. Bogie
test stand shall be provided in the workshop. Other heavy machinery shall also
Workshop lines shall be inter-linked through turn tables, each suitable for
movement of a train in AW0 condition and shall also be capable to rotate with a
fully loaded bogie on it. Repair of heavy equipments such as air conditioners
shall be so located that it does not affect the movement inside workshop.
There shall be walk-ways on columns for roof inspections, along the workshop
lines,. These walk-ways shall not infringe with cars being lifted/lowered by means
of mobile jacks. suitable space between the nearest exterior of a car and farthest
edge of the walk-way has to be ensured to avoid conflict in lifting and lowering of
cars.
The small component, bogie painting and battery maintenance cells will be
located in the workshop with arrangement that fumes are extracted by suitable
exhaust systems.
The workshop shall cater to the IOH/POH and heavy repair requirement of all the
trains of line-1 also.
ii. Workshop will have service building with array of rooms along its length. Total
size is proposed to be 156 x 8m. These can be made by column and beam
structure and architecture made of brick works. These shall cater for overhauling
sections, offices, costly store item, locker rooms, toilets etc. Two opposite sides
widthwise size shall be open to facilitate natural air circulation and cross
ventilation besides the egress & ingress for coaches. The sidewalls shall also
have sufficient width of louvers for providing adequate ventilation.
iii. There shall be space for bogie/axle repair shop with necessary infrastructure for
disassembly, overhaul, assembly and testing of mechanical components of
bogie/axle. The repair shop shall be easily approachable from within the
workshop for transportation of components.
1. Body furnishing
2. Bogie
3. Wheels
4. Traction Motors
6. Pantographs
8. Battery
9. Air Compressor
10. Air-conditioner
16. Couplers/Gangways
As the coaches are of standard gauge, these shall reach the Depot-cum Workshop by
the road on trailers. To unload the coaches and bring them to the track, provision of
space, along the side of shunting neck, has to be made for unloading of cars and other
heavy materials. This area shall have an insulated track embedded in the floor
facilitating the movement of road trawler, which brings in the cars. The length of the track
embedded area shall be about 40m long. There should be enough space available for
movement of heavy cranes for lifting of coaches. The unloading area should be easily
accessible for heavy duty hydraulic trailers.
The rake induction and withdrawal to main line will be primarily from the stabling shed.
Further, provisions are there for direct rake induction and withdrawal to main line from
Inspection Shed/workshop area. Movement from depot to the main line is so planned
that the headway of main line is not affected. Simultaneous receipt and dispatch of
trains from depot to main line is feasible in the present site scenario. Both of these
activities will be done effectively without effecting the train operation on the main line.
The stabling lines would be interlocked with the main line thereby induction of train from
the stabling would be safe and without loss of time. The proposition for a transfer track
on the incoming line as well as on the outgoing line to facilitate the movement of rake in
the depot by Operation Control Centre (OCC) even though the further path inside the
depot is not clear shall be explored in the detailed design stage depending on the actual
availability of land.
An emergency line is also provided from which an emergency rescue vehicle may be
dispatched to main line in the event of emergency if necessary.
I. Inspection Shed
a) The requirement of lines shall be in accordance with the table indicated at 6.2
(IV). A part of stabling siding in the depot shall be covered with a roof in order
to facilitate testing of air-conditioning of trains and their pre-cooling under
controlled condition of temperature.
b) Separate toilets adjacent to stabling lines shall be provided with small room
for keeping cleaning aids and for utilization by the contractor’s staff.
Suitable office facility adjacent to the stabling lines at each depot should be
provided so that train operators reporting ‘On’ duty or going ‘Off’ duty can obtain
updates regarding ‘Special Notices’, ‘Safety Circulars’ and other technical
information in vogue. These offices should have an attached a cycle/scooter/car
stand facility for convenience of the train operating staff.
V. Test Track
A test track of 1000m in length covered & 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.
In compliance to safety norms, the boundary of the track shall be completely
fenced to prevent unauthorized tress passing across or along the track.
Monthly heavy cleaning of interior walls, floors, seats, windows glasses etc,
outside heavy cleaning, Front/rear Face, Vestibule/ Buffer area, outside walls
and roof shall be done manually in the interior cleaning plant designed for
cleaning of one six car train at a time. A line adjacent to inspection shed should
be so provided that placement of rakes is possible from workshop or inspection
lines & vice – versa conveniently & with ease.
Auxiliary substations are planned for catering to the power supply requirement of
the whole depot and workshop. Details of connected load feeder shall be worked
out. Taking diversity factor of 0.5 the maximum demands shall be computed.
Two Auxiliary substations are proposed, as the demand by machines in
Workshop area would be very large. The standby power supply is proposed
through DG set with AMF panel. The capacity of DG set will be adequate to
supply all essential loads without over loading. In the depots, other than at
Bambana Nala, One auxiliary sub-station with DG set as standby is proposed to
be provided.
Silent type compressor units shall be suitably installed inside the depots at
convenient location for the supply of compressed air to workshop and Inspection
sheds. Thus, the pneumatic pipeline shall run within the workshop and
inspection bays as the case be lines should also have compressed air supply line
at all convenient points.
In house facilities shall be developed for the water supply of each depot.
Sewerage, storm water drainage shall be given due care while designing the
depots for efficient system functioning. Past records of Municipal Corporation
X. Ancillary Workshop
This workshop will have a line at floor level with provision of pits. Arrangement for
repairs of Shunters, Rail Road Vehicles and other ancillary vehicles will be
provided. These vehicles will also be housed here itself. Heavy lifting works can
be carried out in main workshop.
Ancillary workshop will be used for storing OHE/rigid OHE parts and their
maintenance/repair for restoration of 25kV feed system.
a) Ample parking space shall be provided for the two wheelers and four
wheelers at the following points.
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.
(a) A separate building is planned for housing pit wheel lathe (PWL),
approachable from workshop, inspection bay and stabling lines through rail
and road for placement of cars for re-profiling of wheels within the depot
along with space for depositing of scrap.
9.11.1 Following Safety features should be incorporated in the design of all the
Maintenance Depots
I. 1.5 EOT cranes in the inspection bay should be interlocked with OHE in such a way that
the cranes become operational only when OHE is isolated and grounded.
II. Red flasher lights should be installed along the inspection lines at conspicuous location
to indicate the OHE is ‘Live’.
III. Multi level wheel and TM stacking arrangement should be a inbuilt feature at the end of
Workshop Lines.
IV. Pillars in the inspection bay & workshop should have provision for power sockets.
VI. The roof inspection platform should have at least two open able doors to facilitate staff to
go up the roof for cleaning of roof. Suitable safety interlock should be provided to
ensure maintenance staff are enabled to climb on the roof inspection platform only
after the OHE is isolated.
VII. Control Centre, PPIO & store depot must be close to Workshop.
VIII. Width of the doors of the sections wherein repairs of equipments are done should be
at least 2 meters wide to allow free passage of equipment through them.
IX. Provision of water hydrants should be done in workshops stabling yards also.
X. Compressed air points along with water taps should be available in interior of buildings
for cleaning.
Both the depot-cum-workshop will have all the facilities shown above.
Annexure-I
List of Buildings at Depot at Bambana Nala
Depot-cum-workshop (Line-1):
Annexure - II
Annexure-III
Annexure-IV
1 Under floor Pit wheel lathe suitable for inside 1 Nos. Imp
face to face turning,Chip crusher and conveyor
for lathe on pit, Electric tractor for movement
over under floor wheel lathe
2 Mobile jacks 15T for lifting cars 8 Nos. Imp
3 Pit jacks 4 Nos. Imp
4 Re-railing equipment consisting of rail cum 1 Set Imp
road vehicle and associated jack system etc.
5 Run through type Automatic Washing plant for 1 Nos. Imp
Metro cars.
6 Work lift platform 4 Nos. Imp
7 Electric bogie tractor for pulling cars and 1 Nos. Imp
bogies inside workshop
8 Chemical cleaning tanks, ultrasonic cleaning 1 Set Imp
tanks, etc
9 Compressor for Inspection shed & shop air 2 Nos. Ind
supply
10 Travelling O/H crane Workshop 15 T:- 2 Nos; 3 2 Nos. Ind
T :- 2 Nos
11 Mobile jib crane 2 Nos. Ind
12 Mobile lifting table 2 Nos. Ind
13 Carbody stands 8 Nos. Ind
14 Bogie turn tables 2 Nos. Ind
15 Underframe & Bogie blowing plant 1 Ind
16 AC filter cleaning machine 1 Nos. Ind
17 Portable cleaning plant for rolling stock 1 Nos. Ind
18 High-pressure washing pump for front and rear 1 Nos. Ind
end cleaning of car
19 Shot blast cleaner 1 Set Ind
20 Axle shaft inspection station 1 Set Ind
21 Industrial furniture 1 L.s. Ind
22 Minor equipment and collective tools - Set Ind
23 Induction heater 1 No. Ind
24 Oven for the motors 1 No. Ind
25 EMU battery charger 2 Nos. Ind
26 Welding equipments (Mobile welding, 2 Set Ind
oxyacetylene, fixed arc welding)
27 Electric and pneumatic tools - Set Ind
28 Measuring and testing equipment - Set Ind
29 Tool kits - Nos. Ind
The main aim of the EIA study is to establish present environmental conditions
along the proposed metro corridors; predict the impacts on relevant
environmental attributes due to the construction and operation of the proposed
project and recommend adequate mitigation measures to minimize/reduce
adverse impacts. The different components of environment in which changes are
likely to occur include water, land, air, ecology, noise, socio-economic issues, etc.
The information presented in this section is drawn from various sources such as
reports, field surveys and environment monitoring. Majority of data on water
quality, vegetation, air and noise quality was collected during field studies in
November 2009 to December 2009. This data has been utilized to assess the
incremental impact, if any, due to the project. Collection and compilation of
environmental baseline data is essential to assess the impact on the environment
due to the project
Jaipur, also popularly known as the Pink City, is the capital of Rajasthan state,
India. Jaipur is the former capital of the princely state of Jaipur. Founded on 18
November 1727 by Maharaja Sawai Jai Singh II, the ruler of Amber, the city
today has a population of more than 3 million residents. It is also known as Paris
of India.
Jaipur is the first well planned city of India, located in the desert lands of India,
Rajasthan. The city which once had been the capital of the royalty now is the
capital city of Rajasthan. The very structure of Jaipur resembles the taste of the
Rajputs and the Royal families. In the present date, Jaipur is the major business
centre for the natives of Rajasthan with all requisites of a metropolitan city.
The city is remarkable among pre-modern Indian cities for the width and
regularity of its streets which are laid out into six sectors separated by broad
streets 111 ft (34 m) wide. The urban quarters are further divided by networks of
gridded streets. Five quarters wrap around the east, south, and west sides of a
central palace quarter, with a sixth quarter immediately to the east. The Palace
quarter encloses a sprawling palace complex (the Hawa Mahal, or palace of
winds), formal gardens, and a small lake. Nahargarh Fort, where King Sawai Jai
Singh II used to stay, crowns the hill in the northwest corner of the old city.
Another noteworthy building is Observatory, Jantar Mantar.
The major rivers passing through the Jaipur district are Banas and Banganga.
Ground water resources to the extent of about 28.65 million cubic meter are
available in the district. Although serious drought is rare, poor water management
and exploitation of groundwater with extensive tube-well systems threatens
agriculture in some areas.
Jaipur has a semi-arid climate. Although average rain fall is 620 mm, the rainfall
is concentrated in the monsoon months between June and September.
Temperatures remain relatively high throughout the year, with the summer
months of April to early July having average daily temperatures of around 30oC.
During the monsoon months there are frequent, heavy rains and thunderstorms,
but flooding is not common. The winter months of November to February are mild
and pleasant, with average temperatures in the 15-18oC range and little or no
humidity. There are however occasional cold waves that lead to temperatures
near freezing.
The meteorological condition prevailing at the project route during the study year
is given below in table 10.1.
Table 10.1: Meteorological Data (IMD)
Parameters Maximum Minimum Average
Temperature 45.4˚C 5.0˚C 30˚C
Relative 61% 17% 50.66%
Humidity
Wind Speed 28 kmph 0 kmph 14.9 kmph
Wind Direction Predominant wind direction are NW and NE
Rainfall - - 620 mm
For ground water, 10 representative samples were taken from sources along the
alignments, which is summarized below in Table 10.2. The quality of the well
water was inferred in comparison with the National Standards of Drinking Water
Quality (IS: 10500, 1992). All the well water samples were colourless, odourless
and with agreeable taste. One sample had high turbidity and the samples showed
well-balanced pH. The chemical characteristics such as total hardness, chlorides,
dissolved solids, sulphates and nitrates were within limits. Among the metals
analyzed iron, copper, zinc, chromium, magnesium, cadmium, selenium, mercury
and arsenic were not detected or were within stipulated limits. The results are
given in Table 10.3.
7. Total Iron as 0.02 0.5 0.02 0.03 0.5 0.5 0.05 0.02
0.03 0.11 0.03
Fe mg/l 0.3
8. Chloride as 872. 969. 869. 914.9 916. 961.9 892. 899. 719. 915. 873. 250
Cl mg/l 9 9 7 3 6 3 8 6 9
9. Residual Free mg/l Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil -
Chlorine
10 Total 1,89 1,05 1,89 1,640 1,67 1648 1,05 1,05 1,05 1,64 1,90 500
Dissolved 7 0 3 9 0 0 8 3 2
Solids mg/l
11 Calcium as mg/l 80.4 56.0 80.0 68.00 240. 68.80 56.0 56.0 42.4 68.0 81.2 75
Ca 0 0 0 00 0 0 0 0
12 Magnesium mg/l 66.4 31.8 66.1 53.90 142. 53.90 31.8 31.8 32.3 53.9 66.8 30
as Mg 0 5 5 10 5 5 0 9
13 Copper as Cu mg/l <0.4 <0.0 <0.0 <0.05 <0.0 <0.05 <0.0 <0.0 <0.0 <0.0 <0.0 0.05
8 5 5 5 5 5 5 5 5
14 Manganese as mg/l <0.1 <0.1 <0.1 <0.10 <0.1 <0.10 <0.1 <0.1 <0.1 <0.1 <0.1 0.1
Mn 0 0 0 0 0 0 0 0 0
15 Sulphate as mg/l 20.6 26.0 20.5 25.38 28.0 25.44 26.0 26.0 26.1 25.4 20.7 200
SO4 8 9 0 8 9 9 8 1 6
16 Nitrate as mg/l 5.89 6.25 5.81 1.35 4.47 1.45 6.25 6.25 6.40 1.41 5.96 45
NO3
17 Fluoride as F mg/l 1.23 0.98 0.72 0.83 0.65 0.73 0.98 0.92 0.82 0.63 0.66 1
18 Phenolic mg/l BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL 0.001
Comp. as
C6H5OH
19 Selenium as mg/l BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL 0.05
Se
20 Arsenic as As mg/l BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL 0.05
21 Zinc as Zn mg/l BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL 5.0
22 Chromium as
Cr+6 mg/l BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL 0.05
23 Total mg/l 384 450 380 310 270 312 450 450 452 310 384 200
Alkalinity as
CaCO3
24. Aluminum as BDL
BDL
Al mg/l BDL BDL BDL BDL BDL BDL BDL BDL BDL 0.03
25. Boron as B mg/l BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL 0.1
BDL: Below Detectable Level, C/L; Colourless, U/O: odourless
The quality of the surface water is compared to the Sewage waters for Navigation
and controlled waste disposal. The results are given in Table 10.4. The pH and
Dissolved oxygen are within the stipulated limits of navigational waters. There is
no floating scum in the water surface.
Soil
The soil is poor in humus with organic carbon content less than 0.2 percent. Its
water retaining capacity is very poor.
Four types of soil are found in Jaipur area.
1. Loamy Soil : It has low moisture content with normal fertility and found in
majority in this area.
2. Clay Soil : This type of soil is blackish, greyish or dark brown in colour, having
medium to heavy texture. The soil is less porous but highly fertile with almost
balanced macro and micro-nutrients. It is found in Ramgarh area.
3. Sandy Soil : Sandy soil is very porous but not suitable for general type of
vegetation. The colour varies from brown to grey and texture from fine to
medium. It is found in Dudu and Phulera areas.
4. Sandy-loam Soil : This soil is semi-porous and fertile, it is generally yellowish
brown with deep or light texture.
The proposed metro corridors mostly run through commercial area and a few
patches have residential areas. Hence there is very little exposed soil along the
route. However, soil samples were collected and analyzed and the results are
presented in Table 10.5 and 10.6.
metro rail route. Sampling was done during Dec 2009 at the 10 locations along
the proposed alignment. The locations are given in Table 10.8.
The following inferences can be drawn from the air quality monitoring of the city
of Jaipur along the corridor route:
Levels of SPM are on the higher side for the sensitive areas. However
SPM in Ajmeri gate is highest and more than National Ambient Air Quality
Standards. This is because of heavy traffic and congestion in the area. In
the other areas also the SPM are higher due to heavy traffic. Chandpole is
the busy area where one can see mixed residential and commercial land
use.
Levels of RSPM are also slightly high in the area of Chandpole because of
heavy traffic and dust but within the permissible limit.
Levels of SO2 are well within the prescribed limits of NAAQS at all
receptors.
Levels of NOX are also within prescribed limit.
10.1.7 SEISMICITY
The seismic hazard map of India was updated in 2000 by the Bureau of Indian
Standards (BIS). Apart from the merging of Zones I and II, there are no major
changes in the new hazard map with respect to the state of Rajasthan, as
compared with the previous 1984 BIS map. Western parts of the districts of
Barmer and Sirohi as well as northern sections of Alwar district lie in Zone IV,
where the maximum intensity could reach VIII (MSK). The remaining areas of
Barmer and Sirohi districts, as well as the districts of Bikaner, Jaisalmer and
Sirohi lie in Zone III. The north-eastern districts of Jhunjhunu, Sikar, Bharatpur
and the rest of Alwar also lie in Zone III. The maximum intensity expected in
these areas would be around MSK VII. The rest of the state, including the capital,
Jaipur, lie in Zone II, where the maximum intensity expected would be around
MSK VI. It must be noted that BIS estimates the hazard, based in part, on
previous known earthquakes. Since the earthquake database in India is still
incomplete, especially with regards to earthquakes prior to the historical period
(before 1800 A.D.), these zones offer a rough guide of the earthquake hazard in
any particular region and need to be regularly updated
Noise levels were measured at 10 locations along the project alignment at 2.0 m
away from the source as per standard practice. The noise level ranges are
summarized in Table 10.10. It could be concluded that the noise levels recorded
at various stations are 82db (day) and 68db (night).
Jaipur is no better, in fact the scenario in this capital city is nothing less than grim.
According to observation three wheelers, trucks and motor cycles remain the
chief source of noise pollution on Jaipur roads and is closely followed by
generators in residential and commercial areas. 15 of the 46 residential locations
surveyed have noise levels within the permissible range for 90% of the time in the
day. But on the other hand there is an extreme situation in few locations where
the noise levels are bit above the permissible levels round the clock. Even
silence zones like hospital areas are alarmingly noisy. Areas around important
hospitals like SMS Hospital have recorded sound levels above 70dB which is
about 100 times that of levels permitted even in residential areas. Apart from this
the major traffic corridors of the city cross even the critical 100dB mark in peak
hours. The rise in noise levels in the last two decades can be well accounted for
by the unprecedented rise in the vehicular population in the Jaipur district from
about 1 lakh vehicles in 1971 to about 16 lakhs in 2008.
From the Table 10.10 it can be observed that the noise levels are well within the
standards. The day noise level was found to be highest at Chand Pole Gate,
which is one of the busiest intersections of the city.
10.2 SOCIO-ECONOMICS
The Jaipur region has an extent of 1464 sqkm that includes the walled city and
the rest of Jaipur Nagar Nigam and rest of the area includes JDA area and the
satellite towns & villages.
Table 10.11
Important Statistic (2001 Census)
POPULATION
RAJASTHAN JAIPUR DISTRICT
Persons 5,64,73,122 52,52,388
Males 2,93,81,657 27,69,096
Females 2,70,91,465 24,83,292
The population of Jaipur city is 2324319 as per 2001 census. In terms of share,
87% of the total population lives in the JNN area, of which 7% lives in the walled
city. While the proportion of population living within the JNN has increased
(primarily due to expansion in area), the proportion of population in the walled city
has declined. This can be regarded as positive phenomena as the walled city is
already very densely populated. The Walled City has a spatial extent of only 6.7
sq.km but houses nearly four lakh people. The 2001 census shows that the
population of the Walled City has declined from 1991. The reason for this is out
movement of inhabitants from the area to new residential colonies being
developed in the periphery in want of better living environment. The population in
the rest of the JDA area does not show much growth from 0.347 million in1991 to
0.355 million in 2001 because JDA areas have been transferred to JNN. The rest
of the JDA areas also includes 495 villages with nearly 0.2 million population.
Rest of JDA areas accounted only for 18 % in 1991 and 13.2% in 2001 of the
total population. Decrease in population of the rest of the JDA area in 2001 is due
to the reconstitution of the municipal boundaries.
Infrastructure
Rapid industrialization of the area in the last couple of decades led to high
population growth since independence and has led to a high population density.
In a recent international survey Jaipur was ranked the 7th best place to visit in
Asia and in another poll it was ranked third among twelve major Indian cities.
Modern infrastructural facilities are developing fast, and in many cases surpass
those of larger cities like Delhi and Calcutta. The city is expanding very quickly
and has become a hot spot for development in Rajasthan. Jaipur International
Airport is located at a satellite location of Sanganer and offer flights to Delhi,
Mumbai, Ahmedabad, Bangalore, Kolkata and Guwahati along with sporadic
services to International locations such as Muscat, Sharjah, Dubai & Bangkok.
Since 2000 Jaipur has become a centre for education. The city is very peaceful
and many north Indian families prefer to send their offspring to Jaipur for higher
and technical education. Jaipur has more than 60 engineering colleges, 40
business management institutes, 15 pharmacy institutes, 4 hotel management
institutes, 3 medical colleges and 6 dental colleges. It also has 8 universities
Jaipur has a well maintained road network with flyovers and traffic lights with
closed circuit cameras. Police control room (PCR) vans are being equipped with
GPS to monitor locations and help maintain law and order.
Jaipur boasts of International Living standards with well planned colonies of grid
like patterns (sectors and blocks) and parks well maintained by JDA (Jaipur
Development Authority). Two new colonies Anupam vihar and Abhinav vihar
have been recently added to Jaipur by JDA. There are many shopping malls and
Multiplex which offer a urban lifestyle to Jaipurites.
SMS Cricket stadium is also located here, which is a popular venue for many
international matches and for Indian Premier League matches. Events like Jaipur
Jewelry Show and Jaipur Literature Festival are offering a common platform for
people not only from India but from other countries also, giving Jaipur a
cosmopolitan image.
SMS Hospital, SDMH (Durlabhji Hospital) and Fortis Hospital are among the most
famed hospitals of Jaipur. Apart from these, there are more than 40 small and
midsized hospitals in the city. Old city of Jaipur is highly congested, whereas
suburbs of Jaipur provide wide and free flowing roads. Tech Park built by
Mahindra Group has already become operational.
Economy
48 large and medium scale units, 19544 small scale units are working in 19
industrial areas (Bagru, Bassi, Bais Godam, Bindyaka, Dudu, Hirawala, Jetpura,
Jhotwara, Kaladera, Kanakpura, Kartarpura, Malviya Nagar, Phulera, Renwal,
Sanganer, Shahpura, Sitapura, Sudarshanpur and Vishwakarma).
Jaipur district is a centre for both modern and traditional industries. The main
industrial products include: acetylene gas, ACSR (Aluminum Conductor Steel
Reinforced) cable, all-purpose flour (maida), atta flour, ball bearings, bottling of
LPG, ceramics, pottery, cold roll strips, corrugated boxes, deoiled cakes, durries,
dyeing and printing, edible oil, electronic items, engraving on brass items, ferrous
and non-ferrous castings, gems and jewelry, general engineering and
manufacturing, granite slabs and tiles, hand-made paper, handicraft items,
halogen automobile headlamps, "hawai" chappals (sandals), household electrical
appliances, HT steel strips, iodized salt, lamps, laminated springs for railways,
marble statues, marble tiles & slabs, moulded plastic components for electronics,
nitrochlorobenzene, oxygen gas, perfumes, pigments, plastic containers, P.P.
multifilament yarn, PVC cables, PVC doors, PVC footwear, canvas shoes,
Portland cement, readymade garments (clothing), re-roller products, semolina
(suji), steel furniture, steel ingots, stone grits, synthetic leather, suits & shirts
made of synthetic materials, tablets and capsules, two way radio and line,
washing soap, wheat, woollen carpets, refined vegetable oil and vanaspati ghee
heavy Steel fabrication, brass and lacquer work, enamel work, gems and
jewellery, granite tiles, handlooms, marble statues, printed cloth and textiles,
ready made garments, woollen and silk carpets.
Jaipur has been ranked 31 among the 50 Emerging Global Outsourcing cities.
Genpact and Infosys have their BPO already established and running
successfully. In fact Genpact has the fastest growing location in Jaipur. Real
Estate business is flourishing well for the last 2–3 years. Some of the companies
already present here include MICO, Coca Cola, IBM, Ericsson and NEI populary
known as NBC Bearings.
Jaipur has regional office of Reserve Bank of India and many other prominent
international banks. India's largest integrated IT SEZ Mahindra World City,
planned by Jurong Consultant Singapore, covers nearly 3,000 acres (12 km2)
and is located on Jaipur Ajmer National Highway at a distance of 15 km from
Jaipur and has already attracted major companies like Infosys, TCS, Wipro, Tech
Mahindra, Truworth and Deutsche Bank.
India's one of its kind World Trade Park is also under construction in Malviya
Nagar. It will be having luxury hotel, business halls, five screen multiplex,
underwater restaurant and many showrooms of international brands. In coming
years it will be the hub for modern business development in Jaipur.
An International standard Convention Centre, Golf course and film city on Jaipur
Agra National highway are also being planned.
Tourism is a significant part of Jaipur's economy. Some of the world's best hotels
are located here.
congestion, quick service and safety, less fuel consumption, reduction in air
pollution, reduction of noise level.
Components of Impact Assessment
Construction and operational phase of the proposed project comprises various
activities each of which may have an impact on environmental parameters.
Various impacts during the construction and operation phase on the environment
have been studied to estimate the impact on the environmental attributes and are
discussed in the subsequent section. The probable impacts of each of these
activities on various sectors of environment have been mentioned below under
three headings:
• Impacts due to Project Location
• Impact due to project design;
• Impacts during Construction Phase
• Impacts during Operational Phase
All the potentially significant environmental impacts from the project are tabulated
in Table 10.12:
Table 10.12
Potential Significant Environment Impacts
Negative Positive
S. Impact Impact No
Impacts
No. Short Long Short Long Impact
Term Term Term Term
A. Project Location
i. Displacement of People
ii. Change of land use
iii. Loss of trees/vegetation
iv. Shifting of utilities
Impact on archeological
v.
property
B. Construction Phase
Pressure on local
i.
infrastructure
ii. Impact on water Quality
Impact on air quality
iii. including dust
generation
iv. Noise pollution
Negative Positive
S. Impact Impact No
Impacts
No. Short Long Short Long Impact
Term Term Term Term
Traffic congestion and
v.
loss of access
Staking and disposal of
vi.
construction material
vii. Public health and safety
viii. Social impact
C. Operational Phase
i. Increase in Noise level
Water Harvesting &
ii.
Recharge
Induced Infrastructure
iii.
development
Quality of life/ Human
iv.
use value
v. Job Opportunities
Loss of trees: the proposed metro lines are in urban/ city area and will not pass
through any forests. Hence no loss to forest is anticipated due to the project.
However due to the proposed metro construction 1158 mature trees are likely to
be lost. Trees are major assets in purifications of urban air, by utilizing CO2 from
atmosphere and releasing oxygen into the air. With removal of these trees the
process for CO2 conversion will get affected and the losses are reported below:
Average consumption of oxygen for a person is about 182 kg/ year. It means
these trees will meet the requirement of about 1998 people round the year. The
total value of these trees lost is Rs. 13.89 lacs as shown in table below.
SOIL EROSION: Vegetation and top soil shall be disturbed during the
construction stage due to excavation and movement of vehicles and equipment.
The spillage of oil from machinery or cement residual from concrete mixer plants
might contaminate the soil if not properly collected and disposed off. However,
careful planning for the timing of cut and fills operations and re-vegetation would
be done by the proponent.
IMPACT ON AIR QUALITY: Potential impacts on the air quality during the
construction stage will be due to the fugitive dust and the exhaust gases
generated in and around the construction site. These impacts will be short term.
Proper siting, use of efficient machinery and schedule maintenance shall
minimize such impacts.
SOCIAL IMPACT: the social impacts during the construction stage could result
due to influx of migrant workers and associated induced development etc. This
will ensure a rise in the consumption of consumer goods in the local area, which
will tend to boost up the local economy. As local labours will be hired from the
vicinity of the project site, initial conflict is not envisaged. As far as possible local
labour within the project influenced area shall be utilized for the construction
purpose and all the activities related to construction worker shall be confined to
the project site only, hence no adverse social impacts are envisaged due to the
proposed project.
NOISE POLLUTION: Main sources of noise are traction motors, cooling fans,
wheel-rail interaction, electric generator and miscellaneous noise from rolling
stock. Ambient noise in railways increases with train speed. Roughness of the
contact surfaces of rail, wheel and train speeds are the factors which influences
the magnitude of rail wheel noise. Maximum noise level has been estimated as
64 dB(A) including background noise level as 20 dB(A) inside the Metro. Noise
level at a distance of 12.5m, 25m, and 50m from the alignment have been
calculated similarly and these comes out to be 57.2, 54.2 and 45.2 dB(A)
respectively.
a) Compensation for loss of land: The cost of land for compensation is taken
under the project cost.
b) Compensation for loss of trees: Compensation will be given for all trees which
will be destroyed during construction activity.
e) Water supply and sanitation: The public health facilities such as water supply
sanitation and toilets are much needed at project location. Water should be
treated before use upto WHO standards. In addition, water will be required for
contractor’s camps during construction for which additional arrangements have to
be made in consultation with the Corporation of Jaipur. The collection and safe
disposal of human wastes are among the most important problems of
environmental health. During the operation phase, adequate water supply and
sanitation facilities would be made available at all the stations. Properly designed
rain water harvesting systems will be installed at all stations to conserve water.
f) Noise: There will be an increase in noise level in ambient air due to construction
and operation of metro rail. The increase in levels is marginal; hence local
population will not be adversely affected. However, the exposure of workers to
high noise levels especially near engine, vent shaft, etc. need to be minimized.
This can be achieved by job rotation, automation, protective devices, noise
barriers, and soundproof compartments, control rooms, etc. The workers
employed in high noise level area could be employed in low noise level areas.
Automation of equipment and machineries, wherever possible should be done to
avoid continuous exposure of workers to noise. At work places, where
automation of machineries is not possible, the workers exposed to noise should
be provided with protective devices. Special acoustic enclosures should be
provided for individual noise generating equipments, wherever possible.
g) Vibration control: Vibration emanates from rail-wheel interaction and the same
can be reduced by minimizing surface irregularities of wheel and rail, improving
track geometry, providing elastic fastenings, and separation of rail seat assembly
from the concrete plinth with insertion of resilient and shock absorbing pad.
a) Water quality: Water quality parameters can be monitored one year before the
construction, during the construction phase and also for one year after the
completion of the project. Monitoring shall be carried out at least four times a year
to cover seasonal variations. The parameters for monitoring will be pH, total
dissolved solids, chlorides, nitrates, sulphates, total suspended solids, calcium,
iron, fluoride, total alkalinity, oil and grease, etc. Locations for monitoring can be
decided after the construction phase.
b) Air quality and noise level: Ambient air quality and noise level should be
monitored one year before the construction, during the construction phase, and
for one year after the completion of the project.
CHAPTER 11
COST ESTIMATES
11.1 INTRODUCTION
While preparing the capital cost estimates, various items have generally been
grouped under three major heads on the basis of (i) route km length of alignment,
(ii) number of units of that item, and (iii) item being an independent entity. All
items related with alignment, whether elevated or at-grade or underground
construction, permanent way, traction, Signalling & telecommunication, whether
in main lines or in maintenance depot, have been estimated at rate per route km
basis. Cost of station structures, other electrical services at these stations
including Lifts & Escalators and Automatic Fare Collection (AFC) installations at
all stations have been assessed in terms of each station as a unit. Similarly
Rolling stock costs have been estimated in terms of number of units required. In
remaining items, viz. land, utility diversions, rehabilitation, etc. the costs have
been assessed on the basis of each item, taken as an independent entity.
In order to arrive at realistic cost of various items, costs have been assessed on
the basis of rates accepted for Delhi Metro Phase-II. A suitable escalation factor
has been applied to bring these costs to April 2011price level. However rate for
elevated viaduct has been taken as per awarded rates for C1 contract of Jaipur
metro and rates for underground section & station has been approximated
according to the work awarded for DMRC’s underground section from Central
Secretariat to Mandi House. In some of the tenders, there is an element of taxes,
which has been excluded for working out the project cost. However the details of
taxes and duties are worked out separately.
The capital cost has been worked out for Corridor-1, Corridor-2 Depots at
Bambana Nala and Mansarovar for Corridor I and Corridor II respectively.
Option - II: Excluding DMRC’s work (Stage I), but including Rolling Stock and
S&T for full corridor length.
Option – IV: Part cost of Option-2 from Chandpole to Badi Chopar (All inclusive
Cost).
The overall capital cost for option I at April 2011price level, works out to Rs.
2399Crore, excluding taxes and duties, but including general charges & design
charges @ 7% on all items except land and 3% contingencies on all items. The
capital cost estimates are shown at Table 11.2(a).
The Capital Cost estimate for option II at April 2011price level, works out to Rs.
1297Crore, excluding taxes and duties, but including general charges & design
charges @ 7% on all items except land and 3% contingencies on all items has
been given in Table 11.2(b).
The Capital Cost estimate for option III at April 2011price level, works out to Rs.
1609Crore, excluding taxes and duties, but including general charges & design
charges @ 7% on all items except land and 3% contingencies on all items has
been given in Table 11.2(c).
The Capital Cost estimate for option IV at April 2011price level, works out to Rs.
792Crore, excluding taxes and duties, but including general charges & design
charges @ 7% on all items except land and 3% contingencies on all items has
been given in Table 11.2(d).
11.4 Land
i) Land requirements have been kept to the barest minimum & worked out on
area basis. For underground and elevated alignment, no land is proposed
to be acquired permanently, except small areas for locating entry/exit
structures, traffic integration, etc. at stations, and wherever the alignment is
off the road.
ii) Total land required for the project is 56.113Ha out of which 38.22Ha is
private land and 17.89ha is government land, which includes land of depots
at Bambana Nala and Mansarovar.
iv) Total land requirements for Corridor -1 have been worked out to 36.968Ha.
out of which 3.493ha is Govt. land and 33.475ha is private land. Similarly for
corridor 2 total land required is 19.145ha out of which 14.400ha is
government and 4.745ha is private land.
ii) Elevated Section: Rates are based on the accepted rates of Phase-II of
Delhi Metro, duly updated to April 2011price level. Cost of viaduct length for
station has been included in elevated section. About 2 km length of viaduct
will be double height for which no extra cost is provided. However, additional
cost on this account to be charged to contingency.
ii) Elevated Stations: Rates are based on accepted rates of Phase-II of Delhi
Metro, duly updated to April 2011price level. The cost includes the general
services at the stations but excludes the cost of viaduct, lifts & escalators,
which have been considered separately under, respective items. One station
is planned at double height. The extra cost on double height account to be
charged to contingency.
For elevated and underground sections, ballast-less track and for at-grade
section and Depot ballasted track has been planned. Rates are based on
accepted rates of Phase-II of Delhi Metro, duly updated to April 2011price level
and duly corrected for the systems proposed for Jaipur Metro.
11.8 DEPOT
The costs of utility diversions involved in the stretch have been considered
separately and provided for in the estimate. In addition to sewer/drainage/water
pipelines other important utilities works considered are road diversions, road
restoration etc. Cost provision has been made on route km basis based on
experience of Delhi Metro.
The rates adopted for various items are based on costs of works being done for
Delhi Metro Phase-II, duly updated to August 2009price level.
These are included in estimated costs of stations. Cost of escalators for elevated
stations have not been included in station costs, and therefore, are provided
under electrical estimates & shown separately.
The rates adopted are based on assessment done considering rates of similar
sub-system as accepted for Phase-II of Delhi Metro, duly updated to April
2011price level and TPWS works. These rates include escalation during
manufacture & supply of equipment and their installation at site, but exclude CD
and WT.
Total length = 12.067km, UG(C&C) =1.146 km, UG (TBM)=1.643 km, Elev =9.278 km
Without taxes
1.0 Land
a Government Land ha 0.00 14.4 0.00
b Private Land ha 20.00 4.745 94.90
c Temporary Land (Government) ha 5.00 10.00 9.00
1.1 Boundary r km 0.71 1.97 1.40
Sub Total (1) 105.30
2.0 Alignment and Formation
e Type (C), Terminal station -civil works Each 13.89 2.000 27.79
f Type (c), Terminal station -EM works Each 2.72 2.000 5.45
3.3 OCC bldg.
a OCC bldg.-civil works LS 5.00 1.000 5.00
b OCC bldg.-EM works etc LS 2.00 1.000 2.00
c Elevated Architectural finish-Civil works Each 4.34 8.000 34.71
d Training school at mansarowar Depot-civil
works 4.34 1.000 4.34
LS
e Training school at mansarowar Depot-EM
works 1.08 1.000 1.08
LS
Sub Total (3) 663.21
4.0 Depot
a Civil works LS 65.08
b EM works etc LS 43.39
Sub total (4) 108.47
5.0 P-Way
5.1 Ballastless track for elevated & underground R.
Section 6.73 13.067 87.88
Km.
5.2 Ballasted track for at grade alignment in R.
2.06 5.000 10.30
depot Km.
Sub total (5) 98.18
6.0 Traction & power supply incl. OHE, ASS
etc. Excl. lifts & Escalators
6.1 UG Section R.Km. 11.93 2.789 33.28
6.2 Elevated section R.Km. 6.51 10.278 66.89
6.3 Lift for elevated stations Each 0.18 32.000 5.90
6.4 Escalator for elevated stations Each 0.69 32.000 22.21
Sub total (6) 128.29
7.0 Signalling and Telecom.
7.1 Sig. & Telecom. R.
14.32
Km. 13.067 187.10
7.2 Automatic fare collection Stn.
a Underground section Each 2.71 3.000 8.14
b Elevated stations Each 2.71 8.000 21.69
Sub Total (7) 216.93
8.0 R & R incl. Hutments etc. LS 10.85
Sub Total (8) 10.85
9.0 Misc. Utilities, roadworks, other civil R.
works such as median stn. signages Km.
Environmental protection
a Civil works+EM works R.
2.71
Km. 12.048 32.67
Sub Total (9) 32.67
Total length = 12.067km, UG(C&C) =1.146 km, UG (TBM)=1.643 km, Elev =9.278 km
1.0 Land
a Government Land ha 0.00 1.1 0.00
b Private Land ha 20.00 0.00 0.00
c Temporary Land (Government) ha 5.00 1.95 1.75
1.1 Boundary r km 0.71 0.38 0.27
Sub Total (1) 2.02
2.0 Alignment and Formation
Underground section by T.B.M excluding station R.
2.1 125.00 1.423 177.88
length (220m each) Km.
Underground section by Cut & Cover excluding R.
2.2 87.18 0.486 42.33
Station length (220m each) Km.
Sub Total (2) 220.20
3.0 Station Buildings
Without taxes
1.0 Land
a Government Land ha 0.00 13.35 0.00
b Private Land ha 20.00 4.75 94.90
c Temporary Land (Government) ha 5.00 10.00 9.00
1.1 Boundary r km 0.71 1.97 1.40
Sub Total (1) 105.30
2.0 Alignment and Formation
Without taxes
1.0 Land
a Government Land ha 0.00 1.05 0.00
b Private Land ha 20.00 0.00 0.00
2 Station Buildings
Underground station-civil works 571.93 35.94 28.87 38.64 103.44
Underground station-EM works 260.33 27.27 11.40 15.25 53.92
Elevated station - civil works 244.99 17.66 23.64 41.31
Elevated station-EM works 33.96 1.42 2.38 3.18 6.98
works 87.20 6.29 8.42 14.70
d) Metro bhawan & OCC bldg-EM 14.27 0.60 1.00 1.34 2.94
3 Depot
Civil works 65.08 4.09 3.28 4.40 11.77
EM works 45.56 1.91 3.19 4.27 9.37
6 S and T Works
S&T 345.06 57.82 7.11 9.51 74.44
AFC 54.24 8.52 1.40 1.87 11.79
8 Misc.
Civil works 46.98 3.39 4.53 7.92
EM works 15.66 1.37 1.84 3.21
10 Security
Civil works 16.27 1.17 1.57 2.74
EM works 5.42 0.56 0.75 1.31
2 Station Buildings
Underground station-civil works 343.16 21.56 17.32 23.18 62.07
Underground station-EM works 156.20 16.36 6.84 9.15 32.35
Elevated station - civil works 137.00 9.88 13.22 23.10
Elevated station-EM works 19.85 0.83 1.39 1.86 4.08
3 Depot
Civil works 65.08 4.09 3.28 4.40 11.77
EM works 43.39 1.82 3.04 4.07 8.92
6 S and T Works
S&T 187.10 31.35 3.85 5.16 40.37
AFC 29.83 4.69 0.77 1.03 6.48
8 Misc.
Civil works 24.50 1.77 2.36 4.13
EM works 8.17 0.72 0.96 1.67
10 Security
Civil works 16.27 1.17 1.57 2.74
EM works 5.42 0.56 0.75 1.31
2 Station Buildings
Underground station-civil works 228.77 14.38 11.55 15.46 41.38
Underground station-EM works 104.13 10.91 4.56 6.10 21.57
Elevated station - civil works 0.00 0.00 0.00 0.00
Elevated station-EM works 0.00 0.00 0.00 0.00 0.00
3 Depot
Civil works 0.00 0.00 0.00 0.00 0.00
EM works 0.00 0.00 0.00 0.00 0.00
6 S and T Works
S&T 187.10 31.35 3.85 5.16 40.37
AFC 29.83 4.69 0.77 1.03 6.48
8 Misc.
Civil works 4.78 0.34 0.46 0.81
EM works 1.59 0.14 0.19 0.33
10 Security
Civil works 3.17 0.23 0.31 0.53
EM works 1.06 0.11 0.15 0.25
2 Station Buildings
Underground station-civil works 114.39 7.19 5.77 7.73 20.69
Underground station-EM works 52.07 5.45 2.28 3.05 10.78
Elevated station - civil works 137.01 9.88 13.22 23.10
Elevated station-EM works 19.85 0.83 1.39 1.86 4.08
3 Depot
Civil works 65.08 4.09 3.28 4.40 11.77
EM works 43.39 1.82 3.04 4.07 8.92
6 S and T Works
S&T 153.46 25.72 3.16 4.23 33.11
AFC 24.41 3.83 0.63 0.84 5.30
8 Misc.
Civil works 19.76 1.43 1.91 3.33
EM works 6.59 0.58 0.77 1.35
10 Security
Civil works 13.10 0.94 1.26 2.21
EM works 4.36 0.45 0.60 1.05
2 Station Buildings
Underground station-civil works 228.77 14.38 11.55 15.46 41.38
Underground station-EM works 104.13 10.91 4.56 6.10 21.57
3 Depot 0.00
6 S and T Works
S&T 33.63 5.64 0.69 0.93 7.26
AFC 5.42 0.85 0.14 0.19 1.18
8 Misc.
Civil works 4.78 0.34 0.46 0.81
EM works 1.59 0.14 0.19 0.33
10 Security
Civil works 3.17 0.23 0.31 0.53
EM works 1.06 0.11 0.15 0.25
12.1 INTRODUCTION
The Jaipur Metro Phase-II project consists of 23.099 Kms from Sitapura to Ambabari
is proposed to be constructed with an estimated cost as per details are shown in table
12.1 below:-
Table 12.1 (Rs./Crore)
Estimated Cost
Route
with Central
Corridor Length Completion cost
Taxes at Apr-
(KMs)
2011 price level
Sitapura to Ambabari 23.099 5387.00 6583.00
The estimated cost at April -2011 price level includes total amount of Rs.21.69 Crore
as one-time charges of security personnel towards cost of barricades, hand held and
door detector machine etc. However, the recurring cost towards salary and
allowances of security personnel have not taken in to account in FIRR calculation.
12.2 Costs
JMRC has reported that the selection of Project consultants i.e. Technical, Financial
and legal consultants have already been made and the cost has been approved to be
funded under IIPDF scheme of Government of India. The project work is estimated to
be taken up from April, 2012 and expected to be completed by March 2017. The
Revenue Opening Date (ROD) has been assumed as 01.04.2017. The total
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 1/15
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completion costs duly escalated and shown in the table 12.2 have been taken as the
initial investment. The cash flow of investments based on completion cost is
separately placed in Table –12.2 as below.
Estimated Cost at
F/Y Completion Cost
April 2011
2012-13 638.00 686.00
2013-14 872.00 983.00
2014-15 1341.00 1594.00
2015-16 1131.00 1390.00
2016-17 703.00 942.00
2017-18 702.00 988.00
Total 5387.00 6583.00
12.2.1.2 Although the construction is expected to get over by 31st March 2017, the cash flow
spills up to March 2018 on account of payment normally required to be made to the
various contractors up to that period necessitated by contractual clauses.
12.2.1.3 The land cost is divided in initial 4 years during which it is expected that the land
acquisition work would be over and related payments would have to be released.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 2/15
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(i) Staff costs
(ii) Maintenance cost which include expenditure towards upkeep and
maintenance of the system and consumables & Misc. Office
overheads.
(iii) Energy costs
The cost of other expenses is based on the actual O & M unit cost for the Delhi Metro
Phase-II project. The rate of electricity assumed in the Delhi Metro study is about Rs. 2.30
per unit whereas at present in Jaipur the applicable rate is Rs. 3.63 per unit. The latter has
been used for all calculations. The O&M cost (excluding staff cost) has been obtained by
providing an escalation of 5% per annum towards energy cost, 5% towards Maintenance
cost.
12.2.3.2 The total O&M cost of this Phase have been tabulated in Table 12.4 as below:
Table 12.4 Operation and Maintenance Costs
(Figs in Rs/Crore)
Maintenance
YEAR Staff Energy Total
Expenses
2017 - 2018 70.60 26.00 63.01 159.61
2018 - 2019 76.95 27.30 66.16 170.41
2019 - 2020 83.88 28.67 69.47 182.01
2020 - 2021 91.43 30.10 72.94 194.47
2021 - 2022 99.66 31.60 105.76 237.02
2022 - 2023 108.63 33.18 111.05 252.86
2023 - 2024 118.40 34.84 116.60 269.85
2024 - 2025 129.06 36.58 122.43 288.08
2025 - 2026 140.67 38.41 128.55 307.64
2026 - 2027 153.34 40.33 134.98 328.65
2027 - 2028 167.14 42.35 141.73 351.22
2028 - 2029 182.18 44.47 148.82 375.46
2029 - 2030 198.57 46.69 156.26 401.52
2030 - 2031 216.45 49.03 164.07 429.54
2031 - 2032 235.93 51.48 196.04 483.44
2032 - 2033 257.16 54.05 205.84 517.05
2033 - 2034 280.30 56.75 216.13 553.19
2034 - 2035 305.53 59.59 226.94 592.06
2035 - 2036 333.03 62.57 238.28 633.88
2036 - 2037 363.00 65.70 250.20 678.90
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 3/15
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Maintenance
YEAR Staff Energy Total
Expenses
2037 - 2038 395.67 68.99 262.71 727.36
2038 - 2039 431.28 72.44 275.84 779.56
2039 - 2040 470.10 76.06 289.64 835.79
2040 - 2041 512.41 79.86 304.12 896.38
2041 - 2042 558.52 83.85 319.32 961.70
2042 - 2043 608.79 88.05 335.29 1032.12
2043 - 2044 663.58 92.45 352.05 1108.08
2044 - 2045 723.30 97.07 369.66 1190.03
Depreciation
Although depreciation does not enter the FIRR calculation (not being a cash outflow)
unless a specific depreciation reserve fund has been provided, in the present
calculation, depreciation calculations are placed for purpose of record.
12.3. Revenues
The Revenue of Jaipur Metro mainly consists of fare box collection and other
incomes from property development, advertisement, parking etc.
12.3.2 Traffic
12.3.2.1 (a) The projected ridership figures years for this Phase are as indicated in table 12.5
as below: -
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 4/15
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Table 12.5 - Projected Ridership
Year Trips per day (lakhs)
2017-18 3.70
2021-22 4.86
2031-32 6.77
2041-42 7.48
(b) The growth rate for traffic is assumed at 5% Per Annum upto 2018-19, 3.5% Per
Annum from 2019-20 to 2031-32 and thereafter @ 1.00% per annum.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 5/15
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Figure 12.1 –Trip Distribution
The above fare structure will remain unchanged during the first two years of
operations. Comparison of Proposed Jaipur Metro Fare with Prevailing Fare Structure
in different PT/IPT modes of Jaipur is given in the table below.
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 6/15
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(Rs.)
Comparison of Proposed Jaipur Metro Fare with Prevailing Fare Structure in different PT/IPT
modes of Jaipur
Distance Auto Rickshaw Jaipur Jaipur Proposed Fare Proposed Fare
in K.M. Fare Buses Buses Structure in Structure in
(Non AC) (AC) Fare Jaipur Metro, if Jaipur Metro, if
Fare commissioned commissioned
on date on 01.07.2013
or before in
2013.
0-2 13 6 10 8 9
2-4 29 6 10 10 12
4-6 45 10 15 12 14
6-9 69 10 15 15 17
9-12 93 10 20 16 18
12-15 117 12 20 19 21
15-18 141 12 25 20 22
18-21 165 12 25 21 24
21-24 189 12 30 22 25
24-27 213 18 30 24 27
27-31 237 18 30 25 28
From the above , it may be seen that the Metro Fare proposed are comparable to the
existing fare structure for other modes in Jaipur and if need be, there is margin to
increase the fares by about a rupee or two in the higher kilometre slab beyond 15-18
Km.
ii) Revenue from Real Estate development , as per the details provided by
JMRC is proposed for 37.50 hectors of lands for this Phase with the involvement of
established Developers. The estimated upfront payment is Rs. 200 crore. The
property development models can be designed in a way that not only the upfront
receipts but also the regular receipts in the development of lease rentals can be
ensured to supplement the fare box collection and reduce the fare structure. The SPV
i.e., JMRC will give the land free of cost to the developer. The developer will bring
equity to the extent of Rs.687crore and the balance amount towards construction and
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 7/15
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upfront money to be arranged as Market Debt. The estimated development cost will
be Rs.2550 crore. It is assumed that the rental revenue will accrue to the developer
from the FY 2017-18 which has been escalated @5% every year. Out of the
estimated rental income, apart from meeting maintenance expenditure, the developer
will repay the loan and interest. After meeting these obligations and retaining 15%
return on his equity with an escalation @5% every year, the residual rental earnings
will accrue to JMRC, which has been taken into account in the FIRR calculations.
The income from PD from standalone land parcel have been worked out based on
the experience of DMRC by taking lease rent @ Rs.45/sq. ft., in 2013-14 construction
cost of the development @ Rs.20,000/- per sq.mtr., maintenance charge of the
development @ 20% of the lease rent income and FAR of 3 which is as per enclosed
Table 12.17.11. DMRC recommends that land parcels will be developed by JMRC
itself as above and not handed over to concessionaire. The up front, earnings
received from property development will be provided to concessionaire.
FIRR 7.37%
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 8/15
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12.5.2 The FIRR for this Phase with central taxes is produced in Table 12.9
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 9/15
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12.5.3 The various sensitivities with regard to increase/decrease in capital costs, O&M
costs and revenues are placed in Table 12.10 below : -
These sensitivities have been carried out independently for each factor.
Rail based mass transit systems are characterised by heavy capital investments
coupled with long gestation period leading to low financial rates of return although the
economic benefits to the society are immense. Such systems generate externalities,
which do not get captured in monetary terms and, therefore, do not flow back to the
system. However, experience all over the world reveals that both construction and
operations of metro are highly subsidised. Government involvement in the funding of
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 10/15
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metro systems is a foregone conclusion. Singapore had a 100% capital contribution
from the government, Hong Kong 78% for the first three lines and 66% for the later 2
lines.
(i) Subordinate Debt: - For Delhi Metro, land and rehabilitation and
resettlement cost have been borne by GOI & GNCTD equally as interest free
subordinate debt. Now, MOUD have changed the policy under which the cost
of land for Bangalore and Chennai has been borne by Government of
Karnataka and Tamilnadu as interest free subordinate debt. Similarly, the cost
of Land amounting to Rs.701.00 Crore has to be contributed as interest free
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 11/15
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subordinate debt by Government of Rajasthan. This mezzanine financing is
of extreme help in quickening the pace of land acquisition, since the
compensation amount is released to evacuate instantaneously. The loan is of
longer duration and becomes repayable only after other loans raised for the
project is repaid.
(ii) Debt: - The balance cost is to be met through loans from various
institutions namely JICA, Local borrowing, loans from ADB/World Bank and
Suppliers Credit.
JICA Loan: - The total amount of loan required is Rs. 3049 Crore. Overseas
Development Loan from Japan International Cooperation Agency (JICA) can
be availed of for metro rail projects with interest rate of 1.40% PA. The loan is
repayable in 30 years including moratorium period of 10 years. The loan is to
be provided to Central Government which in turn releases the same to SPV
under a Pass Through Assistance (PTA) mechanism. Normally, JICA agrees
to fund for underground civil works, Electrical, Signalling &Telecom and
Rolling Stock only. Since the loan will be in Japanese Yen any fluctuation in
exchange rate at the time of repayment shall be borne by the Government of
Rajasthan in line with recent guidelines of Department of Economic Affairs of
Ministry of Finance, GOI. Alternatively, JICA can release the loan to the SPV
for which a sovereign guarantee will be required from Central Government.
Foreign exchange variation in such eventuality will be borne by the SPV. The
State Government need to hedge the foreign currency fluctuation so minimise
its loss. In either case loan shall be repaid by SPV from the income streams
of metro operations.
Loan from Asian Development Bank (ADB)/World Bank: - The Loan shall
be available from ADB/World Bank, but as per the experience its processing
and approval normally takes 8-12 months. This may delay the implementation
of the project resulting in avoidable increase in the completion cost.
Loan from Bank and Financial Institutions: - Funds can be arranged from
Indian Financial Institutions like India Infrastructure Finance Company Limited
(IIFCL), India Development Financing Corporation (IDFC), Life Insurance
Corporation of India (LIC), IDBI Bank, ICICI Bank Ltd etc. These institutions
are increasingly engaged to fund infrastructure projects subject to their
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 12/15
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commercial viability. There are many models available under which the funds
can be arranged by these financial institutions with or without syndicating with
other commercial banks. IIFCL e.g. fund 20% of the project cost and arrange
balance through the syndication of commercial banks with a lead banker
among the consortium of bankers. IIFCL also provide 100% funding for
Metro Project subject to GOI guarantee. The loan can be given for a period of
20-30 years with interest rate ranging from 9.50% to 12% PA. The funding
arrangement may require submission of central government guarantee as
well. Since the rate of interest of these financial institutions is much higher
than the interest rates of soft loan provided by JICA, Central Government and
Government of Rajasthan shall have to bear the interest difference and
provide suitable subsidy to the SPV.
12.6.2 The funding pattern with Central Taxes assumed under this model (SPV) is placed in
table 12.11 as under: -
Table 12.11 - Funding pattern under EPC model
Government of
Government of India Total
Particulars Rajasthan
% Rs/Crore % Rs/Crore % Rs/Crore
Equity by GOI & GOR 15.00% 987.50 15.00% 987.50 30.00% 1975.00
SD for land cost by GOR 0.00% 0.00 10.65% 701.00 10.65% 701.00
Additional SD for Central Taxes
by GOI & GOR Equally
5.00% 329.00 5.00% 329.00 10.00% 658.00
Property Development 0.00% 0.00 3.04% 200.00 3.04% 200.00
JICA Loan /Market Borrowing 0.00 0.00 46.31% 3049.00 46.31% 3049.00
Total 20% 1316.50 80% 5266.50 100.00% 6583.00
DETAILED PROJECT REPORT FOR JAIPUR METRO PHASE-II MARCH 2012 13/15
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12.6.3 Public Private Partnership: - Public Private Partnership (PPP) arrangements are
steadily growing in use particularly in road, power, and telecom sectors which are
more of commercial nature rather than in a social sector project. PPP models are
arrayed across a spectrum ranging from BOT where the private sectors have total
involvement to other tailor made models where both public and private sector assume
separate responsibilities. BOT model is explained as under-
12.6.4 BOT Model: - In this model, the private firm will be responsible for financing,
designing, building, operating and maintaining of the entire project. The contribution
of Government of Rajasthan will be limited to cost of land only. Such a project
become eligible for Viability Gap Funding (VGF) upto 20% from the Central
Government provided the state government also contribute same or more amount
towards the project. The metro being a social sector project not much private parties
are available to bid for such a project. Besides quite expectedly the private operator
may demand assured rate of return in the range of 14% to 16% or a comfort of
guaranteed ridership.
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14
12.7. Recommendations: - The FIRR of Phase-II of Jaipur Metro with central taxes is
7.37%. Hence, the corridor is recommended for implementation.
12.7.1 The total contribution of GOI & Government of Rajasthan excluding Property
Development receipt and land cost under BOT model with and without transfer of
Phase-I loan to BOT operator is depicted in Table 12.13 below: -
Since the VGF contributions from both the governments are Rs. 2354.00 crore only
when the Phase-I loan is not transferred to BOT operator and the same is below the
threshold limit of 40% (35.76%), the same is recommended.
12.7.3 The cash flow statement under BOT model with and without transfer of Phase-I loan
is shown as per table 12.14 & 12.15. The cash flow statement under DMRC model as
well as PD income is shown in table 12.16 & 12.17
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15
CHAPTER 13
ECONOMIC ANALYSIS
13.1 The objective of the cost- benefit analysis is to identify and quantify the economic
benefits and costs associated with the project (implementation of Metro from
Sitapura to Ambabari (Corridor-I) consists of 23.099 Kms and Mansarovar to Badi
Chopar (Corridor-II) consist of 12.067 Kms route length), 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 %) and economic net
present value (ENPV) for the proposed investments linked with the project. This is
followed by a ‘sensitivity analysis’ carried out by increasing or decreasing the
critical factors affecting the cost and benefit streams of the proposed project, in
order to ascertain their effect on the economic feasibility indicators i.e. ENPV,
EIRR.
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.
The analysis period of the project is taken as 36 years from the base year 2009 as
follows:
Base Year 2009
Construction period – 2012 to 2015 (4 years)
Project opening for traffic – 2016
End of the analysis period –2045
No. of operating years, considered for economic analysis – 30 years
Thus, 30 years of operation, in effect, from the start of operation i.e. 2017, has
been considered for economic evaluation for the project.
The project cost straeam comprises capital cost, operation and maintenance cost.
Cost components considered for the purpose of this exercise include:
The project cost (at Financial price) for option 1 (Corridor-I + Corridor-II), ie; Rs.
9732 crore (estimated cost with central taxes) is taken in the analysis. The
Operation & Maintenance Cost (O & M cost) is assumed as 3% of the project
cost/annum. This cost has been converted to economic price by applying a factor of
0.85.
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 has been 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.
Savings in time of commuters using the metro over the existing transport modes
because of faster speed of metro.
Quantification of some of the social benefits has not been attempted because
universally acceptable norms do not exist to facilitate such an exercise. However,
it has been considered appropriate to highlight the same, as given below:
At present mostly bus system is meeting the transport demand in the study area.
Part of the demand is also met by IPT modes and private modes. As given in traffic
chapter, the estimated transport demand on metro is given in Table 13.2.
The traffic on the metro is expected to shift from buses, auto rickshaw, car, taxi
and two wheeler. It has been estimated that the number of buses and other private
modes are likely to decrease with the introduction of the metro corridors. This will
save Rs. 417 Crores in the year 2016 towards the vehicle operating cost (VoC).
With the introduction of metro, there will be reduction in traffic congestion on the
roads and correspondingly, there will be saving in time of commuters travelling by
various modes of road transport. Similarly, metro System itself being faster than
conventional road transport modes, will also lead to considerable saving in time of
commuters travelling on metro. With the implementation of the project, the
annual passenger time savings are estimated at Rs. 351 Crore for the year 2016.
The cost and benefit streams for 30-year period in the economic prices have been
worked out and presented in Annexure 1. The residual value of the metro facilities
in last year has not been taken into account as benefit in these tables.
The EIRR for the proposed metro project is worked out to be 18.6%.
In the sensitivity analysis, the EIRR is found to be at 16.6%, under the combined
scenario of increase in cost by 10% and decrease in benefits by 10%. Hence the
project is found to be economically viable.
Annexure 13.1
Cost and Benefit Stream : Normal Scenario (Units: Rs in Crores)
Operation &
TOTAL TOTAL NET CASH
Maintenance SAVINGS FROM
YEAR CAPITAL COSTS SAVINGS FLOW
Cost
TIME VOC
2012 -1654.44 0.00 -1654.44 0.00 0.00 0.00 -1654
2013 -1654.44 0.00 -1654.44 0.00 0.00 0.00 -1654
2014 -3308.88 0.00 -3308.88 0.00 0.00 0.00 -3309
2015 -1654.44 0.00 -1654.44 0.00 0.00 0.00 -1654
2016 0.00 -248.17 -248.17 416.88 351.34 768.22 520
2017 0.00 -248.17 -248.17 475.64 419.96 895.60 647
2018 0.00 -248.17 -248.17 534.41 488.58 1022.98 775
2019 0.00 -248.17 -248.17 593.17 557.19 1150.37 902
2020 0.00 -248.17 -248.17 651.94 625.81 1277.75 1030
2021 0.00 -248.17 -248.17 715.96 732.83 1448.78 1201
2022 0.00 -248.17 -248.17 1023.72 964.85 1988.58 1740
2023 0.00 -248.17 -248.17 1374.44 1196.88 2571.32 2323
2024 0.00 -248.17 -248.17 1725.15 1428.91 3154.05 2906
2025 0.00 -248.17 -248.17 2075.86 1660.93 3736.79 3489
2026 0.00 -248.17 -248.17 2426.57 1892.96 4319.53 4071
2027 0.00 -248.17 -248.17 2777.28 2124.99 4902.27 4654
2028 0.00 -248.17 -248.17 3127.99 2357.02 5485.01 5237
2029 0.00 -248.17 -248.17 3478.70 2589.04 6067.75 5820
2030 0.00 -248.17 -248.17 3829.41 2821.07 6650.48 6402
2031 0.00 -248.17 -248.17 4102.97 3053.10 7156.07 6908
2032 0.00 -248.17 -248.17 4144.00 3077.52 7221.52 6973
2033 0.00 -248.17 -248.17 4185.44 3102.14 7287.58 7039
2034 0.00 -248.17 -248.17 4227.29 3126.96 7354.25 7106
2035 0.00 -248.17 -248.17 4269.57 3151.97 7421.54 7173
2036 0.00 -248.17 -248.17 4312.26 3177.19 7489.45 7241
2037 0.00 -248.17 -248.17 4355.38 3202.61 7557.99 7310
2038 0.00 -248.17 -248.17 4398.94 3228.23 7627.17 7379
2039 0.00 -248.17 -248.17 4442.93 3254.06 7696.98 7449
2040 0.00 -248.17 -248.17 4487.36 3280.09 7767.44 7519
2041 0.00 -248.17 -248.17 4532.23 3306.33 7838.56 7590
2042 0.00 -248.17 -248.17 4577.55 3332.78 7910.33 7662
2043 0.00 -248.17 -248.17 4623.33 3359.44 7982.77 7735
2044 0.00 -248.17 -248.17 4669.56 3386.32 8055.88 7808
2045 0.00 -248.17 -248.17 4716.26 3413.41 8129.66 7881
Total -8272.20 -7444.98 -15717.18 91272.17 68664.51 159936.67 144219.49
IRR % 18.6
ENPV (Rs. in Crores @ 12% discount rate) 5598
IMPLEMENTATION PLAN
Original DPR for Phase - I was approved by GoR and GoR had asked to prepare
Revised DPR keeping the N - S corridor on Tonk Road and extend South end of N
- S corridor up to Sitapura Industrial area.DPR was submitted to Government of
Rajasthan in June 2011.
Jaipur Metro Rail Corporation Ltd, the Special Purpose Vehicle (SPV) for
implementing the project and for its subsequent Operation & Maintenance has
already been set up and is functioning.
GoR has started this corridor on their own. However as indicated by JMRC, the
proposal of funding this line on the model of Chennai , Bangalore and Kolkata is
under active consideration of Government of India. Hence in compliance to the
directions by Government of India , JMRC has requested DMRC to divide entire
DPR of June 2011 in two portion as under.
On receipt of Phase II DPR, following action will be required for further approvals
of GoI
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CHAPTER 14 - IMPLEMENTATION PLAN
Approval of GoR already exists for earlier DPR but formal approval of
Phase-II DPR now being submitted again be taken explaining the reasons
behind such bifurcation of earlier DPR.
The Metro Railways (Amendment) Act, 2009 has been extended to Jaipur
Metro Rail also, vide The Gazette of India – Extraordinary/Part II-Section3-
Sub-section(ii) No.76 New Delhi, Friday, January 14, 2011
To enable Jaipur Metro project to be implemented without any loss of time and
cost over-run, effective institutional arrangements would need to be set up.
Details of these arrangements are explained below:
Dt.14/03/11Dt
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CHAPTER 14 - IMPLEMENTATION PLAN
making, the Board of Directors (BOD) of JMRC should be vested with full powers
needed to implement the project. The BOD, in turn, should delegate adequate
powers to the Managing Director to take all decisions in day-to-day matters.
14.3 IMPLEMENTATION
JMRC has already appointed Legal, Financial and General Consultants for
implementation of phase-II on BOT Mode.
Table 14.4.1
Dt.14/03/11Dt
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CHAPTER 14 - IMPLEMENTATION PLAN
The JMRC Organization, as stated earlier, should be very lean but effective. It
shall consist of a non-executive Chairman, a Managing Director with full
Executive Powers (in Schedule ‘A’) and three Functional Directors (in Schedule
‘B’) including Director (Finance). All the three Functional Directors shall be full
members of the Management Board. The Directors shall be assisted by Heads of
Departments in each of the major disciplines and they in turn shall have Deputy
HODs. The organization should be basically officer-oriented with only Personal
Assistants and Technical Assistants attached to senior officers by eliminating
unproductive layers of staff such as Peons, Clerks, etc. We strongly recommend
that the total organizational strength is limited to 30 to 40 eliminating too many
tiers to enable faster decision-making.
It is necessary for the JMRC officers to get exposed to the Metro technology and
Metro culture through study tours of some of the selected foreign Metros and
Delhi/Calcutta Metros.
Dt.14/03/11Dt
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CHAPTER 14 - IMPLEMENTATION PLAN
JMRC should immediately take necessary action to float RFP so as to put the
Agency in place by 31.12.2012.The packages etc. for execution of all the works
will be decided by the concessionaire.
The contracts for Bambala Nala depot will also be finalized by Concessionaire.
Metro rail projects are undertaken in congested urban environment. Metro lines
have, therefore, to pass through heavily built-up areas. As vacant land for laying
these lines is seldom available, they have to be constructed either as elevated or
underground. When elevated, the metro lines are generally located along the
medians of the existing roads to obviate the need for acquiring land. Even in such
cases, land is to be acquired for siting station buildings, traffic integration areas,
etc. After construction of a metro line is complete, it has to be certified as ‘safe’,
by a statutory authority before it can be opened for public carriage of passengers.
For operation and maintenance of a metro line, several crucial issues having
legal implications need to be taken care of. These include continued monitoring
of safety of train operations, security of metro properties, maintaining law and
Dt.14/03/11Dt
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CHAPTER 14 - IMPLEMENTATION PLAN
order within metro premises, enquiries into accidents involving metro trains
whenever they happen, deciding the extent of compensation payable for
damages/injuries/casualties arising out of such accidents, laying down passenger
fares and their subsequent revision etc. There has, therefore, to be a proper legal
frame-work to take care of such problems encountered during construction as
well as operation of metro rail lines. Hence there is a need for a legislation to give
legal cover to Jaipur Metro.
We also strongly recommend that the State Government start building up funds
for the project through dedicated levies as has been done by other State
Governments notably Karnataka.
To enable the State Governments to provide their share of equity in the Special
Purpose Vehicles set up for such projects, it would be necessary to constitute a
Special Metro Fund at the State Government level. The State Government should
resort to imposition of dedicated levies for raising resources for these Funds.
Areas where such dedicated levies are possible are given below:
A 50% cess on the tax levies for registration of road vehicles.
Dt.14/03/11Dt
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CHAPTER 14 - IMPLEMENTATION PLAN
The above two levies would also assist to discourage the use of personalized
motorized vehicles and encourage the use of public transport, which would not
only reduce the pollution level in the city but also reduce traffic congestion on
the road.
A onetime Green Tax (Rs. 5000 to Rs. 10000 for four wheelers and Rs. 2000
for two wheelers) on existing vehicles registered in the City.
Metro Tax @ 2% on pay rolls of all establishments having more than 100
employees. Such cess is in existence in a number of Western countries for
raising resources for metro rail. The employers’ benefit a good deal by good
Metro System.
Surcharge @ 10% on luxury tax on the earning of all Star Hotels. At present
level, the luxury tax is 10%. The surcharge will raise the level to only 11%.
Chinese cities have adopted this scheme.
Dt.14/03/11Dt
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CHAPTER 15
15.1 Jaipur has witnessed enormous growth during the last 10 years. Jaipur is the
second fastest growing city in India. The growth of Jaipur in 1981, 1991, 2001
and 2011 census has been faster than as envisaged in the earlier master plan
which is mainly the result of immigration as the city provided better employment
opportunities & is very peaceful. Jaipur is the principal administrative, commercial
and distribution center of the State. Jaipur has come up as a major tourist
destination with domestic as well as foreign tourist traffic increasing every year
which has resulted in growth in hospitality, entertainment, recreation, trade
industry. With setting up of 60 engineering colleges, 40 business management
institutes, 15 pharmacy, 9 medical & dental colleges and 4 hotel management
institutes, Jaipur is fast developing as educational hub of Rajasthan. Rapid
urbanization in the recent past has put the city’s travel infrastructure to stress.
With 19544 small scale units and 48 large and medium scale units in 19 industrial
areas, traffic in the city is expected to shoot up. Being thickly populated area,
Jaipur’s traffic needs cannot be met by only road-based system.
The existing urban transport system of Jaipur City, which is road-based, has
already come under stress leading to longer travel time, increased air pollution
and rise in number of road accidents. Share of public transport (motorized) has
fallen from 26% to 19% with Fatality Index of 15. With projected increase in the
population of the city, strengthening and augmenting of transport infrastructure
has assumed urgency. For this purpose provision of rail-based Metro system in
the city has been considered.
Studies have brought out that a Medium Metro with carrying capacity of about
25,000 to 50,000 phpdt will be adequate to meet not only the traffic needs for the
present but for the future 30 to 40 years also. A Medium Metro System consisting
of two Corridors namely (i) Sitapura to Ambabari Corridor (23.099 Km)and
Mansarovar to Badi Chaupar Corridor (12.067 Km )at an estimated completion
cost of Rs. 9732Crores (with Central taxes & duties) to be made operational has
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CHAPTER 15 - CONCLUSIONS AND RECOMMENDATIONS
15.2 A detailed Environmental Impact Assessment Study has been carried out for the
project. As a part of this Study, comprehensive environmental baseline data was
collected, and both positive and negative impacts of the project were assessed in
detail. The project has many positive environmental impacts like reduction in
traffic congestion, saving in travel time, reduction in air and noise pollution, lesser
fuel consumption, lesser road accidents etc, with a few negative impacts
(especially during implementation phase of the project) for which Environmental
Management Plan has been suggested.
15.3 After examining the various options for execution of Jaipur Metro Project, GoR
has decided to execute Phase I i.e. Mansarovar to Badi Chauper (East- West
corridor) on Chennai, Bnagalore and DMRC model. The implementation of this
corridor is recommended on BOT basis as large land area is available with JMRC
for commercial exploitation for funding this corridor. However, DMRC
recommends that the land parcels will be developed only by JMRC and not
handed over to Concessionaire.
15.4 The fare structure has been prepared based on prevailing fare structure in
different PT/IPT modes as indicated in finance chapter. Subsequently, for the
purpose of assessing returns from the project, the fares have been revised every
second year with an escalation of 10% every two years.
15.5 As in the case of Delhi Metro, the GoR has exempted the Rajasthan Value Added
Tax (VAT) and Entry Tax to Jaipur Metro. It should also exempt the following: -
Municipal Taxes.
15.7 With the consideration that 37.5 Ha of Govt. land will be available for PD, the
Financial Internal Rate of Return (FIRR) for the project has been assessed as
7.37% with central taxes and the Economic Internal Rate of Return (EIRR) works
out 18.6%.
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CHAPTER 15 - CONCLUSIONS AND RECOMMENDATIONS
15.8 To avoid delays in processing the clearance for the Project, It is suggested that
immediately on receipt of the revised DPR, the State Government should
approve this DPR ‘in principle’ and forward the DPR to the Secretary, Ministry of
Urban Development, Government of India, advising the GOI of the State
Government’s intention to take up the Project on BOT/PPP pattern requesting
for the GOI’s “in principle” for funding the Project.
15.9 A PSU of the State Government, Jaipur Metro Rail Corporation Ltd. (JMRC) for
Jaipur Metro, set up under the Companies Act, 1956 has been made functional
with posting of Managing Director and Functional Directors.
15.10 Meanwhile the State Government should freeze all future developments along
the proposed route of Jaipur Metro to avoid infructuous expenditure.
15.11 As it could take some time to make Jaipur Metro Rail Corporation fully functional
and initially JMRC is lacking in expertise, JMRC has already taken decision to do
the part of phase I through DMRC on deposit terms. DMRC recommends to take
up Phase II on BOT basis as above. However, it is recommended to have an
agency as Prime Consultants so that JMRC can be advised on various technical
matters which cannot be handled by them.
.
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