Bawal DPR

DELHI MUMBAI INDUSTRIAL CORRIDOR DEVELOPMENT CORPORATION LIMITED
Consultancy Services for Preparation of Detailed Project

Report for MRTS/ RRTS options between Gurgaon & Bawal
under Manesar Bawal Investment Region in Haryana
FIANL DETAILLED PROJECT REPORT

VOLUME 1: MAIN REPORT
VOLUME 2: MRTS ALIGNMENT PLAN & PROFILE AND STATION
AREA PLANS
December 2015
AECOM India Private Limited

in Joint Venture with
AECOM Asia Company Limited
9th Floor, Infinity Tower –‘C’,
DLF Cyber City, DLF Phase II,
Gurgaon, Haryana, India, Pin 122002
Detailed Project Report for MRTS/ RRTS Options Between Gurgaon & Bawal
Under Manesar Bawal Investment Region in Haryana
Final DPR & Business Plan: Contents
CONTENTS Page No
Abbreviations
Executive Summary i-xl
Chapter 1: Introduction 1
1.1. Study Background 1
1.2. Study Area 2

1.2.1. Profile 2
1.2.2. Manesar Bawal Investment Region (MBIR) 2
1.3. Study Terms of Reference 3
1.3.1. Objectives 3
1.3.2. Scope of Work 3
1.3.3. Time Period 4
1.3.4. Study Horizon 4
1.3.5. Deliverables 4
1.4. Gurgaon Bawal MRTS Alignment and Stations 5
1.4.1. MRTS Take Off Location 5
1.4.2. Section 1: Gurgaon to Manesar (Panchgaon) 6
1.4.3. Section 2: Panchgaon to Dharuhera 7
1.4.4. Section 3: Dharuhera to MBIR 8
1.4.5. Approved MRTS Alignment: Gurgaon to Bawal 9
1.5. Study Progress and Submission 10
1.6. Composition of Report 10
Chapter 2: Traffic & Travel Characteristics 12

2.1. Introduction 12
2.2. Collection of Secondary Data 12
2.3. Survey Preliminaries 13
2.3.1. Identification of Traffic Analysis Zones (TAZ) 13
2.3.2. Identification of Cordon and Screen Lines 16
2.4. Primary Surveys 16
2.4.1. Road Network Inventory 16
2.4.2. Speed and Delay Survey 16
2.4.3. Classified Traffic Volume Count Survey 17
2.4.4. Origin –Destination Surveys 17
2.4.5. Industry establishment survey 18
2.4.6. Industry Workers’ Survey 18
2.4.7. Commuters’ and Terminal Surveys 19
2.4.8. Willingness to Shift/ Stated Preference Survey 19
2.5. Road Network Characteristics 19
2.5.1. Regional Road Network 19
2.5.2. Urban Road Network 20
2.5.3. Right of Way (ROW) 21
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2.5.4. Carriageway Width 22

2.5.5. Speed and Delay Characteristics 22
2.5.6. Speed Profile by Carriageway Width and Type 23
2.5.7. Level of Service 23
2.5.8. Conclusions 24
2.6. Traffic Characteristics 25
2.6.1. Passenger Car Units (PCU) 25
2.6.2. Seasonal Correction Factor 25
2.6.3. Traffic Characteristics along Major Road Network 26
2.6.4. Traffic Composition 27
2.6.5. Temporal Variation 28
2.6.6. Traffic Growth Trends 29
2.7. Registered Vehicles and Road Accidents 30
2.7.1. Vehicular Growth 30
2.7.2. Road Accidents 31
2.8. Existing Public Transport System 31
2.8.1. Bus Services 31
2.8.2. Metro Rail Services 36
2.8.3. Regional Rail Services 37
2.8.4. Intermediate Public Transport (IPT) 38
2.9. Travel Characteristics 38
2.9.1. Travel Characteristics from Road Side Interview (RSI) 39
2.9.2. Industry Establishment and Industrial Workers’ Survey 41
2.9.3. Public Transport Users’/ Commuters’ Characteristics 47
2.9.4. Travel Pattern – Overall Study Area 52
2.10. Willingness to Shift/ Stated Preference Survey 57
2.10.1. Socio-Economic Characteristics of Public & Private Transport
Users 57
2.10.2. Travel & Trip Characteristics of Private Transport Users 59
2.10.3. Perception of Public Transport System 60
2.10.4. Reasons for Favourable opinion 61
2.10.5. Willingness to shift to Metro 62
Chapter 3: Travel Demand Model & MRTS Ridership Forecast 66

3.1. Background 66
3.2. Modelling Approach 66
3.3. Study Area Zoning 68
3.4. Base Year Network Building 68
3.4.1. Highway Network 68
3.4.2. Public Transit Network 70
3.5. Development Matrices 70
3.6. Base Year Travel Demand 70
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3.6.1. Trip Generation 70

3.6.2. Trip Distribution 73
3.6.3. Generalised Cost Estimation 76
3.6.4. Mode choice Model 77
3.6.5. Trip Assignment Model 83
3.7. Population and Employment Forecast 86
3.7.1. Population Estimates 86
3.7.2. Employment Estimates 87
3.8. Scenario Building 90
3.8.1. Scenario 1- With Spurs 90
3.8.2. Scenario 2-Without Spurs 90
3.8.3. Fare Structure 90
3.9. MRTS Ridership Estimates 91
3.9.1. Travel Demand Assessment 91
3.9.2. MRTS Ridership Forecast 91
3.9.3. Daily and Peak Hour MRTS Ridership by Sections 91
3.9.4. MRTS Station Loads 114
Chapter 4: MRTS Alignment Design 138

4.1 Background 138
4.2 Topographical Survey 138
4.2.1 Objective 138
4.2.2 Scope 139
4.2.3 Survey of India Bench Mark 139
4.2.4 Precision / Topographical Survey Instruments 139
4.2.5 Pillar Construction 139
4.2.6 GPS & Total Station Traverse 140
4.2.7 Levelling 140
4.2.8 Detailed Survey 141
4.2.9 Longitudinal and Cross Sections 141
4.2.10 Ground Verification 141
4.2.11 Mapping 141
4.3 Geometric Design Norms 141
4.3.1 Horizontal Alignment 141
4.3.2 Vertical Alignment 142
4.3.3 Spacing from Buildings and Structures 143
4.3.4 Design Speed 143
4.3.5 Minimum Track Spacing On Curves 143
4.3.6 Cant and Cant Deficiency 143
4.3.7 Walkways 143
4.3.8 Guard Rail 144
4.4 Alignment Design 144
4.4.1 Reference Point 144
4.4.2 Stretch 1: HUDA City Centre to Subhash Chowk (Km 0.000 to Km
4.100) 144
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4.4.3 Stretch 2: Subhash Chowk to Sohna Road SPR Intersection (Km

4.100 to Km 7.100) 145
4.4.4 Stretch 3: Sohna Road - SPR Intersection to SPR – NH 8
Intersection (Km 7.100 to Km 14.400) 145
4.4.5 Stretch 4: SPR Intersection to SPR – NH 8 Intersection to CPR –
NPR – Utility Corridor Intersection (Km 14.400 to Km 17.200) 146
4.4.6 Stretch 5: CPR – NPR – Utility Corridor Intersection to 60 m
Sector Road, IMT Manesar (Km 17.200 to Km 24.100) 147
4.4.7 Stretch 6: 60 m Sector Road, IMT Manesar to Panchgaon Chowk/
KMP Expressway –NH 8 Intersection (Km 24.100 to Km 34.400) 148
4.4.8 Stretch 7: Panchgaon Chowk/ KMP Expressway –NH 8
Intersection to Dharuhera Notified Area (Km 34.400 to Km 49.400) 148
4.4.9 Stretch 8: Dharuhera Notified Area to Village Dungarwas (Km
49.400 to Km 61.500) 149
4.4.10 Stretch 9: Village Dungarwas to Bawal Town (Km 61.500 to Km
81.300) 151
4.4.11 Design of Horizontal Profile 152
4.4.12 Design of Vertical Profile 154
4.5 Geotechnical Investigations 158
4.5.1 Geotechnical Investigation Procedure 159
4.5.2 Findings of Geotechnical Investigation 164
4.6 Structural Design 174
4.6.1 Structural System of Viaduct – Superstructure 174
4.6.2 Substructure 175
4.6.3 Foundations Recommendations 175
4.6.4 Grade of Concrete 176
4.6.5 Reinforcement and Pre-stressing Steel 176
4.6.6 Structural Design and GADs 176
4.7 Utility Relocation 177
4.8 Land Acquisition Requirements 183
Chapter 5: MRTS Station Planning and Design 185

5.1 Background 185
5.2 Gurgaon Bawal MRTS Station Planning 185
5.2.1. Section 1: Gurgaon to Manesar (Panchgaon) 185
5.2.2 Section 2: Panchgaon to Dharuhera 188
5.2.3 Section 3: Dharuhera to MBIR 189
5.3 MRTS Station Design Norms 190
5.3.1 Features of Typical Elevated Stations 192
5.3.2 Passenger Amenities 193
5.3.3 Station Sizing and Egress Requirements 194
5.3.4 Other Governing Parameters 196
5.3.5 Provision of Operational Areas at Stations 197
5.3.6 Station Design Form 197
5.4 Gurgaon Bawal MRTS Station Design 198
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5.4.1 MRTS Interchange Stations 199

5.4.2 Elevated Stations along Road Median (Central/ Side) 205
5.4.3 Stations with Concourse at Grade (CAG) 212
Chapter 6: MRTS Evaluation and Selection 217

6.1. Background 217
6.2. Selection of Gauge 217
6.2.1. General 217
6.2.2. Available Options and Recommendations 217
6.3. Selection of Permanent Way 219
6.3.1. General 219
6.3.2. Rail 219
6.3.3. Ballast-less Tracks on Mainlines 219
6.3.4. Ballasted Track in Depot 220
6.3.5. Turnouts 220
6.3.6. Buffer and Wheel Stops 220
6.3.7. Rail Structure Interaction Analysis 220
6.3.8. Welding 221
6.3.9. Selection of Rolling Stock 221
6.3.10. Carrying Capacity and Operating Characteristics 221
6.3.11. Technical Features & Passenger Amenities 222
6.4. Signalling and Train Control 225
6.4.1. System Comparison 226
6.4.2. Benefits of CBTC Technology 229
6.4.3. Trends in CBTC Systems 229
6.4.4. Procurement 230
6.4.5. System Selection 231
6.4.6. System Description and Specifications 231
6.5. Telecommunication System 234
6.5.1. System Overview 234
6.5.2. Brief of Telecommunication Sub Systems 235
6.6. Automatic Fare Collection (AFC) System 238
6.6.1. AFC System Hierarchy 238
6.6.2. AFC System Integration with External Systems (Optional) 241
6.6.3. Typical Station Level Equipment Details 242
6.6.4. Security Requirement 242
Chapter 7: MRTS Train Operational Plan 243

7.1. Background 243
7.2. System Characteristics and Travel time 243
7.3. Travel Demand 244
7.4. Train Formation 244
7.4.1. Train Composition 244
7.4.2. Capacity 244
7.5. Train Operation Plan Options 244
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7.5.1. Option 1- Normal Operations 244

7.5.2. Option 2- Express Train Operations 245
7.5.3. Option 3- Skip-Stop Train Operations 246
7.6. Recommendations 247
7.7. Headway and Capacity - Option 1 247
7.7.1. Year 2021 – Train Operation 247
7.8. Train Frequency 248
7.9. Rolling Stock Requirement 248
Chapter 8: Power Supply And Traction System 250

8.2. Traction System 250
8.3. Traction System Technology 250
8.3.1. DC Electrified Systems 251
8.3.2. AC Electrified System s 252
8.3.3. Difference in Technologies 254
8.3.4. Proven Technology 254
8.3.5. Commercial Viability 255
8.3.6. Compatibility with the Reference Case Infrastructure 255
8.3.7. Compatibility with the Reference Case Service level 256
8.3.8. Absorption of Technology Selected 258
8.3.9. Design Principles of Electrified system 258
8.3.10. Alternative Technology option of 2x25kV option 259
8.4. Power Supply Requirement and Criterion 259
8.5. Sources of Power Supply 261
8.5.1. Receiving Sub Stations 262
8.6. Power Supply Arrangements 264
8.6.1. Traction Power Switching Stations 267
8.7. 25-Kv Flexible Overhead Equipment (OHE) System 269
8.8. Clearances 271
8.9. Visual Intrusion Reduction Initiatives 271
8.10. Electromagnetic Interference (EMI) and Electromagnetic
Compatibility (EMC) 272
8.11. Rating of Major Equipment 272
8.12. Auxiliary Supply Arrangements for Stations and Depots 273
8.13. Standby Diesel Generator (DG) Sets 275
8.14. Uninterrupted Power Supply (UPS) 275
8.15.Supervisory Control and Data Acquisition (SCADA) System 275
8.16.Building Management System (BMS) For Monitoring, Automation And
Control Of Auxiliary Power Supply And Services 277
8.17. Energy Efficiency and Saving Measures 277
8.18. Electric Power Tariff 278
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Chapter 9: Maintenance Facilities 279

9.1. Background 279
9.2. Maintenance Philosophy 280
9.3. Planning of Maintenance Facilities Setup 280
9.4. Rolling Stock Maintenance Needs 280
9.5. Depot Locations 282
9.6. Depot Layout 282
9.7. Infrastructure Facilities Planned at Depots 283
9.7.1. Inspection Lines and Workshop Lines in Depot 283
9.7.2. Stabling Lines Depot 284
9.8. Depot com Workshop Planning 284
9.8.1. Design of Depot cum Workshop Facilities 284
Chapter 10: Environmental Impact Assessment 288

10.1.1. Need for the EIA Study 288
10.1.2. Scope of Work 288
10.1.3. Approach and Methodology 289
10.1.4. Limitations 290
10.2. Description of Project 290
10.2.1 Study Area and Impact Corridor 290
10.2.2 Site Settings 290
10.2.3 Population and Employment Forecasts 291
10.2.4 MRTS Ridership and Travel Demand Estimates 291
10.2.5 Project Components 291
10.2.6 Project Development – Construction Phase 292
10.2.7 Resource Requirements during Operation 294
10.2.8 Broad Cost Estimates 295
10.2.9 Project Implementation Structure 295
10.3. Policy, Legal and Administrative Framework 296
10.3.1 Legal Enforcement Agencies 296
10.3.2 Applicable Environmental and Social Laws, Regulations and
Policies 298
10.3.3 Required clearances/ permissions/ approvals 303
10.3.4 JICA Environmental and Social Considerations 303
10.3.5 World Bank’s Operational Policies and Guidelines 305
10.3.6 Applicable World Bank Group EHS Guidelines 312
10.3.7 Applicable Environmental Standards 312
10.4 Environmental Baseline Assessment 312
10.4.1 Methodology 312
10.4.2 Physical Environment 312
10.4.3 Biological Environment 342
10.5 Analysis of Alternatives 353
10.5.1 Project Versus No Project Scenario 353
10.5.2 Alternative Site Selection 355
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10.6 Impact Assessment and Mitigation Measures 367

10.6.1 Introduction 367
10.6.2 Impact Evaluation Criteria - Impact Significance 367
10.6.3 Impact Assessment – Construction Phase 369
10.6.4 Impact Assessment – Operation Phase 388
10.7 Environment and Social Management and Monitoring Plan 398
10.7.1 Introduction 399
10.7.2 HSE Management Organization Structure 399
10.7.3 Proposed Environment Management Plan 402
10.7.4 Construction Labour Management Plan 414
10.7.5 Traffic Management Plan 419
10.7.6 Emergency Response Plan 423
10.7.7 Occupational Health and Safety Plan 430
10.7.8 Environment and Social Monitoring plan 460
10.7.9 ESMMP Implementation Review Process 462
10.7.10 Documentation and Record Keeping 463
10.7.11 Budgetary Estimates for ESMP 463
10.8 Conclusion and Categorisation 464
Chapter 11:Social Impact Assessment 466

11.2. Project Background 466
11.3. Need for the SIA study 469
11.4. Study Approach and Methodology 472
11.4.1. Scope of work 472
11.4.2. Objectives of the study 472
11.5. Study Area 472
11.5.1. Methodology Adopted 472
11.5.2. Public Consultations and Stakeholder engagement 473
11.5.3. Data Compilation , Analysis and Reporting 473
11.6. Baseline Status 473
11.6.1. Administrative Set-Up 476
11.6.2. District Profiles 476
11.6.3. Demographic Profile 477
11.6.4. Literacy and education levels 477
11.6.5. Socio – Economic Profile 478
11.6.5.1. Economic Productivity and Workforce Participation 478
11.6.5.2. Occupational Trends 478
11.6.5.3. Socio-economic Aspects of the Project Affected Villages 478
11.6.5.4. Population and Demographic Profile 479
11.6.5.5. Marital Status 479
11.6.5.6. Educational Levels 479
11.6.5.7. Occupational profile 479
11.6.5.8. Quality of Life 480
11.7. Stakeholder Engagement and Public Consultations 481
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11.7.1. Situational Analysis 481

11.7.2. Stakeholder Identification 482
11.7.3. Public Consultations 483
11.7.4. Key Issues 483
11.7.5. Grievance Redress Mechanism (GRM) 484
11.8. Impact Assessment 484
11.8.1. Resettlement and Rehabilitation Plan 484
11.8.2. Land to be affected and proposed for acquisition 484
11.8.3. PAFs likely to be affected due to the process of land acquisition 485
11.8.4. Measures for Compensation for Loss of Private Properties 485
11.8.4.1. Compensation for land 485
11.8.4.2. Compensation for homesteads 486
11.8.4.3. Compensation for other private structures/ buildings 486
11.9. The Resettlement and Rehabilitation Plan 487
11.9.1. Resettlement Plan 487
11.9.2. Rehabilitation Plan 489
11.9.3. Area Development and CSR Activities 491
11.9.4.Training facilities for entrepreneurship, technical, and
professional skill development for self-employment 491
11.9.5. Scholarships for students 491
11.9.6. Up-gradation of infrastructure facilities in existing schools 492
11.9.7. Sanitation facility in the project affected villages 492
11.9.8. Bus shelters with drinking water outpost based on number of
stations 492
11.9.9. Health Care facilities 492
11.9.10. Post-Project Monitoring 493
11.9.11. Budget for implementation of R&R Plan 493
Chapter 12: Broad Cost Estimates 495

12.1. Background 495
12.2. Project Construction Period 495
12.3. Broad Cost Estimates 495
12.3.1. Civil Engineering Works 495
12.3.2. Permanent Way 496
12.3.3. Traction and Power Supply 496
12.3.4. E&M System 496
12.3.5. Signalling, Telecommunication Works 497
12.3.6. Automatic Fare Collection System 497
12.3.7. Rolling Stock 497
12.3.8. Maintenance Depots 497
12.3.9. Cost for Environment Management Plan 497
12.3.10. Cost of Land, Rehabilitation and Resettlement 498
12.3.11. Total Project Capex 498
12.4. Cost Escalation 498
12.5. Taxes and Duties 498
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Chapter 13: MRTS Business Plan 501

13.2. Financial Analysis 501
13.3. Capital Cost Estimates 501
13.3.1 Engineering cost 501
13.3.2 Escalation 501
13.3.3 Land Cost 502
13.3.4 Taxes and Duties 502
13.3.5 Additional Rolling Stock Cost and Replacement Cost 502
13.4 Operation and Maintenance costs 503
13.5 Revenue 503
13.5.1 Fare Box Revenue 503
13.5.2 Adverting & other Revenue 505
13.5.3 Property Development Revenue 505
13.6 Project Structure 505
13.6.1 Implementing Authority 505
13.6.2 Debt Terms 505
13.6.3 Debt to Equity Ratio 506
13.6.4 Equity Terms 507
13.6.5 Exchange Rate Fluctuations 507
13.6.6 Taxes 508
13.6.7 Results of the Financial Analysis 509
13.6.7.1 .Weighted Average Cost of Capital - WACC 509
13.6.7.2 .Source and Application of Funds 509
13.6.7.3. Project Viability 509
13.7. Economic Analysis 511
13.7.1 Approach 511
13.7.2 Project Costs 511
13.7.3 Estimation of Benefits 512
13.7.3.1. Capital Cost for Additional Buses 512
13.7.3.2. Vehicle Operating Cost (VOC) for additional Buses 512
13.7.3.3. Vehicle Operating Cost (VOC) for additional Private Modes 513
13.7.3.4. Time savings for Passengers 513
13.7.3.5.Pollution Cost 514
13.7.4. Results of Economic Analysis 514
13.8. Way Forward 515
Chapter 14: The Way Forward 517

14.1. Tasks Ahead
517
TABLES Page No
Table 1.1: Section 1 (Gurgaon to Panchgaon): Route Alignment Features 6
Table 2.1: Traffic Analysis Zones 13

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Table 2.2: Classified TVC Survey Locations 17

Table 2.3 Origin and Destination Survey locations 18
Table 2.4 Industry Establishment Survey 18
Table 2.5: Industrial Workers’ Survey Sample 18
Table 2.6: Distribution of Regional Road Length by Road Classification 20
Table 2.7: Regional Road Network Characteristics 20
Table 2.8: Distribution of Major Urban Road Length (Gurgaon) 21
Table 2.9: Distribution of Road Length by Right of Way (ROW) Width 21
Table 2.10: Distribution of Road Length by Right of Way 21
Table 2.11: Distribution of Road length by Carriageway width 22
Table 2.12: Distribution of Road Length by Type of Carriageway 22
Table 2.13: Distribution of Road Length by Average Speeds 22
Table 2.14: Distribution Speed Profile by Carriageway Width 23
Table 2.15: Distribution of Road Length Type of Carriageway 23
Table 2.16: Distribution of Level of Service 23
Table 2.17: Passenger Car Units 25
Table 2.18: Mode wise Average Annual Daily Traffic on Major Road
Sections 26
Table 2.19: Traffic Composition on Major Road Network (In Percentage) 27
Table 2.20: Temporal Variation of Traffic on Major Road Sections 28
Table 2.21: Average Annual Growth Rate on NH-8 29
Table 2.22: Average Annual Growth Rate on NH-71 29
Table 2.23: Mode wise registered vehicles (Haryana)* 30
Table 2.24: Mode wise Registered Vehicles (Gurgaon & Rewari)* 30
Table 2.25: Accidents per Lac Population in NCR region 31
Table 2.26: Year-wise accidents in Gurgaon & Rewari 31
Table 2.27: Bus passenger Trip Distribution (in percentage) 32
Table 2.28: Operational Performance of STU Buses 33
Table 2.29: Operational costs, revenues and profitability of Buses 34
Table 2.30: Estimated Ticket Sales, FY 2013 38
Table 2.31: Movement Pattern at RSI Locations 39
Table 2.32: Average Trip Length (Km), by mode 40
Table 2.33: Trip Length frequency, by mode (In Percentage) 40
Table 2.34: Trip Purpose, by Mode (In Percentage) 41
Table 2.35: Industry Establishment Survey Quantum 41
Table 2.36: Industry Type Distribution (In Percentage) 42
Table 2.37: Employee Distribution by Industry Type (In Percentage) 43
Table 2.38: Employee Strength by Industry Unit (In Percentage) 44
Table 2.39: Employment Density (Area (Sq m)/ Employee) by Industry
Type 44
Table 2.40 Industrial Workers’ Survey Quantum 45
Table 2.41: Mode wise Industrial Workers’ Travel Pattern 45
Table 2.42 Spatial Distribution of Industrial Workers’ Trips (In Percentage) 46
Table 2.43: Modal Share of Industrial Worker Trips 46
Table 2.44: Cumulative Trip Length Frequency of Industrial Workers’ (In 47
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Percentage)
Table 2.45: Movement Pattern of Bus Commuters’ 48
Table 2.46: Distribution of Bus Commuters by Purpose (In Percentage) 48
Table 2.47: Movement Pattern of Rail Commuters’ 49
Table 2.48: Distribution of Rail Commuters by Purpose (In Percentage) 49
Table 2.49: Distribution of Rail Commuters by Modes of Access/
Dispersal(In Percentage) 50
Table 2.50: Movement Pattern of Metro Commuters’ 50
Table 2.51: Distribution of Metro Commuters by Purpose (In Percentage) 51
Table 2.52: Distribution of Metro Commuters by Modes of Access/
Dispersal (In Percentage) 51
Table 2.53: Matrix Merging Procedure 52
Table 2.54: Overall Travel Pattern 53
Table 2.55: Traffic Analysis Zones Classification by Major Destinations 53
Table 2.56: Classification by Major Destinations – For Production Zones (In
Percentage) 54
Table 2.57: Classification by Major Destinations – For Attraction Zones (In
Percentage) 54
Table 2.58: Travel Pattern by Purpose 55
Table 2.59: Travel Pattern by Purpose by Mode 55
Table 2.60: Overall Travel Pattern by Mode 55
Table 2.61: Distribution by Age Group 57
Table 2.62: Distribution of Public Transport Users’ by Literacy Level 58
Table 2.63: Average Monthly Travel Expenditure 58
Table 2.64: Distribution by Trip Travel Time (Minutes) 59
Table 2.65: Distribution of Transport Users by Trip cost 60
Table 2.66: Users’ Perception for Existing Transport System 61
Table 2.67: Distribution of Respondents by Ranking of Mode Choice 61
Table 2.68: Distribution of Respondents by Reasons for choosing Bus as
Most Preferred Mode 62
Table 2.69: Distribution of Respondents by Reasons for choosing Rail as
Table 2.70: Distribution of Respondents by Reasons for choosing Metro as
Table 2.71: Cumulative Shift by Savings in Travel Time 63
Table 2.72: Cumulative Shift by Savings/ Increase in Travel Cost 63
Table 2.73: Distribution of Respondents by Likelihood of choosing Metro 64
Table 3.1: Study Area Road Network 68

Table 3.2: Link Details 68
Table 3.3: Capacity for Urban Roads 69
Table 3.4: Capacity for Rural Roads 69
Table 3.5: Base year Daily Passenger Travel Demand 70
Table 3.6: TAZs for Trip Generation Modelling 71
Table 3.7: Base Year Population and Employment of Administrative Units 71
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Table 3.8: Dependent and Independent Variables for Trip Productions &
Trip Attractions 71
Table 3.9: Regression Equations for Trip Production 71
Table 3.10: Trip Production for Various Spatial Units in Study Area 72
Table 3.11: Regression Equations for Trip Attraction 72
Table 3.12: Trip Attraction for Various Spatial Units in Study area 72
Table 3.13: Gravity Model Parameters 74
Table 3.14: Mode wise VOC (Rs. /Km) for base year 77
Table 3.15: Mode-wise VOT (Rs./Hour/Person) 77
Table 3.16: Output of Multinomial Logit Model 79
Table 3.17: Output of Model Validation 80
Table 3.18: Fare Structure 81
Table 3.19: MRTS Travel Demand Scenario 2, DMRC Fare 82
Table 3.20: MRTS Travel Demand Scenario 2, DMRC Fare 82
Table 3.21: Comparison of Observed & Synthesized Traffic Volume (Daily
trips) 85
Table 3.22: Population Projections by TAZs 87
Table 3.23 Industrial Workers’ Survey Quantum 88
Table 3.24: Employment Projections by TAZs 89
Table 2.25 Fare Structure 90
Table 3.26 Travel Demand Forecast 91
Table 3.27: Projected MRTS Ridership 91
Table 3.28: Estimated MRTS Ridership and Section Loads (2013) –
Scenario 1 (With Spurs), DMRC Fare 92
Scenario 1 (With Spurs), MCA Fare 98
Scenario 2 (Without Spurs), DMRC Fare 104
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Scenario 2 (Without Spurs), MCA Fare 109
Table 3.44: Highest Section Loads by Cardinal Years 113
Table 3.45: Station Loadings (2013)-Scenario 1, DMRC Fare 114
Table 3.49: Station Loadings (2013)-Scenario 1 (With Spurs), MCA Fare 120
Table 3.50: Station Loadings (2021)-Scenario 1, MCA Fare 122
Table 3.51: Station Loadings (2031)-Scenario 1, MCA Fare 123
Table 3.52: Station Loadings (2043)-Scenario 1 (With Spurs), MCA Fare 125
Table 3.53: Station Loadings (2013)-Scenario 2 (Without Spurs), DMRC
Fare 127
Fare 128
Fare 129
Fare 130
Table 3.57: Station Loadings (2013)-Scenario 2 (Without Spurs), MCA Fare 132
Table 4.1: GPS Stone Details 140

Table 4.2: Horizontal Alignment Details 152
Table 4.3: Vertical Profile Details 154
Table 4.4: Location of Bore Holes 159
Table 4.5: Recommended Pile Capacities 166
Table 4.6: Location of Special Spans 177
Table 4.7: Location and Type of Utilities 177
Table 5.1: Section 1- Gurgaon to Panchgaon: Proposed MRTS Stations and

Influence Area 187
Table 5.2: Section 2 - Panchgaon to Dharuhera: Proposed MRTS Stations
and Influence Area 188
Table 5.3: Section 3- Dharuhera to Bawal: Proposed MRTS Stations and 189
December 2015
xiv
Influence Area
Table 5.4: MRTS Station Location and Levels 198
Table 5.5: Proposed MRTS Station Design Parameters 215
Table 6.1: Merits of CBTC 229

Table 6.2: World wide deployment of CBTC systems 230
Table 6.3: Types of Projects where CBTC is deployed 230
Table 6.4: Driving modes in different CBTC projects 230
Table 7.1: MRTS Travel Demand 244

Table 7.2: MRTS Travel Demand 244
Table 7.3: Train Operation Plan 245
Table 7.4: Train Operation Plan – Skip Stop Option 246
Table 7.5: Train Operation - 2021 247
Table 7.8: MRTS Rolling Stock Requirements 249
Table 8.1: Power Supply Technology Comparison 256

Table 8.2 Voltage Limits - 25 Kv Traction systems 260
Table 8.3 Traction Power Transformer Details 260
Table 8.4 Power Demand Estimation 261
Table 8.5 TSS Feeding Zones 263
Table 8.6 Power Demand Projection at RSS cum TSS 264
Table 8.8 Summary of Loads (KVa) For Typical Elevated Station 274
Table 9.1 Rake Requirements for Different Horizon Years 280

Table 9.2: Proposed Maintenance Schedule 281
Table 9.3: Schedule of Cleaning 281
Table 9.4: Rake Visits to Depots And Workshops 283
Table 9.5: Requirements of Inspection Lines 283
Table 9.6: Inspection and Workshop Lines provided for Design Capacity of
Depots
284
Table 10.1 Highest Section Loads Estimated for Base and Horizon Years 291
Table 10.2 Basic Project Details 291
Table 10.3 Commissioning Schedule for MRTS Development 292
Table 10.4 Legal Enforcement Agencies 296
Table 10.5 Applicable Environmental and Social Legislations 299
Table 10.6 Permissions/Clearances Required for Proposed MRTS Project 303
Table 10.7 JICA’s Categorization for Projects 304
Table 10.8 World Bank Operational Policy Requirements and Applicability 305
Table 10.9 National Ambient Air Quality Standards 307
Table 10.10 Ambient Air Quality Guidelines 308
Table 10.11 Primary Water Quality Criteria for Designated-Best-Use- 309
December 2015
xv
Classes
Table 10.12 Treated Sewage Discharge Guideline of IFC 309
Table 10.13 Ambient Noise Standards 310
Table 10.14 Noise Level Guidelines as per IFC 310
Table 10.15 Standards for Occupational Noise Exposure 310
Table 10.16 Applicable International Conventions 311
Table 10.17 Generalised Geological Successions, Gurgaon District 313
Table 10.18 Land Use/Land Cover of Project districts 320
Table 10.19 Land Use in the Study Area 321
Table 10.20 Meteorological Data (1961-1990) 323
Table 10.21 Rainfall Pattern of the Project district, in mm (2009-2013) 324
Table 10.22 Meteorological Monitoring Data 324
Table 10.23 Locations of Ambient Air Quality Monitoring 326
Table 10.24 Analysis Method for Ambient Air Quality Monitoring 327
Table 10.25 Ambient Air Quality in the study area (in µg/m³) 327
Table 10.26 Surface Water Bodies in the District 332
Table 10.27 Locations of Ground and Surface Water Monitoring 333
Table 10.28 Results of Ground Water Analysis 334
Table 10.29 Water Quality Standards by CPCB for Best Designated Usage 336
Table 10.30 Surface Water Quality 336
Table 10.31 Noise Monitoring Location in the study area 338
Table 10.32 Results of Noise level Monitoring 338
Table 10.33 Locations of Soil Quality Monitoring 340
Table 10.34 Result of Soil Quality 340
Table 10.35 Flora Observed in the Project Area 343
Table 10.36 Species Richness and Evenness Observed in the Project Area 346
Table 10.37 Fauna Observed in the Project Area 346
Table 10.38 List of mammals reported from Project Area 347
Table 10.39 List of reptiles reported from Project Area 347
Table 10.40 List of Butterfly reported From Project Area 348
Table 10.41 List of Amphibians reported From Project Area 348
Table 10.42 Avi-Faunal Observed in the Project Area 349
Table 10.43 Route Option 1 for Section 1 (Gurgaon- Manesar) 355
Table 10.46 Comparative Analysis between Three Option Considered for
Section 1 (Gurgaon- Manesar) 359
Table 10.47 Justification for Option Considered for Section 2 (Panchgaon
to Dharuhera) 363
Table 10.48 Justification for Option Considered for Section 2 (Dharuhera to
MBIR and Rewari) 364
Table 10.49 Impact Evaluation Criteria 367
Table 10.50 Impact Significance Criteria 369
Table 10.51 Impact Identification Matrix for Construction Phase 371
Table 10.52 Impact Significance – Ambient Air Quality 375
December 2015
xvi
Table 10.53 Estimated Noise Levels from Construction Machinery and

Equipment (in dB(A)) 376
Table 10.54 Impact Significance – Noise Level 377
Table 10.55 Impact Significance – Water Resources and Quality 379
Table 10.56 Impact Significance – Soil Quality 382
Table 10.57 Impact Significance – Ecology 383
Table 10.58 Impact Significance – Traffic and Transport 385
Table 10.59 Impact Significance – Health and Safety Hazards 388
Table 10.60 Impact Identification Matrix for Operation Phase 389
Table 10.61 Impact Significance – Ambient Air Quality 390
Table 10.62 Recorded Noise Levels on Various Rail Routes 391
Table 10.63 Impact Significance – Noise Level 393
Table 10.64 Impact Significance – Water Resources and Quality 396
Table 10.65 Impact Significance – Land Environment 297
Table 10.66 Impact Significance – Ecology 398
Table 10.67 Environment Management Plan 403
Table 10.68 Requirement under Contract Labour (Regulation and
Abolition) Act, 1970 429
Table 10.69 Proposed Training Modules 433
Table 10.70 Environment and Social Monitoring Plan 461
Table 10.71 Budgetary Estimates for ESMP Implementation 463
Table 11.1: Project Influenced Villages in Gurgaon District 474

Table 11.2: Project Influenced Villages in Rewari District 475
Table 11.3: Villages of Land Acquisition in Gurgaon and Rewari Districts 476
Table 11.4: Resettlement package extended to the displaced PAFs 487
Table 11.5: Rehabilitation Package for the affected PAFs 489
Table 11.6: Budget estimations for implementation of R&R plan 493
Table 12.1: Gurgaon Bawal MRTS Broad Cost Estimates 499
Table 13.1 Cardinal Years wide Rolling Stock Requirement 502

Table 13.2 Cardinal Year wide Operation and Maintenance Cost 503
Table 13.4 DMRC and MCA Fares (2014) for the Distance Slabs 504
Table 13.4 Projected Ridership 504
Table 13.5 Estimated Fare-Box Revenue Projections 505
Table 13.6: Summary of Debt Terms for Different Funding Instruments 506
Table 13.7 Proposed Debt to Equity ratio for different funding instruments 506
Table 13.8: Equity contribution for different debt instruments 507
Table 13.9: Corporate Income Tax (CIT) rate 508
Table 13.10: Minimum Alternate Tax (MAT) rate 508
Table 13.11:Project and Equity NPV @ 8% Discount rate for different
funding scenarios 509
Table 13.12 Factors used for converting project financial costs to economic
costs 512
December 2015
xvii
Table 13.13 Assumptions related to Bus Operations 512

Table 13.14: Economic Cost of operation of Buses 513
Table 13.15 Economic VOC for private modes 513
Table 13.16 Economic VOC for private modes 514
Table 13.17: Assumptions related to vehicle emissions 514
FIGURES Page No
Figure 1.1: Constituent Areas of MBIR 2
Figure 1.2: MRTS Route Alignment Section 2 (Panchgaon Dharuhera) 7
Figure 2.1: Existing Bus Routes in Gurgaon

34
Figure 2.2: Existing and Proposed Metro Network in Gurgaon 36
Figure 2.3: Travel Pattern Observed in Road Side Interview (Origin
Destination Survey) 39
Figure 2.4: Mode wise Cumulative Trip Length Frequency at RSI Locations 40
Figure 2.5: Modal Share of Industrial Workers’ Trips 46
Figure 2.6: Average Trip Length for Industrial Workers 47
Figure 2.7: Movement Pattern of Bus Commuters 48
Figure 2.8: Movement Pattern of Rail Commuters 49
Figure 2.9: Overall Travel Pattern 53
Figure 2.10: Average Monthly Expenditure on Travel 58
Figure 2.11: Average Travel Time per Trip 59
Figure 2.12: Distribution of Respondents by Trip Purpose and Mode 59
Figure 2.13: Distribution of Respondents by Trip Frequency 60
Figure 2.14: Shift to Metro based on Desired Saving Travel Time 63
Figure 2.15: Cumulative Shift by Savings/ Increase in Travel Cost 64
Figure 2.16: Distribution of Respondents by Likelihood of choosing Metro 64
Figure 3.1: Methodology for Travel Demand Model 67

Figure 3.2: Scatter Plot for Trip Production Model 73
Figure 3.3: Scatter Plot for Trip Attraction Model 73
Figure 3.4: Trip Time Frequency Distribution for Car Trips 74
Figure 3.5: Trip Time Frequency distribution for Bus trips 75
Figure 3.6: Trip Time Frequency distribution for Auto trips 75
Figure 3.7:Trip Time Frequency distribution for Two wheeler trips 75
Figure 3.8: Matrix Estimation flow for Validation 85
Figure 5.1: Elevated walkway 199

Figure 5.2: Option 2-Common Station with Island Platforms 200
Figure 5.3: Option 3-Common Station with side Platforms 201
Figure 5.4: Option 4- Stacked Station 202
December 2015
xviii
Figure 5.5: Option 4- Stacked line-Manesar Bawal line above Yellow Line 203
Figure 6.1: Typical Velocity Time Operation Curve 222

Figure 6.2: CBTC worldwide (Source Wikipedia). 229
Figure 6.3: Typical Automatic Gates (AG) 238
Figure 6.4: Sample Picture of TVM 239
Figure 6.5: Sample Picture of TOM/EFO 239
Figure 6.6: Show AFC System Architecture 241
Figure 7.1: Train Operation Chart – Skip Stop Option 246
Figure 8.1: HT Line Network in Haryana 261

Figure 8.2: Location of Existing Sub Stations 262
Figure 8.3: Typical High Voltage Conventional type Receiving Sub-Station 266
Figure 8.4: 33 Kv Loop in Loop out Ring Main System 267
Figure 8.5: Feeding Arrangement at Traction Sub Stations 267
Figure 8.6: Schematic Diagram of Sectioning &
Paralleling Post 268
Figure 8.7: Schematic Diagram of Sub Sectioning & Parallel Post 268
Figure 8.8: General Arrangement of OHE for Elevated Viaduct 269
Figure 8.9: Vertical Structure Clearance Envelope 271
Figure 8.10: Overall Configuration Diagram of SCADA 276
Figure 8.11: Typical Arrangement for Building Management System 277
Figure 10.1: Earthquake Zoning Map: Haryana State 310

Figure 10.2: Soil Map: Haryana State 311
Figure 10.3: Depth to Water Level for Pre-Monsoon and Post Monsoon
Season: Gurgaon District 313
Figure 10.4: Depth to Water Level for Pre-Monsoon and Post Monsoon
Season: Rewari District 313
Figure 10.5: Flood Hazard Map: Haryana State 315
Figure 10.6: Land Use Map of the Study Area 317
Figure 10-7: Windrose Diagram (Sept – Dec 2014) 320
Figure 10-8: Particulate Matter (PM10) concentrations in the Study Area 324
Figure 10-9: Particulate Matter (PM2.5) concentrations in the Study Area 324
Figure 10-10: Sulphur Dioxide (SO2) concentrations in the Study Area 325
Figure 10-11: Oxides of Nitrogen (NOx) concentrations in the Study Area 325
Figure 10-12: Ozone concentrations in the Study Area 326
Figure 10-13: Hydrocarbons concentrations in the Study Area 326
Figure 10-14: Carbon Monoxide (CO) concentrations in the Study Area 327
Figure 10-15: Noise Level Monitoring Results 334
Figure 10-16: Noise Level Monitoring Results 336
Figure 10-17: Route Option 1 for Section 1 (Gurgaon-Manesar) 353
Figure 10-18: Route Option 2 for Section 1 (Gurgaon- Manesar) 353
December 2015
xix
Figure 10-19: Route Option 3 for Section 1 (Gurgaon- Manesar) 353

Figure 10-20: Gurgaon Bawal MRTS – Proposed Alignment (Phase 1) 361
Figure 13.1: Breakup of Engineering Cost (In INR Cr.) 492

Figure 13.2: Cash flow 500
Figure 13.3: Year on year Project cost and revenue 501
Figure 13.4: The cumulative cost and benefit streams up to the year 45
from start of the project in economic prices 505
MAPS Page No
Map1.1: Presents the Study Area and proposed land use pattern as per the 3
master plans of respective urban centers.
Map 1.2: Presents the approved MRTS alignment between Gurgaon and
Bawal. 6
Map 1.3: presents the alignment for MRTS between Section 3- Dharuhera 8
to MBIR
Map 1.4: Presents approved MRTS alignment between Gurgaon and Bawal
along with project phasing 9
Map 2.1: Presents Traffic Analysis Zones. 13

Map 2.2: shows Base year road network on which road network inventory
& speed and delay surveys were conducted. 17
Map 2.3: Present Classified TVC and OD survey locations. 17
Map 2.4: Presents carriageway configuration of the study area road
network. 22
Map 2.5: Presents the speed profile on major sections within the study
area. 22
Map 2.6: Presents Volume Capacity ratio. 23
Map 2.7: Presents Level of Service. 23
Map 2.8: Presents the Average Annual Daily Traffic along the major road
sections. 26
Map 2.9: Presents Desire Line Diagram based on travel pattern obtained
from Road Side Interview survey. 39
Map 2.10: Presents the desire line diagram for travel pattern of industrial
workers’. 45
Map 2.11: Presents desire line diagram for bus passengers/ commuters. 48
Map 2.12: Presents the desire line diagram for metro passengers/
commuters. 50
Map 2.13: Presents desire line diagram for overall travel pattern. 52
Map 3.1: Base year transport network 70

Map 3.2: Base year highway assignment 85
Map 3.3: Base year public transport assignment (passenger trips) 85
Map 3.4: Base year MRTS passenger ridership assignment for base year
(2013) for Scenario 1 DMRC Fare 85
December 2015
xx
(2013) for Scenario 1 MCA Fare 85
(2013) for Scenario 2 DMRC Fare 85
(2013) for Scenario 2 MCA Fare 85
Map 3.8: Population distribution by TAZs for the years 2013 and 2043.
86
Map 3.9: Population distribution by TAZs for the years 2013 and 2043.
86
Map 3.10: Employment distribution by TAZs for the years 2013 and 2043. 89
Map 3.11: Employment distribution by TAZs for the years 2013 and 2043. 89
Map 3.12: MRTS ridership assignments for the year 2021 for Scenario 1
DMRC Fare. 92
DMRC Fare. 92
DMRC Fare. 92
Map 3.15: MRTS ridership assignments for the years 2021 for Scenario 1
MCA Fare. 92
MCA Fare. 92
MCA Fare. 92
DMRC Fare. 104
DMRC Fare. 104
DMRC Fare. 104
MCA Fare. 104
MCA Fare. 104
MCA Fare. 104
Map 4.1: Approved MRTS alignment between Gurgaon and Bawal. 145
Map 4.2: Proposed MRTS Cross Sections ( Huda City Center to Sector 36A
) 148
Map 4.3: Proposed MRTS Cross Sections ( Utility Corridor to Dharuhera ) 151
Map 4.4: Proposed MRTS Cross Sections(Dharuhera to Sector Road 60m) 152
Map 4.5: GAD for Segmental Box Super-structure having a span of 42 m. 176
Map 4.6: Typical GAD for pier and pier cap of standard piers. 176
Map 4.7: Typical GAD for pier and pier cap of cantilever piers. 176
December 2015
xxi
Map 4.8: GAD for portals. 176

Map 4.9: Typical GADs for all the special spans Subhash Chowk Crossing. 177
Map 4.10: Typical GADs for all the special spans Crossing at NH 8 177
Map 4.11: Typical GADs for all the special spans Crossing at NH 8. 177
Map 4.12: Typical GADs for all the special spansCrossing at KMP
Expressway. 177
Map 4.15: Typical GADs for all the special spans Crossing at Western
DFCC. 177
Map 5.1: MRTS station locations in Section 1.( Gurgaon to Panchgaon ) 187
Map 5.2: MRTS station locations in Section 2.( Panchgaon to Dungarwas) 188
Map 5.3: MRTS station locations in Section 5. ( Dungarwas to Bawal) 189
Map 5.4: Typical cross section for Sector 45 Station. 203
Map 5.5: Typical cross section of Station 9 – Sector 74A/ 75A. 203
Map 5.6: Typical cross section for Station 11:- Global City 204
Map 5.7: Typical cross section of Station 20:- Panchgaon 204
Map 5.8: Typical cross section forStation 34:- Salhawas. 204
Map 5.9: Typical cross section 205
Map 5.10: Typical station cross section. 207
Map 8.1: RSS Substation Location 262

Map 9.1 All probable depot locations 281
Maps 9.2: Typical layout for Depot and stabling lines at all the 3 locations. 282
ANNEXURE
Annexure 2.1: Final Origin Destination passenger trip matrix of all survey
locations.
Annexure 2.2: Origin Destination matrix for Industrial Workers’.
Annexure 2.3: Terminal Origin Destination trips matrix for Bus & Metro
Users for the base year.
Annexure 2.4: Overall passenger trips Origin Destination matrix for the base year.
Annexure 3.1: Population projections by traffic analysis zones.

Annexure 3.2: Employment projections by traffic analysis zones.
Annexure 11.1: Template to enumerate 100% properties/ project impacted families/

persons
December 2015
xxii
Annexure 11.2: Socio-economic survey schedule

Annexure 11.3: Check-list for information gathering during Public Consultations
Annexure 12.1: Design and construction of Elevated Viaduct for a length of 10.249 Km
including 7 elevated stations as part of Noida – Greater Noida Metro Project
Annexure 12.2: Rates for design, manufacture, supply, transportation, testing &
commissioning without taxes & duties of Anand Vihar to Dhaulakuan Corridor.
Annexure 12.3: Estimated Cost of Rolling Stock for DMRC Phase –III.
Annexure 13.1 Detailed Cash Flow and Profit and Loss Statements JICA - STEP Loan
Annexure 13.2 Detailed Cash Flow and Profit and Loss Statements JICA – ODA Loan
Annexure 13.3 Detailed Cash Flow and Profit and Loss Statements WB - IBRD Loan
Annexure 13.4 Detailed Cash Flow and Profit and Loss Statements Commercial Loan
Annexure 13.5 Economic cash flow statement
December 2015
xxiii
Abbreviations
Abbreviations
ADT : Average Daily Traffic
AADT : Annual Average Daily Traffic
BG : Broad Gauge
BRTS : Bus Rapid Transit System
BTK : Bhiwadi- Tapookara- Khushkhera Complex
BY : Base Year
CNG : Compressed Natural Gas
CO : Carbon Monoxide
DDA : Delhi Development Authority
CNCR : Central National Capital Region
DFC : Dedicated Freight Corridor
DIAL : Delhi International Airport Limited
DMIC : Delhi-Mumbai Industrial Corridor
DMRC : Delhi Metro Rail Corporation
DPR : Detailed Project Report
DTC : Delhi Transport Corporation
EE : External-External
EI : External-Internal
FOB : Foot Over Bridge
GDP : Gross Domestic Product
GHG : Green House Gas
GMUC : Gurgaon Manesar Urban Complex
GNCTD : Government of National Capital Territory of Delhi
GoH : Government of Haryana
GPS : Global Positioning System
HMRTC : Haryana Metro Rail Transit Corporation
Haryana State Industries and Infrastructural Development
HSIIDC :
Corporation
HUDA : Haryana Urban Development Corporation
IC : Inner Cordon
ICD : Inland Container Depot
IDP : Interim Development Plan
IE : Internal-External
IFC : Integrated Freight Complex
IGIA : Indira Gandhi International Airport
II : Internal - Internal
IMMPTS : Integrated Multi-Modal Public Transport System
IMT : Industrial Model Township
IMMTP : Integrated Multi-Modal Transport Plan
IPT : Intermediate Public Transport
IR : Indian Railways
IRC : Indian Roads Congress
ISBT : Inter State Bus Terminal
KMPE : Kundli-Maneswar-Palwal Expressway
December 2015
Abbreviations
JICA : Japan International Cooperation Agency

LCV : Light Commercial Vehicle
LIG : Low Income Group
LRTS : Light Rail Transit System
MAV : Multi-Axle Vehicle
MBIR : Manesar Bawal Investment Region
MCA : Model Concession Agreement
MDR : Major District Road
MoUD : Ministry of Urban Development
MPD : Master Plan for Delhi
MRTS : Mass Rapid Transit System
NCR : National Capital Region
NCRPB : National Capital Region Planning Board
NCTD : National Capital Territory of Delhi
NH : National Highway
NHAI : National Highways Authority of India
OC : Outer Cordon
OD : Origin-Destination
ODR : Other District Road
PCUs : Passenger Car Units
PHPDT : Peak Hour Peak Direction Travel
PPP : Public Private Partnership
RAP : Resettlement Action Plan
RC : Regional Centre
RED : Real Estate Developers
Rajasthan State Industrial Development and Investment
RIICO :
Corporation
ROB : Railway Over Bridge
ROW : Right of Way
RP : Regional Plan
R&R : Rehabilitation and Resettlement
RRTS : Rail Rapid Transit System
RSI : Road Side Interview
SIA : Social Impact Assessment
RSS : Receiving Sub Station
SCF : Seasonal Correction Factor
SEZ : Special Economic Zone
SH : State Highway
SIA : Social Impact Assessment
SNB Shahjahanpur – Neemrana – Behror – Complex
SP : Stated Preference
SPV : Special Purpose Vehicle
TAZs : Traffic Analysis Zones
TCPO : Town and Country Planning Organisation
TOD : Transit Oriented Development
December 2015
Abbreviations
TOR : Terms of Reference

TSS : Traction Sub Station
TVC : Traffic Volume Count
UA : Urban Agglomeration
WF : Weightage Factor
WFPR : Work Force Participation Ratio
December 2015
Final DPR & Business Plan: Executive Summary
EXECUTIVE
SUMMARY
1 Introduction
The employment and industrial infrastructure will induce a heavy movement of people
within MBIR and its surroundings such as Gurgaon, Manesar and Dharuhera.
This would curtail the dependency initially on private modes of transportation and further
the infrastructure so created would itself act as a catalyst for an accelerated development.
With this objective in mind DMICDC has envisioned state-of-the –art integrated Mass Rapid
Transit System between Gurgaon and Manesar Bawal Investment Region (MBIR).
The study area is Gurgaon and Rewari district with special emphasis on Manesar Bawal
Investment Region (MBIR).
Population
The total population of Study Area which includes population of Gurgaon, Manesar,
Dharuhera Rewari and Bawal is 2.2 million as per Census of India,2011. Considering the
master plan recommendations of all the urban areas lying in the Study Area, this population
is expected to be more than 15 million by 2043.
Employment
Agriculture is still
the predominant
activity in the study
area. District of
Gurgaon has more
share of skilled
workforce involved
in industrial
sector.Total
estimated
employment in
2013 is 1.2 million Figure 1: Constituent Areas of MBIR
and is expected to grow 5 times and estimated to be 6.2 million by 2043.
Figure 1 presents the constituent areas of MBIR.
Manesar Bawal Investment Region (MBIR)
Manesar Bawal Investment Region (MBIR) is planned as an industrial township in the

influence area of Delhi Mumbai Industrial Corridor (DMIC) situated at distance of about 100
kms from National Capital Territory of Delhi. MBIR is being planned for a projected
population of 3.19 million by the year 2039. The projected resident employment, by 2039,
December 2015
i
is 1,019,952 (10.20 lakhs approx). This has been estimated considering a work force
participation ratio of 32% by 2039.
MRTS Route Alignment
The final MRTS route alignment will consists of following three sections:
1. Section 1: Gurgaon – Manesar (Panchgaon)
2. Section 2: Manesar – Dharuhera
3. Section 3: Dharuhera – MBIR
Section 1 : Gurgaon to Panchgaon
The MRTS alignment in Section 1 (Gurgaon to Panchgaon) will have straight1 section from
HUDA City Center to Panchgaon and a spur line from Global City to Sector 112, as
described below:
HUDA City centre metro station -Netaji Subash Marg - Sohna Road-Southern
Peripheral Road (SPR)-Connecting Peripheral Road (CPR)-Utility Corridor-60 m road
in IMT Manesar –KMP Expressway – Panchgaon Chowk. Length 35 Km.
Total length of MRTS alignment in Section 1 (Gurgaon to Panchgaon) will be 35 Km.
Section 2: Panchgaon to Dharuhera
From Panchgaon chowk, the alignment remains east of NH 8. The alignment connects
proposed National Defense University, Bilaspur, Sidhranwali and Rathibas villages. These
villages are potential suppliers of industrial workforce.
Total length of this section is 12 Km.
The alignment enters Dharuhera Notified Area near village Kapriwas. The alignment then
turns left on 75 m Dharuhera- Bhiwadi Bypass Road. The alignment then turns right on 60
m wide sector road between Sector 22 & 23. The alignment continues to move straight till
intersection with NH 8 and turns left on NH 8 and remains on right side towards Jaipur.
Along NH 8 the alignment passes through the existing green belt of HUDA and connects
industrial Sectors 8 & 9. Alignment then remains north of NH 8 till NH 8-new NH 71
intersection and crosses river Sahibi along North of Masani Barrage. The alignment
continues to remains north of NH 8 and traverse towards Bawal. Total length of alignment
in this section is 10 Km.
The total length of MRTS alignment in Section 2 (Panchgaon to Dharuhera) is 22 Km.
Section 3: Dharuhera to MBIR and Rewari
Dharuhera to Bawal Town
After exiting Dharuhera Notified Area, the alignment remains on north of NH 8 and Masani
Barrage and crosses Sahibi River. It enters MBIR through 80 m wide road near village
Nikhri and then turns right on proposed 60 m wide road parallel to NH 8 within MBIR, it will
then cross proposed Western Dedicated Freight Corridor and connect proposed Integrated
Multimodal Logistics Hub (IMLH). From IMLH the alignment will then follow proposed 100
m Bawal Peripheral Road and will connect Bawal Town. The alignment terminates before
Bawal town. Length of Dharuhera - MBIR section is 25 Km.
The total length of Gurgaon Bawal MRTS alignment is 82 Km.
December 2015
ii
Spur Lines
In addition to above mentioned alignment State Government of Haryana intended to
develop spur lines from the main alignment. 2 spur lines have been proposed these are
along NPR in Gurgaon and link connecting MBIR with Rewari. These are detailed below:
Delhi Metro blue will be extended from Sector 21 Dwarka till IFFCO Chowk. It will
enter Gurgaon through NPR and turn towards Udyog Vihar from Sector 112. The
proposed MRTS along NPR will take off from Sector 112 and continue till proposed
Global City in Sector 36 B. Total length of this leg of MRTS will be 14 Km.
The MRTS link to Rewari takes off from the intersection of NH 8 and 120 m wide
Rewari bypass near village Salahwas. It terminates at the end of by-pass in Rewari
town near Inland Container Depot (ICD). The length of MBIR - Rewari section 12
Km.
The total length of recommended and finalized MRTS alignment between Gurgaon and
Bawal including spurs is 108 Km.
Gurgaon Bawal Straight Section of length 82 Km will be developed in Phase 1 whereas
the spurs along NPR and connecting Rewari will be developed in Phase 1A and 1B.
Considering that the DPR is being prepared for Phase 1 only. Refer Figure 2 for MRTS
Alignment and Phasing.
Figure 2: MRTS Gurgaon Bawal – Route Alignment & Phasing
December 2015
iii
2 Traffic and Travel Characteristics
The following primary traffic surveys were conducted for appreciating the existing traffic &
travel demand characteristics:
Road Network Inventory
Speed and Delay Survey
Classified Traffic Volume Count Survey
Road Side Interview cum Origin - Destination Surveys
Industry Establishment Survey
Industrial Workers’ Survey
Terminal and Commuters’ Survey
Willingness to shift Survey

Major road network covered in this survey are NH 8 , NH 71 ,NH 71 B, SH 26 , NH 71 bye
pass at regional level and Golf course road , MG road , SPR section from Ghata village to
Sohana road , Sohna Road , Subhash Road in Gurgaon as the the urban level roads.

Speed & Delay surveys were conducted along with the road network inventory survey by
traversing along the road sections from point to point, in the peak and off peak hours. The
speed and delays surveys were done to extract the following outputs :
Journey speed, running speed and en route delays .
Zone-to-zone travel time matrix.
Classified Traffic Volume Count & OD Survey

Classified trafic vilume count survey was carried out at 19 locations. Out of which, 3 day 24
Hours classified traffic volume count survey was carried out at 11 locations and 1 day 24
hrs volume count was carried out at 8 locations.
OD surveys were carried out at 11 locations along with classified trafic volume count
survey.
Industry establishment survey

This survey was carried out at Udyog Vihar Gurgaon , IMT Manesar , IMT Bawal,
Dharuhera, RIICO Bhiwadi and Japanese Industrial Park Neemrana. Quantum of industry
survey and sample size is mentioned in Table 1.
Table 1: Industry Establishment Survey
Location Total Industries Industries’ Surveyed

Udyog Vihar Gurgaon 2068 153
IMT Manesar 1139 179
IMT Bawal 768 133
RIICO Bhiwadi 904 25
Dharuhera 337 99
Japanese Industrial Park Neemrana 220 34
Total 5436 623
December 2015
iv
Industry Workers’ Survey

Industrial worker’s survey was conducted to ascertain the various travel characteristics of
employees in the area such as travel pattern, mode of transportation, travel cost etc.
Table 2 presents the samples of industry workers’ survey.
Table 2: Industrial Workers’ Survey Sample
Employees
Location Total Employees Sample (%)
Interviewed
Gurgaon 490009 881 0.2%
Manesar 95780 1744 0.4%
Bawal 80359 1525 1.9%
Bhiwadi 58013 409 0.7%
Dharuheda 35724 1221 3.4%
Neemrana 37643 355 0.9%
Total 797526 6135 0.6%
Commuters’ and Terminal Surveys

The survey was conducted at Gurgaon Railway station, Bawal Railway station, Rewari
Railway station, Pataudi Railway Station, Gurgaon Bus Stand, Rewari Bus stand, IFFCO
Chowk Bus Stand, Dharuhera Bus Stand/ Stop, IFFCO Chowk Metro Station, MG Road
metro Station, HUDA City centre Metro station ; Bilaspur Chowk and IMT Manesar Chowk. A
total of 8,800 commuters’ interviewes were conducted.
Willingness to Shift/ Stated Preference Survey

This survey was carried out by interviewing the commuter’s about their willingness to shift
to the new facility. This survey was carried out along with commute survey. A total of 1,000
samples were collected in order to obtain commuters’ opininon.
Road Network Characteristics
Some of the major findings of the network studied in the influence area are discussed
below:
47 % of road length of National Highways have speeds in between 50-60 kmph and
34 % have speeds in between 40-50 kmph, on other hand 69 percent of State
Highways have speeds in between 40-50 kmph .
Maximum average speed of 62 kmph was observed in between Bawal-Manoharpur
and Manesar Bilaspur Section of NH 8.
The minimum average speeds were observed on urban sections of NH 8 between
Rajiv Chowk and Manesar and SH 15 between Gurgaon and Farukhnagar.
Traffic Characteristics
The major findings emerged out of traffic analysis are as under:
Maximum Annual Average Daily Traffic (AADT) of 3,74,292 vehicles and 3,80,912
PCUs were observed at Km 24 Toll Plaza of NH 8.
At M.G Road (NH-236) and Km 62 Toll plazas of NH 8, AADT was observed as
1,04,389 vehicles (96,321PCUs) and 68,363 vehicles (1,01,371 PCUs) respectively.
At Km 62 and Km 117 Toll plazas of NH 8, AADT was observed as 49,712 vehicles
(89,607PCUs) and 29,445 vehicles (66,702 PCUs) respectively.
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At NH 71 AADT was observed as 10,500 Vehicles and 19,478 PCUs. And 20417
vehicles and 17395 at 71 B.
Freight traffic constitute to 54 % of total traffic in the project influence area.
Maximum freight traffic composition (54%) was observed at Km 117 toll plaza.
Peak hour share on national highways was observed as less than other that of other
category roads mainly due to high composition of commercial traffic.
Peak hour share of 5.3—8.9% was observed on all the survey locations of NH 8.
Goods traffic has shown 10% growth rate on NH 8 and approximately 30% growth
rate on NH 71.
Registered Vehicles and Road Accidents
Vehicular Growth
The vehicular growth rate for Haryana in 2011-12 was observed to be 9.9% higher than
the preceding year.
There was a declining trend in the registration of trucks in 2011-12 as compared to the
previous fiscal year. The above table indicates that two wheelers & cars constitute
approximately 84.5% of the total vehicles registered in year 2011.
Road Accidents
The average numbers of accidents per lac population for the study area and surrounding
region is presented in Table 3
Table 3: Accidents per Lakh Population in NCR region
S.No. State/UT Accidents (per lakh population)
1 Delhi 59.5
2 Haryana 40.4
3 Rajasthan 37.6
It is observed that Delhi & Haryana fall under the High Risk category as the rate of
accidents per lac population is higher than the national average. The road stretches in
Gurgaon which have been found critical (i.e. having fatal accidents) with regards to their
location are as follows:
Table 4: Accident Fatality
S.No. Road name No. of Fatal Accidents
1. National Highway 106
2. Sohna Road 29
3. Kulana-Pataudi-Tarou Road 25
4. Pataudi Road 16
5. Farukhnagar 12
6. Faridabad Road 12
7. Sohna-Ballabgarh road 8
Travel Characteristics
From Road Side Interview (RSI)
Of the nearly 112,168 passenger modes crossing the O-D count stations, nearly 41% were
Internal – Internal (II). Nearly 40% had either origin or destination, (Internal – External or
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External-Internal [IE / EI]). Outside study area and only about 19% had both O & D
outside project study area (External – External (EE). Please refer Chapter 3 for Traffic
Analysis zones (TAZs).
By modes, almost similar movement pattern was observed at all survey locations. Nearly
60% of 2-wheeler movements, 66% of auto movements and 29 % of car movements were
II. Only 21% of bus movements were II, and 35 % were IE / EI. The EE to Bus
movements recorded were highest among all the passenger modes around 44%.
From Industry Establishment and Industrial Workers’ Survey
Industry establishment survey helped in ascertaining characteristics of existing industrial
units by type, plot size and quantum of workers. And industrial workers survey for finding
their travel characteristics such as place of origin, mode of travel, trip length, cost of travel,
etc.
Travel Pattern of Industrial Workers’
Out of the total 797,528 estimated industrial work trips, 57 % were originating and
destinations within the study area i.e. Internal to Internal (I-I) and 43% were originating
outside the study area i.e. External to Internal (E-I). The reason for the high share of E-I
trips is due to the proximity of the region to Delhi.
It was found that nearly 20% of total trips destined to IMT Manesar are originating from
cluster of villages near Manesar village within Manesar Tehsil and that includes Naharpur
Kasan, Bansgaon, Bilaspur and Sidhranwali which are major suppliers of industrial
workforce. Gurgaon and Delhi contribute 46 and 26 % of trips destined to IMT Manesar.
At Udyog Vihar, Gurgaon, it was observed that maximum (63%) trips are attracted from
Delhi followed by Gurgaon (20%) and Dharuhera (17%).
Travel Pattern of Bus Commuters
A total of 223, 740 bus trips were observed based on terminal cum commuters’ survey. Out
of these, most (59%) of the trips performed buses as mode were from Internal to Internal
zones (I-I) followed by Internal to External (I-E) (38%) and External to Internal (E-I) (2%).
Share of Internal to Internal (I-I) educational and work trips were observed to be higher
(73% and 25% respectively), due to availability of monthly bus passes.
Travel Characteristics of Rail Commuters’
A total of 15,258 trips have been performed using rail as mode of travel for daily
commuting. Out of these, 43% trips were destined from Internal to Internal (I-I), 33%
trips were from Internal to External (I-E) and 24% trips were from External to Internal (E-
I).
Travel Characteristics of Metro Users
A total of 101,921 trips were observed to be performed by metro between Delhi and
Gurgaon. Of these trips, 4% were destined from Internal to External (I-E) and 86% were
destined from external to internal zones (E-I).
Travel Characteristics of Intermediate Public Transport (IPT) Users
A total of 800 Interviews of IPT users were conducted at designated IPT stands such as
Rajiv Chowk, IMT Chowk and Bilaspur Chowk. The section briefly discusses the travel
December 2015
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characteristics of IPT users.A total of 207,000 trips were observed to be performed on IPT
modes.
Travel Pattern – Overall Study Area
A total of 1,362,918 passenger trips crisscrossed the study area on a given working day.
Out these trips 735,702 (54%) originated and destined within the study area (I-I), 139,541
(10%) were originated within the study area and destined outside (I-E), 316,346 (23%)
originated outside destined to locations within the study area. High share of E-I trips
indicate that more people live outside and travel for work to various destinations within
study area. Trips both originating and destined outside the study area are 171,329 (14%).
Travel Purpose
Work and education being the daily trips were kept separate and others such as social,
leisure and shopping trips were clubbed in to others.
Overall, ‘Work’ was the predominant purpose (64%) followed by ‘Others’ (33%).
‘’Education’ trips have 3% share in overall trips.
Travel Modes
‘Bus’ constitutes the maximum share (52%) as the mode of travel followed by ‘Cars’ (14%)
and IPT (20%). Combined share of rail metro trips constitute (9%) of the total. It is
interesting to note that 31% of E-I trips were performed using Rail/ Metro as mode of
travel indicating the dependency on Delhi Metro.
Willingness to Shift/ Stated Preference Survey
In order to record this information willingness to shift/ stated preference survey was
conducted of existing cars, bus, IPT, metro and rail users who have their origins and
destinations along the proposed MRTS route. A total of 1,000 samples were collected. The
analysis and conclusions of Willingness to shift/ stated preference survey are as follows:
Low share of senior citizens in public transport modes, with metro being the most
preferred mode
Expenditure on travel as a percentage of monthly income showed an increasing
trend with the increase in income group with large share of car users is in high
income group.
Highest share of bus users have a trip length of 30-60 minutes and metro 60-90
minutes while car users have longer trip lengths.
‘Work’ purpose was predominant among the respondents. With highest share
among metro users (77%).
Majority of the metro (81%) and bus (80%), users make daily 2 trips.
One-third of the respondents stated poor safety and need to walk to the bus
stop/railway station as reasons for not choosing the public transport.
Majority of the existing transport users (metro-98%, bus 92%, Rail 73% & car 68%)
expressed their opinion in favour of metro rail ranking it as their first choice.
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3 Travel Demand Model & MRTS Ridership Forecast
Study Area Zoning

Study area was divided into Traffic Analysis Zones (TAZ) to understand the geographical
movement of trips captured during the surveys. The details of these zones are mentioned
below:
Gurgaon District – 36 zones
Rewari District – 19 zones
Alwar District – 3 zones
External zones – 20 zones
Base Year Network Building
The base map was updated using the road maps and the master plans prepared by various
authorities in the study region and same has been superimposed on the Google Earth
image and the network was updated accordingly for any missing links.
Base Year Travel Demand
Nearly 13.6 lakh passenger trips are performed daily by road and rail (commuter) in the
study area in the base year Table 5. The Internal – Internal trips observed were nearly
7.35 lakhs trips daily while through trips were nearly 1.7 lakhs per day.
Table 5: Base year Daily Passenger Travel Demand
Zones Persons Trips % Share

Internal-Internal 7,35,702 54
External-Internal 3,16,346 23
Internal-External 1,39,541 10
External-External 1,71,329 13
Total 13,62,918 100
Trip Generation
Trip generation models in the present study have been conceptualised as under:
Internal-Internal Trips - Regression Models
Other Trips - Elasticity Based Growth Rate Model
(IE, EI & EE)
Table 6 shows various variables considered in trip end models

Table 6: Dependent and Independent Variables for Trip Productions & Trip
Attractions
Independent Variables Dependent Variables

Population Total Productions
Employment Total Attractions
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Mode Choice Model

In this model there are four modes: car, two-wheeler, private bus and auto, each mode has
a level of utility, which is a measure of the attractiveness of a mode for travelling between
a set of origin and destination. Therefore, the utility is a linear combination of properties/
attributes of mode not depending on the OD pair, these attributes include travel time,
travel distance and fare.
Attribute Specific Multinomial Logistic Model

It is based on the theory that when making choices, people perceive goods & services
indirectly in terms of their attributes, each of which is weighed identically across choices.
Thus, trip makers rate two different modes having identical time, cost & level of service to
be similar.
Based on the theory, mode wise utility equations and their respective coefficients derived
using attribute specific multinomial logistic regression are presented
Fare Sensitivity
With respect to cost of travel, two separate fare structures were followed namely DMRC
and Model Concession Agreement (MCA) fare structures. Table 7 presents the fare
structures and distance slabs for DMRC and MCA fare scenario.
Table 7: Fare Structure
DMRC Fares MCA Fares

Distance Slab (Km)
Fare (Rs./Km) Fare (Rs.) Fare (Rs./Km) Fare (Rs.)
0-3 5.3 8.0 8.68 13.0
3-7 2.6 13.0 4.17 20.8
7 - 12 1.7 16.0 2.74 26.0
12 - 20 1.3 20.0 2.03 32.6
20 - 30 1.0 24.0 1.56 39.1
30 - 45 0.7 28.0 1.22 45.6
45 - 60 0.6 31.0 1.02 53.4
60 - 75 0.5 34.0 0.87 58.6
75 - 90 0.4 37.0 0.77 63.8
MRTS Trips
Using two different fare structures, trip diversion to MRTS was estimated for both DMRC
and MCA fare structures. Table 8 presents estimated diversions from car, two wheeler,
bus, auto and rail to MRTS under DMRC fare structure.
Table 8: MRTS Travel Demand Scenario 2, DMRC Fare
2013 2021
Modes % MRTS %
Trips MRTS Trips Trips
Diversion Trips Diversion
Cars 1,54,665 14,111 9 2,68,298 26,663 10
Tw 60,754 4,631 8 88,709 8,112 9
Bus 5,87,356 84,073 14 11,00,548 2,35,339 21
IPT 2,62,635 49,086 19 5,51,539 1,54,671 28
Rail 1,26,179 33,656 27 1,24,920 30,555 24
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2013 2021
Modes % MRTS %
Total 11,91,589 1,85,557 21,34,014 4,55,340
2031 2043
Mode % %
Trips MRTS Trips Trips MRTS Trips
Diversion Diversion
Car 4,37,248 32,765 7 5,02,426 32,843 7
Tw 90,640 7,823 9 1,11,413 8,536 8
Bus 19,04,056 3,09,521 16 23,77,336 3,77,889 16
IPT 9,60,338 2,01,069 21 11,80,629 2,49,066 21
Rail 1,90,344 33,607 18 2,89,859 39,372 14
Total 35,82,626 5,84,785 44,61,663 7,07,706
The base year shift from Car to Metro is 9%, Two-wheeler to Metro is 8%, Bus to Metro is
14 %, IPT to Metro is 19% and Rail to Metro is 27% respectively. Table 9 presents
estimated diversions from car, two wheeler, bus, auto and rail to MRTS.
Table 9: MRTS Travel Demand Scenario 2, MCA Fare
2013 2021
Mode % MRTS %
Car 1,54,665 14,170 9 2,68,298 23,539 9
Tw 60,754 4,391 7 88,709 6,395 7
Bus 5,87,356 71,046 12 11,00,548 2,35,906 21
IPT 2,62,635 48,903 19 5,51,539 1,43,669 26
Rail 1,26,179 33,656 27 1,24,920 30,555 24
Total 11,91,589 1,72,166 21,34,014 4,40,064
2031 2043
Mode % %
Diversion Diversion
Car 4,37,248 29,591 7 5,02,426 28,189 6
Tw 90,640 6,984 8 1,11,413 8,871 8
Bus 19,04,056 3,05,482 16 23,77,336 3,77,059 16
IPT 9,60,338 1,98,321 21 11,80,629 2,44,831 21
Rail 1,90,344 33,607 18 2,89,859 39,372 14
Total 35,82,626 5,73,985 44,61,663 6,98,322
The base year shift from Car to Metro is 9%, Two-wheeler to Metro is 7%, Bus to Metro is
12 %, IPT to Metro is 19% and Rail to Metro is 27% respectively.
Population Forecast
Population Tables of Census of India 2011 was adopted as basis for estimating population
for base year i.e. 2013. Assigned population of master plans of respective urban centres
falling within the study area has been adopted as main basis for population projections.
Table 10 presents the population projections for horizon and cardinal years for the study
area.
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Table 10: Population Projections by TAZs

Year Population
2013 30,79,874
2021 63,37,805
2031 1,12,13,873
2041 1,42,93,640
2043 1,49,39,924
Employment Estimates
Existing employment for various industrial townships was provided by relevant authorities.
Wherever the data was not available, industry establishment survey was conducted on
sample basis. Horizon year employment was estimated by using employment densities by
industry type estimated from the primary survey. Table 11 presents the employment
projections for horizon and cardinal years for major urban centres in the study area.
Table 11: Employment Projections by TAZs
Year Population
2013 12,25,705
2021 27,86,507
2031 46,48,011
2041 59,86,672
2043 62,87,689
Scenario Building
Broadly 4 scenarios have been developed. These include 2 scenarios of MRTS network and
2 sub-scenarios of fare w.r.t. each of the network scenarios.
Scenario 1- With Spurs
The scenario 1 will be if the entire MRTS network including spurs along NPR and connection
to Rewari are developed simultaneously. A fare sensitivity test was also done considering 2
different fare structures which are as follows:
DMRC fare Structure
Model Concession Agreement Fare Structure
Scenario 2-Without Spurs
Second scenario is when the network is developed in phases and only the straight segment
connecting Gurgaon – Manesar – Bawal is developed during the project period. The impact
of not adding the spurs was further sensitised with fare structure (DMRC and MCA fares) as
explained above.
MRTS Ridership Estimates
The forecasted planning variables (population and employment) detailed above, were
further utilised to forecast horizon travel demand by estimating horizon year trip
productions and attractions with the help of urban travel demand model developed for
study area.
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MRTS Ridership Forecast

By using the modal split model, share of metro trips by TAZs was estimated for the cardinal
years. Table 12 presents the total travel ridership forecast by horizon and cardinal years.
Table 12: Projected MRTS Ridership
Estimated Ridership
S. No Year Scenario 1 Scenario 2
DMRC MCA DMRC MCA
1 2013-14 313,207 299,363 287,587 265,372
2 2021-22 818,059 775,290 732,288 705,993
3 2031-32 1,022,557 971,910 954,202 929,675
4 2043-44 1,246,363 1,230,372 1,155,318 1,133,051
Daily and Peak Hour MRTS Ridership by Sections
Direction wise trip matrices were assigned in UP and DOWN direction by peak hour for peak
direction of travel (PHPDT). A peak hour share of 12% was adopted for obtaining peak
hour section loads. Table 13 presents the highest section load per direction for both daily
and peak hour trips by the cardinal years.
Table 13: Highest Section Loads by Cardinal Years
Up Direction (HUDA City Centre to Bawal) Down Direction (Bawal to HUDA City Centre)
Years
DMRC MCA DMRC MCA
Daily PHPDT Daily PHPDT Daily PHPDT Daily PHPDT
Scenario 1
2013 85,747 10,290 75,600 9,072 83,042 9,965 72,198 8,664
2021 208,997 25,080 189,498 22,740 199,372 23,925 174,940 20,993
2031 251,220 30,146 221,816 26,618 247,445 29,693 212,957 25,555
2043 307,200 36,864 271,126 32,535 297,775 35,733 265,692 31,883
Scenario 2
2013 83,648 10,038 67,538 8,105 66,794 8,015 70,293 8,435
2021 186,987 22,438 154,477 18,537 184,203 22,104 148,554 17,826
2031 227,168 27,260 196,893 23,627 220,349 26,442 188,774 22,653
2043 276,329 33,159 255,808 30,697 275,212 33,025 252,317 30,278
For the purpose of preparation of Detailed Project Report (DPR), MRTS ridership forecast
estimated under Scenario 2- MCA Fare Structure has been adopted.
4 MRTS Alignment Design
Topographical Survey
The topographical survey along the entire length (82 Km) of the alignment was carried out
using DGPS, Total Station, Auto Level and other similar precision instruments. The GTS
level of existing DMRC was identified Pier No”29 and the value of the Location is:
248.378m. The Fly level was closed at Bawal PWD guest House and the error found was
within the permissible
Geometric Design Norms
The geometric 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 120 km. The track centre on the corridor is 4.1 m.
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Horizontal Alignment
On consideration of maximum allowable cant of 150 mm and cant deficiency of 100 mm on

Metro tracks, the safe speed on curves of radii of 1000 m or more is 145 km/h. On elevated
section use of curves with minimum radius of 450 m, having speed of 90 km/h has been
adopted.
Vertical Alignment
The viaducts carrying the track are planned for a vertical clearance of minimum 5.5 m
above road level. For meeting this requirement with the ‘U’ shaped or box type pre-stressed
concrete girders, the proposed rail level is about 8.5 m above the road level. However, at
stations level it varies depending upon the station locations.
Gradients
The stations are planned on level stretch. Between stations, generally the grades may not
be steeper than 2.0%. Between the stations however, there are few situations, where
steeper grades are unavoidable due to existing/proposed roads. The gradients to be
adopted are as under:
Alignment Design
The design chainage of proposed Gurgaon Bawal MRTS Corridor starts 191 m after the end
of DMRC Yellow Line Viaduct. The first station will be an interchange Station with Yellow
Line at Sector 45.
The entire length of proposed alignment is elevated; a minimum clearance of 5.5 m from
bottom of viaduct has been maintained in the design for the purpose of road clearance.
Major portion of the alignment is designed along the central median. Along SPR, the
alignment is proposed along the median between main carriageway and service road. In
MBIR the alignment is proposed within the green belt so as to avoid conflict with proposed
BRT. Both horizontal and vertical profiles were designed considering site constraints, land
availability, existing and proposed transport infrastructure such as flyovers, clover-leafs,
interchanges, proposed expressways, railway lines, Western DFC, etc. It also considered
the location of HT lines and other major utilities.
Figure 3: Typical Arrangement of MRTS Alignment
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Geotechnical Investigations
Geotechnical investigation is an essential preliminary step for civil engineering design and
construction works and primarily, the objects for conducting such investigations are as
follows:
Suitability - to assess the general suitability of the site;
Design - to enable an adequate and economic design;
Construction - to plan the most feasible method of construction, to foresee and
provide against difficulties and delays that may arise during construction due to
ground, groundwater.
As per the requirements of ToR, and in order to investigate the subsurface conditions 160
bore holes (At about 500m interval) were carried out. Field in-situ tests, like Standard
Penetration Test were conducted in the boreholes. Disturbed / undisturbed soil samples
and water sample were collected. The depth of boring is maximum up to 30m in soil
(where no hard rock/soft rock encountered).
Structural Design
The entire length of the corridor alignment is proposed to elevated and will include
design of viaduct and supporting piers.
It has been proposed to provide standard span of 42 m, consisting of pre-cast units.
All the spans except for the special spans shall be simply-supported.
The viaduct superstructure will be supported on single cast-in-place RC pier.

The shape of the pier generally has been kept circular.
At this preliminary design stage, the size of pier is found to be within 1.8
m and 2.3 m diameter of circular shape for most of its height so that it
occupies the minimum space at ground level.
Since the substrata comprises of soil strata. Hence, pile foundations up to a
depth of 30 m or as per design requirement have to be provided.
Grade of Concrete
It is proposed to carry out construction work with design mix concrete through
computerized automatic Batching Plants with following grade of concrete for various
members as per design requirement/durability considerations.
i. Pile and Pile cap - M35

ii. Piers - M40 / M45
iii. Pier Cap - M40
iv. PSC Box - M50
v. Bearing Pedestal - M40
vi. Structural Steel - Fe 410 W B
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Reinforcement and Pre-stressing Steel

It is proposed to use TMT - HYSD 500D steel as reinforcement bars. For pre-stressing work,
low relaxation high tensile steel strands with the configuration 25T15 and/or 19T15 is
recommended (confirming to IS:14268).
Special Spans
Due to certain constraints, the standard span of 42 m has to be increased for
accommodating the ROW of NH 8, KMP Expressway, flyovers and Western DFCC rail line.
Considering these special spans have been provided at various locations. Table 14
presents locations of special spans.
Table 14: Location of Special Spans
Total
S.No Name of crossing Chainage (km) Span (m)
Length (m)
1 Subhash Chowk 3960.738 - 4096.738 40+56+40 136
2 Crossing at NH 8 12422.406 - 12578.406 45+66+45 156
3 Crossing at NH 8 34387.218 - 34547.218 45+70+45 160
Crossing at KMP
4 34937.180 - 35097.180 45+70+45 160
Expressway
5 Crossing at NH 8 52737.815 - 53024.815 80+127+80 287
6 Crossing at NH 8 61457.369 - 61768.369 88+135+88 311
7 Crossing at Western DFCC 70832.859 - 70968.859 40+56+40 136
5 MRTS Station Planning and Design
The take-off location of the proposed Gurgaon Bawal MRTS will start from HUDA City
Centre Metro Station in Sector 29 Gurgaon. A total of 39 Stations have been proposed in
Phase 1 along the entire length of 82 Km. Following is the list of stations proposed in
Section 1 of the proposed alignment:
Gurgaon to Panchgaon
1. Station 1: Sector 45
3. Station 3: Sector 47 City Centre
4. Station 4: Sector 48, Near Malibu Town.
6. Station 6: Sector 69 near Badshahpur Village.
9. Station 9: Sector 75 A
10. Station 10: Sector 36-A/ 36
11. Station 11: Global City, Sector 36 B
12. Station 12: Sector 88 Opposite to Proposed City Centre
13. Station 13: Sectors 85 & 89
14. Station 14: Sectors 86 & 90
15. Station 15: Village Kankrola
16. Station 16: Sector M 14 of IMT Manesar
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17. Station 17: Sector M9 of IMT Manesar

18. Station 18: Sector M8 of IMT Manesar
19. Station 19: Sector P5
20. Station 20: Panchgaon Interchange
Section 2: Panchgaon to Dharuhera
1. Station 21: National Defence University (Village Binola)
2. Station 22: Bilaspur at Taurau Bilaspur Road
3. Station 23: Village Rathiwas
4. Station 24: Sector 17 near Village Kapariwas
7. Station 27 Sector 7
9. Station 29: Sector 8 DC/Sector 1
10. Station 30: Dungarwas
Section 3: Dharuhera to MBIR
1. Station 31: Village Niganiawas
2. Station 32: Village Ladhuwas
3. Station 33: Village Sanpli
4. Station 34: Village Salahwas
5. Station 35: IMLH, Village Baqapur
6. Station 36: Village Bagthala
7. Station 37: Village Pathuhera
8. Station 38: Khera Murar
9. Station 39: Bawal Town
The proposed Gurgaon Bawal MRTS will have a 4 car train combination. Therefore all the
stations have been designed for 4 coach platform having station length of 90 m except the
first station which is an interchange station with Delhi Metro. These MRTS stations consist
of following types:
Interchange Stations.
Elevated Station along the Road Median (Central/ Side).
Elevated Station by the Road Side/ Concourse at Grade.
Interchange Stations have been planned at following location:
Station 1: Sector 45, Interchange with DMRC Yellow Line
Station 9: Sector 74-A/ 75-A, Interchange with Delhi Rewari Alwar RRTS and
Proposed ISBT
Station 11: Global City – Interchange Station with Proposed Spur Line to Sector 112
Station 20: Panchgaon – Interchange Station with Delhi Rewari Alwar RRTS and NH
8
Station 34: Salawas – Interchange Station with Proposed Spur Line to Rewari
Interchange facilities at Stations 1, 9 and 20 will be developed in Phase 1, whereas for
Station 11 and 34, the interchange portion from other line will be developed in Phase 1A
and Phase 1B.
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MRTS stations with Concourse at Grade have been proposed at Station 19-Sector P5,
Station 21: National Defence University, Station 22-Bilaspur, Station 23-Rathibas, Station
28-Sector 8, Station 29-Sector 1 and Station 30-Village Dungarwas. Rest of the other
stations have been proposed as elevated. Refer Figure 4.
Figure 4: Typical Arrangement of MRTS Stations
6 MRTS System Evaluation And Selection
The MRTS System will consist of following:

Gauge: Standard Gauge
P Way: Balast-less Tracks
Maximum Speed: 120 Kmph
Operational Speed: 57Kmph
Rolling Stock: 3 car train till 3031 and 4 Car train beyond
2031
3 car train composition: DM – M – DM
4 car train composition: DM – M – M – DM
Power Supply: 1X25 Kv AC
Signaling and Communication based Train Control system
Train Control:
Fare Collection: Automatic Fare Collection (AFC) System
7 Train Operation Plan
Train Capacity
The passenger carrying capacity is considered on the basis of 6 standing passengers per
square meters of standing area. Sitting space for 15 % of passengers shall be provided.
Passenger capacity considered for calculating train requirement is presented in Table 15.
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Table 15: MRTS Travel Demand
DM M 3 Car Train 4 Car Train

No. of Seated Passengers 40 46 126 172
No. of Standing Passengers 242 264 748 1012
Total Passenger Capacity 282 310 874 1184
Train Operation Scenarios Analysis

The demand and ridership estimated under Scenario 2, MCA fare was considered for
preparing Train Operation Plan. Based on these ridership estimates on each section of the
proposed metro alignment, operation plan is prepared that will meet the demand. Table
16 presents the proposed train operation plan.
Table 16: Train Operation Plan
3 car 4 car
Section Characteristics
2021 2031 2043 2021 2031 2043
PHPDT 18,537 23,627 30,697 18,537 23,627 30,697
Headway
2.8 2.2 1.7 3.8 3.0 2.3
Huda City (Minutes)
Centre - Travel Time
86.3 86.3 86.3 86.3 86.3 86.3
Bawal Town (Minutes)
Trains Required 72 93 120 53 68 89
Cars Required 216 279 360 212 272 356
Rolling Stock Requirements

The rolling stock requirements considering the parameters like ridership, frequency etc. has
been presented in Table 17
Table17: MRTS Rolling Stock Requirements
2021 2031 2043
Operating cars 192 246 312
Operation reserve 9 12 16
Maintenance Spares 15 21 28
Total Cars required 216 279 356
8 Power Supply and Traction System
The Traction system comprises of following subsystem as detailed below:

Traction Power Supply System (TPSS)
Traction Power Distribution System (TPDS)
Traction Power Return System (TPRS)
The TPSS delivers power to the TPDS. The trains collect their propulsion power from the
distribution system by means of pantographs or third rail current collector shoes, and
return the power to the substations via their wheels by the traction power return system.
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Traction System Technology
1X25 Kv AC system is most cost effective and hence recommended, however, 2 X 25 Kv

can be considered in case the travel demand increases.
Power Supply Requirement
The power requirements of a metro system are determined by peak-hour demands

of power for traction and auxiliary applications. Broad estimation of power demand is
made based on the following requirements:-
a) Specific energy consumption of rolling stock – 75KWh/1000 GTKM
b) Regeneration by rolling stock – Maximum 30%, however about 20% can be
realistically achieved.
c) Elevated station load – initially 300 KVA which may increase to 500 KVA by the
year 2031.
d) Depot auxiliary load - initially 1500 KVA, which may increase to 2500 KVA by the
year 2031.
Keeping in view of the Train Operation Plan and demand of auxiliary and traction power,
power requirement projected for the year 2021, 2031 and 2043 respectively and are
summarized in Table 18.
Table 18: Power Demand Estimation (MVA)
Power Requirement Projected Years
(in MVA)
Corridors
2021 2031 2043
73
Traction Power 46 57
Auxiliary Power
Bawal Town – Huda 49
for Station, TOD 25 41
City Centre
& Depots
121
Total 71 98
Sources of Power Supply

The proposed Metro alignment falls in the Haryana State under the jurisdiction of HPVN
having a good power distribution network of 400kV, 220kV, 132kV and 66kV network. The
Traction sub stations will source the power from the nearest 220/132 kV Grid substation for
traction as well as the auxiliary power requirement of Metro. Based on the discussions with
Haryana Electricity Ltd., it is proposed to avail 220/132/66kV power supply for the
Receiving cum traction sub-stations (RSS) on double circuit from independent sources
through cable feeders from nearest Power supply source of DISCOM available.
Receiving Sub Stations
Four New 220/132/66kV Receiving cum Traction substations (RSS) have been proposed to
meet the traction power and auxiliary power requirement as under:
a) Global City RSS with Depot (Power from Sector 69 GSS)
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xx
b) Panchgaon RSS with Depot (Power from nearest GSS or Loop Line from nearby 400
Kv HT line network)
c) Dungarwas RSS (Power from Dharuhera GSS)
d) Bawal RSS with Depot (Power from closed RSS by reviving).
9 Maintenance Facilities
The Gurgaon - Bawal Corridor will require a maintenance depot to cater to the maintenance
requirement of the corridor. Since the corridor is 82 kilometers long, it is suggested to have
two main depots at location Global City and Bawal and one stabling yard at location
Dungrawas. The depots will have combined infrastructure to maintain about 89 Rakes of 4
car (356 coaches) with necessary facilities viz stabling lines, scheduled inspection lines,
workshop for overhaul, unscheduled maintenance including major repairs, wheel profiling,
heavy interior/under frame/roof cleaning etc. for the rolling stock operational on the
corridor as well as maintenance facilities for Civil – track, buildings, water supply; Electrical
– traction, E&M; Signalling & Telecomm.; Automatic Fare Collection etc.
For the purpose of repair, maintenance and stabling, 2 depots and 1 sidings have been
proposed. The depots are located at following places:
i. Depot at Gurgaon near Global City: Proposed Integrated Multimodal Interchange
Hub at the intersection of NPR-CPR and NH 8;
ii. Rail Sidings at Dharuhera: In village Dungarwas;
iii. Depot at the end of alignment near Bawal Town;
In order to have low idle running and time for introduction of trains onto mainline, two
depots at two ends are proposed. However, it is not possible to find the large land required
for building railway depots at the desired location. Accordingly the two depots are located
at Global City and Bawal.
The depot at Global city is proposed to have Operational Control Centre (OCC) for the
complete and administrative office for Train Operating and Infrastructure Management
Company. The maintenance workshop for train and other rail systems is also proposed to
be accommodated at Global City Depot.
10 Environment Impact Assessment
As per JICA’s categorization of projects, the project has been classified as Category ‘A’ and
requires detailed Environmental and Social Impact Assessment (ESIA) study in accordance
with the requirements specified under the following reference framework:
Applicable national and local regulatory requirements;
JICA’s Guidelines for Environmental and Social Considerations (April 2010)
World Bank Operational Policies (OP 4.01)
The scope of work for the EIA study comprises of:
Reconnaissance survey to assess the existing environmental conditions and
identification of sensitive environment and social receptors;
Consultations with local community and other key stakeholders of the project to
understand public perception and their expectations from project;
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Primary field surveys for collecting baseline information regarding status of

environmental parameters such as air, noise, water and soil quality of the project
area.
Collection of information on forestry, flora and fauna, and natural habitats and
species of special conservation/scientific interest through primary ecological survey
of the study area;
Collection of additional secondary environmental, social and demographic
information;
Identification and review of the applicable standards and identification of key issues;
Preparation of Environmental and Social Management Plan (ESMP) based on the
findings of the EIA and SIA and develop procedures for mitigation and monitoring of
environment and social impacts on an on-going basis and to identify any
impacts/mitigation requirements that may occur subsequent to the completion of
the EIA and SIA.
Suggest appropriate institutional arrangement and capacity building needs for
proper implementation of environmental and social management plan during the
pre-construction, construction and operation phase.
Environmental Baseline Assessment
Ambient Air Quality
Primary Ambient Air Quality monitoring was carried out for 12 weeks during the period of
September - December 2014 (post monsoon season) at a frequency of twice a week at six
(6) locations. Analytical results of the air monitoring are presented in Table 19.
Table 19: Ambient Air Quality in the study area (in µg/m³)
Parameters Observed AQ1 AQ2 AQ3 AQ4 AQ5 AQ6

PM10 NAAQS 100 100 100 100 100.0 100.0
24 Hourly Minimum 47.2 45.5 42.8 38.9 38.5 37.5
(µg/m³) Maximum 64.1 65.1 62.8 54.2 54.0 53.6
Average 54.65 54.06 50.60 44.81 45.37 44.86
98th Percentile 63.73 64.09 62.06 53.28 53.36 52.73
PM 2.5 NAAQS 60 60 60 60.0 60.0 60.0
24 Hourly Minimum 14.5 14.3 13.5 11.4 11.2 11.0
(µg/m³) Maximum 20.7 20.7 19.8 16.8 16.6 16.5
Average 16.93 16.93 15.69 13.46 13.87 13.53
98th Percentile 20.33 20.56 19.62 16.57 16.51 16.27
SO2 NAAQS 80.0 80.0 80.0 80.0 80.0 80.0
24 Hourly Minimum 7.0 6.5 6.5 6.2 6.2 6.2
(µg/m³) Maximum 9.30 9.40 9.20 8.50 8.80 9.10
Average 8.13 7.82 7.80 7.25 7.29 7.53
98th Percentile 9.25 9.35 9.15 8.50 8.75 9.01
NOX NAAQS 80.0 80 80.0 80.0 80.0 80.0
24 Hourly Minimum 13.9 12.8 12.5 12.2 12.0 12.3
(µg/m³) Maximum 18.10 18.80 18.30 17.20 17.50 18.30
Average 15.96 15.40 15.30 14.26 14.26 14.75
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Parameters Observed AQ1 AQ2 AQ3 AQ4 AQ5 AQ6

98th Percentile 18.10 18.66 18.07 17.15 17.36 18.02
O3 NAAQS 100 100 100 100 100.0 100.0
8 Hourly Minimum 5.6 5.2 5.9 5.5 5.2 5.2
(µg/m³) Maximum 8.20 8.30 8.90 8.50 8.00 8.20
Average 6.90 6.68 7.23 6.94 6.72 6.72
98th Percentile 8.06 8.21 8.72 8.36 7.95 8.06
HC NAAQS - - - - - -
24 Hourly Minimum 0.6 0.6 0.5 0.5 0.5 0.5
(µg/m³) Maximum 1.36 1.30 0.93 0.93 1.02 0.91
Average 0.93 0.90 0.67 0.66 0.69 0.67
98th Percentile 1.34 1.29 0.92 0.90 1.00 0.89
CO NAAQS 2000 2000 2000 2000 2000 2000
8 Hourly Minimum 570 570 420 460 420 410
((µg /m3) Maximum 1430 1440 1370 1310 1380 1330
Average 990 1060 940 890 910 910
98th Percentile 1390 1430 1300 1230 1280 1300
NAAQS: National Ambient Air Quality Standards
Water Quality
Study of the water environment is essential in preparation of EIA for identification of critical
issues including planning the mitigation measures with a view to have optimum use of the
water resources. Six groundwater samples and two surface water samples was collected
from the study area for analysis of existing water quality in the area.
Table 20: Results of Ground Water Analysis
Standards
(IS 10500:
2012)
S.
Parameter Unit Desirable
No. GW-1 GW-2 GW-3 GW-4 GW-5 GW-6
Limits
(Permissibl
e Limits)
1 pH Value – 6.5-8.5 7.32 7.67 7.46 7.18 7.27 7.41
2 Temperature 0C - 25 25 25 24 24 25
3 Turbidity NTU 1(5) 0.8 1.1 0.6 1.5 0.8 1.3
4 Color Hazan - <5.0 <5.0 <5.0 <5.0 <5.0 <5.0
5 Conductivity mS/cm - 1.11 0.73 0.74 1.82 3.18 1.49
Total Alkalinity 200 (600)
6 mg/l 464.6 289.8 365.7 315.1 937.25 377.2
(as CaCO3)
Total Dissolved 500 (2000)
7 mg/l 604 381 676 1536 2606 934
Solids
Total -
8 Suspended mg/l 7 BDL BDL 20 8 16
Solids
9 Salinity ppt - 0.16 0.57 0.06 0.3 1.03 0.39
10 Oil & Grease mg/l - BDL BDL BDL BDL BDL BDL
Dissolved -
11 mg/l 2.5 2.1 2.3 2.1 2.2 2
oxygen (DO)
12 C.O.D. mg/l - BDL BDL BDL BDL 27.72 19.8
13 B.O.D. mg/l - BDL BDL BDL BDL BDL BDL
December 2015
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Standards
(IS 10500:
2012)
S.
Parameter Unit Desirable
No. GW-1 GW-2 GW-3 GW-4 GW-5 GW-6
Limits
(Permissibl
e Limits)
14 Nitrate mg/l 45 (100) 7.39 5.1 0.73 13.6 11.36 0.48
15 Phosphate mg/l - BDL BDL BDL 0.15 BDL BDL
Chlorides (as 250 (1000)
16 mg/l 71.47 29.78 17.87 150.87 554.44 203.48
Cl)
17 Calcium (as Ca) mg/l 75(200) 57.82 16.63 37.22 84.74 79.2 62.56
Magnesium (as 30 (100)
18 mg/l 42.29 13.31 26.14 37.5 64.15 54.84
Mg)
Sulphate (as 200(400)
19 mg/l BDL BDL 5.91 44.42 40.91 40.06
SO4)
20 Fluorides (as F) mg/l 1 (1.5) 1.1 1.6 0.58 1.61 1.56 1.54
Phenolic -
21 mg/l BDL BDL BDL BDL BDL BDL
Compounds
Total Hardness 300 (600)
22 mg/l 320.76 97.02 201.96 368.28 346.5 384.12
(as CaCO3)
Anionic -
Detergent
Polychlorinated -
biphenyl (PCB)
Total -
Petroleum
Hydrocarbon
(TPH)
26 Arsenic (as As) mg/l 0.01 (0.05) BDL BDL BDL BDL BDL BDL
27 Iron (as Fe) mg/l 0.3(1.0) BDL BDL BDL BDL BDL 0.33
28 Copper (as Cu) mg/l 0.05 (1.5) BDL BDL BDL BDL BDL BDL
29 Lead (as Pb) mg/l 0.01 BDL BDL BDL BDL BDL BDL
30 Mercury(as Hg) mg/l 0.001 BDL BDL BDL BDL BDL BDL
Mangenese (as 0.1(0.3)
Mn)
32 Zinc (as Zn) mg/l 5 (15) BDL BDL 0.94 BDL BDL BDL
33 Chromium (Cd) mg/l 0.05 BDL BDL BDL BDL BDL BDL
34 Barium (as Ba) mg/l 0.01 BDL BDL BDL BDL BDL BDL
Cadmium (as 0.01
Cd)
Nos./ Nil
36 Total Coliforms 48 94 70 63 130 49
100ml
Faecal Nos./ -
37 12 23 0 0 21 0
Coliforms 100ml
Ambient Noise Quality
The ambient noise levels were monitored continuously for 24 hours at eight (8) locations
using a spot noise measurement device along the alignment of the proposed Rapid Metro
Transit System. The monitoring locations identified for assessment of existing noise level
status, keeping in view the land use pattern, proximity to roads and highways, residential
areas, schools, bus stands, etc. The results of the ambient noise level monitoring along
with CPCB noise limits for day time and night time are presented in Table 21.
December 2015
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Table 21: Results of Noise level Monitoring

Location CPCB NQ- NQ- NQ- NQ- NQ- NQ- NQ- NQ-
Code Norm 1 2 3 4 5 6 7 8
Leq Day dB
55 59.8 60.1 47.4 48.3 48.1 49.4 57.4 49.6
(A)
Leq Night dB
45 46.9 46.5 42.7 43.2 42.4 44.1 45.5 42.8
(A)
Environmental Management Plan

The environment management plan was prepared after understanding the impact of the
project on various environmental aspects. The detail Environment Management Plan is
presented in Table 22 below.
December 2015
xxv
Table 22: Environment Management Plan
Impact Impact
Significance Significanc
S.No Aspects Potential Impacts Proposed Management / Mitigation Measures Responsibility
without e with
Mitigation Mitigation
CONSTRUCTION PHASE
Dust emissions from earthworks during site
Sprinkling of water shall be undertaken at regular
clearance, ground excavation and cut and fill
frequency on all unpaved roads in and around the
operations (earth moving)
construction area and near all stock piles.
Emissions from the operation of construction
Downwash of trucks prior to departure from site to
equipment and machines,
reduce the mud and dirt carryout.
Fugitive emissions from vehicles during the
Suitable cover material such as tarpaulin sheets for Site HSE
transportation of construction materials and
Ambient haul trucks to prevent fugitive emissions during Officer
1. loading and unloading operations.
Air Quality transportation of construction materials Contractor
Emission such as carbon monoxide (CO), un-
Contractors will be required to maintain valid HSE Officer
burnt hydrocarbon, sulphur dioxide, particulate
Pollution under Control (PUC) certificates.
matters, and nitrogen oxides (NOx) during
DG sets to be used as a backup source only and
operation of hot mix plants
regularly maintained to comply with emission norms
Localised increased traffic congestion in
and will be provided with adequate stack height as
construction areas (i.e. within the city limits)
per the CPCB norms
The construction activities shall be planned in
consultation with surrounding local communities
and activities with the greatest potential to
generate noise to be planned during periods of the
day that will result in least disturbance;
Construction activities, operation of
If possible, high noise generating construction
construction equipment and machinery and
activities to be scheduled together to minimize the
movement of vehicles carrying construction Contractor
duration of exposure and reduce the resultant noise
material will result in increased noise levels in HSE Officer,
levels;
Ambient the areas along the alignment. to be
Noise barriers with insulating materials or barriers
2. Noise Potential impacts on the health of construction supervised by
such as temporary walls or piles of excavated
Quality workers Site HSE
material will be provided between the noise
Noise or physical disturbance could encourage Officer
generating source and the sensitive receptor.
adult birds to avoid or be displaced from
Acoustic enclosures will be provided for DG sets so
feeding, breeding, or nesting habitat.
that the maximum permissible sound pressure level
does not exceed 75 dB(A) at 1 m distance;
Regular maintenance of construction equipment
and machinery shall be carried out;
The construction workers employed in high noise
generation areas shall be provided with earplugs.
December 2015
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No bore wells or ground water extraction

Additional pressure on the water supply system structures should be allowed for construction
of the area due to water consumption during Implement rainwater harvesting system for all the
construction activities and labour. campsites for effective recharge of groundwater
during rainy season.
Package type STP to be provided for treatment of Contractor
Disposal of sewage from construction camps
sewage generated from labour camps prior to HSE Officer,
which might contaminate surface and
Water disposal. to be
groundwater resources due to improper
3. resources Adequate drains and collection sumps for recharge supervised by
management
and quality of water from bathing areas will be provided at the Site HSE
labour campsites; Officer
Sediment run off from construction areas due All the debris resulting from construction activities
to excavation activities shall be removed from the site on regular basis to
prevent their runoff.
Contamination of soil and groundwater due to Secondary containment and bund shall be provided
spillage and migration of fuel, lubricants etc. around excavated soil or loose construction
being used for heavy machinery and generators material to prevent runoff;
Top soil (upper 30 cm) will be preserved for reuse
in landscape development.
Disposal of excess soil will be undertaken in low
lying areas owned by Haryana Urban Development
Authority (HUDA) after taking necessary approvals.
Site clearing and earthwork will result in top soil Major activities pertaining to site grading and
removal and will disturb the soil surfaces. excavation for foundation and backfilling will be
Excavation for foundations will result in avoided during monsoons to the extent possible
generation of excess amount of top soil The movement and parking of heavy machinery
Generation of waste such as construction and other vehicles shall be restricted to identified
debris, waste from site clearance, excavated area to limit the possibility of compaction
Contractor
materials and domestic waste from labour Storage facilities will be designed within paved
HSE Officer
colonies. surface, provided with covered shed and adequate
4. Soil quality Site HSE
Movement of heavy vehicle and machinery on containment facility to prevent contamination of
Officer
unpaved surface during construction works may soil due to accidental spills of lubricating oil, fuel
result in compaction of soil which can reduce oil, paints, thinner, varnishes, chemicals etc.
the recharge potential. Hazardous wastes including used oil, waste oil and
Improper storage, handling and disposal of residue containing oil or other hazardous
petroleum based products may pose a risk of substances will be stored at a designated places
potential leakage and contamination of the with adequate secondary containment for disposal
land. through authorized vendors approved by the
Haryana State Pollution Control Board
Covered garbage bins shall be provided for the
construction camps and will be collected and
transferred to the existing waste management
facilities nearby
December 2015
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Construction waste shall be used as a fill material

for the low lying areas and for construction of
internal roads within the depot premises
In case felling of trees within the ROW is required
to be undertaken, requisite permission for will be
obtained from District Commissioner. Also,
Site clearance will lead to loss of vegetation compensatory afforestation will be on a carried out
and tree felling within the right of way suitably identified site as per prevailing guidelines
Loss of trees will result in habitats destruction of State Forest Department.
for small mammals and birds. The construction contractors and workers shall be Site HSE
Noise and vibrations, increased vehicular strictly instructed to avoid tree cutting and Officer
5. Ecology
movement, traffic disruptions, illumination at disturbance to ecology to the extent possible; Contractor
the project site during night time activities will No illegal hunting and poaching activities shall be HSE Officer
have adverse impacts on fauna. permitted in the study area and strict guidelines
Influx of migrant workers might also lead to will be given to contractors and workers;
undesired poaching of mammals In case of any wildlife being spotted at
construction sites or near labour camps, trained
personnel from State Forest Department shall be
intimated for rescue of the wildlife;
During construction, traffic diversions on roads will
be essentially required. Proper signage is required
to be placed at conspicuous places along the route
of alignment and where diversion is undertaken.
Traffic marshals will be deputed at identified points
The additional traffic during construction phase for managing or diverting the traffic;
will add on to the traffic along NH-8 and may As most of the construction activities will be
lead to traffic congestions and may cause confined to centre of the road and most of the
reduction in speeds; roads are double lane, it will be appropriate that
There will be increase in potential for possible the side lanes may also be utilised for traffic and
accidents due to blockage of some section of also for smooth progress of construction activities;
Traffic and roads and diversion of more traffic towards Necessary training will be imparted to the
6.
Transport National Highways; operators of construction vehicles and drivers of
There will be increase in traffic congestion on construction vehicles for speed restrictions to
the roads ensure safe operations;
Disruption of traffic is anticipated on National Where road widths are insufficient, either
Highways, State Highways and other urban temporary widening of the road with gravel or full
roads due to unplanned entry to the site, depth widening of the pavement structure will be
parking of trucks, breakdowns, etc. undertaken;
Construction activities will be confined to non-peak
hours and will not be undertaken for 2 hour
durations both in day time and night time; and
Work zones and buffer zones should be marked
clearly in the centre of the road and wherever is
December 2015
xxviii
required to assist regular traffic in their movement

without much hassle;
Training of workers engaged in lifting and
materials handling techniques in construction
projects and height work
Implementing good house-keeping practices
Cleaning up excessive waste debris and liquid spills
regularly and locating electrical cords and ropes in
common areas and marked corridors to avoid trips
Over-exertion, and ergonomic injuries and and falls.
illnesses, such as repetitive motion, over- Use of temporary fall prevention devices, such as
exertion, and manual handling rails or other barriers able to support a weight of
Slips and falls associated with poor 100 kg, to be enforced for workers,
housekeeping Training and use of personal fall arrest systems.
Falls from elevation associated with working Clear traffic ways shall be provided to avoid driving
Contractor
Health and with ladders, scaffolding, and partially built or of heavy equipment over loose scrap which may
HSE Officer
7. Safety demolished structures result in scattering of objects.
Site HSE
Hazards Vehicle traffic and use of lifting equipment in Wearing appropriate PPE, such as safety glasses
Officer
the movement of machinery may pose with side shields, face shields, hard hats, and
temporary hazards. safety shoes shall be made mandatory.
Risks may arise from inadvertent or intentional Planning and segregating the location of vehicle
trespassing traffic, machine operation, and walking areas
Hot jobs or electrical fittings can lead to fire Ensuring moving equipment is outfitted with
hazards also. audible back-up alarms.
Use inspected and well-maintained lifting devices
that are appropriate for the load, such as cranes
Restricting access to the site, through a
combination of institutional and administrative
controls
Implement detailed Occupational Health and Safety
Plan.
OPERATION PHASE
Negligible air emissions in the study area as
MRTS will operate on electricity.
It is to be ensured that the DG sets will be
Positive impacts on the ambient air quality of
provided with adequate stack height as per CPCB
Ambient the study area, as it will reduce traffic
1. norms and standards and periodic maintenance will Site HSE Officer
Air Quality congestion by displacing the number of vehicles
be undertaken.
plying on the roads thereby contributing to
improvement in the overall pollution levels in
the area.
Ambient Major source of noise generation during Wherever possible, tight radius curves will be Site HSE
2. Noise operation phase of project will be operation of avoided during design of tracks, as sharper curves Officer
Quality the rolling stock increase the likelihood of wheel squeal, brake Chief Safety
December 2015
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Airborne noise radiated from elevated squeal and flanging that generate more noise. Officer
structures will be the primary concern. Use of softer rail pads will be considered.
There will be no concern of ground-borne noise Tracks will be maintained in good condition, by
and vibration as in underground operations. undertaking grinding and friction modification of
tracks as part of regular maintenance program.
Regular greasing of tracks on sharp curves will also
reduce noise levels.
Rolling stock should be regularly monitored to
ensure that any potential issues are quickly
identified and rectified, through replacement or
maintenance measures such as wheel truing and
grinding.
Use of Scroll Compressor System in the air
conditioners of the trains will be considered, which
are sealed and more compact thereby reducing
noise levels1.
Special sound absorbing cushions will be used in
the walls of the rolling stock to ensure less noise
generation.
Adequate buffing will be provided in the doors of
the motor cars for reducing the door gaps to
ensure that less sound from outside enters the
trains thus enabling the passengers to travel in a
better ambience.
Noise barriers will be installed along the corridor
and should normally achieve a minimum noise
reduction of 5dB(A).
Ambient noise monitoring will be undertaken at
periodic intervals in the surrounding areas during
train operation post installation of noise barriers. In
case recorded noise levels are on higher side, noise
mitigation measures should be provided at the
receiver end, such as installation of fence outside
single houses for outdoor and indoor protection.
Complaint Resolution Procedure should be
established to allow surrounding community and
commuters to report any inconveniences faced by
them due to operational noise.
Water Improper disposal of wastewater containing oil, Building and plumbing code shall make dual Site HSE
3. resources grease or other impurities will lead to plumbing mandatory in stations and depots to Officer
and quality contamination of groundwater and soil. segregate the grey water and the wastewater at Chief Safety
1
http://www.delhimetrorail.com/whatnew_details.aspx?id=gWKnclmSCmnJwlld
December 2015
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Improper storage of pesticides during outlet source of generation using two pipe system; Officer
maintenance may lead to ground water Leak detection and water auditing shall be done for
contamination due to leaks and spills. assessing leaks and losses through the entire
Contaminated ground water used for drinking system;
water supplies may cause chronic exposure Domestic and maintenance wastewater generated
(prolonged or repeated exposure to low doses at depots will be treated separately.
of toxic substances) that is hazardous to Effluent treatment plants (ETP) should be installed
humans and animals. at each of the depot locations to treat the wash
water before discharge into the storm water
drainage system. An Oil water separator (OWS) to
be installed prior to ETP in order to separate the oil
and grease from the wastewater before it enters
the inlet to ETP.
The treated wastewater from ETP outlet can be
reused for washing of the train cars and for
gardening.
Secondary containment to be provided for storage
areas at depots to prevent any accidental
discharges.
The water supply and wastewater lines shall be
colour coded to differentiate.
Pesticides which are approved and registered by
the Central Insecticides Board (CIB) and
Registration Committee (RC) shall only be used
during maintenance of stations and depots.
Pesticides to be stored in properly secured and
paved areas and will be provided with secondary
containment.
Provide bird spikes on insulators, electrical boxes,
poles, horizontal bars that connect two electrical
Potential of bird and bat kill due to collision of poles on tracks in order to prevent nesting and
avifauna with trains moving at speeds of 45-50 perching of birds and further short circuits,
km per hour. electrocution and disruptions.
Birds might get electrocuted due to perching on Develop a compensatory afforestation plan (re- • Site HSE
electric overhead lines and poles which can vegetation plan) which should include the list of Officer
4. Ecology
cause short circuits and disruption in metro species and areas where plantation might be • Chief Safety
services. undertaken. Officer
Potential of introduction of invasive alien Only native species should be planted to avoid
species during development and maintenance introduction of any invasive alien species in the
of greenbelt around depots area;
Avoid the use of pesticides/ herbicides which are
not recommended by World Health Organization
December 2015
xxxi
11 Social Impact Assessment
Like any other developmental activity, the proposed project, while providing planned access
to transportation benefits could also lead to a variety of adverse social impacts. However,
by proper planning at the inception and design stages and by adopting appropriate
mitigation measures in the planning, design, construction and operation phases, the
adverse impacts can be minimized to a large extent, whereas the beneficial impacts could
be maximized.
The main objective of the SIA study is to assess the positive and negative impacts likely to
accrue as a result of the construction and operation of the proposed MRTS. A suitable
Social Management Plan (SMP) has also been suggested to ameliorate the adverse impacts
and enhance the positive impacts.
Baseline Status
The proposed project’s route shall be aligned across a total of 77 urban and rural villages.
These are hereafter referred to as the ‘Project Influenced Villages’, or the villages that fall
in the ‘Area of Project Influence’. Of these 76 Villages, 37 come under the jurisdiction of
Gurgaon District and 39, under Rewari district.
However, of these there are only 37 villages in which land shall be acquired from private
individuals and entities. In all other villages, the land either belongs to the state revenue
department or has been acquired for other state projects.
Public Consultations
A part of the SIA public consultations were conducted amongst the affected community
members in different locations along the MRTS alignment corridor. The participant group
comprised primarily men-folk, between the age-group of 35 to 70, that included the
Sarpanch (village headman) and a few members of the Panchayat and residents who are
directly/ indirectly affected persons from within the community. As women are not
encouraged to openly mingle with men from outside their family, the survey team carried-
out 3 consultation meetings exclusively with the women-folk from the affected community.
It was observed that, the community members were forthcoming in attending the
requested meetings and discussing relevant aspects of the proposed project, at all the
designated locations for the consultations. It was also observed that in Village Garhi
Alawalpur, all other community members were found to be informed and apprised of the
forthcoming project.
The community members of villages Fazalwas and Bilaspur were exceptionally unhappy
with the proposed project. While villagers from Fazalwas refused to discuss the project and
provided only their misgivings, while the meeting in Bilaspur had to be ended mid-way due
to the hostile nature of villagers.
Key Issues
Despite the benefits perceived by the local communities, many affected members of the
community communicated their anguish and discontentment over the manner in which the
alignment has been designed, loss of land and properties and livelihoods due to the process
December 2015
xxxii
of land acquisition, method of computation of compensation and disbursement, etc.

Overall, in all community consultation meetings, certain demands were made, with a
request to be considered during impact assessment and incorporated in the report. Thus,
the key issues pertain to:
Compensation of land and other properties to be made as per the New Act 2013
Households being affected, either physically or economically must be given priority
in employment with the MRTS project, and the employment must be permanent
That the alignment of the proposed metro line may be altered to circumvent and
avoid impacting the houses, village infrastructure, other properties thereby reducing
impacts and loss
In places where the proposed metro line cuts across agricultural fields, then the
compensation be paid for the entire plot and not just the area acquired
Resettlement Action Plan
9 PAFs are anticipated to be displaced from their homesteads and are eligible to receive
resettlement benefits. There are 3 PAFs each from Fazilwas and Mohammadpur Jharsa, 2
PAFs from Dungarwas and 1 PAF from Sidhrawali villages which are suggested to be
resettled in the same village; thus, the project developer in consultation with the district
administration will identify and make available housing plots within the existing villages to
resettle these displaced PAFs, thereby ensuring to preserve their social ties, kinship,
language, culture, economic opportunities, etc. Table 23 details-out the provisions that
would be extended to the displaced families losing homesteads, as part of their
resettlement package.
Table 23: Resettlement package extended to the displaced PAFs
Provision of RFCTLARR Act 2013 Recommended Settlement Measures
Alternate Housing A developed housing plot to the extent of actual loss, subject
to a maximum of 250sqm in rural areas and 150 sqm in urban
If a house is lost in rural case of areas would be provided to all PAFs losing homesteads free of
displacement areas, a constructed cost, i.e., the cost would be borne by HMRTC. Considering the
house shall be provided as per the present housing conditions in the project area, the housing
Indira Awas Yojana specifications. If specifications under Indira Awas Yojana would prove too small.
a house is lost in urban areas, a There are 9 PAFs that are likely to get displaced from their
constructed house shall be provided, homesteads. Thus, an area of 0.225 ha (250 sqm x 9 PAFs =
which will be not less than 50 sq mts 2250 sqm) of land would be required for providing the PAFs
in plinth area. housing plots. The project developer in consultation with the
District Administration will identify and make available the
housing plot, and thereafter provide a constructed house.
Effort will be made by the project developer to resettle these
displaced PAFs in the same villages, thereby ensuring that
displaced PAFs continue with their existing social ties, kinship,
customs, language, culture, economic opportunities, etc.
House building assistance A one-time financial assistance of Rs. 150,000/- will be

extended to PAFs wishing to construct their own house.
In case a family opts for making its
own arrangement for constructing its A provision of Rs. 1.35 million (Rs. 150,000 x 9 PAFs x 10-6)
may be earmarked for providing house building assistance.
own housing, house building assistance
December 2015
xxxiii
Provision of RFCTLARR Act 2013 Recommended Settlement Measures

will be provided For this purpose, the project developer and/or the district
administration will permit such displaced families to salvage
and retrieve construction materials from the acquired house.
Subsistence Allowance A one-time financial assistance shall be given to each displaced

PAF, a monthly subsistence allowance equivalent to Rs.
Each affected family which is displaced 3000/Month for a period of 1 year from the date of award
from the land acquired shall be given a
A provision of Rs. 0.324 million (Rs.3000/Month x 12 months
monthly subsistence allowance
x 9 PAFs x 10-6) may be earmarked for this purpose.
equivalent to Rs. 3000/Month for a
period of 1 year from the date of
award.
Financial Assistance for Shifting Each displaced nuclear family which is displaced from its
homestead and has to shift to a new location; the project
Each affected family which is displaced proponent will shift such families at their own expenses.
shall get a one-time financial assistance
In case, project proponent is unable to provide such shifting
of Rs. 50,000 as transportation cost for
assistance, project proponent will provide a one-time financial
shifting of the family, building assistance of Rs. 50,000/- as transportation cost for shifting of
materials, belongings and cattle. the family, building materials, belongings and cattle. Thus, a
provision of Rs. 0.45 million (Rs. 50,000 x 9 PAFs x 10-6) may
be kept aside for this purpose.
Financial assistance for cattle- Each affected family having cattle or having a petty shop shall
shed get one-time financial assistance of such amount as the
appropriate Government may, by notification, specify subject to
Each household having Cattle shed a minimum of Rs. 25,000/- for construction of cattle shed or
shall get financial assistance of Rs. petty shop as the case may be.
3000 for construction of Cattle Shed.
An amount of Rs. 0.225 million (Rs. 25000 x 9 PAFs x 10-6)
may be earmarked for this purpose.
Resettlement Allowance Each affected family shall be given a one-time “Resettlement

Allowance” of Rs. 50,000/-. An amount of Rs. 0.45 million
Each affected family shall be given a (Rs. 50,000 x 9 PAFs x 10-6) mat be kept for this purpose.
one-time “Resettlement Allowance” of
Rs. 50,000/- only
Rehabilitation Action Plan

In lieu of the land to be acquired, each land titleholder will be provided compensation as
per the RFCTLARR Act 2013. The compensation rates would be decided by the District
Collector. Besides the compensation for acquired properties, the project authority shall also
be liable to extend rehabilitation benefits to the eligible land titleholders/ PAFs, as per the
provisions laid in the RFCTLARR Act 2013, and depicted in Table 24.
Table 24: Rehabilitation Package for the affected PAFs
Provision of RFCTLARR Act 2013 Recommended Rehabilitation Measures
Land for Land The MRTS is a linear project, and unlike river valley or
irrigation projects, the quantum of land being acquired from
In case of irrigation projects, as far as the affected PAFs is much less. Moreover, the affected PAFs
December 2015
xxxiv

possible and in lieu of compensation to would be left with lands to carry-on their traditional
be paid for land acquired, each affected agricultural practices.
family owning agricultural land in the Furthermore, in the project area availability of land is very
affected area and whose land has been scarce, as most of the lands have already been acquired for
acquired or lost, or who has, as a urban development, roads & highways, real estates &
consequence of the acquisition or loss housing projects, etc.
of land, been reduced to the status of Moreover, as per the provisions of the Act, about 2359 acres
marginal or landless, shall be allotted in of land would be required for “land for land” as against
the name of each person included in the 426.4952 acres (172.6701 ha) being acquired. Thus,
records of rights with regard to the availability of such quantum of land contiguously along the
project area is very difficult.
affected family, a minimum of 1.0 acre
of land in the command area of the Thus, land for land cannot be considered as a feasible
project for which the land is acquired option, for rehabilitation.
Provided that in every project those

persons losing land and belonging to
the Scheduled Caste or the Scheduled
Tribe category will be provided
equivalent to land acquired or 2.5 acres,
whichever is lower.
Offer for developed land The proposed MRTS is a project being envisaged and
constructed to facilitate the development and growth of the
In case the land is acquired for Manesar – Bawal Investment Region, an ambitious and state
urbanization purposes, 25% of the of the art smart city and connect it with the NCR. The MRTS
developed land will be reserved and will act as a catalyst and provide a major impetus to planned
offered to land owning project affected urbanization in the region.
families, in proportion to the area of The project developers need to plan and develop
their land acquired and at a price equal commercial blocks, hubs, kiosks, etc., along the entire
to the cost of acquisition and the cost of corridor. Thus, 25% of the developed land can be reserved
development: and offered to land owning project affected families, in
proportion to the area of their land acquired and at a price
Provided that in cases the land equal to the cost of acquisition and the cost of
owning project affected family development.
wishes to avail of this offer, an In case such PAFs show interest, written consent could be
equivalent amount will be taken prior to developing the infrastructure to assess the
deducted from the land acquisition requirement.
compensation package payable to
it.
Where jobs are created through the project, at least one

Choice of Annuity or Employment
member per affected family in the project, could be
As per the RFCTLARR Act 2013, the imparted/ provided suitable training and skill development in
appropriate Government shall ensure the required field, make provision for employment.
that the affected families are provided It is suggested that a 6-12 months training could be
imparted to provide suitable training and skill development.
with the following options:
An amount of Rs. 1000/month could be spent on providing
where jobs are created through training.
the project, ‘after providing Local ITIs and other training centers could dovetailed for
suitable training and skill this purpose
development in the required field, An amount of Rs. 28.308 million (Rs. 1000/month x 12
make provision for employment months x 2359 PAFs x 10-6) may be earmarked for this
December 2015
xxxv

at a rate not lower than the purpose.
minimum wages provided for in
or
any other law for the time being
in force, to at least one member A one-time payment of Rs. 500,000/- per affected family;
per affected family in the project An amount of Rs. 1179.5 million (Rs. 500,000/family x
or arrange for a job in such other 2359 PAFs x 10-6) needs to be earmarked if one-time
project as may be required; payment of Rs. 500,000/- per affected family is made.
or or
one-time payment of Rs. Annuity policies that shall pay not less than Rs. 2000/- per
500,000/- per affected family; month per family for 20 years, with appropriate indexation
or to the Consumer Price Index for Agricultural Labourers.
Thus, an amount of Rs. 1132.32 million (Rs.
annuity policies that shall pay not
2000/month/family x 2359 PAFs x 20 years x 10-6) will be
less than Rs. 2000/- per month
required to be ear marked for this purpose.
per family for 20 years, with
appropriate indexation to the The Consumer Price Index for Agricultural Labourers and
Consumer Price Index for Rural Labourers, as on October 2014 was 813 and 815
Agricultural Labourers. respectively.
Appropriate indexation to the CPI for Agricultural Labourers
and Rural labourers needs to be undertaken.
At the present level of information, it is cannot be said with
certainty how many of the PAFs would opt for each of the above
three options. However, the liability is maximum in case of
providing one-time payment of Rs. 500,000/- per affected
family. Thus, for computation purposes, this amount is being
considered.
One time grant to artisan, small As per the 25% sample survey, it was observed that there
traders and certain others are 38 persons are in petty businesses and small traders.
Thus, it is anticipated that there would be about 150 – 200
Each affected family of an artisan, small persons engaged petty businesses, as small traders, and
trader or self-employed person or an self-employed. Thus, an amount of Rs. 5.0 million (25,000
affected family which owned non- x 200 persons x 10-6) may be kept for this purpose.
agricultural land or commercial, In addition, the MRTS corridor alignment is anticipated to
industrial or institutional structure in the traverse through the commercial/ industrial properties of 8
affected area, and which has been PAFs (Refer Table 8.4). As per this provision, an amount of
involuntarily displaced from the affected Rs. 0.20 million (Rs. 25,000 x 8 PAFs x 10-6) may be
area due to land acquisition, shall get earmarked for this purpose.
one-time financial assistance of such Thus, a total amount of Rs. 5.2 million (Rs. 5.0 million + 0.2
amount as the appropriate Government million) may be kept for providing one-time grant to artisan,
may, by notification, specify subject to a small traders and certain others
minimum of Rs. 25,000/-.
A total amount of Rs. 1367.72 Crores will be required for payment of compensation of acquired
properties and implementation of the resettlement and rehabilitation plan.
December 2015
xxxvi
12 MRTS Broad Cost Estimates
Broad cost estimates for the proposed MRTS between Gurgaon to Bawal have been worked
out for Phase 1; year 2021 based on unit rates for major components of the system. The
components considered for estimating project cost include the following:
1. Civil Construction
2. Tracks
3. Signalling and Telecommunication
4. Power Supply and Traction
5. Stations
6. Rolling Stock
7. Depots and Workshop
8. Cost of land
While preparing the capital cost estimates, various items have 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, Permanent
way, OHE, Signalling and telecommunication, whether in main lines or in maintenance
depot, have been estimated at rate per route km basis. Few items like Rolling stock have
been estimated in terms of number of units required.
The rates of various items have been adopted on the basis of recently awarded works by
DMRC under Phase III, Rapid Metro, Gurgaon, Hyderabad Metro where consultants’ are
Owner’s Engineers and from consultant’s previous experience from similar projects.
The total estimated project cost for Phase 1 of Gurgaon Bawal MRTS is INR 14,018
Crores excluding cost of land and INR 15,386 Crores including cost of land based
2015 prices.
Project has been perceived to be constructed in 4 year period starting from the year 2016
with cost distributed as 20%, 30%, 30% and 20% over the construction period.
Escalation of 5% has been applied on the cost. The total project cost for Phase 1
including cost of land and price escalation is estimated to be INR 17,328 Crores
excluding taxes.
The total taxes are estimated to be INR 2,336 Crores respectively.
13 MRTS Business Plan
A preliminary financial analysis for the Phase I of the project using preliminary estimates of
development cost (CAPEX), Operation and Maintenance Cost (OPEX), ridership, fare
structures, project structure and other assumptions has been carried out. The preliminary
financial analysis estimates the net present value (NPV) at project and equity level, post
servicing operational cost and debt taxes and other expenses.
AECOM have assumed that the taxes and duties will be in tune of around 15% of the total
construction cost.
Operation and Maintenance Costs

On the basis of benchmarks, Consultants have estimated the O&M cost for the project for
the cardinal years are as indicated in Table 25.
December 2015
xxxvii
Table 25: Operation and Maintenance Cost for Cardinal Years

Year O&M Cost (Rs. In Crore)
2018-19 314
2021-22 402
2031-32 683
2043-44 1297
Revenue
AECOM have considered the project revenue from the following two sources
Fare Box Revenue
Advertisement Revenue
Fare Box Revenue

Fare box revenue estimates are mentioned in the following table considering MCA and
DMRC fare structure.
Table 26: Estimated Fare-box Revenue Projections
Total Fare-box Revenue (Rs. In Crs.)

SN Year
MCA Fares DMRC Fares
1 2018-19 882 547
2 2021-22 1323 847
3 2031-32 1642 930
4 2043-44 2134 1224
Advertisement Revenue
This advertisement revenue is estimated at 5% of fare box revenues during operations.
Project Structure
Implementing Authority
It is proposed that the project will be implemented by an SPV, which will be a 50-50 joint
venture company between Govt. of India and Govt. of Haryana
Debt Terms
Consultants have studied the following debt instruments to carry out the preliminary
financial analysis:
1. Japan International Cooperation Agency (JICA)
a. Special Term for Economic Partnership (STEP) Loan
b. Overseas Development Assistance (ODA) Loan
2. World Bank
a. International Bank of Reconstruction and Development (IBRD) loan
3. Domestic Loan from Banks and Financial Institutes (FI)
December 2015
xxxviii
Equity Terms
Value of the land required for the project as 1,368 crores to be provided by the
Government of Haryana.
Financial Analysis
Project Viability
The project viability parameters under DMRC and MCA fares and different debt funding
agencies are presented in Table 27.
Table 27: Project and Equity NPV @ 8% Discount rate for different funding
scenarios
Net Present Value (Rs. in

Debt Instrument Hedging cost borne by crore)
MCA Fares DMRC Fares
Project NPV
Government -6,999 -12,924
JICA - STEP Loan Project -6,152 -12,924
External Agency -6,166 -12,924
JICA – ODA Loan Project -6,273 -12,924
WB - IBRD Loan Project -6,328 -12,924
Commercial Loan NA -6,373 -12,924
Equity NPV
Government 336 -5,589
JICA - STEP Loan Project -1,208 -7,980
JICA – ODA Loan Project -3,570 -10,221
WB - IBRD Loan Project -2,415 -9,011
Commercial Loan NA -11,000 -17,552
Source: AECOM Analysis
It is clear from the table that the project without Property development and/or external
support is financially not viable.
14 The Way Forward
It is important that the proposed MRTS is translated into programmes and implemented,
resources mobilized, institutional structuring done and legal reforms carried out. Action
needs to be taken at all levels of governance and the private sector. DMICDC, HSIIDC and
HMRTC has an important role to advocate the Gurgaon Bawal MRTS at all levels of decision
making and activate the stakeholders to avail the opportunities and discharge their
responsibilities.
December 2015
xxxix
Gurgaon Bawal MRTS primarily being developed to serve the demand which will be
generated with development of MBIR. Therefore the project being dependant on the
development of MBIR, both State Government of Haryana and DMICDC should identify
nodal agency tasked with implementation of Phase 1 of MBIR on ground. Necessary
arrangements such as process for acquisition of land for Phase 1 of MBIR, preparation of
industrial sector layout plans, identifications of industries to be developed should start
immediately. This will help in on-schedule implementation of MRTS.
The way forward includes following tasks:
Approve and adopt Draft Detailed Project Report for Gurgaon Bawal MRTS.
Notify and approve Master/ Development Plan for MBIR and initiate the process of
preparing zonal plans and sector layouts along with identification of industries to be
established in MBIR.
Appointment of nodal agency responsible for development of Phase 1 of MBIR.
Constitution of SPV between DMICDC and Government of Haryana (GoH) tasked
with development of Gurgaon Bawal MRTS.
Organise land assembly and initiate possession of land notified for MRTS and allied
uses along with land for developing Phase 1 of MBIR.
Since the project will be developed on JICA funding, process of inclusion of project
in JICA rolling plan should be fast tracked and initiate the process for disbursement
of loan amount.
Strengthen the institutional capability of SPV tasked with development of MRTS by
inducting relevant staff that will be responsible for various aspects of MRTS such as
civil construction, rolling stock, S&T, power supply etc.
After that the SPV start bidding out contracts for appointment of General
Consultants and contractor for onsite construction and timely completion of the
project.
December 2015
xl
Final DPR & Business Plan: Chapter 1
1
INTRODUCTION
1.1. Study Background
Government of India (GoI) has envisaged the development of Delhi-Mumbai Industrial
Corridor (DMIC) along the alignment of the proposed Dedicated Freight Corridor (DFC)
between Delhi and Mumbai, covering a length of 1,483 kms. For this purpose, a region
spanning 150 kms on either sides of the corridor has been identified as an industrial
corridor.
DMIC region is spanning across 4 states and each state has initiated preparation of
development plans for industrial nodes. In present context, Manesar Bawal Investment
Region (MBIR) has been identified for industrial development within Haryana Sub-region
of DMIC. MBIR consists of Manesar, Bawal, Rewari and Dharuhera as upcoming potential
industrial townships.
The Concept Master Plan for MBIR was prepared, under the aegis of the office of Delhi
Mumbai Industrial Corridor Development Corporation (DMICDC) by a consortium of M/s
Jurong Consultants India Private Limited (Lead Member), KPMG Advisory Services Private
Limited, DTZ International Property Advisors Private Limited and NIIT-GIS Limited (ESRI
India).
The employment and industrial infrastructure will induce a heavy movement of people
within MBIR and from its surroundings towns such as Gurgaon, Manesar and Dharuhera.
Thus, it is prudent to plan and develop an efficient transport infrastructure in the
beginning in order to provide the required connectivity within MBIR and its surroundings
and other transport needs of the development. With this objective in mind DMICDC has
envisioned to develop the state-of-the –art integrated Mass Rapid Transit System(MRTS)
between Gurgaon and Bawal.
In continuation to the Pre-feasibility study carried out earlier, DMICDC has initiated
preparation of Detailed Project Report for MRTS/ RRTS Options between Gurgaon and
Bawal. They have engaged a Consortium of M/s AECOM India Private Limited and M/s
AECOM Asia Company Limited to carry out the study and prepare the DPR.
As per the requirements of ‘Terms of Reference’, AECOM has already submitted Inception
Report, Interim Report, Report of Alignment, Station Area Plans, Draft EIA & Draft SIA
and Draft Detailed project Report. The 5th deliverable to be submitted as part of the study
is ‘Final Detailed Project Report’.
As part of the study, a total length of 108 Kms of MRTS network was identified. Of which
82 Km was recommended to be developed in Phase 1. Subsequent to that the corridor
alignment and station area plans were developed for Phase 1. The present submission
details out all the components of DPR for Phase 1 only.
Chapter 1-1 December 2015

1.2. Study Area

Study Area includes districts of Gurgaon and Rewari in Haryana State. As the proposed
MRTS is being planned primarily for serving Manesar Bawal Investment Region (MBIR) in
Rewari district, but it will also have considerbale ctachment in Gurgaon district. Therefore
the study area is Gurgaon and Rewari district in general and MBIR in particular. The
briefly describes the saleint charateristics of study area.
1.2.1. Profile
The constituents of Study area include Gurgaon, Manesar, Dharuhera Rewari and Bawal.
The total population of Study Area is 2.2 million as per 2011 census. Considering the
master plan recommendations of all the urban areas in Study Area, this population is
expected to be 15 million by 2043.
Prime source of employment in Study Area is still agriculture. Ditrict of Gurgaon has more
share of skilled workforce involved in industrial sector due to presence of Industrial Model
Townships in Gurgaon and Manesar. The total estimated employment in 2013 is 1.2
million. Based on master plan and other policy initiatives the employment ius expected to
grow 3 times and estimated to be 6.2 million by 2043.
1.2.2. Manesar Bawal Investment Region (MBIR)

Concept master plan has identified the Manesar Bawal Investment Region (MBIR) in the
Haryana sub-region of DMIC. MBIR consists of 837 Sq Km and includes Bawal & Rewari
Blocks and part of Khol block. It also includes the agglomeration of Rewari, Bawal,
Dharuhera notified master plan areas. MBIR has been further subdivided into phases as
MBIR Phase 1 & 2. MBIR phase 1 has been earmarked for industrial development by 2040
horizon year and same has been considered for the purpose of present study. MBIR phase
1 covers an approximate area of 402 Sq Km including 134 settlements in Bawal, Khol and
Rewari blocks and a population of 167,902 persons in 2001. Figure 1.1 presents the
constituents of MBIR.
.
Figure 1.1: Constituent Areas of MBIR

As per development plan of Phase 1 of MBIR, the total area delineated for development is
402 Sq Km which will house a total population of 3.19 million. The industrial towns will
have a total employment of 1.6 million, out of which direct employment will be 0.5 million
and indirect will be 1.1 million.
Since the objective of the study area is to plan a MRTS system between Gurgaon and
Bawal, the study area will cover MBIR (both Phase 1 & 2) along with districts of Rewari
and Gurgaon.
All the proposed master plans of the urban centers within the study area along with
transport proposals were plotted together in order to explain their respective spatial
locations with respect to MBIR.
Map 1.1 presents the Study Area and proposed land use pattern as per the master plans
of respective urban centers.
1.3. Study Terms of Reference

1.3.1. Objectives
To review and update the existing details given in Concept Master Plan for Manesar Bawal
Investment Region (MBIR) for proposed MRTS between Gurgaon and Bawal with fresh
surveys and studies which ensures:
1. Most feasible MRTS alignment option connecting Gurgaon, Manesar, Dharuhera and
Bawal.
2. Preparation of Detailed Project Report for the selected alignment option
1.3.2. Scope of Work

The major items included in the Terms of Reference (TOR) are as follows:
Collection of information regarding various transportation studies conducted so far

within NCR in general and MBIR in particular by various other organizations.
Review of the various studies and proposals undertaken in the past in transport
sector and create a database related to traffic and travel characteristics in the
region.
Identification of road network within MBIR and in contiguous areas both of the
primary and secondary roads. It shall include Expressways, National Highways,
State Highways, Major District Roads and Other District Roads/ Arterial and Sub
Arterial roads and collection of primary data pertaining to traffic and travel pattern
on this network.
Collation and analysis of various traffic and travel characteristics by conducting
traffic and travel surveys for estimating the likely patronage on the proposed
system.
Conducting a review of the current transport scenario in order to establish
the existing condition and capacity of the public transport system.
Revealed preference and stated preference surveys should be conducted on
random basis followed by analysis to adjudge the public opinion.

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G U R G A
Project
2p
RVa
25
3
2
10
V
TO
BH
B AD LI Delh i Me
2
2A
1
V
tro
S
Iqbalpur(40)
10
R
V 3 (c) V 3 (c) V 1 (b)
Jhanjrola(38)
17
4
4
V-
Kaliaw as(41)
10
3A
Kherki Majra D hankot TO ME HR
2
DJE BHIWA
26
V
AU LI
13
IW
)
V 2(e
5
V3
28
V3
2
V3
10
Budhera(43)
4
2
V2o
AM
A
V
A
14
M etr
V 2(b) V3
12
26
Y
Mubar ikpur(37) V3
R
V -2(b)
IFFCO Chowk
N DA
16
1
V1 V3
10
3
9A
OU
29
V
A
(b)
Delhi
V3
B
D hankot(49) Part
n
7
Preparation of Detailed Project Report for
V 2(b)
12
(e)
V2
V4
27
ensio
V2
H
V3
N ALA
C handu(44)
3
GURGAON
12
V
V3
0
FROM FA RU KH NAGAR
9B
10
V3
V3
2
99
9
V
Siw ari(1) V -2(b)
W 8
Ext
V2
15
30
N
( d)
MRTS/ RRTS Options Between Gurgaon &
V2
ion
G TO
3
D unman
DLI
S ul t anpur(39) V
tu re
Ex 41
43
ns
A
Basai Dhankot
V2 RS
N
10
A
TO K UN
9B
TI
11
11
99
42
XI S
31
V2 te
tro Fu
Sadhrana(45)
V 2(d)
3
V
V3
3 V
V2
44
Bawal Under Manesar Bawal Investment
V
Gopalpur(47) Part
C
V3
V3
Jaraun(2)
F u 40
I
D ELH
(e)
37
re
V2
37
FROM
353
V2
V3
32
2
tu
A
3
Me
FA
354
V
RU
10
)
2(b
R SRHI
U
KH NA Garhi H arsaru
45
HA R
V-
GAR
GA
345 F arrukhnagar (R ural)(35)
Region in Haryana
id
o
Mushedpur(6)
A
Chak K harj i B ahu (18/1-N)
etr
B
i M 39
52
V3
37
Rap
Li l odh (13-N)
52A
NH-71
88
V3
V2
V2
Shekhupur Majri(3)
53
3
Khera V
B
S udhrana (12-N)
S ayyad M oham adpur (117)
89
37
Farukh Nagar
lh
V2
AD
54
33
Jhol ri (26-N)
46
DB
De
3 RI
V -2(a)
344 K het awas(118) V
V -1
V3
FA OM
345
V2
38
FR
33
V3
89
Khurmpur (8)
88
V3
V3
K hursai d Nagar (27-N)
V2
V3
51
V 2(d)
AY
H amirpur(116)
55
V3
B
B
1
37
(d)
V-
V -2
36
V2
(a)
Bir H era(5)
34
V3
56
V2
A
47
SW
Garhi N athekhan(9)
95
H arsaru(107) Part
V2
V3
36
Alimudinpur(11)
95
72
57
355
V3
V3
Judi (11-N) V -2(b)
ES
3
94
V
V2
V2 Babrauli
A
98
370
36
58
D hanaw as(119)
Client
Gugana(4)
89
( d)
V2
352 389
KULTANA R
)
50
339 346 2 (e
V2
88
( a)
V3
95
48
Wazirpur(115)
35
V-
XP
V2
V3
2
K ohard (30-N)
D aboda(10) V2
93
74
B hakal i (165)
-2
Chhawa (190) V2
49
61
V -4
V2
M am t az P ura (28-N)
V 2(d)
Usm anpur (181)
71
347 (d) H ayatpur(114)
V2
Naya Gaon (21-N)
V2
1
E
73
V2
2
92
V2
V
SH
V2
338
84
R ajpur(13) Patli H ajipur(34)
PALI
72
UR
-4
V2
90
62
390 (b)
V -2
A
V -4
V2
59
B herangi (29-N) V -2 M eoka(121)
74
97
340
2
B ahal a (20-N)) 3 Karola(14)
V
V2
V -2
V -4 V -4
2
P
85
(e)
Kherki Dhaula
AI
M1
91
65
Garhi (25-N) V -4
350 ( c) V2
60
V2
V2
-4
356
V2
A
V2
A RI
V
Gadal a (243)
63
75
B adha(113)
V2
Basonda(18)
IJ
K anhori (242) W Dhorka(120)
86
63
351 371 372
66
A
75
Nahar (10-N) RE S i kanderpur VB2adha(109)
M
83
63
Jhal (9-N)
O 2
0
FR
V
22 B i r S arkar (9/1-N)
2
H
M1
69
)
SH
V2
V 3(a
A
EL
70
V2
3
S hadat Nagar (8-N)
63
-4
M al asi awas (189)
M1
76
V2 V2 (b)
87
82
369
V
96
V -4 V -3
64
4
387
V-
Medaw as(85)
( d)
341 B i soha (24-N)
357 Nat hera(166)
388
K anhora (241) Nawada F at ehpur(112)
V2
343 5 D K ukrol a(151) V2
V2
V -4
V -4
81
B hang Rol a(122)
373 B abra B aki pur(33)(b)
67
V 2(e
Darbari pur(162)
)
D V -2 B ashari a(125)
A
4
Rat an T hal (180)
11
4
2
349
WAY
K osli (172)
V-
V -4
V -4
70
V
A
Hansawas (240)
SE
M1
V2
V2
B ai ram pur (183) Mahchana(16)
B awa (22-N)
348 K ankrol a(128)
82
68
Guj arwas (1)
4
M9
V2
V2
V -4
374 V -4
M1
77
A
Gugod (174)
381
A
P ri t hi pura (244) V -4
81
PO
67
N.
K ahnarwas (173)
N urpur Jharsa(165)
RP
UN LCO
(e)
358
-22
F aredpur(15)
V2
RY
Lookhi (2) V -2
V -4 H assanpur(163)
359
BO I PA
DA
ESS
342 P al ra(164)
RO
Jakhal a(185)
C
382 D humaspur(86)
NI
78
Lakhnol a(110)
M7
M6
368 Naharpur K asan (111)
U
SH
K arol i (23-N) S urehl i (167) M undra (184) B askushl a(127)
M
Gurawara (245)
391
P A li yar
I
UD
Nehru Garh (6-N)
A
1D
M8
V2
Dhana(126)
TA
Manesar
79
XP R
80
Sakatpur(159)
PA
M
B hurt hal a (171)
V2
367 383 386 V3
M
375
Room No 341 B, 3rd Floor
M4
FRO
V 2(e)
M2
M5
H NA
M3
Aklimpur(166)
V3
366
MANESAR
V3
364
SO
A hm adpur P artal (177) S urakhpur T appa Kosli (179)
M1C
Z ahadpur T apa Kosli (170) Shikohpur(160)
M1
360
79
11
OM
Hotel Ashok, Diplomatic Enclave, 50B
M3
M ural i pur (102) P ahraj was (239) V3
FR
Jhharoda (5-N) S ham nagar (168_)
376 T ikli(167)
B
K MP
Lul a Hi r (7-N)
380 9 392
M1
B
V3
A
V3
M al iaki (246)
79
M1
29 10
Chanakyapuri,
K hoh(153)
377 Gudi ani (175)
7 Ji wara (247)
K asan (129)
V3 N avrangpur(157)
Nangal P at hani (101) 385 8 P al hawas (236)
P4
P3
S ai dpur (237)
363 12
Li san (1) 384 S hadi pur (178) Chang (238)
Chauki (248)
S ehrawan(152)
MANESAR New Delhi - 110021
B ori awas (176)
Dakhora(2) T um na (169) B abrol i (100)
NH-8
RH
17 14
P5
P6
361 379 13
P2
Qut abpuri B uzarg (233) Chandanwas (251) Gairatpurbas(158)
GA
K heri (4-N) Gopal pur Gazi (103) B ar Guj ar(156)
RU
RA
362 25 18
O
26 15
Consultant
TA
PATAUDI
P1
OM
D
S um a K hera (232) K hera A al am pur (235)
Nangal (3/ 1-N) K hushpura (4)
378 19 Nai nwal (155)
HE N
FR
27
KANINA 23
P7
Daraul i (3) M okal was(132)
Jat usana (106)
20
MA
B al dhan K alan (98)
B ahot was B hondu (99)
F at ehpuri T appa Dahina (5)
24 16 F akharpur(133)
30 Roj huwas (231)
TO
Rasool pur (234)
46 Panchgaon
71
P arkhot am pur (104) P anchgaon
B al dhan K hurd (97)

45
H
Got hraT appa Dahina (5)
Nangal i a Ranm okh (252)
F azal was(149)
NH-71N
43 Roharai (230) B asot a (250)
Kherki(3)
Lal a (228) Gwal i ar(150)
21 47 142
34 22
9th Floor, Infinity Tower C
M usepur (105)
28
K anwal i (10)
35 36 K arawara M anakpur (253)
31 Ram puri (7) 54 44 Jeet pur S hekhpur (260)
8
33 51
Dahi na (12) 40 48
DLF Cyber City, DLF Phase II
SH-13
H-
M ot l a K alan (96) B erl i K al an (310)
Di dol i (8) T ehnadi pal pur (255) S hadi pur (254)
K ahari (6)
52
N
41 Nai n S ukhpura (227)
M ahi uddi npur (229)
SH
24
32
M asit (9)
37 38
B erl i K hurd (93)
Hal ukhera (92) 42

53 49
Nurpur (258)
Dhanaura
143 BILASPUR Gurgaon 122002, Haryana, India

FR M ust af apur (256)
50 Chi l l ar (259)
68
Z ai nabad (13) OM M ot l a K hurd (95)
39 Dohaki a (107) Jharuwas (225) Raj awas (257)
T: +91 124 4830216 F: +91 124 8472649
TO NUH
59
MA K um roda (94) M undawas (226) Dhani haud
67 66
HE Chauki No-2 (311)
B i hari pur (91) 56
55
139 www.aecom.com
ND
KM
S i ha (15)
Rasool i (108)
Rewari136 137
26
69
Dhani T het har Bad (14)
RA 63 Gangayacha Jatt(223)
140
H
B al awas Jam apur (109)
P
K i shangarh (110)
S
Ni m ot h (19)
GA 58 57 S hekhpur S hi karpur (224)
Legend:
EX
135
65 RH A ul ant (77)
61
Raj pura K hal sa (111)
138
B hurt hal Jatt (216)
144
M ul aherawali Dhani
PR
Lohana (16) 62 M andhaya K hurd (90) 141
Jant S ai rwas (213)
B hurt hal T het har (215)
B odi a K am al pur (112)
Nangal M undi (78)
159 Gangayacha A hir (222)
145 146
SOHNA State Boundary
ES
157
64 Dehl awas (89)
B i kaner (221)
156 Kumbhawas RS Jant i (212) M al hera (278)
161 M undhal i a (218)
192
SW
77 Nayagaon (219)
K akori a (214)
70 B urol i(76)
60 134 Dabari (210)
T at arpur I st amrar (277) K apari was (290) District Boundary
TO
72
AY
S H Gul abpura (88) S unari a (279)
AL
M undi (80)
160 M eerpur (274) A sadpur (280)
191
NH
24 158 Dhaki a (286)
-8
B al awas Jam apur (109) Gokal pur (211) Jauni was (296)
A LW
S ri nagar (20) Gi ndo K har (113)
78 130
Li sana (220)
P achl ai (276) Ghat al M ahani awas (291)
Tehsil Boundary
TO P
190
79
HARYANA
Ghurakawas (217)
Dhawana (18)
B hat hera (79)
133 162 T urki awas (275)
132
71 73
90
Rol i awas (84) Jadara (87)
131
Lakhnor (115)
B hagwanpur (121)
177 178 182 M al pura (295)
Dharuhera A akera (292)
MBIR Boundary
B as Gokal garh (119)
181 B udana (202) 186 189 193
76
-8
B hudpur (116) Dohana (285)
Gopal P ura Urf P ranpura (81)
129 Ram garh (209)
NH
Garhi A l awal pur (294)
B it ori (75) A aspur (114)
163 179 187
K hal et a (17)
Chi t arpuri (207) B udani (208) 185 Roj haka (281)
A l am gi rpur (298)
SNB Boundary
M aheshari (293)
101 M andol a (21)
74
91 A al i awas (83)
80 81 B al awas A hir (128)
128
K al uwas
176
180 P hadani (201) Ji t pur I st am rar (282)
K hat awal i (284)
188
BHIWADI TAORU
88 Ghatal
K adho A l i as B hawanipur (82) K hargwas (127)
164 Dohaki (120) P hi deri (204) 184
Dharuhera C.T. I NH 71B
Nangl ia
NH-71B NH-71 B
GMUC Boundary
-25
B ohka (23) 92 Chi m nawas (69)
B angarwa (86) B al iar Khurd 202 NH-71 B
B hi wadi
NH-71 B
B ahot was A hir (85)
M ayan (31) M am ari a A asampur (74) P okharpur (206)
75 183 203 NH 8
SH
97 127 A RI
Chanduwas(117) 175
NH 71
T O REW
B BTK Boundary
REWARI
Ram pura
DFC
93 82
B adh S undrod (67) Rewari (R) C. T. I II
Qut ubpuri Jagir (205) Hansaka (203)
204 K hal i awas (283)
B al wari (33) Nangal a M ayan (32)
194 A lampur
87
ern
Ladhuwas A hi r (129) M asani (196)
165 174
West
M am ari a A hir (73) S ai dpur Harchandpur
S aharanwas (130)
102 100 94 M aha K haria (68)
126 K hal i l puri (179) 214 Rasgan (195)
201 S hahdod
98 K an M aj ra (126)
213
l ed
alwa P rop os
S ant halka
K ol ana (22) K hol (30) S hahbaj pur I st amrar (65)
83 REWARI M aj ra S heoraj (180) B al i ar K al an (199) K har K hara (300)
a ri P
Rewari M il akpur
M am ari a T hethar (72)
86 84 205 215 212 Gooj ar M undana Meo
Residential
96 K hori (70) S undrodh (66)
Re w
Uncha (24) Raj pura I st amrar (64) Dungarwas (194)
NA
S OH
Khori RS Dhani S anto (63)
SH 26
Qut ubpur M ol a (P art) (131) M undi a K hera (198)
TO
osed
TO
111 85
Gangol i (135) Jonawas (197)
206 200 RE WA B eela Heri
e
A ml aki
95
HARYANA
Dhani Sobha RI
173
P rop ilway Lin
Nandha (34)
122 166 210
99 123 124 Jhanj anwas (122)
Dhani S undrod (62) 167 Ram pura (132) K al aka (177) B am bar (182) 211 K haj uri (190)
K hi j arpur Commercial
a
Husai npur (134)
Ni khari (193)
Got hara T appa Khori (39)
Gobi nd P uri (71)
112 121
Dham l awas (136)
B adh Jet hu (137) Dum awas (123)
172Dhal i awas (173) 217 209
F at ehpuri P ipa(181)
M ol hawas (183)
K hanpur
K hi jooriwas
BG R K arendi
103 A hrod (29) M ai l awas (61)

Narai npur (138)
207 8 198 196 Gadpur
119 171Chandpur (124) K aunsi was (175) M uradpuri (184)
195
120 208 K anhawas (189)
NH Industrial
C T int (41)
170 M andhi a K al an (178) K ahrani
168 P i wara (174)
DF
BTK
A
169 -8
HER
104 P i t herawas (60) T hot hwal ka (139)
218 N
H
199 B hat sana (301)
S eethal Godhan P halsa
A RU
Nangal Jam al pur (25)
Gum i na (42)
125 M aj ra Gurdas (176) Udai pur
rn Rewari
219
DH
113 216 243 T at arpur K hal asa (302) A l wal P ur (303)
Pali RS109 110 Business Park
Dal i aki (133) Jat uwas (148) B ahadari K arenda
te
Gangol i (135)
TO
K heri
118 228 229 S angwari (185)
245 Ni gani awas (192) S B hoodli
es
M anet hi (28) B awana Guj ar (40)
Harj i pur (43)
225 P adni awas (172)
S
NH 71
B as Dooda (26) S hahbaj pur K halsa (171) M aj ri Duda (188) 246 T hara
P al i (38) Nangl i Godha (141)
B i t hwana (149) 223
dW
Ladhuwas Guj ar (187)
M aj ra M ut sal Bhal aki (36) Dan A al am pur (140)
224 B hudla
197
B handor (59)
226
244 MBIR BTK_Low Density
106
e 227 Gaj j i was (153)
Devl awas (154)
221
Ral i awas (191) Joriya
KMP EX
os
B anban B andapur Husai pur
K harsanki (147) 220 Nandram pur B as (304)
116 117 Bariaw as (170) 242 PRE SS
op
A kbarpur (146) Dham l aka (155) K al aka
234 S
107 S 239
8 247 248 WAY
Pr
114 T O RE WA RI T at arpur
BTK_Medium Density
H-
Gol i aka (58) M ahandika
105 K am al pur (152)
241 B hudl a (186)
P anchor (307) Jhi wana K harkhari
-26
SH 26 115 Raj yaka (57) A asaka (144) 232 Dawana (156) S al hawas (169)
250
P achgaon (306) Chaupanki
P adl a (27) B hal aki (35)
108 233 222 N S AHIB I RI VER
S hahpur
SH
K undal (44)
240O JA IP UR A si aki t appa Jarthal (308)
B ibipur
BTK
TO S are K alan S are K hurd Udhanwas
S al arpur Huseengpur
P unsi ka (56) B harawas (145)
238 RE Lake
BTK_High Density
15
WA T P at hredi S are K hurd

Chhuri awas (157) RI S anpl i (309) Jort hal (305)
B hanwari (150) Chhapar
Cheet a Dungra (37) K at huwas (168) I DOR
SH
CORR
274 CAT ED
F RE IGHT B anbeerpur K hat iwas
F akaruddinka
PF
273 230 237 Lal pur (158) 250 DEDI
231
5
T O NH-8 A si aki t appa Jarthal (308)
B adhrana (4) K harkhari B hi wan (142)
236
Gandhola
BTK_High Density Mixed Use
-2
275 235 Guj ri was (159) 252 Ladiya
P ragpura (3) 258 253
SH
Dodhai (160) Ladpuri
B erwal (5) 272 Jai t rawas (143) T O RE WA RIP i t hanwas (166)
L
Lodhana (165)
TO
S ul kha (2) K asaul a (161)
276 K arnawas (151)
BTK_Transit Oriented Development
AU
257 260
AY
M ahesara
B aqapur (162)
269 Rabadka
RN PA
A koli
K anuka (45) K hushkhera
Dhani S ut hani (44) M ukandpur B asai (75)
SW
271 267 BTK_Others-Village Abadi Development Area

264
NA 277
S ut hani (45) 254 Dham awas
LW
ES
A sal was (46)

P K harkhari (11)
256 255
270
AL
K aririwas
TO
S ut hana (42) K asol a (167)
TO
Gobi ndpur (6) Garhi (163) B ol ni (164)
NUH
PR
266
NH
K armsiwas
279 Public / Semi-Public
-8
278
A ram Nagar(46)
Bawal 259
EX
280 B al awas (10) 281

Nechana (1)
268 263
Dharan (7) 284 B agt hal a (47)
Transport / Utility
R
296 Jal i awas (41)

PU
ATELI 298 297 M oham adpur (12) 283 Jal al pur (43)
8 P at uhera (49) 261 H
H-
B eeranwas
B ehram pur B harangi (9) 294 262
K al rawas (13)
265 K heri M otla (74)
Green Buffer / Open Spaces / Recreational

AI
A srakam aj ra (15)
15
Raj garh (47) Narsi nghpur Garhi (8)

291
299 292
N
Chi rhara (39) B ani pur (40)
IJ
SH
285
Haj ipur
K am al pur (48)
LH
T ankri (48) 293 Harchandpur (14) Rudh (38)

Agriculture
DE
I brahi m pur (50)
295 290 289

S aban (17) 286
287 Water Bodies - Lake or Pond
D
S anj arpur (16) K hera M urar (53)
-22
E
M angal eshwar (51)

OS
Guj ar M ajri (52)

Batana 307
SH
Kankar 288
306
Ram si nghpur (18)
SNB - PSP(Knowledge City)
OP
B awal (Rural)(37)
Kuteena
HARYANA
B i shanpura (73)
300
PR
314
Odhi (19)
SNB - Logistics Park
TO
305 308
KO
M ohanpur (20)
Rai pur (54)
TK
302
AS
Chanduwas (21)
312 313
IM
304 Rasi awas (25) 311

301 Nangal S hahbazpur (55)
SNB - Mix Used
53
S H - 25
K handewra (50)
Jai S i nghpur Khera (22)
Dul hera K hurd (35)
316
309
SH
A nandpur (24) T i hara (34) 317

8
H-
Nangl i P arsapur (36)
Shriy ani
303 315
K heri Dal usingh (49) A l awarpur (72)
SNB - Tourism
N K eshopur (23) NA
RA
310 322 EM
RK
A
Rams inghpura P 321

B i dawas (56)
T
O
NE
IA
AJ
A
T O A LWAR
J onaycha Kalan V
Dhar Chana (31)
SNB - RIICO Industrial Area
Googal kota 318
SH-25
S hahpur (33)
323
Dul hera K alan (57)
319
J onaycha Khurd
S hekhpur (32)
Sans adi K hi j uri (70) B adhoj (71)
Bawad 325
326 320 SNB - Industrial Area
S ai dpur A l i as Jaitpur (59)
327
Bani Jonay cha
SNBManka Nangal Ugra (30)
324 331 Nangal T eju (29) B hagwanpur (58)
Jhabuwa (68)
Rughnat hpur (28)

330 328 SNB - Industrial Future Expansion
332 T eekl a (60)
S ubasheri (67)
Majri Nangal
Dhodhak ari Chaubara Lamchpur 329
TO ALWAR
Proposed KMP Expressway
TO ALWAR
Ransi M ajri (27)

333 334 K huram pur (66)
Neemrana SHAHJAHANPUR Ranol i (62)

Proposed DJE Express Way
R
P aranpura (61)
U
Belni 336
Shahjahanpur National Highways ( NH )
IP
Mirz apur Gadli K i shanpur (63)

Dadhiya
Daulats inghpura National Highways - NH-8
JA
Palawa
335
J anak singhpura Beerod 337 State Highways ( SH )
TO
N E E M R A N A Fauladpur SNB P anwar (65)
Prataps inghpura Madhosinghpura

Major District Road ( MDR )
Peepli Beechpuri Baori
Sahibi
Bhagola
or Sab
Aheer
i Nadi
Bhagola Jat Railway Lines
Isris inghpura
Kali Pahari
Beejwad Chauhan Gadoowas
Proposed DFC
Bhojpuri Nangal Siya

Proposed Delhi - Alwar - Rewari RRTS
Hulmana Khurd
Majra Kath
Molawas
Manethi
Hulmana Kalan Delhi Metro
Mohladiya Ajarka
Dhoondhariya
Sanoli
J alabas Sirod Kalan
Darbarpur Delhi Metro Future Extension
M
Behror Jat
A N D A W A R Rapid Metro
Fatehpura
Nangal Siya
Kolila Sanga Mundanwara Kalan
Sirod Khurd Rapid Metro Future Extension
Kolila Joga
Bhoongara Thethar
Sunderwari
Mundanwara Kalan
Dooghera Nangal Udiya Bhanot
Riwali
Bhoongara Aheer
Sarai Kalan
Majra
Map Title:
Hamjapur
Mundanwara Khurd Shahjadpur
Kolila Rawad R
Bantk hani E J asai
I V
Khohri
R
B E H R O R I J agiwara
Mac hal
Dahmi Keerats inghpura
H
I B Karni Kot
Majri Bhanda
Study Area Base Map
A Shekhawas
J aisinghpura S
Nangala Rundh
Rajwara Bheekhawas
Hamidpur J haroda Bapdoli
Kankar Dopa Padmara Kalan Swaroop Sarai Chandpur
Behror Doongarsi Bardod Nalpur Majri Khola

Mundiya Khera Map No. : Revision : Date :
Behror Gangabishan
Kalyanpura
Padmara Khurd
Mundiya Kheda
1.1
BAHROR
SNB
TO
Behror Balram
Chhapar Bheenwada
2.1 R0 14.02.2014
A LW
Behror Nayansukh
Kalooka
J aguwas
Discipline :
AR
Kherki
Shahz adpur Nangaliya
Kankar Chhaja Ajmeripura
Sherpur
Talwar
Dhis
Karoda Kokawas
Transportation
Gok alpur Hatoondi
J alalpur Sodawas
Goonti
Sarbilandpura
Gujarwas
SCALE:- 1:100,000
Dhokalnagar
Doonawas Badheen
Shimla
Shy ampur
Nalota Bhajanwas
Islampur 4.0
Lak heempur
Momanpur
Tejpura Sq.Km
2.0 0 1.0 2.0 5.0 7.0
Analysis of future land use and transportation trends on the corridor,

including the likely growth in travel demand and pattern. This aspect is to be
studied based on transportation master plan, development plans, mobility
plan, land-use plan environmental & social management plans prepared by
various stakeholders in the region.
Development and operationalisation of travel demand model for estimation of
corridor ridership.
Forecast of rail based travel demand between Gurgaon and Bawal for years 2017,
2022, 2027, 2032, 2037 and 2043.
Establish broad technical feasibility of the most appropriate MRTS/RRTS
route to connect Gurgaon with Bawal via Manesar based on at-grade and elevated
options.
Identification of constrained sections requiring major land acquisition,
Resettlement and rehabilitation and refinement of alignment etc. Selection of an
appropriate alignment suiting the site constrains and settings
Evaluation of the system selection parameters that are pertinent in selecting a
MRTS/RRTS such as travel demand, engineering aspects and technology
applicable to Indian conditions with due weightage to cost implications.
After selection of an alignment carrying out engineering surveys such as
topographical and geotechnical surveys/ investigations along the selected corridor.
Route alignment design, station planning and design, rolling stock, power supply
system, signaling and telecom system and other systems for operating the
mass transportation system duly keeping in view the technology innovations
and integration initiatives including use of Cleaner Technologies.
Environmental and social impact assessment.
Preparation of business plan. The task will include economic and financial analysis,
identification of revenue streams, and alternate source of funding and financing
strategies.
1.3.3. Time Period
The study time period is envisaged to be 10 months.
1.3.4. Study Horizon
The planning period for the present study, the preparation of Detailed Project report for
MRTS between Gurgaon and Bawal, is 30 years (horizon year 2043).
1.3.5. Deliverables
The following deliverables will be made:
Inception Report including work plan , methodology, schedule, working
arrangement etc. (1 month after commencement of study)
Interim Report document existing situation as specified in tasks 1-13 (4 months
after commencement of study)

Alignment and Station Area Plans and Draft Environment and Social
Impact report detailed in tasks 14-15 & 17. (7 months after commencement of
study)
Draft DPR including Business Plan (9 months after commencement of study)
Final DPR including Environmental Management Plan & Social Impact
Report incorporating stakeholders’ inputs (10 months after commencement of
study).
1.4. Gurgaon Bawal MRTS Alignment and Stations

As part of the study, AECOM, by means of reconnaissance survey, considering existing
and proposed land use patterns and the topographical constraints recommended few
alignment options. These options were
then discussed in detail with various
stakeholder’s like DMICDC, HSIIDC and
officials from Government of Haryana.
Several meetings were held, along with 2
joint site visits (dated 13th November
2013 and 30th November 2013) with
various officials. These meetings were
attended by Additional Chief Secretary,
Govt of Haryana, MD, HSIIDC, Senior
Town Planner HSIIDC and officials from
other departments such as Department
of Town and Country Planning, HUDA,
etc along with representatives from
DMICDC. The alignment and station
locations finalized after the site visit has
been taken up for design and
subsequently engineering surveys
including topographic and geotechnical
were carried out along the entire length
of proposed MRTS route alignment. The
proposed MRTS route alignment consists
of following 3 sections:
1. Section 1: Gurgaon – Manesar
(Panchgaon)
1.4.1. MRTS Take Off Location

In order to achieve efficient integration with existing transport system, it is prudent that
the take off location closer to existing public transport nodes and interchanges. In the
present case HUDA city centre metro station which is the termination point of Yellow Line
of Delhi Metro has been proposed as interchange location. AECOM suggested this location

which was subsequently agreed by the stakeholders’ that HUDA City Centre metro station
will be the take off point for the proposed Gurgaon Bawal MRTS.
1.4.2. Section 1: Gurgaon to Manesar (Panchgaon)

First section of the alignment is between Gurgaon and Panchgaon. The alignment in this
section will not only cater to intercity traffic between Gurgaon and Bawal but also intra-
city travel demand that will be originating in Gurgaon and destined to other places within
Gurgaon such as Manesar. Section 1 is also important from the point of view that the take
off location for the proposed MRTS lies in this section.
HSIIDC further recommended to include MRTS alignment along the Northern Peripheral
Road (NPR) connecting Delhi Metro Blue Line from Dwarka Sector 21, proposed in master
for Gurgaon Manesar Urban Complex (GMUC). Out of all the options discussed and after
detail consultations with DMICDC and HSIIDC, following alignment was recommended for
Section 1:
HUDA City centre Metro Station -Netaji Subash Marg - Sohna Road-Southern
Peripheral Road (SPR)-Connecting Peripheral Road (CPR)-Utility Corridor-60 m
road in IMT Manesar –KMP Expressway – Panchgaon Chowk. Length 35 Km.
Map 1.2 presents the alignment for MRTS between Section 1- Gurgaon to Panchgaon.
Table 1.1 briefly describes the corridor features including length, available ROW and
abutting land use.
Table 1.1: Section 1 (Gurgaon to Panchgaon): Route Alignment Features
Abutting Existing/
Length ROW Sectors/
Link Location Carriageway Proposed Land
(km) (m) Localities
Use
Huda City Centre -
3 Lanes Dual 29, 38, 39, 40, 41, Residential and
A-B Netaji Subash 4.80 60m
Carriageway 44, 45 & 46 Commercial
Chowk
Netaji Subash
Chowk – Sohna 3 Lanes Dual Residential and
B-C 3.00 60m 33, 47, 48 & 49
Road – SPR Carriageway Commercial
Intersection
Residential,
Sohna Road – SPR
4 Lanes Dual 69, 70, 71, 72, 73, Institutional
C-D Intersection to SPR 5.40 150 m
Carriageway 74 and 75 Commercial and
– NH 8 Intersection
Mixed land use
SPR – NH 8 36 A, 36 B,
4 Lanes Dual
D-E Intersection to NPR 4.50 90m Proposed Global Industrial
Carriageway
– CPR Intersection City & 37 B
NPR – CPR
Road ROW
Intersection to 60 m
60 m & 75 3 Lanes Dual 84, 85, 86, 87, 88, Residential and
E-F Sector Road in IMT 5.80
m Utility Carriageway 89, 90 & 91 Commercial
Manesar near
Corridor
Village Kankrola
Industrial Sectors
60 m Sector Road in 3 Lanes Dual
F-G 4.50 60m 8,9,14,15 in IMT Industrial
IMT Manesar Carriageway
Manesar

N
FR
FRO
OM
FA
M
RU
W E
FA R
KH
UKHN
I
NA
DL
G
N
AR
U
K
S
AGA
O
T
R
SULTANPUR
SAIDPUR-MOHAMADPUR
Project
LI
TO BAD
P ATLI HA ZIPUR
SULTANPUR TOURIST COMPLEX
AND BIRDS SANTURY Bawal Under Manesar Bawal Investment
FR
OM KHAINTAWAS
Region in Haryana
RE
WA
RI H6 BUDEDA
BABRA BAKIPUR
SADHRANA
MAMRIPUR
FROM PATAUDI
H5 Client
H7
CHANDU
97 HAMIRPUR
RS
-2 DHANAWAS
N
AH
A
NAL
J
A
F
J HUND SARA IABAD G
A
R
96 107 H
DHARAM D
R
98 PUR A
IN
400
T.)
M12
M
M11 95B Hotel Ashok, Diplomatic Enclave, 50B
0
H ILLS K HERKI
(5
MAJRA 108
R
Chanakyapuri,
O
SADHRANA GOPAL PUR 115
ID
M10
New Delhi - 110021
RR
95 WAZIR PUR
CO
RAILWAY
STATION DHANKOT
BASLAMBI M9
IL
NA
114
RA
GARHI
HARSRU 102A Consultant
JA
D ORKA
MOHAMUD-HERI BABUPUR
AL
95A
IT
FG
99A 7 00
AH
RB
KHARKARI
DHANA M13 N AL 102 DAULTABAD
M8
AR
O
MEWKA 103 106 109

89B 99 BAJ GHERA
H
92 94
BASHARIA
MET RO
RO
ROUTE 112 113
BHANGROLA PAWALA
89A
AD
91 KHUSRU PUR
M14 88B R.S.
93
100 DLF Cyber City, DLF Phase II
FROM DWARKA
H AYATPUR
88A 101
Gurgaon 122002, Haryana, India
DHANWAPUR
BASKHUSLA
104 T: +91 124 4830216 F: +91 124 8472649
KAKROLA 110 111
P4
89
HARSARU 37D 9B
105 110A www.aecom.com
M3A M15 SARAI
MOKALWAS KASAN BASAI
30 M GREEN BELT
ALAWARDI FROM DELHI
87 9B 3 0 M GRE EN BELT
Legend:
RS 1 3 CHAUMA 1
M7 BABRAULI BHIMGARH KHERA
9A KHERI 2 1. District Boundary
P5 P3 BADHA
3A
ASAN
86 FROM BIJW
2. Metro Route
NAWADA 36B GAD OLI
K HURD 4
FAKARPUR M4 FATHEPUR 37C a). Phase 1: HUDA City Centre Station
88 9
N AHARPUR
85 DAULATPUR to Panchgaon Interchange (35 Km)
NASIRABAD
KASAN 5
P6 84 7 b). Phase 1A: Sector 112 to 12. Global City (14 Km)
FROM 23
JA IPUR 10 O LD 23A
M.C .
P7 M6 SIKANDERPUR LIMIT
BADHA 37B 37A 6
(a)
M5 81 KADIPUR
V -2
36A
P2 GUR GA ON
M3 S IHI V3(a)
SAIRAWAN 82 2 00
P1 M2 10A
LAKHNOLA 37
ISBT AND
81A METRO 36 12A AMMUNITION DEPOT
MULAHERA
FAZALWAS DEPOT 8
RRTS RR 83 12 MAT A SH EETLA
22 21
KUKRAULA TS 82A MOHAMMAD EXISTING TOWN 12A D EVI T EMPLE V3
INAYAT PUR
M1D PUR J HARSA BUS STAND TO DELHI
KHANDSA 13
M1B DUNDAHERA
MANESAR M1 NARSING
HIDAYATPUR
PUR
GWALIOR KHERKI 11
DOLA MAR UT I UD YOG
M1A C MINI
14
M1
N AHARPUR
SEC RETARIATE 11A 19 20
80 33 18
34 17
35
74A WIRE LES S S TATION
16 SUKHRALI
TO DELHI
SIRHOL
15
75A
NAINWAL 78 77
DELHI - HARYANA BOUNDARY

76 BEGAMPUR RRTS
AL
KHATOLA
T AU RRTS
72A 32
LW
D EVI LAL
IDO
STADIUM
74
31 30 J IWANWALI
PA
V
7 60 33 SAHPUR
-4
RR
79 BEHRAMPUR MED AN TA
OM
25
-1
NAURANG PUR
CO
HILLOCKS 29 25A
73
V
79A 75
FR
V2 (e)
AIL
SHIKOH PUR ISLAMPUR SILOKHERA

J HARSA
(5 0 AL R
71 39 40 41
.)
38
MT
28
B IT
200
79B TIKRI
D ARBARI PUR FAZILPUR
OR
N ATHU PUR
J HARSA
48 27 S IKA NDE R PUR 24

72 CHAKKAR PUR
TO
70 DE
HUDA City Center Station LHI
M
FATEHPUR 47 46
E
TR
45
26
O
KANHAI
44
DH
RO
ADAMPUR
UT
UN
E
70A
B
PALRA
43 26A
49 BINDAPUR
69 DH
V1
GHASOLA
UN
B
(b)
51
N SAMAS PUR 52
AL
AH 50
TO
N URP UR
ME
JHARSA
Y
V2 (e)
DAR
HR
WAZIRABAD
AU
B ADSHAPUR
42
BOUN
LI
A
66 57
52
TIGRA R ADAR
68 S TA TION 650
E
53
AT
GOLF COURSE
65
ST
N ALA
H
67 A
56 AN
R AMGARH
D HANI RY
67A 64 54 HA
62
I
MEDAWAS
LH
DE
55
63
61
A
HN
ULAWAS
SO
63A 58
60
M
GHATA
N
AL
30 M GREEN
O
AH
FR
63A
Map Title:
FARIDBAD
59
PROPOSED LINK TO SOHNA
BELT
AL
FROM
BEHRAMPUR
V-2(e)
63A
AH
Proposed MRTS Alignment - Section 1
( Gurgaon to Panchgaon )
QADAR PUR
BAHRAMPUR
Map No. : Revision : Date :
1.2
1.1 R0 09.04.2015
Discipline :
Transportation
Scale :
N.T.S.
Abutting Existing/
Length ROW Sectors/
Link Location Carriageway Proposed Land
(km) (m) Localities
Use
Industrial Sectors
60 m for
8, in IMT Manesar
60 m Sector Road Sector Road
3 Lanes Dual and Institutional Industrial &
G-H intersection to 7.0 and 100 m
Carriageway Sectors P4, P5 & Agriculture
Panchgaon Chowk for KMP
P7 near
Expressway
Panchgaon Chowk
1.4.3. Section 2: Panchgaon to Dharuhera

The second section of the alignment is Panchgaon to Dharuhera. Alignment in this section is
mostly straight and parallel to NH 8.The alignment in this section is further divided in to 2 sub
sections which are Panchgaon to Dharuhera Notified Area and from Dharuhera Notified Area
to Village Dungarwas near Rewari. Following sections discuss in detail the alignment under
these 2 sub-sections.
Panchgaon to Dharuhera Notified Area
From Panchgaon Chowk, the alignment remains South East of NH 8 and connects proposed
National Defense University, Bilaspur, Sidhranwali and Rathivas villages. Alignment in this
section is totally Greenfield and does not interfere with any of the existing road network and
developments. In order to avoid built up area near Pataudi-Bilaspur-Taurou Road – NH 8
intersection the alignment passes through South of Bilaspur.
Total length of this section is 12 Km. Figure 1.2 presents the MRTS alignment between
Panchgaon and Dharuhera
Notified Area (Nodes A to B).
Dharuhera Notified Area to
Village Dungarwas
The alignment enters
Dharuhera Notified Area near
village Kapriwas and turns
left on 75 m Dharuhera-
Bhiwadi Byepass Road. It
then turns right on 60 m
sector road between Sector
22 & 23 and continues to
move straight till intersection
with NH 8, thereby
connecting Sectors 20, 21, 5,
6, 7 & 7A. The alignment
turns left on NH 8 and
remains on right side
towards Jaipur. Along NH 8
the alignment passes
Figure 1.2 MRTS Route Alignment Section 2
through the existing green (Panchgaon Dharuhera)
belt of HUDA and connects
industrial Sectors 8 & 9. Alignment then remains north of NH 8 till NH 8-new NH 71

intersection and crosses river Sahibi by remaining North of Masani Barrage. The alignment
continues to remain on North West of NH-8 and traverse towards Bawal. Total length of
alignment in this section is 10 Km.
Figure 2.2 also presents the MRTS alignment from Dhahruhera Notified Area to Village
Dungarwas (Nodes B to C).
The total length of MRTS alignment in Section 2 (Panchgaon to Dharuhera) is 22 Km.
1.4.4. Section 3: Dharuhera to MBIR

The third and last section of the MRTS alignment is between Dharuhera and MBIR along with
a link to Rewari. This section also has 2 subsections. These include Dharuhera to Bawal town
and MBIR to Rewari
Dharuhera to Bawal Town
After exiting Dharuhera Notified Area, the alignment remains North West of NH 8 and Masani
Barrage and crosses Sahibi River. Alignment passes through Kharkhera, Khaliawas and
Dungarwas Villages before entering in to MBIR. It enters MBIR through 80 m wide road near
village Nikhri and then turns right on proposed 60 m wide road parallel to NH 8 within MBIR.
It then crosses proposed Western Dedicated Freight Corridor and connect proposed
Integrated Multimodal Logistics Hub (IMLH). From IMLH the alignment will follow proposed
100 m Bawal Peripheral Road and connects Bawal Town and finally terminates before Bawal
town. Total Length of Dharuhera - MBIR section is 25 Km.
Map 1.3 presents the alignment for MRTS between Section 3- Dharuhera to MBIR.
Spur Lines
In addition to above mentioned alignment State Government of Haryana intended to develop
spur lines from the main alignment. 2 spur lines have been proposed these are along NPR in
Gurgaon and link connecting MBIR with Rewari. These are detailed below:
Delhi Metro blue will be extended from Sector 21 Dwarka till IFFCO Chowk. It will
enter Gurgaon through NPR and turn towards Udyog Vihar from Sector 112. The
proposed MRTS along NPR will take off from Sector 112 and continue till proposed
Global City in Sector 36 B. Total length of this leg of MRTS will be 14 Km.
The MRTS link to Rewari takes off from the intersection of NH 8 and 120 m wide
Rewari bypass near village Salahwas. It terminates at the end of by-pass in Rewari
town near Inland Container Depot (ICD). The length of MBIR - Rewari section 12
Km.
The total length of recommended and finalized MRTS alignment between Gurgaon and Bawal
including spurs is 108 Km.
Gurgaon Bawal Straight Section of length 82 Km will be developed in Phase 1 whereas the
spurs along NPR and connecting Rewari will be developed in Phase 1A and 1B.

80 81 Kaluwas 180 Khatawali (284)
128 176 Phadani (201) Jitpur Istamrar (282)
Khargwas (127)
Dohaki (120) Phideri (204) 184
Bangarwa (86) 164 Baliar Khurd 202
Bahotwas Ahir (85) KHATIWAS
Pokharpur (206)
183
RI
203 NH 8
A
127 175 TO
R EW
Chanduwas(117)
1B
82
Badh Sundrod (67) Rewari (R) C.T. III Qutubpuri Jagir (205) NH 7 Hansaka (203)
204 Masani (196)
Khaliawas (283)
194
Ladhuwas Ahir (129)
Saharanwas (130)
165 174 Rasgan (195)
Maha Kharia (68) Khalilpuri (179) 214 201 Project
126 Kan Majra (126)
213
hbajpur Istamrar (65)
84 83 Rewari Majra Sheoraj (180)
205 215
Baliar Kalan (199)
212
Sundrodh (66) Dungarwas (194)
RS Dhani Santo (63)
Gangoli(135) SH 26
Qutubpur Mola (Part) (131)
Jonawas (197)
Mundia Khera (198)
206 200 Bawal Under Manesar Bawal Investment
85
122
Dhani Sundrod (62)
123 124
Badh Jethu (137)
167
166
Husainpur (134)
Rampura (132) N
Dumawas (123)
Jhanjanwas (122)
173
Kalaka (177)
210
Bambar (182)
HARYANA
Fatehpuri Pipa(181)
Khajuri (190)
Nikhari (193)
K
Region in Haryana
121 Client
Mailawas (61) Dhamlawas (136)
217 209 Molhawas (183)
Narainpur (138) Dhaliawas (173) 207 198
Kaunsiwas (175) Muradpuri (184)
119 171 208
120 170 Chandpur (124) Mandhia Kalan (178) Kanhawas (189)
168 Piwara (174)
169 -8
mina (42)
Pitherawas (60)
125
Gangoli(135)
Thothwalka (139)
229
Daliaki (133) Jatuwas (148)
O 218
219
Majra Gurdas (176)
216 243
Sangwari (185)
N
H
199 Bhatsana (301)
Tatarpu
118 228 Padniawas (172) SANGWARI 245 Niganiawas (192) Hotel Ashok, Diplomatic Enclave, 50B
225 Chanakyapuri,
N H 71
246
V2
Majri Duda (188)

Bithwana (149) 223 New Delhi - 110021
Nangli Godha (141) Shahbajpur Khalsa (171) Ladhuwas Gujar (187)
Dan Aalampur (140) Bhudla RALIAWAS
Bhandor (59) 226 224 Consultant
227
Devlawas (154) 244 Raliawas (191)
V2 Gajjiwas (153) 221
Kharsanki (147) 220
116 117 Akbarpur (146)
234 Dhamlaka (155) MBIR 9th Floor, Infinity Tower C
S 239 TO REWARI 247 248
Goliaka (58) JARTHAL DLF Cyber City, DLF Phase II
241 Bhudla (186) Panchor (307)
Kamalpur (152)
115 Rajyaka (57) Aasaka (144) 232 Dawana (156) -8 Pachgaon (306) T: +91 124 4830216 F: +91 124 8472649
H Salhawas (169)
233 222 R N 250 SAHIBI RIVER www.aecom.com
TO
240JAIPU Asiakitappa Jarthal (308)
Punsika (56) Bharawas (145) 238 RE TO
Legend:
15
W AR
Bhanwari (150) Chhuriawas (157) I Sanpli (309) Jorthal (305) 1. District Boundary
Sahib
V2
Kathuwas (168) OR
SH
R RID
T CO 2. Metro Route
EIGH
274
i or
L IC AT ED FR a) Phase 1: Dungarwas to Bawal (22 Km)
230 250 DED
Sabi Na
Lalpur (158) b) Phase 1B: Salhawas to Mini Secretariat,
273 237 Rewari, (12 Km)
Badhrana (4)
231 TO NH-8 Asiakitappa Jarthal (308)
Kharkhari Bhiwan (142) 236
di
KASAULA
235 Gujriwas (159)

CHOWK
252
275 Pragpura (3) 258
Dodhai (160) 253
272 Jaitrawas (143) KASAULA TO REWARIPithanwas (166)
Berwal (5)
Sulkha (2) Lodhana (165)
Kasaula (161)
Karnawas (151)
257 260
MUKANDPUR BASI Mahes
Baqapur (162) Rabadka
269 Akoli
Dhani Suthani (44) Mukandpur Basai (75)
267
271 264
Suthani (45) 254 Dhamawas
7 Asalwas (46)
P Kharkhari (11)
256 255
270 Suthana (42) Kasola (167) Kaririwas
TO
pur (6) Garhi (163) Bolni (164)
NH
279 266 BOLNI
Karmsiwa
-8
Aram Nagar(46)
Bawal
259
Nechana (1)
263
Dharan (7)
280 Balawas (10) 281 268 284
Bagthala (47)
296
Jaliawas (41)
Jalalpur (43) 261
Mohamadpur (12)
283 Patuhera (49) H Beeranwas
Behrampur Bharangi (9) 294
Asrakamajra (15)
Kalrawas (13) 262 Kheri Motla (74)
15
Garhi (8)
292 291 265 Banipur (40)
-8 Chirhara (39)
H
SH
N 285
Hajipur
Kamalpur (48)
V3
293 Harchandpur (14) Rudh (38)
Ibrahimpur (50)
290 289
295
Saban (17) 286
Sanjarpur (16) 287
Khera Murar (53)
Mangaleshwar (51)
Gujar Majri (52)
307
Ramsinghpur (18) 288
306 Bawal (Rural)(37)
Map Title:
RYANA
Bishanpura (73)
Proposed MRTS Alignment - Section 3
Odhi (19) 314 ( Dungarwas to MBIR)
Mohanpur (20) 305

Chanduwas (21)
308
M Raipur (54)
313 Map No. : Revision : Date :

304 Rasiawas (25) 312
301 Nangal Shahbazpur (55)
53
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SH
309 Discipline :
Anandpur (24) Tihara (34) 317 ALAWALPUR
8
Transportation
H-
Nangli Parsapur (36)
303 Kheri Dalusingh (49) 315 Scale :
Alawarpur (72)
N.T.S.
Keshopur (23)
310
1.4.5. Approved MRTS Alignment (Gurgaon to Bawal) and Project Phasing
1.4.5.1. Approved MRTS Alignment

After the finalization of route during the site visit, the alignment as part of Interim Report was
submitted to DMICDC and Govt of Haryana. Government of Haryana through Haryana Metro
Rail Transit Corporation (HMRTC) subsequently approved the alignment and recommended
the MRTS alignment to follow Connecting Peripheral Road (CPR) (vide letter no HMRTC ADF-
2014/FO/184, dated 17th July 2014) instead of going through the Global City. However,
DMICDC has requested the State Government to reconsider this decision in the light of Global
City being upcoming employment hub. The decision was reviewed subsequently and was
discussed in the meeting held under the Chairmanship of Chief Secretary, Government of
Haryana on 23rd December 2015 where the alignment was approved including its connectivity
through Global City. The approved alignment is as follows:
Section 1: Gurgaon to Pachgaon
Section 2: Pachgaon to Dharuhera
Panchgaon – Bilaspur – National Defense University - Sidhrannwali – Kapriwas –
75 m Dharuhera Bhiwadi By-pass - Sectors 20, 21, 5, 6, 7 & 7A – NH 8 – Village
Kharkhera – Village Khaliyawas – Village Dungarwas. Length 22 Km
Dharuhera to Bawal: Village Dungarwas – Village Nikhri – 80 m Sector Road –
Proposed IMLH – 100 m wide Road – Bawal Town. Length 25 Km
The total length of recommended and finalized MRTS alignment between Gurgaon and Bawal
is 82 Km.
1.4.5.2. Project Phasing

The Gurgaon Bawal MRTS is to be developed over a period of 30 years (2013-2043). The
phasing has been kept in sync with phasing of surrounding development. Phase 1 of MBIR will
kick start in 2020 and Phase 2 & 3 in 2030 and 2040 respectively. Similarly horizon year for
development plan of Gurgaon Manesar Urban Complex is 2031. Proposed development along
NPR is expected to reach its potential post year 2031.
Also the travel demand forecast suggest that there will not be substantial travel demand
justifying the need for MRTS on the spur link connecting Global City and Sector 112 along
NPR in Gurgaon and spur link connecting MBIR and Rewari in Rewari.
Gurgaon Bawal Straight Section of length 82 Km will be developed in Phase 1 whereas the
spurs along NPR and connecting Rewari will be developed in Phase 1A and 1B.
Considering the above, the present deliverable of Draft Detail Project Report has been
prepared for Phase 1 of Gurgaon Bawal MRTS covering total alignment length of 82 Km.
Map 1.4 presents the approved MRTS alignment between Gurgaon and Bawal along with
project phasing.

Project

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MA 56
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HE 55
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ND Rewari136 137
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69 RA 63
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138 144
62 141
159 145 146
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64 156 Kumbhawas RS
161 192
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70 72 60 134
SH 160 158 191
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90 131
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177 178
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186 189 193
HARYANA
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129 179 187
163 185
101 91 188
80 81 128 180
74 88 176 184
164 NH 71B
92 202
75 183 203 NH 8
97 127 175
NH 71B
93 C
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165 174
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102 100 94 126 214 201
98 213
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86 84 83 205 215 212
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99 122 123 124 167 166 173
HARYANA 210
211 P ro po lway Li
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BG R
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172 217 209
103 207 8 198 196
119 120 171 208 NH 195
C 168 170
DF
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n 125
E 218
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Pali RS109 110 113
118 228 229 245 S
es 225 S
NH 71
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W 224 197
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106 227 221 244
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107 S 234 239 247 S
Pr
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105 241
SH 26 115 232
108 233 222 250
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237 C 250
236 252
275 235
258 253
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276 257 260
269
271 267
264 254
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P 256 255
270
279 266
278 259
280 281 268 263
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298 297 283 261 H
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295 290 289

286
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D 288
HARYANA
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305 308
302 313
311 312
301 304
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303 315
Map Title:
310 322
P 321
318
323 319
325
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320 MRTS Gurgaon Bawal:
324 327
331
330 328
Approved Alignment & Project Phasing
332
Majri Nangal
329
334
333
336 Sections Node Length (Km)

335 Map No. : Revision : Date :
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Phase 1 A to D 82
S ah ib
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1.4
1.3 R0 14.02.2014
Phase 1 A B to F 14
Discipline :
Transportation
Phase 1B C to E 12
Scale :
Total Length in Km) 108 N.T.S.
1.5. Study Progress and Submission

The work for carrying out DPR was awarded in the month of August 2013. The Inception
Report was submitted well within schedule. After intense discussions and joint site visits,
Corridor Alignment was finalized. The progress and various submissions made as part of
study are discussed below:
S.No Study Progress Date

st
1. Study Awarded 1 August 2013
2. Submission of Inception Report 20th August 2013
3. Traffic survey commencement 10th September 2013
Alignment Options Presented to Additional Chief Secretary and MD,
4. 15th October 2013
HSIIDC, Govt of Haryana at Chandigarh
Revised Alignment Options were presented to Chief Secretary,
5. Additional Chief Secretary, Govt of Haryana at Haryana Bhawan, New 28th October 2013
Delhi.
Joint Site Visit with officials from DMICDC and Govt of Haryana for
6. 13th November 2013
finalization of alignment between Gurgaon and Panchgaon.
Joint Site Visit with officials from DMICDC and Govt of Haryana for
7. 30th November 2013
finalization of alignment between Panchgaon, Bawal and Rewari.
8. Submission of Land Acquisition Plans for Gurgaon Panchgaon Section. 11th December 2013
Submission of Land Acquisition Plans for Panchgaon Dharuhera
9. 21st December 2013
Section.
Submission of Land Acquisition Plans for Dharuhera, Bawal and Rewari
10. 23rd December 2013
Section.
11. Agenda Note for Project Inclusion in JICA Rolling Plan 13th January 2014
12. Submission of Interim Report 11th March 2014
13. Submission of Technical Note on MRTS Connectivity to Global City 29th August 2014
Submission of Technical Note on Gurgaon Bawal MRTS Interchange
14. 11th September 2014
Options with DMRC Yellow Line
15. Submission of Revised Interim Report 16th October 2014
Submission of Deliverable 3: Corridor Alignment Plan & Station Area
16. 5th January 2015
Plans and Draft EIA and SIA
17. Submission of Draft Business Plan 21st January 2015
18. Submission of Draft Detailed Project Report including Business Plan 18th April 2015
1.6 Composition of Report

This report is 5th and Final submission as per the study deliverables and presents all the
components of a MRTS DPR including MRTS alignment and station design, travel demand
assessment, MRTS system selection, train operation plan, business plan and EIA and SIA .
The report has Volumes which are organized as:
i) Volume I: Main Report;
ii) Volume II: Alignment Plan & Profile and Station Area Drawings;
Volume I: Main Report has 13 Chapters. The structure of the report is as follows:
i) Chapter 1-Indroduction: Presents an introduction to the study and context;

ii) Chapter 2-Traffic & Travel Characteristics: survey preliminaries and a detailed list
the surveys carried out; Road Network Characteristics of Study Area and traffic,
travel and transport system characteristics of Study Area;
iii) Chapter 3-Transport Demand Model and MRTS Ridership Forecast: describes the
transport demand modelling process and presents the MRTS ridership estimates
and the MRTS ridership forecast based on the development scenario of the study
area including population and employment forecast for the Horizon Year (2043)
along with that of cardinal years;
iv) Chapter 4-MRTS Alignment Design: Enunciates a Proposed MRTS Route Alignment
profile along with the detail Alignment Design including horizontal and vertical
profile;
v) Chapter 5- MRTS Station Planning and Design: Describes the planning and design
of MRTS Stations focussing on various facilities included along with design criteria
followed;
vi) Chapter 6-MRTS System Evaluation & Selection: details out various MRTS system
options along with recommendations on system characteristics such as gauge, type
of rolling stock, Signalling, track, AFC, etc;
vii) Chapter 7-Train Operation Plan: describes the train formation, coach/ train
requirements and train operation plan.
viii) Chapter 8- Power Supply & Traction System: describes the power supply and
traction technologies available, technology recommended, power demand, sources
of power and requirement of TSSs and RSSs
ix) Chapter 9 – Maintenance Facilities: describes requirement and quantum of depots,
their location and concept layout.
x) Chapter 10- Environment Impact Assessment: Describes Strategies for
Environment Impact Assessment;
xi) Chapter 11 – Social Impact Assessment: Describes Strategies for Social Impact
Assessment;
xii) Chapter 12 – Cost Estimates: describes broad cost estimates;
xiii) Chapter 13 – Business Plan: describes project revenue streams, broad financial
analysis and funding options;

2
TRAFFIC & TRAVEL
CHARACTERISTICS
2.1. Introduction
Traffic surveys are an integral component of any transport study where appreciation of
existing traffic and travel characteristics of the study area are extremely important. At the
outset, AECOM has collated available secondary data and data collected from various
primary surveys and studies to establish the base line data for the study. Traffic &
transportation surveys include classified traffic volume counts, Road Side Interviews for
origin-destination surveys, industrial establishment surveys, Industrial wo’kers' interview
survey, Commuters’ interview surveys, terminal OD survey and Willingness to shift surveys.
In addition, significant data from secondary sources pertaining to demographic, Socio-
economic characteristics, etc. was also collected as part of the data collection activity. The
chapter details out primary surveys cosnducted as part of the study, their detail analysis
and inferences from traffic data analysis.
2.2. Collection of Secondary Data
Available Reports
A large number of traffic surveys and studies have been carried out in the study area.
These studies helped in understanding the traffic and travel pattern in the region. Some of
the major projects carried out in are:
- Concept Master Plan for Manesar Bawal Investment Region (MBIR), September
2010.
- Prefeasibility study for MRTS in MBIR, September 2010.
- Feasibility Study Report for Delhi- Gurgaon-Rewari-Alwar RRTS Corridor, September
2011
- Integrated Multimodal Transport Plan for National Capital Region, July 2010
- Master/ Development Plans for Towns of Rewari, Gurgaon, Manesar, Dharuhera,
Pataudi and Jhajjar
- Master/ Development Plans for Shahajahanpur-Neemrana-Behror (SNB) and
Bhiwadi-Tapukara-Khuskhera (BTK) Urban Complex
- Feasibility cum DPR for widening from 4 lanes to 6 Lanes of existing NH 8 section of
Manesar to Jaipur also known as Pink City Expressway
Data from other sources

The secondary data also provides details on the existing landuse, demographic and other
features related to the study area. The secondary data have been collected to describe:
- Demographic and socio-economic characteristics of the region.
- Present and proposed land use patterns adjacent to the study area.

- Existing supply of transport infrastructure (passengers and goods) including fleet

size, operation, cost, performance, regulation and utilization.
- Transport infrastructure projects under implementation, their status, completion
timelines, funding, etc.
- Planned transport investments, policy changes and other government actions.
- Existing institutional and legal framework
- Vehicle Statistics (State wise & District wise for 10 years)
- Population – latest tables from census of India.
- District Statistical handbooks.
- No. of passenger/ Tickets Sold between Delhi and Jaipur.
- Data of Toll revenue collection from various Toll Plazas on NH-8.
2.3. Survey Preliminaries
2.3.1. Identification of Traffic Analysis Zones (TAZ)
For better understanding of travel pattern in the study area and its interaction with regions
external to this area, a total of 78 zones, called Traffic Analysis Zones (TAZs) have been
identified. The zoning system has been developed considering the administrative units,
municipal ward boundaries, district boundaries, road network and level of development. Of
these, 59 zones have been demarcated within the study area and rest 19 are external
zones which are spread all over country. The list of Traffic Analysis Zones is given in the
Table 2.1. Map 2.1 Presents Traffic Analysis Zones.
Table 2.1: Traffic Analysis Zones
Zone
Zone Name Area Covered
No
1 Gurgaon Ward 1 Gurgaon Ward 1 (Sector 110A, Sector 110, Sector 111).
2 Gurgaon Ward 2,3 Gurgaon Ward 2 and 3 (Sector 22, Sector 23, Sector 21).
3 Gurgaon Ward 4 Gurgaon Ward 4 (Sector 18, Sector 19, Sector 20).
Gurgaon Ward Gurgaon Ward 5 (Sector 23A).Gurgaon Ward 6 (SECTOR 3 Sector 2).Gurgaon
5,6,7,9,10,11,12,13 Ward 7 (Sector 105).Gurgaon Ward 9,10,11,12,13,14,15,1618,19,21 and 23
4
,14,15,1618,19,20, (Which includes Sector 9, Sector 9A, Sector 4 , Sector 3 A, Sector 7, Sector 8,
21,22 & 23 Sector 12, Sector 5 , Sector 6, Sector ,Gurgaon Ward 22 (Sector 10, Sector 57C)
5 Gurgaon Ward 8 Gurgaon Ward 8 (Sector 100, Sector 101, Sector 104, Sector 57D, Sector 9B).
6 Gurgaon Ward 17 Gurgaon Ward 17 (Sector 14, Sector 15-2, Sector 16, Sector 17).
7 Gurgaon Ward 24 Gurgaon Ward 24 (Sector 56, Sector 56A, Sector 56 B, Sector 57B).
8 Gurgaon Ward 25 Gurgaon Ward 25 (Sector 67, Sector 68, Sector 69, Sector 70, Sector 75A).
Gurgaon Ward 26 (Sector 54, Sector 55, Sector 48, Sector 71, Sector 72, Sector
9 Gurgaon Ward 26
72A, Sector 75, Sector 74, Sector 74A).
10 Gurgoan Ward 27 Gurgaon Ward 27 (Sector 55 , Sector 58)
11 Gurgoan Ward 28 Gurgaon Ward 28 (Sector 31, Sector 32, Sector 32A, Sector 39 )
Gurgaon Ward 29 (Sector 29, Sector 30, Sector 40, Sector 41, Sector 44, Sector
12 Gurgoan Ward 29
45)
Gurgoan Ward 30 Gurgaon Ward 30 (Sector 46, Sector 47, Sector 51, Sector 57),Gurgaon Ward 31
13
&31 (Sector 52)
Gurgaon Ward 32 (Sector 42, Sector 52A, Sector 53, Sector 54, Sector 55,
14 Gurgoan Ward 32
Sector 56, Sector 58)
Gurgaon Ward Gurgaon Ward 33 (Sector 43), Gurgaon Ward 34 (Sector 27, Sector 28, Sector
15
35,34&53 26, Sector 25),Gurgaon Ward 35 (Sector 24, Sector 25 A)
16 Gurgaon Sector 112 and 113

73 75
63 Project
Preparation of Detailed Project Report For
MRTS/ RRTS Options Between
63
Gurgaon & Bawal Under
Manesar Bawal Investment
Region in Haryana
Client
64
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68 Room No 341 B, 3rd Floor
Chanakyapuri,
65 New Delhi - 110021
16
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61 17 1 2
18 3 Consultant
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32 4
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19 Gurgaon 122002 Haryana, India
11 T: +91 124 4830216 F: +91 124 8472649
20 10 www.aecom.com
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Traffic Analysis Zones
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Discipline:
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Scale:
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Zone
No
17 Gurgaon Sector 109
18 Gurgaon Sector 102,102 A, 103,106,108 107
19 Gurgaon Sector 99, 99A
20 Gurgaon Sector 89A, 89B,88A, 88B,Sector 59, 60,61,62,63,65A,64,65,66
21 Gurgaon Sector 89,88
22 Gurgaon Sector 82A, 82, 83, 84,85
23 Gurgaon Sector 95A, 95B
24 Gurgaon Sector 90,91,92,93,94,95
25 Gurgaon Sector 81,81A,86,87
26 Gurgaon Sector 75A,SECTOR 76
27 Gurgaon Sector 77,78,79,79A,79B & Sector M1A,M1B,M1C,M1,M1D
28 IMT Manesar 1 Sector M96,M10,M12,M13,M11,M8,M9, M3A
29 IMT Manesar 2 Sector M2,M3,M4,M5,M6,M7,M15
Manesar Village
30 North and East of Sector- P1,P2,P3,P4,P5,P6,P7
KMP
Village-Gwaliar, Fazalwas, Kukrola, Baghanki, Nainwal & Village-
31 Panchgaon Gairatpurbas,Tikli, Aklimpur, Bar-Gujar Sakatpur ,Darbaripur ,Nurpur Jharsa,
Palra
Northern Outer Village-Dhanawas ,Khetawas ,Sultanpur, Iqbalpur, Kaliawas, Budhera, Chandu ,
32
Gurgaon Villages Hamirpur, Garhi Harsaru
Manesar Teshil
33 Village- Sidhrawali, Rathiwas, Bhudka, Bilaspur
South of NH8
Manesar Tehsil Village - Bahora Kalan , Fakharpur, Mokalwas , Tatarpur Kharkhari, Nurpur
34
North of NH8 Bahora , Bahora Khurd , Bhun Karka , Prasoli, Binola
Village-Baslambi, Jamalpur, Ghausgarh, JanaulaJori, Sanpka, Khawaspur, Babra
35 Farukhnagar
Bakipur Farrukhnagar town and rest of area left in Farrukhnagar district.
Pataudi Town and Adjacent areas, Includes Villages lying towards north of SH
36 Pataudi 26 in Tehsil Pataudi Jatauli Town and Adjacent areas Includes Villages lying
towards south of SH 26 in Tehsil Pataudi
Daruhera North of
37 Includes Villages- Alamgirpur ,Malpur, Joniawas Kapariwas
NH 8
Daruhera South of
38 Includes Villlage - Garhi Alawalpur
NH 8
39 Rest of Daruhera Dharuhera Town
Includes Villages - Khar Khara Alwal Pur Tatarpur Khalasa Nandrampur Bas
40 East MBIR 1
Bhatsana
Includes Villages- Niganiawas Nikhari Salhawas Ladhuwas Gujar Majri Duda
41 East MBIR 2
Raliawas Panchor Pachgaon Jorthal Asiakitappa Jarthal Sanpli
Includes Villages-Pithanwas , Lodhana, Kasola, Bolni , Garhi Baqapur , Kasoli
42 Central MBIR
Asalwas , Banipur , Jaliawas
Includes Villages-Bagthala Mukandpur Basai Kheri Motla Kamalpur Patuhera
43 South East MBIR
Ibrahimpur Mangaleshwar Gujar Majri Bishanpura Khera Murar
Includes Villages-Nangal Shahbazpur Raipur Bidawas Nangli Parsapur
44 South MBIR 1
Alawarpur Khijuri Badhoj Jhabuwa Dulhera Kalan Subasheri
Includes Villages -Bawal (Rural), Tihara , Dulhera Khurd, Dhar Chana , Shekhpur
45 South MBIR 2 Nangal Ugra , Nangal Teju , Saidpur Alias Jaitpur Bhagwanpur , Khurampur
Teekla Rughnathpur Paranpura , Panwar Kishanpur
46 South MBIR 3 Rasiawas
47 Bawal Village Includes villages Bawal and Surrounding villages like : Rasiawas Kheri Dalusingh

Zone
No
Shahpur
Includes IMT Bawal and surrounding villages like : Suthana Suthani Jalalpur
48 IMT Bawal
Chirhara
Includes Villages -Nechana Mohamadpur , Kalrawas Rudh Harchandpur Saban
49 South West MBIR 1
Asrakamajra , Sanjarpur , Jai Singhpur Khera Chanduwas Odhi Ramsinghpur
Includes Villages- Bawana Gujar ,Gobind Puri ,Tint Harjipur Kundal ,Punsika
50 South West MBIR 2
Rajyaka , Goliaka , Bhandor , Gumina
Includes Villages-Kharkhari , Sulkha Pragpura Badhrana Berwal Kanuka
51 Western MBIR Gobindpur , Dharan , Aram Nagar, Balawas , Behrampur Bharangi Narsinghpur
Garhi , Rajgarh , Tankri , Mohanpur, Khandewra
52 North West MBIR Includes Villages-Dan Aalampur ,Nangli Godha , Thothwalka
Includes villages-Kharsanki, Akbarpur , Kharkhari Bhiwan , Jaitrawas , Bharawas
Western Central
Bhanwari, Kamalpur , Karnawas , Dodhai , Gujriwas -Padniawas ,Shahbajpur
53 MBIR & South
Khalsa , Bariawas , Dhamlaka, Chhuriawas , Gajjiwas, Devlawas ,Bithwana,
Rewari
Lalpur, Dawana, Kathuwas Dhani Suthani
54 Rewari Rewari Tehsil excluding Rewari Urban Agglomeration,
Rest of Rewari
55 Kosli Tehsil of Rewari District
Tehsil &Kosli town
56 Bhiwadi Bhiwadi UA
57 BTK East of SH 26 Bhiwadi Tapukarah Khushkhera towards east of SH 25
58 BTK West of SH 26 Bhiwadi Tapukarah Khushkhera towards east of SH 25
59 SNB Shajahanpur Neemraran Behror
60 Jhajjar City Jhajjar UA
61 Jhajjar District Excl. Jhajjar City
Sohna
,Nuh,Puhana,
62 Sohna, Nuh, Puhana, Ferozepur Zirka, Tauru, Tauru Tehsil
Ferozepur Zirka,
Tauru
63 Delhi - North Azadpur , Badli , Rohini , Narela , New Delhi etc
64 Delhi- East Nizamuddin , Across Yamuna River
65 Delhi - South Friends col., Badarpur , Malviya nagar , Vsnt kunj
66 Delhi- West Dwarka , Janakpuri , Pinjabi Bagh , Nangloi
67 Ghaziabad District Ghaziabad
Noida and Greater
68 Noida , Greater Noida , Dadri
Noida
69 Rest of Haryana All the districts of Haryana ecluding PIA and west Haryana
Rest of Alwar
70 Rest of Alwar district excluding the above mentioned parts
District
71 East Rajasthan Sawai Modhopur , Kota , Bundi , Bharatpur , Dholpur
72 West Rajasthan Jodhpur , Jaisalmer , Barmer , Bikaner , Nagaur
73 North Haryana Karnal , Kurukshetra , Ambala , Yamunanagar , Kaithal
East Haryana and
74 Rest of Uttar Pradesh
UP
75 North India Northern India
76 South India Southern India
77 Rest of India Rest of India
78 Faridabad District Faridabad

2.3.2. Identification of Cordon and Screen Lines
For this study the outer cordon line has been identified as district boundary of Rewari and
Gurgaon districts. Role of screen lines is to for validating the assigned trips by comparing
assignment results with with ground counts by cross verifying the quantum of trips
travelling between Gurgaon and Bawal. In the present case proposed KMP Expressway has
been considered as screen line.
2.4. Primary Surveys

The following primary traffic surveys were conducted for appreciating the existing traffic &
travel demand characteristics and to prepare the transport infrastructure improvement
plans:
Classified Traffic Volume Count Survey
Road Side Interview cum Origin - Destination Surveys
Industry Establishment Survey
Industrial Workers’ Survey
Terminal and Commuters’ Survey
Willingness to shift Survey
2.4.1. Road Network Inventory

The objective of this survey was to assess the physical characteristics and condition of
roads in the study influence area, identify physical constraints and bottlenecks, and assess
potential capacity and to identify the extent for its future development/improvement.
All the major corridors running along the study influence area were selected for this survey
which included the both regional and urban level road network. This survey was conducted
by collecting details on road characteristics by visual evaluation, inspection and physical
measurements.
The data collected includes information on right-of-way availability, carriageway width and
surface type, abutting land use. The following data is extracted from the road network
inventory surveys:
Road geometrics in-terms of cross sectional elements
Existing and potential capacity of the link
Identification of existing road hierarchy
2.4.2. Speed and Delay Survey

Speed & Delay surveys were conducted along the road network inventory survey by
traversing along the road sections, in the peak and off peak hours. Information regarding
the length of journey and travelling time along with cause and quantum of delay were
recorded. 8:00 -10:00 AM are considered as peak hours for the purpose of conducting
speed & delay surveys. The speed and delays surveys were done to extract the following
outputs :
Journey speed, running speed and en route delays.
Zone-to-zone travel time matrix (to be used in trip distribution and traffic
assignment stages).

Map 2.2 shows Base year road network on which road network inventory & speed and
delay surveys were conducted.
2.4.3. Classified Traffic Volume Count Survey

A total of 19 locations were selected for conducting this survey in two different durations of
3 days and 1 day depending upon the location of survey. The list of the survey locations
selected is shown in the Table 2.2.
Table 2.2: Classified TVC Survey Locations
Location/
S. No. Location No Section Road Duration Schedule Date
Chainage
National Highways
Dundahera Toll
1 1 Delhi -Gurgaon NH - 8 3 Days 15/10/13-17/10/13
Plaza (km 24)
Kherki Daula Toll
2 3 Delhi – Jaipur NH - 8 3 Days 23/9/13--25/9/13
Plaza (42 Km)
3 10 Delhi-Gurgaon Kapashera NH - 8 3 Days 16/10/13-18/10/13
Shahjahanpur Toll
4 8 Delhi – Jaipur NH - 8 1 Day 25/9/13—26/9/13
Plaza(117 Km)
5 4 Kukrola - Kakaoria Bilaspur, Km 62 NH - 8 3 Days 25/9/13—27/9/13
6 7 Rewari - Bawal Bhiduwas NH - 71 3 Days 14/10/13—16/10/13
7 5 Jhajjar - Rewari Chandpur NH - 71 3 Days 7/10/13—9/10/13
8 6 Rewari-Dharuhera Near Rewari Town NH- 71 B 3 Days 9/10/13—11/10/13
9 2 Taoru - Daruhera Bhiwadi NH- 71B 3 Days 9/10/13—11/10/13
Delhi Haryana
10 11 Delhi-Gurgaon NH-236 3 Days 16/10/13-18/10/13
Border(MG Road)
State Highways
11 9 Patudi – Rewari Village Nurpur SH - 26 3 Days 7/10/13—9/10/13
12 7 Wajirpur - Pataudi jatola SH- 26 1 Days 27/9/13 – 28/9/13
13 3 Rewari -Pithrawas RajpuraIstamrar SH - 26 1 Days 26/9/13– 27/9/13
14 1 Bawal - Mundawar Tijara SH - 52 1 Days 26/9/13– 29/9/13
15 8 Gurgaon - Sohna Bhondsi SH - 13 1 Days 30/9/13– 01/10/13
Other Major Roads
16 5 Rauhrai - Jatusana Katopuri MDR 1 Days 27/9/13 – 28/9/13
Rewari
17 4 Rewari - Mundi Aaliwas Mahendragarh 1 Days 25/9/13 – 26/9/13
road
Rewari -
18 2 Dhaliawas GarhiBolni road 1 Days 25/9/13 – 26/9/13
Chhuriawas
Rewari-Lokri
19 6 Pataudi - Rewari Meerpur 1 Days 30/9/13 – 1/10/13
road
2.4.4. Origin –Destination Surveys

Objective of Origin – Destination surveys is to obtain information on travel pattern of
passenger vehicles along with the trip desire in terms of destined and through trips to the
study area. It was conducted at 11 locations These surveys were carried out simultaneously
with the classified traffic volume count surveys. The OD survey locations are listed in Table
2.3.
Map 2.3 Present Classified TVC and OD survey locations.

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NH-71B
State Highway
SH-26 Bhiwadi Other Roads

Rewari
Railway Line
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Base Year Road Network

Bawal Town
-8
NH Map No.: Revision: Date:
3.2
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Nangloi DELHI NH-24 Hotel Ashok, Diplomatic Enclave, 50B
Dabua Kalan Punjabi Bagh Shahdara Dasna Chanakyapuri,
Karol Bagh GHAZIABAD New Delhi - 110021
Connaught Place Consultant
KMP EXP
Ghazipur NH-24
Uttam Nagar
Najafgarh Mayur Vihar
N
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Badsa Vasant Kunj Al
Saket ig Inner Cordon (MBIR Boundary)
Dadri Jhatikra 1 Rajokri ar
Mehrauli h Outer Cordon
Dunda Hera Tughlakabad
Badarpur Screen Line
Zahidpur Yaqubpur Chhatarpur
National Highway
Siwari State Highway
Surajkund
11 Railway Track
Sultanpur Dhankot
GURGAON Fatehpur Beri 3 - Days TVC + 1 Day OD
Farrukhnagar Garhi Harsaru Jharsa
Karaula Khandsa Wazirabad 1 Day TVC
5 Dera Mandi
Khorra Daboda Wazirpur
8 Bandhwari FARIDABAD
Nahar Guraora Patli Badshahpur
Saadatnagar Qadirpur
Karoli
Lahari
Jatola
3
Lukhi Kasan Palra
Muralipur Manesar Gothda
Helimandi
Dhakhora Kanribra 7 Ghausgarh
Tikli
Bhaundsi
NH-8
Pataudi Road BALLABGARH
Jatusana Palhawas Kukrola
Sherpur PATAUDI Ghamrauj
Kherla
Alipur
5 Khor Raisina
Dhauj
Kamalpur Bahora Kalan Bazidpur

Kherlilala
Abhepur
Ramnagar
Khalilpur
4 Daula
Hasanpur Taoru
9 Mirpur
Bikaner Sidharawali
SOHNA
6
NH-2
Malpura Akoira
Kakaoria
Bohka Mayan
Kakaoria
NH-71B
6 2 TAORU Dhulawat
4 NH-71B Daruhera
BHIWADI
Rata
3 REWARI
Basdudha Pithrawas 7 Sangwari
KUN
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2 LWA
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Chhuriawas RES
SWA
PALWAL
Bharawas Y
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NH
Rajgarh
BAWAL
Kakaoria Map Title:
Tankri
Classified TVC & OD Survey Locations

1 Shahbazpur ALWAR
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Ja Map No. : Revision : Date :
To
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2.3
3.3 R0 14.02.2014
Discipline :
Transportation
Scale :
N.T.S.
Table 2.3 Origin and Destination Survey locations

S.No. Section Location / Chainage Road Duration Schedule Date
National Highways
1 1 Delhi -Gurgaon Dundahera Toll Plaza (km 24) NH - 8 1 Day 16/10/13--17/10/13
2 3 Delhi – Jaipur Kherki Daula Toll Plaza (42 Km) NH - 8 1 Day 24/09/13--25/09/13
3 10 Delhi-Gurgaon Kapashera NH - 8 1 Day 17/10/13—18/10/13
Shahjahanpur Toll Plaza (117
4 8 Delhi – Jaipur NH - 8 1 Day 25/09/13—26/09/13
Km)
5 4 Kukrola - Kakaoria Bilaspur, Km 62 NH - 8 1 Day 26/09/13--27/09/13
6 7 Rewari - Bawal Bhiduwas NH - 71 1 Day 15/10/13--16/10/13
7 5 Jhajjar - Rewari Chandpur NH - 71 1 Day 08/10/13--09/10/13
8 6 Rewari-Dharuhera Near Rewari Town NH- 71 B 1 Day 10/10/13--11/10/13
9 2 Taoru - Daruhera Bhiwadi NH- 71B 1 Day 08/10/13--09/10/13
10 11 Delhi-Gurgaon M.G Road NH-236 1 Day 15/10/13--16/10/13
State Highways
11 9 Pataudi – Rewari Village Nurpur SH - 26 1 Day 08/10/13--09/10/13
2.4.5. Industry establishment survey

This survey was carried out at the major Industrial centres in study area such as Udyog
Vihar Gurgaon , IMT Manesar , IMT Bawal, Dharuhera ,RIICO Bhiwadi and Japanese
Industrial Park Neemrana. The main objective of Industrial establishment survey is to
identify the type, nature and size of industries located in the study area. Quantum of
industry survey and sample size is mentioned in Table 2.4.
Table 2.4 Industry Establishment Survey
Location Total Industries Industries’ Surveyed
Udyog Vihar Gurgaon 2,068 153
IMT Manesar 1,139 179
IMT Bawal 768 133
RIICO Bhiwadi 904 25
Dharuheda 337 99
Japanese Industrial Park Neemrana 220 34
Total 5,436 623
2.4.6. Industry Workers’ Survey

Industrial worker’s survey was conducted to ascertain the various travel characteristics of
employees in the area such as travel pattern, mode of transportation, travel cost etc.
Table 2.5 presents the samples of industry workers’ survey.
Table 2.5: Industrial Workers’ Survey Sample
Employees
Location Total Employees Sample (%)
Interviewed
Gurgaon 490,009 881 0.2%
Manesar 95,780 1,744 0.4%
Bawal 80,359 1,525 1.9%
Bhiwadi 58,013 409 0.7%
Dharuheda 35,724 1,221 3.4%
Neemrana 37,643 355 0.9%
Total 797,526 6,135 0.6%

2.4.7. Commuters’ and Terminal Surveys

This survey was carried out in order to understand the travel characteristics of commuters
presently travelling between Delhi, Rewari, Bawal, Manesar and Gurgaon by Sub urban
Railways, Metro, Bus and Auto rickshaw. The survey was conducted at Gurgaon Railway
station, Bawal Railway station, Rewari Railway station, Pataudi Railway Station, Gurgaon
Bus Stand, Rewari Bus stand, IFFCO Chowk Bus Stand, Dharuhera Bus Stand/ Stop, IFFCO
Chowk Metro Station, MG Road metro Station, HUDA City centre Metro station ; Bilaspur
Chowk and IMT Manesar Chowk. A total of 8,800 commuters’ interviewes were conducted.
2.4.8. Willingness to Shift/ Stated Preference Survey

This survey was carried out by interviewing the commuter’s about their willingness to shift
to the new facility. This survey was carried out at places like bus terminals, metro stations,
Railway stations, IPT stands and road side food joints along NH 8 till Bawal where
commuters normally halt. A total of 1,000 samples were collected in order to obtain
commuters’ opininon.
2.5. Road Network Characteristics

The appreciation of road network characteristics in terms of profile and speed is important to
assess existing capacity level of the roads, identify the constraints, if there any and assess
the potential for improvement and up-gradation of the road network to cater the existing and
projected demands of traffic.
The data collected during road inventory survey includes Right of Way width (ROW),
carriageway width, hierarchy, surface type and condition, abutting land use, utility services
(on surface), on-street parking, pedestrian facilities (footpath), drainage facilities (type and
condition), traffic control and management measures, and other special features.
For the present study, a detailed road network inventory of 439 km of road network
consisting of primary arterials, sub-arterials and collector streets was carried out by the
Consultants. Existing road network in study area has 3 National Highways including NH-8,
NH-71 & NH-71B. The NH-8 has 4 to 8 lanes, NH-71 has 2 to 4 lanes and NH-71B has 2
lanes. The State Highways in the study area include SH-26, SH-24, SH-15, SH-13 and MDRs
having 2 lanes of carriageway.
2.5.1. Regional Road Network
The study area contains a large quantum of regional road network. The entire length of road
network is surveyed in two categories: Rural /Regional Roads include NH, SH, MDR & ODR
and Urban Roads include intra city major road network. The road network surveyed covers
the districts of Gurgaon and Rewari .Total length of the road network within the study area is
about 439 Km. Out which length of surveyed urban road network is 38 km and length of
regional network is 401 km (approx). Table 2.6 provides the length of rural road network by
each road classification.

Table no 2.6: Distribution of Regional Road Length by Road Classification

Road Length
Road Road Length (%)
(km)
NH-8 96 23.9
NH-71 & NH-71B 109 27.2
SH 138 34.4
MDR/ODR 58 14.5
Total 401 100.0
Source: AECOM Survey, 2013
Description of the major regional road network is presented in Table 2.7.

Table 2.7: Regional Road Network Characteristics
Road
ROW Divided/
Road From To Length Carriageway Shoulder
(m) Undivided
(Km)
3 Lane both
NH-8 Delhi Bawal 96 60m Divided Paved
sides
2 lane both
NH-71 Rewari Jhajjar 47 60 m Divided Paved
side
1 lane both
NH-71 Rewari Bawal 18 9m Undivided Paved
side
2 Lane both
NH-71B Rewari Dharuhera 19 9-18m Divided Paved
sides
2 Lanes both
Umang Harsuru 9m to sides, Divided,
SH 15 A 5.1 Unpaved
chowk village 24m 1 Lane both Undivided
side
2 Lanes both
Harsuru 9m sides, Divided,
SH 15 A IMT road 2.6 Unpaved
village to 18m 1 Lane both Undivided
side
Jamalpur 9m to 1 Lane both
SH 26 IMT Road 12.3 Undivided Unpaved
village 15m side
2.5.2. Urban Road Network

It contributes about 9% of the total road network of study area.. The urban centres within
the study area are Gurgaon, Manesar, Rewari, Dharuhera and Rewari. Out of these Gurgaon
has extensive urban road network. Major road network of Gurgaon is described in the Table
2.8.

Table no 2.8: Distribution of Major Urban Road Length (Gurgaon)

Length ROW Divided/
Road From To Carriageway Shoulder
(km) (m) Undivided
Gurgaon
IFFCO 3 Lane both
MG Road Sikanderpur 4 60m Divided Paved
Chock sides
Golf Course 3 Lane both
Sikenderpur Sector -56 7 60m Divided Paved
Road sides
Subhash HudaCity Subhash 3 Lanes both
6 60m Divided Unpaved
Road(1) Centre Chowk sides
Subhash Subhash Hero Honda 3 Lanes both
5 60m Divided Unpaved
Road(2) Chowk Chowk sides
Ghata 3 lane both
SPR Sohna road 7 78m Divided Paved
village sides
IMT 3 Lanes both
IMT Road IMT chok 7 60 m Divided Unpaved
Manesar sides
Hero Honda Hero Honda Umang 15m to 2 Lanes both Divided, Paved,
2
Road chowk chowk 30m sides Undivided Unpaved
2.5.3. Right of Way (ROW)

The distribution of road length by right-of-way reveals that 31 % has a right-of-way of
between 45-70 m, 30 % has ROW between 20-30 m and only 27 % of the road network is in
between 30-45 m. The distribution of road length by ROW is presented in Table 2.9.
Table no 2.9: Distribution of Road Length by Right of Way (ROW) Width
Road Length (km) % of Road Length
ROW (m)
Regional Urban Total Regional Urban Total
0 - 20 58 58 13 13
20 - 30 130 130 30 30
30 - 45 117 117 27 27
45 - 70 96 38 134 22 9 31
Total 401 439 91 100
The percentage distribution of ROW by road classification is presented in Table 2.10.
Table no 2.10: Distribution of Road Length by Right of Way
Percentage (%)
S. No ROW (m)
NH SH Other Urban
1 Below 20 0.0 100
2 20 - 30 0.0 94
3 30 - 45 47 6
4 Above 45 53 100
Total 100.0 100.0 100.0 100.0

2.5.4. Carriageway Width

The distribution of road length by carriageway width show that nearly 55 % road network
has 2 lane configurations, 19% is having 4 lanes, 14 % has 6-8 lane carriageway and 8 % is
having 3 lane. The distribution of road length by carriageway width is given in Table 2.11.
Table no 2.11: Distribution of Road length by Carriageway width
Carriageway (m) Lane Configuration Road Length (km) % of Road Length

Single Lane/
0-7 18 4
Intermediate carriage
7 - 10 2 Lane 240 55
10 - 15 3 lane 37 8
15 - 20 4 – 6 lane 82 19
20 - 30 6- 8 Lane 62 14
Total 439 100
The distribution of road length by type of carriageway is presented in Table 2.12.
Map 2.4 presents carriageway configuration of the study area road network.
Table 2.12: Distribution of Road Length by Type of Carriageway
Carriageway Type Road Length (km) % of Road Length
Divided 162 37
Undivided 293 63
Total 439 100
2.5.5. Speed and Delay Characteristics

Distribution of road length by travel speeds is presented in Table 2.13.
Table 2.13: Distribution of Road Length by Average Speeds

Speed Range Road Length (Kms) % Road Length
(Kmph) Urban NH SH MDR Urban NH SH MDR
0 20 0 0 0 0 0 0 0 0
20 30 4 0 0 8 11 0 0 14
30 40 15 0 43 35 39 0 31 60
40 50 19 69 95 15 50 34 69 26
50 60 0 96 0 0 0 47 0 0
60 70 0 40 0 0 0 20 0 0
Total 54 38 205 138 100 100 100 100
It is observed from the table above that 47 % of road length of National Highways have
speeds in between 50-60 kmph and 34 % have speeds in between 40-50 kmph, on other
hand 69 percent of State Highways have speeds in between 40-50 kmph .
Map 2.5 presents the speed profile on major sections within the study area.

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2.5.6. Speed Profile by Carriageway Width and Type

Higher speeds were observed on roads where carriageway widths are more. Table 2.14
and Table 2.15 presents the speed profile by carriageway(CW) width and typology.
Table 2.14: Distribution Speed Profile by Carriageway Width

Road Length (Kms) % Road Length
Speed
Range Intermediate 2 Lane 3-4 Lane 6 Lane Intermediate 2 Lane 4 Lane 6 Lane
(kmph) Lane Undivided Divided Divided Lane Undivided Divided Divided
0 20 0 0 0 0 0 0 0 0
20 30 3 0 0 0 17 0 0 0
30 40 7 80 0 0 39 33 0 0
40 50 8 125 10 48 44 52 27 33
50 60 0 35 15 56 0 15 41 39
60 70 0 0 12 40 0 0 32 28
Total 80 18 240 37 144 100 100 100
Table 2.15: Distribution of Road Length Type of Carriageway
Speed Range Road Length (Kms) % Road Length
(kmph) Un Divided Divided Un Divided Divided
0 20 0 0 0 0
20 30 12 0 5 0
30 40 96 0 40 0
40 50 135 30 56 15
50 60 0 100 0 51
60 70 0 66 0 34
Total 243 196 100 100
2.5.7. Level of Service

Based on traffic flow & speed data and network inventory information, the level of service
(LOS) of major roads in the study area has been calculated and shown in Table 2.16. The
LOS has been estimated as per the norms recommended by IRC 64 & IRC 106 level. For
NH 8 LOS is F i.e. the V/C ratio is 1.69 between Delhi Manesar section, 1.50 between
Manesar- Bilaspur section and 1.12 between Bilaspur-Bawal section.
Maps 2.6 and 2.7 presents Volume Capacity ratio and Level of Service.
Table 2.16: Distribution of Level of Service
S No Road Type V C Ratio LOS
1 Delhi- Manesar NH-8 1.69 F
2 Manesar- Bilaspur NH-8 1.50 F
3 Bilaspur- Bawal NH-8 1.12 F
4 Rewari - Bawal NH-71 0.98 E
5 Jhajjar - Rewari NH-71 0.49 B
6 Taoru - Daruhera NH-71B 1.30 F

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Rewari VC Ratio
Dharuhera 0.00 - 0.25
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Rewari
0.51 - 0.75
0.76 - 1.00
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Chanakyapuri,
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Rewari Tehsil Boundary
Dharuhera
LOS
Bhiwadi A
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S No Road Type V C Ratio LOS

7 Rewari-Dharuhera NH-71B 1.20 F
8 Pataudi - Rewari SH-26 0.46 B
9 Gurgaon - Pataudi SH-26 0.49 B
10 Rewari - Mahendragarh Rewari Mahendragarh Road 0.54 B
11 Rewari - Narnaul MDR 1.00 E
For the purpose of estimating volume to capacity ratio, Road Capacity norms as
recommended in IRC 64: Guidelines for Capacity of Roads in Rural Areas, IRC 106:
Guidelines for capacity of Urban Road in Plain Areas and IRC SP 87: Manual of
Specifications and Standards for 6 Laning of Highways have been adopted for calculating
V/C ratio and LOS.
2.5.8. Conclusions
Road network in the project influence area consists of 51 % of national and 34
% of state highways.
30% of total road network in the Project Influence Area has ROW between 20-
30 m and 27 % of road network has carriageway between 30-45m width.
All the urban roads have ROW between 45-70m.
Nearly 55 % road network has 2 lane configurations. Around 19% is having 4
lanes, only 14 % has 6-8 lane carriageway, and 8 % of road length is having 3
lanes.
Almost 60% of the roads in study area has undivided carriageway.
Maximum average speed of 62 kmph was observed in between Bawal-Manorpur
and Manesar Bilaspur Section of NH 8. The minimum average speeds were
observed on urban sections of NH 8 between Rajiv Chowk and Manesar and SH
15 between Gurgaon and Farukhnagar.
Maximum delay was observed on urban section on NH 8 from Rajiv Chowk to
Manesar and on State Highway from Manesar to Pataudi. Other reasons for
delay were toll plazas and railway crossings. Apart from these smooth flow of
traffic was on the network.
NH 8 LOS is F i.e. the V/C ratio is 1.69 between Delhi Manesar section, 1.50
between Manesar- Bilaspur section and 1.12 between Bilaspur-Bawal section.

2.6. Traffic Characteristics

The study area of proposed MRTS between Gurgaon and Bawal MRTS alignment has high
intensity activities and movement. The proposed MRTS will attract lot of movement from
other cities in the surrounding area such as Rewari, Gurgaon, Bawal, etc, thereby resulting
in lot of inter city traffic movement. In order to appreciate the traffic and transport system
characteristics, a number of field traffic surveys were conducted. This section details the
analysis of the data collected by classified volume count surveys.
2.6.1. Passenger Car Units (PCU)

Traffic volume count data collected at different locations were analyzed to arrive at average
daily traffic (ADT), hourly variation and composition. The PCU conversion factors adopted
for the present study given in Table 2.17 are taken from “IRC 64-1990: Guidelines for
Capacity of Roads in Rural Areas”.
Table 2.17: Passenger Car Units
Type Mode PCUs
Two Wheeler 0.5
Three Wheeler 1.0
Passenger Vehicles 1.0

Car/Jeep/Van/Taxi
Mini Bus/ Tempc 1.5
Standard Bus 3.0
LCV 1.5
2 / 3 Axle 3.0
Freight Vehicles Multi Axle 4.5
Agriculture Tractor 1.5
Agriculture Tractor Trailer 4.5
Animal / Hand Drawn 6.0
Slow Moving Vehicles Cycle 0.5
Cycle Rickshaw 2.0
2.6.2. Seasonal Correction Factor

Traffic volume data is required to be adjusted to derive Annual Average Daily Traffic (AADT)
taking into account the variation of traffic intensity over various months in a year. Monthly
data on toll able vehicles for the last 3 years was collected from various toll plazas being
operated on National Highways by NHAI for determining monthly variation in traffic volume.
The analysis has been done based on data collected from toll plaza located on NH-8 at Km
117 Shahjahanpur toll Plaza,

Based on the monthly toll vehicle data, seasonal correction factors were determined by
comparing Average traffic data of one year with that of June month. These correction
factors would be applied to convert Average Daily Traffic to Annual Average Daily Traffic in
the project area. Seasonal correction factor estimated for cars was 0.96, for LCV 1.06, for
MAV 1.035 and for buses/ trucks 0.99, same was applied to these modes. For other vehicle
categories, seasonal correction factor of 1.0 was adopted considering their local nature.
2.6.3. Traffic Characteristics along Major Road Network

Maximum AADT has been observed on Km 24 Toll Plaza on NH 8 with 3,74,292 vehicles
(3,80,912 PCUs), followed by Km 42 Toll Plaza with 68,363 vehicles (1,01,371 PCUs). AADT
at Km 62 toll plaza was observed as 49,712vehicles (89,606PCUs) followed by Old NH-8
(Kapashera) with 44,634 vehicles (66,220 PCUs) respectively. Highest AADT was observed
at KM 24 toll plaza because of additional intra Gurgaon traffic volume and high amount of
traffic interaction between industrial areas of Manesar and residential areas of Gurgaon and
Delhi. At NH-236 (M.G Road) a volume of 1,04,652 vehicles (98,312 PCUs) was observed.
Among the State highways the maximum AADT has been observed on SH 13 (Gurgaon-
Sohna Road) with AADT of 29,037 vehicles (35,592 PCUs), followed by Narnaul Rewari
Section of SH 26 with AADT of 11,574vehicles (14,259PCUs). AADT at Wazirpur Pataudi
and Rewari Pataudi Section of SH 26 were observed as 6,903 vehicles (7,074 PCUs) and
6,294vehicles (6,625 PCUs) respectively.
Table 2.18 present the traffic characteristics along the Major Road Sections surveyed in
the Study Area. Map no 2.8 presents the Average Annual Daily Traffic along the major
road sections.
Table 2.18: Mode wise Average Annual Daily Traffic on Major Road Sections
Passenger Vehicle Freight Vehicle
Loc. Total Total
Road Location Car/ Mini
No TW Autos Bus LCV HCV MAV Vehicles PCUs
Taxi Bus
Km 24 Toll
NH-8 1 80,526 1,889 2,62,121 1,150 7,305 9,897 8,632 2,772 3,74,292 3,80,912
Plaza
Old NH-8 10 Kapashera 16,657 1,840 20,698 262 2,043 1,804 1,212 118 44,634 66,220
Km 42 toll
NH-8 3 10,615 3,323 23,517 5,169 2,223 11,307 9,675 2,533 68,363 1,01,371
plaza
Bilaspur Km
NH-8 4 4,589 150 18,968 2,840 1,661 6,626 11,011 3,866 49,712 89,606
62
Km 117 Toll
NH-8 8 Plaza 3,785 108 7,206 1,087 1,172 2,719 7,563 5,805 29,445 66,702
Shajahanpur
NH-71 7 Bhanwari 5,872 1,839 3,210 750 380 515 662 345 13,572 14,184
NH-71 5 Chandpur 3,133 250 1,971 517 206 881 1,804 1,739 10,500 19,478
Near Rewari
NH-71 B 6 11,366 1,877 5,041 731 580 321 273 227 20,417 17,394
Town
NH-71 B 2 Bhiduwas 2,645 262 1,549 430 31 830 3,776 699 10,223 19,376
NH-236 11 MG Road 31,326 234 66,305 384 1,052 2,224 3,082 45 1,04,652 98,312
SH- 26 9 Nurpur 3,142 203 1,521 449 85 274 383 237 6,294 6,625
SH-26 3 Rewari 4,543 732 2,918 954 452 377 1,156 444 11,574 14,259
SH-26 7 Jatola 3,425 303 1,672 413 114 407 357 210 6,903 7,075
SH-13 8 Bhondsi 10,244 1,519 10,126 972 657 1,108 3,753 658 29,037 35,592
SH-52 1 Tihara 3,852 159 559 235 112 114 65 240 5,334 4,658
Gharhi
2 Dhaliawas 4,619 505 2,296 483 175 150 243 336 8,807 8,582
bolni

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IMT Manesar Room No 341 B, 3rd Floor
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Rewari Tehsil Boundary
Dharuhera
AADT (PCUs)
Bhiwadi 0 - 3000
Rewari
3001 - 10000
10001 - 20000
20001 - 40000
40001 - 60000
60001 - 80000
80001 - 102854
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Average Annual Daily Traffic (AADT)

on Study Area Road Network
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Loc. Total Total
Road Location Car/ Mini
No TW Autos Bus LCV HCV MAV Vehicles PCUs
Taxi Bus
road
Rewari
Mahende
4 Aaliawas 4,104 436 1,852 750 189 226 72 295 7,924 7,539
rgarh
Road
MDR 5 Katopuri 1,499 53 750 281 54 234 709 200 3,778 5,368
Rewari
lokri 6 Meerpur 1,791 41 214 143 15 44 32 68 2,348 1,805
Road
Source: AECOM Primary Survey, 2013
2.6.4. Traffic Composition

The modal composition of traffic observed at National Highways and other major roads
including the State Highways was found to be varying. Higher share of freight traffic was
observed on locations along National highways including Location KM 117 at NH 8 and
Location Bhiduwas at NH 71 B.
Traffic composition observed on the State Highways and other major roads were different
from that observed on National Highways. The volume of passenger vehicles especially two
wheelers was found relatively higher than the freight traffic. The Modal share composition
of traffic for all the locations is shown in Table 2.19.
Table 2.19: Traffic Composition on Major Road Network (In Percentage)
Loc.
Road Auto Car/Van/
No Location TW Mini Bus Bus LCV HCV MAV
Rickshaw Taxi
Dundahera Toll
NH 8 1 22 1 70 0 2 3 2 1
Plaza (km 24)
Old NH-8 10 Kapashera 37 4 46 1 5 4 3 0
NH-8 3 Km 42 toll plaza 16 5 34 8 3 17 14 4
NH-8 4 Bilaspur Km 62 9 0 38 6 3 13 22 8
Km 117 Toll
NH-8 8 Plaza 13 0 24 4 4 9 26 20
Shajahanpur
NH-71 7 Bhanwari 43 14 24 6 3 4 5 3
NH-71 5 Chandpur 30 2 19 5 2 8 17 17
Near Rewari
NH-71 B 6 56 9 25 4 3 2 1 1
Town
NH-71 B 2 Bhiduwas 26 3 15 4 0 8 37 7
NH-236 11 MG Road 30 0.2 63 0.5 1 2.3 3 0
SH- 26 9 Nurpur 50 3 24 7 1 4 6 4
SH- 26 3 Rewari 39 6 25 8 4 3 10 4
SH- 26 7 Jatola 50 4 24 6 2 6 5 3
SH-13 8 Bhondsi 35 5 35 3 2 4 13 2
SH-52 1 Tijara 72 3 10 4 2 2 1 5
Gharhi
2 Dhaliawas 52 6 26 5 2 2 3 4
bolni road


Loc.
Road Auto Car/Van/
No Location TW Mini Bus Bus LCV HCV MAV
Rickshaw Taxi
Rewari
Mahender 4 Aaliawas 52 6 23 9 2 3 1 4
garh Road
MDR 5 Katopuri 40 1 20 7 1 6 19 5
Rewari
6 Meerpur 76 2 9 6 1 2 1 3
lokri Road
Average 40 4 27 5 2 6 10 5
2.6.5. Temporal Variation

Hourly variation at each location was analyzed to estimate the peak hour share. In case of
National Highways, the maximum peak hour share was observed at NH-236 is estimated
around 9 % of the total traffic. Other than peak hour share (8.9%) on Delhi – Gurgaon
section, along NH 8 peak hour share was observed in the range of 5.3 to 5.6% of the AADT.
Peak hour traffic at each road section is described in Table 2.20.
Table 2.20: Temporal Variation of Traffic on Major Road Sections
% Share of Total Traffic Peak Hour Peak
Loc
Road Location Day Night (In Traffic Hour
No.
Traffic Traffic Vehicles) (Vehicles) Share
Dundahera Toll
NH 8 1 270888 104000 374888 33365 8.9%
Plaza (km 24)
Km 42 toll
NH-8 3 52631 16339 68970 3839 5.60%
plaza
NH-8 4 Bilaspur Km 62 37655 12655 50310 2654 5.30%
NH-8 8 Km 117 NH 8 22377 7164 29,541 1648 5.60%
NH-71 7 Bhanwari 12877 915 13792 1121 8.10%
NH-71 5 Chandpur 8697 2023 10,720 679 6.30%
Near Rewari
NH-71 B 6 19714 1366 21080 1696 8.00%
Town
NH-71 B 2 Bhiduwas 8,808 1,521 10,329 693 6.70%
NH-236 11 M.G Road 82,905 21,747 1,04,389 9,651 9.00%
SH- 26 9 Nurpur 6089 404 6493 470 7.20%
SH- 26 3 Rewari 10,957 1249 12206 1158 9.50%
SH- 26 7 Jatola 6,420 652 7072 538 7.60%
SH-13 8 Bhondsi 26,504 3336 29840 2304 7.70%
SH-52 1 Tihara 5,114 470 5584 460 8.20%
Gharhi Bolni road 2 Dhaliawas 8,683 517 9200 814 8.80%
Rewari
Mahendergarh 4 Aaliawas 7,699 669 8368 692 8.30%
Road
MDR 5 Katopuri 3,410 577 3987 275 6.90%
Rewari lokri Road 6 Meerpur 2,632 277 2909 231 7.90%

2.6.6. Traffic Growth Trends

Data was compiled from various past traffic counts carried out in the study area. These
counts for various vehicle types were compared with the recent survey data collected by
the consultants to establish past trend of growth on various highways. These are described
below.
Growth Trend on NH-8
On Km 42 NH-8, traffic data was available for different years at km 42 for the year 2007.
Data indicates high annual growth of goods vehicles comprising of MAV and LCV of 10.35%
each. Passenger vehicles have not shown any growth trend and volume remains almost
similar to what was observed in 2007.Table 2.21 presents the growth of various modes of
traffic at Km 42 on National Highway 8.
Table 2.21: Average Annual Growth Rate on NH-8
Year Car Bus Truck MAV LCV
2007 22,860 2,863 8,679 1,517 6,529
2013 23,814 2,566 8,884 2,739 12,047
% Growth (07-13) 0.68 -1.81 0.39 10.35 10.75
Growth Trend on NH-71
Other set of time series data that was available is for NH 71 location near Rewari,
passenger vehicles have shown moderate growth trend but the commercial vehicles
including MAV and LCV have shown rapid growth trends. Trucks include 2-3 axle trucks and
these have not shown any growth. Data indicates 9% of growth in cars and buses. MAV
and LCV have grown by 17% and 40% respectively. Table 2.22 presents the growth
trends on NH-71.
Table 2.22: Average Annual Growth Rate on NH-71
Year Car Bus MAV LCV 2 Axle Trucks
2007 1,197 140 638 165 2,043
2013 2,002 236 1,600 1,234 1,803
AAGR 8.95 9.11 16.56 39.85 -2.06
2.6.7. Conclusions
The major findings emerged out of traffic analysis are as under:
Maximum Annual Average Daily Traffic (AADT) of 3,74,292 vehicles and 3,80,912
PCUs were observed at Km 24 Toll Plaza of NH 8.
At M.G Road (NH-236) and Km 62 Toll plazas of NH 8, AADT was observed as
1,04,389 vehicles (96,321PCUs) and 68,363 vehicles (1,01,371 PCUs) respectively.
At Km 62 and Km 117 Toll plazas of NH 8, AADT was observed as 49,712 vehicles
(89,607PCUs) and 29,445 vehicles (66,702 PCUs) respectively.
At NH 71 AADT was observed as 10,500 Vehicles and 19,478 PCUs. And 20417
vehicles and 17395 at 71 B.

Freight traffic constitute to 54 % of total traffic in the project influence area.

Maximum freight traffic composition (54%) was observed at Km 117 toll plaza.
Peak hour share of 5.3—8.9% was observed on all the survey locations of NH 8.
Goods traffic has shown 10% growth rate on NH 8 and approximately 30% growth
rate on NH 71.
2.7. Registered Vehicles and Road Accidents

2.7.1. Vehicular Growth
The vehicular growth rate for Haryana in 2011-12 was observed to be 9.9% higher than
the preceding year. Table 2.23 presents the mode wise growth in number of registered
vehicles.
Table 2.23: Mode wise registered vehicles (Haryana)*
No. of Vehicles Registered
S. No. Category
1990-91 1995-96 2000-01 2005-06 2010-11 2011-12
1. Cars 3,635 8,866 28,324 61,593 122,244 133,923
2. Jeeps 1,244 3,955 7,289 3,227 4,894 7,818
3. Trucks 5,212 7,548 11,304 10,711 17,700 14,094
4. Taxis -- 114 2,689 1,004 4,686 3,815
5. Tractors 15,153 16,705 20,989 16,720 25,797 29,337
6. Buses 48 699 1,022 3,191 2,888 3,507
Motorcycles/
7. 52,728 73,687 126,173 229,739 344,788 384,923
Scooters
8. Auto Rickshaws 1,832 1,376 2,315 5,468 10,353 10,513
9. Miscellaneous 3,628 8,412 7,008 13,965 22,544 23,007
Total 83,480 121,362 207,113 345,618 555,894 601,107
*Source- Statistical Abstract of Haryana (2012-13)
The fastest growing sector in commercial vehicles was of Buses followed by autos. There
was a declining trend in the registration of trucks in 2011-12 as compared to the previous
fiscal year. The above table indicates that two wheelers & cars constitute approximately
84.5% of the total vehicles registered in year 2011.
The mode wise vehicular growth data also follows the growth pattern of the state. Although
a downward trend has been observed in 2011 but a significant increase in cars & two
wheelers has been registered in 2010 for both districts of Rewari & Gurgaon. Refer Table
2.24.
Table 2.24: Mode wise Registered Vehicles (Gurgaon & Rewari)*
No. of vehicles registered
S. No. Category Gurgaon Rewari
2009-10 2010-11 2011-12 2009-10 2010-11 2011-12
1. Cars 25759 36989 35281 2135 3049 3434
2. Jeeps 2095 2514 3031 120 -- 0
3. Trucks 3635 5877 1648 385 454 525
4. Taxis 113 2577 554 123 166 206
5. Tractors 1015 1111 1186 1404 1339 1153
6. Buses 1879 797 666 138 137 185
7. Motorcycles/ 27352 34905 40482 12391 19257 17288

No. of vehicles registered

S. No. Category Gurgaon Rewari
2009-10 2010-11 2011-12 2009-10 2010-11 2011-12
Scooters
8. Auto Rickshaws 2199 1837 640 339 245 550
9. Miscellaneous 4978 9552 2355 505 555 460
Total 69025 96159 85843 17540 25199 23801
*Source- Statistical Abstract of Haryana (2012-13)
2.7.2. Road Accidents

Road-user accidents are one of the major reasons of deaths and injuries all over the
country. It has been found that the National average for road accidents stands at 40
accidents per one lac population. The average numbers of accidents per lac population for
the study area and surrounding region is presented in Table 2.25.
Table 2.25: Accidents per Lac Population in NCR region
S.No. State/UT Accidents (per lac population)
i. Delhi 59.5
ii. Haryana 40.4
iii. Rajasthan 37.6
Average persons killed/ lakh population were 14.7 & 11.0 for Haryana & Rajasthan against
a national average of 8.6, which shows that the most of the accidents occurring are fatal in
nature which lead to death of the road-user.
There has been a sharp increase in the number of vehicles on roads of Gurgaon & Rewari,
which is a prime reason for rise in accidents. Other reasons include poor road conditions,
lighting etc. coupled with errant driving have made the city roads vulnerable. Table 2.26
shows that there has been a steep increase in the number of accidents 2010 onwards in
Gurgaon; however a decline in number of accidents was observed in 2009. The numbers of
accidents in Rewari have been observed to give a declining trend from 2011 to 2012.
Table 2.26: Year-wise accidents in Gurgaon & Rewari
Total Road Accidents
Year 2008 2009 2010 2011 2012
Gurgaon 792 737 832 971 1085
Rewari - - - 629 567
Source: Traffic Police & Statistical Abstract of Haryana
2.8. Existing Public Transport System

There are number of PT systems operate in the study area, these include, buses, rail, IPT
and metro. Buses have major share followed by IPT whereas rail and metro share is very
low. The section briefly discusses the characteristics of each of the public transport mode.
2.8.1. Bus Services

Bus system provides a fast, convenient and universally affordable mobility solution in the
region. The salient features of existing bus system in the study area are:

Bus services are provided by various State Transport Undertakings (STU’s)

(including from neighbouring states) as well as by private operators under Govt.
permit. The major operators include Haryana Roadways, Delhi Transport
Cooperation (DTC) and Rajasthan State Road Transport Cooperation (RSRTC).
Some of the regional bus services are also provided by Punjab Roadways, UP & HP
state transport cooperation. Private operators provide services on short intercity
routes like Gurgaon- Manesar, Gurgaon – Dharuhera, Dharuhera – Rewari – Bawal
etc.
It is estimated that a total number of 5,658 bus services/ day are operated in the
study area with an approximate total ridership of 226,329 passengers / day. Nearly
6.48 lakh bus passenger trips are performed daily. This amounts to an overall
average bus PCTR of 0.52.
Gurgaon Bus stand is the largest bus terminal in the study area which operates 250
regional bus services with an estimated total footfall of 26,000 passengers/day.
Apart from, Gurgaon bus stand, IFFCO chowk bus stop also serves as a major
regional and local bus interchange for the city with an estimated 94,172
passengers using it daily.
Rewari Bus stand is another important terminal having 200 daily regional bus
services. Local bus routes to Dharuhera, Kosli and Bawal are operated from here.
Average footfall is around 24,000 passengers/ day. The Rewari – Gurgaon route via
Dharuhera, Manesar is operated by Rewari depot buses with around 28 bus
services daily on the route and peak hour headway of 30 mins. Gurgaon – Bawal
route is mainly operated by regional bus services originating or passing through
Gurgaon towards Jaipur or adjacent areas of Rajasthan.
Only Gurgaon has intra city bus transport system which carries 1 lakh passengers/
day. The average operating speed of Gurgaon city bus services is quite low (12-15
kilometers/ hour) causing journey delays. DTC also provides local bus services on 3
routes and connects Gurgaon with Dwarka , Uttam Nagar , khanpur , Badarpur and
karolbagh. DTC operates around 529 daily bus services within the NCR out of
which around 90 daily services are operated in the study area with an estimated
ridership of 80,000 passengers/day.
Haryana Roadways provides bus services mainly from 5 depots, DTC from 3 depots
and RSRTC from 3 depots located in the NCR. Other State Road Transport
Corporations (SRTCs) operate services to/from/via Gurgaon/other towns of the
study region from/to a number of locations in their respective states on reciprocal
basis. Percentage bus passenger trips distribution in the study area is shown in the
Table 2.27 below;
Table 2.27: Bus passenger Trip Distribution (in percentage)
Origin/ IMT IMT Delhi/
Gurgaon Dharuhera Rewari Bhiwadi Others Total
Destination Manesar Bawal Noida
Gurgaon 15 5 1 1 1 0.1 0.0 3 26
Manesar
1 1 0.1 0 0.1 0.0 1 0.2 3
Tehsil
Pataudi 0 0 0.0 0.1 0.1 0.2 0 0.1 1
Dharuheda 0 0 0.1 0.3 0.4 0.1 1 0 2
MBIR 0 0 0 1 1 0 0 0 2

Origin/ IMT IMT Delhi/

Gurgaon Dharuhera Rewari Bhiwadi Others Total
Destination Manesar Bawal Noida
Bawal 0 0 0 1 1 0 0 0 3
Rewari 1 0 1 2 2 0 1 1 8
Delhi/Noida 19 5 1 1 2 0 0 12 41
Others 3 1 0 0 1 0 7 2 14
Total 39 12 4 7 9 1 10 18 100
The intra urban PT services in towns other than Gurgaon are provided by mini
buses, IPT (auto rickshaws) and the Non-Motorized Transport Services (NMTS).
2.8.1.1. Physical Performance

As most of the bus services in the study area are provided by various State Road Transport
Corporations(SRTC), an analysis of their operational performance in respect of utilization of
the fleet, reliability- in terms of breakdowns per million kilometres operated (higher the break
down rate lower is the reliability of operations), safety of operations- in terms of accidents
per ten million kilometres operated (higher the accident rate lower is the safety of
operations), load factor have been attempted in Table 2.28.
Table 2.28: Operational Performance of STU Buses
Operational
Reliability
State Road Productivity safety
Avg. fleet Avg Load (No. of
Transport kms/ on road (accidents per
utilization Factor breakdowns/
Corporation day per bus ten million
million kms)
kms)
DTC 95.7 0.57 278 76 13
Haryana
95.7 0.69 361 9 7
Roadways
UPSRTC 97.0 0.69 351 5 NA
RSRTC 96.4 0.62 373 NA NA
All STUs 96.3** 0.67** 349**
Source: Profile and performance of STUs
2.8.1.2. Financial performance and Institutional set ups:

The basic fare per passenger kilometre for ordinary buses ranges from 31-58 paise, the cost to
the commuter varies between 45-58 paise and the tax varies from 0-60% of the basic fare.
The fare per passenger km is highest (58 paise) in DTC and least (31 paise) in Haryana
Roadways. It is 41 and 40 paise per passenger km in the UPSRTC and RSRTC respectively.
Congestion on Delhi and Gurgaon roads however, adversely affects vehicle productivity and
thus the operational revenues, costs and the profitability. The low basic fare coupled with high
incidence of tax in study region (Haryana) does not motivate the operators from other areas to
enlarge their services in the region. The operational performance of various STU’s are shown
Table 2.29.

Table 2.29: Operational costs, revenues and profitability of Buses

Operational Operational Profit/Loss (-) per
Profit or loss (-)
Cost per Bus Revenue per bus per year Rs. in
STU per bus km Rs.
Km Rs. Bus Km Rs. lakhs
State NCR State NCR State NCR State NCR
DTC 49.39 39.04 17.94 16.10 -31.44 -22.94 -31.90 -23.28
ST Haryana 19.31 16.22 16.41 13.68 -2.89 -2.54 -3.83 -3.35
RSRTC* 15.24 12.57 14.78 12.84 -0.46 0.27 -0.62 0.37
2.8.1.3. Gurgaon City Bus Services

The Gurgaon city bus service connects major residential and commercial areas in Gurgaon with
major rail, bus and metro terminals in the city. The Gurgaon city bus service presently operates
on 19 permanent routes. The estimated ridership of Gurgaon city bus service is around 1.5
Lakh passenger trips/ day. The present route length on which the city bus services operate is
around 183 Kms between 5:30 AM to 11:00 PM with peak hour headway of 10 min. The
system operates on Standard as well as Low Floor AC buses with the present fleet size of 160
buses. The Huda City Centre, M.G road, Gurgaon Bus stand , Dundahera Bus stop and Gurgaon
Railway station acts as major commuter transfer points in the system. System lacks proper
interchange facilities or transit hubs, no interchange facility has been developed at the
mentioned locations also. Figure 2.1 presents the existing bus routes operated within
Gurgaon.
Figure 2.1: Existing Bus Routes in Gurgaon

The permanent routes on which city bus services operates are:

1. Bus stand to Kendriya Vihar
2. Bus stand to Dundahera border
3. Karol Bagh to IMT , Manesar
4. Railway station to Sec 29 Metro station
5. Bus stand to Palam vihar
6. Bus stand to Basai
7. Sec 29 Metro station to Badshashpur
8. New Palam vihar to Iffco metro station
9. Sec 29 metro to Badshahpur (via kanhai)
10. Bus stand to sec 56/57 to IGI airport
11. Sec 29 metro station to IMT manesar
12. Bus stand to IMT Manesar (via hayatpur)
13. Sec 29 metro to Ghamroj Village on sihna Road.
14. Sec 29 metro station to Sohna
15. Sec 29 metro station to Maruti kunj
16. New colony to Sec 29 Metro Station
17. Gurgaon Bus Stand to Nuh
18. Hongkong Bajar to Bus Stand
19. Gurgaon Bus Stand to Bahadurgarh
20. Gurgaon Bus Stand to J.B.M. Factory via
Sohna Chowk
2.8.1.4. Bus Terminals

The Gurgaon and Rewari Bus terminals are the two
major bus terminals in the study region. Both the
terminals are operated and managed by Haryana
Roadways and are used for local as well
regional/interstate bus services. These terminals
lack the basic infrastructure facilities like advance
reservation, passenger waiting spaces, and other
passenger amenities.
Gurgaon Bus Terminal
The Gurgaon Bus terminal situated near Sadar bazar
is the main intercity bus terminal in the city. It
operates around 250 intercity bus services daily
connecting Gurgaon with surrounding cities and
cities in neighbouring states. The local city bus
services also operate from the same terminal. It is estimated that total footfall at this terminal
is around 26,000 passengers/ day.

Rewari Bus Terminal

The Rewari bus stand operates around 200 daily
bus services to Delhi, Rajasthan, Punjab and rest
of Haryana. The total footfall recorded at this bus
stand is around 24,000 passengers/day. The
Gurgaon – Rewari bus service is operated by
Rewari bus depot only.
Other Terminals
Apart from these bus stands bus services are
operated from small bus shelters/stops in the small
towns like Dharuhera, Bawal , Bilaspur and
Manesar and these cities lack proper bus terminal and depot facilities. The estimated footfall at
Bawal bus stop is 22835 passengers daily. Similar, footfall was recorded at other cities ranging
between 20000 – 30000 passenger footfalls daily.
Availability of Bus Queue Shelters (BQS) along the national highways, state highways and the
other roads is rare in almost all areas of the region except for a few places in Gurgaon causing
avoidable inconveniences to the bus commuters particularly in harsh winter, summer and the
rainy seasons.
It was observed that public bus system still lacks properly designed bus stops, bus queue
shelters, separate Regional and local bus terminals, ITS based technologies , real time
passenger information system , integration of local and regional services , integration of bus
services operated by various STU’s and private operators in terms of scheduling , stoppings ,
fare, etc.
2.8.2. Metro Rail Services

The metro rail service only
exists in Gurgaon at present in
the study area. The Rapid metro
and Delhi metro’s yellow line
serves Gurgaon.
2.8.2.1. Delhi Metro – Yellow

Line
The Delhi metro operates 5
metro stations in the city. The
total route length of Delhi metro
line inside Gurgaon is around 7
Kms. DMRC line act as the
major transit link between Delhi
Figure 2.2: Existing and Proposed Metro Network in
C-NCR and Gurgaon and caters
Gurgaon
to a daily ridership of around 3
lakh passenger trips to and from Gurgaon. The HUDA City Centre Metro station serves as the
terminal station of DMRC yellow line from where many city bus service routes originates. The

Sikanderpur metro station serves as the interchange between DMRC yellow line and Rapid
metro.
HUDA City Centre Metro Station
The HUDA city centre metro station is located in Sector 29 of Gurgaon. A local bus terminal is
proposed near this metro station to facilitate passenger transfers from DMRC to Gurgaon city
bus services. At present 8 local bus routes originates from here including few Intra cities routes
to adjacent cities like Sohna, Manesar and Nuh. A daily footfall of 31,383 passengers was
recorded at this metro station. The highest footfall was recorded at MG road metro station in
Gurgaon around 98,000 passengers/day.
Sikanderpur Metro Station

The Sikanderpur Metro station is the only interchange facility present in the study area. This
station serves as the transfer point for Delhi metro yellow line and Gurgaon Rapid metro. It is
estimated that around 25,000 commuters interchange between the two metro systems from
this station daily at this station.
2.8.2.2. Rapid Metro - Gurgaon

The Gurgaon Rapid metro is proposed to be constructed in two phases. The phase 1 of Rapid
metro is in operation now, which originates from Sikenderpur metro station. The Phase 1 of
rapid metro loops around DLF cyber city and having a length of 6 kms. The estimated daily
ridership of rapid metro at present is around 25,000 passengers. Due to limited network in the
present, this metro system is mainly catering to commuters of Delhi metro commuting from
Delhi to cyber city and surrounding areas. The intra city passenger traffic is very less presently,
which is estimated to increase after completion of Phase 2. The system will extend to Sector 56
along Golf Course road in the south and Udyog Vihar in the North during Phase 2 of
development.
Figure 2.2 presents existing and proposed metro rail network in Gurgaon.
2.8.3. Regional Rail Services

The Delhi – Rewari – Alwar rail line is the major rail line that passes through the present study
area. This rail connects the region with Rajasthan, Gujrat and further to Maharashtra. This rail
line serves the shortest rail link between NCR and various ports situated at coastal Gujrat and
Maharashtra and hence has national importance. The study area limit on this rail corridor
extends from Gurgaon up to Bawal station at a distance of 70 km from Gurgaon. The entire
section is non-electrified running on diesel traction system and catering to inter-city mail /
express, trains, ordinary passenger and freight trains. With complete gauge conversion of
double line up to Rewari, the section is operating 30 passenger trains and 30 freight trains in
each direction.
Apart from the above mentioned rail line Garhi Harsarau – Farrukhnagar brach line, Rewari –
Bhiwani, Rewari- Mahendragarh, Rewari – Jhajjar – Rohtak and Rewari – Narnaul rail line also
originates in the study area.
8 pairs of passenger / DMU rail services and 13 pairs of express rail services having unreserved
coaches are available between Delhi – Gurgaon – Rewari – Alwar. It is estimated that total
ridership of unreserved passenger rail trips on this route is around 75,000 daily. The

Unreserved ticket sales at major stations of this rail line are mentioned in the Table 2.30
below.
Table 2.30: Estimated Ticket Sales, FY 2013
S. No. Station Code Passengers
1 Delhi, DLI 41,623
2 Delhi Cantt. , DEC 8,424
3 Delhi Sarai Rohilla ,DEE 5,406
4 Gurgaon, GGN 14,640
5 Rewari ,RE 15,203
2.8.4. Intermediate Public Transport (IPT)

There are several IPT modes (mainly Auto rickshaws and few RTV’s) operating in the study
area. These IPT routes also serve as feeder system to existing public transport as well as the
important PT connectivity depending upon the location and availability of other modes of PT
system in the area. The RTV’s only operate on longer routes such as Gurgaon – Manesar ,
Gurgaon – Sohna , Dharuhera – Rewari and Dharuhera Bawal. While auto rickshaw’s operate
on short intra city routes as well as long intercity routes like Gurgaon- Manesar , Rewari –
Dharuhera , Bilaspur – Pataudi etc. The IPT serves 18 routes in Gurgaon. Some of these
coincide with the existing city bus service routes also. Routes running parallel to proposed
Gurgaon – Bawal MRT or acting as feeder to the proposed system were considered important
routes for the present feasibility study. The main IPT routes present in the study area are:
a) Gurgaon – IMT Manesar
b) Dharuhera - Bhiwadi
c) IMT Manesar Chowk – IMT , Manesar
d) Rewari – Dharuhera
e) Bilaspur – Pataudi
f) Rewari – Bawal
g) Garhi bolni Chowk (NH 8) – Rewari
h) IMT Bawal – Bawal town
According to terminal survey conducted by AECOM at IMT chowk, a daily ridership of 18,642
passengers trips were recorded on routes from IMT- Manesar to IMT chowk.
2.9. Travel Characteristics

Objective of analyzing travel characteristics is to determine quantum of
passenger’s/passenger trips that are performed for work, education and social purposes.
The travel pattern of movement of these trips will help in estimating the likely ridership on
the proposed MRTS. Following surveys were conducted in order to estimate the overall trip
generation and travel pattern.
Road Side Interview (RSI) for Origin and Destination survey
Industry Establishment and Industrial Workers Survey
Commuters’ Survey at Bus, Rail, Metro Terminals and IPT survey

2.9.1. Travel Characteristics from Road Side Interview (RSI)

In order to understand the travel pattern of road users presently using major roads
networks in the study area, Origin-Destination survey data was analyzed. The section
presents the travel desire characteristics, purpose of travel, etc. for road based passenger
transport in study area.
2.9.1.1. Movement Pattern

Of the nearly 112,168 passenger modes crossing the O-D count stations, nearly 41% were
Internal – Internal (II), having both origin and destination within the study area. Nearly 40%
had either origin or destination, (Internal – External or External-Internal [IE / EI]). Outside
study area only about 19% had both O & D outside project study area (External – External
(EE). Nearly 60% of 2-wheeler movements, 66% of auto movements and 29 % of car
movements were II. Only 21% of bus movements were II, and 35 % were IE / EI. The EE
to Bus movements recorded
were highest among all the
passenger modes around
44%.
Table 2.31 presents the
overall movement pattern of
passenger modes. The travel
pattern diagram for overall
passenger modes is shown in
Figure 2.3.
Annexure 2.1 presents the
Final Origin Destination
passenger trip matrix of all
survey locations. Figure 2.3: Travel Pattern Observed in Road Side Interview
Map 2.9 presents Desire (Origin Destination Survey)
Line Diagram based on travel
pattern obtained from Road Side Interview survey.
Table 2.31: Movement Pattern at RSI Locations
I-I E-I I-E E-E Trips

Mode
Volume % Volume % Volume % Volume % Total
Two wheelers 20,869 59.5 4,473 12.7 6,315 18.0 3,429 9.8 35,086
Auto Rickshaw 49,27 66.1 777 10.4 867 11.6 882 11.8 7,452
Cars 18,585 29.9 16,078 25.8 12,838 20.6 14,753 23.7 62,253
Buses 1,552 21.0 958 13.0 1,640 22.2 3,227 43.7 7,377
Over All 45,934 41.0 22,286 19.9 21,659 19.3 22,290 19.9 112,168
2.9.1.2. Trip Lengths

Average trip length of 2-wheelers and 3-wheelers (Auto-rickshaws) were observed lowest
among all the other passenger vehicles, around 10 km and 25 km respectively. Cars have a
longer trip length of 125 km while the longest average trip length was observed for
standard buses around 153 Km. Table 2.32 presents the average trip length by mode

Project

Region in Haryana
Client

Chanakyapuri,
New Delhi - 110021
Consultant

T: +91 124 4830216 F: +91 124 8472649
www.aecom.com
Map Title:
Desire Line Diagram Based On

Road side Interview (OD Survey )

2.9
7.2 R0 06.10.2014
Discipline :
Transportation
Scale :
N.T.S.
Table 2.32: Average Trip Length (Km), by mode
Mode TW Auto Rickshaw Car/Jeep Bus

Average Trip Length (Km) 10 25 125 153
2.9.1.3. Trip Length Frequency – by mode

It was observed that around 60% of two-wheelers and auto rickshaws have trip lengths
only up to 25 km. It was also observed that cars had fairly distributed trip lengths. Nearly
31% of buses had trip lengths in the range 100 – 250 km.
Table 2.33 presents the distribution of vehicle trips, by modes, by trip length frequencies.
Figure 2.4 depicts the cumulative frequency diagram.
Table 2.33: Trip Length frequency, by mode (In Percentage)
Auto
Trip Length (Km) TW Car/Jeep Buses Total
Rickshaws
0-25 59 57 17 18 27
25-50 17 19 16 10 16
50-100 16 14 25 18 21
100-250 4 7 28 31 23
250-500 2 2 10 19 9
500-750 1 1 1 1 1
750-1000 0 0 1 1 1
1000-1500 0 0 1 1 1
1500-2000 1 0 1 1 1
Total 100 100 100 100 100
Figure 2.4: Mode wise Cumulative Trip Length Frequency at RSI

Locations

2.9.1.4. Average Occupancy, by mode

The observed average occupancy of two-wheeler was 1.5, autos 2.4, cars 2.7 and buses
40.3. The occupancy is slightly higher than in urban areas indicating the intensive utilization
of modes in the region. The occupancy will be further utilized for estimating passenger trips
based road side interview survey.
2.9.1.5. Trip Purpose, by Mode

In Road side OD survey ‘Work’ trips constituted (34 %) share , ‘Social’ trips (45 %)
followed by, ‘Education’ (10.4 %) and ‘Return Home’ (10%).
Table 2.34 presents the trip purpose, by mode.
Table 2.34: Trip Purpose, by Mode (In Percentage)
Auto
Purpose TW Car/Jeep Over All
Rickshaws
Work 49.8 48.9 37.9 38.1
Education 10.3 13.7 5.4 6.4
Social 26.5 28.4 50.1 46.2
Return Home 13.4 9.0 6.6 9.3
Total 100.0 100.0 100.0 100.0
2.9.2. Industry Establishment and Industrial Workers’ Survey

Industry establishment survey and interview of industrial workers were conducted for
understanding travel pattern of industrial workers employed in various industrial townships
in the study area. Industry establishment survey helped in ascertaining characteristics of
industrial units by type, plot size and quantum of workers. On the other hand, industrial
workers survey helped in analyzing their travel characteristics such as place of origin, mode
of travel, trip length, cost of travel, etc.
2.9.2.1. Industry Establishment Survey

In order to understand the characteristics of industries, Industry Establishment Survey was
conducted at major industrial townships operating within study area including Udyog Vihar
Gurgaon, IMT Manesar, Dharuhera, RIICO Industrial Township - Bhiwadi, IMT Bawal and
Japanese Industrial Park, Neemrana. Table 2.35 presents the quantum of industries
surveyed at each location.
Table 2.35: Industry Establishment Survey Quantum
Location Total number of Industries Industries Surveyed Sample (%)

1
Udyog Vihar, Gurgaon 2068 153 7%
IMT – Manesar1 1139 179 16%
IMT – Bawal1 768 133 17%
RIICO – Bhiwadi2 904 25 3%
Dharuheda3 337 99 29%
Japanese Industrial Park,
220 34 15%
Neemrana2
Total 5436 623 11%
Source: 1-HSIIDC, 2 – RIICO, 3 – Primary Survey

Industry Type
The industries were classified into 16 categories. These include all type of industries
including service and heavy industries. Table 2.36 presents the percentage distribution of
industries by their type at each location.
Table 2.36: Industry Type Distribution (In Percentage)
Japanese
Udyog
IMT IMT RIICO Industrial
S.No Industry Type Vihar Dharuhera
Manesar Bawal Bhiwadi Park
Gurgaon
Neemrana
1 Automobile & Auto Components 8 19 16 23 8 0
2 Textile Industries 27 23 23 14 4 28
3 Agro & Food Industries 2 0 6 3 8 16
4 Engineering & Machinery 8 11 3 20 8 2
Metal Production and
5 8 9 15 10 12 11
Downstream
6 Chemicals and Fertilisers 3 1 5 2 12 0
7 IT/ITES/BPO 0 0 1 2 0 0
8 Drugs and Pharmaceuticals 1 3 2 3 8 3
Plastics/Leather/ Rubber/ Paper
9 2 6 0 1 4 15
Industries
Power and Telecommunication
10 7 5 2 1 0 6
Equipment
11 Service Industries 13 3 11 2 4 3
12 Media and Entertainment 3 11 2 2 0 0
13 Building Materials 11 2 1 1 12 2
Consumer Goods
(Cosmetics/Consumer
14 4 3 8 8 0 11
Electronics/ Gems/ Sports
items/Toys/Household Items)
15 Industrial Goods 3 3 4 8 16 3
16 Miscellaneous Industries 0 0 0 2 4 0
Source: AECOM Primary Survey 2013
Textile Industries have maximum share in Udyog Vihar, IMT Manesar, Dharuhera and
Neemrana of 27, 23, 23 and 28% respectively. Automobiles and Auto components have
maximum share (23%) in IMT Bawal followed by industries manufacturing Heavy
Engineering and Machinery (20%).
Employee Distribution
Quantum of workforce will have direct impact on the travel demand. Hence in order to
estimate the future employment, it is necessary to understand the nature and quantum of
employment by industry type. Table 2.37 presents the distribution of employees by
industry type at each of the locations as obtained from primary survey.

Table 2.37: Employee Distribution by Industry Type (In Percentage)

Japanese
Udyog
S. No Industry Type Vihar Dharuhera
Gurgaon
Neemrana
Automobile & Auto
1 8 25 18 41 0 1
Components
5 7 4 13 10 10 16
Downstream
7 IT/ITES/BPO 0 0 1 1 0 0
Drugs and
8 1 7 1 3 1 4
Pharmaceuticals
Plastics/Leather/Rubber/
9 2 11 0 0 15 0
Paper Industries
Power and
10 Telecommunication 6 11 2 0 2 0
Equipment
Media and
12 4 14 3 3 3 0
Entertainment
Consumer Goods
(Cosmetics/Consumer
Electronics/ Gems/
14 4 0 6 7 11 0
Sports
items/Toys/Household
Items)
Maximum amount of employees are working in Automobile Industries in IMT Manesar and
IMT Bawal (25 & 41% respectively). The highest employee share is with Textile industries
27, 11, 22, 33 and 28 % at Udyog Vihar, Manesar, Dharuhera, Bhiwadi and Neemrana.
Table 2.38 presents employee strength distribution by individual industrial units in
different locations.

Table 2.38: Employee Strength by Industry Unit (In Percentage)

Japanese
No of Udyog
Employees / Vihar Dharuhera
Industry Gurgaon
Neemrana
10 - 100 98.0 65.4 63.2 68.0 65.7 32.4
100 - 500 2.0 30.2 33.1 12.0 32.3 61.8
500 – 5,000 0.0 3.9 3.8 20.0 2.0 5.9
5,000 – 10,000 0.0 0.6 0.0 0.0 0.0 0.0
Maximum industries have employee strength up to 100. Other locations with substantial
share of employee strength in between 100 to 500 are IMT Manesar (30%), IMT Bawal
(33%) and Dharuhera (32.4%).
Employment Density
The final outcome of Industry Establishment Survey is the existing employment density for
each type of industry for estimating full employment for any industrial township. This has
been calculated by estimating usage of plot area per employee under each industry type.
Table 2.39 presents the estimated employment density at various locations.
Table 2.39: Employment Density (Area (Sq m)/ Employee) by Industry Type
Japanese
Udyog
IMT IMT Industrial
S No Industry Type Vihar, Dharuhera Bhiwadi
Manesar Bawal Park,
Gurgaon
Neemrana
1 Automobile & Auto Components 6 7.3 49 45 0 66
5 12 21 10 10 18 28
Downstream
7 IT/ ITES/ BPO 10 10 8 19 0 0
8 Drugs and Pharmaceuticals 11 4.5 11 88 11 81
Plastics/ Leather/ Rubber/ Paper
9 3 5 0 256 105 701
Industries
Power and Telecommunication
10 8 6 11 24 32 0
Equipment
12 Media and Entertainment 6 5.3 65 54 711 0
Consumer Goods (Cosmetics/
Consumer Electronics/ Gems/
14 11 12 12 47 55 0
Sports items/ Toys/ Household
Items)

2.9.2.2. Industrial Workers’ Survey

A total of 6000 (approximately) interviews of industrial workers’ were conducted. Table
2.40 presents the number of interviews conducted at various locations.
Table 2.40 Industrial Workers’ Survey Quantum
Total Estimated
Industrial Area Total Workers Interviewed Sample (%)
Industrial Workers
Udyog Vihar , Gurgaon 490,0091 881 0.2%
IMT , Manesar 95,7801 1,744 0.4%
IMT , Bawal 80,3591 1,525 1.9%
RIICO Bhiwadi 58,0132 409 0.7%
Dharuhera 35,724 1,221 3.4%
Japanese Industrial
37,6432 355 0.9%
Park, Neemrana
Total 797,5283 6,135 0.6%
Travel Pattern of Industrial Workers’

In order to understand the travel pattern and trip characteristics, the industrial workers
interviewed were considered as industrial work trips. The travel pattern obtained from
these interviews was expanded on total employment for each of the industrial townships in
order to obtain combined industrial workers OD matrix.
Out of the total 797,528 estimated industrial work trips, 57 % were originating and
destining within the study area i.e. Internal to Internal (I-I) and 43% were originating
outside the study area i.e. External to Internal (E-I). The reason for the high share of E-I
trips is due to the proximity of the region to Delhi. The mode wise movement pattern of
these trips is shown in Table 2.41.
Map no 2.10 presents the desire line diagram for travel pattern of industrial workers’.
Annexure 2.2 presents the Origin Destination matrix for Industrial Workers’.
Table 2.41: Mode wise Industrial Workers’ Travel Pattern
Internal – Internal External – Internal
Modes (I-I) (E-I) Total Trips
Trips % Trips %
Two wheelers 90,660 63.2 52,697 36.8 1,43,357
Autos 1,16,843 68.3 54,212 31.7 1,71,055
Car/van/taxi /jeep 8,290 59.8 5,572 40.2 13,862
Buses 69,384 48.1 74,943 51.9 1,44,327
Walk 1,65,416 2.8 1,48,032 47.2 3,13,449
Over All 4,51,150 57.4 3,35,456 42.6 7,97,528
Based on the above analysis of travel pattern of industrial workers’ it was found that nearly
20% of total trips destined to IMT Manesar are originating from cluster of villages near
Manesar village within Manesar Tehsil Gurgaon and Delhi contribute 46 and 26 % of trips
destined to IMT Manesar. Dharuhera Industrial Area attracts maximum trips from
Dharuhera (40%), Manesar village (17%), Rewari (15%) and Bhiwadi (14%). At Udyog
Vihar, Gurgaon, it was observed that maximum (63%) trips are attracted from Delhi

Project

Region in Haryana
Client

66. Delhi- West Chanakyapuri,
New Delhi - 110021
Consultant

T: +91 124 4830216 F: +91 124 8472649
www.aecom.com
3. Gurgaon Ward 4
4. Old Gurgaon
12. Gurgaon Ward 29
29. IMT Manesar 2
30. Manesar Village

(North of KMP and east of KMP)
37. DHARUHERA
56. BHIWADI
57. BTK(East of SH 26)
48. IMT BAWAL
47. Bawal Village Map Title:
Desire Line Diagram Based of Industrial Workers
2.10
7.3 R0 18.09.2014
Discipline :
Transportation
Scale :
N.T.S.
followed by Gurgaon (20%) and Dharuhera (17%). The details are shown in Table 2.42
below.
Table 2.42 Spatial Distribution of Industrial Workers’ Trips (In Percentage)
Industrial Manesar Bawal
Gurgaon Pataudi Dharuhera Rewari Bhiwadi SNB Delhi
Area Tehsil Town
IMT Manesar 46 20 3 1 0 3 1 0 26
Dharuhera 4 17 1 40 9 14 15 0 0
RIICO Bhiwadi 4 1 5 25 3 1 56 3 2
IMT Bawal 2 0 0 1 63 33 1 0 0
Japanese
Industrial Park 4 3 1 0 0 15 0 76 1
Neemrana
Udyog Vihar
20 0 0 17 0 0 0 0 63
Gurgaon
Mode Composition
It was observed that in all 6
industrial townships, two
wheelers are the most preferred
mode of transportation (58 –
90%), due to affordability,
followed by bicycle (20 – 37%).
Composition of cars in overall
industrial trips was observed in
the range of 5-13%.
Table 2.43 and Figure 2.5
presents the observed modal
share of Industrial workers. Figure 2.5: Modal Share of Industrial Workers’ Trips
Table 2.43: Modal Share of Industrial Worker Trips

Japanese
Udyog Vihar, IMT - IMT -
Modes Bhiwadi Dharuhera Industrial Park,
Gurgaon Manesar Bawal
Neemrana
Two Wheelers 58 61 57 69 66 90
Cars 5 14 6 12 8 9
Buses 1 3 0 0 0 1
Autos 0 1 0 0 0 0
Walk 0 1 0 0 0 0
Cycle 35 18 37 20 27 0
Metro 0 2 0 0 0 0
Average Trip Length

Maximum trips have lengths in the range of 1-10 Km at all locations. Trip lengths in the
range of 10-15 Km also have substantial share in the range of 15-27%. Table 2.44 and
Figure 2.6 presents cumulative trip length frequency distribution.

Table 2.44: Cumulative Trip Length Frequency of Industrial Workers’ (In Percentage)
Trip Japanese
Udyog Vihar, IMT - IMT -
Length Bhiwadi Dharuhera Industrial Park,
Gurgaon Manesar Bawal
( Km ) Neemrana
1-10 84 85 52 66 78 79
10-15 15 15 19 27 14 19
25-50 1 1 19 4 2 2
50-100 0 0 8 2 6 0
100-150 0 0 2 0 0 0
150-200 0 0 0 0 0 0
Figure 2.6: Average Trip Length for Industrial Workers
2.9.3. Public Transport Users’/ Commuters’ Characteristics

In the process of capturing travel pattern within the study area, the trips characteristics of
daily commuters were collected by conducting commuters’ interview survey at major
terminals of buses, rail, metro and IPT. Daily Trip characteristics such as origin, destination,
purpose and frequency were noted as part of the interview. Commuters have been
classified based on mode type such as bus, rail, metro and IPT commuters.
A total of 8,800 Commuters’ Interviews were conducted for bus, rail, metro and IPT users’
at all major terminals. A total of 10 lakh (approximately) public transport trips were
observed in the study area, maximum trips were performed by buses (63%) followed by
IPT (20%) and Metro/ Rail (17%).
The sections analyses in detail the commuter travel pattern for users of buses, railways,
metro and IPT.
2.9.3.1. Travel Pattern of Bus Commuters

Bus commuters have potential to shift to the proposed MRTS. Interviews were conducted
at five major bus terminals located in Rewari, Gurgaon, Bawal, IFFCO Chowk and Rajiv
Chowk. A total of 2,875 interviews were conducted along with the footfalls of these
terminals. Trip characteristics obtained from interviews were then expanded on terminal

volume. The section analyse in detail the trip characteristics of bus users and quantum of
passenger trips generated by buses.
Travel Pattern
A total of 226, 329 bus trips were observed based on terminal cum commuters’ survey. Out
of these, most (59%) of the trips performed buses as mode were from Internal to Internal
zones (I-I) followed by Internal to External (I-E) (38%) and External to Internal (E-I) (2%).
Share of Internal to Internal (I-I) educational and work trips were observed to be higher
(73% and 25% respectively), due to availability of monthly bus passes. Table 2.45 and
Figure 2.7 presents the movement pattern of bus commuters’. Map no 2.11 present’s
desire line diagram for bus passengers/ commuters.
Table 2.45: Movement Pattern of Bus Commuters’
I-I E-I I-E
Trip Purposes Total %
Trips % Trips % Trips %
All purposes 1,33,467 59 4,917 2 85,356 38 2,23,740 100
Work 93,417 61 2,422 2 56,821 37 1,52,660 68
Education 11,209 73 335 2 3,866 25 15,410 7
Others 28,035 51 1,897 3 23,212 43 53,144 24
Return Home 1,433 24 263 4 4,214 70 5,910 3
Travel Purpose
It was observed that most of

the trips performed by the
commuters using Public
transport buses in the region
have ‘Work’ as the major trip
purpose. The work trips
captured were 26% at Rewari,
66 % at Gurgaon, 61 % at
IFFCO Chowk, 34 % at Bawal
and 95% at Rajiv Chowk. Other
trip purposes comprise of social,
religious, recreational and Figure 2.7: Movement Pattern of Bus Commuters
shopping trips. Table 2.46
presents the distribution of bus commuters’ by purpose of travel.
Table 2.46: Distribution of Bus Commuters by Purpose (In Percentage)
Bus Bus Stop
Bus Terminal Bus Stop, Bus Stop
Trip purpose Terminal at Rajiv
Rewari IMT Bawal IFFCO Chowk
Gurgaon Chowk
Work 26 66 34 61 95.2
Education 9 22 27 4 3.2
Others 65 7 37 30 1.1
Return Home 0 6 1 6 0.5

Project

63. Delhi North MRTS/ RRTS Options Between Gurgaon &
Region in Haryana
Client

Chanakyapuri,
66. Delhi West New Delhi - 110021
Consultant

65. Delhi South Gurgaon 122002, Haryana, India
2. Gurgaon Ward 2,3 T: +91 124 4830216 F: +91 124 8472649
3. Gurgaon Ward 4 www.aecom.com
4. Old Gurgaon
14. Gurgaan Ward 32
28. IMT Manesar 1 8. Gurgaon Ward 25

29. IMT Manesar 2
27. Manesar
30. Manesar Village
(North of KMP and east of KMP)
55. Rest of Rewari
33. Manesar Tehsil

(South of NH 8)
53. Rewari Tehsil 37. DHARUHERA

(North of SH 8)
48. IMT BAWAL
47. Bawal Village
45. South MBIR 2

Map Title:
Desire Line Diagram Based On

59. SNB Road side Interview (OD Survey )
2.11
7.4 R0 18.09.2014
Discipline :
Transportation
Scale :
N.T.S.
2.9.3.2. Travel Characteristics of Rail Commuters’

The Gurgaon – Rewari- Bawal section of Delhi-Jaipur rail line of NWR passes through the
study area and provides a major connectivity in the region especially between Rewari and
Gurgaon. Passenger interviews were conducted at major rail terminals within the study
area including, Gurgaon, Rewari, Pataudi, and Bawal. A total of 2,200 rail commuter
interviews were conducted, the footfalls at rail terminals were captured simultaneously
which were then used to expand the commuters for preparation of rail passenger matrix.
The section discusses in detail the travel pattern of rail commuters’.
Travel Pattern
A total of 15,258 trips have been performed using rail as mode of travel for daily
commuting. Out of these, 43% trips were destined from Internal to Internal (I-I), 33%
trips were from Internal to External (I-E) and 24% trips were from External to Internal (E-
I). Table 2.47 and Figure 2.8 presents the movement pattern of rail commuters’.
Table 2.47: Movement Pattern of Rail Commuters’
I-I E-I I-E
Trip Purpose Total %
All purposes 6,607 43 3,619 24 5,032 33 15,258 100
Work 4,800 43 2,540 23 3,946 35 11,286 74
Education 784 59 251 19 296 22 1,331 9
Others 882 39 772 34 618 27 2,272 15
Return Home 141 39 57 16 167 46 365 2
Travel Purpose
It was observed that most

of the trips have ‘work’ as
a major trip purpose.
Observed share of work
trips was 76% at Rewari,
81% at Bawal and 67% at
Pataudi railway station.
Table 2.48 presents the
distribution of rail
commuters’ by purpose of
travel at each location of
survey. Figure 2.8: Movement Pattern of Rail Commuters
Table 2.48: Distribution of Rail Commuters by Purpose (In Percentage)

Railway Station: Railway Station: Railway Station: Railway Station:
Trip purpose
Rewari Bawal Pataudi Gurgaon
Work Trips 76 81 67 94
Education Trips 8 6 11 0
Other Trips 14 11 19 6
Return Home trips 2 2 3 0

Modes for Access/ Dispersal

Modes used for last mile connectivity to and from terminals were also analysed based on
commuters’ interviews. Buses and auto rickshaws were found to be the most preferred
modes for access and dispersal from railway terminals. Table 2.49 presents the
distribution of modes used for access and dispersal at major rail terminals.
Table 2.49: Distribution of Rail Commuters by Modes of Access/ Dispersal
(In Percentage)
Railway Station: Railway Station: Railway Station: Railway Station:
Modes
Rewari Bawal Pataudi Gurgaon
Buses 43 52 42 7
Auto Rickshaws 44 39 39 43
Two wheelers 3 2 3 1
Walk/Cycle 10 7 17 49
2.9.3.3. Travel Characteristics of Metro Users

Delhi Metro Yellow Line is a major source of connectivity between Gurgaon and Delhi. It
has 5 stations within Gurgaon namely Draunacharya, Sikanderpur, MG Road, IFFCO Chowk
and HUDA City Centre Metro Stations. Commuters travel in Delhi metro for the purposes of
work and education towards Gurgaon, having their destinations to major employment areas
in Gurgaon such as Cyber City, HUDA City Centre, Unitech Cyber Park, Institutional Area in
Sector 44, Udyog Vihar and IMT Manesar. Therefore, it is essential to assess the travel
characteristics of commuters using metro. A total of 3,300 interviews were conducted at 3
Metro Stations which are MG Road, IFFCO Chowk and HUDA City Centre Stations. The
section briefly discusses the travel characteristics of metro users.
Travel Pattern
A total of 110,921 trips were observed to be performed by metro between Delhi and
Gurgaon. Of these, 4% were destined from Internal to External (I-E) and 86% were
destined from external to internal zones (E-I). Table 2.50 presents the movement pattern
of metro commuters. Map no 2.12 presents the desire line diagram for metro passengers/
commuters.
Table 2.50: Movement Pattern of Metro Commuters’
I-I E-I I-E
Trip Purposes Total Trips %
All purposes 10,549 10 95428 86 4,944 4 1,10,921 100
Work 10,322 9 95428 87 3,294 3 1,09,812 99
Education 547 100 547 0
Others 206 5 890 95 1,096 1
Travel Purpose
Maximum trips performed by the metro users have ‘Work’ as primary trip purpose. Work
trips constituted 99.5% at HUDA City Centre metro station, 98 % at MG Road station and
61 % at IFFCO Chowk station. Table 2.51 presents the distribution of metro commuters
by trip purpose.

Project

Region in Haryana
Client

Chanakyapuri,
New Delhi - 110021
Consultant

T: +91 124 4830216 F: +91 124 8472649
www.aecom.com
Map Title:
Desire Line Diagram for Metro Passengers .ver
2.12
7.5 R0 06.10.2014
Discipline :
Transportation
Scale :
N.T.S.
Table 2.51: Distribution of Metro Commuters by Purpose (In Percentage)

HUDA City IFFCO
Trip purpose MG Road
Centre Chowk
Work Trips 99.5 61 97.8
Education Trips 0.4 4 1.2
Other Trips 0.2 30 1.0
Return Home trips 0.0 6 0.0
Modes for Access/ Dispersal

Auto rickshaws are primary mode of dispersal for people commuting through metro for
accessing various destinations in Gurgaon. Share of auto rickshaw as a mode of dispersal at
HUDA City Centre stations was highest as 54%, while it was about 44 % at IFFCO chowk
and 39% at MG Road metro stations. Buses also have considerable share in dispersal which
was observed as 12 and 16 % at HUDA City Centre and IFFCO Chowk metro stations
respectively. Table 2.52 presents the distribution of metro commuters by modes of
access/dispersal.
Table 2.52: Distribution of Metro Commuters by Modes of Access/ Dispersal
(In Percentage)
Type of modes HUDA City Centre IFFCO Chowk MG Road
Cars 14 19 25
Buses 12 16 0
Auto Rickshaws 54 44 39
Two wheelers 0 1 4
Walk/Cycle 20 19 32
2.9.3.4. Travel Characteristics of Intermediate Public Transport (IPT) Users

Intermediate Public Transport (IPT) plays a vital role in providing the last mile connectivity
to commuters. IPT consists of mainly auto rickshaws and taxis. In some places IPTS are
operating by providing main connectivity such as between Gurgaon and Manesar, Bawal
and Rewari and between Dharuhera and Bhiwadi. A total of 800 Interviews of IPT users
were conducted at designated IPT stands such as Rajiv Chowk, IMT Chowk and Bilaspur
Chowk. The section briefly discusses the travel characteristics of IPT users.
A total of 207,000 trips were observed to be performed on IPT modes.
Travel Pattern
Since IPT is used for intra city transport, entire trips were originated and destined within
the internal zones.
Travel Purpose
The share of work trips were observed highest (around 99%) amongst the commuters
surveyed at the IMT Chowk , Manesar.
Annexure 2.3 presents the terminal Origin Destination trips matrix for Bus & Metro Users
for the base year.

2.9.4. Travel Pattern – Overall Study Area

In order to estimate the total travel demand in the year base year, the trip OD matrices
obtained from Road Side Interview Survey, Industrial Workers’ Surveys and Commuters’
Surveys were clubbed together to obtain total trips performed in the study area in a given
working day. The section discusses in detail the travel pattern observed from analysis of all
modes.
2.9.4.1. Development of OD Matrices

Mode wise matrices include mode wise road side OD Matrices, Industrial Workers’ matrices
and public transport users’/ commuters’ O-D matrices. Roadside passenger interview data,
data from Rail and Bus passenger surveys and data from interview of industrial workers
were used to develop observed mode-wise trip matrices. Duplicate trips were eliminated
by using maximum of passenger trips among the matrices obtained from various zones.
Process of matrix merging from various sources is presented in Table 2.53.
Table 2.53: Matrix Merging Procedure
Modes/
TW Cars Buses IPT Railway Metro Total
Purpose
Overall
Max (RSI, Max (RSI, Max (RSI, Max (RSI, Max (IW, Max (IW,
Work Work Trips
IW) IW) IW, CSB) IW) CSR) CSM)
Matrix
Overall
Max (RSI,
Education RSI RSI RSI CSR CSM Education
CSB)
Trips Matrix
Overall
Max (RSI,
Others RSI RSI RSI CSR CSM Other Trips
CSB)
Matrix
Total Overall Overall Overall Overall Overall Overall Overall Base
Overall Trip TW Car Bus IPT Rail Metro Year Trip
Matrix Matrix Matrix Matrix Matrix Matrix Matrix Matrix
RSI = Matrix Road Side Interview, IW = Industrial Workers’ Matrix, CSB = Commuters’ Survey-Bus Matrix, CSR =
Commuters’ Survey – Rail Matrix, CSM = Commuters’ Survey Metro Matrix.
2.9.4.2. Travel Pattern

A total of 1,362,918 passenger trips crisscrossed the study area on a given working day.
Out these trips 735,702 (54%) originated and destined within the study area (I-I), 139,541
(10%) were originated within the study area and destined outside (I-E), 316,346 (23%)
originated outside destined to locations within the study area. High share of E-I trips
indicate that more people live outside and travel for work to various destinations within
study area. Trips both originating and destined outside the study area are 171,329 (14%).
Table 2.54 and Figure 2.9 presents overall trip distribution.
Map No 2.13 present’s desire line diagram for overall travel pattern.
Annexure 2.4 presents the overall passenger trips Origin Destination matrix for the base
year.

Project

Region in Haryana
Client

Chanakyapuri,
New Delhi - 110021
Consultant

T: +91 124 4830216 F: +91 124 8472649
www.aecom.com
Map Title:
Desire Line Diagram For Overall Travel Pattern
2.13
7.6 R0 06.10.2014
Discipline :
Transportation
Scale :
N.T.S.
Table 2.54: Overall Travel Pattern

I-I I-E E-I E-E
Trip Purpose Total
Trips % Trips % Trips % Trips %
All Purposes 7,35,702 54% 1,39,541 10% 3,16,346 23% 1,71,329 13% 13,62,918
Work 5,50,951 64% 31,383 4% 2,46,036 28% 38,354 4% 8,66,724
Education 29,735 71% 2,922 7% 5,883 14% 3,404 8% 41,945
Others 1,55,016 34% 1,05,236 23% 64,426 14% 1,29,571 29% 4,54,249
Figure 2.9: Overall Travel Pattern
2.9.4.3. Spatial Distribution of Travel Pattern

Major trip productions and attractions within the study area were estimated by traffic
analysis zones which were further clubbed for obtaining location wise matrix. An analysis
was then carried out in order to understand the distribution of productions and attractions
by respective destinations. Table 2.55 presents the locations that have been classified as
production and attraction zones.
Table 2.55: Traffic Analysis Zones Classification by Major Destinations
S.No Production Zones Attraction Zones
1. Gurgaon Gurgaon
2. Manesar Tehsil IMT Manesar
3. Pataudi Dharuheda
4. Dharuheda IMT Bawal
5. MBIR Rewari
6. Bawal Bhiwadi
7. Rewari Delhi/Noida
8. Delhi/Noida Others
9. Others
Table 2.56 and 2.57 presents the production and attraction distribution by major
locations.

Table 2.56: Classification by Major Destinations – For Production Zones (In

Percentage)
Origin/ IMT IMT Delhi/ Grand
Gurgaon Dharuhera Rewari Bhiwadi Others
Destination Manesar Bawal Noida Total
Gurgaon 53 14 4 1 4 2 0 23 100
Manesar
11 41 6 1 2 2 26 12 100
Tehsil
Pataudi 7 15 2 3 27 13 15 20 100
Dharuheda 44 3 6 3 14 10 11 10 100
MBIR 4 2 9 24 21 2 7 31 100
Bawal 2 0 13 20 25 1 6 33 100
Rewari 10 3 9 17 23 1 10 28 100
Delhi/Noida 60 7 2 0 4 1 0 25 100
Others 11 8 3 7 9 5 32 24 100
Table 2.57: Classification by Major Destinations – For Attraction Zones (In Percentage)
IMT IMT Delhi/
Origin Gurgaon Dharuhera Rewari Bhiwadi Others
Manesar Bawal Noida
Gurgaon 23 27 17 5 8 11 0 17
Manesar
1 19 7 1 1 3 12 2
Tehsil
Pataudi 0 2 0 1 4 5 2 1
Dharuheda 5 1 8 3 8 19 6 2
MBIR 0 1 7 18 8 2 2 4
Bawal 0 0 4 6 4 0 1 2
Rewari 2 2 20 33 23 2 9 10
Delhi/Noida 62 31 21 4 22 19 0 42
Others 6 17 15 30 21 38 68 20
Grand Total 100 100 100 100 100 100 100 100
53% of trips produced from Gurgaon are destined within Gurgaon only, 14 % are destined
to Manesar and 23% to other locations such as Noida, Jhajjar. 60% of trips originating
from Delhi are destined towards Gurgaon and 7% to IMT Manesar.
31% of trips destined to IMT Manesar are from Delhi and 27% from Gurgaon. 19% of trips
attracted by Bhiwadi are both from Delhi and Dharuhera and 11% from Gurgaon. 33% of
trips attracted to IMT Bawal are originating from Rewari and 18% from nearby villages
within proposed MBIR.
2.9.4.4. Travel Purpose

‘Education’ trips have 3% share in overall trips. Table 2.58 presents the travel pattern by
trip purpose. Of all the trips performed by each mode, ‘Work’ constitutes the maximum
share. Work trips consist of 42% in Cars, 49% in two wheelers and buses, and 95% in IPT
and metro. It indicates the maximum usage of public transport for work trips. Table 2.59
presents the trip distribution by purpose by mode of travel.

Table 2.58: Travel Pattern by Purpose

Trip I-I I-E E-I E-E
Total Trips %
Purpose Trips % Trips % Trips % Trips %
Work 5,50,951 75% 31,383 22% 2,46,036 78% 38,354 22% 8,69,506 64%
Education 29,735 4% 2,922 2% 5,883 2% 3,404 2% 41,933 3%
Others 1,55,016 21% 1,05,236 75% 64,426 20% 1,29,571 76% 4,51,479 33%
Total 7,35,702 100% 1,39,541 100% 3,16,346 100% 1,71,329 100% 13,62,918 100%
Table 2.59: Travel Pattern by Purpose by Mode

Car Bus Auto TW Rail/ Metro Total
Purpose
Trips % Trips % Trips % Trips % Trips % Trips %
Work 79,044 42 3,45,537 49 2,56,209 95 32,677 49 1,21,548 95 8,35,015 62
Education 9,115 5 16,967 2 2,583 1 6,246 9 2,023 2 36,935 3
Social 18,313 10 1,10,909 16 - 0 1,265 2 673 1 1,31,160 10
Shopping 7,098 4 - 0 - 0 2,214 3 - 0 9,312 1
Recreation 7,325 4 53,400 8 - 0 2,214 3 - 0 62,939 5
Religious 3,934 2 1,72,525 24 716 0 475 1 42 0 1,77,691 13
Medical 2,441 1 12,323 2 9,300 3 949 1 3,997 3 29,009 2
Others 60,453 32 - 0 - 0 20,404 31 - 0 80,857 6
Total 1,87,723 100 7,11,660 100 2,68,808 100 66,444 100 1,28,283 100 13,62,918 100
2.9.4.5. Travel Modes

In order to estimate the ridership on proposed MRTS, it is prudent to understand the type
of modes used for travel in the present situation. Trips have been classified based on the
mode of travel. ‘Bus’ constitutes the maximum share (52%) as the mode of travel followed
by ‘Cars’ (14%) and IPT (20%). Combined share of rail metro trips constitute (9%) of the
total. It is interesting to note that 31% of E-I trips were performed using Rail/ Metro as
mode of travel indicating the dependency on Delhi Metro. Table 2.60 presents the travel
pattern by mode of travel.
Table 2.60: Overall Travel Pattern by Mode
Trip I-I I-E E-I E-E

Total %
Purpose Trips % Trips % Trips % Trips %
Car 77,273 11% 52,090 37% 25,302 8% 33,058 19% 1,87,723 14%
Bus 3,79,830 52% 60,599 43% 1,46,926 46% 1,24,304 73% 7,11,660 52%
Auto 2,18,021 30% 6,651 5% 37,963 12% 6,173 4% 2,68,808 20%
TW 43,422 6% 10,225 7% 7,107 2% 5,690 3% 66,444 5%
Rail/ Metro 17,156 2% 9,976 7% 99,047 31% 2,104 1% 1,28,283 9%
Total 7,35,702 100.0 1,39,541 100% 3,16,346 100% 1,71,329 100.0 13,62,918 100.0
2.9.5. Conclusions
A total of 13,62,918 passenger trips crisscrossed the study area on a given working
day. Out these trips 735,702 (54%) originated and destined within the study area (I-
I), 139,541 (10%) were originated within the study area and destined outside (I-E),
316,346 (23%) originated outside destined to locations within the study area (E-I).

Analysis of distribution of production indicates that 53% of trips produced from

Gurgaon are destined within Gurgaon only, 14 % are destined to Manesar and 23%
to other locations such as Noida, Jhajjar.
60% of trips originating from Delhi are destined towards Gurgaon and 7% to IMT
Manesar.
Analysis of distribution of attraction indicates that 31% of trips destined to IMT
Manesar are from Delhi and 27% from Gurgaon. 19% of trips attracted by Bhiwadi
are both from Delhi and Dharuhera and 11% from Gurgaon.
‘’Education’ trips have 3% share in overall trips
‘Bus’ constitutes the maximum share (52%) as the mode of travel followed by ‘Cars’
(14%) and IPT (20%). Combined share of rail metro trips constitute (9%) of the
total. It is interesting to note that 32% of E-I trips were performed using Rail/ Metro
as mode of travel indicating the dependency on Delhi Metro.
Of the nearly 112,168 passenger modes crossing the Road side O-D count stations,
nearly 41% had both origin and destination within the study area. And 40% had
either origin or destination within the study area. (Internal – External or External-
Internal [IE / EI]).
In Road side OD survey Overall ‘Work’ trips constituted (34 %) share , ‘Social’ trips
(45 %) followed by, ‘Education’ (10.4 %) and ‘Return Home’ (10%).
Out of the total 797,528 estimated industrial worker trips, 57 % were originating
within the study area (I-I) and 43% were originating outside the study area (E-I).
The reason for the high share of E-I trips is due to the proximity of the region to
Delhi.
A trend in industrial workers to settle in the parent city/town was observed in all
industrial areas except Udyog Vihar Gurgaon. The main reason for this pattern
observed can also be the lack of public transport facilities in the region.
Travel pattern of other industrial townships including Bhiwadi and IMT Bawal
indicate that more than 50% of their workforce comes from nearby areas such as
Bawal town and Dharuhera. Dharuhera is also a major contributor of industrial
workforce for Bhiwadi.
It was observed that in all 6 industrial areas, two wheelers are the most preferred
mode of transportation (58 – 90%), due to affordability, followed by bicycle (20 –
37%). Composition of cars in overall industrial trips was observed in the range of 5-
13%.
Industrial surveys revealed a maximum amount of trips have trip lengths in the
range of 1-10 Km. Trip lengths in the range of 10-15 Km also have substantial share
of 15-27% at all locations.
A total of 10 lakh (approximately) public transport trips were observed in the study
area, maximum trips were performed by buses (63%) followed by IPT (20%) and
Metro/ Rail (17%).
Terminal cum’ commuter survey revealed that most of the trips performed in Buses
as mode were from Internal to Internal zones (59%) followed by Internal to External

(38%) and External to Internal (2%). Share of Internal to Internal educational and
work trips were observed to be higher (73% and 25% respectively), due to
availability of monthly bus passes.
It was observed that most of the trips (68%) performed by the commuters
commuting via Public transport buses in the region have ‘Work’ as the major trip
purpose.
Out of the total Rail trips, 43% trips were destined from Internal to Internal (I-I),
33% trips were from Internal to External (I-E) and 24% trips were from External to
Internal (E-I). With work trips having the highest share (74%).
Metro trips 45% were destined from Internal to External (I-E) and 55% were
destined from external to internal zones (E-I).
2.10. Willingness to Shift/ Stated Preference Survey

In order to understand the perception towards a new public transport system, willingness
to shift/ stated preference survey was conducted for existing cars, bus, IPT, metro and rail
users who have their origins and destinations along the proposed MRTS route. A total of
1,000 (Rail 232, Bus 404, Metro 150, Cars 50) samples were collected. The section
discusses in detail the analysis and conclusions of Willingness to shift/ stated preference
survey.
2.10.1. Socio-Economic Characteristics of Public & Private Transport Users

Age Group
Share of users from young age group (<25) were higher in rail and bus with (60%) and
(50%) respectively as compared to car (6%) and Metro users (26%). Table 2.61 presents
the distribution of users, in percentage, by age groups, by type of mode used.
Table 2.61: Distribution by Age Group
Age Group
Type of Users
<25 25-44 45-60 >60 Total
Rail 60% 36% 3% 1% 100%
Bus 50% 45% 4% 0% 100%
Metro 26% 67% 7% 0% 100%
Car 6% 78% 16% 0% 100%
Literacy
The level of education is good among private transport users with maximum of Post
graduates are in the car user group (68 %). Graduates have high proportion of metro (59
%), rail (57%), bus (52%) & cars (32%) users. Higher Secondary level is the median
among Bus (33%) users.
Table 2.62 presents the distribution of transport users by their level of education.

Table 2.62: Distribution of Public Transport Users’ by Literacy Level

Literacy Level
Type of User Upto Higher Post
Graduate Others Total
Secondary Secondary Graduate
Rail 8% 28% 57% 4% 3% 100%
Bus 4% 33% 52% 8% 2% 100%
Metro 3% 31% 59% 6% 1% 100%
Car 0% 0% 32% 68% 0% 100%
Average Monthly Expenditure on Travel

Nearly 97% of the 2 wheeler users spend less than 3,000 on travel per month. Among car
users, the average monthly expenditure varies from 1,000 to more than 5,000. There is a
considerable share (28.1%) of car users whose monthly expenditure on travel exceeds
5,000 per month. Monthly expenditure also depends on trip frequency, out of entire car
users spending more than 5,000 on travel/ month, majority are daily travellers (67%)
while 27% of them travel once a week and 6% travel once a month. Figure 2.10 depicts
the distribution of car users with average monthly expenditure more than 5,000 based on
trip frequency.
Table 2.63 and Figure 2.10 presents the average monthly expenditures on travel for
transport users.
Table 2.63: Average Monthly Travel Expenditure
Average Monthly Expenditure on Travel ( )
Income Income
Type of Income
No Income between between Income
Users between
Income Upto 2,500 5,501- 10,001- > 20,000
2,501-5,500
10,000 20,000
Rail 1,507 1,000 1,280 1,800 2,143 2,528
Bus 1,056 1,100 1,155 1,716 2,261 3,953
Metro 2,500 2,200 - 2,303 3,074 4,281
Car 8,500 - - - 8,400 13,796
Private transport users under income

group up to 2,500 spend a substantial
amount on their monthly travel. The
general trend shows the increase in
expenditure depending on the increase in
monthly income (i.e. users in the high
income groups can afford a greater
expenditure on travel and vice versa.
Expenditure on travel as a percentage of
monthly income showed a decreasing
trend with the increase in income among
all the user groups irrespective of the type
of mode used. Figure 2.10: Average Monthly Expenditure on
Travel

2.10.2. Travel & Trip Characteristics of Private Transport Users

Travel Time per trip
38% of the rail users and 31% of metro users spend more than 45 minutes per trip. 44%
bus user spends more than 30 minutes per trip and 40% car user spend more than 90
minute per trip. Table 2.64 and Figure 2.11 presents the travel time per trip for users of
different type of modes.
Table 2.64: Distribution by Trip Travel Time (Minutes)
Users < = 30 31-60 61 -120 121-180 181-240 > 240 Total

Rail 20% 38% 31% 6% 2% 5% 100%
Bus 22% 44% 26% 4% 1% 2% 100%
Metro 18% 31% 27% 22% 2% 0% 100%
Car 0% 0% 40% 30% 16% 14% 100%
Figure 2.11: Average Travel Time per Trip

Trip Purpose
‘Work’ and ‘education’ purpose accounted for a major share of the total trips produced
irrespective of the type of mode used. The share of ‘work’ trips were higher among metro
users (77%) followed by bus (57%), rail (47%) and car (38%) respectively. Figure 2.12
shows the distribution of private transport users by trip purpose.
Figure 2.12: Distribution of Respondents by Trip Purpose and Mode

Trip Cost (Origin to Destination)

Nearly 76% of the bus users spend more than 50/ trip while 69% of the rail users spend
less than 50 / trip. About 52% of car and 48% of metro users spend 50 to 100 as trip
cost. Table 2.65 presents the distribution of private transport users by their cost incurred
per trip.
Table 2.65: Distribution of Transport Users by Trip cost
Trip Cost (Rs) (%)
Type of User
<=50 51-100 101-200 >200 Total
Rail 69% 22% 7% 3% 100%
Bus 76% 17% 5% 2% 100%
Metro 51% 48% 1% 0% 100%
Car 6% 52% 14% 28% 100%
Trip Frequency
Survey results show that majority of the metro (81%) and bus (80%), users make daily
trips twice a day. The distribution of respondents by their trip frequency is presented in
Figure 2.13.
Figure 2.13: Distribution of Respondents by Trip Frequency
2.10.3. Perception of Public Transport System

Opinion was enquired from all the respondents on preference of public transport modes
including perceived importance of different service attributes.
Opinion of Private Transport Users on Existing Public Transport System
Private Transport users were asked to state their reasons for not choosing public transport
at present. Each respondent has stated multiple reasons for not choosing public transport.
Opinion regarding the existing public transport system (buses) was found to be similar
amongst car users i.e. poor route coverage followed by high fares, irregular frequency and
unreliable service. More than one-third of the respondents also stated poor safety and need
to walk to the bus stop/railway station as reasons for not choosing the public transport.
Nearly 78% of metro users were satisfied with the performance of metro as a mode of
public transport.
Table 2.66 describes the distribution of users by their reasons for not choosing public
transport.

Table 2.66: Users’ Perception for Existing Transport System

Perceived Problems Rail Bus Metro Car
Too few buses/rail services 2% 2% 1% 2%
Unreliable service 14% 9% 1% 32%
Irregular frequency 7% 10% 3% 24%
Poor route coverage 37% 23% 5% 20%
Excess transfer requirements between routes 5% 9% 3% 8%
High fares 14% 27% 6% 4%
Poor quality vehicles 10% 10% 1% 8%
Mistreatment of passenger by crew 1% 3% 1% 0%
Unhealthy competition between operators 1% 1% 1% 0%
Satisfactory with the Performance 9% 6% 78% 2%
Ranking of Mode Choice

Respondents were asked to rank their preference of modal choice between Bus, Commuter
Rail and Metro on a scale of 1 to 3. Majority of the existing private transport users (metro-
98%, bus 92%, Rail 73% & car 68%) expressed their opinion in favour of metro rail
ranking it as their first choice. However, there was a mixed opinion among the private
transport users regarding their second choice. A considerable share (65%) of the existing
bus users has ranked commuter rail as their second choice. Irrespective of type of mode
used at present, predominant share of the respondents considered Bus as their last choice.
The percentage distribution of the respondents based on ranking of mode choice is
presented in Table 2.67.
Table 2.67: Distribution of Respondents by Ranking of Mode Choice
Type of Mode
Existing User Type Bus Commuter Rail Metro
1 2 3 1 2 3 1 2 3
Rail 4% 35% 60% 23% 61% 16% 73% 4% 23%
Bus 7% 27% 65% 1% 65% 34% 92% 8% 0%
Metro 1% 97% 2% 1% 1% 98% 98% 2% 0%
Car 32% 64% 4% 0% 4% 96% 68% 32% 0%
2.10.4. Reasons for Favourable opinion

Tables 2.68, 2.69 and 2.70 present the distribution of reasons for preference of Bus,
Commuter Rail and Metro services respectively. This has been expressed as a percentage
of respondents who have considered that particular mode as their first choice in Table
2.64. Alternatively, the following tables present the potential to choose a particular mode
because of reasons like minimal walking distance to stop/station, frequent service, less
cost, less travel time, riding comfort, safety, etc.

Table 2.68: Distribution of Respondents by Reasons for choosing Bus as Most Preferred
Mode
Less More
Riding Access to bus
Type of Users Less Fare Travel frequent Others
Comfort stops/stations
Time service
Rail 10% 90% 0% 0% 0% 0%
Bus 55% 35% 10% 0% 0% 0%
Car 12% 88% 0% 0% 0% 0%
Table 2.69: Distribution of Respondents by Reasons for choosing Rail as Most

Preferred Mode
Reason for choosing Rail as the Most Preferred Mode
Type
Less More
of Riding Access to bus
Less Fare Travel frequent Others
User Comfort stops/stations
Time service
Rail 21% 79% 0% 0% 0% 0%
Bus 25% 25% 25% 25% 0% 0%
Metro 0% 100% 0% 0% 0% 0%
Table 2.70: Distribution of Respondents by Reasons for choosing Metro as Most

Preferred Mode
Type Less More
Riding Access to bus
of Less Fare Travel frequent Others
Comfort stops/stations
User Time service
Rail 14% 75% 1% 9% 1% 0%
Bus 35% 56% 5% 2% 1% 1%
Metro 3% 85% 10% 2% 0% 0%
Car 3% 97% 0% 0% 0% 0%
2.10.5. Willingness to shift to Metro

Service attributes required to Shift
Opinion was solicited in favour of less travel cost, less travel time and more comfort level
and results were expressed as percentage of total respondents of respective modes used at
present. The respondent’s willingness to shift by their preference for certain service
attributes are presented in tables below. It can be seen that irrespective of type of mode
used at present, respondents in general preferred savings in time followed by increased
comfort level.
Desired Savings in Travel Time
Respondents were asked to choose their desired Savings in Travel Time of a set of
alternatives given by them. More than 30% of the existing private transport users preferred
a savings in travel time up to 30%. Table 2.71 and Figure 2.14 presents the percentage
distribution of respondents by their desired savings in travel time by the type of modes
used.

Table 2.71: Cumulative Shift by Savings in Travel Time

Desired Savings in Travel Time (%)
Modes
10 20 30 40 50 60
Rail 4% 14% 38% 74% 91% 92%
Bus 6% 30% 53% 74% 90% 92%
Car 5% 24% 35% 75% 95% 96%
Figure 2.14: Shift to Metro based on Desired Saving Travel Time
Desired Increase/ Savings in Travel cost

More than 40% of Respondents desires to shift with 10-20% of increase travel cost for all
modes. Table 2.72 and Figure 2.15 presents the cumulative shift by desired saving in
travel cost.
Table 2.72: Cumulative Shift by Savings/ Increase in Travel Cost

Acceptable Increase in Cost
Modes
10 20 30 40 50 60
Rail 67% 28% 14% 10% 6% 6%
Bus 67% 17% 8% 7% 4% 4%
Car 86% 4% 0% 0% 0% 0%

Figure 2.15: Cumulative Shift by Savings/ Increase in Travel Cost
Likelihood of Choosing Metro

As a part of the Stated Preference survey, private transport users were asked to give their
opinion on their likelihood of choosing metro and their willingness to shift to metro under
preferred conditions. Opinion was enquired from all the respondents on preference of
metro including perceived importance of level of comfort and paying extra to the facilities
for their comfort. About 98% of car users & 82% of bus user like to chose metro as their
mode of travelling. Table 2.73 and Figure 2.16 presents the distribution of respondents
by likelihood of choosing metro.
Table 2.73: Distribution of Respondents by Likelihood of choosing Metro
Likelihood of choosing metro
Type of
Very much Not at all
User Likely Can’t say Not likely
likely likely
Rail 52% 42% 3% 1% 1%
Bus 82% 17% 1% 0% 0%
Metro 61% 36% 1% 1% 1%
Car 98% 2% 0% 0% 0%
Figure 2.16: Distribution of Respondents by Likelihood of

choosing Metro

2.10.6. Conclusions
Low share of senior citizens in public transport modes, with metro being most
preferred by 7%.
Among public modes higher secondary to graduate education is the highest, while
car users consists of 68% post graduates.
Expenditure on travel as a percentage of monthly income showed an increasing
trend with the increase in income group with large share of car users is in high
income group.
Highest share of bus users have a trip length of 30-60 mins and metro 60-90 mins
while car users have longer trip lengths.
‘Work’ purpose was predominant among the respondents. With highest share
among metro users (77%).
Majority of the metro (81%) and bus (80%), users make daily trips twice a day.
One-third of the respondents stated poor safety and need to walk to the bus
stop/railway station as reasons for not choosing the public transport.
Majority of the existing transport users (metro-98%, bus 92%, Rail 73% & car
68%) expressed their opinion in favour of metro rail ranking it as their first choice
Long waiting time followed by absence of flexibility and lack of comfort were the
main reasons cited by the private transport users for not availing the public
transport system
Unreliable service, irregular frequency and poor route coverage are the reasons
problems of public transport mode as perceived by car users.
40% of rail users are willing to shift if the travel time can be reduce by 30% at an
increased cost of 10%. Similarly 50% of bus users will be shifting if travel time is
reduced by 30% at an increased cost of 15%. Car users have responded with 30%
shift to metro if the travel time is reduced by 30% at an increased cost of 10%.

3
TRAVEL
DEMAND MODEL & MRTS
RIDERSHIP FORECAST
3.1. Background
In the present study a four stage urban transport planning system (UTPS) model has been
used to simulate the travel demand pattern of internal-internal trips in the study area. The
analysis of information obtained from road side interview, terminal surveys, traffic counts,
network speed, capacity and other travel demand data together with socio-economic and
other planning information at zonal level forms the data base to develop the various
components of travel demand model.
3.2. Modelling Approach
The four stage modelling had a number of key steps:
Data was cleaned and expanded and combined into matrices to describe
existing surveyed movements by all modes.
Built network in VISUM - 13 travel demand modelling Software, based on link types.
Link type was followed by network hierarchy i.e., expressway, national highways, state
highways, district roads and other roads, etc. Added transport system mode wise and
insert major parameters to network like speed, number of lanes, capacity etc,.
Estimates gravity parameters based on KALIBRI model using PTV VISUM, and generate
‘a’, ‘b’ and ‘c’ values mode wise.
Prepare current travel time, travel distance and impedance matrices using PrT skim
matrices by mode wise.
Generate trip generation using production, attraction and matrix balancing factors, and
developed regression equations using population with productions and employment
with attractions.
Trip distribution developed on VISUM based gravity model using travel time utility
function and combined function of a, b and c values and prepare mode wise calibrated
matrices.
Abstract Choice Logit model used for developing mode choice model. For mode shift
from present mode to future mode i.e. metro, different combinations like two wheeler
– metro, car – metro, bus – metro and IPT to metro and preparing utility function
based on travel time, waiting time, cost and other parameters to understand the shift.

A model was developed to determine the existing and future travel patterns by each
mode. The model provides trip pattern and volumetric data and costs of travel. The
modelled data was calibrated to counts on the road network.
The MRTS network was added to the VISUM model as a separate mode and
journey distances, times and costs derived.
A mode split model was developed using the data from the VISUM model and the
results of the stated preference survey/willingness to pay described in Chapter 2
The mode split model produced forecasts of movements by proposed MRTS at a matrix
level in accordance with travel time and fare. A number of scenarios were produced
to determine the sensitivity of the forecasts to these key parameters.
The MRTS matrices were assigned to the VISUM network in order to derive
flows on the MRTS.
Figure 3.1: Methodology for Travel Demand Model

3.3. Study Area Zoning

Based on the projected Landuse and also in accordance with the planning boundaries, the
study area has been divided in to 58 internal zones and 20 external zones making a total of
78 zones (refer Chapter 3). The division of study area in to Traffic Analysis Zones (TAZ) is
detailed as follows.
Gurgaon District – 36 zones
Rewari District – 19 zones
Alwar District – 3 zones
External zones – 20 zones
3.4. Base Year Network Building
The base map was updated using the road maps and the master plans prepared by various
authorities in the study region and same has been superimposed on the Google Earth
image and the network was updated accordingly for any missing links. This has been
further checked on ground to include any additional links and nodes.
3.4.1. Highway Network
Highway networks provides the basis of estimating zone-to-zone travel times and costs for
the trip distribution and mode choice models and for trip routing in the vehicle and transit
assignments. The transport network in the study area includes road network, public
transport (bus & rail) network and metro network. The Gurgaon-Bawal network comprises
of an integrated network of urban and rural roads comprising NH, SH, MDRs & ODRs. It
also contains substantial quantum of urban road network within GMUC and Dharuhera
urban areas. The composition of road network system is indicated in Table 3.1.
Table 3.1: Study Area Road Network
Road Type Study Area Road Length (kms)
National Highway 205
State Highway 138
Major District Road 58
Total 401
The primary road network within study area included all Expressways, National Highways,
State Highways, Major District Roads and other District Roads. Attribute data like road
lengths, widths, capacity, carriageway, ROW etc were collected and coded for each link
including speeds and travel time. In all 401 km of network within the study area was
covered as part of road inventory and speed and delay surveys. Table 3.2 describes
different types of links in the study area.
Table 3.2: Link Details
Link Type No of Lanes
1 Single Lane
2 Intermediate Lane
3 Two Lane
4 Two Lane with paved shoulder
5 Three Lane
6 Four Lane

7 Four Lane with paved shoulder

8 Six Lane
9 Eight Lane
Other Links
7 Commuter rail network
8 Connection from road to commuter
9 Zone Centroid to road (walk)
10 Zone Centroid to commuter train( walk/ rickshaw/ TW)
11 Metro Network
12 connection from road to metro
13 Zone Centroid to metro
For purposes of the model, roadway capacities by functional classification are set utilizing
recommendations of IRC 106 (Guidelines for Capacity of Urban Roads in Plain Areas) & IRC
64 (Guidelines for Capacity of Roads in Rural Areas). Representative capacities for various
urban and rural road links by type are listed in Tables 3.3 and 3.4 below:
Table 3.3: Capacity for Urban Roads
Type of Design Service Volume Capacity (PCU/Hr)

Carriageway (PCU/Hr)*
Arterial Sub-Arterial Collector Arterial Sub-Arterial Collector
2L-1WAY 2400 1900 1400 3429 2714 2000
2L-2WAY 1500 1200 900 2143 1714 1286
3L-1WAY 3600 2900 2200 5143 4143 3143
4L-Undivided -2W 3000 2400 1800 4286 3429 2571
4L-Divided--2W 3600 2900 5143 4143
6L-Undivided-2W 4800 3800 6857 5429
6L-Divided-2W 5400 4300 7714 6143
8L-Divided-2W 7200 10286
*Source: IRC 106 (Guidelines for Capacity of Urban Roads in Plain Areas)
Table 3.4 : Capacity for Rural Roads
Type of Carriageway Design Service Capacity Capacity

(Rural) Volume (PCU/day)* (PCU/day) (PCU/hour) **
Single Lane 2000 4000 320
Intermediate Lane 6000 12000 960
Two Lane 15000 30000 2400
Four Lane 35000 70000 5600
*Source: IRC 64 (Guidelines for Capacity of Roads in Rural Areas). IRC guidelines indicate that recommended design service
volume is derived on the basis of peak hour factor of 8-10% of the AADT.
** Peak hour capacity is arrived on the assumption of 8 % peak hour factor.
Links are coded to identify numerous link attributes including the following:
Functional classification,
Link type,
Number of lanes,
One or two-way traffic identifier,
Capacity,
Length,
Speed,
Volume

3.4.2. Public Transit Network

The public transit network is a computerized representation of the major transit systems in
the study area. In the Gurgaon-Bawal Transport Model (which uses the VISUM 13
software), the transit network is essentially an overlay on the road network. It is specified
primarily by designation of bus transit lines on the road network. Public Transport network
includes all roads on which public transport buses/ para transit as well as the suburban rail
network/ metro operate. Details of bus routes, frequencies, seating capacities, maximum
load factor and fares were collected for public transport buses. The rail based transit
network includes metro network. The base year transport network is shown in Map 3.1.
3.5. Development of Matrices
Public transport O-D matrix contains all person trips made by the public transport mode,
i.e. bus, Sub Urban Rail, Metro and shared Auto rickshaw. The highway O-D matrix consists
of person trips made by private vehicles and commercial vehicles. Roadside passenger
interview data, data from Rail and Bus passenger surveys were used to develop observed
mode-wise trip matrices. Please refer Section 2.9.4.1 for detail.
3.6. Base Year Travel Demand
Nearly 13.6 lakh passenger trips are performed daily by road and rail (commuter) in the
study area in the base year Table 3.5. The Internal – Internal trips observed were nearly
7.3 lakhs trips daily while through trips were nearly 1.7 lakhs per day.
Table 3.5: Base year Daily Passenger Travel Demand
Zones Persons Trips % Share

Internal-Internal 7,35,702 54
External-Internal 3,16,346 23
Internal-External 1,39,541 10
External-External 1,71,329 13
Total 13,62,918 100
3.6.1. Trip Generation

Trip generation models in the present study have been conceptualised as under:
Internal-Internal Trips - Regression Models
Other Trips - Elasticity Based Growth Rate Model
(IE, EI & EE)
The trip generation models for modelling Internal-Internal trips using regression analysis
have been developed, based on the various independent variables. A number of variables
including: Population, Population & Accessibility, Employment and Employment Weighted
Simple Accessibility. Finally Population and Employment were selected. Keeping in view the
demographic scenario of the region, 58 traffic zones of Gurgaon-Bawal are grouped into
two categories for the trip end model Table 3.6.

237
570
63 1156
NH
1
1054
432 1030
1025
NH 71
NH 67
10
1061
1160
637
886 1057
1058 1062 1065

64
1152
1056 1162
61
New Delhi 24
1066 NH
66
60 672
302
20
320 Jhajjar 864
1161
1146 1067
1148
1164 1153
542
1069 1151
1145 1163
1076
16
8
1165
NH
1070
65
17 2
NH
1 1075 1147
1077
3
2
18 1149
1068
1003 1123
827 850 898
840
738 1124 1073 1122
15
593
685
6830 1142
1029 5 4 1121
1136 68
32 695 755 Gurgaon
1125 1071
12
841
19 1135 1141
821 1132
5
Farukh Nagar
582
646 11
881
763 1129
1031 20 10 1133 1134
1170 823
23 1128 13
584 7 873
861
322 35 21 9 1131
1166
24 1169 14
888
832
1140
22
26 8
28 25
1086 1085
1139 1083 1171
29 78
1087 1089
1091
Manesar
1080
27
1088 1093 1078
428
Kanina 30
7 1
13 31
NH
9 500
55
Patudi
36 1137
2
34
573
Bilaspur
33
836
210
565
289
53
213 37 38
Dharuhera 721
1116
269 1B
568
1111
696
NH 7
414 489
356
Rewari 1020
108 203
234 281
39
54 56 1095
1173
158
224
Bhiwadi
196 52
40
370
1174 41
51
62
50 254 57
1175
49 42 774
58
48 205
4
1172
43
110
47
Bawal
166
46
45 44
136
1009
59
1120
8
NH 574
14
VISUM 13.00 PTV AG Map 3.1

8-1 Base Year Coded Transport Network
Table 3.6: TAZs for Trip Generation Modelling
S. No. Group No. of TAZs

1 GMUC 27
2 MBIR 31
Total 58
Table 3.7 shows the population and employment of different spatial units in Gurgaon-
Bawal as per the stratification in the base year.
Table 3.7: Base Year Population and Employment of Administrative Units
Administrative Urban
S. No TAZs Population Employment
Units Centers
1 GMUC Gurgaon & Manesar urban Area 1 - 29 10,30,682 8,19,824
Villages in Manesar &
3 Manesar Tehsil 30- 35 2,37,446 39,451
Farrukhnagar Tehsil
4 Pataudi Pataudi Tehsil 36 1,25,885 16,022
5 Dharuhera Dharuhera 37- 39 1,48,529 35,724
IMT Bawal, Bawal Town &
6 MBIR 40- 50 2,03,793 1,10,000
villages in MBIR
Rewari Town , Rewari Tehsil &
8 Rewari 51- 55 6,68,933 1,09,028
Kosli Tehsil
9 Bhiwadi BTK 56- 58 2,15,476 58,013
10 SNB Shahjahanpur-Neemrana- Behror 59 4,49,128 37,643
Total 30,79,874 12,25,705
The best fit regression equations used in the trip productions and attraction models have
been arrived at after carrying out rigorous simple and multiple linear regressions taking into
considerations a number of independent variables and finally selecting most appropriate
variable which best fits the observed data. Parameters in the regression equations are
optimized not only on the basis of R2 but also their ability of optimum predictability. The t-
statistic obtained indicates that the equations are statistically significant at 5% level of
significance. Table 3.8 shows various variables considered in trip end models
Table 3.8: Dependent and Independent Variables for Trip Productions & Trip
Attractions
Independent Variables Dependent Variables

Population Total Productions
Employment Total Attractions
3.6.1.1. Trip Production Model

Trip production analysis is used to estimate the amount of trips produced by each TAZ.
Various trip production and attraction equations that were formulated are shown in Table
3.9.
Table 3.9: Regression Equations for Trip Production
TAZs Equation R2
GMUC Zones y = 0.3652x+ 5524 0.919
Rest of area y = 0.0813x+ 9448 0.247

Separate trip generation equations were developed for TAZs falling under Gurgaon Manesar
Urban Complex (GMUC) and for rest of the zones. As mentioned in the table above, the trip
production rate of GMUC has been adopted as 0.365. The generation equations of GMUC
were also used on MBIR zones in the horizon year for estimation of Trip Generations in
2021, 2031 and 2043. The basis for adopting GMUC equations for MBIR zones is because of
the fact that MBIR at present is all rural and once developed it will reflect similar kind of
travel behaviour in terms of trip generation rates as of GMUC. Table 3.10 shows the trip
production for various spatial units in study area in the base year.
Table 3.10: Trip Production for Various Spatial Units in Study Area
Spatial Stratification Trip Production Ends

Gurgaon 7,42,719
Manesar 95,420
Patuadi 20,486
Dharuhera 40,916
Bawal 1,45,755
Rewari 92,175
Bhiwadi 49,251
SNB 28,209
Total Study area 12,14,931
3.6.1.2. Trip Attraction Model

Trip attraction analysis is used to estimate the amount of trips attracted by each TAZ. Trip
attraction equations that were formulated are shown in Table 3.11.
Table 3.11: Regression Equations for Trip Attraction
TAZs Equation R2
Study Area y = 0.6097x+ 1908 0.986
Table 3.12 presents the trip attraction for various spatial units of study area in the Base
Year.
Table 3.12: Trip Attraction for Various Spatial Units in Study area
Spatial Stratification Trip Attraction Ends

Gurgaon 7,55,005
Manesar 1,16,721
Pataudi 16,580
Dharuhera 34,686
Bawal 1,15,854
Rewari 93,285
Bhiwadi 48,695
SNB 34,106
Total Study Area 12,14,931

The Scatter plots for the Trip End generation models are presented in Figure 3.2 and 3.3.
Figure 3.2: Scatter Plot for Trip Production Model
Figure 3.3: Scatter Plot for Trip Attraction Model
3.6.2. Trip Distribution

Trip distribution is determination of a total demand matrix per demand stratum from origin
and destination demands of the individual zones by relevant matrix of travel time. For Trip
distribution, VISUM model is based on a gravity model developed by travel purpose. The
impedance function within VISUM was used to develop the utility function used based on
travel time. These values were reviewed against the base Matrix Tools matrix for work
trips and against the known distribution for education trips and other trips. The trip
distribution model in this study is accomplished using gravity model with the following
features:
Model is based on observed trip lengths and distribution obtained from OD trip
tables as captured in the 2013 origin-destination surveys;
Model excludes walk trips
For calibrating friction factors, the generalized cost used in the model is the
composite impedance
A Combined gravity model function was applied to the work, education and other trips. The
Combined model has the form:

with:
where :-
Gij value for the utility between zones, i.e. travel time from zone i to zone j.
Oi Origin zone i
Dj Destination zone j
k Location factor (attractiveness)
‘a’, ‘b’ & ‘c’ gravity model parameters
Base year Travel demand model was calibrated in VISUM, using “Estimating Gravitation
Parameters (KALIBRI)” function. Based on KALIBRI function a, b and c values were
estimated. Table 3.13 presents mode wise calibrated gravity model parameters.
Table 3.13: Gravity Model Parameters
Modes a b c
Car 0.008 0.584 -0.010
Tw 0.012 0.367 -0.019
Private Bus 0.076 0.283 -0.036
Auto 0.275 0.165 -0.088
Based on above a, b and c values calibrated mode wise matrices were developed, these
matrices were then assigned to the coded base year network in a multiple assignments of
car, two wheeler, private bus and auto matrices.
Average Trip Length
The average trip length distribution for car trips, private bus trips and auto trips are
illustrated in Figures 3.4, 3.5, 3.6 and 3.7 as a calibration check on the demand matrix
distribution.
Figure 3.4: Trip Time Frequency Distribution for Car Trips

The trip length distribution for car trips indicates the maximum trips are going range of 55
– 70 min.
Figure 3.5: Trip Time Frequency Distribution for Bus Trips
The trip length distribution for private bus trips indicates the maximum trips are going
range of 50 – 60 min.
Figure 3.6: Trip Time Frequency Distribution for Auto Trips
The trip length distribution for private bus trips indicates the maximum trips are going
range of 45 min.
Figure 3.7: Trip Time Frequency Distribution for Two wheeler Trips

The trip length distribution for two wheeler trips indicates the maximum trips are going
range of 30-35 min.
3.6.3. Generalised Cost Estimation

Generalised cost consists of the monetary and non-monetary costs of a Journey.
Monetary or “out-of-pocket” costs might include a fare on a public transport journey, or the
costs of fuel, wear and tear and any parking charge, toll or congestion charge on a
personal mode journey. Non-monetary costs refer to the time spent undertaking the
journey. Time is converted to a money value using a value of time figure, which
usually varies according to the traveler’s income and the purpose of the trip.
The generalised cost is equivalent to the price of the good in supply and demand
theory. Demand for journeys can be related to the generalized cost of those journeys using
the price elasticity of demand. Supply is equivalent to capacity (and for roads, road
quality) on the network. The cost of travel (C- generalised cost) between the zones has
been estimated based on skims from the highway and Public Transport assignment. The
estimated mode wise generalized cost will then be utilized as an input parameter in mode
choice model.
Skims of travel time and travel distance are taken from the final assignments. These skims
are used in the estimation of generalised cost. Generalised cost matrix is estimated for all
modes and purposes. Once estimated, Generalised cost will be used in the utility equations
of modal split model for the purpose of substantiating the probability of choosing a mode
based on respective time and cost of travel between a pair of origin and destination zones.
The generalized cost, GC, is worked out for Public Transport as
GC = PT Cost + PT time * VOT
The generalised cost, GC, is worked out for Private Vehicles (TW, Car) as
GC = Distance Travelled x VOC + VOT x Travel Time
The Generalised cost for IPT modes (Auto Rickshaw)
GC = Distance Travelled x Fare per Km + VOT x Travel Time
Where,
GC = Generalised Cost in Rs
VOT= Value of Time in Rs/hr
VOC= Vehicle operating cost in Rs/ Km
Vehicle Operating Cost (VOC), Rs/Km for Private Modes: Vehicle Operating Costs
(VOC) refers to cost of operating any vehicles for unit length. The cost normally includes
cost of fuel, lubricants, tyres, crew, etc. these costs have been adopted based on the
current market prices of respective items. VOC vary with speed and network type.
Considering the average running speed and network type as obtained from Road Network
Inventory, Speed and Delay Survey, VOC for the private vehicle was estimated for
respective road network. The updated VOC on each road network along with public
transport fare and toll (if any) will then be utilized to generate zone to zone cost skim
matrices that will be fed in to the modal split model for substantiating the utility of a

particular mode based on time and cost of travel for a particular mode between a pair of
zones. VOC based on prevailing speed conditions of road network was estimated as per the
process described in the “Manual for Economic Analysis of Highway Projects in India, IRC
SP-30”. VOC values as estimated are presented in Table 3.14
Table 3.14: Mode wise VOC (Rs. /Km) for base year
S.No Mode Rs./km

1 Car 10.2
2 TW 3.15
3 Public Transport Fare
Value of Travel Time (VOT): Traveler’s value of time can be estimated from the degree
to which they are either willing to pay money to save travel time or incur extra
travel time to save money. In order to apply this approach to the valuation of travel time it
is necessary to estimate average income and travel time cost. In order to estimate VOT,
wage rate approach has been used. Average monthly salary was derived based on the
responses of respective mode users during the ‘Willingness to Shift’ survey. Considering 8
working hours in a day and 22 working days, mode wise hourly wage was derived, which
was then weighted with modal composition in order to estimate Value of Time (VOT). The
VOT values as estimate are presented in Table 3.15.
Table 3.15: Mode-wise VOT (Rs./Hour/Person)
S.No Vehicle Class Value of Time

1 Car 222.08
2 Two wheeler 157
3 Bus 107.06
3.6.4. Mode Choice Model

The mode choice step estimates the model trips separated by the competing modes of
travel available in the region. The mode choice step is commonly estimated using logit
models: multinomial logit, incremental logit, and nested logit models. The logit model is a
mathematical formulation which estimates the probability of choosing a specific mode
based on attributes such as time, cost, level of service etc.
In this model there are four modes: car, two-wheeler, private bus and auto, each mode has
a level of utility, which is a measure of the attractiveness of a mode for travelling between
a set of origin and destination. Therefore, the utility is a linear combination of properties/
attributes of mode not depending on the OD pair, these attributes include travel time,
travel distance and fare.
Also, similar to destination choice model, different utilities can be specified for different
demand strata. Therefore, the utility can be segmented by purpose category such as, work,
education and others. The result is a utility for each mode for each mode for each demand
strata for each OD pair.

Individuals choose the alternative that maximizes the individual's utility. Utility expression is
used to determine the total utility of the MRTS. The higher the Utility value, the more the
MRTS is preferred by the sampled population. A higher utility value means that the MRTS
attributes are more attractive to the individual commuters and thus a more
preferred option. On the other hand, the lower the Utility value, the less the MRTS is
preferred meaning that the MRTS attributes are less attractive to its potential users i.e. the
commuters.
3.6.4.1. Utility Equation Derivation
The first step of modal split model is developing Utility Equations for all the modes being
used in the base year. The utility functions, derived out of the choice sets help to observe
the relative attractiveness of each alternative mode, for a given trip. The contribution of
each attribute to a utility of an alternative mode is indicated by the sign of its
coefficients. A positive value indicates a positive impact on the utility and opposite
applies to a negative value. The correlation of various attributes was analyzed in
MiniTAB. Depending upon the value of standard error coefficient and significance value the
selection of the attribute/ choice set was done for derivation of utility equation.
The inclusion and exclusion of the variables is dependent on their significance test.
If the parameter of a variable is giving very low significance test results, they are excluded.
Based on this theory various models were developed which are described below.
This utility expression was used to determine the total utility of the MRTS. In this case a
high utility value indicates that the commuters preferred the MRTS more and thus the
MRTS will be more attractive to its potential users. On the other hand, a lower Utility value
indicates that the commuters preferred the MRTS less meaning that the MRTS will
be less attractive to its potential users i.e. the commuters. A typical formation of a utility
equation is discussed in equation 1.
Uijm= am + 1.1 X1 + 2.1X2 + 2.9X3 ……………1
Where,
Uijm is the utility of mode m from zone i to zone j,
am is the mode specific constant,
X1, X2, X3 are the critical attributes (time, cost, distance), and
1.1, 2.1 & 2.9 are their attribute specific coefficients.
The calculation of probability for choosing mode ‘m’, is mentioned in the subsequent
sections’ (refer Equation 2).
In the present Attribute Specific Multinomial Logit Model has been used for predicting the
diversion from other modes to MRTS based on consultations with Transportation Planning
Expert of DMICDC. The results of the same model are discussed in the following sub-
sections.
3.6.4.2. Attribute Specific Multinomial Logistic Model
It is based on the theory that when making choices, people perceive goods & services
indirectly in terms of their attributes, each of which is weighed identically across choices.
Thus, trip makers rate two different modes having identical time, cost & level of service to
be similar. The constant term in the utility equation is meant to capture the effect of

variables that are not included in the model. However in practical applications it is unlikely
that a given set of competing modes will be identical in these excluded attributes. Thus, it
is reasonable to capture these unexpressed differences by calibrating for alternative specific
constants by weighing the explicitly identified attributes across modes by utilizing any of
the modes in the choice set as base mode.
Based on the theory, mode wise utility equations and their respective coefficients derived
using attribute specific multinomial logistic regression are presented Table 3.16.
Table 3.16: Output of Multinomial Logit Model
Predictor
Coeff. SE Coeff P-value
Constant
Mode 1 0.91 0.932918 0.000
Mode 2 1.51 1.011915 0.003
Mode 3 2.40 1.033921 0.045
Mode 4 2.91 1.549122 0.022
TT 0.19 -0.001995 0.032
TC -.021 0.016449 0.001
where,
Mode 1, 2, 3 & 4 represent two wheelers, Car, IPT & Bus respectively. ‘TT’ & ‘TC’ represent
Travel time & Travel Cost respectively.
To ensure the accuracy of the model various statistical tests were done for each user group
of the mode choice models. The model was tested using the standard error coefficient & P-
value. The utility equations derived after the above statistical analyses are discussed as
follows:
i. Car
Utility Function = Constant + (Travel time matrix * Coefficient of Travel time) + (Travel
cost matrix * Coefficient of Travel cost).
Mode Constant Coeff. Travel time Coeff. Travel cost

Car 1.51 0.19 -0.021
ii. Two wheeler

TW 0.91 0.19 -0.021
iii. IPT

IPT 2.40 0.19 -0.021
iv. Bus

Utility Function = Constant + (Travel time matrix * Coefficient of Travel time) + ( travel
BUS 2.91 0.19 -0.021
v. MRTS

MRTS 3.11 0.19 -0.021
The attribute specific multinomial logit model calculates the probability of choosing mode
‘m’ if disaggregate or the proportion of traveler’s in the aggregate case that will select a
specific mode K according to the relationship given in equation 2.(refer Mode Choice
Model, page no. 124, Fundamentals, VISUM 12.5):
………………….2
Where, Tij is the total number of trips of the demand stratum in the relation to zone i-j, Tijm
is the number of trips made by mode m & c is a procedure parameter.
3.6.4.3. Model Validation
The output of the mode choice model (i.e. modal data) is compared with the observed data
to determine the prediction accuracy of the model for base year scenario.
The mode choice was applied to the daily matrices in order to generate daily trip matrices
for cars, two wheeler, bus, auto and rail/metro. The model split was based on observed
data. The comparison of the predicated and observed mode share for the study area gave
an accuracy of ±15%. The results of the observed and predicted mode shares for the trips
within the area are given in Table 3.17.
Table 3.17: Output of Model Validation
Mode Share(Base Year)

S.No Mode
Observed Predicted
1 Car 1,87,723 1,65,241
2 Two wheeler 66,444 75,646
3 IPT 2,68,808 2,99,049
4 Bus 7,11,660 7,15,218
5 Rail/Metro 1,28,283 1,07,762
Total 13,62,918 13,62,918

After establishing the prediction accuracy of the model, the next step is to predict the trips
diverted from the existing modes to the future mode. The first step in that was the
selection of mode specific constant for MRTS which has been selected on the basis of
expert opinion, experience & the criteria that MRTS offers a service that is comparable or
better than the existing mode of public transport i.e. Bus service.
3.6.4.4. Fare Sensitivity
In order to test the sensitivity and possible on impact on MRTS ridership, with respect to
cost of travel, 2 separate fare structures were used. These are DMRC and Model
Concession Agreement (MCA) fare structures. DMRC fares are those that are presently
being charged by DMRC on Delhi Metro and MCA fares are those recommended by Planning
Commission in their MCA document for encouraging private participation. Table 3.18
presents the fare structures and distance slabs for DMRC and MCA fare scenario.
Table 3.18: Fare Structure
DMRC Fares MCA Fares
Distance Slab
Fare Fare Fare Fare
(Km)
(Rs./Km) (Rs.) (Rs./Km) (Rs.)
0-3 5.3 8.0 8.68 13.0
3-7 2.6 13.0 4.17 20.8
7 - 12 1.7 16.0 2.74 26.0
12 - 20 1.3 20.0 2.03 32.6
20 - 30 1.0 24.0 1.56 39.1
30 - 45 0.7 28.0 1.22 45.6
45 - 60 0.6 31.0 1.02 53.4
60 - 75 0.5 34.0 0.87 58.6
75 - 90 0.4 37.0 0.77 63.8
3.6.4.5. MRTS Trips

The mode choice model has been developed based on the incremental logit formulation.
The level of service variable used to calculate the probability of a mode includes travel time
and travel cost. The above mentioned model was applied to all existing modes for
determining the diversion to the future mode (i.e. MRTS). Using the 2 different fare
structures, MRTS trip diversion was estimated for both DMRC and MCA fare structures.
MRTS trip diversion was estimated under 4 scenarios, these include 3 main scenarios based
on DMRC and MCA fare structure and 2 sub scenarios under each that included MRTS spurs
connecting Sector 112 along NPR and Dwarka. Detailed description of scenario building is
explained in Section 3.8
Table 3.19 presents estimated diversions from car, two wheeler, bus, auto and rail to
MRTS under DMRC fare structure under Scenario 2. The base year shift from Car to Metro
is 9%, Two-wheeler to Metro is 8%, Bus to Metro is 14 %, IPT to Metro is 18% and Rail to
Metro is 26% respectively.

Table 3.19: MRTS Travel Demand Scenario 2, DMRC Fare

2013 2021
Modes
% MRTS %
Cars 1,54,665 14,111 9 2,68,298 26,663 10
Tw 60,754 4,631 8 88,709 8,112 9
Bus 5,87,356 84,073 14 11,00,548 2,35,339 21
IPT 2,62,635 49,086 19 5,51,539 1,54,671 28
Rail 1,26,179 33,656 27 1,24,920 30,555 24
Total 11,91,589# 1,85,557 21,34,014# 4,55,340
2031 2043
Mode % %
Diversion Diversion
Car 4,37,248 32,765 7 5,02,426 32,843 7
Tw 90,640 7,823 9 1,11,413 8,536 8
Bus 19,04,056 3,09,521 16 23,77,336 3,77,889 16
IPT 9,60,338 2,01,069 21 11,80,629 2,49,066 21
Rail 1,90,344 33,607 18 2,89,859 39,372 14
Total 35,82,626# 5,84,785 44,61,663# 7,07,706
#- Trips include I-I, I-E & E-I Trips
Table 3.20 presents estimated diversions from car, two wheeler, bus, auto and rail to
MRTS using MCA Fare Structure excluding spurs. The base year shift from Car to Metro is
9%, Two-wheeler to Metro is 7%, Bus to Metro is 12 %, IPT to Metro is 18% and Rail to
Metro is 26% respectively.
Table 3.20: MRTS Travel Demand Scenario 2, MCA Fare
2013 2021
Mode % %
Diversion Diversion
Car 1,54,665 14,170 9 2,68,298 23,539 9
Tw 60,754 4,391 7 88,709 6,395 7
Bus 5,87,356 71,046 12 11,00,548 2,35,906 21
IPT 2,62,635 48,903 19 5,51,539 1,43,669 26
Rail 1,26,179 33,656 27 1,24,920 30,555 24
Total 11,91,589# 1,72,166 21,34,014# 4,40,064
2031 2043
Mode % %
Diversion Diversion
Car 4,37,248 29,591 7 5,02,426 28,189 6
Tw 90,640 6,984 8 1,11,413 8,871 8
Bus 19,04,056 3,05,482 16 23,77,336 3,77,059 16
IPT 9,60,338 1,98,321 21 11,80,629 2,44,831 21
Rail 1,90,344 33,607 18 2,89,859 39,372 14
Total 35,82,626# 5,73,985 44,61,663# 6,98,322
#- Trips include I-I, I-E & E-I Trips

3.6.5. Trip Assignment Model

3.6.5.1. Assignment Approach
The assignment procedure adopted for the highway model is based on an
Equilibrium assignment with multiple demand segments (two wheeler, car, private bus and
auto). The assignment is controlled to continue for as much iteration as are required to
achieve a satisfactory level of convergence. In the case of the VISUM model the process
was continued until full convergence was achieved.
In a road network, trips from a particular origin to a particular destination may have more
than one route to choose from. The decision to choose a route is driven by the travel time.
The speed and time along each route is a function of road condition in the route and also
traffic in the link forming the route.
The methodology used for assignment of Private trips in this study is known as Equilibrium
assignment. The Equilibrium assignment distributes the demand according to Wardrop’s
first principle. Equilibrium procedure only terminates when all routes of any OD pair are in
the balanced state, the procedure provides realistic results. The computation time required
by the equilibrium assignment depends on the volume/capacity ratio in the network.
Because new routes are found in every iteration step for a strongly saturated network,
more computation time is required in this case.
In this method the impedance of the links is determined from the current travel time. The
current travel time is in links calculated using the capacity restraint function BPR with a, b
and c values.
tcur = t0 * ( 1 + a. satb )
Where
Sat - Volume/capacity ratio sat =q/qmax *C

tcur - Current travel time on a network object in loaded network
t0 - Travel time on a network object with free flow time
q - Current volume
qmax - Capacity
3.6.5.2. Procedure of Equilibrium Assignment
The equilibrium state calculation can be formulated as an optimization problem with a
convex objective function and linear secondary conditions.
The following applies:

E - the set of all edges in a network and a one of these edges

qa - volume of object a
Ra(x) - the impedance of object a with volume x (monotonically increasing in x)
qij - the total demand (number of trips) from zone i to zone j
qijr - volume of route r from zone i to zone j
Pijr - route r from zone i to zone j
E+u - the set of the incoming edges at node u
E-u - the set of the outgoing edges at node u
Du - destination traffic at node u
Ou - origin traffic at node u
The objective function shows that the sum of impedances of all edges is minimized. The
secondary conditions indicate the following; All path volumes have to be positive.
The volumes of all paths from zone i to j have to add up from the total demand from i to j.
The volume of an edge results from the sum of volumes of all paths, which contain this
edge. Flow conservation applies at each node. When a node corresponds with a zone, the
difference between the volumes of all incoming edges and the volumes of all outgoing
edges have to correspond exactly with the difference between the destination and origin
traffic. The equilibrium assignment, which builds up a set of multi-route paths. These
paths are based on sets of All-or-Nothing paths, which determine the minimum cost path
between zones and carried out the traffic assignment. The matrices were assigned to
the network in VISUM on the basis of optimization of generalised cost.
Based on the equilibrium assignment methodology described above, the PrT Assignment of
VISUM software was run for three iterations, loading 33%, 33% and 34% of trips over the
preloaded network in each iteration. A network with modified speeds was produced for use
in next iteration for commercial vehicles after assigning the passenger vehicles.
The base traffic flow demand obtained from the classified volume count surveys
which were conducted in the months of October – November , was segregated into
the following basic categories: Two wheeler, car, bus and auto for input in to the VISUM
model
The matrices were calibrated to the observed link flows. Figure 3.8 shows the overview
of the procedure which has been followed to produce the origin-destination matrix
3.6.5.3. Verification of Demand Estimation using VISUM (Matrix Calibration and
Validation)
The demand estimation in VISUM was checked by comparing the assigned flows
against the observed flows for various links movements in the network. This was
done by calculating the quality of fit using the GEH statistic. The GEH statistic is a common
comparative measure in the context of transport modelling. The formula of the GEH
statistic is as follows:

The GEH is a measure that includes both the absolute and the relative difference
between the traffic flow measured (i.e. Observed) and the flow simulated by the
model. The quality of fit is considered acceptable if the GEH statistic is less than 5 in 85%
of cases.
3.6.5.4. Data Reporting
Link wise Assigned flows and
speeds were extracted from the
model using its reporting
capabilities. These results were
utilized for model calibration and
validation. The traffic model needs
to be validated to determine
whether it is reproducing existing
traffic conditions. In order to Figure 3.8: Matrix Estimation flow for Validation
validate the model, the 2013 trip
matrices of total traffic were assigned on to the base year highway network.
Model validation was undertaken by comparing observed data collected from the surveys
for this project with their equivalent synthesized results as produced by the VISUM
transport model. Comparisons were made of traffic volumes and journey times. The
assignment has been validated at National highway screen lines. The comparison of
observed traffic volumes to synthesized forecasts are summarized in Table 3.21.
Table 3.21: Comparison of Observed & Synthesized Traffic Volume (Daily trips)
Km 42 (Kherki Daula Toll Plaza ) km 117 (Shahjahanpur Toll Plaza)

Vehicle
Type % %
Observed Assigned GEH Observed Assigned GEH
Variation Variation
Car 63496 64452 3.78 2 51215 52347 4.975 2
IPT 7976 8201 2.50 3 362 386 1.241 7
BUS 103932 105475 4.76 1 75951 77136 4.283 2
Vehicle Km 62 - Bilaspur(defunct)Toll Plaza

Type Observed Assigned GEH % variation
Car 19455 20152 4.953 4
IPT 258 281 1.401 9
BUS 53089 54076 4.264 2
As mentioned in Section 8.11.3, if the GEH value is less than or equal to 5 in 85% of the
cases, the quality of fit is considered reasonably acceptable. Therefore, the above results
show a reasonably good match between observed and synthesized traffic volumes.
Map no 3.2 presents’ base year highway assignment (passenger trips),
Map no. 3.3 presents’ base year public transport assignment (passenger trips),
Map no 3.4 & 3.5, present base year MRTS passenger ridership assignment for base year
(2013) for Scenario 1 (DMRC & MCA Fare), and
Map no 3.6 & 3.7 present base year MRTS passenger ridership assignment for base year
(2013) for Scenario 2 (DMRC & MCA Fare).

Jhajjar
16
12
411
96
17
63
1 2
12
411
48
7
10
18 3
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167 Gurgaon 61
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240
12
8
19 64
193
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63 113
8
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Farukh Nagar
7245 158
87 11
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4686
82 14 24
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4283
98 12 80
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1
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66 10 59 11 335
20 24
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96 96 518 27
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17 31
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Dharuhera
71
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17
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176 1769 4766
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Rewari 1781 00
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Bhiwadi
183
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VISUM 13.00 PTV AG 3.2 Base Year Highway Assignment

Map 8-2
Link bar
Volume PuT [Pers] (AP)
263357
New Delhi 24
131679 NH
61 65839
0
Jhajjar
60
5
65
16
66
26
98
59
06
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NH 2
1
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Gurgaon
96
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Farukh Nagar
56
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Manesar 27
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Patudi 31
36 7 88
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7
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Dharuhera
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Rewari 44967
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Bawal
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MAP 3.3 Base Year Public Transport Assignment

VISUM 13.00 PTV AG Map 8-2 Base Year Highway Assignment
60 66
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Bilaspur 62
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Dharuhera 38
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Bhiwadi
54 56
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33
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Rewari 50 32 6
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42
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46 7 50
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1443 33
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112
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48
0
11
37
2 43
89
10
38
47
33
80
39
0
434
46
40
Bawal
44
45
59

8.3 MRTS RIDERSHIP ASSIGNMENT 2013 (SCENARIO 1, DMRC FARE).ver erstellt am: 30.09.2014
60 66
63
65
0
0
0
0
9
0
96
0
12
0
64
0
7
26
51
0
16
Sector 112
86
41
K
7
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512
5
42
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62518
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19 45 12
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HUDA City Centre
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Panchgaon
0
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34 141 53
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Bilaspur 62
55
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Dharuhera 38
26
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Bhiwadi
54 56
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Rewari 50 1 32
14093 24
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49
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48
8
12
37
0 43
70
12
38
47
43
94
39
9
507
46
40
Bawal
44
45
59

8.5 MRTS RIDERSHIP ASSIGNMENT 2013 (Scenario 2, DMRC FARE).ver erstellt am: 30.09.2014
60 66
63
65
0
0
0
0
98
0
0
94
0
64
0
8
91
39
0
16
Sector 112
78
41
K
8
0
1
399
59
17 0 2
99
0 1
0 8
91
42
0 39
3
18
59
0
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52660
0
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0
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0
9
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19 45 12
9
HUDA City Centre
20
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0
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3
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5
0
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20
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53
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0
57367
81 10
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244 22
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81 54197
53716 55598
0
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81 8
25
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18
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55626
70749 F
29
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30
0
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31
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0
64
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0
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0
Panchgaon
0
65
0
34 143
4 88
0
258 22
2
35
48
0
23
Bilaspur 62
55
0
33
9
12
43
0
0
0
24
38
453
0
0
0
25
45
33
8
53
37
Dharuhera 38
26
34
28 27
452
29
47202 44411
30
96
31 35423 39 354
Bhiwadi
54 56
35
38
2
48
32
30
4 52 32
49
73
55
Rewari 50 20
32 7
32
20469
21
22
52
3 40
3
47 32 6
16
35
33 41
22
51
6 17
46 3 01
34 35
57
19
01
22
50
3
2
35
35
1992 34
21
141
36
58
42
49
40
48
8
13
37
4 43
68
13
38
47
9
00
11
39
7
678
46
40
Bawal
44
45
59

8.4 MRTS RIDERSHIP ASSIGNMENT 2013 (Scenario 1, MCA FARE).ver erstellt am: 30.09.2014
60 66
63
65
0
0
0
0
9
0
96
0
12
0
64
0
7
26
51
0
16
Sector 112
86
41
K
7
0
6
512
5
42
17 0 2
13
0 1
0 7
26
42
0 51
3
18
5
42
0
7 0
26
13
43 51
0
0
0
0
0
0 51267
0
51267 15
8
50
51267
51
30
62
0
44
0
6
62518
0
0
4
0
0
5
0
03
32
0
4
30
0
0 1
A
0
19 45 12
65
HUDA City Centre
7
0
2
74
0
0
5
0
67
3
74
11
31341
4
0
66
10 4
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0
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D 9
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585
24 14
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86
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87 8
25
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29
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0
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0
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36
0
Panchgaon
0
0
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34 141 53
50
0
239 22
2
17
50
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Bilaspur 62
55
0
33
4
66
43
0
0
0
24
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444
0
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44
45
7
53
37
Dharuhera 38
26
55
28 27
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29
44471 43073
30
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31 27928 39 281
Bhiwadi
54 56
27
86
8
48
24
80
33
52 5
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44 44
24
Rewari 50 1 32
14093 24
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11
7 40
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47 25 3
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42
49
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48
8
12
37
0 43
70
12
38
47
43
94
39
9
507
46
40
Bawal
44
45
59

8.5 MRTS RIDERSHIP ASSIGNMENT 2013 (Scenario 2, DMRC FARE).ver erstellt am: 30.09.2014
60 66
63
65
0
0
0
0
6
0
40
0
0
16
64
0
8
89
44
0
16
Sector 112
69
41
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8
0
9
448
8
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17 0 2
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42
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3
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0
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5
0
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32
0
3
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0
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0
19 45 12
5
HUDA City Centre
51
0
2
65
0
0
2
0
02
3
65
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31164
9
0
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10 4
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20
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23 J 7 66171
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0
35
47
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75 10
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197 22
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46957 48672
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18
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29
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0
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0
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Bilaspur 62
55
0
33
5
29
35
0
0
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24
48
364
0
0
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44
8
53
37
Dharuhera 38
26
53
28 27
363
29
38119 35923
30
91
31 27225 39 272
Bhiwadi
54 56
27
17
4
48
24
50
25
52 61
49
51
64
Rewari 50 1 32 0
14993 24
15
50
75
8 40
5
47 34 2
00
27
33 41
16
51
59
3
2
46
11
34 27
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14
12
35
50
1
7
27
35
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95
114
36
58
42
49
36
48
2
11
37
3 43
10
11
38
47
08
91
39
7
592
46
40
Bawal
44
45
59

8.6 MRTS RIDERSHIP ASSIGNMENT 2013 (SCENARIO 2 , MCA FARE).ver erstellt am: 30.09.2014
3.7. Population and Employment Forecast

Study Area is a highly urbanized region. There are a large number of big and small urban
centres. These form important nodes for activity concentration. They also act as
consumption centres. These are experiencing high growth to accommodate the people,
activity and related infrastructure. As discussed in Section 3.6.1 zonal population and
employment has been adopted as dependent planning variables for estimating trip
productions and attraction, therefore, in order to estimate the travel demand it is prudent
to estimate and forecast population and employment by traffic analysis zones. Following
sections discuss in detail the development scenarios and population and employment
forecast.
3.7.1. Population Estimates
As discussed above population has been adopted as dependent variable for estimating
zonal trip productions. Therefore in order to calibrate base year generation models and trip
production forecast, it is essential to estimate populations by TAZs both base and horizon
year.
3.7.1.1. Base Year (2013) Population Estimates
As discussed above population has been adopted as dependent variable for estimating
zonal trip productions. Therefore in order to calibrate base year generation models and trip
production forecast, it is essential to estimate populations by TAZs for both base and
horizon years. Population Tables of Census of India 2011 were adopted as basis for
estimating population for base year i.e. 2013. For urban areas the census population was
available by municipal wards and for rural areas the population was available by villages.
Both villages and wards were then clubbed based on the respective TAZs in order to
estimate the population by TAZs for the year 2011.
3.7.1.2. Horizon Year (2043) Population Estimates
In order to forecast trip productions, it is essential to project and forecast population for
horizon year of 2043 and the cardinal years. Assigned population of master plans of
respective urban centers falling within the study area has been adopted as main basis for
population projections. Horizon years of these master plans are not in sync with the horizon
year of present study except for MBIR and SNB, horizon years of which are 2039 and 2041
respectively. Other urban centers in the study area are Gurgaon Manesar Urban Complex,
Rewari, Dharuhera, BTK and Pataudi. Horizon years of master plans of these urban centres
are 2031, 2021, 2021, 2031 and 2031 respectively. Assigned population of these urban
centres was adopted for the above mentioned years; it was further projected for the year
2043 by adopting population growth rate for urban areas as recommended by NCR
Regional Plan 2021 for Haryana Sub-region.
Population of rural areas was projected based on population growth rate as per the
updated Regional Plan 2021 of NCR for Haryana and Rajasthan Sub-regions. The declining
trend in growth rate of rural population was kept in mind while projecting the rural
population.
Table 3.22 presents the population projections for horizon and cardinal years for major
urban centers in the study area. Map 3.8 and 3.9 presents the population distribution by
TAZs for the years 2013 and 2043.

16
17 1 2
Project
18 3 Preparation of Detailed Project Report For
15
6 Manesar Bawal Investment
32 4 Region in Haryana
5
19 12
11
20 10 Client
23 13
7
35 21
9
24 14
22
26
25
8
29 27 Chanakyapuri,
New Delhi - 110021
30
31 Consultant
Gurgaon 122002 Haryana, India
55 34 T: +91 124 4830216 F: +91 124 8472649
www.aecom.com
33
Legend
TAZ Population 2013
0 - 10000
38
53 10001 - 20000
37
20001 - 50000
39
54 56
50001 - 200000
52
40 200001 - 418883
51 41
50 57
49 58
42
48
Map Title:
43 Base Year (2013) Population

47 Distribution by TAZs
46 Map No: Revision: Date:

9.1
3.8 R0 14.02.2014
45 44
Discipline:
.
Transportation
Scale:
1:185,636
Project
Region in Haryana
Client

Chanakyapuri,
New Delhi - 110021
Consultant
T: +91 124 4830216 F: +91 124 8472649
www.aecom.com
Legend
TAZ Population 2043
2518 - 50000
50001 - 100000
100001 - 250000
250001 - 500000
500001 - 750000
750001 - 1000000
1000001 - 1250000
1250001 - 1403746
Map Title:
Horizon Year (2043) Population

Distribution by TAZs

9.2
3.9 R0 14.02.2014
Discipline:
.
Transportation
Scale:
1:185,636
Annexure 3.1 presents the population projections by traffic analysis zones.

Table 3.22: Population Projections by TAZs
S No TAZs 2013 2021 2031 2041 2043
Units Centres
Gurgaon &
1 GMUC Manesar 1 - 29 10,30,682 20,85,360 42,34,228 45,85,602 46,74,061
urban Area
Villages in
Manesar &
3 Manesar Tehsil 30- 35 2,37,446 2,76,887 3,70,217 4,38,170 4,63,966
Farrukhnagar
tehsil
4 Pataudi Pataudi Tehsil 36 1,25,885 1,74,384 2,89,821 3,91,067 4,30,189
5 Dharuhera Dharuhera 37- 39 1,48,529 2,30,693 2,97,131 3,84,778 4,16,478
IMT
Bawal,Bawal
6 MBIR Town & 40- 50 2,03,793 13,17,464 21,61,765 35,67,925 35,86,975
villages in
MBIR
Rewari Town ,
8 Rewari Rewari Tehsil 51- 55 6,68,933 9,41,248 13,25,997 15,14,074 15,76,027
& Kosli Tehsil
9 Bhiwadi BTK 56- 58 2,15,476 7,77,232 15,50,000 15,98,002 16,13,302
Shahjahanpur-
10 SNB Neemrana- 59 4,49,128 5,34,537 9,84,714 18,14,023 21,78,926
Behror
Total 30,79,874 63,37,805 1,12,13,873 1,,42,93,640 1,49,39,924
3.7.2. Employment Estimates

The trips attracted to any urban centre are directly proportional to the employment
provided by that particular urban centre. Zonal employment has been considered as
dependant variable for estimating trip attractions. Hence the projected employment will
help in projecting trip attractions by various TAZs. The section discusses in detail the
procedure followed to forecast employment.
3.7.2.1. Base Year (2013) Employment Estimates
The employment is direct function of land use of a particular area as employment varies
with land use type. As the number workers employed in industrial land use will be different
from those employed in commercial or public semi public land use. Industrial employment
contributes to maximum share in total of employment. Existing employment for various
industrial townships was provided by relevant authorities. Wherever the data was not
available, industry establishment survey was conducted on sample basis (Refer Section
2.9.2.1, Chapter 2), in order to estimate employment by TAZs. Based on the sample survey
employment densities were estimated by industry type and location (Refer Table 2.39). The
densities were then applied on existing industrial area in order to estimate the base year
(2013) employment by TAZs.
Table 3.23 presents the number of industries and total employment by various industrial
townships.

Table 3.23 Industrial Workers’ Survey Quantum

Total number of
Industrial Area Total Industrial Workers
Industries
Udyog Vihar , Gurgaon 2068 490,0091
IMT , Manesar 1139 95,7801
IMT , Bawal 768 80,3591
RIICO Bhiwadi 904 58,0132
Dharuhera 337 35,724
Japanese Industrial
220 37,6432
Park, Neemrana
Total 5436 797,5283
3.7.2.2. Horizon Year (2043) Employment Estimates

Horizon year employment was estimated by using employment densities by industry type
estimated from the primary survey. Recommendations of respective master plans and study
of various economic policy initiatives in the study area were utilised to estimate total area
under industrial land use. Some of the major economic centers proposed in the study area
are as follows:
1. IMT Manesar: Industrial Model Township Manesar is the major source of
employment in Gurgaon district. At present it houses 1,100 industries with a
combined employment of 95,000. As per the master plan of GMUC, IMT Manesar
will be extended twice the existing area and 3 time the existing employment. There
are proposal to locate large scale garment SEZs such as Orient Craft etc.
2. Global City: Global city has been proposed to be developed as Model Future
Township considering international best practices of development. Proposed Global
City will house industries in the category of IT/ ITES, Biotech and Pharma and apart
from this it will have a sizeable component of Residential, Retail Commercial and
Pubic Semi public uses. This combination mix of land use will generate an
employment potential of approximately 300,000. The site for Global City is located in
Sector 36 B in Gurgaon; this site was earlier proposed for Reliance Haryana SEZ.
3. Sector 74 A & 75 A: The master plan of GMUC proposes to develop ‘Cyber Park’
and ‘Cyber City’ within the provisions of commercial land use. These are self
contained intelligent cities with high quality of infrastructure developed exclusively
for locating software development activities and ITES without involving any
manufacturing activity. Some these are already operational in Sector 23 and 44. The
master plan of GMUC has proposed to develop Cyber City and Cyber Park in Sector
74 A and 75 A. Once developed these will be a major source of employment.
4. Manesar Bawal Investment Region (MBIR): as discussed in previous sections,
MBIR will be a Greenfield industrial township and the extension of existing IMT
Bawal. The township will house large scale automobile industries with combined
industrial employment potential of 10 lakhs once developed.
5. Bhiwadi Tapukhera Khuskhera (BTK) Complex: BTK has been proposed as
extension of industrial township of Bhiwadi in Rajasthan. It is proposed to house

lasrge scale manufacturing units such as Honda Scooters, Maruti and Saint Gobain.
Once developed it will have an employment potential of 5 lakhs or 0.5 million.
6. Shajahanpur Neemrana Behror (SNB) Complex: the other major industrial
complex next to MBIR within Rajasthan is SNB. At present it houses Japanese
Industrial Parks exclusively developed for Japanese industries. As per the SNB
master plan, it is expected to employ 0.4 million people.
7. Kundli Palwal Manesar (KMP) Expressway Global Corridor: KMP Expressway
has been proposed as western express bye pass to Delhi for traffic to and from
North and South India. The proposed expressway passes through 7 districts of
Haryana. A stretch of 1 Km on both sides of expressway has been notified and has
been termed as KMP Global Corridor. As per the recommendations of KMP Global
Corridor Draft Development Plan 2031 AD, a number of economic activities are
proposed along the expressway. The section that passes through the Gurgaon is
proposed house Entertainment Hub, World Trade Hub and Fashion Hub. The
combined employment of these 3 will be 3.60 lakhs or 0.36 million.
Table 3.24 presents the employment projections for horizon and cardinal years for major
urban centers in the study area. Map 3.10 and 3.11 presents the employment distribution
by TAZs for the years 2013 and 2043.
Annexure 3.2 presents the employment projections by traffic analysis zones.
Table 3.24: Employment Projections by TAZs
S No TAZs 2013 2021 2031 2041 2043
Units Centres
Gurgaon &
1 GMUC Manesar 1 - 29 8,19,824 12,76,226 19,23,809 21,44,402 21,94,151
urban Area
Villages in
Manesar &
3 Manesar Tehsil 30- 35 39,451 1,81,613 3,20,727 3,49,475 3,59,287
Farukhnagar
tehsil
4 Pataudi Pataudi tehsil 36 16,022 59,640 1,22,138 1,58,126 1,71,963
5 Dharuhera Dharuhera 37- 39 35,724 78,506 1,13,470 1,40,780 1,50,628
IMT
Bawal,Bawal
6 MBIR Town & 40- 50 1,10,000 7,55,688 9,57,725 14,78,484 14,89,473
villages in
MBIR
Rewari Town ,
8 Rewari Rewari Tehsil 51- 55 1,09,028 2,23,885 3,92,302 4,68,347 4,89,772
& Kosli Tehsil
9 Bhiwadi Biwadi & BTK 56- 58 58,013 1,12,894 4,01,359 4,79,825 5,10,849
Shahjahanpur-
10 SNB Neemrana- 59 37,643 98,055 4,16,480 7,67,232 9,21,566
Behror
Total 12,25,705 2786507 46,48,011 59,86,672 62,87,689

16
17 1 2
Project
18 3 Preparation of Detailed Project Report For
15
6 Manesar Bawal Investment
32 4 Region in Haryana
5
19 12
11
20 10 Client
23 13
7
35 21
9
24 14
22
26
25
8
29 27 Chanakyapuri,
New Delhi - 110021
30
31 Consultant
55 34 T: +91 124 4830216 F: +91 124 8472649
www.aecom.com
33
Legend
TAZ Employment 2013
0 - 10000
38 10001 - 20000
53
37
20001 - 30000
39
54 56 30001 - 50000
52 50001 - 100000
40
100001 - 200000
51 41
200001 - 300000
50 57
300001 - 490009
49 58
42
48
Map Title:
43 Base Year (2013) Employment

47 Distribution by TAZs
46 Map No: Revision: Date:

9.3
3.10 R0 14.02.2014
45 44
Discipline:
.
Transportation
Scale:
1:185,636
Project
Region in Haryana
Client

Chanakyapuri,
New Delhi - 110021
Consultant
T: +91 124 4830216 F: +91 124 8472649
www.aecom.com
Legend
TAZ Employment 2043
0 - 10000
10001 - 20000
20001 - 50000
50001 - 100000
100001 - 150000
150001 - 200000
200001 - 300000
300001 - 400000
400001 - 500000
500001 - 621450
Map Title:
Horizon Year (2043) Employment

Distribution by TAZs

9.4
3.11 R0 14.02.2014
Discipline:
.
Transportation
Scale:
1:185,636
3.8. Scenario Building

In order to understand the variation in travel demand and MRTS due to policy changes in
network development or fare charged, various scenarios have been prepared and MRTS
ridership was estimated under subsequent scenarios. Broadly 4 scenarios have been
developed. These include 2 scenarios of MRTS network and 2 sub-scenarios of fare each
within the network scenarios. The fare was used as parameter of cost of travel by metro in
modal split model for estimating diversion to MRTS. The impact in ridership due to change
in fare as well as network was estimated. Various scenarios considered are as follows:
3.8.1. Scenario 1- With Spurs
The scenario 1 will be if the entire MRTS network including spurs along NPR and connection
to Rewari are developed simultaneously. These spurs will definitely add some amount of
traffic to the straight connection. MRTS ridership considering the entire MRTS network
including spurs operational was estimated under this scenario. A fare sensitivity test was
also done considering 2 different fare structures in order to obtain MRTS ridership with
spurs under 2 different fare structures which are as follows:
DMRC fare Structure
Model Concession Agreement Fare Structure
3.8.2. Scenario 2-Without Spurs
Second scenario is when the network is developed in phases and only the straight segment
connecting Gurgaon – Manesar – Bawal is developed during the project period. The impact
of not adding the spurs was further sensitized with fare structure (DMRC and MCA fares) as
explained above, in order to obtain the MRTS ridership without spurs under 2 different fare
structures.
3.8.3. Fare Structure
In order to test the ridership sensitivity with respect to cost of travel, 2 separate fare
structures were used. These are DMRC and Model Concession Agreement (MCA) fare
structures. DMRC fares are those that are presently being charged by DMRC on Delhi Metro
and MCA fares are those recommended by Planning Commission in their MCA document for
encouraging private participation. Table 3.25 presents the fare structures and distance
slabs for DMRC and MCA fare scenario.
Table 3.25: Fare Structure
Distance Slab DMRC Fares MCA Fares
(Km) Fare (Rs./Km) Fare (Rs.) Fare (Rs./Km) Fare (Rs.)
0-3 5.3 8.0 8.68 13.0
3-7 2.6 13.0 4.17 20.8
7 - 12 1.7 16.0 2.74 26.0
12 - 20 1.3 20.0 2.03 32.6
20 - 30 1.0 24.0 1.56 39.1
30 - 45 0.7 28.0 1.22 45.6
45 - 60 0.6 31.0 1.02 53.4
60 - 75 0.5 34.0 0.87 58.6
75 - 90 0.4 37.0 0.77 63.8

3.9. MRTS Ridership Estimates

The forecasted planning variables (population and employment) detailed above, were
further utilised to forecast horizon travel demand by estimating horizon year trip
productions and attractions with the help of urban travel demand model developed for
study area. Calibrated travel demand model was used to estimate the ridership for the
horizon years 2013, 2021, 2031 and 2043. The section discuss in detail the total travel
demand forecast along with MRTS Ridership both for horizon and cardinal years.
3.9.1. Travel Demand Assessment
A total of 4.4 million passenger trips have been estimated to be generating from the study
area in the year 2043. Base year modal composition was used to obtain horizon year car,
TW and public transport trips. Base year Diversion analysis was then carried out in order to
estimate trips that will be diverted from car, TW and buses to MRTS. Table 3.26 presents
the total travel demand forecast by horizon and cardinal years.
Table 3.26: Travel Demand Forecast
Years 2013 2021 2031 2043
Modes Trips % Trips % Trips % Trips %
Car 1,54,665 13% 2,68,298 13% 4,37,248 12% 5,02,426 11%
Bus 5,87,356 49% 11,00,548 52% 19,04,056 53% 23,77,336 53%
IPT 2,62,635 22% 5,51,539 26% 9,60,338 27% 11,80,629 26%
Other 1,86,933 16% 2,13,629 10% 2,80,984 8% 4,01,272 9%
Total 11,91,589 100% 21,34,014 100% 35,82,626 100% 44,61,663 100%
3.9.2. MRTS Ridership Forecast

By using the modal split model as discussed in Section 3.6.4, share of metro trips by TAZs
was estimated for the cardinal years. The work trip matrix was transposed in order to
obtain the return home trips and was then added up in total matrix containing work and
other trips for obtaining daily ridership. This matrix was then assigned using the trip
assignment model, on the MRTS network in order to obtain daily and peak hour section and
station loadings. Total MRTS ridership was also estimated under each of the scenarios as
discussed in Section 3.8.
Table 3.27 presents the total travel ridership forecast by horizon and cardinal years.
Table 3.27: Projected MRTS Ridership
Estimated Ridership
S. No Year Scenario 1 Scenario 2
DMRC MCA DMRC MCA
1 2013-14 313,207 299,363 287,587 265,372
2 2021-22 818,059 775,290 732,288 705,993
3 2031-32 1,022,557 971,910 954,202 929,675
4 2043-44 1,246,363 1,230,372 1,155,318 1,133,051

3.9.3. Daily and Peak Hour MRTS Ridership by Sections

The assigned MRTS trips were further classified by UP and DOWN directions. UP direction
refers to trips originating from HUDA City Centre Metro Station and destined towards Bawal
and DOWN direction means opposite. For the ease of understanding, both UP and DOWN
may be considered as morning and evening peaks.
Direction wise trip matrices were assigned in UP and DOWN direction by changing MRTS
link direction attributes in order to obtain ridership per day per direction and by peak hour
for peak direction of travel (phpdt). A peak hour share of 12% was adopted for obtaining
peak hour section loads. Both daily and peak hour section loads were estimated for
Scenario 1 & 2 and also for each of the fare structures.
3.9.3.1. Daily and Peak Hour MRTS Ridership – Scenario 1 (With Spurs)
Tables 3.28, 3.29, 3.30 and 3.31 presents the daily and peak hour MRTS ridership
section loads for UP, DOWN and both directions for the years 2013, 2021, 2031 and 2043
for DMRC fare Structure.
for MCA fare Structure.
Maps 3.12, 3.13 and 3.14 present the MRTS ridership assignments for the cardinal years
of 2021, 2031 and 2043 for Scenario 1 DMRC Fare.
Maps 3.15, 3.16 and 3.17 present the MRTS ridership assignments for the cardinal years
of 2021, 2031 and 2043 for Scenario 1 MCA Fare.
Table 3.28: Estimated MRTS Ridership and Section Loads (2013) – Scenario 1 (With
Spurs), DMRC Fare
Up Direction (HUDA Down Direction (Bawal
City Centre to Bawal) to HUDA City Centre) Both Directions
Station
Station Name Daily Daily Daily Section
No.
Section PHPDT Section PHPDT Load
Load Load
1 Huda City Centre -- -- 68,916 8,270 68,916
2 Sector 45 75,760 9,091 68,475 8,217 1,44,235
3 Sector 40 73,839 8,861 68,516 8,222 1,42,355
4 Sector 47 73,175 8,781 66,925 8,031 1,40,100
5 Sector 48 70,811 8,497 62,880 7,546 1,33,691
6 Sector 49 64,948 7,794 61,342 7,361 1,26,290
7 Sector 69 59,191 7,103 59,571 7,149 1,18,762
8 Sector 70 56,964 6,836 57,943 6,953 1,14,907
9 Sector 75 54,372 6,525 58,607 7,033 1,12,979
10 Sector 74A/75A 54,971 6,597 58,784 7,054 1,13,755
11 Sector 36A/ISBT 55,124 6,615 58,471 7,017 1,13,595
12 Global City 54,341 6,521 81,658 9,799 1,35,999
13 Sector 88 85,035 10,204 82,435 9,892 1,67,470
14 Sector 85/89 85,364 10,244 82,533 9,904 1,67,897
15 Sector 86/90 85,415 10,250 83,042 9,965 1,68,457
16 Kankrola 85,747 10,290 76,323 9,159 1,62,070

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VISUM 13.00 PTV AG Map3.14

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9.8 MRTS RIDERSHIP ASSIGNMENT 2021 (SCENARIO 1, MCA FARE).ver erstellt am: 08.10.2014
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Station
No.
Load Load
17 Sector M14 79,076 9,489 73,959 8,875 1,53,035
18 Sector M9 74,604 8,952 63,042 7,565 1,37,646
19 Sector M8 59,190 7,103 63,000 7,560 1,22,190
20 Sector P5 59,232 7,108 54,358 6,523 1,13,590
21 Panchgaon 53,115 6,374 53,226 6,387 1,06,341
Interchange
22 National Defence 52,820 6,338 53,097 6,372 1,05,917
University
23 Bilaspur 52,330 6,280 53,245 6,389 1,05,575
24 Rathiwas 52,377 6,285 53,629 6,435 1,06,006
25 Sector 17 53,410 6,409 48,431 5,812 1,01,841
26 Sector 23 48,560 5,827 48,211 5,785 96,771
27 Sector 20 47,456 5,695 49,419 5,930 96,875
28 Sector 7 46,472 5,577 50,862 6,103 97,334
29 Sector 8 49,193 5,903 49,497 5,940 98,690
30 Sector 8 DC/Sector 1 48,309 5,797 49,630 5,956 97,939
31 Dhungrawas 48,199 5,784 49,362 5,923 97,561
32 Niganiwas 48,194 5,783 44,785 5,374 92,979
33 Ladhuwas 44,487 5,338 43,167 5,180 87,654
34 Sanpli 43,731 5,248 40,969 4,916 84,700
35 Salhawas 42,613 5,114 14,804 1,776 57,417
36 IMLH 17,386 2,086 14,438 1,733 31,824
37 Bagthala 16,705 2,005 14,409 1,729 31,114
38 Pathuhera 16,525 1,983 12,800 1,536 29,325
39 Khera Murar 11,772 1,413 7,932 952 19,704
40 Bawal Town 6,976 837 -- -- 6,976
Rewari Salhawas Section
46 Bariawas 23,079 2,769 27,850 3,342 50,929
47 Shabajpur Khasla 25,800 3,096 26,017 3,122 51,817
48 Piwara 24,564 2,948 24,880 2,986 49,444
49 Sector 3 23,474 2,817 24,496 2,940 47,970
50 Secretariat 23,222 2,787 -- -- 23,222
Global City Sector 112 Section
41 Sector 112 -- -- 9,956 1,195 9,956
42 Sector 105 11,465 1,376 9,956 1,195 21,421
43 Sector 104 11,465 1,376 23,383 2,806 34,848
44 Sector 101 32,287 3,874 23,356 2,803 55,643
45 Sector 37D 32,164 3,860 24,085 2,890 56,249

Spurs), DMRC Fare
Station
No.
Load Load
1 Huda City Centre -- -- 1,46,182 17,542 1,46,182
2 Sector 45 1,15,985 13,918 1,46,857 17,623 2,62,842
3 Sector 40 1,16,622 13,995 1,34,301 16,116 2,50,923
4 Sector 47 1,07,035 12,844 1,40,528 16,863 2,47,563
5 Sector 48 1,15,520 13,862 1,36,429 16,371 2,51,949
6 Sector 49 1,13,298 13,596 1,31,057 15,727 2,44,355
7 Sector 69 1,11,342 13,361 1,44,685 17,362 2,56,027
8 Sector 70 1,31,964 15,836 1,50,557 18,067 2,82,521
9 Sector 75 1,39,586 16,750 1,53,447 18,414 2,93,033
10 Sector 74A/75A 1,48,546 17,826 1,53,324 18,399 3,01,870
11 Sector 36A/ISBT 1,47,199 17,664 1,52,564 18,308 2,99,763
12 Global City 1,48,676 17,841 1,99,372 23,925 3,48,048
13 Sector 88 2,07,988 24,959 1,98,274 23,793 4,06,262
14 Sector 85/89 2,08,997 25,080 1,96,554 23,586 4,05,551
15 Sector 86/90 2,06,499 24,780 1,93,016 23,162 3,99,515
16 Kankrola 2,01,930 24,232 1,85,662 22,279 3,87,592
17 Sector M14 1,96,625 23,595 1,68,572 20,229 3,65,197
18 Sector M9 1,79,790 21,575 1,50,577 18,069 3,30,367
19 Sector M8 1,60,980 19,318 1,47,809 17,737 3,08,789
20 Sector P5 1,55,067 18,608 1,44,423 17,331 2,99,490
Panchgaon
21 1,43,022 17,163 1,40,728 16,887 2,83,750
Interchange
National Defence
22 1,35,985 16,318 1,38,656 16,639 2,74,641
University
23 Bilaspur 1,34,678 16,161 1,35,797 16,296 2,70,475
24 Rathiwas 1,33,962 16,075 1,34,901 16,188 2,68,863
25 Sector 17 1,31,440 15,773 1,34,027 16,083 2,65,467
26 Sector 23 1,30,656 15,679 1,33,547 16,026 2,64,203
27 Sector 20 1,29,695 15,563 1,32,511 15,901 2,62,206
28 Sector 7 1,31,568 15,788 1,35,211 16,225 2,66,779
29 Sector 8 1,33,452 16,014 1,34,775 16,173 2,68,227
30 Sector 8 DC/Sector 1 1,30,050 15,606 1,32,711 15,925 2,62,761
31 Dhungrawas 1,26,268 15,152 1,31,528 15,783 2,57,796
32 Niganiwas 1,28,784 15,454 1,24,834 14,980 2,53,618
33 Ladhuwas 1,20,467 14,456 1,34,744 16,169 2,55,211
34 Sanpli 1,30,682 15,682 1,36,238 16,349 2,66,920
35 Salhawas 1,32,010 15,841 94,561 11,347 2,26,571
36 IMLH 86,545 10,385 76,036 9,124 1,62,581
37 Bagthala 71,196 8,544 49,032 5,884 1,20,228
38 Pathuhera 41,438 4,973 47,330 5,680 88,768
39 Khera Murar 39,265 4,712 36,939 4,433 76,204


Station
No.
Load Load
40 Bawal Town 29,880 3,586 -- -- 29,880
46 Bariawas 44,675 5,361 37,648 4,518 82,323
48 Piwara 34,864 4,184 15,667 1,880 50,531
49 Sector 3 17,177 2,061 13,863 1,664 31,040
50 Secretariat 14,049 1,686 -- -- 14,049
41 Sector 112 -- -- 16,152 1,938 16,152
42 Sector 105 22,740 2,729 20,214 2,426 42,954
43 Sector 104 30,006 3,601 40,965 4,916 70,971
44 Sector 101 46,503 5,580 41,543 4,985 88,046
45 Sector 37D 47,566 5,708 45,822 5,499 93,388
Spurs), DMRC Fare
Station
No.
Load Load
1 Huda City Centre -- -- 1,54,481 18,538 1,54,481
2 Sector 45 1,40,041 16,805 1,57,486 18,898 2,97,527
3 Sector 40 1,45,161 17,419 1,44,832 17,380 2,89,993
4 Sector 47 1,35,726 16,287 1,58,963 19,076 2,94,689
5 Sector 48 1,53,833 18,460 1,65,126 19,815 3,18,959
6 Sector 49 1,57,911 18,949 1,60,725 19,287 3,18,636
7 Sector 69 1,53,291 18,395 1,85,087 22,210 3,38,378
8 Sector 70 1,80,795 21,695 1,90,326 22,839 3,71,121
9 Sector 75 1,89,828 22,779 1,96,654 23,598 3,86,482
10 Sector 74A/75A 1,98,736 23,848 1,92,578 23,109 3,91,314
11 Sector 36A/ISBT 1,95,652 23,478 1,95,166 23,420 3,90,818
12 Global City 1,98,066 23,768 2,47,445 29,693 4,45,511
13 Sector 88 2,51,220 30,146 2,43,536 29,224 4,94,756
14 Sector 85/89 2,50,745 30,089 2,43,306 29,197 4,94,051
15 Sector 86/90 2,49,466 29,936 2,35,059 28,207 4,84,525
16 Kankrola 2,42,974 29,157 2,31,272 27,753 4,74,246
17 Sector M14 2,36,524 28,383 2,17,070 26,048 4,53,594
18 Sector M9 2,19,634 26,356 2,02,817 24,338 4,22,451
19 Sector M8 1,98,139 23,777 2,00,410 24,049 3,98,549
20 Sector P5 1,90,337 22,840 1,83,590 22,031 3,73,927
21 Panchgaon 1,76,904 21,228 1,70,793 20,495 3,47,697


Station
No.
Load Load
Interchange
22 National Defence 1,67,077 20,049 1,69,457 20,335 3,36,534
University
23 Bilaspur 1,65,555 19,867 1,67,119 20,054 3,32,674
24 Rathiwas 1,64,751 19,770 1,68,027 20,163 3,32,778
25 Sector 17 1,60,722 19,287 1,69,137 20,296 3,29,859
26 Sector 23 1,58,989 19,079 1,72,235 20,668 3,31,224
27 Sector 20 1,61,771 19,413 1,67,253 20,070 3,29,024
28 Sector 7 1,61,024 19,323 1,66,842 20,021 3,27,866
29 Sector 8 1,60,875 19,305 1,64,494 19,739 3,25,369
30 Sector 8 DC/Sector 1 1,58,376 19,005 1,56,565 18,788 3,14,941
31 Dhungrawas 1,49,290 17,915 1,55,332 18,640 3,04,622
32 Niganiwas 1,52,062 18,247 1,37,648 16,518 2,89,710
33 Ladhuwas 1,43,113 17,174 1,46,438 17,573 2,89,551
34 Sanpli 1,52,735 18,328 1,55,062 18,607 3,07,797
35 Salhawas 1,64,208 19,705 1,05,506 12,661 2,69,714
36 IMLH 1,09,191 13,103 95,159 11,419 2,04,350
37 Bagthala 93,758 11,251 62,073 7,449 1,55,831
38 Pathuhera 62,565 7,508 61,318 7,358 1,23,883
39 Khera Murar 60,688 7,283 50,775 6,093 1,11,463
40 Bawal Town 51,256 6,151 -- -- 51,256
46 Bariawas 57,378 6,885 44,696 5,364 1,02,074
48 Piwara 45,140 5,417 13,583 1,630 58,723
49 Sector 3 15,182 1,822 11,870 1,424 27,052
50 Secretariat 13,849 1,662 -- -- 13,849

41 Sector 112 -- -- 26,111 3,133 26,111
42 Sector 105 25,118 3,014 30,661 3,679 55,779
43 Sector 104 35,037 4,204 44,573 5,349 79,610
44 Sector 101 49,359 5,923 45,333 5,440 94,692
45 Sector 37D 53,970 6,476 50,018 6,002 1,03,988

Spurs), DMRC Fare
Station
No.
Load Load
1 Huda City Centre -- -- 1,69,095 20,291 1,69,095
2 Sector 45 1,80,341 21,641 1,72,151 20,658 3,52,492
3 Sector 40 1,86,296 22,356 1,56,108 18,733 3,42,404
4 Sector 47 1,73,429 20,811 1,66,030 19,924 3,39,459
5 Sector 48 1,90,796 22,896 1,70,465 20,456 3,61,261
6 Sector 49 2,00,692 24,083 1,63,746 19,649 3,64,438
7 Sector 69 1,91,644 22,997 1,93,922 23,271 3,85,566
8 Sector 70 2,23,895 26,867 2,07,539 24,905 4,31,434
9 Sector 75 2,35,248 28,230 2,20,819 26,498 4,56,067
10 Sector 74A/75A 2,47,136 29,656 2,19,489 26,339 4,66,625
11 Sector 36A/ISBT 2,44,627 29,355 2,23,353 26,802 4,67,980
12 Global City 2,47,890 29,747 2,96,743 35,609 5,44,633
13 Sector 88 3,07,200 36,864 2,97,775 35,733 6,04,975
14 Sector 85/89 3,06,877 36,825 2,92,784 35,134 5,99,661
15 Sector 86/90 3,02,689 36,323 2,82,674 33,921 5,85,363
16 Kankrola 2,94,898 35,388 2,79,448 33,534 5,74,346
17 Sector M14 2,89,219 34,706 2,68,957 32,275 5,58,176
18 Sector M9 2,73,124 32,775 2,45,364 29,444 5,18,488
19 Sector M8 2,51,714 30,206 2,40,944 28,913 4,92,658
20 Sector P5 2,44,505 29,341 2,25,949 27,114 4,70,454
21 Panchgaon 2,31,298 27,756 2,13,666 25,640 4,44,964
Interchange
University
23 Bilaspur 2,21,085 26,530 2,10,948 25,314 4,32,033
24 Rathiwas 2,20,345 26,441 2,16,958 26,035 4,37,303
25 Sector 17 2,17,670 26,120 2,18,303 26,196 4,35,973
26 Sector 23 2,16,111 25,933 2,24,728 26,967 4,40,839
27 Sector 20 2,21,097 26,532 2,20,272 26,433 4,41,369
28 Sector 7 2,16,868 26,024 2,24,477 26,937 4,41,345
29 Sector 8 2,21,155 26,539 2,22,257 26,671 4,43,412
30 Sector 8 DC/Sector 1 2,18,699 26,244 2,12,060 25,447 4,30,759
31 Dhungrawas 2,09,542 25,145 2,10,897 25,308 4,20,439
32 Niganiwas 2,12,220 25,466 2,03,167 24,380 4,15,387
33 Ladhuwas 2,06,175 24,741 2,14,477 25,737 4,20,652
34 Sanpli 2,15,752 25,890 2,26,736 27,208 4,42,488
35 Salhawas 2,27,617 27,314 1,53,165 18,380 3,80,782
36 IMLH 1,49,124 17,895 1,36,344 16,361 2,85,468
37 Bagthala 1,35,141 16,217 1,05,401 12,648 2,40,542
38 Pathuhera 1,04,526 12,543 1,03,003 12,360 2,07,529
39 Khera Murar 1,05,601 12,672 92,053 11,046 1,97,654


Station
No.
Load Load
40 Bawal Town 95,887 11,506 -- -- 95,887
46 Bariawas 53,490 6,419 37,820 4,538 91,310
48 Piwara 44,695 5,363 13,405 1,609 58,100
49 Sector 3 15,016 1,802 9,465 1,136 24,481
50 Secretariat 11,326 1,359 -- -- 11,326
41 Sector 112 -- -- 27,433 3,292 27,433
42 Sector 105 28,561 3,427 33,351 4,002 61,912
43 Sector 104 43,494 5,219 42,901 5,148 86,395
44 Sector 101 59,311 7,117 51,108 6,133 1,10,419
45 Sector 37D 66,776 8,013 62,481 7,498 1,29,257
Spurs), MCA Fare
Up Direction (HUDA City Down Direction (Bawal
Both
Centre to Bawal) to HUDA City Centre)
Station Directions
Station Name Daily Daily
No. Daily Section
Section PHPDT Section PHPDT
Load
Load Load
1 Huda City Centre -- -- 70,204 8,424 70,204
2 Sector 45 71,209 8,545 65,920 7,910 1,37,129
3 Sector 40 69,698 8,364 63,900 7,668 1,33,598
4 Sector 47 69,175 8,301 62,193 7,463 1,31,368
5 Sector 48 65,607 7,873 57,605 6,913 1,23,212
6 Sector 49 58,683 7,042 51,837 6,220 1,10,520
7 Sector 69 52,367 6,284 51,774 6,213 1,04,141
8 Sector 70 49,598 5,952 51,009 6,121 1,00,607
9 Sector 75 47,716 5,726 51,533 6,184 99,249
10 Sector 74A/75A 48,197 5,784 51,635 6,196 99,832
11 Sector 36A/ISBT 47,984 5,758 51,287 6,154 99,271
12 Global City 47,113 5,654 71,598 8,592 1,18,711
13 Sector 88 74,842 8,981 71,959 8,635 1,46,801
14 Sector 85/89 75,202 9,024 72,091 8,651 1,47,293
15 Sector 86/90 75,244 9,029 72,198 8,664 1,47,442
16 Kankrola 75,600 9,072 65,828 7,899 1,41,428
17 Sector M14 68,989 8,279 56,052 6,726 1,25,041
18 Sector M9 63,749 7,650 41,555 4,987 1,05,304
19 Sector M8 47,626 5,715 41,473 4,977 89,099
20 Sector P5 47,641 5,717 34,637 4,156 82,278
21 Panchgaon 43,164 5,180 33,518 4,022 76,682


Both
Station Directions
No. Daily Section
Load
Load Load
Interchange
22 National Defence 42,865 5,144 33,368 4,004 76,233
University
23 Bilaspur 42,352 5,082 30,109 3,613 72,461
24 Rathiwas 41,129 4,935 30,625 3,675 71,754
25 Sector 17 39,817 4,778 31,412 3,769 71,229
26 Sector 23 39,338 4,721 31,196 3,744 70,534
27 Sector 20 39,234 4,708 34,085 4,090 73,319
28 Sector 7 38,530 4,624 36,565 4,388 75,095
29 Sector 8 41,202 4,944 36,917 4,430 78,119
30 Sector 8 DC/Sector 40,481 4,858 37,082 4,450 77,563
1
31 Dhungrawas 40,408 4,849 35,701 4,284 76,109
32 Niganiwas 39,367 4,724 34,032 4,084 73,399
33 Ladhuwas 37,151 4,458 34,334 4,120 71,485
34 Sanpli 36,301 4,356 33,352 4,002 69,653
35 Salhawas 35,301 4,236 11,237 1,348 46,538
36 IMLH 14,114 1,694 10,857 1,303 24,971
37 Bagthala 13,833 1,660 10,819 1,298 24,652
38 Pathuhera 13,677 1,641 11,176 1,341 24,853
39 Khera Murar 11,002 1,320 7,443 893 18,445
40 Bawal Town 6,780 814 -- -- 6,780
46 Bariawas 19,222 2,307 24,763 2,972 43,985
48 Piwara 21,523 2,583 22,343 2,681 43,866
49 Sector 3 20,734 2,488 21,921 2,631 42,655
50 Secretariat 20,469 2,456 -- -- 20,469
41 Sector 112 -- -- 7,409 889 7,409
42 Sector 105 9,959 1,195 7,429 891 17,388
43 Sector 104 9,959 1,195 20,954 2,514 30,913
44 Sector 101 30,064 3,608 20,810 2,497 50,874
45 Sector 37D 29,911 3,589 21,492 2,579 51,403

Spurs), MCA Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 1,28,541 15,425 1,28,541
2 Sector 45 1,14,170 13,700 1,28,159 15,379 2,42,329
3 Sector 40 1,15,116 13,814 1,16,946 14,034 2,32,062
4 Sector 47 1,06,082 12,730 1,25,250 15,030 2,31,332
5 Sector 48 1,16,703 14,004 1,23,985 14,878 2,40,688
6 Sector 49 1,13,964 13,676 1,16,687 14,002 2,30,651
7 Sector 69 1,06,262 12,751 1,29,428 15,531 2,35,690
8 Sector 70 1,19,443 14,333 1,28,788 15,455 2,48,231
9 Sector 75 1,23,402 14,808 1,35,271 16,233 2,58,673
10 Sector 74A/75A 1,33,976 16,077 1,34,656 16,159 2,68,632
11 Sector 36A/ISBT 1,33,270 15,992 1,31,673 15,801 2,64,943
12 Global City 1,35,135 16,216 1,74,940 20,993 3,10,075
13 Sector 88 1,88,777 22,653 1,73,288 20,795 3,62,065
14 Sector 85/89 1,89,498 22,740 1,71,305 20,557 3,60,803
15 Sector 86/90 1,87,940 22,553 1,59,373 19,125 3,47,313
16 Kankrola 1,81,107 21,733 1,50,757 18,091 3,31,864
17 Sector M14 1,71,512 20,581 1,39,440 16,733 3,10,952
18 Sector M9 1,53,041 18,365 1,25,281 15,034 2,78,322
19 Sector M8 1,31,451 15,774 1,24,570 14,948 2,56,021
20 Sector P5 1,24,583 14,950 1,16,380 13,966 2,40,963
21 Panchgaon 1,12,433 13,492 1,16,460 13,975 2,28,893
Interchange
University
23 Bilaspur 1,04,882 12,586 1,11,347 13,362 2,16,229
24 Rathiwas 1,03,108 12,373 1,10,452 13,254 2,13,560
25 Sector 17 1,01,508 12,181 1,08,712 13,045 2,10,220
26 Sector 23 1,00,661 12,079 1,06,305 12,757 2,06,966
27 Sector 20 97,751 11,730 1,04,712 12,565 2,02,463
28 Sector 7 98,007 11,761 1,07,620 12,914 2,05,627
29 Sector 8 99,981 11,998 1,08,458 13,015 2,08,439
30 Sector 8 DC/Sector 1,00,722 12,087 1,05,658 12,679 2,06,380
1
31 Dhungrawas 1,00,180 12,022 1,03,095 12,371 2,03,275
32 Niganiwas 1,02,350 12,282 97,874 11,745 2,00,224
33 Ladhuwas 99,336 11,920 1,06,548 12,786 2,05,884
34 Sanpli 1,07,340 12,881 1,11,015 13,322 2,18,355


Both
Station Directions
No. Daily Section
Load
Load Load
35 Salhawas 1,11,840 13,421 73,460 8,815 1,85,300
36 IMLH 68,921 8,271 61,512 7,381 1,30,433
37 Bagthala 56,056 6,727 34,690 4,163 90,746
38 Pathuhera 31,306 3,757 30,070 3,608 61,376
39 Khera Murar 26,696 3,204 22,110 2,653 48,806
40 Bawal Town 20,152 2,418 -- -- 20,152
46 Bariawas 42,261 5,071 34,128 4,095 76,389
48 Piwara 31,977 3,837 13,355 1,603 45,332
49 Sector 3 14,793 1,775 12,597 1,512 27,390
50 Secretariat 12,637 1,516 -- -- 12,637
41 Sector 112 -- -- 22,584 2,710 22,584
42 Sector 105 21,926 2,631 26,539 3,185 48,465
43 Sector 104 28,940 3,473 39,335 4,720 68,275
44 Sector 101 45,437 5,452 39,600 4,752 85,037
45 Sector 37D 46,438 5,573 43,655 5,239 90,093
Spurs), MCA Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 1,57,513 18,902 1,57,513
2 Sector 45 1,33,279 15,993 1,59,045 19,085 2,92,324
3 Sector 40 1,36,633 16,396 1,43,805 17,257 2,80,438
4 Sector 47 1,28,528 15,423 1,54,030 18,484 2,82,558
5 Sector 48 1,41,904 17,028 1,49,418 17,930 2,91,322
6 Sector 49 1,43,071 17,169 1,35,227 16,227 2,78,298
7 Sector 69 1,30,970 15,716 1,63,530 19,624 2,94,500
8 Sector 70 1,59,362 19,123 1,71,480 20,578 3,30,842
9 Sector 75 1,70,688 20,483 1,76,524 21,183 3,47,212
10 Sector 74A/75A 1,78,236 21,388 1,70,368 20,444 3,48,604
11 Sector 36A/ISBT 1,73,971 20,877 1,69,839 20,381 3,43,810
12 Global City 1,76,323 21,159 2,12,957 25,555 3,89,280
13 Sector 88 2,21,816 26,618 2,11,221 25,347 4,33,037
14 Sector 85/89 2,21,615 26,594 2,09,806 25,177 4,31,421


Both
Station Directions
No. Daily Section
Load
Load Load
15 Sector 86/90 2,20,206 26,425 1,98,033 23,764 4,18,239
16 Kankrola 2,11,196 25,344 1,88,273 22,593 3,99,469
17 Sector M14 1,98,929 23,871 1,76,530 21,184 3,75,459
18 Sector M9 1,81,727 21,807 1,59,663 19,160 3,41,390
19 Sector M8 1,57,702 18,924 1,46,198 17,544 3,03,900
20 Sector P5 1,47,070 17,648 1,40,779 16,893 2,87,849
Panchgaon
21 1,34,104 16,092 1,37,910 16,549 2,72,014
Interchange
National Defence
22 1,29,180 15,502 1,36,595 16,391 2,65,775
University
23 Bilaspur 1,24,581 14,950 1,34,253 16,110 2,58,834
24 Rathiwas 1,23,726 14,847 1,36,473 16,377 2,60,199
25 Sector 17 1,21,367 14,564 1,36,522 16,383 2,57,889
26 Sector 23 1,19,485 14,338 1,28,909 15,469 2,48,394
27 Sector 20 1,14,642 13,757 1,34,179 16,101 2,48,821
28 Sector 7 1,21,094 14,531 1,36,762 16,411 2,57,856
29 Sector 8 1,24,377 14,925 1,32,721 15,927 2,57,098
Sector 8 DC/Sector
30 1,22,725 14,727 1,29,006 15,481 2,51,731
1
31 Dhungrawas 1,18,789 14,255 1,28,834 15,460 2,47,623
32 Niganiwas 1,19,798 14,376 1,20,869 14,504 2,40,667
33 Ladhuwas 1,16,943 14,033 1,28,850 15,462 2,45,793
34 Sanpli 1,25,889 15,107 1,34,770 16,172 2,60,659
35 Salhawas 1,32,680 15,922 77,521 9,303 2,10,201
36 IMLH 87,171 10,461 73,080 8,770 1,60,251
37 Bagthala 77,008 9,241 47,763 5,732 1,24,771
38 Pathuhera 51,490 6,179 51,124 6,135 1,02,614
39 Khera Murar 52,608 6,313 42,282 5,074 94,890
40 Bawal Town 44,446 5,334 -- -- 44,446
46 Bariawas 48,275 5,793 35,104 4,212 83,379
48 Piwara 36,641 4,397 11,593 1,391 48,234
49 Sector 3 13,830 1,660 9,899 1,188 23,729
50 Secretariat 10,443 1,253 -- -- 10,443
41 Sector 112 -- -- 15,489 1,859 15,489
42 Sector 105 23,044 2,765 23,521 2,823 46,565
43 Sector 104 35,004 4,200 38,400 4,608 73,404
44 Sector 101 48,326 5,799 39,657 4,759 87,983
45 Sector 37D 52,542 6,305 43,791 5,255 96,333

Spurs), MCA Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 1,82,773 21,933 1,82,773
2 Sector 45 1,80,058 21,607 1,81,184 21,742 3,61,242
3 Sector 40 1,82,347 21,882 1,70,386 20,446 3,52,733
4 Sector 47 1,76,818 21,218 1,73,578 20,829 3,50,396
5 Sector 48 1,84,378 22,125 1,75,160 21,019 3,59,538
6 Sector 49 1,88,645 22,637 1,61,441 19,373 3,50,086
7 Sector 69 1,74,972 20,997 1,89,158 22,699 3,64,130
8 Sector 70 2,02,124 24,255 1,97,020 23,642 3,99,144
9 Sector 75 2,11,978 25,437 2,08,166 24,980 4,20,144
10 Sector 74A/75A 2,19,414 26,330 2,06,109 24,733 4,25,523
11 Sector 36A/ISBT 2,15,988 25,919 2,10,973 25,317 4,26,961
12 Global City 2,20,037 26,404 2,59,475 31,137 4,79,512
13 Sector 88 2,62,752 31,530 2,65,692 31,883 5,28,444
14 Sector 85/89 2,71,126 32,535 2,61,131 31,336 5,32,257
15 Sector 86/90 2,66,783 32,014 2,50,191 30,023 5,16,974
16 Kankrola 2,59,035 31,084 2,36,762 28,411 4,95,797
17 Sector M14 2,46,510 29,581 2,20,034 26,404 4,66,544
18 Sector M9 2,27,604 27,312 1,93,329 23,199 4,20,933
19 Sector M8 2,02,898 24,348 1,83,739 22,049 3,86,637
20 Sector P5 1,93,379 23,205 1,67,519 20,102 3,60,898
Panchgaon
21 1,79,515 21,542 1,67,300 20,076 3,46,815
Interchange
National Defence
22 1,76,598 21,192 1,58,612 19,033 3,35,210
University
23 Bilaspur 1,70,911 20,509 1,60,695 19,283 3,31,606
24 Rathiwas 1,70,039 20,405 1,59,579 19,149 3,29,618
25 Sector 17 1,67,829 20,139 1,53,391 18,407 3,21,220
26 Sector 23 1,66,262 19,951 1,53,816 18,458 3,20,078
27 Sector 20 1,63,508 19,621 1,59,931 19,192 3,23,439
28 Sector 7 1,69,955 20,395 1,59,439 19,133 3,29,394
29 Sector 8 1,69,548 20,346 1,56,335 18,760 3,25,883
Sector 8 DC/Sector
30 1,67,245 20,069 1,52,239 18,269 3,19,484
1
31 Dhungrawas 1,62,950 19,554 1,49,245 17,909 3,12,195
32 Niganiwas 1,64,231 19,708 1,50,465 18,056 3,14,696
33 Ladhuwas 1,64,790 19,775 1,63,105 19,573 3,27,895
34 Sanpli 1,75,704 21,084 1,71,007 20,521 3,46,711
35 Salhawas 1,83,854 22,062 1,09,373 13,125 2,93,227
36 IMLH 1,24,977 14,997 1,10,292 13,235 2,35,269
37 Bagthala 1,21,926 14,631 87,523 10,503 2,09,449


Both
Station Directions
No. Daily Section
Load
Load Load
38 Pathuhera 95,658 11,479 91,255 10,951 1,86,913
39 Khera Murar 96,882 11,626 82,578 9,909 1,79,460
40 Bawal Town 88,768 10,652 -- -- 88,768
46 Bariawas 43,862 5,263 35,820 4,298 79,682
48 Piwara 33,842 4,061 13,405 1,609 47,247
49 Sector 3 17,779 2,133 9,465 1,136 27,244
50 Secretariat 13,009 1,561 -- -- 13,009
41 Sector 112 -- -- 25,244 3,029 25,244
42 Sector 105 25,660 3,079 40,311 4,837 65,971
43 Sector 104 38,423 4,611 45,977 5,517 84,400
44 Sector 101 51,598 6,192 55,288 6,635 1,06,886
45 Sector 37D 61,537 7,384 64,476 7,737 1,26,013
3.9.3.2. Daily and Peak Hour MRTS Ridership – Scenario 2 (Without Spurs)
MRTS ridership was also estimated under Scenario 2 without spurs considering both the
DMRC and MCA fare structures.
under Scenario 2 for DMRC fare Structure.
under Scenario 2 for MCA fare Structure.
Map no 3.18, 3.19 and 3.20 presents the MRTS ridership assignments for the cardinal
years of 2021, 2031 and 2043 for Scenario 2 DMRC Fare.
Map no 3.21, 3.22 and 3.23 presents the MRTS ridership assignments for the cardinal
years of 2021, 2031 and 2043 for Scenario 2 MCA Fare.
Table 3.36: Estimated MRTS Ridership and Section Loads (2013) – Scenario 2 (Without
Spurs), DMRC Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 60,050 7,206 60,050
2 Sector 45 74,765 8,972 55,876 6,705 1,30,641
3 Sector 40 72,675 8,721 55,861 6,703 1,28,536

60 66
63
65
77
64
73
4
16
79
Sector 112
69
41
K
94
697
17 2
1
7
97
42
21
4
79
3
69
18
5
43
21
7 94
29
69
15
2
71
69794
129711
44
69794
65
6
4
5
32
8
1
A
92
19 45 12
66
2 HUDA City Centre
3
77465
11
10 4
20
J B 13
1839
23 7
12 5
21
108971
15
13 D
11
9
6
35 24
117
14
96387
14
10
C
0
9 8 7
18
15 22
9
5 30 26
18
E 16
25
8
28
169990
18
133379
17
F
29 27
19
127
78
2 26
30
20
110
31
501
36 G
21
34 Panchgaon
22 82
94
10
86
79
23
Bilaspur 62
10
55
33
39
71
10
24
0
213
10
25
53
Dharuhera 37 38
26
28 27
29
30 104238
31 39
482 Bhiwadi
10
103
57
54 56
20
48
49 52
Rewari 50
9072
32
40
30
47
0
15
5
30
33 41
51 91
31
46
4
50
34
3
35
57
5
50 12
33
35
490
35
6
36 66
896
58
42
49
48
5
42
37
73
43
1 19
38
36
47
3
39 68
24
12
46
19 5
40
Bawal 44
45
59
VISUM 13.00 PTV AG 3.18 MRTS RIDERSHIP ASSIGNMENT 2021 (SCENARIO 2, DMRC FARE).ver
Map 9.11 erstellt am: 08.10.2014
60 66
63
65
12
64
81
6
16
76
Sector 112
76
41
K
66
767
17 2
1
7
32
42
23
6
3
76
76
18
2
43
81
7 66
32
76
15
5
29
76766
127181
44
76766
52
6
4
5
32
3
1
A
91
19 45 12
54
2 HUDA City Centre
3
66503
11
10 4
20
J B 13
2284
23 7
12 5
21
142306
83
13 D
11
9
6
35 24
126278
179
14 14
10
C
3
9 8 7
60
15 22
8
9 16
22
26
E 16
76
20 25
8
28 22
18
169796
17
F
29
19 27
163
78
3 20
30
20
14
31
068
3
36 G
21
34 Panchgaon
22 84
98
13
99
81
23
Bilaspur 62
13
55
33
62
72
13
24
3
021
13
25
53
Dharuhera 37 38
26
28 27
29
30 134638
31 39
237 Bhiwadi
12
54 132 56
28
35
48
52
Rewari 50
7128
49 32
34
40
47
7
39
74 41
22
33
51 11
37
46
4
02
34
52
7
57
1
50 13
40
35
993
16
2
84
947
36 58
42
49
48
7
20
37
75
43
8
40
38 57
47
8
39 02
53
84
46
41 5
40
Bawal 44
45
59
60 66
63
65
10
64
77
3
16
19
Sector 112
85
41
K
93
851
17 2
1
1
17
42
23
3
3
19
85
18
4
43
53
3
19
30
85
15
1
98
85193
154524
44
85193
51
6
4
5
32
8
1
A
55
19 45 12
54
2 HUDA City Centre
3
65901
11
10 4
20
J B 13
2600
23 7
12 5
21 180088
75
13 D
11
9
6
35 24
159153
220
14 14
10
C
1
9 8 7
42
15 22
4
0 49 223
26 846
26
E 16
89
96 25
8
28 25
18
195175
17
F
29 27
19
186
78
4 76
30
20
164
31
699
36 G
21
34 Panchgaon
22 04
38
16
73
20
23
Bilaspur
16
62
55
33
49
11
16
24
1
086
15
25
53
Dharuhera 37 38
26
28 27
29
30 162352
31 39
696 Bhiwadi
15
54 161 56
53
52
48
49 52
Rewari 50
4144
32
27
40
47
3
16
88 41
61
33
51 14
29
46
3
03
34
2
22
8
57
50 17
30
35
91
9
36 055
125
58
42
49
48
13
37
05
11
43
4 03
38 91
47
6
39 61
95
85
46
86 7
40
Bawal
44
45
59
60 66
63
65
77
64
73
4
16
79
Sector 112
69
41
K
94
697
17 2
1
0
91
42
21
4
79
3
69
18
0
43
37
4
79
29
69
15
7
86
69794
122655
44
69794
65
6
4
5
32
3
1
A
24
19 45 12
67
2 HUDA City Centre
3
77437
11
10 4
20
7
57
J B 13
88
1618
23 7
9075
12 5
21
94148
16
D
11
0
9
13 6
35 24 14
80455
14
963
10
9 8 7
C
2
15 22
7
7
2 47 2697
313
16
28
E 16
25
91692 8
146501
18
107753
17
F
29 27
19
101
78
374
30
20
843
31
75
36 G
21
34 Panchgaon
22 1
33
83
7
74
23
Bilaspur
81
62
55
33
2
86
80
24
8 48
77
25
53
Dharuhera 37 38
26
28 27
29
30 77410
31 39
798
79 Bhiwadi
83
54 56
40
5
48
49 52
Rewari 50 32
10217
30
40
47
7
86
33
1 15 41
51 72
31
46
85
81
34
73
0
57
50 10
34
35
547
22
0
36 34
729
58
42
49
48
1
90
37
58
43
9 14
38
26
47
5
04
18
39
26
46
1 46
40
Bawal 44
45
59

60 66
63
65
12
64
81
6
16
76
Sector 112
76
41
K
66
767
17 2
1
6
12
42
24
6
3
76
76
18
6
43
50
66
34
7
76
15
9
98
76766
123733
44
76766
53
6
4
5
32
5
1
A
15
19 45 12
57
2 HUDA City Centre
3
69334
11
10 4
20
J B 13
2040
23 7
12 5
21 129603
97
13 D
11
9
6
35 24
110945
156
14 14
10
C
1
9 8 7
54
15 22
0
3 83 160
20 810
26
E 16
17
28 25
8
28 20
18
137561
17
F
29
19 27
130
78
0 54
30
20
10
31
719
3
36 G
21
34 Panchgaon
5
34
22
6
10
13
46
23
Bilaspur
10
62
55
33
96
36
10
24
1 63
99
25
53
Dharuhera 37 38
26
28 27
82
29
96 3
30 104377
31 39
104
006 Bhiwadi
98
54 95107 56
05
1
48
97
49 52
Rewari 50 32
9
8206
36
40
47
0
68
0
39
33 41
51 89
37
46
1
77
34
94
3
57
2
50 11
41
35
75
848
1
37
753
36 58
42
49
48
8
73
37
58
43
7
10
38
47
47
7
39 31
46
42
46
36 1
40
Bawal
44
45
59

60 66
63
65
26
64
89
8
44
16
Sector 112
84
41
K
48
844
0
17 2
21
1
22
42 8
44
18
3 84
1
63
8
44
43
84
28
5
84448
15
77
84448
77
44
135476
6
4
5
32
3
99
1
A
79
19 45 12
2 HUDA City Centre

3
90604
11
10 4
20
23
12 J 7 B146946
5
13
21
13
11
D 9
6
176
35 24
129267
14 14
0
10
C
89
9 8 7
09
15 22
50 17926
24 8
35
26
E 16
24
36 25
8
28
18
187270
17
F
29 27
19
179
78
640
30
20
159
31
468
36 G
21
34 Panchgaon
82
22 8 6
15
90
69
15
23
Bilaspur 62
55
33
16
61
15
24
5
201
15
15
25
12
05
53
Dharuhera 37 38
26
28 27
29
157431
30
31 39 794
147867 156 Bhiwadi
15
54 56
05
92
48
49 52
Rewari 50
3991
32
26
40
5
87
47
7
2 16
14
33 41
51
28
61
25
46
74
7
34
16 57
30
50
07
35
9
107
36 121 58
42
49
94
48
67
37
10
43
4 95
38
87
47
5
39
39 91
94
46
83 0
40
Bawal
45 44
59
VISUM 13.00 PTV AG 3.23 MRTS RIDERSHIP ASSIGNMENT 2043 (SCENARIO 2, MCA FARE).ver

Both
Station Directions
No. Daily Section
Load
Load Load
4 Sector 47 73,294 8,795 53,178 6,381 1,26,472
5 Sector 48 69,277 8,313 44,579 5,349 1,13,856
6 Sector 49 63,068 7,568 40,983 4,918 1,04,051
7 Sector 69 58,363 7,004 38,098 4,572 96,461
8 Sector 70 56,179 6,741 36,486 4,378 92,665
9 Sector 75 54,617 6,554 35,880 4,306 90,497
10 Sector 74A/75A 54,130 6,496 35,962 4,315 90,092
11 Sector 36A/ISBT 52,930 6,352 35,651 4,278 88,581
12 Global City 52,154 6,258 66,043 7,925 1,18,197
13 Sector 88 83,024 9,963 66,575 7,989 1,49,599
14 Sector 85/89 83,299 9,996 66,695 8,003 1,49,994
15 Sector 86/90 83,337 10,000 66,794 8,015 1,50,131
16 Kankrola 83,648 10,038 60,145 7,217 1,43,793
17 Sector M14 76,856 9,223 53,010 6,361 1,29,866
18 Sector M9 69,251 8,310 35,364 4,244 1,04,615
19 Sector M8 50,178 6,021 35,309 4,237 85,487
20 Sector P5 50,203 6,024 30,837 3,700 81,040
Panchgaon
21 44,016 5,282 29,243 3,509 73,259
Interchange
National Defence
22 43,660 5,239 29,082 3,490 72,742
University
23 Bilaspur 43,302 5,196 25,068 3,008 68,370
24 Rathiwas 36,794 4,415 24,930 2,992 61,724
25 Sector 17 37,587 4,510 22,811 2,737 60,398
26 Sector 23 35,574 4,269 22,600 2,712 58,174
27 Sector 20 35,472 4,257 23,779 2,853 59,251
28 Sector 7 34,203 4,104 23,876 2,865 58,079
29 Sector 8 35,479 4,257 20,935 2,512 56,414
Sector 8 DC/Sector
30 34,931 4,192 20,956 2,515 55,887
1
31 Dhungrawas 34,758 4,171 20,684 2,482 55,442
32 Niganiwas 34,698 4,164 21,552 2,586 56,250
33 Ladhuwas 32,329 3,879 21,531 2,584 53,860
34 Sanpli 31,846 3,822 20,314 2,438 52,160
35 Salhawas 29,064 3,488 8,634 1,036 37,698
36 IMLH 15,000 1,800 8,280 994 23,280
37 Bagthala 14,700 1,764 9,954 1,194 24,654
38 Pathuhera 14,524 1,743 7,046 846 21,570
39 Khera Murar 10,067 1,208 4,446 534 14,513
40 Bawal Town 5,703 684 -- -- 5,703

Spurs), DMRC Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 1,13,978 13,677 1,13,978
2 Sector 45 1,11,174 13,341 1,12,117 13,454 2,23,291
3 Sector 40 1,11,267 13,352 99,358 11,923 2,10,625
4 Sector 47 1,01,311 12,157 1,05,185 12,622 2,06,496
5 Sector 48 1,08,971 13,077 1,02,789 12,335 2,11,760
6 Sector 49 1,06,398 12,768 99,397 11,928 2,05,795
7 Sector 69 1,02,387 12,286 1,13,260 13,591 2,15,647
8 Sector 70 1,18,610 14,233 1,18,988 14,279 2,37,598
9 Sector 75 1,25,670 15,080 1,35,667 16,280 2,61,337
10 Sector 74A/75A 1,37,534 16,504 1,35,415 16,250 2,72,949
11 Sector 36A/ISBT 1,37,018 16,442 1,34,717 16,166 2,71,735
12 Global City 1,38,518 16,622 1,84,203 22,104 3,22,721
13 Sector 88 1,85,591 22,271 1,83,043 21,965 3,68,634
14 Sector 85/89 1,86,458 22,375 1,81,412 21,769 3,67,870
15 Sector 86/90 1,86,987 22,438 1,77,936 21,352 3,64,923
16 Kankrola 1,86,379 22,365 1,71,310 20,557 3,57,689
17 Sector M14 1,81,668 21,800 1,61,297 19,356 3,42,965
18 Sector M9 1,67,700 20,124 1,45,906 17,509 3,13,606
19 Sector M8 1,48,057 17,767 1,43,068 17,168 2,91,125
20 Sector P5 1,41,940 17,033 1,32,750 15,930 2,74,690
Panchgaon
21 1,29,179 15,501 1,27,254 15,270 2,56,433
Interchange
National Defence
22 1,22,160 14,659 1,25,083 15,010 2,47,243
University
23 Bilaspur 1,20,164 14,420 1,22,134 14,656 2,42,298
24 Rathiwas 1,18,817 14,258 1,21,912 14,629 2,40,729
25 Sector 17 1,17,049 14,046 1,19,703 14,364 2,36,752
26 Sector 23 1,13,888 13,667 1,19,216 14,306 2,33,104
27 Sector 20 1,13,876 13,665 1,21,439 14,573 2,35,315
28 Sector 7 1,16,106 13,933 1,24,051 14,886 2,40,157
29 Sector 8 1,17,916 14,150 1,27,259 15,271 2,45,175
30 Sector 8 DC/Sector 1,14,160 13,699 1,26,005 15,121 2,40,165
31 Dhungrawas 1,13,022 13,563 1,26,943 15,233 2,39,965
32 Niganiwas 1,12,398 13,488 1,15,588 13,871 2,27,986
33 Ladhuwas 1,03,983 12,478 1,26,512 15,181 2,30,495
34 Sanpli 1,10,412 13,249 1,22,377 14,685 2,32,789
35 Salhawas 1,07,511 12,901 68,000 8,160 1,75,511
36 IMLH 72,641 8,717 59,388 7,127 1,32,029
37 Bagthala 62,551 7,506 35,924 4,311 98,475
38 Pathuhera 35,119 4,214 25,468 3,056 60,587
39 Khera Murar 26,683 3,202 20,515 2,462 47,198
40 Bawal Town 21,512 2,581 -- -- 21,512

Spurs), DMRC Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 1,27,055 15,247 1,27,055
2 Sector 45 1,28,489 15,419 1,28,869 15,464 2,57,358
3 Sector 40 1,32,246 15,870 1,17,910 14,149 2,50,156
4 Sector 47 1,22,221 14,667 1,30,388 15,647 2,52,609
5 Sector 48 1,38,306 16,597 1,34,130 16,096 2,72,436
6 Sector 49 1,39,549 16,746 1,33,564 16,028 2,73,113
7 Sector 69 1,36,278 16,353 1,55,435 18,652 2,91,713
8 Sector 70 1,61,949 19,434 1,63,832 19,660 3,25,781
9 Sector 75 1,73,083 20,770 1,73,267 20,792 3,46,350
10 Sector 74A/75A 1,82,782 21,934 1,68,797 20,256 3,51,579
11 Sector 36A/ISBT 1,79,360 21,523 1,71,636 20,596 3,50,996
12 Global City 1,82,005 21,841 2,20,349 26,442 4,02,354
13 Sector 88 2,25,483 27,058 2,19,238 26,309 4,44,721
14 Sector 85/89 2,25,488 27,059 2,20,122 26,415 4,45,610
15 Sector 86/90 2,27,168 27,260 2,15,965 25,916 4,43,133
16 Kankrola 2,21,620 26,594 2,08,336 25,000 4,29,956
17 Sector M14 2,16,994 26,039 1,97,324 23,679 4,14,318
18 Sector M9 2,00,812 24,097 1,80,618 21,674 3,81,430
19 Sector M8 1,77,816 21,338 1,78,245 21,389 3,56,061
20 Sector P5 1,71,223 20,547 1,71,884 20,626 3,43,107
Panchgaon
21 1,59,703 19,164 1,63,350 19,602 3,23,053
Interchange
National Defence
22 1,49,904 17,988 1,64,029 19,683 3,13,933
University
23 Bilaspur 1,48,219 17,786 1,64,679 19,761 3,12,898
24 Rathiwas 1,47,282 17,674 1,66,179 19,941 3,13,461
25 Sector 17 1,48,506 17,821 1,61,758 19,411 3,10,264
26 Sector 23 1,44,043 17,285 1,62,906 19,549 3,06,949
27 Sector 20 1,45,898 17,508 1,60,245 19,229 3,06,143
28 Sector 7 1,42,428 17,091 1,62,596 19,512 3,05,024
29 Sector 8 1,47,658 17,719 1,59,937 19,192 3,07,595
30 Sector 8 DC/Sector 1,44,257 17,311 1,51,765 18,212 2,96,022
31 Dhungrawas 1,34,492 16,139 1,50,979 18,117 2,85,471
32 Niganiwas 1,35,855 16,303 1,45,880 17,506 2,81,735
33 Ladhuwas 1,27,294 15,275 1,50,845 18,101 2,78,139
34 Sanpli 1,34,271 16,113 1,48,423 17,811 2,82,694
35 Salhawas 1,35,690 16,283 97,783 11,734 2,33,473
36 IMLH 98,910 11,869 80,917 9,710 1,79,827
37 Bagthala 83,333 10,000 61,616 7,394 1,44,949
38 Pathuhera 55,534 6,664 61,036 7,324 1,16,570
39 Khera Murar 53,154 6,378 50,649 6,078 1,03,803
40 Bawal Town 43,710 5,245 -- -- 43,710

Spurs), DMRC Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 1,61,002 19,320 1,61,002
2 Sector 45 1,62,465 19,496 1,68,828 20,259 3,31,293
3 Sector 40 1,67,610 20,113 1,67,381 20,086 3,34,991
4 Sector 47 1,63,286 19,594 1,76,354 21,162 3,39,640
5 Sector 48 1,73,804 20,856 1,75,292 21,035 3,49,096
6 Sector 49 1,74,983 20,998 1,73,305 20,797 3,48,288
7 Sector 69 1,75,632 21,076 1,99,948 23,994 3,75,580
8 Sector 70 2,02,814 24,338 2,06,403 24,768 4,09,217
9 Sector 75 2,16,396 25,968 2,17,723 26,127 4,34,119
10 Sector 74A/75A 2,30,554 27,666 2,19,784 26,374 4,50,338
11 Sector 36A/ISBT 2,27,961 27,355 2,22,538 26,705 4,50,499
12 Global City 2,32,270 27,872 2,75,212 33,025 5,07,482
13 Sector 88 2,76,329 33,159 2,73,935 32,872 5,50,264
14 Sector 85/89 2,75,852 33,102 2,71,996 32,640 5,47,848
15 Sector 86/90 2,73,687 32,842 2,63,894 31,667 5,37,581
16 Kankrola 2,67,946 32,154 2,61,421 31,371 5,29,367
17 Sector M14 2,63,812 31,657 2,41,974 29,037 5,05,786
18 Sector M9 2,45,809 29,497 2,19,735 26,368 4,65,544
19 Sector M8 2,23,938 26,873 2,22,563 26,708 4,46,501
20 Sector P5 2,16,967 26,036 2,11,437 25,372 4,28,404
Panchgaon
21 2,04,841 24,581 2,00,339 24,041 4,05,180
Interchange
National Defence
22 1,96,170 23,540 1,99,528 23,943 3,95,698
University
23 Bilaspur 1,94,508 23,341 1,99,496 23,940 3,94,004
24 Rathiwas 1,94,634 23,356 1,99,712 23,965 3,94,346
25 Sector 17 1,91,759 23,011 2,02,743 24,329 3,94,502
26 Sector 23 1,88,357 22,603 2,04,156 24,499 3,92,513
27 Sector 20 1,90,361 22,843 1,96,727 23,607 3,87,088
28 Sector 7 1,88,314 22,598 1,99,779 23,973 3,88,093
29 Sector 8 1,92,567 23,108 1,99,424 23,931 3,91,991
30 Sector 8 DC/Sector 1,90,824 22,899 1,90,725 22,887 3,81,549
31 Dhungrawas 1,82,629 21,915 1,89,779 22,773 3,72,408
32 Niganiwas 1,85,113 22,214 1,85,466 22,256 3,70,579
33 Ladhuwas 1,78,154 21,378 1,83,687 22,042 3,61,841
34 Sanpli 1,83,273 21,993 1,89,657 22,759 3,72,930
35 Salhawas 1,86,350 22,362 1,31,831 15,820 3,18,181
36 IMLH 1,29,686 15,562 1,17,123 14,055 2,46,809
37 Bagthala 1,17,465 14,096 96,642 11,597 2,14,107
38 Pathuhera 88,574 10,629 99,290 11,915 1,87,864
39 Khera Murar 90,496 10,860 89,292 10,715 1,79,788
40 Bawal Town 81,289 9,755 -- -- 81,289

Spurs), MCA Fare
Centre to Bawal) to HUDA City Centre) Both
Station Directions
Station Name
No. Daily Daily Daily Section
Load Load
1 Huda City Centre -- -- 52,293 6,275 52,293

2 Sector 45 65,515 7,862 50,961 6,115 1,16,476
3 Sector 40 64,022 7,683 50,816 6,098 1,14,838
4 Sector 47 63,925 7,671 47,005 5,641 1,10,930
5 Sector 48 60,177 7,221 41,080 4,930 1,01,257
6 Sector 49 55,412 6,649 35,303 4,236 90,715
7 Sector 69 48,062 5,767 35,259 4,231 83,321
8 Sector 70 46,678 5,601 34,556 4,147 81,234
9 Sector 75 44,963 5,396 32,969 3,956 77,932
10 Sector 74A/75A 44,333 5,320 32,011 3,841 76,344
11 Sector 36A/ISBT 43,099 5,172 31,696 3,804 74,795
12 Global City 42,313 5,078 49,054 5,886 91,367
13 Sector 88 66,953 8,034 49,492 5,939 1,16,445
14 Sector 85/89 67,169 8,060 49,595 5,951 1,16,764
15 Sector 86/90 67,203 8,064 49,705 5,965 1,16,908
16 Kankrola 67,538 8,105 44,537 5,344 1,12,075
17 Sector M14 62,380 7,486 44,434 5,332 1,06,814
18 Sector M9 60,639 7,277 30,469 3,656 91,108
19 Sector M8 43,393 5,207 30,379 3,645 73,772
20 Sector P5 43,389 5,207 27,583 3,310 70,972
21 Panchgaon 41,031 4,924 26,403 3,168 67,434
Interchange
22 National Defence 40,638 4,877 26,240 3,149 66,878
University
23 Bilaspur 40,126 4,815 25,919 3,110 66,045
24 Rathiwas 39,301 4,716 25,738 3,089 65,039
25 Sector 17 38,454 4,614 27,776 3,333 66,230
26 Sector 23 38,700 4,644 27,586 3,310 66,286
27 Sector 20 38,605 4,633 29,812 3,577 68,417
28 Sector 7 37,175 4,461 30,178 3,621 67,353
29 Sector 8 38,283 4,594 29,358 3,523 67,641
30 Sector 8 DC/Sector 37,433 4,492 29,471 3,537 66,904
31 Dhungrawas 37,367 4,484 28,129 3,375 65,496
32 Niganiwas 36,916 4,430 28,078 3,369 64,994
33 Ladhuwas 34,744 4,169 24,164 2,900 58,908
34 Sanpli 33,264 3,992 24,164 2,900 57,428
35 Salhawas 33,264 3,992 10,683 1,282 43,947
36 IMLH 12,739 1,529 10,307 1,237 23,046
37 Bagthala 12,480 1,498 10,272 1,233 22,752
38 Pathuhera 12,347 1,482 10,999 1,320 23,346
39 Khera Murar 10,352 1,242 9,276 1,113 19,628
40 Bawal Town 7,171 861 -- -- 7,171

Spurs), MCA Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 97,937 11,752 97,937
2 Sector 45 1,00,429 12,051 1,04,062 12,487 2,04,491
3 Sector 40 1,02,523 12,303 95,347 11,442 1,97,870
4 Sector 47 91,577 10,989 1,04,502 12,540 1,96,079
5 Sector 48 1,01,148 12,138 1,01,450 12,174 2,02,598
6 Sector 49 97,750 11,730 94,711 11,365 1,92,461
7 Sector 69 91,455 10,975 1,07,003 12,840 1,98,458
8 Sector 70 1,12,434 13,492 1,02,134 12,256 2,14,568
9 Sector 75 1,12,692 13,523 1,07,640 12,917 2,20,332
10 Sector 74A/75A 1,18,313 14,198 1,07,013 12,842 2,25,326
11 Sector 36A/ISBT 1,17,327 14,079 1,12,487 13,498 2,29,814
12 Global City 1,23,892 14,867 1,48,554 17,826 2,72,446
13 Sector 88 1,53,816 18,458 1,47,043 17,645 3,00,859
14 Sector 85/89 1,54,082 18,490 1,45,465 17,456 2,99,547
15 Sector 86/90 1,54,477 18,537 1,33,895 16,067 2,88,372
16 Kankrola 1,47,591 17,711 1,27,191 15,263 2,74,782
17 Sector M14 1,38,501 16,620 1,16,419 13,970 2,54,920
18 Sector M9 1,20,702 14,484 1,02,053 12,246 2,22,755
19 Sector M8 99,753 11,970 99,045 11,885 1,98,798
20 Sector P5 91,374 10,965 95,756 11,491 1,87,130
Panchgaon
21 81,375 9,765 93,581 11,230 1,74,956
Interchange
National Defence
22 79,331 9,520 92,726 11,127 1,72,057
University
23 Bilaspur 77,747 9,330 91,987 11,038 1,69,734
24 Rathiwas 76,862 9,223 89,252 10,710 1,66,114
25 Sector 17 75,505 9,061 88,261 10,591 1,63,766
26 Sector 23 73,848 8,862 86,179 10,341 1,60,027
27 Sector 20 71,185 8,542 87,041 10,445 1,58,226
28 Sector 7 73,410 8,809 89,733 10,768 1,63,143
29 Sector 8 75,211 9,025 90,997 10,920 1,66,208
30 Sector 8 DC/Sector 75,879 9,105 91,423 10,971 1,67,302
31 Dhungrawas 77,076 9,249 90,270 10,832 1,67,346
32 Niganiwas 79,005 9,481 84,693 10,163 1,63,698
33 Ladhuwas 74,255 8,911 98,075 11,769 1,72,330
34 Sanpli 83,050 9,966 1,12,087 13,450 1,95,137
35 Salhawas 95,384 11,446 63,174 7,581 1,58,558
36 IMLH 63,931 7,672 59,289 7,115 1,23,220
37 Bagthala 54,898 6,588 35,076 4,209 89,974
38 Pathuhera 30,111 3,613 31,503 3,780 61,614
39 Khera Murar 27,242 3,269 25,226 3,027 52,468
40 Bawal Town 21,461 2,575 -- -- 21,461

Spurs), MCA Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 1,13,399 13,608 1,13,399
2 Sector 45 1,20,799 14,496 1,17,072 14,049 2,37,871
3 Sector 40 1,23,263 14,792 1,05,321 12,639 2,28,584
4 Sector 47 1,12,425 13,491 1,10,397 13,248 2,22,822
5 Sector 48 1,24,603 14,952 1,09,431 13,132 2,34,034
6 Sector 49 1,25,961 15,115 97,137 11,656 2,23,098
7 Sector 69 1,11,945 13,433 1,23,029 14,763 2,34,974
8 Sector 70 1,40,543 16,865 1,26,736 15,208 2,67,279
9 Sector 75 1,51,063 18,128 1,30,739 15,689 2,81,802
10 Sector 74A/75A 1,57,450 18,894 1,30,088 15,611 2,87,538
11 Sector 36A/ISBT 1,54,294 18,515 1,37,724 16,527 2,92,018
12 Global City 1,61,382 19,366 1,77,955 21,355 3,39,337
13 Sector 88 1,90,737 22,888 1,86,034 22,324 3,76,771
14 Sector 85/89 1,96,893 23,627 1,88,774 22,653 3,85,667
15 Sector 86/90 1,95,470 23,456 1,83,123 21,975 3,78,593
16 Kankrola 1,88,368 22,604 1,74,179 20,901 3,62,547
17 Sector M14 1,76,275 21,153 1,61,577 19,389 3,37,852
18 Sector M9 1,58,599 19,032 1,42,164 17,060 3,00,763
19 Sector M8 1,34,201 16,104 1,34,067 16,088 2,68,268
20 Sector P5 1,27,180 15,262 1,18,368 14,204 2,45,548
Panchgaon
21 1,13,833 13,660 1,13,851 13,662 2,27,684
Interchange
National Defence
22 1,10,985 13,318 1,13,595 13,631 2,24,580
University
23 Bilaspur 1,09,253 13,110 1,12,285 13,474 2,21,538
24 Rathiwas 1,08,336 13,000 1,08,834 13,060 2,17,170
25 Sector 17 1,06,295 12,755 1,07,023 12,843 2,13,318
26 Sector 23 1,03,803 12,456 1,05,517 12,662 2,09,320
27 Sector 20 1,01,022 12,123 1,11,899 13,428 2,12,921
28 Sector 7 1,07,734 12,928 1,13,489 13,619 2,21,223
29 Sector 8 1,09,017 13,082 1,13,072 13,569 2,22,089
30 Sector 8 DC/Sector 1,08,646 13,038 1,00,699 12,084 2,09,345
31 Dhungrawas 99,747 11,970 1,01,783 12,214 2,01,530
32 Niganiwas 1,01,691 12,203 96,330 11,560 1,98,021
33 Ladhuwas 97,030 11,644 1,08,035 12,964 2,05,065
34 Sanpli 1,05,553 12,666 1,21,245 14,549 2,26,798
35 Salhawas 1,19,581 14,350 73,617 8,834 1,93,198
36 IMLH 77,929 9,351 62,655 7,519 1,40,584
37 Bagthala 67,330 8,080 37,124 4,455 1,04,454
38 Pathuhera 43,699 5,244 39,337 4,720 83,036
39 Khera Murar 44,909 5,389 30,260 3,631 75,169
40 Bawal Town 36,234 4,348 -- -- 36,234

Spurs), MCA Fare
Both
Station Directions
No. Daily Section
Load
Load Load
1 Huda City Centre -- -- 1,45,899 17,508 1,45,899
2 Sector 45 1,59,136 19,096 1,50,777 18,093 3,09,913
3 Sector 40 1,61,431 19,372 1,48,818 17,858 3,10,249
4 Sector 47 1,51,885 18,226 1,64,226 19,707 3,16,111
5 Sector 48 1,65,088 19,811 1,71,485 20,578 3,36,573
6 Sector 49 1,68,871 20,265 1,66,275 19,953 3,35,146
7 Sector 69 1,58,153 18,978 1,93,445 23,213 3,51,598
8 Sector 70 1,90,535 22,864 2,06,983 24,838 3,97,518
9 Sector 75 2,02,784 24,334 2,22,284 26,674 4,25,068
10 Sector 74A/75A 2,13,846 25,662 2,23,325 26,799 4,37,171
11 Sector 36A/ISBT 2,11,142 25,337 2,30,622 27,675 4,41,764
12 Global City 2,19,258 26,311 2,43,596 29,232 4,62,854
13 Sector 88 2,49,075 29,889 2,52,317 30,278 5,01,392
14 Sector 85/89 2,55,808 30,697 2,47,021 29,643 5,02,829
15 Sector 86/90 2,50,494 30,059 2,36,035 28,324 4,86,529
16 Kankrola 2,41,996 29,040 2,27,468 27,296 4,69,464
17 Sector M14 2,32,611 27,913 2,08,413 25,010 4,41,024
18 Sector M9 2,14,528 25,743 1,80,711 21,685 3,95,239
19 Sector M8 1,90,175 22,821 1,73,453 20,814 3,63,628
20 Sector P5 1,81,764 21,812 1,54,057 18,487 3,35,821
21 Panchgaon 1,65,699 19,884 1,49,600 17,952 3,15,299
23 Bilaspur 1,58,073 18,969 1,45,503 17,460 3,03,576
24 Rathiwas 1,57,149 18,858 1,44,421 17,331 3,01,570
25 Sector 17 1,56,217 18,746 1,42,421 17,091 2,98,638
26 Sector 23 1,54,082 18,490 1,38,905 16,669 2,92,987
27 Sector 20 1,48,171 17,781 1,47,826 17,739 2,95,997
28 Sector 7 1,55,600 18,672 1,48,961 17,875 3,04,561
29 Sector 8 1,54,211 18,505 1,51,649 18,198 3,05,860
30 Sector 8 DC/Sector 1,51,555 18,187 1,42,781 17,134 2,94,336
31 Dhungrawas 1,43,512 17,221 1,44,933 17,392 2,88,445
32 Niganiwas 1,46,211 17,545 1,43,474 17,217 2,89,685
33 Ladhuwas 1,46,047 17,526 1,56,055 18,727 3,02,102
34 Sanpli 1,55,084 18,610 1,68,660 20,239 3,23,744
35 Salhawas 1,63,638 19,637 1,19,133 14,296 2,82,771
36 IMLH 1,12,137 13,456 1,11,383 13,366 2,23,520
37 Bagthala 1,08,289 12,995 88,303 10,596 1,96,592
38 Pathuhera 80,485 9,658 94,045 11,285 1,74,530
39 Khera Murar 82,698 9,924 83,934 10,072 1,66,632
40 Bawal Town 73,867 8,864 -- -- 73,867

As evident from above tables, the maximum section load during peak hour peak direction
of travel (phpdt) was observed as 36,863 in UP and 35,733 in DOWN direction in the year
2043 under Scenario 1 considering DMRC fare structure.
In Scenario 2, highest phpdt in UP direction was estimated as 33,159 and 31,705 in DOWN
direction considering DMRC fare.
Considering MCA fare structure highest phpdt was estimated as 32,535 in Scenario 1 and
30,697 in Scenario 2.
Table 3.44 presents the highest section load per direction for both daily and peak hour
trips by the cardinal years. These will be further utilised for estimating rolling stock
requirements and to prepare the train operation plan by cardinal years.
Table 3.44: Highest Section Loads by Cardinal Years
Up Direction (HUDA City Centre to Bawal) Down Direction (Bawal to HUDA City Centre)
Years
DMRC MCA DMRC MCA
Daily PHPDT Daily PHPDT Daily PHPDT Daily PHPDT
Scenario 1
2013 85,747 10,290 75,600 9,072 83,042 9,965 72,198 8,664
2021 208,997 25,080 189,498 22,740 199,372 23,925 174,940 20,993
2031 251,220 30,146 221,816 26,618 247,445 29,693 212,957 25,555
2043 307,200 36,864 271,126 32,535 297,775 35,733 265,692 31,883
Scenario 2
2013 83,648 10,038 67,538 8,105 66,794 8,015 70,293 8,435
2021 186,987 22,438 154,477 18,537 184,203 22,104 148,554 17,826
2031 227,168 27,260 196,893 23,627 220,349 26,442 188,774 22,653
2043 276,329 33,159 255,808 30,697 275,212 33,025 252,317 30,278
It is also evident from above Tables 3.28 to 3.35, under Scenario 1 in both DMRC and
MCA fare structure peak hour and daily ridership on spurs connecting Sector 112 in
Gurgaon and connecting Rewari is very lower side, maximum peak hour section load for
Rewari connection is 4000 and for Sector 112 connecting is 7000 in the year 2043. These
demand numbers do not justify the need for MRTS connection for both Rewari and along
NPR connecting Sector 112 in Gurgaon. Both these links are proposed along major roads
having wide medians which can accommodate MRTS even if developed at a later date.
Therefore it is recommended that MRTS connecting Gurgaon to Bawal may be developed in
first phase and provision of integration may be kept in this line for integrating the spurs if
they are developed at a later date.
Considering this demand estimates under Scenario 2 MCA fare will be adopted as a basis
for MRTS system design, cost estimates and financial analysis.

3.9.4. MRTS Station Loads

The MRTS trip assignments for cardinal years were further used to obtain daily Boardings
and Alightings for stations by UP and DOWN directions. Boarding and alighting were
estimated separately under Scenario 1 & 2 for both DMRC and MCA fare Structures. These
were then added to obtain total stations loads.
3.9.4.1. Daily MRTS Station Loads – Scenario 1 (With Spurs)
Tables 3.45, 3.46, 3.47 and 3.48 presents the daily station loads for UP, DOWN and
both directions for the years 2013, 2021, 2031 and 2043 under Scenario 1 for DMRC fare
Structure.
both directions for the years 2013, 2021, 2031 and 2043 under Scenario 1 for MCA fare
Structure.
Table 3.45 : Station Loadings (2013)-Scenario 1, DMRC Fare
Both Directions
Center to Bawal) to HUDA City Center)
Station Station Total
No. Name Daily
B A Total B A Total B A
Station
Loads
Huda City
1 75,760 - 75,760 - 68,916 68,916 75,760 68,916 1,44,676
Centre
2 Sector 45 3,583 5,504 9,087 5,200 4,759 9,959 8,783 10,263 19,046
3 Sector 40 2,550 3,214 5,764 3,059 3,100 6,159 5,609 6,314 11,923
4 Sector 47 891 3,255 4,146 2,102 511 2,613 2,993 3,766 6,759
5 Sector 48 740 6,603 7,343 4,605 560 5,165 5,345 7,163 12,508
6 Sector 49 27 5,784 5,811 1,635 97 1,732 1,662 5,881 7,543
7 Sector 69 940 3,167 4,107 2,897 1,126 4,023 3,837 4,293 8,130
8 Sector 70 295 2,887 3,182 1,811 183 1,994 2,106 3,070 5,176
9 Sector 75 696 97 793 101 765 866 797 862 1,659
Sector
10 453 300 753 181 358 539 634 658 1,292
74A/75A
Sector
11 - 783 783 313 - 313 313 783 1,096
36A/ISBT
12 Global City 34,134 3,440 37,574 1,491 24,678 26,169 35,625 28,118 63,743
13 Sector 88 378 49 427 20 797 817 398 846 1,244
Sector
14 51 - 51 - 98 98 51 98 149
85/89
Sector
15 360 28 388 71 580 651 431 608 1,039
86/90
16 Kankrola 2,116 8,787 10,903 8,477 1,758 10,235 10,593 10,545 21,138
Sector
17 6,960 11,432 18,392 9,333 6,969 16,302 16,293 18,401 34,694
M14
14,72
18 Sector M9 5,701 21,115 26,816 3,808 18,533 20,426 24,923 45,349
5
19 Sector M8 113 71 184 178 136 314 291 207 498


Both Directions
No. Name Daily
Station
Loads
20 Sector P5 374 6,491 6,865 9,144 502 9,646 9,518 6,993 16,511
Panchgaon
21 Interchang 500 795 1,295 1,576 444 2,020 2,076 1,239 3,315
e
National
22 Defense 145 635 780 525 396 921 670 1,031 1,701
University
23 Bilaspur 1,745 1,698 3,443 3,594 3,742 7,336 5,339 5,440 10,779
24 Rathiwas 3,978 2,945 6,923 2,426 2,810 5,236 6,404 5,755 12,159
25 Sector 17 - 4,850 4,850 5,198 - 5,198 5,198 4,850 10,048
26 Sector 23 - 1,104 1,104 220 - 220 220 1,104 1,324
27 Sector 20 3,714 4,698 8,412 3,539 4,747 8,286 7,253 9,445 16,698
28 Sector 7 2,871 150 3,021 254 1,697 1,951 3,125 1,847 4,972
29 Sector 8 6,717 7,601 14,318 9,922 8,557 18,479 16,639 16,158 32,797
Sector 8
30 DC/Sector 289 399 688 379 512 891 668 911 1,579
1
Dhungraw
31 190 195 385 438 170 608 628 365 993
as
32 Niganiwas 2,820 6,527 9,347 7,563 2,986 10,549 10,383 9,513 19,896
33 Ladhuwas 120 876 996 1,832 214 2,046 1,952 1,090 3,042
34 Sanpli - 1,118 1,118 2,198 - 2,198 2,198 1,118 3,316
26,18
35 Salhawas 15 25,242 25,257 21 26,207 26,201 25,263 51,464
6
36 IMLH - 681 681 366 - 366 366 681 1,047
37 Bagthala - 180 180 29 - 29 29 180 209
38 Pathuhera 1,819 6,572 8,391 5,286 3,677 8,963 7,105 10,249 17,354
Khera
39 851 5,647 6,498 6,505 1,637 8,142 7,356 7,284 14,640
Murar
Bawal
40 - 6,976 6,976 7,932 - 7,932 7,932 6,976 14,908
Town
Rewari Ladhuwas Section
46 Bariawas 5,601 2,880 8,481 3,716 7,658 11,374 9,317 10,538 19,855
Shabajpur
47 43 1,279 1,322 2,217 384 2,601 2,260 1,663 3,923
Khasla
48 Piwara 743 1,833 2,576 2,152 1,015 3,167 2,895 2,848 5,743
49 Sector 3 333 585 918 517 133 650 850 718 1,568
24,49
50 Secretariat 23,222 23,222 - 24,496 24,496 23,222 47,718
6
41 Sector 112 11,465 - 11,465 - 9,956 9,956 11,465 9,956 21,421
42 Sector 105 - - - - - - - - -


Both Directions
No. Name Daily
Station
Loads
43 Sector 104 21,537 715 22,252 327 13,754 14,081 21,864 14,469 36,333
44 Sector 101 11 134 145 54 27 81 65 161 226
45 Sector 37D 962 - 962 - 729 729 962 729 1,691
Note: B=Boarding, A = Alighting
Table 3.46 : Station Loadings (2021)-Scenario 1, DMRC Fare

Both Directions
No. Name Daily
Station
Loads
Huda City
1 1,15,985 - 1,15,985 - 1,46,182 1,46,182 1,15,985 1,46,182 2,62,167
Centre
2 Sector 45 7,556 6,919 14,475 6,061 6,736 12,797 13,617 13,655 27,272
3 Sector 40 5,602 15,189 20,791 16,72 4,166 20,888 22,324 19,355 41,679
4 Sector 47 13,676 5,191 18,867 2
9,781 16,008 25,789 23,457 21,199 44,656
5 Sector 48 5,348 7,570 12,918 8,319 4,220 12,539 13,667 11,790 25,457
6 Sector 49 8,336 10,292 18,628 12,77 7,406 20,184 21,114 17,698 38,812
7 Sector 69 24,485 3,863 28,348 8
4,810 18,438 23,248 29,295 22,301 51,596
8 Sector 70 15,737 8,115 23,852 9,351 15,223 24,574 25,088 23,338 48,426
9 Sector 75 13,693 4,733 18,426 4,738 7,628 12,366 18,431 12,361 30,792
10 Sector 3,197 4,544 7,741 2,754 2,631 5,385 5,951 7,175 13,126
11 74A/75A
Sector 3,065 1,588 4,653 2,796 2,036 4,832 5,861 3,624 9,485
12 36A/ISBT
Global City 69,173 9,861 79,034 9,042 55,850 64,892 78,215 65,711 1,43,92
13 Sector 88 5,357 4,348 9,705 4,334 3,236 7,570 9,691 7,584 6
17,275
14 Sector 2,223 4,721 6,944 2,835 1,115 3,950 5,058 5,836 10,894
15 85/89
Sector 3,486 8,055 11,541 6,005 2,467 8,472 9,491 10,522 20,013
16 86/90
Kankrola 8,775 14,080 22,855 16,46 9,111 25,576 25,240 23,191 48,431
17 Sector 6,152 22,987 29,139 5
23,61 6,529 30,148 29,771 29,516 59,287
18 M14 M9
Sector 6,169 24,979 31,148 9
25,62 7,629 33,253 31,793 32,608 64,401
19 Sector M8 5,140 11,053 16,193 4
8,992 6,224 15,216 14,132 17,277 31,409
20 Sector P5 8,273 20,318 28,591 13,16 9,778 22,942 21,437 30,096 51,533
Panchgaon 4
21 1,678 8,715 10,393 4,724 1,029 5,753 6,402 9,744 16,146
Interchang
e
National
22 Defence 2,304 3,611 5,915 3,359 1,287 4,646 5,663 4,898 10,561
University
23 Bilaspur 1,946 2,662 4,608 4,060 1,201 5,261 6,006 3,863 9,869
24 Rathiwas 3,165 5,687 8,852 4,035 3,139 7,174 7,200 8,826 16,026
25 Sector 17 3,869 4,653 8,522 4,932 4,058 8,990 8,801 8,711 17,512
26 Sector 23 2,110 3,071 5,181 2,650 2,170 4,820 4,760 5,241 10,001
27 Sector 20 6,652 4,779 11,431 6,656 5,620 12,276 13,308 10,399 23,707
28 Sector 7 2,054 170 2,224 110 2,810 2,920 2,164 2,980 5,144


Both Directions
No. Name Daily
Station
Loads
29 Sector 8 5,594 8,996 14,590 9,595 9,159 18,754 15,189 18,155 33,344
30 Sector 8 3,559 7,341 10,900 9,952 7,888 17,840 13,511 15,229 28,740
31 DC/Sector
Dhungraw 4,568 2,052 6,620 5,418 4,235 9,653 9,986 6,287 16,273
32 as
Niganiwas 1,680 9,997 11,677 9,177 2,483 11,660 10,857 12,480 23,337
33 Ladhuwas 11,323 1,108 12,431 2,140 12,050 14,190 13,463 13,158 26,621
34 Sanpli 2,728 1,400 4,128 2,872 4,366 7,238 5,600 5,766 11,366
35 Salhawas 278 45,743 46,021 42,04 372 42,421 42,327 46,115 88,442
36 IMLH 120 15,469 15,589 9
18,77 253 19,031 18,898 15,722 34,620
37 Bagthala 10,842 40,600 51,442 8
38,25 11,249 49,502 49,095 51,849 1,00,94
38 Pathuhera 6,978 9,151 16,129 3
10,54 8,844 19,390 17,524 17,995 4
35,519
39 Khera 225 9,610 9,835 6
10,52 132 10,655 10,748 9,742 20,490
40 Murar
Bawal - 29,880 29,880 3
36,93 - 36,939 36,939 29,880 66,819
Town
Rewari Ladhuwas Section 9
46 Bariawas 993 6,361 7,354 3,496 242 3,738 4,489 6,603 11,092
47 Shabajpur 1,149 5,592 6,741 3,303 1,164 4,467 4,452 6,756 11,208
48 Khasla
Piwara 2,860 20,547 23,407 20,59 755 21,352 23,457 21,302 44,759
49 Sector 3 286 3,414 3,700 7
2,113 309 2,422 2,399 3,723 6,122
50 Secretariat 14,049 14,049 13,86 - 13,863 13,863 14,049 27,912
Global City Sector 112 Section 3
41 Sector 112 22,740 - 22,740 - 16,152 16,152 22,740 16,152 38,892
42 Sector 105 7,517 251 7,768 438 4,500 4,938 7,955 4,751 12,706
43 Sector 104 26,640 10,143 36,783 7,471 28,222 35,693 34,111 38,365 72,476
44 Sector 101 3,848 2,785 6,633 1,527 2,105 3,632 5,375 4,890 10,265
45 Sector 37D 11,714 1,173 12,887 1,053 5,332 6,385 12,767 6,505 19,272
Table 3.47: Station Loadings (2031)-Scenario 1, DMRC Fare

Both Directions
No. Name Daily
Station
Loads
Huda City
1 1,40,041 - 1,40,041 - 1,54,481 1,54,481 1,40,041 1,54,481 2,94,522
Centre
2 Sector 45 14,434 9,314 23,748 10,31 13,321 23,637 24,750 22,635 47,385
3 Sector 40 5,884 15,319 21,203 6
16,96 4,314 21,282 22,852 19,633 42,485
4 Sector 47 24,781 6,674 31,455 8
8,523 22,654 31,177 33,304 29,328 62,632
5 Sector 48 13,064 8,986 22,050 8,670 14,833 23,503 21,734 23,819 45,553
6 Sector 49 10,964 15,584 26,548 16,41 12,016 28,433 27,381 27,600 54,981
7 Sector 69 34,453 6,949 41,402 7
7,282 31,644 38,926 41,735 38,593 80,328
8 Sector 70 18,460 9,427 27,887 13,89 19,133 33,027 32,354 28,560 60,914
9 Sector 75 16,179 7,271 23,450 4
8,931 15,259 24,190 25,110 22,530 47,640
10 Sector 4,103 7,187 11,290 8,718 4,642 13,360 12,821 11,829 24,650
74A/75A

Both Directions
No. Name Daily
Station
Loads
11 Sector 4,081 1,667 5,748 2,450 5,038 7,488 6,531 6,705 13,236
12 36A/ISBT
Global City 72,823 19,669 92,492 11,29 63,569 74,859 84,113 83,238 1,67,351
13 Sector 88 5,579 6,054 11,633 0
7,523 3,614 11,137 13,102 9,668 22,770
14 Sector 2,973 4,252 7,225 4,162 3,932 8,094 7,135 8,184 15,319
15 85/89
Sector 3,679 10,171 13,850 11,17 2,923 14,093 14,849 13,094 27,943
16 86/90
Kankrola 9,278 15,728 25,006 0
15,00 11,218 26,223 24,283 26,946 51,229
17 Sector 5,496 22,386 27,882 5
23,75 9,551 33,304 29,249 31,937 61,186
18 M14
Sector M9 6,235 27,730 33,965 3
25,47 11,221 36,695 31,709 38,951 70,660
19 Sector M8 5,664 13,466 19,130 4
9,312 6,905 16,217 14,976 20,371 35,347
20 Sector P5 9,971 23,404 33,375 26,70 9,882 36,584 36,673 33,286 69,959
Panchgaon 2
13,56
21 1,348 11,175 12,523 766 14,329 14,911 11,941 26,852
Interchang 3
e
National
22 Defence 1,770 3,292 5,062 2,259 923 3,182 4,029 4,215 8,244
University
23 Bilaspur 1,487 2,291 3,778 3,200 862 4,062 4,687 3,153 7,840
24 Rathiwas 3,870 7,899 11,769 4,681 5,589 10,270 8,551 13,488 22,039
25 Sector 17 4,730 6,463 11,193 5,721 6,831 12,552 10,451 13,294 23,745
26 Sector 23 6,274 3,492 9,766 2,411 5,509 7,920 8,685 9,001 17,686
27 Sector 20 13,905 14,652 28,557 20,14 15,160 35,302 34,047 29,812 63,859
28 Sector 7 1,860 2,009 3,869 2
3,274 2,863 6,137 5,134 4,872 10,006
29 Sector 8 7,475 9,974 17,449 10,50 8,161 18,670 17,984 18,135 36,119
30 Sector 8 2,835 11,921 14,756 9
9,877 1,948 11,825 12,712 13,869 26,581
31 DC/Sector
Dhungraw 5,720 2,948 8,668 3,793 2,560 6,353 9,513 5,508 15,021
32 as
Niganiwas 1,110 10,059 11,169 18,25 571 18,826 19,365 10,630 29,995
33 Ladhuwas 11,024 1,402 12,426 5
2,029 10,819 12,848 13,053 12,221 25,274
34 Sanpli 13,473 2,000 15,473 3,932 12,556 16,488 17,405 14,556 31,961
35 Salhawas 2,601 57,618 60,219 50,75 1,200 51,956 53,357 58,818 1,12,175
36 IMLH 163 15,596 15,759 6
10,50 159 10,665 10,669 15,755 26,424
37 Bagthala 10,457 41,650 52,107 6
45,15 12,073 57,232 55,616 53,723 1,09,339
38 Pathuhera 7,853 9,730 17,583 9
8,017 7,262 15,279 15,870 16,992 32,862
39 Khera 214 9,646 9,860 10,82 284 11,111 11,041 9,930 20,971
40 Murar
Bawal - 51,256 51,256 7
50,77 - 50,775 50,775 51,256 1,02,031
Town
46 Bariawas 781 7,817 8,598 7,249 153 7,402 8,030 7,970 16,000
47 Shabajpur 1,242 6,444 7,686 6,690 1,473 8,163 7,932 7,917 15,849
48 Khasla
Piwara 2,749 32,707 35,456 26,59 697 27,290 29,342 33,404 62,746
49 Sector 3 208 1,541 1,749 3
2,006 293 2,299 2,214 1,834 4,048
50 Secretariat 13,849 13,849 11,87 - 11,870 11,870 13,849 25,719
41 Sector 112 25,118 - 25,118 - 26,111 26,111 25,118 26,111 51,229
42 Sector 105 10,265 346 10,611 703 5,253 5,956 10,968 5,599 16,567
43 Sector 104 26,188 11,866 38,054 15,89 29,810 45,708 42,086 41,676 83,762
8


Both Directions
No. Name Daily
Station
Loads
44 Sector 101 6,725 2,114 8,839 1,790 2,550 4,340 8,515 4,664 13,179
45 Sector 37D 7,826 577 8,403 809 5,494 6,303 8,635 6,071 14,706
Table 3.48: Station Loadings (2043)-Scenario 1, DMRC Fare

Both Directions
No. Name Daily
Station
Loads
Huda City
1 1,80,341 1,80,341 - 1,69,095 1,69,095 1,80,341 1,69,095 3,49,436
Centre
2 Sector 45 17,333 11,378 28,711 11,13 14,188 25,320 28,465 25,566 54,031
3 Sector 40 7,830 20,697 28,527 2
21,25 5,216 26,475 29,089 25,913 55,002
4 Sector 47 25,289 7,922 33,211 9
12,62 22,544 35,166 37,911 30,466 68,377
5 Sector 48 19,736 9,840 29,576 2
10,79 15,227 26,019 30,528 25,067 55,595
6 Sector 49 10,933 19,981 30,914 2
21,50 14,782 36,283 32,434 34,763 67,197
7 Sector 69 40,368 8,117 48,485 1
11,25 41,427 52,678 51,619 49,544 1,01,163
8 Sector 70 21,528 10,175 31,703 1
12,60 26,220 38,823 34,131 36,395 70,526
9 Sector 75 19,484 7,596 27,080 3
6,322 19,602 25,924 25,806 27,198 53,004
10 Sector 5,150 7,659 12,809 7,194 5,864 13,058 12,344 13,523 25,867
11 74A/75A
Sector 5,099 1,836 6,935 2,473 6,337 8,810 7,572 8,173 15,745
12 36A/ISBT
Global City 83,096 23,786 1,06,88 11,20 84,599 95,808 94,305 1,08,38 2,02,690
13 Sector 88 7,215 7,538 2
14,753 9
8,525 9,557 18,082 15,740 5
17,095 32,835
14 Sector 3,197 7,385 10,582 8,968 3,977 12,945 12,165 11,362 23,527
15 85/89
Sector 4,778 12,569 17,347 13,79 3,684 17,478 18,572 16,253 34,825
16 86/90
Kankrola 10,938 16,617 27,555 4
18,67 15,446 34,118 29,610 32,063 61,673
17 Sector 5,991 22,086 28,077 2
19,07 8,583 27,657 25,065 30,669 55,734
18 M14 M9
Sector 6,895 28,305 35,200 4
29,65 6,062 35,717 36,550 34,367 70,917
19 Sector M8 8,461 15,670 24,131 5
18,12 13,707 31,834 26,588 29,377 55,965
20 Sector P5 10,403 23,610 34,013 7
24,51 9,519 34,033 34,917 33,129 68,046
Panchgaon 4
13,20
21 2,471 11,188 13,659 924 14,131 15,678 12,112 27,790
Interchang 7
e
National
22 Defence 1,944 3,440 5,384 1,900 1,150 3,050 3,844 4,590 8,434
University
23 Bilaspur 2,617 3,357 5,974 3,013 1,045 4,058 5,630 4,402 10,032
24 Rathiwas 6,059 8,734 14,793 5,217 11,227 16,444 11,276 19,961 31,237
25 Sector 17 6,405 7,964 14,369 8,376 9,721 18,097 14,781 17,685 32,466
26 Sector 23 8,231 3,245 11,476 2,002 8,427 10,429 10,233 11,672 21,905
27 Sector 20 12,025 16,254 28,279 20,22 15,772 36,000 32,253 32,026 64,279
28 Sector 7 6,427 2,140 8,567 8
3,231 7,436 10,667 9,658 9,576 19,234
29 Sector 8 7,766 10,222 17,988 10,61 8,394 19,008 18,380 18,616 36,996
4


Both Directions
No. Name Daily
Station
Loads
30 Sector 8 3,123 12,280 15,403 12,30 2,107 14,411 15,427 14,387 29,814
31 DC/Sector
Dhungraw 6,250 3,572 9,822 4
8,164 7,001 15,165 14,414 10,573 24,987
32 as
Niganiwas 3,201 9,246 12,447 11,56 3,830 15,390 14,761 13,076 27,837
33 Ladhuwas 11,198 1,621 12,819 0
1,408 12,718 14,126 12,606 14,339 26,945
34 Sanpli 13,910 2,045 15,955 4,129 16,388 20,517 18,039 18,433 36,472
35 Salhawas 2,659 81,152 83,811 76,83 3,260 80,091 79,490 84,412 1,63,902
36 IMLH 2,343 16,326 18,669 1
19,94 3,121 23,063 22,285 19,447 41,732
37 Bagthala 12,513 43,128 55,641 2
44,06 13,121 57,185 56,577 56,249 1,12,826
38 Pathuhera 11,095 10,020 21,115 4
12,57 10,173 22,744 23,666 20,193 43,859
39 Khera 382 10,096 10,478 1
11,17 228 11,406 11,560 10,324 21,884
40 Murar
Bawal - 95,887 95,887 8
92,05 - 92,053 92,053 95,887 1,87,940
Town
46 Bariawas 1,959 7,588 9,547 7,861 2,257 10,118 9,547 9,547 9,547
47 Shabajpur 3,049 6,215 9,264 7,363 4,246 11,609 9,264 9,264 9,264
48 Khasla
Piwara 4,085 33,764 37,849 26,81 5,515 32,328 37,849 37,849 37,849
49 Sector 3 146 3,836 3,982 3
4,153 213 4,366 3,982 3,982 3,982
50 Secretariat 11,326 11,326 9,465 - 9,465 11,326 11,326 11,326
41 Sector 112 28,561 - 28,561 - 27,433 27,433 28,561 27,433 55,994
42 Sector 105 15,265 332 15,597 1,665 7,583 9,248 16,930 7,915 24,845
43 Sector 104 29,021 13,204 42,225 16,58 26,138 42,726 45,609 39,342 84,951
44 Sector 101 9,927 2,462 12,389 8
2,777 10,984 13,761 12,704 13,446 26,150
45 Sector 37D 12,788 590 13,378 570 11,943 12,513 13,358 12,533 25,891
Table 3.49: Station Loadings (2013)-Scenario 1 (With Spurs), MCA Fare

Both Directions
No. Name Daily
Station
Loads
Huda City
1 71,209 - 71,209 - 70,204 70,204 71,209 70,204 1,41,413
Centre
2 Sector 45 3,778 5,289 9,067 6,052 1,768 7,820 9,830 7,057 16,887
3 Sector 40 2,843 3,366 6,209 3,229 1,209 4,438 6,072 4,575 10,647
4 Sector 47 734 4,302 5,036 2,121 414 2,535 2,855 4,716 7,571
5 Sector 48 713 7,637 8,350 5,073 485 5,558 5,786 8,122 13,908
6 Sector 49 31 6,347 6,378 5,880 112 5,992 5,911 6,459 12,370
7 Sector 69 854 3,623 4,477 1,084 1,021 2,105 1,938 4,644 6,582
8 Sector 70 303 2,185 2,488 938 173 1,111 1,241 2,358 3,599
9 Sector 75 593 112 705 117 641 758 710 753 1,463
10 Sector 294 507 801 203 305 508 497 812 1,309
11 74A/75A
Sector - 871 871 348 - 348 348 871 1,219
36A/ISBT

Both Directions
No. Name Daily
Station
Loads
12 Global City 31,559 3,830 35,389 1,664 21,975 23,639 33,223 25,805 59,028
13 Sector 88 411 51 462 102 463 565 513 514 1,027
14 Sector 42 - 42 - 132 132 42 132 174
15 85/89
Sector 388 32 420 81 188 269 469 220 689
16 86/90
Kankrola 2,193 8,804 10,997 8,153 1,783 9,936 10,346 10,587 20,933
17 Sector 7,863 13,103 20,966 15,39 5,616 21,008 23,255 18,719 41,974
18 M14 M9
Sector 5,489 21,612 27,101 2
18,09 3,601 21,699 23,587 25,213 48,800
19 Sector M8 98 83 181 8
206 124 330 304 207 511
20 Sector P5 349 4,826 5,175 7,321 485 7,806 7,670 5,311 12,981
Panchgaon
21 468 767 1,235 1,550 431 1,981 2,018 1,198 3,216
Interchang
e
National
22 Defence 143 656 799 578 428 1,006 721 1,084 1,805
University
23 Bilaspur 1,763 2,986 4,749 5,533 2,274 7,807 7,296 5,260 12,556
24 Rathiwas 2,468 3,780 6,248 2,322 2,838 5,160 4,790 6,618 11,408
25 Sector 17 1,521 2,000 3,521 785 1,572 2,357 2,306 3,572 5,878
26 Sector 23 - 104 104 216 - 216 216 104 320
27 Sector 20 4,189 4,893 9,082 3,552 6,441 9,993 7,741 11,334 19,075
28 Sector 7 2,791 119 2,910 190 2,670 2,860 2,981 2,789 5,770
29 Sector 8 4,985 5,706 10,691 6,706 7,058 13,764 11,691 12,764 24,455
30 Sector 8 297 370 667 362 527 889 659 897 1,556
31 DC/Sector
Dhungraw 2,202 3,243 5,445 2,564 1,183 3,747 4,766 4,426 9,192
32 as
Niganiwas 943 3,159 4,102 3,257 1,588 4,845 4,200 4,747 8,947
33 Ladhuwas 135 985 1,120 240 542 782 375 1,527 1,902
34 Sanpli - 1,000 1,000 982 - 982 982 1,000 1,982
35 Salhawas 15 21,202 21,217 22,13 21 22,157 22,151 21,223 43,374
36 IMLH - 281 281 6
380 - 380 380 281 661
37 Bagthala - 156 156 38 - 38 38 156 194
38 Pathuhera 2,150 4,825 6,975 3,991 4,348 8,339 6,141 9,173 15,314
39 Khera 999 5,221 6,220 5,663 1,930 7,593 6,662 7,151 13,813
40 Murar
Bawal - 6,780 6,780 7,443 - 7,443 7,443 6,780 14,223
Town
46 Bariawas 5,876 2,481 8,357 3,380 8,085 11,465 9,256 10,566 19,822
47 Shabajpur 41 1,135 1,176 2,071 456 2,527 2,112 1,591 3,703
48 Khasla
Piwara 872 1,661 2,533 1,997 1,192 3,189 2,869 2,853 5,722
49 Sector 3 400 665 1,065 582 160 742 982 825 1,807
50 Secretariat 20,469 20,469 21,92 - 21,921 21,921 20,469 42,390
41 Sector 112 9,959 - 9,959 - 7,409 7,409 9,959 7,409 17,368
42 Sector 105 - - - - 20 20 - 20 20
43 Sector 104 20,937 832 21,769 1,380 14,905 16,285 22,317 15,737 38,054
44 Sector 101 8 161 169 164 20 184 172 181 353


Both Directions
No. Name Daily
Station
Loads
45 Sector 37D 848 - 848 - 682 682 848 682 1,530
Table 3.50: Station Loadings (2021)-Scenario 1, MCA Fare

Both Directions
No. Name Daily
Station
Loads
Huda City
1 1,14,170 - 1,14,170 - 1,28,541 1,28,541 1,14,170 1,28,541 2,42,711
Centre
2 Sector 45 8,466 7,520 15,986 7,142 6,760 13,902 15,608 14,280 29,888
3 Sector 40 6,510 15,544 22,054 15,31 4,102 19,417 21,825 19,646 41,471
4 Sector 47 16,548 5,927 22,475 5
7,599 15,903 23,502 24,147 21,830 45,977
5 Sector 48 5,302 8,041 13,343 8,179 6,914 15,093 13,481 14,955 28,436
6 Sector 49 3,390 11,092 14,482 8,918 1,620 10,538 12,308 12,712 25,020
7 Sector 69 17,278 4,097 21,375 5,724 18,465 24,189 23,002 22,562 45,564
8 Sector 70 12,823 8,864 21,687 10,79 10,150 20,940 23,613 19,014 42,627
9 Sector 75 12,574 2,000 14,574 0
852 7,335 8,187 13,426 9,335 22,761
10 Sector 3,170 3,876 7,046 3,164 2,549 5,713 6,334 6,425 12,759
11 74A/75A
Sector 3,583 1,718 5,301 3,028 45 3,073 6,611 1,763 8,374
12 36A/ISBT
Global City 64,762 11,120 75,882 9,833 53,100 62,933 74,595 64,220 1,38,815
13 Sector 88 5,486 4,765 10,251 4,852 3,200 8,052 10,338 7,965 18,303
14 Sector 2,310 3,868 6,178 3,121 1,138 4,259 5,431 5,006 10,437
15 85/89
Sector 3,533 10,366 13,899 14,36 2,437 16,806 17,902 12,803 30,705
16 86/90
Kankrola 6,769 16,364 23,133 9
17,30 8,685 25,986 24,070 25,049 49,119
17 Sector 5,997 24,468 30,465 1
21,57 10,255 31,827 27,569 34,723 62,292
18 M14
Sector M9 5,025 26,615 31,640 2
24,56 10,406 34,971 29,590 37,021 66,611
19 Sector M8 4,876 11,744 16,620 5
9,641 8,930 18,571 14,517 20,674 35,191
20 Sector P5 8,017 20,167 28,184 23,66 15,473 39,136 31,680 35,640 67,320
Panchgaon 3
21 1,637 6,798 8,435 4,933 5,013 9,946 6,570 11,811 18,381
Interchang
e
National
22 Defence 2,252 4,642 6,894 5,409 3,248 8,657 7,661 7,890 15,551
University
23 Bilaspur 1,936 3,710 5,646 4,161 1,209 5,370 6,097 4,919 11,016
24 Rathiwas 4,170 5,770 9,940 6,065 5,170 11,235 10,235 10,940 21,175
25 Sector 17 3,874 4,721 8,595 5,970 4,230 10,200 9,844 8,951 18,795
26 Sector 23 127 3,037 3,164 2,604 197 2,801 2,731 3,234 5,965
27 Sector 20 6,954 6,698 13,652 7,522 5,929 13,451 14,476 12,627 27,103
28 Sector 7 2,171 197 2,368 127 3,035 3,162 2,298 3,232 5,530
29 Sector 8 8,163 7,422 15,585 9,190 10,028 19,218 17,353 17,450 34,803
30 Sector 8 3,749 4,291 8,040 4,805 2,005 6,810 8,554 6,296 14,850
DC/Sector


Both Directions
No. Name Daily
Station
Loads
31 Dhungraw 5,104 2,934 8,038 5,077 2,514 7,591 10,181 5,448 15,629
32 as
Niganiwas 1,860 4,874 6,734 6,178 957 7,135 8,038 5,831 13,869
33 Ladhuwas 10,134 2,130 12,264 2,698 11,372 14,070 12,832 13,502 26,334
34 Sanpli 6,000 1,500 7,500 2,185 6,652 8,837 8,185 8,152 16,337
35 Salhawas 334 43,253 43,587 40,08 2,525 42,605 40,414 45,778 86,192
36 IMLH 786 13,651 14,437 0
12,27 329 12,606 13,063 13,980 27,043
37 Bagthala 8,214 32,964 41,178 7
34,15 7,329 41,480 42,365 40,293 82,658
38 Pathuhera 3,216 7,826 11,042 1
10,46 5,845 16,310 13,681 13,671 27,352
39 Khera 261 6,805 7,066 5
8,124 164 8,288 8,385 6,969 15,354
40 Murar
Bawal - 20,152 20,152 22,11 - 22,110 22,110 20,152 42,262
Town
46 Bariawas 1,057 6,774 7,831 4,256 257 4,513 5,313 7,031 12,344
47 Shabajpur 1,378 5,945 7,323 3,951 1,388 5,339 5,329 7,333 12,662
48 Khasla
Piwara 3,332 20,516 23,848 19,08 877 19,964 22,419 21,393 43,812
49 Sector 3 335 2,491 2,826 7
1,115 357 1,472 1,450 2,848 4,298
50 Secretariat 12,637 12,637 12,59 - 12,597 12,597 12,637 25,234
41 Sector 112 21,926 - 21,926 - 22,584 22,584 21,926 22,584 44,510
42 Sector 105 7,293 279 7,572 470 4,425 4,895 7,763 4,704 12,467
43 Sector 104 26,640 10,143 36,783 11,68 24,476 36,156 38,320 34,619 72,939
44 Sector 101 3,864 2,863 6,727 0
1,784 2,049 3,833 5,648 4,912 10,560
45 Sector 37D 11,840 1,209 13,049 1,210 5,265 6,475 13,050 6,474 19,524
Table 3.51: Station Loadings (2031)-Scenario 1, MCA Fare

Up Direction (HUDA City Down Direction (Bawal to
Both Directions
Center to Bawal) HUDA City Center)
No. Name Daily
Station
Loads
Huda City
1 1,33,279 - 1,33,279 - 1,57,513 1,57,513 1,33,279 1,57,513 2,90,792
Centre
2 Sector 45 13,538 10,184 23,722 13,390 14,922 28,312 26,928 25,106 52,034
3 Sector 40 7,490 15,595 23,085 19,315 4,075 23,390 26,805 19,670 46,475
4 Sector 47 20,889 7,513 28,402 8,578 18,803 27,381 29,467 26,316 55,783
5 Sector 48 8,583 7,416 15,999 9,170 4,558 13,728 17,753 11,974 29,727
6 Sector 49 7,086 19,187 26,273 20,928 6,737 27,665 28,014 25,924 53,938
7 Sector 69 35,875 7,483 43,358 6,261 34,564 40,825 42,136 42,047 84,183
8 Sector 70 21,590 10,264 31,854 10,571 18,521 29,092 32,161 28,785 60,946
9 Sector 75 15,699 8,151 23,850 8,283 13,327 21,610 23,982 21,478 45,460
Sector
10 3,704 7,969 11,673 8,209 2,053 10,262 11,913 10,022 21,935
74A/75A


Both Directions
No. Name Daily
Station
Loads
Sector
11 4,101 1,749 5,850 2,576 2,047 4,623 6,677 3,796 10,473
36A/ISBT
12 Global City 67,199 21,706 88,905 12,140 55,258 67,398 79,339 76,964 1,56,303
13 Sector 88 6,279 6,480 12,759 4,902 3,166 8,068 11,181 9,646 20,827
Sector
14 2,917 4,326 7,243 2,302 887 3,189 5,219 5,213 10,432
85/89
Sector
15 3,451 12,461 15,912 14,411 2,638 17,049 17,862 15,099 32,961
86/90
16 Kankrola 7,400 19,667 27,067 19,403 9,643 29,046 26,803 29,310 56,113
Sector
17 5,869 23,071 28,940 20,174 8,431 28,605 26,043 31,502 57,545
M14
18 Sector M9 5,547 29,572 35,119 26,859 9,992 36,851 32,406 39,564 71,970
19 Sector M8 4,973 15,605 20,578 19,482 6,017 25,499 24,455 21,622 46,077
20 Sector P5 8,891 21,857 30,748 16,401 10,982 27,383 25,292 32,839 58,131
Panchgaon
21 Interchang 1,238 6,162 7,400 3,579 710 4,289 4,817 6,872 11,689
e
22 NDU 1,645 6,244 7,889 2,157 842 2,999 3,802 7,086 10,888
23 Bilaspur 1,409 2,264 3,673 3,163 821 3,984 4,572 3,085 7,657
24 Rathiwas 3,669 6,028 9,697 4,373 6,593 10,966 8,042 12,621 20,663
25 Sector 17 3,484 5,366 8,850 5,345 5,394 10,739 8,829 10,760 19,589
26 Sector 23 1,305 6,148 7,453 8,181 568 8,749 9,486 6,716 16,202
27 Sector 20 14,726 8,274 23,000 9,542 14,812 24,354 24,268 23,086 47,354
28 Sector 7 3,851 568 4,419 305 2,888 3,193 4,156 3,456 7,612
29 Sector 8 7,574 9,226 16,800 12,461 8,420 20,881 20,035 17,646 37,681
30 Sector 8 4,879 8,815 13,694 8,795 5,080 13,875 13,674 13,895 27,569
31 Dungrawas 6,010 5,001 11,011 8,873 8,701 17,574 14,883 13,702 28,585
32 Niganiwas 2,176 5,031 7,207 8,566 601 9,167 10,742 5,632 16,374
33 Ladhuwas 10,989 2,043 13,032 4,488 12,469 16,957 15,477 14,512 29,989
34 Sanpli 10,263 3,472 13,735 6,645 12,565 19,210 16,908 16,037 32,945
35 Salhawas 2,768 48,277 51,045 58,605 1,356 59,961 61,373 49,633 1,11,006
36 IMLH 3,206 13,369 16,575 8,642 4,201 12,843 11,848 17,570 29,418
37 Bagthala 8,829 34,347 43,176 34,518 9,201 43,719 43,347 43,548 86,895
38 Pathuhera 9,175 8,057 17,232 7,064 10,425 17,489 16,239 18,482 34,721
Khera
39 242 8,404 8,646 9,173 331 9,504 9,415 8,735 18,150
Murar
Bawal
40 - 44,446 44,446 42,282 - 42,282 42,282 44,446 86,728
Town
46 Bariawas 792 7,087 7,879 5,656 157 5,813 6,448 7,244 13,692
Shabajpur
47 1,451 6,790 8,241 5,021 1,713 6,734 6,472 8,503 14,975
Khasla


Both Directions
No. Name Daily
Station
Loads
48 Piwara 3,103 25,914 29,017 20,986 783 21,769 24,089 26,697 50,786
49 Sector 3 234 3,621 3,855 2,017 323 2,340 2,251 3,944 6,195
50 Secretariat 10,443 10,443 9,899 - 9,899 9,899 10,443 20,342
41 Sector 112 23,044 - 23,044 - 15,489 15,489 23,044 15,489 38,533
42 Sector 105 12,322 362 12,684 711 8,743 9,454 13,033 9,105 22,138
43 Sector 104 25,188 11,866 37,054 5,992 20,871 26,863 31,180 32,737 63,917
44 Sector 101 6,390 2,174 8,564 1,996 3,253 5,249 8,386 5,427 13,813
45 Sector 37D 12,029 595 12,624 890 5,024 5,914 12,919 5,619 18,538
Table 3.52: Station Loadings (2043)-Scenario 1 (With Spurs), MCA Fare

Up Direction (HUDA City Down Direction (Bawal to Both Directions
Station Station
No. Name Total
B A Total B A Total B A Daily
Station
Loads
1 Huda City 1,80,058 1,80,058 - 1,82,773 1,82,773 1,80,058 1,82,77 3,62,831
Centre 3
2 Sector 45 15,813 13,524 29,337 16,132 14,543 30,675 31,945 28,067 60,012
3 Sector 40 12,541 18,070 30,611 21,159 10,361 31,520 33,700 28,431 62,131
4 Sector 47 22,259 14,699 36,958 17,622 20,814 38,436 39,881 35,513 75,394
5 Sector 48 14,476 10,209 24,685 11,792 13,374 25,166 26,268 23,583 49,851
6 Sector 49 11,152 24,825 35,977 26,501 12,782 39,283 37,653 37,607 75,260
7 Sector 69 36,629 9,477 46,106 11,251 38,968 50,219 47,880 48,445 96,325
8 Sector 70 22,469 12,615 35,084 12,603 20,465 33,068 35,072 33,080 68,152
9 Sector 75 16,157 8,721 24,878 7,322 18,468 25,790 23,479 27,189 50,668
10 Sector 4,768 8,194 12,962 8,194 6,137 14,331 12,962 14,331 27,293
11 74A/75A
Sector 8,135 4,086 12,221 4,473 9,337 13,810 12,608 13,423 26,031
12 36A/ISBT
Global City 71,612 28,897 1,00,509 29,209 77,711 1,06,920 1,00,821 1,06,60 2,07,429
13 Sector 88 16,018 7,644 23,662 8,525 14,742 23,267 24,543 8
22,386 46,929
14 Sector 4,243 8,586 12,829 9,568 5,007 14,575 13,811 13,593 27,404
15 85/89
Sector 5,617 13,365 18,982 14,794 3,854 18,648 20,411 17,219 37,630
16 86/90
Kankrola 7,619 20,144 27,763 21,672 8,243 29,915 29,291 28,387 57,678
17 Sector M14 4,946 23,852 28,798 22,074 5,346 27,420 27,020 29,198 56,218
18 Sector M9 5,725 30,431 36,156 33,655 6,950 40,605 39,380 37,381 76,761
19 Sector M8 7,012 16,531 23,543 18,127 8,537 26,664 25,139 25,068 50,207
20 Sector P5 8,552 22,416 30,968 24,514 8,294 32,808 33,066 30,710 63,776
21 Panchgaon 4,299 7,216 11,515 6,207 5,988 12,195 10,506 13,204 23,710
Interchange


Station Station
No. Name Total
Station
Loads
National
22 2,726 8,413 11,139 9,900 1,212 11,112 12,626 9,625 22,251
Defence
University
23 Bilaspur 3,477 4,349 7,826 3,013 5,096 8,109 6,490 9,445 15,935
24 Rathiwas 4,925 7,135 12,060 7,593 6,477 14,070 12,518 13,612 26,130
25 Sector 17 4,312 5,879 10,191 9,586 3,398 12,984 13,898 9,277 23,175
26 Sector 23 4,257 7,011 11,268 5,002 5,427 10,429 9,259 12,438 21,697
27 Sector 20 15,440 8,993 24,433 10,228 16,343 26,571 25,668 25,336 51,004
28 Sector 7 4,040 4,447 8,487 5,231 4,739 9,970 9,271 9,186 18,457
29 Sector 8 8,110 10,413 18,523 10,614 7,510 18,124 18,724 17,923 36,647
30 Sector 8 5,146 9,441 14,587 8,304 4,208 12,512 13,450 13,649 27,099
31 DC/Sector
Dhungrawas1 6,494 5,213 11,707 8,164 5,170 13,334 14,658 10,383 25,041
32 Niganiwas 6,233 5,674 11,907 6,689 7,909 14,598 12,922 13,583 26,505
33 Ladhuwas 12,958 2,044 15,002 1,403 14,043 15,446 14,361 16,087 30,448
34 Sanpli 12,132 3,982 16,114 3,382 11,284 14,666 15,514 15,266 30,780
35 Salhawas 5,732 64,609 70,341 67,376 5,742 73,118 73,108 70,351 1,43,459
36 IMLH 10,310 13,361 23,671 10,914 11,833 22,747 21,224 25,194 46,418
37 Bagthala 9,009 35,277 44,286 33,133 10,364 43,497 42,142 45,641 87,783
38 Pathuhera 9,706 8,482 18,188 7,406 11,138 18,544 17,112 19,620 36,732
39 Khera Murar 428 8,542 8,970 8,927 250 9,177 9,355 8,792 18,147
40 Bawal Town - 88,768 88,768 82,578 - 82,578 82,578 88,768 1,71,346
46 Bariawas 991 5,728 6,719 3,861 257 4,118 4,852 5,985 10,837
47 Shabajpur 3,223 8,506 11,729 3,363 1,246 4,609 6,586 9,752 16,338
48 Khasla
Piwara 5,346 21,409 26,755 22,813 2,515 25,328 28,159 23,924 52,083
49 Sector 3 163 4,933 5,096 4,153 213 4,366 4,316 5,146 9,462
50 Secretariat 13,009 13,009 9,465 - 9,465 9,465 13,009 22,474
41 Sector 112 25,660 - 25,660 - 25,244 25,244 25,660 25,244 50,904
42 Sector 105 13,105 342 13,447 665 15,732 16,397 13,770 16,074 29,844
43 Sector 104 26,379 13,204 39,583 16,138 21,804 37,942 42,517 35,008 77,525
44 Sector 101 12,518 2,579 15,097 1,777 11,088 12,865 14,295 13,667 27,962
45 Sector 37D 13,564 601 14,165 740 9,928 10,668 14,304 10,529 24,833
3.9.4.2. Daily MRTS Station Loads – Scenario 2 (Without Spurs)

both directions for the years 2013, 2021, 2031 and 2043 under Scenario 2 for DMRC fare
Structure.
both directions for the years 2013, 2021, 2031 and 2043 under Scenario 2 for MCA fare
Structure.

Table 3.53: Station Loadings (2013)-Scenario 2 (Without Spurs), DMRC Fare

Both Directions
No. Name Daily
Station
Loads
Huda City
1 74,765 74,765 - 60,050 60,050 74,765 60,050 1,34,815
Centre
2 Sector 45 3,198 5,288 8,486 5,723 1,549 7,272 8,921 6,837 15,758
3 Sector 40 3,257 2,638 5,895 1,028 1,013 2,041 4,285 3,651 7,936
4 Sector 47 742 4,759 5,501 3,103 420 3,523 3,845 5,179 9,024
5 Sector 48 554 6,763 7,317 8,987 388 9,375 9,541 7,151 16,692
6 Sector 49 22 4,727 4,749 3,675 79 3,754 3,697 4,806 8,503
7 Sector 69 832 3,016 3,848 3,831 946 4,777 4,663 3,962 8,625
8 Sector 70 260 1,822 2,082 1,776 164 1,940 2,036 1,986 4,022
9 Sector 75 576 1,063 1,639 1,183 577 1,760 1,759 1,640 3,399
Sector
10 257 1,457 1,714 182 264 446 439 1,721 2,160
74A/75A
Sector
11 - 776 776 311 - 311 311 776 1,087
36A/ISBT
12 Global City 32,145 1,275 33,420 1,411 31,803 33,214 33,556 33,078 66,634
13 Sector 88 344 69 413 28 560 588 372 629 1,001
Sector
14 38 - 38 - 120 120 38 120 158
85/89
Sector
15 337 26 363 64 163 227 401 189 590
86/90
16 Kankrola 2,000 8,792 10,792 8,220 1,571 9,791 10,220 10,363 20,583
Sector
17 6,567 14,172 20,739 13,294 6,159 19,453 19,861 20,331 40,192
M14
18 Sector M9 5,300 24,373 29,673 21,197 3,551 24,748 26,497 27,924 54,421
19 Sector M8 93 68 161 169 114 283 262 182 444
20 Sector P5 324 6,511 6,835 4,931 459 5,390 5,255 6,970 12,225
21 Panchgaon 450 806 1,256 1,989 395 2,384 2,439 1,201 3,640
22 NDU 141 499 640 534 373 907 675 872 1,547
23 Bilaspur 1,447 7,955 9,402 6,263 2,249 8,512 7,710 10,204 17,914
24 Rathiwas 2,785 1,992 4,777 2,250 2,112 4,362 5,035 4,104 9,139
25 Sector 17 - 2,013 2,013 2,119 - 2,119 2,119 2,013 4,132
26 Sector 23 - 102 102 211 - 211 211 102 313
27 Sector 20 3,703 4,972 8,675 3,564 4,743 8,307 7,267 9,715 16,982
28 Sector 7 1,398 122 1,520 830 927 1,757 2,228 1,049 3,277
29 Sector 8 4,509 5,057 9,566 8,843 5,902 14,745 13,352 10,959 24,311
30 Sector 8 238 411 649 385 406 791 623 817 1,440
31 Dungrawas 118 178 296 400 128 528 518 306 824
32 Niganiwas 2,716 5,085 7,801 2,034 2,902 4,936 4,750 7,987 12,737
33 Ladhuwas 81 564 645 226 205 431 307 769 1,076
34 Sanpli - 2,782 2,782 1,217 - 1,217 1,217 2,782 3,999
35 Salhawas 18 14,082 14,100 12,380 700 13,080 12,398 14,782 27,180


Both Directions
No. Name Daily
Station
Loads
36 IMLH - 300 300 384 30 414 384 330 714
37 Bagthala - 176 176 30 1,704 1,734 30 1,880 1,910
38 Pathuhera 1,781 6,238 8,019 4,516 1,608 6,124 6,297 7,846 14,143
Khera
39 770 5,134 5,904 4,087 1,487 5,574 4,857 6,621 11,478
Murar
Bawal
40 - 5,703 5,703 4,446 - 4,446 4,446 5,703 10,149
Town

Up Direction (HUDA City Down Direction (Bawal Both Directions
Station Station
Total
No. Name
Station
Loads
1 Huda City 1,11,174 - 1,11,174 - 1,13,978 1,13,978 1,11,174 1,13,978 2,25,152
Centre
2 Sector 45 7,061 6,968 14,029 8,187 6,326 14,513 15,248 13,294 28,542
3 Sector 40 5,182 15,138 20,320 16,628 3,869 20,497 21,810 19,007 40,817
4 Sector 47 12,868 5,208 18,076 9,823 15,650 25,473 22,691 20,858 43,549
5 Sector 48 4,969 7,542 12,511 6,313 3,917 10,230 11,282 11,459 22,741
6 Sector 49 6,300 10,311 16,611 8,641 5,249 13,890 14,941 15,560 30,501
7 Sector 69 20,042 3,819 23,861 4,582 18,445 23,027 24,624 22,264 46,888
8 Sector 70 15,100 8,040 23,140 9,420 15,148 24,568 24,520 23,188 47,708
9 Sector 75 13,405 1,541 14,946 656 17,335 17,991 14,061 18,876 32,937
10 Sector 3,059 3,575 6,634 2,746 2,494 5,240 5,805 6,069 11,874
11 74A/75A
Sector 3,068 1,568 4,636 2,735 2,037 4,772 5,803 3,605 9,408
12 36A/ISBT
Global City 56,767 9,694 66,461 8,547 58,033 66,580 65,314 67,727 1,33,041
13 Sector 88 5,273 4,406 9,679 4,294 3,134 7,428 9,567 7,540 17,107
14 Sector 2,215 1,686 3,901 2,739 1,108 3,847 4,954 2,794 7,748
15 85/89
Sector 3,451 4,059 7,510 5,908 2,432 8,340 9,359 6,491 15,850
16 86/90
Kankrola 8,605 13,316 21,921 15,367 8,741 24,108 23,972 22,057 46,029
17 Sector 6,069 20,037 26,106 20,482 10,469 30,951 26,551 30,506 57,057
18 M14 M9
Sector 6,075 25,718 31,793 23,861 8,470 32,331 29,936 34,188 64,124
19 Sector M8 4,590 10,707 15,297 8,476 5,638 14,114 13,066 16,345 29,411
20 Sector P5 5,748 18,509 24,257 15,114 4,796 19,910 20,862 23,305 44,167
21 Panchgaon 1,599 8,618 10,217 6,492 996 7,488 8,091 9,614 17,705
Interchang
e
National
22 1,142 3,138 4,280 3,384 1,213 4,597 4,526 4,351 8,877
Defence
University

Up Direction (HUDA City Down Direction (Bawal Both Directions

Station Station
Total
No. Name
Station
Loads
23 Bilaspur 1,842 3,189 5,031 4,100 1,151 5,251 5,942 4,340 10,282
24 Rathiwas 2,837 4,605 7,442 4,620 4,398 9,018 7,457 9,003 16,460
25 Sector 17 2,468 5,629 8,097 4,209 2,000 6,209 6,677 7,629 14,306
26 Sector 23 3,104 3,116 6,220 2,647 2,160 4,807 5,751 5,276 11,027
27 Sector 20 7,225 4,995 12,220 3,873 6,096 9,969 11,098 11,091 22,189
28 Sector 7 1,970 160 2,130 104 2,716 2,820 2,074 2,876 4,950
29 Sector 8 4,104 7,860 11,964 5,435 8,643 14,078 9,539 16,503 26,042
30 Sector 8 1,230 2,368 3,598 2,987 1,733 4,720 4,217 4,101 8,318
31 DC/Sector
Dhungraw 2,370 2,994 5,364 1,236 2,174 3,410 3,606 5,168 8,774
32 as
Niganiwas 1,791 10,206 11,997 13,281 1,926 15,207 15,072 12,132 27,204
33 Ladhuwas 8,357 1,928 10,285 2,053 12,977 15,030 10,410 14,905 25,315
34 Sanpli 1,231 4,132 5,363 5,233 1,098 6,331 6,464 5,230 11,694
35 Salhawas 1,367 36,237 37,604 56,502 2,125 58,627 57,869 38,362 96,231
36 IMLH 151 10,241 10,392 8,891 279 9,170 9,042 10,520 19,562
37 Bagthala 9,874 37,306 47,180 32,336 8,872 41,208 42,210 46,178 88,388
38 Pathuhera 5,615 14,051 19,666 15,276 4,820 20,096 20,891 18,871 39,762
39 Khera 216 5,387 5,603 5,081 128 5,209 5,297 5,515 10,812
40 Murar
Bawal - 21,512 21,512 20,515 - 20,515 20,515 21,512 42,027
Town

Station Station
Total
No. Name
Station
Loads
1 Huda City 1,28,489 - 1,28,489 - 1,27,055 1,27,055 1,28,489 1,27,055 2,55,544
Centre
2 Sector 45 12,676 8,919 21,595 10,011 11,825 21,836 22,687 20,744 43,431
3 Sector 40 5,126 15,151 20,277 14,743 3,784 18,527 19,869 18,935 38,804
4 Sector 47 22,444 6,359 28,803 8,755 21,233 29,988 31,199 27,592 58,791
5 Sector 48 11,037 9,794 20,831 10,481 14,223 24,704 21,518 24,017 45,535
6 Sector 49 10,800 14,071 24,871 15,508 14,942 30,450 26,308 29,013 55,321
7 Sector 69 32,263 6,592 38,855 8,623 30,494 39,117 40,886 37,086 77,972
8 Sector 70 19,946 8,812 28,758 10,143 18,540 28,683 30,089 27,352 57,441
9 Sector 75 15,681 5,982 21,663 4,408 13,843 18,251 20,089 19,825 39,914
10 Sector 3,655 7,077 10,732 8,565 4,095 12,660 12,220 11,172 23,392
11 74A/75A
Sector 4,080 1,435 5,515 2,298 5,137 7,435 6,378 6,572 12,950
12 36A/ISBT
Global City 60,972 17,494 78,466 15,377 64,090 79,467 76,349 81,584 1,57,933
13 Sector 88 5,141 5,136 10,277 4,291 3,180 7,471 9,432 8,316 17,748
14 Sector 3,852 2,172 6,024 1,987 2,871 4,858 5,839 5,043 10,882
15 85/89
Sector 3,441 8,989 12,430 6,889 2,732 9,621 10,330 11,721 22,051
86/90


Station Station
No. Name Total
Station
Loads
16 Kankrola 9,467 14,093 23,560 17,733 10,104 27,837 27,200 24,197 51,397
17 Sector M14 5,173 21,355 26,528 20,065 9,053 29,118 25,238 30,408 55,646
18 Sector M9 5,886 28,882 34,768 25,277 8,571 33,848 31,163 37,453 68,616
19 Sector M8 4,759 11,352 16,111 8,262 5,889 14,151 13,021 17,241 30,262
20 Sector P5 8,776 20,296 29,072 18,927 12,566 31,493 27,703 32,862 60,565
21 Panchgaon 2,223 12,022 14,245 13,236 4,702 17,938 15,459 16,724 32,183
Interchange
National
22 1,563 3,248 4,811 2,145 2,824 4,969 3,708 6,072 9,780
Defence
University
23 Bilaspur 2,326 3,263 5,589 3,130 3,780 6,910 5,456 7,043 12,499
24 Rathiwas 7,331 6,107 13,438 5,727 7,227 12,954 13,058 13,334 26,392
25 Sector 17 3,000 7,463 10,463 7,981 3,560 11,541 10,981 11,023 22,004
26 Sector 23 5,241 3,386 8,627 2,300 3,448 5,748 7,541 6,834 14,375
27 Sector 20 11,456 14,926 26,382 18,235 15,574 33,809 29,691 30,500 60,191
28 Sector 7 5,678 448 6,126 241 2,592 2,833 5,919 3,040 8,959
29 Sector 8 6,507 9,908 16,415 9,887 7,228 17,115 16,394 17,136 33,530
30 Sector 8 2,469 12,234 14,703 9,989 1,817 11,806 12,458 14,051 26,509
31 DC/Sector
Dhungrawas1 5,043 3,680 8,723 4,077 3,291 7,368 9,120 6,971 16,091
32 Niganiwas 3,149 11,710 14,859 9,689 4,590 14,279 12,838 16,300 29,138
33 Ladhuwas 9,042 2,065 11,107 2,651 7,616 10,267 11,693 9,681 21,374
34 Sanpli 11,273 9,854 21,127 11,842 9,420 21,262 23,115 19,274 42,389
35 Salhawas 3,170 39,950 43,120 51,750 1,110 52,860 54,920 41,060 95,980
36 IMLH 170 15,747 15,917 17,047 181 17,228 17,217 15,928 33,145
37 Bagthala 10,401 38,200 48,601 32,166 12,865 45,031 42,567 51,065 93,632
38 Pathuhera 7,246 9,626 16,872 7,334 6,754 14,088 14,580 16,380 30,960
39 Khera Murar 190 9,634 9,824 10,641 254 10,895 10,831 9,888 20,719
40 Bawal Town - 43,710 43,710 50,649 - 50,649 50,649 43,710 94,359

Both Directions
No. Name Daily
Station
Loads
Huda City 1,61,00
1 1,62,465 - 1,62,465 - 1,61,002 1,61,002 1,62,465 3,23,467
Centre 2
2 Sector 45 15,548 10,403 25,951 12,081 19,907 31,988 27,629 30,310 57,939
3 Sector 40 10,963 15,287 26,250 16,114 14,667 30,781 27,077 29,954 57,031
4 Sector 47 23,017 12,499 35,516 12,388 21,361 33,749 35,405 33,860 69,265
5 Sector 48 13,669 12,490 26,159 15,731 14,669 30,400 29,400 27,159 56,559
6 Sector 49 15,794 15,145 30,939 16,013 14,026 30,039 31,807 29,171 60,978


Both Directions
No. Name Daily
Station
Loads
7 Sector 69 34,149 6,967 41,116 10,200 36,843 47,043 44,349 43,810 88,159
8 Sector 70 23,496 9,914 33,410 12,413 18,868 31,281 35,909 28,782 64,691
9 Sector 75 20,144 5,986 26,130 6,954 18,274 25,228 27,098 24,260 51,358
10 Sector 4,674 7,267 11,941 3,172 5,233 8,405 7,846 12,500 20,346
11 74A/75A
Sector 9,103 4,794 13,897 5,384 8,138 13,522 14,487 12,932 27,419
12 36A/ISBT
Global City 64,256 20,197 84,453 10,639 63,313 73,952 74,895 83,510 1,58,405
13 Sector 88 5,882 6,359 12,241 5,464 4,187 9,651 11,346 10,546 21,892
14 Sector 4,134 6,299 10,433 6,872 4,933 11,805 11,006 11,232 22,238
15 85/89
Sector 4,566 10,307 14,873 13,658 5,556 19,214 18,224 15,863 34,087
16 86/90
Kankrola 11,331 15,465 26,796 16,953 14,480 31,433 28,284 29,945 58,229
17 Sector M14 5,836 23,839 29,675 22,801 3,354 26,155 28,637 27,193 55,830
18 Sector M9 6,683 28,554 35,237 27,892 5,653 33,545 34,575 34,207 68,782
19 Sector M8 7,295 14,266 21,561 9,242 12,070 21,312 16,537 26,336 42,873
20 Sector P5 8,475 20,601 29,076 18,263 7,137 25,400 26,738 27,738 54,476
Panchgaon
21 3,379 12,050 15,429 14,988 3,890 18,878 18,367 15,940 34,307
Interchange
National
22 Defence 1,762 3,424 5,186 1,865 1,054 2,919 3,627 4,478 8,105
University
23 Bilaspur 3,476 3,350 6,826 3,005 2,973 5,978 6,481 6,323 12,804
24 Rathiwas 4,315 7,190 11,505 5,164 5,380 10,544 9,479 12,570 22,049
25 Sector 17 5,497 8,899 14,396 6,135 9,166 15,301 11,632 18,065 29,697
26 Sector 23 5,209 3,205 8,414 3,975 5,388 9,363 9,184 8,593 17,777
27 Sector 20 12,983 15,030 28,013 18,979 11,550 30,529 31,962 26,580 58,542
28 Sector 7 5,641 1,388 7,029 1,209 4,261 5,470 6,850 5,649 12,499
29 Sector 8 9,471 11,214 20,685 10,263 9,908 20,171 19,734 21,122 40,856
30 Sector 8 4,848 13,043 17,891 11,719 3,020 14,739 16,567 16,063 32,630
31 DC/Sector
Dhungrawas1 5,922 3,438 9,360 4,843 3,897 8,740 10,765 7,335 18,100
32 Niganiwas 4,285 11,244 15,529 8,192 3,879 12,071 12,477 15,123 27,600
33 Ladhuwas 9,390 4,271 13,661 10,415 8,636 19,051 19,805 12,907 32,712
34 Sanpli 12,921 9,844 22,765 8,959 14,929 23,888 21,880 24,773 46,653
35 Salhawas 3,534 60,198 63,732 64,784 6,958 71,742 68,318 67,156 1,35,474
36 IMLH 3,906 16,127 20,033 19,841 5,133 24,974 23,747 21,260 45,007
37 Bagthala 12,377 41,268 53,645 39,133 18,652 57,785 51,510 59,920 1,11,430
38 Pathuhera 11,239 9,317 20,556 8,106 10,754 18,860 19,345 20,071 39,416
39 Khera Murar 369 9,576 9,945 10,213 215 10,428 10,582 9,791 20,373
40 Bawal Town - 81,289 81,289 89,292 - 89,292 89,292 81,289 1,70,581

Table 3.57: Station Loadings (2013)-Scenario 2 (Without Spurs), MCA Fare

Station Station
No. Name Total
Station
Loads
1 Huda City 65,515 65,515 - 52,293 52,293 65,515 52,293 1,17,808
Centre
2 Sector 45 4,284 5,777 10,061 4,845 3,513 8,358 9,129 9,290 18,419
3 Sector 40 2,403 2,500 4,903 1,158 1,013 2,171 3,561 3,513 7,074
4 Sector 47 546 4,294 4,840 4,118 307 4,425 4,664 4,601 9,265
5 Sector 48 561 5,326 5,887 6,288 363 6,651 6,849 5,689 12,538
6 Sector 49 30 7,380 7,410 5,881 104 5,985 5,911 7,484 13,395
7 Sector 69 689 2,073 2,762 860 816 1,676 1,549 2,889 4,438
8 Sector 70 271 1,986 2,257 856 153 1,009 1,127 2,139 3,266
9 Sector 75 474 1,104 1,578 2,105 518 2,623 2,579 1,622 4,201
10 Sector 240 1,474 1,714 1,190 232 1,422 1,430 1,706 3,136
11 74A/75A
Sector - 786 786 315 - 315 315 786 1,101
12 36A/ISBT
Global City 25,950 1,310 27,260 1,440 18,798 20,238 27,390 20,108 47,498
13 Sector 88 322 106 428 42 480 522 364 586 950
14 Sector 34 - 34 - 103 103 34 103 137
15 85/89
Sector 360 25 385 62 172 234 422 197 619
16 86/90
Kankrola 2,084 7,242 9,326 6,785 1,617 8,402 8,869 8,859 17,728
17 Sector M14 9,714 11,455 21,169 9,251 9,148 18,399 18,965 20,603 39,568
18 Sector M9 4,235 21,481 25,716 17,357 3,392 20,749 21,592 24,873 46,465
19 Sector M8 61 65 126 164 74 238 225 139 364
20 Sector P5 272 2,630 2,902 3,188 392 3,580 3,460 3,022 6,482
21 Panchgaon 392 785 1,177 1,547 367 1,914 1,939 1,152 3,091
Interchange
National
22 119 631 750 534 371 905 653 1,002 1,655
Defence
University
23 Bilaspur 1,548 2,373 3,921 3,723 3,402 7,125 5,271 5,775 11,046
24 Rathiwas 2,674 3,521 6,195 2,130 1,949 4,079 4,804 5,470 10,274
25 Sector 17 1,022 776 1,798 - 2,038 2,038 1,022 2,814 3,836
26 Sector 23 - 95 95 190 - 190 190 95 285
27 Sector 20 2,963 4,393 7,356 3,155 5,381 8,536 6,118 9,774 15,892
28 Sector 7 1,196 88 1,284 982 1,348 2,330 2,178 1,436 3,614
29 Sector 8 4,316 5,166 9,482 8,324 7,504 15,828 12,640 12,670 25,310
30 Sector 8 248 314 562 322 435 757 570 749 1,319
31 DC/Sector 1
Dhungrawas 2,485 2,936 5,421 1,497 155 1,652 3,982 3,091 7,073
32 Niganiwas 494 2,666 3,160 2,738 2,687 5,425 3,232 5,353 8,585
33 Ladhuwas 2,110 3,590 5,700 4,132 218 4,350 6,242 3,808 10,050
34 Sanpli - - - - - - - - -
35 Salhawas 16 20,541 20,557 14,136 655 14,791 14,152 21,196 35,348
36 IMLH - 259 259 376 - 376 376 259 635
37 Bagthala - 133 133 35 - 35 35 133 168
38 Pathuhera 1,941 3,936 5,877 2,207 2,934 5,141 4,148 6,870 11,018


Station Station
No. Name Total
Station
Loads
39 Khera Murar 974 4,155 5,129 3,620 1,897 5,517 4,594 6,052 10,646
40 Bawal Town - 7,171 7,171 9,276 - 9,276 9,276 7,171 16,447

Station Station
No. Name Total
Station
Loads
1 Huda City 1,00,429 1,00,429 - 97,937 97,937 1,00,429 97,937 1,98,366
Centre
2 Sector 45 9,265 7,171 16,436 6,580 12,705 19,285 15,845 19,876 35,721
3 Sector 40 4,427 15,373 19,800 15,014 6,299 21,313 19,441 21,672 41,113
4 Sector 47 15,125 5,554 20,679 5,670 14,825 20,495 20,795 20,379 41,174
5 Sector 48 4,300 7,698 11,998 6,428 3,376 9,804 10,728 11,074 21,802
6 Sector 49 4,372 10,667 15,039 8,203 1,464 9,667 12,575 12,131 24,706
7 Sector 69 24,831 3,852 28,683 4,932 17,224 22,156 29,763 21,076 50,839
8 Sector 70 8,455 8,197 16,652 9,485 4,616 14,101 17,940 12,813 30,753
9 Sector 75 7,447 1,826 9,273 771 6,277 7,048 8,218 8,103 16,321
10 Sector 2,660 3,646 6,306 2,754 2,127 4,881 5,414 5,773 11,187
11 74A/75A
Sector 8,076 1,511 9,587 2,567 8,041 10,608 10,643 9,552 20,195
12 36A/ISBT
Global City 44,896 14,972 59,868 8,327 44,394 52,721 53,223 59,366 1,12,589
13 Sector 88 4,885 4,619 9,504 4,294 2,783 7,077 9,179 7,402 16,581
14 Sector 2,044 1,649 3,693 2,571 993 3,564 4,615 2,642 7,257
15 85/89
Sector 3,212 10,098 13,310 13,762 2,192 15,954 16,974 12,290 29,264
16 86/90
Kankrola 7,669 16,759 24,428 13,965 7,261 21,226 21,634 24,020 45,654
17 Sector M14 5,544 23,343 28,887 20,196 9,424 29,620 25,740 32,767 58,507
18 Sector M9 5,561 26,510 32,071 23,978 9,612 33,590 29,539 36,122 65,661
19 Sector M8 3,179 11,558 14,737 7,073 4,065 11,138 10,252 15,623 25,875
20 Sector P5 6,643 16,642 23,285 12,181 8,892 21,073 18,824 25,534 44,358
21 Panchgaon 1,389 3,433 4,822 4,044 1,869 5,913 5,433 5,302 10,735
Interchange
National
22 1,862 3,446 5,308 2,899 2,044 4,943 4,761 5,490 10,251
Defence
University
23 Bilaspur 1,678 2,563 4,241 3,799 3,060 6,859 5,477 5,623 11,100
24 Rathiwas 2,322 3,679 6,001 6,743 4,008 10,751 9,065 7,687 16,752
25 Sector 17 2,838 4,495 7,333 4,000 3,009 7,009 6,838 7,504 14,342
26 Sector 23 124 2,787 2,911 2,273 191 2,464 2,397 2,978 5,375
27 Sector 20 6,579 4,354 10,933 5,818 6,680 12,498 12,397 11,034 23,431
28 Sector 7 1,992 191 2,183 124 2,816 2,940 2,116 3,007 5,123
29 Sector 8 7,293 6,625 13,918 7,770 9,034 16,804 15,063 15,659 30,722


Station Station
No. Name Total
Station
Loads
30 Sector 8 3,302 2,105 5,407 4,352 4,778 9,130 7,654 6,883 14,537
31 DC/Sector 1
Dhungrawas 5,207 3,278 8,485 5,433 4,280 9,713 10,640 7,558 18,198
32 Niganiwas 1,092 5,842 6,934 6,443 866 7,309 7,535 6,708 14,243
33 Ladhuwas 11,934 3,139 15,073 3,058 16,440 19,498 14,992 19,579 34,571
34 Sanpli 12,474 140 12,614 120 14,132 14,252 12,594 14,272 26,866
35 Salhawas 3,414 34,867 38,281 51,061 2,148 53,209 54,475 37,015 91,490
36 IMLH 2,000 11,033 13,033 7,189 3,304 10,493 9,189 14,337 23,526
37 Bagthala 7,200 31,987 39,187 32,304 8,091 40,395 39,504 40,078 79,582
38 Pathuhera 2,919 5,788 8,707 9,034 5,461 14,495 11,953 11,249 23,202
39 Khera Murar 472 6,253 6,725 6,441 164 6,605 6,913 6,417 13,330
40 Bawal Town - 21,461 21,461 25,226 25,226 25,226 21,461 46,687

Station Station
Total
No. Name
Station
Loads
1 Huda City 1,20,799 1,20,799 - 1,13,399 1,13,399 1,20,799 1,13,399 2,34,198
Centre
2 Sector 45 12,263 9,799 22,062 8,115 11,788 19,903 20,378 21,587 41,965
3 Sector 40 4,750 15,588 20,338 15,295 3,544 18,839 20,045 19,132 39,177
4 Sector 47 22,575 10,397 32,972 15,293 20,369 35,662 37,868 30,766 68,634
5 Sector 48 8,590 7,232 15,822 6,907 5,941 12,848 15,497 13,173 28,670
6 Sector 49 5,106 19,122 24,228 18,729 6,435 25,164 23,835 25,557 49,392
7 Sector 69 35,562 6,964 42,526 7,961 33,853 41,814 43,523 40,817 84,340
8 Sector 70 20,361 9,841 30,202 14,628 18,335 32,963 34,989 28,176 63,165
9 Sector 75 14,261 7,874 22,135 8,133 12,136 20,269 22,394 20,010 42,404
10 Sector 3,299 6,455 9,754 4,205 3,554 7,759 7,504 10,009 17,513
11 74A/75A
Sector 10,101 3,013 13,114 2,391 10,027 12,418 12,492 13,040 25,532
12 36A/ISBT
Global City 50,662 21,307 71,969 11,525 51,756 63,281 62,187 73,063 1,35,250
13 Sector 88 12,108 5,952 18,060 4,893 12,972 17,865 17,001 18,924 35,925
14 Sector 3,840 5,263 9,103 2,103 4,843 6,946 5,943 10,106 16,049
15 85/89
Sector 3,362 10,464 13,826 8,181 2,530 10,711 11,543 12,994 24,537
16 86/90
Kankrola 7,755 19,848 27,603 17,443 8,499 25,942 25,198 28,347 53,545
17 Sector M14 5,338 23,014 28,352 20,932 8,330 29,262 26,270 31,344 57,614
18 Sector M9 6,057 30,455 36,512 29,432 10,019 39,451 35,489 40,474 75,963
19 Sector M8 5,382 12,403 17,785 12,387 4,290 16,677 17,769 16,693 34,462
20 Sector P5 5,776 19,123 24,899 21,510 5,811 27,321 27,286 24,934 52,220
21 Panchgaon 1,139 3,987 5,126 5,167 650 5,817 6,306 4,637 10,943
Interchange


Station Station
No. Name Total
Station
Loads
National
22 1,467 3,199 4,666 2,012 1,756 3,768 3,479 4,955 8,434
Defence
University
23 Bilaspur 1,327 2,244 3,571 3,093 1,783 4,876 4,420 4,027 8,447
24 Rathiwas 2,845 4,886 7,731 7,682 4,231 11,913 10,527 9,117 19,644
25 Sector 17 3,478 5,970 9,448 6,982 5,171 12,153 10,460 11,141 21,601
26 Sector 23 302 3,083 3,385 2,065 559 2,624 2,367 3,642 6,009
27 Sector 20 19,098 12,386 31,484 16,881 23,263 40,144 35,979 35,649 71,628
28 Sector 7 1,842 559 2,401 1,302 2,892 4,194 3,144 3,451 6,595
29 Sector 8 7,343 7,714 15,057 8,585 8,168 16,753 15,928 15,882 31,810
30 Sector 8 2,862 11,761 14,623 14,543 2,170 16,713 17,405 13,931 31,336
31 DC/Sector
Dhungrawas1 6,067 4,123 10,190 7,650 8,734 16,384 13,717 12,857 26,574
32 Niganiwas 1,186 5,847 7,033 7,054 1,601 8,655 8,240 7,448 15,688
33 Ladhuwas 12,296 3,773 16,069 3,258 14,963 18,221 15,554 18,736 34,290
34 Sanpli 19,028 5,000 24,028 6,982 20,192 27,174 26,010 25,192 51,202
35 Salhawas 3,572 45,224 48,796 48,847 1,219 50,066 52,419 46,443 98,862
36 IMLH 2,209 12,808 15,017 14,166 3,204 17,370 16,375 16,012 32,387
37 Bagthala 9,459 33,090 42,549 36,204 10,673 46,877 45,663 43,763 89,426
38 Pathuhera 7,269 6,059 13,328 6,441 8,654 15,095 13,710 14,713 28,423
39 Khera Murar 250 8,925 9,175 9,452 375 9,827 9,702 9,300 19,002
40 Bawal Town - 36,234 36,234 30,260 - 30,260 30,260 36,234 66,494


Station Station
No. Name Total
Station
Loads
1 Huda City 1,59,136 1,59,136 - 1,45,899 1,45,899 1,59,136 1,45,899 3,05,035
Centre
2 Sector 45 14,226 11,931 26,157 8,579 13,457 22,036 22,805 25,388 48,193
3 Sector 40 11,303 20,849 32,152 16,744 14,785 31,529 28,047 35,634 63,681
4 Sector 47 22,109 8,906 31,015 6,210 21,618 27,828 28,319 30,524 58,843
5 Sector 48 13,031 9,248 22,279 7,502 14,761 22,263 20,533 24,009 44,542
6 Sector 49 11,095 21,813 32,908 17,435 12,225 29,660 28,530 34,038 62,568
7 Sector 69 40,200 7,818 48,018 8,750 35,920 44,670 48,950 43,738 92,688
8 Sector 70 23,928 11,679 35,607 15,114 28,652 43,766 39,042 40,331 79,373
9 Sector 75 18,914 7,852 26,766 5,536 20,837 26,373 24,450 28,689 53,139
10 Sector 5,655 8,359 14,014 3,860 4,901 8,761 9,515 13,260 22,775
11 74A/75A
Sector 10,137 2,021 12,158 2,753 10,050 12,803 12,890 12,071 24,961
12 36A/ISBT
Global City 52,802 22,985 75,787 22,740 35,714 58,454 75,542 58,699 1,34,241
13 Sector 88 13,942 7,209 21,151 5,266 13,987 19,253 19,208 21,196 40,404
14 Sector 2,185 7,499 9,684 6,215 919 7,134 8,400 8,418 16,818
15 85/89
Sector 4,482 12,980 17,462 14,289 3,303 17,592 18,771 16,283 35,054
16 86/90
Kankrola 10,825 20,210 31,035 21,483 12,916 34,399 32,308 33,126 65,434
17 Sector M14 5,405 23,488 28,893 25,171 6,116 31,287 30,576 29,604 60,180
18 Sector M9 6,202 30,555 36,757 34,927 7,225 42,152 41,129 37,780 78,909
19 Sector M8 6,692 15,103 21,795 16,012 8,754 24,766 22,704 23,857 46,561
20 Sector P5 5,910 21,975 27,885 24,991 5,595 30,586 30,901 27,570 58,471
21 Panchgaon 2,311 6,206 8,517 7,304 2,847 10,151 9,615 9,053 18,668
Interchange
National
22 3,736 7,467 11,203 8,969 3,022 11,991 12,705 10,489 23,194
Defence
University
23 Bilaspur 1,482 2,406 3,888 3,131 4,981 8,112 4,613 7,387 12,000
24 Rathiwas 5,153 6,085 11,238 5,944 4,862 10,806 11,097 10,947 22,044
25 Sector 17 5,298 7,433 12,731 8,982 6,982 15,964 14,280 14,415 28,695
26 Sector 23 2,251 8,162 10,413 7,982 4,466 12,448 10,233 12,628 22,861
27 Sector 20 14,580 7,151 21,731 9,608 18,529 28,137 24,188 25,680 49,868
28 Sector 7 3,077 4,466 7,543 4,251 5,386 9,637 7,328 9,852 17,180
29 Sector 8 8,089 10,745 18,834 10,191 12,879 23,070 18,280 23,624 41,904
30 Sector 8 4,068 12,111 16,179 14,035 5,167 19,202 18,103 17,278 35,381
31 DC/Sector 1
Dhungrawas 6,115 3,416 9,531 4,847 6,999 11,846 10,962 10,415 21,377
32 Niganiwas 6,357 6,521 12,878 6,378 4,919 11,297 12,735 11,440 24,175
33 Ladhuwas 11,271 2,234 13,505 3,330 15,911 19,241 14,601 18,145 32,746
34 Sanpli 11,548 2,994 14,542 3,250 15,855 19,105 14,798 18,849 33,647
35 Salhawas 3,116 54,617 57,733 55,866 6,339 62,205 58,982 60,956 1,19,938
36 IMLH 10,694 14,542 25,236 18,918 11,168 30,086 29,612 25,710 55,322
37 Bagthala 10,206 38,010 48,216 35,168 12,088 47,256 45,374 50,098 95,472
38 Pathuhera 11,105 8,892 19,997 7,938 13,680 21,618 19,043 22,572 41,615


Station Station
No. Name Total
Station
Loads
39 Khera Murar 439 9,270 9,709 10,373 262 10,635 10,812 9,532 20,344
40 Bawal Town - 73,867 73,867 83,934 - 83,934 83,934 73,867 1,57,801
As evident from above tables, in Scenario 1, maximum Station Load will be at HUDA City
Center Metro Station (350,000) approximately in the year 2043. These stations being the
terminal stations witness higher section loads. Other interchanges stations are Global City
and Salhawas having stations loads in the range of 150,000 to 200,000 approximately in
Scenario 1.

4
MRTS
ALIGNMENT DESIGN
4.1. Background
As discussed in Chapter 1, The proposed MRTS route alignment consists of following 3
sections:
1. Section 1: Gurgaon – Manesar (Panchgaon)
The approved alignment is as follows:
Section 1: Gurgaon to Pachgaon
Section 2: Pachgaon to Dharuhera
Panchgaon – Bilaspur – National Defense University - Sidhrannwali – Kapriwas –
75 m Dharuhera Bhiwadi By-pass - Sectors 20, 21, 5, 6, 7 & 7A – NH 8 – Village
Kharkhera – Village Khaliyawas – Village Dungarwas
Dharuhera to Bawal: Village Dungarwas –
Village Nikhri – 80 m Sector Road – Proposed
IMLH – 100 m wide Road – Bawal Town.
Total length of approved MRTS alignment between
Gurgaon and Bawal is 82 Km.
4.2. Topographical Survey
4.2.1 Objective
The topographical survey was carried out using
DGPS, Total Station, Auto Level and other similar
precision instruments. The survey was generally
aimed at the following:
i) Preparation of Detailed Project Report for the
above mentioned route.
ii) Ascertaining / identification of the following:

Geometry of existing/Proposed routes

Elevation of project road with respect to GTS
Obstructions / constraints in existing Road.
4.2.2 Scope
The Survey was carried out in the following sequence.
i) Detailed Topographic survey along the approved proposed alignment
Pillar Construction Detailed Survey
DGPS Control Points Fixing Longitudinal and Cross Sections
Total Station Traverse Ground Verification
Leveling Mapping
4.2.3 Survey of India Bench Mark

The GTS level of existing DMRC has been identified
Pier No”29 and the value of the Location is:
248.378m.
The Fly level has been closed at Bawal PWD guest
House and the error found was within the
permissible limit .i.e 6*k. Where K is total length
between the two GTS locations.
The Value of GTS location is: 261.406m.
4.2.4 Precision / Topographical Survey

Instruments
The following are the precision instruments used for
topographical survey of the road:
S.No Instrument Model Accuracy

Nikon DTM
1”&3”
522,652
1 Total Station
Leica 405,705
5”
and TS-06
2 DGPS Leica-GS08 Plus
Sokkia C 32-Auto Level
3 Auto Level
Sprinter-Leica-digital level
4.2.5 Pillar Construction

To facilitate the survey and quality assurance checks, the Reference / Cement Concrete
B.M Pillars have been constructed along the project road within the ROW at about 200m
intervals. The Size of the TBM pillars is 150x150x450 mm. A steel rod having size of
10mm has been fixed in the centre of the pillars, where the centre points have been
punched.

4.2.6 GPS & Total Station Traverse

Pair GPS Pillar having size of 30x30x60cm fixed at an interval of 5km. A steel rod having
size of 12mm has been fixed in the centre of the pillars, where the centre points have
been punched. After fixing of Control Pillars / Bench Marks, traverse shall be carried out
connecting all the Control Pillars / Bench Marks in between the two DGPS points i.e. in the
span of 5km length. Traverse has been carried out by angle distance format. The adjusted
sheets have been attached separately in this report. Details of GPS stones fixed at site are
presented in Table 4.1.
Table 4.1: GPS Stone Details
S Point Reduced Point
Latitude Longitude Easting Northing Chainage
No Id Level Id
1 GPS1 28° 27' 14.98584" N 77° 04' 06.77501" E 702550.022 3149256.538 233.464 GPS1 0+000/LHS
(-
2 GPS1A 28° 27' 10.79754" N 77° 04' 02.97377" E 702448.822 3149125.826 233.242 GPS1A
)0+190/LHS
3 GPS2 28° 25' 44.45760" N 77° 02' 12.87705" E 699498.513 3146416.839 226.409 GPS2 4+100/RHS
4 GPS2A 28° 25' 41.92780" N 77° 02' 13.54276" E 699517.947 3146339.269 226.327 GPS2A 4+100/RHS
5 GPS3 28° 24' 00.89397" N 77° 01' 50.47216" E 698942.614 3143218.492 226.543 GPS3 8+400/LHS
6 GPS3A 28° 24' 04.35270" N 77° 01' 48.41507" E 698884.825 3143324.019 226.605 GPS3A 8+500/LHS
7 GPS4 28° 24' 13.82140" N 76° 59' 35.95298" E 695274.483 3143555.255 229.396 GPS4 12+125/LHS
8 GPS4A 28° 24' 15.86554" N 76° 59' 31.40658" E 695149.696 3143616.132 228.710 GPS4A 12+275/LHS
9 GPS5 28° 24' 46.28949" N 76° 57' 14.03666" E 691395.552 3144491.389 222.620 GPS5 18+350/RHS
10 GPS5A 28° 24' 50.73232" N 76° 57' 13.87126" E 691388.831 3144628.078 223.734 GPS5A 18+300/RHS
11 GPS6 28° 23' 51.08374" N 76° 55' 30.08441" E 688593.600 3142746.446 229.018 GPS6 21+650/RHS
12 GPS6A 28° 23' 48.60301" N 76° 55' 27.36548" E 688520.812 3142668.901 229.063 GPS6A 21+750/RHS
13 GPS7 28° 22' 46.45534" N 76° 54' 39.48475" E 687247.869 3140735.115 235.998 GPS7 24+225/LHS
14 GPS7A 28° 22' 46.49710" N 76° 54' 36.15238" E 687157.129 3140734.962 236.093 GPS7A 24+325/LHS
15 GPS8 28° 21' 41.63871" N 76° 52' 39.24100" E 684005.465 3138688.492 248.627 GPS8 29+425/LHS
16 GPS8A 28° 21' 37.93678" N 76° 52' 38.62845" E 683990.560 3138574.281 248.715 GPS8A 29+550/LHS
17 GPS9 28° 18' 56.91752" N 76° 53' 29.77411" E 685460.883 3133639.605 259.614 GPS9 35+200/RHS
18 GPS9A 28° 18' 54.06672" N 76° 53' 26.30385" E 685367.727 3133550.373 259.072 GPS9A 35+325/RHS
19 GPS10 28° 17' 51.52539" N 76° 52' 09.64581" E 683309.348 3131592.757 246.268 GPS10 38+200/LHS
20 GPS10A 28° 17' 48.91019" N 76° 52' 06.33479" E 683220.386 3131510.862 246.322 GPS10A 38+320/RHS
21 GPS11 28° 16' 45.48866" N 76° 51' 05.56436" E 681594.631 3129533.192 241.374 GPS11 41+150/RHS
22 GPS11A 28° 16' 43.34711" N 76° 51' 00.86287" E 681467.529 3129465.311 241.218 GPS11A 41+250/RHS
23 GPS12 28° 14' 20.52629" N 76° 49' 41.88955" E 679382.023 3125036.442 263.792 GPS12 46+125/LHS
24 GPS12A 28° 14' 19.04062" N 76° 49' 44.30831" E 679448.647 3124991.709 263.669 GPS12A 46+125/LHS
25 GPS13 28° 12' 58.95377" N 76° 49' 07.62865" E 678485.817 3122511.529 248.408 GPS13 50+550/LHS
26 GPS13A 28° 12' 53.90216" N 76° 49' 04.67478" E 678407.614 3122354.829 247.815 GPS13A 50+650/LHS
27 GPS14 28° 12' 16.03769" N 76° 45' 59.11135" E 673365.246 3121114.518 240.205 GPS14 56+450/LHS
28 GPS14A 28° 12' 16.04392" N 76° 45' 55.35211" E 673262.739 3121113.216 239.887 GPS14A 56+550/LHS
29 GPS15 28° 11' 04.16981" N 76° 43' 13.75389" E 668887.816 3118837.599 242.619 GPS15 61+800/RHS
30 GPS15A 28° 11' 01.97371" N 76° 43' 09.76179" E 668779.902 3118768.460 242.341 GPS15A 61+900/RHS
31 GPS16 28° 09' 06.55197" N 76° 41' 25.97046" E 665998.796 3115176.089 246.366 GPS16 66+700/LHS
32 GPS16A 28° 09' 06.60949" N 76° 41' 22.11589" E 665893.618 3115176.395 245.616 GPS16A 66+800/LHS
33 GPS17 28° 07' 37.38330" N 76° 39' 35.57933" E 663024.840 3112390.037 250.050 GPS17 70+950/LHS
34 GPS17A 28° 07' 34.12769" N 76° 39' 33.02751" E 662956.579 3112288.883 250.328 GPS17A 71+100/LHS
35 GPS18 28° 05' 39.16269" N 76° 37' 40.35746" E 659929.620 3108708.869 255.852 GPS18 76+200/RHS
36 GPS18A 28° 05' 35.08923" N 76° 37' 39.07535" E 659896.303 3108583.027 256.367 GPS18A 76+350/RHS
37 GPS19 28° 04' 20.52735" N 76° 35' 53.46598" E 657043.904 3106249.945 264.070 GPS19 80+000/LHS
38 GPS19A 28° 04' 16.03107" N 76° 35' 52.05052" E 657007.079 3106111.051 261.670 GPS19A 80+150/LHS
4.2.7 Levelling
The fly levelling has been started from existing Delhi Gurgaon Metro Pier No: 29 and the
Value of the location is 248.378m.The Fly level has been closed at Bawal PWD Guest
House. The value is: 261.406m. All the TBM pillars have been connected at the time of fly

level and the Bench Mark also marked on culvert parapet wall and also available
permanent locations like temple, rock etc.
4.2.8 Detailed Survey

This envisaged recording of all topographical features including trees, utility lines etc., for
the project road corridor consisting of 50m on either side of the Existing/Proposed
centreline.
At intersections and railway crossings etc., the survey was extended up to 200m along the
cross roads / railway line. At locations of culverts and bridges the survey was extended
both on the upstream and downstream side.
However at all the proposed station locations the survey covered the length of 300m and
for the width of 200m on either side of the proposed centre line.
4.2.9 Longitudinal and Cross Sections

Cross section generally taken at an interval of every 20 m in longitudinal direction
however it has been covered closer interval where the curves are proposed. The cross
section levels have been recorded at the as per the ground conditions.
4.2.10 Ground Verification

On completion of the detailed survey and plotting the same on mapping software, a check
print was taken and all the details as covered in the detailed survey were verified on the
ground to guard against any omission or other such discrepancy. All the topographical
details including CD structures were verified to obtain optimum accuracy.
4.2.11 Mapping
This was done using AutoCAD 2000 software. All digital data has been given in X, Y & Z
formats. All mapping work was carried out at site. The DTM prepared was reviewed to
ensure that all the details, as required, are enclosed in the map.
4.3 Geometric Design Norms

The geometric 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 120 km. The track centre on the corridor is 4.1 m. The
standards to be adopted for horizontal and vertical alignment are discussed in sections
below:
4.3.1. Horizontal Alignment

On consideration of maximum allowable cant of 150 mm and cant deficiency of 100 mm
on Metro tracks, the safe speed on curves of radii of 1000 m or more is 145 km/h. On
elevated section use of curves with minimum radius of 450 m, having speed of 90 km/h
has been adopted.
Horizontal Curves
At-grade/Elevated Section
Preferred Radius : 1000 m and above

Minimum Radius (for 90km/h) : 450 m

Minimum curve radius at stations : 1000 m
Maximum permissible cant (Ca) : 150 mm
Maximum cant deficiency : 100 mm
Transition curves
For smooth ride on curves, suitable transition length has been provided at both ends of
horizontal curves. Similarly, vertical curves have been introduced at the location of change
of grades along the alignment. In case of ballast less track, it is desirable that the vertical
curves and transition curves of horizontal curves do not develop. These constrains may
lead to reduced lengths of transition curves. However, for safety and comfort of
passengers, the transition curves have to be designed with certain minimum parameters.
Length of Transitions of Horizontal curves (m)
Minimum: 0.44 times actual cant or cant deficiency (in mm), whichever is higher.
Desirable: 0.72 times actual cant or cant deficiency (in mm), whichever is higher.
Overlap between transition curves and vertical curves not allowed.
Minimum straight between two Transition curves: either 25 m or NIL.
Minimum curves length between two transition curves: 25 m.
4.3.2. Vertical Alignment

The viaducts carrying the track are planned for a vertical clearance of minimum 5.5 m
above road level. For meeting this requirement with the ‘U’ shaped or box type pre-
stressed concrete girders, the proposed rail level is about 8.5 m above the road level.
However, at stations level it varies depending upon the station locations.
Gradients
The stations are planned on level stretch. Between stations, generally the grades may not
be steeper than 2.0%. Between the stations however, there are few situations, where
steeper grades are unavoidable due to existing/proposed roads. The gradients to be
adopted are as under:
Gradient at Stations: Level (About 325m on either side from centre line of station)
Maximum gradient in mid-sections:

Normal : 2.0%
Exceptional: <3.0%
Vertical Curves
Vertical curves are to be provided when change in gradient exceeds 0.4%. However it is
recommended to provide vertical curves at every changes of gradient.
Minimum Radius of Vertical Curves
On Main Line: 2500 mm
On other Locations: 1500 mm
Minimum length of vertical curves: 20 m

4.3.3. Spacing from Buildings and Structures

Minimum horizontal distance from centre of track to any structure for heights above rail
level on level/constant grade tangent track shall be as under.
Elevated and At-Grade Sections
Height from rail level Horizontal distance from C.L. OF TRACK
Up to 65 mm 1585 mm
65 mm to 200 mm 1585 mm increasing to 1745 mm
305 mm to 880 mm 1771 mm increasind to 1903 mm
880 mm to 1095 mm 1903 mm
1130 mm to 2030 mm 1938 mm
3300 mm to 3736 mm 1875 mm decreasing to 1540 mm
3736 mm to 6250 mm 1540 mm
4.3.4. Design Speed

The corridor has been planned for a design speed of 120 km/h. However the applied cant,
and length of transition 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 gradient at the
time of detailed design stage. This is with the objective of keeping down the wear on rails
on curves to the minimum.
4.3.5. Minimum Track Spacing On Curves

The worst case will be when the end of a bogie carriage on the inner track is opposite the
centre of a similar carriage on the outer track. The minimum track spacing on curves
without any structure between tracks shall be the sum of the following.
200 mm for Under Ground Sections.
300 mm for elevated and At-Grade sections.
4.3.6. Cant and Cant Deficiency

Maximum cant on curves = 110 mm
Maximum cant deficiency = 85 mm
4.3.7. Walkways
Minimum width of walkways 550 mm
Minimum height of walkways 1000 mm
Maximum height of walkways 1200 mm
1. Maximum and minimum heights of walkway on curves are above inner rail.
2. No structure, other than signaling and minor signaling equipment post, shall be
permitted within the minimum width of walkway.
3. Minimum clearance to walkway at the nearest edge from kinematic envelope shall
be 150 mm for elevated and surface (At Grade) sections.

4. Walkway should be used by Metro Inspection Groups only in non-operation periods

and for evacuation of passengers in emergency.
4.3.8. Guard Rail

1. Guards Rails should be provided on inside/outside of running rail on viaduct as well
as tunnel and at grade section at locations specified by Metro Railways.
2. Lateral clearance between Guard Rail and running rail should be 250+ 40 mm.
3. The top level of guard rail should not be lower than that of running rail by more
than 25 mm.
4.4 Alignment Design

After the completion of topographical survey, both horizontal and vertical alignment
design was initiated. The design was done based on recent geometric norms adopted by
DMRC as described above.
Since the entire length of proposed alignment is elevated, a minimum clearance of 5.5 m
from bottom of viaduct has been maintained in the design for the purpose of road
clearance.
Both horizontal and vertical profiles were designed considering site constraints, land
availability, existing and proposed transport infrastructure such as flyovers, clover-leafs,
interchanges, proposed expressways, railway lines, Western DFC, etc. It also considered
the location of HT lines and other major utilities. The section discusses in detail the critical
locations that affected the alignment design. The entire alignment has been classified in to
stretches and is explained respectively in following sections.
4.4.1. Reference Point

For the planning and designing convenience, the design chainage of proposed Gurgaon
Bawal MRTS Corridor starts 191 m after the end of DMRC Yellow Line Viaduct. The first
station will be an interchange Station with Yellow Line at Sector 45.
4.4.2. Stretch 1: HUDA City Centre to Subhash Chowk (Km 0.000 to Km 4.100)
As discussed above, the alignment starts 191m after the end of DMRC Yellow Line.
Alignment in this stretch is proposed to be along central median. Subhash Marg has 3 lane
carriageway either side with fairly wide median, width of which varies from 2.5 to 4 m
along with service road on both sides. The viaduct will have a clearance of 5.5 m from the
road level. Alignment along this stretch passes through Unitech Cyber Park in Sector 40
and proposed District Center in Sector 47. The alignment has 3 stations in this stretch.
At Subhash Chowk, there is a flyover being constructed along Subhash Marg parallel to
proposed alignment. Therefore the MRTS alignment shifts towards right side of Subhash
Marg, crosses the flyover and turns left on Sohna Road. A clearance of 5.5 is required to
be maintained above the flyover, therefore the MRTS viaduct at Km 4.100 will be
approximately 13m above the ground level. A curve radius of 210m has been provided for
turning towards Sohna Road.
Other critical locations in this stretch are the presence of HT lines which are crossing the
alignment at 2 locations (Km 3.628 and Km 4.075). The HT lines are at a height of 16.8

and 12.8 m respectively. At first location the viaduct can pass below the HT lines, but at
second location either the line has to be to be buried below the road level or the pylon
height has to be increased.
Section 1, Map 4.1 presents the typical cross section with MRTS along the Subhash
Marg between Km 0.000 and Km 4.100.
4.4.3. Stretch 2: Subhash Chowk to Sohna Road SPR Intersection (Km 4.100 to
Km 7.100)
As discussed above, after Subhash Chowk, the alignment turns left on Sohna Road. For
the purpose of having a radius of 210 m, the viaduct will be located on the service road
median of Sohna Road on right side and then gradually move towards the central median.
Alignment follows the median till the end of the stretch. Sohna Road has 3 lane
carriageway on both sides along with service roads. The median of Sohna Road is only 2
m wide, the median width has to be increased by taking space from service road median
for the purpose of accommodating viaduct piers. Alignment is fairly straight without much
of criticality. 2 stations have been proposed along Sohna Road. The Alignment turns right
towards Southern Peripheral Road (SPR) at Chainage Km 7.100.
Section 2, Map 4.1 presents the typical cross section with MRTS along Sohna Road
between Chainage Km 4.100 and Km 7.100.
4.4.4. Stretch 3: Sohna Road - SPR Intersection to SPR – NH 8-CPR

Intersection (Km 7.100 to Km 12.500)
Southern Peripheral Road (SPR) has been planned and developed as ring road of Gurgaon
connecting Faridabad Road with NH 8. SPR has a proposed ROW of 150 m, consisting of
7m wide central median, 12.5 m main carriageway on sides, 8 m wide service road, 10 m
utility corridor and 24 m green belt on both sides. Being under construction, entire ROW is
yet to be constructed. As per the development plan of GMUC – 2031, various 60 m Sector
roads will have intersections with SPR. These intersections may require to be upgraded to
grade separated interchanges in future. MRTS alignment along the central median of SPR
will further constraint the intersection up-gradation. For this purpose, the MRTS alignment
has been proposed to be on the left side after the service road and will be located on the
space left for Green Belt. The Station Buildings will also be on the left side and elevated
walkway will be provided for connecting other side of the road. 4 stations are proposed
along this stretch. There are few critical locations along this stretch, these include road
interchanges and HT lines and these are discussed in detail in following sections:
HT Lines
Since the SPR is being developed in new Sectors of Gurgaon, there is a presence of dense
network of High Tension power lines comprising of 220 and 400 Kv. These lines criss-cross
SPR and MRTS alignment at many locations and are located on both sides of SPR. Various
locations of HT lines conflicting with the alignment are as follows:
1. At Chainage Km 7.150
Location of first conflict of HT line with the alignment is at chainage Km 7.150. These lines
are located at a height of 12.40 m from ground level. Since the MRTS alignment will be at
a level of 8.5 m from the ground level and a minimum clearance of 7 m is required from

PROJECT
Preparation of Detailed Project

Report for MRTS/ RRTS Options
Between Gurgaon & Bawal Under
Region in Haryana
CLIENT
5500
Chanakyapuri,
5000 5500 2500 2500 2000 10500 4000 10500 2000 2500 2500 5500 5000
New Delhi - 110021
CYCLE MEDIAN WITH CYCLE
TRACK MRTS TRACK
60000
CONSULTANT
9th Floor,
Infinity Tower C
DLF Cyber City,
DLF Phase II T: +91 124 4830216
Gurgaon 122002 F: +91 124 8472649
Haryana, India www.aecom.com
5500
3150 1500 7000 2500 12700 2000 12700 2500 7000 1500 3150
MEDIAN WITH
MRTS
55700
12000 24000 7000 1000 3500 1500 8000 2000 12500 7000 12500 2000 8000 1500 3500 1000 7000 24000 12000
150000
12000 24000 7000 1000 3500 1500 8000 2000 12500 7000 12500 2000 8000 1500 3500 1000 7000 24000 12000
150000
REVISIONS
REV. DATE REV. DATE REMARKS
No. No.
9000
3000
5500
5000 5500 2500 2500 2000 10500 4000 10500 2000 2500 2500 5500 5000
CYCLE MEDIAN WITH CYCLE
TRACK MRTS TRACK
60000 PROJECT NUMBER
DELD13072
MAP NO.
2.2
4.1
SHEET TITLE
Proposed MRTS Cross Sections

( Huda City Center to Sector 36A )
the HT lines, it is not possible for the alignment to pass below the HT lines. Therefore,
either the transmission line has to be undergrounded or the pylon height has to be
increased for providing adequate clearance for MRTS.
At this location HT line crosses the alignment at a height of 22.99 m from the ground
level. MRTS Alignment can easily pass below the HT lines at this location.
At this location 2 set of HT lines cross the alignment one above the other. These include
220 and 440 Kv lines. 220 Kv lines cross at height of 11.7 m and 400 Kv line cross at a
height of 35.5 m above the ground level. As 400 Kv lines have no impact on the alignment
design, the 220 Kv lines have to be buried below the ground for the purpose of providing
adequate clearance for MRTS.
At this location, there is a conflict of 400 Kv HT lines with proposed alignment. These lines
are located on the right side of SPR, they cross SPR toward the left side and cross again
to come back on right side. While crossing back towards right side, the lines conflict with
proposed alignment. In order to take the alignment through, it is prudent either to
relocate the entire HT line on the right side or increase the height of pylons for
accommodating MRTS alignment.
Grade Separated Interchange at SPR – NH 8 – CPR Intersection
At the end of the stretch, there is a proposal to develop full cloverleaf for the purpose of
providing smooth movement for traffic taking right turn from SPR, NH 8 and CPR. As per
the proposal, NH 8 will remain at grade and main carriageway of SPR will be elevated. The
loops of cloverleaf will rise from NH 8 and merge with SPR having clearance of 5.5 above
the ground level. Therefore, the MRTS alignment has to pass one level above, where
cloverleaf loop is merging with SPR flyover thereby providing clearance of 5.5 m for the
traffic using the loop. This arrangement will increase the height of MRTS viaduct as it has
to pass at double the normal height requirement. The alignment will cross the SPR-NH 8-
CPR intersection at a height of approximately 15 m from the ground level.
Section 3, Map no 4.1 presents the typical cross section with MRTS along SPR between
Chainage Km 7.100 and Km 12.500.
4.4.5. Stretch 4: SPR – NH 8- CPR Intersection to CPR – NPR – Utility Corridor

Intersection (Km 12.500 to Km 17.200)
The alignment crosses NH 8 and head towards Connecting Peripheral Road (CPR). CPR
has a ROW width of 90 m but has road cross section similar to SPR except the provision of
Green Belt. Therefore, the MRTS alignment has been proposed along the service road
median of CPR on the left hand side. At chainage Km 13.300 the alignment turns right
towards Sector 36-A for the purpose of connecting Global City. The alignment traverses
through Sector road of 36-A and enters Global City at Chainage Km 15.300. it exits Global
city and turns left on Northern Peripheral Road (NPR) at Chainage Km 16.500, it then
traverse straight and again turn right on Utility Corridor at Chainage Km 17.200 and head
towards IMT Manesar. The alignment has 25 stations in this stretch.

Alignment has many critical locations, these are discussed below:

Same set of 400 Kv HT lines which were conflicting with MRTS alignment at chainage Km
12.000 in the previous stretch, cross NH 8 and bifurcate into 2 sets of 400 Kv HT lines.
First one is conflicting with the alignment at location where it turns right towards Sector
36-A at Chainage km 13.250. At this location, HT line is at a height of 14.70 m from the
ground level. In order to provide adequate clearance for MRTS, the height of HT lines has
to be increased by raising the height of pylon.
2. At Chainages Km 13.381, Km 14.400, Km 14.700 and Km 15.373
400 Kv HT lines from the right side of SPR, after crossing NH 8 conflict with MRTS
alignment at various locations. These lines are on left side, then cross over to right side,
again cross back to left side and finally cross towards right side of the alignment. The lines
are at height of 12-15 m from ground level. Since the crossing of lines is at various
locations, it is prudent to shift the entire section of HT lines to the right side of MRTS
alignment similar to what has been recommended for Chainage Km 12.000. This will avoid
the conflict at all locations.
400 Kv HT lines earlier conflicting with the alignment at Chainage Km 13.250, again cross
the alignment at this location. These lines are at a height of 13.25 m from the ground
level. In line with the previous recommendation for HT lines, it is also recommended that
pylon height be raised for providing adequate clearance for MRTS alignment to pass
below.
4. Grade Separated Interchange at CPR-NPR-Utility Corridor Intersection
The intersection of NPR, CPR and Utility Corridor will have a grade separated interchange
due to anticipated high volume of traffic. Therefore, the MRTS alignment should be
designed in such a way that it does not constraint the development of cloverleaf at a later
date. The alignment turns left on NPR from Global City at chainage Km 16.500, traverses
parallel to NPR and then turn right on Utility Corridor, leaving sufficient space for grade
separated interchange. Radius of 300 m has been provided at all turnings.
Section 4 & 5, Map 4.1 presents the typical cross section with MRTS along CPR and
Sector Road of 36-A between Chainage Km 12.500 and Km 17.200.
4.4.6. Stretch 5: CPR – NPR – Utility Corridor Intersection to 60 m Sector Road,

IMT Manesar (Km 17.200 to Km 24.100)
After turning right from NPR, alignment traverses along Utility Corridor. Utility Corridor has
60 m wide ROW similar to that of Subhash Marg. The MRTS alignment has been proposed
along the central median. 3 MRTS stations have been proposed along Utility Corridor.
Alignment exits Utility Corridor near village Kankrola at Chainage Km 23.000. The
alignment will be along the central median of proposed 60 m sector road. The alignment
then turns right on Sector Road of IMT Manesar at Chainage Km 24.200. A total of 4
stations are proposed in this stretch. MRTS Alignment will be having clearance of 5.5 m
from the ground level in the entire stretch.

One HT line of 220 Kv crosses the alignment at Km 19.200 at a height of 11.4 m from the
ground level. Pylon height has to be increased for the purpose of providing required
clearance for MRTS.
Section 6, Map 4.2 presents the typical cross section with MRTS along Utility Corridor
road between Chainage Km 17.200 and Km 24.100.
4.4.7. Stretch 6: 60 m Sector Road, IMT Manesar to Panchgaon Chowk/ KMP

Expressway –NH 8 Intersection (Km 24.100 to Km 34.400)
After turning right on 60 m Sector Road, the alignment enters IMT Manesar. The alignment
has been proposed along the median of 60 m sector road. It traverses towards West and then
turns left along the sector road behind the Maruti factory till end of the road.
After exiting IMT Manesar, MRTS Corridor is aligned along the ROW of KMP Expressway. KMP
expressway has a ROW width of 100 m, for the purpose of saving land, the KMP ROW has
been utilized. After IMT Manesar, the MRTS will serve public semi-public land use proposed
under GMUC Master Plan in the north eastern side of KMP – NH 8 intersection.
The alignment traverses along the eastern side of KMP till Panchgaon Chowk or KMP – NH 8
intersection. It then turns right along NH 8 and head towards Dharuhera.
MRTS Alignment will be having clearance of 5.5 m from the ground level in the entire stretch.
A total of 5 stations have been proposed in this stretch, 3 in IMT Manesar, 1 in Public Semi-
Piblic Land use and 1 as interchange with NH 8 and RRTS at Panchgaon.
Only critical location is at chainage Km 29.935 where HT line of 400 Kv is crossing the
alignment at a height of 11.60 m from ground level. Pylon heights have to be increased for
providing necessary clearance for the MRTS.
Section 7 and 8, Map 4.2 presents the typical cross section with MRTS along 60 m Sector
Road of IMT Manesar and KMP Expressway.
4.4.8. Stretch 7: Panchgaon Chowk/ KMP Expressway –NH 8 Intersection to

Dharuhera Notified Area (Km 34.400 to Km 49.400)
After Panchgaon, the MRTS Alignment turns right along NH 8 towards Dharuhera. The
alignment has to negotiate the KMP Interchange with NH 8, it crosses KMP Expressway
without conflicting with the loops of interchange at chainage Km 35.000. Since the
carriageway of KMPE is on embankment and is almost 4.5 m high from the ground level, the
alignment has to cross above leaving a minimum clearance of 5.5 m for expressway traffic
movement.
Alignment then descents and traverse along NH 8. A 30 m ROW along the southern side of
NH 8 has been identified for MRTS alignment. As per Haryana Government rules, no
development is permitted within 30 m from the edge of NH ROW except petrol Pumps. Same
space has been identified for MRTS alignment. The alignment traverse straight towards
Dharuhera, along NH 8. In order to avoid conflict with 2 petrol pumps at chainage Km 36.298,
the alignment turns left so as to remain south of Petrol Pumps and then again come along NH
8 on the left at chainage Km 36.754.
The alignment continues to traverse along NH 8 towards Bilaspur. Due to intense
development near the intersection of Pataudi-Bilaspur-Tauru Road and NH 8, the alignment

9000
PROJECT

3000
Region in Haryana
CLIENT
5500
5000 7000 6000 10000 4000 10000 6000 7000 5000
MEDIAN WITH Room No 341 B, 3rd Floor
MRTS Hotel Ashok, Diplomatic Enclave, 50B
60000 Chanakyapuri,
New Delhi - 110021
CONSULTANT
9th Floor,
9000
Infinity Tower C
DLF Cyber City,
DLF Phase II T: +91 124 4830216
Gurgaon 122002 F: +91 124 8472649
3000
5500
3500 1500 7000 6000 10000 4000 10000 6000 7000 1500 3500
MEDIAN WITH
MRTS
6000
5500
100000(R.O.W.)
12000
SECTION VARIES (6m-30m)
4000 1500 7500 2000 12750 4500 12750 2000 7500 1500 4000
60000
REVISIONS
No. No.
5500
PROJECT NUMBER
DELD13072
12500 2500 5500 2500 12500 4000 12500 2500 5500 2500 12500
MEDIAN WITH MAP NO.
MRTS
2.3
5500
75000 4.2
SHEET TITLE

( Utility Corridor to Dharuhera )
turns right south of Bilaspur and cross SH 22 (Pataudi-Bilaspur-Tauru Road). It traverse

towards North of Village Bilaspur Kalan and align along left side of NH 8. From chainage Km
40.300 till Km 41.000, the alignment remains parallel to NH 8. It again traverses into
agricultural fields south of village Sidhranwali and north of village Rathiwas. The alignment
then enters Dharuhera Notified Area at Chainage Km 49.400.
From Panchgaon Interchange till Dharuhera Notified Area, the MRTS alignment has been
proposed in 30 m wide dedicated Greenfield corridor and the viaduct will be have a clearance
of 5.5 m from the ground level throughout so that access to agriculture fields remain
unhindered. After entering Dharuhera Notified Area, the MRTS alignment follows planned or
under construction road network as proposed by Dharuhera Master Plan. 3 MRTS stations
have been proposed in this stretch.
There are 3 locations where HT lines cross the MRTS alignment. These are discussed in the
following sections:
HT Lines of 756 and 400 Kv cross the alignment at this location. These lines are at a height of
20 and 21 m from the ground level. Since the alignment descents from KMP expressway, it
will have higher clearance than the usual 5.5 m from the ground level. Therefore, the pylons
of 756 and 400 Kv have to be raised for providing enough clearance for MRTS to pass under
the HT lines.
HT Lines of 220 Kv cross the alignment at this location. Lines are at a height of 6.5 m from
the ground level. Pylon height has to be raised for the purpose of accommodating clearance
for MRTS alignment.
HT Lines of 400 Kv cross the alignment at this location. Lines are at a height of 12.20 m from
the ground level. Pylon height has to be raised for the purpose of accommodating clearance
for MRTS alignment.
Section 9, Map 4.2 presents the typical cross section with MRTS by the side of NH 8.
4.4.9. Stretch 8: Dharuhera Notified Area to Village Dungarwas (Km 49.400 to

Km 61.500)
The proposed MRTS alignment enters Sector 17 of Dharuhera notified area at chainage Km
49.400. This sector is proposed for Industrial land use, alignment follows the proposed 40 m
sector road. The alignment then turns left along 75 m Dharuhera- Bhiwadi Byepass Road
along sectors 24 & 23. The alignment traverses along 75 m road and then turns right at the
end of Sector 23, along the 30 m sector road. The alignment is proposed along the central
median of this road and passes through Sectors 5, 6, 7, 21 & 22 it then turns left along NH 8
at Chainage Km 52.900.
The MRTS alignment turns left on NH 8, remain West of NH 8 and continue to traverse
towards Bawal. The alignment has been proposed in 50 m green belt reserved by HUDA. The
alignment follows the green belt. The alignment continues to traverse along NH 8 till the end
of Dharuhera Notified area. Alignment exits Dharuhera notified area near chainage Km 56.200
near village Kharkhera and Sector 1.

The alignment continues to traverse parallel to North West of NH 8 and Masani Barrage and
crosses Sahibi River till village Dungarwas. 30 m wide ROW has been reserved for MRTS along
NH 8. All along NH 8, the alignment maintains a clearance of 5.5 m from ground level. The
alignment crosses a level above NH 71 – NH 8 intersection at Chainage Km 59.200. NH 71
towards Rewari is one level above the ground maintaining a clearance of 5.5 m above NH 8.
The MRTS alignment will be further one level above NH 71 thereby marinating a clearance of
12 m from ground level.
A total of 7 stations are proposed in this stretch, these include 6 within Dharuhera Notified
Area and one for village Dungarwas.
The alignment turns left towards MBIR near Village Nikhri at Chainage Km 61.700. Critical
locations in this stretch are discussed below:
HT Lines of 66 Kv cross the alignment at this location. These lines are at a height of 9.76 m
from the ground level. In order to maintain the required clearance for MRTS, pylon height has
to be increased.
HT Lines of 66 Kv cross the alignment at this location. These lines are at a height of 10 m
from the ground level. In order to maintain the required clearance for MRTS, pylon height has
to be increased.
3. From Chainage Km 50.860 and Km 52.800
HT Lines of 66 Kv cross the alignment at Km 50.860 and then remain parallel till the
intersection with NH 8. The HT lines conflict with alignment at Km 52.800. In order to remove
the conflict of HT lines with MRTS, the entire section of 66 Kv lines has to be buried for length
of approximately 2 Km.
HT Lines of 66 Kv parallel to alignment between chainage Km 50.865 and Km 52.800 cross
NH 8 and further traverse in to the industrial Sectors 9, 10 and 11. These cross both NH 8
and alignment at a height of 9.55 m from the ground level. Since it will be difficult to
underground the HT lines below NH 8, the pylon height has to be increased for
accommodating required clearance for MRTS.
HT Lines of 220 Kv cross the alignment at this location at a height of 11.78 m from the
ground level. Height of HT line pylons have to be increased for providing required clearance
for MRTS.
6. At Chainage Km 57.800 and Km 57.890
2 set of HT Lines of 220 Kv and 400 Kv cross the alignment at this location at a height of
13.42 and 15.32 m from the ground level. Height of both the HT line pylons have to be
increased for providing required clearance for MRTS.
7. NH 8 Pedestrian Underpass at MRTS Chainage Km 52.900

A pedestrian underpass is being constructed on NH 8 at location where the MRTS alignment

turns left on NH 8 from Sector 7. The MRTS alignment has to be at a minimum clearance of
5.5 m from the road level of underpass.
Section 10, Map 4.2 and Section 11, 12 & 13, Map 4.3 presents the typical cross section
showing MRTS along the sector roads of Dharuhera and along NH 8.
4.4.10. Stretch 9: Village Dungarwas to Bawal Town (Km 61.500 to Km 81.300)

The proposed MRTS alignment turns left from NH 8 at Chainage Km 61.500 and enters
Manesar Bawal Investment Region (MBIR) near village Nikhri. It enters through the land
parcel demarcated under transport land use. Alignment then turns right on proposed 60 m
wide road at chainage Km 62.500,
It will then cross proposed Western Dedicated Freight Corridor(DFC) and connects proposed
Integrated Multimodal Logistics Hub (IMLH). From IMLH the alignment will then follow
proposed 100 m Bawal Peripheral Road and will connect Bawal Town.
The alignment follows proposed 60 m Sector Road of MBIR from chainage Km 62.500 to Km
68.600. This sector has a BRT proposal along the center of the road. Therefore, in order to
avoid conflict with BRT, the MRTS alignment has been proposed in 7.25 m wide median
between the BRT corridor and main carriageway. The alignment will be on the right side of
the 60 m sector road towards Bawal.
The alignment continues to traverse straight after chainage Km 68.700. the alignment is still
along 60 m sector road, but this section of road does not have BRT proposal, therefore the
alignment will be along the central median. the alignment then turns right on 100 m wide
Bawal town peripheral road.
Before reaching, the 100 m peripheral road, the alignment crosses Western Dedicated Freight
Corridor (DFC) at chainage Km 70.800. Since DFC will remain at grade, the MRTS alignment
has to cross above the DFC. MBIR master plan has reserved ROW of 100 m for DFC, but the
effective width will 30 m and the clearance requirement above the DFC will be 13 m,
therefore the MRTS will cross the DFC at height of 13 m above the ground level.
MRTS alignment then enters the 100 m wide Bawal Peripheral road at Chainage Km 71.500
near proposed Integrated Multimodal Logistics Hub (IMLH), it continue to traverse along 100
m Bawal Peripheral Road till chainage Km 80.000. since the peripheral road also has a BRT
proposal along the center of the road, in order to avoid conflict with proposed BRT, the
alignment has been proposed along the median between the BRT corridor and main
carriageway on the left side south east of central median of the road.
The alignment then turns left along the 80 m sector road and ends at chainage Km 81.300
near Bawal town.
9 MRTS stations have been planned in this stretch. Only few crtical locations are there on the
stretch, these are primarily crossing of HT lines which are discussed below:
HT Lines of 220 Kv cross the alignment at this location. These lines are at a height of 21 m
from the ground level. The MRTS alignment can easily pass under these lines by maintaining
a required clearance of 8m.

PROJECT

Region in Haryana
CLIENT

Chanakyapuri,
New Delhi - 110021
CONSULTANT
9th Floor,
Infinity Tower C
DLF Cyber City,
DLF Phase II T: +91 124 4830216
3000
Gurgaon 122002 F: +91 124 8472649
30000
3000
5500
30000
REVISIONS
No. No.
PROJECT NUMBER
DELD13072
MAP NO.
2.4
4.3
SHEET TITLE

(Dharuhera to Sector Road 60m)
HT Lines of 220 Kv cross the alignment at this location at a height of 25 m from the ground
level. The MRTS alignment can easily pass under these lines by maintaining a required
clearance of 8m.
Section 14, 15, Map 4.3 and Section 16, 17 & 18 Map no 4.4 presents the typical cross
section showing MRTS along 60 m Sector road with BRT, 60 m Sector road without BRT,
across DFC, along 100 m and 80 m peripheral road of Bawal within MBIR.
Detail Alignment drawings showing Horizontal plan and vertical profile of each stretch of the
proposed MRTS alignment are enclosed in Volume 2 of this report.
4.4.11. Design of Horizontal Profile
The MRTS alignment has a total of 96 tangent points except the start point. The minimum
radius proposed on the alignment is 210 m with in and out transition of 70 m for speed
approximately 65 Kmph. Details of horizontal alignment are presented in Table 4.2.
Table 4.2: Horizontal Alignment Details
Intersecting Transition Total
Curve Coordinates Radius Tangent Curve
Angle Length Curve
No (m) Length length
X Y D M S In Out Length
1 701674.384 3148246.821 7,000 0 22 12 20 20 32.603 25.207 65.207
2 701488.586 3148018.392 4,000 0 45 37 20 20 36.543 33.085 73.085
3 701259.266 3147743.975 10,000 0 17 29 20 20 35.426 30.851 70.851
4 700567.428 3146907.476 10,000 0 18 59 20 20 37.62 35.239 75.239
5 700317.885 3146602.339 300 35 8 10 60 60 125.13 35.081 155.081
6 699857.441 3146473.888 600 9 32 57 40 40 70.124 59.999 139.999
7 699418.771 3146427.485 210 108 57 50 70 70 330.543 329.374 469.374
8 699602.722 3146033.043 600 9 29 44 40 40 69.841 59.436 139.436
9 699967.219 3144719.332 10,000 0 18 42 20 20 37.206 34.411 74.411
10 700006.88 3144573.308 6,000 0 26 24 20 20 33.035 26.069 66.069
11 700040.718 3144452.397 15,000 0 12 27 20 20 37.147 34.295 74.295
12 700187.138 3143921.83 3,000 1 4 4 20 20 37.954 35.905 75.905
13 700332.871 3143352.587 300 98 6 59 60 60 376.386 453.736 573.736
14 698998.938 3143206.648 700 7 22 55 40 40 65.161 50.187 130.187
15 698371.395 3143219.116 2,500 1 29 29 20 20 42.54 45.076 85.076
16 697499.154 3143213.739 3,000 1 5 11 20 20 38.444 36.887 76.887
17 697354.109 3143215.596 3,000 1 7 21 20 20 39.386 38.771 78.771
18 696808.538 3143211.89 1,800 9 14 3 30 30 160.365 260.098 320.098
19 696511.024 3143258.186 2,000 1 27 5 20 20 35.334 30.664 70.664
20 696259.922 3143290.770 1,000 5 6 43 35 35 62.142 54.22 124.22
21 695710.569 3143412.613 1,000 8 47 30 35 35 94.391 118.473 188.473
22 695274.782 3143582.508 1,000 5 36 3 35 35 66.418 62.753 132.753
23 694858.761 3143793.564 1,000 4 53 40 35 35 60.24 50.424 120.424
24 694297.981 3144141.183 300 60 7 33 60 60 203.924 254.818 374.818
25 694322.032 3144858.680 300 56 31 4 60 60 191.515 235.927 355.927
26 693840.272 3145201.076 300 29 56 32 60 60 110.346 96.777 216.777
27 693531.404 3145873.974 300 64 27 48 60 60 219.457 277.529 397.529

PROJECT
C OF PIER/ EXP. CL OF PIER/ EXP.

L Preparation of Detailed Project
30400
C OF SPAN
L Between Gurgaon & Bawal Under
Region in Haryana
3000
CLIENT
2000
Chanakyapuri,
PIER New Delhi - 110021
CONSULTANT
9th Floor,
Infinity Tower C
DLF Cyber City,
11720
DLF Phase II T: +91 124 4830216
Gurgaon 122002 F: +91 124 8472649
www.aecom.com
9920
Haryana, India
7540
C CL OF TRACK
L OF TRACK
15445
13500
3750 6000 3750
RAIL LVL.
3775
H2
:V
3100
:V1 1
H2
NATURAL GROUND
CHAINAGE FROM 70800.00m TO 71000.00m
REVISIONS
No. No.
PROJECT NUMBER
DELD13072
MAP NO.
2.5
4.4
SHEET TITLE

(Sector Road 60m to Bawal Town )

Angle Length Curve
28 692177.139 3145894.8 300 106 38 16 60 60 433.419 498.354 618.354
29 692441.857 3144956.606 300 80 6 36 60 60 282.631 359.455 479.455
30 692031.106 3144759.394 700 6 15 48 40 40 58.303 36.521 116.521
31 690942.737 3144081.677 18,000 0 9 43 20 20 35.436 30.873 70.873
32 690588.489 3143862.477 22,000 0 7 22 20 20 33.562 27.124 67.124
33 690256.808 3143656.257 2,500 1 18 48 20 20 38.656 37.31 77.31
34 689051.761 3142944.802 3,000 0 59 11 20 20 35.826 31.65 71.65
35 687500.839 3141992.759 400 53 24 55 55 55 228.9 317.91 427.91
36 687391.144 3140749.115 300 84 54 23 60 60 304.897 384.569 504.569
37 684559.326 3140746.507 550 13 1 18 55 55 90.294 70 180
38 684045.158 3140864.919 250 108 43 0 70 70 384.776 404.366 544.366
39 684094.865 3140371.072 700 5 35 42 40 40 54.21 28.357 108.357
40 684099.053 3138797.309 300 22 48 59 60 60 90.626 59.467 179.467
41 683993.363 3138544.201 300 42 11 50 60 60 145.935 160.944 280.944
42 684447.913 3137262.954 2,000 10 4 9 20 20 186.195 331.48 371.48
43 684700.312 3135748.848 2,000 21 54 6 20 20 396.98 744.509 784.509
44 685347.489 3134687.171 1,000 10 40 49 35 35 110.978 151.406 221.406
45 685897.655 3134077.135 300 54 51 3 60 60 185.924 227.199 347.199
46 685787.455 3133592.28 300 64 41 53 60 60 220.319 278.759 398.759
47 685278.093 3133479.386 300 29 56 58 60 60 110.366 96.814 216.814
48 684807.738 3133049.197 375 19 12 51 60 60 93.536 65.757 185.757
49 684707.993 3132864.256 375 17 15 29 60 60 86.962 52.953 172.953
50 684564.472 3132723.698 300 19 50 25 60 60 82.545 43.884 163.884
51 684344.884 3132623.339 300 18 52 32 60 60 79.941 38.833 158.833
52 684032.054 3132327.119 600 6 43 15 40 40 55.236 30.38 110.38
53 683943.088 3132220.496 600 6 26 41 40 40 53.786 27.489 107.489
54 683754.345 3132040.043 650 5 56 7 40 40 53.702 27.335 107.335
55 683639.955 3131951.382 650 5 56 7 40 40 53.702 27.335 107.335
56 683352.097 3131676.166 700 7 39 13 40 40 66.829 53.506 133.506
57 683049.309 3131297.313 300 44 18 19 60 60 152.332 171.982 291.982
58 683120.703 3130578.558 300 65 54 15 60 60 224.78 285.074 405.074
59 682646.017 3130307.051 300 19 55 28 60 60 82.772 44.325 164.325
60 682190.878 3130228.076 300 42 31 46 60 60 146.937 162.684 282.684
61 681843.068 3129776.87 600 7 21 22 40 40 58.577 37.034 117.034
62 681687.243 3129620.952 400 25 57 10 55 55 119.742 126.185 236.185
63 681599.516 3129366.607 400 13 14 11 55 55 73.942 37.407 147.407
64 679054.259 3125335.163 1,000 6 17 42 40 40 74.992 69.867 149.867
65 678698.799 3124605.437 300 87 26 29 60 60 317.362 397.843 517.843
66 679117.488 3124377.825 400 26 26 8 55 55 121.519 129.554 239.554
67 679334.231 3124068.681 700 6 0 10 40 40 56.707 33.337 113.337
68 679640.049 3123517.696 1,500 4 2 38 30 30 67.955 75.865 135.865
69 680084.89 3122563.217 300 115 32 3 60 60 506.568 544.935 664.935


Angle Length Curve
70 676155.636 3122600.656 300 76 7 58 60 60 265.328 338.631 458.631
71 675944.749 3121780.083 500 10 35 44 55 55 73.885 37.464 147.464
72 675817.733 3121507.805 300 47 5 18 60 60 160.926 186.554 306.554
73 675010.154 3121246.917 500 12 24 21 55 55 81.868 53.262 163.262
74 673824.191 3121132.781 700 13 27 50 40 40 102.638 124.493 204.493
75 672773.325 3121279.849 700 9 57 55 40 40 81.036 81.748 161.748
76 672092.904 3121256.106 500 22 24 34 55 55 126.592 140.559 250.559
77 671810.53 3121127.969 1,200 4 16 22 35 35 62.268 54.491 124.491
78 671368.063 3120965.743 500 18 51 1 55 55 110.538 109.499 219.499
79 668889.494 3118959.702 300 75 32 40 60 60 262.849 335.55 455.55
80 669168.715 3118347.846 300 72 39 2 60 60 250.933 320.397 440.397
81 667254.327 3116631.426 2,500 1 21 8 20 20 39.505 39.007 79.007
82 666655.501 3116068.473 2,500 1 15 51 20 20 37.582 35.161 75.161
83 666120.265 3115542.578 1,200 2 54 6 20 20 40.393 40.773 80.773
84 664878.291 3114192.067 700 9 33 53 40 40 78.572 76.856 156.856
85 664709.095 3113931.905 500 11 55 47 55 55 79.765 49.106 159.106
86 664353.708 3113011.291 300 44 34 40 60 60 153.166 173.408 293.408
87 662650.986 3112241.979 300 65 39 26 60 60 223.862 283.781 403.781
88 662650.244 3110757.6 475 34 28 23 55 55 174.949 230.793 340.793
89 662360.728 3110336.378 1,050 23 18 20 35 35 234.051 392.095 462.095
90 661600.364 3109857.685 1,200 5 45 0 35 35 77.765 85.425 155.425
91 660768.079 3109208.774 1,500 2 47 20 30 30 51.515 43.014 103.014
92 660198.072 3108807.367 1,200 4 36 54 35 35 65.856 61.656 131.656
93 658747.789 3107600.378 4,000 0 47 2 20 20 37.36 34.718 74.718
94 657623.712 3106690.607 1,500 2 59 5 30 30 54.079 48.14 108.14
95 656782.17 3106079.186 300 96 10 49 60 60 364.786 443.598 563.598
96 657261.289 3105550.427 2,000 12 4 43 20 20 221.596 401.621 441.621
4.4.12. Design of Vertical Profile
After finalization of horizontal alignment, vertical alignment was designed considering the
metro/ railway geometric design guidelines and required vertical clearance at critical locations
such grade separated intersections, stations, utility crossing, proposed railway lines, etc.
Details of vertical alignment are presented in Table 4.3.
Table 4.3: Vertical Profile Details
Vertical Curve Gradient
S.No Length (m) Radius (m) Curve Type
Chainage (Km) In Out
1 0.400 50.833333 2499.999984 0.00000 -2.033333 SUMMIT
2 1.000 72.223708 2500.000012 -2.033333 0.855615 VALLEY
3 1.187 21.390374 2499.999961 0.855615 -0.855615 SUMMIT
4 1.323 30.128205 2499.999989 0 -1.205128 SUMMIT
5 1.713 38.567024 2500.00002 -1.205128 0.337553 VALLEY
6 1.950 22.357243 3199.999954 0.337553 -0.361111 SUMMIT
7 2.310 34.027777 2499.999943 -0.361111 1.0000 VALLEY
8 2.710 25 2500 1 0 SUMMIT

S.No Vertical Curve Length (m) Radius (m) Gradient Curve Type
9 Chainage
2.880(Km) 27.027027 2499.999998 0 -1.081081 SUMMIT
10 3.250 45.53352 2499.999971 -1.081081 0.74026 VALLEY
11 4.020 56.177727 2500.000027 0.74026 -1.506849 SUMMIT
12 4.604 72.046232 2499.99997 -1.506849 1.375 VALLEY
13 5.004 34.375 2500 1.375 0 SUMMIT
14 5.144 30.625 2500 0 -1.225 SUMMIT
15 5.544 46.257816 2499.999978 -1.225 0.625313 VALLEY
16 5.944 24.643301 2499.999966 0.625313 -0.360419 SUMMIT
17 6.249 42.029353 2500.000009 -0.360419 1.320755 VALLEY
18 6.620 33.018868 2500.000006 1.320755 0 SUMMIT
19 6.790 35.196687 2499.999974 0 -1.407867 SUMMIT
20 7.273 66.446687 2499.999986 -1.407867 1.25 VALLEY
21 7.673 31.25 2500 1.25 0 SUMMIT
22 7.813 32.5 2500 0 -1.3 SUMMIT
23 8.213 40.364239 2500.000037 -1.3 0.31457 VALLEY
24 8.515 21.947434 3500.000036 0.31457 -0.3125 SUMMIT
25 8.819 32.1875 2500 -0.3125 0.975 VALLEY
26 9.219 24.375 2500 0.975 0 SUMMIT
27 9.359 22.58567 2500.000024 0 -0.903427 SUMMIT
28 9.680 38.83567 2500.000014 -0.903427 0.65 VALLEY
29 10.080 24.132883 2500.000012 0.65 -0.315315 SUMMIT
30 10.302 42.10076 2500.000001 -0.315315 1.368715 VALLEY
31 10.660 34.217877 2499.999993 1.368715 0 SUMMIT
32 10.861 28.871391 2499.999993 0 -1.154856 SUMMIT
33 11.242 36.683891 2499.999995 -1.154856 0.3125 VALLEY
34 11.530 21.56713 3500.00006 0.3125 -0.303704 SUMMIT
35 11.800 47.336182 2499.999982 -0.303704 1.589744 VALLEY
36 12.229 31.794872 2000.000013 1.589744 0 SUMMIT
37 12.611 48.480801 2399.999983 0 -2.020033 SUMMIT
38 13.210 40.359325 2499.999982 -2.020033 -0.40566 VALLEY
39 13.740 37.329009 2499.999971 -0.40566 1.0875 VALLEY
40 14.140 27.1875 2500 1.0875 0 SUMMIT
41 14.280 34.868421 2499.999996 0 -1.394737 SUMMIT
42 14.660 23.284962 2999.999948 -1.394737 -0.618571 VALLEY
43 15.360 22.016246 5999.999864 -0.618571 -0.251634 VALLEY
44 15.666 21.388889 8500.000044 -0.251634 0 VALLEY
45 15.828 22.916667 5500.00008 0 0.416667 VALLEY
46 17.580 23.478132 3499.999942 0.416667 1.08747 VALLEY
47 18.003 27.186761 2499.999979 1.08747 0 SUMMIT
48 18.143 33.75 2500 0 -1.35 SUMMIT
49 18.543 41.295272 2500.000022 -1.35 0.301811 VALLEY
50 19.040 31.500282 2500.000038 0.301811 1.561822 VALLEY
51 19.501 39.045553 2499.999991 1.561822 0 SUMMIT
52 19.641 28.125 2500 0 -1.125 SUMMIT
53 20.041 34.477088 2500.000064 -1.125 0.254083 VALLEY
54 20.592 28.022912 2499.999921 0.254083 1.375 VALLEY
55 20.992 34.375 2500 1.375 0 SUMMIT
56 21.154 31.043594 2500.00007 0 -1.241744 SUMMIT
57 21.532 38.551101 2500.000023 -1.241744 0.3003 VALLEY
58 21.865 21.296248 3600.00005 0.3003 -0.291262 SUMMIT
59 22.174 21.191319 3599.999958 -0.291262 0.297386 VALLEY
60 22.480 21.245013 3600.000036 0.297386 -0.292754 SUMMIT
61 22.825 43.763853 2499.999979 -0.292754 1.457801 VALLEY
62 23.216 36.445013 2500.000015 1.457801 0 SUMMIT
63 23.356 23.565574 2500.000024 0 -0.942623 SUMMIT
64 23.600 40.708431 2500.000005 -0.942623 0.685714 VALLEY
65 24.300 24.653587 2500.000025 0.685714 -0.300429 SUMMIT
66 24.533 37.51073 2500.000026 -0.300429 1.2 VALLEY
67 24.933 30 2500 1.2 0 SUMMIT
68 25.073 25.625 2500 0 -1.025 SUMMIT

69 Chainage
25.473(Km) 33.361157 2500.000049 -1.025 0.309446 VALLEY
70 25.780 21.768119 3500.000017 0.309446 -0.3125 SUMMIT
71 26.116 36.5625 2500 -0.3125 1.15 VALLEY
72 26.516 28.75 2500 1.15 0 SUMMIT
73 26.656 30.343008 2500.000007 0 -1.21372 SUMMIT
74 27.035 44.581419 2500.000027 -1.21372 0.569536 VALLEY
75 27.790 21.847107 2500.000086 0.569536 -0.304348 SUMMIT
76 28.020 43.563752 2500.00001 -0.304348 1.438202 VALLEY
77 28.465 35.955057 2500.000057 1.438202 0 SUMMIT
78 28.605 21.6 3200 0 -0.675 SUMMIT
79 29.005 39.582424 2500.000026 -0.675 0.908297 VALLEY
80 30.150 22.826518 12499.99975 0.908297 1.090909 VALLEY
81 30.700 40.502654 2499.999983 1.090909 -0.529197
82 31.796 21.167883 3999.99996 -0.529197 0 VALLEY
83 31.936 21.464088 4199.999922 0 0.51105 VALLEY
84 32.660 20.548 2699.954991 0.51105 -0.25 SUMMIT
85 32.900 21.328125 3500 -0.25 0.359375 VALLEY
86 33.540 23.078125 12500 0.359375 0.544 VALLEY
87 34.165 21.76 4000 0.544 0 SUMMIT
88 34.400 35.714286 2500.00002 0 1.428571 VALLEY
89 34.960 85.714286 2500.000008 1.428571 -2 SUMMIT
90 35.660 27.165354 2499.99997 -2 -0.913386 VALLEY
91 36.295 22.958603 3500.000008 -0.913386 -0.257426 VALLEY
92 37.305 21.881188 8499.999954 -0.257426 0 VALLEY
93 37.489 22.465753 8199.999845 0 0.273973 VALLEY
94 37.635 21.552511 2999.999942 0.273973 -0.444444 SUMMIT
95 38.760 23.333333 11999.99983 -0.444444 -0.25 VALLEY
96 38.920 21.875 35000 -0.25 -0.3125 SUMMIT
97 39.400 21.875 7000 -0.3125 0 VALLEY
98 39.612 21.338912 8499.999947 0 0.251046 VALLEY
99 40.090 20.348589 3999.999908 0.251046 -0.257669 SUMMIT
100 40.905 22.407589 4000.000035 -0.257669 0.302521 VALLEY
101 41.500 22.134285 3999.999972 0.302521 -0.250836 SUMMIT
102 42.098 21.32107 8499.999907 -0.250836 0 VALLEY
103 42.238 21.578947 8199.99986 0 0.263158 VALLEY
104 42.390 20.526316 4000.000041 0.263158 -0.25 SUMMIT
105 42.950 21.761152 3499.999933 -0.25 0.371747 VALLEY
106 44.295 20.998085 40000.00012 0.371747 0.424242 VALLEY
107 45.120 22.144522 24999.99984 0.424242 0.512821 VALLEY
108 45.900 30.487 2500.03495 0.512821 1.732283 VALLEY
109 46.408 43.307087 2500.000022 1.732283 0 SUMMIT
110 46.548 31.875 2500 0 -1.275 SUMMIT
111 46.948 45.749999 2999.999934 -1.275 0.25 VALLEY
112 47.108 21.664075 4000.000065 0.25 -0.291602 SUMMIT
113 47.622 31.251842 2199.999974 -0.291602 1.128936 VALLEY
114 47.959 28.223411 2500.000038 1.128936 0 SUMMIT
115 48.099 39.276808 2500.000001 0 -1.571072 SUMMIT
116 48.500 46.776808 2500.000001 -1.571072 0.3 VALLEY
117 49.000 21.170732 3500.000048 0.3 -0.304878 SUMMIT
118 49.820 34.545028 2499.99999 -0.304878 1.076923 VALLEY
119 50.080 26.923077 2500.000007 1.076923 0 SUMMIT
120 50.220 38.5 2500 0 -1.54 SUMMIT
121 50.720 49.75 2500 -1.54 0.45 VALLEY
122 50.920 24.166667 2500.000034 0.45 -0.516667 SUMMIT
123 51.520 39.862774 2499.999972 -0.516667 1.077844 VALLEY
124 51.854 26.946108 2500.00002 1.077844 0 SUMMIT
125 51.994 27.667984 2499.999983 0 -1.106719 SUMMIT
126 52.500 33.917984 2499.999986 -1.106719 0.25 VALLEY
127 52.700 20.416667 3500.000057 0.25 -0.333333 SUMMIT
128 53.120 22.896613 3499.999971 -0.333333 0.320856 VALLEY

129 Chainage
53.307(Km) 22.459893 6999.999985 0.320856 0 SUMMIT
130 53.447 21.246006 6999.999872 0 0.303514 VALLEY
131 53.760 20.935957 52499.99996 0.303514 0.263636 SUMMIT
132 54.310 21.827506 4000.000032 0.263636 -0.282051 SUMMIT
133 54.700 20.865644 22999.99961 -0.282051 -0.372771 SUMMIT
134 55.317 20.502431 5499.999968 -0.372771 0 VALLEY
135 55.457 23.188406 7000.000061 0 -0.331263 SUMMIT
136 55.940 23.570632 99999.99887 -0.331263 -0.307692 VALLEY
137 56.200 22.355769 2999.999969 -0.307692 0.4375 VALLEY
138 56.840 26.5625 2500 0.4375 -0.625 SUMMIT
139 57.400 21.333333 3199.99995 -0.625 0.041667 VALLEY
140 58.120 21.195652 29999.99975 0.041667 -0.028986 SUMMIT
141 58.810 21.584952 49999.99953 -0.028986 0.014184 VALLEY
142 59.515 21.276596 50000.0006 0.014184 0.056738 VALLEY
143 60.220 23.191489 11999.99981 0.056738 0.25 VALLEY
144 60.700 21.308824 4200.000093 0.25 -0.257353 SUMMIT
145 60.972 20.588235 7999.999886 -0.257353 0 VALLEY
146 61.112 21.875 8500 0 0.257353 VALLEY
147 61.520 20.794118 4000 0.257353 -0.2625 SUMMIT
148 61.920 23.603448 4000 -0.2625 0.327586 VALLEY
149 62.500 25.901254 2500 0.327586 1.363636 VALLEY
150 62.830 34.090909 2500 1.363636 0 SUMMIT
151 62.970 27.325581 2500 0 -1.093023 SUMMIT
152 63.400 32.087486 2500 -1.093023 0.190476 VALLEY
153 63.715 21.295863 5500 0.190476 -0.196721 SUMMIT
154 64.020 22.336066 5000 -0.196721 0.25 VALLEY
155 64.340 20.846774 5500 0.25 -0.129032 SUMMIT
156 64.650 37.436333 2500 -0.129032 1.368421 VALLEY
157 65.030 34.210526 2500 1.368421 0 SUMMIT
158 65.170 28.787879 2500 0 -1.151515 SUMMIT
159 65.500 35.137085 2500 -1.151515 0.253968 VALLEY
160 65.815 20.650533 4000 0.253968 -0.262295 SUMMIT
161 66.120 20.491803 4000 -0.262295 0.25 VALLEY
162 66.440 21.684783 3500 0.25 0.869565 VALLEY
163 67.130 21.73913 2500 0.869565 0 SUMMIT
164 67.270 26.973684 2500 0 -1.078947 SUMMIT
165 67.650 34.116541 2500 -1.078947 0.285714 VALLEY
166 68.035 22.207792 4500 0.285714 -0.207792 SUMMIT
167 68.420 30.194805 2499.999997 -0.207792 1 VALLEY
168 68.830 25 2500 1 0 SUMMIT
169 68.970 21.527778 2500.000026 0 -0.861111 SUMMIT
170 69.330 26.933183 2499.999983 -0.861111 0.216216 VALLEY
171 69.700 22.432432 3499.999933 0.216216 0.857143 VALLEY
172 70.400 28.571429 2500.000038 0.857143 2 VALLEY
173 70.750 50 2500 2 0 SUMMIT
174 71.050 60 3000 0 -2 SUMMIT
175 71.400 56.929638 2500.000021 -2 0.277186 VALLEY
176 71.869 21.620469 7799.99997 0.277186 0 SUMMIT
177 72.009 28.125 2500 0 -1.125 SUMMIT
178 72.409 36.290226 2500.000018 -1.125 0.326609 VALLEY
179 73.450 21.973485 3500.000045 0.326609 -0.301205 SUMMIT
180 73.948 34.996488 2499.999986 -0.301205 1.098655 VALLEY
181 74.394 27.466368 2500.000026 1.098655 0 SUMMIT
182 74.534 27.89548 2499.99998 0 -1.115819 SUMMIT
183 74.888 35.517431 2499.999969 -1.115819 0.304878 VALLEY
184 75.790 21.333814 3499.999976 0.304878 -0.304659 SUMMIT
185 76.348 44.77014 2500.000008 -0.304659 1.486146 VALLEY
186 76.745 37.153652 2499.999974 1.486146 0 SUMMIT
187 76.888 23.75 2500 0 -0.95 SUMMIT
188 77.288 31.490826 2500.000025 -0.95 0.309633 VALLEY

189 Chainage
78.160(Km) 21.48933 3500.00002 0.309633 -0.304348 SUMMIT
190 78.390 21.553813 3499.999958 -0.304348 0.311475 VALLEY
191 79.000 21.977589 3500.000046 0.311475 -0.316456 SUMMIT
192 79.284 49.50873 2499.999991 -0.316456 1.663894 VALLEY
193 79.645 41.597338 2500.000014 1.663894 0 SUMMIT
194 79.788 25 2500 0 -1 SUMMIT
195 80.188 32.8125 2500 -1 0.3125 VALLEY
196 80.380 22.083997 3500.000029 0.3125 -0.318471 SUMMIT
197 80.694 40.265154 2499.999986 -0.318471 1.292135 VALLEY
198 81.050 32.303371 2500.000017 1.292135 0 SUMMIT
4.5 Geotechnical Investigations
Geotechnical investigation is an essential preliminary step for civil engineering design and
construction works and primarily, the objects for conducting such investigations are as
follows:
Suitability - to assess the general suitability of the site;
Design - to enable an adequate and economic design;
Construction - to plan the most feasible method of construction, to foresee and
provide against difficulties and delays that may arise during construction due to
ground, groundwater.
The ground is naturally variable and often the nature of these variations is not known in
advance. In order to evaluate properly the nature of the ground and groundwater and to
achieve the objectives of the site investigation, it is essential that the work be planned,
suitable methods be adopted, undertaken and supervised by experienced personnel.
As per the requirements of ToR, Geotechnical Invvestigations were conducted all along the
route of proposed MRTS alignment. The investigations were carried out by drilling boreholes
Main purpose of these studies was to obtain the relevant geotechnical design data including
sub-surface profile (soil/rock interface), classification, behavior and engineering properties.
A review of geological and geotechnical data available along the selected route is being done.
To supplements the details available with the consultants, client and other sources, additional
boreholes has been done by drilling bore holes of 150 mm diameter for selecting the suitable
type of foundation for the proposed civil structures.
Fieldwork including Drilling of bore holes, sample collection and field tests were carried out
during November - December, 2014. Laboratory tests were conducted on selected soil
samples to determine the design parameters, confirming to relevant IS/MORT&H/IRC
specifications.
This section includes the details of Scope, Methodology of Investigation and collection of
samples, field test results, laboratory test results, interpretation and recommendations for
Elevated Corridor (Viaduct).

4.5.1 Geotechnical Investigation Procedure

On the basis of nature of the project, it was decided to carry out soil exploration in order to:
Obtain soil samples, both representative and undisturbed (wherever necessary and
possible) for classification tests and other laboratory tests for determining engineering
properties;
Obtain soundings of penetration resistance by Standard Penetration test in the
boreholes;
Collection of soil / water samples to determine the chemical properties of sub-surface
water;
To investigate the subsurface conditions 160 bore holes (At about 500m interval) were carried
out. Field in-situ tests, like Standard Penetration Test were conducted in the boreholes.
Disturbed / undisturbed soil samples and water sample were collected. The depth of boring is
maximum up to 30m in soil (where no hard rock/soft rock encountered).
The proposed MRTS alignment runs on elevated structure (Elevated Corridor) hence boreholes
were carried out at interval of about 500m.
The total geo-technical investigation requirement as per TOR for a length of 81km would be
4920m and details of proposed number of bores and its investigation depths are presented in
Table 4.4.
Table 4.4: Location of Bore Holes
Approx. Depth
Borehole Boreholes Coordinates
Chainage Borehole
(CODE) (m) Easting Northing (m)
BH-1 0 702506 3149200 30.00
BH-2 400 702122 3148792 30.00
BH-3 800 701918 3148515 30.00
BH-4 1300 701597 3148121 30.00
BH-5 1800 701281 3147718 30.00
BH-6 2300 700946 3147322 30.00
BH-7 2800 700680 3146943 30.00
BH-8 3300 700269 3146565 30.00
BH-9 3800 699813 3146513 30.00
BH-10 4400 699617 3146045 30.00
BH-11 4900 699647 3145562 30.00
BH-12 5300 699708 3145153 30.00
BH-13 6100 700023 3144599 30.00
BH-14 6600 700159 3143923 30.00
BH-15 7000 700305 3143570 30.00
BH-16 7300 700052 3143351 30.00
BH-17 7800 699572 3143305 30.00
BH-18 8300 699070 3143262 30.00
BH-19 8800 698573 3143240 30.00
BH-20 9250 698113 3143264 30.00
BH-21 9800 697531 3143226 30.00
BH-22 10300 697025 3143232 30.00
BH-23 10800 696530 3143283 30.00
BH-24 11400 696009 3143368 30.00
BH-25 11900 695549 3143494 30.00
BH-26 12,400 695070 3143713 30.00

Approx. Depth
Chainage Borehole
BH-27 12,700 694811 3143844 30.00
BH-28 13,250 694379 3144175 30.00
BH-29 13,550 694293 3144448 30.00
BH-30 14,600 693801 3145317 30.00
BH-31 15,100 693576 3145720 30.00
BH-32 15,550 693178 3145860 30.00
BH-33 16,100 692642 3145872 30.00
BH-35 16,550 692296 3145655 30.00
BH-36 17,550 692140 3144799 30.00
BH-37 18,100 691686 3144518 30.00
BH-38 18,550 691263 3144298 30.00
BH-39 19,050 690840 3144050 30.00
BH-40 19,550 690423 3143761 30.00
BH-41 20,050 689985 3143513 30.00
BH-42 20,600 689540 3143262 30.00
BH-43 21,100 689117 3142997 30.00
BH-44 21,600 688692 3142746 30.00
BH-45 22,100 688249 3142488 30.00
BH-46 22,600 687824 3142232 30.00
BH-47 23,050 687469 3141906 30.00
BH-48 23,550 687433 3141389 30.00
BH-51 24,550 686945 3140772 30.00
BH-52 25,050 686426 3140752 30.00
BH-53 25,550 685950 3140785 30.00
BH-54 26,050 685424 3140754 30.00
BH-55 26,550 684916 3140749 30.00
BH-56 27,000 684467 3140743 30.00
BH-57 27,550 684081 3140534 30.00
BH-58 28,050 684078 3140055 30.00
BH-59 28,550 684080 3139555 30.00
BH-60 29,075 684119 3139007 20.00
BH-61 29,550 683993 3138553 30.00
BH-62 30,050 684113 3138053 30.00
BH-63 30,550 684317 3137611 26.00
BH-64 31,050 684469 3137128 30.00
BH-65 31,550 684567 3136650 30.00
BH-66 32,000 684646 3136193 30.00
BH-67 32,550 684830 3135702 30.00
BH-68 33,050 685014 3135232 30.00
BH-69 33,600 685317 3134767 30.00
BH-70 34,050 685506 3134331 30.00
BH-71 34,500 685887 3134055 30.00
BH-72 35,050 685611 3133641 30.00
BH-73 35,550 685212 3133428 30.00
BH-74 35,900 684927 3133161 30.00
BH-75 36,400 684571 3132823 30.00
BH-76 36,950 684206 3132480 30.00
BH-77 37,400 683838 3132144 30.00
BH-78 37,900 683464 3131802 30.00
BH-79 38,400 683177 3131414 30.00
BH-82 39,900 682555 3130350 30.00
BH-84 40,900 681807 3129723 30.00

Approx. Depth
Chainage Borehole
BH-86 41,800 681344 3128935 30.00
BH-88 42,700 680825 3128200 30.00
BH-90 43,700 680250 3127430 30.00
BH-92 45,100 679575 3126179 30.00
BH-94 45,600 679146 3125485 30.00
BH-95 46,900 678828 3124594 30.00
BH-96 47,400 679195 3124266 30.00
BH-97 47,900 679459 3123843 30.00
BH-98 48,400 679694 3123401 30.00
BH-99 48,900 679901 3122946 30.00
BH-100 49,400 679661 3122572 30.00
BH-101 49,900 679161 3122572 30.00
BH-102 50,400 678661 3122577 30.00
BH-103 50,900 678161 3122582 30.00
BH-104 51,400 677661 3122586 30.00
BH-105 51,900 677161 3122582 30.00
BH-106 52,400 676656 3122588 30.00
BH-107 52,900 676180 3122524 30.00
BH-108 53,400 676017 3122059 30.00
BH-109 53,900 675853 3121589 30.00
BH-110 54,400 675401 3121392 30.00
BH-111 54,900 674924 3121246 30.00
BH-112 55,400 674427 3121196 30.00
BH-113 55,900 673930 3121145 30.00
BH-114 56,400 673419 3121192 30.00
BH-115 56,900 672937 3121258 30.00
BH-116 57,400 672438 3121127 30.00
BH-117 57,900 671950 3121191 30.00
BH-118 58,400 671485 3121009 30.00
BH-119 58,900 671070 3120736 30.00
BH-120 59,400 670683 3120420 30.00
BH-121 59,900 670295 3120104 30.00
BH-122 60,400 669908 3119788 30.00
BH-123 60,900 669520 3119472 30.00
BH-124 61,400 669133 3119156 30.00
BH-125 61,900 667996 3118725 30.00
BH-126 62,400 669053 3118257 30.00
BH-128 63,400 668329 3117508 30.00
BH-129 63,900 667953 3117225 30.00
BH-130 64,400 667576 3116910 30.00
BH-131 64,900 667208 3116571 30.00
BH-132 65,400 666845 3116227 30.00
BH-133 54,900 666483 3115883 30.00
BH-134 66,400 666128 3115531 30.00
BH-135 66,900 665788 3115164 30.00
BH-136 67,400 665448 3114798 30.00
BH-137 67,900 665108 3114431 30.00
BH-140 69,400 664398 3113128 30.00
BH-141 69,900 664000 3112852 30.00
BH-142 70,400 663345 3112646 30.00
BH-143 70,900 663089 3112440 30.00
BH-144 71,400 662672 3112182 30.00

Approx. Depth
Chainage Borehole
BH-145 71,900 662636 3111688 30.00
BH-146 72,400 662636 3111188 30.00
BH-150 74,400 661444 3109752 30.00
BH-151 74,900 661050 3109444 30.00
BH-152 75,400 660654 3109139 30.00
BH-153 75,900 660245 3108851 30.00
BH-154 76,400 669855 3108538 30.00
BH-156 77,400 659087 3107898 30.00
BH-157 77,900 658699 3107582 30.00
BH-160 79,400 657533 3106640 30.00
BH-161 79,900 657128 3106346 30.00
BH-162 80,400 656926 3105937 30.00
The SPT for entire boring depth was conducted at 1.5m interval through all types of
soils including boulders. Drilling through rocky strata where N values are greater than
100 would be for a maximum depth of 3.0m. All field work, field tests, collection of
samples and laboratory Tests were carried out as per relevant IS specifications and
approved methodology. The following tests would be conducted on the soil samples
recovered from the bores:
Grain Size Analysis

Liquid and Plastic Limits
Specific gravity
Bulk density and moisture content
Consolidated direct shear tests(on sands)
Unconfined compression tests (on cohesive soils)
Unconfined un-drained tri-axial shear tests (on cohesive soils)
Consolidation tests (on cohesive soils)
Six Rigs were mobilized at site to complete the geotechnical investigation activity within
the project time frame.
BH No-02, Chainage: 400 m BH No. 03, Chainage: 800 M

BH No. 06, Chainage : 2300 M BH No.08, Chainage: 3300 M
BH No. 21, Chainage: 9800 M BH No. 24, Chainage: 11400 M
BH NO. 31, Chainage: 15100 M BH NO.36, Chainage: 17550 M

BH No. 41 Chainage: 20050 M BH No. 53, Chainage: 25550 M
BH NO. 64, Chainage: 31050 M BH NO. 84, Chainage: 40900 M
4.5.2 Findings of Geotechnical Investigation

The data of particular have been gathered in respect of:
Sub-surface conditions;
Ground water;
Soil parameters;
Assessment of Liquefaction;
Durability;
Foundation Support
Subsurface Conditions
Based on the boring information, the following subsoil profile was inferred up to final
depth of boreholes:
Stratum 1, Non Plastic Sandy SILT / Silty SAND / Silty GRAVELS (ML/ML-
SM/SM-ML/SM/GM)
Stratum 2, Sandy SILT / Clayey SILT of Low to Medium Plasticity (ML-CL/CL/CI)

Ground Water
Water table was encountered at 2.80m to 27.50m depths below existing ground level
observed in some boreholes. Generally groundwater table was not encountered at
site up to the explored depth of 30.00m in balance boreholes. The ground water table
is expected to fluctuate depending upon the climatic factor, drainage conditions and
other factors. Water table is considered at 0-18m depth below ground level for Pile
capacity calculations.
Soil Parameters
The strength of soil layers have been evaluated in the field using SPT tests. The
laboratory testing of soil samples includes:
Soil characterization (grain size distribution and Atterberg Limits);

Moisture content, natural density and chemical tests;
Shear strength parameters; and,
Consolidation parameters.
Design soil parameters have been detailed in detailed reports. Design parameters
consists design SPT (N) value, Density (Bulk / Submerged), Cohesion and angle of
internal friction.
Assessment of Liquefaction
Considerations for checking Liquefaction:
Water table Depth = at ground Level
Seismic Zone = IV
Zone factor = 0.24
Maximum earthquake magnitude = 7.0
Probability of liquefaction has been checked at every borehole location. In most of the
boreholes, soil is found non-susceptible to liquefaction in earthquake event, in few
boreholes sub-surface strata down to maximum 7.00m is found susceptible to
liquefaction.
Durability
Results of chemical analysis indicate that the sub-soils fall in class-1 classification and
ground water falls in Class 2 that means the soil / water is not aggressive to concrete
and not corrosive to reinforcement steel as per IS-456. Hence, ordinary Portland
cement with specified minimum cement content and maximum w/c ratio can be used
with clear cover to reinforcement for the concrete as per IS: 456. We recommend
collecting water samples also from nearby tube-wells / handing Pumps / wells and
shall be tested for Sulphate content. Concrete expert may be referred for advice.
Foundation Support
Considering the nature of soil, type of proposed structures, expected heavy loads on
foundations of elevated corridor, open foundation is not a feasible foundation scheme,
hence pile foundation is recommended. The recommendations have been given in
Table 4.5.

Table 4.5: Recommended Pile Capacities

Recommended safe Recommended safe Recommended depth of
Recommended safe uplift
Diameter
vertical load capacity horizontal load capacity fixity below cut off level
of pile
(mm)
Length of pile below load capacity (tonnes)
Stretch (tonnes) (tonnes) (m)
cut-off level (m)
Normal **Seismic Normal **Seismic
Normal Condition Normal Condition
Condition Condition Condition Condition
20.00 328 311 189 173
21.00 340 323 200 184
22.00 352 335 212 195
1000 23.00 364 347 223 207 30 8.30
24.00 376 359 234 218
25.00 388 371 246 229
0 – 4000m
26.00 400 383 257 241

20.00 466 434 230 210
21.00 480 448 243 224
22.00 494 462 257 237
1200 23.00 508 476 271 251 50 9.50
24.00 522 490 284 265
25.00 537 504 298 278
26.00 551 518 312 292
20.00 319 281 183 151
21.00 331 293 194 162
22.00 343 305 205 174
1000 23.00 355 317 217 185 20 13.00
4000 – 4700m
24.00 367 329 228 196

25.00 379 341 239 208
26.00 403 365 251 219
22.00 484 424 249 211
23.00 498 438 263 225
1200 24.00 512 452 277 239 30 14.00
25.00 526 467 290 252
26.00 557 497 304 266
20.00 321 300 187 168
21.00 338 317 198 179
4700 – 9000m
22.00 350 329 210 191

1000 23.00 362 341 221 202 25 9.20
24.00 374 353 232 213
25.00 386 365 244 224
26.00 409 388 255 236
20.00 454 417 227 204
1200 45 10.30
21.00 475 437 241 218
Chapter 4-166 March 2015

Diameter
of pile
(mm)
cut-off level (m)
22.00 492 454 255 232
23.00 506 468 268 245
24.00 520 482 282 259
25.00 534 497 296 273
26.00 564 526 309 286
20.00 330 311 189 171
21.00 342 323 200 183
22.00 354 335 212 194
1000 23.00 366 347 223 205 38 8.00
24.00 378 359 234 217
9000 – 12000m
25.00 390 371 246 228

26.00 402 383 257 239
20.00 468 433 230 208
21.00 482 448 243 222
22.00 496 462 257 236
1200 23.00 510 476 271 249 60 9.00
24.00 524 490 284 263
25.00 538 504 298 277
26.00 552 518 312 290
20.00 338 318 186 166
21.00 344 323 197 177
22.00 350 329 208 188
1000 23.00 362 341 220 200 24 9.50
24.00 374 353 231 211
12000 – 14800m
25.00 386 365 242 222

26.00 398 377 254 233
20.00 483 445 226 201
21.00 488 450 239 215
22.00 493 456 253 229
1200 23.00 507 470 267 242 40 10.50
24.00 522 484 280 256
25.00 536 498 294 270
26.00 550 512 308 283
20.00 240 200 135 109
1480
1800
0m
0–
1000 21.00 251 210 145 118 25 9.30

22.00 261 219 155 128


Diameter
of pile
(mm)
cut-off level (m)
23.00 276 233 165 137
24.00 291 246 175 146
25.00 301 256 185 155
26.00 312 265 195 164
20.00 351 299 174 141
21.00 365 313 187 154
22.00 380 326 201 167
1200 23.00 401 346 215 181 40 10.50
24.00 422 366 228 194
25.00 438 383 242 207
26.00 452 396 256 221
20.00 318 285 179 157
21.00 330 297 191 169
22.00 342 309 202 180
1000 23.00 354 321 213 191 23 9.20
24.00 366 333 224 202
18000 - 20050m
25.00 378 345 236 214

26.00 390 357 247 225
20.00 439 397 217 191
21.00 453 411 231 204
22.00 467 426 245 218
1200 23.00 481 440 258 232 40 10.50
24.00 495 454 272 245
25.00 509 468 286 259
26.00 524 482 299 273
22.00 339 311 199 182
23.00 351 323 211 193
1000 24.00 363 335 222 205 21 10.17
20500 – 26000m
25.00 375 347 233 216

26.00 409 380 245 227
22.00 459 424 242 221
23.00 473 438 256 235
1200 24.00 487 452 269 249 30 11.48
25.00 501 466 283 262
26.00 545 509 297 276
1000 22.00 345 319 205 189 35 8.08
–
3
1


Diameter
of pile
(mm)
cut-off level (m)
23.00 357 331 216 200
24.00 369 343 228 211
25.00 381 355 239 222
22.00 466 432 249 229
23.00 480 447 262 243
26000 –
31000m
1200 24.00 494 461 276 256 50 9.35

25.00 508 475 290 270
26.00 522 489 303 284
22.00 329 302 206 188
23.00 341 314 217 199
24.00 353 326 229 211
1000 36 7.72
31000 – 36000m
25.00 365 338 240 222

26.00 377 350 251 233
27.00 389 362 263 245
22.00 438 404 250 228
23.00 452 419 264 242
1200 24.00 466 433 277 256 50 8.93
25.00 481 447 291 269
26.00 495 461 305 283
22.00 329 297 206 186
23.00 341 310 217 197
24.00 353 322 229 208
1000 22 10.20
25.00 365 334 240 220
36000 – 40000m
26.00 377 346 251 231

27.00 389 358 263 242
22.00 438 399 250 225
23.00 454 414 264 239
24.00 468 428 277 253
1200 35 11.37
25.00 482 443 291 266
26.00 496 457 305 280
27.00 510 471 318 294
22.00 352 325 209 192
23.00 364 337 221 203
40000 –
46500m
1000 24.00 376 349 232 215 36 7.72

25.00 388 361 243 226
26.00 411 383 255 237


Diameter
of pile
(mm)
cut-off level (m)
27.00 434 406 266 249
28.00 446 418 277 260
22.00 474 440 254 233
23.00 488 455 268 247
24.00 502 469 281 261
1200 25.00 517 483 295 274 50 8.93
26.00 546 511 309 288
27.00 581 545 322 302
28.00 595 560 336 315
20.00 364 334 187 169
21.00 370 340 198 180
22.00 377 347 210 191
1000 23.00 389 359 221 203 36 7.80
24.00 401 371 232 214
46500 – 50000m
25.00 413 383 244 225

26.00 425 395 255 237
20.00 502 463 227 205
21.00 508 470 241 219
22.00 514 477 254 232
1200 23.00 528 491 268 246 58 9.00
24.00 543 505 282 260
25.00 557 519 295 273
26.00 571 533 309 287
20.00 294 248 173 141
21.00 306 259 184 152
22.00 317 269 195 162
1000 23.00 329 280 207 173 40 7.50
50000 - 55500m
24.00 341 291 218 183

25.00 354 303 229 194
26.00 367 315 240 204
20.00 407 353 211 176
21.00 421 368 225 190
22.00 435 382 238 204
1200 60 8.70
23.00 449 396 252 217
24.00 463 410 266 231
25.00 478 425 279 245


Diameter
of pile
(mm)
cut-off level (m)
26.00 494 440 293 258
20.00 317 274 176 149
21.00 327 284 187 160
22.00 339 296 199 170
1000 23.00 351 307 210 181 60 6.50
24.00 365 320 221 192
55500 – 58000m
25.00 378 334 233 204

26.00 416 370 244 215
20.00 441 388 213 181
21.00 453 400 227 195
22.00 467 414 241 209
1200 23.00 481 428 254 222 80 7.50
24.00 497 444 268 236
25.00 513 460 282 250
26.00 572 516 295 263
20.00 330 295 190 166
21.00 342 307 201 178
22.00 354 319 213 189
1000 23.00 389 352 224 200 28 9.40
24.00 406 369 235 212
58000 – 61500m
25.00 412 376 247 223

26.00 424 388 258 234
20.00 449 405 231 202
21.00 463 419 244 216
22.00 477 433 258 230
1200 23.00 521 476 272 243 50 10.40
24.00 548 502 285 257
25.00 555 509 299 271
26.00 569 523 313 284
20.00 283 245 165 140
61500 - 62500m
21.00 295 256 176 150

22.00 307 267 187 160
1000 23.00 319 277 198 171 35 7.80
24.00 330 288 209 181
25.00 342 299 220 191
26.00 354 310 231 202


Diameter
of pile
(mm)
cut-off level (m)
20.00 393 349 202 175
21.00 408 363 215 188
22.00 422 377 229 202
1200 23.00 436 392 243 216 52 9.20
24.00 450 406 256 229
25.00 464 420 270 243
26.00 478 434 284 257
20.00 315 302 171 166
21.00 327 314 182 177
22.00 339 326 194 188
1000 23.00 351 338 205 200 40 7.40
24.00 363 350 216 211
62500 – 64000m
25.00 375 362 228 222

26.00 387 374 239 234
20.00 433 416 208 201
21.00 447 430 221 215
22.00 461 444 235 229
1200 23.00 476 458 249 242 65 8.60
24.00 490 472 262 256
25.00 504 486 276 270
26.00 518 501 290 283
25.00 282 263 214 199
1000 26.00 292 273 223 208 32 7.85
65000m
64000 -
27.00 301 282 233 217

25.00 354 330 263 244
1200 26.00 365 342 274 256 50 9.15
27.00 377 353 286 267
24.00 300 251 191 157
25.00 310 261 201 166
65000 - 69000m
1000 30 8.03
26.00 321 270 211 176
27.00 331 280 221 185
24.00 407 367 249 207
25.00 421 381 263 220
1200 48 9.22
26.00 435 395 276 233
27.00 449 409 290 247
1000 24.00 297 248 190 155 38 7.72
7
5
-


Diameter
of pile
(mm)
cut-off level (m)
25.00 308 257 200 165
26.00 321 270 210 174
27.00 332 279 220 183
24.00 406 362 250 204
25.00 420 376 264 218
1200 55 8.93
26.00 439 394 277 231
27.00 453 408 291 245
24.00 285 238 179 148
25.00 295 247 189 157
75000 - 80500m
1000 21 9.74
26.00 305 257 199 166
27.00 316 266 209 175
24.00 411 350 236 195
25.00 425 363 249 208
1200 32 11.09
26.00 440 377 263 221
27.00 454 390 277 235
** - Any enhancement in pile capacities has not been taken into account, which is allowed as per codes in seismic condition. The same may be considered as
per relevant codes.
The above pile capacities are based on the static analysis and include a safety factor of 2.5. These capacities may be used as a guide line for design. Final
capacities should be confirmed on site by initial pile load test as per IS specification.

4.6 Structural Design
After finalization of horizontal and vertical profile of MRTS alignment, structural design
recommendations were worked out. The entire length of the corridor alignment is proposed to
elevated and will include design of viaduct and supporting piers. The section briefly describes
the structural design considerations and recommendations for design of super-structure, sub-
structure and foundations.
4.6.1 Structural System of Viaduct – Superstructure

The superstructure of a large part of the viaduct comprises of simply supported spans
consisting of pre-cast PSC box segments.
It has been proposed to provide standard span of 42 m, consisting of pre-cast units. All the
spans except for the special spans shall be simply-supported. This span-length is greater than
the standard spans used else-where in India for MRTS. However value-engineering has been
meticulously done in order to reduce the dead-load of the super-structure. The top slab level
of both the spans on the same piers is kept same so that expansion joint can be installed at
top.
Span-length of 42m reduces the number of spans, foundations and brings down the cost-
drastically. Smaller spans, where-ever required, can be adopted by minor changes (such as
segment length, number of strands) in the same configuration.
Design of 42m Span:-
System: Simply Supported, precast units
Span: 42m
Grade of Concrete for Super Structure: M50 for 42m span.
Load: Self Weight
SIDL Intensity: 8.5 t/m, same as used in DMRC projects
Live Load: Same as used in DMRC projects
Train Live Load: “Modern Rolling Stock” type with the two following axle configurations:
All axle loads = 17 tons.

Maximum number of successive cars: 6
Configuration (Alternate) 1: Configuration (Alternate) 2:
a =2.25 m a = 2.605m
b = 2.50m b = 2.29m
c =12.60m (2a+2b+c=22.1m) c= 12.31m (2a+2b+c = 22.1m)

Pre-stressing: External Pre-stressing has been used for the design of 42m span. Benefits of
external Pre-stressing are manifold. By keeping the tendons out of the webs, not only we
have utilise the complete web for resisting the shear, minimum width of web has been
reduced to 250mm near the mid-span. Another advantage of the external tendons is the
“vertical component of Pre-stressing”. The external tendons rise upward near the supports (as
shown below).
The vertical component of the rising tendons is in the opposite direction of the shear from the
Dead Load and SIDL. Hence the ultimate Shear in the sections near support reduces.
Value Engineering
Pre-cast segments of 2.3 m depth, 3.4 m soffit width and 8.844m deck width has been
adopted. The proposed span length of 42 m for standard spans is greater than the standard
spans adopted else-where in India for MRTS. However, value-engineering has been
meticulously done in order to not to increase the dead-load of the super-structure. Salient
features are:-
Increased span length, without increasing the dead-load of the supers-structure.
External Pre-stressing system has been adopted, which allows reducing the web-
thickness to minimum, required for shear requirement. Minimum web-thickness
adopted is 250mm which would have been at least 300mm for internal – Pre-stressing.
Vertical component of External Pre-stressing also reduces shear near the support and
thicker webs are not required near the supports as compared to box-girders having
Internal Pre-stressing.
4.6.2 Substructure
The viaduct superstructure will be supported on single cast-in-place RC pier. The
shape of the pier generally has been kept circular.
At this preliminary design stage, the size of pier is found to be within 1.8 m and 2.3
m diameter of circular shape for most of its height so that it occupies the minimum
space at ground level.
To prevent the direct collision of vehicle to pier a protective barrier of 1.0m height above
existing ground level has been provided all around the pier where piers are close to
carriageway. A gap of 25mm has also been provided in between the barrier and outer face of
pier. The vertical clearance of 5.5m has been provided over main cross roads.
4.6.3 Foundations Recommendations

From Geo-investigations discussed in subsequent para, it is apparent that substrata comprises
of soil strata. Hence, pile foundations up to a depth of 30 m or as per design
requirement have to be provided.

4.6.4 Grade of Concrete

It is proposed to carry out construction work with design mix concrete through
computerized automatic Batching Plants with following grade of concrete for various members
as per design requirement/durability considerations.
i. Pile and Pile cap - M35
ii. Piers - M40 / M45
iii. Pier Cap - M40
iv. PSC Box - M50
v. Bearing Pedestal - M40
vi. Structural Steel - Fe 410 W B
For all the main structures, permeability test on concrete sample is recommended to ensure
impermeable concrete.
4.6.5 Reinforcement and Pre-stressing Steel

It is proposed to use TMT - HYSD 500D steel as reinforcement bars.
For pre-stressing work, low relaxation high tensile steel strands with the configuration 25T15
and/or 19T15 is recommended (confirming to IS:14268).
External Pre-stressing shall be used for Pre-cast segments (spans up to 42m) and Internal
Pre-stressing (in additional to External Pre-stressing) may be done in the special spans.
4.6.6 Structural Design and GADs

Based on the alignment, the GADs are prepared for a standard span and all the special
spans/crossings proposed along the corridor. The section briefly discuss the strcutre types for
which GADs are prepared
42 m Standard Span
As discussed above the elevated viaduct will have standard arrangement of 42 m consisting of
segmental box super-structure. Map 4.5 presents the GAD for Segmental Box Super-
structure having a span of 42 m.
Standard Pier
The standard pier supporting 42 m span will have a dia in the range of 1.8 to 2.3 m
depending upon the height and location of pier. Map 4.6 presents’ typical GAD for pier and
pier cap of standard piers.
Portal and Cantilever Piers
The standard 42 m span of viaduct has been provided in straight sections of the alignment.
However, wherever the alignment deviates from central median towards road side or along
the service road median, for the purpose of turning or crossing over existing structures, the
pier design undergo change. Cantilever or portal piers have to be provided for supporting the
viaduct. Map 4.7 presents’ typical GAD for pier and pier cap of cantilever piers. Map 4.8
presents the GAD for portals.

5 1 2 3A 3 4
1 2 3A 3 4
PROJECT:- TITLE:- MAP 4.5 CLIENT:- CONSULTANTS:-

Preparation of Detailed Project Report for MRTS / RRTS GENERAL ARRANGEMENT FOR
Between Gurgaon & Bawal Under Manesar SEGMENTAL BOX
Bawal Investment Region in Haryana SUPERSTRUCTURE (SPAN 42.0m)
Room No 341 B, 3rd Floor 9th Floor, Infinity Tower C
Hotel Ashok, Diplomatic Enclave, DLF Cyber City, DLF Phase II
DATE:- JANUARY 2015 AECOM/DMIC/1501/R0
50B Chanakyapuri, New Delhi - 110021 Gurgaon 122002, Haryana, India
TITLE:- CONSULTANTS:-
PROJECT:-
Preparation of Detailed Project Report for MRTS / RRTS
MAP 4.6 CLIENT:-
Between Gurgaon & Bawal Under Manesar DIMENSIONAL DETAILS OF STANDARD

Bawal Investment Region in Haryana PIER & PIER CAP
Room No 341 B, 3rd Floor 9th Floor, Infinity Tower C
DATE:- JANUARY 2015 AECOM/DMIC/452/R0
NOTES
PROJECT:- TITLE:- CLIENT:- CONSULTANTS:-

Preparation of Detailed Project Report for MRTS / RRTS GENERAL ARRANGEMENT
Between Gurgaon & Bawal Under Manesar TYPICAL DETAILS OF PORTAL
Bawal Investment Region in Haryana Map 4.7 Room No 341 B, 3rd Floor 9th Floor, Infinity Tower C
DATE:- JANUARY 2015 AECOM/DMIC/SC/1001/R0
CP-N CP-N
P-N P-N 1
TO GURGAON TO BAWAL
RAIL LVL.
PIER CAP TOP LVL. PIER CAP TOP LVL.
3 3
2 2
1
PLAN 3-3
4 4
GROUND LEVEL GROUND LEVEL
PILE CAP TOP LVL. PILE CAP TOP LVL.
5 5
PLAN 4-4
CP-N
SECTION 1-1 SECTION 2-2
1
LONGITUDINAL
DIRECTION
2 4
2
3
1 2
1
PLAN 5-5 NOTES
PROJECT:- TITLE:- CLIENT:- CONSULTANTS:-

Preparation of Detailed Project Report for MRTS / RRTS GENERAL ARRANGEMENT
Between Gurgaon & Bawal Under Manesar TYPICAL DETAILS OF PIER &
Bawal Investment Region in Haryana PIER CAP FOR CANTILEVER PIER
Map 4.8 Room No 341 B, 3rd Floor 9th Floor, Infinity Tower C
DATE:- JANUARY 2015 AECOM/DMIC/SC/1001/R0
Special Spans
Due to certain constraints, the standard span of 42 m has to be increased for accommodating
the ROW of NH 8, KMP Expressway, flyovers and Western DFCC rail line. Considering these
special spans have been provided at various locations. Table 4.6 presents locations of special
spans.
Table 4.6: Location of Special Spans
Total
S.No Name of crossing Chainage (km) Span (m)
Length (m)
1 Subhash Chowk 3960.738 - 4096.738 40+56+40 136
2 Crossing at NH 8 12422.406 - 12578.406 45+66+45 156
3 Crossing at NH 8 34387.218 - 34547.218 45+70+45 160
Crossing at KMP
4 34937.180 - 35097.180 45+70+45 160
Expressway
5 Crossing at NH 8 52737.815 - 53024.815 80+127+80 287
6 Crossing at NH 8 61457.369 - 61768.369 88+135+88 311
7 Crossing at Western DFCC 70832.859 - 70968.859 40+56+40 136
Maps 4.9, Map 4.10, Map 4.11, Maps 4.12, Map 4.13, Map 4.14, and Map 4.15
presents the typical GADs for all the special spans proposed in the alignment.
4.7 Utility Relocation

The MRTS alignment design will have an impact on existing utilities, these need to relocated,
shifted or raised for allowing MRTS to pass with required clearance. Following type of utilities
were observed along the alignment:
1. High Tension Lines
2. Low Tension Lines
3. Gas Pipeline
4. Optical Fiber Cables
5. Electric Poles carrying 11 Kv Lines
All the utilities were covered as part of topographic survey. These have been identified and
marked on the alignment design. Table 4.7 presents details of all the utilities, their
respective chainage, existing clearance and recommendations regarding relocation.

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DELHI MUMBAI INDUSTRIAL CORRIDOR DEVELOPMENT CORPORATION LIMITED

Consultancy Services for Preparation of Detailed Project

FIANL DETAILLED PROJECT REPORT

AECOM India Private Limited

1.1. Study Background 1

1.2. Study Area 2

Chapter 2: Traffic & Travel Characteristics 12

2.5.4. Carriageway Width 22

Chapter 3: Travel Demand Model & MRTS Ridership Forecast 66

3.6.1. Trip Generation 70

Chapter 4: MRTS Alignment Design 138

4.4.3 Stretch 2: Subhash Chowk to Sohna Road SPR Intersection (Km

Chapter 5: MRTS Station Planning and Design 185

5.4.1 MRTS Interchange Stations 199

Chapter 6: MRTS Evaluation and Selection 217

Chapter 7: MRTS Train Operational Plan 243

7.5.1. Option 1- Normal Operations 244

Chapter 8: Power Supply And Traction System 250

Chapter 9: Maintenance Facilities 279

Chapter 10: Environmental Impact Assessment 288

10.6 Impact Assessment and Mitigation Measures 367

Chapter 11:Social Impact Assessment 466

11.7.1. Situational Analysis 481

Chapter 12: Broad Cost Estimates 495

Chapter 13: MRTS Business Plan 501

Chapter 14: The Way Forward 517

Table 2.1: Traffic Analysis Zones 13

Table 2.2: Classified TVC Survey Locations 17

Table 3.1: Study Area Road Network 68

Table 3.39: Estimated MRTS Ridership and Section Loads (2043) –

Table 4.1: GPS Stone Details 140

Table 5.1: Section 1- Gurgaon to Panchgaon: Proposed MRTS Stations and

Table 6.1: Merits of CBTC 229

Table 7.1: MRTS Travel Demand 244

Table 8.1: Power Supply Technology Comparison 256

Table 9.1 Rake Requirements for Different Horizon Years 280

Table 10.53 Estimated Noise Levels from Construction Machinery and

Table 11.1: Project Influenced Villages in Gurgaon District 474

Table 12.1: Gurgaon Bawal MRTS Broad Cost Estimates 499

Table 13.1 Cardinal Years wide Rolling Stock Requirement 502

Table 13.13 Assumptions related to Bus Operations 512

Figure 2.1: Existing Bus Routes in Gurgaon

Figure 3.1: Methodology for Travel Demand Model 67

Figure 5.1: Elevated walkway 199

Figure 6.1: Typical Velocity Time Operation Curve 222

Figure 7.1: Train Operation Chart – Skip Stop Option 246

Figure 8.1: HT Line Network in Haryana 261

Figure 10.1: Earthquake Zoning Map: Haryana State 310

Figure 10-19: Route Option 3 for Section 1 (Gurgaon- Manesar) 353

Figure 13.1: Breakup of Engineering Cost (In INR Cr.) 492

Map 2.1: Presents Traffic Analysis Zones. 13

Map 3.1: Base year transport network 70

Map 4.8: GAD for portals. 176

Map 8.1: RSS Substation Location 262

Annexure 3.1: Population projections by traffic analysis zones.

Annexure 11.1: Template to enumerate 100% properties/ project impacted families/

Annexure 11.2: Socio-economic survey schedule

JICA : Japan International Cooperation Agency

TOR : Terms of Reference