DETAILED PROJECT REPORT FOR AHMEDABAD METRO RAIL PROJECT (PHASE I

DETAILED PROJECT REPORT FOR
AHMEDABAD METRO RAIL PROJECT (PHASE I)

Client: Metro Link Express for Gandhinagar and
Ahmedabad (MEGA) Company Ltd.
Prepared By:
March 2015
DETAILED PROJECT REPORT FOR
AHMEDABAD METRO RAIL PROJECT (PHASE I)
Client: Metro Link Express for Gandhinagar
and Ahmedabad (MEGA) Company Ltd.
Prepared By:
March 2015
I NDEX
CHAPTER
DESCRIPTION PAGE NO
NO.
- SALIENT FEATURES 1-4
- EXECUTIVE SUMMARY 1-49
1 INTRODUCTION 1-38
2 TRAFFIC DEMAND FORECAST 1-154
3 SYSTEM SELECTION 1-11
4 GEOMETRIC DESIGNING PARAMETERS AND ALIGNMENT DESCRIPTION 1-18
5 CIVIL ENGINEERING 1-56
6 STATION PLANNING 1-41

7 TRAIN OPERATION PLAN 1-32
8 ROLLING STOCK & MAINTENANCE FACILITIES 1-35
9 POWER SUPPLY ARRANGEMENTS 1-33

VENTILATION &
10 1-13
AIR CONDITIONING SYSTEM
11 SIGNALLING & TRAIN CONTROL 1-8
12 TELECOMMUNICATION & AUTOMTIC FARE COLLECTION 1-12
13 DISABLED FRIENDLY FEATURES 1-23
14 ENVIORNMENT & SOCIAL IMPACT ASSESSMENT 1-19

15 SECURITY MEASURES FOR A METRO SYSTEM 1-4
16 DISASTER MANAGEMENT MEASURES 1-6

MULTI MODAL TRAFFIC INTEGRATION
1-56
17 AT METRO STATIONS
18 COST ESTIMATES 1-13
FINANCING OPTIONS, FARE STRUCTURE

19 1-20
AND FINANCIAL VIABILITY
20 ECONOMIC APPRAISAL 1-11
21 IMPLEMENTATION PLAN 1-12

22 CONCLUSIONS AND RECOMMENDATIONS 1-2
SALIENT FEATURES
SALIENT FEATURES
1. Gauge (Nominal) 1435 mm
2. Route Length (between dead ends)
Total Underground Elevated

Corridors
Length Length Length
East-West Corridor 19.435 6.335 13.100
North-South Corridor 18.493 - 18.493
Total 37.928 6.335 31.593
3. Number of stations
S. No Corridor Name UG Elevated. Total
i)
East-West Corridor 4 13 17
ii)
North-South Corridor 15 15
Total: 4 28 32
4. Traffic Forecast
Daily ridership
Corridor/Year 2018 2021 2031 2043
North South Corridor 215678 297240 492666 739115
East West Corridor 280415 372580 630776 861947
Total 496093 669820 1123442 1601062
Trip length 6.99 6.99 6.97 7.29
PHPDT
Corridor/Year 2018 2021 2031 2043
Note: Moderate Scenario of Traffic Demand Forecast is being used for Station Planning,
Rolling Stock and Fare Box calculation.
5. Train Operation Plan
DPR for Ahmedabad Metro Rail Project March 2015 1/4

SALIENT FEATURES
The PHPDT capacity provided on the two corridors in different years of operation is
tabulated below:
Max. PHPDT
Headway Rake No. of
Sections Year No. of Rakes PHPDT Capacity
(min) Consist Coaches
Demand Available
Capacity Provided for North- South Corridor
APMC to Motera Stadium 2018 5.5 14 Rakes of 3-car 3-car 42 8121 8335
(10615*)
(12973*)
(21229*)
(33360*)
Capacity Provided for East-West Corridor

Thaltej to Vastral Gam 2018 5.25 17 Rakes of 3-car 3-car 51 11290 8731
(11120*)
(15568*)
(23352*)
(33360*)
* @ 8 persons per square meter of standee area
6. Speed
Designed Speed 80kmph
Scheduled speed
East-West Corridor 33kmph

North-South Corridor 32kmph
7. Traction Power Supply
a) Voltage 750v dc
b) SCADA system Provided
c) Power Demand (MVA)

SALIENT FEATURES
Power Demand (in MVA)
Corridor Year
2018 2021 2031 2043
APMC To Motera Traction 6.17 7.28 11.01 16.39
Stadium (North-
Auxiliary 7.10 7.23 8.40 10.50
South)
Sub-total 13.27 14.51 19.41 26.89
Traction 8.64 9.68 13.86 19.16
Thaltej To Auxiliary 16.74 17.36 19.39 22.24
Vastral Gam
Sub-total 25.38 27.04 33.25 41.40
(East-West)
8. Rolling Stock
a) 2.90 m wide modern rolling stock with stainless steel body.

b) Axle load - 16 T
c) Seating arrangement - Longitudinal
d) Capacity of 3 coach unit
Normal - 450 Passengers
Crush - 764 Passengers
e) Class of accommodation - One
9. Maintenance Facilities
East-west Corridor - Apparel Park
North-South Corridor - Vasana
10. Signalling, & Train Control
CATC (Continuous Automatic Train Control System) based on

CBTC (Communication based Train Control System) which
includes ATP (Automatic Train Protection), ATO (Automatic
Train Operation) and ATS (Automatic Train Supervision) sub-
systems using radio communication between Track side and
Train.
11. Telecommunication and Fare Collection

SALIENT FEATURES
i) Integrated System with Fibre Optic cable, SCADA, Train Radio, PA system etc.
ii) Train information system, Control telephones and Centralized Clock System.
iii) Automatic Fare collection system with POM and Smart card etc.
12. Construction Methodology
Elevated viaduct consisting prestressed concrete Box shaped Girders on Single pier
with pile / Open foundations, and underground section with Tunnel Boring and station
in underground by New Austrian Tunneling Method (NATM) and cut and cover.
13. Total estimated cost (at March 2014 prices)
Corridor-wise Details of Capital Cost

Sr. No. Name of the corridor Capital Cost Taxes & Duties Total
(Rs. Crore) (Rs. Crore) (Rs.
Crore)
1. East-West Corridor 4951 864 5815
2. North-South corridor 3436 584 4020
Total 8387 1448 9835
14. Total estimated completion cost
Year wise Investment (Completion Cost including cost of land)

Figures in Rs. Crore
Cost at March-2014 Price Level Completion Cost
9382.00 11463.00
15. Financial Indices

a) FIRR (Without PD) - 9.70%
b) FIRR (With PD) - 10.45%
c) EIRR The EIRR (without taxes) in economic terms work out to be 19.94%
for the project.

EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
0.1 Introduction
The historic city of Ahmedabad is amongst the major metropolitan cities in India. With
the increasing opportunities for trade and commerce and as a center for higher
education, the population of the city is already touching 6 million and this heavy growth
continues.
The city, known as Ashapalli or Ashaval in ancient times, was founded by King
Karnadeva Vaghela as Karnavati in 11th Century as capital of his kingdom. Later on
Sultan Ahmed Shah of Gujarat Sultanate shifted his capital from Patan to Karnavati and
renamed it as Ahmedabad in 1411 AD. A number of monuments built during his era are
spread over the old city area. The walled city was also built during this era and its 12
gates are still existing though most of the wall can't be seen anymore. The city thrived as
the capital of strong kingdom but later became part of the Moghul Sultanate in 1573.
Shahjahan spent the prime of his life in this city and developed the present Shahi Baug
area. The city was invaded by the Marathas in the year 1707 and ruled by them from
1753 AD to 1817 AD, when the city was taken over by the British.
During the British period the city became "Manchester of India" due to large scale
manufacturing of textile. The first textile mill was set up in 1854 and more such mills
followed soon after with rapid industrialization. However, the textile industry in the city
is no more a force to reckon with, yet it is fifth largest producer of denim cloth in the
world. The eastern part of the walled city is mostly inhabited by the families of mill
mazdoors, who have been forced to find alternative jobs due to closure of most of the
textile mills. However many chemical and pharmaceutical industries have come up
around the city. Trade is still flourishing in the city as textile weaving, tie-and-dye work,
zari work and intricate silk embroidery produced by this city has been famous for
centuries.
Originally DPR for Ahmedabad Metro Rail Network and Regional Rail System was
submitted by DMRC in 2005, consisting following corridors.
Regional Rail System

o Line 1 Barajedi-Kalupur-Kalol
o Line 2 Kalupur-Naroda
Revised DPR for Ahmedabad Metro Rail Project March 2015 1/49
EXECUTIVE SUMMARY
Metro Rail System:

o Line 1 APMC Vasna Aayakar Bhawan-Sabarmati - Akshardham (North-South
corridor)
o Line 2 Kalupur-Aayakar Bhawan -Thaltej (East-West corridor)
Subsequently, in 2008 DMRC was again commissioned by GIDB to prepare DPR for
metro connectivity from Gandhinagar to GIFT city & from Gandhi Nagar to Airport and
review certain portion of the corridors proposed in 2005 DPR. Accordingly study was
carried by DMRC and reports were submitted in 2010.
MEGA vide their letter no MEGA/Chm/Oct/2013/, dated 20/10/2013 requested to

DMRC for upgradation of earlier DPR submitted by DMRC. This is an upgardtion of
earlier DPR submitted by DMRC in the context of the letter as referred here above.
0.1.1 Introduction to the study area
The proposed metro alignment provides north-south connectivity in Ahmedabad city

from Visat to APMC running along the Ashram road on most of the sections. The other
corridor Thaltej to Vastral provides east to west connectivity and passes through
important nodes of Kalupur, Ashram road, Thaltej and Industrial areas on the east of
Ahmedabad.
As per the Draft Development Plan and Integrated Mobility Plan for Greater Ahmedabad
Region, the future growth in this area is expected to intensify between Ahmedabad and
Gandhinagar. The study area definition would be carried out keeping in view the future
growth expected in the study region.
0.2 TRAFFIC CHARACTERISTICS AND DEMAND FORECASTING

This topic provides an overview of the existing transportation system outlines the travel
characteristics and presents the demand forecasting carried out for estimating ridership
on metro.
0.2.1 ROAD NETWORK
The transportation system in Ahmedabad and Gandhinagar is predominantly dependent
on roadway systems. The major road network in the study area is around 3045 km in
length, of which 125 km are National Highways and 103 km are under State Highways
which are being maintained by National Highways Authority of India and Roads &
Building Department respectively. The rest of the roads are managed by respective
urban local bodies of AMC, AUDA, GNA and GUDA.
0.2.2 DAILY RIDERSHIP ON AHMEDABAD METRO CORRIDORS IN HORIZON YEARS
Daily ridership on the Ahmedabad metro rail network in 2021 is expected to be 6.69
lakh passengers. The average trip length will be 6.99 km in year 2021. Corridor wise
total daily ridership for the years 2021, 2031 and 2043 and PHPDT are shown in Table

EXECUTIVE SUMMARY
0.1.
Table 0.1 - Corridor wise Daily Ridership and PHPDT

Daily ridership
Corridor/Year 2018 2021 2031 2043
Total 496093 669820 1123442 1601062
PHPDT
Corridor/Year 2018 2021 2031 2043
0.3 SYSTEM SELECTION
A. Options for Public Transport System
The following systems are mainly available for Urban Mass Transit:
i) High Capacity Metro System: Metro system is a grade separated dedicated

system for high peak hour traffic densities exceeding 40,000 PHPDT. It is
characterized by short distances of stations spaced at 1 km, high acceleration
and declaration and average speeds of 30-35 kmph.
ii) Light Capacity Metro System: This is a dedicated metro rail system for
moderate peak hour traffic densities exceeding 8000 PHPDT.
iii) Light Rail Transit: Modern trams-Street Cars running on Rails at grade or
elevated with sharp curves of 24m radius. These are extremely popular and
operating in large number of European countries. Generally the stations are
spaced at 500m to 1 km and have high acceleration and deceleration
characteristics. In most of the countries, they are operating at-grade with
prioritized signaling at road inter-section.
iv) Sky Train: This is an experimental rail based system under development by
Konkan Railway.
v) Other Rail Based Systems: A number of options are available but have not been
introduced in India. Some of these are very briefly mentioned below:

EXECUTIVE SUMMARY
(a) Maglev
This is an advanced Rail based transit system in which Magnetic Levitation is

used to raise the vehicles above the rail surface. Rail wheel interaction is thus
avoided and very high speeds are attainable. Maglev Levitation can either be
due to attractive force or due to repulsive forces.
(b) Linear Induction Motor (LIM) Train
This is also an advanced Rail based transit system in which propulsion is

through a Linear Induction Motor whose stator is spread along the track. The
rotor is a magnetic material provided in the under frame of train. In the
technology the tractive force is not transmitted through rail-wheel interaction,
and so there is no limitation on account of adhesion. This technology is most
appropriate for turnouts, as the height of the tunnel can be reduced to lower
height of cars.
(c) Monorail
Monorail trains operate on grade separated dedicated corridors with sharp

curves of up to 50m radius. This is a rubber tyred based rolling stock,
electrically propelled on concrete beams known as guide-ways. The system is
extremely suitable in narrow corridors as it requires minimum right of way on
existing roads and permits light and air and is more environmental friendly.
This is prevalent in several countries for traffic densities of over 20,000 PHPDT.
(d) Bus Rapid Transit System
This system involves operation of buses on a dedicated corridor (except of traffic

integration) at a high frequency to achieve PHPDT. For providing a very high
transport capacity say 20,000 PHPDT, about 200 buses shall be required per
hour i.e., at headway of 20 seconds. Such a high PHPDT can be achieved by
providing two lanes of traffic in each direction and elimination of traffic
intersection on the route.
(e) Automated Guide way Transit System
The term is used for systems other than conventional rail based system on grade
separated guide ways. The system can be rail based or rubber tire based but
fully automated guided systems with driver less operation.

EXECUTIVE SUMMARY
B. Capacity of Various Modes (as per the recommendations of Working Group on

Urban Transport for 12th Five Year Plan)
In their report on Urban Transport for 12th Five Year Plan, the Working Group has
set the guidelines for the choice of different modes are as follows:
Table 0.2 - Guidelines for the Choice of Different Modes
POPULATION AVG. TRIP

SYSTEM PHPDT IN 2021
IN 2011 LENGTH
>=15000 for at least

Metro Rail # More than 20 Lakhs More than 7 Km
5km continuous length
LRT primarily at grade =<10,000 More than 10 Lakhs More than 7 Km
Monorail @@ =<10,000 More than 20 Lakhs About 5-6 Km
Bus Rapid Transit >=4,000 and upto

More than 10 Lakhs >5 Km
System 20000
Organised City Bus >1 lac,

Service as per urban >50,000 in case of hilly >2 to 3 Km
bus specifications towns
# for having Metro Rail, the city should have a ridership of at least 1 million on
organized public transport (any mode)
@@ Monorail is desirable only as a feeder system or where the narrow roads

are flanked on either side by high rise buildings. In monorail while the cost of
construction, operation and maintenance is almost the same as elevated metro
rail, the carrying capacity is much lesser.
0.4 SELECTION OF MODE
Selection of a particular mode for any pre-determined traffic corridor depends mainly
on demand level of a corridor Right of Way (ROW) on the road and the capacity of the
mode. The demand forecast is estimated considering the traffic growth for about 30
years. Other considerations in mode choice are, location of building lines, possibility of
increasing ROW. Cost of some mode may vary depending up on the location in view of
engineering constraints. Therefore final choice of mode to be adopted for a particular
corridor is based on techno economic considerations. As regards the location of a
particular mode like at-grade, elevated and underground depends up on the ROW. If

EXECUTIVE SUMMARY
ROW is 20 M or more, elevated alignment is preferred over underground as the cost of

underground alignment is 2- 2 times of elevated alignment.
Hence, keeping in view the above points, it is recommended to adopt a stable, tested and
reliable Metro technology i.e. Light Capacity Metro System having capacity to cater
PHPDT from 15000 to 25000.
0.4.1 GEOMETRIC DESIGNING PARAMETERS AND ALIGNMENT DESCRIPTION
This topic deals with geometrical standards adopted for horizontal and vertical
alignments, route description, etc. The proposed corridors under Phase I network will
consist of Standard Gauge (SG) lines. For underground corridors, track centres are
governed by spacing of tunnels and box design.
The geometrical design norms are based on international practices adopted for similar
metro systems with standard gauge on the assumption that the maximum permissible
speed on the section is limited to 80kmph. Planning for any higher speed is not desirable
as the average inter-station distance is about 1.06 km and trains will not be able to
achieve higher speed.
The elevated tracks will be carried on box-shaped elevated decking supported by single
circular piers or oblong piers, generally spaced at 31 m to 34 m centres and located on
the median of the road to extent possible over road. The horizontal alignment and
vertical alignment are, therefore, dictated to a large extent by the geometry of the road
and ground levels followed by the alignment over road.
The underground tracks will be carried in separate tunnels to be drilled by Tunnel

Boring Machine. Stations will, however, be constructed by cut and cover method except
one station which has been proposed by NATM with TBM going through.
0.4.2 GEOMETRIC DESIGN PARAMETERS
The design parameters related to the Metro system described herewith have been
worked out based on a detailed evaluation, experience and internationally accepted
practices. Various alternatives were considered for most of these parameters but the
best-suited ones have been adopted for the system as a whole.
0.4.3 Horizontal Alignment
As far as possible, the alignment follows the existing roads. This leads to introduction of
horizontal curves. On consideration of desirable maximum cant of 110 mm and
maximum permissible cant deficiency of 100 mm on Metro tracks, the safe speed on
curves of radii of 400 m or more is 80 km/h. On elevated sections minimum radius of

EXECUTIVE SUMMARY
145m has been used at one location having speed potential upto 45 km/h. However in
underground section desirable minimum radius of curve shall be 400 m for ease of
working of Tunnel Boring Machine (TBM).
0.4.4 Horizontal Curves

Table 0.3
Underground Elevated
Description
Section Section
Desirable Minimum radius 400 m 400 m
200 m (only cut &
Absolute minimum radius 120 m
cover)
Minimum curve radius at stations 1000 m 1000 m
Maximum permissible cant (Ca) 125 mm 125 mm
Maximum desirable cant 110 mm 110 mm
Maximum cant deficiency (Cd) 100 mm 100 mm
0.4.5 Transition Curves
It is necessary to provide transition curves at both ends of the circular curves for
smooth riding on the curves and to counter act centrifugal force. Due to change in
gradients at various locations in the corridor, it is necessary to provide frequent vertical
curves along the alignment. In case of ballast less track, it is desirable that the vertical
curves and transition curves of horizontal curves do not overlap. These constraints may
lead to reduced lengths of transition curves at certain locations. The transition curves
have certain minimum parameters:
Length of Transitions of Horizontal curves (m)
Minimum : 0.44 times actual cant or cant deficiency (in mm), whichever is higher.
Desirable : 0.72 times actual cant or cant deficiency, (in mm), whichever is higher.
Overlap between transition curves and vertical curves not allowed.

Minimum straight between two Transition curves (in case of reverse curves): either
25 m or Nil.
Minimum straight between two Transition curves (in case of same flexure curves):
either 25 m or both curves should be converted in to the compound curve by
introducing single transition between the two circulars.
Minimum curve length between two transition curves: 25 m
0.4.6 Vertical Alignment and Track Centre

EXECUTIVE SUMMARY
(a) Elevated Sections
The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m
above road level. For meeting this requirement with the Box shaped pre-
stressed concrete girders, the minimum rail level will be about 9.8 m above the
road level. However, at stations which are located above central median, the
minimum rail level will be 11.8 m above the road level with concourse at
mezzanine. These levels will, however, vary marginally depending upon where
the stations are located. At special continuous span locations the minimum rail
level will be 11. 6m. For N-S alignment passing over railway land, in addition to
the above requirement for service road, SOD of double stack container (as per
DFCC western corridor) is also to be followed. A minimum clearance of 5.5 m for
road traffic over proposed road surface for ROB ramp for Shyamaprasad
Mukharji ROB and proposed road surface for Shreyas and Ellis Bridge ROB is to
be maintained. The proposed road surface of these ROBs will be decided based
on the SOD for double stack container movement.
The track centre on the elevated section is kept as 4.2 m uniform throughout the
corridor to standardize the superstructure, except at few locations, wherever
scissors crossovers are planned, it is kept 4.5 meter.
(b) Underground sections
Rail level at midsection in tunneling portion shall be kept at least 12.0 m below
the ground level. At stations, the desirable depth of rail below ground level is
13.5 m, so that station concourse can be located above the platforms.
Track center in underground sections are follows:
Track center in underground sections are follows:

16.04 m (for lesser width of
Sections where stations are to be constructed
platform, track center to be
by cut & cover and running section by TBM to
reduced)
Accommodate 13 m wide platform
by NATM and running section by TBM to facilitate 23.04 m
Construction of stations
Sections where stations as well as running section 4.50 m
both are to be constructed by cut and cover method
(c) Gradients
Normally the stations shall be on level stretch. In exceptional cases, station may
be on a grade of 0.1 %. Between stations, generally the grades may not be

EXECUTIVE SUMMARY
steeper than 3.0 %. However, where existing road gradients are steeper than 2%
or for Switch Over Ramps gradient up to 4% (compensated) can be provided in
short stretches on the main line.
(d) Vertical Curves
Vertical curves are to be provided when change in gradient exceeds 0.4%.

However, it is recommended to provide vertical curves at every change of
gradient.
(e) Radius of vertical curves:
On main line (desirable) : 2500 m

(Absolute minimum) : 1500 m
Other Locations : 1500 m
Minimum length of vertical curve : 20 m
0.4.7 ROUTE ALIGNMENT
Two Corridors have been identified for implementation in Ahmadabad Metro Rail
Project network (Phase 1).
Table 0.4
S. No. Corridors Total (km)

i) North South Corridor : APMC to Motera Stadium 18.493
ii) East West Corridor : Thaltej To Vastral Gam 19.435

Total 37.928
The above corridors are shown in figure 0.4.
0.5 CIVIL ENGINEERING
0.5.1 Underground Construction
The most of the underground section passing under the road, cut and cover method of
the underground construction easily can be employed for the construction of the
underground sections. However keeping in view obstruction of traffic movement and
inconvenience to the general public; during the construction as an open cut around
10.00m wide required to be cut through entire length of underground section it is
proposed to tunnel through Tunnel Boring Machine (TBM) or New Austrian Tunneling
Method (NATM) in the overburden soil mass. This will reduce substantially
inconvenience to general public during construction. Tunnel excavation for a major part

EXECUTIVE SUMMARY
of this underground section is expected to be carried out by Tunnel Boring Machines.

There is some smaller section along the underground part of the alignment where Cut &
Cover method has been considered for construction after Switch Over Ramp (SOR).
Tunnel boring machines (TBMs) capable of drilling in soft soil with a finished internal
diameter of 5.2 m. can be successfully employed for boring tunnels through this stratum.
The tunnels are proposed with a minimum soil cover of 6.0m.
0.5.2 Underground Stations
Total 4 underground stations have been proposed out of which 3 will be constructed by
cut and cover with top-down method and 1 by NATM with through tunnels TBM. The
diaphragm walls for such station constructions would be 80 to 100 cm. thick and will
function as a permanent side wall of the station. It is, therefore, necessary to construct
the diaphragm walls absolutely watertight and with the required concrete strength as
has been done in the Delhi Metro station constructions. By resorting to top-down
method the surface could be restored quickly and further excavations and construction
of the station will not hamper the surface activity.
0.5.3 Cut and Cover Method of Construction of Underground Stations
Cut and Cover mainly consists of following steps:

1. Diversion of utilities
2. Construction of support walls
3. Excavation between the support walls along with the installation of struts
between the two walls to keep them in position.
4. Construction of tunnel/structure and removal of temporary struts.
5. Back filling and restoration of the surface
0.5.4 Utility Diversion:
It is suggested that all utilities falling within excavation area are diverted away in
advance to avoid damage to such utilities during the excavation/ construction phase.
The cross utilities, however has to be kept supported. It is suggested that pressure water
pipelines crossing the proposed cut area are provided with valves on both sides of the
cut so that the cut area can be isolated in case of any leakage to the pipeline to avoid
flooding of the cut/damage to the works.
0.5.5 Elevated Section - Choice of Superstructure
The choice of superstructure has to be made keeping in view the ease of constructability
and the maximum standardization of the formwork for a wide span ranges.
The segmental construction has been chosen mainly due to the following
advantages:

EXECUTIVE SUMMARY
Segmental construction is an efficient and economical method for a large range

of span lengths and types of structures. Structures with sharp curves and
variable super elevation can be easily accommodated.
Segmental construction permits a reduction of construction time as segments

may be manufactured while substructure work proceeds and assembled rapidly
thereafter.
Segmental construction protects the environment as only space required for

foundation and sub-station is required at site. The superstructure is
manufactured at a place away from busy areas and placement of superstructure
is done with the system erected from piers at heights.
Segments are easy to stack in the casting yard/stacking yard in more than one
layer, thereby saving in requirement of space.
It is easier to transport smaller segments by road trailers on city roads.
It is easy to incorporate last minute changes in span configuration if the site

situation so warrants.
Interference to the traffic during construction is significantly reduced.
Segmental construction contributes towards aesthetically pleasing structures
and good finishes.
The overall labour requirement is less than that for conventional methods.
Better quality control is possible in the casting yard.
During construction, the technique shows an exceptionally high record of safety.
0.5.6 Types of Superstructures for Elevated Section
(A) Pre-cast segmental box girder using external unbounded tendon
(B) Pre-cast segmental U-Channel Superstructure with internal pre-stressing.
0.5.7 GEO-TECHNICAL INVESTIGATIONS
0.5.7.1 Physiography
Ahmedabad is the largest city in the state of Gujarat. It is located in Western India on the
banks of the River Sabarmati, 32 km from the state capital Gandhinagar. It is the former
capital of Gujarat and also the financial capital of Gujarat. Ahmedabad is located at
23.030 N and 72.580 E at an elevation of 53 m. The Sabarmati River frequently dries up
in summer, leaving only small stream of water, however now there is perennial supply
of water from Narmada Canal after Sabarmati River Front Development. Except for the

EXECUTIVE SUMMARY
small hills of Thaltej - Jodhpur Tekra, the city is almost flat. Gandhinagar is the capital of
the state of the Gujarat. Gandhinagar has an average elevation of about 81 m. The city
sits on the banks of the River Sabarmati in North - Central - East of Gujarat.
0.5.7.2 Geology
The well-known agriculturally rich alluvial basin of Gujarat rises from the estuarine
tacts between Narmada and Tapi rivers, and extends 402 Km Northwards merging into
the deserts plains of Rajasthan and the Rann of Kutch.
The alluvial plains of Gujarat are belongs to Quaternary group. The project site area is
covered with deep layers recently placed alluvial sands.
0.5.8 LAND
In order to minimise land acquisitions and to provide good accessibility form either
directions, the metro alignments are located mostly along the center of the roads, which
lie on the corridor. But, at some locations the geometrics of the roads especially at road
turnings may not match with geometric parameters required for metro rail systems. In
such cases, either the alignment will be off the road or some properties abutting the
road would get affected. The North-South Corridor alignment has been revised and it is
passing through Railway Land on Botad- Sabarmati section of Bhavnagar Division of
Western Railway between Railway Chainage 23+746 to 15+259 and runs parallel to
existing Railway corridor in decreasing chainage direction of railway for 8.5 km. No
permanent land acquisition will be required in this portion and only way leave
permission from Railway will be required and charges will have to be paid to them.
Further, some land is required for various purposes as detailed below:
0.5.9 Land Requirement for following Major Components
MRTS Structure (including Route Alignment), Station Building, Platforms,

Entry/Exit Structures, Traffic Integration Facilities, Depots, etc.
Receiving/Traction Sub-stations
Radio Towers
Temporary Construction Depots and work sites.
Staff quarters, office complex and operation control centre(OCC)
0.5.10 Land for Traction and Receiving Substation and Radio Towers
Two RSS each is proposed to be located for Thaltej to Vastral Gam and APMC to Motera
Stadium Corridor. Hence, an area of 22400 m2 has been earmarked exact location will
be decided at the time of implementation of the project. No additional land proposed for
locating radio towers. These will be accommodated in the land already acquired. Land
required for RSS will be as tabulated below.

EXECUTIVE SUMMARY
Table 0.5 - Details of Land Required for RSS
S. No. Name of Corridor Area (m2) Ownership

1. Thaltej to Vastral Gam 11200 Government
2. APMC to Motera Stadium 11200 Government
Total 22400
0.5.11 Land Requirement for Stations & Running section
As indicated earlier, the ROW of the roads along which the alignment is planned is
adequately wide and hence no land is required for acquisition as long as the alignment is
straight and in the centre of the road. However, at curved portions, the alignment could
not be kept in the centre of the road and land acquisition at such locations is inevitable
in spite of introduction of sharper curves.
To the extent possible the Entry and Exit points of stations (underground and elevated)
were planned on the in open spaces between foot paths and building offsets as far as
possible. But, for locating other station facilities such as chiller plants, ventilation shafts,
underground water tanks, generator set room etc., land acquisition is proposed
The details of land permanently required for depot, running sections and stations are
indicated in the Tables below
Table 0.6 - Details of Land Required for Depot
S. No. Location Area(m2) ownership Purpose

1. Apparel Park 190936 Government Depot
2. Vasana (Gyaspur) 250000 Government Depot

Total 440936
0.5.12 Summary of Land Requirements
Abstract of land requirements for different components of this corridor is given in Table
0.7 and 0.8. However, the land requirement is summarized below:
a) Govt Land permanently required for stations, Depot, Ramp and running section
86.768 ha.
b) Private Residential and Commercial Required for stations, Ramp and Running
section 5.348 ha
c) Total land required for the project is 92.116 ha.

EXECUTIVE SUMMARY
Table 0.7 - Summary of Permanent Land Requirement

(All figures in Sq. m)
Thaltej to Vastral
APMC to Motera Stadium
S. No. Description Gam Total
Govt. Pvt. Govt. Pvt.
1 Stations 5,020 9,840 28,807 10,920 54,587
2 Running Section 1,97,672 22,073 1,21,199 10,643 3,51,587
3 Depot 1,90,936 2,50,000 4,40,936
Staff
4 Quarter,Office 50,000 50,000
Complex and OCC
Receiving
5 11,200 11,200 22,400
Substation(RSS)
6 Mid Shaft 1,650 1,650
Total 4,56,478 31,913 4,11,206 21,563 9,21,160
* Railway land subject to verification vide detailed survey and Indian Railways
* Total land required for the project is mentioned here above does not include land
require for traffic integration/parking.
Total = 92.116 Ha
Government = 86.768 Ha
Private = 5.348 Ha
Table 0.8 - Summary of Temporary Land Requirement
Thaltejgam to
S. No. Description Vastral Gam Total
Temporary office
1 accommodation 8213 6168 14381
Segment Casting
2 Yard 80000 60000 140000
Total 88213 66168 154381
Total = 15.438 Ha
Total land required for temporary acquisition is 15.4 ha which assumed that it will be
government open land.
0.6 Station Planning

EXECUTIVE SUMMARY
The proposed Ahmedabad Metro consists of two corridors namely:
Corridor I: North-South Corridor (APMC-Motera Stadium)

The length of this corridor is 18.493 km (including Depot connection). Total 15 no. of
stations have been planned on this corridor. All stations on this corridor are planned to
be elevated.
Corridor II: East West Corridor (Thaltej Vastral Gam)

The length of this corridor is 19.435 km. Total 17 no. of stations have been planned on
this corridor. Four stations on this corridor are planned to be underground while the
rest will be elevated.
0.6.1 Station Types
A total of 32 stations have been proposed across both the corridors. These are mostly
elevated stations located at a clear height of 5.5m above the road. The stations shall be
accessible from both sides of the road in order to better serve the catchment area. Two
side platforms are planned on these type of stations. Seven elevated stations are located
within an 8.5 km part of metro alignment that traverses along the existing metre gauge
railway alignment. These shall be constructed in conjunction with western railways.
Approximately 6 km of alignment in the E-W corridor is located underground. This
alignment will include four underground stations. These underground stations will be
island types in configuration.
The Old High Court station is planned as an important metro interchange providing
interchange between North-South & East-West lines. Other interchange stations include
those interconnecting transport nodes such as Railway stations, GSRTC Terminals, BRTS
and AMTS stops. The stations would be physically connected to these nodes to ensure
comfortable and hassle-free transfers.
0.6.2 Planning And Design Criteria For Stations
Salient features of a typical station are as follows:
1. The stations can be divided into public and non-public areas (those areas where
access is restricted). The public areas can be further subdivided into paid and
unpaid areas.
2. The platform level has adequate assembly space for passengers for both normal
operating conditions and a recognized abnormal scenario.
3. The platform level at elevated stations is determined by a critical clearance of
5.50 m under the concourse and above the road intersection, a clearance of 3.00
m for the concourse height, depth of below concourse floor below track viaducts
in concourse would depend on detailed structural design. The platforms are 1.09

EXECUTIVE SUMMARY
m above the tracks level.

4. The concourse contains automatic fare collection system in a manner that
divides the concourse into distinct areas. The 'unpaid area' is where passengers
gain access to the system, obtain travel information and purchase tickets. On
passing through the ticket gates, the passenger enters the 'paid area, which
includes access to the platforms.
5. The arrangement of the concourse is assessed on a station-by-station basis and
is determined by site constraints and passenger access requirements. However,
it is planned in such a way that maximum surveillance can be achieved by the
ticket hall supervisor over ticket machines, automatic fare collection (AFC) gates,
stairs and escalators. Ticket machines and AFC gates are positioned to minimize
cross flows of passengers and provide adequate circulation space.
6. Sufficient space for queuing and passenger flow has been allowed at the ticketing
gates.
7. Station entrances are located with particular reference to passenger catchment
points and physical site constraints within the right-of-way allocated to the
MRTS.
8. Office accommodation, operational areas and plant room space is required in the
non-public areas at each station.
9. Tunnel Ventilation fans and ASS in underground stations are provided at
platform level/ concourse level depending on availability of land for locating
vent shafts.
10. The DG set, bore well pump houses and ground tank would be located generally
in one area on ground.
11. The system is being designed to maximize its attraction to potential passengers
and the following criteria have been observed:
o Minimum distance of travel to and from the platform and between
platforms for transfer between lines.
o Adequate capacity for passenger movements.
o Convenience, including good signage relating to circulation and orientation.
o Safety and security, including a high level of protection against accidents.
12. Following requirements have been taken into account:
o Minimum capital cost is incurred consistent with maximizing passenger
attraction.
o Minimum operating costs are incurred consistent with maintaining
efficiency and the safety of passengers.
o Flexibility of operation including the ability to adapt to different traffic
conditions changes in fare collection methods and provision for the

EXECUTIVE SUMMARY
continuity of operation during any extended maintenance or repair period,

etc.
o Provision of good visibility of platforms, fare collection zones and other
areas, thus aiding the supervision of operations and monitoring of efficiency
and safety.
o Provision of display of passenger information and advertising.
13. The numbers and sizes of staircases/escalators are determined by checking the
capacity against AM and PM peak flow rates for both normal and emergency
conditions.
14. In order to transfer passengers efficiently from street to platforms and vice
versa, station planning has been based on established principles of pedestrian
flow and arranged to minimize unnecessary walking distances and cross-flows
between incoming and outgoing passengers.
15. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates
required to process the peak traffic from street to platform and vice-versa (these
facilities must also enable evacuation of the station under emergency conditions,
within a set safe time limit).
0.7 TRAIN OPERATION PLAN & MAINTENANCE FACILITIES
0.7.1 OPERATION PHILOSOPHY
The underlying operation philosophy is to make the MRT System more attractive
and economical, the main features being:
Selecting the most optimum frequency of Train services to meet sectional capacity
requirement during peak hours on most of the sections.
Economical & optimum train service frequency not only during peak period, but also
during off-peak period.
A short train consists of 3 coaches.
Multi-tasking of train operation and maintenance staff.
The PHPDT capacity provided on the two corridors in different years of operation
Capacity Provided for North- South Corridor is tabulated below:
Max. PHPDT
Headway No. of Rake No. of PHPDT Capacity
Sections Year
(min) Rakes Consist Coaches Demand Available
APMC to 2018 5.5 14 3 Car 42 8121 8335

Motera (10615*)
Stadium

EXECUTIVE SUMMARY
APMC to 2021 4.5 18 3 Car 54 10463 10187

Motera (12973*)
Stadium
APMC to 2031 2.75 27 3 Car 81 17245 16669
Motera (21229*)
Stadium
APMC to 2043 1.75 43 3 Car 129 25425 26194
Motera (33360*)
Stadium
Max. PHPDT
Headway No. of Rake No. of
Sections Year PHPDT Capacity
(min) Rakes Consist Coaches
Demand Available
Thaltej to 2018 5.25 17 3 Car 51 11290 8731
Vastral Gam (11120*)
Thaltej to 2021 3.75 22 3 Car 66 13902 12224
Thaltej to 2031 2.5 33 3 Car 99 21994 18336
Thaltej to 2043 1.75 46 3 Car 138 30092 26194
*@ 8 persons per square meter of standee area
0.7.2 Train frequency

North- South Corridor
2018 2021 2031 2043
Sections Peak Lean Peak Lean Peak Lean Peak Lean

Hour Hour Hour Hour Hour Hour Hour Hour
h/w h/w h/w h/w h/w h/w h/w h/w
APMC to
8 to 20 4.5 6 to 20 2.75 4 to 10 1.75 3 to 10
Motera 5.5 min
min min min min min min min
Stadium

EXECUTIVE SUMMARY
East-West Corridor
2018 2021 2031 2043

Thaltej to
5.25 6 to 20 3.75 5 to 15 2.5 4 to 10 1.75 3 to 10
Vastral
min min min min min min min min
Gam
No services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.
0.8 ROLLING STOCK
The required transport demand forecast is the governing factor for the choice of the
Rolling Stock. The forecasted Peak Hour Peak Direction Traffic calls for a Medium Rail
Transit System (MRTS).
0.8.1 Optimization of Coach Size

The following optimum size of the coach has been chosen for this corridor as mentioned
in Table0.9.
Table 0.9
Size of the coach
Length* Width Height
Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m
Trailer car (TC) 21.34 m 2.9 m 3.9 m
*Maximum length of coach over couplers/buffers = 22.6 m
0.8.2 Passenger Carrying Capacity
In order to maximize the passenger carrying capacity, longitudinal seating arrangement

shall be adopted. The whole train shall be vestibuled to distribute the passenger evenly
in all the coaches. Criteria for the calculation of standing passengers are 3 persons per
square meter of standing floor area in normal state and 6 persons in crush state of peak
hour.
Therefore, for the Medium Rail Vehicles (MRV) with 2.9 m maximum width and
longitudinal seat arrangement, conceptually the crush capacity of 43 seated, 204
standing thus a total of 247 passengers for a Driving motor car, and 50 seated, 220
standing thus a total of 270 for a trailer/motor car is envisaged.
Following train composition is recommended:

EXECUTIVE SUMMARY
3-car Train: DMC+TC+DMC
Table 0.10 shows the carrying capacity of Medium Rail Vehicles.
Table 0.10
Carrying Capacity of Medium Rail Vehicles
Particulars Driving Motor car Trailer car 3 Car Train
Normal Crush Normal Crush Normal Crush
Seated 43 43 50 50 136 136
Standing 102 204 110 220 314 628
Total 145 247 160 270 450 764
NORMAL-3 Person/sqm of standee area

CRUSH -6 Person/sqm of standee area
0.8.3 Weight
The weights of driving motor car, trailer car and motor car have been estimated as in
Table 0.11, referring to the experiences in Delhi Metro. The average passenger weight
has been taken as 65 kg.
Table 0.11
Weight of Light Rail Vehicles (TONNES)
DMC TC 3 Car Train

TARE (maximum) 40 40 120
Passenger
(Normal) 9.425 10.4 29.25
(Crush @6p/sqm) 16.055 17.55 49.66
(Crush @8p/sqm) 20.475 22.295 63.245
Gross
(Normal) 49.425 50.4 149.25
(Crush @6p/sqm) 56.055 57.55 169.66
(Crush @8p/sqm) 60.475 62.295 183.23
Axle Load @6 14.014 14.388
person/sqm
Axle Load @8 15.119 15.577
person/sqm

EXECUTIVE SUMMARY
The axle load @ 6persons/sqm of standing area works out in the range of 14.014T to
14.388T. Heavy rush of passenger, having 8 standees per sq. meter can be experienced
occasionally. It will be advisable to design the coach with sufficient strength so that even
with this overload, the design will not result in over stresses in the coach. Coach and
bogie should, therefore, be designed for 16 T axle load.
0.8.4 Performance Parameters
The recommended performance parameters are:
Maximum Design Speed: 90 kmph

Maximum Operating Speed: 80 kmph
Max. Acceleration: 1.0 m/s2 (with AW3 load)
Max. Deceleration 1.1 m/s2 (Normal brake)
More than 1.3 m/s2 (Emergency brake)
0.8.5 Coach Design and Basic Parameters
The important criteria for selection of rolling stock are as under:
(i) Proven equipment with high reliability

(ii) Passenger safety feature
(iii) Energy efficiency
(iv) Light weight equipment and coach body
(v) Optimized scheduled speed
(vi) Aesthetically pleasing Interior and Exterior
(vii) Low Life cycle cost
(viii) Flexibility to meet increase in traffic demand
(ix) Anti-telescopic
The controlling criteria are reliability, low energy consumption, lightweight and high
efficiency leading to lower annualized cost of service. The coach should have high rate of
acceleration and deceleration.
0.9 POWER REQUIREMENTS

Electricity is required for operation of Metro system for running of trains, station services
(e.g. lighting, lifts, escalators, signalling & telecom, fire fighting etc) and workshops,
depots & other maintenance infrastructure within premises of metro system. The power
requirements of a metro system are determined by peak-hour demands of power for
traction and auxiliary applications. Broad estimation of auxiliary and traction power
demand is made based on the following requirements:-
(i) Specific energy consumption of rolling stock 75KWh/1000 GTKM
(ii) Regeneration by rolling stock 20%

EXECUTIVE SUMMARY
(iii) Elevated/at grade station load initially 250KW, which will increase to 400 KW
in the year 2043
(iv) Underground station load initially 2000 KW, which will increase to 2500 KW in
the year 2043
(v) Depot auxiliary load - initially 2000 KW, which will increase to 2500 KW in the
year 2043.
Keeping in view of the train operation plan and demand of auxiliary and traction power,
power requirements projected for the year 2018, 2021, 2031 and 2043 are summarized
in table 0.12 below:-
Table 0.12 Power Demand Estimation (MVA)

Corridor Year
2018 2021 2031 2043

Stadium (North-
Auxiliary 7.10 7.23 8.40 10.50
South)
Sub-total 13.27 14.51 19.41 26.89
Traction 8.64 9.68 13.86 19.16
Thaltej To
Auxiliary 16.74 17.36 19.39 22.24
Vastral Gam
(East-West) Sub-total 25.38 27.04 33.25 41.40
The high voltage power supply network of Ahmedabad city was studied in brief. The city
has 220, 132 and 66kV network to cater to various types of demand in vicinity of the
proposed corridor. Series of meetings were held with M/s Torrent Power AEC Limited
(Licensee of the area) and various sub-stations sites were inspected to finalize the Input
Power Supply sources & Supply Voltage.
Keeping in view the reliability requirements, Four Receiving Sub-stations (two for N-S
line and Two for E-W line) are proposed to be set up. This is an economical solution
without compromising reliability. Based on the discussions with M/s Torrent AEC Ltd., it
is proposed to avail power supply for traction as well as auxiliary services from the
following grid sub-stations at 132 or 66kV voltage through cable feeders: -
Table 0.13 Sources of Power Supply
S. N. Corridor Grid sub-station of Location of RSS Approx. length of

Torent AEC Ltd. of Metro 132 or 66kV cables
(Input voltage) Authority
APMC To Motera Vasna Grid sub- Gyaspur Depot 2.6 km Transmission
Stadium (North- station (132kV) Line (Double circuit)

EXECUTIVE SUMMARY
S. N. Corridor Grid sub-station of Location of RSS Approx. length of

Torent AEC Ltd. of Metro 132 or 66kV cables
South) Sabarmati Grid sub- Sabarmati/Ranip 1km.
station (132kV) (Double circuit)
Thaltej To Thaltej Grid sub- Thaltej 1km.
Vastral Gam station (132kV) (Double circuit)
(East-West) Amraiwadi Grid sub- Apparel Park 1.5km(Double
station(132kV) Depot circuit)
The summary of expected power demand at various sources is given in table 0.14.
Table 0.14 Power Demand projections for various sources
Peak demand Peak demand*

Normal (MVA) Emergency (MVA)
Corridor Input Source
Initial Year Year (2043) Initial Year Year (2043)
(2018) (2018)
Gyaspur RSS
Traction 3.91 9.30 6.17 16.39
Auxiliary 4.78 6.80 7.10 10.50
APMC To Sub-total (A) 8.69 16.10 13.27 26.89
Motera
Stadium Ranip/Sabarmati RSS
(North-South) Traction 2.26 7.09 6.17 16.39
Auxiliary 2.32 3.70 7.10 10.50
Sub-total (B) 4.58 10.79 13.27 26.89
Thaltej RSS
Traction 3.49 8.48 8.64 19.16
Auxiliary 7.14 9.57 16.74 22.24
Thaltej To Sub-total (C) 10.63 18.05 25.38 41.40
Vastral Gam
(East-West) Apparel Park
Traction 5.15 10.69 8.64 19.16
Auxiliary 9.60 12.67 16.74 22.24
Sub-total (C) 14.75 23.36 25.38 41.40
* Incase of failure of other source of power
The 132 kV power supply will be stepped down to 33 kV level at the RSSs of metro
authority. The 33kV power will be distributed along the alignment through 33kV Ring
main cable network for feeding traction and auxiliary loads. These cables will be laid in
dedicated ducts/cable brackets along the viaduct and tunnel.

EXECUTIVE SUMMARY
Interconnection of 33kV power supply between the two corridors has been planned at
the Interchange station of Old High Court which can be used for transfer of power from
One corridor to other in emergency situations. In case of tripping of One RSS of either
corridor on fault or input supply failure, train services can be maintained from stand-by
source of the same line or by feed extension from RSS of other line. But if one more RSS
fails, only curtailed services can be catered to. However, in case of total grid failure, all
trains may come to a halt but station lighting, fire and hydraulics & other essential
services can be catered to by stand-by DG sets. However, no train services can be run
with power supply received from DG Sets. Therefore, while the proposed scheme is
expected to ensure adequate reliability, it would cater to emergency situations as well,
except for the train running.
Typical High Voltage Receiving Sub-station

The 132 kV cables will be laid through public pathways from Torrent Power AEC Sub-
stations to RSS of Metro Authority. RSS at Gyaspur and Ranip/Sabarmati RSS shall be
provided with 2nos. (one as standby) 132/33 kV, 30 MVA (ONAN) three phase
Transformers for feeding Traction as well as auxiliary loads and RSS near Thaltej and
Apparel park RSS shall be provided with 2nos. (one as standby) 132/33 kV, 45 MVA
(ONAN) three phase Transformers. The capacity of transformers may be reviewed
considering the load requirement/distribution of both the corridors at the time of
detailed design.
Conventional Outdoor type 132 kV Switchgear is proposed for all the RSS to be located
in approx. 80 X 60 m (4800 sq. m) land plot as the availability of Land in this area may
not be a constraint. If Gas Insulated Switchgear (GIS) type Switchgear will be planned in
future due to less space and reduced maintenance the capital cost need to be enhanced.
0.9.1 750V dc Third Rail Current Collection System
For the 750V dc Third Rail Current Collection System, Bottom current collection with
the use of composite Aluminum steel third rail on main lines is envisaged from

EXECUTIVE SUMMARY
reliability and safety considerations (figure below). Low carbon steel third rail available
indigenously is proposed for the depot because of reduced current requirements.
Insulator
Insulated Protective Shrouds
Third Rail
Aluminium
Track 6mm thick

Third Rail support sliding surface : stainless steel
Composite Aluminum Third Rail
Concrete Sleeper
750V dc Third Rail Current Collection System
The cross-section of third rail will be about 5000 mm2. The longitudinal resistance of
composite and steel third rail is about 7 and 20 milli-ohm/km respectively. The life of
composite and steel third rail is expected to be 25-30 years.
0.9.2 Special Arrangements in Depot
A separate traction sub-station (TSS) shall be provided for the depot so as to facilitate
isolation of depot traction supply from mainlines in order to prevent the leakage of return
currents to depot area. Tracks of Depot area shall also be isolated from mainline through
insulated rail joints (IRJ). Remote operated sectionalizing switches shall be provided to
feed power from depot to mainline and vice-versa in case of failure of TSS.
The prescribed limit of highest touch potential in depot is 60V as per EN50122-1 and
therefore Track Earthing Panels (TEP) shall be provided at suitable locations to earth the
rail in case the rail potential exceeds this limit. In areas, where leaky conditions exist (e.g.
washing lines, pit wheel lathe etc.), insulated rail joints (IRJ) shall be provided with power
diodes to bridge the IRJ to facilitate passage of return current.
A detailed scheme shall be developed during the design stage.
0.9.3 Electromagnetic Interference (EMI) and Electromagnetic Compatibility (EMC)

EXECUTIVE SUMMARY
AC traction currents produce alternating magnetic fields that cause voltages to be

induced in any conductor running along the track. However, dc traction currents do
not cause electromagnetic induction effect resulting in induced voltages and magnetic
fields.
0.9.4 The rectifier-transformer used in dc traction system produces harmonic voltages,

which may cause interference to telecommunications and train control/protection
systems. The rectifier-transformer shall be designed with the recommended limits of
harmonic voltages, particularly the third and fifth harmonics. 12-pulse rectifier-
transformer has been proposed, which reduces the harmonics level considerably.
Detailed specification of equipment e.g. power cables, rectifiers, transformer, E&M
equipment etc shall be framed to reduce conducted or radiated emissions as per
appropriate international standards. The Metro system as a whole (trains, signaling &
telecomm, traction power supply, E&M system etc) shall comply with the EMC
requirements of international standards viz. EN50121, EN50123, IEC61000 series etc.
A detailed EMC plan will be required to be developed during project implementation
stage.
0.9.5 Auxiliary Supply Arrangements for Stations & Depot

Auxiliary sub-stations (ASS) are envisaged to be provided at each station. A separate
ASS is required at each depot. The ASS will be located at mezzanine or platform level
inside a room. Wherever TSS is required, ASS & TSS will be housed together inside a
room. The auxiliary load requirements have been assessed at 400 kW for
elevated/at-grade stations. Accordingly, two dry type cast resin transformers
(33/0.415kV) of 500kVA capacity are proposed to be installed at the stations (one
transformer as standby). Both the Depot ASSs will also be provided with 2x2500
kVA auxiliary transformers. For Underground station, the auxiliary load
requirements have been assessed at 2500 kW, accordingly, two dry type cast resin
transformers (33/0.415kV) of 3200kVA capacity are proposed to be installed at the
stations (with one transformer as standby).

EXECUTIVE SUMMARY
Typical Indoor Auxiliary Sub-station
2 x 2.5MW transformer-rectifier set shall be provided in each TSS with space

provisions for an additional set to be accommodated in future as and when train
composition is increased. Self-cooled, cast resin dry type rectifier-transformer is
proposed, which is suitable for indoor application. From the traction sub-stations,
750V dc cables will be laid up to third rail and return current cables will be connected
to running rails.
0.10 VENTILATION AND AIR-CONDITIONING SYSTEM
0.10.1 Need for Ventilation and Air Conditioning

The underground stations are built in a confined space. A large number of passengers
occupy concourse halls and the platforms, especially at the peak hours. The platform
and concourse areas have a limited access from outside and do not have natural
ventilation. It is therefore, essential to provide forced ventilation in the stations and
inside the tunnel for the purpose of:
- Supplying fresh air for the physiological needs of passengers and the staff;
- Removing body heat, obnoxious odours and harmful gases like carbon dioxide
exhaled during breathing;
- Preventing concentration of moisture generated by body sweat and seepage of
water in the sub-way;
- Removing large quantity of heat dissipated by the train equipment like traction
motors, braking units, compressors mounted below the under-frame, lights and fans
inside the coaches, A/c units etc.;
- Removing vapour and fumes from the battery and heat emitted by light fittings,
water coolers, Escalators, Fare Gates etc. working in the stations;
- Removing heat from air conditioning plant and sub-station and other equipment, if
provided inside the underground station.

EXECUTIVE SUMMARY
This large quantity of heat generated in M.R.T. underground stations cannot be

extracted by simple ventilation. It is, therefore, essential to provide mechanical cooling
in order to remove the heat to the maximum possible extent. As the passengers stay in
the stations only for short periods, a fair degree of comfort conditions, just short of
discomfort are considered appropriate. In winter months it may not be necessary to cool
the ventilating air as the heat generated within the station premises would be sufficient
to maintain the comfort requirement.
0.10.2 DESIGN PARAMETERS FOR VAC SYSTEM
With hot and humid ambient conditions of Ahmedabad during the summer and
monsoon months, it is essential to maintain appropriate conditions in the underground
stations in order to provide a comfort-like and pollution-free environment. The plant
capacity and design of VAC system needs to be optimized for the Designed inside
Conditions.
The Indian Standards & Codes, which pertain to office-buildings, commercial centers
and other public utility buildings. The standards used for buildings are not directly
applicable for the underground spaces, as the heat load gets added periodically with the
arrival of the train.
The patrons will stay for much shorter durations in these underground stations, the
comfort of a person depends on rapidity of dissipation of his body heat, which in turn
depends on temperature, humidity and motion of air in contact with the body. Body
heat gets dissipated is given out by the process of evaporation, convection and
conduction. Evaporation prevails at high temperature. Greater proportion of heat is
dissipated by evaporation from the skin, which gets promoted by low humidity of air.
The movement of air determines the rate of dissipation of body heat in the form of
sensible and latent heat.
There are different comfort indices recognized for this purpose. The Effective
Temperature criterion was used in selecting the comfort condition in earlier metros, in
this criteria comfort is defined as the function of temperature and the air velocity
experienced by a person. A new index named RWI (Relative Warmth Index) has been
adopted for metro designs worldwide. This index depends upon the transient condition
of the metabolic rate and is evaluated based on the changes to the surrounding ambient
of a person in a short period of about 6 to 8 minutes. It is assumed that during this
period human body adjusts its metabolic activities. Therefore in a subway system where
the train headway is expected to be six minutes or less, then RWI is the preferred
criterion.
(1) Outside ambient conditions:

This is based upon ASHRAE-2009 recommended design conditions for 1% criteria,
as under
1% Criteria

EXECUTIVE SUMMARY
Summer: 40.9oC (DB), 22.9oC (WB)

Monsoon: 32.9oC (DB), 28.1oC (WB)
For this corridor it is suggested to use 1% criteria, which is defined as the

conditions, when the DB or WB temperatures are likely to exceed for only 1% of the
total time.
(2) Inside design conditions:
Platform areas: 27oC at 55% RH
Concourse: 28oC at 60% RH
(3) Tunnel design conditions:
Normal conditions Max. DB 40oC
Congested conditions Max. DB 45oC
(4) Minimum fresh air: 10% or 18 cmh/person

(In station public areas)
0.11 SIGNALLING
The signaling system shall provide the means for an efficient train control, ensuring
safety in train movements. It assists in optimization of metro infrastructure investment
and running of efficient train services on the network.
0.11.1 Signalling and Train Control
Metro carries large number of passengers at a very close headway requiring a very high
level of safety enforcement and reliability. At the same time heavy investment in
infrastructure and rolling stock necessitates optimization of its capacity to provide the
best services to the public. These requirements of the metro are planned to be achieved
by adopting CATC (Continuous Automatic Train Control System) based on CBTC
(Communication based Train Control System) which includes ATP (Automatic Train
Protection), ATO (Automatic Train Operation) and ATS (Automatic Train Supervision)
sub-systems using radio communication between Track side and Train.
This will:
Provide high level of safety with trains running at close headway ensuring
continuous safe train separation and for bidirectional working.
Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal /
warning by the driver.
Provides safety and enforces speed limit on section having permanent and
temporary speed restrictions.

EXECUTIVE SUMMARY
Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed / and other information in his cab enabling him to optimize
the speed potential of the track section. It provides signal / speed status in the cab
even in bad weather.
Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock.
Improve maintenance of Signalling and telecommunication equipments by
monitoring system status of trackside and train born equipments and enabling
preventive maintenance.
Signalling & Train Control system on the line shall be designed to meet the required
headway during peak hours.
Radio for CBTC shall work in License free ISM band.
0.12 TELECOMMUNICATION & AUTOMATIC FARE COLLECTION
The Telecommunication system acts as the communication backbone for Signalling

systems and other systems such as SCADA, AFC etc and provides
Telecommunication services to meet operational and administrative requirements
of the metro network.
The Telecommunication facilities proposed are helpful in meeting the requirements

for:
1. Supplementing the Signalling system for efficient train operation.

2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system
The proposed Telecom system will cater to the following requirements:
Train Traffic Control

Assistance to Train Traffic Control
Maintenance Control
Emergency Control
Station to station dedicated communication
Telephone Exchange
Integrated Passenger Announcement System and Passenger Information and
Display System within the station and from Central Control to each station.
Centralised Clock System
Train Destination Indicator

EXECUTIVE SUMMARY
Instant on line Radio Communication between Central Control and Moving Cars
and maintenance personnel.
Data Channels for Signalling, SCADA, Automatic Fare Collection etc.
E&M SCADA is not envisaged as part of Telecomm System as such, hence catered
to separately in DPR
Integrated Network Control System
Access Control System
0.12.1 AUTOMATIC FARE COLLECTION
Metro Rail Systems handle large number of passengers. Ticket issue and fare collection
play a vital role in the efficient and proper operation of the system. To achieve this
objective, ticketing system shall be simple, easy to use/operate and maintain, easy on
accounting facilities, capable of issuing single/multiple journey tickets, amenable for
quick fare changes and require overall lesser manpower. In view of above, computer
based automatic fare collection system is proposed.
For Multiple Journey, the Store Value Contactless Smart Card shall be utilized and for the
Single Journey, the Smart media shall be as utilized as Contactless Smart Token. System
should be compatible with the Contactless Smart Chip supplied by at least 2 Chip OEMs
as per ISO 14443 standard.
AFC system proves to be cheaper than semi-automatic (manual system) in long run due
to reduced manpower cost for ticketing staff, reduced maintenance in comparison to
paper ticket machines, overall less cost of recyclable tickets (Smart Card/Token) in
comparison to paper tickets and prevention of leakage of revenue. Relative advantages
of automatic fare collection system over manual system are as follows:
A) Manual fare collection systems have the following inherent disadvantages:
1. Large number of staff is required for issue and checking of tickets.

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

2. Less possibility of leakage of revenue due to automatic ticket check by control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate, faster evacuation both in normal and emergency.
5. System is amenable for quick fare changes.
6. Management information reports generation easy.

EXECUTIVE SUMMARY
7. System has multi-operator capabilities. Same Smart Card can be used for other
applications also, including in other lines of the Metro.
8. Contactless Smarts Card based AFC systems are the worldwide accepted systems for
LRT/Metro environment.
The proposed ticketing system shall be that to be of Contactless Smart Card type for
multiple journey and Contactless Token for Single Journey. The equipment for the same
shall be provided at each station Counter/Booking office and at convenient locations and
will be connected to a local area network with a computer in the Station Control room.
C) Choice of Control Gates
Flap type Control Gates are proposed which offer high throughput, require less
maintenance and are latest in modern metros internationally. Tripod turnstile type
gates offer less throughput and require more maintenance and hence are not proposed.
All these Gates will have a functionality of Auto Top on Smart cards in case balance goes
below the threshold Value (As per User Choice/Business Rules)
D) Ticket Vending Machine (TVM)
At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket Vending
Machines) are proposed. The TVMs will provide convenience to passengers to avoid
standing in queues at ticket booths and provide them international standard service.
This will be used for
1. Dispensing Smart Tokens for single journey

2. Add Value in Smart card by paying money using Bank Notes or through Credit Card
/Debit card /pre Paid card.
3. Return the remaining money through Bank Notes and Coins (Min 2 types)
E) Ticket Reader/Add Value Machines

These machines will be used to know the Card/Token balance and can also be used as
Add value device in case payment for Card top up is made through alternate Internet
based channel like net banking, Credit/Debit card ( Payment gateway) etc.
F) Recharge Card terminal Machine (RCTM)
RCTM will be used to recharge the Card using bank Note as well as Credit Card /Debit
card /Pre Paid card.
0.13 DISABLED FRIENDLY FEATURES
The objective of making these features is to create a user-friendly mass transport system
in India which can ensure accessibility to persons with disabilities, people travelling

EXECUTIVE SUMMARY
with small children or are carrying luggage, as well as people with temporary mobility
problems (e.g. a leg in plaster) and the elderly persons.
The design standards for universal access to Public Transport Infrastructure including
related facilities and services, information, etc. would benefit people using public
transport.
The access standards given here are extracted from Indian Roads Congress Code, IRC
103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011 and
National Building Code, 2005. Central Public Works Departments (CPWD) Space
Standards for Barrier Free Built Environment for Disabled and Elderly Persons, 1998
and 2013 edition (under revision by MoUD), and international best practices /
standards
Further, it has also been attempted to provide guidelines/ standards for alighting and
boarding area, approach to station, car parking area, drop-off and pick-up areas,
taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road
intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge etc.
to achieve a seamless development around metro stations.
(A) CONTENT
1. Rail Transport
2. Metro Rail Station
Way finding
Signage
Automated Kiosks
Public Dealing Counters
Audio-visual Displays
Public Telephones
Rest Areas/Seating
Tactile Paving - Guiding & Warning
Doors
Steps & Stairs
Handrails
Ramps
Lifts/Elevators
Platform/Stair Lift
General and Accessible toilets
Drinking Water Units
Visual Contrasts

EXECUTIVE SUMMARY
Emergency Egress/Evacuation
3. Street Design
Footpath (Sidewalk)
Kerb Ramp
Road Intersection
Median/Pedestrian Refuge
Traffic Signals
Subway and Foot Over Bridge
4. Alighting and Boarding Area
Approach
Car Park
Drop-off and Pick-up Areas
Taxi/Auto Rickshaw Stand
Bus Stand/Stop
(B) METRO RAILWAY STATIONS
1. LEVEL APPROACH
Approach route should not have level differences. If the station is not on the
same level as the walkway or pathway, it should a ramp.
Walkway surfaces should be non-slip.
Approach walkway should have tactile pavements for persons with visual
impairments.
2. STATION ENTRANCES AND EXITS
These should have a minimum width of 1800mm and is level or ramped.
3. RESERVATION AND INFORMATION COUNTERS

Should have clear floor space of at least 900 mm x 1200 mm in front of the
counters;
There should be at least one low counter at a height of 750 mm to 800 mm from
the floor with clear knee space of 750 mm high by 900 mm wide by 480 mm
deep.
At least one of the counters should have an induction loop unit to aid people with
hearing impairments; and
The counters should have pictographic maps indicating all the services offered at
the counter and at least one of the counter staff should be sign language literate.
4. TOILET FACILITIES

EXECUTIVE SUMMARY
There should be at least one unisex accessible toilet

Ticket Gates
At least one of the ticket gates should:
Be minimum 900 mm wide to allow a wheelchair user through; and

Have a continuous line of guiding paver for people with visual impairments.
5. PLATFORMS
The Platforms should:
Have a row of warning paver installed 600mm before the track edge;
Have non-slip and level flooring;
Have seating areas for people with ambulatory disabilities;
Be well illuminated lux level 35 to 40;
There should be no gap or difference in level between the train entry door and
the platform.
All platforms should inter-connect by means of an accessible routes or lifts; and
provide accessible level entrance to the train coach.
6. WAY FINDING
Way finding references should be available at decision points.

Colour can be used to identify routes and provide assistance in locating doors,
walls and hazards. Proper colour contrast between different elements greatly
improves visibility for all users and is critical for persons with low vision. For
example, colour contrasting of door frames can assist in locating doors, and
likewise floors should be contrasted with walls. In addition, furniture should
contrast with walls and floors so as not to create an obstacle.
Structural elements such as columns should be colour contrasted or brightly
marked so as to be visible to those who may have a visual disability.
Generally, patterns on flooring should be avoided or else should be minimal and
small to avoid visual confusion.
In addition to identifying hazards or warnings, tactile floor surfaces can also be
used to inform that there is a change in area (e.g. leaving a corridor and entering
a boarding area).
Tactile systems should be consistent throughout the building. For example,
terminals should not have carpeting in some boarding areas and tile in others as
this may create confusion for those who rely on tactile surfaces to guide them to
their destination.
Good lighting assists those with a visual disability to see better and allows people
who have a hearing impairment to lip read easier. However, care should be taken

EXECUTIVE SUMMARY
to properly direct lighting and to use matte finishes on floors, walls and signage,
so as not to create glare which may create difficulties for all travelers.
Blinds can be used to adjust lighting levels in areas where the natural lighting
changes significantly throughout the day.
7. SIGNAGE
Signs must be clear, concise, and consistent. All travelers need clear information about
the purpose and layout of terminals to maintain a sense of direction and independent
use of all facilities. Using internationally and nationally established symbols and
pictograms with clear lettering and Braille ensures universal accessibility cutting across
regional/cultural and language barriers. A cohesive information and signage system can
provide visual (e.g. signs, notice boards), audible (e.g. public address and security
systems, induction loops, telephones, and infrared devices), and/ or tactile information
(e.g. signs with embossed lettering or Braille).
8. SIGN DESIGN SPECIFICATIONS
The sign should be in a prominent position.

The face of the sign should be well-illuminated by natural or artificial light.
Letters should be simple such as Arial, Helvetica medium, and san serif or similar
and numbers should be Arabic.
The colour of the text should be in a colour that contrasts with the sign board.
The sign board should also contrast with the wall on which it is mounted.
The surface of the sign should not be reflective.
Some signs such as those adjacent to or on a toilet door may be embossed so that
they can be read by touch.
Illuminated signs should not use red text on a dark background.
Signs should be supplemented by Braille where possible.
Fig. 0.2 (a) Way finding signage (b) International Symbol of

Accessibility

EXECUTIVE SUMMARY
9. SIGNAGE OF ACCESSIBLE TOILETS
All unisex accessible toilets to have access symbol in contrast colours. A distinct
audio sound (beeper/clapper) may be installed above the entrance door for
identification of the toilets.
Fig. 0.3 - Signage for accessible washroom
0.14 ENVIRONMENTAL IMPACT ASSESSMENT
The historic city of Ahmedabad is becoming the increasing opportunities for trade and
commerce and as a center for higher education, the population of the city is already
touching 6 million and this heavy growth continues. Being thickly populated area,
Ahmadabads traffic needs cannot be met by only road-based system. With projected
increase in the population of the city, strengthening and augmenting of transport
infrastructure has assumed urgency. For this purpose provision of Rail-based Metro
system in the city has been considered.
Metro-Link Express for Gandhinagar and Ahmedabad (MEGA) Company Ltd intends to
implement Phase 1 of the Ahmedabad Metro Rail Project with international/multilateral
funding from lending agencies like JICA. Phase 1 comprises of the revised North-South
corridor from APMC to Motera along existing railway line and the East-West corridor
from Thaltej to Vastral. The East-West corridor provides connectivity between
residential areas in the western part of Ahmedabad and Industrial areas in the eastern
part and passes through old city and Ashram Road.
The objective of the study is to facilitate the Metro Link Express for Gandhinagar and
Ahmedabad (MEGA) in preparation of EIA report as per the requirement of regulatory
agencies and funding agency JICA. The scope of EIA includes the impacts resulting from
pre-construction, construction and operation phases of E-W & N-S corridor, Depot and
sub-stations. The EIA is based on detailed field reconnaissance surveys, inventories and
available secondary information.
The MoEF, Government of India, Notification of 14th September 2006 and its amendment
enlist projects in Schedule that require environmental clearance. However as per the
said notification a metro project does not require environmental clearance from MoEF.

EXECUTIVE SUMMARY
0.15 SECURITY MEASURES FOR A METRO SYSTEM
Metro is emerging as the most favoured mode of urban transportation system. The
inherent characteristics of metro system make it an ideal target for terrorists and
miscreants. Metro systems are typically open and dynamic systems which carry
thousands of commuters. Moreover the high cost of infrastructure, its economic
impotence, being the life line of city high news value, fear & panic and man casual ties
poses greater threat to its security. Security is a relatively new challenge in the context
of public transport. It addresses problems caused intentionally. Security differs from
safety which addresses problems caused accidentally. Security problems or threats are
caused by people whose actions aim to undermine or disturb the public transport
system and/or to harm passengers or staff. These threats range from daily operational
security problems such as disorder, vandalism and assault to the terrorist threat.
0.15.1 NECESSSITY OF SECURITY
It is well known that public transportation is increasingly important for urban areas to
prosper in the face of challenges such as reducing congestion and pollution. Therefore,
security places an important role in helping public transport system to become the mode
of choice. Therefore, excellence in security is a prerequisite for Metro system for
increasing its market share. Metro railway administration must ensure that security
model must keep pace rapid expansion of the metro and changing security scenario.
0.15.2 THREE PILLARS OF SECURITY
Security means protection of physical. Human and intellectual assets either from
criminal interference, removal of destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. There are three important pillars of
security as mentioned under:
(i) The human factor;

(ii) Procedures; and
(iii)Technology
0.16 DISASTER MANAGEMENT MEASURES
A disaster is a tragic event, be it natural or manmade, which brings sudden and immense
agony to humanity and disrupts normal life. It causes large scale human suffering due to
loss of life, loss of livelihood, damages to property and persons and also brings untold
hardships. It may also cause destruction to infrastructure, buildings, communication
channels essential services, etc.
0.16.1 Need for Disaster Management Measures

EXECUTIVE SUMMARY
The effect of any disaster spread over in operational area of Ahmedabad Metro is likely
to be substantial as MEGA deals with thousands of passengers daily in underground
tunnels, viaducts and stations. Disaster brings about sudden and immense misery to
humanity and disrupts normal human life in its established social and economic
patterns. It has the potential to cause large scale human suffering due to loss of life, loss
of livelihood, damage to property, injury and hardship. It may also cause destruction or
damage to infrastructure, buildings and communication channels of Metro. Therefore
there is an urgent need to provide for an efficient disaster management plan.
0.16.2 Objectives:
The main objectives of this Disaster Management Measures are as follows:
Save life and alleviate suffering.

Provide help to stranded passengers and arrange their prompt evacuation.
Instill a sense of security amongst all concerned by providing accurate
information.
Protect Metro Rail property.
Expedite restoration of train operation.
Lay down the actions required to be taken by staff in the event of a disaster in
MEGA in order to ensure handling of crisis situation in coordinated manner.
To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is
important that these officials and workers are adequately trained in anticipation
to avoid any kind of confusion and chaos at the time of the actual situation and to
enable them to discharge their responsibilities with alertness and promptness.
0.17 Multi Modal Traffic Integration at Metro Stations
0.17.1 Background
The proposed metro in Ahmedabad has two corridors totaling 37.928 km and 32
stations, including terminal stations. It traverses across the city in the north-south and
east-west direction and along its path covers many important origins and destinations.
However, its reach will not be enough to reach all origins and destinations. Fortunately,
Ahmedabad has planned for a multi-modal system, where the proposed metro
complements the existing BRTS and AMTS services. The need is now to ensure that
people have safe, comfortable and secure access to the above modes as well as seamless
integration facilities.
The AMTS, which is a much older service, has a fleet of close to 800 buses and operates
over 150 routes. It has a daily ridership of close to 7 lakh. As the BRTS expands, the
AMTS routes are being rationalized to avoid major overlaps and expand into new,

EXECUTIVE SUMMARY
upcoming suburbs of Ahmedabad. They are also expected to act as feeders to the BRTS
and AMTS. A new proposal by the AMTS calls for moving away from the traditional
destination oriented services to direction based services. Accordingly, new routes have
been proposed, consisting of 16 radial and 3 ring routes, running at high frequency.
The Centre of Excellence in Urban Transport, CEPT University has been commissioned
by MEGA to undertake a study on last mile connectivity for proposed metro corridor.
The Last Mile Connectivity refers to the provision of travel service from home or
workplace to the nearest public transportation mode. A trip is considered as the entire
journey between origin and destination. Commuters may utilize and combine different
modes of transport for the entire trip. Metro or BRTS may cater to a majority of this kind
of trip, but commuters always need to complete the access and egress part on their own.
Figure 0.1 Components of trip
Figure 0.2 Proposed Metro corridor
The map above shows the metro corridors proposed in phase 1. Along with the BRTS
and AMTS, it is expected that the mode share of public transit in Ahmedabad will
increase from the present 15% to 53% by 2043. However, there is a need to ensure that
these three systems are integrated in such a manner that the commuter gets benefit of
single trip through fare integration as well enjoys a seamless physical transition from
one mode to another. Along with this, there is a need to ensure that last mile
connectivity through pedestrian and bicycle facilities are enhanced.

EXECUTIVE SUMMARY
This chapter will look at concepts of last mile connectivity along with multi-modal
integration, and identify key interchange locations that need to be identified in
Ahmedabad keeping in mind present and future demand and potential.
The cost requirement for such facilities would also be estimated at block costs level to
get an idea of the funds required.
0.17.2 AIM AND OBJECTIVES

The aim of this study is to suggest measures to increase last mile connectivity for metro
users and to integrate metro with other modes of transit. The specific objectives are:
To suggest measures that provide local destinations with safe, comfortable and
convenient accessibility to Metro stations
To propose design guidelines for local street environment
To propose conceptual designs that will maximize benefits and efficiency of
interchanges
0.17.3 METHODOLOGY
Walk Local Area

Access Plan
Cycle
Last mile Feeder system/ Integrated

connectivity Public transport Feeder services
IPT
Seamless
Private vehicle Interchanges
Figure 0.3 Different aspects of Last Mile Connectivity

The study will look at each metro station and the surrounding area in detail. The land
use for a distance of 500m from the corridor has been surveyed to understand nature of
existing development. All prominent activities such as schools, colleges, hospitals, malls
etc. will be mapped to ensure that the LAAP caters to all of them. At the same time, for
each station, feeder services in the form of BRTS and AMTS will be identified. Each
metro station will be classified in terms of level of the interchange, which will be
finalized based on the number of modes and frequency of services.

EXECUTIVE SUMMARY
0.18 COST ESTIMATES
Project Cost estimates for the Ahemdabad metro rail network has been prepared
covering civil, electrical, signalling and telecommunication works, rolling stock,
environmental protection, rehabilitation, considering 750v dc traction at March 2014
price level, both for Capital and Operation & Maintenance costs.
While preparing cost estimates, various items have generally been grouped under
three major heads on the basis of:-
(i) Route km. Length of alignment
(ii) No. of units of that item and
(iii) Item being an independent entity.
All items related with alignment, whether in underground or elevated or at-grade
construction, permanent way, traction, signalling and telecommunication, have been
estimated on rate per route km/km basis. Route km. cost for underground alignment
construction, excludes station lengths. Station lengths (260m) have to be done by cut
and cover in general and by tunneling under compelling exceptional circumstances.
The rates adopted for underground stations include cost of civil structures and
architectural finishes. Similarly, cost of elevated and at grade stations includes civil
work for station structures, architectural finishes, platform roofing, etc. Provisions for
electrical and mechanical works, air conditioning, lifts, escalators, etc, have been
worked out separately. These rates do not include cost of permanent way, traction,
power supply, signaling and telecommunication, automatic fare collection (AFC)
installations, for which separate provisions have been made in the cost estimates.
Similarly, for other items like Rolling stock, Traction & Power, VAC, etc, costs have
been summed up separately. In remaining items, viz. land, utility diversions,
rehabilitation, etc the costs have been assessed on the basis of each item taken as an
independent entity.
In order to arrive at realistic cost of various items, costs have been assessed on the
basis of accepted/completion rates in various contracts, awarded for similar works by
DMRC in Phase-III. A suitable escalation factor has been applied to bring these costs to
March 2014 price level. Taxes & Duties such as Customs Duty, Excise Duty, Sales Tax,
Works Tax, VAT, etc, wherever applicable, have been worked out on the basis of
prevailing rates and included in the cost estimates separately.
The overall Capital Cost for the Ahemdabad metro rail network at March 2014 price
level works out to Rs. 9835 Crores including applicable Taxes & Duties, as tabulated
hereunder.

EXECUTIVE SUMMARY
Table 0.15 Corridor-wise Details of Capital Cost
(Rs. Crore) (Rs. Crore) (Rs. Crore)
Total 8387 1448 9835
0.19 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY
The Ahmadabad Metro Project is proposed to be constructed with an estimated cost of

Rs 9382.00 Crore with central taxes and land cost. The length of the metro system and
estimated cost at March-2014 price level without central taxes and with central taxes is
placed in table 0.16 as under:
Table 0.16 Cost Details

Sr. No. Name of Corridor Distance Estimated Estimated cost
cost without with Central
(km)
taxes taxes & land cost
(Rs/Crore) (Rs/Crore)
1 E-W Corridor (Thaltej
19.435 4951 5,550.00
to Vastral Gam)
2 18.493
N-S Corridor (APMC (including
3436 3,832.00
to Motera Stadium) Depot
connection)
Total 37.928 8387 9382.00
The estimated cost at March-2014 price level includes an amount of Rs. 7.04 Crore as
one-time charges of security personal towards cost of weapons, barricades, and hand
held and door detector machine etc. However, the recurring cost towards salary and
allowances of security personal have not taken in to account in FIRR calculation. 2% of
the project cost is taken for providing first mile and last mile connectivity i.e., feeder bus
services.
0.19.1 Investment Cost
For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with central taxes has been calculated by taking escalation factor
@7.5% per annum. It has been assumed that Gujarat State Government will exempt the
local taxes or reimburse the same and provide the land worth Rs. 793 crore at March-
2014 price level free of cost or it shall provide Interest Free Subordinate Debt.

EXECUTIVE SUMMARY
It is assumed that the construction work will start on 01.07.2014 and is expected to be
completed on 31.03.2018 with Revenue Opening Date (ROD) as 01.04.2018 for the both
the corridors. The total completion costs duly escalated and the cash flow of investments
shown in the table 0.17.
Table 0.17 Year wise Investment (Completion Cost including cost of land)
Financial Year Cost at March-2014 Price Level Completion Cost

2014-15 693.00 719.00
2015-16 2411.00 2687.00
2016-17 2412.00 2890.00
2017-18 2577.00 3319.00
2018-19 859.00 1189.00
2019-20 258.00 384.00
2020-21 172.00 275.00
Total 9382.00 11463.00
Although the construction is expected to get over by 31st March 2018, the cash flow spill
over up to March 2021 on account of payment normally required to be made to the
various contractors up to that period necessitated by contractual clauses.
The cost of Land of Rs. 793 crore at March-2014 price level included in the above
completion cost will be provided free of cost by the Gujarat Government. However, Cost
of 10 hectare land to be provided by Gujarat Government for property development has
not been included in above.
0.19.2 MODELS OF FINANCING
The financing option shall depend upon selection of the dedicated agency created to
implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the State Government Control (Delhi Metro Rail
Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC)
(ii) Built, Operate & Transfer (BOT), and
SPV Model: - The corridor is a standalone one and therefore forming a separate SPV may be in
the name of Ahmadabad Metro Rail Corporation may be desirable. The funding pattern under
this model (SPV) is placed in table 0.18 as under: -

EXECUTIVE SUMMARY
Table 0.18 Funding pattern under SPV model (with central taxes)
With Taxes & Duties With Taxes & Duties

Particulars
Amount % of Contribution
Equity By GOI 1497.00 14.15%
Equity By GOG 1497.00 14.15%
SD for CT by GOG (50%) 618.00 5.84%
SD for CT by GOI (50%) 618.00 5.84%
1.40% JICA Loan 5968.00 56.43%
12% Market Borrowings 379.00 3.59%
Total 10577.00 100.00%
SD for Land by GOG (100%) 886.00
Total 11463.00
Interest During Construction 279.00
Grand Total 11742.00
In addition to the above, State Taxes of Rs.636.00 crore on completion cost basis has to
be either reimbursed or exempted by state government.
BOT Model: - In this model, the private firm will be responsible for financing, designing,
building, operating and maintaining of the entire project. The contribution of
Government of Gujarat will be limited to cost of land only. Such a project become
eligible for Viability Gap Funding (VGF) upto 20% from the Central Government
provided the state government also contribute same or more amount towards the
project. The metro being a social sector project not much private parties are available
to bid for such a project. Besides quite expectedly the private operator may demand
assured rate of return in the range of 16% to 18% or a comfort of guaranteed ridership.
The funding pattern assumed under this model excluding the cost of land is placed in
table 0.19 & 0.20 tabulated as under: -
Table 0.19 Funding pattern under BOT Combined (18% EIRR) (With central
taxes and without land cost and without Property Development)
With Taxes & Duties
Particulars
Amount (Rs/Crore) % Of contribution
VGF by GOI 2115.00 20.00%
VGF by GOG 3485.00 32.95%
Equity by Concessionaire 1659.00 15.68%
Concessionaires debt @12% PA 3318.00 31.37%
Total 10577.00 100.00
Land Free by GOG 886.00
IDC 246.00
Total 11709.00

EXECUTIVE SUMMARY
Table 0.20 Funding pattern under BOT Combined (18% EIRR)(With central taxes
and without land cost and with Property Development)
Particulars With Taxes & Duties
Amount
% Of contribution
(Rs/Crore)
VGF by GOI 2115.00 20.00%
VGF by GOG 3085.00 29.17%
Total 10577.00 100.00
IDC 348.00
Total 11811.00
0.19.3 Additional Investment
Total investment provided in the FIRR calculation towards requirement of additional

rolling stock duly escalated @5% PA is placed in table 0.21 as under: -
Table 0.21 Additional Investment towards Rolling Stock

(Rs/Crore)
Financial Year No. of Cars Amount
2021-22 27 507.00
2031-32 60 2296.00
2043-44 87 4782.00
TOTAL 174.00 7585.00
The total fund contribution of GOI & GOG under various alternatives is tabulated in table 0.22.
Table 0.22
Rs. In crore
Particulars SPV Model BOT Model without PD BOT Model with PD
GOI 2115.00 2115.00 2115.00
GOG 3001.00 4371.00 3971.00
Total 5116.00 6486.00 6086.00

EXECUTIVE SUMMARY
0.20 ECONOMIC APPRAISALS
Economic benefits are social and environmental benefits which are quantified and then
converted into money cost and discounted against the cost of construction and
maintenance for deriving Economic Internal Rate of Return (EIRR). When actual revenue
earned from fare collection, advertisement and property development are discounted
against construction and maintenance cost, interest (to be paid) and depreciation cost,
Financial Internal rate of Return (FIRR) is obtained. Therefore, EIRR is viewed from
socio-economic angle while FIRR is an indicator of pure financial profitability and
viability of any project
0.20.1 Economic Performance Indicators
For Moderate Scenario, after generating the cost and benefit stream table, values of
economic indicators are derived and are given in table 0.23. Project period is 2014-
2043, EIRR (without tax) is found to be 19.94% and B/C ratio as 5.52 and with 12 %
discount, EIRR is 7.09% and B/C ratio is 2.03. NPV without discount is Rs 145959 Cr.
and with 12% discount rate, NPV is Rs. 9997 Cr. which shows that the project is
economically viable.
Table 0.23 - Economic Indicator Values (with Central Tax)
Current Price Fixed Price Base Year 2014

WITH WITH
WITHOUT WITHOUT
AHMDABAD PAHSE 1 DISCOUNT DISCOUNT
DISCOUNT DISCOUNT
(12%) (12%)
Cumulative cost (Cr.) 32260 9702 13028 7065
Cumulative benefit(Cr.) 178219 19700 54717 8372
Benefit Cost Ratio 5.52 2.03 4.20 1.18
NPV(Cr.) 145959 9997 41689 1166
EIRR 19.94% 7.09% 13.92% 1.71%
0.21 IMPLEMENTATION PLAN
Implementation on Delhi Metro/Chennai Metro Model
MEGA has to take action for appointment of General Consultants for project
management including preparation of tender documents. Till the General Consultants
are in position, MEGA should appoint an interim Consultant for all preliminary and
enabling jobs such as land acquisition, detailed design of civil structures, utility
diversions, etc.

EXECUTIVE SUMMARY
The proposed date of commissioning of the both corridor with suggested dates of
important milestones is given in Table 0.24
Table 0.24 - Implementation Schedule through DMRC model Phase I

Completion
S. No. Item of Work
Period
1 Submission of Final DPR to State Govt. D

2 Approval of DPR by State Government D + 0.5momth
Submission of DPR for Approval of Ministry of Urban
3 D + 1month
Development (MoUD).
4 Appoint interim Consultant for preliminary works D + 3months
5 Approval of Project by Empowered Committee D +3months
6 Sanction of Project by EGOM. D +6months
7 Appoint General Consultant D +9months
Tendering, Execution of works and Procurement of equipments,
8 D +57months
coaches and installations
9 Testing and Commissioning D +60moths
10 Revenue Operation D +60months
0.22 CONCLUSIONS & RECOMMENDATION
The combined FIRR of both the corridors with taxes is 10.45% with revenue from
additional property development of 10 hectares of land and EIRR is 19.94 %. The pre-
tax Equity FIRR to the BOT operator is 18% with a total VGF of only Rs.6086.00 crore
excluding the cost of 10 hectare Land. Since the Gujarat State Government is providing
land parcels for PD, it is advisable to take up the job on DMRC/BMRCL/CMRL model.
Accordingly, the corridors are recommended for implementation.

EXECUTIVE SUMMARY
Figure0.4

CHAPTER 1 - INTRODUCTION
Chapter -1
INTRODUCTION
1.1 BACKGROUND
The historic city of Ahmedabad is amongst the major metropolitan cities in India. With the
increasing opportunities for trade and commerce and as a center for higher education, the
population of the city is already touching 6 million and this heavy growth continues.
The city, known as Ashapalli or Ashaval in ancient times, was founded by King Karnadeva
Vaghela as Karnavati in 11th Century as capital of his kingdom. Later on Sultan Ahmed Shah
of Gujarat Sultanate shifted his capital from Patan to Karnavati and renamed it as
Ahmedabad in 1411 AD. A number of monuments built during his era are spread over the
old city area. The walled city was also built during this era and its 12 gates are still existing
though most of the wall can't be seen anymore. The city thrived as the capital of strong
kingdom but later became part of the Moghul Sultanate in 1573. Shahjahan spent the prime
of his life in this city and developed the present Shahi Baug area. The city was invaded by
the Marathas in the year 1707 and ruled by them from 1753 AD to 1817 AD, when the city
was taken over by the British.
During the British period the city became "Manchester of India" due to large scale
manufacturing of textile. The first textile mill was set up in 1854 and more such mills
followed soon after with rapid industrialization. However, the textile industry in the city is
no more a force to reckon with, yet it is fifth largest producer of denim cloth in the world.
The eastern part of the walled city is mostly inhabited by the families of mill mazdoors, who
have been forced to find alternative jobs due to closure of most of the textile mills. However
many chemical and pharmaceutical industries have come up around the city. Trade is still
flourishing in the city as textile weaving, tie-and-dye work, zari work and intricate silk
embroidery produced by this city has been famous for centuries.
Ahmedabad became capital of the newly formed Gujarat State in the year 1960 but a new
capital was established at Gandhinagar in 1970. At present Ahmedabad is the district
headquarter and the biggest city of the state. The High Court and many offices of the Central
Government still exist at Ahmedabad. A new Division of Western Railway has recently been
formed at Ahmedabad due to the increasing share of rail traffic in the area with
development of private ports in Gujarat.
The city is also a tourist place and gateway to Saurashtra and Kuchchh region. The main
tourist attraction of the city are Ahmed Shah's Tomb, Teen Darwaza, Bhadra Fort, Swami
Narayan Temple, Geeta Mandir, Shaking Minarets, Jama Masjid, Kankaria Lake, Rani Sipri's
Mosque and Tomb, Rani Rupmati Mosque, Shahibaug Palace and Sabarmati Ashram. In
addition number of festivals are celebrated with colour and gaiety to promote tourism.

The city has many educational institutes including Gujarat University. The other
internationally and nationally known academic and research institutes are the Indian
Institute of Management (IIM), the Physical Research Laboratory, the Institute of Plasma
Research, the Space Application Centre, the School of Architecture and Centre for
Environment Planning, the National institute of Design, L.D. Institute of Technology and
Nirma University.
Gandhinagar, the Capital of Gujarat, is a carefully planned city on the lines of Chandigarh.
The city is divided in 30 well-planned sectors, which are generally self-contained. The core
of the city is the Assembly Building (Vidhan Sabha) with administrative offices and
Secretariat surrounding it. The wide roads, lined with trees are crossing at right angles to
each other and have lawns on both sides. The tree cover in Gandhinagar is one of the
biggest in India.
Gandhinagar is well connected with Ahmedabad through highway from the city as well as
Airport. The rail connection to Ahmedabad is also available but the same is not very
popular. The city has Akshardham Temple as a tourist attraction.
1.2 STUDY BACKGROUND

Originally DPR for Ahmedabad Metro Rail Network and Regional Rail System was submitted
by DMRC in 2005, consisting following corridors.
Regional Rail System
o Line 1 Barajedi-Kalupur-Kalol
o Line 2 Kalupur-Naroda
Metro Rail System:
o Line 1 APMC Vasna Aayakar Bhawan-Sabarmati - Akshardham (North-South
corridor)
o Line 2 Kalupur-Aayakar Bhawan -Thaltej (East-West corridor)
Subsequently, in 2008 DMRC was again commissioned by GIDB to prepare DPR for metro
connectivity from Gandhinagar to GIFT city & from Gandhi Nagar to Airport and review
certain portion of the corridors proposed in 2005 DPR. Accordingly study was carried by
DMRC and reports were submitted in 2010.
Further vide their letter no MEGA/Chm/Oct/2013/, dated 20/10/2013(Annexure I) MEGA

requested to DMRC for upgradation of earlier DPR submitted by DMRC. Accordingly the
DPR of Ahmedabad Metro Rail project was prepared by DMRC for MEGA Co. in February
2014.This DPR and the proposed alignment was approved by the state cabinet in April 2014
and sent to Ministry of Urban Development in April 2014.
Since the reorganization of MEGA in 2011, the State government of Gujarat had been
contemplating the finalization of the corridors for the metro. Since 2012, the Govt. of
Gujarat (GoG) had been pursuing the case of Metro corridor to be constructed along the
Railway corridor (the Sabarmati Botad MG line of Bhavnagar division of Western railway)
convenient passage for traffic. In this connection letters had been sent from Secretary, UDD,
GoG to Ministry of railways, Chief Secretary, GoG and Honble CM, Gujarat to Minister of
Railways. However no response had been forthcoming from railways. As a result left with
no other choice, the GoG decided to finalized an alternate route for Ahmedabad metro and
simultaneously pursued the case with Railways for seeking their approval for utilization of
the underutilized railway corridor.

The GoG continued to pursue the this case and a request was once again sent to WR by
UDD/GoG in June 2014 seeking WRs approval for the proposed alignment of North South
corridor along the Sabarmati Botad MG railway alignment. Based on subsequent
correspondence, a reply was received from Western Railway in July 2014 giving their in
principle approval for railway crossings involved in the East West metro corridor. They also
requested for additional details for the proposed north south corridor to be constructed
with the same terminals as in DPR 2014 but with the North South metro corridor following
the Railway alignment along the metre gauge corridor in railway land.
As discussions with Railways indicated that acceptance from Railways could be expected,
this aspect of modification in the North South corridor was highlighted in the PIB meeting
held in August 2014 at the MoUD, GOI.
After a series of correspondence, to pursue the case further, a meeting was held with WR
and MEGA on 2/9/1014 at Mumbai. It was indicated by WR during the course of the
meeting that WR was agreeable to the proposals of GoG but MEGA should submit a
detailed proposal with the alignment on the eastern edge of the railway boundary
without any central pier for the stations.
A team of officials of Western Railway physically inspected the site of the proposed revised
alignment on 8th September 2014, along with MEGA officials. Subsequently on 15/9/14,
WR accorded in principle approval to the proposal of GoG regarding the modified
alignment along the Sabarmati Botad railway alignment on railway land subject to
discussions held previously.
This approval of Western Railways was conveyed to the High powered committee of GoG
for conveying their approval to the revised NS alignment. Subsequently, the High Powered
Committee of Government of Gujarat (GoG) also approved the revised N-S alignment vide
their minutes issued on 22/10/14.The cabinet sanction for the Project was received on
18/10/14 in accordance with the modified alignment. Accordingly, a preliminary proposal
indicating the details of the viaducts & stations in the railway land and the preliminary
proposal was submitted by MEGA to WR on 28/10/14. The State Cabinet was also apprised
of the modified alignment on 5/11/14.
For the North south corridor the end points of APMC and Motera stadium, remain
unchanged as the variation in the track occurs between these two points. As this change in
alignment had a repercussion on finances and engineering of the complete project and the
DPR is the base document based on which the basic design of the Project is carried forward,
the necessity for the revision in DPR has arisen.
Several other studies have been undertaken for a mass transit system for the Ahmedabad-
Gandhinagar region. These are:
Louis Berger undertook the first study on Integrated Public Transport System for
Ahmedabad in the year 2000, on being commissioned by GIDB.
In 2003, GIDB commissioned DMRC to prepare a Detailed Project Report for metro.
In 2003-04, RITES on behalf of DMRC, carried out a detailed study for identifying feasible
metro lines.
In 2009, to provide metro connectivity to newly proposed financial centre - GIFT city in the
Ahmedabad- Gandhinagar area, GIDB commissioned another study to DMRC. CRRI, on

behalf of DMRC undertook this study and estimated demand along the proposed metro
corridor of Airport-Koba-GIFT.
This study will focus on two metro corridors: East-West (Thaltej to Vastral) and North-
South (Visat-APMC) identified for Metro Phase I and is shown in the figure below. The
metro is expected to commence its operation in the year 2018. For the DPR, the ridership
forecasts would be carried out for the years 2018, 2021, 2031 and 2043.
Map 1.1 Proposed Metro Corridors
1.2.1 Introduction to the study area

The proposed metro alignment provides north-south connectivity in Ahmedabad city from
Visat to APMC running along the Ashram road on most of the sections. The other corridor
Thaltej to Vastral provides east to west connectivity and passes through important nodes of
Kalupur, Ashram road, Thaltej and Industrial areas on the east of Ahmedabad.
As per the Draft Development Plan and Integrated Mobility Plan for Greater Ahmedabad
Region, the future growth in this area is expected to intensify between Ahmedabad and
Gandhinagar.The study area definition would be carried out keeping in view the future
growth expected in the study region.
1.2.2 Study methodology
1.2.2.1 Study area definition

The first step of the process is to define the study area for the modeling purpose. Apart from
Ahmedabad and Gandhinagar area of future development around both the cities are also
considered. The study area delineated is based on the administrative boundaries, urban
agglomeration, functional linkages, traffic movement, and proposed and committed
investment areas. This area primarily consists of area within the Ahmedabad Municipal
Corporation (AMC), Gandhinagar Urban Development Area (GUDA), urban outgrowth areas
of Ahmedabad i.e. Kathwada, Singarva, Bopal, Guma and41 villages between AMC&GUDA

andadjoining areas are also considered on the basis of contiguous built up and interaction
with Ahmedabad.
1.2.2.2 Ahmedabad
The area within the Ahmedabad Municipal Corporation limits consists of:
The traditional city centre within the fort walls with relatively high-density development,
large concentration of commercial activities and narrow streets,
The eastern sector accommodating large and small industries and low income residential
areas
A well planned western sector with wide roads accommodating major institutions and high-
income residential areas
The outgrowth areas (New west AMC zone) added recently to AMC comprising mainly
residential developments of middle and low income households.
1.2.2.3 GUDA
Gandhinagar, Gujarat's capital city, lies on the west bank of the Sabarmati River, and
approximately 32km north of Ahmedabad. Gandhinagar, a planned city is divided in to
thirty sectors with a large administrative sector at its centre. Each sector has its own
shopping and community centre, primary school, health centre, government and private
housing. Large recreational areas and wide green open spaces are developed as a part of a
city. Gandhinagar Urban Development Authority (GUDA) caters an area of 388 km2 which
includes two urban areas (Gandhinagar, Adalaj) and 39 villages. GUDA shares its
geographical boundaries with AUDA.
1.2.2.4 Growth Centres around Ahmadabad and Gandhinagar

Apart from the above there are some committed growth centres around Ahmedabad and
Gandhinagar
Gujarat International Finance Tec-City (GIFT) located around 10 km south east of
Gandhinagar is an upcoming city in the vicinity of both Ahmedabad and Gandhinagar. The
city is conceptualised with the purpose of provisioning high quality physical infrastructure
for finance and technology firms.
Industrial Estates andSpecial Economic Zone (SEZ): The study area also houses 11
Industrial estates of these 7 are existing and 4 are proposed. Apart from these there are
around 11existing 4 proposed SEZ. Part of the Changodar SIR also forms a part of the study
area.

Map 1.2 Proposed and Existing SIR, SEZs and GIDC in study area
Source: AUDA Ahmedabad, 2012
Based on these, the study area has been defined which is an amalgam of:
Table 1.1 Areas within Study Area

Area
Name
(km2)
AMC 466 Ahmedabad Municipal Corporation
Urban Area ( Gandhinagar Municipal Area , Adalaj) and 39
GUDA 388
Villages of GUDA
Urban areas (Bopal, , Singarva , Chiloda and Out growth
AUDA Urban 39.88
Kathwada and Guma)
41 Villages (Amiyapur, Aslali, Bhat, Bhuvaldi, Bilasiya,
Dantali, Devdi, Chosar, Geratpur, Ropda, Gamdi, Istolabad,
Gatrad, Memadpur, Geratnagar, Bibipur, Jamiyatpur,
Kanbha, Karai, Khatraj, Vadsar, Khodiyar, Khoraj,
AUDA Rural 232.56
Koteshwar, Lilapur, Limbadia, Nabhoi, Navapura,
Palodiya, Rancharda, Nandoli, Rachhodpura, Santej,
Rakanpur, Dantali, Iapkaman, Ranasan, Sanathal, Shela,
Sugad, Zundal)
Outside AUDA 19.98 2 villages (Changodar ,Moraiya)
Grand Total 1146.41

Map 1.3 Study Area Delineated
1.2.3 Zoning Structure

The zoning of the Study area has been based on the GIDB study on Integrated Public Transit
System for Ahmedabad in the year 2000. The zoning within the AMC area has been adopted
from the GIDB study, while the zoning in Gandhinagar has been taken from LASA study on
Gandhinagar Master Plan in 2009. Some zones inside AMC area have been further split into
smaller units owing to the size of zones and being in the influence area of Metro. Outside
the city limits, each village has been taken as a single zone. The zones in the study area have
been further divided into eight categories as listed below for population and employment
distribution in future years. The study area has 409 internal zones and 9 external zones
(towards Kalol, Mahesana, towards Sanand, Viramgam, towards Bavla, Rajkot, towards
Bareja, towards Memadabad, kheda, Vadodara, towards Kapdavanj, towards Dahegam,
towards Chiloda, Himmatnagar and towards Mansa.
Table 1.2 Traffic Analysis Zones in Study area

Zone Group No of TAZ
East -West Metro 53
MRT overlap 27
North-South Metro 33
East BRT 57
West BRT 17
East AMC 49

Zone Group No of TAZ

West AMC 52
Other Study area 121
Total Internal Zones 409
External Zones 9
Source Coe-UT CEPT University 2013
Map 1.4 Zone Groups
1.2.4 Data collection

This studyhas based its information from several studies undertaken in the recent past, in
addition to some primary surveys.
Following sets of data has been used for this study:
1.2.4.1 Household Survey Data

For estimating the base year demand, the study has used the available household survey
data for Ahmedabad and Gandhinagar. For GUDA area, demand data of around 1500
households is available for the year 2009 from the Lea Associates study on GUDA Master
Plan. CoE-UT has also undertaken a household survey for the city of Ahmedabad of around
12000 households in the year 2011-12. This data has been used for developing the base
demand matrix for the city of Ahmedabad.

1.2.4.2 Existing Land Use Details (AUDA-2009/10 surveys)

The existing land use has been taken from the Draft Development Plan of AUDA 2021.
Besides this, additional surveys have also been carried out along the proposed metro
corridor to have a detailed mapping of land use. This information provided a useful base for
identification of suitable station locations and in developing Local Area Access Plans in
areas around the station.
1.2.4.3 Details of Existing and Proposed Road Networks

For preparing a base model, network coding of the study area for both base and future year
is important. The road network from the IMP model has been taken for developing the base
year road network for the study area. For the proposed road network, Draft Development
Plan of AUDA and Integrated Mobility Plan for Greater Ahmedabad Region have also been
considered.
1.2.4.4 Details of Public Transport Services

In order to develop an understanding of base year public transit services, detailed service
information from Ahmedabad Municipal Transport Service (AMTS), Ahmedabad Janmarg
Limited (BRTS), VTCOS (private operator) in Gandhinagar and GSRTC for regional services
in the study area were collected. Data on operational routes, location of stops, fare
structure, fleet sizes, service frequency, journey times, vehicle capacity etc. were collected
apart from details of current ridership levels. This information was used for developing a
base year public transport model in Emme.
1.2.4.5 Classified Volume Count Data

Classified Volume Count Surveys have been carried out in Ahmedabad and Gandhinagar as
part of previous studies like Integrated Mobility Plan for Greater Ahmedabad Region and
Benchmarking for the city of Ahmedabad. The CVC data was from these studies and used for
an existing situation analysis of road network in the study area. The screen line CVC for the
IMP study was used for model calibration. CVC was carried out at seven locations along the
metro corridor for validating the model outputs.
1.2.4.6 Speed surveys

Travel speed surveys were carried out on major corridors of the city as part of the
Benchmarking study of Ahmedabad and for IMP project in 2011. Additional surveys on
some major roads not covered under the above studies were also conducted. This
information was critical for calibration of the traffic assignment model for the base year.
1.2.4.7 Employment Data

For estimating the employment in the base year, property tax data of AMC was used. There
are 270 property tax wards in AMC, having a total of 3.62 lakhs non-residential properties
(2010). A primary survey of around 1470 properties across 28 property tax wards was
carried out as a part of this study to compute trip generation rates for different types of
non-residential properties. This was subsequently used for generating employment
estimates in the study area.
1.2.4.8 Willingness to pay and shift survey

Willingness to Pay and Shift Survey has been carried out along the metro corridors to assess
the likely shift on metro from other modes under different conditions.

1.2.5 Modelling framework

A detailed four stage modelling has been carried out for this study. For the study area,
analysis would be undertaken at the Traffic Analysis Zones (TAZ) level. The TAZs are based
on the IPTS Study by Louis Berger and IMP Study by CoE-UT, CEPT University.
1.2.5.1 Modelling Inputs

A Base Year model of the study area has been developed for the year 2011. The network
details and traffic survey information is available from the previous studies. For the demand
information, household survey (2012) data has been used. Apart from this, employment
data has been computed using property tax data and trip generation rates arrived at
through different non-residential properties. For the education data, enrolment information
from schools and colleges were collated.
1.2.5.2 Model Characteristics

For the purpose of this study, public transport modelling has been carried out. The project
start year for metro is being taken as 2018 and the forecast year is 2043. The model period
for assignment would be morning peak. Appropriate expansion factors have been used for
computing average daily ridership.
1.2.5.3 Scenario Specification

The following scenarios will be developed for this study:
Scenarios Purpose Network Demand

Base Calibration of Existing road and PT Household survey of 12000
2011 the base model network from IMP households in Ahmedabad (2011-
updated 12)
Household Survey in GUDA as part
of GUDA Master Plan (2009) to be
updated
Household survey in TAZs outside
AMC and GUDA but within the
study area: To be conducted
Future Metro ridership Proposed metro Proposed demand 2018 based on

2018, in the network, proposed BRT Population, Employment,
2021 & commissioning network to be completed School/College enrolment forecasts
2031 year by 2018, changes in
AMTS and GSRTC
services
Future Metro ridership Proposed metro Proposed demand 2043 based on

2043 30 years from network, proposed BRT Population, Employment,
the base year network and services in School/College enrolment forecasts
2043, changes in AMTS
and GSRTC services

1.2.5.4 Model Software

For the four stages modelling process, MS-Excel and SPSS has been used for Trip Generation
and Trip Distribution purposes, while EMME has been used for Trip Distribution and
Assignment Process. Mode Split has been carried out based on Willingness to Shift Survey
conducted as part of this study.
1.2.6 Demand forecasting

A four stage model is developed for the study area. The public transport model would be
calibrated for the base year of 2011 and forecasts are generated for the years 2018, 2021,
2031 and 2043.
1.3 GROWTH DYNAMICS

This chapter deals with the growth in the study area in terms of population and
employment which forms the basis on which productions and attractions for demand
analysis has been carried out.
1.4 POPULATION OF THE STUDY AREA

The study area has a population of 6.3 million, the region has witnessed moderate growth
rate of 2.25 % over last decade.
Table 1.3 Population of the study area
Density (Person / Annual Growth
Population
Sr Area (in Ha) Rate (%)
Location
No Ha) 1991-
1991 2001 2011 1991 2001 2011 2001-11
01
1 Ahmedabad Municipal Corporation (AMC)
Total 3421045 4517194 5589941 46683 73 97 120 2.82% 2.15%
1a Central 589194 577797 565914 1650 357 350 343 -0.20% -0.21%
1b East 664971 936767 1169549 6107 109 153 192 3.49% 2.24%
1c New West 428171 740609 1226931 20526 21 36 60 5.63% 5.18%
1d North 627214 781108 865116 3467 181 225 250 2.22% 1.03%
1e South 480234 714196 904408 7995 60 89 113 4.05% 2.39%
1f West 619293 752010 846023 5869 106 128 144 1.96% 1.18%
Airport &
1.1 11967 14707 12001 568 21 26 21 2.08% -2.01%
Cantonment
2 AMC Adjoining Area
Total 120065 150335 221698 27244 4 6 8 2.27% 3.96%
3 Other area outside AUDA
Total 6075 6938 14656 2001 3 3 4 1.34% 7.77%
4 Gandhinagar
Total 278558 381183 437111 38800 7 10 11 3.19% 1.38%
Gandhinagar
4a 123357 195985 209374 5745 21 34 36 4.74% 0.66%
(GNA)
Rest of
4b 155201 185198 227737 33055 5 6 7 1.78% 2.09%
Gandhinagar
Study area 3825743 5055650 6263406 114728 33 44 55 2.83% 2.17%
Source: Census 2011

The population in the AMC limits is 5.5 million in 2011 from 4.5 million in 2001 (AMC,
2012). Spatial distribution of this population within the city over the decades shows that up
to 1981, most of the new population added to the city was concentrated within the old AMC
limits itself, especially in the eastern part. Expansion of the peripheral areas particularly on
west began in the 1980s and has continued till date.
Gandhinagar on the other hand has a moderate to low growth of 1.38% during the last
decade.
1.4.1 Population Density
The population density for AMC area is 119 persons per hectare. However, if we consider
only the developed area, the density figure shoots upto 215 persons / hectare. There is
dense development on many parts of the eastern city, however, the density differences
between east and west are not much (density for developed area is 194 pph and 234 in
western and eastern Ahmedabad respectively). While western area accommodates high
income residences, institutional areas, it also accommodates low income areas in the south-
west and north-western part. The density of Gandhinagar Notified Area (GNA) is 86 pph
which is less compared to 119 pph for AMC.
Map 1.5 Population density of study area 2011

1.5 BASIS FOR POPULATION FORECAST
1.5.1 Base Details

Planning Area: Demographic forecasts were initially done for the study area delineated as
Greater Ahmedabad Region for the purpose of carrying out Integrated Mobility Plan. The
Metro System study area is a sub-set of IMP study area. The facts and figures for metro DPR
study area were taken from the total IMP area details.
Area Population Worker WPR

Study Area for Metro 1146 (sqkm) 6263406 2194847 0.35
Study Area for IMP 4708 (sqkm) 8112465 2861925 0.35
Table 1.4: Population of Metro & IMP study areas (2011)
Sub-Units: The total area has been subdivided into Traffic Analysis Zones (TAZ) following
city, wards and village boundaries and necessary demographic details have been obtained
from Census of India, Municipal Corporation and other authorities.
Plan Period: The Development Plan and the IMP plans were prepared with 2031 a terminal
year. Metro system DPR terminal year has been kept as 2043. Facts and figures estimated
earlier for 2031 were extended based on the trend for 2043.
1.5.1.1 Population projection and distribution

A three stage process has been adopted for arriving at population estimates for the total
area and its distribution in subunits.
1. Forecasting population of the state

The Registrar General of India has prepared population estimates for India and its subunits
(states) for the period 2026. The details are available
athttp://www.educationforallinindia.com/Population _Projection_Report_2006.pdf. Taking
the past trends and the forecasts provided in the report for the state of Gujarat, by
extrapolating trend from 1971 to 2026, forecasts for 2031 and 2043 were arrived at.
2. Estimating Study Area Share

Taking population share of the study area in the total state population, adopting Ration
Method, future shares were estimated and then converted into persons.
3. Distributing estimated study area population in subunits/TAZ

Estimated 2043 population was distributed based on the change in shares adopting ratio
method. Density checks were appropriately used to arrive at holding capacity. Excess
population, if any was redistributed in the study area again using ratio method but
excluding the zones with excess population.
To arrive at population for interim period and also 3 alternative scenarios the following
process was adopted:
Moderate scenario: Equal growth over the project period

High/Low Scenarios: +/- 30% growth over time was assumed

1.5.2 Population forecasts

Census 2011 population has been used as the base year population and the projections have
been done on taking into consideration the following criteria:
Past population growth rates (decadal/ annual growth rate) and comparing them with the
state trends.
Industrial development
Accessibility
Close proximity to the urban areas
The future forecast of population is based on the projections done as a part of the Integrated
Mobility Plan for Ahmedabad Gandhinagar Region, 2031. A ratio method for population
projection was adopted to forecast the total population in the region. The projections were
extended to 2043 which is the horizon year for the project. Forecast was also done for the
metro commissioning year of 2018, intermediate years of 2021& 2031 and the horizon year
of 2043.
The total population of the study area in the horizon year of 2043 is projected to 1.1 crores.
By 2043 about 70% of the population of the study area delineated will be residing in the
AMC area and about 18% in AMC adjoining areas and 10 % in GUDA. The CAGR for the
region is about 1.8% from 2011 to 2043. Population for the year 2018 is interpolated from
2011 &2021.
1.5.3 Growth Alternatives for the study area

Three alternatives for growth distribution were worked out for the horizon year of 2043:
Business as Usual: It is assumed that the growth in the study area will take place at the
existing growth rate and a longer time period will be taken to realize the benefits of shift
towards public transport modes i.e. market forces will dictate where growth will happen.
Moderate: This is an induced growth alternative where development will be induced along
the metro. The growth will take place on a faster pace along the metro than the gradual
scenario and the benefits of shift will be seen at a faster pace.
Rapid: This is a more focused policy driven alternative, where in efforts will be made in
providing impetus for rapid development along the metro TAZ with the assumption that the
shift towards the public transport mode will be realized much faster that the moderate
alternative.
The assumptions for population projection in the year 2021 and 2031 are given below for
different alternatives
Growth Alternative
Business as Usual Moderate Rapid
Zones 2021 2031 2021 2031 2021 2031
East West Metro L M M M H H
Metro Overlap L M M M H H
North South Metro L M M M H H
East BRT L M M M H H
West BRT L M M M H H
Other Study Area H M M M L L

West AMC H M M M L L
East AMC H M M M L L
Medium Growth M : Average percentage change from 2011 to 2043
Low Growth L: -30% of Medium Growth
High Growth H: +30% of Medium Growth
The distribution of population in various growth alternatives also considers the availability
of vacant land and areas available for infilling in the city.
1.5.4 Business as Usual Alternative
As discussed earlier this alternative will have 30% less change in the overall population as
compared to the average percentage change between 2011 and 2043. The population and
density in this scenario for the year 2018, 2021, 2031 and 2043 is given below:
Table 1.5 Population Distribution Business as Usual

BAU Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 820892 860806 885479 1006954 1183479
Metro Overlap 262920 266519 268929 280230 296653
North - South Metro 558628 616197 647518 814702 1057652
Metro Zones Total 1642440 1743522 1801925 2101886 2537784
Metro Zones GR 0.86% 1.10% 1.55% 1.58%
Other Study Area 4620965 5281360 5848684 7157188 8526673
Other Study Area
1.93% 3.46% 2.04% 1.47%
GR
Total 6263406 7024882 7650609 9259074 11064457
Total Population
1.65% 2.89% 1.93% 1.50%
GR

Map 1.6 Population Density Distribution Business as Usual
As evident from the map above metro is expected to trigger growth along its corridors.
However, the intensity of growth will be low in the AMC areas and higher growth is
observed in the AMC adjoining areas due to availability of developable land. The market
forces will take their own pace as availability of land for development will be the driving
factor. The densities will gradually increase along the metro corridor however the growth in
the first decade (2011 to 2021) will be low at about 10%.
The proportion of population in Ahmedabad to the study area will reduce from 89% in 2011
to about 70% in 2043 with high growth rates in the AMC adjoining areas owing to the
availability of developable land. It is also assumed that the population growth rate will
stabilize in the decade after 2031.
Table 1.6 Density Distribution - Business as Usual

BAU Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 234 246 253 287 338
Metro Overlap 268 271 274 285 302
Other Study Area 43 49 55 67 80
Total 55 61 67 81 97

1.5.5 Moderate Growth Alternative
An average percentage change is assumed in the moderate growth alternative from 2011 to
2043. This is also an induced growth alternative where growth along the metro corridors
will be induced in the AMC area as a result of providing higher FSI along the corridors.
Redevelopment along the corridors will also be triggered as a result. However, due to
limited amount of land being available immediately the growth in the AMC areas will take a
moderate course. The distribution of population in this alternative is provided in the table
below
Table 1.7 Population Distribution in the Moderate Growth Alternative

Moderate Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 820892 882438 925657 1047132 1183479
Metro Overlap 262920 268322 272667 283968 296653
Metro Zones GR 1.31% 1.85% 1.48% 1.19%
Other Study Area 4620965 5240050 5749470 7057974 8526673
Other Study Area
1.81% 3.14% 2.07% 1.59%
GR
Total 6263406 7039714 7650609 9259074 11064457
Total Population
1.68% 2.81% 1.93% 1.50%
GR

Map 1.7 Population Density Distribution in the Moderate Growth Alternative
Table 1.8 Density Distribution in Moderate Growth Alternative

Moderate Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 234 252 264 299 338
Metro Overlap 268 273 278 289 302
Total 55 61 67 81 97
1.5.6 Rapid Growth Alternative
As mentioned earlier this is a more focused policy driven growth alternative. Assumption
taken is that the growth rates along the metro corridor will be at a high rate initially due to
the policy incentives provided by the government to attract more people residing in the
transit influence zone metro and BRT. This alternative would also see active integration of
all modes so that they complement each other rather than competing. Metro and BRT will
act as the rapid corridors in the city and most of the population will be residing within 500
m of the transit zone. The city will try to remain compact.

Table 1.9 Population Distribution in Rapid growth Alternative

Rapid Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 820892 908593 978426 1161087 1183479
Metro Overlap 262920 270326 277576 294570 296653
Metro Zones GR 1.86% 2.83% 2.03% 0.18%
Other Study Area 4620965 5179798 5619166 6776582 8526673
Other Study Area
1.64% 2.75% 1.89% 1.93%
GR
Total 6263406 7048244 7650609 9259074 11064457
Total Population
1.70% 2.77% 1.93% 1.50%
GR
Most of the growth in this alternative will be realized by 2031 for the AMC area and after
that growth will start spilling to the AMC adjoining areas. The densities in the city along the
metro corridor will rise to above 300 pph. The growth in the initial years along the metro
will also be high at 2.19% per annum.
Map 1.8 Density Distribution in Rapid Growth Alternative

Table 1.10 Density Distribution in Rapid Growth Alternative

Rapid Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 234 259 279 331 338
Metro Overlap 268 275 283 300 302
Total 55 61 67 81 97
This is also a very optimistic alternative as high growth rates are expected in AMC area itself
and areas along metro is expected to undergo transformation. Feeder system and
interchanges will operate seamlessly providing efficient public transport service in the
study area.
Figure 1.9 Comparisons of Population Densities in Different Alternatives
The Work force participation rates in the study area will rise from about 35% to around
42% in future owing to the inclusion of more female workers and also the improvement in
education levels in the study area.

Table 1.11 Projected Workers and Work force participation rates in the Study area
2011 2018 2021 2031 2043
Worker 2194847 2655433 2922119 3749925 4647072
WPR 35% 36% 37% 41% 42%
1.6 EMPLOYMENT CHARACTERISTICS
Today, several key high-growth industries such as textiles, pharmaceuticals and natural gas
are firmly anchored in Ahmedabad. The two of the biggest pharmaceutical companies of India
ZydusCadila and Torrent Pharmaceuticals are based here. Also the industrial centres
around Ahmedabad, its traditional strength, have witnessed a turnaround, to Ahmedabads
advantage. The city also is the corporate headquarter of the Nirma Group of Industries and
the Adani Group.
The city of Ahmedabad has been undergoing rapid transformation. The city economic base,
from its dependency on single sector, textile initially and then chemicals, has turned into
multi-sector economy. The automobile sector, logistics and transport and finance are some of
the emerging sectors. With this transformation underway, the development focus is shifting
from city proper to city region.
A non-residential property survey was conducted for Ahmedabad employment as per the
LASA report was taken as a base for Gandhinagar. Apart from this employment numbers from
the industries department was also used for this purpose.
It is estimated that the employment in the study area is about 2.5 million in 2011. Owing to
mix land use in the city there is no single CBD in Ahmedabad. However, predominant
employment centres in the city are GIDC estates in the eastern part, Income tax
(Aykarbhavan), Ashram road, Wadaj, Sabarmati Railway Station, APMC, Anjali, Drive in road,
Kalupur, CG Road, SG Highway, Prahlad Nagar to name a few.

Map 1.10 Employment Density in Ahmedabad 2011
1.7 ECONOMY
The economy of Ahmedabad and Gandhinagar and subsequently attempts to estimate the
employment generation based on growth in sectors of economy mainly Secondary and
Tertiary sector. As mentioned above, there is an initial forecast were done for the study area
delineated as Greater Ahmedabad Region for the purpose of carrying out Integrated Mobility
Plan.
Table 1.12 Employment of Metro & IMP study area (2011)

Area Population Worker WPR Employment EPR
Metro Area 1146 (sqkm) 6263406 2194847 0.35 2538227 0.41
IMP Area 4708 (sqkm) 8112465 2861925 0.35 3096383 0.38
1.7.1 Employment Projection and distribution
1.7.1.1 Data Base
In India, the data availability on urban economies is limited and needs to be collated from
several sources. Often these sources provide data for varying spatial units and period.
Following database has been used.
Property tax data on Non-residential Properties.

Chief Inspectorates data on factories and Employment

Gujarat Commissioner of Industries
Data collected from GIDC and industries departments
Socio-economic Review, Government of Gujarat
Indicus Research
Primary survey of properties to arrive at employment rates(2013)
Government of Gujarat IEMs
Past studies on Informal Economy (80,000 street vendors in 2001)
1.7.1.2 Employment Forecasts - Approach
Similar to population forecasts, for arriving at future employment and its distribution, a
three stage approach was adopted.
Projection of Gross State Domestic Product of Gujarat State based on likely growth of state
economy. A comparison with other nations in terms of GDP growth trends has been made
while adopting future growth rates. Also see
http://www.dnb.co.in/India2020economyoutlook/Macro_Economic_Outlook2020.asp
Estimation of sector wise Employment Elasticity. The Employment elasticity refers to the
percentage increase in employment with 1 per cent increase in the GDP. The Task Force on
Employment constituted by the Planning Commission estimated the Sectorial Employment
Elasticity1. Future is assumed based on trend assessment.
Employment intensities have been applied to GDP growth in order to arrive at sectorial
Employment growth rates. Sectorial Employment growth rates have been applied to base
employment in order to arrive at total Employment at State Level.
Projection of District Domestic Product of Ahmedabad and Gandhinagar districts based on
study of likely growth of state economy vis a Vis likely share/contribution of Ahmedabad
and Gandhinagar districts.
Likely share/contribution of Ahmedabad and Gandhinagar districts have been applied to
State level Employment projections in order to arrive at Employment at Ahmedabad and
Gandhinagar.
Project area shares in the total two district shares have been estimated based on the
changing shares.
1.7.2 Gujarats Economy and Projection of State GSDP
Gujarats contribution to Indias GDP has been increased to 7.3% in 2010-11 from 6% in
2004-05.
1
Source: Blue Print for Infrastructure for Gujarat, 2020 by Gujarat Industrial Development Board (GIDB).

Source: Handbook of Statistics on Indian Economy 2011-12 by RBI and CMIE
Figure 1.11 Growth Performance of Gujarat Vis a Vis India (Constant prices)
Following are the observation
Growth in Agriculture sector is higher than the National average, though the YOY growth
has been volatile due to high dependence on rainfall.
Industry sector has outperformednational average with relatively higher degree of stability.
Gujarats Growth in Service Sector is similar to the national growth in this sector.
Following figures indicates the changes in composition of Gujarat Economy at Constant

Prices.
13% 41% 46%

2001-02 to 2010-11
20% 40% 40%

1991-92 to 2000-01
28% 35% 36%

1981-82 to 1990-91
GSDP agriculture GSDP industry GSDP services

Source: CMIE
Figure 1.12 Gujarat Economy at Constant Prices
It can be observed that the share of Primary sector is declining in Gujarat state and
economy seems to be driven by the Secondary and Tertiary Sector. The reasons could be
attributable to followings.
Better Infrastructure facilities (Water Supply, Power, Roads).

Increased Industrial and Service sector investment.
Better Industrial Policies.
Sound political environment.

The decadal growth rates in Constant prices are placed in table below.
Table 1.13 Decadal Growth Rate in Gujarat GSDP at Constant Prices

Average 1990 to
Sectors 1990-2000 2000-2010 2010-2013
2013
Primary 0.1 6.34 5.07 3.84
Secondary 9.17 8.59 6.16 7.97
Tertiary 7.54 9.38 12.76 9.89
Total State 6.58 8.52 9.04 8.05
Source: CMIE
Agriculture: as can be seen in the figure above, the agriculture in Gujarat accounts for 13%
of the States GDP, less than the share of this sector for the country as a whole in 2010-11
(18.21%). However, the growth pattern of agriculture in the state has been extremely
volatile, much more so than for the country as a whole. The main reason for the volatility is
the dependence of agriculture in the state on rainfall. This scenario is likely to change with
the expansion of the irrigation network emanating from the Narmada River projects. The
network will help to stabilize agricultural production by providing access to water to large
parts of South Gujarat and, eventually, Saurashtra. Cropping choices made by farmers will
rapidly adjust to the improvement in the availability of water, giving them the flexibility to
respond to market price signals. This will also help to both raise the value of output and
reduce its volatility. Thus it is expected that Primary sector would retain the similar growth
trends initially for next 7-8 years and which would further decline gradually as the time
passes.
Industry: Gujarat is a leader among the Indian states as far as the industrial sector is
concerned. The share of industry (covering mining, manufacturing, electricity and
construction, but dominated by manufacturing) in the States GDP is close to 38 per cent in
2012-13 higher than the national average and registered a growth of 9.5% during the last
five years. A combination of historical factors, which made the state home to early
industrialization in textiles, business-friendly policies even in a relatively restrictive regime
prior to the liberalization of 1991, which have continued since then and natural advantages
like the coastline, has contributed to this status. The advantage the state has in
manufacturing as a result of both history and natural advantages is going to persist over the
coming decade. Large investments in Ports as well as supporting investments in
infrastructure and facilities, will provide an attractive investment environment to
companies and entrepreneurs who either import inputs or export their products. Proximity
to several large, prosperous and industrialized urban markets also make Gujarat an
attractive location for producers oriented to the domestic market. Thus in spite of the fact
that Gujarats secondary sectors growth has declined a bit during the last three years, it is
expected to retain similar growth trends for next 7 to 8 years and drive the economy owing
to the advantages discussed above .The growth rates would decline gradually
thereafter.Further several new infrastructure programs will help to cement the advantage
that the state has over others in this regard.

Services: Gujarats services sector accounts for a lower share (49%) of its GDP than in the
country as a whole (54%) in 2010-11. The difference of over 5 percentage points indicating
that services in Gujarat have been growing at a somewhat slower rate than in the country as
a whole. Given Gujarats comparative advantage in manufacturing, it is not surprising that
services have not performed as well. However, a fundamental driver of services growth is
the availability and quality of human capital. Significant investments in education and
creation of skills that employers can immediately put to use are a critical element of a
services-led growth strategy. Some of the advantages that accrue to manufacturing, such as
proximity to large urban centers, can also work in favor of services. Other factors include
high quality infrastructure for operations as well as for residential and leisure purposes, in
order to attract or retain workers. Further attempts have been made to retain the growth
momentum in service sector by conductive policy and investment in sector. These factors
would also contribute in increase in growth. However we have adopted slightly
conservative growth rate of 12.76% in 2021 which has been observed during 2010-13. It is
estimated that the growth would further decline gradually thereafter.
In short, the macroeconomic scenario in Gujarat supports a balanced strategy that takes
advantage of the impact of increased water availability on agricultural growth, reinforces its
inherent competitive advantages in industry and pushes services growth through
significant investments in education, which themselves offer commercial opportunities.
Based on above discussion, future growth rates have been estimated for Gujarat and
presented in Figure below.
Primary Secondary Tertiary Total

9.04 9.43 9.23
8.90
12.76 11.5 10.8 7.47
10.2
8.5 2.88
6.16 6.0 6.0 8.3
5.7 4.0
5.07 5.0 4.5 3.7
3.0 2.5 2.1
2013-21 2021-2026 2026-31 2031-36 2036-41 2041-43
Source: Estimates
Figure 1.13 Estimation of Growth Rate of Gujarat Economy at Current Prices
Table 1.14 GDP Growth Trends- A Comparison of Gujarat Vis A vis Other Countries
1995-1999 2005-2009
Country 2000 2004 GDP 2010 - 2014 GDP
GDP GDP
Brazil 7.5 2.7 1 2.5
Germany 4 3.3 0.7 0.4
U.K 1.7 1.1 0.3 1.7
China 10.4 9.3 7.7 7.7
S.Korea 6.5 3.7 2.3 3

1995-1999 2005-2009
Country 2000 2004 GDP 2010 - 2014 GDP
GDP GDP
India 10.3 6.6 4.7 5
Japan 4.7 -0.5 1.4 1.5
Gujarat 7.2 8.7 10.2 8.9
1.7.3 Projection of Employment of Gujarat State
Employment Elasticity estimated for a projection period. The Employment elasticity refers
to the percentage increase in employment with 1 per cent increase in the GDP. The Task
Force on Employment constituted by the Planning Commission estimated the Sectorial
Employment Elasticity2. This has been adopted for base year up to 2021. While it is also true
that as an economy grows over the years, employment elasticity may fall which is in part a
reflection of the improved productivity of labour. Improved productivity of labour is
necessary in order to sustain higher real wages. Based on above Employment Elasticity has
been estimated for future. It is specified in table below.
Table 1.15 Employment Elasticity

Sector 2009* Upto 2021 2026 2031 2036 2041 2043
Primary 0.3 0.24 0.20 0.18 0.17 0.16 0.15
Secondary 0.6 0.49 0.40 0.34 0.31 0.28 0.25
Tertiary 0.5 0.45 0.41 0.38 0.35 0.32 0.29
*Source:Blue Print for Infrastructure for Gujarat, 2020 by Gujarat Industrial Development Board
(GIDB)And Estimates
Based on Employment Elasticity and GSDP growth rates, the Employment Growth rates
have been derived. This is presented in Table below.
Table 1.16 Sectorial Annual Growth in Employment (GDP Growth Rate X Employment Elasticity)
Sector 2021 2031 2043
Primary 1.22 0.82 0.31
Secondary 3.03 2.06 0.92
Tertiary 5.74 4.07 2.43
Sourc : Estimates
Above specified sectoral annual Growth rates in Employment have been applied to base
employment of State level at 2011 to project the Employment. Projected Employment at
State level is specified in table below.
2
Source: Blue Print for Infrastructure for Gujarat, 2020 by Gujarat Industrial Development Board (GIDB).

Table 1.17 Employment Projection at State Level

Sector 2011 2021 2031 2043
Primary 12286915 13867168 15194761 16141186
Secondary 5198732 7008612 8745709 10557051
Tertiary 7282100 12729609 19558830 29998405
Total 24767747 33605389 43499300 56696642

Source: Estimates
1.7.4 Projections of Ahmedabad and Gandhinagar DistrictsEconomy and Employment
The study of evolution of economy of Ahmedabad District indicates that it has been
transformed from primary agrarian economy in 1850-1900 to manufacturing and service
sector driven economy presently. The evolution of economy is specified in figure below.
Figure 1.14 Economy Evolution for Ahmedabad
Ahmedabad Districts District Domestic Product (DDP) has grown by CAGR of 13.36%
where as that of Gandhinagar has been grown at 12.1% during the period of 2007-08 to
2011-12 at Current Prices. While Ahmedabad and Gandhinagar registered CAGR of 8% and
7% respectively at Constant Prices during the same period. Both district registered slightly
lower growth than state GSDP (9%) during the same period. Following table indicates the
DDP growth of both districts.

Table 1.18 DDP of Ahmedabad and Gandhinagar at Constant Prices (Amount in Rs.crore)
Ahmedabad Gandhinagar
CAGR
CAGR (2007-
Sector 2007- (2007-08
2011-12 08 TO 2011- 2007-08 2011-12
08 TO 2011-
12)
12)
Primary 2660 2539 -1% 1520 1728 3%
Secondary 10334 20346 15% 6028 8299 7%
Tertiary 28692 39522 7% 3572 5593 9%
Total 41686 62407 8% 11105 1620 7%
Source: Indicus Research
It can be seen that combined contribution of Secondary and tertiary sector stands at 90% in
Ahmedabad and Gandhinagar districts respectively. It indicates that both districts are
dominated by manufacturing and service sector. The contribution of Ahmedabad and
Gandhinagars economy in state GSDP is presented in table below.
Table 1.19 Contribution of Ahmedabad and Gandhinagars DDP in State GSDP (Constant prices)
Ahmedabad Gandhinagar Total
Sector
2007-08 2011-12 2007-08 2011-12 2007-08 2011-12
Primary 5% 4% 3% 3% 8% 7%
Secondary 10% 14% 6% 6% 15% 19%
Tertiary 23% 21% 3% 3% 26% 24%
Total 15% 16% 4% 4% 19% 20%
Source: Indicus Research and Author Analysis
Both Ahmedabad and Gandhinagar are considered as Gujrats investment magnet owing to
presence of adequate civil, transport and industrial infrastructure. While in absolute terms
both districts will grow but their share in State GDP is expected to decline gradually as time
passes. While decline in Service Sector/Tertiary sector would be lower as compared to
Primary and Secondary sector owing to the fact that GIFT city would be fully occupied and
operational and states emphasis in service sector development.Based on likely
contribution/share of both districts in Gujarats GSDP, the share of sectors of economy of
both districts have been estimated conservatively which is presented in table below.
Table 1.20 Projection of Contribution of Ahmedabad and Gandhinagars DDP in State GSDP (Constant Prices)

Share/ Contribution in Percent

Sector
2011 2021 2031 2043
Primary 7.3% 6.2% 5.0% 3.9%
Secondary 19.2% 16.7% 15.3% 13.9%
Tertiary 23.9% 20.8% 18.8% 17.2%
Source: Estimates
Above share/Contribution have been applied to state level Employment Projection in order
to arrive at Employment at Ahmedabad and Gandhinagar district level. Further keeping the
study area share at 69% employment estimates for the study area have been obtained. This
is presented in table below.
Table 1.21 Projection of Employment in Ahmedabad& Gandhinagar Districts

Sector 2011 2021 2031 2043
Primary 906193 860723 763931 631617
Secondary 1009971 1172847 1334748 1470490
Tertiary 1761404 2652255 3677411 5147694
Total (A) 3677568 4685825 5776091 7249801
Study Area Estimates (B) 2538227 3219853 3994716 5021890
Study Area Share (Ratio 69 69 69 69
(%))
Source : Estimates
Table 1.22 Study area Estimates are reproduced in table below

GDP(Ahmedabad & Gandhinagar Dist)
Year Population Employment
Values at Constant Prices (Rs crore)
2011 6263406 2538227 78027

2021 7650609 3219853 177171
2031 9258763 3994716 380182
2043 11064457 5021890 908112
CGR (11-43) 1.7% 2.1% 7.7%
1.8 EMPLOYMENT FORECAST
As seen in Table 2.20, the total employment in the study area in the year 2043 will be about 5
million with CAGR of 2.3%.
Forecasts were also done for the metro commissioning year of 2018 andintermediate years of
2021& 2031.It is projected that the total employment Ahmedabad city dominates the jobs in

the region with about 78% of the jobs residing in the city itself however as the city grows the
employment centers like GIFT city and areas along the transit will experience growth.
Table 1.23 Employment projection - 2043 & density for administrative boundary
Employment Density (Employment / ha)
Zone group Area (in Ha)
2011 2043 2011 2043
Total 2538227 5021891 114641 22 44
AMC 2263701 3921065 46600 49 84
AMC Adjoining
84726 400300 27244 3 15
Areas
GUDA 166387 650488 38800 4 17
Outside AUDA 23413 50038 1998 12 25
Three growth alternatives are also created for employment projection.
1.8.1 Business as Usual Alternative
As mentioned in previous sections the growth in the AMC region will be low as evident from
the table below, employment will grow at a steady pace in this alternative. New activity
areas are expected to develop along the metro corridor however the growth in employment
will not be high. More jobs are expected to come in areas outside the AMC area due to
availability of land. Growth in outer areas in the first decade will be high will subsequently
stabilize in the last decade (2031-2041)
Table 1.24 Employment Projection Business as Usual Alternative

Moderate Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 475786 538955 581587 701859 861295
Metro Overlap 217578 236034 246313 278978 322280
Metro Zones GR 1.80% 2.43% 1.87% 1.70%
Other Study Area 1653948 1947801 2143349 2699694 3437197
Other Study Area
2.36% 3.24% 2.33% 2.03%
GR
Total 2538227 2949381 3219853 3994716 5021891
Total Employment
2.17% 2.97% 2.18% 1.93%
GR

Map 1.15 Employment Density Business as Usual Alternative
The employment density in the Metro corridors will increase from 115 in 2011 to about 197
in the year 2043.
Table 1.25 Employment Density Business as Usual Alternative

BAU Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 136 149 157 191 246
Metro Overlap 222 235 242 275 328
Total 22 26 28 35 44
1.8.2 Moderate Growth Alternative
The moderate growth alternative assumes that some growth will be induced due to the
metro. The growth rates of employment will be high in the first decade as transit benefits
are felt. New employment centres will emerge in Thaltej, Vastral, Motera and APMC area.
There will be further intensification of the already existing employments centres along the
metro corridors.

Table 1.26 Employment Projection Moderate GrowthAlternative

Moderate Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 475786 538955 581587 701859 861295
Metro Overlap 217578 236034 246313 278978 322280
Metro Zones GR 1.80% 2.43% 1.87% 1.70%
Other Study Area 1653948 1947801 2143349 2699694 3437197
Other Study Area
2.36% 3.24% 2.33% 2.03%
GR
Total 2538227 2949381 3219853 3994716 5021891
Total Employment
2.17% 2.97% 2.18% 1.93%
GR
Map 1.16 Employment Density Moderate Growth Alternative
The employment densities along the metro corridor in this case will rise from112pph to
202pph in 2043 however as compared to the gradual growth alternative the densities in the
2021 and 2031 will be higher along the metro routes.

Table 1.27 Employment Density Moderate Growth Alternative

Moderate Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 136 154 166 200 246
Metro Overlap 222 240 251 284 328
Total 22 26 28 35 44
1.8.3 Rapid Growth Alternative
A more focused approach for TOD will be adopted in this alternative with employment rates
being high in the transit influence areas of metro zones in the next two decades. New
employment centres will also develop along the corridor with initiatives of developing
regeneration areas. Transit Nodes will also be promoted for more commercial development.
Table 1.28 Employment Distribution in Rapid Growth Alternative

Rapid Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 475786 556366 614315 771792 861295
Metro Overlap 217578 241296 255202 297972 322280
Metro Zones GR 2.26% 3.18% 2.27% 0.91%
Other Study Area 1653948 1918880 2083887 2572637 3437197
Other Study Area
2.15% 2.79% 2.13% 2.44%
GR
Total 2538227 2953010 3219853 3994716 5021891
Total Employment
2.19% 2.93% 2.18% 1.93%
GR
The metro influence areas will experience more growth in the initial decades; jobs will be
concentrated in the AMC area.

Map 1.17 Employment Density distribution in Rapid Growth Alternative
The employment densities along the metro zones will also be higher than the moderate
zone alternatives for the intermediate years of 2021 and 31.
Table 1.29 Employment Density Rapid Growth Alternative

Rapid Scenario
Zone Group
2011 2018 2021 2031 2043
East - West Metro 136 159 175 220 246
Metro Overlap 222 246 260 303 328
Total 22 26 28 35 44
The employment densities in the metro influence zone will grow from 112pph in 2011 to
181pph in 2031 and 202pph in 2043.

Figure 1.18 Comparisons of Employment Densities in different Alternatives
The Influence of the metro on growth in the study area is felt in all alternatives. The
realisation of the growth will however vary owing to the policy incentives taken ranging
from increase in FSI along the metro corridors to integration of all public transit modes and
development of interchanges. The actual growth realised will also depend on how easily the
land (both vacant and infill) will be made available for development.
1.9 STRUCTURE OF THE REPORT

The report contains the chapters as mentioned below :-
CHAPTER NO. DESCRIPTION

Chapter-1 Introduction
Chapter-2 Traffic Demand Forecast
Chapter-3 System Selection
Chapter-4 Geometric Designing Parameters & Alignment Description
Chapter-5 Civil Engineering
Chapter-6 Station Planning
Chapter-7 Train Operation Plan and Maintenance Facilities
Chapter-8 Rolling Stock & Maintenance Facilities
Chapter-9 Power Supply, System Of Traction And Power Tariff
Chapter-10 Ventilation And Air-Conditioning System
Chapter-11 Signaling System
Chapter-12 Telecommunication & Automatic Fare Collection
Chapter-13 Disabled Friendly Features

CHAPTER NO. DESCRIPTION

Chapter-14 Environmental Impact Assessment
Chapter-15 Security Measures for a Metro System
Chapter-16 Disaster Management Plan for a Metro Rail System
Chapter-17 Multi Modal Transport Integration
Chapter-18 Cost Estimates
Chapter-19 Financing Options, Fare Structure And Financial Viability
Chapter-20 Economic Appraisal
Chapter-21 Implementation Strategy
Chapter-22 Conclusion

Annexure I

CHAPTER 2 TRAFFIC DEMAND FORECAST

Chapter 2
TRAFFIC DEMAND FORECAST

2.1 TRAFFIC CHARACTERISTICS AND DEMAND FORECASTING

This chapter provides an overview of the existing transportation system outlines the
travel characteristics and presents the demand forecasting carried out for estimating
ridership on metro.

2.2 ROAD NETWORK
The transportation system in Ahmedabad and Gandhinagar is predominantly dependent
on roadway systems. The major road network in the study area is around 3045 km in
length, of which 125 km are National Highways and 103 km are under State Highways
which are being maintained by National Highways Authority of India and Roads &
Building Department respectively. The rest of the roads are managed by respective urban
local bodies of AMC, AUDA, GNA and GUDA.

Table 21 Length wise total road network length in km
Jurisdictional Area Road length (km) % of road
AMC 2365 78%
AUDA 145 5%
GUDA* 457 15%
Other areas** 78 3%
Total Study Area 3045 100%
Source; * Master Plan for Clean, Green and Solar Gandhinagar, 2009, Lea Associates Pvt Ltd.; **
COE in Urban Transport, CEPT University, Ahmedabad



Map 21 Existing Road Network in Study area

2.2.1 Traffic Volume
Traffic congestion on the city roads of Ahmedabad and Gandhinagar is still moderate
when compared to many other cities of similar size. However, with rapid rate of
motorisation, the congestion levels are beginning to show up on certain stretches. The
western part of Ahmedabad has developed mainly as residential area and the eastern
part has the industrial estates. Because of this, the traffic flow is heavy from west to east
in the mornings and viceversa in the evening, which causes traffic congestion and
frequent traffic jams on the city roads during morning and evening peak periods.

Classified volume counts were carried out at several locations along proposed metro
corridors in 2014 (refer figure below). The results of the same are presented in the table
below.



Map 22 Classified Volume Count Survey locations

Table 22 Classified Volume Count & PPHPDT

Vehicles PPHPDT
Location Directions
Private Bus Total Private Bus Total
Power RTO to Chandkheda 6642 45 6687 11163 2470 13633
House Chandkheda to RTO 6982 107 7089 11285 5808 17093
Vasna to Paldi 3874 63 3937 6312 3624 9936
Anjali
Paldi to Vasna 2527 62 2589 4973 3540 8513
Wadaj to income tax 2934 143 3077 5161 11297 16458
Vidhyapith
Income tax to wadaj 3040 91 3131 5269 6136 11405
Rabari Colony to New Cotton 2520 5 2525 4108 190 4298
Amraiwadi
New Cotton to Rabari Colony 1484 16 1500 2427 760 3187
Memnagar to Vijay Cross
6132 20 6152 9040 1217 10257
Helmat Road
Circle Vijay Cross road to
5186 23 5209 7983 1414 9397
Memnagar
ShahapurDarwaja to Income
7139 49 7188 12570 1773 14343
Adwait Tax
Ashram Income Tax to
6307 43 6350 10880 2381 13261
ShahapurDarwaja



Vehicles PPHPDT
Location Directions
Private Bus Total Private Bus Total
Wadaj to Income Tax 5211 109 5320 9130 6709 15839
Wadaj
Income tax to wadaj 7942 91 8033 13528 5852 19380
Source: Primary Surveys, 2014

2.2.2 Travel Speeds
To ascertain travel speeds across the network, speed and delay surveys were also
carried out. Map 23 shows travel speeds across the network. The travel speeds along
most of the corridors are more than 25kmph.

Map 23 Speeds on Major Roads in Study area
Source: CoE in Urban Transport, CEPT University, Ahmedabad & Primary Survey, LASA, 2009

In Gandhinagar the speed profile of the strategic network has high average speed (> 50
kmph) on NH and SH (including alphabet and cross roads in GNA) and lower on MDR and
internal roads. The average speed on divided roads (55 kmph) is higher than undivided
roads (40 kmph).

2.3 PUBLIC TRANSPORT NETWORK

The existing public transport services in Ahmedabad consist of buses and bus based
rapid transit system. The bus services are provided by Ahmedabad Municipal Transport
Service (AMTS) while BRTS services are operated by Ahmedabad Janmarg Limited (AJL),
a special purpose vehicle (SPV) formulated by Ahmedabad Municipal Corporation,



Ahmedabad Urban Development Authority and Government of Gujarat to govern the
BRTS operations in the city. In Gandhinagar, the city bus services are offered by a private
operator, Vallabhipur Transportation CoOperative Society Pvt. Ltd. (VTCOS). Regional
public transit demand is catered by Gujarat State Road Transport Corporation (GSRTC).
GSRTC is providing regional public transport services; this public transport service
brings commuters from surrounding towns and villages such as Dehgam, Mansa,
Khedbrahma and Gandhinagar.

AMTS: AMTS has been providing public transport services in the city since 1947, with
201 routes covering 549 km of road network, AMTS covers about 88% of the developed
AMC area and carry 0.9 million passengers per day. It caters to roughly 11% of the trips in
the city (AMTS, 2012).

Map 24 AMTS Network
Source: COE (Centre of Excellence) in Urban Transport, CEPT University, Ahmedabad

The observed speed of AMTS is approximately 17km/hr, and most of the routes (70%)
pass through walled city area, hence the city center is very well connected to most parts
of the city. Majority of the AMTS bus route is structured around the walled city, as
historically walled city are used to be the commercial hub of the city. Currently, the new
developed residential clusters near SarkhejGandhinagar Highway, Bodakdev,
Prahladnagar predominantly newwest zone is lacking in terms of high frequency of
AMTS routes.

BUS Rapid Transit System (BRTS) Janmarg
Janmarg BRTS services commenced operations as a closed system in Oct 2009. The BRT
system currently with a network length of 63 kms attracts 1.17 lakh passengers daily.



There are 10operational routes and the peak headways are around 2.5 to 3 minutes. Due
to the dedicated corridors and priority given at major intersections, the peak hour
speeds of BRT buses are 25kmph. The current BRT network connects the important
origins and destination plus the transit interchanges such as railway stations, regional
bus terminals, and university areas, industrial areas such as Narol, Naroda; residential
and commercial hubs and recreational public spaces such as Kankaria Lake.

Map 25 BRTS Network
Source: COE (Centre of Excellence) in Urban Transport, CEPT University, Ahmedabad



Map 26 City Bus Services in Gandhinagar

Source:COE(CentreofExcellence)inUrbanTransport,CEPTUniversity,

City Bus Services in Gandhinagar
VTCOS started its bus operations in Gandhinagar in August, 2009. In the first phase
approximately 11 buses were operating, buses were running on Compressed Natural
Gas (CNG). Currently, VTCOS is operating approximately 45 buses in GUDA and GNA.
VTCOS is currently operating on 9 routes, the routes are Kh1 to Akshardham,
Akshardham to Pathikashram, Ch0 to Gh7, Ch0 to Sector 19/20, Adalaj to Chiloda,
Pethapur to Gh1, VasaniaMahadev to Pathikashram, Vavol to Sector 21 and Gh0 to
Akshardham via sector.

The headways of the buses range from 10 minutes to 20 minutes. The average
occupancy of the bus for all the routes is around 40. The observed occupancy of the bus
during peak hour was more than 100%.

2.3.1 Socioeconomic Characteristics
Based on the household survey data of Gandhinagar and Ahmedabad, the average
household size in the study area is 4.6 in comparison to 5.04 in Census 2001. At a
disaggregate level, average household size in Ahmedabad is 4.6 in comparison to 4.5 in
Gandhinagar.



The Work Force Participation Rate (WPR) in the study area is 0.34. Of the total worker
population in the study area, majority of them (57%) are involved in the private service,
followed by around 33% in business activity. Around 5% are engaged in government
services and another 5% are working as labourers. (Source: Ahmedabad Household
Data (CEPT, 2012), Gandhinagar Household Data (LASA, 2009).

In terms of vehicle ownership, around 16% of the households in the study area do not
own any vehicles while another 14% own only cycles. Almost half of the households
own twowheelers, while 15% households own cars.

2.3.2 Travel Characteristics
Travel patterns, defined in terms of trip rate, mode choice, geographical distribution etc.,
are the guiding principles in determining the system needs and its growth. It seems that
socioeconomic characteristics such as income, age, sex, occupation, vehicle ownership,
etc., are related to travel characteristics of individual households. This chapter,
attempts to describe the travel characteristics in Ahmedabad and Gandhinagar Urban
Development Authority (GUDA) limit. It also describes interaction of the trips between
two major urban areas Ahmedabad and Gandhinagar.

2.3.3 Trip rates
The per capita trip rate including walk, as per AMTS/CEPT (1992) was 1.2, GIDB IPTS
(2000) was 1.1 trips per day, GIDB Metro study by DMRC (2003) was 1.16. However, as
per the 2012 household study by CEPT shows trip rate to be high at 1.44 (all modes).
The trip rate for Ahmedabad excluding all the walk trips below or equal to 500 meters,
is about 1.39 in comparison to 0.99 in case of GUDA.

The following table shows the summary of trip rates in AMC and GUDA area:

Table 23 Trip rates information in study area
AMC GUDA
Particulars
( I I ) ( I I )
Year of Survey 2012 2009
Households surveyed 12000 1500
TripRate Total 1.44 1.15
Trip rate Motorised 0.74 0.54
By excluding walk trips which are generally short in length, the estimated
1.39 0.99
PCTR is
Public transport trip rate 0.17 0.06

2.3.4 Mode shares
The share of walk and cycle trips in both AMC and GUDA is quite high. Around 46% and
42% of the trips in AMC and GUDA respectively are by NMT modes. Around 30% and
35% trips in AMC and GUDA are by private modes. Public transport ridership is quite
low with 11% trips on buses and BRT.



Table 24 Mode share in study area
Mode Shares
AMC GUDA
Particulars
( I I ) ( I I )
Walk 37.2% 30.9%
Bicycle 9.0% 12.8%
TW 25.9% 26.4%
Car 3.9% 9.6%
Auto Rickshaw 6.1% 9.2%
Bus 10.3% 8.0%
BRTS 1.1%
Others (School bus, staff bus, ST bus, rail) 6.3% 3.2%
Total 100% 100%
Source: Ahmedabad Household Data (CEPT, 2012), Gandhinagar Household Data (LASA, 2009)

Trip purpose analysis shows around 47% work trips followed by education trips (34%)

Table 25 Trips by purpose
Trips by Purpose
AMC GUDA
Purpose
( I I ) ( I I )
Work 46% 49%
Education 34% 34%
Other 21% 16%
Total 100% 100%
Source: Ahmedabad Household Data (CEPT, 2012), Gandhinagar Household Data (LASA, 2009)

2.3.5 Temporal analysis of trips
A temporal analysis of trips was carried out to ascertain the peak hour factor. The
following figure shows the proportion of trips originating between different time
periods across the day.



10%
ProportionofTrips
8%
6%
4%
2%
GUDA TemporalVariationofMotorizedTrips
0%
9:00 10:00
10:00 11:00
11:00 12:00
12:00 13:00
13:00 14:00
14:00 15:00
15:00 16:00
16:00 17:00
17:00 18:00
18:00 19:00
19:00 20:00
20:00 21:00
21:00 22:00
22:00 23:00
23:00 0:00
0:00 01:00
2:00 3:00
3:00 4:00
4:00 5:00
5:00 6:00
6:00 7:00
7:00 8:00
8:00 9:00
Time

12%
ProportionofTrips
10%
8%
6%
4%
2%
Ahmedabad TemporalVariationofMotorizedTrips
0%
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
2:00 3:00
3:00 4:00
4:00 5:00
5:00 6:00
6:00 7:00
7:00 8:00
8:00 9:00
9:00 10:00
23:00 0:00
0:00 01:00
Time
Figure 21 Temporal variation of trips

It can be seen that the peak hour factor is around 10% of the full day trips.

The following figure shows the proportion of trips in the study area originating at
different timeperiods across the day. It is observed that, the time of the day journey has
two peaks, morning is from 8:30am to 11:30am and evening is from 5:30pm to 8:30pm.
For the purpose of transit facilities and infrastructure design, it is desirable to look at
the peak hour traffic, therefore travel demand model has been developed for the
morning peak hour (8:30 am to 11:30 am).

10.00%
9.00%
8.00%
7.00%
%ofTrips
6.00%
5.00%
4.00%
3.00%
2.00%
1.00% StudyaArea
0.00%
2:00 3:00
3:00 4:00
4:00 5:00
5:00 6:00
6:00 7:00
7:00 8:00
8:00 9:00
9:00 10:00
10:00 11:00
11:00 12:00
12:00 13:00
13:00 14:00
14:00 15:00
15:00 16:00
16:00 17:00
17:00 18:00
18:00 19:00
19:00 20:00
20:00 21:00
21:00 22:00
22:00 23:00
23:00 0:00
0:00 01:00

Figure 22 Temporal Demand Variation of Study Area Motorized modes



2.3.6 Trip Length Frequency Distribution
The following figure shows the trip length frequency distribution for all trips in the
study area. It can be seen that majority of the trips are of less than 8kms length.

9.00
TripLengthFrequencyDistribution StudyArea
8.00
7.00
%oftrips(FullDay)
6.00
5.00
4.00
3.00
2.00
1.00
0.00
0 10 20 30 40 50 60
Distance(km)
Figure 23 Trip length frequency distribution study area

The average trip length by modes is shown in the table below. It can be seen that the
average trip distance by car and public transport is similar around 9.6kms, followed by
two wheeler trip lengths of 7.4km. The average trip length of the study area is 6.6kms.

Table 26 Average trip length mode wise
Modes Average Trip length (km)
Two Wheeler 7.36
Four Wheeler 9.66
Auto 6.38
Public Transport 9.57
Walk 2.14
Bicycle 4.27

2.3.7 Travel Pattern
The figure below shows that Ahmedabad traffic is concentrated in the walled city,
eastern part of the city and across the river bridges. Bicycle movements are shorter and
largely concentrated in and around North, east and central zones of Ahmedabad. Auto
trips are largely dispersed over the AMC region with shorter trip lengths whereas trips
made by car are largely dispersed with long distances. Trips with use of 4wheeler is
comparatively very low, as sparse red lines are seen in the map. The share of two
wheeler trips is considerably high compared to other modes with shorter distances
resulted in more compact travel movement over AMC.



2Wheeler 4Wheeler

3Wheeler Public Transport

Figure 24 Desireline Diagrams (AMC)

The below figure illustrated, in Gandhinagar trips are mainly originating from GNA to
external areas like Ahmedabad, Chiloda, Kalol and Mehsana. The predominant modes for
these trips are two wheelers and bus.



2Wheeler 4Wheeler
All Trips Legend
Number of Trips
100 - 200
200 - 300
500 - 1000
>1000
River / Canal
External Traffic Zones
0 2.5 5 10 15
Km

Figure 25 Desire line Diagrams (GUDA)



2.4 MODEL DEVELOPMENT

A standard four stage modeling process has been followed to project travel demand and
metro ridership in future. An overview of the modeling approach is presented in figure
below. This public transport model has been developed using EMME 4.0.8 software.

2.4.1 Modelling framework
The study area defined in chapter 1 has been taken as the modelling area. The zoning
structure has been outlined in previous chapter 1. The modelling area has been
subdivided into 409 internal zones and 9 external zones.

For this exercise, a public transport model has been developed for 3hour morning peak
period based on the temporal analysis carried out in section 2.3.5. The major road
network in the study area along with the existing public transport network of AMTS and
BRTS and proposed networks of metro, AMTS and BRTS has been taken into account for
developing base and future scenarios. For the analysis of travel pattern four trip
purposes Home based Work, Education, Others, Nonhome based, has been taken into
account.

This modelling exercise has been carried out for 2011(Base Year) and future years of
2018, 2021, 2031 and 2043. The following table shows the PT network taken for
different years:
Table 27 PT Network Development Inputs
Year Public Transport Network
2011 Base AMTS network across 549 km, 187 routes
45 km of BRTS network, 5 routes
9 VTCOS routes
18 GSRTC routes in the study area
2018, Restructured routes of AMTS across 630 km 54 routes
2021, 7VTCOS routes with improved frequencies
2031 & 19 GSRTC routes with improved frequencies
2043 125 km BRTS network 12 routes
37.7 km of Metro

For each of these years, demand scenarios of Business As Usual, Gradual and Rapid
Scenarios discussed in section 2.3) has been considered for modelling.

The data inputs used for modelling are as below:
Table 28 Data Inputs for Modelling Process
Type of data Details
Demand Data Existing demand household surveys, RSI at cordon points
Socioeconomic data population, employment data existing
and proposed, student enrolment existing and proposed

Supply Data Road network physical attributes, network speeds, delays at
junctions



Public Transport network stops, corridors, routes, service
details
Model calibration Travel speeds on major network (201213)
data Classified volume counts, vehicle occupancy surveys

2.4.2 Four stage Modelling Process
2.4.2.1 Trip Generation
Trip generation model estimates number of trip productions& trip attractions to each
TAZ. Trip productions are estimated based on household socio economic trip making
characteristics. Trip attractions are estimated from employment & student enrolment of
each TAZ.

Trip Production Model: Trip production model without walk trip for study area are
present in following table. Except NHB trips which are marginal (0.53 % of all trips) and
their estimation may not create significant impact in trip generation model. It shows
strong relation between HBW with resident worker & HBE with resident student in each
TAZ.
Table 29 Production Model
Dependent Variable Independent Variable R2 t Equation
(Production)
HBW Resident Workers 0.92 63.6 0.51x
HBE Resident Students 0.82 38.5 1.080x
HBO Population + Employment 0.75 27.7 0.050x
NHB Employment 0.004 0.74 0.001x

Trip Attraction Model: The model develops for trip attraction variables like working
populations (Employment) & student enrolment in each TAZ. Table shows R2 of HBW &
HBE are between 0.70 to 0.80, which seems to be positive for trip attraction model. HBO
trips have strong relation with population compare to employment. Base on that value
equations are generate for trip attraction model.

Table 210 Attraction Model
Dependent Variable Independent Variable R2 t Equation
(Attraction)
HBW Employment 0.75 32.26 0.747x
HBE Students Enrolment 0.84 42.59 0.813x
NHB Population + Employment 0.083 3.512 .005x

Following table shows the trip productions and attractions by zone groups in the study
area for different scenarios and forecast years.



Table 211 Productions and Attractions in different zone groups for different growth scenarios
2018 2021 2031 2043
Zones
Production Attraction Production Attraction Production Attraction Production Attraction
BUA Scenario
East West Metro 630279 815267 680157 877189 833794 1065047 1091682 1389937
Metro Overlap 200666 420910 211020 449400 241502 534900 296795 678028
North South Metro 437436 441262 473904 483896 605134 619309 827457 840202
Other Study Area 4000280 3591223 4449381 4003977 5541647 5002822 7188854 6496621
Moderate Scenario
East West Metro 639786 829932 696500 902666 849790 1089431 1091682 1389937
Metro Overlap 201828 426295 213052 457792 243491 542925 296795 678028
Other Study Area 3986722 3571187 4407970 3951533 5501113 4952612 7188854 6496621
Rapid Scenario
East West Metro 650693 844256 717666 928925 894509 1143192 1091682 1389937
Metro Overlap 203015 431587 215618 466350 248909 560419 296795 678028
Other Study Area 3963999 3546923 4354186 3897268 5387470 4841447 7188854 6496621


2.4.2.2 Trip Distribution Model

Trip distribution model works on gravity model which is based on assumption that trip
interaction between TAZ is directly proportional to relative attractiveness of each zone,
while inversely proportional to some function of spatial separation between the TAZs.
This model was developed for each of the four purposes Home Based Work, Home
Based Education, Home Based Other and Non Home Based trips. The following figure
shows the modelled and actual Trip Length Frequency Distribution (TLFD) for HBW and
HBE trips. Combined Tanners function was used for trip distribution.
7.0 7.0
HomeBasedWorkTrips TLFD HomeBasedEducationalTrips TLFD
6.0 6.0
ActualFrequency ActualFrequency
5.0 5.0
DeterrenceFunction DeterrenceFunction
%ofTrips
4.0
%ofTrips
4.0
3.0 3.0
2.0 2.0
1.0 1.0
0.0 0.0
0 5 10 15 20 25 30 35 40 45 50 55 0 5 10 15 20 25 30 35 40 45 50 55
Distance(Km) Distance(Km)
Home Base Work Trips Home Base Educational Trips

Combine Function with = 1.95 & = 0.34 Combine Function with = 2.07& = 0.36
Co Incidence Ratio = 85% Co Incidence Ratio = 74%
7.0 14.0
HomeBasedOthersTrips TLFD NonHomeBasedTrips TLFD
6.0 12.0
ActualFrequency ActualFreqency
5.0 10.0
DetterenceFunction DeterrenceFunction
%ofTrips
%ofTrips
4.0 8.0
3.0 6.0
2.0 4.0
1.0 2.0
0.0 0.0
0 5 10 15 20 25 30 35 40 45 50 55 0 5 10 15 20 25 30 35 40 45 50 55
Distance km Distance(Km)
Home Base Others Trips Non Home Base Trips

Combine Function with = 2.02& = 0.36 Combine Function with = 2.44& = 0.38
Figure 26 Trip Length Frequency Distribution Different Purpose wise

2.4.2.3 Mode Split
For mode split analysis, no existing model was available and due to the time constraints,
it was decided to estimate mode shares based on Willingness to Pay and Shift Survey
carried out as part of this study in the study area. A quick overview of existing public
transport shares in metropolitan cities along with their projected mode shares was also
carried out.

This note presents the basis for mode share estimates taken for the target year of 2043.

DPR for Ahmedabad Metro Rail Project

March 2015 17/154

2.4.2.3.1 Mode shares in metropolitan cities

The following table shows the existing mode shares in the metropolitan cities:

Table 212 Indian Cities PT share
City Population PT share Source
(2011) (Year)
(motorized
modes)
Delhi 168 lakhs 47% (2008) Delhi Traffic and Forecast Study (2008)
commissioned by DIMTS to RITES
Bangalore 85 lakhs 49% (2009) CTTS, Bangalore by WSA
Hyderabad 95 lakhs 36% (2011) CTTS, 2011 by LASA
Chennai 87 lakhs 55% (2005) Chennai Metro Rail Report, 2005
It can be seen that the existing mode share ranges between 4050%.

The existing mode share of public transport in Ahmedabad is around 22% which is
much lower than the mode shares in other metropolitan cities listed above. However,
with initiatives like the Bus Rapid Transit System (BRTS), fleet augmentation through
private sector participation, introducing coordinated route structure between AMTS and
BRTS, establishing automatic fare revision mechanism and development of Metro
system, the mode share of PT is expected to improve. A total network of 115kms of BRT
has been planned for the city, of which around 80kms are already operational. The route
network and structure of the city services are being rationalized to ensure an integrated
public transport network for its users.

With Ahmedabads projected population of around 1.1 Crore in 2043, it is expected to be
bigger than the cities of Bangalore and Hyderabad today.

With insertion of a quality public transit supply, and rising congestion levels on the road,
it seems plausible that significant shift from nontransit users mainly the two wheeler
drivers and autorickshaw passengers will be observed.

2.4.2.3.2 Willingness to Pay and Shift Survey
A Willingness to Pay and Shift survey of 711 PT users and nonusers was carried out to
assess the willingness to shift to public transport, if an integrated public transport
system comprising of metro, BRT and buses was available to them. The responses were
analysed to assess the likely shift to PT from private modes.

Willingness to Pay and Shift of Private Vehicle Users
The following table shows the proportion of private vehicle and paratransit users
willing to shift to public transport based on travel time savings. The sample proportions
were expanded against the total trips, and around 54% willingness to shift to public
transport was observed.



Table 213 Willingness to shift on PT from private vehicle

Mode Willing Grand % Sample Total Trips % shift from
to Shift Total Willing to 2012 total trips
shift
Two 215 378 57% 3002742 1711811
wheeler
Car 31 60 51% 332693 169191
Auto Pass. 78 171 46% 1103045 502777
Total 324 609 53% 4438480 2383778
% Shift 54%
Source: Primary Surveys, 2012

Those 324 users were presented with another set of questions for willingness to pay for
integrated public transport (Metro, BRTS & Bus) system. The users were asked at what
cost levels they would shift to PT. Options included same Vehicle Operating Costs (VoC),
up to 1.25 times the VOC, up to 1.5 times the cost and no shift (which implies shift only if
travel costs are lower than the existing VoC levels. The responses are compiled in the
table below.

Table 214 Willingness to pay on PT from private vehicles based on travel cost savings
Mode Willingness to pay survey results Cost Expanded trips based on survey
(weighted average)
No Shift Same Up to Up to Total No Shift Same Up to Up to
(unless PT cost 1.25 1.5 cost 1.25 1.5
cost lower times times times times
than cost cost cost cost
existing
mode cost)
Two 41 92 62 21 216 348765 729105 491353 166426
wheeler (15%) (31%) (21%) (7%)
Car 20 11 0 0 31 109155 60036 0 0
(5%) (3%)
Auto 23 39 10 5 77 126342 254653 65296 32648
Pass. (5%) (11%) (3%) (1%)
Total 84 142 72 26 324 Private veh. users willing to pay 2035013
& shift
Total Private trips (from Table 4438480
2)
% shift from pvt. mode 45%

To further assess, how many of these are likely to experience cost savings, travel costs
for public transport and private modes were compared for the year 2018, VoC can be
seen from the table below that PT costs are lower than car and auto costs and almost
similar to the two wheeler costs.



Table 215 Private & PT cost of travel in 2018

Mode Avg. Trip Total Cost Cost in 2018***
Length (ATL) for ATL
**
km* (2014)
Two Wheeler 7.36 22 26
Four Wheeler 9.66 88 106
Three Wheeler 6.38 61
Metro 9.57 30
BRT & Bus 25
*Assuming ATL in 2018 to be same as in 2012
** Total cost computed based on fuel consumption & avg. VOC mentioned in Table
20.3 in Ahmedabad metro DPR by MEGA.
***Assuming 5% inflation rate every year.

Based on this, it can be depicted that all car and auto passengers are likely to shift to PT
as the PT costs are much lower. However, for twowheeler users, around 19% (ref. Table
214) of the users would not be willing to shift as the two wheeler costs are similar to
the PT cost and not lower. Taking a weighted average of different passengers by modes,
around 15% (ref. Table 214) of the willing users are not likely to shift based on the cost
consideration. Thus, if we combine the 54% shift of passenger based on travel time and
85% of them shifting on the bases of cost considerations, we would have 45% of the
private vehicle trips shifting to PT.

Further, existing mode share of private vehicles is 78% and with 45% shift to PT,
therefore 35% of PT mode share will come from private vehicles.

2.4.2.3.3 Assessment of Captive Public Transport Users
The existing public transport mode share in the city is 22%. In order to assess if the PT
mode share may change in future, socioeconomic characteristics of the PT users were
analyzed. For assessing captive users for PT, income levels and private vehicle
ownership of the households were considered from 2012 household survey. Income
levels of up to Rs.50000 per month and vehicle ownership of up to 0.5 two wheeler per
driving member of HH, were assumed to be captive.

Based on the Table 216, can be seen that:
1. 17.92% households (HH) of PT users dont own any motorized vehicles.
2. 15.90% HH of PT users own only cycle.
3. 27.38% HH of PT users own less or equal to 0.25 two wheeler per driving member of
HH.
4. 26.71% HH of PT users own less or equal to 0.5 two wheeler per driving member of
HH.

Highlighted cells in table below, adding up about 82% of users who can be considered as
captive PT users. Estimated captive PT users in overall existing PT share will be 18% i.e.
82% of existing 22% of PT share.



Table 216 Income & Vehicle ownership distribution of HH of PT users

Income Range No Only Two Two Wh. Two Four Four Total
(In Rs. per Vehicl Cycle Wh. (>0.25 Wh. Wh. Wh.
month) es s (<=0.25 &<=0.50 (>0.5) (<=0.25 (>0.25
) per ) per per ) per ) per
driving driving drivin driving drivin
pop pop g pop pop g pop
<15000 6.81% 4.21% 1.77% 3.91% 0.22% 0.03% 0.07% 17.03%
1500125000 8.68% 8.59% 11.73% 12.90% 1.47% 0.71% 0.01% 44.09%
2500150000 2.14% 2.73% 10.75% 7.62% 1.40% 0.93% 0.58% 26.15%
5000175000 0.29% 0.23% 2.36% 1.64% 0.27% 2.13% 1.55% 8.46%
75001100000 0.00% 0.12% 0.57% 0.28% 0.06% 1.26% 0.51% 2.79%
>100000 0.00% 0.03% 0.20% 0.35% 0.01% 0.73% 0.14% 1.47%
Total 17.92%
15.90
27.38% 26.71% 3.43% 5.81% 2.86% 100%
%
Highlighted cells are captive PT users. i.e. 82%

2.4.2.3.4 Estimated PT Mode Share1
The future mode share on PT is being considered as having two components:
Existing PT mode share which will remain captive
Shift of private vehicle trips to PT modes

Based on the analysis presented in section above, at least 18% of the PT mode share is
likely to remain captive while another 35% mode shift from private vehicles towards PT
can be expected based on the Willingness to Pay and Shift Survey. Combining these two,
we have 53% as estimated PT share which can be realised, once an integrated quality
public transport is put in place.

2.4.2.4 Transit Assignment
Transit assignment is the final stage of the four stage modeling process. Base transit
demand (internal & external) is about 3.2 lakhs of three hours morning peak (11.12
lakhs per day). The share of the PT trips is 25% in motorized trips. The total PT demand
was assigned on the existing public transport network consisting of BRTS, AMTS, VTCOS
and GSRTC modes.

2.4.3 Network and demand development

2.4.3.1 Base Transit Network Development
A base year network has been developed in GIS which has been ARC GIS and the
modelling process has been carried out in travel demand modeling software i.e. EMME
4.0.8.

In 2011 base year, 45 km BRTS network was in operation; and about 187 AMTS & 9
VTCOS routes were plying as city bus services. Other than these, GSRTC were operating


routes between Ahmedabad & Gandhinagar. Since the modelhas been developed for the
peak hour, only peak hour frequency has been taken for each route.

Base Public Transport Network 2011 Base Bus Flows (Buses per Hour) 2011
Figure 27 Base Transit Network

2.4.3.2 Base Demand
As discussed in the previous section, household
surveys were carried out in AMC & GUDA TripwisePurpose 0%
respectively in 20112012 & 2009 which have
been used for developing the base year demand
matrix.For capturing the external public 34%
transport demand, passenger surveys at Kalupur
and Maninagarrailway station and GeetaMandir 45%
bus terminal were also carried out.

There are about 43 lakhs motorized trips HBE
HBOthers
produced in a day in the study area, of which PT
share is around 25% of these motorized trips.
HBW
Figure 2.1-8 Purpose21%
wise trips
NHB distribution (all modes)

Four different proposes have been captured, i.e. Home based work (HBW), Home based
Education (HBE), Home based others (HBO) & Non home based (NHB) for all the modes.

Table 217Purpose wise trips distribution


Purpose Motorized % Motorized

HBE 1215039 28%
HBOthers 515848 12%
HBW 2571467 59%
NHB 30210 1%
Total 4332565 100%

2.4.3.3 Future Transit Network Development
Figure below show the future transit corridors for the years 2018 & 2021 and 2031 &
2043.
Figure 28 Future Transit Network & Services per hour

2.4.3.4 Future Alternative Development
The land use scenarios for the study area are discussed in above section. Three growth
alternatives have been considered Business As Usual, Moderate and Rapid Scenarios.
The BAU scenario is expected to have development in vacant areas outside the current
development areas and focus on development along metro is assumed to happen once
the project has been completely realised. Therefore, the rate of development along the
metro corridor would happen at a much slower pace and will be realised at a much later
time period. The other two scenarios are more proactive scenarios, where growth along
the metro corridors will be facilitated leading to transit oriented development. The rate
of this development is much higher in Rapid Scenario than the Moderate Scenario.



Further it is expected that shift to public transport system will happen as the metro
corridors are implemented. Based on the WTS survey, a maximum shift of 50% to PT is
assumed by the year 2043. However, different buildup trajectories are assumed for the
different growth scenarios. In case of Moderate scenario, two shift options are being
considered, the first one focusing on shift to PT from across the city while the second
one assuming higher shift from catchment zones along the corridor.

The table below shows the demand scenarios for modelling:

Table 218 Future PT shares assumptions
Demand Growth Years
Scenarios Alternatives 2018 2021 2031 2043
Business As
Business as Usual 19% 26% 35% 53%
Usual
Gradual 22% 28% 37.50% 53%
Moderate
Moderate 22% 28% 37.50% 53%
Rapid Rapid 25% 30% 40% 53%

60%
50%
40%
PTShare
30%
20%
10%
0%
2018 2021 2031 2043
BusinessAsUsual Gradual&Moderate Rapid

Figure 29 Future Scenarios PT share build up

It is envisaged that introduction of metro would also yield significant benefits in terms
of reduction of private vehicles on road. It is estimated that by the year 2043, metro
would result in reduction of private vehicles by 46%. At the same time, significant
savings in vehiclekms is also expected.



2.4.3.4.1 Bases for 2018 PT shares assumptions

The PT mode share amongst motorized trips for the Rapid Scenario has been based on
the earlier PT mode share trend. The PT mode share in Ahmedabad has been varying
over the past 10 years. The highest mode share for PT was observed in 2008/9, when it
was 25%. Subsequently, decline in the PT share was observed owing to poor bus supply
levels. The downward trend of PT share has continued since with the share dropping to
22% currently.
Table 219 PT share trend
Total PT
Year PT share
ridership
2004 7.2 22%
2006 8.8 25%
2008 9.3 25%
2010 9.4 24%
2012 9.4 22%
30%
25%
20%
PTShare
15%
10%
5%
0%
2004 2006 2008 2010 2012 2014 2016 2018
BAU Moderate Rapid

Figure 210 PT share trend

The mode shares for the year 2018 has thus been based on the PT mode share trend.
While the BAU assumes that the decline will continue till the metro operations start in
2018, the Moderate Scenario considers that with proactive supply measures, we would
be able to arrest the decline and PT mode share would remain at 22% by 2018, same as
in the base year.

For the Rapid Scenario, considering proactive measures being initiated by GOG and AMC
to promote PT, the city will be able to recover the lost ground in three years to achieve a
high share of 25% PT, which it had in the year 2009. This translates to around 1
percentage point increase every year.



Here our assumptions are that:

- The share remain stable at 22% with Moderate scenario (i.e. arrest the downward
trend),
- Downward trend continues and the share declines to 19% from 22% in case of BAU and
- Reversal of trend to recover the lost ground to reach 25% as Rapid Growth scenario (i.e.
an increase by 3 percentage points in 3 years). Arresting the downward trend and
recover the lost share of PT by 3 percentage points, we believe needs significant effort
on the part of the city government.

2.4.4 Calibration for Public Transport Assignment Model

2.4.4.1 Mode wise ridership

Mode wise ridership was taken as the overall calibration parameter for the model.
Model has four types of public transport services, i.e. BRTS, AMTS, GSRTC between
GandhinagarAhmedabad & VTCOS (pvt.) for Gandhinagar. Following is the study area
public transport basic details for the base year,

Year Public Transport Network
2011 12 Base AMTS network across 549 km, 187 routes
45 km of BRTS network, 5 routes
9 VTCOS routes
18 GSRTC routes in the study area

Table220 PT ridership calibration
Observed Ridership Public Transport Network Diff. (%) for AM
(201112) peak hrs.
Mode: Bus Model ridership on Bus
AMTS: 9.9 lakhs Full Day: 1.11 lakhs
GSRTC & VTCOS: 1.2 lakhs 3 hrs.: 3.5 lakhs
8%
Total ridership on bus full day: 10.9
lakhs
AM Peak (3 hrs.): 3.22 lakhs
Mode: BRTS Model ridership on BRTS
BRTS Full Day: 1.35 lakhs (May 2012) Full Day: 1.36 lakhs 0.3%
AM Peak (3 hrs.): 0.4 lakhs AM peak (3 hrs.): 0.4 lakhs

2.4.4.2 Passenger flows
The next stage of calibration used comparison of modelled passenger flows (transit
volume) with the actual flows on the network. The following table shows the passenger
flows (observed versus modeled) at different locations in the city:



Table 221 Passenger flows calibration

East West West East
No.
of
No. of Diff No. of No. of Diff
Sr. Location Bus Occu Observ Modell Obser Mod
Buses . Buses Buses Occup .
No. s es panc ed ed ved elled
mode (% obser mode ancy (%
obs y Pass. Pass. Pass. Pass.
lled ) ved lled )
erv
ed
Nehru
1 81 85 80 6480 6855 5% 77 77 60 4620 4605 0%
Bridge
Jamalpur
2 67 70 85 5695 5960 4% 63 66 60 3780 3988 5%
Bridge

3 Helmet 16 15 60 960 889 8% 14 13 60 840 786
7%
South North North South
4 Anjali 28 29 60 1680 1693 1% 27 30 50 1350 1463 8%

5 Vidyapith 88 96 60 5280 5786 9% 83 81 80 6640 6497
2%
6 Wadaj 75 76 45 3375 3424 1% 79 83 75 5925 6245 5%
Power
7 60 57 55 3300 3153 5% 70 73 60 4200 4418 5%
House

2.4.4.3 Boardings on BRT at major stops
The model was also calibrated based on the boardings at some of the major public
transport stops. Since AMTS does not have automated ticketing system, this information
was not available for bus services. However, for BRT system, using stop wise boarding
data, model outputs were compared at 4 major interchange nodes:

Table 222 BRTS stops boardings calibration
Actual Boards per
Model Boards
Major BRTS Stops AM peak Hr. % Change
per Hr.
(2012)
RTO 335 348 4%
Akhbarnagar 501 423 18%
Shivranjani 135 123 9%
Dharnidhar 139 135 3%
Derasar

2.5 MODEL OUTPUTS

2.5.1 Base Year
The demand assignment was carried out on various public transport networks. The base
year AM Peak assignment model was calibrated based on the passenger boardings and
passenger volumes on the major public transport network.

Table 223 shows the model outputs for the base year. The average trip length in the
year for public transport is around 11kms.





Table 223 PT Ridership summary (full day)

Demand full day 1112036
Metro Leg
Pass. % Trans.
Mode Boardings Pass. Km Bo. per Length
Hr. Boardings Rate
km (km)
Bus (AMTS & VTCOS) 1196096 11209446 716156 90% 1167 9.37
1.20
BRT 136792 1044206 43796 10% 3040 7.63
Total 1332888 12253653 759952
PT trip length (km) 11.02

Following figure shows the public transport frequencies and passenger flows on the public
transport network.

PT Supply (Buses per hour) 2011 Passenger Demand (Pass. per hour 2011)
*Passenger flows are for morning peak hour, which gives one direction high flows at some
locations
Figure 211 Base year bus flows & passenger flows



2.5.2 Business as Usual Scenario

A. Full Day Ridership on different PT modes (Phase I corridors)

1. Year 2018 Phase I Metro Corridors (MoteraAPMC, Thaltej Vastral Gam)

PT
1142652 (19% PT Share)
Demand
Trip Leg
Pass. Boardings Metro Transfer
Mode Boardings Pass. Km Length
Hr. (%) Bo./km Rate
(km)
Bus 963537 10039643 594920 51% 10.42
BRTS 553912 4180305 175334 29% 10310 1.67 7.55
Metro 388682 2679009 81522 20% 6.89
Total 1906132 16898957 851776 100%
Avg. Trip Length (PT) 14.79 km

2. Year 2021 Phase I Metro Corridor (MoteraAPMC, Thaltej Vastral Gam)

PT
1672206 (26% PT Share)
Demand
Trip Leg
Boardings Metro Transfer
Mode Boardings Pass. Km Pass. Hr. Length
(%) Bo./km Rate
(km)
Bus 1418536 14241566 846859 51% 10.04
BRTS 823825 6201154 260088 30% 14548 1.67 7.53
Metro 548456 3833082 116642 20% 6.99
Total 2790817 24275801 1223590 100%


PT
2686245 (35% PT Share)
Demand
Trip Leg
Boarding Pass. Boarding Metro Transfer
Mode Pass. Km Length
s Hr. s (%) Bo./km Rate
(km)
132385
2291222 22271850 51% 9.72
Bus 6
23037 1.67
BRTS 1319784 9951886 417389 29% 7.54
Metro 868497 6103750 185744 19% 7.03
447950 192698
38327486 100%
Total 3 9




PT
5074854 (53% PT Share)
Demand
Trip Leg
(%) Bo./km Rate
(km)
Bus 4417325 43252499 2585159 51% 9.79
BRTS 2603034 20089727 842563 30% 42469 1.70 7.72
Metro 1601065 11665387 355003 19% 7.29
Total 8621424 75007614 3782725 100%


2018 2021
Figure 212 BAU Passenger Flows 2018 & 2021


2031 2043
Figure 213 BAU Passenger Flows 2031& 2043


B. Peak hour Ridership on Metro

B.1. North South Line (APMC to Motera stadium)
Stop Name 2018 2021 2031 2043
Link Load Board Alight Link Load Board Alight Link Load Board Alight Link Load Board Alight
Line 1: APMC to Motera Stadium
APMC 1664 1664 0 2394 2394 0 3858 3858 0 7981 7981 0

Jivraj 2229 579 14 3503 1127 18 5558 1733 34 11048 3145 77
Rajiv Nagar 2742 538 26 3982 518 39 6360 861 58 12746 1794 97
Shreyash 3454 805 93 4586 747 142 7385 1260 235 14802 2522 466
Paldi 3949 655 160 5286 949 250 8506 1508 386 16955 2920 767
Gandhigram Rly Stn 4272 451 128 5692 585 179 9076 854 285 18262 1819 512
Old High Court 6337 3782 1717 8468 4735 1959 13625 7703 3154 24422 12042 5882
Ushmanpura 6431 307 213 8647 483 304 13897 748 476 24993 1394 824
Vijay Nagar 6075 290 647 8169 392 869 13166 653 1384 23648 1245 2590
New Vadaj 5327 551 1299 7135 700 1735 11586 1196 2776 24622 5897 4923
Ranip 5005 577 899 7108 1167 1194 11837 1976 1725 22954 1208 2876
Sabarmati Rly Stn 4918 17 105 6990 27 146 11655 45 227 22621 70 402
AEC 4772 22 167 6799 53 243 11310 103 447 21743 237 1116
Sabarmati 4524 186 435 7066 826 559 11136 812 986 20430 406 1719
Motera Stadium 0 0 4524 0 0 7066 0 0 11136 0 0 20430



Stop Name 2018 2021 2031 2043

Line 1R: Motera Stadium to APMC
Motera Stadium 3981 3981 0 6152 6152 0 10013 10013 0 21456 21456 0
Sabarmati 4200 430 211 7170 1416 398 11474 2130 670 21378 1512 1590
AEC 4324 161 36 7325 225 69 11765 420 130 22158 973 193
Ranip 4656 802 536 7756 1313 967 12067 1840 1670 20137 1373 3634
New Vadaj 5321 1100 435 8422 1293 628 13104 2114 1077 24624 6784 2297
Vijay Nagar 5594 503 230 8682 739 479 13488 1193 809 25425 2258 1458
Ushmanpura 5414 174 354 8352 254 583 12996 390 881 24522 691 1594
Old High Court 4274 1958 3098 6093 2204 4464 9882 3668 6782 18861 6402 12063
Paldi 3224 151 791 4512 216 1158 7346 326 1821 14186 652 3454
Shreyash 2759 93 558 3858 102 756 6211 177 1312 11974 333 2545
Rajiv Nagar 2380 26 405 3292 40 606 5277 59 992 10132 97 1939
Jivraj 1526 2 855 2035 18 1274 3364 32 1946 6709 73 3496
APMC 0 0 1526 0 0 2035 0 0 3364 0 0 6709



B.2. East West Line (Thaltej to Vastral Gam)

Stop Name 2018 2021 2031 2043
Line 2: Thaltej to Vastral Gam
Thaltej 1222 1222 0 1642 1642 0 3098 3098 0 6673 6673 0

Doordarshan Kendra 1608 391 5 2190 555 7 3958 874 14 8743 2100 30
Gurukul Road 2355 774 27 3222 1070 38 5541 1652 70 11580 2961 124
Gujarat University 4149 1933 140 5610 2598 210 9093 3964 412 18204 7598 974
Commerce Six Road 4358 262 52 5888 364 86 9537 605 162 19088 1241 357
Stadium 4608 380 130 5983 290 195 9860 680 357 19635 1280 734
Old High Court 8536 4766 837 11005 6027 1004 16432 8504 1932 30092 14051 3594
Shahpur (U/G) 8246 416 706 10581 589 1013 15721 849 1559 28716 1513 2888
Ghee Kanta (U/G) 7960 964 1250 10119 1262 1724 15102 1817 2436 27516 3004 4205
Kalupur Rly Stn (U/G) 4812 1225 4374 6887 1972 5204 10694 3370 7780 20345 5837 13007
Kankaria East (U/G) 4517 96 390 6482 140 545 10133 207 768 19377 328 1296
Apparel Park 3740 220 996 5380 318 1420 8590 540 2083 16746 1067 3698
Amraiwadi 2761 148 1128 4031 253 1601 6748 465 2307 13802 930 3874
Rabari Colony 1546 108 1323 2444 263 1850 4575 554 2727 10359 1586 5029
Vastral 606 2 942 1102 5 1347 2420 13 2168 6019 12 4352
Nirant Cross Rd 248 6 365 535 14 581 1296 38 1162 3415 116 2720
Vastral Gam 0 0 248 0 0 535 0 0 1296 0 0 3415



Stop Name 2018 2021 2031 2043

Line 2R: Vastral Gam to Thaltej
Vastral Gam 238 238 0 405 405 0 1042 1042 0 2833 2833 0
Nirant Cross Rd 592 360 6 1002 618 21 2217 1228 52 5524 2821 130
Vastral 1488 898 2 2307 1310 5 4350 2146 13 9849 4337 12
Rabari Colony 2567 1219 140 4324 2270 252 7179 3366 537 15114 6540 1275
Amraiwadi 3223 826 170 5292 1262 294 8348 1735 567 17097 3193 1210
Apparel Park 3984 958 196 6208 1301 384 9597 1886 637 19254 3437 1280
Kankaria East (U/G) 4259 356 82 6567 486 127 10088 682 191 20151 1208 311
Ghee Kanta (U/G) 8021 1114 943 11070 1371 1416 16927 2002 2043 28920 3620 3374
Shahpur (U/G) 8232 629 418 11162 785 692 17148 1249 1028 29732 2531 1718
Old High Court 4508 820 4544 6708 1216 5671 10472 2018 8693 20594 3959 13098
Stadium 4212 125 421 6100 92 701 9721 265 1016 19278 552 1869
Gurukul Road 1585 23 809 2334 36 1144 4092 63 1748 8954 104 3294
Thaltej 0 0 1011 0 0 1539 0 0 2868 0 0 6160



C. Full Day Ridership on Metro
C.1. North South Line (APMC to Motera stadium)
Stop Name 2018 2021 2031 2043
APMC 14307 14307 0 20588 20588 0 33182 33182 0 68638 68638 0
Jivraj 19171 4981 117 30124 9694 158 47795 14902 289 95016 27045 664
Rajiv Nagar 23578 4627 220 34242 4455 337 54699 7406 502 109616 15428 832
Shreyash 29701 6921 798 39443 6422 1221 63513 10836 2019 127297 21689 4004
Paldi 33960 5635 1373 45460 8163 2147 73155 12965 3323 145811 25109 6594
Old High Court 54496 32525 14768 72825 40723 16846 117173 66244 27121 210033 103565 50582
Ushmanpura 55308 2642 1834 74362 4152 2611 119512 6436 4097 214942 11988 7083
Vijay Nagar 52243 2497 5562 70255 3368 7475 113228 5614 11899 203373 10705 22271
New Vadaj 45814 4740 11173 61359 6023 14919 99640 10289 23877 211749 50712 42336
Ranip 43045 4960 7730 61129 10038 10272 101796 16994 14837 197401 10389 24737
AEC 41039 186 1438 58473 454 2088 97269 884 3842 186988 2040 9598
Sabarmati 38903 1603 3739 60771 7100 4806 95773 6980 8480 175701 3495 14785
Motera Stadium 0 0 38903 0 0 60771 0 0 95773 0 0 175701



Stop Name 2018 2021 2031 2043

MoteraStadium 34235 34235 0 52904 52904 0 86114 86114 0 184522 184522 0
Sabarmati 36117 3698 1816 61659 12178 3426 98676 18321 5759 183847 13003 13674
AEC 37190 1383 310 62997 1933 595 101181 3615 1115 190555 8366 1658
SabarmatiRlyStn 37751 716 155 63729 974 241 102309 1527 399 192626 2786 719
Ranip 40042 6901 4606 66705 11290 8314 103778 15827 14359 173180 11806 31249
NewVadaj 45759 9457 3743 72426 11122 5404 112694 18177 9260 211770 58342 19752
VijayNagar 48108 4328 1978 74662 6357 4121 115993 10258 6959 218657 19422 12539
Ushmanpura 46560 1500 3044 71831 2181 5012 111766 3351 7578 210886 5941 13708
OldHighCourt 36756 16835 26643 52398 18958 38390 84985 31548 58329 162203 55057 103740
GandhigramRlyStn 33230 1170 4692 46908 1008 6498 76038 1479 10430 146090 2886 19003
Paldi 27723 1297 6804 38803 1854 9959 63179 2800 15659 121996 5607 29701
Shreyash 23729 798 4795 33182 877 6498 53413 1520 11287 102973 2862 21885
RajivNagar 20465 224 3485 28308 341 5215 45384 506 8535 87132 836 16677
Jivraj 13127 17 7355 17499 155 10960 28930 275 16732 57696 626 30062
APMC 0 0 13127 0 0 17499 0 0 28930 0 0 57696



C.2.East West Line (Thaltej to Vastral Gam)

Stop Name 2018 2021 2031 2043
Thaltej 10506 10506 0 14118 14118 0 26643 26643 0 57386 57386 0
Gurukul Road 20255 6660 230 27709 9205 327 47651 14211 599 99591 25466 1066
Stadium 39629 3268 1121 51452 2491 1679 84796 5851 3072 168859 11011 6309
Old High Court 73410 40984 7200 94641 51830 8638 141312 73134 16619 258788 120840 30908
Shahpur (U/G) 70912 3574 6072 90998 5064 8710 135202 7300 13409 246958 13010 24840
Ghee Kanta (U/G) 68456 8294 10750 87025 10850 14823 129881 15624 20946 236634 25838 36161
Kankaria East (U/G) 38844 822 3357 55745 1204 4689 87146 1782 6601 166644 2821 11146
Apparel Park 32167 1889 8562 46268 2731 12209 73874 4644 17916 144016 9174 31803
Amraiwadi 23743 1276 9704 34668 2174 13770 58033 4001 19842 118697 7995 33313
Rabari Colony 13296 932 11376 21018 2260 15910 39343 4761 23450 89089 13640 43248
Vastral 5208 17 8105 9477 45 11582 20815 114 18645 51765 103 37427
Nirant Cross Rd 2129 55 3137 4599 117 4995 11146 327 9993 29371 994 23392
Vastral Gam 0 0 2129 0 0 4599 0 0 11146 0 0 29371



Stop Name 2018 2021 2031 2043

VastralGam 2050 2050 0 3481 3481 0 8958 8958 0 24366 24366 0
NirantCrossRd 5091 3096 55 8617 5315 179 19068 10561 451 47503 24259 1121
Vastral 12793 7723 17 19838 11263 45 37407 18456 114 84700 37300 103
RabariColony 22074 10485 1207 37186 19522 2171 61741 28951 4620 129980 56244 10963
Amraiwadi 27716 7107 1465 45508 10853 2532 71789 14923 4874 147032 27462 10409
ApparelPark 34266 8235 1686 53389 11187 3306 82532 16220 5476 165584 29556 11008
KankariaEast(U/G) 36626 3065 702 56474 4176 1094 86753 5865 1644 173297 10385 2673
KalupurRlyStn(U/G) 67513 38562 7671 95591 51944 12824 145921 81205 22037 246596 115546 42250
GheeKanta(U/G) 68979 9577 8112 95205 11789 12174 145570 17221 17572 248712 31129 29013
Shahpur(U/G) 70795 5408 3595 95997 6749 5955 147473 10743 8841 255699 21765 14778
OldHighCourt 38769 7055 39078 57692 10461 48769 90063 17351 74758 177112 34049 112639
Stadium 36227 1077 3619 52457 795 6030 83599 2277 8741 165791 4751 16072
CommerceSixRoad 34187 468 2508 49601 716 3574 79106 1345 5838 157359 3068 11496
GujaratUniversity 20385 1318 15119 29601 2026 22026 49684 3908 33330 104435 8610 61535
GurukulRoad 13629 196 6956 20069 310 9842 35188 540 15033 77008 898 28325
DoordarshanKendra 8693 0 4936 13237 0 6835 24668 3 10523 52979 3 24032
Thaltej 0 0 8693 0 0 13237 0 0 24668 0 0 52979


Chapter2:TrafficDemandForecast

2.5.3 Gradual Scenario



PT
1313779 (22% PT Share)
Demand
Trip Leg
Boarding Boarding Metro Transfe
Mode Pass. Km Pass. Hr. Length
s s (%) Bo./km r Rate
(km)
1095773
1090318 651198 50% 10.05
Bus 5
11656 1.65
BRTS 631556 4658334 195385 29% 7.38
Metro 439419 2972579 90456 20% 6.76
1858864
2161294 937039 100%
Total 8


PT
1769793 (28% PT Share)
Demand
Trip Leg
(km)
Bus 1477993
14593832 868889 51% 9.87
BRTS 860956
6397351 268318 29% 15395 1.65 7.43
Metro 580407
4017700 122261 20% 6.92
2500888 125946
2919356 100%
Total 3 9


PT
2864834 (37.5% PT Share)
Demand
Trip Leg
(km)
Bus 2415145 23240385 1383173 51% 9.62
BRTS 1388969 10410372 436619 29% 24531 1.65 7.50
Metro 924830 6473172 196987 20% 7.00
4012393 201677
4728944 100%
Total 0 9

March 2015 42/154


PT
5074854 (53% PT Share)
Demand
Trip Leg
Boarding Pass. Boarding Metro Transfe
Mode Pass. Km Length
s Hr. s (%) Bo./km r Rate
(km)
Bus 4417325
43252499 2585159 51% 9.79
BRTS 2603034
20089727 842563 30% 42469 1.70 7.72
Metro 1601065
11665387 355003 19% 7.29
7500761 378272
8621424 100%
Total 4 5
Avg. Trip Length (PT) 14.78km



2018 2021
Figure 214 Gradual Passenger Flows 2018& 2021


2031 2043
Figure 215 Gradual Passenger Flows 2031& 2043



Stop Name 2018 2021 2031 2043
APMC 1879 1879 0 2476 2476 0 4050 4050 0 7981 7981 0

Jivraj 2518 657 17 3616 1159 20 5835 1821 36 11048 3145 77
Rajiv Nagar 3107 620 31 4156 581 40 6730 957 62 12746 1794 97
Shreyash 3879 879 107 4800 791 148 7832 1350 248 14802 2522 466
Paldi 4448 757 188 5540 1007 267 9028 1608 412 16955 2920 767
Old High Court 7001 4151 1960 8888 4995 2069 14306 8084 3393 24422 12042 5882
Ushmanpura 7082 346 265 9060 512 342 14588 802 520 24993 1394 824
Vijay Nagar 6660 316 738 8548 398 910 13813 676 1451 23648 1245 2590
New Vadaj 5770 604 1494 7434 718 1832 12147 1239 2905 24622 5897 4923
Ranip 5415 659 1014 7377 1218 1276 12378 2088 1857 22954 1208 2876
AEC 5127 26 206 7021 62 288 11782 115 514 21743 237 1116
Sabarmati 4803 199 524 7170 830 681 11563 854 1073 20430 406 1719
Motera Stadium 0 0 4803 0 0 7170 0 0 11563 0 0 20430



Stop Name 2018 2021 2031 2043

Motera Stadium 4282 4282 0 6237 6237 0 10437 10437 0 21456 21456 0
Sabarmati 4580 523 225 7328 1494 403 12024 2288 701 21378 1512 1590
AEC 4737 201 44 7516 270 82 12365 488 147 22158 973 193
Ranip 5099 904 625 7954 1362 1022 12698 1975 1786 20137 1373 3634
New Vadaj 5896 1294 497 8675 1371 650 13801 2228 1126 24624 6784 2297
Vijay Nagar 6228 591 259 8956 773 491 14210 1254 845 25425 2258 1458
Ushmanpura 6037 215 406 8621 283 618 13695 428 943 24522 691 1594
Old High Court 4888 2269 3418 6511 2417 4527 10504 3953 7144 18861 6402 12063
Paldi 3696 179 911 4806 222 1231 7821 349 1940 14186 652 3454
Shreyash 3159 106 642 4088 109 827 6598 190 1414 11974 333 2545
Rajiv Nagar 2709 31 481 3455 40 674 5562 63 1098 10132 97 1939
Jivraj 1734 2 978 2142 19 1331 3543 34 2053 6709 73 3496
APMC 0 0 1734 0 0 2142 0 0 3543 0 0 6709




Stop Name 2018 2021 2031 2043
Thaltej 1372 1372 0 1796 1796 0 3404 3404 0 6673 6673 0

Gurukul Road 2684 898 34 3514 1163 46 6060 1796 84 11580 2961 124
Stadium 5222 439 173 6565 484 236 10635 731 410 19635 1280 734
Old High Court 9395 5221 1048 11248 5852 1169 17338 8886 2184 30092 14051 3594
Shahpur (U/G) 9029 489 855 10803 620 1065 16549 890 1679 28716 1513 2888
Ghee Kanta (U/G) 8639 1122 1511 10354 1349 1798 15857 1895 2587 27516 3004 4205
Kankaria East (U/G) 5147 120 454 6901 160 571 10936 235 810 19377 328 1296
Apparel Park 4286 288 1149 5749 374 1526 9329 615 2222 16746 1067 3698
Amraiwadi 3182 194 1297 4355 300 1694 7404 534 2458 13802 930 3874
Rabari Colony 1840 146 1489 2733 302 1924 5129 628 2902 10359 1586 5029
Vastral 744 2 1099 1284 6 1455 2750 18 2397 6019 12 4352
Nirant Cross Rd 295 10 458 612 19 691 1453 47 1344 3415 116 2720
Vastral Gam 0 0 295 0 0 612 0 0 1453 0 0 3415



Stop Name 2018 2021 2031 2043

Vastral Gam 285 285 0 494 494 0 1190 1190 0 2833 2833 0
Nirant Cross Rd 719 444 10 1200 734 27 2527 1400 62 5524 2821 130
Vastral 1763 1046 2 2634 1439 6 4877 2368 18 9849 4337 12
Rabari Colony 2938 1362 187 4684 2352 302 7822 3560 615 15114 6540 1275
Amraiwadi 3670 952 220 5623 1284 346 9039 1857 640 17097 3193 1210
Apparel Park 4516 1101 255 6562 1376 436 10318 2002 723 19254 3437 1280
Kankaria East (U/G) 4828 412 101 6927 512 147 10821 719 216 20151 1208 311
Ghee Kanta (U/G) 8664 1334 1092 11622 1458 1501 17704 2114 2131 28920 3620 3374
Shahpur (U/G) 8925 750 489 11718 845 749 17970 1340 1074 29732 2531 1718
Old High Court 5052 1026 4900 7078 1291 5931 11223 2270 9017 20594 3959 13098
Stadium 4742 162 472 6510 171 738 10446 304 1081 19278 552 1869
Gurukul Road 1790 28 940 2543 41 1226 4467 75 1896 8954 104 3294
Thaltej 0 0 1139 0 0 1690 0 0 3147 0 0 6160




Stop Name 2018 2021 2031 2043
APMC 16158 16158 0 21297 21297 0 34827 34827 0 68638 68638 0
Jivraj 21658 5648 144 31094 9966 169 50183 15662 306 95016 27045 664
Rajiv Nagar 26722 5329 265 35745 4998 344 57878 8228 533 109616 15428 832
Shreyash 33358 7561 922 41280 6804 1269 67355 11607 2129 127297 21689 4004
Paldi 38253 6512 1617 47641 8658 2298 77641 13832 3547 145811 25109 6594
Old High Court 60207 35700 16853 76440 42955 17792 123032 69522 29182 210033 103565 50582
Ushmanpura 60909 2976 2277 77913 4407 2938 125453 6897 4475 214942 11988 7083
Vijay Nagar 57273 2714 6350 73513 3426 7826 118790 5814 12477 203373 10705 22271
New Vadaj 49625 5198 12845 63936 6178 15755 104462 10654 24981 211749 50712 42336
Ranip 46571 5669 8724 63444 10478 10974 106447 17953 15968 197401 10389 24737
AEC 44094 227 1775 60382 537 2473 101329 991 4420 186988 2040 9598
Sabarmati 41304 1713 4503 61665 7138 5858 99440 7344 9230 175701 3495 14785
Motera Stadium 0 0 41304 0 0 61665 0 0 99440 0 0 175701



Stop Name 2018 2021 2031 2043

Motera Stadium 36825 36825 0 53636 53636 0 89756 89756 0 184522 184522 0
Sabarmati 39385 4500 1937 63017 12848 3468 103403 19673 6027 183847 13003 13674
AEC 40736 1730 382 64634 2319 702 106337 4200 1266 190555 8366 1658
Ranip 43853 7774 5377 68401 11717 8789 109203 16983 15356 173180 11806 31249
New Vadaj 50706 11132 4276 74603 11792 5590 118690 19164 9680 211770 58342 19752
Vijay Nagar 53564 5081 2226 77025 6646 4224 122209 10788 7269 218657 19422 12539
Ushmanpura 51920 1847 3488 74139 2432 5318 117775 3677 8108 210886 5941 13708
Old High Court 42033 19512 29398 55996 20788 38930 90334 33998 61438 162203 55057 103740
Paldi 31786 1538 7836 41332 1913 10588 67262 3000 16681 121996 5607 29701
Shreyash 27169 908 5525 35153 939 7114 56739 1637 12160 102973 2862 21885
Rajiv Nagar 23299 268 4135 29711 347 5793 47833 540 9443 87132 836 16677
Jivraj 14912 21 8407 18425 162 11448 30472 289 17654 57696 626 30062
APMC 0 0 14912 0 0 18425 0 0 30472 0 0 57696



Stop Name 2018 2021 2031 2043
Thaltej 11803 11803 0 15442 15442 0 29271 29271 0 57386 57386 0
GurukulRoad 23082 7726 296 30220 10000 396 52116 15449 719 99591 25466 1066
Stadium 44909 3777 1486 56461 4162 2030 91459 6285 3526 168859 11011 6309
OldHighCourt 80795 44899 9013 96733 50324 10052 149103 76420 18779 258788 120840 30908
Shahpur(U/G) 77648 4204 7351 92908 5332 9161 142320 7654 14441 246958 13010 24840
GheeKanta(U/G) 74297 9649 12996 89041 11600 15463 136368 16299 22246 236634 25838 36161
KankariaEast(U/G) 44266 1029 3908 59347 1379 4909 94046 2019 6969 166644 2821 11146
ApparelPark 36863 2480 9883 49443 3220 13120 80228 5287 19106 144016 9174 31803
Amraiwadi 27369 1665 11156 37455 2577 14565 63671 4589 21142 118697 7995 33313
RabariColony 15824 1259 12807 23506 2597 16546 44108 5397 24961 89089 13640 43248
Vastral 6395 21 9450 11039 48 12515 23647 151 20612 51765 103 37427
NirantCrossRd 2539 83 3942 5263 165 5941 12494 406 11558 29371 994 23392
VastralGam 0 0 2539 0 0 5263 0 0 12494 0 0 29371



Stop Name 2018 2021 2031 2043

VastralGam 2453 2453 0 4245 4245 0 10234 10234 0 24366 24366 0
NirantCrossRd 6185 3815 83 10323 6312 234 21730 12037 537 47503 24259 1121
Vastral 15164 8999 21 22652 12377 48 41940 20361 151 84700 37300 103
RabariColony 25270 11713 1606 40286 20227 2594 67266 30613 5287 129980 56244 10963
Amraiwadi 31562 8184 1892 48356 11042 2972 77737 15972 5501 147032 27462 10409
ApparelPark 38841 9470 2191 56437 11830 3750 88738 17217 6216 165584 29556 11008
KankariaEast(U/G) 41517 3547 870 59574 4407 1266 93062 6185 1861 173297 10385 2673
GheeKanta(U/G) 74510 11472 9391 99946 12542 12910 152251 18180 18325 248712 31129 29013
Shahpur(U/G) 76757 6453 4204 100775 7269 6440 154542 11524 9233 255699 21765 14778
OldHighCourt 43447 8827 42140 60867 11101 51008 96516 19525 77548 177112 34049 112639
Stadium 40781 1390 4056 55986 1469 6350 89836 2611 9295 165791 4751 16072
GurukulRoad 15394 244 8084 21872 354 10540 38414 643 16302 77008 898 28325
Thaltej 0 0 9797 0 0 14537 0 0 27062 0 0 52979



2.5.4 Moderate Scenario



PT
1281038 (22% PT Share)
Demand
Trip Leg
(km)
Bus 1059179 11401966 678382 49% 10.76
BRTS 627442 4889540 205080 29% 13159 1.70 7.79
Metro 496079 3465256 105447 23% 6.99
1975676
2182701 988910 100%
Total 3


PT
1755515 (28% PT Share)
Demand
Trip Leg
(km)
Bus 1437910 15040206 896563 48% 10.46
BRTS 868486 6730257 282277 29% 17767 1.70 7.75
Metro 669820 4682772 142500 23% 6.99
2645323 132133
2976216 100%
Total 5 9


PT
2842308 (37.5% PT Share)
Demand
Trip Leg
(%) Bo./km Rate
(km)
Bus 2287129 22881996 1362818 47% 10.00
BRTS 1406540 10903837 457308 29% 29800 1.69 7.75
Metro 1123442 7833946 238398 23% 6.97
Total 4817111 41619779 2058524 100%


March 2015 54/154


PT
5074854 (53% PT Share)
Demand
Trip Leg
(%) Bo./km Rate
(km)
Bus 4417325 43252499 2585159 51% 9.79
BRTS 2603034 20089727 842563 30% 42469 1.70 7.72
Metro 1601065 11665387 355003 19% 7.29
Total 8621424 75007614 3782725 100%



2018 2021
Figure 216 Moderate Passenger Flows 2018& 2021


2031 2043
Figure 217 Moderate Passenger Flows 2031& 2043




B.1. North South Line (APMC to Motera stadium)78
Stop Name 2018 2021 2031 2043
APMC 2090 2090 0 2783 2783 0 4693 4693 0 7981 7981 0

Jivraj 2766 692 16 4060 1300 22 6814 2169 48 11048 3145 77
Rajiv Nagar 3395 652 23 4666 636 30 7872 1106 49 12746 1794 97
Shreyash 4244 947 98 5443 916 138 9210 1590 252 14802 2522 466
Paldi 4923 878 200 6341 1194 296 10671 1970 508 16955 2920 767
Old High Court 8033 4881 2271 10278 5893 2512 16933 9772 4302 24422 12042 5882
Ushmanpura 8121 373 285 10463 602 417 17245 999 686 24993 1394 824
Vijay Nagar 7688 288 721 9971 407 899 16434 670 1481 23648 1245 2590
New Vadaj 6632 433 1489 8644 756 2083 14286 1308 3456 24622 5897 4923
Ranip 6158 777 1251 8327 1258 1576 14048 2164 2401 22954 1208 2876
AEC 5828 40 243 7870 74 355 13251 154 690 21743 237 1116
Sabarmati 5396 226 659 7933 924 861 12871 1036 1416 20430 406 1719
Motera Stadium 0 0 5396 0 0 7933 0 0 12871 0 0 20430



Stop Name 2018 2021 2031 2043

Motera Stadium 4930 4930 0 6957 6957 0 11680 11680 0 21456 21456 0
Sabarmati 5266 602 266 8305 1812 464 13749 2914 845 21378 1512 1590
AEC 5444 226 48 8548 335 92 14213 659 195 22158 973 193
Ranip 5985 1115 674 9315 1670 1039 15117 2524 1818 20137 1373 3634
New Vadaj 6818 1264 431 10171 1546 690 16584 2676 1210 24624 6784 2297
Vijay Nagar 7170 573 221 10442 765 494 17054 1288 818 25425 2258 1458
Ushmanpura 6979 234 425 10069 346 718 16438 558 1175 24522 691 1594
Old High Court 5504 2606 4080 7542 2882 5409 12531 4898 8804 18861 6402 12063
Paldi 4074 192 1017 5468 247 1450 9216 435 2358 14186 652 3454
Shreyash 3466 102 710 4605 101 964 7739 197 1675 11974 333 2545
Rajiv Nagar 2986 23 504 3898 30 737 6534 50 1256 10132 97 1939
Jivraj 1930 2 1058 2420 22 1499 4117 46 2463 6709 73 3496
APMC 0 0 1930 0 0 2420 0 0 4117 0 0 6709




Stop Name 2018 2021 2031 2043
Thaltej 1585 1585 0 2080 2080 0 4183 4183 0 6673 6673 0

GurukulRoad 3185 1082 27 4204 1438 40 7616 2302 103 11580 2961 124
Stadium 6134 548 172 7821 622 271 13396 971 528 19635 1280 734
OldHighCourt 11290 6286 1131 13498 7076 1398 21662 11043 2776 30092 14051 3594
Shahpur(U/G) 10928 596 957 12977 800 1321 20617 1194 2239 28716 1513 2888
GheeKanta(U/G) 10381 1222 1770 12280 1570 2267 19561 2389 3444 27516 3004 4205
KankariaEast(U/G) 6195 107 562 8191 167 718 13976 302 1092 19377 328 1296
ApparelPark 5026 250 1418 6704 380 1866 11847 774 2903 16746 1067 3698
Amraiwadi 3760 186 1451 5084 327 1948 9432 694 3110 13802 930 3874
RabariColony 2157 125 1728 3190 303 2197 6581 814 3664 10359 1586 5029
Vastral 879 2 1280 1511 5 1683 3569 27 3039 6019 12 4352
NirantCrossRd 352 8 535 724 18 805 1860 58 1767 3415 116 2720
VastralGam 0 0 352 0 0 724 0 0 1860 0 0 3415



Stop Name 2018 2021 2031 2043

Vastral Gam 344 344 0 592 592 0 1564 1564 0 2833 2833 0
Nirant Cross Rd 855 519 8 1427 862 28 3321 1836 79 5524 2821 130
Vastral 2078 1225 2 3102 1680 5 6324 3030 27 9849 4337 12
Rabari Colony 3470 1564 173 5462 2669 309 9932 4412 804 15114 6540 1275
Amraiwadi 4360 1100 210 6602 1517 377 11482 2385 836 17097 3193 1210
Apparel Park 5507 1380 233 7859 1705 447 13196 2624 910 19254 3437 1280
Kankaria East (U/G) 5933 520 93 8352 650 157 13884 969 281 20151 1208 311
Ghee Kanta (U/G) 10485 1597 1193 13777 1822 1748 21613 2784 2679 28920 3620 3374
Shahpur (U/G) 10748 855 592 13902 1067 942 21994 1801 1420 29732 2531 1718
Old High Court 6005 1124 5866 8446 1556 7012 14070 2923 10848 20594 3959 13098
Stadium 5555 158 608 7706 186 927 13066 388 1392 19278 552 1869
Gurukul Road 2079 22 1133 2955 34 1518 5548 95 2436 8954 104 3294
Thaltej 0 0 1320 0 0 1960 0 0 3864 0 0 6160



Stop Name 2018 2021 2031 2043
APMC 17974 17974 0 23932 23932 0 40362 40362 0 68638 68638 0
Jivraj 23784 5948 138 34916 11177 189 58600 18655 413 95016 27045 664
RajivNagar 29195 5607 196 40124 5466 258 67699 9515 420 109616 15428 832
Shreyash 36502 8146 843 46812 7874 1187 79206 13674 2167 127297 21689 4004
Paldi 42336 7554 1720 54531 10265 2546 91772 16939 4372 145811 25109 6594
OldHighCourt 69086 41978 19532 88394 50682 21603 145622 84043 37001 210033 103565 50582
Ushmanpura 69839 3206 2453 89980 5174 3584 148309 8590 5903 214942 11988 7083
VijayNagar 66117 2473 6199 85749 3498 7730 141332 5762 12738 203373 10705 22271
NewVadaj 57039 3726 12804 74338 6502 17912 122856 11249 29725 211749 50712 42336
Ranip 52962 6684 10760 71610 10819 13550 120813 18607 20647 197401 10389 24737
AEC 50124 347 2088 67679 633 3055 113960 1328 5931 186988 2040 9598
Sabarmati 46402 1947 5669 68226 7950 7406 110689 8910 12178 175701 3495 14785
MoteraStadium 0 0 46402 0 0 68226 0 0 110689 0 0 175701



Stop Name 2018 2021 2031 2043

MoteraStadium 42401 42401 0 59832 59832 0 100445 100445 0 184522 184522 0
Sabarmati 45288 5181 2291 71425 15587 3994 118243 25064 7265 183847 13003 13674
AEC 46818 1944 409 73509 2879 795 122230 5666 1675 190555 8366 1658
Ranip 51473 9587 5793 80111 14359 8937 130004 21703 15631 173180 11806 31249
NewVadaj 58635 10870 3708 87469 13292 5934 142619 23017 10403 211770 58342 19752
VijayNagar 61662 4930 1902 89798 6577 4248 146668 11080 7035 218657 19422 12539
Ushmanpura 60018 2009 3653 86595 2976 6175 141363 4795 10103 210886 5941 13708
OldHighCourt 47334 22408 35091 64861 24782 46519 107765 42119 75714 162203 55057 103740
Paldi 35036 1648 8748 47025 2126 12467 79261 3739 20275 121996 5607 29701
Shreyash 29811 877 6103 39605 870 8290 66557 1696 14403 102973 2862 21885
RajivNagar 25676 196 4331 33523 258 6340 56189 427 10798 87132 836 16677
Jivraj 16598 21 9099 20815 186 12890 35404 396 21180 57696 626 30062
APMC 0 0 16598 0 0 20815 0 0 35404 0 0 57696



Stop Name 2018 2021 2031 2043
Thaltej 13629 13629 0 17885 17885 0 35976 35976 0 57386 57386 0
GurukulRoad 27389 9305 234 36151 12363 347 65498 19801 888 99591 25466 1066
Stadium 52749 4709 1479 67259 5349 2332 115202 8349 4537 168859 11011 6309
OldHighCourt 97091 54063 9725 116086 60850 12023 186297 94972 23877 258788 120840 30908
Shahpur(U/G) 93984 5126 8232 111604 6877 11359 177304 10265 19257 246958 13010 24840
GheeKanta(U/G) 89275 10509 15222 105608 13499 19494 168226 20544 29622 236634 25838 36161
KankariaEast(U/G) 53275 922 4837 70441 1434 6171 120190 2594 9388 166644 2821 11146
ApparelPark 43224 2147 12198 57658 3268 16051 101886 6660 24964 144016 9174 31803
Amraiwadi 32339 1596 12477 43719 2814 16749 81112 5965 26743 118697 7995 33313
RabariColony 18548 1077 14864 27431 2604 18892 56598 7004 31514 89089 13640 43248
Vastral 7558 14 11008 12996 45 14476 30695 230 26134 51765 103 37427
NirantCrossRd 3024 72 4603 6230 155 6921 15996 499 15198 29371 994 23392
VastralGam 0 0 3024 0 0 6230 0 0 15996 0 0 29371



Stop Name 2018 2021 2031 2043

VastralGam 2962 2962 0 5095 5095 0 13450 13450 0 24366 24366 0
NirantCrossRd 7355 4465 72 12270 7413 237 28562 15790 678 47503 24259 1121
Vastral 17874 10537 14 26674 14445 45 54390 26055 230 84700 37300 103
RabariColony 29839 13454 1490 46973 22955 2659 85419 37947 6918 129980 56244 10963
Amraiwadi 37496 9463 1803 56774 13044 3244 98745 20513 7190 147032 27462 10409
ApparelPark 47358 11871 2006 67589 14665 3846 113486 22566 7829 165584 29556 11008
KankariaEast(U/G) 51026 4469 802 71831 5593 1352 119402 8335 2418 173297 10385 2673
GheeKanta(U/G) 90169 13732 10258 118480 15666 15036 185870 23942 23041 248712 31129 29013
Shahpur(U/G) 92429 7351 5091 119554 9178 8105 189148 15487 12212 255699 21765 14778
OldHighCourt 51645 9666 50451 72639 13385 60303 120999 25140 93289 177112 34049 112639
Stadium 47775 1359 5225 66268 1600 7970 112364 3340 11971 165791 4751 16072
GurukulRoad 17878 189 9742 25411 296 13051 47713 819 20946 77008 898 28325
Thaltej 0 0 11352 0 0 16859 0 0 33234 0 0 52979



2.5.5 Rapid Scenario


PT
1475070 (25% PT Share)
Demand
Trip Leg
(km)
Bus 1184058 12426340 741070 48% 10.49
BRTS 711041 5474117 229598 29% 15579 1.68 7.70
Metro 587318 4040039 122939 24% 6.88
2194049 109360
2482418 100%
Total 5 7

PT
1876268 (30% PT Share)
Demand
Trip Leg
Boarding Boardings Metro Transfe
s (%) Bo./km r Rate
(km)
1516471
1470012 904820 46% 10.32
Bus 7
20716 1.69
BRTS 920217 7042186 295361 29% 7.65
Metro 780997 5293933 161097 25% 6.78
2750083 136127
3171226 100%
Total 6 8

PT
3028235 (40% PT Share)
Demand
Trip Leg
Boarding Boardings Metro Transfe
s (%) Bo./km r Rate
(km)
Bus 2405035 23766310 1417344 48% 9.88
BRTS 1446682 11120474 466393 29% 31357 1.66 7.69
Metro 1182170 8274531 251808 23% 7.00
4316131 213554
5033886 100%
Total 5 5

March 2015 66/154


PT
5074854 (53% PT Share)
Demand
Trip Leg
(%) Bo./km Rate
(km)
Bus 4417325 43252499 2585159 51% 9.79
BRTS 2603034 20089727 842563 30% 42469 1.70 7.72
Metro 1601065 11665387 355003 19% 7.29
Total 8621424 75007614 3782725 100%



2018 2021
Figure 218 Rapid Passenger Flows 2018& 2021


2031 2043
Figure 219 Rapid Passenger Flows 2031& 2043


B. Peak hour Ridership on Metro Phase I corridors

Stop Name 2018 2021 2031 2043
APMC 2430 2430 0 3044 3044 0 4843 4843 0 7981 7981 0
Jivraj 3227 818 21 4355 1330 20 7003 2203 43 11048 3145 77
RajivNagar 3970 771 28 5093 771 32 8228 1277 53 12746 1794 97
Shreyash 4931 1074 113 6345 1398 146 9727 1748 249 14802 2522 466
Paldi 5755 1065 241 7392 1359 312 11346 2122 504 16955 2920 767
OldHighCourt 9299 5672 2725 11458 6713 3289 17787 10354 4734 24422 12042 5882
Ushmanpura 9374 442 368 11702 689 445 18124 1070 732 24993 1394 824
VijayNagar 8860 310 824 11259 497 940 17290 677 1512 23648 1245 2590
NewVadaj 7576 484 1768 10659 2228 2828 15156 1341 3474 24622 5897 4923
Ranip 6962 889 1503 9336 424 1747 14946 2324 2534 22954 1208 2876
AEC 6532 54 320 8694 61 494 13944 167 868 21743 237 1116
Sabarmati 5950 256 838 8413 758 1040 13330 1018 1632 20430 406 1719
MoteraStadium 0 0 5950 0 0 8413 0 0 13330 0 0 20430



Stop Name 2018 2021 2031 2043

Motera Stadium 5512 5512 0 7430 7430 0 12149 12149 0 21456 21456 0
Sabarmati 5986 773 299 8443 1152 140 14479 3153 823 21378 1512 1590
AEC 6224 302 64 8836 465 72 15099 840 220 22158 973 193
Ranip 6904 1334 788 8866 888 1030 16004 2655 1990 20137 1373 3634
New Vadaj 7930 1526 500 12299 4819 1385 17448 2686 1242 24624 6784 2297
Vijay Nagar 8354 669 246 12515 812 596 17927 1316 837 25425 2258 1458
Ushmanpura 8139 298 514 12046 400 869 17298 613 1242 24522 691 1594
Old High Court 6531 3164 4771 8470 3252 6828 13322 5393 9370 18861 6402 12063
Paldi 4814 232 1224 6100 246 1648 9774 432 2529 14186 652 3454
Shreyash 4080 117 852 5085 111 1126 8130 201 1845 11974 333 2545
Rajiv Nagar 3495 28 613 4250 35 870 6745 53 1438 10132 97 1939
Jivraj 2256 3 1242 2631 23 1642 4300 41 2486 6709 73 3496
APMC 0 0 2256 0 0 2631 0 0 4300 0 0 6709




Stop Name 2018 2021 2031 2043
Thaltej 1870 1870 0 2373 2373 0 4723 4723 0 6673 6673 0

Gurukul Road 3848 1342 38 4572 1604 52 8493 2528 108 11580 2961 124
Stadium 7356 681 236 8442 736 316 14428 1060 607 19635 1280 734
Old High Court 13144 7276 1488 15693 8895 1644 22644 11500 3284 30092 14051 3594
Shahpur (U/G) 12665 731 1210 15096 907 1504 21524 1211 2331 28716 1513 2888
Ghee Kanta (U/G) 11905 1473 2232 14486 2056 2666 20293 2372 3602 27516 3004 4205
Kankaria East (U/G) 7439 144 692 9585 198 917 14627 308 1124 19377 328 1296
Apparel Park 6053 337 1723 7839 414 2160 12426 806 3006 16746 1067 3698
Amraiwadi 4558 246 1740 5932 332 2239 10050 754 3131 13802 930 3874
Rabari Colony 2701 174 2032 3926 314 2321 7260 816 3606 10359 1586 5029
Vastral 1142 3 1562 1932 8 2002 4058 28 3230 6019 12 4352
Nirant Cross Rd 444 12 710 895 26 1063 2078 72 2052 3415 116 2720
Vastral Gam 0 0 444 0 0 895 0 0 2078 0 0 3415



Stop Name 2018 2021 2031 2043

VastralGam 435 435 0 761 761 0 1818 1818 0 2833 2833 0

NirantCrossRd 1100 678 12 1730 1006 36 3829 2101 90 5524 2821 130
Vastral 2593 1496 3 3666 1944 8 7006 3205 28 9849 4337 12
RabariColony 4188 1830 234 5979 2661 348 10489 4316 834 15114 6540 1275
Amraiwadi 5236 1325 277 7229 1696 446 12042 2429 877 17097 3193 1210
ApparelPark 6600 1679 314 8731 1929 427 13816 2729 954 19254 3437 1280
KankariaEast(U/G) 7112 638 126 9314 745 163 14526 1000 290 20151 1208 311
GheeKanta(U/G) 12010 1995 1432 15619 2359 1919 22454 2879 2674 28920 3620 3374
Shahpur(U/G) 12355 1066 722 15708 1121 1032 22915 1878 1417 29732 2531 1718
OldHighCourt 7148 1477 6685 9844 2074 7937 15102 3440 11253 20594 3959 13098
Stadium 6615 208 741 8982 236 1098 14034 432 1500 19278 552 1869
GurukulRoad 2478 32 1401 3553 44 1802 6128 90 2663 8954 104 3294
Thaltej 0 0 1564 0 0 2397 0 0 4346 0 0 6160



C. Full Day Ridership on Metro Ph I Corridors
Stop Name 2018 2021 2031 2043
APMC 20895 20895 0 26178 26178 0 41652 41652 0 68638 68638 0
Jivraj 27754 7038 179 37451 11441 169 60228 18948 372 95016 27045 664
RajivNagar 34142 6629 244 43802 6629 279 70761 10984 454 109616 15428 832
Shreyash 42408 9236 970 54565 12019 1256 83654 15033 2140 127297 21689 4004
Paldi 49495 9161 2074 63568 11686 2683 97572 18249 4331 145811 25109 6594
OldHighCourt 79973 48783 23433 98539 57734 28284 152966 89048 40716 210033 103565 50582
Ushmanpura 80616 3805 3161 100637 5924 3825 155866 9202 6299 214942 11988 7083
VijayNagar 76199 2666 7083 96826 4276 8087 148691 5824 13000 203373 10705 22271
NewVadaj 65154 4159 15201 91669 19164 24321 130345 11531 29876 211749 50712 42336
Ranip 59870 7644 12928 80293 3650 15022 128536 19986 21796 197401 10389 24737
AEC 56172 468 2752 74772 526 4252 119922 1438 7461 186988 2040 9598
Sabarmati 51170 2205 7207 72350 6522 8944 114641 8751 14032 175701 3495 14785
MoteraStadium 0 0 51170 0 0 72350 0 0 114641 0 0 175701



Stop Name 2018 2021 2031 2043

MoteraStadium 47400 47400 0 63901 63901 0 104480 104480 0 184522 184522 0
Sabarmati 51476 6646 2570 72612 9911 1201 124518 27118 7080 183847 13003 13674
AEC 53523 2601 550 75990 4001 623 129850 7221 1889 190555 8366 1658
Ranip 59378 11476 6780 76244 7633 8861 137634 22831 17111 173180 11806 31249
NewVadaj 68201 13127 4303 105773 41442 11913 150053 23100 10681 211770 58342 19752
VijayNagar 71844 5755 2116 107631 6980 5122 154170 11314 7200 218657 19422 12539
Ushmanpura 69994 2566 4417 103592 3437 7475 148766 5274 10678 210886 5941 13708
OldHighCourt 56168 27207 41032 72842 27971 58721 114566 46382 80582 162203 55057 103740
Paldi 41400 1995 10523 52460 2116 14169 84053 3712 21751 121996 5607 29701
Shreyash 35085 1008 7324 43729 953 9680 69915 1730 15869 102973 2862 21885
RajivNagar 30055 244 5274 36553 303 7482 58009 458 12363 87132 836 16677
Jivraj 19402 28 10681 22628 196 14121 36980 354 21383 57696 626 30062
APMC 0 0 19402 0 0 22628 0 0 36980 0 0 57696



Stop Name 2018 2021 2031 2043
Thaltej 16079 16079 0 20406 20406 0 40616 40616 0 57386 57386 0
GurukulRoad 33089 11538 327 39316 13798 447 73038 21744 929 99591 25466 1066
Stadium 63258 5858 2026 72601 6333 2714 124084 9116 5222 168859 11011 6309
OldHighCourt 113035 62577 12800 134958 76499 14138 194742 98897 28242 258788 120840 30908
Shahpur(U/G) 108917 6288 10406 129826 7802 12934 185106 10413 20048 246958 13010 24840
GheeKanta(U/G) 102385 12666 19195 124576 17678 22931 174518 20396 30981 236634 25838 36161
KankariaEast(U/G) 63974 1242 5948 82433 1699 7888 125794 2652 9666 166644 2821 11146
ApparelPark 52054 2900 14820 67417 3560 18573 106867 6928 25855 144016 9174 31803
Amraiwadi 39199 2112 14964 51019 2855 19254 86430 6488 26925 118697 7995 33313
RabariColony 23227 1500 17472 33760 2704 19959 62436 7021 31015 89089 13640 43248
Vastral 9821 28 13433 16612 72 17221 34899 241 27775 51765 103 37427
NirantCrossRd 3815 103 6109 7695 220 9140 17871 616 17644 29371 994 23392
VastralGam 0 0 3815 0 0 7695 0 0 17871 0 0 29371



Stop Name 2018 2021 2031 2043

VastralGam 3739 3739 0 6543 6543 0 15631 15631 0 24366 24366 0
NirantCrossRd 9460 5827 103 14881 8652 310 32931 18070 771 47503 24259 1121
Vastral 22298 12862 28 31531 16722 72 60255 27565 241 84700 37300 103
RabariColony 36020 15735 2012 51418 22883 2996 90207 37121 7169 129980 56244 10963
Amraiwadi 45026 11393 2384 62171 14582 3832 103558 20891 7540 147032 27462 10409
ApparelPark 56763 14441 2704 75088 16591 3674 118821 23468 8204 165584 29556 11008
KankariaEast(U/G) 61163 5483 1084 80097 6409 1404 124927 8603 2494 173297 10385 2673
GheeKanta(U/G) 103289 17155 12315 134322 20289 16505 193104 24761 22993 248712 31129 29013
Shahpur(U/G) 106251 9171 6209 135089 9639 8875 197071 16154 12188 255699 21765 14778
OldHighCourt 61469 12704 57489 84662 17836 68260 129877 29581 96774 177112 34049 112639
Stadium 56887 1789 6371 77249 2026 9439 120692 3719 12903 165791 4751 16072
GurukulRoad 21311 272 12050 30558 378 15497 52697 777 22900 77008 898 28325
Thaltej 0 0 13454 0 0 20612 0 0 37379 0 0 52979


2.6 SUMMARY
The demand forecasting exercise was carried out for four scenarios depending on
different land use growth alternatives and build up public transport ridership.

The following tables summarize PPHPD by line and metro boarding in different
scenarios and for different forecast years. It can be seen that by the horizon year of
2043, around 16 lakhs boardings on metro is expected with 30000 PPHPD.

Table 224 PPHPD Summary by Scenario
Scenario Line 2018 2021 2031 2043
EW 8536 11162 17148 30092
BAU
NS 6431 8682 13897 25425
EW 9395 11718 17970 30092
Gradual
NS 7082 9060 14588 25425
EW 11290 13902 21994 30092
Moderate
NS 8121 10463 17245 25425
EW 13144 15708 22915 30092
Rapid
NS 9374 12515 18124 25425

Table 225 Ridership Summary by Scenario
Years
Scenarios
Line 2018 2021 2031 2043
EW 216479 299882 472714 861947
BAU NS 172210 248574 395782 739115
Total 388689 548456 868497 1601062
EW 245840 320082 506168 861947
Gradual NS 193589 260332 418665 739115
Total 439429 580414 924834 1601062
EW 280415 372580 630776 861947
Moderate NS 215678 297240 492666 739115
Total 496093 669820 1123442 1601062
EW 334609 435315 661605 861947
Rapid NS 252723 345689 520561 739115
Total 587332 781004 1182166 1601062

The figure below shows the buildup of metro ridership under different scenarios, from
commissioning year to horizon year.


1800000
BAU Gradual Moderate Rapid
1600000
MetroRidershipperDay 1400000
1200000
1000000
800000
600000
400000
200000
0
2018 2021 2031 2043
Years
Figure 220 Metro Ridership Forecast


Chapter 2: Traffic Demand Forecast
Annexure 1 : Metro TAZ Map

Annexure 2: Metro Zone Map
Annexure 3: TAZ Details

TAZ No Boundary TAZ_Name Zone_Name TAZ_New Boundary TAZ_Name Zone_Name

1 AMC Khadia East - West Metro 302 AMC Chandlodiya West AMC
2 AMC Khadia East - West Metro 303 AMC Ranip North - South Metro
3 AMC Khadia East - West Metro 304 AMC Kali West AMC
7 AMC Kalupur East - West Metro 308 AMC Kali West AMC
10 AMC Kalupur East - West Metro 311 AMC Ranip North - South Metro
11 AMC Kalupur East - West Metro 312 AMC Ghatoldia East - West Metro
12 AMC Kalupur East - West Metro 313 AMC Ghatoldia West BRT
13 AMC Kalupur East - West Metro 314 AMC Ghatoldia West BRT
14 AMC Dariyapur East - West Metro 315 AMC Thaltej West AMC
15 AMC Dariyapur East - West Metro 316 AMC Thaltej West AMC
16 AMC Dariyapur East - West Metro 317 AMC Thaltej East - West Metro
17 AMC Dariyapur East - West Metro 318 AMC Thaltej East - West Metro
18 AMC Shahpur Metro Overlap 319 AMC Thaltej West AMC
19 AMC Shahpur East - West Metro 320 AMC Jodhpur West BRT
20 AMC Shahpur East - West Metro 321 AMC Bodakhdev East - West Metro
21 AMC Shahpur Metro Overlap 322 AMC Bodakhdev East - West Metro
22 AMC Raikhad Metro Overlap 323 AMC Bodakhdev East - West Metro
23 AMC Raikhad Metro Overlap 324 AMC Thaltej East - West Metro
24 AMC Raikhad Metro Overlap 325 AMC Thaltej West AMC
25 AMC Raikhad Metro Overlap 326 AMC Vejalpur North - South Metro
26 AMC Raikhad Metro Overlap 327 AMC Vejalpur North - South Metro
27 AMC Raikhad Metro Overlap 328 AMC Lambha East - West Metro
28 AMC Raikhad Metro Overlap 329 AMC Lambha East AMC
29 AMC Jamalpur East - West Metro 330 AMC Lambha East AMC
30 AMC Jamalpur East - West Metro 331 AMC Sarkhej West BRT
31 AMC Jamalpur East - West Metro 332 AMC Sarkhej West AMC
32 AMC Jamalpur East BRT 333 AMC Sarkhej West AMC
33 AMC Jamalpur East BRT 334 AMC Lambha East AMC
34 AMC Jamalpur North - South Metro 335 AMC Lambha East AMC
35 AMC Dudheshwar Metro Overlap 336 AMC Lambha East AMC
36 AMC Dudheshwar North - South Metro 337 AMC Sarkhej West AMC
37 AMC Dudheshwar Metro Overlap 338 AMC Bodakhdev West BRT
38 AMC Madhupura North - South Metro 401 AUDA Khodiyar Other Study Area
39 AMC Madhupura Metro Overlap 402 AUDA Lilapur Other Study Area
40 AMC Madhupura East - West Metro 403 AUDA Bopal (CT) / ghuma (OG) Other Study Area
41 AMC Madhupura East - West Metro 404 AUDA Kathwada (OG) Other Study Area
42 AMC Madhupura East - West Metro 405 AUDA Singarva (CT) Other Study Area
43 AMC Girdharnagar East AMC 412 AUDA Chiloda (CT) Other Study Area
44 AMC Girdharnagar East AMC 451 AUDA Bilasiya Other Study Area
45 AMC Girdharnagar East - West Metro 456 AUDA Bhuvaldi Other Study Area


Airport & Ahmedabad
51 Cantonment Cantonment North - South Metro 457 AUDA Kanbha Other Study Area
Airport & Ahmedabad
52 Cantonment Cantonment North - South Metro 459 AUDA Geratnagar/bibipur Other Study Area
Airport &
53 Cantonment Airport East AMC 460 AUDA Gatrad / Memadpur Other Study Area
Devdi / chosar / geratpur / ropda / gamdi /
54 AMC Asarwa East - West Metro 464 AUDA istolabad Other Study Area
55 AMC Naroda Road East BRT 466 AUDA Aslali Other Study Area
56 AMC Naroda Road East - West Metro 473 AUDA Sanathal Other Study Area
57 AMC Saraspur East - West Metro 474 AUDA Navapura Other Study Area
58 AMC Saraspur East - West Metro 477 AUDA Shela Other Study Area
59 AMC Saraspur East BRT 497 AUDA Bhat Other Study Area
60 AMC Saijpur Bogha East BRT 498 AUDA Nabhoi Other Study Area
61 AMC Saijpur Bogha East BRT 499 AUDA Karai Other Study Area
62 AMC Potaliya East BRT 500 AUDA Ranasan Other Study Area
65 AMC Potaliya East BRT 501 AUDA Limbadia Other Study Area
66 AMC Sardarnagar East AMC 519 AUDA Koteshwar Other Study Area
67 AMC Sardarnagar North - South Metro 520 AUDA Sugad Other Study Area
68 AMC Sardarnagar East AMC 521 AUDA Amiyapur Other Study Area
69 AMC Sardarnagar East AMC 522 AUDA Zundal Other Study Area
70 AMC Sardarnagar East AMC 523 AUDA Khoraj Other Study Area
71 AMC Sardarnagar East AMC 524 AUDA Jamiyatpur Other Study Area
72 AMC Sardarnagar East AMC 525 AUDA Dantali Other Study Area
73 AMC Sardarnagar East BRT 536 AUDA Palodiya / rancharda / nandoli Other Study Area
74 AMC Kubernagar East BRT 537 AUDA Rachhodpura / santej Other Study Area
75 AMC Kubernagar East BRT 538 AUDA Rakanpur / dantali / lapkaman Other Study Area
76 AMC Thakkarbapanagar East BRT 543 AUDA Khatraj / vadsar Other Study Area
77 AMC Thakkarbapanagar East BRT 601 GNA Sector-1 Other Study Area
78 AMC Thakkarbapanagar East BRT 602 GNA Sector-2 Other Study Area
79 AMC Naroda-Muthiya East BRT 603 GNA Sector-3 Other Study Area
83 AMC Naroda-Muthiya East AMC 607 GNA Sector-7 Other Study Area
101 AMC Maninagar East - West Metro 611 GNA Sector-11 Other Study Area
102 AMC Maninagar East BRT 612 GNA Sector-12 Other Study Area
103 AMC Maninagar East BRT 613 GNA Sector-13 Other Study Area
104 AMC Kankariya East - West Metro 614 GNA Sector-14 Other Study Area
105 AMC Kankariya East - West Metro 615 GNA Sector-15 Other Study Area
106 AMC Kankariya East BRT 616 GNA Sector-16 Other Study Area
107 AMC Baherampura North - South Metro 617 GNA Sector-17 Other Study Area
108 AMC Baherampura East BRT 618 GNA InfoCity_nift_da-iict Other Study Area


109 AMC Baherampura East BRT 619 GNA Sector-19 Other Study Area
110 AMC Baherampura East AMC 620 GNA Sector-20 Other Study Area
113 AMC Danilimbda East BRT 623 GNA Sector-23 Other Study Area
118 AMC Bag-E-Firdosh East - West Metro 628 GNA Sector-28 Other Study Area
119 AMC Bag-E-Firdosh East BRT 629 GNA Sector-29 Other Study Area
120 AMC Bag-E-Firdosh East BRT 630 GNA Sector-30 Other Study Area
121 AMC Bag-E-Firdosh East BRT 631 GNA Adiwada & GEB Chhapra Other Study Area
122 AMC Vatva East AMC 632 GNA Borij Other Study Area
123 AMC Vatva East BRT 633 GNA Palaj (Urban) Other Study Area
124 AMC Vatva East BRT 634 GNA Basan (Urban) Other Study Area
125 AMC Vatva East AMC 635 GNA Indroda Other Study Area
126 AMC Vatva East AMC 636 GNA Dholakuva (urban & rural) Other Study Area
127 AMC Vatva East AMC 637 GUDA Rupal Other Study Area
128 AMC Isanpur East BRT 638 GUDA Randheja Other Study Area
129 AMC Isanpur East BRT 639 GUDA Pethapur Other Study Area
130 AMC Isanpur East BRT 640 GUDA Piplaj Other Study Area
131 AMC Isanpur East BRT 641 GUDA Dolarana Vasana Other Study Area
132 AMC Isanpur East BRT 642 GUDA Sardhav Other Study Area
133 AMC Isanpur East BRT 643 GUDA Sonipur Other Study Area
151 AMC Bapunagar East BRT 644 GUDA Bhundiya Other Study Area
152 AMC Bapunagar East BRT 645 GUDA Dashela Other Study Area
153 AMC Rakhial East - West Metro 646 GUDA Adraj Moti Other Study Area
154 AMC Rakhial East - West Metro 647 GUDA Kolavada Other Study Area
155 AMC Rakhial East BRT 648 GUDA Lekawada Other Study Area
156 AMC Gomtipur East - West Metro 649 GUDA Alampur Other Study Area
157 AMC Gomtipur East - West Metro 650 GUDA Shiholi Moti Other Study Area
158 AMC Rajpur East - West Metro 651 GUDA Pundarasan Other Study Area
159 AMC Rajpur East BRT 652 GUDA Vavol Other Study Area
160 AMC Rajpur East - West Metro 653 GUDA Palaj Other Study Area
161 AMC Rajpur East - West Metro 654 GUDA Prantiya Other Study Area
162 AMC Amraiwadi East - West Metro 655 GUDA Chiloda Other Study Area
163 AMC Amraiwadi East - West Metro 656 GUDA Shertha Other Study Area
164 AMC Bhaipura Hatkeshwar East - West Metro 657 GUDA Unvarsad Other Study Area
165 AMC Bhaipura Hatkeshwar East BRT 658 GUDA Vasana Hadmatia Other Study Area
166 AMC Nikol East BRT 659 GUDA Basan Other Study Area
167 AMC Nikol East BRT 660 GUDA Lavarpur Other Study Area
168 AMC Nikol East BRT 661 GUDA Dabhoda Other Study Area
169 AMC Odhav East BRT 662 GUDA Adalaj (CT) Other Study Area
170 AMC Odhav East BRT 663 GUDA Tarapur Other Study Area


171 AMC Odhav East BRT 664 GUDA Sargasan Other Study Area
172 AMC Odhav East - West Metro 665 GUDA Por Other Study Area
173 AMC Odhav East - West Metro 666 GUDA Kudasan Other Study Area
Khokhara-
174 AMC Mehemdabad East - West Metro 667 GUDA Randesan Other Study Area
Khokhara-
175 AMC Mehemdabad East BRT 668 GUDA Shahpur Other Study Area
176 AMC NavaNaroda East BRT 669 GUDA Ratanpur Other Study Area
177 AMC NavaNaroda East AMC 670 GUDA Ambapur Other Study Area
178 AMC Vastral-Ramol East - West Metro 671 GUDA Raysan Other Study Area
179 AMC Vastral-Ramol East - West Metro 672 GUDA Pirojpur Other Study Area
180 AMC NavaNaroda East AMC 673 GUDA Koba Other Study Area
201 AMC Paldi North - South Metro 674 GUDA Valad Other Study Area
202 AMC Paldi North - South Metro 910 OUTER Changodar / Moraiya Other Study Area
203 AMC Paldi North - South Metro 1051 AMC Kankariya East - West Metro
204 AMC Paldi North - South Metro 1181 AMC Bag-E-Firdosh East - West Metro
205 AMC Paldi North - South Metro 1621 AMC Amraiwadi East - West Metro
206 AMC Paldi North - South Metro 1771 AMC NavaNaroda East BRT
207 AMC Vasna West BRT 1772 AMC NavaNaroda East BRT
208 AMC Vasna North - South Metro 1781 AMC Vastral-Ramol East - West Metro
209 AMC Vasna North - South Metro 1782 AMC Vastral-Ramol East AMC
212 AMC Vasna North - South Metro 2051 AMC Paldi North - South Metro
213 AMC Vasna North - South Metro 2101 AMC Vasna North - South Metro
214 AMC Gandhi Gram East - West Metro 2161 AMC Gandhi Gram East - West Metro
215 AMC Gandhi Gram East - West Metro 2291 AMC Navrangpura Metro Overlap
217 AMC Gandhi Gram West BRT 2311 AMC Navrangpura Metro Overlap
218 AMC Gandhi Gram West BRT 2312 AMC Navrangpura Metro Overlap
220 AMC Gandhi Gram East - West Metro 2321 AMC Navrangpura North - South Metro
221 AMC Gandhi Gram West BRT 2381 AMC S. P. Stadium Metro Overlap
222 AMC Gandhi Gram North - South Metro 2471 AMC New Wadaj North - South Metro
223 AMC Navrangpura Metro Overlap 2601 AMC Chandkheda West BRT
224 AMC Navrangpura Metro Overlap 2621 AMC Motera North - South Metro
225 AMC Navrangpura Metro Overlap 3041 AMC Kali North - South Metro
226 AMC Navrangpura Metro Overlap 3091 AMC Kali West AMC
227 AMC Navrangpura East - West Metro 3111 AMC Ranip North - South Metro
228 AMC Navrangpura North - South Metro 3121 AMC Ghatoldia East - West Metro
229 AMC Navrangpura Metro Overlap 3141 AMC Ghatoldia West BRT
230 AMC Navrangpura Metro Overlap 3151 AMC Thaltej West BRT
231 AMC Navrangpura Metro Overlap 3171 AMC Thaltej East - West Metro
232 AMC Navrangpura North - South Metro 3172 AMC Thaltej East - West Metro
233 AMC Navrangpura Metro Overlap 3181 AMC Thaltej East - West Metro


234 AMC Navrangpura Metro Overlap 3201 AMC Jodhpur West BRT
235 AMC Navrangpura North - South Metro 3211 AMC Bodakhdev East - West Metro
236 AMC S. P. Stadium North - South Metro 3241 AMC Thaltej East - West Metro
237 AMC S. P. Stadium Metro Overlap 3251 AMC Thaltej West AMC
238 AMC S. P. Stadium Metro Overlap 3261 AMC Vejalpur North - South Metro
239 AMC S. P. Stadium Metro Overlap 3262 AMC Vejalpur North - South Metro
240 AMC S. P. Stadium East - West Metro 3263 AMC Vejalpur North - South Metro
241 AMC S. P. Stadium East - West Metro 3264 AMC Vejalpur North - South Metro
242 AMC S. P. Stadium East - West Metro 3311 AMC Sarkhej West AMC
243 AMC Naranpura North - South Metro 3312 AMC Sarkhej West AMC
244 AMC Naranpura North - South Metro 3321 AMC Sarkhej West AMC
245 AMC Naranpura East - West Metro 3322 AMC Sarkhej West AMC
246 AMC Naranpura West BRT 3323 AMC Sarkhej West AMC
247 AMC New Wadaj North - South Metro 3331 AMC Sarkhej West AMC
248 AMC New Wadaj North - South Metro 3332 AMC Sarkhej West AMC
249 AMC New Wadaj North - South Metro 4041 AUDA Kathwada (OG) Other Study Area
250 AMC Old Wadaj North - South Metro 4042 AUDA Kathwada (OG) Other Study Area
251 AMC Old Wadaj Metro Overlap 4601 AUDA Gatrad / Memadpur Other Study Area
252 AMC Old Wadaj Metro Overlap 4602 AUDA Gatrad / Memadpur Other Study Area
253 AMC Old Wadaj North - South Metro 4603 AUDA Gatrad / Memadpur Other Study Area
254 AMC Sabarmati North - South Metro 4731 AUDA Sanathal Other Study Area
255 AMC Sabarmati North - South Metro 4732 AUDA Sanathal Other Study Area
256 AMC Sabarmati North - South Metro 4741 AUDA Navapura Other Study Area
257 AMC Sabarmati North - South Metro 6321 GNA Borij Other Study Area
258 AMC Sabarmati North - South Metro 6661 GUDA Kudasan Other Study Area
259 AMC Sabarmati North - South Metro 6662 GUDA Kudasan Other Study Area
260 AMC Chandkheda North - South Metro 9101 OUTER Changodar / Moraiya Other Study Area
261 AMC Chandkheda West BRT 9102 OUTER Changodar / Moraiya Other Study Area
262 AMC Motera North - South Metro 9103 OUTER Changodar / Moraiya Other Study Area
301 AMC Chandlodiya West AMC

Annexure 4: Population (PP), Employment (Emp), Workers (Wkr), Resident students (RS) & Students enrollment (SE) for 2011
TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE TAZ PP Wkr Emp RS SE
1 7412 2772 11016 2241 564 125 26055 9209 2321 7315 107 256 1796 603 3522 753 550 626 4372 1410 1112 1856 2242
2 3952 1487 2452 776 1560 126 17964 6197 2329 4998 374 257 1208 433 5330 569 560 627 8462 2831 1647 2155 423
3 3459 1284 2024 880 399 127 55155 18372 4766 11419 1485 258 14011 4718 1402 3506 5630 628 8210 2641 5520 1859 3965
4 19762 7332 42279 4534 7338 128 11643 3936 1705 3003 743 259 32520 10903 13165 7785 11076 629 8704 2568 1728 1627 859
5 7412 2751 18781 2527 3003 129 41056 14243 5845 10210 9950 260 27228 9322 4521 8214 6769 630 8984 3019 1907 2423 1374
6 7412 2750 6097 1995 4246 130 28799 9980 22851 7304 8386 261 66012 23090 7648 16748 13088 631 11781 5116 3112 3755 497
7 5362 1809 22333 1616 1963 131 28799 9966 17209 6752 7158 262 20294 6924 9097 4549 1780 632 3016 1030 564 537 1187
8 5362 1809 42299 1508 1953 132 14163 4990 5393 1853 511 301 60069 21185 1959 17908 1853 633 2634 983 267 710 1072
9 11799 3982 13479 2744 4086 133 34722 12217 12367 5348 5198 302 60069 21185 9579 16678 12198 634 1611 653 417 353 564
10 11262 3801 24494 2546 7345 151 38739 13377 16181 6251 12850 303 50011 16891 1223 12576 475 635 3569 1142 431 1111 79
11 8045 2715 11014 3307 1377 152 55096 18786 53917 12931 18896 304 4178 1409 697 1265 464 636 4042 2211 422 1040 588
12 3755 1303 6129 745 2581 153 36072 12161 12770 9178 9626 305 6960 2342 352 1293 1162 637 4418 1697 1000 755 723
13 8045 2715 11200 1844 6934 154 22532 7652 1819 5173 2529 306 3427 1193 1909 662 483 638 12205 4287 1264 2555 405
14 19098 6330 7950 4371 7281 155 18235 6093 21314 3633 3968 307 21563 7392 16212 5764 6981 639 23497 7556 3157 6049 1048
15 22284 7384 4476 4302 351 156 49010 16824 13550 11460 2915 308 11382 3906 9806 3255 5022 640 5759 930 1246 264 478
16 3184 1095 2805 659 1355 157 21005 7228 2737 5748 549 309 3252 1201 4774 844 1452 641 4394 2045 151 603 469
17 19098 6330 2788 4958 757 158 22884 7580 17031 4323 2737 310 1816 586 5582 601 7201 642 7703 2623 1454 1943 128
18 34075 11507 5337 7003 7358 159 19070 6440 2380 3745 1247 311 32966 11202 3111 7619 7532 643 2135 810 929 426 311
19 10223 3453 1428 2343 2261 160 26697 8973 6331 6285 1069 3111 37175 12632 3509 8592 8494 644 955 422 77 248 181
20 6814 2302 4866 1751 703 161 10758 3525 6733 2966 4747 312 24491 9190 9994 6126 19224 645 3736 1468 152 1060 774
21 17038 5754 4926 3870 8111 162 10439 3713 4803 3165 942 313 98917 34543 10450 24760 27697 646 9355 3836 1015 657 251
22 17382 5781 6933 3043 11491 163 56446 19741 28710 14929 6021 314 30862 10782 2251 9324 3067 647 17846 7452 998 3764 3498
23 9360 3182 5363 2349 1398 164 57072 21368 12668 14778 13264 315 2082 728 1761 461 1226 648 2723 991 987 820 274
24 6686 2224 12120 2312 9828 165 57074 21366 18226 16401 14089 316 3362 1403 1838 837 1237 649 3440 1058 406 586 514
25 4681 1600 5504 759 4940 166 58826 20401 5303 14579 4950 317 3357 1169 713 1004 184 650 4846 2006 542 675 145
26 5348 1780 5142 578 1399 167 57465 19794 15108 15375 4411 318 27085 9524 8447 7231 8147 651 2615 801 738 454 936
27 5348 1826 1110 667 523 168 21549 7332 957 5048 1124 319 3481 1369 3810 1349 904 652 12628 4505 2698 3173 934
28 18051 6004 2170 3857 1554 169 20632 7312 7113 5161 2293 320 38178 14347 18913 11096 23860 653 2137 1201 692 1280 935
29 2653 888 5486 699 576 170 31635 11196 36409 9537 7844 321 14383 5588 9295 3558 6380 654 4200 1742 333 1130 254
30 7898 2643 705 2016 567 171 9627 3469 2829 1758 1286 322 7295 2759 13368 1412 1205 655 7355 3598 2535 1186 795
31 9949 3327 1393 1956 1046 172 13755 4942 14031 2556 3619 323 23784 9807 18901 6094 9433 656 8728 3131 2417 2139 2833
32 9930 3321 3538 2895 2940 173 61893 21874 4268 16825 2584 324 8699 3178 1622 2347 590 657 10172 3767 2686 1253 662
33 9285 3105 462 1552 1895 174 28277 10276 11307 8618 12998 325 5583 2106 1165 1766 1499 658 525 210 108 297 217
34 26531 8905 9755 6684 4830 175 41268 14799 8987 10957 15069 326 39708 14077 5881 8957 2504 659 78 29 38 17 12
35 19566 6787 16784 6081 2802 176 89698 29157 23165 27186 18278 327 30354 9420 3675 9508 2064 660 2384 1037 112 559 169
36 9001 3138 20196 1286 2721 177 20364 6763 10593 5542 2572 328 39409 14444 4140 10706 951 661 13891 5114 4566 2941 281
37 37902 13031 2326 7564 308 178 8724 2910 263 2070 293 329 16981 6789 3010 4493 701 662 11957 4147 4154 2367 2694
38 39874 13658 8227 10673 11625 179 63000 21615 6504 17346 4619 330 19671 7843 1470 3243 117 663 2413 771 136 543 396
39 9969 3430 2865 1987 4571 180 5403 2215 431 379 277 331 5871 1938 2648 1591 595 664 4312 2361 142 1332 252
40 8117 2791 3659 3033 2633 201 8696 3197 10059 2184 3618 332 2926 1018 1223 698 902 665 5069 1874 2371 894 263
41 5317 1838 8928 674 2356 202 5138 1835 1220 777 1027 333 3769 1388 2357 1019 1068 666 3159 1199 838 1026 1817
42 3501 1211 9171 262 237 203 6524 2404 12029 1480 6900 334 8168 4052 14425 2950 3586 667 1336 412 617 267 178
43 24833 8711 22388 5572 4306 204 25481 9244 8760 5866 12258 335 2364 936 1242 615 158 668 7352 2218 2613 1047 881

44 30172 10438 2847 7304 8600 205 16783 6058 5929 3725 10081 336 17408 6683 4269 3452 1505 669 385 214 2771 95 69
45 9707 3385 4053 2002 5050 206 18622 6663 10976 3745 6163 337 6530 2606 678 1985 1930 670 3387 1171 162 696 702
51 3794 1019 699 542 179 207 14725 5309 17104 2615 13044 338 4402 1969 2977 1065 199 671 1779 665 1327 511 769
52 3794 1018 3165 828 5839 208 14725 5309 13296 1606 15445 401 3327 1228 2701 499 1630 672 2429 1129 177 333 243
53 4413 884 3448 665 2881 209 16420 6088 2942 5272 6042 402 1567 496 623 235 172 673 3175 1040 1170 458 848
54 55983 18352 8588 14303 7049 210 7498 2665 2601 1787 1605 403 53057 18872 6890 6934 4607 674 9399 3312 869 2210 694
55 39943 13750 1888 9244 3991 2101 9542 3391 3310 2274 2043 404 6988 2430 3065 1850 708 910 5862 2276 9365 1242 306
56 39983 13728 4186 8782 183 211 16420 6088 1141 3701 2023 405 12547 4511 2908 3344 759 1051 4435 1581 8942 787 641
57 6867 2426 4188 1349 2266 212 21894 8109 2110 3632 3107 412 7355 3598 1264 1740 1962 1181 26090 8964 12516 8741 8727
58 20601 7092 6006 4857 1552 213 21894 8109 1827 4497 3744 451 1861 623 594 279 204 1621 13753 4892 6328 4170 1242
59 41202 14216 859 10407 555 214 4231 1658 7512 1486 1623 456 7279 2530 5029 1092 1073 1771 29092 9662 15133 7917 3675
60 49475 17094 10787 13290 3012 215 5588 2173 532 1221 1530 457 1109 417 537 166 221 1772 8728 2899 4540 2375 1102
61 40478 13994 3323 8797 790 216 8159 3007 4172 1495 23831 459 2027 689 2550 304 222 1781 6107 2037 184 1449 205
62 39449 13242 24091 11554 3192 217 10778 3988 10512 2448 12262 460 859 269 412 129 127 1782 2617 873 79 621 88
65 49458 16583 33765 11395 11182 218 4222 1610 2337 1438 1565 464 11177 4379 11864 1677 3374 1791 26250 9006 2710 7228 1924
66 11362 4140 617 3276 1006 219 7534 2841 2530 1823 2146 466 8214 2854 9025 2739 1460 1792 15750 5404 1626 4337 1155
67 26132 9352 591 6754 1189 220 3497 1380 2508 1365 1221 473 4688 1535 1394 1320 927 2051 1865 673 659 414 1120
68 13634 4860 482 4091 780 221 7065 2728 4101 1903 2270 474 1143 549 508 85 62 2161 6061 2234 3099 1111 17704
69 22492 7918 3912 6254 7914 222 11775 4535 11827 2224 6626 477 1515 771 1940 138 178 2601 3025 1036 502 913 752
70 7498 2670 2668 2045 423 223 7401 2788 4307 1237 2066 497 5858 2055 5345 1699 1103 2621 13530 4616 6065 3032 1186
71 11996 4257 442 2352 1124 224 4240 1613 2384 522 821 498 804 455 400 121 1760 3041 37600 12681 6277 11389 4174
72 11996 4199 1018 3682 466 225 2056 792 8459 657 11694 499 564 178 2449 85 62 3091 3900 1440 5725 1012 1741
73 19439 6735 2266 6508 2031 226 8281 3032 12458 1911 7573 500 5334 1908 917 800 850 3121 17542 6582 7158 4387 13769
74 50886 17458 11567 13162 8290 227 8910 3194 19688 2111 10862 501 1291 443 502 194 147 3141 35081 12257 2559 10599 3487
75 53472 17602 1322 12882 920 228 2056 754 11589 339 7298 519 2074 722 570 540 154 3151 8329 2914 7044 1844 4905
76 35229 11922 6037 7987 7635 229 781 284 9804 248 1422 520 2472 809 358 371 496 3171 8393 2924 1781 2511 459
77 42275 14308 8251 11950 4015 2291 1275 463 15995 404 2320 521 1799 630 503 270 434 3172 5036 1754 1069 1507 275
78 59942 20130 25030 17051 5286 230 596 217 4470 183 6397 522 8884 2879 785 1333 409 3181 16412 5771 5118 4381 4936
79 26471 8940 2599 6704 1113 2301 1460 531 10944 449 15661 523 3903 1709 694 585 567 3201 57266 21521 28369 16644 35791
80 19860 6784 1230 5139 891 231 685 246 2524 109 937 524 2497 813 839 375 382 3211 26711 10379 17262 6609 11849
81 29076 9897 21534 6214 14178 2311 754 271 2776 120 1030 525 2602 324 628 390 382 3241 5799 2119 1081 1565 393
82 15192 5139 35408 3306 3256 2312 1165 418 4291 186 1592 536 7921 3116 1379 1998 2487 3251 620 234 129 196 167
83 6998 2426 3073 571 395 2313 4249 1525 15648 679 5808 537 8668 3294 3212 1300 1517 3261 45002 15954 6665 10152 2838
84 8702 2972 2084 2485 1730 232 2220 810 15720 171 17042 538 6941 1755 2348 1370 445 3264 21178 7508 3136 4777 1335
85 1573 532 185 227 166 2321 521 190 3687 40 3997 543 9914 3610 1281 1487 1294 3262 105888 37540 15682 23886 6677
86 2051 701 5725 296 216 233 4397 1597 17602 738 4246 601 1270 518 716 445 117 3263 52944 18770 7841 11943 3339
101 26420 9373 11387 8234 8249 234 2300 849 9657 1061 7213 602 9716 3375 1866 2220 768 3311 4403 1453 1986 1194 446
102 37807 13201 19733 9769 12910 235 2300 849 5912 531 1526 603 11238 3693 1981 2897 2370 3312 19081 6298 8607 5172 1933
103 31254 11076 15861 7151 53719 236 19263 7148 5832 4243 3231 604 4358 1357 1548 1146 163 3321 11705 4071 4894 2791 3610
104 30516 10943 19022 8299 19140 237 17687 6525 6735 5025 6722 605 7361 2418 548 1680 548 3322 2926 1018 1223 698 902
105 10349 3689 20864 1836 1497 238 1449 551 12031 288 3067 606 8003 2829 828 1935 819 3323 11705 4071 4894 2791 3610
106 21811 7855 5084 3870 5481 2381 1634 622 13567 325 3458 607 11389 3653 2592 2496 9039 3331 845 311 528 228 239
107 35269 12395 309 11439 11760 239 8422 3126 2386 2252 1922 608 4380 1582 1387 1423 2266 3332 2964 1091 1854 801 840
108 14394 5070 4817 2471 6263 240 11558 4259 2360 1981 3762 609 839 476 1888 257 367 4041 9056 3149 3973 2397 917
109 5442 1897 1022 265 573 241 9498 3529 1481 1842 2874 610 81 24 34793 18 7638 4042 7286 2533 3196 1928 738

110 1687 604 7158 246 180 242 5541 2082 2247 1175 2127 611 674 280 9172 30 2478 4601 563 176 270 84 83
111 1430 512 341 231 169 243 20362 7341 5046 4130 4993 612 4742 1265 1489 1149 1547 4602 2408 754 1156 361 356
112 23413 8212 268 6602 7214 244 23665 8669 4527 6399 7755 613 12198 3972 1766 3843 443 4603 3251 1018 1560 488 480
113 49719 16352 2952 13684 2441 245 22632 8277 7672 5447 8036 614 6188 2078 974 1763 146 4731 1250 409 372 352 247
114 33146 10914 14821 6578 10037 246 21372 7831 3455 7145 6160 615 1883 542 1597 436 5254 4732 313 102 93 88 62
115 24861 8193 1841 5942 687 247 16629 5823 2944 5425 6449 616 4715 1396 6514 1607 2845 4741 1332 639 593 99 72
116 41433 13633 3192 6308 3172 2471 18752 6566 3320 6118 7272 617 5189 1832 1727 1592 2208 6321 159 54 30 28 62
117 16572 5492 4299 4403 1066 248 24667 8496 3923 6183 6650 618 2485 1032 4691 581 2040 6661 2457 932 652 798 1414
118 35334 12141 16951 11838 11819 249 17765 6118 3658 4417 5943 619 1867 792 602 455 332 6662 1404 533 372 456 808
119 23034 7933 9671 5173 3759 250 23046 8744 14695 7575 5799 620 4092 1476 790 1477 2548 9101 1466 569 2341 311 77
120 46067 15836 4301 13066 4266 251 26843 10048 12073 7593 2308 621 7255 2441 7392 1930 4798 9102 1466 569 2341 311 77
121 23034 7933 2296 4774 980 252 10690 4045 18349 2410 16954 622 8582 2730 2557 2427 3532 9103 5862 2276 9365 1242 306
122 9980 3383 22776 2149 1414 253 15108 5709 2908 2418 2939 623 7076 2171 3479 2222 18405
123 9980 3383 54844 3173 3133 254 11981 4038 1215 3462 4078 624 16143 5351 1759 3538 1946
124 45597 15972 22990 9657 20196 255 7049 2394 486 352 1137 625 2108 641 7907 739 1930

Annexure 5: Business As Usual Scenario: Population (PP), Employment (Emp), Workers (Wkr), Resident students (RS) & Students enrollment (SE) for 2018, 2021, 2031 & 2043
TAZ No PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43
1 7412 3194 11016 2757 693 7412 3690 11016 3228 812 7412 4736 11016 4441 1117 7412 5869 11016 5628 1416
2 3952 1714 2452 955 1918 3952 1980 2452 1118 2246 3953 2541 2452 1538 3091 3953 3149 2452 1950 3917
3 3459 1479 2024 1083 491 3459 1709 2024 1268 575 3459 2194 2024 1744 791 3459 2718 2024 2210 1002
4 18961 8449 42670 5577 9026 18629 9762 42839 6530 10568 16955 12528 43561 8985 14541 14763 15525 44590 11387 18429
5 7412 3170 18781 3108 3694 7412 3662 18781 3639 4325 7412 4700 18781 5007 5951 7412 5824 18781 6346 7542
6 7412 3168 6651 2454 5223 7412 3661 6904 2873 6116 7412 4698 8128 3953 8415 7412 5821 10022 5010 10665
7 5304 2085 22333 1988 2414 5279 2409 22333 2328 2827 5123 3092 22333 3203 3889 4897 3831 22333 4060 4929
8 5304 2085 42299 1855 2402 5279 2409 42299 2172 2812 5123 3092 42299 2989 3869 4897 3831 42299 3788 4904
9 11671 4588 13479 3376 5025 11617 5302 13479 3952 5884 11273 6804 13479 5438 8096 10775 8431 13479 6892 10261
10 11140 4379 24494 3132 9035 11088 5060 24494 3667 10579 10760 6494 24494 5046 14555 10284 8047 24494 6395 18447
11 7957 3128 11065 4068 1694 7920 3615 11087 4763 1984 7686 4639 11208 6553 2729 7346 5749 11400 8305 3459
12 3983 1501 6129 917 3175 4085 1735 6129 1073 3717 4704 2226 6129 1477 5114 5605 2758 6129 1871 6482
13 7957 3128 11200 2269 8529 7920 3615 11200 2656 9986 7686 4639 11200 3655 13740 7346 5749 11200 4632 17413
14 18488 7294 8069 5377 8956 18233 8428 8120 6295 10486 16605 10816 8398 8662 14427 14240 13403 8842 10978 18285
15 20550 8509 4828 5292 431 19849 9831 4987 6196 505 15269 12617 5822 8526 695 8615 15635 7152 10805 881
16 3405 1262 3990 810 1667 3504 1458 4641 949 1951 4106 1871 7643 1305 2685 4981 2318 12429 1654 3403
17 17205 7294 2788 6098 932 16452 8428 2788 7141 1091 11474 10816 2788 9825 1501 4240 13403 2788 12451 1902
18 32902 13258 5945 8614 9051 32412 15319 6226 10086 10597 29284 19660 7681 13877 14581 24739 24363 9999 17587 18479
19 9871 3978 1603 2883 2781 9724 4597 1684 3375 3256 8786 5899 2103 4644 4481 7422 7310 2770 5885 5679
20 6453 2652 4866 2153 865 6304 3065 4866 2521 1013 5343 3933 4866 3469 1394 3947 4874 4866 4397 1767
21 16451 6630 5487 4760 9976 16206 7660 5746 5574 11681 14642 9831 7086 7669 16072 12369 12182 9223 9719 20369
22 16904 6661 7193 3743 14135 16704 7697 7307 4383 16550 15428 9878 7918 6030 22771 13573 12241 8893 7642 28860
23 9557 3667 5554 2889 1719 9642 4237 5638 3383 2013 10174 5437 6087 4655 2770 10947 6737 6802 5899 3511
24 6502 2562 12120 2844 12089 6425 2961 12120 3330 14154 5934 3800 12120 4581 19475 5221 4708 12120 5806 24682
25 5048 1844 5640 934 6076 5213 2130 5699 1093 7115 6214 2734 6020 1504 9789 7669 3388 6530 1906 12406
26 5199 2050 5142 711 1721 5136 2369 5142 833 2015 4744 3040 5142 1146 2773 4176 3768 5142 1452 3514
27 5412 2104 1260 821 643 5439 2432 1331 961 753 5600 3120 1666 1322 1036 5826 3867 2185 1675 1313
28 17303 6918 4097 4744 1912 16992 7993 5404 5555 2238 15667 10258 8923 7643 3080 14096 12712 13452 9686 3903
29 2657 1023 5486 859 708 2659 1182 5486 1006 829 2671 1517 5486 1384 1141 2688 1880 5486 1754 1446
30 7286 3045 816 2480 697 7039 3518 870 2903 816 6033 4515 1037 3994 1123 4895 5595 1241 5062 1423
31 9075 3834 1704 2406 1287 8725 4430 1858 2817 1507 7457 5685 2276 3877 2074 6167 7045 2734 4913 2628
32 9454 3827 3538 3561 3616 9257 4422 3538 4169 4234 7993 5675 3538 5736 5826 6155 7032 3538 7270 7383
33 8584 3578 545 1909 2331 8300 4134 585 2236 2730 6448 5306 785 3076 3756 3756 6575 1104 3898 4760
34 24191 10261 11936 8222 5941 23253 11856 13016 9627 6956 19874 15215 15938 13246 9571 16446 18855 19123 16787 12130
35 20499 7820 19219 7480 3446 20913 9035 20373 8758 4035 23276 11595 25848 12050 5552 26618 14369 34332 15272 7036
36 13527 3615 21131 1581 3347 16125 4178 21546 1852 3919 23916 5361 22830 2548 5392 32257 6644 24312 3229 6833
37 35718 15014 4184 9304 379 34821 17348 5382 10894 443 29026 22264 10381 14989 610 20604 27589 18348 18997 773
38 41585 15737 10358 13128 14300 42340 18183 11433 15372 16743 44876 23335 14299 21150 23037 47442 28917 17414 26804 29196
39 10825 3952 3312 2444 5623 11216 4566 3526 2861 6584 12973 5860 4335 3937 9058 15213 7262 5459 4989 11480
40 8992 3216 5744 3731 3239 9396 3716 6979 4368 3793 10828 4769 10212 6010 5218 12391 5910 14021 7617 6614
41 5744 2118 9815 829 2898 5939 2447 10224 971 3393 6878 3141 11926 1336 4669 8119 3892 14382 1693 5917
42 3775 1395 10591 322 291 3899 1612 11270 377 341 4518 2068 14111 519 469 5349 2563 18279 657 595
43 26712 10037 22674 6854 5296 27561 11598 22797 8025 6201 30322 14883 23158 11041 8532 33077 18444 23543 13994 10814

44 26606 12027 3081 8985 10578 25210 13897 3188 10520 12386 20184 17835 3488 14474 17041 15171 22101 3809 18344 21597
45 9262 3900 5389 2463 6212 9077 4506 6088 2884 7273 7891 5783 9418 3968 10007 6168 7166 14724 5029 12682
51 3892 1174 777 667 221 3935 1356 814 781 259 4102 1741 932 1074 356 4292 2157 1078 1362 451
52 3895 1173 3165 1019 7182 3939 1356 3165 1193 8409 4106 1740 3165 1641 11570 4292 2156 3165 2080 14663
53 4242 1018 3448 818 3544 4171 1176 3448 957 4149 3925 1510 3448 1317 5709 3680 1871 3448 1669 7235
54 53339 21146 9057 17594 8671 52245 24433 9266 20600 10152 48449 31356 9865 28343 13969 44653 38856 10507 35921 17703
55 39286 15843 1925 11371 4909 39008 18306 1942 13313 5748 37250 23492 2030 18318 7908 34696 29112 2170 23215 10023
56 40409 15818 9351 10803 224 40593 18277 13252 12649 263 41297 23456 22360 17403 362 42085 29067 33380 22056 458
57 7273 2795 5061 1660 2787 7454 3230 5494 1943 3263 8227 4145 6988 2673 4490 9173 5136 8978 3388 5690
58 20114 8171 6443 5974 1909 19909 9442 6641 6995 2236 18973 12117 7389 9624 3076 17806 15015 8403 12197 3898
59 39874 16380 1306 12802 683 39318 18927 1563 14989 800 35773 24290 2714 20623 1100 30623 30100 4548 26137 1394
60 48793 19696 10749 16347 3705 48503 22758 10732 19141 4338 46676 29206 10642 26335 5968 44020 36192 10499 33377 7564
61 39920 16124 3611 10821 972 39683 18631 3743 12670 1138 38188 23910 4429 17432 1565 36015 29629 5524 22093 1984
62 40248 15258 25435 14212 3927 40595 17630 26034 16641 4598 42751 22625 29212 22896 6326 45883 28037 34276 29017 8017
65 50447 19107 36675 14016 13754 50876 22078 37998 16411 16105 53545 28333 44920 22580 22158 57423 35111 55955 28617 28083
66 10807 4770 876 4029 1238 10577 5512 1018 4718 1449 9783 7074 1372 6491 1994 8990 8766 1750 8227 2527
67 24845 10776 677 8307 1463 24314 12451 718 9727 1713 22463 15978 831 13383 2357 20608 19801 953 16961 2987
68 11603 5600 496 5033 960 10828 6470 502 5893 1124 7986 8304 519 8107 1546 5152 10290 537 10275 1960
69 21393 9123 3910 7692 9734 20939 10541 3908 9007 11397 19366 13528 3905 12393 15682 17798 16764 3902 15706 19874
70 7134 3076 2668 2516 521 6984 3554 2668 2946 610 6463 4561 2668 4053 839 5943 5652 2668 5137 1063
71 11413 4905 485 2893 1383 11171 5667 505 3388 1619 10336 7273 560 4661 2228 9503 9012 619 5907 2823
72 11413 4838 1110 4529 574 11171 5591 1152 5302 672 10336 7175 1271 7295 924 9503 8891 1397 9246 1171
73 18932 7760 2712 8006 2499 18719 8966 2930 9374 2926 17364 11507 4016 12897 4025 15396 14259 5747 16345 5102
74 49625 20116 11854 16190 10197 49094 23243 11979 18956 11940 45723 29829 12654 26082 16428 40824 36964 13729 33055 20820
75 52163 20281 1353 15846 1131 51612 23434 1367 18553 1325 48113 30073 1442 25527 1822 43029 37267 1560 32352 2310
76 36322 13737 6515 9825 9392 36800 15872 6731 11503 10996 39754 20369 7865 15827 15130 44047 25242 9673 20059 19175
77 42125 16486 9095 14700 4939 42062 19048 9482 17211 5783 41661 24446 11495 23681 7957 41079 30293 14704 30012 10084
78 61805 23194 27550 20973 6502 62622 26800 28706 24557 7613 67661 34393 34718 33788 10475 74985 42620 44300 42822 13275
79 25716 10301 2874 8247 1369 25399 11903 3000 9656 1603 23384 15275 3657 13285 2205 20455 18929 4703 16837 2795
80 19136 7817 1386 6321 1095 18834 9032 1459 7402 1283 16903 11591 1834 10184 1765 14098 14364 2432 12906 2237
81 29923 11404 22095 7643 17440 30294 13177 22340 8949 20420 32585 16910 23658 12313 28096 35914 20955 25760 15606 35608
82 19117 5921 38648 4066 4005 21095 6841 40125 4761 4689 32199 8780 47841 6551 6452 48334 10880 60138 8302 8177
83 6668 2796 3325 702 485 6532 3230 3440 822 568 6061 4145 3763 1131 782 5591 5137 4108 1434 991
84 8483 3424 2688 3057 2128 8391 3956 2998 3579 2491 7805 5077 4493 4925 3428 6954 6292 6875 6242 4344
85 1499 613 201 279 204 1469 708 209 327 239 1363 909 230 450 328 1257 1126 252 570 416
86 1954 807 5862 364 266 1915 933 5922 426 311 1777 1197 6096 586 428 1639 1483 6281 743 542
101 26421 10800 12678 10128 10146 26421 12479 13277 11858 11880 26422 16014 15200 16316 16346 26423 19845 17549 20678 20716
102 38887 15211 21669 12016 15880 39359 17576 22556 14070 18594 42278 22555 27173 19358 25583 46520 27950 34531 24534 32423
103 32342 12762 17265 8796 66077 32820 14746 17904 10300 77367 35764 18924 21245 14171 106449 40042 23451 26571 17960 134909
104 33487 12609 24138 10208 23543 34849 14569 26743 11953 27565 39563 18697 34046 16446 37927 44584 23169 42430 20843 48068
105 10580 4251 22140 2259 1841 10681 4912 22713 2645 2156 11159 6303 25025 3639 2966 11776 7811 28274 4612 3759
106 22184 9051 6611 4760 6742 22346 10458 7398 5574 7894 23354 13421 11184 7669 10862 24819 16631 17217 9719 13766
107 34774 14282 713 14070 14466 34564 16502 1020 16474 16938 33239 21178 2183 22667 23304 31313 26244 4036 28727 29535
108 16271 5842 5247 3040 7704 17148 6750 5442 3559 9021 22329 8662 6465 4897 12411 29857 10734 8094 6207 15730
109 5301 2186 1653 326 704 5242 2525 2032 381 825 4865 3241 3684 525 1135 4318 4016 6316 665 1438

110 1456 696 7408 303 221 1366 804 7518 355 259 1042 1032 7835 488 356 718 1279 8174 618 451
111 1326 590 1254 284 207 1284 682 2192 332 243 1009 876 5219 457 334 609 1085 10043 580 423
112 23261 9462 594 8120 8873 23196 10933 836 9508 10389 22787 14030 1767 13082 14295 22193 17386 3250 16580 18117
113 45314 18841 2952 16832 3003 43549 21770 2952 19708 3516 31944 27939 2952 27115 4838 15080 34622 2952 34365 6132
114 35226 12576 16669 8092 12346 36156 14531 17530 9474 14455 41817 18648 21960 13036 19889 50044 23109 29021 16521 25206
115 21922 9440 1886 7309 845 20772 10907 1905 8558 989 13081 13998 2009 11774 1361 1906 17346 2176 14923 1725
116 38760 15709 3273 7759 3901 37668 18151 3309 9085 4568 30587 23293 3500 12500 6285 20297 28865 3805 15842 7966
117 18549 6327 8469 5416 1311 19467 7311 11325 6342 1535 24910 9383 22815 8726 2112 32821 11627 41129 11059 2677
118 34238 13989 21903 14562 14538 33779 16164 24464 17050 17022 31999 20743 31939 23459 23421 30023 25705 40910 29731 29683
119 23271 9141 11004 6363 4624 23373 10562 11630 7451 5415 24011 13554 14834 10251 7450 24938 16796 19940 12992 9442
120 46546 18247 4725 16072 5248 46753 21083 4919 18819 6144 48044 27057 5931 25892 8454 49921 33529 7542 32815 10714
121 22772 9141 2520 5872 1206 22661 10562 2623 6876 1412 21958 13554 3158 9460 1943 20938 16796 4010 11990 2462
122 9897 3898 22776 2644 1739 9862 4504 22776 3096 2036 9742 5780 22776 4259 2802 9623 7162 22776 5398 3551
123 18836 3898 57334 3903 3853 24730 4504 58436 4570 4512 52472 5780 64310 6288 6208 92786 7162 73673 7969 7868
124 45403 18404 23491 11879 24842 45320 21265 23709 13908 29087 44799 27290 24885 19136 40021 44041 33818 26759 24253 50721
125 25841 10611 2488 8998 131 25750 12260 2563 10536 154 25440 15734 2776 14496 212 25132 19498 3004 18372 268
126 17819 7141 2718 6147 460 17757 8251 2903 7198 539 17547 10589 3409 9903 741 17337 13121 3950 12551 939
127 54791 21169 4766 14046 1827 54636 24460 4766 16446 2139 54112 31390 4766 22628 2943 53588 38898 4766 28678 3730
128 12452 4535 2751 3693 914 12816 5240 3377 4325 1070 15023 6724 6113 5950 1472 18231 8333 10472 7541 1866
129 41436 16411 5900 12559 12239 41601 18962 5923 14705 14331 42625 24335 6052 20233 19717 44115 30156 6256 25642 24989
130 33289 11499 34292 8984 10315 35422 13287 40808 10519 12078 47878 17052 70177 14473 16618 65980 21130 116989 18342 21061
131 34978 11483 18721 8305 8805 38016 13268 19409 9725 10310 55353 17028 23008 13380 14185 80546 21101 28743 16957 17978
132 14888 5750 5971 2279 628 15210 6644 6237 2668 736 17180 8527 7618 3671 1012 20043 10566 9818 4653 1283
133 35045 14077 13636 6578 6394 35184 16265 14219 7702 7487 36053 20874 17249 10598 10301 37315 25867 22078 13431 13055
151 39992 15413 17581 7689 15806 40541 17810 18218 9003 18506 43930 22856 21550 12387 25463 48855 28323 26860 15699 32270
152 53810 21646 53917 15906 23243 53268 25011 53917 18624 27214 49831 32097 53917 25625 37444 44837 39775 53917 32476 47455
153 37625 14013 14667 11289 11840 38311 16191 15566 13218 13863 42349 20779 19952 18187 19074 48124 25749 26825 23050 24174
154 22738 8817 1819 6363 3111 22828 10188 1819 7450 3643 23130 13075 1819 10250 5012 23435 16202 1819 12990 6352
155 18495 7021 21314 4469 4881 18608 8112 21314 5233 5715 19310 10411 21314 7200 7863 20330 12901 21314 9125 9966
156 49770 19385 13550 14096 3586 50099 22399 13550 16505 4198 52147 28746 13550 22709 5776 55123 35622 13550 28780 7321
157 22170 8328 3247 7070 675 22689 9622 3494 8279 790 25857 12349 4733 11390 1087 30461 15303 6708 14436 1378
158 24796 8733 20569 5317 3367 25666 10091 22315 6226 3943 29007 12950 27834 8566 5425 32857 16048 34719 10856 6875
159 19358 7420 2380 4606 1534 19482 8574 2380 5393 1796 20257 11003 2380 7421 2472 21382 13635 2380 9405 3133
160 27301 10339 7494 7731 1315 27565 11946 8060 9052 1539 28649 15331 9938 12455 2118 29933 18998 12351 15785 2684
161 12314 4062 11816 3648 5838 13053 4694 15085 4272 6836 16840 6023 27071 5878 9406 22062 7464 45151 7449 11920
162 10873 4278 5527 3894 1159 11065 4944 5870 4559 1357 12242 6344 7616 6272 1867 13953 7862 10398 7949 2367
163 56754 22746 28710 18364 7406 56887 26282 28710 21501 8672 57714 33728 28710 29584 11931 58915 41796 28710 37493 15121
164 55538 24620 12668 18178 16315 54895 28448 12668 21284 19103 51424 36508 12668 29284 26283 46713 45241 12668 37114 33310
165 55327 24619 18226 20174 17330 54595 28446 18226 23621 20291 49934 36506 18226 32500 27918 43161 45238 18226 41189 35383
166 60255 23506 6858 17933 6089 60879 27161 7656 20997 7129 64739 34856 11504 28889 9809 70350 43194 17638 36613 12432
167 58871 22808 16384 18911 5425 59483 26353 16963 22143 6353 63280 33820 19997 30466 8740 68796 41910 24833 38612 11077
168 21360 8448 1054 6209 1383 21279 9761 1099 7270 1619 20771 12527 1330 10002 2228 20032 15523 1698 12676 2824
169 21107 8425 10618 6348 2820 21314 9734 12606 7433 3302 22597 12492 21591 10227 4544 24462 15481 35913 12961 5759
170 32043 12900 38101 11731 9649 32219 14906 38850 13735 11297 33318 19129 42843 18898 15544 34914 23705 49207 23951 19700
171 10607 3997 3043 2162 1582 11057 4618 3140 2531 1852 13746 5927 3647 3483 2548 17653 7345 4457 4414 3229

172 20303 5695 14031 3144 4452 23992 6580 14031 3681 5213 34438 8444 14031 5065 7172 44933 10464 14031 6419 9090
173 58409 25204 4822 20696 3179 56982 29122 5083 24232 3722 50710 37374 5988 33340 5121 43173 46314 7169 42255 6490
174 28909 11841 11307 10600 15988 29184 13681 11307 12411 18719 30358 17558 11307 17077 25756 31781 21758 11307 21643 32642
175 41158 17051 9619 13478 18536 41110 19702 9904 15781 21703 40813 25285 11402 21713 29861 40382 31333 13790 27518 37845
176 83654 33596 23165 33441 22483 81190 38818 23165 39155 26325 65188 49817 23165 53873 36220 41934 61733 23165 68276 45904
177 27310 7793 10593 6817 3164 30970 9004 10593 7982 3705 41710 11555 10593 10982 5097 52423 14319 10593 13918 6460
178 20414 3353 3797 2546 361 29455 3875 11978 2981 423 51800 4972 22958 4102 581 75422 6162 35458 5198 737
179 64670 24906 11056 21337 5681 65399 28778 13909 24983 6652 69557 36931 25072 34373 9152 75412 45765 42285 43564 11599
180 6534 2552 523 467 341 7089 2948 568 546 399 8796 3784 688 752 549 10498 4689 817 953 696
201 9229 3684 10756 2687 4450 9468 4257 11070 3146 5211 10919 5463 12724 4328 7169 13028 6770 15360 5486 9086
202 5119 2115 2331 956 1263 5111 2444 3078 1119 1478 5059 3136 6078 1540 2034 4985 3886 10836 1952 2578
203 6925 2770 12029 1821 8487 7104 3201 12029 2132 9937 8193 4108 12029 2933 13672 9776 5091 12029 3717 17328
204 27924 10651 11870 7215 15077 29044 12307 13529 8448 17654 35415 15794 20945 11624 24289 44497 19571 32530 14732 30784
205 20749 6980 7151 4582 12400 22724 8066 7750 5364 14519 33898 10351 10728 7381 19976 50135 12827 15475 9354 25317
206 19729 7677 11333 4606 7580 20224 8870 11489 5393 8876 23237 11384 12328 7420 12212 27616 14107 13665 9404 15477
207 15251 6117 16158 3217 16044 15483 7068 15769 3767 18786 16909 9071 13585 5182 25847 18981 11241 10104 6568 32758
208 15251 6117 13296 1976 18998 15483 7068 13296 2313 22244 16909 9071 13296 3183 30606 18981 11241 13296 4034 38788
209 17027 7014 4001 6485 7432 17294 8105 4568 7593 8702 18877 10401 7125 10447 11973 21142 12889 11138 13240 15174
210 8975 3070 4438 2198 1975 9700 3547 5601 2573 2312 13183 4552 9726 3541 3181 17893 5641 15823 4487 4032
2101 11137 3907 5320 2797 2513 11899 4515 6520 3275 2943 16331 5794 11770 4506 4049 22772 7180 20138 5711 5131
211 17004 7014 3081 4553 2489 17261 8105 4716 5331 2914 18843 10401 10564 7335 4009 21142 12889 19883 9296 5081
212 22683 9343 2465 4467 3822 23030 10795 2635 5231 4475 25139 13854 3481 7197 6157 28187 17168 4823 9121 7803
213 21902 9343 1918 5531 4605 21905 10795 1958 6476 5392 21926 13854 2171 8911 7418 21957 17168 2512 11293 9402
214 4727 1910 8284 1828 1996 4957 2207 8639 2141 2338 6322 2833 10482 2945 3216 8306 3510 13420 3733 4076
215 5400 2504 695 1502 1882 5321 2893 779 1759 2204 4817 3713 1184 2420 3033 4086 4601 1830 3068 3843
216 10470 3465 4759 1839 29313 11656 4004 5036 2154 34322 17949 5138 6388 2963 47224 26943 6367 8506 3755 59850
217 14422 4595 11651 3011 15083 16339 5309 12176 3525 17660 26799 6813 14897 4850 24298 41998 8443 19234 6147 30795
218 4407 1855 2656 1769 1926 4489 2144 2806 2071 2255 4990 2751 3573 2850 3102 5719 3409 4796 3612 3931
219 9934 3273 2976 2243 2640 11196 3782 3192 2626 3091 17331 4854 4155 3613 4252 25848 6015 5619 4579 5389
220 3646 1590 2508 1679 1502 3712 1838 2508 1966 1758 4116 2358 2508 2704 2419 4704 2922 2508 3428 3066
221 7329 3143 4451 2341 2792 7446 3632 4610 2740 3269 8160 4661 5441 3771 4498 9199 5776 6766 4779 5700
222 14261 5225 14482 2735 8150 15483 6037 15796 3203 9542 19292 7748 19343 4407 13129 23147 9601 23195 5585 16640
223 8140 3212 7082 1521 2541 8479 3712 8765 1781 2975 10508 4764 16056 2450 4093 13455 5903 27677 3105 5188
224 4651 1859 2681 642 1010 4839 2148 2820 751 1183 5967 2756 3533 1034 1628 7607 3416 4671 1310 2063
225 3820 912 9391 808 14384 4982 1054 9821 946 16842 10484 1352 12047 1302 23173 18480 1676 15596 1650 29368
226 9892 3493 14788 2350 9315 10681 4036 15923 2752 10907 13543 5180 19514 3786 15007 16822 6419 23971 4798 19019
227 10944 3680 19688 2597 13360 11953 4252 19688 3041 15643 15036 5457 19688 4184 21524 18114 6762 19688 5302 27278
228 2835 869 11589 417 8977 3255 1004 11589 488 10511 4509 1288 11589 672 14462 5800 1597 11589 851 18329
229 999 327 8789 305 1749 1110 378 8387 357 2048 1442 485 7139 491 2817 1773 601 5804 623 3570
2291 1470 534 15995 497 2853 1563 617 15995 583 3341 2105 792 15995 801 4597 2893 981 15995 1016 5826
230 688 250 4470 226 7869 731 288 4470 264 9213 985 370 4470 364 12676 1353 459 4470 461 16065
2301 1684 611 10944 552 19264 1790 706 10944 647 22556 2411 906 10944 890 31035 3313 1123 10944 1128 39332
231 771 284 2524 135 1152 811 328 2524 158 1349 1049 420 2524 217 1856 1393 521 2524 275 2353
2311 848 312 2776 148 1267 893 360 2776 173 1484 1153 462 2776 239 2042 1532 573 2776 302 2588
2312 1311 482 4291 229 1959 1379 557 4291 268 2294 1783 715 4291 369 3156 2368 886 4291 467 3999

2313 4782 1758 15648 835 7144 5031 2031 15648 978 8365 6501 2606 15648 1345 11509 8637 3230 15648 1705 14586
232 3521 933 15720 210 20962 4298 1078 15720 246 24544 7905 1384 15720 338 33770 12987 1715 15720 429 42799
2321 805 219 3687 49 4917 971 253 3687 58 5757 1817 325 3687 79 7921 3046 402 3687 101 10039
233 4793 1840 17602 908 5223 4973 2126 17602 1063 6116 6057 2728 17602 1462 8415 7632 3381 17602 1853 10665
234 3187 978 9657 1305 8872 3665 1130 9657 1528 10388 6233 1451 9657 2103 14293 9964 1798 9657 2665 18115
235 2701 978 5912 653 1877 2894 1130 5912 764 2198 4013 1451 5912 1051 3024 5638 1798 5912 1333 3833
236 20059 8236 6415 5219 3974 20410 9517 6682 6111 4653 22559 12213 8067 8408 6402 25678 15134 10271 10657 8114
237 17401 7518 7410 6181 8269 17280 8686 7719 7237 9681 16515 11148 9329 9958 13321 15403 13814 11895 12620 16882
238 2072 635 12031 355 3772 2415 734 12031 415 4417 4234 942 12031 572 6077 6876 1167 12031 724 7702
2381 2336 716 13567 400 4254 2724 827 13567 468 4981 4774 1062 13567 644 6853 7754 1316 13567 817 8685
239 8211 3602 3152 2770 2364 8123 4162 3557 3243 2768 7737 5341 4867 4462 3808 7271 6618 6587 5655 4826
240 11258 4907 2493 2437 4628 11132 5670 2553 2853 5418 10603 7276 2762 3925 7455 9978 9017 3029 4975 9449
241 9893 4066 2233 2265 3535 10068 4698 2663 2652 4139 11133 6029 4583 3650 5695 12678 7471 7637 4625 7217
242 6662 2398 2571 1445 2617 7214 2771 2725 1692 3064 9491 3556 3290 2329 4216 12337 4407 4059 2951 5343
243 21309 8458 5483 5080 6141 21729 9773 5682 5948 7191 24298 12542 6723 8183 9894 28033 15543 8382 10371 12539
244 25227 9989 6946 7871 9539 25927 11542 8345 9216 11169 28227 14812 11722 12681 15367 30531 18355 15350 16071 19476
245 24559 9537 9277 6700 9884 25434 11020 10064 7845 11573 28280 14142 12178 10794 15923 31127 17524 14447 13680 20180
246 22362 9023 3793 8789 7577 22801 10426 3947 10291 8872 25488 13380 4752 14160 12207 29392 16581 6035 17945 15471
247 17147 6709 4339 6673 7932 17374 7752 5124 7813 9288 18127 9948 7044 10750 12779 18879 12328 9098 13625 16196
2471 19068 7565 4106 7525 8945 19204 8742 4498 8811 10474 20054 11218 6424 12123 14411 21289 13902 9494 15364 18263
248 24262 9789 5796 7605 8180 24091 11311 6864 8905 9578 23150 14515 11040 12252 13178 21860 17988 17308 15528 16701
249 18360 7049 6315 5433 7310 18621 8145 8002 6362 8559 19619 10453 12406 8753 11776 20744 12953 17775 11093 14925
250 23890 10075 16098 9318 7133 24262 11641 16739 10910 8351 26545 14940 20076 15011 11491 29860 18514 25391 19025 14563
251 26881 11577 13167 9340 2839 26898 13377 13666 10936 3324 27002 17168 16271 15046 4573 27153 21274 20422 19069 5796
252 10712 4661 18349 2965 20854 10722 5385 18349 3472 24418 10781 6911 18349 4777 33596 10868 8564 18349 6054 42579
253 15924 6578 2915 2974 3615 16287 7601 2918 3482 4232 18504 9754 2935 4791 5823 21726 12088 2960 6072 7380
254 13289 4653 1652 4258 5016 13893 5377 1885 4985 5873 17485 6900 2978 6859 8081 22702 8550 4721 8693 10241
255 8683 2758 576 432 1399 9495 3187 620 506 1637 14096 4090 839 697 2253 20783 5068 1188 883 2855
256 3753 695 3522 926 676 5147 803 3522 1084 791 11449 1030 3522 1491 1089 20606 1276 3522 1890 1380
257 3349 499 5483 700 689 5203 577 5550 820 807 12227 740 5888 1128 1110 22173 917 6410 1430 1407
258 14400 5436 1470 4312 6926 14569 6281 1500 5049 8109 15618 8061 1661 6947 11157 17143 9989 1917 8804 14140
259 36165 12562 13165 9576 13623 37856 14515 13165 11212 15951 47121 18628 13165 15427 21947 60176 23084 13165 19551 27815
260 44262 10741 4654 10104 8326 54509 12411 4712 11830 9748 105818 15928 5024 16277 13413 180379 19738 5521 20629 16999
261 67454 26605 7787 20601 16099 68082 30741 7847 24121 18850 71973 39451 8173 33188 25936 77629 48887 8693 42061 32870
262 32410 7978 9279 5595 2189 39748 9218 9358 6551 2563 67407 11830 9680 9013 3527 102853 14660 10130 11423 4469
301 56615 24409 1989 22028 2280 55197 28204 2002 25792 2669 50263 36195 2040 35487 3673 45342 44853 2081 44975 4654
302 54822 24409 9579 20515 15004 52716 28204 9579 24020 17567 45269 36195 9579 33049 24171 37842 44853 9579 41885 30633
303 44796 19463 2983 15469 585 42731 22488 4372 18113 684 35352 28860 7147 24921 942 27985 35763 10119 31584 1193
304 5594 1624 703 1557 570 6339 1876 705 1823 668 8528 2407 712 2508 919 10711 2983 720 3178 1165
305 6939 2699 457 1591 1429 6931 3118 512 1862 1673 6901 4002 653 2562 2302 6872 4959 804 3248 2918
306 3417 1375 2084 814 594 3412 1589 2164 953 696 3398 2039 2388 1311 957 3383 2527 2628 1661 1213
307 24222 8517 16212 7090 8588 25459 9841 16212 8301 10055 29405 12629 16212 11422 13834 33342 15650 16212 14476 17533
308 24234 4501 10957 4004 6177 33503 5200 11491 4688 7233 55906 6674 12975 6451 9952 78253 8270 14562 8175 12612
309 3243 1383 4774 1038 1786 3240 1599 4774 1216 2091 3227 2052 4774 1673 2878 3214 2542 4774 2120 3647
310 1811 675 5827 739 8858 1808 780 5935 866 10371 1800 1001 6246 1191 14270 1793 1241 6579 1510 18085

311 31803 12907 4587 9372 9265 31317 14914 5417 10974 10848 29647 19139 7447 15098 14926 27982 23717 9619 19135 18917
3111 36471 14555 5610 10569 10448 36174 16817 6861 12374 12233 34290 21582 12343 17026 16832 31554 26745 21082 21578 21332
312 25254 10589 12398 7535 23646 25588 12235 13598 8822 27687 27651 15702 19494 12138 38094 30648 19458 28890 15384 48279
313 99170 39802 11526 30456 34069 99278 45989 12021 35660 39890 99956 59020 14592 49065 54884 100942 73137 18689 62183 69558
314 30901 12424 2364 11469 3773 30919 14355 2414 13429 4418 31026 18423 2681 18477 6078 31181 22829 3106 23417 7704
315 11169 839 1800 567 1508 22943 970 1817 664 1766 44070 1245 1866 914 2430 65143 1542 1919 1158 3079
316 23519 1617 2167 1030 1521 54136 1868 2326 1206 1781 105558 2397 2756 1659 2451 156848 2971 3216 2103 3106
317 6742 1347 1783 1235 226 9099 1557 2646 1447 264 15106 1998 4405 1990 364 21288 2476 6350 2522 461
318 29416 10974 14362 8894 10021 30479 12679 18086 10414 11733 34582 16272 28217 14328 16143 39330 20164 40918 18159 20459
319 10123 1577 3810 1659 1112 15996 1822 3810 1942 1302 28671 2338 3810 2672 1792 41313 2898 3810 3387 2271
320 38815 16531 19046 13649 29349 39092 19101 19103 15981 34364 40810 24513 19415 21988 47282 43308 30377 19911 27867 59923
321 15125 6439 9636 4377 7848 15454 7440 9787 5125 9189 17466 9548 10589 7051 12643 20385 11832 11866 8937 16023
322 16387 3178 13545 1737 1482 23264 3673 13622 2034 1735 41307 4713 13872 2798 2388 61150 5841 14168 3546 3026
323 23569 11300 23220 7496 11603 23477 13056 25380 8776 13586 23095 16756 32409 12075 18693 22642 20764 41428 15304 23690
324 20121 3662 5656 2887 725 29016 4231 9754 3380 849 55756 5430 19061 4651 1169 88514 6728 31454 5894 1481
325 12354 2426 1337 2172 1844 17364 2804 1418 2543 2159 29294 3598 1640 3499 2970 41195 4459 1878 4435 3764
326 37266 16220 6782 11018 3080 36265 18742 7209 12901 3606 32779 24052 8380 17750 4962 29301 29806 9632 22496 6289
327 32552 10854 4374 11695 2539 33546 12541 4716 13694 2972 38683 16094 6174 18841 4090 45688 19944 8348 23879 5183
328 39876 16642 5020 13169 1170 40077 19230 5453 15419 1370 40757 24678 6612 21215 1885 41437 30581 7858 26887 2389
329 17174 7823 4439 5526 862 17258 9039 5243 6470 1009 17539 11600 7210 8903 1388 17819 14375 9314 11283 1759
330 17338 9037 2992 3989 144 16425 10442 4057 4671 169 13117 13400 6350 6427 232 9797 16606 8820 8145 294
331 9391 2233 3128 1957 732 11485 2580 3360 2292 857 22045 3311 4523 3153 1179 37389 4103 6378 3997 1494
332 2908 1173 1223 858 1110 2900 1355 1223 1005 1300 2873 1739 1223 1383 1788 2846 2155 1223 1752 2266
333 3744 1599 2363 1253 1313 3733 1847 2365 1467 1538 3697 2371 2372 2018 2116 3660 2938 2379 2558 2682
334 8254 4669 13520 3629 4411 8291 5395 13150 4249 5165 8416 6923 12027 5846 7107 8540 8579 10825 7409 9007
335 2389 1078 1812 757 195 2400 1246 2130 886 228 2436 1599 2913 1219 314 2472 1981 3750 1545 398
336 17604 7701 4994 4246 1851 17689 8898 5342 4971 2167 17973 11419 6286 6840 2982 18256 14150 7297 8669 3780
337 6486 3003 767 2442 2374 6467 3470 808 2859 2779 6403 4453 923 3934 3824 6340 5518 1046 4986 4847
338 10452 2268 3238 1310 245 15142 2621 3357 1534 286 35342 3363 3979 2111 394 64697 4168 4970 2675 499
401 5815 1415 3678 614 2005 7387 1635 4199 719 2348 11499 2098 5517 989 3231 15600 2600 6928 1253 4095
402 4695 572 1134 289 211 7515 660 1466 339 247 13539 847 2209 466 340 19547 1050 3004 590 431
403 98494 21745 14884 8530 5666 128396 25125 20705 9987 6634 204695 32244 32871 13741 9128 280799 39957 45887 17415 11569
404 16768 2800 3536 2275 870 24401 3235 3760 2664 1019 42036 4151 4371 3665 1402 59626 5144 5026 4645 1777
405 27488 5198 9436 4114 934 38469 6006 15627 4817 1094 64722 7707 26829 6627 1505 90908 9551 38812 8399 1907
412 7722 4146 3525 2140 2413 7885 4790 5471 2506 2825 8422 6147 9176 3448 3887 8958 7618 13139 4370 4926
451 7056 718 1082 343 251 12491 829 1399 402 294 23257 1064 2109 553 404 33996 1319 2867 701 512
456 16437 2915 6060 1343 1320 23303 3368 6564 1573 1545 39532 4323 7916 2164 2126 55719 5357 9362 2742 2695
457 7606 480 1660 205 272 17360 555 2692 240 319 33819 712 4589 330 438 50235 883 6619 418 556
459 8715 794 3496 374 273 16283 917 4002 438 320 30721 1177 5282 603 440 45122 1459 6650 764 558
460 1108 310 665 158 156 1236 358 816 185 183 1619 459 1171 255 251 2000 569 1552 323 319
464 35052 5046 13134 2062 4150 57208 5830 13719 2415 4860 103825 7482 15353 3322 6686 150324 9272 17101 4211 8474
466 25114 3288 16441 3369 1796 40544 3800 21259 3945 2103 73285 4876 32033 5428 2894 105943 6043 43559 6879 3667
473 14052 1768 2913 1623 1141 22494 2043 3995 1901 1335 40527 2622 6285 2615 1837 58514 3249 8735 3314 2329
474 4482 632 908 104 76 8051 730 1164 122 89 15047 937 1741 168 123 22026 1161 2358 213 156
477 11562 888 3534 170 219 27626 1026 4569 199 257 54069 1317 6885 273 353 80445 1632 9362 346 448

497 9821 2368 7279 2089 1357 12255 2736 8308 2446 1589 18734 3511 10918 3366 2186 25196 4351 13710 4266 2771
498 8622 524 750 148 2165 23833 606 981 174 2535 47156 777 1493 239 3488 70420 963 2041 303 4420
499 886 205 3334 104 76 1076 237 3806 122 89 1594 304 5001 168 122 2112 377 6280 212 155
500 5887 2198 1249 984 1046 6141 2540 1425 1152 1225 6959 3260 1873 1585 1685 7775 4040 2352 2009 2135
501 1926 510 780 238 181 2286 590 941 279 211 3294 757 1328 384 291 4299 938 1741 486 369
519 6828 832 1501 664 190 11378 961 2273 778 222 20801 1234 3774 1070 306 30200 1529 5379 1356 388
520 14741 932 2413 456 610 31685 1077 5467 534 715 61271 1382 9966 735 983 90782 1713 14779 931 1246
521 8354 726 811 332 534 16132 839 996 389 625 30647 1076 1431 535 861 45125 1334 1896 678 1091
522 27695 3317 2194 1639 503 45084 3833 3408 1919 589 81746 4919 5719 2641 811 118314 6096 8191 3347 1027
523 7200 1969 1970 720 697 9361 2275 3079 843 816 14888 2920 5180 1160 1123 20401 3618 7427 1470 1424
524 4090 937 1302 461 470 5054 1082 1572 539 551 7644 1389 2218 742 758 10227 1721 2908 941 960
525 3172 373 974 480 470 3454 431 1176 562 550 4316 554 1659 773 756 5176 686 2176 980 959
536 22379 3590 3705 2457 3059 34925 4148 5659 2877 3582 62274 5324 9427 3958 4928 89553 6597 13459 5017 6245
537 20724 3795 6415 1599 1867 30111 4385 8629 1873 2186 51827 5628 13399 2576 3007 73488 6974 18503 3265 3811
538 22425 2022 6527 1686 547 37070 2337 10117 1974 641 67582 2999 16958 2716 882 98017 3716 24277 3442 1118
543 8251 4160 3711 1829 1592 7627 4806 5854 2142 1864 5310 6168 9882 2947 2564 3000 7643 14191 3735 3250
601 1512 597 979 548 144 1630 690 1120 641 168 1994 886 1477 882 231 2358 1098 1858 1118 293
602 11575 3889 2553 2730 944 12477 4493 2921 3197 1105 15274 5766 3850 4399 1521 18063 7146 4843 5575 1928
603 13389 4255 2711 3564 2915 14433 4916 3100 4173 3413 17668 6309 4087 5741 4696 20896 7819 5142 7276 5951
604 5191 1564 2118 1410 200 5596 1807 2423 1650 234 6849 2319 3193 2271 322 8100 2874 4017 2878 409
605 8770 2786 1322 2067 674 9453 3219 1928 2420 790 11571 4132 3145 3330 1087 13684 5120 4445 4220 1377
606 9535 3259 1761 2380 1008 10278 3766 2433 2787 1180 12581 4833 3847 3835 1623 14879 5989 5359 4860 2057
607 13570 4209 3547 3070 11118 14629 4864 4058 3594 13018 17910 6242 5348 4946 17911 21182 7735 6729 6268 22700
608 5218 1822 1898 1751 2788 5624 2106 2171 2050 3264 6883 2702 2862 2820 4491 8140 3349 3601 3575 5691
609 999 549 2584 317 452 1077 634 2956 371 529 1318 813 3896 510 727 1558 1008 4902 647 922
610 96 28 34803 22 9396 104 32 34807 26 11001 127 41 34820 35 15136 150 51 34833 45 19183
611 803 322 12551 36 3048 865 372 14357 43 3569 1058 478 18923 59 4910 1252 592 23807 74 6223
612 5649 1458 2037 1413 1903 6089 1684 2331 1654 2228 7452 2161 3072 2276 3066 8812 2678 3865 2885 3886
613 14535 4577 2416 4726 545 15669 5288 2764 5534 638 19184 6787 3643 7614 878 22690 8410 4583 9650 1112
614 7371 2394 2278 2168 179 7945 2766 3279 2539 210 9725 3550 5308 3493 289 11501 4399 7480 4427 366
615 2243 625 2186 536 6463 2417 722 2500 627 7567 2958 927 3296 863 10412 3498 1148 4147 1094 13195
616 5616 1609 8914 1977 3500 6054 1859 10197 2315 4098 7409 2386 13440 3185 5638 8762 2956 16910 4036 7146
617 6181 2111 2363 1958 2716 6662 2439 2703 2293 3180 8155 3130 3562 3155 4376 9643 3879 4482 3998 5545
618 7583 1190 7616 715 2509 12230 1374 9374 837 2938 22100 1764 13498 1151 4042 31944 2186 17910 1459 5123
619 2224 913 824 559 408 2397 1055 943 655 478 2933 1354 1243 901 658 3468 1678 1563 1142 834
620 4874 1700 1081 1817 3134 5254 1965 1236 2127 3670 6430 2521 1629 2927 5050 7604 3125 2050 3709 6400
621 8643 2813 10115 2375 5902 9316 3250 11570 2780 6910 11403 4171 15250 3825 9507 13486 5169 19187 4848 12049
622 10224 3146 3499 2985 4344 11021 3635 4003 3495 5087 13492 4665 5276 4809 6999 15956 5781 6638 6094 8870
623 8429 2501 4760 2734 22639 9086 2890 5445 3201 26507 11122 3709 7177 4404 36471 13153 4596 9030 5582 46222
624 16081 6166 2407 4351 2394 16055 7124 2754 5095 2803 15965 9143 3630 7010 3856 15876 11330 4567 8884 4887
625 2511 738 10819 909 2374 2706 853 12376 1064 2779 3312 1095 16312 1465 3824 3916 1357 20523 1856 4847
626 5207 1624 2206 2283 2758 5613 1877 2958 2673 3229 6869 2409 4584 3678 4442 8123 2985 6324 4661 5630
627 10081 3262 2253 2651 520 10867 3769 2577 3104 609 13302 4837 3397 4270 838 15732 5994 4274 5412 1062
628 9781 3043 7554 2287 4878 10543 3516 8641 2678 5711 12906 4512 11389 3684 7858 15264 5592 14329 4669 9959
629 10369 2958 2365 2001 1057 11178 3418 2705 2343 1237 13683 4387 3566 3224 1703 16182 5436 4486 4086 2158

630 10704 3479 2609 2981 1690 11538 4020 2984 3490 1979 14125 5158 3933 4802 2722 16705 6392 4949 6086 3450
631 16038 5895 4259 4619 611 18305 6811 4871 5408 716 24912 8741 6421 7441 985 31502 10832 8078 9431 1248
632 4104 1187 880 661 1460 4683 1371 1065 773 1710 6372 1760 1507 1064 2352 8056 2181 1979 1349 2981
633 3521 1133 892 874 1319 3987 1309 1496 1023 1545 5356 1680 2578 1408 2125 6723 2081 3736 1784 2693
634 2192 753 651 434 693 2501 870 787 508 812 3402 1116 1113 700 1117 4302 1383 1462 887 1416
635 3791 1316 673 1367 97 3890 1520 814 1601 113 4215 1951 1152 2202 156 4539 2418 1513 2791 198
636 9974 2548 796 1279 723 14689 2944 1045 1498 847 25471 3778 1593 2061 1165 36225 4681 2180 2612 1477
637 6303 1955 2667 929 889 7340 2259 4060 1088 1041 10299 2899 6755 1497 1432 13250 3593 9638 1897 1815
638 14328 4940 3620 3143 498 15348 5708 5682 3680 583 18531 7325 9572 5063 802 21705 9077 13734 6417 1017
639 28598 8706 8052 7440 1289 31110 10060 12026 8712 1509 38820 12910 19837 11986 2077 46511 15998 28193 15191 2632
640 5563 1072 1944 324 588 5481 1238 2352 380 689 5199 1589 3326 522 948 4919 1969 4369 662 1201
641 5202 2356 786 742 577 5592 2723 1592 869 675 6805 3494 2862 1196 929 8014 4330 4219 1515 1178
642 9687 3022 3308 2390 158 10686 3492 4705 2798 185 13707 4482 7567 3850 254 16721 5554 10629 4880 322
643 2581 933 1450 524 383 2800 1078 1755 614 448 3474 1384 2482 844 616 4146 1715 3260 1070 781
644 1129 486 300 305 223 1213 562 539 358 261 1473 721 946 492 359 1734 893 1381 624 455
645 4560 1691 694 1304 952 4966 1954 1331 1526 1115 6212 2508 2369 2100 1534 7455 3108 3479 2662 1944
646 10976 4420 2711 808 309 11754 5107 4132 946 362 14183 6554 6878 1301 498 16606 8122 9815 1649 631
647 23573 8586 2882 4630 4303 26560 9921 4541 5421 5038 35385 12732 7662 7459 6932 44188 15778 11001 9453 8786
648 3580 1142 1540 1008 337 4025 1319 1863 1180 395 5344 1693 2635 1624 544 6659 2098 3461 2058 689
649 4463 1219 1164 721 633 4989 1409 1829 844 741 6559 1808 3083 1161 1019 8124 2240 4424 1472 1291
650 5916 2311 1401 830 178 6444 2671 2105 972 209 8062 3427 3482 1338 287 9677 4247 4955 1695 364
651 2934 923 1152 559 1152 3082 1066 1393 654 1348 3556 1369 1971 900 1855 4028 1696 2588 1141 2351
652 13803 5191 3691 3903 1149 14340 5998 4223 4570 1345 16074 7697 5565 6288 1851 17803 9538 7002 7969 2346
653 4688 1384 1079 1575 1150 6564 1599 1306 1844 1346 11048 2052 1848 2537 1853 15520 2543 2427 3215 2348
654 5449 2007 1030 1390 313 6092 2319 1670 1627 366 8008 2976 2847 2239 504 9919 3688 4107 2838 639
655 7665 4146 3469 1459 977 7802 4790 3968 1709 1144 8254 6147 5230 2351 1575 8706 7618 6580 2979 1996
656 10406 3608 3772 2631 3485 11220 4168 4565 3081 4081 13745 5350 6456 4239 5614 16262 6629 8479 5372 7115
657 16411 4340 4191 1541 815 20146 5015 5072 1804 954 30246 6436 7173 2482 1312 40321 7976 9421 3146 1663
658 1444 242 169 365 267 2229 280 205 428 312 3954 359 289 589 430 5675 445 380 746 545
659 105 34 59 21 15 120 39 71 25 18 164 50 101 34 25 207 62 132 43 31
660 3319 1195 743 687 208 3824 1381 1670 805 244 5283 1772 3042 1107 336 6737 2196 4510 1404 425
661 16555 5892 7125 3618 346 17849 6809 8622 4236 405 21856 8738 12194 5828 558 25854 10828 16015 7386 707
662 20452 4778 6482 2912 3314 25742 5521 7844 3410 3880 39702 7085 11094 4691 5339 53627 8780 14570 5945 6766
663 3138 888 545 668 488 3511 1026 987 782 571 4624 1317 1737 1076 786 5734 1632 2539 1363 996
664 7850 2720 885 1638 310 10148 3143 1942 1918 363 16058 4034 3527 2639 500 21953 4999 5223 3344 634
665 8445 2159 3244 1099 324 10510 2495 3711 1287 379 16021 3202 4891 1771 521 21517 3968 6154 2245 661
666 11641 1381 1360 1262 2236 20360 1596 1674 1477 2617 37780 2048 2411 2032 3601 55156 2538 3199 2576 4564
667 3661 475 963 328 218 5640 549 1165 385 256 9999 704 1647 529 352 14346 872 2164 671 446
668 7673 2556 3576 1288 1083 7815 2953 4090 1508 1268 8283 3790 5391 2075 1745 8751 4696 6782 2629 2212
669 4906 247 12513 117 85 14603 285 23877 137 100 29001 366 42465 189 138 43363 453 62350 239 174
670 6835 1349 643 856 863 9234 1559 1161 1002 1011 15156 2001 2041 1379 1390 21062 2479 2982 1748 1762
671 4346 766 2070 629 945 6373 885 2505 736 1107 11025 1136 3543 1013 1523 15665 1408 4654 1283 1930
672 7850 1301 5214 410 299 12977 1503 22202 480 351 23659 1929 41599 661 482 34314 2390 62350 837 611
673 21035 1198 3397 563 1043 47304 1385 5363 659 1221 91995 1777 9056 907 1680 136572 2202 13007 1150 2129
674 12396 3816 2655 2719 853 13956 4409 4286 3184 999 18572 5659 7297 4380 1374 23176 7012 10517 5551 1742

910 6538 2622 11869 1528 377 6851 3030 13138 1789 441 7853 3888 16461 2461 607 8852 4818 20015 3119 769
1051 4511 1822 8942 968 789 4544 2105 8942 1133 924 4749 2701 8942 1559 1271 5047 3348 8942 1976 1611
1181 25589 10329 14835 10752 10734 25377 11935 15958 12589 12569 24063 15316 21477 17321 17293 22168 18980 30206 21952 21917
1621 14326 5637 7283 5130 1527 14578 6513 7735 6006 1788 16129 8359 10035 8264 2460 18383 10358 13700 10474 3118
1771 34588 11132 15133 9739 4520 37250 12863 15133 11403 5293 52594 16508 15133 15689 7282 74891 20456 15133 19883 9229
1772 10376 3340 4540 2922 1356 11175 3859 4540 3421 1588 15778 4952 4540 4707 2185 22467 6137 4540 5965 2769
1781 14333 2347 2091 1782 253 20798 2712 5996 2087 296 43140 3481 13682 2871 407 72795 4313 24821 3639 516
1782 6327 1006 338 764 108 9236 1162 631 894 127 15940 1492 1117 1230 174 22626 1849 1637 1559 221
1791 37548 10377 4113 8890 2367 43859 11991 4930 10409 2772 72058 15388 8021 14322 3813 110422 19069 12619 18152 4833
1792 16442 6226 3242 5334 1420 16748 7194 4362 6246 1663 17787 9233 6840 8593 2288 18853 11441 9571 10891 2900
2051 2507 776 777 509 1378 2851 896 834 596 1613 4093 1150 1027 820 2220 5571 1425 1275 1039 2813
2161 8375 2574 3917 1366 21777 9624 2974 4332 1600 25498 13438 3817 5479 2201 35082 17445 4730 6776 2790 44462
2601 4459 1193 664 1123 925 5265 1379 749 1314 1083 9477 1770 1151 1809 1490 15598 2193 1793 2292 1889
2621 23087 5319 6349 3730 1459 29112 6146 6476 4367 1709 47551 7887 6898 6009 2351 68569 9773 7420 7616 2980
3041 46080 14612 13788 14009 5134 50279 16883 19326 16403 6012 63277 21667 30959 22569 8271 76398 26849 43564 28603 10483
3091 3889 1659 5725 1245 2142 3885 1917 5725 1458 2508 3869 2460 5725 2006 3451 3854 3049 5725 2542 4373
3121 18043 7584 9669 5397 16937 18262 8763 11016 6319 19831 19169 11246 15238 8694 27285 20249 13937 20692 11018 34580
3141 35127 14123 2687 13038 4289 35146 16318 2744 15265 5022 35268 20942 3048 21003 6910 35445 25951 3531 26619 8757
3151 9521 3357 7128 2268 6033 10083 3879 7164 2656 7064 13381 4978 7361 3654 9719 18173 6169 7675 4631 12317
3171 14017 3369 5129 3089 565 17513 3892 8120 3616 661 32531 4995 17196 4976 910 53219 6190 30875 6306 1153
3172 14154 2021 2358 1853 339 22222 2335 3332 2170 397 47983 2997 6282 2986 546 81931 3714 10525 3784 692
3181 17326 6649 7522 5389 6072 17734 7683 8871 6310 7110 20220 9860 15010 8682 9782 23832 12219 24794 11004 12397
3201 58223 24797 29560 20473 44024 58637 28652 30085 23971 51546 61216 36770 32892 32982 70922 64963 45565 37366 41800 89885
3211 27601 11958 18353 8129 14574 27992 13818 18842 9518 17065 29382 17733 20332 13096 23479 30859 21974 22037 16597 29757
3241 8096 2441 3543 1925 484 9340 2821 5892 2254 566 15999 3620 13761 3101 779 25676 4486 26303 3930 987
3251 3233 270 149 241 205 6561 312 158 283 240 12577 400 182 389 330 18577 495 209 493 418
3261 45327 18383 8218 12487 3491 45467 21241 8998 14621 4087 46072 27259 11642 20116 5624 46808 33780 15137 25495 7127
3264 21283 8651 5661 5876 1643 21329 9996 7291 6880 1923 21614 12828 14086 9467 2646 22027 15896 24916 11998 3354
3262 99375 43254 16419 29381 8214 96708 49979 16746 34402 9617 87410 64139 17683 47333 13232 78136 79482 18685 59988 16770
3263 66545 21627 10284 14691 4107 73466 24989 11567 17201 4809 99305 32070 15646 23666 6616 130068 39741 20916 29994 8385
3311 8998 1675 2180 1468 549 12223 1935 2269 1719 643 20143 2483 2517 2365 884 28042 3077 2783 2997 1120
3312 18950 7256 8884 6362 2378 18894 8385 9005 7449 2784 18705 10760 9354 10249 3831 18516 13334 9728 12989 4855
3321 11631 4691 4894 3433 4440 11599 5420 4894 4020 5199 11492 6956 4894 5531 7153 11385 8620 4894 7010 9065
3322 2908 1173 1223 858 1110 2900 1355 1223 1005 1300 2873 1739 1223 1383 1788 2846 2155 1223 1752 2266
3323 11631 4691 4894 3433 4440 11599 5420 4894 4020 5199 11492 6956 4894 5531 7153 11385 8620 4894 7010 9065
3331 839 358 530 281 294 837 414 530 329 345 829 531 532 452 474 820 659 533 573 601
3332 2944 1257 1858 985 1033 2935 1453 1860 1153 1209 2907 1864 1865 1587 1664 2878 2310 1871 2011 2109
4041 21732 3628 4583 2948 1128 31624 4192 4873 3452 1321 54480 5380 5665 4750 1817 77277 6667 6513 6020 2303
4042 17484 2919 3687 2372 908 25442 3373 3920 2777 1063 43830 4328 4558 3821 1462 62171 5364 5240 4843 1853
4601 864 203 555 104 102 1039 235 756 122 120 1520 301 1183 167 165 2000 373 1640 212 209
4602 2981 869 2722 444 438 3266 1004 3929 520 513 4134 1289 6372 716 705 5000 1597 8986 907 894
4603 3422 1173 3649 600 591 3498 1355 5254 702 692 3750 1739 8507 966 952 4000 2155 11987 1225 1206
4731 3747 471 777 433 304 5998 545 1065 507 356 10807 699 1676 697 490 15604 866 2329 884 621
4732 937 118 194 108 76 1500 136 266 127 89 2702 175 419 174 122 3901 217 582 221 155
4741 5225 737 1058 122 89 9386 851 1356 142 104 17542 1093 2029 196 143 25677 1354 2749 248 181

6321 216 62 46 35 77 246 72 56 41 90 335 93 79 56 124 424 115 104 71 157
6661 9054 1074 1058 981 1739 15835 1241 1302 1149 2036 29384 1593 1875 1581 2801 42899 1974 2488 2003 3550
6662 5174 614 605 561 994 9049 709 744 657 1163 16791 910 1072 903 1601 24514 1128 1422 1145 2029
9101 1635 656 2967 382 94 1713 757 3284 447 110 1963 972 4115 615 152 2213 1205 5004 780 192
9102 1635 656 2967 382 94 1713 757 3284 447 110 1963 972 4115 615 152 2213 1205 5004 780 192
9103 6538 2622 11869 1528 377 6851 3030 13138 1789 441 7853 3888 16461 2461 607 8852 4818 20015 3119 769

Annexure 6: Moderate Scenario: Population (PP), Employment (Emp), Workers (Wkr), Resident students (RS) & Students enrollment (SE) for 2011, 2018, 2021, 2031 & 2043
1 7412 3201 11016 2763 695 7412 3690 11016 3228 812 7412 4736 11016 4441 1117 7412 5869 11016 5628 1416
2 3952 1717 2452 957 1922 3952 1980 2452 1118 2246 3953 2541 2452 1538 3091 3953 3149 2452 1950 3917
3 3459 1482 2024 1085 492 3459 1709 2024 1268 575 3459 2194 2024 1744 791 3459 2718 2024 2210 1002
4 18739 8466 42722 5589 9045 18318 9762 42913 6530 10568 16643 12528 43634 8985 14541 14763 15525 44590 11387 18429
5 7412 3176 18781 3115 3702 7412 3662 18781 3639 4325 7412 4700 18781 5007 5951 7412 5824 18781 6346 7542
6 7412 3175 6833 2459 5234 7412 3661 7174 2873 6116 7412 4698 8399 3953 8415 7412 5821 10022 5010 10665
7 5268 2089 22333 1993 2419 5228 2409 22333 2328 2827 5072 3092 22333 3203 3889 4897 3831 22333 4060 4929
8 5268 2089 42299 1859 2407 5228 2409 42299 2172 2812 5072 3092 42299 2989 3869 4897 3831 42299 3788 4904
9 11591 4598 13479 3383 5036 11503 5302 13479 3952 5884 11160 6804 13479 5438 8096 10775 8431 13479 6892 10261
10 11063 4389 24494 3139 9054 10979 5060 24494 3667 10579 10652 6494 24494 5046 14555 10284 8047 24494 6395 18447
11 7903 3135 11088 4076 1698 7843 3615 11120 4763 1984 7609 4639 11240 6553 2729 7346 5749 11400 8305 3459
12 4122 1504 6129 919 3181 4290 1735 6129 1073 3717 4909 2226 6129 1477 5114 5605 2758 6129 1871 6482
13 7903 3135 11200 2273 8547 7843 3615 11200 2656 9986 7609 4639 11200 3655 13740 7346 5749 11200 4632 17413
14 18104 7309 8121 5388 8975 17695 8428 8195 6295 10486 16067 10816 8473 8662 14427 14240 13403 8842 10978 18285
15 19439 8527 4978 5303 432 18334 9831 5211 6196 505 13755 12617 6046 8526 695 8615 15635 7152 10805 881
16 3539 1264 4463 812 1670 3703 1458 5446 949 1951 4305 1871 8449 1305 2685 4981 2318 12429 1654 3403
17 15980 7309 2788 6111 934 14805 8428 2788 7141 1091 9827 10816 2788 9825 1501 4240 13403 2788 12451 1902
18 32163 13286 6203 8632 9070 31377 15319 6616 10086 10597 28250 19660 8071 13877 14581 24739 24363 9999 17587 18479
19 9650 3987 1677 2889 2787 9414 4597 1796 3375 3256 8475 5899 2215 4644 4481 7422 7310 2770 5885 5679
20 6223 2658 4866 2158 867 5986 3065 4866 2521 1013 5026 3933 4866 3469 1394 3947 4874 4866 4397 1767
21 16082 6644 5725 4770 9998 15689 7660 6105 5574 11681 14125 9831 7446 7669 16072 12369 12182 9223 9719 20369
22 16604 6675 7305 3751 14165 16282 7697 7471 4383 16550 15006 9878 8082 6030 22771 13573 12241 8893 7642 28860
23 9678 3674 5637 2895 1723 9818 4237 5758 3383 2013 10350 5437 6207 4655 2770 10947 6737 6802 5899 3511
24 6387 2568 12120 2850 12114 6263 2961 12120 3330 14154 5772 3800 12120 4581 19475 5221 4708 12120 5806 24682
25 5270 1847 5699 936 6089 5544 2130 5785 1093 7115 6545 2734 6105 1504 9789 7669 3388 6530 1906 12406
26 5108 2055 5142 713 1725 5009 2369 5142 833 2015 4617 3040 5142 1146 2773 4176 3768 5142 1452 3514
27 5444 2109 1309 822 644 5486 2432 1405 961 753 5646 3120 1740 1322 1036 5826 3867 2185 1675 1313
28 17243 6932 4037 4754 1916 16908 7993 5266 5555 2238 15583 10258 8786 7643 3080 14096 12712 13452 9686 3903
29 2660 1025 5486 861 710 2663 1182 5486 1006 829 2675 1517 5486 1384 1141 2688 1880 5486 1754 1446
30 7280 3051 805 2485 698 7030 3518 853 2903 816 6024 4515 1020 3994 1123 4895 5595 1241 5062 1423
31 9171 3842 1641 2411 1290 8857 4430 1761 2817 1507 7590 5685 2179 3877 2074 6167 7045 2734 4913 2628
32 9153 3835 3538 3568 3624 8839 4422 3538 4169 4234 7574 5675 3538 5736 5826 6155 7032 3538 7270 7383
33 8136 3585 579 1913 2336 7687 4134 638 2236 2730 5835 5306 839 3076 3756 3756 6575 1104 3898 4760
34 24456 10283 11490 8239 5954 23617 11856 12326 9627 6956 20238 15215 15248 13246 9571 16446 18855 19123 16787 12130
35 20971 7836 20025 7496 3453 21604 9035 21600 8758 4035 23966 11595 27074 12050 5552 26618 14369 34332 15272 7036
36 13299 3623 20980 1585 3354 15721 4178 21325 1852 3919 23512 5361 22609 2548 5392 32257 6644 24312 3229 6833
37 34330 15046 4889 9324 380 32904 17348 6723 10894 443 27109 22264 11722 14989 610 20604 27589 18348 18997 773
38 41392 15770 9920 13156 14330 42060 18183 10748 15372 16743 44596 23335 13614 21150 23037 47442 28917 17414 26804 29196
39 11007 3960 3347 2449 5635 11484 4566 3577 2861 6584 13241 5860 4386 3937 9058 15213 7262 5459 4989 11480
40 8963 3223 5473 3739 3246 9352 3716 6503 4368 3793 10784 4769 9736 6010 5218 12391 5910 14021 7617 6614
41 5871 2123 9951 831 2904 6127 2447 10425 971 3393 7065 3141 12126 1336 4669 8119 3892 14382 1693 5917
42 3867 1398 10857 323 292 4035 1612 11671 377 341 4654 2068 14513 519 469 5349 2563 18279 657 595
43 26478 10058 22609 6868 5308 27215 11598 22705 8025 6201 29977 14883 23065 11041 8532 33077 18444 23543 13994 10814

44 27068 12053 3029 9004 10600 25838 13897 3111 10520 12386 20812 17835 3411 14474 17041 15171 22101 3809 18344 21597
45 8980 3908 5930 2468 6225 8685 4506 6982 2884 7273 7499 5783 10311 3968 10007 6168 7166 14724 5029 12682
51 3894 1176 770 668 221 3938 1356 803 781 259 4105 1741 921 1074 356 4292 2157 1078 1362 451
52 3894 1176 3165 1021 7197 3938 1356 3165 1193 8409 4105 1740 3165 1641 11570 4292 2156 3165 2080 14663
53 4264 1020 3448 819 3551 4201 1176 3448 957 4149 3956 1510 3448 1317 5709 3680 1871 3448 1669 7235
54 53671 21190 8953 17631 8689 52709 24433 9114 20600 10152 48913 31356 9713 28343 13969 44653 38856 10507 35921 17703
55 38876 15876 1942 11395 4919 38427 18306 1965 13313 5748 36669 23492 2053 18318 7908 34696 29112 2170 23215 10023
56 40407 15852 8850 10826 225 40590 18277 12198 12649 263 41295 23456 21306 17403 362 42085 29067 33380 22056 458
57 7327 2801 5070 1663 2793 7533 3230 5502 1943 3263 8306 4145 6997 2673 4490 9173 5136 8978 3388 5690
58 20032 8189 6459 5987 1913 19793 9442 6664 6995 2236 18857 12117 7412 9624 3076 17806 15015 8403 12197 3898
59 39038 16415 1482 12829 684 38145 18927 1871 14989 800 34601 24290 3022 20623 1100 30623 30100 4548 26137 1394
60 48366 19738 10732 16382 3713 47899 22758 10708 19141 4338 46071 29206 10618 26335 5968 44020 36192 10499 33377 7564
61 39571 16158 3735 10844 974 39188 18631 3927 12670 1138 37693 23910 4614 17432 1565 36015 29629 5524 22093 1984
62 40742 15290 26016 14242 3935 41308 17630 26887 16641 4598 43464 22625 30064 22896 6326 45883 28037 34276 29017 8017
65 51058 19148 37921 14046 13783 51759 22078 39855 16411 16105 54428 28333 46778 22580 22158 57423 35111 55955 28617 28083
66 10878 4780 821 4038 1240 10677 5512 928 4718 1449 9882 7074 1282 6491 1994 8990 8766 1750 8227 2527
67 25004 10798 659 8325 1466 24535 12451 690 9727 1713 22685 15978 803 13383 2357 20608 19801 953 16961 2987
68 11868 5612 493 5043 962 11183 6470 497 5893 1124 8341 8304 514 8107 1546 5152 10290 537 10275 1960
69 21533 9142 3910 7709 9755 21135 10541 3909 9007 11397 19563 13528 3906 12393 15682 17798 16764 3902 15706 19874
70 7181 3083 2668 2521 522 7049 3554 2668 2946 610 6528 4561 2668 4053 839 5943 5652 2668 5137 1063
71 11487 4915 476 2899 1386 11276 5667 491 3388 1619 10441 7273 546 4661 2228 9503 9012 619 5907 2823
72 11487 4849 1090 4538 575 11276 5591 1122 5302 672 10441 7175 1240 7295 924 9503 8891 1397 9246 1171
73 18614 7776 2898 8023 2504 18271 8966 3221 9374 2926 16916 11507 4307 12897 4025 15396 14259 5747 16345 5102
74 48833 20159 11979 16224 10219 47979 23243 12160 18956 11940 44608 29829 12835 26082 16428 40824 36964 13729 33055 20820
75 51341 20324 1367 15879 1134 50454 23434 1387 18553 1325 46956 30073 1462 25527 1822 43029 37267 1560 32352 2310
76 36994 13766 6720 9845 9411 37777 15872 7035 11503 10996 40731 20369 8169 15827 15130 44047 25242 9673 20059 19175
77 42032 16520 9454 14731 4949 41929 19048 10022 17211 5783 41529 24446 12035 23681 7957 41079 30293 14704 30012 10084
78 62953 23243 28624 21018 6516 64289 26800 30319 24557 7613 69328 34393 36331 33788 10475 74985 42620 44300 42822 13275
79 25242 10323 2991 8264 1372 24733 11903 3176 9656 1603 22717 15275 3833 13285 2205 20455 18929 4703 16837 2795
80 18679 7833 1453 6335 1098 18195 9032 1560 7402 1283 16265 11591 1935 10184 1765 14098 14364 2432 12906 2237
81 30445 11428 22339 7660 17477 31052 13177 22694 8949 20420 33343 16910 24012 12313 28096 35914 20955 25760 15606 35608
82 21390 5933 40033 4075 4013 24768 6841 42195 4761 4689 35871 8780 49910 6551 6452 48334 10880 60138 8302 8177
83 6710 2801 3269 704 486 6591 3230 3357 822 568 6120 4145 3680 1131 782 5591 5137 4108 1434 991
84 8345 3431 2935 3063 2132 8197 3956 3399 3579 2491 7611 5077 4894 4925 3428 6954 6292 6875 6242 4344
85 1509 614 198 280 204 1482 708 203 327 239 1376 909 224 450 328 1257 1126 252 570 416
86 1967 809 5832 365 266 1932 933 5878 426 311 1794 1197 6051 586 428 1639 1483 6281 743 542
101 26421 10822 12546 10149 10168 26421 12479 13078 11858 11880 26422 16014 15000 16316 16346 26423 19845 17549 20678 20716
102 39552 15243 22495 12042 15914 40324 17576 23795 14070 18594 43244 22555 28411 19358 25583 46520 27950 34531 24534 32423
103 33011 12789 17865 8815 66216 33794 14746 18800 10300 77367 36738 18924 22142 14171 106449 40042 23451 26571 17960 134909
104 33307 12635 23319 10230 23592 34581 14569 25446 11953 27565 39294 18697 32749 16446 37927 44584 23169 42430 20843 48068
105 10636 4260 22268 2263 1845 10761 4912 22898 2645 2156 11239 6303 25210 3639 2966 11776 7811 28274 4612 3759
106 22415 9070 7233 4770 6757 22680 10458 8414 5574 7894 23688 13421 12199 7669 10862 24819 16631 17217 9719 13766
107 34465 14312 860 14100 14496 34126 16502 1332 16474 16938 32800 21178 2495 22667 23304 31313 26244 4036 28727 29535
108 17393 5854 5430 3046 7720 18862 6750 5717 3559 9021 24042 8662 6739 4897 12411 29857 10734 8094 6207 15730
109 5213 2190 1898 326 706 5117 2525 2475 381 825 4741 3241 4127 525 1135 4318 4016 6316 665 1438

110 1486 697 7352 303 222 1407 804 7437 355 259 1083 1032 7754 488 356 718 1279 8174 618 451
111 1260 592 1564 285 208 1193 682 3004 332 243 918 876 6031 457 334 609 1085 10043 580 423
112 23166 9482 713 8138 8892 23061 10933 1086 9508 10389 22652 14030 2017 13082 14295 22193 17386 3250 16580 18117
113 42480 18881 2952 16867 3009 39710 21770 2952 19708 3516 28105 27939 2952 27115 4838 15080 34622 2952 34365 6132
114 36493 12602 17452 8109 12372 38029 14531 18718 9474 14455 43690 18648 23149 13036 19889 50044 23109 29021 16521 25206
115 20007 9460 1905 7324 847 18228 10907 1933 8558 989 10538 13998 2038 11774 1361 1906 17346 2176 14923 1725
116 37057 15742 3309 7776 3910 35326 18151 3360 9085 4568 28245 23293 3551 12500 6285 20297 28865 3805 15842 7966
117 19734 6341 10023 5428 1314 21267 7311 14407 6342 1535 26711 9383 25897 8726 2112 32821 11627 41129 11059 2677
118 34253 14018 21323 14593 14569 33799 16164 23526 17050 17022 32020 20743 31001 23459 23421 30023 25705 40910 29731 29683
119 23418 9160 11567 6377 4634 23584 10562 12489 7451 5415 24222 13554 15693 10251 7450 24938 16796 19940 12992 9442
120 46843 18285 4906 16106 5259 47180 21083 5191 18819 6144 48472 27057 6202 25892 8454 49921 33529 7542 32815 10714
121 22608 9160 2616 5885 1208 22428 10562 2767 6876 1412 21726 13554 3301 9460 1943 20938 16796 4010 11990 2462
122 9907 3906 22776 2650 1743 9877 4504 22776 3096 2036 9757 5780 22776 4259 2802 9623 7162 22776 5398 3551
123 23492 3906 58412 3911 3862 33906 4504 60012 4570 4512 61648 5780 65886 6288 6208 92786 7162 73673 7969 7868
124 45282 18443 23709 11904 24895 45147 21265 24024 13908 29087 44626 27290 25200 19136 40021 44041 33818 26759 24253 50721
125 25868 10633 2451 9017 132 25788 12260 2508 10536 154 25479 15734 2722 14496 212 25132 19498 3004 18372 268
126 17837 7156 2632 6160 461 17783 8251 2774 7198 539 17573 10589 3280 9903 741 17337 13121 3950 12551 939
127 54837 21213 4766 14075 1831 54702 24460 4766 16446 2139 54177 31390 4766 22628 2943 53588 38898 4766 28678 3730
128 12945 4544 3157 3701 916 13546 5240 4111 4325 1070 15754 6724 6846 5950 1472 18231 8333 10472 7541 1866
129 41672 16446 5924 12586 12265 41939 18962 5958 14705 14331 42964 24335 6086 20233 19717 44115 30156 6256 25642 24989
130 35954 11524 38802 9003 10337 39542 13287 48687 10519 12078 51998 17052 78056 14473 16618 65980 21130 116989 18342 21061
131 38592 11507 19368 8323 8824 43751 13268 20374 9725 10310 61087 17028 23973 13380 14185 80546 21101 28743 16957 17978
132 15332 5762 6217 2284 630 15862 6644 6607 2668 736 17832 8527 7988 3671 1012 20043 10566 9818 4653 1283
133 35245 14106 14177 6592 6408 35472 16265 15032 7702 7487 36340 20874 18062 10598 10301 37315 25867 22078 13431 13055
151 40763 15446 18181 7705 15839 41662 17810 19112 9003 18506 45051 22856 22443 12387 25463 48855 28323 26860 15699 32270
152 53003 21691 53917 15940 23292 52131 25011 53917 18624 27214 48694 32097 53917 25625 37444 44837 39775 53917 32476 47455
153 38475 14042 15361 11313 11865 39554 16191 16627 13218 13863 43592 20779 21012 18187 19074 48124 25749 26825 23050 24174
154 22714 8836 1819 6376 3118 22793 10188 1819 7450 3643 23095 13075 1819 10250 5012 23435 16202 1819 12990 6352
155 18656 7035 21314 4478 4891 18840 8112 21314 5233 5715 19542 10411 21314 7200 7863 20330 12901 21314 9125 9966
156 50240 19426 13550 14126 3593 50776 22399 13550 16505 4198 52824 28746 13550 22709 5776 55123 35622 13550 28780 7321
157 22882 8345 3461 7085 676 23737 9622 3827 8279 790 26905 12349 5066 11390 1087 30461 15303 6708 14436 1378
158 24865 8752 20299 5328 3374 25765 10091 21885 6226 3943 29107 12950 27404 8566 5425 32857 16048 34719 10856 6875
159 19535 7436 2380 4616 1538 19738 8574 2380 5393 1796 20513 11003 2380 7421 2472 21382 13635 2380 9405 3133
160 27348 10361 7447 7747 1317 27632 11946 7983 9052 1539 28716 15331 9861 12455 2118 29933 18998 12351 15785 2684
161 12952 4071 13022 3656 5851 14024 4694 17276 4272 6836 17811 6023 29262 5878 9406 22062 7464 45151 7449 11920
162 11139 4287 5832 3902 1162 11454 4944 6338 4559 1357 12631 6344 8084 6272 1867 13953 7862 10398 7949 2367
163 56945 22794 28710 18402 7422 57159 26282 28710 21501 8672 57987 33728 28710 29584 11931 58915 41796 28710 37493 15121
164 54960 24672 12668 18216 16349 54079 28448 12668 21284 19103 50609 36508 12668 29284 26283 46713 45241 12668 37114 33310
165 54229 24671 18226 20217 17367 53054 28446 18226 23621 20291 48393 36506 18226 32500 27918 43161 45238 18226 41189 35383
166 61137 23556 7492 17970 6102 62155 27161 8688 20997 7129 66016 34856 12537 28889 9809 70350 43194 17638 36613 12432
167 59738 22856 16930 18951 5437 60739 26353 17777 22143 6353 64535 33820 20811 30466 8740 68796 41910 24833 38612 11077
168 21241 8466 1096 6222 1386 21111 9761 1161 7270 1619 20603 12527 1392 10002 2228 20032 15523 1698 12676 2824
169 21400 8442 12001 6361 2826 21739 9734 15017 7433 3302 23022 12492 24002 10227 4544 24462 15481 35913 12961 5759
170 32295 12927 38833 11756 9669 32583 14906 39921 13735 11297 33681 19129 43914 18898 15544 34914 23705 49207 23951 19700
171 11197 4005 3135 2166 1585 11946 4618 3276 2531 1852 14635 5927 3784 3483 2548 17653 7345 4457 4414 3229

172 19571 5707 14031 3150 4461 22763 6580 14031 3681 5213 33209 8444 14031 5065 7172 44933 10464 14031 6419 9090
173 58055 25257 4811 20739 3186 56484 29122 5064 24232 3722 50213 37374 5969 33340 5121 43173 46314 7169 42255 6490
174 28982 11866 11307 10623 16021 29289 13681 11307 12411 18719 30463 17558 11307 17077 25756 31781 21758 11307 21643 32642
175 41089 17087 9891 13506 18575 41012 19702 10305 15781 21703 40715 25285 11804 21713 29861 40382 31333 13790 27518 37845
176 79798 33666 23165 33511 22531 75897 38818 23165 39155 26325 59895 49817 23165 53873 36220 41934 61733 23165 68276 45904
177 26476 7809 10593 6831 3171 29627 9004 10593 7982 3705 40368 11555 10593 10982 5097 52423 14319 10593 13918 6460
178 19732 3360 3339 2551 362 27995 3875 9922 2981 423 50341 4972 20902 4102 581 75422 6162 35458 5198 737
179 65490 24958 12386 21382 5693 66587 28778 16324 24983 6652 70745 36931 27487 34373 9152 75412 45765 42285 43564 11599
180 6396 2557 503 468 341 6875 2948 537 546 399 8582 3784 658 752 549 10498 4689 817 953 696
201 9554 3692 11056 2692 4460 9948 4257 11514 3146 5211 11399 5463 13168 4328 7169 13028 6770 15360 5486 9086
202 5107 2119 2731 958 1265 5094 2444 3859 1119 1478 5042 3136 6859 1540 2034 4985 3886 10836 1952 2578
203 7169 2776 12029 1825 8505 7464 3201 12029 2132 9937 8553 4108 12029 2933 13672 9776 5091 12029 3717 17328
204 29213 10673 12933 7231 15109 30975 12307 15283 8448 17654 37346 15794 22699 11624 24289 44497 19571 32530 14732 30784
205 23057 6995 7660 4591 12426 26419 8066 8549 5364 14519 37593 10351 11527 7381 19976 50135 12827 15475 9354 25317
206 20405 7693 11488 4616 7596 21220 8870 11714 5393 8876 24234 11384 12553 7420 12212 27616 14107 13665 9404 15477
207 15575 6130 15735 3224 16078 15954 7068 15183 3767 18786 17380 9071 12999 5182 25847 18981 11241 10104 6568 32758
208 15575 6130 13296 1980 19038 15954 7068 13296 2313 22244 17380 9071 13296 3183 30606 18981 11241 13296 4034 38788
209 17363 7029 4378 6498 7448 17784 8105 5191 7593 8702 19366 10401 7748 10447 11973 21142 12889 11138 13240 15174
210 9492 3077 4793 2202 1979 10501 3547 6229 2573 2312 13984 4552 10354 3541 3181 17893 5641 15823 4487 4032
2101 12080 3916 6101 2803 2519 13365 4515 7928 3275 2943 17797 5794 13178 4506 4049 22772 7180 20138 5711 5131
211 17363 7029 3767 4563 2494 17784 8105 6285 5331 2914 19366 10401 12132 7335 4009 21142 12889 19883 9296 5081
212 23151 9363 2607 4477 3830 23712 10795 2855 5231 4475 25821 13854 3701 7197 6157 28187 17168 4823 9121 7803
213 21907 9363 1957 5543 4614 21912 10795 2015 6476 5392 21933 13854 2229 8911 7418 21957 17168 2512 11293 9402
214 5024 1914 8613 1832 2001 5408 2207 9133 2141 2338 6774 2833 10977 2945 3216 8306 3510 13420 3733 4076
215 5281 2509 761 1506 1886 5154 2893 888 1759 2204 4651 3713 1293 2420 3033 4086 4601 1830 3068 3843
216 11659 3472 4972 1843 29375 13586 4004 5361 2154 34322 19880 5138 6713 2963 47224 26943 6367 8506 3755 59850
217 16497 4605 12136 3017 15115 19799 5309 12906 3525 17660 30258 6813 15627 4850 24298 41998 8443 19234 6147 30795
218 4520 1859 2791 1773 1930 4655 2144 3012 2071 2255 5156 2751 3779 2850 3102 5719 3409 4796 3612 3931
219 10933 3280 3097 2247 2645 12825 3782 3378 2626 3091 18961 4854 4342 3613 4252 25848 6015 5619 4579 5389
220 3737 1594 2508 1682 1505 3846 1838 2508 1966 1758 4250 2358 2508 2704 2419 4704 2922 2508 3428 3066
221 7492 3150 4600 2345 2798 7682 3632 4833 2740 3269 8397 4661 5664 3771 4498 9199 5776 6766 4779 5700
222 13989 5236 13933 2741 8167 15061 6037 14947 3203 9542 18871 7748 18494 4407 13129 23147 9601 23195 5585 16640
223 8586 3219 8155 1524 2546 9150 3712 10721 1781 2975 11178 4764 18012 2450 4093 13455 5903 27677 3105 5188
224 4899 1863 2807 643 1013 5213 2148 3011 751 1183 6341 2756 3725 1034 1628 7607 3416 4671 1310 2063
225 4751 914 9787 810 14414 6802 1054 10418 946 16842 12304 1352 12645 1302 23173 18480 1676 15596 1650 29368
226 9940 3500 14594 2355 9335 10749 4036 15618 2752 10907 13610 5180 19209 3786 15007 16822 6419 23971 4798 19019
227 10697 3688 19688 2602 13389 11569 4252 19688 3041 15643 14653 5457 19688 4184 21524 18114 6762 19688 5302 27278
228 2764 871 11589 418 8996 3138 1004 11589 488 10511 4392 1288 11589 672 14462 5800 1597 11589 851 18329
229 972 328 9022 306 1752 1068 378 8706 357 2048 1400 485 7458 491 2817 1773 601 5804 623 3570
2291 1587 535 15995 499 2859 1743 617 15995 583 3341 2285 792 15995 801 4597 2893 981 15995 1016 5826
230 742 250 4470 226 7885 815 288 4470 264 9213 1069 370 4470 364 12676 1353 459 4470 461 16065
2301 1817 613 10944 554 19305 1995 706 10944 647 22556 2616 906 10944 890 31035 3313 1123 10944 1128 39332
231 823 284 2524 135 1155 890 328 2524 158 1349 1127 420 2524 217 1856 1393 521 2524 275 2353
2311 905 313 2776 148 1270 979 360 2776 173 1484 1240 462 2776 239 2042 1532 573 2776 302 2588
2312 1399 483 4291 229 1963 1513 557 4291 268 2294 1916 715 4291 369 3156 2368 886 4291 467 3999

2313 5101 1761 15648 837 7159 5517 2031 15648 978 8365 6987 2606 15648 1345 11509 8637 3230 15648 1705 14586
232 4099 935 15720 210 21006 5331 1078 15720 246 24544 8938 1384 15720 338 33770 12987 1715 15720 429 42799
2321 961 219 3687 49 4927 1250 253 3687 58 5757 2097 325 3687 79 7921 3046 402 3687 101 10039
233 5032 1844 17602 909 5234 5332 2126 17602 1063 6116 6416 2728 17602 1462 8415 7632 3381 17602 1853 10665
234 3687 980 9657 1308 8891 4514 1130 9657 1528 10388 7082 1451 9657 2103 14293 9964 1798 9657 2665 18115
235 2939 980 5912 654 1881 3264 1130 5912 764 2198 4383 1451 5912 1051 3024 5638 1798 5912 1333 3833
236 20543 8254 6660 5230 3983 21117 9517 7050 6111 4653 23266 12213 8435 8408 6402 25678 15134 10271 10657 8114
237 17222 7534 7698 6194 8286 17027 8686 8151 7237 9681 16262 11148 9761 9958 13321 15403 13814 11895 12620 16882
238 2421 636 12031 356 3780 3017 734 12031 415 4417 4835 942 12031 572 6077 6876 1167 12031 724 7702
2381 2730 718 13567 401 4263 3402 827 13567 468 4981 5452 1062 13567 644 6853 7754 1316 13567 817 8685
239 8188 3609 3145 2776 2369 8090 4162 3539 3243 2768 7704 5341 4850 4462 3808 7271 6618 6587 5655 4826
240 11237 4917 2487 2442 4637 11101 5670 2544 2853 5418 10572 7276 2752 3925 7455 9978 9017 3029 4975 9449
241 10132 4074 2524 2270 3542 10416 4698 3171 2652 4139 11482 6029 5091 3650 5695 12678 7471 7637 4625 7217
242 6852 2403 2585 1449 2622 7505 2771 2744 1692 3064 9782 3556 3310 2329 4216 12337 4407 4059 2951 5343
243 21890 8476 5670 5090 6154 22579 9773 5961 5948 7191 25148 12542 7002 8183 9894 28033 15543 8382 10371 12539
244 25037 10010 6445 7888 9559 25649 11542 7498 9216 11169 27950 14812 10874 12681 15367 30531 18355 15350 16071 19476
245 24324 9557 8931 6715 9905 25087 11020 9531 7845 11573 27933 14142 11645 10794 15923 31127 17524 14447 13680 20180
246 22969 9042 3937 8808 7593 23689 10426 4163 10291 8872 26376 13380 4968 14160 12207 29392 16581 6035 17945 15471
247 17082 6723 4044 6687 7949 17279 7752 4633 7813 9288 18033 9948 6553 10750 12779 18879 12328 9098 13625 16196
2471 19262 7581 4431 7541 8964 19485 8742 5014 8811 10474 20335 11218 6940 12123 14411 21289 13902 9494 15364 18263
248 24096 9810 6231 7621 8197 23856 11311 7597 8905 9578 22915 14515 11772 12252 13178 21860 17988 17308 15528 16701
249 18364 7064 6065 5445 7325 18626 8145 7532 6362 8559 19624 10453 11936 8753 11776 20744 12953 17775 11093 14925
250 24407 10096 16693 9338 7148 25015 11641 17630 10910 8351 27298 14940 20967 15011 11491 29860 18514 25391 19025 14563
251 26905 11602 13635 9360 2845 26932 13377 14365 10936 3324 27036 17168 16969 15046 4573 27153 21274 20422 19069 5796
252 10726 4670 18349 2971 20899 10742 5385 18349 3472 24418 10801 6911 18349 4777 33596 10868 8564 18349 6054 42579
253 16423 6592 2918 2980 3622 17020 7601 2923 3482 4232 19237 9754 2939 4791 5823 21726 12088 2960 6072 7380
254 14074 4663 1828 4267 5027 15079 5377 2177 4985 5873 18671 6900 3271 6859 8081 22702 8550 4721 8693 10241
255 9635 2764 614 433 1401 11017 3187 679 506 1637 15618 4090 898 697 2253 20783 5068 1188 883 2855
256 4762 696 3522 928 677 7231 803 3522 1084 791 13533 1030 3522 1491 1089 20606 1276 3522 1890 1380
257 4241 500 5536 702 690 7266 577 5626 820 807 14289 740 5964 1128 1110 22173 917 6410 1430 1407
258 14639 5448 1499 4321 6940 14916 6281 1543 5049 8109 15965 8061 1704 6947 11157 17143 9989 1917 8804 14140
259 37927 12589 13165 9596 13652 40511 14515 13165 11212 15951 49777 18628 13165 15427 21947 60176 23084 13165 19551 27815
260 53510 10764 4712 10125 8343 71479 12411 4796 11830 9748 122789 15928 5108 16277 13413 180379 19738 5521 20629 16999
261 68344 26661 7848 20644 16133 69369 30741 7935 24121 18850 73261 39451 8261 33188 25936 77629 48887 8693 42061 32870
262 34967 7995 9295 5607 2194 44149 9218 9380 6551 2563 71808 11830 9703 9013 3527 102853 14660 10130 11423 4469
301 57057 24461 1982 22075 2285 55813 28204 1992 25792 2669 50880 36195 2031 35487 3673 45342 44853 2081 44975 4654
302 55497 24461 9579 20558 15035 53646 28204 9579 24020 17567 46200 36195 9579 33049 24171 37842 44853 9579 41885 30633
303 45466 19504 2637 15502 586 43647 22488 3665 18113 684 36267 28860 6440 24921 942 27985 35763 10119 31584 1193
304 5424 1627 702 1560 572 6065 1876 704 1823 668 8254 2407 711 2508 919 10711 2983 720 3178 1165
305 6942 2704 434 1594 1432 6934 3118 476 1862 1673 6905 4002 617 2562 2302 6872 4959 804 3248 2918
306 3418 1378 2045 815 595 3414 1589 2106 953 696 3399 2039 2330 1311 957 3383 2527 2628 1661 1213
307 23892 8535 16212 7105 8606 24966 9841 16212 8301 10055 28912 12629 16212 11422 13834 33342 15650 16212 14476 17533
308 22798 4510 10702 4013 6190 30703 5200 11111 4688 7233 53107 6674 12595 6451 9952 78253 8270 14562 8175 12612
309 3245 1386 4774 1041 1790 3241 1599 4774 1216 2091 3228 2052 4774 1673 2878 3214 2542 4774 2120 3647
310 1811 677 5772 741 8877 1809 780 5855 866 10371 1801 1001 6167 1191 14270 1793 1241 6579 1510 18085

311 31952 12934 4274 9392 9285 31526 14914 4897 10974 10848 29856 19139 6928 15098 14926 27982 23717 9619 19135 18917
3111 36030 14585 6427 10591 10470 35551 16817 8331 12374 12233 33668 21582 13814 17026 16832 31554 26745 21082 21578 21332
312 25723 10611 13391 7551 23696 26270 12235 15180 8822 27687 28333 15702 21075 12138 38094 30648 19458 28890 15384 48279
313 99326 39886 11985 30520 34141 99502 45989 12711 35660 39890 100181 59020 15282 49065 54884 100942 73137 18689 62183 69558
314 30926 12450 2413 11494 3781 30954 14355 2486 13429 4418 31061 18423 2753 18477 6078 31181 22829 3106 23417 7704
315 10253 841 1791 568 1511 20303 970 1804 664 1766 41430 1245 1853 914 2430 65143 1542 1919 1158 3079
316 21528 1620 2095 1032 1525 47710 1868 2216 1206 1781 99131 2397 2646 1659 2451 156848 2971 3216 2103 3106
317 6453 1350 1598 1238 226 8538 1557 2260 1447 264 14545 1998 4018 1990 364 21288 2476 6350 2522 461
318 29516 10997 13985 8913 10042 30623 12679 17358 10414 11733 34725 16272 27489 14328 16143 39330 20164 40918 18159 20459
319 9411 1580 3810 1662 1115 14412 1822 3810 1942 1302 27087 2338 3810 2672 1792 41313 2898 3810 3387 2271
320 39209 16566 19104 13677 29411 39660 19101 19187 15981 34364 41379 24513 19498 21988 47282 43308 30377 19911 27867 59923
321 15576 6453 9783 4386 7864 16117 7440 10001 5125 9189 18128 9548 10803 7051 12643 20385 11832 11866 8937 16023
322 16225 3185 13521 1741 1485 22855 3673 13588 2034 1735 40898 4713 13837 2798 2388 61150 5841 14168 3546 3026
323 23553 11324 23042 7511 11628 23454 13056 25084 8776 13586 23072 16756 32112 12075 18693 22642 20764 41428 15304 23690
324 21536 3669 5717 2893 727 31760 4231 9809 3380 849 58500 5430 19116 4651 1169 88514 6728 31454 5894 1481
325 11602 2432 1299 2177 1847 15873 2804 1361 2543 2159 27803 3598 1583 3499 2970 41195 4459 1878 4435 3764
326 37578 16255 6584 11041 3087 36701 18742 6910 12901 3606 33215 24052 8080 17750 4962 29301 29806 9632 22496 6289
327 33392 10876 4531 11720 2544 34785 12541 4957 13694 2972 39922 16094 6415 18841 4090 45688 19944 8348 23879 5183
328 39818 16678 4831 13197 1172 39995 19230 5161 15419 1370 40674 24678 6320 21215 1885 41437 30581 7858 26887 2389
329 17150 7839 4136 5538 864 17223 9039 4740 6470 1009 17504 11600 6707 8903 1388 17819 14375 9314 11283 1759
330 17627 9056 2691 3998 144 16818 10442 3487 4671 169 13510 13400 5780 6427 232 9797 16606 8820 8145 294
331 11309 2237 3329 1962 733 14978 2580 3672 2292 857 25537 3311 4836 3153 1179 37389 4103 6378 3997 1494
332 2910 1175 1223 860 1112 2903 1355 1223 1005 1300 2876 1739 1223 1383 1788 2846 2155 1223 1752 2266
333 3747 1602 2361 1255 1316 3738 1847 2363 1467 1538 3701 2371 2370 2018 2116 3660 2938 2379 2558 2682
334 8243 4679 13726 3637 4421 8276 5395 13437 4249 5165 8400 6923 12314 5846 7107 8540 8579 10825 7409 9007
335 2386 1080 1691 758 195 2395 1246 1930 886 228 2432 1599 2713 1219 314 2472 1981 3750 1545 398
336 17579 7717 4835 4255 1855 17653 8898 5100 4971 2167 17937 11419 6045 6840 2982 18256 14150 7297 8669 3780
337 6492 3009 747 2447 2379 6475 3470 779 2859 2779 6411 4453 894 3934 3824 6340 5518 1046 4986 4847
338 13500 2273 3350 1313 245 21823 2621 3524 1534 286 42024 3363 4145 2111 394 64697 4168 4970 2675 499
401 5529 1418 3469 615 2010 6873 1635 3861 719 2348 10985 2098 5180 989 3231 15600 2600 6928 1253 4095
402 4361 573 1029 290 212 6762 660 1276 339 247 12786 847 2019 466 340 19547 1050 3004 590 431
403 93314 21791 13280 8548 5678 118860 25125 17593 9987 6634 195159 32244 29759 13741 9128 280799 39957 45887 17415 11569
404 15693 2805 3433 2280 872 22197 3235 3603 2664 1019 39832 4151 4215 3665 1402 59626 5144 5026 4645 1777
405 25825 5209 8189 4122 936 35188 6006 12762 4817 1094 61441 7707 23963 6627 1505 90908 9551 38812 8399 1907
412 7676 4154 3085 2145 2418 7818 4790 4523 2506 2825 8355 6147 8228 3448 3887 8958 7618 13139 4370 4926
451 6515 719 982 344 251 11146 829 1218 402 294 21912 1064 1927 553 404 33996 1319 2867 701 512
456 15422 2921 5835 1346 1323 21275 3368 6218 1573 1545 37504 4323 7570 2164 2126 55719 5357 9362 2742 2695
457 6964 481 1444 205 273 15303 555 2207 240 319 31762 712 4104 330 438 50235 883 6619 418 556
459 8027 796 3294 375 274 14479 917 3675 438 320 28917 1177 4954 603 440 45122 1459 6650 764 558
460 1078 310 612 159 156 1188 358 725 185 183 1571 459 1080 255 251 2000 569 1552 323 319
464 32514 5056 12853 2067 4159 51382 5830 13301 2415 4860 97999 7482 14935 3322 6686 150324 9272 17101 4211 8474
466 23311 3295 14918 3376 1800 36452 3800 18503 3945 2103 69193 4876 29277 5428 2894 105943 6043 43559 6879 3667
473 13051 1772 2607 1627 1143 20240 2043 3409 1901 1335 38273 2622 5699 2615 1837 58514 3249 8735 3314 2329
474 4136 633 825 105 76 7177 730 1016 122 89 14173 937 1593 168 123 22026 1161 2358 213 156
477 10576 890 3206 170 220 24321 1026 3977 199 257 50764 1317 6293 273 353 80445 1632 9362 346 448

497 9362 2373 6864 2094 1360 11446 2736 7641 2446 1589 17924 3511 10250 3366 2186 25196 4351 13710 4266 2771
498 7870 525 678 149 2169 20919 606 851 174 2535 44241 777 1362 239 3488 70420 963 2041 303 4420
499 849 206 3144 104 76 1011 237 3500 122 89 1530 304 4696 168 122 2112 377 6280 212 155
500 5818 2203 1178 986 1048 6039 2540 1311 1152 1225 6857 3260 1759 1585 1685 7775 4040 2352 2009 2135
501 1851 512 721 239 181 2160 590 842 279 211 3168 757 1229 384 291 4299 938 1741 486 369
519 6325 834 1319 666 190 10201 961 1889 778 222 19624 1234 3390 1070 306 30200 1529 5379 1356 388
520 13514 934 2045 457 612 27988 1077 4316 534 715 57574 1382 8815 735 983 90782 1713 14779 931 1246
521 7685 727 747 333 535 14318 839 885 389 625 28833 1076 1320 535 861 45125 1334 1896 678 1091
522 25693 3324 1920 1643 504 40502 3833 2817 1919 589 77164 4919 5128 2641 811 118314 6096 8191 3347 1027
523 6824 1973 1722 722 699 8670 2275 2542 843 816 14197 2920 4642 1160 1123 20401 3618 7427 1470 1424
524 3905 939 1205 462 471 4730 1082 1407 539 551 7320 1389 2053 742 758 10227 1721 2908 941 960
525 3103 374 901 481 471 3346 431 1052 562 550 4208 554 1535 773 756 5176 686 2176 980 959
536 20822 3598 3251 2462 3065 31508 4148 4694 2877 3582 58856 5324 8463 3958 4928 89553 6597 13459 5017 6245
537 19398 3803 5765 1603 1871 27397 4385 7408 1873 2186 49113 5628 12179 2576 3007 73488 6974 18503 3265 3811
538 20784 2026 5715 1689 549 33256 2337 8366 1974 641 63769 2999 15208 2716 882 98017 3716 24277 3442 1118
543 8469 4168 3241 1833 1595 7916 4806 4824 2142 1864 5600 6168 8852 2947 2564 3000 7643 14191 3735 3250
601 1482 599 923 549 144 1584 690 1029 641 168 1949 886 1385 882 231 2358 1098 1858 1118 293
602 11347 3897 2406 2736 946 12128 4493 2683 3197 1105 14924 5766 3612 4399 1521 18063 7146 4843 5575 1928
603 13125 4264 2554 3571 2921 14028 4916 2848 4173 3413 17264 6309 3834 5741 4696 20896 7819 5142 7276 5951
604 5089 1567 1996 1413 201 5439 1807 2226 1650 234 6693 2319 2996 2271 322 8100 2874 4017 2878 409
605 8597 2792 1169 2071 676 9188 3219 1617 2420 790 11307 4132 2833 3330 1087 13684 5120 4445 4220 1377
606 9347 3266 1573 2385 1010 9990 3766 2072 2787 1180 12293 4833 3485 3835 1623 14879 5989 5359 4860 2057
607 13303 4218 3343 3076 11142 14219 4864 3727 3594 13018 17500 6242 5018 4946 17911 21182 7735 6729 6268 22700
608 5115 1826 1789 1754 2793 5467 2106 1995 2050 3264 6726 2702 2685 2820 4491 8140 3349 3601 3575 5691
609 980 550 2435 317 453 1047 634 2715 371 529 1288 813 3655 510 727 1558 1008 4902 647 922
610 94 28 34801 22 9415 101 32 34804 26 11001 124 41 34816 35 15136 150 51 34833 45 19183
611 787 323 11827 36 3054 841 372 13189 43 3569 1034 478 17755 59 4910 1252 592 23807 74 6223
612 5538 1461 1920 1416 1907 5918 1684 2141 1654 2228 7282 2161 2882 2276 3066 8812 2678 3865 2885 3886
613 14248 4586 2277 4736 546 15229 5288 2539 5534 638 18744 6787 3418 7614 878 22690 8410 4583 9650 1112
614 7226 2399 2019 2173 180 7723 2766 2759 2539 210 9503 3550 4789 3493 289 11501 4399 7480 4427 366
615 2198 626 2060 537 6476 2349 722 2297 627 7567 2890 927 3092 863 10412 3498 1148 4147 1094 13195
616 5506 1612 8400 1981 3507 5884 1859 9367 2315 4098 7240 2386 12610 3185 5638 8762 2956 16910 4036 7146
617 6059 2116 2226 1962 2722 6476 2439 2483 2293 3180 7968 3130 3342 3155 4376 9643 3879 4482 3998 5545
618 7039 1192 7005 716 2514 10997 1374 8319 837 2938 20866 1764 12443 1151 4042 31944 2186 17910 1459 5123
619 2180 915 777 560 409 2330 1055 866 655 478 2866 1354 1166 901 658 3468 1678 1563 1142 834
620 4778 1704 1018 1821 3141 5107 1965 1135 2127 3670 6283 2521 1529 2927 5050 7604 3125 2050 3709 6400
621 8472 2819 9532 2380 5914 9055 3250 10629 2780 6910 11143 4171 14309 3825 9507 13486 5169 19187 4848 12049
622 10023 3153 3297 2991 4354 10712 3635 3677 3495 5087 13183 4665 4950 4809 6999 15956 5781 6638 6094 8870
623 8263 2506 4486 2740 22687 8832 2890 5002 3201 26507 10868 3709 6734 4404 36471 13153 4596 9030 5582 46222
624 16089 6179 2269 4361 2399 16066 7124 2530 5095 2803 15977 9143 3406 7010 3856 15876 11330 4567 8884 4887
625 2461 740 10196 911 2379 2630 853 11369 1064 2779 3236 1095 15305 1465 3824 3916 1357 20523 1856 4847
626 5105 1628 1984 2288 2763 5456 1877 2542 2673 3229 6712 2409 4168 3678 4442 8123 2985 6324 4661 5630
627 9882 3269 2123 2656 521 10562 3769 2368 3104 609 12998 4837 3187 4270 838 15732 5994 4274 5412 1062
628 9588 3049 7118 2292 4888 10248 3516 7938 2678 5711 12611 4512 10686 3684 7858 15264 5592 14329 4669 9959
629 10165 2965 2229 2005 1059 10865 3418 2485 2343 1237 13370 4387 3346 3224 1703 16182 5436 4486 4086 2158

630 10493 3486 2458 2987 1693 11215 4020 2741 3490 1979 13802 5158 3691 4802 2722 16705 6392 4949 6086 3450
631 15528 5907 4013 4629 613 17479 6811 4475 5408 716 24086 8741 6024 7441 985 31502 10832 8078 9431 1248
632 3974 1189 814 662 1463 4472 1371 952 773 1710 6161 1760 1394 1064 2352 8056 2181 1979 1349 2981
633 3414 1135 773 876 1322 3815 1309 1219 1023 1545 5185 1680 2301 1408 2125 6723 2081 3736 1784 2693
634 2122 754 602 435 695 2388 870 704 508 812 3290 1116 1030 700 1117 4302 1383 1462 887 1416
635 3763 1319 622 1370 97 3849 1520 728 1601 113 4174 1951 1066 2202 156 4539 2418 1513 2791 198
636 9324 2553 720 1282 725 13341 2944 905 1498 847 24123 3778 1453 2061 1165 36225 4681 2180 2612 1477
637 6079 1959 2341 931 891 6970 2259 3371 1088 1041 9929 2899 6066 1497 1432 13250 3593 9638 1897 1815
638 14067 4950 3163 3149 499 14950 5708 4687 3680 583 18133 7325 8577 5063 802 21705 9077 13734 6417 1017
639 27975 8725 7090 7456 1292 30147 10060 10028 8712 1509 37857 12910 17839 11986 2077 46511 15998 28193 15191 2632
640 5588 1074 1797 325 590 5516 1238 2103 380 689 5235 1589 3077 522 948 4919 1969 4369 662 1201
641 5102 2361 670 744 578 5440 2723 1268 869 675 6653 3494 2537 1196 929 8014 4330 4219 1515 1178
642 9446 3029 2939 2395 158 10309 3492 3972 2798 185 13330 4482 6835 3850 254 16721 5554 10629 4880 322
643 2527 935 1341 525 383 2716 1078 1569 614 448 3390 1384 2296 844 616 4146 1715 3260 1070 781
644 1107 487 258 306 223 1180 562 435 358 261 1441 721 842 492 359 1734 893 1381 624 455
645 4459 1695 594 1306 954 4810 1954 1065 1526 1115 6056 2508 2103 2100 1534 7455 3108 3479 2662 1944
646 10777 4429 2380 810 310 11450 5107 3430 946 362 13880 6554 6176 1301 498 16606 8122 9815 1649 631
647 22884 8605 2517 4640 4312 25457 9921 3743 5421 5038 34282 12732 6864 7459 6932 44188 15778 11001 9453 8786
648 3477 1144 1423 1010 338 3860 1319 1666 1180 395 5179 1693 2437 1624 544 6659 2098 3461 2058 689
649 4339 1222 1017 722 634 4793 1409 1508 844 741 6362 1808 2762 1161 1019 8124 2240 4424 1472 1291
650 5785 2316 1233 832 179 6242 2671 1753 972 209 7860 3427 3130 1338 287 9677 4247 4955 1695 364
651 2894 925 1065 560 1154 3023 1066 1246 654 1348 3497 1369 1823 900 1855 4028 1696 2588 1141 2351
652 13657 5202 3479 3911 1151 14123 5998 3879 4570 1345 15857 7697 5222 6288 1851 17803 9538 7002 7969 2346
653 4404 1387 998 1578 1152 6004 1599 1168 1844 1346 10487 2052 1709 2537 1853 15520 2543 2427 3215 2348
654 5298 2011 896 1393 314 5852 2319 1369 1627 366 7768 2976 2546 2239 504 9919 3688 4107 2838 639
655 7626 4154 3269 1462 979 7745 4790 3645 1709 1144 8198 6147 4907 2351 1575 8706 7618 6580 2979 1996
656 10200 3615 3488 2637 3492 10905 4168 4081 3081 4081 13429 5350 5972 4239 5614 16262 6629 8479 5372 7115
657 15685 4350 3875 1544 816 18883 5015 4534 1804 954 28984 6436 6636 2482 1312 40321 7976 9421 3146 1663
658 1345 242 156 366 267 2013 280 183 428 312 3738 359 268 589 430 5675 445 380 746 545
659 102 34 54 21 15 115 39 64 25 18 158 50 93 34 25 207 62 132 43 31
660 3207 1197 630 689 209 3642 1381 1319 805 244 5100 1772 2691 1107 336 6737 2196 4510 1404 425
661 16229 5905 6587 3625 347 17348 6809 7708 4236 405 21356 8738 11280 5828 558 25854 10828 16015 7386 707
662 19471 4788 5993 2918 3321 23997 5521 7012 3410 3880 37958 7085 10262 4691 5339 53627 8780 14570 5945 6766
663 3050 890 468 669 489 3372 1026 796 782 571 4485 1317 1545 1076 786 5734 1632 2539 1363 996
664 7445 2726 752 1641 311 9409 3143 1536 1918 363 15320 4034 3122 2639 500 21953 4999 5223 3344 634
665 8054 2164 3057 1102 324 9821 2495 3409 1287 379 15332 3202 4589 1771 521 21517 3968 6154 2245 661
666 10755 1384 1251 1264 2240 18183 1596 1486 1477 2617 35603 2048 2223 2032 3601 55156 2538 3199 2576 4564
667 3410 476 890 329 219 5095 549 1041 385 256 9454 704 1524 529 352 14346 872 2164 671 446
668 7633 2561 3369 1291 1086 7756 2953 3757 1508 1268 8225 3790 5058 2075 1745 8751 4696 6782 2629 2212
669 4475 247 10712 117 86 12803 285 19122 137 100 27202 366 37710 189 138 43363 453 62350 239 174
670 6446 1352 553 858 865 8494 1559 936 1002 1011 14415 2001 1816 1379 1390 21062 2479 2982 1748 1762
671 4064 768 1914 630 947 5791 885 2240 736 1107 10443 1136 3278 1013 1523 15665 1408 4654 1283 1930
672 7275 1304 4368 411 300 11642 1503 17240 480 351 22324 1929 36637 661 482 34314 2390 62350 837 611
673 19264 1201 2966 564 1045 41718 1385 4419 659 1221 86410 1777 8112 907 1680 136572 2202 13007 1150 2129
674 12035 3824 2312 2725 855 13380 4409 3516 3184 999 17995 5659 6527 4380 1374 23176 7012 10517 5551 1742

910 6454 2628 11326 1531 377 6726 3030 12288 1789 441 7728 3888 15611 2461 607 8852 4818 20015 3119 769
1051 4558 1826 8942 970 791 4612 2105 8942 1133 924 4817 2701 8942 1559 1271 5047 3348 8942 1976 1611
1181 25291 10351 15744 10775 10757 24956 11935 17371 12589 12569 23642 15316 22890 17321 17293 22168 18980 30206 21952 21917
1621 14676 5649 7684 5141 1530 15091 6513 8351 6006 1788 16642 8359 10651 8264 2460 18383 10358 13700 10474 3118
1771 37822 11156 15133 9759 4530 42325 12863 15133 11403 5293 57669 16508 15133 15689 7282 74891 20456 15133 19883 9229
1772 11347 3347 4540 2928 1359 12697 3859 4540 3421 1588 17301 4952 4540 4707 2185 22467 6137 4540 5965 2769
1781 16551 2352 2337 1786 253 25376 2712 6945 2087 296 47718 3481 14632 2871 407 72795 4313 24821 3639 516
1782 5920 1008 290 765 108 8399 1162 507 894 127 15102 1492 993 1230 174 22626 1849 1637 1559 221
1791 41540 10399 4408 8909 2372 50571 11991 5429 10409 2772 78770 15388 8521 14322 3813 110422 19069 12619 18152 4833
1792 16372 6240 2949 5345 1423 16647 7194 3806 6246 1663 17686 9233 6285 8593 2288 18853 11441 9571 10891 2900
2051 2562 777 773 510 1381 2935 896 828 596 1613 4177 1150 1020 820 2220 5571 1425 1275 1039 2813
2161 8210 2580 3775 1369 21823 9350 2974 4108 1600 25498 13164 3817 5255 2201 35082 17445 4730 6776 2790 44462
2601 5255 1196 730 1125 927 6658 1379 857 1314 1083 10870 1770 1259 1809 1490 15598 2193 1793 2292 1889
2621 23311 5330 6323 3738 1462 29432 6146 6437 4367 1709 47872 7887 6859 6009 2351 68569 9773 7420 7616 2980
3041 45135 14642 12353 14039 5145 48810 16883 16511 16403 6012 61808 21667 28144 22569 8271 76398 26849 43564 28603 10483
3091 3891 1663 5725 1248 2147 3887 1917 5725 1458 2508 3871 2460 5725 2006 3451 3854 3049 5725 2542 4373
3121 18086 7600 9591 5408 16972 18324 8763 10872 6319 19831 19231 11246 15095 8694 27285 20249 13937 20692 11018 34580
3141 35155 14152 2743 13065 4298 35186 16318 2826 15265 5022 35308 20942 3129 21003 6910 35445 25951 3531 26619 8757
3151 10231 3364 7165 2273 6046 11173 3879 7217 2656 7064 14471 4978 7414 3654 9719 18173 6169 7675 4631 12317
3171 16132 3376 5862 3095 566 21345 3892 9766 3616 661 36363 4995 18842 4976 910 53219 6190 30875 6306 1153
3172 16422 2026 2532 1857 340 27254 2335 3664 2170 397 53015 2997 6614 2986 546 81931 3714 10525 3784 692
3181 17885 6663 8474 5401 6085 18556 7683 10518 6310 7110 21042 9860 16657 8682 9782 23832 12219 24794 11004 12397
3201 58814 24849 30076 20516 44117 59490 28652 30838 23971 51546 62069 36770 33645 32982 70922 64963 45565 37366 41800 89885
3211 27544 11984 18169 8146 14605 27909 13818 18573 9518 17065 29299 17733 20062 13096 23479 30859 21974 22037 16597 29757
3241 9389 2446 4390 1929 485 11542 2821 8003 2254 566 18201 3620 15872 3101 779 25676 4486 26303 3930 987
3251 2969 270 144 242 205 5809 312 151 283 240 11825 400 176 389 330 18577 495 209 493 418
3261 45367 18422 8218 12513 3498 45524 21241 8990 14621 4087 46129 27259 11633 20116 5624 46808 33780 15137 25495 7127
3264 21349 8669 6618 5889 1646 21423 9996 9114 6880 1923 21708 12828 15909 9467 2646 22027 15896 24916 11998 3354
3262 100209 43346 16254 29443 8231 97870 49979 16506 34402 9617 88572 64139 17443 47333 13232 78136 79482 18685 59988 16770
3263 67704 21673 10208 14722 4115 75228 24989 11429 17201 4809 101067 32070 15509 23666 6616 130068 39741 20916 29994 8385
3311 8482 1678 2137 1471 550 11233 1935 2205 1719 643 19153 2483 2454 2365 884 28042 3077 2783 2997 1120
3312 18967 7272 8822 6375 2383 18918 8385 8915 7449 2784 18728 10760 9265 10249 3831 18516 13334 9728 12989 4855
3321 11641 4701 4894 3440 4449 11613 5420 4894 4020 5199 11505 6956 4894 5531 7153 11385 8620 4894 7010 9065
3322 2910 1175 1223 860 1112 2903 1355 1223 1005 1300 2876 1739 1223 1383 1788 2846 2155 1223 1752 2266
3323 11641 4701 4894 3440 4449 11613 5420 4894 4020 5199 11505 6956 4894 5531 7153 11385 8620 4894 7010 9065
3331 840 359 529 281 295 838 414 530 329 345 830 531 531 452 474 820 659 533 573 601
3332 2946 1260 1857 987 1035 2939 1453 1858 1153 1209 2910 1864 1864 1587 1664 2878 2310 1871 2011 2109
4041 20339 3636 4449 2955 1130 28768 4192 4670 3452 1321 51623 5380 5463 4750 1817 77277 6667 6513 6020 2303
4042 16363 2925 3579 2377 909 23144 3373 3757 2777 1063 41532 4328 4395 3821 1462 62171 5364 5240 4843 1853
4601 829 204 497 104 103 978 235 646 122 120 1460 301 1074 167 165 2000 373 1640 212 209
4602 2911 871 2411 445 439 3157 1004 3304 520 513 4025 1289 5747 716 705 5000 1597 8986 907 894
4603 3401 1175 3234 601 592 3467 1355 4421 702 692 3718 1739 7675 966 952 4000 2155 11987 1225 1206
4731 3480 472 695 434 305 5397 545 909 507 356 10206 699 1520 697 490 15604 866 2329 884 621
4732 870 118 174 108 76 1349 136 227 127 89 2552 175 380 174 122 3901 217 582 221 155
4741 4821 738 962 122 89 8366 851 1184 142 104 16522 1093 1857 196 143 25677 1354 2749 248 181

6321 209 63 43 35 77 235 72 50 41 90 324 93 73 56 124 424 115 104 71 157
6661 8365 1077 973 983 1742 14142 1241 1156 1149 2036 27691 1593 1729 1581 2801 42899 1974 2488 2003 3550
6662 4780 615 556 562 996 8081 709 660 657 1163 15824 910 988 903 1601 24514 1128 1422 1145 2029
9101 1614 657 2832 383 94 1682 757 3072 447 110 1932 972 3903 615 152 2213 1205 5004 780 192
9102 1614 657 2832 383 94 1682 757 3072 447 110 1932 972 3903 615 152 2213 1205 5004 780 192
9103 6454 2628 11326 1531 377 6726 3030 12288 1789 441 7728 3888 15611 2461 607 8852 4818 20015 3119 769
Annexure 7: Rapid Scenario: Population (PP), Employment (Emp), Workers (Wkr), Resident students (RS) & Students enrollment (SE) for 2011, 2018, 2021, 2031 & 2043

TAZ_New PP_18 WkR_18 Emp_18 RS_18 SE_18 PP_21 WkR_21 Emp_21 RS_21 SE_21 PP_31 WkR_31 Emp_31 RS_31 SE_31 PP_43 WkR_43 Emp_43 RS_43 SE_43
1 7412 3204 11016 2766 696 7412 3690 11016 3228 812 7412 4736 11016 4441 1117 7412 5869 11016 5628 1416
2 3952 1719 2452 958 1925 3953 1980 2452 1118 2246 3953 2541 2452 1538 3091 3953 3149 2452 1950 3917
3 3459 1484 2024 1086 493 3459 1709 2024 1268 575 3459 2194 2024 1744 791 3459 2718 2024 2210 1002
4 18444 8477 42774 5596 9056 17908 9762 42988 6530 10568 15759 12528 43794 8985 14541 14763 15525 44590 11387 18429
5 7412 3180 18781 3118 3706 7412 3662 18781 3639 4325 7412 4700 18781 5007 5951 7412 5824 18781 6346 7542
6 7412 3179 7014 2462 5241 7412 3661 7449 2873 6116 7412 4698 8985 3953 8415 7412 5821 10022 5010 10665
7 5220 2092 22333 1995 2422 5160 2409 22333 2328 2827 4925 3092 22333 3203 3889 4897 3831 22333 4060 4929
8 5220 2092 42299 1861 2410 5160 2409 42299 2172 2812 4925 3092 42299 2989 3869 4897 3831 42299 3788 4904
9 11486 4604 13479 3387 5042 11354 5302 13479 3952 5884 10838 6804 13479 5438 8096 10775 8431 13479 6892 10261
10 10963 4394 24494 3142 9065 10837 5060 24494 3667 10579 10344 6494 24494 5046 14555 10284 8047 24494 6395 18447
11 7831 3139 11111 4081 1700 7741 3615 11153 4763 1984 7389 4639 11310 6553 2729 7346 5749 11400 8305 3459
12 4301 1506 6129 920 3185 4559 1735 6129 1073 3717 5491 2226 6129 1477 5114 5605 2758 6129 1871 6482
13 7831 3139 11200 2276 8557 7741 3615 11200 2656 9986 7389 4639 11200 3655 13740 7346 5749 11200 4632 17413
14 17595 7318 8173 5395 8985 16987 8428 8271 6295 10486 14540 10816 8635 8662 14427 14240 13403 8842 10978 18285
15 17937 8537 5129 5310 433 16345 9831 5438 6196 505 9459 12617 6531 8526 695 8615 15635 7152 10805 881
16 3712 1266 4922 813 1672 3965 1458 6263 949 1951 4870 1871 10194 1305 2685 4981 2318 12429 1654 3403
17 14308 7318 2788 6119 935 12643 8428 2788 7141 1091 5157 10816 2788 9825 1501 4240 13403 2788 12451 1902
18 31182 13302 6461 8643 9081 30019 15319 7012 10086 10597 25315 19660 8917 13877 14581 24739 24363 9999 17587 18479
19 9355 3992 1751 2892 2790 9006 4597 1910 3375 3256 7595 5899 2458 4644 4481 7422 7310 2770 5885 5679
20 5916 2661 4866 2161 868 5569 3065 4866 2521 1013 4124 3933 4866 3469 1394 3947 4874 4866 4397 1767
21 15591 6652 5962 4776 10010 15009 7660 6470 5574 11681 12658 9831 8225 7669 16072 12369 12182 9223 9719 20369
22 16206 6684 7419 3755 14182 15727 7697 7637 4383 16550 13809 9878 8438 6030 22771 13573 12241 8893 7642 28860
23 9837 3679 5720 2899 1725 10049 4237 5880 3383 2013 10849 5437 6468 4655 2770 10947 6737 6802 5899 3511
24 6234 2571 12120 2853 12129 6049 2961 12120 3330 14154 5311 3800 12120 4581 19475 5221 4708 12120 5806 24682
25 5556 1850 5759 937 6097 5979 2130 5872 1093 7115 7484 2734 6292 1504 9789 7669 3388 6530 1906 12406
26 4989 2057 5142 714 1727 4842 2369 5142 833 2015 4256 3040 5142 1146 2773 4176 3768 5142 1452 3514
27 5486 2111 1358 823 645 5547 2432 1481 961 753 5778 3120 1902 1322 1036 5826 3867 2185 1675 1313
28 17163 6941 3948 4760 1918 16798 7993 5127 5555 2238 15344 10258 8488 7643 3080 14096 12712 13452 9686 3903
29 2664 1026 5486 862 711 2668 1182 5486 1006 829 2686 1517 5486 1384 1141 2688 1880 5486 1754 1446
30 7270 3055 794 2488 699 7018 3518 835 2903 816 5998 4515 983 3994 1123 4895 5595 1241 5062 1423
31 9296 3847 1576 2414 1291 9030 4430 1662 2817 1507 7964 5685 1969 3877 2074 6167 7045 2734 4913 2628
32 8751 3840 3538 3572 3628 8290 4422 3538 4169 4234 6388 5675 3538 5736 5826 6155 7032 3538 7270 7383
33 7530 3590 614 1916 2339 6883 4134 693 2236 2730 4097 5306 955 3076 3756 3756 6575 1104 3898 4760
34 24801 10295 11029 8249 5961 24096 11856 11626 9627 6956 21271 15215 13753 13246 9571 16446 18855 19123 16787 12130
35 21583 7846 20823 7505 3458 22511 9035 22844 8758 4035 25925 11595 29733 12050 5552 26618 14369 34332 15272 7036
36 12967 3627 20825 1587 3358 15190 4178 21102 1852 3919 22366 5361 22132 2548 5392 32257 6644 24312 3229 6833
37 32470 15064 5563 9335 380 30387 17348 8083 10894 443 21672 22264 14628 14989 610 20604 27589 18348 18997 773
38 41138 15789 9466 13172 14347 41693 18183 10053 15372 16743 43802 23335 12129 21150 23037 47442 28917 17414 26804 29196
39 11240 3965 3380 2452 5642 11836 4566 3629 2861 6584 14001 5860 4497 3937 9058 15213 7262 5459 4989 11480
40 8923 3227 5178 3743 3250 9295 3716 6020 4368 3793 10660 4769 8704 6010 5218 12391 5910 14021 7617 6614
41 6035 2125 10085 832 2908 6373 2447 10628 971 3393 7598 3141 12561 1336 4669 8119 3892 14382 1693 5917
42 3986 1400 11117 323 292 4214 1612 12078 377 341 5041 2068 15382 519 469 5349 2563 18279 657 595
43 26168 10070 22544 6877 5314 26762 11598 22611 8025 6201 28998 14883 22866 11041 8532 33077 18444 23543 13994 10814
44 27671 12067 2976 9015 10613 26663 13897 3033 10520 12386 22594 17835 3245 14474 17041 15171 22101 3809 18344 21597
45 8603 3913 6459 2471 6232 8170 4506 7887 2884 7273 6386 5783 12247 3968 10007 6168 7166 14724 5029 12682

51 3897 1178 763 669 222 3942 1356 792 781 259 4114 1741 898 1074 356 4292 2157 1078 1362 451
52 3893 1177 3165 1022 7206 3937 1356 3165 1193 8409 4103 1740 3165 1641 11570 4292 2156 3165 2080 14663
53 4292 1022 3448 820 3555 4242 1176 3448 957 4149 4043 1510 3448 1317 5709 3680 1871 3448 1669 7235
54 54104 21216 8847 17652 8700 53319 24433 8961 20600 10152 50230 31356 9385 28343 13969 44653 38856 10507 35921 17703
55 38333 15895 1958 11408 4925 37663 18306 1989 13313 5748 35020 23492 2104 18318 7908 34696 29112 2170 23215 10023
56 40405 15871 8269 10839 225 40587 18277 11129 12649 263 41288 23456 19022 17403 362 42085 29067 33380 22056 458
57 7397 2804 5073 1665 2796 7637 3230 5511 1943 3263 8531 4145 7016 2673 4490 9173 5136 8978 3388 5690
58 19923 8199 6474 5994 1916 19641 9442 6687 6995 2236 18527 12117 7461 9624 3076 17806 15015 8403 12197 3898
59 37928 16435 1651 12844 685 36606 18927 2185 14989 800 31276 24290 3692 20623 1100 30623 30100 4548 26137 1394
60 47804 19761 10715 16402 3717 47105 22758 10684 19141 4338 44357 29206 10566 26335 5968 44020 36192 10499 33377 7564
61 39111 16178 3858 10857 975 38539 18631 4114 12670 1138 36291 23910 5013 17432 1565 36015 29629 5524 22093 1984
62 41386 15308 26598 14259 3940 42245 17630 27751 16641 4598 45486 22625 31912 22896 6326 45883 28037 34276 29017 8017
65 51855 19171 39167 14063 13800 52918 22078 41738 16411 16105 56931 28333 50803 22580 22158 57423 35111 55955 28617 28083
66 10971 4786 763 4043 1242 10807 5512 836 4718 1449 10164 7074 1086 6491 1994 8990 8766 1750 8227 2527
67 25211 10811 639 8335 1468 24827 12451 662 9727 1713 23314 15978 742 13383 2357 20608 19801 953 16961 2987
68 12213 5618 490 5049 963 11650 6470 493 5893 1124 9349 8304 505 8107 1546 5152 10290 537 10275 1960
69 21717 9153 3911 7718 9767 21393 10541 3910 9007 11397 20120 13528 3908 12393 15682 17798 16764 3902 15706 19874
70 7241 3086 2668 2524 522 7134 3554 2668 2946 610 6712 4561 2668 4053 839 5943 5652 2668 5137 1063
71 11585 4921 466 2903 1387 11413 5667 477 3388 1619 10737 7273 515 4661 2228 9503 9012 619 5907 2823
72 11585 4854 1069 4544 576 11413 5591 1091 5302 672 10737 7175 1175 7295 924 9503 8891 1397 9246 1171
73 18192 7786 3082 8032 2507 17682 8966 3517 9374 2926 15645 11507 4939 12897 4025 15396 14259 5747 16345 5102
74 47785 20183 12105 16244 10231 46514 23243 12344 18956 11940 41445 29829 13227 26082 16428 40824 36964 13729 33055 20820
75 50254 20348 1381 15898 1135 48935 23434 1407 18553 1325 43674 30073 1505 25527 1822 43029 37267 1560 32352 2310
76 37869 13782 6925 9857 9423 39060 15872 7344 11503 10996 43502 20369 8829 15827 15130 44047 25242 9673 20059 19175
77 41910 16540 9813 14748 4955 41755 19048 10570 17211 5783 41153 24446 13206 23681 7957 41079 30293 14704 30012 10084
78 64446 23271 29697 21043 6524 66478 26800 31955 24557 7613 74056 34393 39826 33788 10475 74985 42620 44300 42822 13275
79 24613 10336 3108 8274 1373 23857 11903 3355 9656 1603 20827 15275 4214 13285 2205 20455 18929 4703 16837 2795
80 18073 7843 1519 6342 1099 17357 9032 1662 7402 1283 14454 11591 2153 10184 1765 14098 14364 2432 12906 2237
81 31125 11442 22586 7669 17498 32047 13177 23052 8949 20420 35492 16910 24779 12313 28096 35914 20955 25760 15606 35608
82 24227 5941 41417 4080 4018 29591 6841 44294 4761 4689 46287 8780 54396 6551 6452 48334 10880 60138 8302 8177
83 6766 2805 3212 705 487 6668 3230 3273 822 568 6287 4145 3501 1131 782 5591 5137 4108 1434 991
84 8163 3435 3177 3067 2135 7942 3956 3806 3579 2491 7062 5077 5763 4925 3428 6954 6292 6875 6242 4344
85 1521 615 194 280 205 1499 708 198 327 239 1414 909 213 450 328 1257 1126 252 570 416
86 1983 810 5800 365 267 1954 933 5833 426 311 1843 1197 5955 586 428 1639 1483 6281 743 542
101 26421 10835 12408 10161 10180 26421 12479 12876 11858 11880 26422 16014 14568 16316 16346 26423 19845 17549 20678 20716
102 40419 15261 23320 12056 15933 41592 17576 25051 14070 18594 45982 22555 31096 19358 25583 46520 27950 34531 24534 32423
103 33881 12804 18466 8826 66296 35073 14746 19709 10300 77367 39500 18924 24084 14171 106449 40042 23451 26571 17960 134909
104 33066 12651 22461 10242 23621 34228 14569 24130 11953 27565 38532 18697 29938 16446 37927 44584 23169 42430 20843 48068
105 10708 4265 22394 2266 1847 10866 4912 23086 2645 2156 11466 6303 25611 3639 2966 11776 7811 28274 4612 3759
106 22717 9081 7842 4776 6765 23118 10458 9444 5574 7894 24633 13421 14400 7669 10862 24819 16631 17217 9719 13766
107 34057 14329 998 14117 14514 33550 16502 1648 16474 16938 31557 21178 3171 22667 23304 31313 26244 4036 28727 29535
108 18820 5861 5614 3050 7730 21112 6750 5995 3559 9021 28902 8662 7333 4897 12411 29857 10734 8094 6207 15730
109 5096 2193 2133 327 707 4954 2525 2924 381 825 4387 3241 5087 525 1135 4318 4016 6316 665 1438
110 1525 698 7295 304 222 1460 804 7355 355 259 1198 1032 7578 488 356 718 1279 8174 618 451
111 1170 592 1853 285 208 1074 682 3828 332 243 660 876 7791 457 334 609 1085 10043 580 423

112 23041 9493 826 8147 8903 22883 10933 1339 9508 10389 22268 14030 2558 13082 14295 22193 17386 3250 16580 18117
113 38629 18904 2952 16888 3013 34669 21770 2952 19708 3516 17219 27939 2952 27115 4838 15080 34622 2952 34365 6132
114 38129 12618 18232 8119 12387 40488 14531 19924 9474 14455 49000 18648 25724 13036 19889 50044 23109 29021 16521 25206
115 17363 9471 1924 7333 848 14887 10907 1961 8558 989 3323 13998 2098 11774 1361 1906 17346 2176 14923 1725
116 34768 15761 3344 7785 3914 32250 18151 3412 9085 4568 21603 23293 3662 12500 6285 20297 28865 3805 15842 7966
117 21245 6348 11501 5434 1315 23632 7311 17534 6342 1535 31818 9383 32578 8726 2112 32821 11627 41129 11059 2677
118 34271 14035 20703 14610 14586 33827 16164 22574 17050 17022 32079 20743 28968 23459 23421 30023 25705 40910 29731 29683
119 23610 9171 12127 6384 4640 23861 10562 13361 7451 5415 24820 13554 17556 10251 7450 24938 16796 19940 12992 9442
120 47233 18307 5087 16126 5265 47741 21083 5466 18819 6144 49683 27057 6790 25892 8454 49921 33529 7542 32815 10714
121 22393 9171 2712 5892 1210 22123 10562 2912 6876 1412 21067 13554 3612 9460 1943 20938 16796 4010 11990 2462
122 9921 3911 22776 2653 1745 9896 4504 22776 3096 2036 9799 5780 22776 4259 2802 9623 7162 22776 5398 3551
123 29066 3911 59497 3916 3866 45957 4504 61610 4570 4512 87673 5780 69301 6288 6208 92786 7162 73673 7969 7868
124 45123 18465 23930 11918 24925 44921 21265 24344 13908 29087 44137 27290 25884 19136 40021 44041 33818 26759 24253 50721
125 25904 10646 2413 9028 132 25839 12260 2453 10536 154 25589 15734 2603 14496 212 25132 19498 3004 18372 268
126 17861 7164 2544 6168 461 17817 8251 2643 7198 539 17647 10589 2999 9903 741 17337 13121 3950 12551 939
127 54898 21239 4766 14093 1833 54788 24460 4766 16446 2139 54363 31390 4766 22628 2943 53588 38898 4766 28678 3730
128 13579 4550 3547 3706 917 14505 5240 4855 4325 1070 17824 6724 8437 5950 1472 18231 8333 10472 7541 1866
129 41981 16466 5948 12601 12280 42385 18962 5993 14705 14331 43926 24335 6161 20233 19717 44115 30156 6256 25642 24989
130 39332 11537 43158 9014 10350 44953 13287 56679 10519 12078 63684 17052 95133 14473 16618 65980 21130 116989 18342 21061
131 43131 11521 20015 8333 8834 51282 13268 21354 9725 10310 77351 17028 26065 13380 14185 80546 21101 28743 16957 17978
132 15906 5769 6462 2287 630 16718 6644 6983 2668 736 19680 8527 8791 3671 1012 20043 10566 9818 4653 1283
133 35507 14123 14717 6600 6415 35849 16265 15857 7702 7487 37155 20874 19824 10598 10301 37315 25867 22078 13431 13055
151 41766 15465 18780 7715 15858 43134 17810 20018 9003 18506 48230 22856 24381 12387 25463 48855 28323 26860 15699 32270
152 51936 21718 53917 15959 23320 50638 25011 53917 18624 27214 45470 32097 53917 25625 37444 44837 39775 53917 32476 47455
153 39579 14059 16049 11327 11879 41186 16191 17703 13218 13863 47116 20779 23311 18187 19074 48124 25749 26825 23050 24174
154 22682 8847 1819 6384 3121 22747 10188 1819 7450 3643 22996 13075 1819 10250 5012 23435 16202 1819 12990 6352
155 18867 7044 21314 4484 4897 19145 8112 21314 5233 5715 20201 10411 21314 7200 7863 20330 12901 21314 9125 9966
156 50854 19450 13550 14143 3598 51666 22399 13550 16505 4198 54745 28746 13550 22709 5776 55123 35622 13550 28780 7321
157 23803 8356 3671 7094 677 25113 9622 4164 8279 790 29877 12349 5786 11390 1087 30461 15303 6708 14436 1378
158 24949 8762 20006 5335 3378 25896 10091 21449 6226 3943 29388 12950 26471 8566 5425 32857 16048 34719 10856 6875
159 19768 7445 2380 4622 1539 20075 8574 2380 5393 1796 21239 11003 2380 7421 2472 21382 13635 2380 9405 3133
160 27409 10373 7393 7757 1319 27720 11946 7905 9052 1539 28906 15331 9695 12455 2118 29933 18998 12351 15785 2684
161 13761 4076 14149 3661 5858 15300 4694 19499 4272 6836 20566 6023 34011 5878 9406 22062 7464 45151 7449 11920
162 11485 4293 6135 3906 1163 11965 4944 6814 4559 1357 13736 6344 9099 6272 1867 13953 7862 10398 7949 2367
163 57194 22821 28710 18425 7431 57518 26282 28710 21501 8672 58760 33728 28710 29584 11931 58915 41796 28710 37493 15121
164 54195 24702 12668 18238 16369 53008 28448 12668 21284 19103 48296 36508 12668 29284 26283 46713 45241 12668 37114 33310
165 52772 24701 18226 20241 17388 51029 28446 18226 23621 20291 44020 36506 18226 32500 27918 43161 45238 18226 41189 35383
166 62287 23584 8114 17992 6109 63833 27161 9736 20997 7129 69638 34856 14774 28889 9809 70350 43194 17638 36613 12432
167 60868 22884 17477 18974 5444 62388 26353 18602 22143 6353 68097 33820 22575 30466 8740 68796 41910 24833 38612 11077
168 21086 8476 1137 6229 1388 20890 9761 1224 7270 1619 20126 12527 1526 10002 2228 20032 15523 1698 12676 2824
169 21783 8453 13338 6369 2830 22296 9734 17462 7433 3302 24225 12492 29226 10227 4544 24462 15481 35913 12961 5759
170 32626 12943 39570 11770 9681 33060 14906 41007 13735 11297 34711 19129 46235 18898 15544 34914 23705 49207 23951 19700
171 11953 4010 3227 2169 1587 13114 4618 3414 2531 1852 17158 5927 4079 3483 2548 17653 7345 4457 4414 3229
172 18586 5714 14031 3154 4467 21149 6580 14031 3681 5213 29723 8444 14031 5065 7172 44933 10464 14031 6419 9090
173 57578 25288 4797 20764 3189 55831 29122 5045 24232 3722 48802 37374 5928 33340 5121 43173 46314 7169 42255 6490

174 29077 11880 11307 10635 16041 29428 13681 11307 12411 18719 30763 17558 11307 17077 25756 31781 21758 11307 21643 32642
175 40998 17108 10163 13523 18598 40883 19702 10713 15781 21703 40437 25285 12675 21713 29861 40382 31333 13790 27518 37845
176 74609 33707 23165 33552 22558 68946 38818 23165 39155 26325 44883 49817 23165 53873 36220 41934 61733 23165 68276 45904
177 25363 7819 10593 6840 3175 27864 9004 10593 7982 3705 36561 11555 10593 10982 5097 52423 14319 10593 13918 6460
178 18725 3364 2815 2554 362 26078 3875 7837 2981 423 46201 4972 16447 4102 581 75422 6162 35458 5198 737
179 66559 24988 13645 21408 5700 68146 28778 18773 24983 6652 74113 36931 32721 34373 9152 75412 45765 42285 43564 11599
180 6212 2560 482 468 342 6595 2948 506 546 399 7977 3784 591 752 549 10498 4689 817 953 696
201 9974 3696 11357 2696 4465 10578 4257 11964 3146 5211 12760 5463 14129 4328 7169 13028 6770 15360 5486 9086
202 5092 2122 3112 959 1267 5072 2444 4651 1119 1478 4995 3136 8551 1540 2034 4985 3886 10836 1952 2578
203 7484 2779 12029 1827 8515 7937 3201 12029 2132 9937 9575 4108 12029 2933 13672 9776 5091 12029 3717 17328
204 30866 10686 13965 7239 15127 33512 12307 17063 8448 17654 42825 15794 26502 11624 24289 44497 19571 32530 14732 30784
205 25947 7004 8161 4597 12441 31273 8066 9359 5364 14519 48076 10351 13259 7381 19976 50135 12827 15475 9354 25317
206 21278 7703 11644 4621 7606 22529 8870 11942 5393 8876 27060 11384 13040 7420 12212 27616 14107 13665 9404 15477
207 15996 6138 15302 3228 16098 16574 7068 14589 3767 18786 18718 9071 11729 5182 25847 18981 11241 10104 6568 32758
208 15996 6138 13296 1982 19061 16574 7068 13296 2313 22244 18718 9071 13296 3183 30606 18981 11241 13296 4034 38788
209 17800 7038 4744 6506 7457 18427 8105 5824 7593 8702 20756 10401 9100 10447 11973 21142 12889 11138 13240 15174
210 10141 3080 5122 2205 1981 11553 3547 6867 2573 2312 16255 4552 11717 3541 3181 17893 5641 15823 4487 4032
2101 13274 3920 6851 2806 2522 15290 4515 9357 3275 2943 21955 5794 16231 4506 4049 22772 7180 20138 5711 5131
211 17830 7038 4412 4568 2497 18471 8105 7876 5331 2914 20851 10401 15532 7335 4009 21142 12889 19883 9296 5081
212 23760 9374 2748 4482 3835 24608 10795 3078 5231 4475 27755 13854 4178 7197 6157 28187 17168 4823 9121 7803
213 21913 9374 1996 5550 4620 21921 10795 2073 6476 5392 21953 13854 2353 8911 7418 21957 17168 2512 11293 9402
214 5404 1917 8941 1834 2003 6002 2207 9635 2141 2338 8054 2833 12048 2945 3216 8306 3510 13420 3733 4076
215 5123 2512 826 1507 1889 4936 2893 998 1759 2204 4179 3713 1528 2420 3033 4086 4601 1830 3068 3843
216 13138 3477 5184 1845 29411 16122 4004 5691 2154 34322 25354 5138 7419 2963 47224 26943 6367 8506 3755 59850
217 19064 4610 12619 3021 15133 24342 5309 13646 3525 17660 40070 6813 17209 4850 24298 41998 8443 19234 6147 30795
218 4668 1861 2925 1775 1932 4873 2144 3220 2071 2255 5627 2751 4225 2850 3102 5719 3409 4796 3612 3931
219 12171 3284 3217 2250 2648 14966 3782 3567 2626 3091 23584 4854 4745 3613 4252 25848 6015 5619 4579 5389
220 3856 1596 2508 1684 1507 4021 1838 2508 1966 1758 4629 2358 2508 2704 2419 4704 2922 2508 3428 3066
221 7702 3154 4750 2348 2801 7993 3632 5059 2740 3269 9068 4661 6147 3771 4498 9199 5776 6766 4779 5700
222 13626 5242 13366 2745 8177 14507 6037 14086 3203 9542 17675 7748 16654 4407 13129 23147 9601 23195 5585 16640
223 9157 3223 9184 1526 2549 10031 3712 12705 1781 2975 13081 4764 22251 2450 4093 13455 5903 27677 3105 5188
224 5217 1865 2933 644 1014 5703 2148 3205 751 1183 7399 2756 4140 1034 1628 7607 3416 4671 1310 2063
225 5866 915 10182 811 14432 9192 1054 11024 946 16842 17465 1352 13939 1302 23173 18480 1676 15596 1650 29368
226 9992 3505 14386 2358 9346 10838 4036 15308 2752 10907 13802 5180 18549 3786 15007 16822 6419 23971 4798 19019
227 10369 3692 19688 2606 13405 11065 4252 19688 3041 15643 13565 5457 19688 4184 21524 18114 6762 19688 5302 27278
228 2668 872 11589 418 9007 2984 1004 11589 488 10511 4061 1288 11589 672 14462 5800 1597 11589 851 18329
229 937 328 9255 306 1755 1013 378 9030 357 2048 1283 485 8150 491 2817 1773 601 5804 623 3570
2291 1734 536 15995 499 2863 1978 617 15995 583 3341 2793 792 15995 801 4597 2893 981 15995 1016 5826
230 811 250 4470 226 7895 925 288 4470 264 9213 1307 370 4470 364 12676 1353 459 4470 461 16065
2301 1986 613 10944 554 19328 2265 706 10944 647 22556 3199 906 10944 890 31035 3313 1123 10944 1128 39332
231 888 284 2524 135 1156 993 328 2524 158 1349 1349 420 2524 217 1856 1393 521 2524 275 2353
2311 977 313 2776 149 1272 1092 360 2776 173 1484 1484 462 2776 239 2042 1532 573 2776 302 2588
2312 1510 484 4291 230 1965 1688 557 4291 268 2294 2294 715 4291 369 3156 2368 886 4291 467 3999
2313 5508 1764 15648 838 7168 6156 2031 15648 978 8365 8366 2606 15648 1345 11509 8637 3230 15648 1705 14586
232 4799 936 15720 211 21032 6688 1078 15720 246 24544 11868 1384 15720 338 33770 12987 1715 15720 429 42799

2321 1152 220 3687 49 4933 1618 253 3687 58 5757 2890 325 3687 79 7921 3046 402 3687 101 10039
233 5339 1846 17602 911 5241 5803 2126 17602 1063 6116 7433 2728 17602 1462 8415 7632 3381 17602 1853 10665
234 4304 981 9657 1310 8902 5630 1130 9657 1528 10388 9491 1451 9657 2103 14293 9964 1798 9657 2665 18115
235 3238 981 5912 655 1883 3750 1130 5912 764 2198 5432 1451 5912 1051 3024 5638 1798 5912 1333 3833
236 21170 8264 6905 5237 3987 22044 9517 7424 6111 4653 25269 12213 9233 8408 6402 25678 15134 10271 10657 8114
237 16986 7543 7985 6202 8296 16695 8686 8589 7237 9681 15544 11148 10697 9958 13321 15403 13814 11895 12620 16882
238 2849 637 12031 356 3785 3807 734 12031 415 4417 6541 942 12031 572 6077 6876 1167 12031 724 7702
2381 3213 719 13567 401 4268 4293 827 13567 468 4981 7376 1062 13567 644 6853 7754 1316 13567 817 8685
239 8157 3614 3130 2779 2372 8046 4162 3522 3243 2768 7610 5341 4812 4462 3808 7271 6618 6587 5655 4826
240 11207 4923 2481 2445 4643 11061 5670 2534 2853 5418 10484 7276 2732 3925 7455 9978 9017 3029 4975 9449
241 10442 4079 2804 2273 3547 10875 4698 3686 2652 4139 12472 6029 6192 3650 5695 12678 7471 7637 4625 7217
242 7088 2406 2597 1450 2625 7886 2771 2764 1692 3064 10605 3556 3352 2329 4216 12337 4407 4059 2951 5343
243 22642 8486 5858 5097 6162 23695 9773 6244 5948 7191 27559 12542 7607 8183 9894 28033 15543 8382 10371 12539
244 24787 10022 5918 7898 9571 25284 11542 6638 9216 11169 27161 14812 9037 12681 15367 30531 18355 15350 16071 19476
245 24013 9569 8573 6723 9917 24631 11020 8990 7845 11573 26949 14142 10489 10794 15923 31127 17524 14447 13680 20180
246 23755 9053 4081 8819 7603 24857 10426 4382 10291 8872 28897 13380 5436 14160 12207 29392 16581 6035 17945 15471
247 16996 6731 3734 6695 7959 17156 7752 4135 7813 9288 17766 9948 5489 10750 12779 18879 12328 9098 13625 16196
2471 19517 7591 4750 7550 8975 19854 8742 5539 8811 10474 21132 11218 8060 12123 14411 21289 13902 9494 15364 18263
248 23877 9821 6643 7631 8207 23547 11311 8339 8905 9578 22249 14515 13360 12252 13178 21860 17988 17308 15528 16701
249 18367 7072 5781 5451 7334 18632 8145 7056 6362 8559 19637 10453 10919 8753 11776 20744 12953 17775 11093 14925
250 25078 10109 17288 9349 7156 26003 11641 18534 10910 8351 29433 14940 22899 15011 11491 29860 18514 25391 19025 14563
251 26937 11616 14103 9371 2848 26978 13377 15073 10936 3324 27134 17168 18484 15046 4573 27153 21274 20422 19069 5796
252 10744 4676 18349 2975 20924 10767 5385 18349 3472 24418 10857 6911 18349 4777 33596 10868 8564 18349 6054 42579
253 17068 6600 2922 2984 3627 17984 7601 2927 3482 4232 21317 9754 2948 4791 5823 21726 12088 2960 6072 7380
254 15076 4669 1999 4272 5033 16636 5377 2474 4985 5873 22034 6900 3906 6859 8081 22702 8550 4721 8693 10241
255 10828 2767 651 434 1403 13016 3187 738 506 1637 19935 4090 1025 697 2253 20783 5068 1188 883 2855
256 5962 697 3522 929 678 9969 803 3522 1084 791 19444 1030 3522 1491 1089 20606 1276 3522 1890 1380
257 5286 501 5589 703 691 9975 577 5704 820 807 20140 740 6128 1128 1110 22173 917 6410 1430 1407
258 14950 5454 1529 4326 6949 15372 6281 1587 5049 8109 16950 8061 1797 6947 11157 17143 9989 1917 8804 14140
259 40178 12604 13165 9608 13669 43999 14515 13165 11212 15951 57308 18628 13165 15427 21947 60176 23084 13165 19551 27815
260 64706 10777 4770 10137 8353 93768 12411 4881 11830 9748 170921 15928 5289 16277 13413 180379 19738 5521 20629 16999
261 69506 26693 7909 20669 16153 71059 30741 8024 24121 18850 76911 39451 8450 33188 25936 77629 48887 8693 42061 32870
262 38004 8005 9311 5614 2196 49929 9218 9404 6551 2563 84290 11830 9752 9013 3527 102853 14660 10130 11423 4469
301 57636 24490 1975 22102 2287 56623 28204 1982 25792 2669 52629 36195 2009 35487 3673 45342 44853 2081 44975 4654
302 56379 24490 9579 20583 15053 54869 28204 9579 24020 17567 48839 36195 9579 33049 24171 37842 44853 9579 41885 30633
303 46339 19527 2264 15521 586 44849 22488 2947 18113 684 38864 28860 4907 24921 942 27985 35763 10119 31584 1193
304 5197 1629 701 1562 572 5706 1876 702 1823 668 7478 2407 707 2508 919 10711 2983 720 3178 1165
305 6945 2708 411 1596 1434 6939 3118 439 1862 1673 6915 4002 539 2562 2302 6872 4959 804 3248 2918
306 3420 1380 2005 816 596 3417 1589 2048 953 696 3405 2039 2206 1311 957 3383 2527 2628 1661 1213
307 23457 8545 16212 7114 8616 24318 9841 16212 8301 10055 27513 12629 16212 11422 13834 33342 15650 16212 14476 17533
308 20850 4516 10441 4018 6198 27026 5200 10726 4688 7233 45166 6674 11772 6451 9952 78253 8270 14562 8175 12612
309 3246 1388 4774 1042 1792 3243 1599 4774 1216 2091 3233 2052 4774 1673 2878 3214 2542 4774 2120 3647
310 1812 678 5716 742 8887 1811 780 5775 866 10371 1804 1001 5994 1191 14270 1793 1241 6579 1510 18085
311 32146 12950 3947 9403 9296 31800 14914 4371 10974 10848 30448 19139 5802 15098 14926 27982 23717 9619 19135 18917
3111 35448 14603 7213 10604 10483 34733 16817 9823 12374 12233 31901 21582 17002 17026 16832 31554 26745 21082 21578 21332

312 26334 10624 14366 7560 23725 27166 12235 16784 8822 27687 30268 15702 24503 12138 38094 30648 19458 28890 15384 48279
313 99532 39934 12443 30557 34182 99797 45989 13410 35660 39890 100817 59020 16776 49065 54884 100942 73137 18689 62183 69558
314 30959 12465 2462 11507 3786 31000 14355 2558 13429 4418 31161 18423 2908 18477 6078 31181 22829 3106 23417 7704
315 8993 842 1782 569 1513 16835 970 1791 664 1766 33941 1245 1826 914 2430 65143 1542 1919 1158 3079
316 18786 1622 2021 1033 1526 39270 1868 2105 1206 1781 80905 2397 2408 1659 2451 156848 2971 3216 2103 3106
317 6050 1352 1397 1240 227 7801 1557 1868 1447 264 12953 1998 3182 1990 364 21288 2476 6350 2522 461
318 29638 11010 13533 8924 10054 30812 12679 16620 10414 11733 35133 16272 25911 14328 16143 39330 20164 40918 18159 20459
319 8438 1582 3810 1664 1116 12332 1822 3810 1942 1302 22594 2338 3810 2672 1792 41313 2898 3810 3387 2271
320 39725 16586 19163 13694 29447 40407 19101 19271 15981 34364 42992 24513 19679 21988 47282 43308 30377 19911 27867 59923
321 16160 6461 9932 4392 7874 16988 7440 10218 5125 9189 20008 9548 11267 7051 12643 20385 11832 11866 8937 16023
322 15896 3189 13497 1743 1487 22319 3673 13553 2034 1735 39739 4713 13763 2798 2388 61150 5841 14168 3546 3026
323 23531 11337 22835 7520 11642 23424 13056 24783 8776 13586 23006 16756 31468 12075 18693 22642 20764 41428 15304 23690
324 23092 3674 5701 2897 728 35365 4231 9865 3380 849 66284 5430 19236 4651 1169 88514 6728 31454 5894 1481
325 10580 2434 1260 2179 1850 13914 2804 1303 2543 2159 23574 3598 1460 3499 2970 41195 4459 1878 4435 3764
326 37988 16274 6380 11055 3090 37273 18742 6606 12901 3606 34450 24052 7432 17750 4962 29301 29806 9632 22496 6289
327 34474 10890 4685 11734 2547 36413 12541 5202 13694 2972 43437 16094 6938 18841 4090 45688 19944 8348 23879 5183
328 39743 16698 4635 13213 1174 39886 19230 4864 15419 1370 40440 24678 5688 21215 1885 41437 30581 7858 26887 2389
329 17118 7849 3819 5545 865 17177 9039 4230 6470 1009 17404 11600 5616 8903 1388 17819 14375 9314 11283 1759
330 18004 9067 2370 4003 145 17334 10442 2909 4671 169 14624 13400 4544 6427 232 9797 16606 8820 8145 294
331 13635 2240 3528 1964 734 19565 2580 3989 2292 857 35443 3311 5512 3153 1179 37389 4103 6378 3997 1494
332 2913 1177 1223 861 1114 2908 1355 1223 1005 1300 2886 1739 1223 1383 1788 2846 2155 1223 1752 2266
333 3751 1604 2360 1257 1318 3744 1847 2361 1467 1538 3714 2371 2366 2018 2116 3660 2938 2379 2558 2682
334 8229 4684 13934 3641 4426 8255 5395 13729 4249 5165 8356 6923 12937 5846 7107 8540 8579 10825 7409 9007
335 2382 1082 1564 759 195 2389 1246 1727 886 228 2419 1599 2279 1219 314 2472 1981 3750 1545 398
336 17547 7726 4671 4260 1857 17607 8898 4855 4971 2167 17837 11419 5521 6840 2982 18256 14150 7297 8669 3780
337 6499 3013 727 2450 2382 6486 3470 749 2859 2779 6434 4453 830 3934 3824 6340 5518 1046 4986 4847
338 17103 2276 3461 1314 245 30598 2621 3693 1534 286 60974 3363 4507 2111 394 64697 4168 4970 2675 499
401 5143 1420 3251 616 2012 6198 1635 3519 719 2348 9527 2098 4449 989 3231 15600 2600 6928 1253 4095
402 3904 573 917 290 212 5773 660 1083 339 247 10651 847 1607 466 340 19547 1050 3004 590 431
403 86318 21817 11563 8558 5685 106337 25125 14436 9987 6634 168114 32244 23013 13741 9128 280799 39957 45887 17415 11569
404 14231 2809 3326 2283 873 19302 3235 3445 2664 1019 33581 4151 3876 3665 1402 59626 5144 5026 4645 1777
405 23568 5215 6834 4127 937 30879 6006 9855 4817 1094 52136 7707 17753 6627 1505 90908 9551 38812 8399 1907
412 7616 4159 2610 2147 2421 7730 4790 3561 2506 2825 8165 6147 6174 3448 3887 8958 7618 13139 4370 4926
451 5773 720 876 345 252 9379 829 1034 402 294 18096 1064 1534 553 404 33996 1319 2867 701 512
456 14043 2925 5602 1347 1324 18611 3368 5867 1573 1545 31751 4323 6821 2164 2126 55719 5357 9362 2742 2695
457 6078 482 1210 205 273 12602 555 1714 240 319 25928 712 3052 330 438 50235 883 6619 418 556
459 7083 797 3082 375 274 12109 917 3343 438 320 23799 1177 4245 603 440 45122 1459 6650 764 558
460 1038 311 556 159 157 1126 358 633 185 183 1435 459 883 255 251 2000 569 1552 323 319
464 29043 5062 12565 2069 4164 43730 5830 12877 2415 4860 81475 7482 14029 3322 6686 150324 9272 17101 4211 8474
466 20849 3299 13302 3381 1802 31078 3800 15707 3945 2103 57588 4876 23303 5428 2894 105943 6043 43559 6879 3667
473 11684 1774 2280 1629 1144 17281 2043 2814 1901 1335 31881 2622 4429 2615 1837 58514 3249 8735 3314 2329
474 3660 634 738 105 76 6028 730 866 122 89 11693 937 1273 168 123 22026 1161 2358 213 156
477 9216 891 2859 170 220 19980 1026 3376 199 257 41391 1317 5009 273 353 80445 1632 9362 346 448
497 8744 2376 6432 2096 1362 10382 2736 6964 2446 1589 15628 3511 8804 3366 2186 25196 4351 13710 4266 2771
498 6831 526 602 149 2172 17090 606 718 174 2535 35974 777 1079 239 3488 70420 963 2041 303 4420

499 798 206 2947 104 76 926 237 3190 122 89 1346 304 4033 168 122 2112 377 6280 212 155
500 5728 2206 1104 987 1049 5905 2540 1195 1152 1225 6567 3260 1510 1585 1685 7775 4040 2352 2009 2135
501 1751 512 660 239 181 1995 590 742 279 211 2810 757 1015 384 291 4299 938 1741 486 369
519 5638 835 1122 666 190 8654 961 1500 778 222 16284 1234 2558 1070 306 30200 1529 5379 1356 388
520 11827 935 1640 458 612 23132 1077 3148 534 715 47087 1382 6320 735 983 90782 1713 14779 931 1246
521 6765 728 679 333 536 11935 839 772 389 625 23688 1076 1079 535 861 45125 1334 1896 678 1091
522 22957 3328 1624 1645 505 34485 3833 2218 1919 589 64169 4919 3847 2641 811 118314 6096 8191 3347 1027
523 6316 1976 1455 723 700 7763 2275 1997 843 816 12238 2920 3478 1160 1123 20401 3618 7427 1470 1424
524 3656 940 1103 462 472 4305 1082 1240 539 551 6402 1389 1695 742 758 10227 1721 2908 941 960
525 3010 375 825 482 471 3204 431 927 562 550 3903 554 1268 773 756 5176 686 2176 980 959
536 18698 3602 2760 2465 3069 27019 4148 3717 2877 3582 49162 5324 6374 3958 4928 89553 6597 13459 5017 6245
537 17595 3808 5073 1605 1873 23832 4385 6170 1873 2186 41416 5628 9534 2576 3007 73488 6974 18503 3265 3811
538 18540 2029 4836 1691 549 28248 2337 6591 1974 641 52953 2999 11415 2716 882 98017 3716 24277 3442 1118
543 8752 4173 2731 1835 1597 8296 4806 3779 2142 1864 6421 6168 6618 2947 2564 3000 7643 14191 3735 3250
601 1443 599 864 549 144 1524 690 937 641 168 1819 886 1188 882 231 2358 1098 1858 1118 293
602 11045 3902 2253 2740 947 11669 4493 2442 3197 1105 13933 5766 3097 4399 1521 18063 7146 4843 5575 1928
603 12776 4269 2391 3576 2924 13497 4916 2592 4173 3413 16117 6309 3288 5741 4696 20896 7819 5142 7276 5951
604 4954 1569 1869 1414 201 5233 1807 2026 1650 234 6248 2319 2569 2271 322 8100 2874 4017 2878 409
605 8368 2796 1004 2074 677 8841 3219 1302 2420 790 10556 4132 2159 3330 1087 13684 5120 4445 4220 1377
606 9098 3270 1373 2388 1011 9612 3766 1705 2787 1180 11477 4833 2701 3835 1623 14879 5989 5359 4860 2057
607 12948 4223 3129 3080 11155 13680 4864 3393 3594 13018 16337 6242 4302 4946 17911 21182 7735 6729 6268 22700
608 4979 1828 1675 1757 2797 5260 2106 1816 2050 3264 6280 2702 2302 2820 4491 8140 3349 3601 3575 5691
609 954 550 2280 318 453 1007 634 2471 371 529 1203 813 3134 510 727 1558 1008 4902 647 922
610 92 28 34798 22 9427 97 32 34801 26 11001 116 41 34810 35 15136 150 51 34833 45 19183
611 766 323 11073 36 3058 809 372 12004 43 3569 966 478 15223 59 4910 1252 592 23807 74 6223
612 5390 1462 1798 1417 1909 5694 1684 1949 1654 2228 6798 2161 2471 2276 3066 8812 2678 3865 2885 3886
613 13868 4592 2132 4742 547 14653 5288 2311 5534 638 17499 6787 2930 7614 878 22690 8410 4583 9650 1112
614 7034 2402 1741 2175 180 7431 2766 2233 2539 210 8872 3550 3664 3493 289 11501 4399 7480 4427 366
615 2140 627 1929 537 6484 2261 722 2091 627 7567 2699 927 2651 863 10412 3498 1148 4147 1094 13195
616 5359 1614 7865 1984 3512 5662 1859 8526 2315 4098 6759 2386 10812 3185 5638 8762 2956 16910 4036 7146
617 5898 2118 2084 1965 2725 6231 2439 2260 2293 3180 7439 3130 2866 3155 4376 9643 3879 4482 3998 5545
618 6296 1193 6361 717 2517 9377 1374 7248 837 2938 17368 1764 10156 1151 4042 31944 2186 17910 1459 5123
619 2122 916 727 561 410 2242 1055 788 655 478 2676 1354 1000 901 658 3468 1678 1563 1142 834
620 4651 1706 953 1823 3145 4914 1965 1033 2127 3670 5866 2521 1311 2927 5050 7604 3125 2050 3709 6400
621 8247 2822 8924 2382 5921 8712 3250 9674 2780 6910 10403 4171 12268 3825 9507 13486 5169 19187 4848 12049
622 9756 3156 3087 2995 4359 10307 3635 3347 3495 5087 12307 4665 4244 4809 6999 15956 5781 6638 6094 8870
623 8043 2509 4200 2743 22714 8497 2890 4553 3201 26507 10146 3709 5774 4404 36471 13153 4596 9030 5582 46222
624 16099 6186 2124 4366 2402 16081 7124 2303 5095 2803 16008 9143 2920 7010 3856 15876 11330 4567 8884 4887
625 2396 741 9545 912 2382 2531 853 10348 1064 2779 3021 1095 13123 1465 3824 3916 1357 20523 1856 4847
626 4969 1630 1747 2291 2767 5249 1877 2120 2673 3229 6267 2409 3267 3678 4442 8123 2985 6324 4661 5630
627 9619 3273 1988 2659 522 10162 3769 2155 3104 609 12135 4837 2733 4270 838 15732 5994 4274 5412 1062
628 9333 3053 6665 2294 4894 9860 3516 7225 2678 5711 11773 4512 9162 3684 7858 15264 5592 14329 4669 9959
629 9894 2968 2087 2008 1060 10453 3418 2262 2343 1237 12482 4387 2869 3224 1703 16182 5436 4486 4086 2158
630 10214 3490 2302 2991 1695 10791 4020 2495 3490 1979 12885 5158 3164 4802 2722 16705 6392 4949 6086 3450
631 14847 5914 3757 4634 613 16395 6811 4073 5408 716 21744 8741 5165 7441 985 31502 10832 8078 9431 1248

632 3800 1191 744 663 1465 4195 1371 838 773 1710 5562 1760 1149 1064 2352 8056 2181 1979 1349 2981
633 3272 1136 644 877 1324 3591 1309 938 1023 1545 4700 1680 1701 1408 2125 6723 2081 3736 1784 2693
634 2029 755 550 436 696 2240 870 619 508 812 2970 1116 849 700 1117 4302 1383 1462 887 1416
635 3726 1320 569 1372 97 3796 1520 641 1601 113 4059 1951 878 2202 156 4539 2418 1513 2791 198
636 8440 2556 639 1284 726 11571 2944 762 1498 847 20301 3778 1149 2061 1165 36225 4681 2180 2612 1477
637 5779 1962 1989 932 892 6484 2259 2671 1088 1041 8880 2899 4571 1497 1432 13250 3593 9638 1897 1815
638 13721 4956 2669 3153 500 14428 5708 3677 3680 583 17005 7325 6420 5063 802 21705 9077 13734 6417 1017
639 27148 8735 6054 7465 1293 28881 10060 8002 8712 1509 35124 12910 13508 11986 2077 46511 15998 28193 15191 2632
640 5621 1075 1643 325 590 5562 1238 1850 380 689 5334 1589 2537 522 948 4919 1969 4369 662 1201
641 4971 2364 543 745 579 5241 2723 938 869 675 6223 3494 1833 1196 929 8014 4330 4219 1515 1178
642 9125 3032 2542 2398 158 9813 3492 3230 2798 185 12259 4482 5248 3850 254 16721 5554 10629 4880 322
643 2454 936 1226 526 384 2605 1078 1380 614 448 3151 1384 1893 844 616 4146 1715 3260 1070 781
644 1079 488 212 306 224 1137 562 329 358 261 1348 721 616 492 359 1734 893 1381 624 455
645 4326 1697 484 1308 955 4606 1954 796 1526 1115 5615 2508 1527 2100 1534 7455 3108 3479 2662 1944
646 10512 4435 2022 811 310 11051 5107 2717 946 362 13018 6554 4653 1301 498 16606 8122 9815 1649 631
647 21964 8615 2122 4645 4317 24009 9921 2933 5421 5038 31154 12732 5133 7459 6932 44188 15778 11001 9453 8786
648 3339 1146 1301 1011 339 3644 1319 1465 1180 395 4711 1693 2009 1624 544 6659 2098 3461 2058 689
649 4175 1223 858 723 635 4536 1409 1183 844 741 5806 1808 2067 1161 1019 8124 2240 4424 1472 1291
650 5612 2319 1051 833 179 5976 2671 1396 972 209 7286 3427 2367 1338 287 9677 4247 4955 1695 364
651 2842 926 973 561 1156 2946 1066 1096 654 1348 3329 1369 1503 900 1855 4028 1696 2588 1141 2351
652 13464 5208 3257 3916 1153 13839 5998 3531 4570 1345 15243 7697 4477 6288 1851 17803 9538 7002 7969 2346
653 4019 1388 912 1580 1154 5268 1599 1027 1844 1346 8898 2052 1409 2537 1853 15520 2543 2427 3215 2348
654 5097 2014 751 1394 314 5538 2319 1063 1627 366 7089 2976 1893 2239 504 9919 3688 4107 2838 639
655 7575 4159 3060 1464 981 7671 4790 3318 1709 1144 8037 6147 4208 2351 1575 8706 7618 6580 2979 1996
656 9927 3620 3188 2640 3497 10491 4168 3590 3081 4081 12534 5350 4923 4239 5614 16262 6629 8479 5372 7115
657 14707 4355 3543 1546 817 17225 5015 3989 1804 954 25404 6436 5471 2482 1312 40321 7976 9421 3146 1663
658 1210 243 143 367 268 1730 280 161 428 312 3127 359 221 589 430 5675 445 380 746 545
659 98 34 50 21 15 108 39 56 25 18 143 50 77 34 25 207 62 132 43 31
660 3058 1199 505 690 209 3402 1381 963 805 244 4583 1772 1930 1107 336 6737 2196 4510 1404 425
661 15796 5912 6022 3630 347 16690 6809 6781 4236 405 19935 8738 9299 5828 558 25854 10828 16015 7386 707
662 18150 4794 5479 2922 3325 21706 5521 6169 3410 3880 33009 7085 8460 4691 5339 53627 8780 14570 5945 6766
663 2934 891 385 670 489 3190 1026 601 782 571 4091 1317 1130 1076 786 5734 1632 2539 1363 996
664 6899 2729 604 1643 311 8439 3143 1125 1918 363 13225 4034 2243 2639 500 21953 4999 5223 3344 634
665 7527 2166 2862 1103 325 8917 2495 3103 1287 379 13379 3202 3935 1771 521 21517 3968 6154 2245 661
666 9541 1386 1136 1266 2243 15323 1596 1295 1477 2617 29428 2048 1814 2032 3601 55156 2538 3199 2576 4564
667 3067 476 814 330 219 4380 549 916 385 256 7909 704 1256 529 352 14346 872 2164 671 446
668 7580 2564 3155 1292 1087 7679 2953 3420 1508 1268 8059 3790 4337 2075 1745 8751 4696 6782 2629 2212
669 3879 247 8740 117 86 10440 285 14299 137 100 22098 366 27404 189 138 43363 453 62350 239 174
670 5921 1354 454 859 866 7522 1559 707 1002 1011 12317 2001 1328 1379 1390 21062 2479 2982 1748 1762
671 3681 769 1750 631 949 5028 885 1970 736 1107 8794 1136 2702 1013 1523 15665 1408 4654 1283 1930
672 6490 1305 3430 411 300 9888 1503 12207 480 351 18538 1929 25883 661 482 34314 2390 62350 837 611
673 16825 1202 2499 565 1046 34383 1385 3460 659 1221 70569 1777 6064 907 1680 136572 2202 13007 1150 2129
674 11553 3829 1939 2728 856 12622 4409 2735 3184 999 16359 5659 4858 4380 1374 23176 7012 10517 5551 1742
910 6344 2631 10764 1533 378 6562 3030 11426 1789 441 7373 3888 13768 2461 607 8852 4818 20015 3119 769
1051 4620 1828 8942 971 792 4701 2105 8942 1133 924 5009 2701 8942 1559 1271 5047 3348 8942 1976 1611

1181 24898 10363 16641 10788 10770 24404 11935 18804 12589 12569 22450 15316 25952 17321 17293 22168 18980 30206 21952 21917
1621 15132 5656 8082 5147 1532 15764 6513 8976 6006 1788 18095 8359 11986 8264 2460 18383 10358 13700 10474 3118
1771 41899 11169 15133 9771 4535 48990 12863 15133 11403 5293 72062 16508 15133 15689 7282 74891 20456 15133 19883 9229
1772 12570 3351 4540 2931 1361 14697 3859 4540 3421 1588 21619 4952 4540 4707 2185 22467 6137 4540 5965 2769
1781 19127 2355 2544 1788 253 31388 2712 7909 2087 296 60702 3481 16690 2871 407 72795 4313 24821 3639 516
1782 5365 1009 237 766 109 7298 1162 380 894 127 12726 1492 723 1230 174 22626 1849 1637 1559 221
1791 46416 10412 4685 8920 2375 59386 11991 5936 10409 2772 97806 15388 9604 14322 3813 110422 19069 12619 18152 4833
1792 16281 6247 2634 5352 1425 16514 7194 3243 6246 1663 17399 9233 5082 8593 2288 18853 11441 9571 10891 2900
2051 2625 778 768 511 1382 3047 896 821 596 1613 4417 1150 1006 820 2220 5571 1425 1275 1039 2813
2161 7982 2583 3627 1371 21849 8991 2974 3882 1600 25498 12387 3817 4771 2201 35082 17445 4730 6776 2790 44462
2601 6229 1197 794 1126 928 8488 1379 966 1314 1083 14821 1770 1494 1809 1490 15598 2193 1793 2292 1889
2621 23475 5336 6295 3742 1464 29854 6146 6397 4367 1709 48782 7887 6775 6009 2351 68569 9773 7420 7616 2980
3041 43876 14660 10810 14056 5151 46881 16883 13654 16403 6012 57642 21667 22041 22569 8271 76398 26849 43564 28603 10483
3091 3893 1665 5725 1249 2149 3889 1917 5725 1458 2508 3877 2460 5725 2006 3451 3854 3049 5725 2542 4373
3121 18141 7610 9490 5415 16993 18405 8763 10727 6319 19831 19406 11246 14784 8694 27285 20249 13937 20692 11018 34580
3141 35192 14170 2799 13081 4303 35239 16318 2908 15265 5022 35422 20942 3305 21003 6910 35445 25951 3531 26619 8757
3151 11132 3368 7202 2276 6053 12606 3879 7270 2656 7064 17565 4978 7528 3654 9719 18173 6169 7675 4631 12317
3171 18674 3380 6527 3099 567 26378 3892 11435 3616 661 47231 4995 22410 4976 910 53219 6190 30875 6306 1153
3172 19022 2028 2683 1859 340 33863 2335 4001 2170 397 67288 2997 7334 2986 546 81931 3714 10525 3784 692
3181 18607 6671 9395 5407 6092 19636 7683 12189 6310 7110 23374 9860 20226 8682 9782 23832 12219 24794 11004 12397
3201 59587 24879 30595 20541 44170 60610 28652 31602 23971 51546 64487 36770 35278 32982 70922 64963 45565 37366 41800 89885
3211 27468 11998 17981 8156 14623 27800 13818 18299 9518 17065 29063 17733 19478 13096 23479 30859 21974 22037 16597 29757
3241 10980 2449 5182 1931 485 14435 2821 10144 2254 566 24448 3620 20447 3101 779 25676 4486 26303 3930 987
3251 2606 270 140 242 206 4821 312 145 283 240 9692 400 162 389 330 18577 495 209 493 418
3261 45419 18444 8207 12529 3502 45599 21241 8981 14621 4087 46291 27259 11614 20116 5624 46808 33780 15137 25495 7127
3264 21435 8680 7531 5896 1648 21547 9996 10963 6880 1923 21975 12828 19860 9467 2646 22027 15896 24916 11998 3354
3262 101301 43398 16086 29479 8241 99396 49979 16263 34402 9617 91868 64139 16923 47333 13232 78136 79482 18685 59988 16770
3263 69085 21699 10111 14739 4120 77542 24989 11290 17201 4809 106063 32070 15211 23666 6616 130068 39741 20916 29994 8385
3311 7782 1680 2093 1473 551 9934 1935 2140 1719 643 16346 2483 2316 2365 884 28042 3077 2783 2997 1120
3312 18988 7281 8759 6383 2386 18949 8385 8824 7449 2784 18796 10760 9071 10249 3831 18516 13334 9728 12989 4855
3321 11653 4707 4894 3445 4455 11630 5420 4894 4020 5199 11543 6956 4894 5531 7153 11385 8620 4894 7010 9065
3322 2913 1177 1223 861 1114 2908 1355 1223 1005 1300 2886 1739 1223 1383 1788 2846 2155 1223 1752 2266
3323 11653 4707 4894 3445 4455 11630 5420 4894 4020 5199 11543 6956 4894 5531 7153 11385 8620 4894 7010 9065
3331 841 360 529 282 295 839 414 529 329 345 832 531 530 452 474 820 659 533 573 601
3332 2950 1261 1856 988 1036 2944 1453 1857 1153 1209 2920 1864 1861 1587 1664 2878 2310 1871 2011 2109
4041 18443 3640 4311 2958 1132 25016 4192 4464 3452 1321 43522 5380 5023 4750 1817 77277 6667 6513 6020 2303
4042 14838 2929 3468 2380 911 20126 3373 3592 2777 1063 35014 4328 4041 3821 1462 62171 5364 5240 4843 1853
4601 782 204 436 104 103 899 235 535 122 120 1289 301 837 167 165 2000 373 1640 212 209
4602 2818 872 2077 446 439 3015 1004 2671 520 513 3718 1289 4393 716 705 5000 1597 8986 907 894
4603 3372 1177 2789 602 593 3426 1355 3577 702 692 3629 1739 5871 966 952 4000 2155 11987 1225 1206
4731 3116 473 608 434 305 4608 545 751 507 356 8502 699 1181 697 490 15604 866 2329 884 621
4732 779 118 152 109 76 1152 136 188 127 89 2125 175 295 174 122 3901 217 582 221 155
4741 4267 739 861 122 89 7028 851 1010 142 104 13631 1093 1484 196 143 25677 1354 2749 248 181
6321 200 63 39 35 77 221 72 44 41 90 293 93 60 56 124 424 115 104 71 157
6661 7421 1078 884 985 1745 11918 1241 1007 1149 2036 22889 1593 1411 1581 2801 42899 1974 2488 2003 3550

6662 4240 616 505 563 997 6810 709 575 657 1163 13079 910 806 903 1601 24514 1128 1422 1145 2029
9101 1586 658 2691 383 94 1640 757 2856 447 110 1843 972 3442 615 152 2213 1205 5004 780 192
9102 1586 658 2691 383 94 1640 757 2856 447 110 1843 972 3442 615 152 2213 1205 5004 780 192
9103 6344 2631 10764 1533 378 6562 3030 11426 1789 441 7373 3888 13768 2461 607 8852 4818 20015 3119 769

Annexure 8:BAU Scenario, Gradual Scenario & Rapid Scenario: Production (P) & Attraction (A) for 2011, 2018, 2021, 2031 & 2043
BAU Scenario Moderate Scenario Rapid Scenario

TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
P A P A P A P A P A P A P A P A P A P A P A P A
1 6613 12966 6968 12867 7909 12597 9548 13119 6619 12961 6968 12867 7909 12597 9548 13119 6622 12961 6968 12867 7909 12597 9548 13119
2 2896 4622 3012 4856 3325 5450 3931 6461 2898 4624 3012 4856 3325 5450 3931 6461 2899 4626 3012 4856 3325 5450 3931 6461
3 2758 2811 2895 2844 3261 2928 3915 3213 2760 2810 2895 2844 3261 2928 3915 3213 2761 2811 2895 2844 3261 2928 3915 3213
4 16200 55678 16736 56390 17835 58371 20230 64537 16106 55715 16591 56455 17693 58433 20230 64537 15973 55768 16399 56517 17288 58559 20230 64537
5 7287 24207 7689 24407 8753 24885 10591 27026 7293 24203 7689 24407 8753 24885 10591 27026 7296 24206 7689 24407 8753 24885 10591 27026
6 6137 12410 6462 13320 7346 16184 8912 20912 6150 12614 6474 13610 7358 16461 8912 20912 6161 12817 6486 13904 7384 17062 8912 20912
7 5394 26798 5631 26747 6224 26577 7327 28107 5380 26787 5607 26745 6200 26575 7327 28107 5360 26787 5574 26742 6132 26569 7327 28107
8 6165 48538 6372 48129 6897 47009 7988 48810 6151 48515 6347 48127 6873 47007 7988 48810 6130 48514 6315 48124 6805 47001 7988 48810
9 9346 19852 9740 20335 10707 21542 12532 24267 9314 19849 9686 20330 10654 21537 12532 24267 9267 19850 9616 20324 10504 21523 12532 24267
10 9358 35544 9715 36416 10593 38594 12322 43491 9327 35543 9664 36412 10543 38589 12322 43491 9282 35548 9596 36405 10400 38576 12322 43491
11 8093 13972 8620 14039 9939 14251 12087 15465 8076 13990 8585 14071 9905 14281 12087 15465 8047 14014 8538 14101 9806 14344 12087 15465
12 3040 9793 3196 10149 3779 11062 4843 12799 3108 9802 3294 10158 3874 11071 4843 12799 3196 9813 3422 10169 4145 11096 4843 12799
13 6432 20454 6695 21492 7340 24118 8573 28573 6410 20461 6658 21489 7304 24114 8573 28573 6378 20468 6610 21485 7201 24105 8573 28573
14 14238 17897 14796 19094 15859 22241 17933 27265 14066 17949 14543 19151 15612 22294 17933 27265 13829 17994 14210 19201 14908 22396 17933 27265
15 15006 6554 15334 6661 15004 7229 14905 8652 14488 6668 14624 6836 14309 7395 14905 8652 13779 6767 13689 6993 12331 7711 14905 8652
16 2567 6040 2740 6911 3412 10409 4617 16373 2654 6561 2871 7783 3540 11242 4617 16373 2759 7070 3031 8670 3878 13054 4617 16373
17 14053 4650 14487 4695 14271 4685 14109 4900 13476 4597 13704 4625 13505 4616 14109 4900 12678 4525 12676 4531 11332 4419 14109 4900
18 24076 16299 24926 17777 26405 22177 29491 29123 23749 16562 24451 18150 25941 22533 29491 29123 23298 16810 23823 18516 24612 23276 29491 29123
19 7492 4754 7790 5207 8344 6542 9418 8627 7394 4830 7647 5314 8205 6644 9418 8627 7259 4900 7458 5419 7805 6856 9418 8627
20 5318 6384 5522 6414 5808 6459 6374 6914 5211 6373 5371 6400 5661 6446 6374 6914 5066 6360 5173 6382 5241 6408 6374 6914
21 12571 15942 13066 17557 13998 22289 15824 29565 12413 16201 12836 17920 13773 22635 15824 29565 12193 16449 12529 18282 13124 23372 15824 29565
22 11922 21675 12280 23713 12930 29182 14422 37378 11790 21807 12087 23870 12741 29333 14422 37378 11608 21929 11830 24025 12199 29646 14422 37378
23 7524 8061 7933 8301 9173 9147 11363 10902 7591 8156 8022 8438 9260 9278 11363 10902 7675 8256 8138 8578 9503 9566 11363 10902
24 6306 24693 6642 26233 7395 30130 8684 36368 6256 24704 6564 26226 7320 30123 8684 36368 6186 24711 6463 26217 7105 30103 8684 36368
25 3546 11997 3732 12850 4502 15206 5917 18961 3657 12079 3894 12956 4659 15308 5917 18961 3798 12164 4104 13069 5104 15538 5917 18961
26 3390 7423 3432 7577 3458 7953 3690 8878 3348 7419 3372 7572 3398 7947 3690 8878 3291 7416 3293 7564 3231 7932 3690 8878
27 3420 2204 3525 2350 3863 2871 4584 3782 3439 2260 3551 2432 3888 2949 4584 3782 3463 2315 3583 2515 3957 3120 4584 3782
28 12903 6990 13407 8573 14532 12562 16842 18321 12881 6922 13361 8422 14486 12417 16842 18321 12844 6824 13302 8268 14362 12102 16842 18321
29 2320 6749 2429 6753 2722 6755 3258 7196 2323 6747 2431 6753 2724 6755 3258 7196 2326 6748 2433 6754 2729 6756 3258 7196
30 5839 1853 6045 1982 6435 2323 7312 2866 5841 1841 6040 1964 6430 2305 7312 2866 5838 1829 6033 1945 6416 2266 7312 2866
31 6672 3445 6811 3747 7046 4506 7867 5623 6720 3382 6870 3649 7103 4412 7867 5623 6780 3318 6948 3551 7268 4212 7867 5623
32 8006 7618 8377 8069 9017 9185 10147 10994 7868 7610 8178 8051 8822 9167 10147 10994 7679 7596 7917 8027 8270 9117 10147 10994
33 5923 3128 6020 3485 5793 4444 5630 5857 5712 3151 5731 3516 5510 4473 5630 5857 5425 3164 5351 3540 4707 4519 5630 5857
34 19791 19564 20451 21321 21818 25745 25042 32163 19915 19094 20594 20598 21958 25054 25042 32163 20069 18614 20790 19869 22374 23566 25042 32163
35 17654 25025 18868 26428 22758 32433 29334 43548 17931 25918 19251 27772 23132 33719 29334 43548 18270 26817 19737 29145 24159 36525 29334 43548
36 8918 26712 10316 27372 14403 29226 20172 33205 8805 26531 10114 27118 14205 28983 20172 33205 8640 26351 9852 26856 13652 28445 20172 33205
37 25992 6466 26774 7673 27400 12403 29174 20709 25374 7171 25922 9027 26566 13695 29174 20709 24519 7823 24786 10376 24162 16443 29174 20709
38 32634 26351 34719 29416 40470 37198 49868 48064 32547 25887 34556 28669 40310 36484 49868 48064 32420 25397 34350 27909 39876 34929 49868 48064
39 7620 9292 8110 10293 9755 13111 12545 17303 7714 9346 8240 10360 9882 13174 12545 17303 7830 9399 8409 10431 10241 13320 12545 17303
40 8040 9652 8778 11358 10871 15596 14050 21423 8022 9358 8736 10846 10830 15106 14050 21423 7993 9039 8688 10326 10728 14044 14050 21423
41 3971 13629 4166 14320 4915 16691 6298 20940 4040 13782 4264 14543 5011 16904 6298 20940 4125 13938 4390 14772 5278 17372 6298 20940


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
42 2588 11972 2698 12556 3179 15064 4118 19784 2645 12260 2780 12992 3259 15481 4118 19784 2714 12549 2883 13436 3477 16388 4118 19784
43 20216 30774 21464 31297 25016 32648 30815 36243 20114 30690 21296 31183 24851 32539 30815 36243 19970 30611 21076 31063 24387 32293 30815 36243
44 21263 14321 21765 15849 22525 19706 25191 25243 21501 14303 22060 15794 22814 19654 25191 25243 21798 14283 22449 15746 23636 19559 25191 25243
45 6979 12032 7227 13579 7639 18953 8531 27664 6872 12618 7080 14519 7495 19851 8531 27664 6718 13184 6875 15467 7061 21787 8531 27664
51 2525 1221 2622 1278 2913 1447 3474 1742 2527 1213 2623 1267 2914 1436 3474 1742 2529 1206 2625 1255 2917 1412 3474 1742
52 2959 10274 3105 11265 3519 13790 4255 17469 2961 10286 3105 11265 3519 13790 4255 17469 2962 10294 3104 11265 3518 13790 4255 17469
53 2952 7226 3012 7676 3157 8817 3574 10648 2965 7231 3027 7677 3171 8818 3574 10648 2979 7237 3046 7679 3212 8822 3574 10648
54 42369 20228 44122 21481 48392 24673 56868 29803 42557 20141 44336 21338 48601 24538 56868 29803 42781 20054 44619 21200 49200 24257 56868 29803
55 29522 8359 30829 9027 33850 10741 39431 13372 29347 8368 30554 9027 33581 10741 39431 13372 29100 8368 30192 9020 32816 10724 39431 13372
56 29868 12156 31474 16189 35794 24966 43421 36977 29865 11604 31426 15059 35747 23887 43421 36977 29851 10972 31377 13914 35645 21547 43421 36977
57 5263 8414 5567 9197 6529 11531 8188 15161 5293 8428 5605 9210 6566 11543 8188 15161 5328 8437 5655 9224 6671 11572 8188 15161
58 15500 9666 16168 10022 17780 11126 20842 13242 15473 9679 16114 10041 17727 11145 20842 13242 15428 9693 16042 10060 17576 11181 20842 13242
59 31103 3793 32495 4100 35260 5274 40311 7425 30734 3948 31951 4381 34728 5541 40311 7425 30222 4085 31233 4650 33210 6086 40311 7425
60 39103 17270 41071 17564 45800 18220 54127 20091 38928 17233 40783 17512 45518 18170 54127 20091 38675 17194 40404 17451 44717 18044 54127 20091
61 29393 6574 30640 6761 33596 7550 39168 9243 29251 6693 30413 6938 33374 7718 39168 9243 29048 6808 30113 7110 32739 8068 39168 9243
62 33671 33103 35698 33857 41693 37394 51985 45291 33962 33748 36075 34801 42062 38297 51985 45291 34314 34414 36558 35768 43083 40275 51985 45291
65 38898 54902 40905 57662 47113 68137 58316 87460 39274 56288 41407 59690 47604 70076 58316 87460 39730 57694 42041 61759 48944 74305 58316 87460
66 8972 2573 9396 2875 10433 3606 12382 4631 9012 2518 9440 2782 10476 3517 12382 4631 9058 2460 9498 2689 10598 3329 12382 4631
67 19681 3177 20503 3387 22491 3912 26431 4764 19772 3166 20607 3366 22593 3893 26431 4764 19880 3155 20744 3348 22883 3857 26431 4764
68 10268 1936 10569 2034 11010 2255 12380 2659 10405 1945 10738 2044 11175 2265 12380 2659 10576 1958 10959 2060 11643 2298 12380 2659
69 17595 14214 18380 15533 20295 18880 23978 23813 17678 14238 18473 15542 20387 18889 23978 23813 17775 14257 18596 15554 20646 18915 23978 23813
70 5883 3701 6137 3719 6758 3758 7967 4051 5910 3702 6168 3721 6788 3760 7967 4051 5942 3705 6209 3725 6874 3768 7967 4051
71 8193 2308 8437 2506 9014 3007 10370 3763 8234 2303 8486 2495 9062 2997 10370 3763 8283 2298 8551 2486 9199 2978 10370 3763
72 9737 2238 10220 2331 11408 2566 13592 2994 9780 2220 10268 2303 11455 2539 13592 2994 9831 2202 10332 2276 11590 2485 13592 2994
73 16648 6096 17617 6626 19821 8455 23484 11525 16519 6288 17417 6919 19625 8735 23484 11525 16333 6472 17150 7210 19061 9328 23484 11525
74 39406 24528 41238 25890 45216 29621 52386 35950 39062 24642 40716 26036 44705 29759 52386 35950 38582 24745 40028 26170 43250 30028 52386 35950
75 39838 4796 41596 4901 45345 5139 52247 5754 39474 4776 41047 4873 44808 5111 52247 5754 38969 4745 40325 4829 43282 5017 52247 5754
76 26868 17385 28333 18872 33034 23300 41394 30314 27220 17652 28811 19241 33502 23653 41394 30314 27661 17924 29434 19626 34820 24445 41394 30314
77 34294 16321 36186 17270 41123 20665 49654 26729 34294 16713 36147 17843 41084 21213 49654 26729 34268 17103 36088 18423 40960 22396 49654 26729
78 50402 38733 53542 40432 63292 47804 80028 62019 51042 39948 54405 42232 64138 49526 80028 62019 51832 41188 55519 44079 66489 53306 80028 62019
79 20142 5520 21055 5777 22955 6709 26410 8466 19935 5628 20746 5937 22652 6861 26410 8466 19647 5729 20337 6091 21789 7172 26410 8466
80 15126 3360 15800 3550 17078 4174 19408 5291 14921 3413 15501 3630 16786 4250 19408 5291 14639 3459 15107 3704 15952 4397 19408 5291
81 22467 41540 23590 43952 27231 50802 33860 62330 22743 41849 23966 44364 27599 51196 33860 62330 23090 42166 24455 44791 28633 52072 33860 62330
82 14694 46649 16167 48201 22931 56142 34624 72400 15857 48239 18004 50577 24729 58417 34624 72400 17288 49873 20390 53034 29771 63450 34624 72400
83 4007 4363 4011 4488 3998 4810 4326 5461 4026 4303 4036 4402 4022 4728 4326 5461 4051 4243 4069 4316 4092 4552 4326 5461
84 7034 5270 7401 5856 8243 8004 9715 11594 6985 5536 7327 6278 8171 8407 9715 11594 6911 5793 7224 6702 7953 9274 9715 11594
85 989 474 1007 506 1048 587 1178 715 994 470 1013 500 1053 582 1178 715 1000 467 1021 495 1070 572 1178 715
86 1540 6718 1563 6713 1616 6702 1810 7112 1545 6682 1569 6667 1623 6657 1810 7112 1552 6649 1578 6619 1641 6561 1810 7112
101 22663 24368 24013 26250 27586 31341 33622 39171 22677 24236 24005 26036 27578 31137 33622 39171 22682 24097 23996 25820 27559 30694 33622 39171
102 30812 40021 32601 42901 38212 52557 48034 68873 31192 40967 33115 44270 38715 53866 48034 68873 31660 41920 33773 45671 40106 56731 48034 68873
103 24483 81468 25832 91485 30272 118734 38187 158111 24848 82268 26335 92487 30764 119693 38187 158111 25303 83034 26983 93516 32133 121799 38187 158111
104 26650 49578 28703 55414 34634 70553 43918 91914 26546 48709 28518 54012 34453 69213 43918 91914 26404 47790 28292 52587 33977 66301 43918 91914
105 8174 26287 8506 26773 9540 28761 11534 33467 8210 26418 8552 26975 9585 28954 11534 33467 8253 26560 8611 27180 9708 29374 11534 33467


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
106 15379 14418 16058 16123 18230 22180 22356 32122 15527 15115 16261 17225 18429 23234 22356 32122 15705 15799 16515 18348 18964 25528 22356 32122
107 29800 15701 31572 18100 35891 24537 43101 33776 29685 15875 31377 18416 35700 24838 43101 33776 29511 16024 31117 18730 35151 25478 43101 33776
108 10879 13566 11655 14835 15063 18693 21078 24751 11432 13827 12481 15203 15872 19046 21078 24751 12131 14097 13564 15598 18159 19860 21078 24751
109 2926 2685 2931 3159 2894 4996 3063 8123 2895 2948 2892 3628 2855 5444 3063 8123 2849 3200 2834 4103 2733 6413 3063 8123
110 1312 8339 1307 8352 1262 8388 1322 8948 1325 8275 1323 8267 1277 8306 1322 8948 1342 8215 1345 8181 1323 8131 1322 8948
111 957 1617 1012 2626 1106 5687 1318 10858 940 1950 1005 3493 1099 6515 1318 10858 910 2261 984 4370 1055 8307 1318 10858
112 18742 9886 19776 11414 22413 15590 26958 21656 18717 10028 19723 11676 22361 15840 26958 21656 18671 10156 19650 11940 22206 16378 26958 21656
113 37529 7974 38891 8261 39311 8709 40394 9592 36199 7855 37066 8096 37525 8548 40394 9592 34365 7690 34670 7878 32459 8089 40394 9592
114 25190 31138 26645 33585 32102 42091 41879 56424 25850 32059 27588 34939 33024 43387 41879 56424 26681 32993 28811 36337 35607 46249 41879 56424
115 17404 3792 17800 3842 16734 3830 15283 3991 16497 3731 16592 3763 15552 3752 15283 3991 15235 3638 15005 3649 12197 3510 15283 3991
116 25982 8871 26379 9353 25596 10511 25342 12461 25179 8841 25267 9307 24508 10465 25342 12461 24088 8784 23807 9230 21422 10298 25342 12461
117 14322 11250 15567 14379 20406 26311 28698 46723 14971 12991 16559 17760 21377 29544 28698 46723 15771 14666 17822 21212 24043 36602 28698 46723
118 30946 38829 32763 43265 37313 55065 45119 72139 30955 38212 32731 42261 37282 54106 45119 72139 30953 37554 32702 41243 37221 52026 45119 72139
119 17584 17288 18453 18430 21009 22886 25663 30828 17692 17910 18591 19360 21145 23775 25663 30828 17816 18532 18762 20306 21504 25708 25663 30828
120 37497 12040 39687 12914 45835 15681 56376 20292 37679 12257 39902 13223 46046 15977 56376 20292 37893 12476 40181 13542 46635 16630 56376 20292
121 16509 4856 17189 5080 18839 5902 21992 7451 16446 4953 17085 5224 18737 6039 21992 7451 16353 5049 16946 5367 18444 6330 21992 7451
122 8231 26856 8533 26696 9340 26251 10965 27464 8241 26845 8540 26697 9347 26251 10965 27464 8250 26847 8549 26697 9367 26253 10965 27464
123 15244 66853 18530 67815 32842 73646 56939 88150 17540 68201 22962 69899 37180 75647 56939 88150 20273 69628 28762 72131 49439 80242 56939 88150
124 33900 50597 35338 54007 39087 63268 46181 78153 33875 50863 35270 54338 39021 63584 46181 78153 33821 51124 35177 54671 38823 64264 46181 78153
125 20881 3958 22009 3996 24960 4106 30112 4502 20910 3917 22024 3940 24975 4051 30112 4502 20936 3878 22046 3882 25021 3935 30112 4502
126 14390 4163 15165 4369 17195 4896 20742 5774 14407 4070 15172 4232 17201 4764 20742 5774 14422 3976 15182 4093 17224 4480 20742 5774
127 39587 9273 41254 9420 45680 9802 54116 10910 39636 9275 41285 9422 45711 9804 54116 10910 39680 9280 41326 9426 45797 9812 54116 10910
128 9536 4387 10205 5151 12592 8214 16705 13469 9798 4850 10584 5969 12964 8996 16705 13469 10125 5304 11073 6808 13996 10712 16705 13469
129 31836 19578 33513 21269 38243 25678 46598 32318 31974 19634 33675 21320 38402 25728 46598 32318 32138 19688 33889 21377 38853 25845 46598 32318
130 25874 48370 28283 56319 38299 88798 55561 144505 27375 53396 30591 64939 40558 97041 55561 144505 29205 58296 33517 73736 46735 115024 55561 144505
131 25360 30081 27842 31881 38754 38619 57385 50606 27144 30948 30611 33162 41465 39850 57385 50606 29365 31860 34235 34536 49123 42679 57385 50606
132 9541 7736 9952 8012 11617 9434 14816 12315 9769 8020 10278 8437 11937 9841 14816 12315 10059 8313 10702 8877 12831 10741 14816 12315
133 23564 22309 24414 23611 27029 28425 32309 37051 23697 22911 24586 24495 27198 29269 32309 37051 23855 23517 24802 25394 27653 31108 32309 37051
151 27150 35547 28329 38223 32485 46759 40407 60868 27562 36252 28901 39229 33046 47721 40407 60868 28080 36966 29641 40264 34609 49840 40407 60868
152 43040 82627 44774 85003 48506 90904 55673 103265 42682 82603 44234 84954 47977 90856 55673 103265 42187 82582 43524 84890 46476 90720 55673 103265
153 29218 28593 31014 31032 36882 39326 47057 53072 29680 29399 31651 32222 37506 40464 47057 53072 30254 30209 32475 33445 39246 42967 47057 53072
154 16916 5856 17759 6270 20035 7333 24082 9000 16916 5860 17742 6268 20019 7331 24082 9000 16908 5862 17720 6266 19972 7327 24082 9000
155 13993 28550 14584 28877 16366 29696 19755 32548 14079 28553 14694 28887 16474 29706 19755 32548 14185 28568 14839 28900 16780 29734 19755 32548
156 37611 20253 39539 20523 45219 21256 55379 23524 37864 20272 39861 20552 45534 21285 55379 23524 38176 20303 40284 20591 46429 21366 55379 23524
157 17363 5129 18527 5446 22453 6913 29165 9645 17728 5392 19039 5847 22955 7298 29165 9645 18189 5662 19709 6267 24369 8161 29165 9645
158 17776 26610 18894 28629 22386 34595 28227 44077 17807 26312 18922 28173 22414 34159 28227 44077 17840 26000 18964 27711 22504 33216 28227 44077
159 13687 4859 14309 5036 16185 5509 19670 6419 13781 4868 14431 5047 16304 5519 19670 6419 13898 4880 14591 5061 16642 5550 19670 6419
160 20633 10572 21755 11234 24932 13286 30451 16725 20668 10521 21784 11155 24960 13210 30451 16725 20704 10466 21822 11075 25041 13047 30451 16725
161 9834 18821 10787 22990 14280 36871 20112 59236 10201 20165 11346 25379 14827 39156 20112 59236 10645 21434 12051 27816 16315 44137 20112 59236
162 9086 7570 9697 8010 11652 9991 14973 13679 9236 7912 9903 8529 11853 10487 14973 13679 9420 8258 10167 9060 12411 11573 14973 13679
163 45605 40615 48015 41159 54632 42538 66269 46875 45732 40619 48145 41170 54759 42549 66269 46875 45872 40638 48315 41186 55119 42582 66269 46875
164 44130 31344 46159 33441 50742 38714 59126 47031 43887 31342 45772 33406 50363 38680 59126 47031 43539 31327 45262 33360 49286 38582 59126 47031
165 46127 38330 48404 40473 53173 45810 61513 54619 45638 38305 47671 40406 52456 45745 61513 54619 44960 38260 46709 40319 50421 45561 61513 54619


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
166 45911 15740 48519 17358 56533 23309 70580 33328 46398 16477 49172 18519 57172 24420 70580 33328 46999 17210 50016 19713 58955 26864 70580 33328
167 46579 25443 49318 26558 57636 30987 72050 39435 47057 26075 49951 27485 58256 31874 72050 39435 47646 26726 50771 28440 59989 33831 72050 39435
168 16076 3361 16826 3577 18694 4236 22092 5356 16033 3403 16748 3637 18618 4292 22092 5356 15967 3443 16646 3694 18402 4410 22092 5356
169 16512 15101 17501 17452 20622 27142 26134 43874 16727 16619 17809 20053 20924 29628 26134 43874 16978 18093 18183 22697 21711 35030 26134 43874
170 27992 51847 29621 53368 34309 59224 42408 71446 28168 52650 29841 54531 34524 60337 42408 71446 28373 53477 30116 55716 35104 62758 42408 71446
171 7242 5244 7715 5537 9678 6600 13158 8500 7534 5371 8144 5722 10098 6777 13158 8500 7904 5505 8705 5920 11284 7186 13158 8500
172 13308 20297 15400 20844 21175 22254 29018 25254 12961 20264 14816 20791 20603 22202 29018 25254 12491 20226 14048 20721 18981 22055 29018 25254
173 47493 10745 49517 11311 53758 12863 62025 15572 47362 10720 49280 11269 53526 12823 62025 15572 47155 10687 48968 11220 52868 12722 62025 15572
174 24236 28397 25747 30524 29932 35959 36908 44310 24292 28424 25797 30528 29981 35963 36908 44310 24350 28446 25863 30534 30120 35976 36908 44310
175 32720 29455 34442 32268 38959 40179 46887 52239 32725 29777 34413 32694 38931 40587 46887 52239 32709 30091 34369 33126 38839 41467 46887 52239
176 72271 49722 75499 52438 79653 58957 86979 69731 70480 49582 72982 52210 77190 58734 86979 69731 68022 49381 69678 51911 70205 58101 86979 69731
177 19929 15663 22505 16079 29718 17179 39725 19513 19540 15626 21867 16021 29093 17123 39725 19513 19013 15581 21029 15945 27321 16962 39725 19513
178 12349 5360 17265 14490 28778 26219 43936 40896 12005 4830 16480 12225 28010 24052 43936 40896 11500 4217 15476 9908 25890 19314 43936 40896
179 51378 20129 54597 23815 64281 36819 80855 58347 51873 21616 55268 26454 64939 39342 80855 58347 52467 23039 56118 29146 66733 44845 80855 58347
180 3599 1170 3896 1279 4797 1568 6144 1983 3532 1142 3793 1237 4696 1528 6144 1983 3443 1112 3658 1191 4412 1434 6144 1983
201 7411 16245 7873 17044 9514 19922 12392 25200 7586 16588 8121 17540 9757 20397 12392 25200 7805 16939 8441 18049 10432 21439 12392 25200
202 3453 3933 3591 4873 3999 8263 4830 13932 3467 4369 3618 5709 4025 9062 4830 13932 3477 4784 3643 6557 4076 10793 4830 13932
203 5557 21273 5863 22300 6964 24927 8942 29460 5678 21292 6034 22315 7132 24942 8942 29460 5831 21315 6259 22336 7608 24985 8942 29460
204 20650 28124 22147 31922 27812 44728 37587 65140 21332 29359 23143 33886 28787 46607 37587 65140 22181 30571 24428 35902 31501 50733 37587 65140
205 14547 20189 16061 22585 22858 30332 34462 42471 15688 20863 17854 23601 24613 31306 34462 42471 17106 21548 20197 24678 29566 33522 34462 42471
206 14266 20232 15064 21314 18002 24558 23276 30193 14607 20438 15548 21598 18476 24830 23276 30193 15039 20654 16180 21899 19812 25449 23276 30193
207 11041 33139 11509 34776 13105 37807 16130 42598 11184 32714 11708 34168 13299 37227 16130 42598 11370 32278 11976 33558 13866 35983 16130 42598
208 9762 32759 10068 35294 11299 41778 13859 51666 9921 32802 10293 35315 11518 41798 13859 51666 10126 32841 10587 35341 12141 41855 13859 51666
209 14380 11990 15381 13612 18462 18831 23614 26990 14571 12427 15641 14302 18717 19490 23614 26990 14805 12852 15975 15007 19422 20933 23614 26990
210 6553 7057 7217 8538 9731 13370 13870 21075 6821 7467 7626 9246 10131 14047 13870 21075 7151 7854 8154 9974 11247 15539 13870 21075
211 12537 6405 13299 8467 15804 15209 20254 26438 12749 7170 13617 10170 16116 16838 20254 26438 13008 7895 14015 11905 16954 20383 20254 26438
212 15161 7217 15858 7915 18303 10147 22881 13717 15402 7398 16192 8180 18630 10401 22881 13717 15706 7582 16628 8458 19551 10971 22881 13717
213 15747 7312 16435 7981 18289 9801 21763 12563 15762 7362 16440 8043 18295 9860 21763 12563 15773 7411 16447 8106 18309 9988 21763 12563
214 4339 11081 4700 11612 6037 13887 8293 18194 4500 11451 4937 12161 6269 14412 8293 18194 4700 11827 5241 12724 6911 15564 8293 18194
215 4021 2737 4176 3084 4464 4136 5034 5750 3970 2808 4102 3193 4391 4240 5034 5750 3898 2874 4002 3302 4182 4461 5034 5750
216 6954 32813 7738 37345 11287 49651 17315 67147 7539 33151 8670 37777 12199 50066 17315 67147 8262 33479 9889 38240 14777 51019 17315 67147
217 10249 27302 11537 29931 17466 38179 27546 51236 11275 27942 13214 30863 19107 39072 27546 51236 12534 28597 15406 31852 23742 41106 27546 51236
218 3878 4870 4156 5266 5033 6652 6499 8987 3942 5024 4244 5493 5119 6870 6499 8987 4021 5179 4357 5726 5357 7347 6499 8987
219 6990 6122 7870 6734 11485 8800 17425 12135 7480 6301 8653 7004 12251 9060 17425 12135 8083 6487 9679 7298 14420 9668 17425 12135
220 3422 4283 3677 4458 4450 4912 5715 5740 3469 4288 3740 4464 4512 4917 5715 5740 3528 4295 3824 4471 4688 4933 5715 5740
221 5894 7756 6255 8255 7415 9950 9426 12876 5983 7929 6377 8504 7534 10189 9426 12876 6094 8104 6535 8760 7867 10712 9426 12876
222 10043 23953 10994 26336 13768 32399 17859 40995 9893 23350 10756 25408 13535 31512 17859 40995 9696 22725 10455 24461 12898 29576 17859 40995
223 5642 10425 6051 12483 7783 20558 10900 34286 5907 11613 6456 14608 8180 22590 10900 34286 6230 12761 6963 16771 9249 27012 10900 34286
224 2952 4060 3114 4314 3857 5330 5232 7158 3078 4209 3300 4535 4039 5542 5232 7158 3237 4360 3541 4764 4549 6012 5232 7158
225 3007 23730 3670 26169 6568 33563 11442 45043 3474 24224 4561 26887 7441 34251 11442 45043 4028 24719 5725 27639 9899 35795 11442 45043
226 7598 25176 8304 27515 10543 34016 14012 43787 7617 24975 8322 27191 10561 33706 14012 43787 7635 24761 8351 26863 10622 33038 14012 43787
227 8553 34309 9340 35944 11602 40101 14935 47280 8439 34312 9157 35927 11423 40085 14935 47280 8284 34312 8918 35906 10917 40039 14935 47280
228 2269 21071 2508 22189 3203 25030 4218 29781 2236 21078 2452 22184 3148 25025 4218 29781 2190 21083 2379 22178 2994 25011 4218 29781


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
229 1156 11239 1226 10911 1421 9899 1740 9511 1155 11489 1220 11251 1415 10224 1740 9511 1149 11744 1209 11595 1390 10928 1740 9511
230 740 12194 788 13263 978 15988 1316 20031 767 12209 827 13266 1017 15992 1316 20031 800 12220 880 13271 1128 16002 1316 20031
231 609 3851 642 3975 792 4294 1068 4927 634 3854 679 3979 828 4297 1068 4927 666 3858 728 3983 932 4307 1068 4927
232 2592 36710 2964 39518 4663 46720 7563 57740 2870 36766 3455 39562 5144 46763 7563 57740 3207 36820 4100 39621 6507 46887 7563 57740
233 3935 24227 4117 24679 4892 25830 6358 28792 4051 24236 4287 24695 5059 25845 6358 28792 4200 24255 4511 24715 5532 25888 6358 28792
234 3175 18884 3570 20024 5204 22972 7921 27757 3418 18917 3974 20061 5600 23008 7921 27757 3716 18953 4504 20109 6721 23110 7921 27757
235 2169 8298 2338 8473 3066 8936 4335 10047 2284 8308 2514 8489 3238 8951 4335 10047 2429 8323 2745 8510 3727 8996 4335 10047
236 14773 11546 15598 12303 18388 14955 23355 19557 15027 11838 15950 12727 18733 15362 23355 19557 15346 12136 16408 13167 19700 16264 23355 19557
237 14431 16495 15188 17886 17020 22198 20216 29149 14370 16812 15087 18338 16920 22629 20216 29149 14276 17124 14948 18793 16627 23558 20216 29149
238 1864 16694 2061 17042 3004 17951 4650 20147 2033 16708 2347 17068 3284 17976 4650 20147 2239 16731 2723 17102 4077 18048 4650 20147
239 6658 5983 6990 6697 7813 8727 9300 11770 6652 5976 6974 6677 7797 8707 9300 11770 6639 5962 6952 6656 7751 8665 9300 11770
240 7785 7497 8020 8180 8574 9962 9827 12608 7779 7496 8004 8168 8559 9951 9827 12608 7768 7493 7985 8156 8517 9926 9827 12608
241 6958 6140 7334 7079 8652 10271 11042 15383 7090 6473 7523 7638 8837 10806 11042 15383 7255 6795 7763 8210 9345 11975 11042 15383
242 4659 5517 5101 6038 6648 7550 9112 9865 4754 5543 5240 6071 6784 7583 9112 9865 4870 5570 5422 6109 7168 7661 9112 9865
243 15203 12594 16031 13613 18937 16783 24162 21923 15501 12832 16447 13948 19345 17104 24162 21923 15876 13075 16991 14300 20493 17826 24162 21923
244 19741 17508 21140 20292 25016 26977 31159 35888 19642 16968 20970 19372 24850 26097 31159 35888 19507 16394 20759 18435 24403 24182 31159 35888
245 18438 20339 19725 22483 23368 27945 29131 35650 18323 19964 19536 21897 23183 27385 29131 35650 18165 19572 19296 21298 22676 26160 29131 35650
246 19073 12130 20444 13341 24765 16889 31954 22346 19388 12326 20876 13610 25188 17148 31954 22346 19783 12525 21440 13895 26381 17733 31954 22346
247 14627 12828 15645 14749 18382 19440 22767 25746 14595 12516 15579 14219 18317 18933 22767 25746 14548 12184 15498 13679 18146 17831 22767 25746
248 18979 14953 19916 17168 22239 24102 26438 34884 18933 15432 19836 17943 22162 24842 26438 34884 18855 15881 19723 18725 21920 26439 26438 34884
249 14150 14456 15036 17218 17517 24095 21675 33624 14151 14194 15017 16715 17499 23614 21675 33624 14146 13893 14999 16205 17461 22572 21675 33624
250 20849 25190 22272 26634 26685 31986 34108 41594 21142 25864 22669 27621 27074 32931 34108 41594 21502 26548 23179 28632 28151 34999 34108 41594
251 22176 18147 23412 18847 26764 21904 32581 27949 22227 18655 23459 19597 26810 22621 32581 27949 22273 19168 23512 20359 26921 24176 32581 27949
252 8722 39787 9090 42496 10096 49378 12003 60165 8735 39817 9099 42497 10105 49379 12003 60165 8747 39841 9112 42498 10131 49381 12003 60165
253 10547 7220 11063 7706 13035 9008 16688 11090 10792 7251 11412 7742 13377 9043 16688 11090 11106 7286 11870 7789 14345 9141 16688 11090
254 10413 7029 11256 7999 14417 11035 19753 15691 10806 7263 11833 8364 14982 11384 19753 15691 11301 7498 12586 8749 16574 12176 19753 15691
255 4603 2303 5005 2574 7221 3474 11187 4890 5063 2387 5731 2702 7931 3598 11187 4890 5639 2481 6684 2852 9946 3911 11187 4890
256 2821 4627 3596 4721 6818 5066 12168 5897 3308 4670 4587 4810 7788 5154 12168 5897 3886 4723 5888 4928 10538 5403 12168 5897
257 2505 6758 3470 6911 6956 7541 12638 8992 2938 6852 4454 7081 7920 7706 12638 8992 3444 6956 5746 7280 10649 8121 12638 8992
258 10989 8648 11619 9664 13570 12365 16977 16251 11113 8703 11785 9725 13733 12424 16977 16251 11269 8757 12004 9792 14195 12561 16977 16251
259 26860 28547 28853 30353 36333 35154 49056 42908 27726 28641 30115 30467 37569 35265 49056 42908 28820 28755 31773 30617 41074 35583 49056 42908
260 30863 14716 36962 16328 64057 21635 109246 30042 35333 15195 45033 17149 71958 22436 109246 30042 40732 15756 55634 18200 94364 24651 109246 30042
261 51888 26346 54814 28612 63610 34665 78970 43870 52359 26477 55430 28761 64213 34809 78970 43870 52944 26612 56238 28929 65920 35157 78970 43870
262 21190 13549 25313 14087 39870 15918 62291 19394 22431 13677 27406 14301 41919 16127 62291 19394 23899 13829 30155 14575 47730 16704 62291 19394
301 47739 6747 49962 6968 55304 7502 65461 8636 47994 6762 50254 6984 55591 7518 65461 8636 48296 6782 50639 7008 56404 7570 65461 8636
302 45813 26732 47494 28630 51120 33396 59144 40871 46178 26784 47936 28670 51554 33435 59144 40871 46625 26839 48517 28723 52782 33547 59144 40871
303 36019 5744 37104 7152 39110 9655 44460 12898 36355 5395 37508 6434 39506 8969 44460 12898 36776 5027 38048 5717 40648 7509 44460 12898
304 4165 1538 4715 1641 6248 1913 8369 2339 4086 1530 4585 1627 6121 1900 8369 2339 3978 1520 4414 1610 5760 1863 8369 2339
305 4833 2125 5024 2380 5538 3025 6538 3927 4836 2103 5024 2342 5538 2988 6538 3927 4838 2079 5025 2303 5539 2908 6538 3927
306 2491 2970 2591 3103 2860 3447 3381 4037 2491 2927 2589 3041 2859 3389 3381 4037 2491 2885 2588 2979 2856 3262 3381 4037
307 18948 26677 20427 27681 24629 30251 31068 35056 18803 26669 20193 27660 24400 30231 31068 35056 18602 26660 19885 27632 23749 30172 31068 35056
308 15858 18719 20732 20383 32363 24570 47216 30662 15164 18384 19384 19855 31044 24064 47216 30662 14220 18022 17619 19284 27313 22886 47216 30662
309 2736 6998 2866 7172 3209 7607 3834 8581 2739 6999 2866 7172 3209 7607 3834 8581 2741 7001 2867 7172 3212 7607 3834 8581


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
310 1817 14637 1915 15940 2177 19271 2631 24167 1816 14591 1912 15855 2174 19190 2631 24167 1815 14540 1909 15768 2167 19013 2631 24167
311 24190 14971 25183 17093 27660 22264 32556 29292 24265 14652 25259 16545 27734 21740 32556 29292 24354 14315 25366 15992 27961 20612 32556 29292
312 19686 36526 20850 41041 24598 55295 31185 77434 19971 37665 21244 42765 24984 56944 31185 77434 20317 38780 21741 44522 26033 60536 31185 77434
313 76446 48458 80403 53705 91149 68381 110174 90302 76600 49023 80540 54454 91284 69097 110174 90302 76754 49569 80711 55216 91644 70654 110174 90302
314 25600 7419 27110 7966 31125 9505 37926 11974 25636 7479 27130 8044 31144 9580 37926 11974 25667 7538 27155 8124 31198 9743 37926 11974
315 5978 3845 11596 4553 21408 5948 33446 7852 5538 3798 10340 4426 20179 5824 33446 7852 4933 3735 8691 4263 16693 5480 33446 7852
316 12364 4796 26945 6456 50728 9471 79812 13338 11405 4632 23885 6062 47733 9087 79812 13338 10084 4434 19867 5579 39241 8075 79812 13338
317 4468 2446 5768 3469 9005 5474 13239 7987 4323 2231 5484 3031 8728 5055 13239 7987 4121 1995 5117 2580 7951 4131 13239 7987
318 23036 26216 24832 31443 30165 44835 38686 63765 23084 25821 24868 30669 30200 44096 38686 63765 23133 25345 24925 29886 30321 42497 38686 63765
319 6577 5622 9553 5964 15904 6717 23862 7975 6238 5591 8800 5896 15167 6651 23862 7975 5772 5550 7811 5807 13076 6461 23862 7975
320 32174 49646 34072 53639 39551 64009 48951 79791 32392 49771 34346 53753 39820 64118 48951 79791 32658 49890 34705 53876 40578 64372 48951 79791
321 11763 18432 12476 19571 14910 22920 19167 28522 11995 18620 12801 19829 15228 23167 19167 28522 12288 18816 13224 20099 16123 23721 19167 28522
322 10098 16844 13526 17189 22332 18090 34313 20338 10023 16805 13330 17134 22141 18038 34313 20338 9865 16766 13074 17073 21598 17912 34313 20338
323 19324 37079 20326 40655 22980 50931 27723 66629 19322 36892 20302 40336 22957 50626 27723 66629 19311 36678 20274 40012 22898 49964 27723 66629
324 12607 7711 17323 12480 30943 22921 50898 38036 13296 7836 18631 12657 32222 23093 50898 38036 14047 7888 20347 12872 35849 23544 50898 38036
325 8015 3703 10648 4245 16841 5578 24714 7389 7656 3632 9936 4120 16145 5457 24714 7389 7165 3548 9003 3973 14172 5153 24714 7389
326 28441 11867 29380 12591 31535 14414 36417 17314 28603 11666 29574 12289 31725 14126 36417 17314 28803 11466 29833 11989 32272 13514 36417 17314
327 26694 8537 28704 9222 35166 11622 45791 15661 27127 8747 29303 9533 35753 11921 45791 15661 27668 8964 30088 9865 37411 12605 45791 15661
328 31611 8291 33422 8824 38279 10181 46534 12295 31600 8081 33370 8507 38228 9878 46534 12295 31570 7866 33305 8185 38091 9220 46534 12295
329 13582 6383 14365 7286 16458 9369 20018 12147 13567 6051 14326 6745 16420 8852 20018 12147 13544 5706 14282 6197 16327 7731 20018 12147
330 12171 4148 12268 5210 12143 7265 13029 9877 12304 3832 12430 4616 12301 6698 13029 9877 12476 3499 12649 4018 12766 5479 13029 9877
331 6471 4495 7709 4880 13282 6619 22619 9723 7407 4797 9383 5365 14921 7086 22619 9723 8536 5115 11578 5901 19560 8197 22619 9723
332 2249 2488 2354 2627 2630 2978 3138 3560 2252 2490 2355 2627 2632 2978 3138 3560 2254 2491 2357 2627 2636 2978 3138 3560
333 3068 3954 3223 4104 3633 4483 4363 5193 3072 3954 3226 4102 3635 4481 4363 5193 3075 3955 3228 4101 3641 4478 4363 5193
334 7939 19178 8417 19180 9680 19046 11797 20215 7950 19402 8422 19487 9685 19340 11797 20215 7957 19632 8425 19799 9692 19976 11797 20215
335 1932 2258 2047 2595 2353 3367 2871 4383 1926 2126 2036 2380 2343 3162 2871 4383 1919 1988 2024 2162 2318 2717 2871 4383
336 12627 7924 13201 8472 14770 9871 17647 12000 12616 7750 13173 8211 14743 9622 17647 12000 12597 7572 13140 7947 14674 9081 17647 12000
337 5418 3318 5730 3691 6548 4645 7945 5995 5424 3301 5733 3660 6551 4615 7945 5995 5430 3282 5736 3628 6558 4551 7945 5995
338 6387 4210 8753 4511 18512 5918 34814 8537 7860 4462 11936 4978 21628 6370 34814 8537 9599 4741 16116 5537 30462 7540 34814 8537
401 3531 6119 4356 6969 6477 9033 9239 11799 3385 5881 4097 6585 6223 8666 9239 11799 3190 5628 3761 6189 5513 7856 9239 11799
402 2577 1636 3948 2121 6814 3139 10380 4407 2412 1506 3581 1885 6455 2912 10380 4407 2188 1365 3103 1636 5444 2400 10380 4407
403 55946 25759 71108 33794 109001 50482 157760 71269 53399 23788 66437 30049 104429 46892 157760 71269 49967 21620 60343 26127 91552 38843 157760 71269
404 10332 5390 14207 6013 23037 7506 34185 9587 9815 5230 13153 5751 22005 7253 34185 9587 9109 5051 11769 5456 19081 6643 34185 9587
405 17457 12344 23393 19404 37224 31556 54813 46189 16609 10909 21707 16192 35573 28483 54813 46189 15467 9336 19530 12892 30974 21730 54813 46189
412 5856 6413 6287 8790 7409 13239 9211 18743 5818 5935 6213 7772 7337 12265 9211 18743 5770 5417 6129 6738 7159 10153 9211 18743
451 3760 1719 6369 2307 11410 3502 17633 4990 3496 1586 5721 2054 10776 3260 17633 4990 3135 1438 4873 1781 8983 2696 17633 4990
456 9422 8541 12810 9453 20679 11681 30635 14790 8926 8250 11830 8995 19720 11241 30635 14790 8254 7939 10549 8505 17011 10231 30635 14790
457 3922 2392 8592 3924 16232 6519 25576 9655 3604 2129 7593 3315 15254 5935 25576 9655 3168 1836 6286 2672 12493 4612 25576 9655
459 4695 4442 8320 5283 15065 7099 23376 9459 4356 4189 7447 4855 14211 6688 23376 9459 3893 3919 6306 4397 11799 5746 23376 9459
460 710 917 794 1095 1033 1494 1370 2005 693 858 767 995 1007 1398 1370 2005 671 796 733 894 935 1191 1370 2005
464 19359 19683 30017 21617 51959 26098 79233 32581 18129 19266 27228 20918 49230 25424 79233 32581 16449 18805 23572 20134 41501 23800 79233 32581
466 15938 20670 23830 26453 40358 38492 61025 53470 15010 18926 21763 23323 38335 35497 61025 53470 13757 17061 19084 20096 32676 28890 61025 53470
473 8394 4843 12612 6473 21476 9793 32536 13915 7902 4466 11515 5748 20402 9098 32536 13915 7231 4052 10081 4984 17373 7528 32536 13915


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
474 2293 1255 3991 1675 7228 2527 11217 3584 2123 1150 3569 1480 6815 2339 11217 3584 1891 1034 3016 1270 5647 1907 11217 3584
477 5877 4557 13518 6321 25704 9647 40591 13754 5388 4155 11920 5544 24141 8901 40591 13754 4718 3718 9830 4713 19723 7191 40591 13754
497 6986 9615 8435 10886 12210 13933 17177 18006 6751 9142 8021 10136 11804 13215 17177 18006 6437 8646 7485 9365 10673 11636 17177 18006
498 4318 3199 11533 4401 22223 6645 35249 9495 3953 3093 10142 4135 20861 6388 35249 9495 3451 2967 8316 3828 17002 5749 35249 9495
499 672 3741 792 4206 1109 5299 1538 6762 646 3531 747 3876 1066 4983 1538 6762 613 3314 693 3540 951 4297 1538 6762
500 3800 2586 4039 2914 4741 3723 5875 4828 3765 2507 3985 2787 4689 3601 5875 4828 3719 2424 3916 2656 4543 3335 5875 4828
501 1182 1101 1384 1301 1934 1760 2673 2352 1144 1034 1320 1189 1871 1653 2673 2352 1093 963 1237 1075 1696 1419 2673 2352
519 3967 2109 6223 3130 10803 5016 16495 7308 3718 1888 5646 2668 10238 4573 16495 7308 3380 1644 4893 2184 8648 3581 16495 7308
520 7621 3837 15795 7877 29603 13672 46517 20603 7015 3383 13986 6485 27833 12337 46517 20603 6186 2869 11626 5025 22844 9340 46517 20603
521 4362 1743 8069 2335 14803 3530 23076 5033 4038 1644 7202 2138 13954 3339 23076 5033 3593 1531 6064 1915 11549 2875 23076 5033
522 14938 4063 23343 6134 40656 10030 62150 14790 13966 3677 21138 5303 38498 9232 62150 14790 12639 3236 18251 4401 32396 7372 62150 14790
523 4219 3106 5359 4451 8193 6940 11846 9983 4028 2820 5007 3845 7848 6361 11846 9983 3773 2507 4551 3222 6886 5085 11846 9983
524 2453 2033 2967 2407 4319 3273 6095 4394 2360 1919 2805 2216 4161 3090 6095 4394 2236 1797 2596 2018 3718 2685 6095 4394
525 2014 1635 2209 1913 2774 2559 3598 3405 1979 1553 2152 1776 2718 2428 3598 3405 1931 1466 2079 1635 2565 2141 3598 3405
536 13207 7847 19490 10849 32937 16700 49746 23948 12443 7288 17823 9669 31305 15569 49746 23948 11402 6665 15645 8428 26703 13020 49746 23948
537 11738 9621 16413 12545 27009 18605 40353 26141 11074 8856 15068 11121 25693 17241 40353 26141 10177 8025 13319 9641 21996 14207 40353 26141
538 12641 8595 19879 13024 34619 21008 52932 30665 11818 7636 17989 10984 32769 19055 52932 30665 10702 6582 15529 8866 27571 14714 52932 30665
543 5830 5877 5847 8309 5542 12645 5703 17967 5918 5376 5939 7217 5632 11602 5703 17967 6033 4835 6074 6114 5917 9349 5703 17967
601 1279 1266 1412 1425 1783 1804 2320 2314 1263 1203 1386 1325 1758 1709 2320 2314 1242 1137 1353 1223 1689 1501 2320 2314
602 8213 4161 8990 4680 11219 5951 14486 7677 8102 3991 8814 4410 11046 5693 14486 7677 7953 3812 8585 4132 10563 5123 14486 7677
603 9865 6238 10822 7071 13548 9141 17526 11953 9738 6060 10618 6783 13349 8866 17526 11953 9566 5871 10355 6486 12791 8258 17526 11953
604 3898 2719 4280 3052 5362 3848 6942 4924 3846 2581 4196 2834 5281 3640 6942 4924 3777 2436 4090 2611 5055 3184 6942 4924
605 6193 2447 6797 3197 8507 4683 11007 6543 6107 2274 6657 2852 8371 4353 11007 6543 5992 2085 6478 2499 7992 3631 11007 6543
606 6871 3268 7548 4131 9461 5926 12251 8194 6777 3056 7395 3731 9311 5544 12251 8194 6651 2828 7199 3322 8897 4706 12251 8194
607 9531 14762 10427 16905 13001 22296 16778 29596 9399 14547 10218 16534 12796 21941 16778 29596 9223 14312 9947 16152 12224 21159 16778 29596
608 4217 4879 4648 5559 5857 7249 7607 9534 4167 4760 4565 5363 5776 7061 7607 9534 4098 4633 4459 5162 5551 6650 7607 9534
609 890 3277 983 3698 1240 4698 1614 6038 874 3113 958 3439 1215 4451 1614 6038 855 2944 928 3176 1153 3913 1614 6038
610 1625 46628 1613 47381 1599 49242 1722 54472 1624 46622 1612 47378 1598 49239 1722 54472 1623 46629 1610 47374 1593 49232 1722 54472
611 982 16533 1085 18691 1365 23829 1788 30709 942 15742 1022 17438 1303 22631 1788 30709 898 14924 955 16167 1161 20036 1788 30709
612 4118 4230 4513 4801 5642 6210 7294 8115 4062 4100 4424 4591 5555 6009 7294 8115 3987 3962 4309 4375 5312 5567 7294 8115
613 11480 3770 12642 4221 15914 5327 20653 6837 11345 3606 12423 3961 15699 5078 20653 6837 11161 3432 12139 3691 15099 4526 20653 6837
614 5657 2969 6249 4048 7888 6106 10263 8630 5580 2679 6120 3482 7762 5565 10263 8630 5477 2368 5958 2905 7420 4385 10263 8630
615 1673 8470 1834 9717 2293 12838 2966 17052 1647 8342 1793 9496 2253 12626 2966 17052 1614 8204 1742 9271 2145 12167 2966 17052
616 4933 13200 5450 14942 6886 19134 8969 24766 4861 12637 5333 14046 6772 18278 8969 24766 4768 12051 5190 13134 6470 16416 8969 24766
617 4894 5361 5388 6097 6778 7916 8796 10376 4833 5211 5289 5853 6682 7683 8796 10376 4751 5052 5163 5603 6415 7173 8796 10376
618 4650 10953 6996 13263 11901 18381 18033 24914 4363 10264 6363 12079 11281 17249 18033 24914 3977 9534 5545 10863 9554 14759 18033 24914
619 1625 1373 1781 1551 2227 1986 2879 2574 1603 1320 1746 1466 2192 1905 2879 2574 1573 1264 1701 1379 2097 1727 2879 2574
620 4077 4295 4501 4913 5688 6468 7398 8575 4031 4228 4427 4799 5615 6359 7398 8575 3969 4156 4331 4682 5411 6118 7398 8575
621 6811 16866 7488 19130 9398 24627 12187 32021 6707 16229 7323 18110 9236 23651 12187 32021 6574 15564 7117 17073 8803 21531 12187 32021
622 7841 8285 8619 9424 10819 12249 14021 16070 7741 8062 8458 9062 10662 11902 14021 16070 7606 7827 8250 8691 10223 11143 14021 16070
623 6802 26539 7493 30513 9436 40528 12254 54069 6715 26273 7353 30027 9299 40064 12254 54069 6599 25978 7174 29531 8921 39050 12254 54069
624 11876 5542 12423 6210 13874 7849 16548 10116 11882 5394 12418 5971 13869 7620 16548 10116 11885 5240 12415 5728 13863 7124 16548 10116
625 2535 14097 2809 15925 3561 20276 4656 26106 2485 13413 2729 14842 3482 19242 4656 26106 2425 12705 2636 13744 3288 16998 4656 26106


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
626 4720 5186 5248 6370 6694 8969 8761 12302 4665 4943 5155 5917 6603 8536 8761 12302 4591 4683 5039 5456 6356 7594 8761 12302
627 7407 3376 8124 3788 10167 4792 13150 6156 7310 3226 7970 3550 10016 4564 13150 6156 7181 3067 7770 3305 9595 4062 13150 6156
628 7162 13177 7848 14946 9803 19256 12673 25063 7055 12699 7677 14180 9635 18524 12673 25063 6914 12199 7461 13399 9180 16928 12673 25063
629 6948 4008 7580 4514 9413 5756 12117 7442 6848 3851 7422 4265 9258 5517 12117 7442 6713 3686 7216 4008 8824 4991 12117 7442
630 8028 4875 8815 5507 11050 7065 14306 9179 7926 4704 8651 5233 10889 6803 14306 9179 7788 4523 8438 4951 10439 6226 14306 9179
631 12186 5905 13873 6664 18545 8509 24968 10990 11939 5614 13463 6204 18143 8069 24968 10990 11605 5306 12930 5726 17016 7090 24968 10990
632 2626 2491 2982 2910 3985 3921 5367 5260 2561 2416 2877 2780 3882 3797 5367 5260 2475 2334 2740 2645 3592 3521 5367 5260
633 2543 2348 2899 3190 3867 4772 5203 6750 2488 2216 2805 2886 3775 4482 5203 6750 2415 2070 2686 2575 3523 3847 5203 6750
634 1486 1447 1690 1695 2259 2286 3043 3062 1451 1391 1632 1601 2203 2195 3043 3062 1404 1332 1558 1504 2046 1997 3043 3062
635 3121 988 3352 1144 3986 1497 4980 1963 3108 931 3329 1050 3964 1407 4980 1963 3089 872 3300 954 3902 1211 4980 1963
636 6019 1973 8402 2528 13770 3750 20528 5297 5705 1862 7755 2320 13137 3550 20528 5297 5278 1736 6907 2091 11345 3078 20528 5297
637 4012 4004 4666 5620 6427 8637 8814 12331 3891 3639 4459 4865 6225 7915 8814 12331 3733 3244 4197 4095 5672 6340 8814 12331
638 9967 5029 10919 7283 13578 11305 17502 16202 9827 4520 10686 6200 13350 10269 17502 16202 9642 3967 10393 5096 12732 8012 17502 16202
639 21012 11213 23304 15609 29674 23816 38823 33866 20684 10136 22758 13427 29139 21729 38823 33866 20248 8973 22066 11201 27680 17178 38823 33866
640 3063 2905 3058 3387 3032 4476 3268 5902 3069 2747 3063 3122 3038 4222 3268 5902 3078 2581 3074 2853 3061 3673 3268 5902
641 3225 1617 3525 2566 4363 4051 5608 5864 3173 1488 3439 2212 4278 3712 5608 5864 3105 1344 3329 1850 4048 2973 5608 5864
642 7023 4172 7852 5670 10159 8556 13425 12092 6895 3757 7641 4870 9952 7790 13425 12092 6726 3312 7372 4052 9385 6119 13425 12092
643 1792 2047 1971 2411 2481 3241 3224 4315 1762 1925 1923 2209 2434 3047 3224 4315 1723 1797 1862 2002 2305 2624 3224 4315
644 839 583 928 869 1168 1353 1517 1946 828 537 908 756 1148 1245 1517 1946 813 486 883 641 1095 1010 1517 1946
645 3433 1837 3818 2661 4877 4063 6391 5801 3382 1725 3733 2370 4793 3785 6391 5801 3315 1601 3623 2072 4562 3176 6391 5801
646 6149 3719 6637 5266 8065 8089 10248 11537 6040 3348 6462 4500 7893 7357 10248 11537 5898 2947 6241 3719 7427 5761 10248 11537
647 15759 8155 17795 10626 23488 15556 31405 21785 15420 7735 17235 9723 22940 14692 31405 21785 14965 7269 16511 8793 21409 12788 31405 21785
648 2725 2146 3077 2532 4057 3411 5420 4549 2672 2015 2990 2313 3972 3202 5420 4549 2602 1876 2879 2089 3736 2744 5420 4549
649 2867 2049 3226 2853 4227 4348 5630 6189 2802 1884 3119 2501 4122 4011 5630 6189 2717 1704 2982 2142 3833 3276 5630 6189
650 3678 1950 4047 2725 5102 4164 6637 5925 3609 1760 3936 2339 4993 3795 6637 5925 3518 1555 3794 1944 4693 2989 6637 5925
651 1981 2450 2127 2861 2547 3832 3202 5111 1959 2355 2092 2701 2513 3679 3202 5111 1930 2255 2048 2537 2421 3344 3202 5111
652 10422 5688 11191 6375 13360 8038 16741 10306 10350 5450 11073 5997 13244 7677 16741 10306 10251 5201 10923 5612 12926 6888 16741 10306
653 3763 2446 4868 2916 7496 4019 10864 5455 3626 2347 4595 2744 7230 3854 10864 5455 3438 2238 4239 2561 6477 3480 10864 5455
654 3955 1649 4461 2388 5858 3706 7808 5318 3879 1497 4334 2054 5733 3387 7808 5318 3778 1330 4171 1714 5389 2690 7808 5318
655 5195 5019 5450 5637 6176 7117 7457 9126 5170 4799 5409 5288 6136 6784 7457 9126 5137 4571 5359 4934 6031 6060 7457 9126
656 7613 7793 8359 9113 10477 12227 13568 16321 7506 7479 8188 8581 10309 11718 13568 16321 7365 7145 7969 8037 9848 10606 13568 16321
657 9509 6036 11455 7176 16612 9799 23399 13176 9148 5659 10831 6546 16001 9195 23399 13176 8665 5256 10018 5890 14284 7851 23399 13176
658 1041 494 1461 601 2380 849 3539 1169 993 477 1357 569 2279 817 3539 1169 928 456 1221 533 1992 743 3539 1169
659 73 83 83 98 111 132 150 177 71 78 80 90 108 124 150 177 69 73 76 81 100 107 150 177
660 2267 1147 2629 2178 3583 3639 4883 5390 2209 1019 2527 1794 3483 3272 4883 5390 2133 877 2398 1402 3210 2471 4883 5390
661 11635 8804 12748 10378 15926 13910 20587 18459 11461 8201 12469 9378 15653 12953 20587 18459 11231 7567 12116 8356 14906 10865 20587 18459
662 12826 11024 15709 13069 23163 17824 32896 23987 12338 10452 14843 12103 22315 16899 32896 23987 11683 9838 13716 11101 19934 14845 32896 23987
663 2153 1182 2429 1732 3192 2679 4257 3843 2108 1096 2355 1521 3119 2476 4257 3843 2049 1000 2259 1305 2917 2034 4257 3843
664 5334 1594 6668 2851 9992 4738 14301 7012 5136 1431 6299 2384 9631 4292 14301 7012 4869 1247 5819 1902 8618 3303 14301 7012
665 5226 4202 6340 4776 9255 6153 13079 7984 5032 3980 5999 4423 8922 5814 13079 7984 4771 3745 5556 4056 7985 5062 13079 7984
666 6829 4061 11107 5069 19508 7292 29914 10150 6401 3908 10063 4774 18487 7007 29914 10150 5813 3732 8696 4446 15596 6329 29914 10150
667 2109 1411 3085 1725 5199 2424 7843 3315 1985 1320 2821 1570 4940 2275 7843 3315 1817 1223 2475 1405 4209 1936 7843 3315
668 5044 5234 5278 5881 5949 7435 7154 9544 5018 5007 5235 5522 5907 7092 7154 9544 4985 4772 5184 5157 5799 6347 7154 9544


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
669 3028 13925 8124 26306 15504 44839 24571 66839 2740 11937 7058 21133 14461 39893 24571 66839 2366 9764 5721 15863 11639 29122 24571 66839
670 4110 1798 5360 2567 8378 3976 12233 5722 3921 1684 4998 2294 8024 3714 12233 5722 3664 1555 4526 2008 7026 3126 12233 5722
671 2766 3321 3815 3973 6192 5460 9195 7375 2624 3139 3527 3664 5910 5163 9195 7375 2434 2945 3152 3342 5118 4504 9195 7375
672 4389 6300 7592 24671 13404 44036 20662 66850 4076 5351 6737 19296 12568 38898 20662 66850 3656 4296 5681 13828 10340 27723 20662 66850
673 10792 5584 23330 8903 44016 14660 69315 21660 9921 5037 20633 7650 41375 13457 69315 21660 8728 4424 17103 6308 33915 10692 69315 21660
674 8601 4224 9742 6109 12887 9489 17256 13619 8417 3834 9433 5259 12585 8676 17256 13619 8172 3408 9039 4390 11751 6897 17256 13619
910 5092 13565 5478 14777 6575 17734 8282 21909 5031 12963 5381 13861 6480 16858 8282 21909 4954 12346 5264 12930 6235 14957 8282 21909
1051 3467 10669 3594 10624 3996 10498 4797 11046 3492 10667 3627 10627 4027 10501 4797 11046 3522 10671 3669 10630 4117 10509 4797 11046
1181 22938 27227 24305 29708 27662 38520 33315 53265 22857 28215 24168 31204 27528 39950 33315 53265 22720 29186 23969 32716 27105 43036 33315 53265
1621 11971 9974 12776 10554 15352 13164 19727 18022 12168 10424 13047 11237 15617 13817 19727 18022 12410 10879 13395 11935 16351 15246 19727 18022
1771 26340 22183 28826 22669 39200 24247 56749 27875 27915 22323 31239 22888 41562 24461 56749 27875 29887 22505 34408 23175 48260 25068 56749 27875
1772 7902 6655 8648 6801 11760 7274 17025 8363 8374 6697 9372 6866 12468 7338 17025 8363 8966 6752 10322 6952 14478 7520 17025 8363
1781 8639 3136 12065 7592 23242 16197 40658 29524 9721 3501 14283 8806 25414 17362 40658 29524 10971 3838 17184 10097 31545 20018 40658 29524
1782 3766 744 5238 1190 8570 1972 12766 2925 3570 674 4835 1021 8174 1810 12766 2925 3302 593 4306 838 7057 1433 12766 2925
1791 26485 8311 30607 9711 46724 14673 72573 22664 28435 8808 33820 10535 49869 15468 72573 22664 30803 9325 38033 11458 58775 17379 72573 22664
1792 12998 5565 13878 6919 16280 9808 20168 13548 12962 5244 13805 6319 16209 9235 20168 13548 12909 4898 13717 5710 16024 7990 20168 13548
2051 1713 2233 1938 2495 2684 3215 3809 4258 1740 2233 1978 2492 2723 3212 3809 4258 1771 2232 2031 2489 2834 3207 3809 4258
2101 8187 8611 8946 10195 12151 16374 17652 26823 8682 9503 9706 11767 12894 17879 17652 26823 9292 10375 10684 13381 14961 21180 17652 26823
2161 5470 24818 6233 28418 8465 37641 11612 50243 5387 24696 6093 28167 8328 37401 11612 50243 5273 24550 5912 27909 7945 36872 11612 50243
2291 1885 20135 1985 20268 2391 20594 3139 22294 1941 20135 2070 20276 2475 20601 3139 22294 2013 20144 2182 20286 2712 20623 3139 22294
2301 1812 29854 1928 32471 2394 39144 3221 49041 1877 29890 2026 32480 2490 39153 3221 49041 1959 29919 2154 32492 2761 39177 3221 49041
2311 670 4236 706 4373 871 4723 1175 5420 697 4239 747 4377 911 4727 1175 5420 732 4244 801 4382 1025 4737 1175 5420
2312 1035 6547 1091 6758 1346 7300 1816 8377 1077 6552 1155 6764 1408 7305 1816 8377 1131 6559 1238 6772 1584 7321 1816 8377
2313 3775 23877 3980 24648 4909 26622 6624 30550 3930 23895 4211 24669 5135 26643 6624 30550 4126 23921 4515 24696 5777 26701 6624 30550
2321 598 8610 677 9268 1076 10957 1774 13544 673 8624 811 9280 1207 10969 1774 13544 765 8638 985 9296 1576 11003 1774 13544
2381 2102 18825 2324 19218 3387 20242 5244 22719 2292 18841 2647 19247 3703 20271 5244 22719 2525 18867 3070 19286 4598 20352 5244 22719
2471 16330 13596 17402 15243 20482 20349 25638 28237 16453 13973 17558 15809 20636 20890 25638 28237 16598 14341 17757 16386 21055 22070 25638 28237
2601 3215 1775 3740 2021 6082 2915 9992 4363 3603 1883 4408 2197 6735 3085 9992 4363 4075 1996 5282 2393 8584 3491 9992 4363
2621 14846 9276 18128 9758 27816 11178 41558 13621 14960 9255 18279 9730 27963 11152 41558 13621 15042 9234 18477 9706 28383 11104 41558 13621
3041 35767 21788 39788 28382 51028 41794 67127 58655 35275 20185 38965 25302 50222 38848 67127 58655 34616 18456 37921 22158 48019 32422 67127 58655
3091 3281 8392 3436 8600 3848 9122 4598 10289 3284 8393 3437 8600 3849 9122 4598 10289 3287 8395 3438 8600 3851 9122 4598 10289
3111 27590 17386 28839 20118 31761 29183 37184 43655 27434 18273 28608 21667 31535 30663 37184 43655 27201 19115 28285 23230 30851 33853 37184 43655
3121 14114 27019 14959 30760 17378 40885 21493 55385 14141 26963 14982 30609 17400 40741 21493 55385 14169 26875 15014 30456 17468 40430 21493 55385
3141 29101 8434 30817 9055 35380 10805 43112 13611 29142 8502 30840 9144 35403 10890 43112 13611 29177 8569 30868 9235 35463 11075 43112 13611
3151 7001 13772 7544 14583 9823 16819 13770 20535 7348 13850 8065 14686 10332 16919 13770 20535 7786 13937 8748 14805 11777 17167 13770 20535
3171 9835 6721 11999 10061 20345 19800 33790 35539 10890 7609 13893 11989 22200 21647 33790 35539 12146 8445 16360 13995 27412 25759 33790 35539
3172 8631 3500 12700 4891 25278 8946 44661 15261 9733 3787 15107 5463 27635 9499 44661 15261 10992 4065 18264 6109 34307 10837 44661 15261
3181 13666 14578 14605 16784 17846 24999 23442 38638 13988 15646 15069 18584 18300 26720 23442 38638 14382 16687 15656 20420 19540 30474 23442 38638
3201 48305 75548 51171 81992 59491 99875 73772 127473 48652 76202 51610 82835 59920 100682 73772 127473 49070 76851 52177 83702 61116 102456 73772 127473
3211 21632 34706 22862 37031 26298 43119 32131 52655 21612 34521 22811 36738 26248 42840 32131 52655 21577 34329 22747 36441 26113 42232 32131 52655
3241 5836 4661 6766 7235 10822 15467 17674 29399 6500 5638 7906 9592 11938 17722 17674 29399 7303 6571 9376 12011 15043 22671 17674 29399
3251 1786 493 3385 671 6209 1013 9678 1449 1659 477 3027 632 5859 975 9678 1449 1484 457 2557 583 4866 871 9678 1449
3261 33744 14164 35410 15345 39985 18909 48200 24614 33787 14167 35437 15338 40011 18903 48200 24614 33826 14161 35472 15332 40086 18890 48200 24614


TAZ 2018 2021 2031 2043 2018 2021 2031 2043 2018 2021 2031 2043
3262 75767 29830 78237 30920 83892 33662 96788 38904 76217 29693 78779 30713 84422 33466 96788 38904 76768 29566 79494 30518 85933 33072 96788 38904
3263 46085 17910 51199 19964 68114 26144 93983 35548 46666 17878 52030 19892 68928 26078 93983 35548 47343 17837 53124 19843 71240 25983 93983 35548
3264 15937 8617 16767 10493 19158 17711 23502 30054 16023 9661 16892 12451 19281 19582 23502 30054 16112 10661 17033 14437 19576 23640 23502 30054
3311 5786 3276 7486 3546 11603 4220 16872 5216 5539 3206 7013 3435 11140 4113 16872 5216 5202 3128 6392 3310 9828 3854 16872 5216
3312 15409 12708 16206 13013 18301 13805 22010 15562 15427 12640 16213 12919 18308 13714 22010 15562 15441 12575 16224 12823 18331 13518 22010 15562
3321 8996 9954 9414 10507 10520 11912 12551 14241 9007 9960 9420 10507 10526 11912 12551 14241 9017 9965 9429 10508 10544 11914 12551 14241
3322 2249 2488 2354 2627 2630 2978 3138 3560 2252 2490 2355 2627 2632 2978 3138 3560 2254 2491 2357 2627 2636 2978 3138 3560
3323 8996 9954 9414 10507 10520 11912 12551 14241 9007 9960 9420 10507 10526 11912 12551 14241 9017 9965 9429 10508 10544 11914 12551 14241
3331 688 886 722 920 814 1005 978 1164 688 886 723 919 815 1004 978 1164 689 886 724 919 816 1004 978 1164
3332 2412 3109 2535 3227 2857 3525 3430 4083 2415 3109 2536 3226 2858 3523 3430 4083 2418 3110 2538 3224 2863 3521 3430 4083
4041 13391 6985 18413 7793 29857 9729 44305 12425 12720 6778 17046 7453 28519 9401 44305 12425 11806 6546 15254 7071 24730 8609 44305 12425
4042 10773 5620 14814 6270 24021 7827 35644 9996 10234 5453 13714 5996 22944 7563 35644 9996 9498 5266 12272 5689 19896 6926 35644 9996
4601 537 737 639 964 909 1424 1268 1992 518 673 605 844 876 1309 1268 1992 492 604 563 722 786 1059 1268 1992
4602 1967 3501 2203 4821 2842 7333 3755 10405 1921 3159 2124 4147 2764 6689 3755 10405 1862 2791 2028 3461 2562 5288 3755 10405
4603 2365 4673 2539 6414 2980 9725 3701 13775 2337 4219 2487 5521 2929 8871 3701 13775 2305 3733 2430 4615 2810 7020 3701 13775
4731 2238 1291 3363 1726 5727 2612 8676 3711 2107 1191 3071 1533 5441 2426 8676 3711 1928 1080 2688 1329 4633 2008 8676 3711
4732 560 323 841 432 1432 653 2169 928 527 298 768 383 1360 607 2169 928 482 270 672 332 1158 502 2169 928
4741 2673 1463 4653 1953 8427 2946 13077 4178 2475 1340 4160 1725 7945 2727 13077 4178 2204 1206 3516 1480 6583 2223 13077 4178
6321 138 131 157 153 210 206 282 277 135 127 151 146 204 200 282 277 130 123 144 139 189 185 282 277
6661 5312 3159 8639 3943 15173 5672 23266 7895 4978 3039 7827 3713 14379 5450 23266 7895 4521 2903 6763 3458 12130 4922 23266 7895
6662 3035 1805 4936 2253 8670 3241 13295 4511 2845 1737 4473 2122 8216 3114 13295 4511 2584 1659 3865 1976 6931 2813 13295 4511
9101 1273 3391 1369 3694 1644 4434 2070 5477 1258 3241 1345 3465 1620 4215 2070 5477 1238 3087 1316 3232 1559 3739 2070 5477
9102 1273 3391 1369 3694 1644 4434 2070 5477 1258 3241 1345 3465 1620 4215 2070 5477 1238 3087 1316 3232 1559 3739 2070 5477
9103 5092 13565 5478 14777 6575 17734 8282 21909 5031 12963 5381 13861 6480 16858 8282 21909 4954 12346 5264 12930 6235 14957 8282 21909

Chapter 2 - Traffic Demand Forecast
2.7 BACKGROUND
Ahmedabad is private vehicles base city which has about 78% trips made by private
modes from the total motorized trips in 2011 as per the household survey data sets.
Trends show the increase in motorized vehicles leads to traffic congestion and increase
in travel time. Therefore, travel Demand model has been prepared to assess the
motorized traffic in the whole study area. Further it has also testing the future traffic
flow within the study area by developing the alternative scenarios based on the
calibrated base year model and mode share assumption to see the impact on VKT, VHT
and traffic congestion.
The strategic travel demand model has been developed for the whole Ahmedabad
Gandhinagar region with urban outgrowth areas considering the base year as 2011. The
study area comprises of about 1146.41 sqkm; which further divided into 409 internal
zones and 9 external zones between the modelled areas. Base year road network and
trip matrix has been prepared based on data available as discussed in vol-I. Section
1.3.3. Since base year model needs to be precise in terms of current traffic situation, as
forecasting of future year model depends on the base model. Hence the base year model
is essential to calibrate and validate with respect to the current travel pattern and traffic
flow.
The report also assesses the impact of private motorized vehicle on the road network
for future years. Future year road network were taken from IMP project done by CoE-
UT. In future, alternative scenarios have been tested by assessing the city with metro
system and without metro system to see the effect on savings in Vehicle Kilometers
Travelled (VKT) and Vehicle Hours Travelled (VHT) per day.
2.7.1 Scenario Building

Transportation model is developed to understand the traffic forecast and to validate the
future proposals. These models are developed on a GIS enabled transportation network
using state-of-art software such as EMME/4.0.8 and ARC GIS. A traditional four stage
modelling process was adopted to examine travel demand and network analysis.
For analysis of traffic demand, A.M. peak period (8.30 to 11.30) was developed. Model is
2018, 2021 and 2031. To predict the future study area with metro and without metro
scenarios and see their impact on road network in terms of network capacity,
congestion, VKT and VHT. Two alternative growth scenarios has been forecasted for
future years; they are as follows,
2.7.1.1 Do nothing scenarios: the City without Metro

The scenario has been predicted that if there would be no metro in city then the city
would grow randomly. In this case, Public transport share assumed to be constant in all
the future projected years same as in the base year rather than declining i.e. 22% public
transport share in motorized trips. It has assumed that in absence of the metro, the citys
PT system would include 125kms of BRT (89 kms operational now plus additional 35
kms in Phase 3 to be implemented) and the traditional bus system. The bus system is
envisaged to be further strengthened with rationalized routes acting as feeder to the
BRT, rather than competing with it. Further improvement in service levels with better
coverage and frequencies is also proposed along with introduction on fare integration.
With these interventions, it is envisaged that the PT ridership in absolute numbers
would increase over the years to maintain a steady PT mode share of 22%.

2.7.1.2 Do something scenarios: the City with Metro

Here, the moderate growth development strategy for the future years has been
considered which is discussed in volume-I, section 2.3. Population forecast. Whereas, the
public transport share assumed for all forecasted year in moderate growth alternatives
is considered same as discussed in volume-I Section 3.5.3.4;
Future year road network has been taken from the Integrated Mobility Plan (IMP)
report prepared by CoE- UT. As due to the time constraint, the road network assumed
were same for two alternative scenarios and for all future years i.e. 2018, 2021, 2031
and 2043.
The demand matrices have been developed for four different purposes for all motorized
modes. Trips by walk is excluded from the modelling, as they are mainly intra zonal trips
and shorter in length.
Table 2-26 Stratification of Travel Demand

Trip Purposes Motorized Modes
Two wheeler
Home Based Work Office (HBWF) Four wheeler
Home Based Work Education (HBE) Auto rickshaw
Home Based Other (HBWO) Public Transport
Non-home Based Trips (NHB) Others (private bus, trucks,
etc)
2.8 FOUR STAGE MODELLING PROCESS
2.8.1 Trip generation
Trip generation model estimates number of trip productions & trip attractions to each
TAZ. Trip productions are estimated based on household socio economic trip making
characteristics. Trip attractions are estimated from employment & student enrolment of
each TAZ. The variables used are zonal aggregations of the household variables.
Trip Production Model: Trip production model without walk trip for study area are
present in following table. Except NHB trips which are marginal (0.53% of all trips) and
their estimation may not create significant impact in trip generation model. It shows
strong relation between HBW with resident worker & HBE with resident student in each
TAZ.
Table 2-27 Production Model

Dependent Variable
Independent Variable R2 t Equation
(Productions)
HBW Resident Workers 0.92 63.6 0.51x
HBE Resident Students 0.82 38.5 1.080x
HBO Population + 0.75 27.7 0.050x
Employment
NHB Employment 0.004 0.74 0.001x

Trip Attraction Model: The model develops for trip attraction variables like working
populations (Employment) & student enrolment in each TAZ. Table shows R2 of HBW &
HBE are between 0.70 to 0.80; which seems to be positive for trip attraction model.
HBO trips have strong relation with population compare to employment. Base on that
value equations are generate for trip attraction model.
Table 2-28 Attraction Model

Dependent
Variable Independent Variable R2 t Equation
(Attraction)
HBW Employment 0.75 32.26 0.747x
HBE Students Enrolment 0.84 42.59 0.813x
NHB Population + Employment 0.083 3.512 .005x
Trip production and attraction for without metro scenarios was estimated for future
year 2018 and 2043 assuming that distribution of population and employment will be
same across the study area. Whereas with metro scenarios same values for production
and attraction were considered as discussed in Vol.1 section 3.5.2.1 Trip Generation. As
per the development plan, higher FAR has been proposed along the metro corridor. As a
result of which trip production and attraction is different in with metro and without
metro scenarios.
Table 2.29 Production and Attractions in different zone group for different scenarios
2018 2043
Zones Without Metro With Metro Without Metro With Metro
ProductionAttractionProductionAttractionProductionAttraction Production Attraction
East West Metro 623422 806656 639786 829932 975022 1257605 1091682 1389937
Metro Overlap 200088 419000 201828 426295 290048 644546 296795 678028
North South
432825 443370 451449 452371 779904 808127 827457 840202
Metro
Other Study
4023450 3610759 3986722 3571187 7359814 6694511 7188854 6496621
Area
2.8.2 Trip distribution

Gravity model is commonly used for Trip distribution model which is based on
assumption that trip interaction between TAZ is directly proportional to relative
attractiveness of each zone, while inversely proportionate to some function of spatial
separation between the TAZs. This model was developed for each of the four purposes -
Home Based Work, Home Based Education, Home Based Other and Non Home Based
trips. The following figure shows the modelled and actual Trip Length Frequency
Distribution (TLFD) for all the four purposes trips. Combined Function (Ortuzar and
Williomson) was used for trip distribution as shown below,

Gravity function:
Tij = k. Pi.Aj / f(cij)
Where, Tij is the trips between zone i to zone j

K is a constant, which we have taken as 1
Pi is the future trip production from zone i
Aj is the future trip attraction from zone j
f(cij) is the deterrence function
In our case, the deterrence function f(cij) is

f(cij) = cijn exp (-Cij)
Cij is the cost based on distance
Figure 2-21 Trip Length Frequency Distribution Purpose wise

7.0 7.0
Home Based Work Trips - TLFD Home Based Educational Trips - TLFD
6.0 6.0
Actual Frequency Actual Frequency
5.0 5.0
Deterrence Function Deterrence Function
% of Trips
4.0
% of Trips
4.0
3.0 3.0
2.0 2.0
1.0 1.0
0.0 0.0
0 5 10 15 20 25 30 35 40 45 50 55 0 5 10 15 20 25 30 35 40 45 50 55
Distance (Km) Distance (Km)
Home Base Work Trips Home Base Educational Trips

Combine Function with = 1.95 & = 0.34 Combine Function with = 2.07 & = 0.36
7.0 14.0
Home Based Others Trips - TLFD Non Home Based Trips - TLFD
6.0 12.0
Actual Frequency Actual Freqency
5.0 10.0
Detterence Function Deterrence Function
% of Trips
% of Trips
4.0 8.0
3.0 6.0
2.0 4.0
1.0 2.0
0.0 0.0
0 5 10 15 20 25 30 35 40 45 50 55 0 5 10 15 20 25 30 35 40 45 50 55
Distance - km Distance (Km)
Home Base Others Trips Non Home Base Trips

Combine Function with = 2.02 & = 0.36 Combine Function with = 2.44 & = 0.38

Table 2-30 Mode share of private

motorized vehicle Base year
Private Modes Percentage (%)
assigned
Two wheeler 62%
Four wheeler 9%
Three wheeler 14%
Private buses 14%
Other 1%
Total (%) 100%
2.8.3 Mode split
Base year mode split for private vehicles are as shown in table beside, more than 60%
trips are on two wheeler followed by three wheeler and private buses i.e. 14% each.
Four wheeler share is quite low as 9%.
2.8.3.1 Future mode split
As discussed above, two alternative scenarios have been predicted for future years. For
the do nothing scenario the trip matrix has been prepared by estimating production and
attraction within the study area for year 2018 and 2043, whereas as travel demand for
intermediate years i.e. 2021 and 2031 has been interpolated. In case of does something
scenario, the trip matrices has been prepared based on mode split assumed in table no.
10. Individual mode wise matrices have been prepared for traffic assignments.
As discussed in volume-I, section 3.5.2.3, Mode split; public transport share assumed
were based on the metropolitan cities of India, and willingness to shift - pay survey in
the city. Same case studies were used to estimate the private mode share for the
modelling area.
The ratio of private mode share in Ahmedabad in 2011-12 between two wheeler and
four wheeler is 87:13. In order to assess how this ratio is likely to change in future,
mode share trend in metropolitan cities of Bangalore and Hyderabad were examined. In
case of Hyderabad, over the last decade the ratio of 2W:4W trips changed from 93:7 in
2002 to 57:43 in 2011. Similarly, in case of Bangalore the ratio changed from 86:14 to
67:33. Distribution of two wheeler and our wheeler is interpolated for 2018, 2021 &
2031 are as below,
Table 2-31 Two wheeler & Four wheeler proportion distribution

Proportion of mode shares
between two wheeler and 2012 2018 2021 2031 2041 2043
four wheeler
Two wh. 87% 81% 79% 71% 62% 60%
Four wh. 13% 19% 21% 29% 38% 40%
Using these proportions as the base, for this study the mode share was assumed to be
around 60% and 40% for two wheelers and four wheelers respectively in the target year

2043. The share of three wheelers in 2011-12 in Ahmedabad is around 10% which is
similar to cities like Bangalore and Delhi today. It has thus been assumed that this share
will remain constant till the target year
The following table shows the existing mode shares in the metropolitan cities:
Table 2-32 Existing mode shares in the metropolitan Indian cities

Hyderabad Bangalore Delhi
Modes 200 200 201 199 200 200 200 199 200 200 200
2 9 1 4 2 8 9 4 1 7 9
Four wh. 4% 13% 21% 3% 6% 13% 13% 8% 11% 16% 21%
Two wh. 57% 29% 28% 25% 37% 26% 26% 20% 19% 25% 9%
Three wh. 11% 9% 5% 6% 7% 14% 10% 3% 3% 4% 9%
(IPT)
PT 28% 50% 46% 67% 50% 47% 51% 69% 66% 54% 62%
Total 100 100 100 100 100 100 100 100 100 100 100
% % % % % % % % % % %
Sources 2002 Data from 1994 data from ILFS (IIM 1994 data from Transport
Hyderabad BRT Report) and landuse policy in
pre-feasibility 2002 data from RITES Delhi by Geetam Tiwari
draft report ITDP (IIM Report) 2001 & 2007 data from
2005 2008 data from Wilber Green Cabs report
2009 data from Smith 2009 data from EMBARQ
EMBARQ report 2009 data from EMBARQ (iTrans)
(iTrans) (iTrans)
2011 data from
CTS Hyderabad
LASA
Three wheeler (IPT) share has been kept constant about 13% (almost same as base year
2012) of private vehicle mode share for 2018 to 2043. Since the private mode share is
declining, 13% of the private mode share translates to 10%, 9%, 8% and 6% in the years
2018, 2021, 2031 and 2043.
Others mode is the combined volume of private/staff buses, school buses & college
buses which one can consider the public transport mode. The logic behind declining of
Others share is that at present effective PT coverage and their service levels are not that
strong to provide accessibility to some of the peripheral areas of the city for which these
buses run. In future, PT service levels are going to get improved significantly, we believe
these trips will shift on to the integrated PT system. The Other modes share has
therefore been assumed that it would decline by about one-third from 14% to 10% in
2043.

Table2-33: Mode share assumption for future year

Do Nothing Scenario Do Something Scenario
Mode Alternative 1: Without Metro Alternative 2: With Metro
2018 2021 2031 2043 2018 2021 2031 2043
PT 22% 22% 22% 22% 22% 28% 38% 53%
Two wh. 46% 45% 41% 37% 46% 42% 33% 22%
Four wh. 10% 12% 18% 23% 11% 11% 14% 14%
Three wh. 10% 10% 10% 9% 10% 9% 8% 6%
Others / 11% 11% 10% 9%
11% 10% 8% 5%
Pvt. Bus
Total 100% 100% 100% 100% 100% 100% 100% 100%
2.8.4 Traffic Assignments
Base year traffic assignments done considering only internal private motorized demand
of the study area. The total demand assigned is about 10.05 lakhs trips of three am peak
hours (34.59 lakhs per day). The share of private modes is 78% in motorized trips in
2011.
2.8.4.1 Base Road Network
The road network considered for the base year is same as discussed in volume-I, section
3.1 Road network. Since for modelling, only three levels of road network were
considered such as arterial, sub- arterial and collected road within the administrative
limit and village road for outer area. Hence total road network length is about 1831 kms
within the study area. Coding of road network such as links, nodes, centroid, connectors
were prepared in ARC GIS software and EMME/4.0.8. Road network classifications were
done based on functional characteristics and hierarchy of road network. The network
attribute details such as free flow speed and network characteristics were compiled
from various existing reports and surveys refer vol. I, section 1.3.3 Data Collection.
Whereas the network capacity were added based on per IRC code 106, 1990. In the
model, major junctions were penalized and turn penalty functions macro was assigned.
Volume delay functions were calculated based on free flow speed and network capacity
as per the individual link categories.
2.8.4.2 Base Demand
As per the household survey data, total trips estimated for private modes for the
modelling area were total 1,005,577 trips for three hours (a.m. peak period). Total mode
share of private motorized trips were about 78% and 22% is of public transport mode
(i.e. AMTS and BRTs). Calibration of Base year model was done for both traffic and
transit modes. Whereas the private modes considered for assignments were two
wheeler, four wheeler, three wheeler, private bus and others. Here for base year,
external traffic were not considered as there were no reliable data sets available.

Figure 2-22 Base road network and traffic flows
Total road network length 1831 km
Average occupancy of each vehicle type observed in the study area is converted to
vehicle flows. The occupancy and PCU factors used to convert OD matrices in to PCU
matrices.
Table 2-34 Vehicle occupancy and PCU values

Two Four Three
Particulars Private bus
wheeler Wheeler wheeler
Vehicle occupancy* 1.27 1.53 1.63 20
PCU** 0.75 1 1.2 2.2
* Vehicle occupancy survey-Primary Surveys, 2014
** IRC code 106-1990
2.8.5 Calibration and validation
Highway model was calibrated based on two data sets available through surveys; they
are traffic volume (PCU) and travel time (minutes).
a) Travel time (Model versus Actual)
Initially the model was calibrated with respect to time taken on a particular stretch (i.e.
time taken to travel from one point to another). Form the speed delay survey (2012),
travel time, average speed and delays at junction has been obtained on the respective
corridor. Different permutation and combinations was worked out adjusting the turn
penalties at the junction and speeds on the corridor to obtain observed travel time.
Below table and map depicts the comparison table of observed (survey) versus
modelled (adjusted) travel time on the nine corridors.

Figure 2-23 Speed Delay survey Corridors
Table 2-35: Travel time comparison Actual vs. Modelled

Travel time (Mins)
Route % Difference
Corridor Observed Calibrated
no (Observed vs.
(survey) model
Modelled)
R1 RTO - Paldi 20.29 22.50 11%
R2 Soni ni chali to Narol 20.58 20.06 -3%
R3 Kalupur to CTM 17.48 18.26 4%
R4 RTO To Shyamal 22.32 21.10 -5%
R5 Motera Vijay char
26.00 28.50 10%
rasta
R6 Jodhpur - University 20.99 19.92 -5%
R7 Ghatlodiya -
15.00 15.48 3%
Navrangpur
R8 Maninagar to
35.50 34.26 -3%
Shivrangani
R9 Kalupur - Jodhpur 35.00 29.00 -17%
b) Demand & Traffic Volume (Model versus Actual)

After calibrating the modelled travel time with the actual, mode wise traffic volume was
calibrated as per existing traffic volume. To match the household trip estimated, screen
line checks were performed to know the actual difference. Total 19 screen line locations

were selected to calibrate model for whole Ahmedabad city. Therefore the desired
traffic flow was obtained by adjusting the speed at micro level of road network.
Figure 2-24 Screen locations

The following table shows the observed & modeled flows at screen line locations,
Table 2.36: Traffic Flow Observed vs. Modelled

East West screen line (3 hours) PCU
North - South South - North
Observed Modelled
Observed Modelled
Sr. Diff% proportio proportio Diff%
Location Observe Modelled proportio proportio GE Observe Modelle
No (M- n of n of (M- GEH
d (O) (M) n of traffic n of traffic H d (O) d (M)
O/O) traffic traffic O/O)
(%) (%)
(%) (%)
1 Thaltej 8830 10054 13% 15% 14% 13 6134 5642 12% 11% -8% 6
2 Helmet circle 6760 6927 10% 10% 2% 2 3744 4954 7% 10% 32% 18
3 Vijay char 3518 2926 5% 4% -17% 10 3401 3521 7% 7% 4% 2
rasta
4 Stadium 6879 6082 10% 9% -12% 10 5376 8949 10% 17% 66% 42
cross road
5 Income tax 7519 5249 11% 8% -30% 28 5583 4456 11% 9% -20% 16
6 Delhi 8951 7217 13% 11% -19% 19 6310 5330 12% 10% -16% 13
darwaja
7 Prem 4558 4119 7% 6% -10% 7 3871 5575 7% 11% 44% 25
darwaja
8 Amdupura 7565 9921 11% 15% 31% 25 3902 4944 8% 10% 27% 16
9 Rakhail 3930 4339 6% 7% 10% 6 3611 1438 7% 3% -60% 43
10 Bapunagar 3719 3349 5% 5% -10% 6 4100 4256 8% 8% 4% 2
11 Soni ni chali 6024 6488 9% 10% 8% 6 5691 2606 11% 5% -54% 48
Total 68255 66671 100% 100% -2% 6 51722 51672 100% 100% 0% 0

North South Screen line

East - West West - East
Diff
SR. Observed Modelled Observed Modelled
Diff% %
NO Location Observe Modelled proportio proportio Observed Modelle proportio proportio
(M- GEH (M- GEH
. d (O) (M) n of traffic n of traffic (O) d (M) n of traffic n of traffic
O/O) O/O
(%) (%) (%) (%)
)
1 SP north 1963 1687 4% 3% -14% 6 2054 2138 4% 5% 4% 2
2 Indira 3519 3754 7% 7% 7% 4 2419 798 5% 2% - 40
bridge 67%
3 Subhash 13094 10974 25% 22% -16% 19 8593 7981 19% 17% -7% 7
bridge
4 Gandhi 12268 13085 23% 26% 7% 7 11924 11508 26% 25% -3% 4
bridge
5 Nehru 7323 8879 14% 17% 21% 17 8224 10521 18% 23% 28% 24
bridge
6 Ellisbridge 11118 9777 21% 19% -12% 13 8648 9760 19% 21% 13% 12
7 Vishala 2705 1334 5% 3% -51% 30 2911 1977 6% 4% - 19
32%
8 Kamod 908 1286 2% 3% 42% 11 1249 1699 3% 4% 36% 12
Total 52897 50776 100% 100% -4% 9 46022 46382 100% 100% 1% 2

2.8.6 Future year
2.8.6.1 Road network

Figure 2-25 Future road network proposal
Future year road network proposal
were taken from IMP project. Same Total road network
network was considered for with metro length = 2613 km
and without metro scenarios for future
years. The total road network length
within the study area is 2613km. The
network attributes such as number of
lanes and network capacity were taken
based on proposed functional
characteristics of road network.
Consequently volume delay functions
were applied on all the links and turns
penalties functions were applied on the
major junction.
Source: IMP report
2.9 MODEL OUTPUTS
Future year models were assessed based on the outputs obtained from the transport
modelling software EMME/4; they are as follows:
i. Traffic flow
ii. Vehicle kilometer Travelled (VKT)
iii. Vehicle Hour Travelled (VHT)
2.9.1 Traffic flows

Assignment result for the future years were assessed in terms of distribution pattern of
travel demand within the study area. PT share for No Metro scenario is assumed 22%
for all future scenario. Figure 1-6 illustrate, traffic volume increases rapidly from 2018
to 2043 whereas With Metro scenario it increase with very low pace. These will result in
decrease in VKT, VHT as well as congestion on major corridors.
In a year 2018, with and without metro mode split assumption were same, only
difference was in trip production and attraction distribution within the zones (refer
Table 1-4). As a result, no major changes were observed in traffic flow. Consequently in
year 2021 and 2031 with metro scenarios, it has observed that the growth of traffic
volume on major corridors has been reduced. Whereas in a year 2043, significant
changes had been observed in traffic volume between with and without metro scenarios
as private mode share in without metro scenarios were assumed to be 78% and with
metro scenario it was 47% that has reduce to 31% of private vehicle trips . Therefore
the traffic volume has observed to be less.

Figure 2-26 Traffic flows per hour per direction Without and with metro scenarios
2018 Without Metro 2018 With Metro

Total full day private demand: 40.99 lakhs Total full day private demand: 40.99 lakhs
persons persons
Total full day PCU demand: 21.78 lakhs PCUs Total full day PCU demand: 21.78 lakhs PCUs

persons persons


persons persons

persons persons

2.9.2 Vehicle Kilometer Travelled (VKT)
In without metro scenario, it has observed increase in VKT by 53% in year 2043 with
respect to year 2018. Average annual growth rate increase in VKT was observed was
2.46%. In case of with metro scenarios, when compared with future base scenario 2018;
it has observed decrease in VKT by annual growth rate of 1.84%, 0.80% and -0.73% in
the year 2021, 2031 and 2043 respectively.
Below table, illustrate that two alternative scenario with and without metro scenario it
has observed that incremental increase in the percentage savings of VKT in year
2021,2031 and 2043 were 1.19%, 14.22% and 44.29% respectively. No savings were
observed in year 2018 as such
Table 2-37 Total Vehicle Kilometre Travelled (VKT) and percentage savings in VKT
Without Metro Scenario With Metro Scenario
Total
Total Vehicle %
Private Private Vehicle
Year Km Savings
modes CAGR modes Km CAGR
Travelled in VKT
share (%) share (%) Travelled
(Full Day)
(Full Day)
2012 78% 16972262 - 78% 16972262 - -
4.29
2018 78% 21839013 4.29% 78% 21838016 0.00%
%
1.84
2021 78% 23344393 2.25% 72% 23065848 1.19%
%
0.80
2031 78% 29108635 2.23% 62.5% 24968584 14.22%
%
-
2043 78% 41072718 2.91% 47% 22879837 0.73 44.29%
%
Further it also been analyzed in disaggregated level to see the impact on two wheeler,
four wheeler and three wheeler. In a year 2018, no savings were observed while in 2021
the saving in VKT was only seen in four wheeler i.e. 3.42%.While the saving increased in
a year 2031 in two wheeler, four wheeler and three wheeler by 16.77%, 9.56% and
14.24% respectively. Whereas in year 2043, it has reach higher percentage savings of
about 51.34% and 40.61% in 2-wheeler and 4-wheeler. It has observed that percentage
savings in VKT with metro scenarios has greater impact on two wheeler and four
wheeler

Table 2-38 Mode wise Vehicle Kilometre Travelled (VKT) and percentage saving (full day)
Pvt. Buses &
Year Two Wh Four Wh Three Wh Total
Others
Without Metro Scenario
2012 11631980 2944618 2045059 350605 16972262
2018 14819800 3935148 2704854 379211 21839013
2021 15039595 5067770 2865093 371935 23344393
2031 16623431 9009338 3040265 435601 29108635
2043 20932164 15351896 4202782 585876 41072718
With Metro Scenario
2012 11631980 2944618 2045059 350605 16972262
2018 14819926 3934234 2704757 379098 21838016
2021 14993301 4894259 2793055 385232 23065848
2031 13835607 8147654 2607372 377950 24968584
2043 10185766 9116879 3316152 261040 22879837
% Savings in VKT Scenario
2012 0.00% 0.00% 0.00% 0.00% 0.00%
2018 0.00% 0.02% 0.00% 0.03% 0.00%
2021 0.31% 3.42% 2.51% -3.58% 1.19%
2031 16.77% 9.56% 14.24% 13.23% 14.22%
2043 51.34% 40.61% 21.10% 55.44% 44.29%
2.9.3 Vehicle Hour Travelled (VHT)
Vehicle Hour travel depicts the time spend by vehicle on the road, which is very critical
measure considered in term of value of time. Here the table no 13 describes that there is
increase in VHT in without metro scenario by 52% whereas in with metro scenario its
decreased by 3% in year 2043 with respect to 2018. While the average annual growth
rate in without metro is about 2.54% and with metro is 0.33%. While the percentage
saving in VHT was 2.50% in 2021 whereas major saving observed were in 2031 and
2043 was 17.30% and 49.19%.
Table 2-39 Total Vehicle Hours Travelled (VHT) and total percentage savings
Without Metro Scenario With Metro Scenario
Private Total Total %
Private
Year mode Vehicle Hrs. Vehicle Hrs. Savings
CAGR mode CAGR
share Travelled Travelled in VHT
share (%)
(%) (Full Day) (Full Day)
2012 22% 633914 - 22% 633914 - -
2018 78% 873776 5.49% 78% 873765 5.49% 0.00%
2021 78% 935496 2.30% 72% 912108 1.44% 2.50%
2031 78% 1168595 2.25% 62.5% 966429 0.58% 17.30%
2043 78% 1676989 3.06% 47% 852062 -1.04% 49.19%

Vehicle Hour Travelled analyzed mode wise, it has observed that total travel time saving
has been accelerated from zero percentage saving to 17.30% and 49.19% in 2031 and
2043. Higher savings VHT saving observed were in 2-wheeler and 4-wheeler.
Table 2-40 Mode Wise Vehicle Hours Travelled (VHT) Full day
Pvt. Buses
Year Two Wheeler Four Wheeler Three Wheeler Total
& Others
Without Metro Scenario
2012 448213 95126 79397 11178 633914
2018 593454 156936 108204 15181 873776
2021 602602 203098 114864 14931 935496
2031 664275 364861 121809 17650 1168595
2043 846775 634764 171110 24339 1676989
With Metro Scenario
2012 448213 95126 79397 11178 633914
2018 593441 156947 108193 15184 873765
2021 592992 193411 110403 15302 912108
2031 531708 319245 100684 14793 966429
2043 374220 344068 123923 9850 852062
% Savings in VHT
2012 0.00% 0.00% 0.00% 0.00% 0.00%
2018 0.00% -0.01% 0.01% -0.02% 0.00%
2021 1.59% 4.77% 3.88% -2.48% 2.50%
2031 19.96% 12.50% 17.34% 16.19% 17.30%
2043 55.81% 45.80% 27.58% 59.53% 49.19%

Annexure
Annexure 1: Calibration check Traffic flow Observed vs. Modelled
Annexure 2: Future mode split assumption for motorized modes based on travel time (2018, 2021,
2031 and 2043)

Annexure 3: Calibration check Traffic flow Observed vs. Modelled

East West screen line (3 hours)
Direction- North to South Direction South to North
Sr.
Location Observe Modelled Diff% Observed Modelled Diff% (M- GE
No. Modes GEH Modes
d (O) (M) (M-O/O) (O) (M) O/O) H
Two wh. 2822 3307 17% 9 Two wh. 1518 2007 32% 12
Three wh. 2665 1412 -47% 28 Three wh. 1451 1383 -5% 2
1 Thaltej
Four wh. 2965 5163 74% 34 Four wh. 3004 2137 -29% 17
Pvt. bus 377 172 -54% 12 Pvt. bus 161 115 -29% 4
Two wh. 3781 4064 7% 5 Two wh. 1677 3110 85% 29
Helmet Three wh. 928 1355 46% 13 Three wh. 784 783 0% 0
2
circle Four wh. 1800 1413 -22% 10 Four wh. 1144 976 -15% 5
Pvt. bus 250 95 -62% 12 Pvt. bus 138 85 -38% 5
Two wh. 1618 1250 -23% 10 Two wh. 1601 1911 19% 7
Vijay char Three wh. 718 572 -20% 6 Three wh. 680 430 -37% 11
3
rasta Four wh. 1050 1066 2% 1 Four wh. 1079 1130 5% 2
Pvt. bus 132 38 -71% 10 Pvt. bus 40 51 26% 2
Two wh. 3224 2963 -8% 5 Two wh. 2209 4919 123% 45
Stadium Three wh. 1696 1389 -18% 8 Three wh. 1637 1101 -33% 14
4
cross road Four wh. 1935 1691 -13% 6 Four wh. 1433 2817 97% 30
Pvt. bus 25 39 60% 3 Pvt. bus 96 111 16% 1
Two wh. 2312 3227 40% 17 Two wh. 1961 2241 14% 6
Three wh. 2305 1044 -55% 31 Three wh. 1846 1136 -38% 18
5 Income tax
Four wh. 2348 939 -60% 35 Four wh. 1695 1040 -39% 18
Pvt. bus 554 39 -93% 30 Pvt. bus 80 40 -51% 5
Two wh. 5713 4926 -14% 11 Two wh. 2878 2640 -8% 5
Delhi Three wh. 2158 1495 -31% 16 Three wh. 2224 1943 -13% 6
6
darwaja Four wh. 1026 774 -25% 8 Four wh. 1153 701 -39% 15
Pvt. bus 54 22 -58% 5 Pvt. bus 56 47 -16% 1

East West screen line (3 hours)

Direction- North to South Direction South to North
Sr.
Location Observe Modelled Diff% Observed Modelled Diff% (M- GE
No. Modes GEH Modes
d (O) (M) (M-O/O) (O) (M) O/O) H
Two wh. 1624 3080 90% 30 Two wh. 1006 3375 236% 51
Prem Three wh. 1404 766 -45% 19 Three wh. 1320 966 -27% 10
7
darwaja Four wh. 481 266 -45% 11 Four wh. 471 1139 142% 24
Pvt. bus 1050 7 -99% 45 Pvt. bus 1074 95 -91% 41
Two wh. 5160 7031 36% 24 Two wh. 1512 3225 113% 35
Three wh. 1973 2466 25% 10 Three wh. 1688 1311 -22% 10
8 Amdupura
Four wh. 397 411 3% 1 Four wh. 638 388 -39% 11
Pvt. bus 36 13 -65% 5 Pvt. bus 65 20 -69% 7
Two wh. 2484 3216 29% 14 Two wh. 2127 658 -69% 39
Three wh. 1049 755 -28% 10 Three wh. 1072 660 -38% 14
9 Rakhail
Four wh. 394 348 -12% 2 Four wh. 390 115 -70% 17
Pvt. bus 4 20 342% 4 Pvt. bus 22 5 -79% 5
Two wh. 2136 1877 -12% 6 Two wh. 2150 2191 2% 1
Three wh. 1128 1190 5% 2 Three wh. 1556 1558 0% 0
10 Bapunagar
Four wh. 426 255 -40% 9 Four wh. 374 463 24% 4
Pvt. bus 29 27 -7% 0 Pvt. bus 20 45 125% 4
Two wh. 3082 5226 70% 33 Two wh. 2615 1621 -38% 22
Three wh. 1966 886 -55% 29 Three wh. 2169 801 -63% 35
11 Soni ni chali
Four wh. 878 330 -62% 22 Four wh. 809 150 -81% 30
Pvt. bus 98 45 -54% 6 Pvt. bus 98 34 -65% 8
Total 68255 66671 -2% 6 Total 51722 51672 0% 0

North South screen line (3 hours)

Direction- East to West Direction West to East
Sr.
Location Observed Modelled Diff% (M- Observe Modelled Diff% (M-
No. Modes GEH Modes GEH
(O) (M) O/O) d (O) (M) O/O)
Two wh. 774 881 14% 4 Two wh. 969 1238 28% 8
Three
1 SP north Three wh. 197 329 67% 8 wh. 258 238 -8% 1
Four wh. 907 361 -60% 22 Four wh. 726 482 -34% 10
Pvt. bus 85 117 38% 3 Pvt. bus 100 179 78% 7
Two wh. 1882 1978 7% 2 Two wh. 1174 536 -54% 22
Three
2 Indira bridge Three wh. 426 328 -41% 5 wh. 389 63 -84% 22
Four wh. 1108 1295 23% 5 Four wh. 805 143 -82% 30
Pvt. bus 103 154 50% 4 Pvt. bus 51 57 11% 1
Two wh. 7495 7789 5% 3 Two wh. 4600 5497 19% 13
Three
Subhash
3 Three wh. 2866 1991 -41% 18 wh. 1988 907 -54% 28
bridge
Four wh. 2646 1081 -59% 36 Four wh. 1865 1457 -22% 10
Pvt. bus 87 113 29% 3 Pvt. bus 141 120 -15% 2
Two wh. 8723 6958 -20% 20 Two wh. 8166 7949 -3% 2
Three
4 Gandhi bridge Three wh. 2510 2978 18% 9 wh. 1884 1307 -31% 14
Four wh. 979 3032 211% 46 Four wh. 1829 2133 17% 7
Pvt. bus 56 117 113% 7 Pvt. bus 45 119 166% 8
Two wh. 4916 5280 7% 5 Two wh. 5261 7304 39% 26
Three
5 Nehru bridge Three wh. 1846 2055 9% 5 wh. 1837 1837 0% 0
Four wh. 511 1449 184% 30 Four wh. 1089 1280 18% 6
Pvt. bus 49 94 90% 5 Pvt. bus 36 100 179% 8
6 Ellisbridge Two wh. 7231 7597 6% 4 Two wh. 5612 7473 33% 23

North South screen line (3 hours)

Direction- East to West Direction West to East
Sr.
Location Observed Modelled Diff% (M- Observe Modelled Diff% (M-
No. Modes GEH Modes GEH
(O) (M) O/O) d (O) (M) O/O)
Three
Three wh. 3031 1133 -62% 42 wh. 1572 836 -47% 21
Four wh. 830 993 20% 5 Four wh. 1428 1323 -7% 3
Pvt. bus 25 54 123% 5 Pvt. bus 36 128 257% 10
Two wh. 881 849 -3% 1 Two wh. 1028 1633 59% 17
Three
7 Vishala Three wh. 691 316 -54% 17 wh. 788 158 -80% 29
Four wh. 1008 153 -85% 36 Four wh. 608 138 -77% 24
Pvt. bus 125 16 -87% 13 Pvt. bus 487 48 -90% 27
Two wh. 420 552 31% 6 Two wh. 422 939 123% 20
Three
8 Kamod Three wh. 185 221 24% 3 wh. 310 233 -25% 5
Four wh. 286 420 47% 7 Four wh. 466 416 -11% 2
Pvt. bus 18 94 424% 10 Pvt. bus 51 111 115% 7
Total 52897 50776 -4.0% 9 Total 46022 46382 1% 2

Annexure 4: Future mode split assumption for motorized modes based on travel time (2018, 2021, 2031 and 2043)
Year Alternative Future Scenarios
With Without With Without With Without With Without With Without
2018
Metro Metro Metro Metro Metro Metro Metro Metro Metro Metro
Pvt. Travel
PT Two Wh. Four Wh. Three Wh. Others / Pvt. Bus
Time Range
0 to 5 0% 0% 91% 91% 1% 1% 8% 8% 0% 0%
5 to 10 0% 0% 81% 81% 4% 4% 15% 15% 0% 0%
10 to 20 14% 14% 60% 60% 7% 7% 17% 17% 2% 2%
20 to 30 25% 25% 42% 42% 11% 11% 7% 7% 15% 15%
30 to 40 35% 35% 23% 23% 13% 13% 5% 5% 24% 24%
40 to 60 45% 45% 5% 5% 21% 21% 5% 5% 24% 24%
>60 55% 55% 1% 1% 21% 21% 0% 0% 23% 23%
2021
Pvt. Travel
Time Range
0 to 5 0% 0% 91% 91% 1% 1% 8% 8% 0% 0%
5 to 10 15% 0% 67% 81% 4% 2% 14% 16% 0% 1%
10 to 20 25% 14% 53% 60% 7% 10% 13% 13% 2% 3%
20 to 30 30% 25% 39% 42% 12% 12% 8% 9% 11% 12%
30 to 40 35% 35% 22% 18% 14% 18% 5% 6% 24% 23%
40 to 60 40% 45% 5% 3% 26% 24% 5% 5% 24% 23%
>60 50% 55% 1% 1% 26% 21% 0% 0% 23% 23%

2031
Pvt. Travel
Time Range
0 to 5 0% 0% 91% 91% 0% 0% 9% 9% 0% 0%
5 to 10 25% 0% 62% 82% 1% 4% 11% 13% 1% 1%
10 to 20 35% 14% 48% 54% 4% 13% 12% 18% 1% 1%
20 to 30 40% 25% 26% 41% 20% 19% 6% 5% 8% 10%
30 to 40 45% 35% 7% 7% 26% 29% 3% 5% 19% 24%
40 to 60 50% 45% 4% 4% 25% 28% 1% 0% 20% 23%
>60 50% 55% 1% 1% 29% 20% 0% 0% 20% 24%
2043
Pvt. Travel
Time Range
0 to 5 0% 0% 94% 91% 0% 1% 6% 8% 0% 0%
5 to 10 10% 0% 69% 82% 7% 6% 12% 11% 2% 1%
10 to 20 43% 14% 30% 48% 13% 21% 11% 16% 3% 1%
20 to 30 65% 25% 8% 35% 14% 25% 8% 7% 5% 8%
30 to 40 70% 35% 1% 7% 20% 30% 1% 4% 8% 24%
40 to 60 75% 45% 1% 2% 16% 30% 0% 0% 8% 23%
>60 75% 55% 0% 0% 13% 21% 0% 0% 12% 24%

CHAPTER 3 SYSTEM SELECTION
Chapter - 3
SYSTEM SELECTION
3.1 OPTIONS FOR PUBLIC TRANSPORT SYSTEM
The following systems are mainly available for Urban Mass Transit:
i) High Capacity Metro System: Metro system is a grade separated dedicated system
for high peak hour traffic densities exceeding 40,000 PHPDT. It is characterized by
short distances of stations spaced at 1 km, high acceleration and declaration and
average speeds of 30-35 kmph.
ii) Light Capacity Metro System: This is a dedicated metro rail system for moderate
peak hour traffic densities exceeding 8000 PHPDT.
iii) Light Rail Transit: Modern trams-Street Cars running on Rails at grade or elevated
with sharp curves of 24m radius. These are extremely popular and operating in
large number of European countries. Generally the stations are spaced at 500m to 1
km and have high acceleration and deceleration characteristics. In most of the
countries, they are operating at-grade with prioritized signaling at road inter-
section.
iv) Sky Train: This is an experimental rail based system under development by Konkan
Railway.
v) Other Rail Based Systems: A number of options are available but have not been
introduced in India. Some of these are very briefly mentioned below:
(a) Maglev
This is an advanced Rail based transit system in which Magnetic Levitation is used
to raise the vehicles above the rail surface. Rail wheel interaction is thus avoided
and very high speeds are attainable. Maglev Levitation can either be due to
attractive force or due to repulsive forces.

(b) Linear Induction Motor (LIM) Train
This is also an advanced Rail based transit system in which propulsion is through a
Linear Induction Motor whose stator is spread along the track. The rotor is a
magnetic material provided in the under frame of train. In the technology the
tractive force is not transmitted through rail-wheel interaction, and so there is no
limitation on account of adhesion. This technology is most appropriate for turnouts,
as the height of the tunnel can be reduced to lower height of cars.
(c) Monorail
Monorail trains operate on grade separated dedicated corridors with sharp curves
of up to 50m radius. This is a rubber tyred based rolling stock, electrically propelled
on concrete beams known as guide-ways. The system is extremely suitable in
narrow corridors as it requires minimum right of way on existing roads and permits
light and air and is more environmental friendly. This is prevalent in several
countries for traffic densities of over 20,000 PHPDT.
(d) Bus Rapid Transit System
This system involves operation of buses on a dedicated corridor (except of traffic

integration) at a high frequency to achieve PHPDT. For providing a very high
transport capacity say 20,000 PHPDT, about 200 buses shall be required per hour
i.e., at headway of 20 seconds. Such a high PHPDT can be achieved by providing two
lanes of traffic in each direction and elimination of traffic intersection on the route.
(e) Automated Guide way Transit System
The term is used for systems other than conventional rail based system on grade
separated guide ways. The system can be rail based or rubber tire based but fully
automated guided systems with driver less operation.
The salient features of the various Transit Systems are summarized as under:-
DPR for Ahmedabad Metro Rail March 2015 2/11

AGT
LRT (Light Rail Transit)
System (Automated Guide way Straddle type Monorail
(elevated)
Transit)
Exterior of Vehicle
It is a transport system It is a new transport It is a new transport

that runs on the exclusive system that runs on the system that runs
beam slab track mainly exclusive track built on straddling on the exclusive
built over highways. elevated structure with beam track mainly built
lightweight vehicle. over highways.
Rolling stock
Length (m) 30.0 (articulated type)
Width (m) 2.5
Height (m) 3.7
Number of doors 3
Wheel arrangement 2-2-2
Weight (tare) (ton) 44
Axle load (max) 10tf
Type of car load Concentrated load Concentrated load Concentrated load
Running gear and
track structure
Traction system Rotary Motor and steel Rotary Motor and rubber Rotary Motor and rubber
wheel tire tire
Brake system Electric brake and Electric brake and air
Electric brake and air brake
hydraulic brake brake
Guidance System Lateral pinched
Steel rail Guide Wheel (Rubber)
Guidance
Power collector Catenary Conductor rail Conductor rail
Voltage D.C. 750 V A.C. 750 V (three phase) D.C. 1,500 V
Track Steel rail Concrete slab Track beam
Switch
constitution Switch and crossing Lateral pinched switch Flexure track beam
The Operation
Characteristics
Maximum speed 80 km/h 80 km/h 80 km/h
Schedule speed 30 km/h 30 km/h 30 km/h

AGT
(elevated)
Transit)
Minimum curve
30m 30m 70m
radius
Maximum gradient 4% 6% 6%
Acceleration 3.5km/h/s 3.5km/h/s 3.5km/h/s
Deceleration Service
3.5km/h/s 4.8km/h/s 4.0km/h/s
brake
Emergency brake 4.5km/h/s 6.0km/h/s 4.5km/h/s
Automatic Train There is few example of it. It has been developed There are three cases of
operation aiming for automated ATO operation in Japan.
operation. There are
many examples of
automated operation
including driverless
operation.
Transportation
capacity
1 car seat 60 45
standing 90 60
total 150 (30m) 60 ( L=9m) 105 (L=15m)
4 car seat 120 180
standing 180 240
total 300 (30m+30m) 360 (6 car L=54m) 420 (L=60m)
8 car seat 240 360
standing 360 480
total 600
720 (12 car L=108m) 840 (L=120m)
(30m+30m+30m+30m)
8 car PHPDT(170%,
24,480 17,300 (100%) 34,300
headway 2.5 min )
It is possible to deal with It is possible to deal with It is possible to deal with
over 24,480 PHPDT of up to 11,600 PHPDT of over 34,300 PHPDT of
demand. (train length demand. (train length demand. (train length
120m) 108m) 120m)
Structure
Superstructure Concrete slab Concrete slab Track beam
Pier and foundation Concrete Concrete Concrete
Maintainability &
cost
Track In addition to grinding of It has small maintenance It has small maintenance of
surface of rails, track of track. track.

AGT
(elevated)
Transit)
maintenance work will

require much time.
Vehicle Maintenance of rotary Maintenance of rotary
Maintenance of rotary
motor and exchange of motor and exchange of
motor and grinding of
rubber tires after every rubber tires after every
steel wheels shall be
120,000 km running 120,000 km running shall
necessary.
shall be necessary. be necessary.
Effect on ambient
surrounding and
harmony with
urban landscape
Effect on ambient Its noiseproof wheels Level Crossing between This system, with rubber
surrounding make as small noise as AGT and road is not tires, makes small noise
rubber tires make. available. and vibration.
This system, with rubber
tires, makes small noise
and vibration.
Because its running
surfaces are made of
concrete slab, there
remain problems like
inhibition of sunshine or
radio disturbance.
urban landscape This system is inferior to Because its This system is superior to
other systems in terms of superstructure is made AGT or LIM Train in terms
landscape because of concrete slab, of landscape because its
overhead wires for power oppressing feeling of superstructure consists of
collection must be view is an issue. only track beams that have
installed. small section.
Emergency
evacuation
Evacuation other train Evacuation other train
Evacuation other train (end
(end to end or side by (end to end or side by
to end or side by side)
side) side)
Walk way Walk way Evacuation device
In case of emergency, In case of emergency, In this system, supporting
supporting vehicles will supporting vehicles will vehicles are needed for
engage in rescue activities. engage in rescue passengers emergency
If supporting vehicles activities. If supporting evacuation, which is of no
cannot do that, it is vehicles cannot do that, matter because this
possible for passengers to it is possible for straddle type system have
evacuate to nearest passengers to evacuate many actual performances

AGT
(elevated)
Transit)
stations through to nearest stations of running in Japan and has

evacuation passage by through evacuation a established method for
walk. passage by walk. rescue.
Operation cost
Electric energy 2.2kwh/car-km
Rolling stock cost
/ car 7.5 Crors
Urban Maglev
System Metro/Subway Bus Rapid transit
(HSST)
222
Exterior of Vehicle
It is a new transport It is Medium to Heavy It is a bus operation

system that runs on the Rail Transit (HRT) is a generally characterized
exclusive beam slab track specialized electrically by use of exclusive or
mainly built over powered rail system reserved rights-of-way
highways. carrying passengers (bus ways) that permit
within urban areas, higher speeds and
avoidance of delays from
general traffic flows.
Rolling stock
Length (m) 18 (articulated type )
Width (m) 2.0
Height (m) 3.5
Number of doors 2
Wheel arrangement 5 module / car 2-2 or 3-3 Independent Axles
Weight (tare) (ton) 15.0 41 12 to 16
Axle load (max) 2.3tf/m 17tfm 9tf to 15.3tf
Type of car load Uniform load Concentrated l.oad Concentrated load
Running gear and
track structure

Urban Maglev
(HSST)
Traction system Linear Induction Motor

Rotary Motor and steel
and Electromagnetic Rubber tyre
wheel
levitation system
Brake system Electric brake and Hydraulic Brakes
Electric brake and air
hydraulic brake and
brake
Regenerative brakes
Guidance System Electromagnetic None/ special guide
Steel Rail
levitation system wheels on kerbs
Power collector Catenary or Conductor
Conductor rail Not applicable
rail
Voltage D.C. 1,500 V D.C. 1500 V, A.C. 25kv None
Track Steel rail
(Electromagnetic Steel rail Road
levitation system)
Switch
constitution Flexure track beam Switch and crossing Road Crossings
The Operation
Characteristics
Maximum speed 80 km/h 80 to 100 km/h 80 km/h
Schedule speed 30 km/h 35 km/h 20 km/h
Minimum curve radius 50m 100m 12m
Maximum gradient 6% 6%
Acceleration 3.5km/h/s 3.5km/h/s
Deceleration Service
3.5km/h/s 3.5km/h/s
brake
Emergency brake 4.5km/h/s 4.5km/h/s
Automatic Train There are cases of ATO Automatic Train No
operation operation in Nagoya operation
Japan.
Transportation
capacity
1 car seat 32 75 70
standing 42 125 40
total 74 (L=14m) 200(L=24m) 110(L=18)
4 car seat 128 300
standing 172 500
total 300 (L=56m) 800(L=96m)
8 car seat 256 600
standing 344 1000

Urban Maglev
(HSST)
total 600 (L=112m) 1600(L=192m)

8 car PHPDT (170%,
23,100 (max 160%) 50,000
headway 2.5 min )
It is possible to deal with It is possible to deal with It is possible to deal with
over 23,100 PHPDT of over 50,000 PHPDT of max 6,000 PHPDT of
demand. (train length demand. (train length demand.
112m) 112m)
Structure
Superstructure Concrete slab Concrete slab Roads
Pier and foundation Concrete Concrete
Maintainability &
cost
Track It has less maintenance of It has less maintenance of It requires maintenance of
track as there is less track. roads.
physical movement.
Vehicle Maintenance of rotary
As it has no rotary motor, Maintenance of engine
motor and grinding of
it is excellent on and rubber tyres shall be
steel wheels shall be
maintenance. necessary.
necessary.
Effect on ambient
surrounding and
harmony with urban
landscape
Effect on ambient There remain problems This system is noisy due Noise and Pollution
surrounding like inhibition of sunshine to steel wheel Problems
or radio disturbance, arrangement
because its running
surfaces are made of
concrete slab.
urban landscape This system is inferior to Because its No such issues
other systems in terms of superstructure is made of
landscape because concrete slab, oppressing
overhead wires for power feeling of view is an issue.
collection must be This system is inferior to
installed. other systems in terms of
landscape because
overhead wires for power
collection must be
installed.
Emergency
evacuation

Urban Maglev
(HSST)
Evacuation other train Evacuation other train No problems

(end to end or side by (end to end or side by
side) side)
Walk way Walk way
In case of emergency, In case of emergency,
supporting vehicles will supporting vehicles will
engage in rescue engage in rescue
activities. If supporting activities. If supporting
vehicles cannot do that, it vehicles cannot do that, it
is possible for passengers is possible for passengers
to evacuate to nearest to evacuate to nearest
stations through stations through
evacuation passage by evacuation passage by
walk. walk.
Operation cost
Electric energy 2.5kwh/car-km
Rolling stock cost
/ car 6 to 9 Crores Few Lakhs
3.2 CAPACITY OF VARIOUS MODES (as per the recommendations of Working Group on
Urban Transport for 12th Five Year Plan)
In their report on Urban Transport for 12th Five Year Plan, the Working Group has set
the guidelines for the choice of different modes are as follows:
Table 3.1
IN 2011 LENGTH
>=15000 for at least

Metro Rail # More than 20 Lakhs More than 7 Km
5km continuous length
LRT primarily at grade =<10,000 More than 10 Lakhs More than 7 Km
Monorail @@ =<10,000 More than 20 Lakhs About 5-6 Km
Bus Rapid Transit >=4,000 and upto

More than 10 Lakhs >5 Km
System 20000


IN 2011 LENGTH
Organised City Bus >1 lac,
Service as per urban >50,000 in case of hilly >2 to 3 Km
bus specifications towns
# for having Metro Rail, the city should have a ridership of at least 1 million on
organized public transport (any mode)
@@ Monorail is desirable only as a feeder system or where the narrow roads are
flanked on either side by high rise buildings. In monorail while the cost of
construction, operation and maintenance is almost the same as elevated metro rail,
the carrying capacity is much lesser.
3.2 Selection of a particular mode for any pre-determined traffic corridor depends mainly on
demand level of a corridor, Right of Way (ROW) on the road and the capacity of the mode.
The demand forecast is estimated considering the traffic growth for about 30 years. Other
considerations in mode choice are location of building lines, possibility of increasing ROW.
Cost of some mode may vary depending up on the location in view of engineering
constraints. Therefore final choice of mode to be adopted for a particular corridor is based
on techno economic considerations. As regards the location of a particular mode like at-
grade, elevated and underground depends up on the ROW. If ROW is 20m or more,
elevated alignment is preferred over underground as the cost of underground alignment is
2- 2 times of elevated alignment
3.3 DAILY RIDERSHIP ON AHMEDABAD METRO CORRIDORS IN HORIZON YEARS
Daily ridership on the Ahmedabad metro rail network in 2021 is expected to be 6.69 lakh
passengers. The average trip length will be 6.6kms in year 2021. Corridor wise total daily
ridership for the years 2021, 2031 and 2043 and PHPDT are shown in Table 3.2.
Table 3.2 - Corridor wise Daily Ridership and PHPDT

Daily Ridership
Years
Scenarios
Line 2018 2021 2031 2043
E-W 216479 299882 472714 861947
BAU N-S 172210 248574 395782 739115
Total 388689 548456 868497 1601062
E-W 245840 320082 506168 861947
Gradual N-S 193589 260332 418665 739115
Total 439429 580414 924834 1601062
E-W 280415 372580 630776 861947
Moderate N-S 215678 297240 492666 739115
Total 496093 669820 1123442 1601062
Rapid E-W 334609 435315 661605 861947

Daily Ridership
Years
Scenarios
Line 2018 2021 2031 2043
N-S 252723 345689 520561 739115
Total 587332 781004 1182166 1601062
HPDT
Scenario Line 2018 2021 2031 2043
E-W 8536 11162 17148 30092
BAU
N-S 6431 8682 13897 25425
E-W 9395 11718 17970 30092
Gradual
N-S 7082 9060 14588 25425
E-W 11290 13902 21994 30092
Moderate
N-S 8121 10463 17245 25425
E-W 13144 15708 22915 30092
Rapid
N-S 9374 12515 18124 25425
3.5 MODE SELECTION
Road-based transit systems can optimally carry up to a maximum of 8,000 PHPDT. With an
aim of reduction in road traffic and with the PHPDT of more than 8000 assumed on the
above corridors, there can be two options namely 1) Mono Rail and 2) Light Capacity Metro.
Mono rail can carry the PHPDT projected but this technology is not a tested one. The
operation and maintenance cost is much higher that Light metro. The capital cost of Mono
rail is also almost same as that of Light Metro with no experience of Mono rail in India. Even
in the other countries, the Mono rail is being adopted only for small lengths and as feeder to
Metro. Further part of the East West corridor is underground as there is not sufficient ROW
to accommodated elevated transit system and underground monorail is more costlier than
metro rail as it requires larger diameter of tunnel.
Moreover, if metro system is in place by 2018, the daily and peak hourly traffic on various
sections of roads are expected to be reduced considerably. Reduction in v/c ratio due to
metro has been discussed in detail in traffic chapter. It may be seen that with the proposed
metro corridor, the road traffic will be reduced not only on these roads but also in the
surrounding road network in its influence area.
Hence, keeping in view the above points, it is recommended to adopt a stable, tested and
reliable Metro technology i.e. Light Capacity Metro System to cater PHPDT 15000 to
25000.

CHAPTER 4 GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION
Chapter - 4
GEOMETRIC DESIGNING PARAMETERS AND

4.1 GENERAL
This chapter deals with geometrical standards adopted for horizontal and vertical
alignments, route description, etc. The proposed corridors under Ahmedabad Metro Rail
network will consist of Standard Gauge (SG) lines. For underground corridors, track
centres are governed by spacing of tunnels and box design.
The geometrical design norms are based on international practices adopted for similar
metro systems with standard gauge on the assumption that the maximum permissible
operational speed on the section is limited to 80kmph. Planning for any higher speed is
not desirable as the average inter-station distance is about 1.18 km and trains will not
be able to achieve higher speed.
The elevated tracks will be carried on box-shaped elevated decking supported by single
circular piers or oblong piers, generally spaced at 31 m to 34 m centres and located on
the median of the road to extent possible over road. In railway land, the piers are located
touching the eastern boundary as far as possible except in the approaches of station and
at station, where eccentric piers/portals are required to be provided. The horizontal
alignment and vertical alignment are, therefore, dictated to a large extent by the
geometry of the road and ground levels followed by the alignment over road. On railway
land, the horizontal alignment is governed by geometry of proposed BG tracks, railway
land available, ground levels, ROBs crossing the railway tracks and the SOD of double
stack container (as in DFCC western corridor)
The underground tracks will be carried in separate tunnels to be drilled by Tunnel

Boring Machine. Stations will, however, be constructed by cut and cover method except
one station which has been proposed by NATM.
4.2 GEOMETRIC DESIGN PARAMETERS
The design parameters related to the Metro system described herewith have been
worked out based on a detailed evaluation, experience and internationally accepted
practices. Various alternatives were considered for most of these parameters but the
best-suited ones have been adopted for the system as a whole.
4.2.1 Horizontal Alignment

As far as possible, the alignment follows the existing roads. This leads to introduction of
horizontal curves. On consideration of desirable maximum cant of 110 mm and
maximum permissible cant deficiency of 100 mm on Metro tracks, the safe speed on

curves of radii of 400 m or more is 80 km/h. On elevated sections minimum radius of

145m has been used at one location having speed potential upto 45 km/h. However in
underground section desirable minimum radius of curve shall be 400 m for ease of
working of Tunnel Boring Machine (TBM). For maximum permissible speed on curve
with various radii, Table 4.2 may be referred.
4.2.2 Horizontal Curves

Table 4.1
Underground Elevated
Description
Section Section
Desirable Minimum radius 400 m 400 m
Absolute minimum radius 200 m (only cut & cover) 120 m
Minimum curve radius at stations 1000 m 1000 m
Maximum permissible cant (Ca) 125 mm 125 mm
Maximum desirable cant 110 mm 110 mm
Maximum cant deficiency (Cd) 100 mm 100 mm
4.2.3 Transition Curves

It is necessary to provide transition curves at both ends of the circular curves for
smooth riding on the curves and to counteract centrifugal force. Due to change in
gradients at various locations in the corridor, it is necessary to provide frequent vertical
curves along the alignment. In case of ballast less track, it is desirable that the vertical
curves and transition curves of horizontal curves do not overlap. These constraints may
lead to reduced lengths of transition curves at certain locations. The transition curves
have certain minimum parameters:
Length of Transitions of Horizontal curves (m)
Minimum : 0.44 times actual cant or cant deficiency (in mm), whichever is higher.
Desirable : 0.72 times actual cant or cant deficiency, (in mm), whichever is higher.
Overlap between transition curves and vertical curves not allowed.

Minimum straight between two Transition curves (in case of reverse curves): either 25
m or Nil.
Minimum straight between two Transition curves (in case of same flexure curves):
either 25 m or both curves should be converted in to the compound curve by
introducing single transition between the two circulars.
Minimum curve length between two transition curves: 25 m
4.2.4 Vertical Alignment and Track Centre
(a) Elevated Sections

The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m above
road level. For meeting this requirement with the Box shaped pre-stressed concrete
girders, the minimum rail level will be about 9.8 m above the road level. However, at
stations which are located above central median, the minimum rail level will be 11.8 m
above the road level with concourse at mezzanine. These levels will, however, vary
marginally depending upon where the stations are located. At special continuous span
locations the minimum rail level will be 11. 6m. For N-S alignment passing over railway

land, in addition to the above requirement for service road, SOD of double stack
container (as per DFCC western corridor) is also to be followed. A clearance of 5.5 m for
road traffic over proposed road surface for ROB ramp for Shyamaprasad Mukharji ROB
and proposed road surface for Shreyas and Ellis Bridge ROB is to be maintained. The
proposed road surface of these ROBs will be decided based on the SOD for double stack
container movement.
The track centre on the elevated section is kept as 4.2 m uniform throughout the
corridor to standardize the superstructure, except at few locations, wherever scissors
crossovers are planned, it is kept 4.5 meter.
(b) Underground sections

Rail level at midsection in tunnelling portion shall be kept at least 12.0 m below the
ground level. At stations, the desirable depth of rail below ground level is 13.5 m, so that
station concourse can be located above the platforms.
Track centre in underground sections are follows:
Track centre in underground sections are follows:

16.04 m (for lesser width of
platform, track centre to be
by cut & cover and running section by TBM to
reduced)
Accommodate 13 m wide platform
by NATM and running section by TBM to facilitate 23.04 m
Construction of stations
Sections where stations as well as running section
4.50 m
both are to be constructed by cut and cover method
(c) Gradients
Normally the stations shall be on level stretch. In exceptional cases, station may be on a
grade of 0.1 %. Between stations, generally the grades may not be steeper than 3.0 %.
However, where existing road gradients are steeper than 2% or for Switch Over Ramps
gradient up to 4% (compensated) can be provided in short stretches on the main line.
(d) Vertical Curves

Vertical curves are to be provided when change in gradient exceeds 0.4%. However, it is
recommended to provide vertical curves at every change of gradient.
(e) Radius of vertical curves:

On main line (desirable) : 2500 m
(Absolute minimum) : 1500 m
Other Locations : 1500 m
Minimum length of vertical curve : 20 m
4.2.5 Design Speed

The maximum operational speed will be 80 km/h. However, the applied cant, and length
of transition will be decided in relation to normal speeds at various locations, as
determined by simulation studies of alignment, vertical profile and station locations.
Computerized train simulation studies need to be conducted with proposed gradients at

the time of detailed design stage. This is with the objective of keeping down the wear on
rails on curves to the minimum.
Table 4.2 Permitted Speed, Cant & Minimum Track Spacing on Curves
MAXIMUM MINIMUM DISTANCE BETWEEN ADJACENT
RADIUS CANT PERMISSIBLE TRACKS (mm)
(m) (mm) SPEED UNDER-
ELEVATED AT-GRADE
(kmph) GROUND
3000 15 80 3650 3750 3800
2800 15 80 3650 3750 3800
2600 15 80 3650 3750 3800
2400 20 80 3650 3750 3800
2200 20 80 3650 3750 3850
2000 20 80 3650 3750 3850
1900 20 80 3650 3750 3850
1800 25 80 3650 3750 3850
1700 25 80 3650 3750 3850
1600 25 80 3650 3750 3850
1500 30 80 3700 3800 3850
1400 30 80 3700 3800 3850
1300 30 80 3700 3800 3850
1200 35 80 3700 3800 3850
1100 35 80 3700 3800 3850
1000 40 80 3700 3800 3850
950 40 80 3700 3800 3850
900 45 80 3700 3800 3850
850 45 80 3700 3800 3850
800 55 80 3700 3800 3850
750 55 80 3700 3800 3850
700 55 80 3700 3800 3850
650 85 80 3700 3800 3850
600 85 80 3700 3800 3850
550 85 80 3750 3850 3900
500 85 80 3750 3850 3900
450 95 80 3750 3850 3900
400 105 80 3800 3900 3950
350 125 75 3800 3900 3950
300 125 70 3850 3950 4000
250 125 65 3900 4000 4050
200 125 55 3950 4050 4100
175 125 55 NA 4100 4150
150 125 50 NA 4150 4200
120 125 45 NA 4250 4300
Notes:
a) The track spacing shown in the table above is without any column/structure between
two tracks and is with equal cant both for outer and inner tracks.
b) Track spacing shown in the table above is not applicable to stations which should be
calculated depending on specific requirement.
c) Figures for any intermediate radius of curvature may be obtained by interpolating
between two adjacent radii. For higher radii values may be extrapolated.

4.2.6 Station Locations

Stations have been located so as to serve major passenger destinations and to enable
convenient integration with other modes of transport. However effort has also been
made to propose station locations, such that inter station distances are as uniform as
possible. The average spacing of stations is close to 1.18 km.
4.3 TRACK STRUCTURE
Track on Metro Systems is subjected to intensive usage with very little time for day-to-
day maintenance. Thus it is imperative that the track structure selected for Metro
Systems should be long lasting and should require minimum or no maintenance and at
the same time, ensure highest level of safety, reliability and comfort, with minimum
noise and vibrations. The track structure has been proposed keeping the above
philosophy in view.
Two types of track structures are proposed for the corridors under Ahmedabad Metro
Rail Project network. The normal ballasted track in Depot (except inside the Workshops,
inspection lines and washing plant lines). The ballastless track is recommended on
Viaducts and inside tunnels as the regular cleaning and replacement of ballast at such
locations will not be possible.
For the depots, ballasted track is recommended as ballastless track on formation is not
suitable due to settlement of formations. Ballastless track in depot is required inside the
workshop, on inspection lines and washing plant lines.
From considerations of maintainability, riding comfort and also to contain vibrations

and noise levels, the complete track is proposed to be joint-less and for this purpose
even the turnouts will have to be incorporated in LWR/CWR.
The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling Stock
should be compatible with the rail cant and rail profile.
4.4 RAIL SECTION
Keeping in view the proposed axle load and the practices followed abroad, it is proposed
to adopt UIC-60 (60 kg. /m) rail section. Since on main lines, sharp curves and steep
gradients would be present, the grade of rail on main lines should be 1080 Head
Hardened as per IRS-T-12-2009. As these rails are not manufactured in India at present,
these are to be imported. For the Depot lines, the rails of grade 880 are recommended,
which are available indigenously.
4.5 BALLASTLESS TRACK ON MAIN LINES
On the viaducts, it is proposed to adopt plinth type ballastless track structure with RCC
derailment guards integrated with the plinths. Further, it is proposed to adopt fastening
system complying to performance criteria laid down by Indian Railways on ballastless
track structures, with a base-plate spacing of 60 cm. on viaducts. In the underground
sections, similar track structure with a base plate spacing of 70 cm is proposed on slab
after 1st stage concrete.

4.6 BALLASTLESS/BALLASTED TRACK IN DEPOT
The ballast less/ballasted track in Depot may be of the following types:
Supported on steel pedestal for inspection lines.

Embedded rail type inside the Workshop.
Plinth type for Washing line.
Track is to be laid on PRC sleepers with sleeper spacing of 65 cm. All the rails are to be
converted into rail panels by doing flash butt/Thermit welding.
4.7 TURNOUTS
All turn-outs/crossovers on the main lines and other running lines shall be as under:
Table 4.3 Turn-Outs

Sr. No. Description Turn-out Type
1 Main Line 1 in 9
2 Depot/Yard Lines 1 in 7
4.8 BUFFER STOPS
On main lines and Depot lines, friction buffer stops with mechanical impact absorption
(non-hydraulic type) will be provided. In elevated portion, the spans on which friction
buffer stops are to be installed will be designed for an additional longitudinal force,
which is likely to be transmitted in case of Rolling Stock hits, the friction Buffer Stops.
4.9 RAIL- STRUCTURE INTERACTION
For continuing LWR/CWR on Viaducts, the elevated structures will be adequately

designed for the additional longitudinal forces likely to be transmitted as a result of Rail-
Structure interaction. Rail structure interaction study will determine the need and
locations of Rail Expansion Joints (REJ) required to be provided.
4.10 ROUTE ALIGNMENT
Two Corridors have been identified for implementation in Ahmedabad Metro Rail
Project network (Phase 1).
Table 4. 4
Total Length
Sr. No. Corridors
(km)
i) North South Corridor: APMC to Motera Stadium 18.493
ii) East West Corridor: Thaltej to Vastral Gam 19.435
Total Length 37.928
4.11 EAST - WEST CORRIDOR: THALTEJ TO VASTAL GAM
The features of East-West Corridor: Thaltej to Vastral gam along with the details of route
alignment have been described below:-

4.11.1 References
(a) Chainages
Chainage at the centre line of Thaltej Station has been reckoned as 992.380 m and it
increases towards Vastral gam.
(b) Coordinates
Coordinates system adopted for topographical survey is WGS 84 for Northing and
Easting. However ground elevations are with respect to GTS bench mark of survey of
India.
(c) Directions
Direction from Thaltej to Vastral has been named as Down line and up line is converse
of it.
4.11.2 Description of the Route Alignment of the Corridor

This corridor originates from Thaltej leads eastward and crosses Sarkhej Gandhinagar
Road (NH8C) at km 1.15 and aligns along the median of Drive-in Road and runs along it
up to commerce six road junction. Hereafter it moves further along the centre line of the
road up to stadium road crossing; it turns right and aligns along the stadium road and
follows it, hereafter it further turns left; crosses railway lines and Ashram Road and
reaches Sabarmati River front. It crosses Sabarmati River between km7.020 and km
7.365. After crossing Sabarmati river alignment movers further eastward and attains
underground position. First Switch over Ramp has been provided from km 7.405 to
km7.640.
After attaining underground position alignment runs under the Kasturba Gandhi Road.
First underground station Shahpur has been proposed under Kasturba Gandhi Marg.
Beyond Shahpur station it turns towards south and under old court premise another
underground station named Relief road has been proposed by NATM. Hence forth
alignment turns left and through a reverse curve it aligns along the relief road and
passes under it. Further it moves eastward and crosses railway tracks in underground
position; it turns right once again and moves south ward up to new Cotton mill; here it
turns left; emerges out from underground position to elevated position; switch over
ramp has been planned in New Cotton mill area; alignment in New Cotton Mill area is
planned off the road. It moves further eastward to Vastral gam; beyond New Cotton Mill
Area it has been placed in the middle of the road.
4.11.3 Switch Over Ramp (SOR)

Vertical alignment of this corridor changes from underground to elevated or vise versa
at two locations, as described below:-
Table 4.5 Details of Switch over Ramps
Sr. No. Chainage (m) Length (m) Remarks
On the eastern bank of Sabarmati River.

1 7405 7640 235
Presently a hutment area.
2 13780 14170 390 In the New Cotton mill area. On open land.

4.11.4 Critical Locations

One location along the alignment is critical from alignment point of view. This location
is:
Km 6.700 to km7.000 - Buildings are affecting demolition required.
4.11.5 Archaeological Survey of India (ASI) protected monuments along the corridor
(a) Kazi Mohmed Chisti's Masjid
Alignment passes by the side of Kazi Mohmed Chisti's Masjid at the distance of 168m in
underground position. Construction will be done by TBM.
(b) Delhi Gate

Alignment passes by the side of Delhi Gate and its distance Delhi Gate is 248m
Alignment in this area also is underground and construction is proposed by TBM in this
stretch.
(c) Qutubudin Shah's Mosque

Alignment passes by the side of Kazi Qutubudin Shah's Mosque at the distance of 119m
in underground position. Construction will be done by TBM.
(d) Rani Rupavati's Mosque

Alignment passes by the side of Rani Rupavati's Mosque at the distance of 193m in
underground position. Construction will be done by TBM.
(e) Kalupur Gate

Alignment passes by the side of Kalupur Gate at the distance of 110m in underground
position. Construction will be done by TBM.
(f) Brick Minar

Alignment passes by the side of brick Minar the distance of 197m in underground
position. Construction will be done by TBM.
4.11.6 Alignment- Underground Verses Elevated

Construction cost of underground metro line is almost two to three times of that
elevated one. Therefore efforts have made to keep alignment elevated as far as it is
technically possible. However there is a stretch along the corridor which is underground
due to inadequate road width, heavily built-up area and crossing of railway yard. The
underground stretch is from km 7.640 to km 13.780.
4.11.7 Stations integrating with different modes of Transport

While deciding station locations efforts have been made to make integration of metro
system with other mode of transport such as existing BRTS and railways as far as
possible. The details of stations which will have integration with other mode of
transport are given in the Table 4.6.
Table 4.6 Details of Station Integration (E-W Corridor)

Sr.
Station Remarks
No.
1 Gujarat University Integration with existing BRTS corridor near Helmet cross road
2 Old High Court Integration with proposed North-South Metro Corridor Station
Integration with existing Kalupur Railway station of Indian
3 Kalupur
Railways
4 Rabari Colony Integration with existing BRTS corridor

4.11.8 Depot
Land for depot location for this line has been identified in New Cotton mill area. This
land is open and plain. Moreover it is very close to the alignment, so there will be no
dead run of the trains. Depot connectivity has been planned from Apparel Park Station.
4.11.9 Other Main Features of the Corridor

a) This corridor provides metro connectivity to Thaltej, Jai Ambe Nagar, Nilmani
Society, Gkurukul, Sushil Nagar Society, Saurabh Society, Lion Sharad Mehta
Garden, Sarvottam Nagar Society, Navrangpura, Swastik Society, Ahmed Shah
Colony, Kalal Nagar, Parabadi Ni Pole, Mirzapur, Bhadra, Zaveriwad, Revdi Bazar,
Laxmi Bazar, Partabgad, Sanrangpur, Rajpur GIDC Apparel Park, Janta Nagar,
Satyam Nagar, Rabari Colony, Rita Nagar, Krupalu Nagar Society, Devikrup Society,
Mahadev Nagar and Vastral.
b) Corridor is integrated with North South corridor. This integration provides metro
connectivity to northern as well as Southern parts of Ahmedabad.
c) Corridor is integrated with Sabarmati river front also.
d) About 33 % length of the corridor is underground.
e) Total 17 stations have been proposed on this corridor; out of these 04 stations are
underground and remaining 13 stations are elevated.
4.11.10 Technical Features
(a) Route Length

The total route length from dead end to dead end is 19.435 km as per the break-up
details given hereunder:
Underground
i) Cut & Cover : 0.429 km
ii) TBM : 5.281 km
iii) Ramp : 0.625 km
Elevated : 13.100 km
-------------
Total : 19.435 km
(b) Horizontal Curves

There are total 52 curves on the alignment of this corridor. Sharpest radius is 180 m
which has been used at one location in the elevated section whereas largest radius is
4000 m which also has been used at one location. Total length of alignment on curves
(including transition lengths) is nearly 61%. Details of curves are given in the Table 4.7
below:-

Table 4.7 Statement of Horizontal Curves (E-W Corridor)
Transition Total Straight

Deflection Length
Tangent Length Length Length
Curve Direction Radius Angle of
Length (m) of between Remarks
No. of Curve (m) Curve
(m) Curve curves
(D M S) L1 L2 (m)
(m) (m)
1 Right 1010 1028'37.465" 92.602 30 40 184.688 254.688 150 Compound
2 Right 750 1327'16.742" 88.467 40 40 176.121 256.121 0 Curve
3 Left 500 617'08.333" 27.454 50 50 54.853 154.853 125
4 Right 550 1610'43.238" 78.172 45 45 155.304 245.304 228.751
5 Left 275 1340'43.252" 32.983 60 60 65.653 185.653 91.976
6 Left 1020 520'19.379" 47.555 30 30 95.042 155.042 175.297
7 Right 2000 112'39.092" 21.134 20 20 42.267 82.267 182.919
8 Right 300 1253'29.581" 33.893 60 60 67.5 187.5 341.149 Reverse
9 Left 500 816'20.343" 36.158 40 40 72.19 152.19 0 Curve
10 Left 575 236'07.580" 13.059 40 40 26.114 106.114 143.839 Reverse
11 Right 375 2009'39.883" 66.666 60 60 131.954 251.954 0 Curve
12 Left 1200 649'24.649" 71.540 30 30 142.911 202.911 156.581
13 Right 1425 710'37.381" 89.367 25 25 178.5 228.5 156.169 Reverse
14 Left 180 2100'30.429" 33.375 60 60 66 186 0 Curve
15 Right 1010 636'13.473" 58.269 30 30 116.41 176.41 133.955
16 Right 4000 038'07.692" 22.182 20 20 44.364 84.364 176.799
17 Right 220 2615'31.998" 51.315 60 60 100.827 220.827 163.087
18 Left 300 2812'28.262" 75.377 60 60 147.696 267.696 56.775
19 Left 1010 1503'41.095" 133.520 30 30 265.5 325.5 64.641 Reverse
20 Right 600 417'49.860" 22.511 30 35 45 110 0 Curve
21 Left 200 2747'18.431" 49.474 60 60 97 217 334.721 Reverse
22 Right 200 3646'10.439" 66.472 60 60 128.35 248.35 0 Curve
23 Right 400 7712'43.766" 319.385 55 55 539.043 649.043 315.184
24 Left 1015 3312'56.989" 302.737 30 50 588.421 668.421 217.874 Compound
25 Left 315 9640'07.716" 353.976 50 55 531.465 636.465 0 Curve
26 Right 310 2656'23.424" 74.252 55 55 145.759 255.759 30.03
27 Right 310 9212'52.538" 322.220 60 60 498.929 618.929 448.682
28 Left 310 3532'24.950" 99.352 55 55 192.291 302.291 387.428
29 Right 310 3458'30.620" 97.669 55 55 189.234 299.234 240.408
30 Left 300 7636'12.430" 236.940 55 55 401.095 511.095 440.876
31 Left 1010 723'21.577" 65.219 30 30 130.258 190.258 60.344
32 Right 550 520'05.529" 25.624 35 35 51.211 121.211 252.785
33 Right 600 1628'39.304" 86.876 45 45 172.553 262.553 247.867
34 Left 350 803'44.405" 24.666 60 60 49.25 169.25 260 Reverse
35 Right 500 1324'25.965" 58.768 50 50 117 217 0 Curve
36 Left 1300 539'58.679" 64.335 25 25 128.564 178.564 257.53
37 Right 2500 037'28.084" 13.624 20 20 27.248 67.248 207.216
38 Right 3750 251'15.229" 93.424 20 20 186.809 226.809 58.847
39 Left 220 1308'07.891" 25.329 60 60 50.437 170.437 87.776

40 Right 1010 335'32.530" 31.673 35 35 63.326 133.326 87.673

41 Right 220 1051'19.350" 20.903 60 60 41.682 161.682 58.142
42 Left 220 708'47.538" 13.738 50 50 27.441 127.441 53.235
43 Right 450 331'01.436" 13.816 50 50 27.623 127.623 25.469
44 Right 1010 428'23.056" 39.445 35 35 78.851 148.851 240.701
45 Left 1010 147'46.429" 15.833 35 35 31.664 101.664 44.608
46 Right 1010 247'14.588" 24.573 35 35 49.136 119.136 341.821
47 Right 2000 341'17.118" 64.392 20 20 128.739 168.739 137.952
48 Left 650 1051'40.178" 61.793 40 40 123.216 203.216 206.408
49 Right 1250 224'24.937" 26.259 30 30 52.511 112.511 103.415
50 Left 2500 055'42.371" 20.256 15 15 40.511 70.511 36.841
51 Right 1010 1505'33.418" 133.800 30 30 266.05 326.05 60.585 Reverse
52 Left 950 645'17.535" 56.065 25 25 112 162 0 Curve
(c) Gradient
Change of grade takes place at 55 locations along this corridor. Flattest grade is level
which has been provided at the stations and steepest grade on the route is 3.9% which
has been provided on ramp. While designing the vertical alignment efforts have been
made to place stations on higher altitude than the running section to get benefit of
gravitational force for the acceleration and retardation of the trains. Average depth of
underground station has been kept in the range of 14.5m and average height of elevated
stations is in the rage of 11.8m. A statement showing details of gradients provide along
the corridor is given in the following Table 4.8.
Table 4.8 Statement of Gradients (E-W Corridor)

Sr. Chainage (m) Rail Level (m)
Length Gradient Remarks
No. From To From To
1 847.938 1258.632 410.694 69.571 69.982 0.10% Rise
2 1258.632 1436.632 178 69.982 71.846 1.05% Rise
3 1436.632 1741.632 305 71.846 67.500 -1.43% Fall
4 1741.632 1996.632 255 67.500 67.500 0.00% Level
5 1996.632 2476.632 480 67.500 60.221 -1.52% Fall
6 2476.632 2846.632 370 60.221 63.600 0.91% Rise
7 2846.632 3201.632 355 63.600 63.600 0.00% Level
8 3201.632 3401.632 200 63.600 62.900 -0.35% Fall
9 3401.632 3603.632 202 62.900 66.800 1.93% Rise
10 3603.632 4186.632 583 66.800 66.800 0.00% Level
11 4186.632 4466.632 280 66.800 61.400 -1.93% Fall
12 4466.632 4836.632 370 61.400 62.700 0.35% Rise
13 4836.632 5191.632 355 62.700 62.700 0.00% Level
14 5191.632 5365.097 173.465 62.700 59.700 -1.73% Fall
15 5365.097 5811.632 446.535 59.700 62.600 0.65% Rise


No. From To From To
16 5811.632 6096.632 285 62.600 62.600 0.00% Level
17 6096.632 6386.632 290 62.600 63.200 0.21% Rise
18 6386.632 6906.632 520 63.200 63.200 0.00% Level
19 6906.632 7381.132 474.5 63.200 54.000 -1.94% Fall
20 7381.132 7961.344 580.212 54.000 34.000 -3.45% Fall
21 7961.344 8237.337 275.994 34.000 34.000 0.00% Level
22 8237.337 8572.748 335.411 34.000 33.030 -0.29% Fall
23 8572.748 8912.735 339.987 33.030 34.010 0.29% Rise
24 8912.735 9295.779 383.044 34.010 28.000 -1.57% Fall
25 9295.779 9595.779 300 28.000 28.000 0.00% Level
26 9595.779 9915.779 320 28.000 33.604 1.75% Rise
27 9915.779 10245.779 330 33.604 32.736 -0.26% Fall
28 10245.779 10630.174 384.394 32.736 30.000 -0.71% Fall
29 10630.174 11110.174 480 30.000 32.000 0.42% Rise
30 11110.174 11390.174 280 32.000 37.500 1.96% Rise
31 11390.174 11680.174 290 37.500 37.500 0.00% Level
32 11680.174 12140.174 460 37.500 32.000 -1.20% Fall
33 12140.174 12520.174 380 32.000 33.500 0.40% Rise
34 12520.174 12987.79 467.617 33.500 34.476 0.21% Rise
35 12987.79 13680.41 692.62 34.476 35.886 0.20% Rise
36 13680.41 13883.19 202.78 35.886 43.511 3.76% Rise
37 13883.19 14307.74 424.55 43.511 60.051 3.90% Rise
38 14307.74 15006.041 698.301 60.051 60.051 0.00% Level
39 15006.041 15313 306.959 60.051 59.400 -0.21% Fall
40 15313 15676.041 363.041 59.400 59.753 0.10% Rise
41 15676.041 15913.041 237 59.753 59.753 0.00% Level
42 15913.041 16156.041 243 59.753 59.400 -0.15% Fall
43 16156.041 16360.041 204 59.400 60.551 0.56% Rise
44 16360.041 16632.584 272.543 60.551 60.551 0.00% Level
45 16632.584 16789.436 156.852 60.551 61.000 0.29% Rise
46 16789.436 17026.037 236.601 61.000 60.551 -0.19% Fall
47 17026.037 17686.041 660.004 60.551 67.551 1.06% Rise


No. From To From To
48 17686.041 17961.08 275.039 67.551 67.551 0.00% Level
49 17961.08 18439.479 478.399 67.551 68.600 0.22% Rise
50 18439.479 18909.425 469.946 68.600 65.101 -0.74% Fall
51 18909.425 19127.219 217.794 65.101 65.101 0.00% Level
52 19127.219 19279.701 152.482 65.101 64.700 -0.26% Fall
53 19279.701 19519.307 239.606 64.700 63.512 -0.50% Fall
54 19519.307 19715.704 196.397 63.512 65.951 1.24% Rise
55 19715.704 20359.038 645.373 65.951 65.951 0.00% Level
4.12 NORTH - SOUTH CORRIDOR: APMC TO MOTERA STADIUM
4.12.1 References
(a) Chainages
Chainage at Centre line of proposed APMC Station has been reckoned as 0 and it
increases towards Motera Stadium.
(b) Coordinates
Coordinates system adopted for topographical survey is WGS 84 for Northing and
Easting. However ground elevations are with respect to GTS bench mark of survey of
India.
(c) Directions
Direction from APMC to Motera Stadium has been named as Up line and Down line is
converse of it.
4.12.2 Description of the Route Alignment of the Corridor

APMC to Motera stadium start from the APMC and follows 132 feet Ring road up to km
1.225; turns right; passes over ramp of Jivraj ROB after passing Jivraj metro station;
alignment enters the railway corridor at km 1.440 and runs parallel to existing railway
corridor and passes over existing shreyas ROB before proposed shreyas metro station,
further alignment passes over paldi railway level crossing, where metro station is
planned. Before gandhigram railway station alignment passes over existing Ellis bridge
ROB. Here Metro station is proposed at gandhigram railway station on circulating area.
It moves forward and provides connectivity to E-W corridor at Old High Court Metro
station. Alignment runs further parallel to railway corridor upto km 9.817 with 7 nos. of
station in railway area. Along the railway corridor alignment is planned entirely on
eastern side of corridor except station approaches and station location where
eccentrics/portals has been proposed. After Vijay nagar metro station alignment takes
right turn and reaches on 132 feet ring road where Vadaj metro station is proposed to
have integration with BRTS and New Vadaj AMTS bus terminal. Alignment is proposed
on left hand side of the road on footpath upto Ranip metro station to have integration
with the BRTS and Ranip bus stand. It moves forward further and crosses the road and
runs by the northern side of the road; Sabarmati Railway Station has been proposed

north to the Chiman Bhai Bridge in the off road position. After Sabarmati Station it
crosses railway tracks and passes by the side of railways cricket stadium and again
aligns along the median of the road at AEC. It crosses road at km 14.415 and comes from
the western side of the road to eastern side of the; runs on the already earmarked
location for the metro on the BRTS corridor and it runs along it upto km 15.498. Here it
turns towards Motera Stadium along the Motera Stadium road centre line. Alignment
terminates near Motera Stadium at km 17.022.
4.12.3 Critical Locations

One location along the alignment is critical from alignment point of view. This location
is:
Km 1.295 to km 1.425 - Buildings are affecting demolition required.
4.12.4 Stations integrating with different modes of Transport

While deciding station locations efforts have been made to make integration of metro
system with other mode of transport such as existing metro system, BRTS and railways
as far as possible. The details of stations which will have integration with other mode of
transport are given in the Table No. 4.9.
Table 4.9 Details of Station Integration (N-S Corridor)

Sr.
Station Remarks
No.
Integration with existing Gandhigram Railway station of Indian
1 Gandhigram
Railways
2 Old High Court Integration with proposed East-West Metro Corridor Station
3 Vadaj Integration with existing AMTS Vadaj Bus Terminal and BRTS
4 Ranip Integration with existing GSRTS Bus Terminal and BRTS
5 Sabarmati Rly. Station Integration with Indian Railways
4.12.5 Depot
The depot location for North-South corridor has been proposed at Gyaspur in the
beginning of the alignment.
4.12.6 Other Main Features of the Corridor

a) This corridor provides metro connectivity to Gupta Nagar, Bhagyoday society, Jivraj
park, Rajiv nagar, Shreyas tekra, Ayojan nagar, Giri kunj society, Dr. Ambedkar
colony, Doctor house, Parimal char rasta, Paldi, Madalpur gam, Ellis bridge, Mitha
kali, Vishalpur, Muslim society, Sardar Patel stadium, Mill Officers Colony,
Navarangpura Gam, Sattar Taluka Society, Soni Ni Chal, Usman Pura, Bharat colony,
Vikram nagar, Vijay nagar, Aadarsh nagar, Akhbar nagar, Nava Vadaj, Udham nagar,
Keshavbag Wadi, Gayatri Kunj Society, Nijripunj Society Part-2, Dharm Nagar-II,
Krishna Nagar, Sidhachal Vatika, Abu Street Society, Hirajain Society, Sabarmati,
Ambica Nagar, Keshavbag Colony, Parvati Nagar and Motera.
b) Corridor is integrated with East-West corridor. This integration provides metro

connectivity to Sabarmati River front, Gujarat University, Kalupur Railway Station
and so many other important destinations.
c) This corridor is fully elevated.

d) Total 15 stations have been proposed on this corridor; all stations are elevated out
of which 7 stations are in railway area.
4.12.7 Technical Features
(a) Route Length

The total route length from dead end to dead end is 18.493 km as per the break-up
details given hereunder:
Elevated : 18.493 km
-------------
Total : 18.493km
(b) Horizontal Curves

There are total 53 curves on the alignment of this corridor. Sharpest radius is 145 m
which has been used at one location, whereas largest radius is 7500m. Radius more than
1000m has been used at 30 locations. Total length of alignment on curves is nearly 42%
(including transition length of curves). Details of curves are given in the Table 4.10
below:
Table 4.10 Statement of Horizontal Curves (N-S Corridor)

Transition Straight
Length Total
Included Tangent Circular between
Curve Direction Radius (m) Curve
angle Length Length two
No. of curve (m) Length
DMS (m) (m) curves
L1 L2 (m)
(m)
22.617
1 Left 600 1112'18.347" 58.857 117.339 117.339 102.769
2 Left 300 6802'29.721" 248.236 90 90 266.265 446.265 449.414
3 Right 1500 214'28.631" 41.842 25 25 33.677 83.676 46.958
4 Left 600 2316'17.642" 138.565 30 30 213.699 273.700 239.194
5 Right 1500 159'33.586" 38.587 25 25 27.168 77.168 433.812
6 Left 1500 300'39.977" 51.925 25 25 53.831 103.830 241.147
7 Left 1500 320'11.686" 56.189 25 25 62.351 112.351 29.468
8 Right 145 11233'50.905" 248.776 60 60 224.869 344.870 442.037
9 Left 900 1516'37.662" 140.712 40 40 199.973 279.972 269.289
10 Right 7000 022'23.331" 32.794 20 20 25.589 65.589 28.076
11 Left 7000 022'23.331" 32.794 20 20 25.589 65.588 212.036
12 Left 1075 259'22.058" 43.052 30 30 26.089 86.089 25.227
13 Right 1850 259'22.058" 58.274 20 20 76.525 116.525 165.701
14 Right 2000 117'26.186" 32.526 20 20 25.051 65.051 28.183
15 Left 2000 117'26.186" 32.526 20 20 25.051 65.051 452.462
16 Left 7000 022'06.726" 32.513 20 20 25.025 65.025 29.812
17 Right 7000 022'06.726" 32.513 20 20 25.025 65.025 110.575
18 Left 1075 314'30.112" 45.42 30 30 30.822 90.822 27.467
19 Right 1075 314'30.112" 45.42 30 30 30.822 90.821 334.062
20 Right 1000 317'27.700" 43.728 30 30 27.439 87.439 29.078
21 Left 1000 317'27.700" 43.728 30 30 27.439 87.439 108.955
22 Left 430 6208'32.513" 284.241 50 50 416.373 516.373 61.039
23 Left 2600 522'15.823" 131.955 20 20 223.731 263.731 151.904
24 Left 1000 518'40.150" 63.884 35 35 57.697 127.697 155.425

Transition Straight
Length Total
Included Tangent Circular between
Curve Direction Radius (m) Curve
angle Length Length two
No. of curve (m) Length
DMS (m) (m) curves
L1 L2 (m)
(m)
25 Left 500 845'32.864" 63.307 50 50 26.438 126.438 300.530
26 Left 1000 413'31.534" 51.892 30 30 43.748 103.748 36.553
27 Right 1400 401'06.150" 64.115 30 30 68.187 128.188 175.682
28 Right 1400 413'52.926" 66.72 30 30 73.392 133.392 36.669
29 Left 1000 407'41.129" 51.041 30 30 42.049 102.048 229.224
30 Right 2000 134'59.585" 37.634 20 20 35.265 75.265 38.733
31 Left 2000 137'32.195" 38.374 20 20 36.744 76.745 394.655
32 Left 1500 206'25.072" 40.083 25 25 30.160 80.160 36.745
33 Right 1500 206'00.207" 39.993 25 25 29.979 79.980 407.178
34 Right 5500 029'15.399" 33.404 20 20 26.807 66.807 67.807
35 Left 5000 031'25.388" 32.852 20 20 25.703 65.703 702.248
36 Right 900 3510'48.356" 305.348 40 40 512.608 592.608 92.220
37 Right 175 6758'48.595" 148.543 60 60 147.634 267.634 387.235
38 Left 7500 021'03.947" 32.979 20 20 25.958 65.958 54.118
39 Right 5500 030'29.082" 34.386 20 20 28.772 68.772 354.148
40 Left 2200 111'50.888" 32.991 20 20 25.980 65.980 299.094
41 Left 335 1346'51.234" 68.022 55 55 25.575 135.575 149.393
42 Left 650 948'40.984" 83.305 55 55 56.307 166.307 34.910
43 Right 350 1509'35.306" 74.117 55 55 37.606 147.606 150.832
44 Right 425 1015'24.846" 60.659 45 45 31.082 121.082 148.659
45 Left 300 5055'35.961" 170.549 55 55 211.651 321.651 531.655
46 Left 1500 313'33.564" 54.74 25 25 59.456 109.457 198.454
47 Left 225 6828'41.879" 183.57 60 60 208.914 328.914 75.032
48 Right 500 1528'39.815" 90.469 45 45 90.069 180.069 180.139
49 Left 5000 036'26.266" 36.499 20 20 32.997 72.997 305.367
50 Right 2000 144'01.530" 40.262 20 20 40.520 80.520 60.294
51 Right 210 4627'06.388" 117.86 55 55 115.255 225.255 397.686
52 Left 6000 025'58.201" 32.663 20 20 25.326 65.326 497.022
53 Right 500 1407'56.798" 81.994 40 40 83.329 163.329 184.122
(c) Gradient
Change of grade takes place at 45 locations along this corridor. Flattest grade is level
which has been provided at the stations. Steepest gradient on the route is 3.0%. While
designing the vertical alignment efforts have been made to place stations on higher
altitude than the running section to get benefit of gravitational force for the acceleration
and retardation of the trains. A statement showing details of gradients provide along the
corridor is given in the following Table 4.11.
Table 4.11 Statement of Gradients (N-S Corridor)

Sr. Chainage (m) Length Rail Level (m)
Gradient Remarks
No. From To (m) From To
1 -1700.000 -1568.200 131.800 43.600 43.600 0.000% Level
2 -1568.200 -1248.200 320.000 43.600 53.200 3.000% Rise

Sr. Chainage (m) Length Rail Level (m)

Gradient Remarks
No. From To (m) From To
3 -1248.200 -540.000 708.200 53.200 53.200 0.000% Level
4 -540.000 -304.000 236.000 53.200 55.200 0.847% Rise
5 -304.000 450.000 754.000 55.200 55.200 0.000% Level
6 450.000 830.000 380.000 55.200 63.050 2.066% Rise
7 830.000 1305.000 475.000 63.050 63.525 0.100% Rise
8 1305.000 1680.000 375.000 63.525 57.255 1.672% Fall
9 1680.000 1895.000 215.000 57.255 57.255 0.000% Level
10 1895.000 2776.239 881.239 57.255 66.413 1.039% Rise
11 2776.239 3040.000 263.761 66.413 58.500 3.000% Fall
12 3040.000 3297.592 257.592 58.500 58.247 0.098% Fall
13 3297.592 3750.000 452.408 58.247 59.240 0.219% Rise
14 3750.000 4309.950 559.950 59.240 62.300 0.546% Rise
15 4309.950 5186.735 876.785 62.300 61.425 0.100% Fall
16 5186.735 5675.000 488.265 61.425 72.800 2.330% Rise
17 5675.000 5800.000 125.000 72.800 69.050 3.000% Fall
18 5800.000 6059.305 259.305 69.050 68.791 0.100% Fall
19 6059.305 6451.000 391.695 68.791 62.750 1.542% Fall
20 6451.000 6915.000 464.000 62.750 71.285 1.839% Rise
21 6915.000 7215.000 300.000 71.285 71.285 0.000% Level
22 7215.000 7615.000 400.000 71.285 61.200 2.521% Fall
23 7615.000 7900.000 285.000 61.200 61.950 0.263% Rise
24 7900.000 8200.000 300.000 61.950 62.230 0.093% Rise
25 8200.000 8940.000 740.000 62.230 63.500 0.172% Rise
26 8940.000 10400.000 1460.000 63.500 63.500 0.000% Level
27 10400.000 10750.000 350.000 63.500 64.800 0.371% Rise
28 10750.000 10997.354 247.354 64.800 64.887 0.035% Rise
29 10997.354 12060.000 1062.646 64.887 65.500 0.058% Rise
30 12060.000 12274.000 214.000 65.500 65.500 0.000% Level
31 12274.000 12700.000 426.000 65.500 64.850 0.153% Fall
32 12700.000 12836.002 136.002 64.850 65.500 0.478% Rise
33 12836.002 13140.000 303.998 65.500 65.500 0.000% Level
34 13140.000 13250.000 110.000 65.500 64.400 1.000% Fall
35 13250.000 13610.000 360.000 64.400 64.400 0.000% Level
36 13610.000 13716.162 106.162 64.400 65.462 1.000% Rise
37 13716.162 14130.891 414.729 65.462 65.503 0.010% Rise
38 14130.891 14350.000 219.109 65.503 63.853 0.753% Fall
39 14350.000 14570.000 220.000 63.853 69.200 2.430% Rise
40 14570.000 14900.000 330.000 69.200 67.500 0.515% Fall
41 14900.000 15160.000 260.000 67.500 69.685 0.840% Rise
42 15160.000 15385.000 225.000 69.685 69.900 0.096% Rise
43 15385.000 15600.000 215.000 69.900 68.217 0.783% Fall
44 15600.000 16300.000 700.000 68.217 70.728 0.359% Rise
45 16300.000 17022.532 722.532 70.728 71.115 0.054% Rise


CHAPTER 5 - CIVIL ENGINEERING
Chapter - 5
CIVIL ENGINEERING
5.1 GENERAL
This chapter deals with civil underground and elevated structure, Geotechnical
investigation, construction methods, land requirements, Utility services and Traffic
diversion during construction etc.
5.2 CIVIL STRUCTURES
5.2.1 Underground Construction

The most of the underground section passing under the road, cut and cover method of the
underground construction easily can be employed for the construction of the underground
sections. However keeping in view obstruction of traffic movement and inconvenience to the
general public; during the construction as an open cut around 10.00m wide required to be
cut through entire length of underground section it is proposed to tunnel through Tunnel
Boring Machine (TBM) or New Austrian Tunneling Method (NATM) in the overburden soil
mass. This will reduce substantially inconvenience to general public during construction.
Tunnel excavation for a major part of this underground section is expected to be carried out
by Tunnel Boring Machines. There is some smaller section along the underground part of the
alignment where Cut & Cover method has been considered for construction after Switch
Over Ramp (SOR). Tunnel boring machines (TBMs) capable of drilling in soft soil with a
finished internal diameter of 5.2 m. can be successfully employed for boring tunnels through
this stratum. The tunnels are proposed with a minimum soil cover of 6.0m.
5.2.2 Underground Stations

Total 4 underground stations have been proposed out of which 3 will be constructed by cut
and cover with top-down method and 1 by NATM with through tunnels TBM. The diaphragm
walls for such station constructions would be 80 to 100 cm. thick and will function as a
permanent side wall of the station. It is, therefore, necessary to construct the diaphragm
walls absolutely watertight and with the required concrete strength as has been done in the
Delhi Metro station constructions. By resorting to top-down method the surface could be
restored quickly and further excavations and construction of the station will not hamper the
surface activity.
5.2.3 Cut and Cover Method of Construction of Underground Stations

Cut and Cover mainly consists of following steps:
1. Diversion of utilities

2. Construction of support walls

3. Excavation between the support walls along with the installation of struts between
the two walls to keep them in position.
4. Construction of tunnel/structure and removal of temporary struts. 5. Back filling and
restoration of the surface
5.2.4 Utility Diversion:

It is suggested that all utilities falling within excavation area are diverted away in advance to
avoid damage to such utilities during the excavation/ construction phase. The cross utilities,
however has to be kept supported. It is suggested that pressure water pipelines crossing the
proposed cut area are provided with valves on both sides of the cut so that the cut area can
be isolated in case of any leakage to the pipeline to avoid flooding of the cut/damage to the
works.
5.2.5 Support Walls:

Most commonly used support wall is RCC Diaphragm Wall. The advantage of diaphragm wall
is that the same can be used as part of permanent structure. The modern techniques are
now available where water-stop can be inserted at the joints of two diaphragm wall panels
to avoid seepage through the joints. It is also now possible to ensure the verticality of the
diaphragm wall panels to avoid any infringement problem later on. Typically the diaphragm
wall of 80 cm to 1 meter thickness is sufficient to do the cut and cover construction. The
various advantages of diaphragm wall are as follows.
It is rigid type of support system and therefore ensures the maximum safety against
settlement to the adjacent structures.
Can be used as part of the permanent structure and, therefore, considered economical. With
diaphragm wall it is possible to construct an underground structure by top down method. In
this method top slab is cast once the excavation is reached to the top slab level with rigid
connections to the diaphragm wall which can be achieved by leaving couplers in the
diaphragm wall reinforcement at appropriate level. This top slab then acts as strut between
the two support walls and gives much more rigidity and safety to the construction.
Excavation thereafter can be completed. This also helps in restoration of the surface faster
without waiting for full structure to be completed.
The other support walls which can be used depending on the site conditions are as follows:
(a) Sheet Piles : Z/ U sheet piles can be used as temporary support wall. This can be
advantageous where it is possible to re-use the sheet pile again and again and therefore,
economy can be achieved. However the main concern remains, driving of sheet piles
causes vibrations/noise to the adjacent buildings. This may sometimes lead to damage
to the building and most of the time causes inconvenience to the occupants of the
building. Situation becomes more critical if sensitive buildings are adjacent to the
alignment like hospitals, schools, laboratories, etc. Silent pile driving equipments
however are now available and can be used where such problems are anticipated.

(b) Retaining Casing Piles: This is suitable for situation where the cut and cover is to be
done in partly soil and partly rock. The top soil retaining structure can be done with the
help ofCasing pile which is then grouted with cement slurry. This is considered suitable
in case of shallow level, non-uniform, uneven nature of rock head surface which render
the construction of sheet piles/diaphragm wall impracticable. These are suitable up to
7-meter depth. The common diameter used for such casing pile is 2.00-2.50 m dia.
(c) Soldier Piles and Lagging: Steel piles (H Section or I section) are driven into the
ground at suitable interval (normally 1-1.5 m) centre-to-centre depending on the
section and depth of excavation. The gap between two piles is covered with suitable
lagging of timber planks/shot-creting /steel sheets/GI sheets during the process of
excavation.
(d) Secant Piles: are cast-in-situ bored piles constructed contiguously to each other so that
it forms a rigid continuous wall. This is considered an alternative to diaphragm wall
where due to soil conditions it is not advisable to construct diaphragm wall from the
consideration of settlement during the trenching operation. 800 to 1000 mm dia piles
are commonly used. Two alternate soft piles are driven and cast in such a way that the
new pile partly cuts into earlier constructed piles. This new pile is constructed with
suitable reinforcement. With this, alternate soft and hard pile is constructed. This has
got all the advantages of diaphragm wall. However, this wall cannot be used as part of
permanent structure and permanent structure has to be constructed inside of this
temporary wall.
5.2.6 Anchors:
As an alternative to the struts, soil/rock anchors can be used to keep these support walls in
position. This gives additional advantage as clear space is available between two support
walls and progress of excavation & construction is much faster as compared to the case
where large number of struts is provided which create hindrance to the movement of
equipments and material & thus affects the progress adversely.
The combination of all the type of retaining walls, struts/anchors may be necessary for the
project to suit the particular site. Based on the above broad principle, the support walls
system for cut and cover shall be chosen for particular locations.
5.2.7 Elevated Section - Choice of Superstructure

The choice of superstructure has to be made keeping in view the ease of constructability and
the maximum standardization of the formwork for a wide span ranges.
The segmental construction has been chosen mainly due to the following advantages:
Segmental construction is an efficient and economical method for a large range of span
lengths and types of structures. Structures with sharp curves and variable super elevation
can be easily accommodated.

Segmental construction permits a reduction of construction time as segments may be

manufactured while substructure work proceeds and assembled rapidly thereafter.
Segmental construction protects the environment as only space required for foundation and
sub-station is required at site. The superstructure is manufactured at a place away from
busy areas and placement of superstructure is done with the system erected from piers at
heights.
Segments are easy to stack in the casting yard/stacking yard in more than one layer, thereby
saving in requirement of space.
It is easier to transport smaller segments by road trailers on city roads.
It is easy to incorporate last minute changes in span configuration if the site situation so
warrants.
Interference to the traffic during construction is significantly reduced.
Segmental construction contributes towards aesthetically pleasing structures and good
finishes.
The overall labor requirement is less than that for conventional methods.
Better quality control is possible in the casting yard.
During construction, the technique shows an exceptionally high record of safety.
5.2.8 Types of Superstructures for Elevated Section

(A) Pre-cast segmental box girder using external unbonded tendons
(B) Pre-cast segmental U-Channel Superstructure with internal pre-stressing.
Comparative advantages/disadvantages of the above two types are given below:
A. Precast Segmental Box Girder using External Unbonded Tendons.

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

can be summarized as follows:-
Simplification of all post-tensioning operations, especially installation of tendons.
Reduction in structural concrete thickness as no space is occupied by the tendons inside the
concrete.

Good corrosion protection due to tendons in polyethylene ducts, the grout inspection is
easier and leaks, if any, can be identified during the grouting process.
Simplified segment casting. There is no concern about alignment of tendons. Increased

speed of construction.
The elimination of the epoxy from the match-cast joints reduces costs and increases speed of
construction further.
Replacement of tendons in case of distress is possible and can be done in a safe and
convenient manner.
Facility for inspection and monitoring of tendons during the entire service life of the
structure.
Precast Segmental Box Girder using internal tendon is also in use.
B. Precast Segmental U-Channel Superstructure with Internal Pre-stressing.

The single U type of viaduct structure is also a precast segmental construction with internal
pre-stressing and requires gluing and temporary pre-stressing of segments. The match cast
joints at the interface of two segments are also provided with shear keys. The main
advantages for this type of structural configuration of superstructure are:
1. Built in sound barrier.
2. Built in cable support and system function.
3. Possibility to lower the longitudinal profile by approximately 1m compared to conventional

design.
4. Built in structural elements capable to maintain the trains on the bridge in case of
derailment (a standard barrier design allow this)
5. Built in maintenance and evacuation path on either side of the track.
5.2.9 However, U section has following disadvantages:

(i) Inefficient structure sections
(ii) Requires cross pre-stressing of pier segments
(iii) At X-over locations the girders are to be connected at slab level hence changing of bearing at
later stage becomes very difficult.
(iv) Costlier than Box girder.

5.3 CONSTRUCTION METHODOLOGY
For the elevated sections it is recommended to have pre-cast segmental construction for
super structure for the viaduct. For stations also the superstructure is generally of pre-cast
members. The pre-cast construction will have following advantages:-
Reduction in construction period due to concurrent working for substructure and

superstructure.
For segmental, pre-cast element (of generally 3.0m length), transportation from
construction depot to site is easy and economical.
Minimum inconvenience is caused to the public utilizing the road as the superstructure
launching is carried out through launching girder requiring narrow width of the road.
As the pre-cast elements are cast on production line in a construction depot, very good
quality can be ensured.
The method is environment friendly as no concreting work is carried at site for the
superstructure.
5.4 PRE-CAST CONSTRUCTION
5.4.1 Casting of Segments

For viaducts segmental pre-cast construction requires a casting yard. The construction
depot will have facilities for casting beds, curing and stacking area, batching plant with
storage facilities for aggregates and cement, site testing laboratories, reinforcement steel
yard and fabrication yard etc. An area of about 2.5 Ha.To 3.0 Ha.is required for each
construction depot.
For casting of segments both long line and short line method can be adopted. However the
long line method is more suitable for spans curved in plan while short line method is good
for straight spans. A high degree of accuracy is required for setting out the curves on long
line method for which pre calculation of offsets is necessary. Match casting of segments is
required in either method. The cast segments are cured on the bed as well as in stacking
yard. Ends of the segments are to be made rough through sand blasting so that gluing of
segments can be effective.
The cast segment will be transported on trailers and launched in position through launching
girders.
5.4.2 Launching Scheme

Launching girder is specially designed for launching of segments. The suggested launching
scheme is designed in such a way that initially the launching girder is erected on pier head at
one end of the work. The segments are lifted in sequence and when the lifting is over, they

are dry matched while hanging from the launching girder. After dry matching, the Segments
are glued with epoxy and pre-stressed from one end. The girder is lowered on the
temporary / permanent bearings after pre-stressing. The launching girder then moves over
the launched span to next span and the sequences continue.
5.5 STRUCTURAL SYSTEM OF VIADUCT
5.5.1 Superstructure
The superstructure of a large part of the viaduct comprises of simply supported spans.
However at major crossing over or along existing bridge, special steel or continuous unit will
be provided.
Normally the Box Girder having a soffit width of about 4.0 m (approx) accommodates the
two tracks situated at 4.2m center to center (c/c). The Box Girder superstructure for almost
all the simply supported standard spans will be constructed by precast pre-stressed
segmental construction with epoxy bonded joints.
The standard spans c/c of piers of simply supported spans constructed by precast segmental
construction technique has been proposed as 31.0m. The usual segments shall be 3.0m in
length except the Diaphragm segments, which shall be 2.0m each. The other spans (c/c of
pier) comprises of 28.0 m, 25.0 m, 22.0 m, 19.0 m & 16.0 m, which shall be made by
removing/adding usual segments of 3.0 m each from the center of the span.
The pier segment will be finalized based on simply supported span of 31.0m and the same
will be also kept for all simply supported standard span.
For major crossing having spans greater than 31.0m, special continuous units normally of 3
span configuration or steel girders have been envisaged.
All these continuous units (in case provided at obligatory location) will be constructed by
cast-in-situ balanced cantilever construction technique.
5.5.2 Substructure
The viaduct superstructure will be supported on single cast-in-place RC pier.The shape of
the pier follows the flow of forces. For the standard spans, the pier gradually widens at the
top to support the bearing under the box webs.At this preliminary design stage, the size of
pier is found to be limited to 1.8m to 2.0 m diameter of circular shape for most of its height
so that it occupies the minimum space at ground level where the alignment often follows the
central verge of existing roads.
To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier of 1.0 m
height above existing road level has been provided all around the pier. A gap of 25 mm has
also been provided in between the crash barrier and outer face of pier. The shape of upper
part of pier has been so dimensioned that a required clearance of 5.5 m is always available

on road side beyond vertical plane drawn on outer face of crash barrier. In such a situation,
the minimum height of rail above the existing road is 10.2 m.
The longitudinal center to center spacing of elastomeric/pot bearing over a pier would be
about 1.8 m. The space between the elastomeric bearings will be utilized for placing the
lifting jack required for the replacement of elastomeric bearing. An outward slope of 1:200
will be provided at pier top for the drainage due to spilling of rainwater, if any.
The transverse spacing between bearings would be 3.2 m (to be studied in more details).
The orientation and dimensions of the piers for the continuous units or steel girder (simply
supported span) have to be carefully selected to ensure minimum occupation at ground
level traffic. Since the vertical and horizontal loads will vary from pier to pier, this will be
catered to by selecting the appropriate structural dimensions.
5.5.3 Foundation Recommendation

Deep Foundations, in the form of Bored Cast In-situ piles are recommended wherever heavy
load transfer from the super structures are expected and availability of dense competent
strata is at deeper depths. Bored cast in-situ pile foundations have been recommended
keeping in consideration site constraints for deep excavations in the vicinity of built up
structures. Pile foundations have been recommended for the foundations as per the stratum
encountered. Hence, pile foundations with varying pile depths depending on soil
characteristic have to be provided on a case-by-case basis.
5.5.4 Deck Simple Spans

Salient features of the precast segmental construction method technique as envisaged for
the project under consideration are indicated below:
The superstructure shall be constructed span by span sequentially, starting at one end of a
continuous stretch and finishing at the other end. Nos. of launching girders may be required
so as to work on different stretches simultaneously to enable completion of the project in
time.
The number of breaks in the stretch can be identified by Nos. of continuous units &
stations.
The suggested method of erection will be detailed in drawings to be prepared, at the time of
detailed design. The launching girder (or, more accurately, the assembly truss) is capable
of supporting the entire dead load of one span and transferring it to the top of the pier. The
governing weight of the segments will be of the order of 50t (to be finalized). The launching
girder envisaged will be slightly longer than two span lengths. It must be able to negotiate
curves in conjunction with temporary brackets.

Transportation of segments from casting yard to the point of erection will be effected by
appropriately designed low-bedded trailers (tyre-mounted). The segments can be lifted and
erected using erection portal gantry moving on launching girder.
Box girder segments shall be match cast at the casting yard before being transported to
location and erected in position. Post-tensioned cables shall be threaded in-situ and
tensioned from one end. It is emphasized that for precast segmental construction only
oneend pre-stressing shall be used.
The pre-stressing steel and pre-stressing system steel accessories shall be subjected to an
acceptance test prior to their actual use on the works. The tests for the system shall be as
per FIP Recommendations as stipulated in the special specifications. Only multi-strand jacks
shall be used for tensioning of cables. Direct and indirect force measurement device (e.g.
Pressure Gauge) shall be attached in consultation with system manufacturer.
The Contractor shall be responsible for the proper handling, lifting, storing, transporting and
erection of all segments so that they may be placed in the structure without damage.
Segments shall be maintained in an upright position at all times and shall be stored, lifted
and/or moved in a manner to prevent torsion and other undue stress. Members shall be
lifted, hoisted or stored with lifting devices approved on the shop drawings.
5.5.5 Epoxy Bonded Joints and Shear Keys

A minimum compressive stress of 3 kg/sq cm shall be provided uniformly over the
crosssection for the closure stress on the epoxied joint until the epoxy has set. The curing
period for application of the compressive stress, method of mixing and application of epoxy
and all related aspects including surface preparation shall be as per approved
manufacturers specifications.
The purpose of the epoxy joint, which is about 1mm on each mating surface, shall be to serve
as lubricant during segment positioning, to provide waterproofing of the joints for durability
in service conditions and to provide a seal to avoid cross-over of grout during grouting of
one cable into other ducts.
The epoxy shall be special purpose and meet requirements of relevant provision of FIP
(International Federation of Pre-stressed Concrete)
The temporary compressive stress during the curing period shall be applied by approved
external temporary bar pre-stressing (such as Macalloy or Diwidag bar systems or approved
equivalent).
5.6 CONSTRUCTION OF STATIONS
It is proposed to construct the elevated stations with elevated concourse over the road or
Railway Line at most of the locations to minimize land acquisition. To keep the Metro rail

level low, it is proposed not to take viaduct through the stations in the Railway area. Thus a
separate structural configuration is required (although this may necessitate the break in the
launching operations at each station location). However, for Stations over road, viaduct may
be kept separate passing through the Metro stations.For most of the Stations over road,
attempt will be made to provide single viaduct column in the station area, which will be
located on the median and supporting the concourse girders by a cantilever arm so as to
eliminate the columns on right of way.
Sub-structure for the station portion will also be similar to that of viaduct and will be carried
out in the same manner.
5.6.1 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) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals - M -45
- M -60
vi) Other miscellaneous structure - M -30
For all the main structures, permeability test on concrete sample is recommended to ensure
impermeable concrete.
5.6.2 Reinforcement and pre-stressed Steel

It is proposed to use HYSD 500 or TMT steel as reinforcement bars.
For pre-stressing work, low relaxation high tensile steel strands with the configuration 12 K
15 and or 19 K 15 is recommended (confirming to IS:14268).
5.6.3 Road width required during construction

As most of the construction is to be carried out on the middle of the road, central two lanes
including median will be required for construction activities. During piling and open
foundation work, a width of about 9 m will be required for construction and the same will be
barricaded. It is proposed that two lanes are provided for traffic on either side during
construction by widening of roads, if necessary. In certain cases, one way traffic may be
resorted to.
All these actions will require a minimum period of about 4 to 6 months. During this period,
the implementing agency can go ahead with the following preliminary works:

i) Preliminary action for diversion of utility and preparation of estimates thereof.
ii) Reservation of land along the corridor, identification and survey for acquisition.
The SPV for the implementation of MEGA rail project has to take action for appointment of
consultant for Project Management and proof checking including preparation of tender
documents. Simultaneously, action is also to be taken for detailed design for structures for
elevated & underground corridor.
5.6.4 Special features of construction in Railway Area

As about 8.5 km of construction is to be carried out on Railway Land, special precautions
have to be taken. At the start of construction activity in Railway Area, it is planned to have
passenger service terminated at Sarkhej Station of MG Track and provide bus connection for
Railway passengers to come to Vastrapur and Gandhinagar, which is at present the Terminal
Station for Passenger Service on MG Track. The portion of MG track from Sarkhej to
Sabarmati will be used for moving one passenger rake every day during non-working hours
for maintenance at Sabarmati yard. During working hours, construction activity of MEGA
and preparatory work for Gauge conversion by RVNL will be carried out with the approval
of the Railway. Day to day coordination will have to be maintained with RVNL for smooth
execution of work. When MEGA construction activity is in full swing, night working may also
be required to be done and special precaution for safety as per Railway Rules and other
safety norms shall have to be taken. Since train movement at restricted speed will be taking
place, adequate precaution while digging trench for foundation work, underground water
tank etc. shall have to be taken. Movement of construction equipment may take place over
existing service road wherever available but in the portion where service road is not
available on the side of the railway land, and for reaching the construction site, construction
equipment will have to be taken on railway land. Although this movement will generally be
taking place during the time when there is no movement of passenger rake, nothing will be
left at site which will infringe the schedule of dimensions during the movement of passenger
rake. Any barricading in Railway land shall require the approval of the Railway. During
piling and open foundation work near the service road, a minimum width on service road
will be required for construction and the same will be barricaded on the service road side. It
is proposed to keep the road traffic moving on the service roads during construction.
However, on certain occasions, such as construction of Station Structure, some portion of
the service road may be required to be blocked for certain period. Traffic Diversion plan will
have to be made to cater to such situations.
It is planned by RVNL to block the Railway traffic completely after their preparatory work is
over by January 2017. After that, full railway land will be available to both MEGA and RVNL
for construction activity. Again coordination with RVNL will have to be maintained on day to
day basis for smooth execution of work.

5.7 GEO-TECHNICAL INVESTIGATIONS
5.7.1 Physiography
Ahmedabad is the largest city in the state of Gujarat. It is located in Western India on the
banks of the River Sabarmati, 32 km from the state capital Gandhinagar. It is the former
capital of Gujarat and also the financial capital of Gujarat. Ahmedabad is located at 23.030 N
and 72.580 E at an elevation of 53 m. The Sabarmati River frequently dries up in summer,
leaving only small stream of water, however now there is perennial supply of water from
Narmada Canal after Sabarmati River Front Development. Except for the small hills of
Thaltej - Jodhpur Tekra, the city is almost flat. Gandhinagar is the capital of the state of the
Gujarat. Gandhinagar has an average elevation of about 81 m. The city sits on the banks of
the River Sabarmati in North - Central - East of Gujarat.
5.7.2 Geology
The well-known agriculturally rich alluvial basin of Gujarat rises from the estuarine tacts
between Narmada and Tapi rivers, and extends 402 Km Northwards merging into the
deserts plains ofRajasthan and the Rann of Kutch.
The alluvial plains of Gujarat belong to Quaternary group. The project site area is covered
with deep layers of recently placed alluvial sands.
5.7.3 Seismicity
The site is located in Seismic Zone III as per Seismic Zoning map of India. The basic
HorizontalSeismic Co-efficient (Io) is 0.04 and Seismic Zone Factor (Fo) is 0.20

The region of Kutch and Gujarat has been subject to many earthquake in the past.
Figure 5.1: Seismic zones of India
5.8 OBJECTIVE OF GEOTECHNICAL INVESTIGATION

The main objectives of Geo-Technical Investigation Services are:
To determine the required strength characteristics of the underlying soil/rock strata to

design the foundation of the structure proposed to be constructed at various locations.
To determine the subsurface profile of the underlying strata.
5.9 DETAILS OF BORE HOLES
5.9.1 Investigation Works

Geotechnical investigation work at site was carried out to determine the existing subsoil
strata, proposed type & depth of foundations and safe bearing capacity of foundations
required for the proposed two Metro Corridors along the originally planned routes.
Borehole locations were identified at the ground along with the Client and drilling work was
commenced.

5.9.2 Geology of the area

The soil formation in the site is observed to be homogenous in nature, and little variability is
expected. Generally two layer homogeneous sub-soil profile has been noticed in the
boreholes
5.9.3 Boring in Soil and Rock

In soils, boreholes of diameter 100mm to 150mm were drilled with the help of a posthole
auger. Power winch was used to extend the boreholes with the help of Extension rods and
auger, up to the required depth. Any loose soil was carefully removed from the bottom of the
borehole so that the penetration test may be performed on an undisturbed surface of strata.
Water table was recorded in each borehole, if met.
Rock coring was obtained by use of rotary drilling method, because of its ability in detaining
higher quality of rock samples. Rock coring was carried out by using diamond bits and
Tungsten carbide bits. For better core recovery in hard rock like basalt and granites,
diamond bits were used. NX size of bit was used in coring. The drilling operation was
conducted by attaching bits to core barrels through reamer shells. Methodology followed for
boring confirmed IS: 1892-1979 and IS: 6926-1996.
Water was used as the drilling fluid, care was taken to see that water into the hole, be
minimum, consistent with adequate removal of cutting from the hole and proper cooling of
the bit. The rock core samples is preserved and stored as specified in IS: 4078-1980. The
bore logs are as under:-
Table 5.1 - Borehole Details
S.No BH No Chainage Reduced Level Depth of BH Water Table Depth
Motera Stadium to APMC
1 BH 16 15092.35 58.566 30.00m Not Met
2 BH 17 14223.382 56.6 30.00m 9.50m
3 BH 18 13469.70 56.9 30.00m Not Met
4 BH 19 12706.095 57.037 30.00m Not Met
5 BH 20 11938.171 53.316 30.00m Not Met
6 BH 21 11077.50 51.605 30.00m 9.50m
7 BH 22 11224 50.01 30.00m 13.00m
8 BH 23 11080 54.00 30.00m 3.00m
9 BH 24 10232 52.32 30.00m Not Met

10 BH 25 9632 51.05 30.00m Not Met
11 BH 26 9160 47.23 30.00m Not Met
12 BH 27 8005 52.052 30.00m 18.00m
13 BH 28 7034.60 51.231 30.00m Not Met
14 BH 29 6145.728 49.938 30.00m 23.00m
15 BH 30 5434.424 48.920 30.00m 20.00m
16 BH 31 4711.35 47.100 30.00m 17.50m
17 BH 32 3915.257 47.223 30.00m 21.50m
18 BH 33 3302.281 46.80 30.00m 22.00m
19 BH 34 2523.76 49.897 30.00m 21.00m
20 BH 35 1739.38 47.711 30.00m 17.00m
21 BH 36 925.781 42.48 30.00m 7.00m
22 BH 37 180.0 42.661 30.00m 10.00m
Old High Court to Thaltej
23 BH 42 6588.54 50.547 37.00m 10.00m
24 BH 43 6105.38 50.670 36.50m 12.00m
25 BH 44 4711.16 49.75 30.00m Not Met
26 BH 45 5252.44 49.84 30.00m Not Met
27 BH 46 3937.13 48.55 30.00m Not Met
28 BH 47 3055.66 48.40 30.00m Not Met
29 BH 48 2961.75 49.5 30.00m 20.00m
30 BH 49 1572.38 50.2 30.00m 19.25m

31 BH 50 754 56.8 30.00m Not Met
32 BH 51 0 51.875 30.00m Not Met
Borehole Details from Sabarmati River to Vastral
Max. Depth Stratum at the

Location Water
BH No. of Drilling termination
(Existing Km.) Table
(m) depth
1 Sabarmati river 50.00 10.80m Soft Disintegrated Rock
Kasturba gandhi Soft Disintegrated Rock

2 road 50.00 6.30m
3 Ghee Kanta 50.00 6.00m Soft Disintegrated Rock
4 New Arvind mill 50.00 9.60m Soft Disintegrated Rock
5 New Cotton Mill 50.00 8.40m Soft Disintegrated Rock
6 Swastik Circle 50.00 7.00m Soft Disintegrated Rock
7 Rabari Colony 50.00 3.30m Soft Disintegrated Rock
8 Mahadev Nagar 50.00 28.30m Soft Disintegrated Rock
9 Triveni Park 50.00 25.80m Soft Disintegrated Rock
10 Vastral 50.00 Nill Soft Disintegrated Rock
Note:- 1. Bore hole details from Motera Stadium to APMC and Old High Court to Thaltej
has been taken from the Ahmedabad DPR 2005 submitted earlier by DMRC.
2.The DDC and Construction agency will have to do Geotechnical investigations
along the revised alignment for detailed design and execution of work.
5.10 FIELD TESTS & LABORATORY TESTS
5.10.1 Standard Penetration Tests

This is a field test to determine penetration resistance of stratum at the test depth. This
was conducted in the boreholes at 1.5 to 3.0 m intervals generally up to refusal or up to
termination depth (at locations where refusal stratum was not encountered) using
procedures described in IS: 2131. In this test, driving bit was replaced by split spoon

sampler (50.8 mm OD and 35 mm ID). Sampler of length 60cm was then driven by dropping
63.5 kg hammer on top of driving collar with free fall of 75 cm. Sampler was first driven
through 15 cm asSeating drive. It was further driven through 30 cm. Number of blows
required to drive the sampler for 30 cm beyond seating drive was termed as Penetration
Resistance, N. Where full penetration of 30cm was not possible (refusal conditions), blows
and corresponding penetration was recorded.
5.10.2 Grain Size Analysis

TheGrain Size Analysis of different samples collected from boreholes were done as per IS:
2720(part IV).
5.10.3 Atterbergs Limits

The liquid limit and plastic limit were conducted as per IS: 2720(part V) on soil samples.
5.10.4 Field Density and Moisture Content

The Undisturbed Soil Samples were tested for field density and moisture content as per IS:
2720(part II).
5.10.5 Specific Gravity

The soil samples were tested for specific gravity as per IS: 2720(part III).
5.10.6 Direct Shear Test

The undisturbed soil samples were tested for direct shear tests.
5.10.7 Chemical Analysis of Soil

Chemical analysis of soil samples were conducted for PH, Sulphates (ppm) and for Chloride
(ppm).
5.10.8 Chemical Analysis of Water

Chemical analysis of soil samples were conducted for PH, Sulphates (ppm) and for Chloride
(ppm).
5.10.9 Rock Test Analysis

Rock samples were collected from the bore holes and tested for water absorption, porosity
and dry density.
5.11 NET ALLOWABLE BEARING PRESSURE
Considering the proposed structure and taking into account the N values, an allowable
settlement of 25 mm has been adopted for evaluating the net allowable bearing capacity,
based on the settlement criterion.
Average shear strength parameters have been used for calculating safe bearing capacity from
shear failure criterion as per IS: 6403-1981 .Lower of the two values obtained from
settlement and shear criteria is used in arriving at net allowable bearing capacity of the soil

5.12 SATTLEMENT CRITERIA: IS-8009 (PART-I) APPROACH
Net allowable bearing pressure is computed by adopting design N value of 50 (conservative

approach) at refusal strata as per IS-8009 (part-I) approach.
In IS: 8009, settlement for 10 t/m2 for various foundation widths varying from 1m to 6m is
available depending on design SPT N values. The net allowable bearing pressure is evaluated
for 25mm allowable settlement.
5.13 CONCLUSION AND RECOMMENDATION
10 boreholes were drilled along original metro alignment in order to obtain information
about subsurface layers.
The soil formation in the site is observed to be homogenous in nature, and little variability is
expected. Generally two layer homogeneous sub-soil profile has been noticed in the
boreholes as explained briefly in Section 5.0 above.
Ground water table was met in all the boreholes except BH 10 at the time of investigation
mentioned in table . Proper dewatering arrangements are necessary to excavate up to the
footing level below the ground water table.
If the in-situ material is to be used as a backfilling material, it should be compacted to not

less than 97% of the MDD in 300 mm layers.
Based on the sub-soil profile noticed and considering heavy load transfer expected from the
structures, Deep Foundations, in the form of Bored Cast In-situ piles are recommended.
For pile load capacity calculations, bored cast in-situ piles of 1200 mm, 1500 mm & 1800mm
are considered. Recommended Termination depth of piles below EGL & safe loads on piles
considering pile with M35 grade concrete is as follows.

5.14 LAND
In order to minimize land acquisitions and to provide good accessibility form either
directions, the metro alignments are located mostly along the center of the roads, which lie
on the corridor. But, at some locations the geometrics of the roads especially at road
turnings may not match with geometric parameters required for metro rail systems. In such
cases, either the alignment will be off the road or some properties abutting the road would
get affected. The North-South Corridor alignment has been revised and it is passing through
Railway Land on Botad- Sabarmati section of Bhavnagar Division of Western Railway
between Railway Chainage 23+750 to 15+330 and runs parallel to existing Railway corridor
in decreasing chainage direction of railway for 8.5 km. No permanent land acquisition will
be required in this portion and only way leave permission from Railway will be required and
charges will have to be paid to them. Further, some land is required for various purposes as
detailed below:
5.14.1 Land Requirement for following Major Components

MRTS Structure (including Route Alignment), Station Building, Platforms, Entry/Exit
Structures, Traffic Integration Facilities, Depots, etc.
Receiving/Traction Sub-stations

Radio Towers
Temporary Construction Depots and work sites.
Staff quarters, office complex and operation control centre(OCC)
5.14.2 Land for Underground stretches

No land at surface is required permanently for underground section, except for small areas
for entry/exit structures, traffic integration, chilling plant and ventilation shafts at stations.
These will be located either on footpath edge or in front marginal open setback of the
building along the road.
5.14.3 Land required for elevated stretches

For elevated section, single pier supporting the viaduct will be located on the middle of road
so that the existing roads remain in use as usual. In Railway Land, they will be provided at
locations permitted by the Railway. Accordingly, necessary permission for using such right-
of-way will have to be obtained from the concerned authorities. Elevated station is generally
proposed with elevated concourse so that land is required only for locating the entry/exit
structures. However, at Paldi Station falling on Railway land, special design will have to be
evolved to provide Ticketing facility on ground and an RUB/Subway will have to be planned
in lieu of the existing Level Crossing No. 15. Traffic integration facilities are provided
wherever the same are required, but no land is proposed for acquisition.
The normal viaduct structure of elevated Metro is about 10.5 m (edge to edge) wide. Ideally
the required right of way is 10.5 m. However, for reasons of safety a clean marginal distance
/ setback of about 5 m is necessary from either edge of the viaduct (or 10.25 m on both sides
of the centre line) wherein no structures are to be located. It ensures road access and
working space all along the viaduct for working of emergency equipment and fire brigade. In
stretches, where the elevated alignment has to be located away from road, a strip of 20-m
width is proposed for acquisition. However, in Railway land where no service road is
available on the side and the building line is about 1.5 to 5 m away from the Railway Land
Boundary on the eastern side where the viaduct piers are proposed to be located, there is no
option but to keep the centre line of the Metro Viaduct 5.5 m from the Railway Boundary. In
such cases water pipeline with sprinklers will have to be run on the viaduct from the nearest
Metro Station for firefighting in case Metro Train catches Fire. Prior permission of the Fire
Department will have to be obtained for this arrangement. Any violation of Fire Safety
norms (Fire Separation etc.) by the owners of the building will be unauthorized and will be
the responsibility of the owner and not MEGA.
In view of the constraints on space on ground floor, it is proposed to provide the concourse
area exactly below the Station Building at mezzanine level. All the stations in elevated
stretch including terminal station are planned with side platforms. Normally, the ideal width
required for station building in is 28.0m. The staircase giving access to concourse area from
ground will be located at the edge of footpaths or in front marginal open setback of the
buildings in the as far as possible in the open space. Nevertheless it is not possible to find
open space at all the locations therefore acquisition of certain private structures is
inevitable.

In Railway land, special design of Station will have to be evolved to provide access from both
the sides of railway land, separate Concourse for both the sides and side Platforms. If
required, Concourse and Platform may have to be provided at the same level.
5.14.4 Land for Switch-over Ramps

Switch-over ramps are required for transition from the underground to elevated section or
vice versa. The ramp covers a stretch at ground for the whole width of structure for two
tracks (about 10.5m including the protection works). The length of ramp above ground
depends on the existing ground slope and the gradient provided on Metro alignment
(normally 3% to 4%). Thus the ramp is to be located in an area where sufficient road width
is available or in an open area. Two such ramps are provided in East-West corridor.
5.14.5 Land for Traffic integration

As indicated in station planning para certain land is required for traffic integration at the
each station. But no land for traffic integration has been ear marked at this stage however
this should be identified and ear marked where ever possible closure to the proposed
station locations.
5.14.6 Land for Traction and Receiving Substation and Radio Towers
Two RSS each is proposed to be located for Thaltej to Vastral Gam and APMC to Motera
Stadium Corridor. Hence, an area of 22400 m2 has been earmarked exact location will be
decided at the time of implementation of the project. No additional land proposed for
locating radio towers. These will be accommodated in the land already acquired. Land
required for RSS will be as tabulated below.
Table 5.2 - Details of Land Required for RSS
S. No. Name of Corridor Area (m2) Ownership

1. Thaltej to Vastral Gam 11200 Government
2. APMC to Motera Stadium 11200 Government
Total 22400
5.14.7 Land Requirement for Stations & Running section

As indicated earlier, the ROW of the roads along which the alignment is planned is
adequately wide and hence no land is required for acquisition as long as the alignment is
straight and in the centre of the road. However, at curved portions, the alignment could not
be kept in the centre of the road and land acquisition at such locations is inevitable in spite
of introduction of sharper curves.

To the extent possible the Entry and Exit points of stations (underground and elevated)
were planned on the in open spaces between foot paths and building offsets as far as
possible. But, for locating other station facilities such as chiller plants, ventilation shafts,
underground water tanks, generator set room etc., land acquisition is proposed.
For using the Railway Land, Way-leave permission shall have to be obtained and way leave
charges for using Railway land and its Air-Space shall have to be paid as per Railway Rules
The details of land permanently required for depot, running sections and stations and
Railway land for which Way-Leave permission is required, are indicated in the Table 5.3,
Table 5.4 and Table 5.5 and the areas identified for acquisition are shown in Figs. L - 4.1 to
L - 4.29 and are placed at the end of this chapter.
Table 5.3 - Details of Land Required for Depot
S. No. Location Area(m2) Ownership Purpose

1.
New Cotton Mill 190936 Government Depot
2. Vasana
250000 Government Depot
(Gyaspur)
Total 440936
Table 5.4 - Details of Land Required for Running Section
S.NO. PLOT NO. AREA (m2) REMARKS

EAST WEST CORRIDOR
1 RS-1 1740.2 Private

2 RS-2 1574 Private
3 RS-3 23.8 Government


EAST WEST CORRIDOR

TOTAL =28509.5 Sqm.
GOVT. =197672.4Sqm.
PVT. =22073Sqm

NORTH - SOUTH CORRIDOR

6 RS-6 572 Private
9 RS-9 398 Private
10 RS-10 164 Private
TOTAL =
64925.9Sqm.
GOVT.
=54283.3Sqm.
PVT. =10642.6Sqm

Land Requirement within Railway boundary

Railway
Sr. Station Area
Description Boundary
No. Width (mt) (Sq.mt.)
width (mt)
1 Rajiv Nagar (Rly. Ch. 23375) 35.15 25 3500
2 Shreyas (Rly. Ch. 22008) 37.55 26.5 3710
3 Paldi (Rly. Ch. 20654) 21.1 25 3500
4 Gandhigram (Rly. Ch. 19229) 25.4 121.9 4256
N-S Old High Court interchange station (Rly. Ch.
5 28.8 23.4 3276
18156)
6 E-W Old High Court Interchange station 19.5 23.4 975
7 Usmanpura (Rly. Ch. 17124) 38.15 26 3640
8 Vijaynagar (Rly. Ch. 15626) 39.65 27.5 3850
Total Area of Land for Stations 26707

Total Area of Land for Viaduct (11m width)
9 -- -- 66916
from Ch. 27750 to Ch. 15330 (excluding stations)
Total Area of Land within Railway Boundary 93623
Table 5.5 - Details of Land Required for Stations

Land
S.No Station Name Ownership Remarks
Area(m2)
Thaltej to Vastral Gam Corridor
Exits, entries and ancillary

1.0 THALTEJ 700 Private
buildings
DOORDARSHAN Exits, entries and ancillary
2.0 700 Private
KENDRA buildings
3.0 GURUKUL ROAD 700 Private
buildings
4.0 GUJARAT UNIVERSITY 700 Private
buildings
5.0 COMMERCE SIX ROAD 700 Private
buildings
6.0 STADIUM 700 Private
buildings
7.0 OLD HIGH COURT 700 Private
buildings
8.0 SHAHPUR 1440 Government
buildings
9.0 GHEE KANTA 1440 Government
buildings

Land
Area(m2)
KALUPUR Exits, entries and ancillary
10.0 1440 Government
RLY.STATION buildings
11.0 KANKARIA EAST 1440 Private Exits, entries and ancillary
buildings
12.0 APPAREL PARK Land included in Depot area
13.0 AMRAIWADI 700 Private
buildings
14.0 RABARI COLONY 700 Private
buildings
15.0 VASTRAL 700 Private
buildings
16.0 NIRANT CROSS ROAD 700 Private
buildings
17.0 VASTRAL GAM 700 Private
buildings
APMC to Motera Stadium Corridor
1 APMC 700 Private
buildings
2 JIVRAJ 700 Government
buildings
3 RAJIVNAGAR 700 Private
buildings
4 SHREYAS 700 Private
buildings
5 PALDI 700 Private
buildings
6 GANDHIGRAM 700 Private
buildings
7 OLD HIGH COURT 700 Private
buildings
8 USMANPURA 700 Private
buildings
9 VIJAYNAGAR

10 VADAJ 700 Government
buildings
11 RANIP 700 Government
buildings
SABARMATI RLY. Exits, entries and ancillary
12 3920 Private

Land
Area(m2)
STATION buildings

13 AEC 700 Private
buildings
14 SABARMATI 700 Private
buildings
15 MOTERA STADIUM 700 Private
buildings
5.14.8 Land for Staff quarters, office complex and operation control centre (OCC)
A large number of officers and staff will be required to be deployed permanently to take care
of project implementation and post construction operational activities. Moreover metro
office complex and metro operation control centre will also be required. It is proposed to
keep the provision of 5.0 ha of government land for this purpose. Exact location of land has
not been identified at this stage. It may be decided at the time of project implementation.
5.14.9 Temporary office accommodation

During construction period, huge quantities of construction materials like reinforcing bars,
cement, steel sections, shutters, pre-cast segments etc. are to be stored and sufficient land is
required for storage of these materials. The areas may be identified based on availability as
vacant on date nearer to the corridors. At the time of construction, depending up on the
need the location and size can be reassessed and temporary land acquisitions can be made
accordingly.
Since the area of land being acquired permanently at most of the stations is bare minimum,
the land required for construction depots purpose has been considered throughout the
corridor @ 2000sq m at every 5 km. These sites will be obtained on lease temporarily for
the construction period. After completion of construction, these will be handed over back to
the land owning agency.
Table 5.6 - Details of Temporary Land office accommodation

Thaltej to Vastral APMC to Motera
S. No. Description Gam(m2) Stadium(m2) Total(m2)
Temporary office
1 8213 6168 14381
accommodation
2 Segment Casting Yard 80000 60000 140000
Total 88213 66168 154381

5.14.10 Segment Casting Yard

Large numbers of pre-cast segments are required for construction of elevated/underground
structures for which a large open area is required for setting up of casting yards. As far as
possible, this area should be close to the site, easily accessible and away from habitation.
Considering the various factors, it is proposed to setup four segment casting yards for
EastWest corridor and three Casting yards for North-South Corridor. Accordingly a
provision of 14.0 ha land has been proposed on temporary basis considering 2.0 ha of land
for each segment casting yard for a period of a period of four years.
5.14.11Summary of Land Requirements

Abstract of land requirements for different components of this corridor is given in Tables
below. However, the land requirement is summarized below:
a) Govt Land permanently required for stations, Depot, Ramp and running section 86.768 ha.
b) Private Residential and Commercial Required for stations, Ramp and Running section
5.348ha
c) Total land required for the project is 92.116 ha.
Table 5.7 - Summary of Permanent Land Requirement

(All figures in Sq. )
Thaltej to APMC to Motera
Sr. Description Vastral Gam Stadium Total
1 Stations 5,020 9,840 28,807 10,920 54,587
2 Running Section 1,97,672 22,073 1,21,199 10,643 3,51,587
3 Depot 1,90,936 2,50,000 4,40,936
Staff Quarters , Office
4 50,000 50,000
Complex and OCC
Receiving
5 11,200 11,200 22,400
Substation(RSS)
6 Mid Shaft 1,650 1,650
Total 4,56,478 31,913 4,11,206 21,563 9,21,160
*Railway land subject to verification vide detailed survey and Indian Railways
** Total land required for the project is mentioned here above does not include land require
for traffic integration/parking.
Total = 92.116 Ha
Private = 5.348 Ha

Table 5.8 - Summary of Temporary Land Requirement
Thaltej to
S. No. Description Vastral Gam Total
Temporary office
1 accommodation 8213 6168 14381
Segment Casting
2 Yard 80000 60000 140000
Total 88213 66168 154381
Total = 15.438 Ha
Total land required for temporary acquisition is 15.4ha which assumed that it will be
government open land.
5.15 UTILITY DIVERSIONS
5.15.1 Introduction
Besides the details of various aspects e.g. transport demand analysis, route alignment,
station locations, system design, viaduct structure, geo-technical investigations etc. as
brought out in previous paras, there are a number of other engineering issues, which are
required to be considered in sufficient details before really deciding on taking up any
infrastructure project of such magnitude. Accordingly, following engineering items have
been studied and described in this para.
Existing underground and at surface utilities and planning for their diversion during
construction, if necessary.
5.15.2 Utility and Services

The DMRC has collected details of various utilities from concerned agencies/organizations
directly for the entire alignment. Large number of sub-surface, surface and overhead utility
services viz. sewers, water mains, storm water drains, telephone cables, O.H electrical
transmission lines, electric poles, traffic signals, etc. are existing along the proposed
alignment. These utility services are essential and have to be maintained in working order
during different stages of construction, by temporary/permanent diversions or by supporting
in position. Since these may affect construction and project implementation time
schedule/costs, for which necessary planning/action needs to be initiated in advance.

Table 5.9 - Utility Detail

Utility of APMC to Jivaraj ROB from chainage 0+000mt to 1+550mt
Chainage
Sr. No Utility Utility Name
From To
1 0+000 0+50 Manhole Drainage Line LHS
2 0+000 0+50 Manhole Drainage Line RHS
17 0+350 1+300 Gas Line Adani Gas Line
18 0+400 0+450 Gas Line GSPC STONE RHS

Chainage
From To
35 0+350 1+300 Gas Line Adani Gas Line
63 1+100 1+300 DUCT LINE

Chainage
From To

Utility of Railway line from Jivraj ROB to Vijaynagar from chainage 1+550mt to
10+150mt



Sabarmati to Motera from chainage 12+945mt to 16+015mt
N-S Corridor in Ahmedabad

Chainage
From To
1 12+945 12+945 OFC BSNL WTR LINE
2 12+965 12+965 OFC BSNL OFC LINE
4 12+965 14+065 GasLine Gas Pipeline
5 13+615 13+690 GasLine Adani 08 Inch Steel Pipeline
6 13+625 14+765 OFC Airtel OFC
10 13+915 14+175 Water Line Western trunk Main Line
11 13+975 14+345 Water Line Water Pipeline
12 14+015 14+235 OFC Reliance OFC
17 14+090 14+205 OFC Incable OFC
18 14+105 15+065 Water Line Rasika Water pipe
20 14+115 14+865 OFC Vodafone OFC
23 14+145 14+195 OFC GTPL OFC
24 14+145 14+145 OFC Tata Tele Cable
25 14+165 14+765 Water Line Package IV EX Waterline 300 mm dia
26 14+165 14+215 Electric Line LT cable 120 4C
28 14+165 14+165 Storm Water Drain Package IV Storm water line
31 14+185 14+185 GasLine Adani gas 90 MM MDPE Line


Chainage
From To
38 14+315 14+315 Drainage Line Package IV Drainage 300 mm dia
40 14+365 14+690 Copper Cable BSNL COPPER LINE
60 14+725 15+965 Drainage Line Drain 150 mm
62 14+765 14+765 OFC Airtel OFC
63 14+765 15+915 OFC Airtel OFC


Chainage
From To
74 14+765 15+015 VISAT-KOBA Powerline


Chainage
From To
133 15+915 16+015 OFC Incable OFC


Chainage
From To
150 16+015 16+025 OFC Incable OFC
151 15+880 16+015 Storm Water Drain Package IV Storm water 1800 mm dia

E-W Corridor in Ahmedabad
Chainage
From To
1 3+110 3+110 Electric Line HT CABLE 185

20 3+250 3+500 ofc cable airtelofc cable
21 3+250 3+500 ofc cable tatatele cable
22 3+250 3+500 ofc cable BSNL duct line
23 3+250 3+350 ofc cable BSNL UG line
24 3+300 3+350 ofc cable BSNL ofc cable
25 3+300 3+350 water line water 150mm dia pipe line
28 3+350 3+350 Electric Line HT CABLE NO CABLE SIZE

E-W Corridor in Ahmedabad
Sr. No Chainage Utility Utility Name

29 3+350 3+400 storm water line storm water 900mm dia
30 3+350 3+400 ofc line Reliance ofc cable
31 3+350 3+400 ofc line airtelofc cable
32 3+350 3+400 water line water 300mm dia
33 3+350 3+400 water line water 1200mm dia
34 3+350 3+400 drainage drainage 1350mm dia
35 3+350 3+400 storm water line storm water 1200mm dia
36 3+350 3+400 drainage drainage 450mm dia
59 14+000 14+050 ofc line BSNL Copper line
60 14+000 14+050 ofc line BSNL Copper line

Assessment of the type and location of underground utilities running along and across the
proposed route alignment has been undertaken with the help of data available with
concerned authorities, who generally maintain plans and data of such utility services.
Particulars of main utilities i.e. trunk and main sewers/drainage conduits, water mains, OH
& UG Electric cable, Telecom cable etc. have been marked on alignment plans.
5.15.3 Diversion of Underground Utilities

While planning for diversion of underground utility services viz. sewer lines, water
pipelines, cables, etc., during construction of MRTS alignment, following guidelines have
been adopted:
Utility services have to be kept operational during the entire construction period and after
completion of project. All proposals should therefore, ensure their uninterrupted
functioning.
Sewer lines and water supply lines are mainly affected in underground cut and cover
construction. These services are proposed to be maintained by temporarily replacing them
with CI/Steel pipelines and supporting them during construction, these will be encased in
reinforced cement concrete after completion of construction and retained as permanent
lines
Where permanent diversion of the affected utility is not found feasible, temporary diversion
with CI/Steel pipes without manholes is proposed during construction. After completion of
construction, these will be replaced with conventional pipes and manholes.
The elevated viaduct does not pose much of a difficulty in negotiating the underground
utility services, especially those running across the alignment. The utilities infringing at pier
location can be easily diverted away from the pile cap location.
In case a major utility is running along/across the alignment which cannot be diverted or
the diversion of which is difficult, time consuming and uneconomical, the spanning
arrangement of the viaduct and layout of piles in the foundation may be suitably adjusted to
ensure that no foundation needs be constructed at the location, where utility is crossing the
proposed alignment. The utility service can also be encased within the foundation piles.
5.15.4 Underground Stretch and Switch Over Ramp

The underground section in the corridor is for a length of 6.335 km. As indicated in the
previous paras due to various reasons, the entire length of underground section is proposed
to be constructed with tunneling keeping a minimum cover of about 6m above the tunnel,
except at stations which will be constructed by cut and cover method. Hence, the utility
services existing in above ground or below ground position are not likely to be affected in
underground stretch of the alignment except at station locations.
5.15.5 Elevated Stretch

The stretch from Thaltej to Old High Court and Apparel park to Vastral in E-W corridor and
APMC to Moterastatdiumin N-S corridor is elevated and is almost in the center of the road
except at few locations as detailed in the Alignment description.

5.15.6 Sewer Lines, Storm Water Drains and Water Lines

The sewer/drainage lines generally exist in the service lanes i.e. away from main
carriageway. However, in certain stretches, these have come near the central verge or under
main carriageway, as a result of subsequent road widening.
The major sewer/drainage lines and water mains running across the alignment and likely to
be affected due to location of column foundations are proposed to be taken care of by
relocating on column supports of viaduct by change in span or by suitably adjusting the
layout of pile foundations. Where, this is not feasible, lines will be suitably diverted.
Provision has been made in the project cost estimate towards diversion of utility service
lines.
5.15.7 Aboveground Utilities

Above ground utilities namely street light poles, traffic signal posts, telecommunication
posts, junction boxes, etc. are also required to be shifted and relocated suitably during
construction of elevated viaduct. Since these will be interfering with the proposed
alignment. Approximate numbers of affected lamp/ telecom/elect posts & boxes are
indicated in the Table 5.10 below
.
Table 5.10 - Affected Aboveground Services
S.No. Description East-West North-South
Corridor Corridor
1. MH 158 144
2. EP 125 ----
3. LP 118 277
4. TSP ---- 1
LP: Light Poles EP: Electric Post

MH: Man Hole TSP: Traffic Signal Post
5.15.8 Affected HT-Electric cables & OH Lines & PVC Cu Cable

At several places, 11kV/66kv/132kv power cables are running along & across the proposed
alignment and few of them are likely to be affected. These lines need to be modified/shifted
or cabled well in advance of construction along this route.
5.15.9 Telephone Poles

At several places, telephone poles pertaining to BSNL are also running along the proposed
alignment in elevated position and few of them are likely to be affected. Detailed proposals
for tackling these lines need to be prepared in consultation with the concerned agencies.
However tentative provision has been made in cost estimates.

5.16 ISSUES RELATED TO INTERFACE WITH EXTERNAL AGENCIES.
In order to complete the work timely and successfully, for all the corridors under
Chandigarh Metro Rail Projectnetwork, interface with external agencies on different issues
shall have to be conducted as per details given in Table 5.11.
Table 5.11 - Interface with External Agencies

S.No. Name of Agency Issue
1 APMC Removal of trees under the area of proposed

corridors.
3 AUDA /AMC/ R&B Clearance of ROW & Bridges for Metro wherever
encroached/occupied.
4 Indian Railways Crossing of Railway lines at some places such as
Sabarmati &Kalupur Railway Station ,
5 Ahmedabad Traffic Police Alignment of various corridors under Phase-I
network shall pass on/along the roads.
6 Torrent Power ,UGVCL Shifting of HT Line
In addition to above, some more external agencies may have to be coordinated during the
course of actual construction.
5.17 TRAFFIC DIVERSION
5.17.1 Need
Traffic Diversion Plans are required in order to look for options and remedial measures so
as to mitigate any traffic congestion situations arising out due to acquisition of road space
during Metro construction of various corridors under Metro Rail Project network. Any
reduction of road space during Metro construction results in constrained traffic flow. In
order to retain satisfactory levels of traffic flow up to the construction time; traffic
management and engineering measures need to be taken. They can be road widening
exercises, traffic segregation, one-way movements, traffic diversions on influence area
roads, acquisition of service lanes, etc.
Various construction technologies are in place to ensure that traffic impedance is done at the
minimum. They are:
Some of the corridor length and stations have been proposed by Cut-and-Cover method for
construction of the underground segment. This means that the stretch between two points
will have to be blocked during construction. However, temporary decking may be provided
by blocking the road carriageway partially to permit traffic movement along the same
stretch. Construction of switch-over-ramp also requires some road space.

For elevated section wherever it is passing along the road, the requirement would be mainly
along the central verge.
As regards to the alignment cutting across a major traffic corridor, Continuous Cantilevered
Construction Technology would be applied to prevent traffic hold-ups or diversions of any
kind.
Wherever the stations are isolated, areas available around it should be utilized for road
diversion purposes such as lay-byes and service roads.
5.17.2 Traffic Diversion Plans

Only temporary diversion plans will be required during construction of the Metro corridors
under MEGA Metro Rail Project network. At the onset, all encroachments from road ROW
will have to be removed. These encroachments vary from on-street parking to informal
activities. During the construction of works on underground sections by cut and cover, it is
proposed that temporary decking may be provided by blocking the road carriageway
partially to permit through as well as right-turning traffic movements. Total blockage of
traffic along the section will be done wherever reasonably good alternate road is available.
Keeping in view of future traffic growth and reduction of carriageway due to Metro
construction, implementation of traffic management/diversion plans shall become
inevitable for ensuring smooth traffic movement.



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CHAPTER 6 STATION PLANNING
Chapter 6
STATION PLANNING
6.1 GENERAL
The proposed Ahmedabad Metro Phase-I alignment consists of two corridors namely:
Corridor I: North-South Corridor (APMC Motera)
The length of this corridor is 18.493 km (including Depot connection). Total 15 no. of
stations have been planned on this corridor. All stations on this corridor are planned to be
elevated.
Corridor II: East West Corridor (Thaltej Vastral Gam)
The length of this corridor is 19.435 km. Total 17 no. of stations has been planned on this
corridor. Four stations on this corridor are planned to be underground while the rest will be
elevated.
The locations of the station have been identified taking into consideration the constraints in
land acquisition and congestion issues, linkages with other transport nodes etc. Stations are
proposed in such a way so as to attract maximum demand from the traffic nodal points. The
map showing metro corridor along with station locations is presented on next page.


6.2 STATION TYPES
A total of 32 stations have been proposed across both the corridors. These are mostly
elevated stations located at a clear height of 5.5m above the road. The stations shall be
accessible from both sides of the road in order to better serve the catchment area. Two side
platforms are planned on these type of stations. Seven elevated stations are located within
an 8.5 km part of metro alignment that traverses over an existing metre gauge railway
alignment. These shall be constructed in conjunction with Indian railways. Approximately 6
km of alignment in the E-W corridor is located underground. This alignment will include
four underground stations. These underground stations will be island types in
configuration.
The Old High Court station is planned as an important metro interchange providing
interchange between North-South & East-West lines. Other interchange stations include
those interconnecting transport nodes such as Railway stations, GSRTC Terminals, BRTS
and AMTS stops. The stations would be physically connected to these nodes to ensure
comfortable and hassle-free transfers.
The Entry/exit structures to proposed stations have been planned to be located on

footpaths to the extent possible. However, where this is not possible, land acquisition would
be inevitable.

Platform
Inter- Groun
S. Rail Height Inter-
Platfor Name of Chainage station d
No Type Level from change
m Station (m) Distanc Level
. (m) Ground facility
e (m) (m)
(m)
Corridor I (North-South) (APMC to Motera Stadium)
Elevated-
1 Side APMC 0 -- 55.200
Terminal
2 Elevated Side Jivrajpark 950 950 61.170
3 Elevated Side Rajivnagar 1800 850 60.668
4 Elevated Side Shreyas 3170 1370 60.498
5 Elevated Side Paldi 4524 1354 63.733
1446 Indian
6 Elevated Side Gandhigram 5970 63.288
Railway
Inter - Old High 1075 Metro
7 Side 7045 73.193
change Court Corridor II
8 Elevated Side Usmanpura 8078 1033 64.613 --
9 Elevated Side Vijaynagar 9575 1497 65.953
10 Elevated Side Vadaj 10867 1292 64.839 AMTS,BRTS
11 Elevated Side Ranip 12197 1330 65.297 GSRTC,BRTS
Sabarmati
768 Indian
12 Elevated Side Railway 12965 64.000
Railway
Station
13 Elevated Side AEC 13906 941 66.700 BRTS
14 Elevated Side Sabarmati 15265 1359 69.500 BRTS
Elevated- Motera 1208
15 Side 16473 71.100
Terminal Stadium

Inter- Platform
Sr. Groun Rail Depth / Inter
Platfo Name of Chainage station
Type d Level Level Height change
No rm Station (m) Distance
(m) (m) from facility
(m)
Ground
Corridor II (East-West) (Thaltej to Vastral Gam)
Elevated-
1 Side Thaltej 994.299 - 53.831 69.718 16.977 --
Terminal
Doordarshan 901.566
2 Elevated Side 1895.865 52.620 67.500 15.970 --
Kendra
Gurukul 1118.033
3 Elevated Side 3013.898 49.596 63.600 15.094 --
Road
Gujarat 910.05
4 Elevated Side 3923.948 49.347 66.800 18.543 BRTS
University
Commerce 1052.724
5 Elevated Side 4976.672 49.079 62.700 14.711 --
Six Rd.
6 Elevated Side Stadium 5937.145 960.473 48.978 62.600 14.712 --
Metro
Old High 649.364
7 Interchange Side 6586.509 48.700 62.100 14.490 Corridor
court
I
8 U/G Island Shahpur 8089.3 1502.791 49.500 34.500 -13.910 --
9 U/G Island Ghee Kanta 9589.6 1500.3 51.200 28.000 -22.110 --

Kalupur Rly. 2154.9 Indian
10 U/G Island 11744.5 51.800 37.500 -13.210
Stn. Railway
Kankaria 1317.5
11 U/G Island 13062 48.600 33.000 -14.510 --
East
12 Elevated Side Apparel Park 14635.725 1573.725 48.136 60.051 13.005 --
13 Elevated Side Amraiwadi 15800.363 1164.638 47.880 59.753 12.963 --

Rabari 721.328
14 Elevated Side 16521.691 48.462 60.551 13.179 BRTS
Colony
15 Elevated Side Vastral 17809.991 1288.300 52.141 67.551 16.500 --
Nirant Cross 1237.215
16 Elevated Side 19047.206 53.295 65.101 12.896 --
Road
Elevated- 919.762
17 Side Vastral Gam 19966.968 53.55 65.951 13.491 --
Terminal

Corridor I (North South) : Motera Stadium to APMC

1. APMC
Chainage 00.000m
Inter-station Distance -
Rail Level 55.200m
Platform Height from
Ground Lvl
Location Terminal station on N-S Corridor located on the median of road. It is located
on the junction of 132 Ring Road and Jawaharlal Nehru Road (Vasna Road).
Station building located near the Agricultural produce market building.
Entry / Exit stairs The entry exit structures are located on both sides of the station as per
proposed section and in proximity to the junction to increase catchment.
Catchment Area Residential area around station and would extend to New Vejalpur, Gupta
Nagar, APMC area, Juhapura area, Sarkhej&Makarba as corridor ends at this
station. Sarkhej provides direct connectivity towards West (Sanand,
Viramgan), South (Dholera and Changodar) as well as in the North
(Gandhinagar).

2. JIVRAJ
Chainage 950.000m
Inter-station Distance 950 m
Rail Level 61.170m
Platform Height from Ground
Lvl
Location Station is located at Jivraj Cross Road
Entry / Exit stairs Located both side of station.

Catchment Area Vejapur Area, Jivrajpark Society, Settelite, Many residential societies, many
commercial complexes.

3. RAJIVNAGAR
Chainage 1800.00m
Inter-station Distance 850m
Rail Level 60.668 m
Ground Lvl
Location Located WITHIN Railway ROW, near Rajivnagar
Entry / Exit stairs On either side the entry exit structures are located on flanking the road
as per the proposed section.
Catchment Area Rajivnagar area, Vejapur area, Many residential societies, many
commercial complexes.

4. Shreyas
Chainage 3170.00m
Rail Level 60.498 m
Lvl
Location Located within width of Railway ROW near Shreyas ROB
Entry / Exit stairs Located both side of station.
Catchment Area Shreyas area, Sharda Mandir area, Kamla Appartment, Ratnadeep
Appartment, Monika Appartment, Bhudarpura road, Vikram
Appartment, Pushpak Tower, Many residential societies, many
commercial complexes

5. Paldi
Chainage 4524.00m
Rail Level 63.733 m
Lvl
Location Located within Railway ROW at level crossing of Paldi
Entry / Exit stairs Located both side of station, Western structures within AMC office
premises and nearby Bus Terminal, eastern entry exit structures are
located on flanking the road as per the proposed road section. These
will be located close to Paldi junction to improve catchment and provide
connectivity to AMTS terminal and Private regional operators.
Catchment Area Paldi AMTS terminal, Areas surrounding Paldi village, Shastri Market
area, & may extend up to Raj Nagar Society, Jitendra Park area, part of
Kochrab Village, in addition to Institutional areas Sanskar Kendra,
Krishi Bhavan, NID, Diwan Ballubhai School. Eastern part of the city,
through Sardar Bridge, would also use the station. Saurastra region
bound GSRTC buses and private bus operators operate from the said
location.

6. Gandhigram
Chainage 5970.00m
Rail Level 63.288 m
Lvl
Location Located at Gandhigram station of Western railway within railwaty
ROW
Entry / Exit stairs entry exit structures are located flanking the parking of
Gandhigram station
Catchment Area Residential & commercial establishments as well as hotels located
between Nehru Bridge and Elis Bridge would be catered by this
station. Patang Hotel, Devanand Mall, Chinubhaicentre, Narayan
chambers, Capital Commercial center, H.K. Commerce College, TOI
Building falling under the catchment area. Station may also cater
to nearby Gandhigram Railway Station. Eastern part of city using
Ellisbridge would also be catered. Town hall and M. J. Library falls
in the catchment area.

7. Old High Court ( N S )

Chainage 7045.00m
Rail Level 73.193 m
Ground Lvl
Location Located with in ROW of railway, near Old high court.
Catchment Area Major interchange between NS & EW MRTS corridor.
Area between Income Tax junction & Times cross road will be benefitted
from the station. It includes mainly Institutional areas
likeAayakarBhawan, All India radio, Old High Court, RBI, Bharti House,
Nirma House, Embassy Market, Popular House, Torrent Pharma, Dinesh
Hall,Jivraj Chambers, NTC House, Popular House and Navrang Colony.
May also cater to Mount Carmel School, HUDCO, C.U.Shah College, nearby
Sports Club of Gujarat, Haridas Colony, Sakar III.

8. Usmanpura
Chainage 8078.00m
Rail Level 64.613 m
Platform Height from Ground Lvl
Location Within Railway ROW near Underpass
Entry / Exit stairs Entry/exits along Road on flanking the road as per the proposed road
section.
Catchment Area Mainly cater to AMC west zone office & AUDA Bhavan, NABARD
building, Institution buildings like Gujarat Vidyapith, Vidyanagar High
School, Navgujarat College, Fortune Landmark Hotel. It will also cater
to flats and bunglows located nearby Usmanpura crossing. Usmanpura
Village, Narayan Nagar, Shanti Nagar, Ayodhya Nagar, Sumati Nagar
and catchment may extend to Gokul Nagar, Shripal Nagar, Kailash
Colony and Chandra Nagar. Sardar Patel Bawla Junction

9. Vijaynagar
Chainage 9575.00m
Rail Level 65.953m
Lvl
Location Within Railway ROW, near Vijaynagar Crossing
Entry / Exit stairs Located both side of station
Catchment Area The station will connects to Vijaynagar, Naranpura, old vadaj, Bhimjipura,
Bhimajipura including Tilak Nagar, Parikhsit Nagar, Girdhar Park, Udhav
Nagar, Subhash Nagar, Tulsi Nagar, Sindhu Nagar and may extend to part
of Chandra Nagar & Riddhishwar Society. Gandhi Ashram also falls into
the catchment area.

10. Vadaj
Chainage 10867m
Rail Level 64.839m
Location Between Akhbarnagar Junction and Vyasvadi Junction on 132 ring
road
Entry / Exit stairs Located both side of station, entry exit structures are located on
flanking the road as per the proposed road section.
Catchment Area The station will connects to New Vadaj AMTS terminal & BRTS
stations. Mainly cater to New Vadaj& Old Vadaj Village, Vyas Vadi
area, Nirnaynagar area, Many residential societies, many
commercial complexes, Manuy Hospitals

11. Ranip
Chainage 12197.00m
Rail Level 65.297m
Location At junction of Radhaswami Road and 132 Ring Road, center line of
station lies on the service road located at left side. Metro station partly
runs parallel with Ranip BRTS station
Entry / Exit stairs Western entry/exits planned adjacent to GSRTC bus stop and eastern
stairs structures are located on flanking the road as per the proposed
road section.
Catchment Area Mainly cater to RTO building, Collector Office, Sabarmati Central Jail,
Ambedkar Library, upcoming GSRTC bus station, Ranip BRTS station,
Vyas wadi. It will also cater to residential buildings located on
Radhaswami Road (Ranip road). This area is dense residential area.

12. Sabarmati Railway Station

Chainage 12965 m
Rail Level 64.0 m
Location Near Subhash Bridge., Near Sabarmati station
Entry / Exit stairs Western approaches adjacent to Sabarmati Railway Stationand
Chimanbhai Bridge.
Catchment Area Mainly Caters to Sabarmati Railway Station along with surrounding
AmbedkarNagar,KeshavNagar, Sabaramati Jail. The catchment area
falls near north India bound private bus operators.

13. AEC
Chainage 13906m
Rail Level 66.70 m
Location Near AEC Cross Road in front of Torrent Power House gate.
Entry / Exit stairs On either side the entry exit structures are located on flanking the
road as per the proposed road section.
Catchment Area AEC Thermal Power Plant, Sabarmati Railway Station, AEC colony
and societies located on the west side of alignment mainly includes
Dharmanagar, Krishnanagar, Rathi building.

14. Sabarmati
Chainage 15265m
Rail Level 69.50 m
Location Opposite to Sabarmati Police Station, located on the service lane at
right side of BRTS. Metro station is parallel to Sabamarti BRTS
Station.
Entry / Exit stairs On Eastern side the entry exit structures are located on flanking the
Catchment Area Mainly include residential and commercial area located on both side
of Sabarmati RAmbica Nagar, Keshavbag Colony, Jain Nagar, Ram
Nagar, municipal swimming pool. Station catchment area may extend
to Visat and Railway Colony.

15. Motera Stadium

Chainage 16473m
Inter-station Distance 1208m
Rail Level 71.10 m
Ground Lvl
Location Near Motera Stadium entry gate on the median of Stadium Road.
Entry / Exit stairs Entry/exits along Stadium Road on flanking the road as per the proposed road
section.
Catchment Area Low rise to medium rise buildings located along Motera Stadium Road. Station
mainly caters Bhawani Tenement, Sangath flats, Ishwarkrupa Society,Shantogram
flats. It may further extend to areas around Motera Village.

Corridor 2 East-West (Thaltej to Vastral Gam)

1. Thaltej
Chainage 994.299m
Inter-station Distance -
Rail Level 69.718m
Platform Height from Ground Lvl 16.977m
Location Located opposite to Acropolis Mall on Thaltej-Ambali Road.
Catchment Area Residential, commercial and religious properties located near by
the station area. In addition to that, localities like, Bhaikaka Nagar,
Hari Om park, Vasant Nature Cure, Commercial building located
aroundThaltej Crossing on SG Highway.

2. Doordarshan Kendra
Chainage 1895.865m
Inter-station 901.566 m
Distance
Rail Level 67.500m
Platform Height from 15.970m
Ground Lvl
Location In front of Doordarshan Kendra building on Drive-in Road. Station building lies on
the median of road after crossing SAL hospital cross road.
Entry / Exit stairs Northern Structures in front of JJ tower along the road towards SAL hospital,
southern stairs on open plot near Doordarshan Kendra.
Catchment Area Commercial & Residential properties located around Drive-in Road, Goyal
Intercity, Jai Ambe Nagar, Eskimo Enclave, Sagar flat, St. Kabir School, Drive-in
Cinema, SAL Hospital,Country Inn Hotel, Surdhara Circle &Bodakdev area.

3. Gurukul Road
Chainage 3013.898m
Inter-station Distance 1118.033m
Rail Level 63.600m
Location On the median of Drive-in road after Gurukul cross road. Station
located near to Swaminarayan Gurukul Temple.
Entry / Exit stairs Northern entry/exits along the road in front of commercial offices
whereas southern approaches located within the Agricultural Office
premises.
Catchment Area Residential and commercial areas located at Gurukul road. Himalaya
Mall, Indraprasth Tower, Swaminarayan Gurukul and temple,
SarkariVasahat, Sunrise park, BahumaaliBhawan, Sterling Hospital,
Saumil society will get benefit from the station. Catchment area may
extend up to SubhashChowk, Vastrapur lake, Alpha one mall

4. Gujarat University
Chainage 3923.948m
Rail Level 66.800m
Location Located after Helmet Junction infront of Adani CNG pump on the
median of Drive in Road.
Entry / Exit stairs Southern approaches located in front of open plot, north stairs to
station, located in front of HK Arts & Commerce College grounds.
Catchment Area Residential & Commercial properties located around Helmet
junction, Hospitals and clinic at Helmet junction, Saurabh Society,
Vadinath Nagar, NetraBunglows, Gujarat University Convention
Hall, Gujarat University Sports complex, ManavMandir, University
hostel & staff quarters. May extend to Memnagar Village. Station will
also connect to BRTS station located at Helmet junction.

5. Commerce Six Road

Chainage 4976.672m
Inter-station 1052.724m
Distance
Rail Level 62.700m
Platform Height from 14.711m
Ground Lvl
Location Located on Drive-in road between Vijay Cross Road and Commerce six road
junctions.
Entry / Exit stairs Located both side of station along the road, northern structures on space
available in front of commercial building, and southern stairs near AMTS bus
stop.
Catchment Area Major Institutions (schools and colleges) located around University area, various
Gujarat University Hostels & Departments, residential flats and societies located
between Vijay Cross Rd & Commerce Six Rd. Part of Navarangpura area. May
extend till Swastik cross Road, CG Road & Darpan Cross Rd. Passengers from
university area, professional colleges, research centers & laboratories will also
benefit from this station.

6. Stadium
Chainage 5937.145m
Rail Level 62.600m
Location Located on Sardar Patel Stadium Road towards Stadium Five
Roads. Station footprint lies in front of Nidhi Hospital.
Entry / Exit stairs One set of entry/exits would be provided on both sides of station.
Northern entrances near Nidhi Hospital and southern stairs
opposite to it.
Catchment Area Station would cater to commercial areas & business centers along
both sides of CG Road, areas around Sardar Patel Stadium five road
intersections, Sports club of Gujarat, major part of residential &
commercial properties located in Navrangpura area, Hindu Colony,
Swastik Society, Nidhi Hospital, Samved Hospital.May extend to
Nathalal Colony and Navrangpura village area.

7. Old High Court

Chainage 6586.509m
Rail Level 62.100m
Platform from Ground Lvl 14.490m
Location Located with in ROW of railway, near Old high court.
Catchment Area Major interchange between NS & EW MRTS corridor.
Area between Income Tax junction & Times cross road will be
benefitted from the station. It includes mainly Institutional areas
likeAayakarBhawan, All India radio, Old High Court, RBI, Bharti House,
Nirma House, Embassy Market, Popular House, Torrent Pharma,
Dinesh Hall,Jivraj Chambers, NTC House, Popular House and Navrang
Colony. May also cater to Mount Carmel School, HUDCO, C.U.Shah
College, nearby Sports Club of Gujarat, Haridas Colony, Sakar III.

8. Shahpur- (UG)
Chainage 8089.300m
Rail Level 34.500m
Platform depth from Ground Lvl -13.910m
Location Located in eastern Ahmedabad on the median of Kasturba Gandhi
Road. Station is planned after crossing ShahpurDarwaza. This road
straight connects to Gandhi Bridge. Station footprint passes through
low rise shops (Jawagar sawmill, Mahalaxmi works) and HyanYagn
Girls Higher Secondary School
Entry / Exit stairs Located both side of station, northern structures in space available
near some shops adjacent to Shahpur tutorial girls high school
whereas southern stairs located near space available to
vyayamvidyalaya.
Catchment Area Mainly to old dense Pol areas of Shahpur, Shah Colony, Kalal Nagar,
Kiran Nagar, Shakti Nagar, & may also cater to various societies &
Residential areas along Sabarmati River front on both side of Gandhi
Bridge & part of Khanpur Area.

9. Gheekanta (U/G)
Chainage 9589.600m
Rail Level 28.000m
Platform depth from Ground Lvl -22.110
Location Near cross road of Gheekanta road and relief road.

Entry / Exit stairs One of the Entry/Exit Provided near old court premises, whereas
another near relief road.
Catchment Area Mainly to Advani market, Madhupura market, Hasumati estate,
Haziapura Garden and areas up to Jehangir Textile mill, Govt. press,
Bansidhar Mills. The catchment of station may extend up to Cama
commercial centre, Krishna complex, Teen Darwaja, Jumma Masjid,
Mirzapur, Ghee Kanta area and Gandhi Road.

10. Kalupur Railway Station (U/G)

Chainage 11744.5m
Inter-station Distance 2154.9 m
Rail Level 37.500m
Location Located on the Eastern sideof Kalupur Railway Station in Saraspur
area. Station footprint passes through station parking area and
Saraspur ITI.
Entry / Exit stairs Entry Exit is provided inside abandoned R. C. technical college area
and near parking of Kalupur station.
Catchment Area Mainly passengers interchanging from Ahmedabad Junction to this
station. Residential area around station and would extend to Kalupur,
Khadia, Sarangpur, Raipur up to Kankaria, Raikhad, Jamalpur part of
Dariyapur, ManekChowk, Ghee Kata Area & Commercial areas of
Kapasia Bazar, Dhanlaxmi Market, Hari Om Market, Revdi Bazar
&Sakar Bazar, whereas on the eastern side of existing station
Gomatipur Village, Saraspur, ShaherKotda, and Sahjanand Arcade.
Major interchange of proposed Regional, (Sub urban), Metro & Long
distance passenger trains.

11. Kankaria East (U/G)

Chainage 13062.000m
Rail Level 33.000m
Location Near Rajpur-Gomtipur road.
Entry / Exit stairs Entry Exit provided on open space available near St. Joshep High
School.
Catchment Area Mainly Caters to Rajpur and Gomtipur area.

12. Apparel Park

Chainage 14635.725m
Rail Level 60.051m
Location Proposed in open land of Sarangpur Cotton Mill on Amaraiwadi
Road. It is located besides GIDC Apparel Park.
Entry / Exit stairs Entry /Exit provided opposite apparel park on the open area near
cross road.
Catchment Area Industries located in Apparel Park, Ashima Textile Mills & other
industries located around. Small rise residential and commercial
development at Vikas Nagar, Janata Nagar, Anupam Theatre,
Sukharamnagar.

13. Amaraiwadi
Chainage 15800.363m
Rail Level 59.753m
Location On the central edge of Amaraiwadi Road, after intersection with
LalBahadurShashtri Road (Swastik Cross Road).
Catchment Area Flats, tenements & small scale industries located around station.
Ashapuri Nagar, Narsinh Nagar, Jay Bhawani Nagar, Chamunda
Nagar, part of Hatkeshwar&Rakhiyal area. May extend to
Hatkeshwar Circle.

14. Rabari Colony

Chainage 16521.690m
Rail Level 60.551m
Location On the median of Vastral Road, in front of Rabari Colony Gate no. 3. It
is planned before Ram Rajya Nagar Cross Road on Narol Naroda
Highway.
Catchment Area It is well connected to Rabari Colony BRTS Station. Small scale
industries and residential flats & societies located along Vastral Road.
Residents of Rabari Colony, located on side of north alignment will be
benefitted from station. Narayan nagar society, viral apartment, shiv
nagar society.

15. Vastral
Chainage 17809.991m
Rail Level 67.551m
Location Located on Vastral Road after crossing canal. Station footprint lies in
front of Marutinandan society
Catchment Area Residential flats & tenements, school, complexes located in Vastral.
Devikrupa Society, Ashirwad Society, Mahadev Nagar society,
Kameshwar Park, Dhananjay park, May extend to Arbuda Nagar.

16. Nirant Cross Road

Chainage 19047.206m
Rail Level 65.101m
Location Located after Nirant Cross Road. Station footprint lies in front of
Kankubag party plot at south side of alignment and SwapnaSrushti
society at north side of alignment.
Catchment Area Societies & commercial areas located along road. Tejendra park, Shiv
Sukhnagar, Karnavati Homes, Sundarwan Tenement.

17. Vastral Gam

Chainage 19966.968m
Rail Level 65.951m
Platform Height from Ground Lvl 13.491
Location Located on Vastral Road before crossing S.P. Ring Road (Vastral Cross
Road). Station lies towards Push Residency.
Catchment Area Vastral Gam, Ratanpura Gam, Commercial, Industrial &major
upcoming Residential properties located around Vastral Cross Road.

6.3 PLANNING AND DESIGN CRITERIA FOR STATIONS

Salient features of a typical station are as follows:
1. The stations can be divided into public and non-public areas (those areas where access is
restricted). The public areas can be further subdivided into paid and unpaid areas.
2. The platform level has adequate assembly space for passengers for both normal operating
conditions and a recognized abnormal scenario.
3. The platform level at elevated stations is determined by a critical clearance of 5.50 m under the
concourse and above the road intersection, a clearance of 3.00 m for the concourse height, depth of
below concourse floor below track viaducts in concourse would depend on detailed structural
design. The platforms are 1.09 m above the tracks level.
4. The concourse contains automatic fare collection system in a manner that divides the concourse
into distinct areas. The 'unpaid area' is where passengers gain access to the system, obtain travel
information and purchase tickets. On passing through the ticket gates, the passenger enters the
'paid area, which includes access to the platforms.
5. The arrangement of the concourse is assessed on a station-by-station basis and is determined by
site constraints and passenger access requirements. However, it is planned in such a way that
maximum surveillance can be achieved by the ticket hall supervisor over ticket machines,
automatic fare collection (AFC) gates, stairs and escalators. Ticket machines and AFC gates are
positioned to minimize cross flows of passengers and provide adequate circulation space.
6. Sufficient space for queuing and passenger flow has been allowed at the ticketing gates.
7. Station entrances are located with particular reference to passenger catchment points and physical
site constraints within the right-of-way allocated to the MRTS.
8. Office accommodation, operational areas and plant room space is required in the non-public areas
at each station.
9. Tunnel Ventilation fans and ASS in underground stations are provided at platform level/ concourse
level depending on availability of land for locating vent shafts.
10. The DG set, bore well pump houses and ground tank would be located generally in one area on
ground.
11. The system is being designed to maximize its attraction to potential passengers and the following
criteria have been observed:
o Minimum distance of travel to and from the platform and between platforms for transfer
between lines.
o Adequate capacity for passenger movements.
o Convenience, including good signage relating to circulation and orientation.
o Safety and security, including a high level of protection against accidents.

12. Following requirements have been taken into account:

o Minimum capital cost is incurred consistent with maximizing passenger attraction.
o Minimum operating costs are incurred consistent with maintaining efficiency and the safety of
passengers.
o Flexibility of operation including the ability to adapt to different traffic conditions changes in
fare collection methods and provision for the continuity of operation during any extended
maintenance or repair period, etc.
o Provision of good visibility of platforms, fare collection zones and other areas, thus aiding the
supervision of operations and monitoring of efficiency and safety.
o Provision of display of passenger information and advertising.
13. The numbers and sizes of staircases/escalators are determined by checking the capacity against
AM and PM peak flow rates for both normal and emergency conditions.
14. In order to transfer passengers efficiently from street to platforms and vice versa, station planning
has been based on established principles of pedestrian flow and arranged to minimize unnecessary
walking distances and cross-flows between incoming and outgoing passengers.
15. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates required to process
the peak traffic from street to platform and vice-versa (these facilities must also enable evacuation
of the station under emergency conditions, within a set safe time limit).
A list of accommodation required in the non-public area at each station is given below:
Non Public Area Station Accommodation

Station Control Room Cash & Ticket Room
Platform Supervisors Booth Fire Tank & Petrol Pump
Station Masters Office Staff Area
Traction Substation UPS and Battery Room
Information & Enquiries Cleaners Room
Signaling Room Security Room
Ticket Office Staff Toilets
Communication Room Refuse Store
Ticket Hall Supervisor & Excess
Miscellaneous Operations Room
Fare Collection (Passenger Office)
Station Substation First Aid Room

6.4 CHARACTERISTICS OF TYPICAL ELEVATED STATION
The station is generally located on the road median, is ~140-m long and is a three level structure.
Passenger area on concourse is spread throughout the length of the station, with staircases leading
from either side of the road. Passenger facilities like ticketing, information, etc as well as
operational areas are provided at the concourse level. Typically, the concourse is divided into
public and non-public zones. The non-public zone or the restricted zone contains station
operational areas such as Station Control Room, Station Masters Office, Waiting Room, Meeting
Room, UPS & Battery Room, Signaling Room, Train Crew Room & Supervisor's Office, Security
Room, Station Store Room, Staff Toilets, etc. The public zone is further divided into paid and unpaid
areas. Area left over in the unpaid zone, after accommodating passenger movement and other
station facilities is earmarked for commercial utilization.
The advantages of having the concourse spread throughout the length of the station are:
a. Station can be made as narrow as 18-19 m, as equipment rooms can be placed along the length of
concourse. This station prototype therefore is suitable for narrow streets.
b. Since the station is narrow, it is possible to make it a cantilever structure supported on a
single column, leaving the road underneath more flexible for present use as well as future
expansion.
c. Construction is easier, less barricading and infringement with utilities
d. More opportunities for locating entrances as the station has along surface area for articulating
with surroundings, even at the ends, where skywalks can connect the station to street or adjoining
properties
e. Long concourse provides opportunities for locating retail outlets along the movement path
within the station
Since the station is generally in the middle of the road, minimum vertical clearance of 5.5-m has
been provided under the concourse. Concourse floor level is about 7.5-m above the road. To reduce
physical and visual impact of the elevated station, stations have been made transparent with
minimum walls on the sides.
With respect to its spatial quality, an elevated MRT structure makes a great impact on the viewer as
compared to an At-grade station. The positive dimension of this impact has been accentuated to
enhance the acceptability of an elevated station and the above ground section of tracks. Structures
that afford maximum transparency and are light looking have been envisaged. A slim and ultra-
modern concrete form is proposed, as they would look both modern and compatible with the
lesser-built, low-rise developments along most parts of the corridor.

6.4.1 Underground Station (Island Platform) - applicable to Shahpur, Ghee Kanta, Kalupur Rly Stn
and Kankaria East stations:
The four underground stations will be Island Platform types. They follow a typical design, which is
three level station with entrances and ventilation shafts at the ground level, a concourse with
ticketing and AFCs at the mezzanine level and finally platforms at the lowest level. The island
platforms are 140m in length, 12m wide with 2 sets of stair / escalator banks planned leading to
either end of the station. A lift is planned in the centre.
Two end concourses are proposed in the schematic drawings. At each end, the concourse is divided
into paid and unpaid area by the AFC gates. Paid area is limited to access to the stair / escalator
bank and corridors connecting the two concourses, also lead to the lift which is centrally provided.
A large cut out is proposed in the middle of paid concourse which provides visual connectivity
between the concourse and platform.
Entrances are planned such as to provide at least two at each end of the station, one on either side
of the vehicular road to provide pedestrian friendly access to station. Other over ground structures
are ventilation shafts and independent access for firemen.
Layout of the station is such that provides a most direct and visually legible space. Consequently,
the passenger flow is simple. Upon arrival at concourse level from street, ticket gates and AFC gates
are clearly visible. As the passengers approach the AFC gates, entire platform is visible to them.
From each end of concourse, only one bank of staircase / escalator is available, hence the
passengers move without any confusion to the platform. Those looking for elevator can see the
same directly in front in the middle of the platform through the large double ht space connecting
the two levels.
The USP of the station lies in the spatial quality created out of the structural form. The entire station
passengers area is designed as a column free, double height space which makes it possible for the
passengers to be able to see the entire station concourse and platform from end to end just as
approaching the AFC line. It is this spatial configuration from which this station derives its aesthetic
value. The sense of volume (12 m high, 20 m wide and approx 100 long space), visual legibility
(little dependence on signage as the entire station is visible from entrance) and a sense of
orientation are major components of the aesthetics of the entrances.
ECS plant room is generally proposed at the concourse level, outside the station box, ASS at
concourse level at the two ends and the TVF rooms in a track side configuration. Other back of the
house areas are planned at both platform and concourse levels.

CHAPTER 7 TRAIN OPERATION PLAN
Chapter 7
TRAIN OPERATION PLAN
7.1 OPERATION PHILOSOPHY
The underlying operation philosophy is to make the MRT System more attractive and
economical, the main features being:
Selecting the most optimum frequency of Train services to meet sectional capacity
requirement during peak hours on most of the sections.
Economical & optimum train service frequency not only during peak period, but also
during off-peak period.
A short train consists of 3 coaches.
Multi-tasking of train operation and maintenance staff.
7.2 STATIONS
List of stations for the two Corridors of Ahmedabad Metro are given below:-
NORTH-SOUTH CORRIDOR
S. No Name of Station Chainage (in m) Inter Station Station
Distance (in m) Type
DEAD END -1615.0 -
1 APMC 0.0 1615.0 Elevated
2 JIVRAJ 950.0 950.0 Elevated
3 RAJIV NAGAR 1800.0 850.0 Elevated
4 SHREYASH 3170.0 1370.0 Elevated
5 PALDI 4524.0 1354.0 Elevated
6 GANDHIGRAM 5970.0 1446.0 Elevated
7 OLD HIGH COURT 7045.0 1075.0 Elevated
8 USMANPURA 8078.0 1033.0 Elevated
9 VIJAYNAGAR 9575.0 1497.0 Elevated
10 WADAJ 10867.0 1292.0 Elevated
11 RANIP 12197.0 1330.0 Elevated
SABARMATI RLY.
12 STATION 12965.0 768.0 Elevated
13 AEC 13906.0 941.0 Elevated
14 SABARMATI 15265.0 1359.0 Elevated
15 MOTERA STADIUM 16473.0 1208.0 Elevated
DEAD END 16878.0 -

EAST-WEST CORRIDOR
S. No Name of Station Chainage Inter -Station
Station Type
(in m) Distance (in m)
DEAD END 909.30 -
1 THALTEJ 994.30 0 Elevated
2 DOORDARSHAN KENDRA 1895.87 901.57 Elevated
3 GURUKUL ROAD 3013.90 1118.03 Elevated
4 GUJARAT UNIVERSITY 3923.95 910.05 Elevated
5 COMMERCE SIX ROAD 4976.67 1052.72 Elevated
6 STADIUM 5937.15 960.47 Elevated
7 OLD HIGH COURT 6586.51 649.36 Elevated
8 SHAHPUR 8089.30 1502.79 Underground
9 GHEE KANTA 9589.60 1500.30 Underground
10 KALUPUR RLY.STATION 11744.50 2154.90 Underground
11 KANKARIA EAST 13062.00 1317.50 Underground
12 APPAREL PARK 14635.72 1573.72 Elevated
13 AMRAIWADI 15800.35 1164.62 Elevated
14 RABARI COLONY 16521.24 720.89 Elevated
15 VASTRAL 17809.98 1288.74 Elevated
16 NIRANT CROSS ROAD 19047.13 1237.16 Elevated
17 VASTRAL GAM 19966.95 919.82 Elevated
DEAD END 20344.46 -
7.3 TRAIN OPERATION PLAN
7.3.1 Salient Features
Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell time of
30 seconds,
Make up time of 5-10% with 8-12% coasting.
Scheduled speed for these corridors has been assumed as:
-North- South Corridor

- APMC to Motera Stadium: 33kmph
East-West Corridor
-Thaltej to Vastral Gam: 35kmph

Note: The average speed mentioned are achievable, considering 3 Car Rake with 66.6%
Motorized car, inter-station distance in most of the section is more than 1km, moderate
gradient and no. of sharp curves etc.
7.3.2 Traffic Demand
Peak hour peak direction traffic demands (PHPDT) for the North- South Corridor & East-
West Corridor for the year 2018, 2021, 2031 and 2043 for the purpose of planning are
indicated in Attachment I/A1, I/B1, I/C1& I/D1 and Attachment I/A2/1, I/A2/2, I/B2, I/C2
& I/ D2 respectively.
7.3.3 Train formation
To meet the above projected traffic demand, the possibility of running trains with
composition of 3 cars with single headway has been examined.
Based on traffic projections, requirement of 3-car trains (2.9 m wide cars) is envisaged even
in the Year 2043 for this project. With a view to achieve standardization of modern metro
rolling stock in India, DMRC has been recommending 2.9 meter wide stock for all medium
size metros. Accordingly, 2.9 meter wide stock has been planned for Ahmedabad Metro.
Considering that Ahmedabad metro is not a heavy metro, providing 3.2 meter wide rolling
stock will not be a cost effective solution and would result in higher axle weight with
consequent increased infrastructure cost and also higher energy consumption.Though, use
of 3.2meter wide cars, lesser rakes would be required to cater to traffic demand during peak
hour but however, headway will increase further and is not advisable for metro train
operations.
Composition
DMC : Driving Motor Car
TC : Trailer Car
Capacity (@ 6 passengers per square meter of standee area)

Driving Motor Car (DMC) - 247 (43 seated + 204 standing)
Trailer Car (TC) - 270 (50 seated + 220 standing)
3 Car Train - 764 (136 seated + 628 standing)
7.3.4 Train Operation Plan

Based on the projected PHPDT demand, Train operation plan with train carrying capacity @
6 persons per square meter of standee area for the North-South Corridor & East West
Corridor for the year 2018, 2021, 2031, 2043 are given below:

7.3.4.1 North South Corridor
Train Operation Plan for North-South Corridor has been planned in such a way that there is
end to end train operation for complete corridor. Reversal facility at Paldi is still considered
appropriate to retain operational flexibility after opening of section.
i) Year 2018:
Train operation in APMC to Motera Stadium complete section only one Loop at 5.5 min
headway with 3-Car train (Refer Attachment I/A1)
5.5 min Effective Headway with 3-car train.
Available Peak Hour Peak Direction Capacity of 8335 @ 6 persons per square
meter of standee area
meter of standee area under dense loading conditions.
The maximum PHPDT demand of 8121 is in the Section between Ushmanpura to
Vijaynagar and demand in the remaining sections is in the range of 8033 to 2090
only. The planned capacity of 8335 (10615 under dense loading) is more than the
PHPDT demand in total fourteen (Complete) section from APMC to Motera
Stadium.
ii) Year 2021:
headway with 3-Car train (Refer Attachment I/B1)

Available Peak Hour Peak Direction Capacity 10187@ 6 persons per square meter
of standee area.
only. The planned capacity of 10187 (12973 under dense loading) is less than the 3
sections out of fourteen Sections. However dense load capacity (12973) is higher
than required peak demand in these sections.
Traffic demand and train capacity for this corridor is the year 2021 is tabulated and
represented on a chart enclosed as Attachment I/B1.

iii) Year 2031:
headway with 3-Car train (Refer Attachment I/C1)

only. The planned capacity of 16669 (21229 under dense loading) is less than the
PHPDT demand in three sections out of complete fourteen sections. However dense
load capacity (21229) is higher than required peak demand in these sections.
iv) Year 2043:
headway with 3-Car train (Refer Attachment I/D1)

The maximum PHPDT demand of 25425 is in the Section between Vijaynagar to
Wadaj and demand in the remaining sections is in the range of 24993 to 7981 only.
The planned capacity of 26194 (33360 under dense loading) is more than the
PHPDT demand of complete fourteen sections.
7.3.4.2 East West Corridor
Train Operation Plan for East-west Corridor has been planned in such a way that there is
end to end train operation for complete corridor/section from Thaltej to Vastral Gam.
Reversal facilities at Old High Court and Apparel Park are still considered appropriate to
retain operational flexibility after opening of section.
i) Year 2018: (Refer Attachment I/A2/1 and I/A2/2)
Peak Hour Peak Direction Capacity (PHPDC) of 10786 @ 6 persons per square
meter of standee area at 4.25 min headway can be achieved against the projected
demand of 11290.

PHPDC of 11120 @ 8 persons per square meter of standee area at 5.25 min
headway can be achieved against the same projected demand.
DMRC's recommendation is to consider capacity with standee at 6 persons per
square meter.
Ahmedabad Metro Rail Project may however consider to initially provide rolling
stock with headway of 5.25 min, which will achieve PHPDC of 8731 and 11120 with
6 persons and 8 persons per square meter respectively. Further augmentation of
RS may be finalized based on actual ridership and PHPDT demand after opening of
revenue operations.
Traffic demand and train capacity for this corridor in the year 2018 is tabulated and
represented on a chart enclosed as Attachment I/A2/1 and I/A2/2.
ii) Year 2021:
Train operation in Thaltej to Vastral Gam complete section only one Loop at 3.75 min
headway with 3-Car train (Refer Attachment I/B2)
3.75 min Headway with 3-car train.

The maximum PHPDT demand of 13902 is in the Section Shahpur to Ghee Kanta
and demand in the remaining sections is in the range of 13777 to 1427 only. The
planned capacity of 12224 (15568 under dense loading) is less than the PHPDT
demand in four out of sixteen (complete) sections of Thaltej to Vastral Gam
Section.However dense load capacity (15568) is higher than required peak demand
in these sections
represented on a chart enclosed as Attachment I/B2.
iii) Year 2031:
headway with 3-Car train (Refer Attachment I/C2)


The maximum PHPDT demand of 21994 is in the section between Shahpur to Ghee
Kanta and demand in the remaining sections is in the range of 21662 to 3321 only.
The planned capacity of 18336 (23352 under dense loading) is less than the
PHPDT demand in four out of Sixteen complete Section. However dense load
capacity (23352) is higher than required peak demand in these sections.
Seenig the actual traffic pattern before 2031, decision to convert 3-Car train to 6-
car train could be necessary.
represented on a chart enclosed as Attachment I/C2.
iv) Year 2043:
headway with 3-Car train (Refer Attachment I/D2)

The maximum PHPDT demand of 30092 is in the between Section Old High Court
to Shahpur and demand in the remaining sections is in the range of 29732 to 5524
only. The planned capacity of 26194 (33360 under dense loading) is less than the
PHPDT demand in four section out of sixteen complete sections. However dense
load capacity (33360) is nearly meeting the required peak demand in these
sections
represented on a chart enclosed as Attachment I/D2.
The above Train Operation Plan is based on calculations on the basis of available
traffic data. In case of any mismatch in the capacity provided and the actual traffic,
the capacity can be moderated suitably by adjusting the Headway.
The PHPDT capacity provided on the two corridors in different years of operation is
tabulated below:

Capacity Provided for North- South Corridor
Max. PHPDT
Demand Available
APMC to 2018 5.5 14 3 Car 42 8121 8335
Motera (10615*)
Stadium
APMC to 2021 4.5 18 3 Car 54 10463 10187
Motera (12973*)
Stadium
APMC to 2031 2.75 27 3 Car 81 17245 16669
Motera (21229*)
Stadium
APMC to 2043 1.75 43 3 Car 129 25425 26194
Motera (33360*)
Stadium
Max. PHPDT
Demand Available
Thaltej to 2018 5.25 17 3 Car 51 11290 8731
Thaltej to 2021 3.75 22 3 Car 66 13902 12224
Thaltej to 2031 2.5 33 3 Car 99 21994 18336
Thaltej to 2043 1.75 46 3 Car 138 30092 26194

7.3.5 Train frequency

North- South Corridor
2018 2021 2031 2043

APMCMot
8 to 20 4.5 6 to 20 2.75 4 to 10 1.75 3 to 10
era 5.5 min
min min min min min min min
Stadium
East-West Corridor
2018 2021 2031 2043

Peak Lean Peak Lean Peak Lean Peak Lean
Sections Hour Hour Hour Hour Hour Hour Hour Hour
Thaltejto
5.25 6 to 20 3.75 5 to 15 2.5 4 to 10 1.75 3 to 10
Vastral
min min min min min min min min
Gam
Services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for maintenance of
infrastructure and rolling stock.
7.3.6 Hourly Train Operation plan
The hourly distribution of daily transport capacity is presented in Table 1.1A,

1.2A,1.3A&1.4Afor APMC to Motera Stadium Section (North- South Corridor) and Table
1.5B(I), 1.5B(II), 1.6B, 1.7B, 1.8B, for Thaltej to Vastral Gam Section, (East- West
Corridor) respectively for years 2018, 2021, 2031 & 2043 and enclosed as Attachment II.
The directional splits for North- South Corridor and East- West Corridor is presented in
Table 2.1 and 2.2 enclosed as Attachment III.
7.3.7 Vehicle Kilometer
Based on above planning, after considering maintenance period and assuming 340 days in
service in a year, Vehicle Kilometers for Ahmedabad Metro Rail Project is given in Table 3.1
for North-South corridor and Table 3.2 for East-West Corridor enclosed as Attachment IV.

7.4 YEAR WISE RAKE REQUIREMENT
Based on Train formation and headway as decided above to meet Peak Hour Peak Direction
Traffic Demand, Rake requirement has been calculated and enclosed as Attachment V.
Requirements of coaches is calculated based on following assumptions-

Assumptions
(i) Train Composition planned as under

3 car Train Composition : DMC +TC +DMC
Train Carrying Capacity of 3 Car : 764 passengers @6 standee/sqm

Train (@6 passengers per
square meter of standee area)
Train Carrying Capacity of 3 Car : 973 passengers @8 standee/sqm

Train (@8 passengers per
square meter of standee area)
(ii) Coach requirement has been calculated based on headway during peak hours.
(iii) Traffic reserve is taken as one train to cater to failure of train on line and to make up
for operational time list.
(iv) Repair and maintenance reserve has been estimated as 8 % of total requirement.
(v) The calculated number of rakes in fraction is rounded off to next higher number.
(vi) Schedule speed is taken as:
North-South Corridor
- APMC to Motera Stadium Section: 33 kmph
East-West Corridor
- Thaltej to Vastral Gam Section: 35kmph
(vii) Total Turn round time is taken as 6 min at terminal stations.
7.5 COST ESTIMATE
The estimated cost per coach at Jan 2014 Price level exclusive of taxes and duties may be
assumed as INR 9.8 Crores per Coach. Total, 42+51=93 coaches are required in year 2018
for the two lines in Ahmedabad Metro Rail Project. Hence budget provision of INR 911.40 is
to be kept in the Estimate for Rolling stock.











Attachment - I/A2/1
PHPDT Demand and Capacity Chart
Ahmedabad Metro Rail Project
East - West Corridor
Year: 2018
No. of Cars per Train: 3
Passenger Capacity @ 6 persons/sqm of a 3-Car Train: 764
Headway (min) 4.25
S.N FROM TO Traffic Demand PHPDT capacity PHPDT capacity @
in PHPDT @ 6p/sqm of 8p/sqm of standee
standee area area
1 THALTEJ DOORDARSHAN KENDRA 1585 10786 13736

2 DOORDARSHAN KENDRA GURUKUL ROAD 2130 10786 13736
3 GURUKUL ROAD GUJARAT UNIVERSITY 3185 10786 13736
4 GUJARAT UNIVERSITY COMMERCE SIX ROAD 5443 10786 13736
5 COMMERCE SIX ROAD STADIUM 5758 10786 13736
6 STADIUM OLD HIGH COURT 6134 10786 13736
7 OLD HIGH COURT SHAHPUR 11290 10786 13736
8 SHAHPUR GHEE KANTA 10928 10786 13736
9 GHEE KANTA KALUPUR RLY STATION 10485 10786 13736
10 KALUPUR RLY STATION KANKARIA EAST 10081 10786 13736
11 KANKARIA EAST APPAREL PARK 6195 10786 13736
12 APPAREL PARK AMRAIWADI 5507 10786 13736
13 AMRAIWADI RABRI COLONY 4360 10786 13736
14 RABRI COLONY VASTRAL 3470 10786 13736
15 VASTRAL NIRANT CROSS ROAD 2078 10786 13736
16 NIRANT CROSS ROAD VASTRAL GAM 855 10786 13736
Traffic Demand in PHPDT
PHPDT capacity @ 6p/sqm of standee area
16,000
14,000
12,000
PHPDT
10,000
8,000
6,000
4,000
2,000
Fig 2.1(a)
Stations

Attachment - I/A2/2
Year: 2018
Headway (min) 5.25
S.N FROM TO Traffic Demand PHPDT capacity PHPDT capacity @
in PHPDT @ 6p/sqm of 8p/sqm of standee
standee area area
1 THALTEJ DOORDARSHAN KENDRA

1585 8731 11120
2 DOORDARSHAN KENDRA GURUKUL ROAD
2130 8731 11120
PHPDT capacity @ 6p/sqm of standee

area
PHPDT capacity @ 8p/sqm of standee
area
12,000
10,000
8,000
6,000
PHPDT
4,000
2,000
Stations
Fig 2.1 (b)

Attachment - I/B2
Year: 2021
Headway (min) 3.75
S.N FROM TO Traffic PHPDT capacity PHPDT capacity
Demand in @ 6p/sqm of @ 8p/sqm of
PHPDT standee area standee area

18,000
16,000
14,000
PHPDT
12,000
10,000
8,000
6,000
4,000
2,000
stations
Fig- 2.2

Attachment - I/C2
Year: 2031
Headway (min) 2.5
S.N FROM TO Traffic PHPDT PHPDT capacity
Demand in capacity @ @ 8p/sqm of
PHPDT 6p/sqm of standee area
standee area
25,000
20,000
PHPDT
15,000
10,000
5,000
Stations
Fig 2.3
Note - Seeing the actual traffic patterns before 2031, decision to convert 3-car train to 6-car train could be necessary.

Attachment - I/D2
Year: 2043
Headway (min) 1.75
S.N FROM TO Traffic Demand PHPDT capacity @ PHPDT
in PHPDT 6p/sqm of standee capacity @
area 8p/sqm of
standee area

6 STADIUM ASHRAM ROAD 19635 26194 33360
7 ASHRAM ROAD SHAHPUR 30092 26194 33360
40,000
35,000
30,000
PHPDT
25,000
20,000
15,000
10,000
5,000
Stations
Fig 2.4






Attachment III
TABLE 2.2
East West - Corridor
PHPDT For The Year 2018
Directional Split Directional
Maximum
S.No From Station To Station to VASTRAL Split to
PHPDT
GAM THALTEJ
1 THALTEJ DOORDARSHAN KENDRA 1585 50% 50%

2 DOORDARSHAN KENDRA GURUKUL ROAD 2130 50% 50%
3 GURUKUL ROAD GUJARAT UNIVERSITY 3185 50% 50%
4 GUJARAT UNIVERSITY COMMERCE SIX ROAD 5443 50% 50%
5 COMMERCE SIX ROAD STADIUM 5758 50% 50%
6 STADIUM OLD HIGH COURT 6134 50% 50%
7 OLD HIGH COURT SHAHPUR 11290 50% 50%
8 SHAHPUR GHEE KANTA 10928 50% 50%
9 GHEE KANTA KALUPUR RLY STATION 10485 50% 50%
10 KALUPUR RLY STATION KANKARIA EAST 10081 50% 50%
11 KANKARIA EAST APPAREL PARK 6195 50% 50%
12 APPAREL PARK AMRAIWADI 5507 50% 50%
13 AMRAIWADI RABRI COLONY 4360 50% 50%
14 RABRI COLONY VASTRAL 3470 50% 50%
15 VASTRAL NIRANT CROSS ROAD 2078 50% 50%
16 NIRANT CROSS ROAD VASTRAL GAM 855 50% 50%


CHAPTER 8 ROLLING STOCK & MAINTENANCE FACILITIES
Chapter - 8
ROLLING STOCK & MAINTENANCE FACILITIES

8.1 INTRODUCTION
The required transport demand forecast is the governing factor for the choice of the Rolling
Stock. The forecasted Peak Hour Peak Direction Traffic calls for a Medium Rail Transit
System (MRTS).
8.2 OPTIMIZATION OF COACH SIZE
The following optimum size of the coach has been chosen for this corridor as mentioned in
Table 8.1.
Table 8.1 - Size of the coach
Length* Width Height

Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m
Trailer car (TC) 21.34 m 2.9 m 3.9 m
*Maximum length of coach over couplers/buffers = 22.6 m
8.3 PASSENGER CARRYING CAPACITY
In order to maximize the passenger carrying capacity, longitudinal seating arrangement

shall be adopted. The whole train shall be vestibuled to distribute the passenger evenly in
all the coaches. Criteria for the calculation of standing passengers are 3 persons per square
meter of standing floor area in normal state and 6 persons in crush state of peak hour.
Therefore, for the Medium Rail Vehicles (MRV) with 2.9 m maximum width and longitudinal
seat arrangement, conceptually the crush capacity of 43 seated, 204 standing thus a total of
247 passengers for a Driving motor car, and 50 seated, 220 standing thus a total of 270 for a
trailer/motor car is envisaged.
Following train composition is recommended:

3-car Train: DMC+TC+DMC
Table 8.2 shows the carrying capacity of Medium Rail Vehicles.

Table 8.2 - Carrying Capacity of Medium Rail Vehicles

Particulars Driving Motor car Trailer car 3 Car Train
Normal Crush Normal Crush Normal Crush
Seated 43 43 50 50 136 136
Standing 102 204 110 220 314 628
Total 145 247 160 270 450 764
NORMAL-3 Person/sqm of standee area

CRUSH -6 Person/sqm of standee area
8.4 WEIGHT
The weights of driving motor car, trailer car and motor car have been estimated as in Table
8.3, referring to the experiences in Delhi Metro. The average passenger weight has been
taken as 65 kg.
Table 8.3 - Weight of Light Rail Vehicles (TONNES)

DMC TC 3 Car Train
TARE (maximum) 40 40 120
Passenger
(Normal) 9.425 10.4 29.25
(Crush @6p/sqm) 16.055 17.55 49.66
(Crush @8p/sqm) 20.475 22.295 63.245
Gross
(Normal) 49.425 50.4 149.25
(Crush @6p/sqm) 56.055 57.55 169.66
(Crush @8p/sqm) 60.475 62.295 183.23
Axle Load @6 14.014 14.388
person/sqm
Axle Load @8 15.119 15.577
person/sqm
The axle load @ 6persons/sqm of standing area works out in the range of 14.014T to
14.388T. Heavy rush of passenger, having 8 standees per sq. meter can be experienced
occasionally. It will be advisable to design the coach with sufficient strength so that even
with this overload, the design will not result in over stresses in the coach. Coach and bogie
should, therefore, be designed for 16 T axle load.

8.5 PERFORMANCE PARAMETERS
The recommended performance parameters are:
Maximum Design Speed: 90 kmph

Maximum Operating Speed: 80 kmph
Max. Acceleration: 1.0 m/s2 (with AW3 load)
Max. Deceleration 1.1 m/s2 (Normal brake)
More than 1.3 m/s2 (Emergency brake)
Traction in constant speed

Decelerating
Accelerating Coasting
Velocity
2
-1.1m/s2
1.0m/s
Time
8.6 COACH DESIGN AND BASIC PARAMETERS
The important criteria for selection of rolling stock are as under:
(i) Proven equipment with high reliability

(ii) Passenger safety feature
(iii) Energy efficiency
(iv) Light weight equipment and coach body
(v) Optimized scheduled speed
(vi) Aesthetically pleasing Interior and Exterior
(vii) Low Life cycle cost
(viii) Flexibility to meet increase in traffic demand
(ix) Anti-telescopic

The controlling criteria are reliability, low energy consumption, lightweight and high
efficiency leading to lower annualized cost of service. The coach should have high rate of
acceleration and deceleration.
8.7 SELECTION OF TECHNOLOGY
Low life cycle cost

Low life cycle cost is achieved by the way of reduced scheduled and unscheduled
maintenance and high reliability of the sub-systems. It is possible to achieve these
objectives by adopting suitable proven technologies. Selection of following technologies
has been recommended to ensure low life cycle cost-.
8.7.1 Car body

In the past carbon high tensile steel was invariably used for car bodies. In-fact almost all
the coaches built by Indian Railways are of this type. These steel bodied coaches need
frequent painting and corrosion repairs, which may have to be carried out up to 4-5 times
during the service life of these coaches. It is now a standard practice to adopt stainless steel
or aluminum for carbody.
The car bodies with aluminum require long and complex extruded sections which are still
not manufactured in India. Therefore aluminum car body has not been considered for use.
Stainless steel sections are available in India and therefore stainless steel car bodies have
been specified. No corrosion repair is necessary on stainless steel cars during their service
life.
Stainless steel car body leads to energy saving due to its lightweight. It also results in cost
saving due to easy maintenance and reduction of repair cost from excellent anti corrosive
properties as well as on improvement of riding comfort and safety in case of a crash or fire.
8.7.2 Bogies
Bolster less lightweight fabricated bogies with rubber springs are now universally adopted
in metro cars. These bogies require less maintenance and overhaul interval is also of the
order of 4,20,000km. Use of air spring at secondary stage is considered with a view to keep
the floor level of the cars constant irrespective of passenger loading unlike those with coil
spring. Perturbation from the track are also dampened inside the car body on account of
the secondary air spring along with suitable Vertical Hydraulic Damper .The primary
suspension system improve the curve running performance by reducing lateral forces
through application of conical rubber spring. A smooth curving performance with better
ride index is being ensured by provision of above type of bogies.

8.7.3 Braking System

The brake system shall consist of
(i) An electro-pneumatic (EP) service friction brake
(ii) A fail safe, pneumatic friction emergency brake
(iii) A spring applied air-release parking brake
(iv) An electric regenerative service brake
(v) Provision of smooth and continuous blending of EP and regenerative braking
The regenerative braking will be the main brake power of the train and will regain the
maximum possible energy and pump it back to the system and thus fully utilize the
advantage of 3 phase technology .The regenerative braking should have air supplement
control to bear the load of trailer car. In addition, speed sensors mounted on each axle,
control the braking force of the axles with anti skid valves, prompting re-adhesion in case of
a skid .The brake actuator shall operate either a tread brake or a wheel disc brake,
preferably a wheel disc brake.
8.7.4 Propulsion System Technology

In the field of Electric Rolling Stock, DC series traction motors have been widely used due to
its ideal characteristics and good controllability for traction applications. But these
required intensive maintenance because of commutators and electro-mechanical
contactors, resistors etc
The brush less 3 phase induction motors has now replaced the D.C. Series motors in traction
applications. The induction motor, for the same power output, is smaller and lighter in
weight and ideally suited for rail based Mass Rapid Transit applications. The motor tractive
effort and speed is regulated by Variable Voltage and Variable frequency control and can
be programmed to suit the track profile and operating requirements. Another advantage of
3 phase a.c. drive and VVVF control is that regenerative braking can be introduced by
lowering the frequency and the voltage to reverse the power flow and to allow braking to
very low speed.
For this corridor, three phase a.c. traction drive that are self-ventilated, highly reliable,
robust construction and back up by slip/slid control have been recommended for adoption.
The DC voltage from the 3rd Rail is stepped up through a STEP up Chopper to DC link
voltage, which feeds Inverter operated with Pulse Width Modulation (PWM) control
technology and using insulated Gate Bipolar Transistors (IGBT). Thus three-phase variable
voltage variable frequency output drives the traction motors for propulsion.
Recently advanced IGBT has been developed for inverter units. The advanced IGBT
incorporates its own over current protection, short circuit protection; over temperature
protection and low power supply detection. The inverter unit uses optical fiber cable to
connect the control unit to the gate interface. This optical fiber cable transmits the gate

signals to drive the advanced IGBT via the gate interface. The optical fiber cable provides
electrical isolation between the advanced IGBT and the control unit and is impervious to
electrical interference. These are recommended for adoption in trains of this corridor.
8.7.5 Interior and Gangways

Passenger capacity of a car is maximized in a Metro System by providing longitudinal seats
for seating and utilizing the remaining space for standing passenger. Therefore all the
equipments are mounted on the under frame for maximum space utilization. The gangways
are designed to give a wider comfortable standing space during peak hours along with easy
and faster passenger movement especially in case of emergency.
Interior View
8.7.6 Passenger Doors

For swift evacuation of the passenger in short dwell period, four doors of adequate width,
on each side of the coach have been considered. These doors shall be of such dimensions
and location that all the passenger inside the train are able to evacuate within least possible
time without conflicting movement .As the alignment passes through elevated section above
ground, automatic door closing mechanism is envisaged from consideration of passenger
safety. Passenger doors are controlled electrically by a switch in Driver cab. Electrically
controlled door operating mechanism has been preferred over pneumatically operated door
to avoid cases of air leakage and sluggish operation of doors.
The door shall be of Bi-parting Sliding Type as in the existing coaches of DMRC.

Passenger Doors
8.7.7 Airconditioning
With heavy passenger loading of 6 persons/sqm for standee area and doors being closed
from consideration of safety and with windows being sealed type to avoid transmission of
noise, air conditioning of coaches has been considered essential. Each coach shall be
provided with two air conditioning units capable of cooling, heating and dehumidifying and
thus automatically controlling interior temperature throughout the passenger area at 25C
with 65% RH all the times under varying ambient conditions up to full load. For emergency
situations such as power failure or both AC failures etc, ventilation provision supplied from
battery will be made. Provision shall be made to shut off the fresh air intake and re-circulate
the internal air of the coach, during an emergency condition, such as fire outside the train
causing excessive heat and smoke to be drawn in to the coach.
8.7.8 Cab Layout and Emergency Detrainment Door.

The modern stylish driver panel shall be FRP moulded which give maximum comfort and
easy accessibility of different monitoring equipments to the driver along with clear visibility
.The driver seat has been provided at the left side of the cabin.

Driving cab
An emergency door for easy detrainment of the passenger on the track has been provided at
the center of the front side of the each cabin which has a easy operation with one handle
type master controller.
8.7.9 Communication
The driving cab of the cars are provided with continuous communication with base
Operational Control Center and station control for easy monitoring of the individual train in
all sections at all the time .
Public Address and Passenger Information Display System is provided in the car so that
passengers are continuously advised of the next stoppage station, final destination station,
interchange station, emergency situations if any, and other messages. The rolling stock is
provided with Talk Back Units inside the cars, which permit conversation between
passengers and the drivers in case of any emergency.
8.7.10 Noise and Vibration

The trains will pass through heavily populated urban area .The noise and vibration for a
metro railway become an important criteria from public acceptance view point. The source
of noise are (i) rail-wheel interaction (ii) noise generated from equipment like Blower,
Compressor, air conditioner, door, Inverter etc. (iii) traction motor in running train .For
elimination and reduction of noise following feature are incorporated: -
Provision of anti drumming floor and noise absorption material.

Low speed compressor, blower and air conditioner.
Mounting of under frame equipments on anti-vibration pad

Smooth and gradual control of door.

Provision of GRP baffle on the via-duct for elimination of noise transmission.
Provision of sound absorbing material in the supply duct and return grill of air conditioner.
Sealing design to reduce the aspiration of noise through the gap in the sliding doors and
piping holes.
The lower vibration level has been achieved by provision of bolster less type bogies having
secondary air spring.
8.7.11 Passenger Safety Features

(i) ATP
The rolling stock is provided with Continuous Automatic Train Protection to ensure
absolute safety in the train operation. It is an accepted fact that 60-70% of the accidents
take place on account of human error. Adoption of this system reduces the possibility of
human error.
(ii) Fire
The rolling stock is provided with fire retarding materials having low fire load, low heat
release rate, low smoke and toxicity inside the cars. The electric cables used are also
normally low smoke zero halogen type which ensures passenger safety in case of fire.
(iii) Emergency door

The rolling stock is provided with emergency doors at both ends of the cab to ensure well
directed evacuation of passengers in case of any emergency including fire in the train,
(iv) Crash worthiness features

The rolling stock is provided with inter car couplers having crashworthiness feature which
reduces the severity of injury to the passengers in case of accidents.
(v) Gangways
Broad gangways are provided in between the cars to ensure free passenger movement
between cars in case of any emergency.

Gangways
The salient features of the proposed Rolling Stock are enclosed as Attachment-I
Attachment I
Salient Features of Rolling Stock for MRTS
S.No. Parameter Details

1 Gauge (Nominal) 1435mm
2 Traction system
2.1 Voltage 750 V dc
2.2 Method of current collection Third Rail Bottom Current Collection System
3 Train composition:
3.1 3 car train set DMC+TC+DMC
4 Coach Body Stainless Steel
5 Coach Dimensions
5.1 Height 3.9 m
5.2 Width 2.9 m
5.3 Length over body (approx)
- Driving Motor Car (DMC) 21.64 m
- Trailer Car (TC) 21.34 m
Maximum length of coach over 22 to 22.6 m (depending upon Kinematic
couplers/buffers: Envelop)
5.4 Locked down Panto height (if applicable) 4048 mm
5.5 Floor height 1100mm
6 Designed - Passenger Loading


6.1 Design of Propulsion equipment 8 Passenger/ m2
6.2 Design of Mechanical systems 10 Passenger/ m2
7 Carrying capacity- @ 6 standees/sqm
7.1 Coach carrying capacity
DMC 247 (seating - 43 ; standing - 204)
TC 270 (seating - 50 ; standing - 220)
7.2 Train Carrying capacity
3 car train 764 (seating - 136 ; standing - 628)
8 Weight (Tonnes)
8.1 Tare weight (maximum)
DMC 40
TC 40
8.2 Passenger Weight in tons @ 6 standees/sqm @ 0.065 T per passenger
DMC 16.055
TC 17.55
8.3 Gross weight in tons
DMC 56.055
TC 57.55
9 Axle load(T)(@ 8 persons per sq m of 16 (System should be designed for 16T
standee area) axle load)
10 Maximum Train Length - Approximate
10.1 3 car train set 68
11 Speed
10.1 Maximum Design Speed 90 Kmph
10.2 Maximum Operating Speed 80 Kmph
12 Wheel Profile UIC 510-2
13 Noise Limits (ISO 3381 and 3095 - 2005)
13.1 Stationary (Elevated and at grade)
13.1.1 Internal (cab and saloon) LpAFmax 65 dB(A)
13.1.2 External (at 7.5 mtr from centre line of LpAFmax 68 dB(A)
track)
13.2 Running at 85 kmph (Elevated and at grade)
13.2.1 Internal (cab and saloon) LpAeq,30 72 dB(A)
13.2.2 External (at 7.5 mtr from centre line of LpAFmax 85 dB(A)
track)
13.3 Stationary (Underground)
13.3.1 Internal (cab and saloon) LpAFmax 72 dB(A)
14 Traction Motors Ventilation Self
15 Acceleration on level tangent track 1.0 m/s2 (with AW3 load)


16 De-acceleration on level tangent track 1.1 m/sec2 (>1.3 m/sec2 during
emergency)
17 Type of Bogie Fabricated
18 Secondary Suspension springs Air
19 Brakes - An electro-pneumatic (EP) service friction
brake- An electric regenerative service
brake- Provision of smooth and continuous
blending of EP and regenerative braking- A
fail safe, pneumatic friction emergency
brake- A spring applied air-release parking
brake- The brake actuator shall operate a
Wheel Disc Brake- Brake Electronic Control
Unit (BECU) - Independent for each bogie
20 Coupler Auto
Front cab end of DMC car Automatic coupler with mechanical &
pneumatic coupling but without electrical
coupling head
Between cars of same Unit Semi-permanent couplers
21 Detrainment Door Front
22 Type of Doors Sliding
23 Passenger Seats Stainless Steel
24 Cooling
24.1 Transformer Forced
24.2 CI & SIV Self/Forced
24.3 TM Self ventilated
25 Control System Train based Monitor & Control System
(TCMS/TIMS)
26 Traction Motors 3 phase VVVF controlled
27 Temperature Rise Limits
27.1 Traction Motor Temperature Index minus 70 deg C
27.2 CI & SIV 10 deg C temperature margin for Junction
temperature
27.3 Transformer IEC specified limit minus 20 deg C
28 HVAC - Cooling, Heating & Humidifier (As required)
- Automatic controlling of interior
temperature throughout the passenger area
at 25C with 65% RH all the times under
varying ambient conditions up to full load.
29 PA/PIS including PSSS (CCTV) Required
30 Passenger Surviellance Required


31 Battery Lead Acid Maintenance free
32 Headlight type LED
33 Coasting 8% (Run time with 8% coasting shall be the
'Run Time in All out mode plus 8%')
34 Gradient (max) 3.7%
35 Sharpest Radius 175
8.8 DEPOT- CUM- WORKSHOP
It is proposed to establish one depot- cum- workshop at Gyaspur for North South Corridor
and one depot- cum- workshop at Apparel Park for East West Corridor with following
functions:
a) Depot- cum- workshop at Gyaspur for North South Corridor
(i) Major overhauls of all the trains of N- S Corridor.

(ii) All minor schedules and repairs of N- S Corridor.
(iii) Lifting for replacement of heavy equipment and testing thereafter of N- S Corridor.
(iv) Repair of heavy equipments of N- S Corridor.
b) Depot- cum- workshop at Apparel Park for East West Corridor
(i) Major overhauls of all the trains of E-W Corridor.

(ii) All minor schedules and repairs of E-W Corridor.
(iii) Lifting for replacement of heavy equipment and testing thereafter of E-W Corridor.
(iv) Repair of heavy equipments of E-W Corridor.
The Depot planning at Gyaspur for North South Corridor and at Apparel Park for East West
Corridor is based on following assumptions:
(i) Enough space should be available at Gyaspur for North South Corridor and at Apparel Park
for East West Corridor for establishment of a Depot- Cum- workshop
(ii) All inspection, workshop lines and stabling lines are designed to accommodate two
trainsets of 3- car each.
(iii) All stabling lines are planned in the proposed depot-cum-workshop assuming adequate
space availability. In case of space constraints, if any, stabling facilities may need to be
created at terminal stations or elsewhere to cater to the required stability facilities.
(iv) Provision of transfer line from one corridor to another corridor.
In broad terms, based on the planned Rolling Stock requirements, this chapter covers
conceptual design on following aspects and will work as a guide for detailed design later:

Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair overhauling

workshop and cleaning of Rolling Stock.
Operational and functional safety requirements.
Ancillary buildings for other maintenance facilities.
Electrical & Mechanical Services, power supply and distribution system.
Water Supplies, Drainage & Sewerage.
8.8 MAINTENANCE PHILOSOPHY
Monitoring of the performance of equipment by condition monitoring of key parameters.

The concept is to evolve the need based maintenance regime, which can be suitably
configured in the form of schedules like daily check, A checks, B type checks, IOH and
POH.
Labour intensive procedures are kept to the minimum. Automation with state of the art
machinery to ensure quality with reliability.
Multi skilling of the Maintenance staff to ensure quality and productivity in their
performance.
Energy conservation is given due attention.
8.9 ROLLING STOCK MAINTENANCE NEEDS
(a) Maintenance Schedule

The following maintenance schedule has been envisaged for conceptual design of depots
assuming approx. 335 kms running per train per day, taking in consideration the passenger
load of 2018, 2021, 2031 and 2043 respectively.
Type of Interval Work Content Locations

Schedule
Daily Daily Check on the train condition and function at Stabling
every daily service completion. Interval Lines
cleaning/mopping of floor and walls with
vacuum cleaner.
A Service 5,000 Km Detailed inspection and testing of sub -systems, Inspection
Check (approx. 15 under frame, replacement/ topping up of oils & Bays
days) lubricants.
B Service 15,000 Km Detailed Inspection of A type tasks plus items Inspection
Check (approx. 45 at multiples of 15,000 Km (B type tasks) Bays
days)
Intermediate 420,000 Check and testing of all sub-assemblies Workshop
Overhaul Km, (3 and (Electrical + Mechanical). Overhaul of
(IOH) half Years pneumatic valves, Compressor. Condition
approx.) based maintenance of sub-systems to bring
them to original condition. Replacement of

Type of Interval Work Content Locations

Schedule
parts and rectification, trial run.
Periodical 840,000 Dismantling of all sub-assemblies, bogies Workshop
Overhaul Km, (7 suspension system, traction motor, gear,
(POH) Years control equipment, air-conditioning units etc.
approx.) Overhauling to bring them to original
condition. Checking repair and replacement as
necessary. Inspection and trial.
Heavy - Changing of heavy item such as bogies, traction Workshop
Repairs motor, axles, gear cases & axle boxes etc.
The above Schedule may need slight revision based on the actual earned kilometers per
train and the specific maintenance requirements of Rolling Stock finally procured.
(b) Washing Needs of Rolling Stock

Cleanliness of the trains is essential. Following schedules are recommended for Indian
environment:
S.N. Kind Inspection Maint. Time Maintenance Place
Cycle
1. Outside cleaning (wet 3 Days 10 mins. Single Pass through
washing on automatic Automatic washing plant
washing plant) of Depot
2. Outside heavy Cleaning (wet 30 days 2 3 hrs. Automatic washing plant
washing on automatic & cleaning & washing
washing plant and Front shed
Face, Vestibule/Buffer area.
Floor, walls inside/outside of
cars and roof. Manually)
Year-wise planning of maintenance facility setup at depot cum workshop based on planned
Rolling Stock requirement in TOP is tabulated below:
(i) Planned rakes as per TOP:
a) Planned rakes as TOP for N- S Corridor:

Year No. of Rakes No. of coaches
2018 14 42
2021 18 54
2031 27 81
2043 43 129

b) Planned rakes as TOP for E- W Corridor:

Year No. of Rakes No. of coaches
2018 17 51
2021 22 66
2031 33 99
2043 46 138
(ii) Average earning/day/rake based on TOP:
a) Average earning/day/rake for N- S Corridor:

Year Average earning/day/rake (KM)
2018 299
2021 296
2031 325
2043 277
b) Average earning/day/rake for E- W Corridor:

Year Average earning/day/rake (KM)
2018 326
2021 331
2031 322
2043 299
(iii) Requirement of Stabling Lines (SBL),Inspection Lines (IBL) and Workshop

Lines(WSL) in the Depot
a) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and Workshop Lines (WSL) in
the Depot -cum Workshop at Gyaspur for North South Corridor.
No. of
Year SBLs IBLs WSLs
Trains
2018 14 6 lines x two trains of 3- One bay of 3 lines each One bay of 2 lines
car with two trains of 3- each with two trains
cars (2 lines at present of 3-cars. (1 bay of 2
and 1 line for future lines at present & 1
provision. bay of 2 lines for
future provision)
from the year 2031.
2021 18 8 lines x two trains of 3- -do- -do-
car
car

No. of
Year SBLs IBLs WSLs
Trains
car
All lines shall be suitable for placement of two trains of 3-car trains on each line.
b) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and Workshop Lines (WSL) in
the Depot -cum Workshop at Apparel Park for East West Corridor.
No. of
Year SBLs IBLs WSLs
Trains
2018 17 8 lines x two trains of 3- One bay of 3 lines each One bay of 2 lines
car with two trains of 3- each with two trains
cars (2 lines at present of 3-cars. (1 bay of 2
and 1 line for future lines at present & 1
provision. bay of 2 lines for
future provision)
from the year 2031.
car
car
car
All lines shall be suitable for placement of two trains of 3-car trains on each line.
8.10 Requirement of maintenance / Inspection lines for depot-cum-workshop:

a) Requirement of maintenance / Inspection lines for depot-cum-workshop Depot -cum
Workshop Gyaspur for North South Corridor:
Maintenance
Schedule Requirement (No. of Lines Needed
Cars)
i) Year 2018 - Maximum no. of rake holding is 14TS x3 ( = 42 Cars)
A Checks (5000 km) (14X3) Cars = 42 Cars 1 Line x two trains of 3- cars(with Sunken
approx. 15 days Floor
B Checks (15000 km) (14X3) Cars = 42 Cars 1 Line x two trains of 3- cars(with Sunken
approx. 45 days Floor)
Unscheduled line & For minor repairs, 1 Line x two trains of 3- cars(with sunken
adjustment lines testing and after Floor)
IOH/POH adjustments
Requirement 1 bay of 3 lines with provision of space for
additional bay of 3 lines for work load in
future

ii) Year 2021 - Maximum no. of rake holding is (18TS x3 = 54 Cars)

A Checks (5000 km) (18X3) Cars = 54 Cars 1 Lines X two trains of 3- cars(with
approx. 15 days sunken floor)
B Checks (15000 km) (18X3) Cars = 54 Cars 1 Lines X two trains of 3- cars(with
Unscheduled line & For minor repairs, 1 Line X two trains of 3- cars(with sunken
adjustment lines testing & adjustments floor)
post major repairs /
IOH & POH
future
iii) Year 2031 -Maximum no. of rake holding is (27x3 = 81 Cars)
A Checks (5000 km) (27X3) Cars = 81Cars 2 Lines X two trains of 3- cars(with
15 days sunken floor)
B Checks (15000 km) (27X3 ) Cars = 81 Cars

45 days And For minor
1 Lines X two trains of 3- cars(with
And for Unscheduled repairs, testing &
sunken floor)
line & adjustment lines adjustments post
major repairs / IOH &
POH
future
iv) Year 2043 -Maximum no. of rake holding is (43x3 = 129 Cars)
A Checks (5000 km) (43X3) Cars = 129 2 Lines X two trains of 3- cars(with
15 days Cars sunken floor)
B Checks (15000 km) (43X3) Cars = 129 1 Lines X two trains of 3- cars(with
45 days Cars And For minor sunken floor)
line & adjustment lines adjustments post
major repairs / IOH &
POH
future
All lines shall be suitable for placement of two 3- car trains on same line.

b) Requirement of maintenance / Inspection lines for depot-cum-workshop at Apparel Park

for East West Corridor:
Maintenance
Schedule Requirement (No. of Lines Needed
Cars)
i) Year 2018 - Maximum no. of rake holding is 17TS x3 ( = 51 Cars)
A Checks (5000 km) (17X3) Cars = 51 Cars 1 Line x two trains of 3- cars(with
approx. 15 days Sunken Floor
B Checks (15000 km) (17X3) Cars = 51 Cars 1 Line x two trains of 3- cars(with
approx. 45 days Sunken Floor)
Unscheduled line & For minor repairs, 1 Line x two trains of 3- cars(with
adjustment lines testing and after sunken Floor)
IOH/POH adjustments
Requirement 1 bay of 3 lines with provision of space
for additional bay of 3 lines for work
load in future
ii) Year 2021 - Maximum no. of rake holding is (22TS x3 = 66 Cars)
45 days And For minor sunken floor)
line & adjustment adjustments post
lines major repairs / IOH &
POH
load in future
iii) Year 2031 -Maximum no. of rake holding is (33x3 = 99 Cars)
45 days And For minor sunken floor)
POH
load in future

iv) Year 2043 -Maximum no. of rake holding is (46x3 =138 Cars)
A Checks (5000 km) (46X3) Cars =138Cars 2 Lines X two trains of 3- cars(with
B Checks (15000 km) (46X3) Cars = 138 1 Lines X two trains of 3- cars(with
45 days Cars And For minor sunken floor)
POH
load in future
All lines shall be suitable for placement of two 3- car trains on same line.
8.11 Inspection requirements at depots at Gyaspur for North South Corridor and at
Apparel Park for East West Corridor:
Facilities for carrying out inspection activitities shall be provided in the inspection bay for
following Systems / Equipments of a train:
Electronics; PA/PIS
Mechanical components, couplers etc
Batteries
Air conditioner
Brake modules
Bogie
Traction Motor
Vehicle doors, windows and internal fittings
Power system including converter, circuit breaker etc.
These activities shall be grouped into A checks and B checks. The minor scheduled
inspections (A checks) shall be carried out during the day off peak and night. Since B
checks take longer time, these cannot be completed in the off peak times. Certain inspection
lines will be nominated for A checks. For B checks, separate line will be nominated
where the rakes may be kept for long time.
One dedicated line in the shed will be used for minor repairs and for adjustment and testing
after the IOH and POH. There shall be a spare line in inspection bay for this purpose.

8.12 DESIGN OF DEPOT- CUM- WORKSHOP FACILITIES.
8.12.1 Stabling lines at depots at Gyaspur for North South Corridor and at Apparel Park for
East West Corridor:
As per advised dimensions of the Rolling Stock, the length of 3-Car train would be
Approx.67.8 mts. For the design of the stabling lines in the depot and terminal stations or
elsewhere (as may be required), following approximates lengths have been taken in
consideration:
(i) Length of one 3- car rake= 67.8 m
(ii) Gap between two trains 3-car rakes = 10m
(iii) Free length at outer ends of two trains of 3- cars ( for cross pathway, Signal and Friction
buffers)= 10m each side
(iv) Total length of Stabling lines = (iii)+(i)+(ii)+(i)+(iii)= 10+ 67.8+ 10+ 67.8+ 10= 165.6m
166m
Looking to the car width of 2900mm on SG, 5m Track Centre is proposed for all the
stabling lines. Thus, space between stabling shall be sufficient to include 1 mt. wide
pathway to be constructed between tracks to provide access for internal train cleaning and
undercarriage inspection with provision of following facilities:
a) Each Stabling line to have water connection facility so that local cleaning, if required, is
facilitated.
b) Platforms at suitable points at each end of stabling lines to enable train operators to
board or de- board conveniently.
8.12.2 Inspection Bay at depot-cum-workshop at Gyaspur for North South Corridor and at
Apparel Park for East West Corridor:
The length of Inspection shed is computed as below:
(i) Length of a 3-car rake= 67.8 m.
(ii) Gap between two trains of 3- cars= 10 m
(iii) Cross- path at each end= 10 m
(iv) Length of Inspection line= (iii)+ (i)+(ii)+ (i)+ (iii) = 10+ 67.8 + 10+ 67.8 + 10= 165.6m
166m
The width of the Inspection bay in computed as below:

(i) Centre to- centre spacing between the three lines= 7.5 m
(ii) Centre line of outer lines to column of Shed= 3m
(iii) Width of a 3 line Inspection Bay= (ii)+(i)+(i)+(ii)= 3+ 7.5+ 7.5+ 3= 21 m

a) There shall be one inspection bay of 166 m X 21 m size each with provision of
accommodating three inspection lines each having sunken floor and overhead roof
inspection platforms at each of the depot. The floor will be sunken by 1100mm. The track
spacing between the adjacent IBLs shall be 7.5 m. For rake requirements in future, there
shall be provision of space for extension by one bay of three lines to cater the workload of
inspection in future.
b) Roof Inspection platforms and walkways for roof inspection supported on the columns shall
be provided. There would be lighting below the rail level to facilitate the under frame
inspection. Ramps of 1:8 slopes, 3 meter wide should be provided with sunken floor system
for movement of material for the cars. Further, 10m cross pathways are left at each end for
movement of material by fork lifter/Leister/Hand trolley. 415V 3 phase 50 Hz, 230V 1
phase 50 Hz AC supply and Pneumatic supply shall also be made available on each
inspection shed columns. Air-circulators shall be provided on each column. The inspection
bay shall be provided with EOT crane of 1.5 T to facilitate lifting of equipment.
Roof and walls shall be of such design that optimum natural air ventilation occurs all the
time and sufficient natural light is also available. Each Inspection bay will also have
arrangement close by for cleaning of HVAC filter under high pressure water jet.
8.12.3 Workshop Shed depots at Gyaspur for North South Corridor and at Apparel Park for
East West Corridor:
Requirement of workshop lines is planned as under:
a) Requirement of workshop lines at Gyaspur for North South Corridor:
Year IOH & Wheel / Bogie Unschedul Total Remarks
POH storage e repairs
/lifting
2018 Nil 1 line of 3-car trains 1 line x two 3- The size of workshop
and free space of 3- trains of 3- lines shall be the same as
car length for car inspection bay i.e.
storage of other 166X21 m with one
equipments working bay
2021 1 -do- 1 3- comprising of two
lines trains lines capable of
2031 1 -do- 1 3- accommodating two
lines trains 3-car rakes with
2043 1 -do- 1 3- Bogie turning facility,
lines one line of 3-car rake
length with free space
of 3-car rake length
for storage of wheel/
bogie/ equipments
etc.

b) Requirement of workshop lines at Apparel Park for East West Corridor:

Year IOH & Wheel / Bogie Unschedul Total Remarks
POH storage e repairs
/lifting
2018 Nil 1 line of 3-car trains 1 line x two 3- The size of workshop
and free space of 3- trains of 3- lin shall be the same as
car length for car es inspection bay i.e.
storage of other 166X21 m with one
equipments working bay
comprising of two
2021 1 -do- 1 3- trains lines capable of
lines accommodating two
2031 1 -do- 1 3- trains 3-car rakes with
lines Bogie turning facility,
2043 1 -do- 1 3- one line of 3- car rake
lines length with free space
of 3-car rake length
for storage of wheel/
bogie/ equipments
etc.
(a) There shall be one bay comprising of three lines each (as detailed in Remarks above).
Size of the workshop bay is proposed to be 166m x 21m.The unscheduled lifting and
heavy repair line shall be fitted with jack system capable to lift the 3-Car unit
simultaneously for quick change of bogie, thereby saving down time of Rolling Stock.
The arrangement of jack system shall be such that lifting of any coach in train formation
for replacement of bogie/equipments is also individually possible. One line shall be
available for stocking of Bogies and wheels. These lines are to be provided with pits at
regular intervals for inspection of undercarriage with turn tables. Each workshop bay
shall be equipped with two trains 15T and 3T overhead cranes, each spanning the entire
length of the workshop bay.
(b) There shall be provided space for repairs of HVAC, Door, and Traction motor etc.
repairs. Distinct spaces shall be earmarked for dismantling/repairs/ assembling and
testing of each of these equipments. Related machinery for Overhauling / Repairs &
testing activities of every equipment are also to be housed in the space earmarked.
(c) There shall be washing and cleaning equipments on the workshop floor. Bogie test
stand shall be provided in the workshop. Other heavy machinery shall also be suitably
installed on the workshop floor. Air-circulators, lights, Powers supply points and
compressed air supply line shall be provided on each workshop column.

(d) Workshop lines shall be inter-linked through turn tables, each suitable for movement of
a train in AWo (unloaded) condition and shall also be capable to rotate with a fully
loaded bogie on it. Repair of heavy equipments such as air conditioners shall be so
located so that it does not affect the movement inside workshop.
(e) There shall be walkways on columns for roof inspections, along the workshop lines.
These walkways shall not infringe with cars being lifted/ lowered by means of mobile
jacks. Suitable space between the nearest exterior of a car and farthest edge of the
walkway has to be ensured to avoid conflict in lifting and lowering of cars.
(f) The small component, bogie painting and battery maintenance cells will be located in
the workshop with arrangement that fumes are extracted by suitable exhaust systems.
(g) Workshop will have service building with array of rooms along its length. Total size is
proposed to be 166 x 8m. These can be made by column and beam structure and
architecture made of brick works. These shall cater for overhauling sections, offices,
costly store item, locker rooms, toilets etc. Two trains opposite sides widthwise shall be
open to facilitate natural air circulation and cross ventilation besides the egress &
ingress for coaches. The sidewalls shall also have sufficient width of louvers for
providing adequate ventilation.
(h) There shall be space for bogie/ axle repair shop with necessary infrastructure for
disassembly, overhead, assembly and testing of mechanical components of bogies/ axle.
The repair shop shall be easily approachable from with the workshop for transportation
of components.
8.12.4 Following equipment repair/overhaul facilities are planned in the workshop and
wheel repairs shop at the workshops depots at Gyaspur for North South Corridor
and at Apparel Park for East West Corridor:
1. Body furnishing
2. Bogie
3. Wheels
4. Traction Motors
5. Axle Box and Axle Bearing
6. Transformer, converter/inverter, circuit breaker
7. Battery
8. Air Compressor
9. Air-conditioner
10. Brake Equipment
11. Door actuators
12. Control and measuring equipments
13. Pneumatic equipment
14. Dampers and Springs
15. Couplers/Gangways

16. Coach Painting (Applicable only for Aluminum coaches, if any)
8.13 CAR DELIVERY AREA
There shall be rail connectivity between the Depot-cum- Workshop and mainline and all
trains due for scheduled/ unscheduled works shall reach the depot-cum- Workshop by rail.
However in case of newly procured coaches, which are transported by road, these shall
reach the Depot-cum Workshop by the road on trailers. To unload the coaches and bring
them to the track, provision of space, along the side of shunting neck, has to be made for
unloading of cars and other heavy materials. This area shall have an insulated track
embedded in the floor facilitating the movement of road trawler, which brings in the cars.
The length of the track embedded area shall be about 40m long. There should be enough
space available for movement of heavy cranes for lifting of coaches. The unloading area
should be easily accessible for heavy duty hydraulic trailers.
8.14 Operational Features
The rake induction and withdrawal to main line will be primarily from the stabling shed.
Further, provisions are there for direct rake induction and withdrawal to main line from
Inspection Shed/workshop area. Movement from depot to the main line is so planned that
the headway of main line is not affected. Simultaneous receipt and dispatch of trains from
depot to main line is feasible in the present site scenario. Both of these activities will be
done effectively without effecting the train operation on the main line. The stabling lines
would be interlocked with the main line thereby induction of train from the stabling would
be safe and without loss of time. The proposition for a transfer track on the incoming line as
well as on the outgoing line to facilitate the movement of rake in the depot by Operation
Control Centre (OCC) even though the further path inside the depot is not clear shall be
explored in the detailed design stage depending on the actual availability of land.
An emergency line is also provided from which an emergency rescue vehicle may be
dispatched to main line in the event of emergency if necessary.
8.15 Infrastructure Facilities in depots at Gyaspur for North South Corridor and at
Apparel Park for East West Corridor
I. Inspection and Workshop facilities:

As indicated in 8.12.2 & 8.12.3 above.
II. Stabling Lines in Depot:

a) The requirement of lines shall be in accordance with the details indicated in para 8.12.1
above. A part of the stabling siding in the depot shall be covered with a roof in order to
facilitate testing of air conditioning of trains and their pre-cooling under controlled
condition of temperature.

b) Separate toilets adjustment to stabling lines shall be provided with small room for
keeping cleaning aids and for utilization by the working staff.
III. Automatic Coach Washing Plant (AWP)

Provision to be made for Rolling Stock exterior surfaces to be washed using a fully
automated Train Washing System, with a throughput capacity of approximately ten
trains per hour. The AWP shall be situated at such a convenient point on the incoming
route so that incoming trains can be washed before entry to the depot and undesirable
movement/shunting over ingress and egress routes within the depot is avoided.
Additional space for plant room for AWP system shall be earmarked alongside the
washing apron as indicated at S. No. 6 of Para 8.16.1 (a) & 8.16.1 (b).
IV. Train Operators Booking Office

Suitable office facility adjacent to the stabling lines at each depot should be provided so
that train operators reporting On duty or going Off duty can obtain updates regarding
Special Notices, Safety Circulars and other technical updates/information in vogue.
These offices should have an attached a cycle/scooter/car stand facility for convenience
of the train operating staff.
V. Test Track
A test track of 1000 mts. in length covered & fenced should be provided beside
workshop in the depot. It shall be equipped with signaling equipments (ATP/ATO). It
shall be used for the commissioning of the new trains, their trials and testing of the
trains after the IOH and POH. Entry into the test track shall be planned for a 3-car train.
In compliance to safety norms, the boundary of the track shall be completely fenced to
prevent unauthorized trespassing across or along the track.
VI. Heavy Cleaning Shed

Monthly heavy cleaning of interior walls, floors, seats, windows glasses etc, outside
heavy cleaning, Front/rear Face, Vestibule/ Buffer area, outside walls and roof shall be
done manually in the interior cleaning plant designed for cleaning of one at a time. A
line adjacent to inspection shed should be so provided that placement of rakes is
possible from workshop or inspection lines & vice versa conveniently and with ease.
VII. Power Supply

Auxiliary substations are planned for catering to the power supply requirement of the
whole depot and workshop. Details of connected load feeder shall be worked out.
Taking diversity factor of 0.5 the maximum demands shall be computed. Two trains
Auxiliary substations are proposed, as the demand by machines in Workshop area
would be very large. The standby power supply is proposed through DG set with AMF
panel. The capacity of DG set will be adequate to supply all essential loads without
over loading.

VIII. Compressed Air Supply

Silent type compressor units shall be suitably installed inside the depots at convenient
location for the supply of compressed air to workshop and Inspection sheds. Thus,
the pneumatic pipeline shall run within the workshop and inspection bays as to have
compressed air supply line at all convenient points.
IX. Water Supply, Sewerage and Drainage Works

In house facilities shall be developed for the water supply of each depot. Sewerage,
storm water drainage shall be given due care while designing the depots for efficient
system functioning. Past records of Municipal Corporation shall be used to design the
drainage system. Rainwater harvesting would be given due emphases to charge the
under ground reserves.
X. Ancillary Workshop
This workshop will have a line at floor level with provision of pits. Arrangement for
repairs of Shunters, Rail Road Vehicles and other ancillary vehicles will be provided.
These vehicles will also be housed here itself. Heavy lifting works can be carried out
in main workshop.
XI. Watch Towers

There shall be provision of adequate number of watchtowers for the vigilance of
depot boundary.
XII. Administrative Building

An administrative building close to the main entrance is planned. It can be suitably
sized and architecturally designed at the detailed design stage. A time and security
office is also provided close to main entrance. It shall be equipped with suitable
Access control system for all the staff working in the complex.
XIII. Parking Facilities

a) Ample parking space shall be provided for the two trains wheelers and four wheelers
at the following points.
i) Close to the depot entry.
ii) Close to the stabling lines.
iii)Close to the Workshop/IBL.
b) Space for parking of road and re-railing equipments
Enough space for parking of road vehicle/ trailers/ trucks etc. Enough space will also
have to be earmarked adjacent to workshops. Similarly, provision of space for parking
of re-railing equipments will have to be made close to the main exit gate of the Depot.
XIV Shed and Buildings

The shed and buildings normally provided in the depot with their sizes and brief
functions are indicated in Para 8.16.1(a) & 8.16.1(b). At the detailed design stage
depending upon the land availability, the decision to locate these buildings can be
taken. These can then be architecturally and functionally grouped.
XV Plant and Machinery

A separate building is planned for housing pit wheel lathe (PWL), approachable from
workshop, inspection bay and stabling lines through rail and road for placement of
cars for re- profiling of wheels within the depot along with space for depot of scrap.
a) Requirement of buildings and major plants and machinery, is given in Para 8.16.1(a),
8.16.1 (b), Para 8.16.2 (a) & 8.16.2(b).
8.15.1 Following Safety features should be incorporated in the design of the Maintenance
Depot-cum-Workshop at Gyaspur for North South Corridor and at Apparel Park for
East West Corridor:
a) Multi level wheel and TM stacking arrangement should be an inbuilt feature at the end of
Workshop Lines.
b) Pillars in the inspection bay & workshop should have provision for power sockets.
c) Placement of rakes from inspection/workshop lines on to washing lines for interior
cleaning on their own power should be possible. Necessary requirements of safety should
be kept in view.
d) The roof inspection platform should have open-able doors to facilitate staff to go up the roof
for cleaning of roof.
e) Control Centre, PPIO & store depot must be close to Workshop.
f) Width of the doors of the sections wherein repairs of equipments are done should be at
least 2 meters wide to allow free passage of equipment through them.
g) Provision of water hydrants should be done in workshops & stabling yards also.
h) Compressed air points along with water taps should be available in interior of buildings for
cleaning.
i) Ventilation arrangement inside the inspection shed and workshop should be ensured.
Arrangement for natural cross ventilation from one side to another of inspection &
workshop bays to be incorporated along with optimum availability of natural light at floor
level.
8.16 LIST OF BUILDINGS & LIST OF PLANTS & EQUIPMENTS AT DEPOT-CUM-WORKSHOP

AT GYASPUR FOR NORTH SOUTH CORRIDOR AND AT APPAREL PARK FOR EAST-
WEST CORRIDOR:
8.16.1 (a) List of Buildings at Depot- Cum- Workshop at Depot Station at Gyaspur for North
South Corridor:
S.No Name of Building Size Remarks
1. Inspection Shed 166m x 21m Servicing of Cars for 15 days & 45 days

One way of 3 inspection. This shed will have scope of

lines (2 trains expansion by 3 lines (1 additional bay of 3
of 3-cars in lines for future requirement).
each line)
Workshop Shed 166m x 21m Major repair & overhaul of rolling stocks,
diesel shunters, electric tractors, tower
wagons. All heavy lifting jobs.
Associated Sections 166m x 8m Rooms for carrying out the inspection &
workshop activity.
Stabling line shed 166m x 35m Additional Earmarking of area as per
(initial provision requirement of stabling of total 32 rakes
for 14 rakes only) during year 2043 is to be made.
2. Stores Depot & 45m x 45m i.

Stocking of spares for regular &
Offices including emergency requirement including
Goods Platform with consumable items.
Ramp ii. This store caters for the requirement
of depot for rolling stock & other
disciplines.
iii. To be provided with computerized
inventory control.
iv. Loading/Unloading of material
received by road.
3. Elect. Substation & 20m x 15m To cater for normal and emergency power
DG set room supply for depot, workshop, service and all
other ancillary buildings, essential power
supply for essential loads and security light.
4. Traction repair 80m x 30m Stabling and routine maintenance of shunting
depot and E &M (partly double engine etc. & Traction maintenance depot.
repair shop storey) For maintenance of lifts/escalators and other
General service works.
5. Cycle / Scooter / Car 100m x 6m i. Close to the depot entry.
Parking 60m x 6m ii. Close to the stabling lines.
6. Auto coach washing 40m x 10m For automatic washing of coaches. Provision
plant of Washing apron for collection of dripping
water and its proper drainage to be ensured.
7. Washing apron for 166m x 6.5m Heavy wet washing of rakes from inside,
Interior Cleaning under frame, roof at 30 days interval.
8. P-way office, store & 80m x 20m i. For track maintenance of section and
Workshop including depot.
Welding plant ii. To weld rails for construction period

only.
iii. To stable track Tamping machine.
9. Security office & 15m x 8m For security personnel.
Time Office Garages For time punching
(4 Nos.) For parking vehicle jeep, truck etc.
10. Check Post (2 Nos.) 5m x 3m For security check of incoming/outgoing staff
material and coaches.
11. Watch Tower (4 3.6m x2.5 m For security of the depot especially during
Nos.) night time.
12. Depot control centre 25mx20m To control movement of trains in and out of
& Crew booking (double storey) the depot and for crew booking.
centre
13. O.H raw water Tank 1,00,000 Ltrs. For Storage of water.
Capacity
14. Pump house Bore 7.3mx5.4m (200 Submersible type pump planned with 200 mm
well mm bore) diameter bore well.
15. Dangerous goods 15m x 10m For Storage of paints, inflammables &
Store Lubricants
16. a)Receiving/Tractio a)120m x 80m Traction Power Supply
n sub station
132 or 66/ 33 kV
17. Waste Collection Bin 10m x 10m Garbage dumping

18. Repair shops for S & 40m x 20m For the AFC gates, Signaling and telecom
T equipment.
19. Work shop Manager 30m x 20m Office of Depot in charge
Office
20. ATP & ATO Room 10m x 8m To keep equipments of ATP/ATO
21. Waste Water 12m x 6m For treating the discharge waters of the depot
Treatment Plant and remove the oil, acids etc. before
discharging into the river, with U/G tank.
22. Canteen 200 sqm. To cater staff of depot and workshop. Should
be in a separate building with modern kitchen
ware and facilities. Obligatory as per statutory
requirements.
23. Toilets 10m x 7m These toilets shall be approachable both from
-Gents 10m x 7m workshop as well as from inspection bay and
-Ladies ladies toilets shall be completely insulated
from gents toilet.

8.16.1 (b) List of Buildings at Depot- Cum- Workshop at Depot Station at Apparel Park for
East West Corridor
1. Inspection Shed 166m x 21m Servicing of Cars for 15 days & 45 days
One way of 3 inspection. This shed will have scope of
lines (2 trains expansion by 3 lines (1 additional bay of 3
of 3-cars in lines for future requirement).
each line)
Workshop Shed 166m x 21m Major repair & overhaul of rolling stocks,
diesel shunters, electric tractors, tower
wagons. All heavy lifting jobs.
Associated Sections 166m x 8m Rooms for carrying out the inspection &
workshop activity.
Stabling line shed 166m x 45m Additional Earmarking of area as per
(initial provision requirement of stabling of total 32 rakes
for 17 rakes only) during year 2043 is to be made.
2. Stores Depot & Offices 45m x 45m i. Stocking of spares for regular &
including Goods emergency requirement including
Platform with Ramp consumable items.
ii. This store caters for the requirement
of depot for rolling stock & other
disciplines.
iii. To be provided with computerized
inventory control.
iv. Loading/Unloading of material
received by road.
3. Elect. Substation & 20m x 15m To cater for normal and emergency power
DG set room supply for depot, workshop, service and all
other ancillary buildings, essential power
supply for essential loads and security light.
4. Traction repair depot 80m x 30m Stabling and routine maintenance of
and E &M repair shop (partly double shunting engine etc. & Traction maintenance
storey) depot.
For maintenance of lifts/escalators and
other General service works.
5. Cycle / Scooter / Car 100m x 6m iii. Close to the depot entry.
Parking 60m x 6m iv. Close to the stabling lines.
6. Auto coach washing 40m x 10m For automatic washing of coaches.
plant Provision of Washing apron for collection of
dripping water and its proper drainage to be
ensured.
7. Washing apron for 166m x 6.5m Heavy wet washing of rakes from inside,


Interior Cleaning under frame, roof at 30 days interval.
8. P-way office, store & 80m x 20m iv. For track maintenance of section
Workshop including and depot.
Welding plant v. To weld rails for construction period
only.
vi. To stable track Tamping machine.
9. Security office & Time 15m x 8m For security personnel.
Office Garages (4 For time punching
Nos.) For parking vehicle jeep, truck etc.
10. Check Post (2 Nos.) 5m x 3m For security check of incoming/outgoing
staff material and coaches.
11. Watch Tower (4 Nos.) 3.6m x2.5 m For security of the depot especially during
night time.
12. Depot control centre 25mx20m To control movement of trains in and out of
& Crew booking (double storey) the depot and for crew booking.
centre
13. O.H raw water Tank 1,00,000 Ltrs. For Storage of water.
Capacity
14. Pump house Bore well 7.3mx5.4m (200 Submersible type pump planned with 200
mm bore) mm diameter bore well.
15. Dangerous goods 15m x 10m For Storage of paints, inflammables &
Store Lubricants
16. a)Receiving/Traction a)120m x 80m Traction Power Supply
sub station
132 or 66/33 kV
17. Waste Collection Bin 10m x 10m Garbage dumping

18. Repair shops for S & T 40m x 20m For the AFC gates, Signaling and telecom
equipment.
19. Work shop Manager 30m x 20m Office of Depot in charge
Office
20. ATP & ATO Room 10m x 8m To keep equipments of ATP/ATO
21. Waste Water 12m x 6m For treating the discharge waters of the
Treatment Plant depot and remove the oil, acids etc. before
discharging into the river, with U/G tank.
22. Canteen 200 sqm. To cater staff of depot and workshop.
Should be in a separate building with
modern kitchen ware and facilities.
Obligatory as per statutory requirements.
23. Toilets 10m x 7m These toilets shall be approachable both
-Gents 10m x 7m from workshop as well as from inspection
-Ladies bay and ladies toilets shall be completely


insulated from gents toilet.
8.16.2 (a) List of Plants & Equipments at Depot-cum-Workshop at Gyaspur for North South
Corridor:
S.No. Equipment Qty. Unit
1. Under floor Pit wheel lathe, Chip crusher and conveyor for 1 No.
lathe on pit, Electric tractor for movement over under floor
wheel lathe
2. Under floor lifting systems for 3-car unit for replacement of 1 Set
bogie
3. Mobile jacks 15T for lifting cars (set of 12 jacks) 1 No.
4. Rerailing equipment consisting of rail cum road vehicle and 1 Set
associated jack system etc.
5. Run through type Automatic Washing plant for Metro cars. 1 No.
6. Rail fed Bogie wash plant 1 No.
7. Bogie test stand 1 No.
8. Work lift platform 4 No.
9. Electric bogie tractor for pulling cars and bogies inside 1 No.
workshop
10. Chemical cleaning tanks, ultrasonic cleaning tanks, etc 1 Set
11. Compressor for Inspection shed & shop air supply 2 No.
12. (i) Travelling O/H crane Workshop 15T/3 T 2 No.
(ii) 1.5T Capacity (IBL):- 2 Nos. 2 No.
13. Mobile jib crane 2 No.
14. Mobile lifting table 4 No.
15. Carbody stands 24 No.
16. Bogie turn tables 2 No.
17. Underframe & Bogie blowing plant & small parts/equipment 2 No.
18. AC filter cleaning machine 1 No.
19. Portable cleaning plant for rolling stock 1 No.
20. High-pressure washing pump for front and rear end cleaning 2 No.
of car
21. Industrial furniture (Work Test Benches) 1 L.s.
22. Minor diagnostic equipment and collective tools - Set
23. Induction heater 1 No.
24. Oven for the motors 1 No.
25. EMU battery charger 2 No.
26. Welding equipments (Mobile welding, oxyacetylene, fixed arc 2 Set
welding)
27. Electric and pneumatic tools - Set
28. Measuring and testing equipment - Set

29. Tool Kits - Set

30. Mobile safety steps 12 No.
31. Fork lift tractor 2 No.
32. Pallet trucks 6 No.
33. RRV for carrying of rerailing equipments 1
34. Road vehicles (pickup van/ truck) 1 Set
35. Miscellaneous office equipments - Set
36. Vertical Boring Mainline for wheel discs 1 No.
37. Press for removal and pressing of the wheel on axles 1 No.
38. Special jigs and fixtures and test benches for Rolling Stock 1 set
39. Stackers (1T for DCOS) 2 No.
40. Storage Racks (W/shop & DCOS stores) 1 Set
41. Test benches 1 Set
42. Auto panto strip thickness meter -
43. Vehicle mounted crane -
44. Impulse Tester for TMs -
45. Bearing puller -
8.16.2 (b) List of Plants & Equipments at Depot-cum-Workshop at Apparel Park for East
West Corridor:
1. Under floor Pit wheel lathe, Chip crusher and conveyor for 1 No.
lathe on pit, Electric tractor for movement over under floor
wheel lathe
2. Under floor lifting systems for 3-car unit for replacement of 1 Set
bogie
3. Mobile jacks 15T for lifting cars (set of 12 jacks) 1 No.
4. Rerailing equipment consisting of rail cum road vehicle and 1 Set
associated jack system etc.
5. Run through type Automatic Washing plant for Metro cars. 1 No.
6. Rail fed Bogie wash plant 1 No.
7. Bogie test stand 1 No.
8. Work lift platform 4 No.
9. Electric bogie tractor for pulling cars and bogies inside 1 No.
workshop
10. Chemical cleaning tanks, ultrasonic cleaning tanks, etc 1 Set
11. Compressor for Inspection shed & shop air supply 2 No.
12. (i) Travelling O/H crane Workshop 15T/3 T 2 No.
(ii) 1.5T Capacity (IBL):- 2 Nos. 2 No.
13. Mobile jib crane 2 No.


14. Mobile lifting table 4 No.
15. Carbody stands 24 No.
16. Bogie turn tables 2 No.
17. Underframe & Bogie blowing plant & small parts/equipment 2 No.
18. AC filter cleaning machine 1 No.
19. Portable cleaning plant for rolling stock 1 No.
20. High-pressure washing pump for front and rear end cleaning 2 No.
of car
21. Industrial furniture (Work Test Benches) 1 L.s.
22. Minor diagnostic equipment and collective tools - Set
23. Induction heater 1 No.
24. Oven for the motors 1 No.
25. EMU battery charger 2 No.
26. Welding equipments (Mobile welding, oxyacetylene, fixed arc 2 Set
welding)
27. Electric and pneumatic tools - Set
28. Measuring and testing equipment - Set
29. Tool Kits - Set
30. Mobile safety steps 12 No.
31. Fork lift tractor 2 No.
32. Pallet trucks 6 No.
33. RRV for carrying of rerailing equipments 1
34. Road vehicles (pickup van/ truck) 1 Set
35. Miscellaneous office equipments - Set
36. Vertical Boring Mainline for wheel discs 1 No.
37. Press for removal and pressing of the wheel on axles 1 No.
38. Special jigs and fixtures and test benches for Rolling Stock 1 set
39. Stackers (1T for DCOS) 2 No.
40. Storage Racks (W/shop & DCOS stores) 1 Set
41. Test benches 1 Set
42. Auto panto strip thickness meter -
43. Vehicle mounted crane -
44. Impulse Tester for TMs -
45. Bearing puller -

CHAPTER 9 - POWER SUPPLY ARRANGEMENTS
Chapter - 9
POWER SUPPLY ARRANGEMENTS
Power supply is the lifeline of Metro System
9.1 POWER REQUIREMENTS
Electricity is required for operation of Metro system for running of trains, station services
(e.g. lighting, lifts, escalators, signalling & telecom, fire fighting etc) and workshops, depots
& other maintenance infrastructure within premises of metro system. The power
requirements of a metro system are determined by peak-hour demands of power for
traction and auxiliary applications. Broad estimation of auxiliary and traction power
demand is made based on the following requirements:-
(i) Specific energy consumption of rolling stock 75KWh/1000 GTKM

(ii) Regeneration by rolling stock 20%
(iii) Elevated/at grade station load initially 250KW, which will increase to 400 KW in
the year 2043
(iv) Underground station load initially 2000 KW, which will increase to 2500 KW in
the year 2043
(v) Depot auxiliary load - initially 2000 KW, which will increase to 2500 KW in the year
2043.
Keeping in view of the train operation plan and demand of auxiliary and traction power,
power requirements projected for the year 2018, 2021, 2031 and 2043 are summarized in
table 9.1 below:-
Corridor Year
2018 2021 2031 2043
Stadium (North-
Auxiliary 7.10 7.23 8.40 10.50
South) Corridor-1
(18.493 km, with Sub-total
13.27 14.51 19.41 26.89
Depot connection)
Traction 8.64 9.68 13.86 19.16
Thaltej To Vastral
Auxiliary 16.74 17.36 19.39 22.24
Gam (East-West)
Corridor-2 (19.435 Sub-total
25.38 27.04 33.25 41.40
km)

Table 9.1 Power Demand Estimation (MVA)
The detailed calculations of power demand estimation are attached at annexure 8.1.
9.2 NEED FOR HIGH RELIABILITY OF POWER SUPPLY
The proposed Ahmedabad metro system is being designed to handle about 30,000
passengers per direction during peak hours when trains are expected to run at 1.75 minutes
intervals. Incidences of any power interruption, apart from affecting train running, will
cause congestion at stations. Interruption of power at night is likely to cause alarm and
increased risk to traveling public. Lack of illumination at stations, non-visibility of
appropriate signages, disruption of operation of lifts and escalators is likely to cause
confusion, anxiety and ire in commuters, whose tolerance level are low on account of stress.
Effect on signal and communication may affect train operation and passenger safety as well.
Therefore, uninterrupted power supply is mandatory for efficient metro operations.
To ensure reliability of power supply, it is essential that both the sources of Supply and
connected transmission & distribution networks are reliable and have adequate
redundancies built in. Therefore, it is desirable to obtain power supply at high grid voltage
of 132 or 66kV from stable grid sub-stations and further transmission & distribution is done
by the Metro Authority itself.
9.3 SOURCES OF POWER SUPPLY
The high voltage power supply network of Ahmedabad city was studied in brief. The city
has 220, 132 and 66kV network to cater to various types of demand in vicinity of the
proposed corridor. Series of meetings were held with M/s Torrent Power AEC Limited
(Licensee of the area) and various sub-stations sites were inspected to finalize the Input
Power Supply sources & Supply Voltage.
Keeping in view the reliability requirements, Four Receiving Sub-stations (two for N-S line
and Two for E-W line) are proposed to be set up. This is an economical solution without
compromising reliability. Based on the discussions with M/s Torrent AEC Ltd., it is
proposed to avail power supply for traction as well as auxiliary services from the following
grid sub-stations at 132 or 66kV voltage through cable feeders: -
Table 9.2 Sources of Power Supply

S. Corridor Grid sub-station of Location of RSS Approx. length of
N. Torent AEC Ltd. of Metro 132 or 66kV cables
1. APMC To Motera Vasna Grid sub-station Gyaspur Depot 2.6 km Transmission
Stadium (North- (132kV) Line (Double circuit)

2. South) Sabarmati Grid sub- Ranip/Sabarmati 1km.

station (132kV) (Double circuit)
3. Thaltej To Vastral Thaltej Grid sub- Thaltej 1km.
Gam (East-West) station (132kV) (Double circuit)
4. Amraiwadi Grid sub- Apparel Park 1.5 km (Double
station (132 kV) Depot circuit)
M/s Torrent Power AEC Ltd in their letter dated 08/08/2005 & 03/09/2009 (Placed at
Annexure-8.2) have assured that reliable power supply from their 132 kV Sub-station will
be provided. In view of this, during the details design stage, the locations of RSS and GSS
may be reviewed/ fine tuned and finalized based on the updated status of power supply/
Sub-stations of M/s Torrent Power AEC Ltd. M/s Torrent Power AEC Ltd have been
requested to confirm availability of power near Apparel Park Depot. The summary of
expected power demand at various sources is given in table 8.3.
Table 9.3 Power Demand projections for various sources

Peak demand Peak demand**
Normal (MVA) Emergency (MVA)
Corridor Input Source
Initial Year (2043) Initial Year Year (2043)
Year(2018) (2018)
Gyaspur RSS
Traction 3.91 9.30 6.17 16.39
Auxiliary 4.78 6.80 7.10 10.50
Sub-total (A) 8.69 16.10 13.27 26.89
APMC To
Motera Ranip/Sabarmati RSS
Stadium Traction 2.26 7.09 6.17 16.39
(North-South) Auxiliary 2.32 3.70 7.10 10.50
Sub-total (B) 4.58 10.79 13.27 26.89
Thaltej RSS
Traction 3.49 8.48 8.64 19.16
Auxiliary 7.14 9.57 16.74 22.24
Thaltej To
Sub-total (C) 10.63 18.05 25.38 41.40
Vastral Gam
Apparel Park
(East-West)
Traction 5.15 10.69 8.64 19.16
Auxiliary 9.60 12.67 16.74 22.24
Sub-total (C) 14.75 23.36 25.38 41.40
** Incase of failure of other source of power

The 132 kV power supply will be stepped down to 33 kV level at the RSSs of metro
authority. The 33kV power will be distributed along the alignment through 33kV Ring main
cable network for feeding traction and auxiliary loads. These cables will be laid in dedicated
ducts/cable brackets along the viaduct and tunnel.
Interconnection of 33kV power supply between the two corridors has been planned at the
Interchange station of Old High Court which can be used for transfer of power from One
corridor to other in emergency situations. In case of tripping of One RSS of either corridor
on fault or input supply failure, train services can be maintained from stand-by source of the
same line or by feed extension from RSS of other line. But if one more RSS fails, only
curtailed services can be catered to. However, in case of total grid failure, all trains may
come to a halt but station lighting, fire and hydraulics & other essential services can be
catered to by stand-by DG sets. However, no train services can be run with power supply
received from DG Sets. Therefore, while the proposed scheme is expected to ensure
adequate reliability, it would cater to emergency situations as well, except for the train
running.
Typical High Voltage Receiving Sub-station
The 132 kV cables will be laid through public pathways from Torrent Power AEC Sub-
stations to RSS of Metro Authority. RSS at Gyaspur and Sabarmati RSS shall be provided
with 2nos. (one as standby) 132/33 kV, 30 MVA (ONAN) three phase Transformers for
feeding Traction as well as auxiliary loads and RSS near Thaltej and Apparel Park RSS shall
be provided with 2nos. (one as standby) 132/33 kV, 45 MVA (ONAN) three phase
Transformers. The capacity of transformers may be reviewed considering the load
requirement/distribution of both the corridors at the time of detailed design.

Conventional Outdoor type 132 kV Switchgear is proposed for all the RSS to be located in
approx. 80 X 60 m (4800 sq. m) land plot as the availability of Land in this area may not be a
constraint. If Gas Insulated Switchgear (GIS) type Switchgear will be planned in future due
to less space and reduced maintenance the capital cost need to be enhanced. The typical RSS
layout is given in figure 8.1
110 kV. CABLE FEEDERS
110 kV. OUTDOOR

SWITCHGEAR
110 kV OUTDOOR SWITCH YARD
110 / 33 kV. TRF.

BAFFLE WALL
110/33 kV TRF. 110/33 kV TRF.
33 KV. CB PANEL
AND 33KV PANELS
CONTROL ROOM
TO 33 KV RING MAIN CABLE NETWORK
CROSS TRACKS
SINGLE LINE ELECTRICAL DIAGRAM
FIGURE 8.1 --TYPICAL 110/33kV RSS LAYOUT
9.4 750V DC THIRD RAIL CURRENT COLLECTION SYSTEM

For the 750V dc Third Rail Current Collection System, Bottom current collection with the
use of composite Aluminum steel third rail on main lines is envisaged from reliability and
safety considerations (figure below). Low carbon steel third rail available indigenously is
proposed for the depot because of reduced current requirements.

Insulator
Insulated Protective Shrouds
Third Rail
Aluminium
Track 6mm thick

Third Rail support sliding surface : stainless steel
Composite Aluminum Third Rail
Concrete Sleeper
750V dc Third Rail Current Collection System

The cross-section of third rail will be about 5000 mm2. The longitudinal resistance of
composite and steel third rail is about 7 and 20 milli-ohm/km respectively. The life of
composite and steel third rail is expected to be 25-30 years.
9.5 TRACTION SUB-STATIONS (33KV/750V DC)

Traction sub-stations (33kV/750V dc) are required to be set up for feeding 750V dc power
supply to the third rail. In order to cater to traction load as per train operation plan, it is
envisaged to provide traction sub-stations (TSS) at alternate stations. The TSS along with
Auxiliary Sub-Stations (ASS) will be located at station building itself at mezzanine or
platform level inside a room. The typical layouts for TSS & ASS are given in figure 8.2 & 8.3.
The requirement comes to 7 TSS for Corridor 1 and 9 TSS for Corridor 2. An additional
TSS will be located in each maintenance depot. Thus the total requirement of TSS works out
to 8 and 10 for the Corridor 1 and Corridor 2 respectively.

AT A U X ILIA R Y T R A N S F O R M E R
LCP LO C A L C O N T R O L P A N E L
TEP T R A C K E A R T H IN G P A N E L
C B 06
(fu tu re ) H S C B 08 CB 33 kV S W IT C H G E A R
(fu tu re )
C B 05 H S C B 07 RT R E C T IF IE R T R A N S F O R M E R
H S C B 06
C B 04 RF R E C T IF IE R
H S C B 05
NR N E G A T IV E R E T U R N
BAT
C B 03
H S C B 04
H S C B 03 HSCB D C S W IT C H G E A R
C B 02
BC
MDP H S C B 02 MDP M A IN D IS T R IB U T IO N P A N E L
C B 01 H S C B 01
MDP BAT BA TTERY
MDP MDP BC BA TTERY CHA RG ER
MDP MDP
MDP MDP RF 02 NR 01 R F 01
TEP (fu tu re )
N O TE :
MDP MDP FEN CE
1. A ll D im ens ion s a re in m m .
FEN CE FEN CE
2. T y pica l H eigh t o f P ow e r S u pp ly R o om
A c c es s D oo rs m in. 250 0m m .
R T 02 RT 01
(fu tu re)
AT AT 3. F en c e H e ig ht o f T ran sfo rm er E nclo ser m in. 260 0m m .
4 . R o om to be lo ca te d s o as to han dle tran sform e rs fro m ro ad s id e
F IG U R E 8 .2 -- T Y P IC A L L A Y O U T O F T S S -cu m -A S S
MDP 08
MDP 07
MDP 06
MDP 05
MDP 04
MDP 03
MDP 02
MDP 01
AT AUXILIARY TRANSFORMER
CB 33kV SWITCHGEAR
MDP MAIN DISTRIBUTION PANEL

FENCE
BAT BATTERY
AT BC BATTERY CHARGER
AT
CB 01
CB 02
CB03
CB04
NOTE :
BC BAT
1. All Dimensions are in mm.
2. Typical Height of Power Supply Room

Access Doors min. 2500mm.
3. Fence Height of Transformer Encloser min. 2600mm.
4. Room to be located so as to handle transformers from road side.
FIGURE 8.3 -- TYPICAL ASS LAYOUT
9.6 STRAY CURRENT CORROSION PROTECTION MEASURES
9.6.1 Concept of dc Stray Current Corrosion
In dc traction systems, bulk of return current finds its path back to the traction sub-station
via the return circuit i.e. running rails. The running rails are normally insulated to minimize
leakage of currents to the track bed. However, due to leaky conditions, some current
leakage takes place, which is known as stray current. The current follows the path of least
resistance. Return current deviates from its intended path if the resistance of the
unintended path is lower than that of intended path. The stray current may flow through
the unintended path of metallic reinforcements of the structure back to the sub-station. It is

also possible that part of the stray current may also flow into soil, where it may be picked
up by metallic utilities and discharged back to soil and then to near the sub-station.
The dc stray currents cause metal detraction in watery electrolytes as per the following
chemical reactions:-
Stray current enters in the metal

2H2O + 2e- H2 + 2OH- (development of Hydrogen gas)
Stray current exits from metal

Fe Fe2+ + 2e- (Fe2+ ions migrate away from the metal)
That is how, dc stray currents cause corrosion of metallic structure where it leaves the
metal. This is shown in figure 8.4. Pitting and general form of corrosion are most often
encountered on dc electrified railways.
Traction Current 750 V Third Rail
Traction
Sub Station
Return Current
Running Rails
Sturcture Earth
Stray Current
Stray Current
= Area of stray current corrosion
= Insulated
FIGURE 8.4 -- DC TRACTION SYSTEM : STRAY CURRENT CORROSION CONCEPT
9.6.2 Effect of Corrosion

Detraction rate of metals can be calculated by Faradays First Law:
m = c.i.t
Where m = mass (kg)
c = Coefficient of detraction (kg/Amp.year)
i = Current (Amp)
t = time (year)
c = 2.90 for Aluminium
= 33.80 for Lead

= 9.13 for Iron

= 10.4 for Copper
That means dc stray current of 1 ampere flowing continuously can eat away approx. 9 kg
of steel in a year. If 5000 amperes of current flows for one year to power the trains on a
transit system, and that 2 percent of this current (100 amperes) leaks as stray current, the
amount of steel metal loss is 0.9 ton per year. Therefore, the safety implications are
considerable for structural reinforcements. In addition, corrosion may also affect
neighboring infrastructure components such as buried pipelines and cables.
9.6.3 Measures for Protection against Stray Current Corrosion
Earthing & bonding and protection against stray current corrosion are inter-related and
conflicting issues. Therefore, suitable measures are required to suppress the stray currents
as well as the presence of high touch potentials. Safety of personnel is given preference even
at a cost of slightly increased stray currents. Following measures are required to restrict
the stay current:-
(i) Decreasing the resistance of rail-return circuit
(ii) Increasing the resistance of rail to ground insulation
Whenever buried pipes and cables are in the vicinity of dc systems, efforts shall be made to
ensure that metal parts are kept away as far as practicable to restrict stray current. A
minimum distance of 1 meter has been found to be adequate for this purpose.
Generally, three types of earthing arrangements (viz. Earthed System, Floating System &
Hybrid Earthing System) are prevalent on metros World over for protection against stray
current corrosion. Traditionally, Earthed system was used by old metros. Hybrid earthing
system is being tried on experimental basis on few new metros. Floating system has been
extensively used by recent metros. As per global trends, floating system (i.e. traction system
with floating negative) is preferred. It reduces the dc stray current considerably. The
arrangement shall comply with the following latest CENELEC standards:-
EN 50122-1:- Railway Applications (fixed installations) protective provisions

relating to electrical safety & earthing
EN 50122-2:- Railway Applications (fixed installations) protective provisions against
the effects of stray currents caused by dc traction system
The conceptual scheme of the proposed floating system is described as follows:-
i) The running rails shall be adequately insulated as per EN50122-2. The recommended
conductance per unit length for single track sections are as under:-
Elevated section :- 0.5 Siemens/Km

Tunnel section :- 0.1 Siemens/Km.
ii) Stray Current Collector Cables {commonly known as structural earth (SE) cable}
(2x200 mm2 copper) shall be provided along the viaduct and all the metallic parts of
equipment, cable sheath, viaduct reinforcement, signal post etc. shall be connected to
SE cable.
iii) The continuity of the reinforcement bars of the viaduct as well as track slabs has to be
ensured along with a tapping point for connection with SE cable in order to drain back
the stray current. The typical arrangement of connecting the reinforcements of
viaduct is shown in figure 8.5.
SE
(200 sq.mm. copper)
Steel strip welded with the

reinforcement of the viaduct
Longitudinal reinforcement of viaduct segment
Continuous copper Conductorstructural Earth (SE)
FIGURE 8.5 CONNECTION OF SE CONDUCTOR TO STEEL REINFORCEMENT OF VIADUCT SEGEMENT
iv) A provision shall be made to earth the running rail (i.e. negative bus) in case of rail
potential being higher than limits prescribed (120V) in relevant standard (EN 50122-
1) in order to ensure safety of personnel. This will be achieved by providing track
earthing panel (TEP) at stations close to platform and at traction sub-stations.
v) In addition, provisions shall be made for connection of SE cable to negative return

path through diode only for the purpose of periodical monitoring of stray currents.
Under normal operations, switch provided for this connection will be in normally
open (NO) position and switch will be closed for monitoring of stray current once or
twice in a year as required.
The proposed scheme is shown in figure 8.6.

Traction Substation Station
Return Circuit (Running Rails)
Stray Current
Monitoring Device U> TEP U> U> TEP (Track Earthing Panel)
Traction Power Supply Signalling

AC Switch gear Station Power Supply
fence
Transformer HSCB Rectifier Transformer CB Platform
X
X
X
I >
Sheilding Cables
Structure Earth (SE) Cable

Feeding Cable Reinforcements
Earthing Systems
Railway installations
Non Railway installations

Pipe with
Insulating Joint
FIGURE 8.6 -- BASIC DIGRAM FOR EARTHING , BONDING AND STRAY CURRENT PROTECTION MEASURES
9.6.4 Special Arrangements in Depot
A separate traction sub-station (TSS) shall be provided for the depot so as to facilitate
isolation of depot traction supply from mainlines in order to prevent the leakage of return
currents to depot area. Tracks of Depot area shall also be isolated from mainline through
insulated rail joints (IRJ). Remote operated sectionalizing switches shall be provided to feed
power from depot to mainline and vice-versa in case of failure of TSS.
The prescribed limit of highest touch potential in depot is 60V as per EN50122-1 and
therefore Track Earthing Panels (TEP) shall be provided at suitable locations to earth the rail
in case the rail potential exceeds this limit. In areas, where leaky conditions exist (e.g.
washing lines, pit wheel lathe etc.), insulated rail joints (IRJ) shall be provided with power
diodes to bridge the IRJ to facilitate passage of return current.
A detailed scheme shall be developed during the design stage.
9.6.5 Electromagnetic Interference (EMI) and Electromagnetic Compatibility (EMC)
AC traction currents produce alternating magnetic fields that cause voltages to be induced in
any conductor running along the track. However, dc traction currents do not cause
electromagnetic induction effect resulting in induced voltages and magnetic fields.
The rectifier-transformer used in dc traction system produces harmonic voltages, which may
cause interference to telecommunications and train control/protection systems. The rectifier-
transformer shall be designed with the recommended limits of harmonic voltages,
particularly the third and fifth harmonics. 12-pulse rectifier-transformer has been proposed,
which reduces the harmonics level considerably. Detailed specification of equipment e.g.

power cables, rectifiers, transformer, E&M equipment etc shall be framed to reduce
conducted or radiated emissions as per appropriate international standards. The Metro
system as a whole (trains, signaling & telecomm, traction power supply, E&M system etc)
shall comply with the EMC requirements of international standards viz. EN50121, EN50123,
IEC61000 series etc. A detailed EMC plan will be required to be developed during project
implementation stage.
9.6.6 Auxiliary Supply Arrangements for Stations & Depot

Auxiliary sub-stations (ASS) are envisaged to be provided at each station. A separate ASS is
required at each depot. The ASS will be located at mezzanine or platform level inside a
room. Wherever TSS is required, ASS & TSS will be housed together inside a room. The
auxiliary load requirements have been assessed at 400 kW for elevated/at-grade stations.
Accordingly, two dry type cast resin transformers (33/0.415kV) of 500kVA capacity are
proposed to be installed at the stations (one transformer as standby). Both the Depot ASSs
will also be provided with 2x2500 kVA auxiliary transformers. For Underground station, the
auxiliary load requirements have been assessed at 2500 kW, accordingly, two dry type cast
resin transformers (33/0.415kV) of 3200kVA capacity are proposed to be installed at the
stations (with one transformer as standby).
Typical Indoor Auxiliary Sub-station
2 x 2.5MW transformer-rectifier set shall be provided in each TSS with space provisions for an
additional set to be accommodated in future as and when train composition is increased. Self-
cooled, cast resin dry type rectifier-transformer is proposed, which is suitable for indoor
application. From the traction sub-stations, 750V dc cables will be laid up to third rail and
return current cables will be connected to running rails.

9.7 RATING OF MAJOR EQUIPMENT
Based on emergency demand expected at each RSS as shown in Table 8.3, and expected
power demand during congestion, Gyaspur and Ranip/Sabarmati RSS shall be provided
with 2nos. of (One to be in service and one as standby) 132kV, 30 MVA three phase
transformers for feeding traction and auxiliary loads. RSS near Thaltej and Apparel Park hall
be provided with 2nos. of (One to be in service and one as standby) 132/33kV, 45 MVA
three phase auxiliary transformers for feeding traction and auxiliary loads. The incoming
cable shall be 3-phase single core XLPE insulated with 630mm2 Aluminum conductor to
meet the normal & emergency loading requirements and fault level of the 132kV supply.
Traction transformer-rectifier set (33kV/750V dc) shall be of 2.5MW rated capacity with
overload requirement of 150% for 2 hours with four intermittent equally spaced overloads
of 300% for 1 minute, and with one 450% full load peak of 15 seconds duration at the end
of 2 hour period. The traction transformer - rectifier set shall produce 750V dc nominal
output voltage with 12-pulse rectification so as to minimize the ripple content in the output
dc voltage. The IEC 850 international standard envisages the minimum and maximum
voltages of 500V and 900V respectively for 750V dc traction system and therefore, the dc
equipment shall be capable of giving desired performance in this voltage range.
33kV cable network shall be adequately rated to transfer requisite power during normal as
well as emergency situations and to meet the fault current requirement of the system.
FRLSOH cable for Underground section and FRLS Cable for Elevated section. Accordingly,
proposed 33kV cables sizes are as under:-
3, Single core x 240 mm2 Copper conductor XLPE insulated for 33kV ring main cable
network for corridor - 1.
3, Single core 400 mm2 Copper conductor XLPE insulated for 33kV ring main cable
network for corridor - 2.
Adequate no. of cables are required for transfer of power from TSS to third rail. Single-
phase XLPE insulated cables with 300mm2 copper conductor are proposed for 750V dc as
well as return current circuit. Based on current requirements, 3 cables are required for each
of the three circuits to feed power to third rail.
The above capacities of transformers, cables etc. have been worked out based on the
conceptual design. Therefore, these may be required to be revised for better accuracy
during design stage of project implementation.

9.8 STANDBY DIESEL GENERATOR (DG) SETS
In the unlikely event of simultaneous tripping of all the input power sources or grid failure,
the power supply to stations as well as to trains will be interrupted. It is, therefore,
proposed to provide a standby DG set of 200 KVA capacity at the elevated stations and 2 X
1000 KVA at Underground stations to cater to the following essential services:
(i) Essential lighting

(ii) Signaling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system
(vi) Tunnel Ventilation (for Underground Stations).
Silent type DG sets with low noise levels are proposed, which do not require a separate
room for installation.
9.9 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM
The entire system of power supply (receiving, traction & auxiliary supply) shall be
monitored and controlled from a centralized Operation Control Centre (OCC) through
SCADA system. Modern SCADA system with intelligent remote terminal units (RTUs) shall
be provided. Optical fibre provided for telecommunications will be used as communication
carrier for SCADA system.
Digital Protection Control System (DPCS) is proposed for providing data acquisition, data
processing, overall protection control, interlocking, inter-tripping and monitoring of the
entire power supply system consisting of 33kV ac switchgear, transformers, 750V dc
switchgear and associated electrical equipment. DPCS will utilize microprocessor-based
fast-acting numerical relays & Programmable Logic Controllers (PLCs) with suitable
interface with SCADA system.
9.10 Energy Saving Measures
Energy charges of any metro system constitute a substantial portion of its operation &
maintenance (O & M) costs. Therefore, it is imperative to incorporate energy saving
measures in the system design itself. The auxiliary power consumption of metros is
generally more than the traction energy consumed by train movement during initial years
of operation. Subsequently, traction power consumption increases with increase in train
frequency/composition in order to cater more traffic. The proposed system of Ahmedabad
Metro includes the following energy saving features:
(i) Modern rolling stock with 3-phase VVVF drive and lightweight stainless steel
coaches has been proposed, which has the benefit of low specific energy
consumption and almost unity power factor.

(ii) Rolling stock has regeneration features and it is expected that 20% of total traction
energy will be regenerated and fed back to 750 V dc third rail to be consumed by
nearby trains.
(iii) Effective utilization of natural light is proposed. In addition, the lighting system of
the stations will be provided with different circuits (33%, 66% & 100%) and the
relevant circuits can be switched on based on the requirements (day or night,
operation or maintenance hours etc).
(iv) Machine-room less type lifts with gearless drive have been proposed with 3-phase
VVVF drive. These lifts are highly energy efficient.
(v) The proposed heavy-duty public services escalators will be provided with 3-phase
VVVF drive, which is energy efficient & improves the power factor. Further, the
escalators will be provided with infrared sensors to automatically reduce the speed
(to idling speed) when not being used by passengers.
(vi) The latest state of art and energy efficient electrical equipment (e.g. transformers,
motors, light fittings etc) have been incorporated in the system design.
(vii) Efficient energy management is possible with proposed modern SCADA system by
way of maximum demand (MD) and power factor control.
9.11 ELECTRIC POWER TARIFF
The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of the
Metro System, which constitutes about 25-35% of total annual working cost. Therefore, it is
the key element for the financial viability of the Project. The annual energy consumption is
assessed to be about 34.98 million units for Corridor I and 68.32 Million units for Corridor
II in initial years (2018), which will be about 75.50 Million Units and 114.30 Million Units
respectively in the year 2043. In addition to ensuring optimum energy consumption, it is
also necessary that the electric power tariff be kept at a minimum in order to contain the
O& M costs. Therefore, the power tariff for Ahmedabad Metro should be at effective rate of
purchase price (at 132 kV voltage level) plus nominal administrative charges i.e. on a no
profit no loss basis. This is expected to be in the range of Rs. 4.90 per unit and fixed charge
Rs 160 per kVA per month. It is proposed that Government of Gujarat takes necessary steps
to fix power tariff for Ahmedabad Metro at No Profit No Loss basis. Similar approach has
been adopted for Delhi Metro. Financial analysis will be carried out based on this tariff (Rs
5.20 per unit) for the purpose of finalizing the DPR.

Annexure-8.1A
POWER REQUIREMENTS AHMEDABAD METRO
CORRIDOR - 1 (North-South) APMC To Motera Stadium
Year 2018 Year 2021 Year 2031 Year 2043
Traction power requirements 1 2 3 4 5 6 7 8
No of cars 3 (2DMC+1TC) 3 (2DMC+1TC) 3 (2DMC+1TC) 3 (2DMC+1TC)
Passenger weight 63 T 63 T 63 T 63 T
Train Tare weight 120 T 120 T 120 T 120 T
Total train weight 183 T 183 T 183 T 183 T
Section length 18.493 KM 18.493 KM 18.493 KM 18.493 KM
Headway 5.5 mts 4.5 mts 2.75 mts 1.75 mts
KWhr/ KWhr/ KWhr/ KWhr/

Specific Energy consumption 75 1000 75 1000 75 1000 75 1000
GTKM GTKM GTKM GTKM
No. of trains/hr in both directions 22 27 44 69
Peak traction power requirement 5.10 MW 6.24 MW 10.21 MW 16.04 MW
Less Regeneration @ 20% 1.02 MW 1.25 MW 2.04 MW 3.21 MW
Depot power requirements 1.50 MW 1.60 MW 1.80 MW 2.00 MW

Annexure-8.1A

Total traction power
5.58 MW 6.59 MW 9.96 MW 14.83 MW
requirement
Total traction power requirement
(MVA) assuming 5% energy 6.17 MVA 7.28 MVA 11.01 MVA 16.39 MVA
losses and .95 pf
Aux. power requirements
Elevated/at-grade station--power
0.25 MW 0.25 MW 0.30 MW 0.40 MW
consumption
Underground station--power
2.00 MW 2.10 MW 2.30 MW 2.50 MW
consumption
No. of elevated/at-grade stations 15 15 15 15
No. of Underground stations 0 0 0 0

Total Station Aux Power
3.75 MW 3.75 MW 4.50 MW 6.00 MW
requirement
Depot Aux power requirement 2.0 MW 2.1 MW 2.3 MW 2.5 MW
Total Aux Power requirement 5.75 MW 5.85 MW 6.80 MW 8.50 MW
Total aux power requirement

(MVA) assuming 5% energy 7.10 MVA 7.23 MVA 8.40 MVA 10.50 MVA
losses and .85 pf for aux loads

Annexure-8.1A
Total traction & aux power

13.27 MVA 14.51 MVA 19.41 MVA 26.89 MVA
requirement (MVA)
Note: The requirement of PD load is not considered in estimation of power calculation.

Annexure - 8.1B
Approximate Energy Consumption AHMEDABAD METRO
Year Year 2018 Year 2021 Year 2031 Year 2043
1 2 3 4 5 6 7 8
LENGTH (KM) 18.493 KM 18.493 KM 18.493 KM 18.493 KM
No. of trains per direction in a day* 127 162 266 362
WEIGHT OF TRAIN & PASSENGER 183 T 183 T 183 T 183 T
KWH/ KWH/ KWH/ KWH/

SFC (NET ) with 20% regen 60 1000 60 1000 60 1000 60 1000
GTKM GTKM GTKM GTKM
Yearly Traction Energy consumption with 365 days million million million million
17.35 22.13 36.33 49.44
working with 20% regen units units units units
Station aux power requirement
Elevated/at-grade station 0.25 MW 0.25 MW 0.30 MW 0.40 MW
U/G station 2.00 MW 2.10 MW 2.40 MW 2.50 MW
no. of elevated/at-grade stations 15 15 15 15
no. of U/G stations 0 0 0 0
Total Station Aux Power requirement 3.75 MW 3.75 MW 4.50 MW 6.00 MW

Annexure - 8.1B
Total Aux power requirement (MVA) assuming 5%

7.10 MVA 7.23 MVA 8.40 MVA 10.50 MVA
energy losses and .85 pf for aux loads
Diversity factor of aux loads 0.40 0.40 0.40 0.40
Yearly Aux Energy consumption 20 hrs/day and million million million million
17.63 17.94 20.85 26.06
365 days working (million units) units units units units
Net Annual Energy Consumption (Traction & million million million million
34.98 40.06 57.18 75.50
Aux) units units units units

Annexure - 8.1C
CORRIDOR - 2 (East-West) Thaltej To Vastral Gam
No of cars 3 (2DMC+1TC) 3 (2DMC+1TC) 3 (2DMC+1TC) 3 (2DMC+1TC)
Passenger weight 63 T 63 T 63 T 63 T
Train Tare weight 120 T 120 T 120 T 120 T
Total train weight 183 T 183 T 183 T 183 T
Section length 19.435 KM 19.435 KM 19.435 KM 19.435 KM
Headway 4.25 mts 3.75 mts 2.50 mts 1.75 mts
KWhr/ KWhr/ KWhr/ KWhr/

Specific Energy consumption 75 1000 75 1000 75 1000 75 1000
GTKM GTKM GTKM GTKM
No. of trains/hr in both directions 28 32 48 69
Peak traction power requirement 7.89 MW 8.95 MW 13.42 MW 19.17 MW

Annexure - 8.1C
Less Regeneration @ 20% 1.58 MW 1.79 MW 2.68 MW 3.83 MW
Depot power requirements 1.50 MW 1.60 MW 1.80 MW 2.00 MW
Total traction power requirement 7.82 MW 8.76 MW 12.54 MW 17.34 MW
Total traction power requirement (MVA)

8.64 MVA 9.68 MVA 13.86 MVA 19.16 MVA
assuming 5% energy losses and .95 pf
Aux. power requirements
Elevated/at-grade station--power
0.25 MW 0.25 MW 0.30 MW 0.40 MW
consumption
Underground station--power
2.00 MW 2.10 MW 2.30 MW 2.50 MW
consumption
Underground Mid Shaft Power

0.30 MW 0.30 MW 0.30 MW 0.30 MW
Consumption
No. of Mid Shaft 1 1 1 1

Annexure - 8.1C
No. of Underground stations 4 4 4 4
Total aux power requirement (MVA)

assuming 5% energy losses and .85 pf for 16.74 MVA 17.36 MVA 19.39 MVA 22.24 MVA
aux loads
Total traction & aux power

25.38 MVA 27.04 MVA 33.25 MVA 41.40 MVA
requirement (MVA)

Annexure - 8.1D
1 2 3 4 5 6 7 8
LENGTH (KM) 19.435 KM 19.435 KM 19.435 KM 19.435 KM
No. of trains per direction in a day* 164 192 280 362
WEIGHT OF TRAIN & PASSENGER 183 T 183 T 183 T 183 T
KWH/ KWH/ KWH/ KWH/

SFC (NET ) with 20% regeneration 60 1000 60 1000 60 1000 60 1000
GTKM GTKM GTKM GTKM
Yearly Traction Energy consumption with million million million million

26.78 31.35 45.7 59.1
365 days working with 20% regeneration units units units units
Station aux power requirement
Elevated/at-grade station 0.25 MW 0.25 MW 0.30 MW 0.40 MW
U/G station 2.00 MW 2.10 MW 2.40 MW 2.50 MW

Annexure - 8.1D
1 2 3 4 5 6 7 8
No. of U/G stations 4 4 4 4
Underground Mid Shaft Power

0.30 MW 0.30 MW 0.30 MW 0.30 MW
Consumption
No. of Mid Shaft 1 1 1 1
Total Aux power requirement (MVA)

assuming 5% energy losses and .85 pf for 16.74 MVA 17.36 MVA 19.89 MVA 22.24 MVA
aux loads
Diversity factor of aux loads 0.40 0.40 0.40 0.40
Yearly Aux Energy consumption 20 hrs/day million million million million

41.54 43.08 49.36 55.19
and 365 days working (million units) units units units units
Net Annual Energy Consumption million million million million

68.32 74.43 95.08 114.30
(Traction & Aux) units units units units
Note: The requirement of PD load is not considered in estimation of energy calculation.









CHAPTER 10 - VENTILATION AND AIR CONDITIONING SYSTEM
Chapter 10
VENTILATION AND AIR-CONDITIONING SYSTEM
10.1 INTRODUCTION
This chapter covers the Ventilation and Air-conditioning (VAC) system requirements for the
underground sections of the proposed Thaltej to Vastral Gam Corridor. It includes the
following:
- Station Air-conditioning System

- Station Smoke Management System
- Tunnel Ventilation System
- Control and Monitoring facilities
10.2 ALIGNMENT
The Thaltej to Vastral Gam East-West corridor is of 19.435 km long and consists of 17
stations out of which 4 stations are underground and 13 stations are elevated. The
underground section starts from Shahpur and terminates at Kankaria East underground
station. The inter-station distances between underground stations vary from 1318 meters to
2155 meters.
10.3 NEED FOR VENTILATION AND AIR CONDITIONING
The underground stations are built in a confined space. A large number of passengers
occupy concourse halls and the platforms, especially at the peak hours. The platform and
concourse areas have a limited access from outside and do not have natural ventilation. It is
therefore, essential to provide forced ventilation in the stations and inside the tunnel for the
purpose of:
- Supplying fresh air for the physiological needs of passengers and the staff;
- Removing body heat, obnoxious odours and harmful gases like carbon dioxide exhaled
during breathing;
- Preventing concentration of moisture generated by body sweat and seepage of water in
the sub-way;
- Removing large quantity of heat dissipated by the train equipment like traction motors,
braking units, compressors mounted below the under-frame, lights and fans inside the
coaches, A/c units etc.;
- Removing vapour and fumes from the battery and heat emitted by light fittings, water
coolers, Escalators, Fare Gates etc. working in the stations;

- Removing heat from air conditioning plant and sub-station and other equipment, if
provided inside the underground station.
This large quantity of heat generated in M.R.T. underground stations cannot be extracted by
simple ventilation. It is, therefore, essential to provide mechanical cooling in order to remove
the heat to the maximum possible extent. As the passengers stay in the stations only for short
periods, a fair degree of comfort conditions, just short of discomfort are considered
appropriate. In winter months it may not be necessary to cool the ventilating air as the heat
generated within the station premises would be sufficient to maintain the comfort
requirement.
10.4 DESIGN PARAMETERS FOR VAC SYSTEM
With hot and humid ambient conditions of Ahmedabad during the summer and monsoon
months, it is essential to maintain appropriate conditions in the underground stations in
order to provide a comfort-like and pollution-free environment. The plant capacity and
design of VAC system needs to be optimized for the Designed inside Conditions.
The Indian Standards & Codes, which pertain to office-buildings, commercial centers and
other public utility buildings. The standards used for buildings are not directly applicable for
the underground spaces, as the heat load gets added periodically with the arrival of the train.
The patrons will stay for much shorter durations in these underground stations, the comfort
of a person depends on rapidity of dissipation of his body heat, which in turn depends on
temperature, humidity and motion of air in contact with the body. Body heat gets dissipated
is given out by the process of evaporation, convection and conduction. Evaporation prevails
at high temperature. Greater proportion of heat is dissipated by evaporation from the skin,
which gets promoted by low humidity of air. The movement of air determines the rate of
dissipation of body heat in the form of sensible and latent heat.
There are different comfort indices recognized for this purpose. The Effective Temperature
criterion was used in selecting the comfort condition in earlier metros, in this criteria comfort
is defined as the function of temperature and the air velocity experienced by a person. A new
index named RWI (Relative Warmth Index) has been adopted for metro designs worldwide.
This index depends upon the transient condition of the metabolic rate and is evaluated based
on the changes to the surrounding ambient of a person in a short period of about 6 to 8
minutes. It is assumed that during this period human body adjusts its metabolic activities.
Therefore in a subway system where the train headway is expected to be six minutes or less,
then RWI is the preferred criterion.
(1) Outside ambient conditions:
This is based upon ASHRAE-2009 recommended design conditions for 1% criteria, as

under
1% Criteria
Summer: 40.9oC (DB), 22.9oC (WB)
Monsoon: 32.9oC (DB), 28.1oC (WB)

For this corridor it is suggested to use 1% criteria, which is defined as the conditions,
when the DB or WB temperatures are likely to exceed for only 1% of the total time.
(2) Inside design conditions:
Platform areas: 27oC at 55% RH

Concourse: 28oC at 60% RH
(3) Tunnel design conditions:

Normal conditions Max. DB 40oC
Congested conditions Max. DB 45oC
(4) Minimum fresh air: 10% or 18 cmh/person

(In station public areas)
10.5 DESIGN CONCEPTS FOR VAC SYSTEM
There are various VAC design concepts technically feasible in a subway system that can
provide and maintain acceptable subway environment conditions under different
requirement and constraints. These are: Open type, Closed type, platform screen doors etc.
The station premises (public areas) are equipped with separate air-conditioning system
during the summer and monsoon months to provide acceptable environment for patrons.
There shall be provision of Trackway Exhaust System (TES) by which platform air can be re-
circulated. The train cars reject substantial heat inside subway. The TES is installed in the
train ways of each station to directly capture heat rejected by the vehicle propulsion,
braking, auxiliary and air conditioning systems as the train dwells in the station. When the
trains dwell at the stations TES would capture a large portion of heat released by the train
air conditioners mounted on the roof tops and under gear heat because of braking, before it
is mixed with the platform environment. The TES includes both an Under Platform Exhaust
(UPE) duct and an Over-Trackway Exhaust (OTE) duct. The TES uses ducts formed in the
under platform void and over the trackway. Exhaust intakes are to be located to coincide
with the train-borne heat sources.

Trackway Exhaust Fan
10.6 STATION AIR CONDITIONING
The platform and concourse areas will be air-conditioned using supply Air Handling Units
located in Environmental Control System (ECS) plant rooms throughout the station. Each
Platform and Concourse will be served by at least two air handling units (AHUs) with the
distribution systems combined along to ensure coverage of all areas in the event of single
equipment failure. Based on the initial estimation about 4 units of 25 m3/s each would be
needed for the full system capacity.
Air Handling Unit

These air conditioning systems mix return air with a desired quantity of outside air. The
outside air requirement is based on occupancy, with a minimum of 5 liters per second per
person or 10% of circulated air volume, whichever is the greater. The provision of free
cooling by a simple two-position economizer control system will be included, with the use of
enthalpy sensors to determine the benefits of using return air or outside air. This will signal
the control system to operate dampers between minimum and full fresh air, so as to minimize
the enthalpy reduction needed to be achieved by the cooling coil. This mixture of outside and
return air is then filtered by means of suitable filters and then cooled by a cooling coil before
being distributed as supply air via high level insulated ductwork to diffusers, discharging the
air into the serviced space in a controlled way to minimize draughts. Return air to the
platform areas is extracted via the Track way Exhaust System and either returned to the
AHUs or exhausted as required.
UVC Emitters can also be installed in the AHUs for the reduction of molds and fungus growth
on the coil and keeps the surface clean, eliminating need for coil cleaning programme and
improve the overall coil efficiency.
Following are the advantages of UVC emitter:
(a) UVC emitter kills or inactive surface and air borne microorganism that contribute to poor
indoor air quality or spread of infectious diseases.
(b) UVC emitter doesnt allow bio film to form on cooling coil surface and lowers HVAC costs
by resorting heat transfer and net cooling capacity.
(c) Increase in air flow resulted better air conditioning in the public area hence reduced
requirement of additional cooling through AC plant.
Water-cooled chiller units with screw compressors are recommended to be provided at each
station, which are energy efficient. These units can be installed in a chiller plant room at
surface level. Based on the initial concept design, the estimated capacity for a typical station
would be around 800-900 TR, hence three units of 270 or 300 TR may be required for full
system capacity (i.e. design PHPDT traffic requirement). During the detail design stage this
estimated capacity might get marginally changed for individual station depending on the heat
loads calculated through SES analysis.

Chiller
10.7 VENTILATION AND AIR CONDITIONING OF ANCILLARY SPACES
Ancillary spaces such as Staff Room, Equipment Room, will be mechanically ventilated or air
conditioned in accordance with the desired air change rates and temperatures/humidity.
All ancillary areas that require 24-hour air conditioning will be provided with Fan Coil Units
(FCUs) main Chilled Water plant for running during the revenue hours and with Air Cooled
Chillers or standby AC units or VRV system for running during the non-revenue hours. Return
air will be circulated through washable air filters.
Air Cooled Chiller

Where fresh air is required it will be supplied to the indoor unit via a fresh air supply system,
complete with filter, common to a group of ancillary areas.
10.8 STATION SMOKE MANAGEMENT SYSTEM
The Track way Exhaust and Concourse Smoke Extract Fans will be provided for smoke
extract purposes from the public areas and will operate in various modes depending on the
location of the fire. The control of this system in fire mode will be fail-safe. These exhaust
fans will be provided with essential power supplies, with automatic changeover on loss of
supply.
Down stand beams will be provided underneath the ceiling around floor openings for stairs
and escalators, so that a smoke reservoir is formed on the ceiling. The smoke will be
contained in this reservoir at ceiling level and exhausted to atmosphere. By controlling smoke
in this manner, it is possible to maintain a relatively smoke clear layer above human head
height and to protect the escape route, giving sufficient time for evacuation. The stations will
be designed to accommodate the full smoke exhaust volumes and thus prevent the reservoir
from completely filling with smoke. To provide an additional barrier against smoke
migration, the overall smoke management system would be designed to provide a draught of
fresh air through entrances and escape routes, to assist in protecting those routes from
smoke.
10.9 SPACE REQUIREMENT FOR VAC SYSTEM
The station air conditioning equipment plant rooms are normally located at each end of the
concourse for the two level stations. The approximate area for air handling equipment room
would be 600 m2 to 800m2 at each end of the station. There shall be supply shafts and exhaust
shafts of about 8 m2 to 10m2 each at each end of the stations.
10.10 DESIGN CONCEPTS FOR TVS SYSTEM
There are various TVS design concepts technically feasible in a subway system that can
provide and maintain acceptable subway environment conditions under different
requirement and constraints. These are: Open type; Closed type; Use of jet fans; use of mid-
shafts; etc.
Under the normal train running the train heat generated inside the tunnel sections would be
removed by the train piston action. It is envisaged that for the design outside conditions, it
may not be necessary to provide forced ventilation using Tunnel Ventilations Fans for normal
operating conditions. Two tunnel ventilation shafts would be provided at the end of the
stations. These end-shafts at the stations also serve as Blast Relief Shafts i.e. the piston
pressure is relieved to the atmosphere before the train reaches the station. All these shafts
are connected to the tunnels through dampers. The dampers are kept open when the
exchange of air with the atmosphere is permitted (Open Mode). For the Closed Mode system
the shaft dampers can be in closed mode and the displaced air is dumped in the adjacent
tunnel.

Generally each tunnel ventilation shaft is connected to a fan room in which there are two
reversible tunnel ventilation fans (TVF) are installed with isolation dampers. These dampers
are closed when the fan is not in operation. There is a bypass duct around the fan room,
which acts as a pressure relief shaft when open during normal conditions, and enables the
flow of air to bypass the TV fans, allowing air exchange between tunnel with flows generated
by train movements. Dampers are also used to close the connections to tunnels and nozzles
under different operating conditions. The details for the shaft sizes, airflow exchange with the
atmosphere, fan capacities can be estimated in a more accurate manner with the help of
Computer Simulations during the detailed design stage.
Tunnel Ventilation Dampers
10.11 TUNNEL VENTILATION SYSTEMS (TVS)
The TVS is provided in a Subway system essentially to carry out the following functions:
(a) Provide a tenable environment along the path of egress from a fire incident in
enclosed stations and enclosed train ways.
(b) Produce airflow rates sufficient to prevent back layering of smoke in the path of
egress within enclosed trainways.
(c) Be capable of reaching full operational mode within 180 seconds.
(d) Accommodate the maximum number of trains that could be between ventilation
shafts during an emergency.

Tunnel Ventilation Fan

Tunnel ventilation fans will be installed in each of the fan rooms near vent shafts. There shall
be two fans in a fan room at each end of the station. The fan capacity depends on the inter-
station distances and may vary from 65 m3/s to 85 m3/s depending upon the length and cross
section of the tunnel. The exact capacity will be obtained through the simulation during
detailed design stage. If necessary, nozzle type structures made up of concrete or steel may
also be constructed to achieve desired airflow and air velocity in the tunnel sections.
Alternatively booster fans (jet fans) may be installed to direct the flow in the desired
direction. These fans may also be used for emergency ventilation at crossover locations.
Tunnel Booster Fan

The Trackway Exhaust System (part of Tunnel Ventilation System) will have 3 fans of each
15m3/sec for each platform. The connections to tunnels and shafts will be through damper
units that may be either electrically or pneumatic actuated.

There are various operating modes (scenarios) for the Tunnel Ventilation system. These are
described as under:
10.12 NORMAL CONDITIONS
Normal condition is when the trains are operating to timetable throughout the system, at
prescribed headways and dwell times, within given tolerances. The primary source of
ventilation during normal conditions is generated by the movement of trains operating
within the system and, in some cases, the track way exhaust system.
During summer and the monsoon seasons, the system will be functioning essentially with the
station air conditioning operating. The vent shafts to the surface will enable the tunnel heat
to be removed due to train movements. The platform air captured by the track way exhaust
system shall be cooled and recirculated in the station. For less severe (i.e. cool)
environmental conditions (or in the event of an AC system failure), station air conditioning
will not be used and ventilation shafts will be open to atmosphere (open system) with the
track way exhaust system operating. For cold conditions, the closed system or open system
mode may be used, but without any station air conditioning. System heating is achieved by
the train heat released into the premises.
10.13 CONGESTED CONDITIONS
Congested conditions occur when delays cause disruption to the movement of trains. It is
possible that the delays may result in the idling of a train in a tunnel section. Without forced
ventilation, excessive tunnel temperatures may result reduced performance of coach air
conditioners that may lead to passenger discomfort.
During congested operations, the tunnel ventilation system is operated to maintain a specific
temperature in the vicinity of the car air conditioner condenser coils (i.e. allowing for thermal
stratification). The open system congested ventilation shall be via a push-pull effect where
tunnel vent fans behind the train are operated in supply and tunnel vent fans ahead of the
trains are operated in exhaust mode. Nozzles or booster (jet) fans will be used to direct air
into the desired tunnel, if required.
10.14 EMERGENCY CONDITIONS
Emergency conditions are when smoke is generated in the tunnel or station track way. In
emergency conditions, the tunnel ventilation system would be set to operate to control the
movement of smoke and provide a smoke-free path for evacuation of the passengers and for
the fire fighting purposes. The ventilation system is operated in a push-pull supply and
exhaust mode with jet fans or nozzles driving tunnel flows such that the smoke is forced to
move in one direction, enabling evacuation to take place in the opposite direction depending
upon the location of Fire on the train.
10.15 PRESSURE TRANSIENTS

The movement of trains within the underground system induces unsteady air motion in the
tunnels and stations. Together with changes in cross section, this motion of air results in
changes in air pressure within trains and for wayside locations. These changes in pressure or
pressure transients can be a source of passenger discomfort and can also be harmful to the
wayside equipment and structures. Two types of transient phenomenon are generally to be
examined:
a) Portal Entry and Exit Pressure Transients As a train enters a portal, passengers will
experience a rise in pressure from when the nose enters until the tail enters. After the tail
enters the pressure drops. Similarly, as the nose exits a portal, pressure changes are
experienced in the train. There are two locations of the portal in Thaltej to Vastral Gam
Corridor one from Shahpur to Old High Court and other from Kankaria East to Apparel
Park.
b) Wayside Pressure Transients As trains travel through the system they will pass
structures, equipment and patrons on platforms. Equipment would include cross passage
doors, lights, dampers, walkways etc. Pressures are positive for the approaching train
and negative for retreating trains. Most rapid changes occur with the passage of the train
nose and tail. The repetitive nature of these pressures may need to be considered when
considering fatigue in the design of equipment.
The detailed analysis to assess the effect of pressure transients will be done during the design
stage. For the portal entry/exits the effect of higher train speed may pose discomfort to the
passengers. Although, based on the recent studies, it is assumed that a design train speed of
90 kmph would not be of major concern. The estimation of Way-side transients during design
stage would be necessary to select design mechanical strength of the trackside fixtures, e.g.
false ceilings, light fittings etc at the platform levels.
10.16 SPACE REQUIREMENT FOR TUNNEL VENTILATION SYSTEM
The tunnel ventilation equipment plant rooms are normally located at each end of the
concourse for the two level stations. The approximate area for tunnel ventilation fan room
would be 600 -700 sq. m. respectively at each end of the station. The tunnel vent shafts of
approximately 20 sq. m. area will be constructed at each end of the stations. There shall be
supply shaft and exhaust shafts of similar dimensions at the stations.
For designed headway 1.5 minutes and the inter station separation between underground
station shafts is beyond 1.5 Km as per alignment plan, there may be one mid shaft in Thaltej
to Vastral Gam corridor between Ghee Kanta and Kalupuram railway station for which
additional fund provisions to the tune of Rs. 6.5 Crores (for each mid shaft) for electrical &
mechanical works (Ventilation, E&M, BMS, ASS etc) and Rs. 22.5 Crores (for each mid shaft)
for civil works and land will be needed for each of these shafts.
10.17 CONTROL AND MONITORING FACILITIES
For the underground stations the control and monitoring of station services and systems
such as station air-conditioning, ventilation to plant rooms, lighting, pumping systems, lifts &
Escalators, etc shall be performed at Station Control Room (SCR). However, the operation and
control of Tunnel Ventilation as well as Smoke Management system will normally be done
through OCC. All these systems shall be equipped with automatic, manual, local and remote
operation modes. The alarms and signals from the equipment at stations shall be transmitted
to the OCC via communication network (such as FOTS).
There shall be an Auxiliary Power Controller at OCC who will be monitoring these services
and systems. The command signals will be initiated at OCC and relayed up to the relevant
equipment for operation. The feedback signal is received through SCADA whether the
command is implemented or not. The control from OCC is generally performed using Mode
Tables for each system. This table defines the sequence of the desired equipment that needs
to be operated based on the event. The abnormal conditions such as train congestion,
emergency, fire in subway would be detected by various components and the emergency
response thereto will be activated based on the mode tables. In the event that remote control
is not possible due to any reason, the local control via SCR would be performed. In case the
control at work station in SCR is also not available, the manual overriding provisions shall be
provided through Ventilation Control Panel (VCP) place in the SCR.
Ventilation Control Panel

The OCC will also be used for logging the alarm status, fault occurrences, and other
maintenance related data for the above systems.
10.18 CODES AND STANDARDS
The concept VAC design is guided by the following codes and standards:
(a) SEDH Subway Environment Design Handbook

(b) ASHRAE Handbook, current series.
(c) CIBSE relevant document.
(d) NFPA 130.

(e) ECBC- Energy Conservation Building Code.

CHAPTER 11 SIGNALLING & TRAIN CONTROL
Chapter - 11
SIGNALLING AND TRAIN CONTROL

11.0 SIGNALLING
11.1 INTRODUCTION
The signaling system shall provide the means for an efficient train control,
ensuring safety in train movements. It assists in optimization of metro
infrastructure investment and running of efficient train services on the network.
11.2 SIGNALLING AND TRAIN CONTROL
11.2.1 Overview
Metro carries large number of passengers at a very close headway requiring a
very high level of safety enforcement and reliability. At the same time heavy
investment in infrastructure and rolling stock necessitates optimization of its
capacity to provide the best services to the public. These requirements of the
metro are planned to be achieved by adopting CATC (Continuous Automatic
Train Control System) based on CBTC (Communication based Train Control
System) which includes ATP (Automatic Train Protection), ATO (Automatic
Train Operation) and ATS (Automatic Train Supervision) sub-systems using
radio communication between Track side and Train.
This will:
Provide high level of safety with trains running at close headway ensuring
continuous safe train separation and for bidirectional working.
Eliminate accidents due to driver passing Signal at Danger by continuous
speed monitoring and automatic application of brake in case of disregard of
signal / warning by the driver.
Provides safety and enforces speed limit on section having permanent and
temporary speed restrictions.
Improve capacity with safer and smoother operations. Driver will have
continuous display of Target Speed / and other information in his cab
enabling him to optimize the speed potential of the track section. It provides
signal / speed status in the cab even in bad weather.

Increased productivity of rolling stock by increasing line capacity and train

speeds, and enabling train to arrive at its destination sooner. Hence more
trips will be possible with the same number of rolling stock.
Improve maintenance of Signalling and telecommunication equipments by
monitoring system status of trackside and train born equipments and
enabling preventive maintenance.
Signalling & Train Control system on the line shall be designed to meet the
required headway during peak hours.
Radio for CBTC shall work in License free ISM band.
11.2.2 System Description and Specifications
The Signalling and Train Control system shall be as below. Sub-system/
components will conform to international standards like CENELEC, IEEE, IEC, BS,
IS, ITU-T etc:
a. Continuous Automatic Train Control
Continuous Automatic Train Control based on CBTC will consist of - ATP

(Automatic Train Protection), ATO (Automatic Train Operation) and ATS
(Automatic Train Supervision) sub-systems. The Train- borne Automatic Train
Control System will consist of Automatic Train Operation (ATO) and Automatic
Train Protection (ATP). This will work on moving block principle.
(i) Automatic Train Protection (ATP)

Automatic Train Protection is the primary function of the train control systems.
This sub-system will be inherently capable of achieving the following objectives
in a fail-safe manner. Line side signals will be provided at diverging routes (i.e. at
points & crossings) as well as other required locations, which shall serve as
backup signalling in case of failure of ATP system.
Cab Signalling
Moving block
Track Related Speed Profile generation based on line data and train data
continuously along the track
Continuous monitoring of braking curve with respect to a defined target
point
Monitoring of maximum permitted speed on the line and speed restrictions
in force
Detection of over-speed with audio-visual warning and application of brakes,
if necessary
Maintaining safety distance between trains
Monitoring of stopping point

Monitoring of Direction of Travel and Rollback

The cab borne equipment will be of modular sub-assemblies for each function
for easy maintenance and replacement. The ATP assemblies will be fitted in the
vehicle integrated with other equipment of the rolling stock.
(ii) Automatic Train Operation (ATO)

This system will operate the trains automatically from station to station while
remaining within the safety envelope of ATP & open the train doors. Driver will
close the train doors and press a button when ready to depart. In conjunction
with ATP/ ATS, ATO can control dwell time at stations and train running in
accordance with headway/ timetable.
(iii) Automatic Train Supervision (ATS)

A train supervision system will be installed to facilitate the monitoring of train
operation and also remote control of the station. The train supervision will log
each train movement and display it on the workstations with each Traffic
Controller at the OCC and on one workstation placed in the Station Control room
(SCR) with each Station Controller.
The centralized system will be installed in the Operation Control Centre. The
OCC will have a projection display panel showing a panoramic view showing the
status of tracks, points, signals and the vehicles operating in the relevant
section/ whole system. ATS will provide following main functionalities:
Automatic Route setting

Automatic Train Regulation
Continuous Tracking of train position
Display Panel & Workstation interface
Link to Passenger Information Display System for online information
Computation of train schedules & Timetable
b. Interlocking System:
(i) Computer Based Interlocking (CBI)

The entire line including turnback track, transfer track, sidings will be equipped
with CBI system for operation of points and crossings and setting of routes.
The setting of the route and clearing of the signals will be done by workstation,
which can be either locally (at station) operated or operated remotely from the
OCC.
This sub-system is used for controlling vehicle movements into or out of stations
automatically from a workstation. All stations having points and crossings will

be provided with workstations for local control. Track occupancy, point position,
etc. will be clearly indicated on the workstation. It will be possible to operate the
workstation locally, if the central control hands over the operation to the local
station. The interlocking system design will be on the basis of fail-safe principle.
The equipment will withstand tough environmental conditions encountered in a

Mass Transit System. Suitable IS, IRS, BS standards or equivalent international
standards will be followed in case wiring, installation, earthing, cabling, power
supply and for material used in track circuits, axle counters, relays, point
operating machines, power supply etc.
(ii) Track Vacancy Detection

Primary mode for track vacancy detection system on main line may be through
radio and for secondary detection, can be through Track circuit / Axle Counter.
(iii) Signals
Line side Signals:
Multi Aspect Colour Light (LED) type Line side signals shall be installed on the
Main Line and depot entry/ exit.
At stations with point and crossing for point protection catering for
bidirectional working
(iv) Point Machines

Non-Trailable Electrical Point Machine capable of operating with 3-phase 380V
AC will be used on main line. The depot point machine will be trailable/non
trailable type electrical point machine capable of operating with either 3 phase
380V AC or 110V DC.
c. Train Depot: Signalling

All depot lines except the one which is used for shunting and in the workshop
shall be interlocked. A workstation shall be provided in the Depot Control Centre
for electrical operation of the points, signals and routes of the depot yard. Audio
Frequency Track Circuits/ Axle Counter will be used in the depot as well. A test
track with similar Signalling and Train control system as adopted in Main Line
shall be provided at Depot.
d. Interface for PSD

Interface for PSD should be provided at all stations which can be utilized as and
when PSDs are provided.
e. Signalling Scheme Plan

Conceptual Signalling Scheme Plan based on P. Way Plan for Ahmedabad Metro
Rail Project from APMC to Motera Stadium (North South Corridor) and
Thaltej Gam to Vastral Gam (East West) corridor are enclosed.

11.2.3 Standards
The following standards will be adopted with regard to the Signalling system.
Description Standards
Computer based Interlocking adopted for station having
switches and crossing. All related equipment as far as
possible will be centralised in the equipment room at
Interlocking
the station. The depot shall be interlocked except for
lines mainly used for workshop lines, inspection shed
lines etc.
Block Working Moving Block working concept may be followed.
With Direct current 110V D.C. point machines or 380

Operation of Points
volts 3 phase, 50 Hz. AC point machines.
Primary mode for track vacancy detection system on
Track Vacancy Detection main line and test track in depot may be through radio
System and for depot and secondary detection it can be through
Track circuit / Axle Counter.
Line Side signals to protect the points (switches). LED
Signals at Stations with
type signals for reliability and reduced maintenance
point & crossings
cost.
UPS (uninterrupted
power at stations as well For Signalling, Telecommunications and AFC.
as for OCC)
Train Protection system shall be based on CBTC
(Communication based Train Control) System. The
Train protection system
system architecture shall provide for redundancy. The
system will conform to IEEE 1474 standards.
Automatic Train Supervision system. Movement of all
trains to be logged on to a central computer and
displayed on workstations in the Operational Control
Train Describer System
Centre and at the SCR. Remote control of stations from
the OCC. The system architecture shall provide for
redundancy.
Cables Outdoor cables will be steel armoured as far as possible.
SIL-4 safety levels as per CENELEC standard for Signal
Fail Safe Principles
and Train Control System.
All data transmission on telecom cables/OFC/Radio. All
Immunity to External Signalling and telecom cables will be separated from
Interface. power cables as per standard. CENELEC standards to be
implemented for EMC.
Train Working under Running on site with line side signal with speed
emergency automatically restricted between 15-25 kmph.

Description Standards
Environmental
Air-conditioners for all equipment rooms.
Conditions
Philosophy of continuous monitoring of system status
and preventive & corrective maintenance of Signalling
equipments shall be followed. Card / module / sub-
Maintenance philosophy
system level replacement shall be done in the field and
repairs under taken in the central laboratory/
manufacturers premises.
11.3 SPACE REQUIREMENT FOR SIGNALLING INSTALLATIONS
Adequate space for proper installations of all Signalling equipment at each of the
stations has to be provided keeping in view the case of maintenance and use of
instrumentation set up for regular testing and line up of the equipment/system.
The areas required at each of the stations for Signalling equipment shall be
generally 60 sqm. for UPS Room (common for signalling and telecom) and for
Signalling Equipment Room 50 sqm. at all the stations and depot. These areas
shall also cater to local storage and space for maintenance personnel to work.
At the OCC and the Depot, the areas required shall be as per the final
configuration of the equipments and network configuration keeping space for
further expansion.
11.4 MAINTENANCE PHILOSOPHY FOR SIGNALLING SYSTEMS
The philosophy of continuous monitoring of system status and preventive &

corrective maintenance of Signalling and telecommunication equipments shall
be followed. Card / module / sub-system level replacement shall be done in the
field. Maintenance personnel shall be suitably placed at intervals and they shall
be trained in multidisciplinary skills. Each team shall be equipped with a fully
equipped transport vehicle for effectively carrying out the maintenance from
station to station.
The defective card/ module / sub-system taken out from the section shall be
sent for diagnostic and repair to a centralized S&T repair lab suitably located in
the section/depot. This lab will be equipped with appropriate diagnostic and test
equipments to rectify the faults and undertake minor repairs. Cards / modules /
equipments requiring major repairs as specified in suppliers documents shall be
sent to manufacturer's workshop.



CHAPTER 12 - TELECOMMUNICATION & AUTOMATIC FARE COLLECTION
Chapter - 12
TELECOMMUNICATION
&
AUTOMATIC FARE COLLECTION
12.1 INTRODUCTION
The Telecommunication system acts as the communication backbone for Signalling systems
and other systems such as SCADA, AFC etc and provides Telecommunication services to
meet operational and administrative requirements of the metro network.
12.2 OVERVIEW
The Telecommunication facilities proposed are helpful in meeting the requirements for :
1. Supplementing the Signalling system for efficient train operation.

2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system
The proposed Telecom system will cater to the following requirements:
Train Traffic Control

Assistance to Train Traffic Control
Maintenance Control
Emergency Control
Station to station dedicated communication
Telephone Exchange
Integrated Passenger Announcement System and Passenger Information and Display
System within the station and from Central Control to each station.
Centralised Clock System
Train Destination Indicator
Instant on line Radio Communication between Central Control and Moving Cars and
maintenance personnel.
Data Channels for Signalling, SCADA, Automatic Fare Collection etc.
E&M SCADA is not envisaged as part of Telecomm System as such, hence catered to
separately in DPR

Integrated Network Control System

Access Control System
12.3 TELECOMMUNICATION SYSTEM AND TRANSMISSION MEDIA
i) Fibre Optic System (FOTS) - Main Telecommunication Bearer
The main bearer of the bulk of the Telecommunication network is proposed with optical
fibre cable system. Considering the channel requirement and keeping in view the future
expansion requirements a minimum 96 Fibre optical fiber cable is proposed to be laid in
ring configuration with path diversity.
SDH (minimum STM-4) based system shall be adopted with SDH nodes at every station,
depot and OCC. Further small routers and switches shall be provided for LAN network at
these locations. Alternatively a totally IP Based High Capacity, highly reliable and fault
tolerant, Ethernet Network (MAN/LAN) can be provided in lieu of SDH backbone.
ii) Telephone Exchange
The System shall be IP Based with some of the extensions being Analog. For an optimized
cost effective solution small exchanges of 30 port each shall be planned at each station and
a 60 Port Exchange at the Terminal Stations and Depots shall be provided. The station
exchanges will be connected to the Centre OCC main exchange. The Exchanges will serve the
subscribers at all the stations and Central Control. The exchanges will be interconnected at
the channel level on optical backbone. The exchanges shall be software partitioned for
EPABX and Direct Line Communication from which the phones shall be extended to the
stations. For the critical control communication, the Availability & Reliability should be
high.
iii) Mobile Radio Communication
Mobile Radio communication system having minimum 8 logical channels is proposed for
on-line emergency communication between Motorman (Front end and Rear end) of moving
train and the Central Control. The system shall be based on Digital Trunk Radio Technology
to TETRA International standard. All the stations, depots and the OCC will be provided with
fixed radio sets. Mobile communication facility for maintenance parties and Security
Personnel will be provided with handheld sets. These persons will be able to communicate
with each other as well as with central control.
The frequency band for operation of the system will be in 400/800 MHz band, depending on
frequency availability. The system shall provide instant mobile radio communication
between the motorman of the moving cars from any place and the Central Control. The
motorman can also contact any station in the network through the central control, besides

intimating the approaching trains about any emergency like accident, fire, line blocked etc.,
thus improving safety performance.
To provide adequate coverage, based on the RF site survey to be carried out during detailed
Design stage, base stations for the system will be located at sites conveniently selected after
detailed survey. Tentatively minimum 3 sites with 30 meter towers with Base Stations shall
be required along the route on North South Corridor (Vasna, Old High Court, AEC) and
minimum 4 Base Stations on East West Corridor (Doordarshan, Commerce Six Road,
Apparel, Vastral). For underground coverage, BTS will be required at Ghee Kanta Station,
feeding Bi-Directional Amplifiers on the adjacent stations through a net work of Leaky
Coxial Cables in the Tunnel/Station Area. Space in underground station shall also be
provided to Public Mobile Operators to install their own equipment and LCX / RF cables, to
extend their mobile coverage. On the LCX network of the Metro Radio, arrangement shall
also be made to extend the Radio Coverage of the Local Police and Fire Services, so that
during emergencies their system can work in the Underground environment.
iv) Passenger Announcement System
The system shall be capable of announcements from the local station as well as from OCC.
Announcements from Station level will have over-riding priority in case of emergency
announcements. The System shall be linked to Signalling System for automatic train
actuated announcements.
v) Passenger Information Display System
These shall be located at convenient locations at all stations to provide bilingual visual
indication of the status of the running trains and will typically indicate information such as
destination, arrival/departure time, and also special messages in emergencies. The boards
shall be provided at all platforms and concourses of all stations. The System shall be
integrated with the PA System and available from same MMI. For the Platform Area, high
intensity LED Boards will be used in Evaluated Section. For all the concourses and Platform
Area of underground Stations, HDLED Panels shall be used, which can also provide
Audio/Visual Advertisements apart from Trains running status.
vi) Centralised Clock System
This will ensure an accurate display of time through a synchronization system of slave
clocks driven from the GPS Based Master Clock at the Operation Control Center. The Master
Clock signal shall also be required for synchronization of FOTS, Exchanges, Radio, Signaling,
etc. The System will ensure identical display of time at all locations. Clocks are to be
provided at platforms, concourse, Station Master's Room, Depots and other service
establishments.

vii) Closed Circuit Television (CCTV) System
The CCTV system shall provide video surveillance and recording function for the operations
to monitor each station. The monitoring shall be possible both locally at each station and
remotely from the OCC on the Video Wall.
The CCTV system shall be based on IP technology and shall consist of a mix of High
Definition Fixed Cameras and Pan/Tilt/Zoom (PTZ) Cameras. Cameras shall be located at
areas where monitoring for security, safety and crowd control purpose is necessary.
viii) Access Control System
An Access Control System shall be provided for entering into important areas like SCR, SER,
TER, OCC, DCC, TOM Rooms, etc. The System shall use the same AFC Smart Card as barring
used for Travel on the system but giving Access to only the Authorised Personnel of the
Metro. The System Shall be controlled and monitored centrally from the OCC.
ix) Network Monitoring and Management
For efficient and cost effective maintenance of the entire communication network, it is
proposed to provide an Integrated Network Control System, which will help in diagnosing
faults immediately from a central location and attending the same with least possible delay,
thus increasing the operational efficiency and reduction in manpower requirement for
maintenance. The proposed NMS system will be covering Radio communication, Optical
Fiber Transmission, Telephone Exchange and summary alarms of PA/PIDS, CCTV and Clock
System. The Integrated NMS will collect and monitor status and alarms from the individual
NMS of the respective sub-systems and display on a common Work Station.
(x) Technology
The Technologies proposed to be adopted for Telecommunication systems are shown in

Table below:
System Standards
Optical Fibre system as the main bearer for bulk of the
Transmission Media
Telecommunication network
IP EPABX of minimum 30 ports is to be provided at all Stations, an
Telephone Exchange
Exchange of 60 Ports to be provided at Terminal Station
Digital Train radio (TETRA) communication between motorman of
Train Radio System
moving cars, stations, maintenance personnel and central control.

System Standards
LED based boards with adequate visibility to be provided at
Train Destination Indicator convenient location at all stations to provide bilingual visual
System indication of the status of the running trains, and also special
messages in emergencies.
Accurate display of time through a synchronisation system of slave
clocks driven from a GPS master clock at the OCC and sub master
Centralized clock System
clock in station. This shall also be used for synchronisation other
systems.
Passenger Anouncement Passenger Announcement System covering all platform and
System concourse areas with local as well as Central Announcement.
Redundancy on Radios in the Base Stations,
Redundancy
Path Redundancy for Optical Fibre Cable by provisioning in ring
(Major System)
configuration.
Environmental Conditions All equipment rooms to be air-conditioned.
System to have, as far as possible, automatic switching facility to
alternate routes/circuits in the event of failure.
Philosophy of preventive checks of maintenance to be followed.
System networked with NMS for diagnosing faults and co-
Maintenance Philosophy ordination.
Card/module level replacement shall be done in the field and
repairs undertaken in the central laboratory/manufacture's
premises.
(xi) Space Requirement for Telecom Installations
Adequate space for proper installations of all Telecommunication equipment at each of the
stations has to be provided keeping in view the case of maintenance and use of
instrumentation set up for regular testing and line up of the equipment/system. The areas
required at each of the stations for Telecom equipment shall be generally 30 sq.m each for
Telecom Room and 50 sq.m. for UPS Room (common for signal, Telecom and AFC). These
areas shall also cater to local storage and space for maintenance personnel to work. At the
OCC, the areas required shall be as per the final configuration of the equipment and network
configuration keeping space for further expansion.
(xii) Maintenance Philosophy for Telecom Systems
The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of Signalling and Telecommunication equipments shall be followed. Card /
module / sub-system level replacement shall be done in the field. Maintenance personnel
shall be suitably placed at intervals and they shall be trained in multidisciplinary skills. Each

team shall be equipped with a fully equipped transport vehicle for effectively carrying out
the maintenance from station to station.
The defective card/ module / sub-system taken out from the section shall be sent for
diagnostic and repair to the existing centralized S&T repair lab suitably located on the
section. This lab will be equipped with appropriate diagnostic and test equipments to
rectify the faults and undertake minor repairs. Cards / modules / equipment requiring
major repairs as specified in suppliers documents shall be sent to manufacturer's
workshop.
12.4 AUTOMATIC FARE COLLECTION
12.4.1 Introduction
Metro Rail Systems handle large number of passengers. Ticket issue and fare collection play
a vital role in the efficient and proper operation of the system. To achieve this objective,
ticketing system shall be simple, easy to use/operate and maintain, easy on accounting
facilities, capable of issuing single/multiple journey tickets, amenable for quick fare changes
and require overall lesser manpower. In view of above, computer based automatic fare
collection system is proposed.
For Multiple Journey, the Store Value Contactless Smart Card shall be utilized and for the
Single Journey, the Smart media shall be as utilized as Contactless Smart Token. System
should be compatible with the Contactless Smart Chip supplied by at least 2 Chip OEMs as
per ISO 14443 standard.
AFC system proves to be cheaper than semi-automatic (manual system) in long run due to
reduced manpower cost for ticketing staff, reduced maintenance in comparison to paper
ticket machines, overall less cost of recyclable tickets (Smart Card/Token) in comparison to
paper tickets and prevention of leakage of revenue. Relative advantages of automatic fare
collection system over manual system are as follows:
A) Manual fare collection systems have the following inherent disadvantages:
1. Large number of staff is required for issue and checking of tickets.

2. Change of fare structure is time consuming as has to be done at each station.
3. Manipulation possible by jamming of mechanical parts.
4. Staff and passenger interaction leading to more chances of confrontation.
5. Almost 100% ticket checking at entry / exit impossible.

B) Automatic fare collection systems have the following advantages:
1. Less number of staff required.

2. Less possibility of leakage of revenue due to automatic ticket check by control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate, faster evacuation both in normal and emergency.
5. System is amenable for quick fare changes.
6. Management information reports generation easy.
7. System has multi-operator capabilities. Same Smart Card can be used for other
applications also, including in other lines of the Metro.
8. Contactless Smarts Card based AFC systems are the worldwide accepted systems for
LRT/Metro environment.
The proposed ticketing system shall be that to be of Contactless Smart Card type for
multiple journey and Contactless Token for Single Journey. The equipment for the same
shall be provided at each station Counter/Booking office and at convenient locations and
will be connected to a local area network with a computer in the Station Control room.
C) Choice of Control Gates
Flap type Control Gates are proposed which offer high throughput, require less
maintenance and are latest in modern metros internationally. Tripod turnstile type gates
offer less throughput and require more maintenance and hence are not proposed. All these
Gates will have a functionality of Auto Top on Smart cards in case balance goes below the
threshold Value (As per User Choice/Business Rules)
D) Ticket Vending Machine (TVM)
At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket Vending
Machines) are proposed. The TVMs will provide convenience to passengers to avoid
standing in queues at ticket booths and provide them international standard service. This
will be used for
1. Dispensing Smart Tokens for single journey

2. Add Value in Smart card by paying money using Bank Notes or through Credit Card
/Debit card /pre Paid card.
3. Return the remaining money through Bank Notes and Coins (Min 2 types)
E) Ticket Reader/Add Value Machines
These machines will be used to know the Card/Token balance and can also be used as Add
value device in case payment for Card top up is made through alternate Internet based
channel like net banking, Credit/Debit card ( Payment gateway) etc.

F) Recharge Card terminal Machine (RCTM)
RCTM will be used to recharge the Card using bank Note as well as Credit Card /Debit card
/Pre Paid card.
G) AFC equipment Requirement
AFC equipment tentative requirement is given in Table attached. The exact number and
type shall depend on the final station layout and the traffic being catered to.
(H) Technology
The technology proposed for AFC systems are as under:
Standards Description
a) Contactless Smart Card For multiple journeys.

Fare media b) Contactless Smart Token For Single Journey, captured at exit
gates for reuse.
Computer controlled automatic gates at entry and exit. There will be
following types of gates:
Entry
Gates Exit
Reversible (if required as per final station layout) Option to
set as entry or exit based on operational requirements
All the fare collection equipment shall be connected in a local area

network with a Station Computer controlling the activities of all the
Station Computer, equipments installed at Station. These Station Computers will be
Central computer linked to the Central Computer installed at Operational Control
and AFC Network Centre through the optic fibre communication channels. The
centralised control of the system shall provide real time data of
earnings, passenger flow analysis, blacklisting of specified cards etc.
Manned Ticket office machine shall be installed in the stations for
Ticket office selling tickets to the passengers.
machine (TOM
Excess Fare Offices Excess Fare Offices machines shall be installed for Adjustment of
(EFO) Fare due to various reasons like over stay, excess journey, tailgating
etc.
Automatic Ticket Vending machines shall be installed in the stations
Ticket Vending
for vending of single journey Smart Token, Add Value in Smart Card
Machines (TVM)
using Bank Notes and Credit/debit cards.

Standards Description
AVM/TR will be used for recharging the Smart card (payment will
Add Value Machine/
be made through Internet Banking/Payment Gateway) as well as to
Ticket Reader
check information stored in the ticket.
(AVM/TR)
Portable Ticket
PTD will be used to check the Card/Token during travel.
Decoder (PTD)
Recharge Card
RCTM will be used to recharge the card using bank Note/ Credit
terminal Machine
Card /Debit card /pre Paid card
(RCTM)
UPS (uninterrupted
power at stations as Common UPS of S&T system will be utilised.
well as for OCC).
Entry/Exit Gates

Ticket Office Machine
Ticket Vending Machine Add Value Machine

AFC Equipments Revised DPR Estimate for Ahmedabad Metro

(based on Traffic Projection for 2018)
Hourly Peak min Gate AVM/T
S. No. Station Boarding/ Boarding/ TOM EFO TVM
R
Alighting Alighting Entry Exit
North-South Line (APMC to Motera Stadium)
1 APMC 2090 42 2 2 2 2 4 2
2 Jivraj 1058 21 2 2 2 2 4 2
3 Rajiv nagar 652 13 2 2 2 2 4 2
4 Shreyas 947 19 2 2 2 2 4 2
5 Paldi 1017 20 2 2 2 2 4 2
6 Ghandhigram 751 15 2 2 2 2 4 2
7 Old High Court 4881 98 4 4 5 2 4 2
8 Ushmanpura 425 9 2 2 2 2 4 2
9 Vijay Nagar 721 14 2 2 2 2 4 2
10 Wadaj 1489 30 2 2 2 2 4 2
11 Ranip 1251 25 2 2 2 2 4 2
Sabarmati Rail
12 149 3 2 2 2 2 4 2
Stn
13 AEC 243 5 2 2 2 2 4 2
14 Sabarmati 659 13 2 2 2 2 4 2
15 Motera Stadium 5396 108 5 5 5 2 4 2
Total 35 35 36 32 64 32
East - West Line (Thaltej to Vastral Gam)
1 Thaltej 1585 32 2 2 2 2 4 2
Doordarshan
2 759 15 2 2 2 2 4 2
Kendra
3 Gurukul Road 1133 23 2 2 2 2 4 2
4 Gujrat University 2432 49 2 2 2 2 4 2
Commerce Six
5 405 8 2 2 2 2 4 2
Road
6 Stadium 608 12 2 2 2 2 4 2
7 Old High Court 6286 126 5 5 5 2 4 2
8 Shahpur 957 19 2 2 2 2 4 2
9 Ghee Kanta 1770 35 2 2 2 2 4 2
Kaalupur Railway
10 5193 104 4 4 4 2 4 2
Station
11 Kankaria East 562 11 2 2 6 2 4 2
12 Apparel Park 1418 28 2 2 2 2 4 2
13 Amraiwadi 1451 29 2 2 2 2 4 2
14 Rabari Colony 1728 35 2 2 2 2 4 2
15 Vastral 1280 26 2 2 2 2 4 2
16 Nirant Cross Rd. 535 11 2 2 2 2 2
17 Vastral Gam 352 7 2 2 2 2 4 2
Total 39 39 43 34 64 34
Grand
74 74 79 66 128 66
Total

Assumptions:
1. Each station has only 2 access
2. Minimum AFC equipments at a station with "2 access- 1 for entry, 1 for exit": 2 entry gates, 2 exit gates, 2 EFO, 2 TOM, 4 AVM/TR,2
TVM
3. Throughput of gate 25 passengers per minute, TOM : One per access.
4. 50 % passenger are assumed on Smart Card and 50% on single journey token.
5. Peak hour traffic = 12% of day traffic . Peak Minute traffic = 2% of peak hour traffic.

CHAPTER 13 - DISABLED FRIENDLY FEATURES
Chapter 13
DISABLED FRIENDLY FEATURES
13.1 INTRODUCTION
The objective of making this chapter is to create a user-friendly mass transport system in
India which can ensure accessibility to persons with disabilities, people travelling with
small children or are carrying luggage, as well as people with temporary mobility problems
(e.g. a leg in plaster) and the elderly persons.
The design standards for universal access to Public Transport Infrastructure including
related facilities and services, information, etc. would benefit people using public transport.
The access standards given here are extracted from Indian Roads Congress Code, IRC 103:
2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011 and National
Building Code, 2005. Central Public Works Departments (CPWD) Space Standards for
Barrier Free Built Environment for Disabled and Elderly Persons, 1998 and 2013 edition
(under revision by MoUD), and international best practices / standards
Further, it has also been attempted to provide guidelines/ standards for alighting and
boarding area, approach to station, car parking area, drop-off and pick-up areas, taxi/auto
rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road intersection,
median/pedestrian refuge, traffic signals, subway and foot over bridge etc. to achieve a
seamless development around metro stations.
13.2 CONTENT
1. Rail Transport
2. Metro Rail Station
Way finding
Signage
Automated Kiosks
Public Dealing Counters
Audio-visual Displays
Public Telephones

Rest Areas/Seating
Tactile Paving - Guiding & Warning
Doors
Steps & Stairs
Handrails
Ramps
Lifts/Elevators
Platform/Stair Lift
General and Accessible toilets
Drinking Water Units
Visual Contrasts
Emergency Egress/Evacuation
3. Street Design
Footpath (Sidewalk)
Kerb Ramp
Road Intersection
Median/Pedestrian Refuge
Traffic Signals
Subway and Foot Over Bridge
4. Alighting and Boarding Area
Approach
Car Park
Drop-off and Pick-up Areas
Taxi/Auto Rickshaw Stand
Bus Stand/Stop
13.3 RAIL TRANSPORT
1. General
Whether over-ground or underground, rail travels is a highly effective mode of

transport.
Every train should contain fully accessible carriages.
Staff should be trained in methods of assistance and be at hand on request.
Stations for all rail travel should be fully accessible with extra wide turnstiles where
possible alongside wheelchair accessible doorways
Staff should be on hand to assist persons with disabilities and elderly to enter or exit
through convenient gates.

All new railway stations should be designed to be fully accessible.

For persons with hearing impairments, an electronic sign board (digital display) should
be displayed on each platform at conspicuous location for all announcements made by
the railways.
For persons with visual impairments audio system announcing the station names and
door location should be available.
2. Accessible Railway Cars
The railway cars should have the following features:
Railway car doors should be at least 900 mm wide;

The gap between the car doors and the platform should preferably be less than 12 mm;
Identification signage should be provided on the doors of wheelchair accessible coach
If the car door and the platform cannot be at the same level, then at least one car doors
should have apparatus such as a hydraulic lift or pull-out ramp installed in the doorway
for wheelchair users.
3. Wheel Chair Space
Space for a wheel chair should be available at the side of the door:-
The space should be indicated inside and outside the car by using the international
symbol of access; and
Wheel stoppers and ring-strap or other appropriate safety grip should be provided for
wheelchair users.
4. Seats
An appropriate number of designated seats for passengers with disabilities and elderly
people should be provided near the doors.
5. Aisles
Aisles should be at least 900 mm wide.
13.4 INFORMATION SIGNS AND ANNOUNCEMENTS
A map of train routes should be installed. This should be in Braille/raised numbers as well.
In each car, there should be an announcement and provision of a visual display of the names
of stations route. This display should be in raised numbers with sharp contrast from the
background.

13.5 METRO RAILWAY STATIONS
1. LEVEL APPROACH
Approach route should not have level differences. If the station is not on the same
level as the walkway or pathway, it should a ramp.
Walkway surfaces should be non-slip.
Approach walkway should have tactile pavements for persons with visual
impairments.
2. STATION ENTRANCES AND EXITS
These should have a minimum width of 1800mm and is level or ramped.
3. RESERVATION AND INFORMATION COUNTERS
Should have clear floor space of at least 900 mm x 1200 mm in front of the counters;
There should be at least one low counter at a height of 750 mm to 800 mm from the
floor with clear knee space of 750 mm high by 900 mm wide by 480 mm deep.
At least one of the counters should have an induction loop unit to aid people with
hearing impairments; and
The counters should have pictographic maps indicating all the services offered at the
counter and at least one of the counter staff should be sign language literate.
4. TOILET FACILITIES
There should be at least one unisex accessible toilet
Ticket Gates
At least one of the ticket gates should:

Be minimum 900 mm wide to allow a wheelchair user through; and
Have a continuous line of guiding paver for people with visual impairments.
5. PLATFORMS
The Platforms should:

Have a row of warning paver installed 600mm before the track edge (photo 6);
Have non-slip and level flooring;
Have seating areas for people with ambulatory disabilities;
Be well illuminated lux level 35 to 40;
There should be no gap or difference in level between the train entry door and the
platform.
All platforms should inter-connect by means of an accessible routes or lifts; and
provide accessible level entrance to the train coach.

6. WAY FINDING
Way finding references should be available at decision points.

Colour can be used to identify routes and provide assistance in locating doors, walls
and hazards. Proper colour contrast between different elements greatly improves
visibility for all users and is critical for persons with low vision. For example, colour
contrasting of door frames can assist in locating doors, and likewise floors should be
contrasted with walls. In addition, furniture should contrast with walls and floors so
as not to create an obstacle.
Structural elements such as columns should be colour contrasted or brightly marked
so as to be visible to those who may have a visual disability.
Generally, patterns on flooring should be avoided or else should be minimal and
small to avoid visual confusion.
In addition to identifying hazards or warnings, tactile floor surfaces can also be used
to inform that there is a change in area (e.g. leaving a corridor and entering a
boarding area).
Tactile systems should be consistent throughout the building. For example,
terminals should not have carpeting in some boarding areas and tile in others as this
may create confusion for those who rely on tactile surfaces to guide them to their
destination.
Good lighting assists those with a visual disability to see better and allows people
who have a hearing impairment to lip read easier. However, care should be taken to
properly direct lighting and to use matte finishes on floors, walls and signage, so as
not to create glare which may create difficulties for all travelers.
Blinds can be used to adjust lighting levels in areas where the natural lighting
changes significantly throughout the day.
7. SIGNAGE
Signs must be clear, concise, and consistent. All travelers need clear information
about the purpose and layout of terminals to maintain a sense of direction and
independent use of all facilities. Using internationally and nationally established
symbols and pictograms with clear lettering and Braille ensures universal
accessibility cutting across regional/cultural and language barriers. A cohesive
information and signage system can provide visual (e.g. signs, notice boards),
audible (e.g. public address and security systems, induction loops, telephones, and
infrared devices), and/ or tactile information (e.g. signs with embossed lettering or
Braille).
8. SIGN DESIGN SPECIFICATIONS
The sign should be in a prominent position.

The face of the sign should be well-illuminated by natural or artificial light.

Letters should be simple such as Arial, Helvetica medium, and san serif or similar
and numbers should be Arabic.
The colour of the text should be in a colour that contrasts with the sign board.
The sign board should also contrast with the wall on which it is mounted.
The surface of the sign should not be reflective.
Some signs such as those adjacent to or on a toilet door may be embossed so that
they can be read by touch.
Illuminated signs should not use red text on a dark background.
Signs should be supplemented by Braille where possible.
Fig. 13.1 - Way finding signage Fig. 13.2 - International Symbol of Accessibility
9. AUTOMATED KIOSKS
Automated kiosks should be accessible for wheelchair users.

Should be clearly marked with international symbol of accessibility.
Should have Braille buttons and audio announcement system for persons with
vision impairments.
Operations should be easy to understand and operate for persons with learning
disabilities, intellectual disabilities, and elderly persons.
10. PUBLIC DEALING COUNTERS
Ticketing, Information, Check-in, Help desk, Restaurants, Shops, etc. should have
public dealing counters.
Information or help desks should be close to the terminal entrance, and highly
visible upon entering the terminal. In addition, they should be clearly identified and
accessible to both those who use wheelchairs and those who stand.
It should provide information in accessible formats, viz. Braille leaflets for persons
with vision impairments.

Ideally, these desks should have a map of the facility that desk attendants can view
with passengers, when providing directions.
Staff manning the counters should know sign language.
Information desk acoustics should be carefully planned and controlled as a high
level of background noise is confusing and disorienting to persons with hearing
impairment.
Lighting should be positioned to illuminate the receptionist/person manning the
counter and the desk top without creating glare.
Lighting should not create shadows over the receptionist staff, obscuring facial
detail and making lip reading difficult.
There should be a hearing enhancement system such as a loop induction unit, the
availability of which is clearly indicated with a symbol.
One of the counters should not be more than 800mm from the floor, with a
minimum clear knee space of 650mm high and 280mm- 300mm deep .
11. AUDIO-VISUAL DISPLAYS
Terminal maps should be placed so that they are readily visible to persons who are
standing and persons who use wheelchairs. They should also be accessible to
persons with a visual disability (i.e. tactile maps). Other alternatives include
electronic navigation systems or audio maps.
Enable captioning at all times on all televisions and other audiovisual displays that
are capable of displaying captions and that are located in any portion of the
terminal.
The captioning must be in high contrast for all information concerning travel safety,
ticketing, check-in, delays or cancellations, schedule changes, boarding information,
connections, checking baggage, individuals being paged by bus railway or airlines,
vehicle changes that affect the travel of persons with disabilities, and emergencies
(e.g., fire, bomb threat).
12. REST AREAS/SEATING
Seating area / benches should be provided along the circulation path at regular
intervals so that passengers do not need to walk more than 50 to 60 metres before
being able to sit and rest.
Where seating is provided, designated seating for passengers with disabilities is to
be provided at boarding gates and departure areas within viewing distance of
communication boards and/or personnel and identified by the symbol of access.
Public transit operators should provide seating in passenger service areas where
there may be long waiting lines or times, including at ticket sales counters, check-in
counters, secured screening and during inter-country travel in customs areas and
baggage retrieval areas.
Designated seating should be provided for at boarding gates and departure areas
within viewing distance of communication boards, and within hearing range of

audio announcements as well. Such seating areas should be identified by the symbol
of accessibility and shelter should be provided where this seating is outdoors.
In outdoor settings, seating should be provided along with the planned hawker
spaces.
At waiting lounges for persons with disabilities chairs should have armrests and
backrest.
13. TACTILE PAVING- GUIDING & WARNING
(a) Tactile Guiding Paver (Line-Type)
It is recommended to install a row of tactile guidance paver along the entire length of the
proposed accessible route for visual impaired persons. Care must be taken to ensure that
there are no obstacles, such as wall, pillar, uneven surfaces, Soffit (underside /open area
under the stairs, along the route traversed by the guidance paver. Also, there should be
clear headroom of at least 2.1 meters height above the tactile guidance paver, free of
protruding objects such as overhanging advertisement panel and signage, along the entire
length of the walk.
(b) Tactile Warning Paver (Dot-Type)
Indicate an approaching potential hazard or a change in direction of the walkway, and serve
as a warning of the approaching danger to persons with visual impairments, preparing
them to tread cautiously and expect obstacles along the travel path, traffic intersections,
doorways, stairs, etc. They are used to screen off obstacles, drop-offs or other hazards, to
discourage movement in an incorrect direction, and to warn of a corner or junction. Two
rows of tactile warning paver should be installed across the entire width of the designated
accessible passenger pathway at appropriate places such as before intersections, terminal
entrances, obstacles such as signage, and each time the walkway changes direction.
14. PLACES TO INSTALL WARNING PAVER
In front of an area where traffic is present.

In front of an entrance/exit to and from a staircase or multi-level crossing facility.
Entrances/exits at public transport terminals or boarding areas.

Fig. 13.3 - Guiding paver Fig. 13.4 - Warning paver

15. DOORS
Whatever the type of entrance door, it must be wide enough to accommodate

passenger traffic comfortably.
The recommended minimum clear opening width of an internal door is 900mm

minimum.
Where doors comprise two leaves (i.e. double doors), each leaf should be 900mm min.
wide, so that persons carrying large items and people using wheelchairs do not have to
open both leaves.
Manual doors should incorporate kick plates 300-400mm high to withstand impact of
wheelchair footrest (this is especially important where doors are glazed).
o Also be fitted with vision panels at least between 900mm and 1500mm from floor
level.
o Be color contrasted with the surrounding wall and should not be heavier than 22N
to open.
o Lever handles and push type mechanisms are recommended . When a sliding door is
fully open, handles should be usable from both sides.
Where revolving doors or turnstiles are used, an alternative wheelchair-accessible

entrance must also be provided.
A distance of 400mm should be provided beyond the leading edge of door to enable a
wheelchair user to maneuver and to reach the handle.
To ensure maximum clarity for persons with visual impairments, the entrance should
be easily distinguishable from its surroundings by the effective use of landscaping,
signage, colour (preferably yellow/orange), tonal contrast and tactile surfacing.
Door hardware should be positioned between 900-1000mm above floor (figure 28).
Operable devices such as handles, pulls, latches and locks should:
o Be operable by one hand

o Not require fine finger control, tight grasping, pinching or twisting to operate
Glazed doors and fixed glazed areas should be made visible by use of a clear, colour and
tone contrasted warning or decorative feature that is effective from both inside and
outside and under any lighting conditions, e.g. a logo, of minimum dimensions 150mm
by 150mm (though not necessarily square), set at eye level.
16. STEPS & STAIRS
Steps should be uniform with the tread not less than 300mm and the risers 150mm.
The risers should not be open.
The steps should have an unobstructed width of 1200mm minimum.
All steps should be fitted with a permanent colour and tone contrasting at the step
edge, extending the full width of the step, reaching a minimum depth of 50mm on both

tread and riser.

Have continuous handrails on both sides including the wall (if any) at two levels
Warning paver to be placed 300mm at the beginning and at the end of all stairs.
Nosing to be avoided.
The staircase should be adequately and uniformly illuminated during day and night
(when in use). The level of illumination should preferably fall between 100-150 lux.
The rise of a flight between landings must be no more than 1200mm.
There should be no more than 12 risers in one flight run.
The stair covering and nosing should be slip-resistant, non-reflective, firmly-fixed and
easy to maintain.
Soffit (underside /open area under the stairs) of the stairs should be enclosed or
protected.
17. HANDRAILS
Handrails should be circular in section with a diameter of 38-45mm and formed from
materials which provide good grip such as timber, nylon or powder coating, matt finish
metal finishes.
The handrail should contrast in colour (preferably yellow/orange) with surrounding
surfaces.
At least 50mm clear of the surface to which they are attached and should be supported
on brackets which do not obstruct continuous hand contact with the handrail.
The handrail should be positioned at two levels- 760mm and 900mm above the pitch-
line of a flight of stairs.
Handrail at foot of the flight of stairs should extend 300mm beyond the stairs in the line
of travel and returning to the wall or floor or rounded off, with a positive end that does
not project into the route of travel.
18. RAMPS
Ramps gradient should ideally be 1 in 20 and no greater than 1 in 12.

Width of the ramp should not be less than 1200mm and preferred width is 1800mm.
The steeper the gradient, the shorter the length of ramp between landings.
On long ramps, a horizontal resting space should be provided every 6 meters.
Surface materials should be slip-resistant, non-reflective, firmly-fixed and easily
maintained
The edge of the ramp should have an edge protection with a minimum height of
100mm.
Landings every 750mm of vertical rise.
A tapping or lower rail should be positioned so that its bottom edge is no higher than
200mm above ground level.
Handrails on the ramps should be on both sides at two levels: upper at 900mm and
lower at 760mm; both end to be rounded and grouted; extend 300 mm beyond top and
bottom of ramp .

A row of tactile warning paver should be placed 300mm beginning and end of each run.
Landings should be provided at regular intervals as indicated in the table below.
Table 13.1 - Specifications for Ramps
Level difference Minimum Ramp Width Handrail on Comments

gradient both
of Ramp sides
150 mm 1:12 1200 mm
300 mm
300 mm 1:12 1500 mm Landings every 5 meters
750 mm of ramp run.
3000mm of ramp run.
of ramp run.
19. LIFTS/ELEVATORS
A carefully designed lift makes a huge contribution to the accessibility of a multi-storied

terminal building for persons with disabilities.
Lift locations should be clearly signposted from the main pedestrian route and
recognizable through design and location.
The colour and tone of the lift doors should contrast with the surrounding wall finish to
assist in their location. Lift doors with metallic finishes such as steel grey and silver
should be avoided as they are difficult to identify by persons with low vision.
The lift lobby shall be of an inside measurement of 1800mm X 2000mm or more. A
clear landing area in front of the lift doors of minimum dimensions 1500mm x 1500mm
should be provided.
By making the landing area distinguishable by floor surface and contrast, it will aid
location and recognition of core areas. This could comprise a change in floor finish from
thin carpet to vinyl/PVC, or cement/mosaic floor to carpet.
Changes in floor finish must be flushed. There should be no level difference between lift
door and the floor surface at each level; the gap if unavoidable should not be more than
12mm.
The floor level/location should be indicated on the wall adjacent to or just above the
call buttons, and opposite the lift doors where possible.

20. LIFT DIMENSIONS
Provisions of at least one lift shall be made for people using wheelchairs with the
following car dimensions:
o Clear internal depth -1500 mm minimum
o Clear internal width - 1500 mm minimum
o Entrance door width - 900 mm minimum
21. LIFT CONTROLS
The lift call button should be wall-mounted adjacent to the lift and should contrast with
wall finish, either by using a contrasting panel, or a contrasting border around the
button panel.
The call buttons should be located within the range 800-1000mm above floor finish.
Buttons should not be touch sensitive, but should require a light positive pressure and
should ideally be large enough to be operable by the palm of the hand if required.
The control buttons inside the lift should be positioned on the side wall rather than
front wall to allow access from the back and front of the lift car, by mobility aid users
like wheelchair users.
The control buttons should contrast with their surroundings and illuminate when
pressed and should incorporate highly visible tactile embossed (NOT engraved)
characters and in Braille.
Time of closing of an automatic door should be more than 5 seconds and the closing
speed should not exceed 25 meters per second. There should be a provision of censor
enabled closing.
In larger lifts, controls should be positioned on both side walls, at least 400mm from
front wall and between 800-1000mm above floor level.
22. CAR DESIGN
Internal walls should have a non-reflective, matt finish in a colour and tone contrasting
with the floor, which should also have a matt, non-slip finish.
Use of reflective materials such as metal (stainless steel for example) can be
problematic in creating sufficient contrast with control buttons, emergency telephone
cabinet, etc. for persons with low vision and the use of such materials should be
avoided wherever possible.
A mirror (750mm above floor level) on the rear wall can be useful to persons using
wheelchairs and other mobility aids should they need to reverse safely out of the lift car
or view the floor numbers.
Internal lighting should provide a level of illumination of minimum 100 lux
(approximately 50-75 lux at floor level), uniformly distributed, avoiding the use of
spotlights or down lighters.
A grab bar should be provided along both sides and the back wall, 900mm above floor
level.

Handrails should be of tubular or oval cross section, in order to be easily gripped and
capable of providing support.
Handrails should be positioned so that there is a clear space behind the handrail to
allow it to be grasped i.e. knuckle space should be 50mm.
13.6 INFORMATION SYSTEMS
Lifts should have both visual and audible floor level indicators
Audible systems are also usually capable of incorporating additional messages, such as
door closing, or, in the case of an emergency, reassurance (with manual over-ride
allowing communication with lift occupants).
Announcement system should be of 50 decibel.
The display could be digital or segmented LED, or an appropriate alternative. A yellow
or light green on black display is preferred to a red on black display as it is easier to
read.
13.7 GENERAL AND ACCESSIBLE TOILETS
1. SIGNAGES
All signage of general toilets should be in bold and contrasting colors.
For persons with low vision and vision impairments: male pictogram in triangle and
female pictogram in circle, marked on plates along with Braille & raised alphabets, to be
mounted on wall next to door near the latch side, at a height between 1400mm-
1600mm.
Warning strip/ thin rubber door mat to be provided 300mm before and after the toilet
entrance.
Tactile paver to be provided for urinals, WC and washbasins for persons with vision
impairments.
2. ACCESSIBLE TOILETS
Should have the international symbol of accessibility displayed outside for wheelchair
access.
The toilet door should be an outward opening door or two way opening or a sliding
type and should provide a clear opening width of at least 900mm.
It should have a horizontal pull-bar, at least 600mm long, on the inside of the door,
located so that it is 130mm from the hinged side of the door and at a height of 1000mm.

3. WC COMPARTMENT DIMENSIONS
The dimensions of a unisex toilet are critical in ensuring access. The compartment
should be at least 2200mm and 2000mm. This will allow use by both manual and
motorized wheelchair users.
Layout of the fixtures in the toilet should be such that a clearing maneuvering space of

1500mm x 1500mm in front of the WC and washbasin.
4. WATER CLOSET (WC) FITTINGS
Top of the WC seat should be 450-480mm above finished floor level, preferably be of
wall hung or corbel type as it provides additional space at the toe level.
An unobstructed space 900mm wide should be provided to one side of the WC for
transfer, together with a clear space 1200mm deep in front of the WC.
WC should be centred 500mm away from the side wall, with the front edge of the pan
750mm away from the back wall. Have a back support. The WC with a back support
should not incorporate a lid, since this can hinder transfer.
L-shape grab bar at the adjacent wall and on the transfer side (open side) swing up
grab bar shall be provided.
The cistern should have a lever flush mechanism, located on the transfer side and not
on the wall side and not more than 1000mm from the floor.
5. GRAB BARS
Grab bars should be manufactured from a material which contrasts with the wall finish
(or use dark tiles behind light colored rails), be warm to touch and provide good grip.
It is essential that all grab rails are adequately fixed, since considerable pressure will be
placed on the rail during maneuvering. Grab bars should sustain weight of 200kgs
minimum.
A hinged type moveable grab bar should be installed adjacent to the WC on the transfer
side. This rail can incorporate a toilet tissue holder. A distance of 320mm from the
centre line of the WC between heights of 200-250mm from the top of the WC seat. It
should extend 100-150mm beyond the front of the WC.
A fixed wall-mounted L- shape grab bar (600mm long horizontal and 700mm long
vertical) on the wall side should be provided. It should be placed at a height of 200-
250mm above the WC seat level.
6. WASHBASINS
Hand washbasins should be fitted on cantilevered brackets fixed to the wall.

The basin should be fixed no higher than 750mm above the finished floor level.
Be of dimensions 520mm and 410mm, mounted such that the top edge is between 800-
900mm from the floor; have a knee space of at least 760mm wide by 200mm deep by
650-680mm high.
The position of the basin should not restrict access to the WC i.e. it should be located
900mm away from the WC.
A lever operated mixer tap fitted on the side of the basin closest to the WC is useful as it
allows hot and cold water to be used from a seated position on the WC.
The hand drying facilities should be located close to the hand washbasin between
1000-1200mm.

Lever type handles for taps are recommended.

Mirrors bottom edge to be 1000mm from the floor and may be inclined at an angle.
7. FIXTURES AND FITTINGS
Contrast between fittings and fixtures and wall or floor finishes will assist in their
location. For example, using contrasting fittings, or dark tiles behind white hand
washbasins and urinals, contrasting soap dispensers and toilet roll holders. Contrast
between critical surfaces, e.g. floors, walls and ceilings helps to define the dimensions of
the room.
Towel rails, rings and handrails should be securely fixed to the walls and positioned at
800-1000mm from the floor.
The mirror should be tilted at an angle of 300 for better visibility by wheelchair users.
It should have lower edge at 1000mm above floor finish and top edge around 1800mm
above floor finish.
Hooks should be available at both lower-1200mm and standard heights- 1400mm,
projecting not more than 40mm from the wall.
Where possible, be equipped with a shelf of dimensions 400mm x 200mm fixed at a
height of between 900mm and 1000mm from the floor.
Light fittings should illuminate the user's face without being visible in the mirror. For
this reason, most units which have an integral light are unsatisfactory.
Large, easy to operate switches are recommended, contrasting with background to
assist location, at a maximum height of 1000mm above floor finish.
All toilet facilities should incorporate visual fire alarms.
Alarms must be located so that assistance can be summoned both when on the toilet
pan i.e. at 900mm height and lying on the floor i.e. at 300mm, from floor surface.
Alarms should be located close to the side wall nearest the toilet pan, 750mm away
from rear wall and at 900mm and 200mm above floor finish
8. SIGNAGE OF ACCESSIBLE TOILETS
All unisex accessible toilets to have access symbol in contrast colours. A distinct audio
sound (beeper/clapper) may be installed above the entrance door for identification of
the toilets.
Fig. 13.5 - Signage for accessible washroom

9. ACCESSIBLE URINAL
At least one of the urinals should have grab bars to support ambulant persons with
disabilities (for example, people using mobility aids like crutches).
A stall-type urinal is recommended.
Urinals shall be stall-type or wall-hung, with an elongated rim at a maximum of 430mm
above the finish floor. This is usable by children, short stature persons and wheelchair
users.
Urinal shields (that do not extend beyond the front edge of the urinal rim) should be
provided with 735mm clearance between them.
Grab bars to be installed on each side, and in the front, of the urinal.
The front bar is to provide chest support; the sidebars are for the user to hold on to
while standing.
13.8 DRINKING WATER UNITS
Drinking water fountains or water coolers shall have up front spouts and control .
Drinking water fountains or water coolers shall be hand-operated or hand and foot-
operated.
Conventional floor mounted water coolers may be convenient to individuals in
wheelchairs if a small fountain is mounted on the side of the cooler 800mm above the
floor.
Fully recessed drinking water fountains are not recommended.
Leg and knee space to be provided with basin to avoid spilling of water . This allows
both front and parallel access to taps for persons using mobility aids like wheel chair,
crutches etc.
13.9 VISUAL CONTRASTS
Visual contrasts means adequate contrast created by difference of at least 30 LRV

(Light Reflectance Value) of the two surfaces/ objects and it helps everyone especially
persons with vision impairments.
Visual contrast should be provided between:
o Critical Surfaces (walls, ceiling and floor),
o Signage and background sign frame/ wall,
o Step edges and risers/ treads on steps,
o Handrails and background walls,
o Doors and surrounding walls,
o Switches/ sockets and background wall,
o Toilet fixtures and critical surfaces in toilet.
Barriers and hazards should be highlighted by incorporating colours and luminance

contrast.

13.10 EMERGENCY EGRESS/EVACUATION
Placement (accessibility) and visibility of such devices is very important. The following
is to be considered for the installation of such alarm devices; fire alarm boxes,
emergency call buttons and lit panels should be installed between heights of 800mm
and 1000mm from the furnished floor surface. These should be adequately contrasted
from the background wall and should be labelled with raised letters and should also be
in Braille.

A pre-recorded message, alerting an emergency to the control room or reception
should be installed in the telephone and this should be accessible by a hotkey on the
phone keypad. This hotkey should be distinct from the rest of the keypad.
13.11 ALERTING SYSTEMS
In emergency situations, it is critical that people are quickly alerted to the situation at
hand, for persons with disability the following needs to be considered.

Consider having audible alarms with voice instructions that can help guide them to the
nearest emergency exit. As an alternative to the pre-recorded messages, these alarms
may be connected to the central control room for on-the-spot broadcasts.

Non-auditory alarms (visual or sensory) to alert persons with hearing impairments
should be installed at visible locations in all areas that the passengers may use
(including toilet areas, etc).

Non-auditory alarms include:
Flashing beacons
Vibrating pillows and vibrating beds.
Pagers or mobile phones that give out a vibrating alarm along with a flashing light
(these may be issued to persons with vision or hearing impairments at the time of
check-in or boarding the vehicle.)
13.12 WRITTEN EVACUATION PROCEDURE
A written evacuation procedure that details the egress plan for people with disability
should be installed behind the entrance door in the accessible rest rooms. The evacuation
procedure should be detailed in large print letters that contrast strongly against the
background. Where possible, it should also incorporate raised letters and Braille. The
evacuation route should be displayed on a high contrast tactile map for benefit of persons
with vision impairments.

13.13 EMERGENCY EVACUATION ROUTE
Designate routes that are at least 1200mm wide, to ensure that a person using a
wheelchair and a non disabled person are able to pass each other along the route. The
route should be free of any steps or sudden changes in level and should be kept free
from obstacles such as furniture, coolers, AC units and flower pots.
Use Exit signage along the route. Orientation and direction signs should be installed
frequently along the evacuation route and these should preferably be internally
illuminated. The exit door signage should also be internally illuminated.
A way guidance lighting system consisting of low mounted LED strips to outline the
exit route (with frequent illuminated direction indicators along the route) should be
installed along the entire length of the evacuation route. Way guidance systems allow
persons with vision impairments to walk significantly faster than traditional overhead
emergency lighting. Moreover, emergency exit lights in green color and directional
signals mounted near the floor have been found to be useful for all people in cases
where a lot of smoke is present.
13.14 WAY GUIDANCE SYSTEM
Luminance on the floor should be 1lux minimum provided on along the centre line of
the route and on stairs.
Install clear illuminated sign above exit and also directional signage along the route.
The directional exit signs with arrows indicating the way to the escape route should be
provided at a height of 500mm from the floor level on the wall and should be internally
illuminated by electric light connected to corridor circuits.
13.15 FIRE RESISTANT DOORS
Fire resistant doors and doors used along the emergency evacuation route are
generally heavy and the force required to open these is much higher than 25 Newtons,
making it difficult for people with disability to negotiate these doors independently.
There are, however, magnetic and other types of door holders available that can be
connected to fire alarms so that they will hold the doors open normally but will release
the doors when the fire alarm is activated.
13.16 STREET DESIGN
(a) Footpath (Sidewalk)
Footpaths should be regarded as a transportation system which is connected and

continuous, just like roadways and railways. They should not be sporadically placed where

ever convenient, but instead should be provided consistently between all major attractions,
trip generators, and other locations where people walk.
Footpath should:
Be along the entire length of the road;

Have height of a standard public step riser i.e. 150 mm maximum;
Be at least 1800 mm wide;
Have non-slip surface;
Have tactile guiding paver for persons with visual impairments;
Preferably have well defined edges of paths and routes by use of different colours and
textures;
Have no obstacles or projections along the pathway. If this is unavoidable, there should
be clear headroom of at least 2200 mm from the floor level;
The minimum 1.8m (width) x 2.2m (Height) Walking Zone should be clear of all
obstructions both horizontally and vertically.
Footpath should have:
Have kerb ramps where ever a person is expected to walk into or off the pathway; and
Have tactile warning paver installed next to all entry and exit points from the footpath.
(b) Kerb Ramp
Kerb should be dropped, to be flush with walk way, at a gradient no greater than 1:10
on both sides of necessary and convenient crossing points. Width should not be less
than 1200mm. If width (X) is less than 1200mm, then slope of the flared side shall not
exceed 1:12.
Floor tactile paving- Guiding & Warning paver shall be provided to guide persons with
vision impairment so that a person with vision impairment does not accidentally walk
onto the road.
Finishes shall have non-slip surface with a texture traversable by a wheel chair.
(c) Road Intersections
Pedestrian crossings should be equipped with traffic control signal.

Traffic islands to reduce the length of the crossing are recommended for the safety of
all road users.
Warning pavers should be provided to indicate the position of pedestrian crossings for
the benefit of people with visual impairments.
Table tops (raised road level to the sidewalk height) are helpful in reducing the speed
of traffic approaching the intersection

(d) Median/Pedestrian Refuge
Raised islands in crossings should:
Cut through and level with the street; or

Have kerb ramps on both the sides and have a level area of not less than 1500 mm long
in the middle; and
A coloured tactile marking strip at least 600 mm wide should mark the beginning and
end of a median/ pedestrian refuge to guide pedestrian with visual impairments to its
location.
13.17 TRAFFIC SIGNALS

Pedestrian traffic lights should be provided with clearly audible signals for the benefit
of pedestrians with visual impairments;
Acoustic devices should be installed on a pole at the point of origin of crossing and not
at the point of destination;
The installation of two adjacent acoustic devices such as beepers is not recommended
in order to avoid disorientation;
The time interval allowed for crossing should be programmed according to the slowest
crossing persons; and
Acoustical signals encourage safer crossing behaviour among children as well.
13.18 SUBWAY AND FOOT OVER BRIDGE
Subways and foot over bridges should be accessible for people with disabilities. This may be
achieved by:
Provision of signage at strategic location;
Provision of slope ramps or lifts at both the ends to enable wheelchair accessibility ;
Ensuring that the walkway is at least 1500 mm wide;
Provision of tactile guiding and warning paver along the length of the walkway;
Keeping the walkway; free from any obstructions and projections; and
Providing for seats for people with ambulatory disabilities at regular intervals along the
walkway and at landings.
13.19 ALIGHTING AND BOARDING AREAS
All areas and services provided in the Mass Rapid Transit System (Metro/subway), bus
terminuses, etc. that are open to the public should be accessible.
13.20 APPROACH
Passenger walkways, including crossings to the bus stops, taxi stands, terminal /
station building, etc. should be accessible to persons with disabilities.
Uneven surfaces should be repaired and anything that encroaches on corridors or paths
of travel should be removed to avoid creating new barriers. Any obstructions or areas

requiring maintenance should be white cane detectable.

Access path from plot entry and surface parking to terminal entrance shall have even
surface without any steps.
Slope, if any, shall not have gradient greater than 5%. The walkway should not have a
gradient exceeding 1:20. It also refers to cross slope.
Texture change in walk ways adjacent to seating by means of tactile warning paver
should be provided for persons with vision impairment.
Avoid gratings in walks.
13.21 CAR PARK
(A) SIGNAGE
International symbol of accessibility (wheelchair sign) should be displayed at

approaches and entrances to car parks to indicate the provision of accessible parking
lot for persons with disabilities within the vicinity.
Directional signs shall be displayed at points where there is a change of direction to
direct persons with disabilities to the accessible parking lot.
Where the location of the accessible parking lot is not obvious or is distant from the
approach viewpoints, the directional signs shall be placed along the route leading to the
accessible parking lot.
Accessible parking lot should be identifiable by the International Symbol of
Accessibility. The signs should not be obscured by a vehicle parked in the designated
lot.
Vertical signs shall be provided, to make it easily visible, the sign should be at a
minimum height of 2100 mm .
(B) SYMBOL
International Symbol of Accessibility should be clearly marked on the accessible parking lot
for drivers/riders with disabilities only.
A square with dimensions of at least 1000 mm but not exceeding 1500 mm in length;
Be located at the centre of the lot; and
The colour of the symbol should be white on a blue background.
(C) CAR PARK ENTRANCE
The car park entrance should have a height clearance of at least 2400 mm.
LOCATION
Accessible parking lots that serve a building should be located nearest to an accessible
entrance and / or lift lobby within 30 meters. In case the access is through lift, the
parking shall be located within 30 meters.
The accessible route of 1200 mm width is required for wheelchair users to pass behind
vehicle that may be backing out.

(D) ACCESSIBLE CAR PARKING LOT
The accessible car parking lot should:
Have minimum dimensions 5000 mm 3600 mm;

Have a firm, level surface without aeration slabs;
Wherever possible, be sheltered;
Where there are two accessible parking bays adjoining each other, then the 1200 mm
side transfer bay may be shared by the two parking bays. The transfer zones, both on
the side and the rear should have yellow and while cross-hatch road markings;
Two accessible parking lots shall be provided for every 25 no of car spaces.
(E) DROP OFF AND PICK UP AREAS
Designated drop-off and pick-up spaces, to be clearly marked with international symbol
of accessibility.
Kerbs wherever provided, should have kerb ramps.

CHAPTER 14 - ENVIRONMENT & SOCIAL IMPACT ASSESSMENT
Chapter - 14
ENVIRONMENT & SOCIAL IMPACT ASSESSMENT
14.1 INTRODUCTION
The historic city of Ahmedabad is becoming the increasing opportunities for trade and
commerce and as a center for higher education, the population of the city is already
touching 6 million and this heavy growth continues. Being thickly populated area,
Ahmadabads traffic needs cannot be met by only road-based system. With projected
increase in the population of the city, strengthening and augmenting of transport
infrastructure has assumed urgency. For this purpose provision of Rail-based Metro
system in the city has been considered.
Metro-Link Express for Gandhinagar and Ahmedabad (MEGA) Company Ltd intends to
implement Phase 1 of the Ahmedabad Metro Rail Project with international/multilateral
funding from lending agencies like JICA. Phase 1 comprises of the revised North-South
corridor from APMC to Motera along existing railway line and the East-West corridor
from Thaltej to Vastral. The East-West corridor provides connectivity between
residential areas in the western part of Ahmedabad and Industrial areas in the eastern
part and passes through old city and Ashram Road.
The objective of the study is to facilitate the Metro Link Express for Gandhinagar and
Ahmedabad (MEGA) in preparation of EIA report as per the requirement of regulatory
agencies and funding agency JICA. The scope of EIA includes the impacts resulting from
pre-construction, construction and operation phases of E-W & N-S corridor, Depot and
sub-stations. The EIA is based on detailed field reconnaissance surveys, inventories and
available secondary information.
The MoEF, Government of India, Notification of 14th September 2006 and its amendment
enlist projects in Schedule that require environmental clearance. However as per the
said notification a metro project does not require environmental clearance from MoEF.
14.2 ANALYSIS OF ALTERNATIVES

DPR 2005: Detailed Project Report was prepared by DMRC for Gandhinager-
Ahmedabad Metro rail in the year 2005. This alignment proposed by DMRC (2005) did
not consider BRTS as it was not planned at that time. Besides recommending 43.46 km
long north south and - east west network, also suggested 53.47 km long regional rail
network. The entire DMRC network, except 3 km near Kalupur railway station, was
envisaged to be elevated. DMRC DPR provides ridership estimates with as well as
without regional rail.
DPR February 2014: Alignment of North South line was as follows: Depot at Gyaspur,
line starting from APMC to Motera along Ashram Road. However this alignment involves
diversion of underground utilities and traffic management during construction.
Proposed Alignment: Two following corridors have been identified for Ahmadabad
Metro Rail Project network (Phase 1)
a) East-West Corridor: The East-West corridor alignment covers Thaltej to Vastral

which provides east to west connectivity and passes through important nodes of
Kalupur, Ashram road, Thaltej and Industrial areas on the east of Ahmedabad.
Length of corridor is 19.435 km with 17 number of stations out of which 6.335 km
stretch is underground.
b) North-South Corridor: The proposed metro alignment provides north-south

connectivity from Motera to APMC running along existing Metre Guage railway line
and road. Length of corridor is 17.493 km (including depot connection) with 15
number of stations.
Proposed sites for Depot: It is proposed to establish one depot- cum- workshop at
Gyaspur (25.2 Hac) for North South Corridor and one depot- cum- workshop at Apparel
Park (19.5 Hac) for East West Corridor.
Power Requirements: The power requirement is for peak hour demand for traction
and auxiliary application. The power requirement for both traction and auxiliary
application will be 11.53 MVA in year 2018 for North south corridor while 23.43 MVA
for East-West corridor. It is proposed to avail power supply from M/s Torrent AEC Ltd
from its 132 kv sub-station.
Construction Period & Cost: It is proposed to complete the project in a time period of
60 months. The completion cost of the project with all taxes, escalation & land comes to
Rs 11487.00 Crore.
14.3 BASELINE ENVIRONMENTAL PROFILE OF THE PROJECT AREA

The establishment of the baseline environmental status of the project influence area
helps to predict the magnitude of impacts that are likely to be caused due to the
proposed improvements of the project road. It also helps to identify critical
environmental attributes required to be monitored during and after the proposed
developments.
Physiography: Ahmedabad is lies between 2255' & 2308' North latitude and 7230' &
7242' East longitudes with an elevation of 53 m above msl. Sabarmati River is one of
the longest rivers of Gujarat State, bifurcates the Ahmedabad city into eastern and
western parts. The state of Gujarat can be broadly classified into following three
physiographic regions i.e Mainland of Gujarat, Peninsular Gujarat and Kutch Area of
Gujarat. The district of Ahmedabad and the project area falls in Mainland Gujarat.
Geology and Mineralogy: The Gujarat state exposes rocks belonging to the Pre-
cambrian, Mesozoic and Cenozoic era. The hard rock comprises Pre cambrian
metamorphosed and associated intrusives, sedi- mantry rocks of Mesozoic and Cenozoic
eras and the traps/flows constituting Deccan volcanic of Cretaceous Eocene age. The
major portion of the Ahmedabad district is covered by recent and sub-recent
formations. The area is almost flat, covered by brown sandy and clayey soil and has a
gentle southerly and south westerly slope. The geotechnical investigation of study
shows that, the project site area is covered with deep layers recently placed alluvial
sands.
The important economic minerals available in the district are sand, kankar, gravel, brick
earth and limestone. The Sabarmati River is the main source for the production of sand,
kankar and gravel.
Soil Characteristics: The proposed project area falls in North Gujarat Region of very
deep soil to moderately deep soil. The nature of the soil in Ahmedabad district is brown
sandy and clayey soil. A major texture of the soil in the region is 'Loamy'.
Ambient Air Quality: The prime objective of baseline air quality survey was to assess
the ambient air quality of the area. Air quality monitoring was carried out at E-W and N-
E corridor by collecting 24 hourly samples for 1 day at 12 locations for parameters PM10,
PM2.5, SO2, NO2, NH3, Pb, and HC; and 8 hourly samples for 1 day at 12 locations for
Parameters CO and O3. The air quality monitoring results indicates that all parameters
were noted within the limits for residential areas except PM10 and PM2.5 because of the
road traffic.

Noise Levels: Noise levels were recorded on hourly basis for 24 hours at 12 locations in
order to have an assessment of the Day and Night time noise levels. Leq for day and
night at Sabarmati railway station exceeds the National Ambient Noise Standards for
Commercial Zone and Leq for day time at Gujarat University, Shahpur, Kalupur Railway
Station and Sabarmati exceeds the standards for commercial zone. The main source of
noise in the project area is the traffic movement on the road.
Vibration Levels: The source of the vibration is due to operation of Tunnel Boring
Machine (TBM) during construction of tunnel. Vibration induced by the metro train
during operation is mainly due to the rolling stock, track and the interaction between
them. Vibration monitoring was carried out at 12 locations at both corridors in
September 2014. Out of which 9 locations were selected on East-West corridor including
7 Archaeological Monuments at underground section (i.e Shahpur Kazi Md Chisti
Mosque, Delhi Darwaja, Qutubiddin Shah Mosque, Muhafiz Khan Mosque, Rani Rupamati
Mosque, Kalupur Darwaja and Brick Minar) and 2 locations (i.e Doordarshan Tower &
Vastral) at structures falling near to the proposed Metro corridor. 3 locations were
selected at North-South corridor (i.e, The Silver Arc apartment near Ellis Bridge,
Navrangpura near Ashram Road & Akhbar Nagar). The study has been conducted for 24
hours vibration level monitoring at each location. The field measured Vertical Vibration
level is in the range of 0.2 to 2.0 mm/s and the maximum 2.0 mm/s vibration level were
observed at Kalupur Darwaza and Navrangpura. The peak values at these locations are
because of passing of heavy vehicles on nearby road.
Archaeological Monuments: The city of Ahmedabad has plenty of archaeological and

historical monuments, which serve as the main tourist attraction destinations of the city.
As discussed at section vibration level, 7 historical monuments were studied for
anticipated impact due to proposed underground section of alignment.
As per The Ancient Monuments and Archaeological Sites and Remains (Amendment and
Validation) Act, 2010; prohibited area is an area beginning at the limit of the protected
area or the protected monument, and extending to a distance of 100 m in all directions;
and regulated area is the area beginning at the limit of the prohibited area in respect of
every ancient monument and archaeological site and remains and extending to a
distance of two hundred meters in all directions. The proposed underground section of
East-West alignment is not passing within the 100 m of prohibited area; however the
alignment is passing within the 200m of regulated area around these monuments. Prior
approval is required for construction activities in a regulated area of these monuments
from Director, Archaeology, Archaeological Survey of India, Gandhinagar.
Ecological Environment: An ecological study of the ecosystem is essential to

understand the impact due to project development activities on the existing flora and
fauna of the area. Inventory of trees was carried out along the Metro alignment &

Depots. No Protected area such as National park or Wildlife sanctuary is located within
10 km distance from the either side of both the alignment.
Flora: Total number of trees observed along the alignment, station & depots is around
1638 in which 501 number of trees at East-West alignment and 1137 at North-South
alignment. Gulmohar (Delonix religa), (Neem) Azadirachta indica and (Peepal tree) Ficus
religiosa are the most widely distributed trees along the project alignment.
Fauna: Common birds observed in the project area are pigeons, crows, pelican and
doves. The domestic animals in the project area consist of cows, bullocks, sheep, goats
and dogs.
Sensitive Receptor: sensitive receptor like school, colleges, hospitals, place of worship
within 100 m on either side of E-W and N-S alignment is workout. About 93 sensitive
receptors on East-West corridor and 42 sensitive receptors on North-South corridor
were observed.
14.4 NEGATIVE IMPACTS DURING CONSTRUCTION PHASE
The environmental hazards related to construction works are mostly of temporary

nature. Appropriate measures should be included in the work plan and budgeted for.
The most likely negative impacts related to the construction works are: -
Soil erosion: minor impact on soil erosion due to runoff from unprotected excavated
areas may result in soil erosion, especially when erodibility of soil is high. Problems
could arise from dumping of construction soils (concrete, bricks), waste materials (from
contractors camp) etc. causing surface and ground water pollution.
Traffic diversion: During construction period, partial traffic diversions on road will be
required, as most of the construction is to be carried out on the middle of the road.
Muck disposal: The construction of tunneling activity will generate about 16,03,000 m3
of muck. The muck will be transported up to nearest proposed option. Being the good
road condition in Ahmedabad, the dust generation due to transportation of muck will be
insignificant.
Trees: Total number of trees on both the alignment is 1638.

East-West corridor: 501 trees (279 at alignment & 222 at Apparel Park Depot)
North-South corridor: 1137 trees (1112 at alignment & 25 at Giyaspur Depot.
Increased water demand: The water requirement during construction of project will
be 327.50 KLD which includes labour camps, drinking and construction activities.

Labour camp: The water requirement at camps and construction site will be 63 KLD
and 20.5 KLD respectively. Waste water generation will be 66.8 KLD. Municipal solid
waste generation will be 315 Kg per day.
Loss of Historical and Cultural Monuments: No historical/cultural monuments will be

affected/ damaged as a result of the proposed development.
Construction near Archeological Structures: No Archeological Monuments are

directly affected. Some of the Archeological Monuments are close to the proposed metro
alignment near underground section. The Archaeological Monuments at underground
section of the corridor are outside prohibited area of 100 meter but passing within 200
meter of regulated area.
Ground and Surface Water: Insignificant impact will be anticipated on surface water
for the elevated section of the Metro. For underground section, as a precautionary
measure, detailed hydrological investigation will be undertaken prior to the
construction of tunnel to locate the ground water aquifer falling in the alignment of
metro tunnel and to safeguard the ground water flow wherever feasible.
Air Pollution: The monitoring results of pollutants such as NO2, SO2 and CO are much
below the national standards (NAAQS, CPCB) and dust concentrations monitored are 1.3
2.2 times higher than the standard value. Hence, dust could be the problem when the
project is under construction.
Noise Pollution: The major sources of noise pollution during construction are
movement of vehicles for transportation of construction material and the construction
machinery/equipment at the construction site. The construction activities are expected
to produce noise levels in the range of 104 - 109 dB (A) at source which decreases with
increase in distance. Exposure to noise may lead to complete hearing loss, tension,
fatigue, fast pulse/ respiration rates, dizziness & loss of balance, anger, irritation & in
extreme case nervousness.
Impact due to Vibration: Directorate General of Mines and Safety (DGMS) prescribed
permissible limit of ground vibration (INDIA). The permissible limit of ground vibration
considered here at frequency 8-25 Hz for
Domestic houses/structures -- 10 mm/s

Objects of historical importance & sensitive structures -- 5 mm/s
As per the results of vibration study, the archeological structures are at safe distance
and the there would be no vibration impact on these structures due to TBM tunneling.
However, the predicted vertical vibration above tunnel is reaches 5 mm/s which can
damage the structures. Precautionary measures needs to be taken during construction.
Health risk at construction site: Health risks include accidents due to improper
construction practice and hazard diseases due to lack of sanitation facilities (i.e., water
supply and human waste disposal).

Impact on Sensitive Receptors: About 135 numbers of sensitive receptors identified

within 100 m on either side of both the alignment. The major impacts to the sensitive
receptors are due to noise and vibration.
14.5 NEGATIVE IMPACTS DURING OPERATION PHASE
Noise Pollution: The cumulative noise on the elevated route alignment will be more
than the Noise Standards for Commercial area (National Ambient Noise Standards) of 65
db(A) due to the traffic and noise levels from the metro operations.
Vibration Impact due to train: The vibration level due to train operation will be in the
range 0.062 to 1.0 mm/s. There would be no vibration impact on any structures due to
train operation.
Water Supply and Sanitation: About 8192 KLD of water will be required for drinking,
toilet, cleaning and also for other purpose like AC, chiller etc during operation phase.
14.6 IMPACTS DUE TO DEPOT
The depot location at Apparel Park (19.5 hac) is planned for East-West corridor and at
Giyaspur (25.2 hac) for North-South metro corridor.
Water Supply: About 123 KLD of fresh water will be required at Depot for different
uses by considering train washing requirement of 500 litres per day.
Waste water: About 38.4 KLD of waste water will be generated from each Depots (
Apparel Park & Giyaspur Depot). Hence total waste water generation from both depots
will be about 76.80 KLD.
Oil Pollution: Spillage of oil & grease will be possible due to various maintenance
activities at depot.
Noise Pollution: The roughness of the contact surfaces of rail, wheel and train speed is
the factors, which influence the magnitude of rail - wheel noise. The vibration of
concrete structures also radiates noise.
Solid Waste: About 1.8 Ton per month of solid waste will be generated from the Depot.
Hence, solid waste generated from both the corridor will be 3.6 Ton per month.
Trees: About 222 numbers of trees are observed at Apparel Park Depot and about 25
trees at Giyaspur Depot. The details of tree likely to be cut and transplanted are given in
the Environmental Management Plan.
14.7 POTENTIAL POSITIVE IMPACTS OF THE PROJECT

Employment Opportunities: About 5,000 persons are likely to work during peak
period of construction activities. In operation phase about 1,388 persons (35
persons/Km length of the corridor) will be employed for operation and maintenance of
the proposed system.
Benefit to Economy: Introduction of proposed metro rail project, in Ahmedabad city

will result in the reduction in number of buses and private vehicles. This, in turn will
result in significant social and economic benefits due to reduction in fuel consumption,
vehicle operating cost and travel time of passengers. This will facilitate the movement of
people fast.
Safety: Operation of Ahmedabad Metro Rail will provide improved safety and lower the
number of accidental deaths.
Traffic Noise Reduction: An introduction of Ahmedabad Metro Rail substantially

reduces the vehicular traffic which ultimately reduces noise level.
Traffic Congestion Reduction: The proposed development will reduce journey time
and hence congestion and delay.
Reduction in the number of Vehicle Trips on the road: There will be about 46%
percent reduction in number of vehicle-kilometres trips for Business as usual Scenario.
Reduced Air Pollution: The metro is least polluting and can be classified as an
environment friendly technology since no air emissions are involved in running and
operating the metro trains. Reduction in traffic on Ahmedabad roads due to proposed
metro rail could lead to reduce air pollution.
Carbon Credits: Carbon credit revenue with present price (INR) will be 14.90 lakh,
21.60 lakh, 30.68 lakh and 41.34 lakh in year 2018, 2021, 2031 and 2043 respectively by
considering approximate 53 gm of carbon-di-oxide (CO2e) for every trip of 1 km.
14.8 ENVIRONMENTAL MANAGEMENT PLAN
Soil Erosion Control: Prior to the start of the construction, the Contractor shall submit
his schedules to the MEGA for carrying out temporary and permanent
erosion/sedimentation control works. Visual monitoring will be carried out during
construction which includes photographic records and site description data. The

construction of temporary berms, dikes, sediment basins, slope drains and use of
temporary mulches, fabrics, mats, seeding, or other control devices or methods will help
to control erosion and sedimentation.
Traffic Diversion/ Management: Traffic Diversion Plans are required in order to look
for options and remedial measures so as to mitigate any traffic congestion situations
arising out due to acquisition of road space during Metro construction. In order to retain
satisfactory levels of traffic flow during the construction period; traffic management and
engineering measures need to be taken. They can be road widening exercises, traffic
segregation, one-way movements, traffic diversions on influence area roads, acquisition
of service lanes, etc. The contractor will hire a transportation consultant that carryout
the traffic survey and suggest alternative routes for smooth flow of traffic.
Muck Disposal: About 16,03,000 cubic meters of excavated soils will be generated from
the construction of tunnel work. Muck will be disposed by adopting pre-identified
options
Vastral Gam-0.4 Million m3,
Ahmedabad Riverfront Improvement Project- 1.2 Million m3.
Accordingly cost estimate for muck disposal has been prepared. The cost required for
dumping of excavated muck will be 3589.45 Lakh.
Compensatory Afforestation: About 1638 trees are observed at alignment and Depot
locations in which 396 trees likely to be cut and 1142 trees will be transplanted. About
100 numbers of trees in depots area will remain as where it is. As per estimation, 396
trees are likely to be cut for which 3960 trees are required to be planted. The
compensation for loss of these trees works out to Rs. 87.12 Lakh @ Rs. 2200 per tree.
The cost for transplanting 1142 number of trees is about Rs. 571 Lakh @ Rs. 50,000/-
per tree. Permission will be required from the Park and Garden Department of
Ahmedabad Municipal Corporation (AMC), Gujarat for the tree cutting in the project
area.
Water Supply, Sanitation and Solid Waste Management: Requirements of drinking water
supply at station are about 6 KL/day. Raw water requirement for station is about 240-250
KL/Day. The water requirement at Depot will be 123 KLD. This shall be provided from
municipal/ground water source. Solid waste generated at station is about 38.4 cum/day.
Waste generated during and after construction will be disposed in accordance with
relevant National and State laws and Regulations.
Labour Camp: The Contractor during the progress of work will provide, erect and
maintain necessary (temporary) living accommodation and ancillary facilities for labour
to standards and scales approved by the MEGA. Safe drinking water should be provided
to the dwellers of the construction camps. The labour camps cleanliness and workers
hygiene will be monitored as a part of Labour Laws of the Country during construction

of proposed project. Deployment of labour at the construction site will be made by

following the fairer process as mentioned in civil contract agreement. The labour camps
will have facilities like Shelter at Workplace, Canteen Facilities, First aid facilities, Day
Crche Facilities, Sanitation Facilities and Solid Waste Management.
Archaeological and Historical Structure Preservation: No damage to Archeological

Monuments is anticipated. Prior to the initiation of construction, MEGA will conduct
building condition survey of structures in the vicinity of U/G alignment. This survey will
help to identify the impact on the structures during construction and operation of the
project. The management plan will include ground vibration monitoring during
construction and operation of project.
Air Pollution Control Measures: During the construction period, the impact on air
quality will be mainly due to increase in Particulate Matter (PM) along haul roads and
emission from vehicles and construction machinery. All the vehicles, machinery and
equipments to be engaged for the construction work shall be attached with the latest,
advanced pollution control measures available in the country and those shall conform to
the relevant Indian standards. Contractor shall install barriers around the open
construction sites before commencing the work. The Contractor shall sprinkle water at
construction sites to suppress dust. The Contractor shall provide a wash pit or a wheel
washing and/or vehicle cleaning facility at the exits from work sites.
Noise Control Measures: There will be an increase in noise level due to construction of
the proposed Metro corridors. The increases in levels are marginal; hence local
population will not be adversely affected. However the exposure of workers to high
noise levels especially, near the engine, vent shaft etc, need to be minimized. This could
be achieved by: Job rotation to the extent possible, Automation, Construction of
permanent and temporary noise barriers, Acoustic enclosures should be provided for
individual noise generating construction equipment and the workers exposed to noise
should be provided with protective devices.
Rubber pads to reduce track noise and ground vibrations. Noise barriers arrangement at
all station location, curves and at closely located areas will be provided so as to reduce
sound levels. The cost for noise barriers is workout as Rs. 4716.00 Lakh. Regular
greasing of tracks on sharp curves can reduce noise.
Vibration Control Measures: An actual vibration impact shall be carried out prior to
the start of construction and during the construction on the basis of detailed soil
investigation and TBM activities involved. Detailed geotechnical investigation is
required prior to the tunnel construction. By adopting good construction practices,
generation of vibration will be controlled during construction.
The estimated cost required for Building Condition Survey for surrounding structures at
tunneling area is work out to be Rs. 158 Lakh @ Rs. 25 Lakh per Kilometer.

Safety Management Measures: Prior to the construction, identification of safety

hazard would be made by Project Authority to establish the safety programmes
following rules, regulations and guidelines. These would help to avoid and reduce the
accidents. The comprehensive safety programmes will include deployment of a full time
safety engineer who will prepare safety plan/schedule for their implementation during
construction and operation.
Environmental Safeguard: The Contractor shall constitute a special group of

environmental sanitation personnel. This group shall ensure daily cleaning at work sites
and surrounding areas and maintain a register as per the approved format by the MEGA.
Sensitive Receptors: The control measures suggested at noise & vibration section will help
to reduce & control the impact substantially during construction. The noise & vibration
due to construction activities will be monitored and recorded at sensitive receptors.
Construction contractor must provide a mechanism for receiving and responding to
complaints arising due to impacts on sensitive receptors. Avoid nighttime construction
activities near sensitive receptors if possible.
Hazardous Waste Management: It shall be the responsibility of the contractor to

ensure that hazardous wastes are stored, based on the composition, in a manner
suitable for handling, storage and transport. The contractor shall identify the nature and
quantity of hazardous waste generated as a result of the project activities. Hazardous
Waste will be handled and disposed as per the Hazardous waste (M& H) Rules, 2008 and
shall be authorized with Gujarat Pollution Control Board (GPCB). The contractor shall
approach only Authorized Recyclers with GPCB for disposal of Hazardous Waste, under
intimation to the MEGA.
Energy Management: Measures to conserve energy include but not limited to the
following:
Use of energy efficient motors and pumps,

Use of energy efficient lighting,
Adequate and uniform illumination level at construction sites suitable for the task,
Proper size and length of cables/ wires to match the rating of equipment, and
Use of energy efficient air conditioner.
Utilities: These utility services like sewers, water mains, storm water drains, telephone
cables, electrical transmission lines, electric poles, traffic signals etc have to be
maintained in working order during different stages of construction by temporary /
permanent diversions or by supporting in position.

Training Programmes: The training programmes need to be conducted by the

experts, for MRTS officers. Apart from training, such programme should include
guidelines for safety, methods of disaster prevention, action required in case of
emergency, fire protection, environmental risk analysis etc. The overall cost
involved for National and International training programmes will be Rs. 138.00
Lakh.
Environmental Enhancement Measures: In addition to mitigation measures adopted for

negative impacts during construction and operation of the project, some of the measures
for improvement of environment have been undertaken, this are Landscaping &
beautification, Solar energy, Renovation of Heritage structures/religious places,
Environmental awareness programmes and Utility facilities to unprivileged people. The
cost for environmental enhancement measures has been kept as Rs. 85.00 Lakh (Lump
sum).
14.9 MANAGEMENT PLANS FOR DEPOT
Water supply: About 123 KLD of water will be required for operation and functioning of
depots. This could be either met from Municipal Corporation or through boring tube well
into the ground. The ground water will need treatment depending upon its use. Domestic
and some of the industrial application, a Reverse Osmosis (RO) plant of 8 liter/ minute
capacity will be appropriate. The estimated cost of water supply plant is about Rs.50 Lakh.
Sewage/Effluent Pollution Control: About 76.40 KLD of sewage/effluent is likely

to be generated from both depots. It will be treated by providing 100 KLD effluent
treatment plant at each depot. The sewage could be treated up to the level so that it
could be used for horticulture purpose in the campus and can be discharged into the
nearby drainage system of AMC. The estimated cost of sewage/effluent treatment
plant is about Rs.60 Lakh.
Oil Pollution Control: Oil and grease removal tank has to be installed at initial stage
of effluent treatments. This accumulated oil and grease will be disposed off through
approved re-cyclers.
Solid Waste Disposal: About 3.6 Ton per month of solid waste will be generated from the
Depot which will disposed to the Ahmedabad Municipal Corporation waste disposal sites in
accordance with relevant National and State laws and regulations.
Green belt development: The greenbelt development / plantation in the depot area
acts as pollution sink / noise barrier. It is recommended to have a provision of Rs 40
Lakh in the cost estimate for the green belt development. Treated sewage and effluent
in the best combination should be used for green belt development.

Rain water harvesting: It has been proposed to construct roof top rainwater
harvesting structure at the constructed depot site. Depot cum workshop area of 46,496
sq.m (i.e 23248x2) is available at both depots for roof top rain water harvesting. The
total recharge pit area of 10x10x3 will be required. A provision of Rs. 15 Lakh has been
kept in the cost estimate.
14.10 EMP REPORTING ARRANGEMENT AND INSTITUTIONAL STRENGTHENING
Project Implementation Agency: The responsibility of implementing environmental

mitigation measures lies with the PIA. PIA in this project will be Metro Link Express for
Gandhinagar & Ahmedabad Company Limited (MEGA).
Project Management Consultant (PMC): The PIA will get the EMP implanted through the
Project Management Consultant (PMC) appointed for managing engineering and
construction related activity.
Project Contractor: Project contractor will implement the EMP measures, enhancement
measures and measures as directed by PIA and PMC. The contractor shall submit a report
on compliance of environmental mitigation measures periodically to the PMC. The PMC
will review and approve the environmental compliance report (ECR) submitted by the
contractor and forward the ECR to PIA after approval. The PIA will then submit the ECR to
Joint Project Director (JPD), environment which after review and monitoring will submit to
Independent Monitoring Panels through the Project Director, MEGA. The Project Director
accordingly submits report to the JICA.
14.11 DISASTER MANAGEMENT
Disaster is an unexpected event due to sudden failure of the system, external threats,
internal disturbances, earthquakes, fire and accidents. To have the efficient disaster
management system, the activities should involved Preventive Action, Reporting
Procedures, Communication System, and Emergency Action Committee along with
emergency measures. The emergency measures includes Emergency Lighting, Fire
Protection system, Ventilation Shafts and Emergency Doors.
14.12 PUBLIC CONSULTATION AT PROJECT LEVEL
The project level consultations were conducted during the reconnaissance/ field visit
during second and third week of September 2014. The objective of the consultation was
to disseminate the project information and ascertain stakeholders views on probable
environmental impacts that may arise due to the proposed project. Public consultations
were organized at six locations for both the corridors. Most of the participants are
welcomed the proposed Metro work.

As part of the Public Consultations which were conducted to assess social impact of the
project, response of participants was sought on associated environmental issues. The
locations where consultations to assess social impacts were conducted are in addition to
the locations where consultations on environmental aspects were conducted.
Furthermore, Stakeholders consultation meeting was organised by MEGA, as per the

JICA requirement, on 10th November 2014 at Ellis Bridge, Gymkhana, Ahmedabad. The
purpose of the meeting was to invite suggestions and objections from the people on the
proposed Metro project in general and on Environmental and social issues in particular.
About 39 stakeholders from different organizations and communities participated in the
meeting.
14.13 ENVIRONMENTAL MONITORING PLAN
Environmental monitoring will be carried out during the construction phase and also for
at least three years after the completion of the project (Total 8 years).
Water Quality Monitoring: Water quality monitoring will be carried out as per
decision of Engineer in Charge at 17 locations during construction and 9 locations
during operation of project. The cost for water quality monitoring works out to be Rs.
21.16 Lakh.
Effluent discharge water quality monitoring will be carried out at two depot locations.
The cost required for monitoring will be workout as Rs. 12.00 Lakh.
Soil Monitoring: Soil quality monitoring will be carried out as per decision of Engineer
in Charge at 42 locations during construction and 4 locations during operation of project
i.e 2 depots and 2 dumping site. The cost for soil quality monitoring works out to be Rs.
159.84 Lakh. Also soil quality will be monitored for Muck and the cost of monitoring
will be Rs. 1.52 Lakh.
Land Subsidence: Land Subsidence during construction of tunnelling work will be

monitored by Electronic Total Station and differential GPS survey. A budgetary
provision of Rs. 14.00 Lakh has been kept for subsidence monitoring.
Air Quality Monitoring: Air quality monitoring will be carried out as per decision of
Engineer in Charge at 15 locations during construction and 8 locations during operation
of project. The cost for Air quality monitoring works out to be Rs. 59.40 Lakh.

Noise Levels Monitoring: Noise levels monitoring will be carried out as per decision of
Engineer in Charge at 15 locations during construction and 8 locations during operation
of project. The cost for Air quality monitoring works out to be Rs. 11.90 Lakh.
Vibration Levels Monitoring: Vibration levels monitoring will be carried out as per
decision of Engineer in Charge at 13 locations (7 archaeological monuments, 2 locations
vertically above U/G section, 4 sensitive locations) during construction and during
operation of project. The cost for vibration monitoring works out to be Rs. 260 Lakh.
Workers Health and Safety: Contractor will be responsible to take care of health and
safety of workers during the entire period of construction and project proponent will
review/audit the health and safety measures/plans regularly. The cost involved for
health & safety of workers will be Rs.70.20 Lakh.
Environmental Monitoring Division: It is recommended that MEGA establishes an

Environment Division at the initial stage of the project itself. The division should be
staffed with an Environmental Engineer/Officer and a Technical Assistant (environment
background). The task of the division would be to supervise and coordinate studies,
environmental monitoring and implementation of environmental mitigation measures,
and it should report directly to Project Director of the project authority. The cost
required for Environmental Monitoring Division worked out to be Rs. 311.32 Lakh.
14.14 COST ESTIMATE

The environmental costs towards implementation of environmental management plan
and mitigation measures during pre-construction, construction and operation of the
proposed project is estimated of Rs. 10513.04 Lakh.
14.15 SOCIAL IMPACT ASSESSMENT
The total length of the route is 37.928 km which include 31.593 km elevated and
6.335km underground section having 32 metro stations along the route. The proposed
metro alignment provides north-south connectivity in Ahmedabad city from APMC to
Motera Stadium running along the Ashram road on most of the sections. The other
corridor Thaltej to Vastral provides east to west connectivity and passes through
important nodes of Kalupur, Ashram road, Thaltej and Industrial areas on the east of
Ahmedabad. The stations shall be accessible from both sides of the road in order to
better serve the catchment area. Two side platforms are planned on this type of station.
The Ashram Road station is planned as an important metro interchange providing
interchange between North-South & East-West lines. The proposed metro rail has
design speed 80 kmph and schedule speed is 33 kmph East -West corridor and 33 kmph
for North-South corridor. The overall Capital Cost for the Ahemdabad metro rail
network at March 2014 price level works out to Rs. 9835 Crores including applicable
Taxes & Duties.

14.16 LAND ACQUISITION
The proposed metro rail project shall require land mainly for MRTS Structure (including
Route Alignment), Station Building, Platforms, Entry/Exit Structures, Traffic Integration
Facilities, Depots, Receiving/Traction Sub-stations, Radio Towers, Temporary
Construction Depots and work sites, Staff quarters, office complex and operation control
centre(OCC). For the above purpose the project will involve acquisition of 898191 sqm
of land. Out of the total land, 846578 sqm is Government land and 51613 sqm is private
land. Total land required for temporary acquisition is 154381 sqm which assumed that
it will be government open land.
14.17 OBJECTIVE OF SIA & RAP
The objective of Social Impact Assessment is (i)to prepare a complete inventory of

structures, affected families and persons,(ii) to identify social impacts and (iii)to
prepare Resettlement Action Plan (RAP). The SIA includes RAP is based on an integrated
and holistic approach to deal with project impacts and aims at rebuilding lives and
livelihoods of those affected as quickly as possible.
14.18 STUDY APPROACH AND METHODOLOGY
Census socio-economic survey was conducted in association with DEXTER, a local

survey agency in the corridor of impact zone to identify the affected structures,
families/persons and list out the adverse impacts of the project. The SIA which includes
RAP has been prepared in accordance with the JICA guidelines for Environmental and
Social Consideration, 2011,World Bank OP-4.12, and Right to Fair Compensation and
Transparency in land acquisition, Rehabilitation and Resettlement Act, 2013.The
methodology adopted to prepare SIA report was desk research, site visits and
information dissemination, enumeration of structure, socio-economic survey,
compilation, verification and analysis of data, public consultation at local and city level.
14.19 IMPACTS AND INVENORY OF LOSS
The project will require acquisition of 898191 sqm of land for construction of different
components. 846578 sqm of land is under government possession and remaining 51613
sqm of land is under private ownership. Total 1047properties will be affected out of
which 548 are residential, 351 commercial including one industrial establishment, 144
residential cum commercial. There are 1047 affected families consisting 3597 persons.
Out of the total families, 499 PAFs are titleholders and 544 are non-titleholders. About

36 other structures are likely to be affected which consist of 11 religious structures, two
public toilets, two educational and two health centres and five bus stops.
14.20 SOCIO-ECONOMIC PROFILE
The socio-economic survey results indicate that sex ratio is 745 female per 1000 males.
Majority of the surveyed families are Hindu followed by Muslim. Majority of families
speak Gujarati as mother tongue followed by people who speak Hindi. Majority of
surveyed family members are married. Majority of families are found as nuclear. About
85% of surveyed people are literate and majority of them have studied up to primary
and higher secondary level. Average family income is Rs.9918/- per month and
expenditure is Rs.8200/-.Majority of surveyed persons are engaged in private service.
14.21 PUBLIC CONSULTATION
Public consultations were organised at 10 project affected areas namely Aparel Park(2),
Vastral, Amraiwadi, Gandhi Bridge(2), Vastral Gam, Gyaspur Depot, Ranip Cross Road,
and AEC Circle during September-October, 2014. About 232 persons who represent
different community and society participated in the consultation process at community
level. The major social issues raised by the people were land acquisition, demolition of
structures, displacement, compensation, job opportunities, working women,
infrastructure facilities like drinking water, health, school, and relocation of religious
places and social amenities at R&R sites. A local stakeholders consultation meeting was
organised by MEGA at city level on 10th November 2014.About 30 stakeholders from
different sectors attended in the meeting.
14.22 RESETTLEMENT POLICY AND LEGAL FRAMEWORK
Compensation for land acquisition, resettlement and rehabilitation shall be considered

as per Right to Fair Compensation and Transparency in land acquisition, Rehabilitation
and Resettlement Act, 2013(RTFCTLARR Act) and JICA guidelines for environmental and
social consideration. A Project Resettlement Policy has been prepared based on
RTFCTLARR Act and JICA Involuntary Resettlement Policy. MEGA on behalf of
Government will use the Project Resettlement Policy (the Project Policy) for the
Proposed Ahmedabad Metro Rail Project (Phase-1). The Project Policy is aimed at filling-
in any gaps in what local laws and regulations cannot provide in order to help and
ensure that PAPs are able to rehabilitate themselves to at least their pre-project
condition.
14.23 INSTITUTIONAL ARRANGEMENT

MEGA is overall responsible for implementation of resettlement and rehabilitation

component of the project. MEGA will coordinate with all implementing agencies like
PMC, NGO,R&R and Implementation Support Consultant and supervise their work and
monitor the progress of the project. Social Management Unit (SMU) of MEGA shall look
after land acquisition and rehabilitation activities of the project. The responsibility of
NGO will be assisting SMU of MEGA in implementation of R&R activities. The
implementation of resettlement and rehabilitation activities will be monitored through
Quarterly Progress Reports (QPR) which will be prepared by SMU of MEGA with the
assistance of NGO. A consultant will be appointed by MEGA to assist in the R&R
implementation process. Grievances of PAPs will be first brought to the attention of field
level staffs of MEGA. Grievances not redressed by the staffs (field level) will be brought
to the Grievance Redressal Committee (GRC). The composition of the proposed GRC will
have representatives from PAPs, women representative, Project Director (MEGA),
Sr.SDO, SMU of MEGA, NGO representative, representative of local body, and Land
Acquisition Officer. The main responsibilities of the GRC are to: (i) provide support to
PAPs on problems arising from land/property acquisition; (ii) record PAPs grievances,
categorize, and prioritize grievances and resolve them; (iii) immediately inform the SMU
of serious cases; and (iv)report to PAPs on developments regarding their grievances and
decisions of the GRC.
14.24 RELOCATION AND RESETTLEMENT SITE
MEGA has indicated probable sites for rehabilitation of affected families at six locations
namely (i)Chandkheda,(ii)Vastral,(iii)Bodakdev(iv)Thaltej,(v)Vivekanand Mill,and (vi)
Nutan Mill. The PAFs losing residential units shall be offered tenements of 36.5 sqm by
AMC and PAFs losing commercial units shall be offered by MEGA.
14.25 IMPLEMENTATION SCHEDULE
The R&R activities of the proposed project are divided in to three broad categories
based on the stages of work and process of implementation. In the project preparation
stage, identification of required land for acquisition, census & socio-economic survey,
public consultation, preparation and review/approval of draft RAP, disclosure of RAP,
establishment of GRC and preparation of resettlement site shall be carried out. Activities
like notification of land acquisition, valuation of structure, payment by competent
authority, shifting of PAPs shall be taken up during RAP implementation. During
monitoring and evaluation stage internal monitoring will be carried out by MEGA and
mid and end term evaluation will be carried out by an independent evaluation agency.
14.26 INCOME RESTORATION

Restoration of pre-project levels of income is an important part of rehabilitating in

affected communities. The project policy of MEGA has many provisions in it for
restoration of income of affected persons with an aim of improving the socioeconomic
conditions of PAPs. In addition to this, the project will facilitate in taking full advantage
of existing government schemes by the affected persons. The NGO will coordinate with
various departments to integrate with over all project scenarios. The project has
provision of training to upgrade the skill level and one time economic rehabilitation
grant to vulnerable families in re-establishing themselves economically.
14.27 COST ESTIMATE
The budget is indicative and cost will be updated and adjusted to the inflation rate as the
project continues and during implementation. The total cost of proposed metro rail
project for resettlement and rehabilitation of project affected families would be
Rs.6020.091 lakh. However in the cost estimate chapter cost is estimated on higher
side keeping in view that more social impact may occur at the time of precise
implementation.
14.28 MONITORING AND EVALUATION
Implementation of resettlement action plan will be monitored by internally and

evaluated by externally. MEGA will be responsible for internal monitoring whereas mid
and end term evaluation will be conducted by independent evaluation consultant. The
SMU of MEGA is responsible for supervision and implementation of the RAP and will
prepare monthly progress reports on resettlement activities. Independent Evaluation
Agency/Consultant will submit mid and end term evaluation report to MEGA and
funding agency determine whether resettlement goals have been achieved, more
importantly whether livelihoods and living standards have been restored/ enhanced
and suggest suitable recommendations for improvement.

CHAPTER 15 - SECURITY MEASURES FOR A METRO SYSTEM
Chapter -15
SECURITY MEASURES FOR A METRO SYSTEM
15.1 INTRODUCTION
Metro is emerging as the most favoured mode of urban transportation system. The
inherent characteristics of metro system make it an ideal target for terrorists and
miscreants. Metro systems are typically open and dynamic systems which carry
thousands of commuters. Moreover the high cost of infrastructure, its economic
impotence, being the life line of city high news value, fear & panic and man casual ties
poses greater threat to its security. Security is a relatively new challenge in the context
of public transport. It addresses problems caused intentionally. Security differs from
safety which addresses problems caused accidentally. Security problems or threats are
caused by people whose actions aim to undermine or disturb the public transport
system and/or to harm passengers or staff. These threats range from daily operational
security problems such as disorder, vandalism and assault to the terrorist threat.
15.2 NECESSSITY OF SECURITY
It is well known that public transportation is increasingly important for urban areas to
prosper in the face of challenges such as reducing congestion and pollution. Therefore,
security places an important role in helping public transport system to become the mode
of choice. Therefore, excellence in security is a prerequisite for Metro system for
increasing its market share. Metro railway administration must ensure that security
model must keep pace rapid expansion of the metro and changing security scenario.
15.3 THREE PILLARS OF SECURITY
Security means protection of physical. Human and intellectual assets either from
criminal interference, removal of destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. There are three important pillars of
security as mentioned under:
(i) The human factor;

(ii) Procedures; and
(iii) Technology

Staff engaging with the passengers creates a sense of re-assurance which cannot fully be
achieved by technology. For human factor to be more effective staff has to be qualified,
trained, well equipped and motivated. They should be trained, drilled and tested. The
security risk assessment is the first step for understanding the needs and prioritizing
resources. The organization of security should be clear and consistent. Security
incidents, especially major ones, often happen without warning. Emergency and
contingency plans must be developed communicated and drilled in advance.
There are number of technologies which can be used to enhance security e.g.
surveillance systems. The objectives of the security systems are to differ i.e., making
planning or execution of on attack too difficult, detect the planned evidence before it
occurs deny the access after in plan of attack has been made and to mitigate i.e. lessen
the impact severity as the attack by appropriate digits.
15.4 PHASES OF SECURITY
There are three phases of security as under:
(i) Prevention
These are the measures which can prevent a security incidence from taking place. These
can be identified by conducting a risk assessment and gathering intelligence. Prevention
begins with the daily operational security -problems. Uncared for dirty, damaged
property is a breeding ground for more serious crime.
(ii) Preparedness
Plans must be prepared to respond to incidents, mitigate the impact. Train staff
accordingly and carry out exercises. The results of the risk assessment give a basis for
such plans.
(iii) Recovery
Transport system must have laid down procedures/instructions for the quick recovery
of normal service after an incident. Recovery is important for the financial health of the
operation, but it also sends a clear message to public, it reassures passengers and gives
them confidence to continue using the system. Communication is key to the quick
restoration after such incidents. Restoration should ^also include an evaluation process
for the lessons learnt.

15.5 RESPONSIBILITIES AND PARTNERSHIPS
Security is a sovereign function and hence is the responsibility of the state. Security in
public requires clear governance. Responsibility should be clearly defined. In Gujarat
State, security would be the responsibility of the state govt.
Appropriate security agency would be nominated by MEGA before actual operations to

take care of safety & security system for the entire networks in terms of human safety
and protection of assets to avoid sabotage.
15.6 PROPOSED PROVISIONS FOR SECURITY SYSTEM
1. CCTV coverage of all metro stations. With a provision of monitoring in the Station
Security Room as well as at a Centralized Security Control Room with video wall,
computer with access to internet TV with data connection, printer and telephone
connection (Land Line and EPBX) for proper functioning, cluster viewing for
stations. Cost of this is included in Telecom estimate.
2. Minimum one Baggage Scanners on all entry points (1 per AFC array). Additional
requirement of baggage scanners at heavily crowed stations i.e at interchange may
also be required. Cost is Rs.1.65 Lacs approximately, 0n 2014 prices.
3. Multi-zone Door Frame Metal Detector (DFMD) minimum three per entry (2 per
AFC array). The number can increase in view of the footfall at over crowed stations.
Cost of one Multi-zone DFMD is Rs 2.15 Lacs approximately.
4. Hand held Metal Detector (HHMD) as per requirement of security agency, minimum
two per entry, which varies from station to station with at least 1.5 per DFMD
installed at the station. Cost of one HHMD is Rs 7500/- approximately at 2014
prices.
5. Bomb Detection Equipments with modified vehicle as per requirement of security

agency. One BDS team per 25 - 30 station will be required at par with present
criteria of MEGA. Cost is Rs. 1.25 crores including vehicle.
6. Bomb Blanket at least one per station and Depots. Cost is Rs. 50,000/- per bomb
blanket.
7. Wireless Sets (Static and Hand Held) as per requirement of security agency.
8. Dragon light at least one per station and vital installation.
9. Mobile phones, land lines and EPBX phone connections for senior security officers
and control room etc.

10. Dog Squads (Sniffer Dog), at least one dog for 4 metro stations which is at par with
current arrangement of Ahmedabad Metro. Cost of one trained sniffer dog is Rs.
1.25 Lacs approximately. Dog Kennels alongwith provision for dog handlers and MI
room will also be provided by metro train depot administration including land at
suitable places line wise.
11. Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate of
metro train depot administration metro station.
12. Bullet proof jackets and helmets for QRTs and riot control equipments including
space at nominated stations. One QRT Team looks after 5-6 metro stations as per
present arrangement. One QRT consist of 5 personnel and perform duty in three
shifts.
13. Furniture to security agency for each security room, and checking point at every
entry point at stations. Scale is one office table with three chairs for security room
and office of GO and one steel top table with two chairs for checking point.
14. Ladies frisking booth - 1 per security check point (AFC Arrey)
Wooden Ramp - 1 per DFMD for security check points.
15. Wall mounted/ pedestal fan at security check point, ladies frisking booth and bullet
proof morcha, as per requirement.
16. Physical barriers for anti scaling at Ramp area, low height of via duct by providing
iron grill of appropriate height & design/concertina wire.
17. Adequate number of ropes. Queue managers, cordoning tapes, dragon search lights
for contingency.
18. Iron grill at station entrance staircases, proper segregation of paid and unpaid by
providing appropriate design grills etc.
19. Proper design of emergency staircase and Fireman entry to prevent unauthorized
entry.

CHAPTER 16 DISASTER MANAGEMENT MEASURES
Chapter - 16
DISASTER MANAGEMENT MEASURES
16.1 INTRODUCTION
Disaster is a crisis that results in massive damage to life and property, uproots the physical
and psychological fabric of the affected communities and outstrips the capacity of the local
community to cope with the situation. Disasters are those situations which cause acute
distress to passengers, employees and outsiders and may even be caused by external
factors. As per the disaster management act, 2005 "disaster" means a catastrophe, mishap,
calamity or grave occurrence in any area, arising from natural or manmade causes, or by
accident or negligence which results in substantial loss of life or human suffering or damage
to, and destruction of, property, or damage to, or degradation of, environment, and is of such a
nature or magnitude as to be beyond the coping capacity of the community of the affected
area. As per world health organisation (who):
Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary response
from outside the affected community or area.
A disaster is a tragic event, be it natural or manmade, which brings sudden and immense
agony to humanity and disrupts normal life. It causes large scale human suffering due to
loss of life, loss of livelihood, damages to property and persons and also brings untold
hardships. It may also cause destruction to infrastructure, buildings, communication
channels essential services, etc.
16.2 NEED FOR DISASTER MANAGEMENT MEASURES
The effect of any disaster spread over in operational area of Ahmedabad Metro is likely to
be substantial as MEGA deals with thousands of passengers daily in underground tunnels,
viaducts and stations. Disaster brings about sudden and immense misery to humanity and
disrupts normal human life in its established social and economic patterns. It has the
potential to cause large scale human suffering due to loss of life, loss of livelihood, damage
to property, injury and hardship. It may also cause destruction or damage to infrastructure,
buildings and communication channels of Metro. Therefore there is an urgent need to
provide for an efficient disaster management plan.

16.3 OBJECTIVES:
The main objectives of this Disaster Management Measures are as follows:
Save life and alleviate suffering.

Provide help to stranded passengers and arrange their prompt evacuation.
Instill a sense of security amongst all concerned by providing accurate information.
Protect Metro Rail property.
Expedite restoration of train operation.
Lay down the actions required to be taken by staff in the event of a disaster in MEGA
in order to ensure handling of crisis situation in coordinated manner.
To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is
important that these officials and workers are adequately trained in anticipation to
avoid any kind of confusion and chaos at the time of the actual situation and to enable
them to discharge their responsibilities with alertness and promptness.
16.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THE DISASTER

MANAGEMENT MEASURES
Metro specific disasters can be classified into two broad categories e.g.: Man-made and
Natural.
a. Man Made Disaster
1. Terrorist attack
2. Bomb threat/ Bomb blast
3. Hostage
4. Release of Chemical or biological gas in trains, stations or tunnels
5. Fire in metro buildings, underground/ elevated infrastructures, power stations,
train depots etc.
6. Train accident and train collision/derailment of a passenger carrying train
7. Sabotage
8. Stampede
b. Natural Disaster
1. Earthquakes
2. Floods

16.5 PROVISIONS UNDER DISASTER MANAGEMENT ACT, 2005
A. The National Disaster Management Authority (NDMA)

Establishment of National Disaster Management Authority:-
(1) With effect from such date as the Central Government may, by notification in the
Official Gazette appoint in this behalf, there shall be established for the purposes of
this Act (The Disaster Management Act, 2005), an authority to be known as the
National Disaster Management Authority.
(2) The National Authority shall consist of the Chairperson and such number of other
members, not exceeding nine, as may be prescribed by the Central Government and,
unless the rules otherwise provide, the National Authority shall consist of the
following:-
(a) The Prime Minister of India, who shall be the Chairperson of the National
Authority, ex officio;
(b) Other members, not exceeding nine, to be nominated by the Chairperson of the
National Authority.
(3) The Chairperson of the National Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of the
National Authority.
(4) The term of office and conditions of service of members of the National Authority
shall be such as may be prescribed.
B. State Disaster Management Authority:

Establishment of State Disaster Management Authority:-
(1) Every State Government shall, as soon as may be after the issue of the notification
under sub-section (1) of section 3, by notification in the Official Gazette, establish a
State Disaster Management Authority for the State with such name as may be
specified in the notification of the State Government.
(2) A State Authority shall consist of the Chairperson and such number of other
members, not exceeding nine, as may be prescribed by the State Government and,
unless the rules otherwise provide, the State Authority shall consist of the following
members, namely:-

(a) The Chief Minister of the State, who shall be Chairperson, ex officio;
(b) Other members, not exceeding eight, to be nominated by the Chairperson of the
State Authority;
(c) The Chairperson of the State Executive Committee, ex officio.
(3) The Chairperson of the State Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of the
State Authority.
(4) MEGA would abide by the constitutional delegation stated under para 3 as above.
(5) The term of office and conditions of service of members of the State Authority shall
be such as may be prescribed.
C. Command & Control at the National, State & District Level

The mechanism to deal with natural as well as manmade crisis already exists and that it
has a four tier structure as stated below:-
(1) National Crisis Management Committee (NCMC) under the chairmanship of Cabinet
Secretary
(2) Crisis Management Group (CMG) under the chairmanship of Union Home Secretary.
(3) State Level Committee under the chairmanship of Chief Secretary.
(4) District Level Committee under the Chairmanship of District Magistrate.
All agencies of the Government at the National, State and district levels will function in
accordance with the guidelines and directions given by these committees.
D. Plans by Different Authorities at District Level and their Implementation
Every office of the Government of India and of the State Government at the district level
and the local authorities shall, subject to the supervision of the District Authority:-
(a) Prepare a disaster management plan setting out the following, namely:-
(i) Provisions for prevention and mitigation measures as provided for in the District
Plan and as is assigned to the department or agency concerned;

(ii) Provisions for taking measures relating to capacity-building and preparedness as

laid down in the District Plan;
(iii)The response plans and procedures, in the event of, any threatening disaster
situation or disaster;
(b) Coordinate the preparation and the implementation of its plan with those of the other
organizations at the district level including local authority, communities and other
stakeholders;
(c) Regularly review and update the plan; and
(d) Submit a copy of its disaster management plan, and of any amendment thereto, to the
District Authority.
16.6 PROVISIONS AT METRO STATIONS/OTHER INSTALLATIONS
To prevent emergency situations and to handle effectively in case one arises there needs to
be following provisions for an effective system which can timely detect the threats and help
suppress the same.
(A) Fire Detection and Suppression System

(B) Smoke Management
(C) Environmental Control System (ECS)
(D) Tunnel Ventilation System
(E) Track-Way Exhaust System (TES)
(F) Station Power Supply System
(G) Dg Sets & Ups
(H) Lighting System
(I) Station Area Lights
(J) Tunnel Lighting
(K) Tunnel Lighting Control From Bms
(L) Seepage System
(M) Water Supply And Drainage System
(N) Sewage System
(O) Any Other System Deemed Necessary
The above list is suggestive not exhaustive actual provisioning has to be done based on site
conditions and other external and internal factors.

16.7 PREPAREDNESS FOR DISASTER MANAGEMENT
Being a technological complex system worked by new set of staff, with a learning curve to
improve and stabilize with time, intensive mock drills for the staff concerned is very
essential to train them to become fully conversant with the action required to be taken
while handling emergencies.
They also need to be trained in appropriate communication skills while addressing
passengers during incident management to assure them about their well being seeking their
cooperation.
Since learning can only be perfected by doing the following Mock Drills are considered
essential:
a. Fire Drill
b. Rescue of a disabled train
c. Detrainment of passengers between stations
d. Passenger evacuation from station
e. Drill for use of rescue & relief train
f. Hot line telephone communication with state disaster management authority.

CHAPTER 17 MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS
Chapter - 17
MULTI MODAL TRAFFIC INTEGRATION
AT METRO STATIONS
17.1 BACKGROUND
The proposed metro in Ahmedabad has two corridors totaling 37.72 km and 32 stations,
including terminal stations. It traverses across the city in the north-south and east-west
direction and along its path covers many important origins and destinations. However, its
reach will not be enough to reach all origins and destinations. Fortunately, Ahmedabad has
planned for a multi-modal system, where the proposed metro complements the existing BRTS
and AMTS services. The need is now to ensure that people have safe, comfortable and secure
access to the above modes as well as seamless integration facilities.
Ahmedabad has already planned for a network of 116 km of BRTS across the city. This is
expected to carry over 5 lakh passengers daily. At present, 67 km is operational with a
ridership of 1.4 lakh. The remaining 49 km is under construction and is expected to be
completed in stages by 2015.
The AMTS, which is a much older service, has a fleet of close to 800 buses and operates over
150 routes. It has a daily ridership of close to 7 lakh. As the BRTS expands, the AMTS routes
are being rationalized to avoid major overlaps and expand into new, upcoming suburbs of
Ahmedabad. They are also expected to act as feeders to the BRTSand AMTS. A new proposal
by the AMTS calls for moving away from the traditional destination oriented services to
direction based services. Accordingly, new routes have been proposed, consisting of 16
radial and 3 ring routes, running at high frequency.
The Centre of Excellence in Urban Transport, CEPT University has been commissioned by
MEGA to undertake a study on last mile connectivity for proposed metro corridor. The Last
Mile Connectivity refers to the provision of travel service from home or workplace to the
nearest public transportation mode. A trip is considered as the entire journey between origin
and destination. Commuters may utilize and combine different modes of transport for the
entire trip. Metro or BRTS may cater to a majority of this kind of trip, but commuters always
need to complete the access and egress part on their own.

Figure 1: Components of trip
Map 1: Proposed Metro corridor

The map above shows the metro corridors proposed in phase 1. Along with the BRTS and
AMTS, it is expected that the mode share of public transit in Ahmedabad will increase from
the present 15% to 53% by 2043. However, there is a need to ensure that these three
systems are integrated in such a manner that the commuter gets benefit of single trip
through fare integration as well enjoys a seamless physical transition from one mode to
another. Along with this, there is a need to ensure that last mile connectivity through
pedestrian and bicycle facilities are enhanced.

This chapter will look at concepts of last mile connectivity along with multi-modal
integration, and identify key interchange locations that need to be identified in Ahmedabad
keeping in mind present and future demand and potential.
The cost requirement for such facilities would also be estimated at block costs level to get
an idea of the funds required.
17.2 AIM AND OBJECTIVES

The aim of this study is to suggest measures to increase last mile connectivity for metro
users and to integrate metro with other modes of transit. The specific objectives are:
To suggest measures that provide local destinations with safe, comfortable and convenient
accessibility to Metro stations
To propose design guidelines for local street environment
To propose conceptual designs that will maximize benefits and efficiency of interchanges
17.3 CURRENT ISSUES

Last mile connectivity actually impacts on overall ridership and usage of any mass transit
system. It is essential to provide or improve last mile connectivity and link them for ease of
access for users. Even if street infrastructure that comprises of last mile connectivity falls
outside Metro or BRTs jurisdiction and control, they remain critical components of an
effective public transportation. The easier it is to access the Metro or BRT, the more likely
people are to use it. Data from the BRTS shows that 65% of its commuters walk to and fro
from its stations. It also means that access beyond the initial 400-500m is not comfortable
enough to attract people onto the BRTS.The unavailability of this type of service is one of
the main restraints to the use of public transport in urban areas.
17.4 METHODOLOGY
Currently, the default solutions to the LMC are walking, taking an auto, driving a private
vehicle or taking a ride. This can be integrated with other mode of travel as well as feeder
services. This perception put last mile connectivity at different levels. These levels can be
identified in three different stratums.
1. The access to the station can be improveddrastically by creating better pedestrian and NMT
infrastructure around the station area. The planning of such street infrastructure can be
done through Local Area Access Plan. (LAAP)
2. The connectivity for mass transit system can be expanded by providing dedicated
integrated feeder systems to the surrounding areas. Providing integrated feeder services to
the stations as well as integrating with the existing public transport network will expand
the catchment and accessibility of the stations
3. Integration of NMT, para transit, feeder services and other public transport modes with
metro stations is possible by planning and designing seamless interchange stations which
facilitates physical integration of different access or egress modes.

Walk Local Area

Access Plan
Cycle
Last mile Feeder system/ Integrated

connectivity Public transport Feeder services
IPT
Seamless
Private vehicle Interchanges
Figure 2: Different aspects of Last Mile Connectivity
The study will look at each metro station and the surrounding area in detail. The land use
for a distance of 500m from the corridor has been surveyed to understand nature of
existing development. All prominent activities such as schools, colleges, hospitals, malls etc.
will be mapped to ensure that the LAAP caters to all of them. At the same time, for each
station, feeder services in the form of BRTS and AMTS will be identified. Each metro station
will be classified in terms of level of the interchange, which will be finalized based on the
number of modes and frequency of services.
17.5 LOCAL AREA ACCESS PLAN

The basic level of connectivity for any mass transit system would be linking local areas to
the nearest mass transit station. The concept of Ahmedabad Local Area Access Plan
(ALAAP) has already been proposed as part of developing Bus Rapid Transit System for the
city of Ahmedabad which also can be applied for last mile connectivity for Metro corridor.
LAAP identifies the road network along the Metro corridor that should be taken up for
pedestrian and NMT improvement.
17.5.1 Introduction to LAAP

LAAP is a plan that links local areas around transit stations with nearest mass transit facility
through attractive and well-designed NMT Infrastructure. LAAP is a context sensitive
planning project that is tailored to meet the following needs of the pedestrians and bicycle
users in the context of Ahmedabad. It will have the following objectives:
To connect NMT users to mass transit stations and from mass transit stations to final
destinations
To ensure the safety of pedestrians and bicycle users
To enhance the connectivity between various origins and key destinations through safe and
well-connected street networks for NMT users

17.5.2 Benefits of LAAP

LAAP provides a safe, direct and convenient pedestrian connectivity to public transit, to
various amenities like schools, collages, hospitals, recreational places and local market
areas and major landmarks. The direct benefits are listed below:
Improved pedestrian and bicycle accessibility to public transport system (Ahmedabad
Metro)
Improved pedestrian and bicycle access to important destinations like, jobs, schools,
collages, recreational areas, local markets, hospitals, religious places and commercial
activities
Improved existing pedestrian and bicycle infrastructure through context sensitive street
design solutions, appropriate implementation and enforcement plan
Facilitating pedestrians and bicycle users at interchanges by providing excellent and
seamless physical connection
Special focus on improving pedestrian and bicycle connectivity and accessibility to parks,
water fronts and other recreational places around the Ahmedabad city
Increasing pedestrian and bicycle safety at intersections through appropriate traffic calming
measures and traffic management system
Direct, safe and convenient pedestrian access to on street economic activities
Managing the local pedestrian and bicycle access to local on street markets by efficient and
pragmatic street design
The indirect benefits are listed below:

Walking and bicycling are non-polluting travel modes and costs nothing to the user. More
walking and cycling improves the overall quality of life.
Reduced dependence on private vehicles for short and local trips by enhancing high quality
and marvelous walking and bicycling environment
Ahmedabad city will be livable and walkable through LAAP
Ahmedabad Local Area Access Plan will serve as the feeder links as it incorporates easily
available modes for travel, time and cost incurred for last mile connectivity and ease of
walking to and from public Transit stations and other Interchanges
Ahmedabad Local Area Access plan is an opportunity to improve pedestrian and bicycle
access and connection to public transit service and to other key destination. This clearly
indicates that, in future, LAAP has potential to maximize the public transit ridership as well
as to increase the overall mode share of pedestrians and bicycle users.
17.5.3 Identifying streets in LAAP

The methodology of the network selection is completely based on the spatial distribution of
amenities, public transit network, and transit infrastructure and land use characteristics.
The following steps are taken to finalize the LAAP network.
Define the area for LAAP
Define boundary as per local context
Collect and analyze characteristics of streets, transport, activity pattern and land use

Map activities
Map important amenities, key destinations of trip generators and land use characteristics
Overlap existing and proposed public transit facilities (Bus Rapid Transit corridors, Bus
stations, local feeder bus service network, Metro, Light Rail Transport or other if any)
Connect with nearest transit facility
Identify streets that directly connects the important amenities or key destinations with the
nearest public transit facility (BRT corridor or BRT Bus Station, Local feeder bus service
routes, Metro, etc.)
Connect amenities
Identify local street network to provide direct and shortest distance travel routes to
interconnect the amenities along with connection to the public transit facility
Complete the network
Highlight the missing links and complete the street network to enhance the connectivity,
consistency and accessibility within the neighbourhood through Local Area Access Plan
Identify special cases
Identify the special scenarios where different and innovative solution can be applicable
17.5.4 LAAP for Metro Stations.

LAAP for each metro station is proposed by adopting the methodology developed for
preparing LAAP. Area defined for preparing the LAAP is taken between 500-750 m from the
metro station. The LAAP network also takes in to consideration nearby BRT station to be
connected. Along with assessment of activities, landuse assessment is also carried out
before preparing LAAP. Detailed description of land use and LAAP is described below.
East West Corridor: Thaltej to VastralGam(19.1 km - 12.76 km Elevated and 6.33km
Underground)
North South Corridor: Motera Stadium to APMC (18.62 Km)
17.5.4.1East West Corridor: Thaltej to VastralGam

Thaltej to Doordarshan Kendra
The corridor starts with the metro station near Thaltej. Thaltej Junction is terminal for
western part of East West corridor. The corridor has a 30m right of way. The major land
use along the corridor is institutional and health care buildings in south with Udgam School,
Sardar Patel Institute of Economic Research, Trinity health care, SAAL hospital on corridor
edge. Centre for Environment Education, Doordarshan Kendra, Goyal intercity residential
colony, Acropolis mall, dense residential area in north and Drive in Cinema being many of
other important destinations are located in the walkable peripheral range of the corridor.
Buildings along the corridor are moderately high with three to four floors except SAAL
Hospital which is ten floor high and Goyalresidency with six floors.

The Thaltej terminal intersects at S.G. Highway which connects to Gandhinagar in north and
andSarkhej in south direction. This road being one of the major commercial centres, it is
expected to attract many passengers from this area. This part of the corridor also intersects
at major arterial road leading to Sattadhar cross road in the north and Prahladnagar area in
the south.
Map 2: Land use from Thaltej to Doordarshan Kendra
The map below shows how LAAP will connect important origins and destinations in this
area.
Map 3 LAAP network around Thaltej and Thaltej metro station

Doordarshan Kendra to Gurukul Road
The length of this stretch from Doordarshan Kendra to Gurukul road is approximately 1 km
having 30m right of way. This area serves as major commercial centre of the city with
Himalaya mall, Ginger hotel and Maruti complex. Along with commercial activities,
institutes like Swaminarayan Gurukul and Asia high school are also located on the road
edge. SKUM School and Maharaja AgrasenVidyalaya are also located in 500m peripheral
range of the corridor. A high rise residential colony called Indraprastha towers is also
located along the corridor. Behind the road edge on north side of the corridor, dense
residential area exists. There are government buildings like Gujarat BahumaliBhavan and
government staff quarters also located along the corridor. A leading hospital named Sterling
is also located in the peripheral range of the corridor along with many other clinics and
hospitals. Buildings along the corridor are having more than five floors, where Indraprastha
being the tallest with ten floors. An arterial road intersects the corridor at Gurukul junction,
which leads to Bhuyangdev char rasta.
Map 4 Land use from Doordarshan Kendra to Gurukul Road
The map below shows the LAAP for this stretch.

Map 5 LAAP network around Doordarshan Kendra metro station
Gurukul Road to Gujarat University
The corridor from Gurukul road to Gujarat University road is having an approximate length
of 0.9km with 30m existing right of way. The corridor serves majority of Gujarat University
land area along and MemnagarGamtal on north direction in the peripheral area. Public
amenities like Gujarat convention centre, Mahatma Gandhi Labour Institute, ApangManav
Mandal and temporary exhibition space in University ground creates the location as prime
space. Number of commercial activity in form of small shops and even in the form of
commercial buildings like R3 mall exists along the corridor and within peripheral area.
During festival season Navratri also organized by Government of Gujarat in Gujarat
University ground. The health care facilities are also located near Helmet junction. Buildings
along the corridors are four to five floors high.
This part of the corridor intersects with 132 ring road which is also the BRTS corridor.
Helmet cross roads will be the interchange location for public transportation and thus will
be serving as important destination along metro corridor.

Map 6 Land use from Gurukul Road to Gujarat University

The map below shows the proposed LAAP for this stretch.
Map 7 LAAP network around Gurukul road metro station
Gujarat Universityroad to Commerce six roads
The stretch fromGujarat University to Commerce six roads is 1 km in length with 26 to 30 m

existing right of way. This stretch is the nearest destination to the Gujarat University and
other colleges and is thus a very important destination along metro corridor. Prime
institutions like CEPT University, B.K. School of management, L.M. School of Pharmacy and
L.D. Engineering College are located within walkable range of the corridor. It is surrounded
by commercial activity along the corridor and residential colonies and societies in the
peripheral range. Students hostel areas, government office like HUDCO office and Audit
Bhavan are also located in the 500m peripheral range of the corridor. Majority of the
buildings are having height of four to five floors. Collector roads from neighbourhood areas

intersect the corridor. These roads are lead to dense residential areas. The BRTS corridor
terminates at L.D. Engineering College and is within walkable range of the metro corridor.
Map 8Land use from Gujarat University to Commerce six roads
Map 9 LAAP network around Gujarat University and Commerce Six Roads metro stations
Commerce Six Road to Stadium

The length between Commerce six roadsto stadium is approximately 1 km with 18 to 24m
right of way. The major land use along the corridor includes commercial, residential,
recreational as well as institutional. This corridor and its peripheral area have balance of
mixed land use. The corridor is surrounded with Gujarat Sport complex, health care
facilities including Samved hospital, Nidhi multispecialty hospital, MRI centre,

Vedanthospital, H.L. College of commerce, restaurants, main post office and dense
residential area. Buildings on the corridor edge are five to six floors high while residential
area is having tenements.
The corridor intersects with C.G. Road at Stadium Panch Rasta. C.G. Road being high
commercial area, high passenger volume is expected to cater through this metro station.
Swastik Char Rasta and Navrangpura AMTS bus stop are within walkable range of the
corridor.
Map 10Land use from Commerce Six Road to Stadium

Map 11 LAAP network around Stadium and Old High Court metro stations

Stadium to Old High Court andUsmanpura on the northern side
The stretch between Stadiums to Old High Court is 0.75 km in length with 14m to 18m
existing right of way. The major land use around this corridor is commercial with retail
market and offices. The peripheral range of the corridor caters to Sardar Patel Stadium,
Income tax office, Akashvani Kendra, Vruddhashram, Dinesh hall along with old residential
societies within. The corridor is further leading towards eastern side of the city by crossing
Sabarmati river front and the river.
This part of the corridor is intersecting North South Metro corridor at Old High Court.
Together this section of the corridor is creating important interchange station. Combining
influence area of this includes all commercial activities along corridors e.g. Sardar Patel
stadium, Gujarat Vidyapith, Usmanpura Municipal Corporation, Hotel Fortune Landmark,
Darpan dance academy and Navrangpura Municipal ground. This area is also proposed to
be developed as future CBD of Ahmedabad in the new Development Plan.
Map 12 Land use from Stadium to Old High Court and Usmanpura on the northern side
The map 11 in the paragraph above shows the LAAP for this stretch.
Old High Court to Shahpur
This section is important since it connects eastern and western parts of the city. It also
passes through Sabarmati River and goes underground in the eastern part of the city near
Shahpur area. This part of the corridor can be accessed through underpasses from different
stations. Area near this corridor includes municipal schools and wholesale markets near
Shahpur as well as high density residential areas. This area is an access to walled city of
Ahmedabad.

Map 13Land use from Old High Court to Shahpur
Map 14 LAAP network around Shahpur metro station
Shahpur to Gheekanta
The section has two metro stations Shahpur and Gheekanta. The corridor turns towards
Kalupur railway station near Sakar bazaar. The length of this underground section till Sakar
bazaar is approximately 4km. This area is belongs to walled city of Ahmedabad. This
densely populated area of walled city has commercial activities on road edges and equally
high ratio of residential properties. The locality generally caters to mixed use with
commercial, retail, residential and institutional uses within vicinity of metro corridor.

Wholesale markets, retail markets, St. XaviersSchool, district court, concert halls, Jama
masjid, temples, Jilla Panchayat building are major uses around this corridor.
This area of walled city has many heritage monuments which are declared by the
Archaeological survey of India.
Map 15Land use from Shahpur to Gheekanta
Map 16 LAAP network around Shahpur and Gheekanta metro stations
Gheekanta to Kalupur railway station

Gheekanta to Kalupur bazaar section majorly caters to railway station area near Kalupur
and part of Relief road, Chokha bazaar, fruit market and Sakar bazaar having length of

0.9km. This section crosses Kalupur Railway station and has metro station on Saraspur side
(eastern side of the railway station). Currently Part of Saraspur exit for Kalupur Railway
station is not very active in terms of other commercial activities as well as availability of
public or para transit service. The location of Kalupur metro station on the eastern side will
support in decongesting Kalupur area on the western side of the station. The BRTS corridor
is serving the western side of the station area already. There is also a proposal to shift
AMTS services from Kalupur terminal to Saraspur. This will ensure even better integration
with the metro. Overall, this station will be a primary interchange for the metro with
regional and suburban rail.
Map 17Land use from Sakar bazaar to Kalupur railway station
Map 18 LAAP network around Kalupur metro station and Kankaria East

Kalupur railway station to Apparel Park via Kankaria East
The section between Kalupur Railway Station and Apparel Park caters to industrial land use
along the corridor. Major industries like Ashima Textiles and GIDC Apparel Park are located
on southern part of the section whereas northern part of this section includes residential
colonies near Gomtipur and Jantanagar. The BRTS corridor leading towards SoniniChali also
crosses this section of the east west corridor near Gomtipur thus, Kalupur Railway station is
being interchange station for all public transit modes available.
Map 19Land use from Kalupur railway station to Apparel Park
Map 20 LAAP network around KankariaEast and Apparel Park metro stations

Apparel Park to Amraiwadi

The length of this section of the corridor is 1.2km. From this section onwards, the corridor
will have elevated structure. The major land use along the corridor is again industrial with
many small scale industries. The peripheral area in the northern part of the corridor
includes dense residential societies including Jantanagar, Amraiwadi, Jay Bhavaninagar and
Indiranagar. Schools managed by Municipal Corporation are also located within vicinity of
this section.
This corridor intersects 132 ring road at Swastik char rasta. 132 eastern ring road leads
towards Memco junction in the north direction and Narol junction in South, which is a
major arterial and parallel to Narol Naroda National highway connectivity for catering local
traffic.
Map 21 Land use from Apparel Park to Amraiwadi

Map 22Apparel Park to Amraiwadi

Amraiwadi to Rabari Colony
The length of this section from Amraiwadi to Rabari Colony is 1.3km. The major land use
along the corridor is industrial with small scale industries and retail shops and dense
residential within 500m vicinity on both side of the corridor. The major residential colonies
include Rajivnagar, Satyamnagar, Ambicanagar and Shivanandnagar. Municipal schools are
also located within vicinity of this corridor.
This section is intersecting with Narol Naroda Highway at Rabari Colony junction. This
arterial road is also serving as BRTS corridor. In future Rabari Colony will be interchange
node for many commuters.
Map 23Amraiwadi to Rabari Colony
Map 24 LAAP network around Amraiwadi and Rabari Colony Metro station

Rabari Colony to Vastral
The length of this section is 1.5km with 18-26m right of way. The major land use along this
corridor is residential. The walkable range within this part of the corridor small and large
scale industries including Surelia estate and Khandelwal estate are also located. The dense
residential societies include GanjendraPark, JhadeshwarPark, Parmeshwar Park, Maruti
tenements, Shiv Park, Arbudanagar, Hari Om society and Ram rajyanagar within vicinity of
the corridor. Commercial activities along the road side also can be observed. A garden near
canal has also developed and Bhavna higher secondary school is also located along the
corridor. Many buildings are mainly residential having maximum of two floor height where
Bhavna school and Shivalaya shopping complex being four to five floors high. Mainly
collector roads from neighbourhood areas leading towards the corridor.
Map 25Rabari Colony to Vastral
Map 26 LAAP network around Vastral metro station

Vastral to Vastral gam via Nirant Cross road
The corridor from Vastral to Vastral gam is 1.7km in length with 24m right of way. The
major land use along the corridor is residential including Tejendrapark, Shiv Sukhnagar,
Girivar home and Madhavnagar. The locality from Vastral to Vastralgamtal is under
development and coming up with many residential townships.
The corridor is intersecting with S.P. ring road at VastralChokdi. S.P. Ring road is one of the
major entry for the city. An interchange with regional transit services is also an opportunity
to develop a transit node.
Map 27Rabari Colony to Vastral to Vastral Gam via Nirant Cross road
Map 28 LAAP network around Nirant and Vastral Gam metro stations

17.5.4.2 North South Corridor: Motera Stadium to APMC (18.62 km)

The corridor measuring 18.62 km of length has road widths varying from 18.0m to 100 m. It
holds many city level landmarks and is the most important arterial link along the river
Sabarmati that facilitates connections for eastern walled city to western newer
developments through river bridges. It is major institutional, commercial spine of the city
offering connectivity to some of the important suburbs like Chandkheda, Tragad,
Ramdevnagar,Wadaj, Vasna, Sarkhej, etc. and has now become integral part of the city.
The stretch from Usmanpura to Ellis Bridge is also identified as C.B.D. in proposed D.P. of
Ahmedabad and has high end commercial and office spaces with social and educational
institutions. The upcoming malls, presence of recreational spaces, institutes and the
upcoming riverfront project has made this street a vibrant and active street in the city
context.
Old High Court being a continuous long stretch has given connectivity to many important
places and destinations and is transforming rapidly. The stretch fromV.S. Hospital and
terminating at APMC has a peculiar character. It passes through various suburbs such as
Madalpur, Vasna, Sarkhej, etc. The residential character at the edges of this corridor is
getting transformed to mix use, commercial and Institutional along the edges whereas the
intact old residential fabric can be still observed in the inner areas. The alignment thus
benefits the variety of users.
The stretch wise description is elaborated considering direction of movement from from node
to to node referring as LHS and RHS for respective stretches to describe adjoining land uses,
activities, major landmarks, etc.
Motera Stadium to Sabarmati
This stretch is part of Visat - Gandhinagar highway link with wide expanse of road width as
100 m. This area is rapidly transforming as it is strategically located between Gandhinagar
and Ahmedabad and hence can be seen as a potential connection tothe administrative town,
institutional campuses, residential and commercial hub.
The edges are characterized bycommercial developments with mall typology like Sangath
mall, D mart mall, 4D mall, along LHS and institutional developments like IIT Gandhinagar
campus (temporary), schools, residential societies such as Harikrupa society, Rima park,
Raichandnagar, etc on RHS. Towards Visat junction, low rise residential development can be
seen with clusters of individual bungalows, row houses whereas dense high rise multi story
apartments at inner areas. The New C.G. road junction further up towards north- west,
connects Chandkheda. This road holds mix use at edge with residential neighbourhoods
dotted with renowned schools like Sakar, Poddar, etc.
The transformations in the vicinity are direct implications of the developmental scenario for
this area and connectivity to these important destinations and neighbourhoods can enhance
this further.

Map 29Land use near Motera Stadium

Visat junction is a major landmark of the vicinity and acts a node from where various trips
are generated to destinations such as Gandhinagar, Chandkheda through different modes of
transports. Presence of auto rickshaw stand, GSRTC stop, GIFT city stop, BRTS station along
with Visat Petrol and CNG station, Adani CNG station are some of the features that
characterize this junction. It is the first major stop for the daily commuters to Gandhinagar.
The junction gives very good opportunity for the passengers to interchange between
various public transport systems such as Metro, BRTS, GSRTC, IPT, AMTS, etc. The stretch
from Visat junction to Toll Naka of 60m right of way holds residential activities along RHS
and chunks of small campuses like Sabarmati industrial society, old ONGC office premise,
etc. along LHS.
The intersection between Visat and Toll Naka also connects upcoming residential
development called new Ranip and suburb Tragad towards western side. Motera
international stadium, a landmark is accessed from Toll Naka junction is one of the major
activity generators in the area and can be identified as a big catchment zone for future
connectivity. The access road to the stadium further down connects S.P. ring road is again a
transforming street with lots of mix use and residential development coming up along its
edge.
Motera Toll Naka to Ramdevnagar is a very active stretch that holds small scale commercial
activities like Beronet mall along LHS and Ramdevnagar market along RHS is again a major
activity generator. This serves as an important market place for local area. There are
hospitals and other social institutes also that cater to the local neighbourhood.
The stretch from Ramdevnagar to Sabarmati shows majorly residential zone with small
scale commercial development and workshop oriented activities along edges. The areas
inside have dense residential fabric along with colonies for railway employees.

Map 30Visat junction to Sabarmati

Map 31 LAAP network around Visat and Sabarmati metro station
Sabarmati to AEC (Torrent Power Station)

The major land use along the stretch from Sabarmati towards Chimanbhai Bridge is of
residential use with presence of many important activities like Municipal swimming pool,
Sabarmati railway station, Torrent power house, etc. next to the road. This stretch with 60
m right of way and 1.6 km length has campus developments along LHS whereas emergence
of low rise apartments, commercial spaces, municipal offices, schools can be observed along
RHS. This road towards eastern side is within the close vicinity of Sabarmati and gives
access to river through Acher village. The access to crematorium at Acheris an important
activity in this area. Torrent junction (AEC) is a very active node as it further towards its
western side gives access to Sabarmati railway station. The rail over bridge connection
called ChimanbhaiBridge is the only link from Sabarmati suburb to Ahmedabad city which
starts from here. This node can function efficiently as interchange between Metro, BRTS,
AMTS, IPT, etc. to enhance the connectivity and facilitate more passengers.

Map 32 Sabarmati to AEC (Torrent Power Station)

Map 33 LAAP network around Sabarmati railway station
AEC to Ranip via Sabarmati Railway Station
ChimanbhaiBridge, an important 2 lane rail over bridge link of 1.15 km of length, connects
Torrent junction with RTO junction. RTO junction is a terminating point for 132 feet ring
road from western side and Old High Court from eastern side and RTO to Chandkheda
corridor from northern side. This junction gives way to many city scale important places in
the precinct like Regional transport office, Jail staff training centre,exhibition ground at the
junction andCentral Jail, AmbedkarBhavan towards north-west. It establishes connection
through SubhashBridge to eastern side that further connects Sabarmati riverfront,
Shahibaug, historical walled city and road to Airport and Kalupur railway station for the
residents across the river on western side. GSRTC stop, AMTS stop and BRTS station

makethis node as a potential interchange location forpublic transport systems that exist
along with proposed metro alignment. Many other important destinations are located in
the walkable range of the corridor. The stretch from RTO to Ranip of length approximately
1 km connects Ranip dense residential development towards north and Ramapir-no-Tekra
slums near Wadaj.
Sabarmati railway station
Map 34Land use from AEC to Ranip

Map 35 LAAP network around Sabarmati and AEC metro stations
Ranip to Vijaya Nagar via Wadaj
The alignment passes through Wadaj and Akhbarnagar, majorly a residential cum mixed
land useand green allocated pockets. Akhbarnagar proves to be a very important area since
it has a large AMTS depot as well as BRTS station. The stretch from Akhbarnagar to
Ranipconsists of multiple activities. It acts as a transit node holding AMTS terminal, ESI
hospital, auto stands at the junction and BRTS station. Vijaynagar is mainly a residential
area.

Map 36Land use from Ranip to Wadaj
Map 37 LAAP network aroundWadaj and Vijaynagar metro station

Vijaya Nagar to Usmanpura
The alignment passes majorly residential area the Usmanpura station is located near Sardar
Patel Stadium. It also has vicinity to the Gujarat Vidhyapeeth . The land use on the
Ashramroad adjacent to the stretch is mainly commercial having buildings like fortune
landmark and Ahmedabad municipal corporation office.

Map 38Land use from Vijaynagar to Usmanpura
Map 39 LAAP network around Usmanpura and Vijaynagar metro station
Usmanpura to Old High Court intersection
Description for this section can be referred in the corridor description for East west
corridor.

Old High Court- Gandhigram
The institutional and commercial character of Old High Courtis in the vicinity or the stretch.
It includes Mount Carmel school, school for deaf and dumb, office of Times of India,
Navrangpura police station.
Nearby times of India junction to VallabhSadan area has recreational, institutional and
commercial as adjoining land uses. It includes landmark buildings like ATMA house, City
gold multiplex, Shiv cinemax, GarviGurjari, VallabhSadan, etc. VallabhSadan junction defines
direct and main entry point to Sabarmati riverfront. Apart from several other activities, kite
festival also becomes one of the activity generators attracting lot of people to this precinct
and thus, can be termed as a potential node along the alignment. Nearby Mithakhali junction
on the western side is also a very important node. The alignment connects Gandhigram
Railway station which is one of the important regional railway stations of the city. As well
has proximity to the alignment gives proximity to many important destinations or places
situated in a walkable distance in the surrounding area that would facilitate more people.
Map 40Old High Court to Nava Gandhigram

The map 40 depicts the LAAP for this stretch.

Map 41 LAAP network around Old High Court metro station
Gandhigram toPaldi
The corridor from GandhigramtoPaldialong the railway line has the closest vicinity to the
Ashram road as well as Ellisbridge, an important node. Important landmarks such as Town
hall, M.J. library and V.S. hospital, Gujarat College are within the walking vicinity of the
Metro alignment. The V.S. hospital situated further down towards south west of the corridor
is the major landmark and nucleus of activities giving rise to supporting activities such as
hawking, small scale retail shops and other commercial developments
Map 42Land use from Nava Gandhigram to paldi
The map 42 shows the LAAP for this stretch.

Map 43 LAAP network around Gandhigram metro station
Paldi to Shreyas crossing
The area between Paldi to Shreyas crossing is majorly residential area one of the important
nodes in the vicinity is Paldi junction. The majority of activities cater to transport oriented
activities at Paldi junction as this junction is well located in the proximity to city and city
outskirts. Paldi GSRTC terminal and private transport hub is the prime destinations of this
area. Thus the prevailing land use is in tune with these activities
Map 44Land use from Paldi to shreyas crossing

Map 44 LAAP network around Paldi and Shreyas crossing station

Shreyas Crossing to Rajiv Nagar
The stretch from Shreyas crossing to Rajivnagar is predominantly residential along with
small scale commercial areas. DharnidharShreyas foundation is on the north of the
alignment within the walking distance. Jivraj Mehta hospital is located on the south of the
area; the hospital is well known and attracts complimenting activities around the area.
Map 45Land use from Shreyas crossing to Rajivnagar

The map in the section Rajivnagar to Shreyas Map 46, crossing shows the LAAP for this
stretch.
Map 46 LAAP network around Shreyas crossing and Rajiv Nagar
Rajiv Nagar to Jivraj Park
This area gives connectivity to important areas in western part like Vejalpur, Shyamal char
rasta which connects to Anandnagar and Vastrapur. The area along the alignment is mainly
residential and mixed land use.
Map 47Land use from Rajiv nagar to Jivraj

Map 48 LAAP network around Rajivnagar and Jivraj metro stations
Jivraj Park to APMC market
Land use along the corridor includes various small scale commercial setups with residential
areas in the inner areas. Agricultural Produce Market Committees (APMC) Building is the
dominant activity in the precinct and thus all other existing activities have come up as
supporting activities. The loading, unloading spaces, parking areas for multi axle vehicles,
auto stands, cycle stands, small scale retail shops, hawkers, repairing workshops, etc. are
some of the activities that can be observed in the area. The junction towards north-west
connects citys prime areas such as Jivraj park, Shyamal, Shivranjini, IIM, etc. through 132
feet ring road and further down towards south west side connects Sarkhej Gandhinagar
highway. The 132 ring road is also a future BRTS corridor. The junction thus, also gives
opportunity to create interchange at this location with other modes. The next junction to
APMC is Vishala, which further offers connectivity to Narol Sarkhej road and S.P. ring road.

Map 49Jivraj Park to APMC market
Map 50 LAAP network around APMC andJivraj metro stations

17.5.5 Conceptual design
The lack of high quality pedestrian access and facility discourages the commuters to shift to public
transport despite being offered excellent public transportation system. Besides that, cyclists are
also sharing the carriage way for daily commuting and face high risk of accidents with fast moving
traffic. Therefore, the first priority should be given to improve pedestrian access from various
origins to Metro stations. In many areas, footpaths are not built due to fear of encroachments by
street vendors. A better approach would be to integrate vendors in street design so that they have
dedicated space.
Picture 1: Lack of adequate footpaths and Picture 2: Provision of adequate footpaths

dedicated cycle tracks and cycle tracks
The local government has to aim to make the footpaths clear from all types of encroachments. In
residential areas, footpaths are constructed but have frequent interruptions of property entrances.
An appropriate design solution should be adopted to manage the need of pedestrians and access
management to private properties. Upgrading the footpath pavement quality is also an important
factor.
Picture 3: Footpaths interrupted due to Picture 4: Designing continuous and

property access and other amenities uninterrupted footpaths taking care of its
contextual needs.
Pedestrians are not willing to use footpaths because they are not properly cleaned. There are
various roads where the foot path widths are less than 1 m. which becomes verydifficult to walk on.
Additionally, footpath width is also not adequate for pedestrians to walk in both directions. By
placing appropriate street furniture and activity generators, footpath edge can become active edge
and pedestrian will prefer to use footpath for walking. Additionally, landscaped areas can also be
developed at regular intervals between benches to make footpaths inviting and visually appealing
place to use it. It is recommended to plant trees to create comfortable walking environment

Picture 5: Pedestrians walking on road due Picture 6: Designing wide footpaths

to narrow footpaths pedestrian demand.
Picture 7: Roads without footpath Picture 8: Adding footpaths where needed

and planned.
There are various roads in Ahmedabad where there is no provision of footpaths. Especially roads
adjacent to fly overs, internal roads, roads with lesser road width less than 12 m are observed to be
lacking footpaths. Provision of footpath on such roads becomes very important for pedestrian
safety as well as providing accessibility to the metro stations.
17.6 FEEDER SYSTEM
The present AMTS and BRTS transportation system both will act as feeder system for Metro. The
feeder routes of proposed AMTS network will act as principal feeder system for Metro as well as
BRT and AMTS. The proposed route structure of AMTS route consists of 21 feeders. BRT will feed to
the Metro stations at selected interchange locations. The section below gives details on feeder
systems for each metro station.
17.6.1Thaltej to Helmet Cross Roads
Four metro stations are planned on this stretch. The proposed feeder services for each station are
described below.
A) Thaltej

There are two AMTS routes which feed to this metro stop. One is route no FL23 which
connects to Judges bungalow area on south side of metro stop and another is route no Radial
(R) 18 which connects Memnagar and Ujala circle via this metro stop.
B) Drive-in Cinema
There are four AMTS routes which feed to this metro stop. Route no R18 connects
Memnagar and Ujala circle via this metro stop. FL07 route connects Vastrapur Lake, Apha
mall area. Route FL06 connects Bhaikakanagar, Thaltej lake area
C) Helmet Cross Road

There is one AMTS route and BRTS routes feeding to this metro stop. FL07 route is
connecting Vastrapur lake, Alpha mall etc. Also BRTS routes are acting as feeder to this
metro stop.
The map below shows the feeder routes for the three metro stations.
Map 51 Feeder services between Thaltej and Helmet Cross Roads
17.6.2 Commerce Six Roads to Old High Court (Income Tax)
Three metro stations are planned on this stretch. The proposed feeder services for each station are
described below.

A) Commerce Six Roads
There are four AMTS routes which feed to this metro stop. Route no R18 which connects
Memnagar and Ujala circle via this metro stop. FL07 route is connecting Vastrapur Lake,
Alpha mall area. Circular (C) 03 is Naroda to Naroda circular route of AMTS via this stop.
B) Stadium
There are three AMTS routes which feed to this metro stop. Route no FL08 which connects
Naranpura area at north. Route no FL24 is connecting University area and Gulbaitekra.
Route no C01 is Paldi to Paldi circular route of AMTS via this stop.
C) Old High Court
There is one AMTS routes which feed to this metro stop. Route no FL25 which connects
Sardar Patel Colony at north and CG Road at south of the stop.
The map below shows the feeder routes for these three metro stations.
Map 52 Feeder services between Helmet Cross Roads and Old High Court
17.6.3 Shahpur to Gheekanta
Two metro stations are planned on this stretch. The proposed feeder services for each station are
described below.
A) Shahpur
There is one AMTS route which feed to this metro stop. Route no FL26 is connecting Cama
hotel road and Mirzapur Road to this stop.

B) Gheekanta
There are two AMTS routes which feed to this metro stop. Route no R07 which is connecting
Sarkhej and Meghaninagar via this stop and route no C01 is Lal Darwaza to Lal Darwaza
circular route via this metro stop.
The map below shows the feeder routes for these metro stations.
Map 53 Feeder services between Shahpur and Gheekanta
17.6.4 Kalupur to Amraiwadi
described below.
A) Kalupur Railway Station
There are four AMTS radial routes which feed to this metro stop. Route no R12 is
connecting Vastral and Sarangpur via this stop, route no R14 is connecting Saraspur and
Odhav GIDC, Route no R15 is connecting Saraspur and Kathvada and Route no R16 is
connecting Saraspur and Nava-Naroda. This metro stop is also connecting regional railway
station.
B) Kankaria East
There is one AMTS radial route which feed to this metro stop. Route no R12 is connecting
Vastral and Sarangpur via this metro stop.

C) Apparel Park
There is one AMTS ring route which feed to this metro stop. Route no C02 is connecting
Wadaj to Wadaj via this metro stop.
D) Amraiwadi
There is one AMTS ring route which feeds this metro stop. Route no C03 is connecting
Naroda to Naroda via this metro stop.
Map 54 Feeder services between Kalupur and Amraiwadi
17.6.5 Rabari Colony to Vastral Gam
described below.
A) Rabari Colony
There is one AMTS route which feeds this metro stop. Route no FL27 is connecting
Mahadevnagar, JagadishIndustriesetc. area. It is also connected by BRTS routes.
B) Vastral
There are two AMTS routes which feed this metro stop. Route no FL27 is connecting
Mahadevnagar, Jagadish Industries area. Route no FL17 is connecting CTM, Ramol road,
Galaxy road etc.
C) Nirant Cross Road

There is one AMTS route which feeds this metro stop. Route no C04 is LalDarwaza to
LalDarwaza radial route via this metro stop
D) Vastral Gam
This is the last stop on east side of East West line. There is one AMTS route which feed to
this metro stop. Route no FL28 is connecting Gatrad, Chosmia and Odhav.
Map 55 Feeder services between Rabari Colony and Vastral
17.6.6APMC to Shreyas Crossing
described below.
A) APMC
This is the last stop on south side of North South line. There are four AMTS routes which
feed to this metro stop. Route no FL11 is connecting Juhapura, Vejalpur and Vasna area.
Route no FL20 is connecting Sarkhej to this metro stop. Route no C04 is LalDarwaza to
LalDarwaza Circular route via APMC metro stop. The proposed BRT from APMC to
Shivranjani will also feed this metro station.
B) Jivraj

There is one AMTS route which feed to this metro stop. Route FL12 is connects Vasna,
Bhatta, Paldi.
C) Rajiv
Route FL11 is at a close proximity to Rajiv station, a planned interchange need to be

provided for seamless interchange.
Map 56 Feeder services between APMC and Shreyas Crossing
17.6.7Shreyas Crossing to Gandhigram
described below.
A) Shreyas
Feeder route R19 connects the Metro station to two AMTS terminals Paldi and Vasna in the
vicinity is connected to the station.
B) Paldi
There are two AMTS route which feeds this metro stop. Route FL29 is connects
Ellisbridgeand Netaji road and radial R06 which connects CN Vidhyalaya, Shyamal and
Prahladnagar Garden.
C) Gandhigram

There are two AMTS route which feed to this metro stop. Route R5 is radial route
connecting LalDarwaza and SindhuBhavan via this metro stop and R19 is circular route
connecting LalDarwaza via this metro stop.Although route R19 is at a distance of 200 mts
from the stop a planned interchange is desirable
Map 57 Feeder services between Shreyas Crossing and Gandhigram
17.6.8 Usmanpura to Ranip
described below.
A) Usmanpura
There are two AMTS routes on each side of the station that feed to this metro stop. Route C02
is Wadaj to Wadaj ring route via this stop location. Route FL08 is connecting Naranpura,
Usmanpura area.
B) Vijay Nagar
There is one route on AMTS routes which feed to this metro stop. Route C03 connects
WadajNaranpura and eastern part of the city.
C) Wadaj

There are two AMTS routes which feed to this metro stop. Route C04 and Route FL02 is
connecting Akhbarnagar. Akhbarnagar AMTS terminal is adjacent to the Metro Station along
with Akhbarnagar BRTS stop
D) Ranip
There are two AMTS routes which feed this metro stop, route FL02 is connecting
Akhbarnagar, Ranip area. Route no R02 is radial route connecting Wadaj and Nirma
College.Ranip BRT stop also feeds to stop
Map 58 Feeder services between Usmanpura and Ranip
17.6.9 Sabarmati Railway station to Motera Stadium
described below.
A) Sabarmati Railway Station
There is one AMTS route which feeds this metro stop. Route R01 connects Wadaj and Koba
via this metro stop.
B) Sabarmati Railway Station
There is one AMTS route which feeds this metro stop. Route R01 connects Wadaj and Koba
via this metro stop.

C) Sabarmati
There is one AMTS route which feeds this metro stop. Route FL01 connects Chandkheda
and New CG Road to this stop
D) Motera Stadium
There is one AMTS route which feeds this metro stop. Route FL01 connects Chandkheda
and New CG Road to this stop.
Map 59 Feeder services between Sabarmati and Motera

17.6.10 Summary of feeder routes

The summary of feeder routes for each metro station is given in the table below. The details for the
bus routes and BRT routes are attached in annexure.
Table 1 Summary of feeder routes
No Metro Stations Bus Route BRT Route

Thaltej MF1, R18
Drive-in Cinema R18,FL07,C03,FL06
1 DoordarshanKendra R18
Gujarat University FL07 BRT10, BRT11, BRT20
Commerce Six Road FL08, MF02
Stadium MF02, FL08, C01
2 Old High Court ( income tax) MF03
Shahpur MF04
Gheekanta R07, C04
3
Kalupur Rly. Stn. R12,R15,R16,R14 BRT18, BRT19
Kankaria East R14
Apparel Park C01
4
Amraiwadi C02
Rabari Colony MF05 BRT11, BRT12, BRT16
Vastral FL17, MF05
Nirant Cross Rd. C03
5
Vastral Gam MF06
APMC FL11,FL20, C04
Jivraj FL12
6 Rajiv Nagar FL11
Shreyas crossing R18
Paldi R29, R06
7 Gandhigram R05, R19 BRT (Townhall)
Usmanpura C02,FL08
Vijaynagar C03
Vadaj C04,FL02 BRT (Akhbarnagar)
8
Ranip FL02 BRT (Bhavsar Hostel)
Sabarmati Rail Stn R01 BRT
AEC R01 BRT
9 Sabarmati G13, FL01
Motera Stadium FL01

17.7 INTERCHANGE STATIONS

A transport interchange is a place where passengers and goods are exchanged between vehicles or
between transport modes. Interchange can be either the physical action of transferring between
services or modes as part of the passengers journey or it can be the physical location that provides
access to the Public Transport system.(IMP, Ahmedabad).
17.7.1 Type of Interchange

Interchanges permit riders from particular mode of transport to move and board same or different
mode in order to reach their desired destination. Interchanges can be of several types, depending
on available modes of transport. Transfer may happen between the same modes or among different
available public transport. Interchanges bring public transport together. For example metro station
can have interchanges with metro on particular corridor connecting metro station of different
corridor or, Metro stations may have interchange with BRTS, AMTS and even rail. Interchange helps
to integrate various means of transport system under a common node. Some of the identified types
of interchanges along the Ahmedabad Gandhinagar metro corridor are as followed;
1. Metro - Metro Interchange; connecting particular metro station with another metro corridor
2. Metro- BRTS Interchange; connecting Metro Station with BRTS
3. Metro - AMTS Interchange; connecting Metro with AMTS
4. Metro Rail Interchange; connecting Metro with Rail
Interchanges increases flexibility of movement and gives commuter option to avail multiple public
transports at a common station. BRTS is the high capacity public transport system while metro and
rail are considered to have even higher capacity than BRTS.
17.7.2 Level of Interchange

Interchanges can be of different levels, depending on the types of interchange. The four modes of
transport mentioned above are under four different authorities. Metro is a Special Purpose Vehicle
(SPV) under Metrolink Express for Gandhinagar and Ahmedabad (MEGA), BRTS is also an SPV
under Ahmedabad Janmarg Limited (AJL), AMTS is under Ahmedabad Municipal Corporation
(AMC) and Railways comes under Indian Railways. Design aspect of interchange needs prior
planning for seamless mobility and transfer from one mode to other. The multiple authorities or
institutions involved needs to take necessary decisions for efficient functioning.
Level 1
Level I interchange refers to the first type of interchange, which is metro to metro interchange.
Under such category, single authority is responsible. It also involves transfer of people from Metro
to Rail and Metro to Rail to BRT. Under such category multiple authorities are involved.
Ahmedabad BRTS is considered to be the closed system, as mixed traffic is not allowed on the
BRTS corridor. The same is the scenario with rail. Therefore level 1 interchange will involve
integration Metro with Metro and Metro with closed system of BRTS and Railways.
Level 2

Level 2 interchange refers to integrating Metro with BRTS. Two SPVs AJL and MEGA will play role
in such interchange. Another aspect to be taken care is integrating at-grade BRTS with elevated
and underground Metro.
Level 3
Level 3 interchanges also involve integrating multiple authorities, MEGA and AMC, but the
typology is different because metro has to be integrated with the open system of AMTS. In this
level of interchange AMTS will function more as a feeder to the Metro corridor.
Level 1 Metro Metro
Metro Rail
Metro Rail BRTS
Level 2 Metro BRTS
Level 3 Metro AMTS
Figure 3 Different levels of interchanges in Ahmedabad
17.7.3 Ahmedabad Metro Interchange stations:

In order to develop an integrated public transport system, where one mode acts as a
complimentary mode to another mode rather than its competitor, a trunk and feeder system of
transportation network, which has been developed, would lead to incidences of transfers of
passengers from one mode to the other. These interchange points are required to be seamless and
barrier- free. Thus, this part of the study lays down principles for identification of interchanges
within the city of Ahmedabad, determine the various typologies of interchanges, and thus identify
the locations of various types of interchanges that needs to be developed all over the city of
Ahmedabad for a seamless, barrier- free transportation experience.
The level of interchanges on each metro station is defined on the basis of the parameters described
above. Details of interchange and map showing the level of interchanges on metro corridor are
shown below.

Table 2 Levels of interchange for metro stations
No Metro corridor Metro Stations AMTS BRTS Rail Metro Level

Thaltej Yes No No No 3
Doordarshan Kendra Yes No No No 3
1
Gujarat University Yes Yes No No 2
Commerce Six Road Yes Yes No No 2
Stadium Yes No No No 3
2 Old High Court ( income tax) Yes No No Yes 1
Shahpur Yes No No No 3
Gheekanta Yes No No No 3
3 Thaltej- Vastral
Kalupur Rly. Stn. Yes Yes Yes No 1
Kankaria East Yes No No No 3
Apparel Park Yes No No No 3
4
Amraiwadi Yes No No No 3
Rabari Colony Yes Yes No Yes 2
Vastral Yes No No No 3
5 Nirant Cross Rd. Yes No No No 3
Vastral Gam Yes No No No 3
APMC Yes No No No 3
Jivraj Yes No No No 3
6 Rajiv Nagar Yes No No No 3
Shreyas crossing Yes No No No 3
Paldi Yes No No No 3
7 Gandhigram Yes Yes Yes No 1
Usmanpura Yes No No No 3
APMC - Motera
Vijay Nagar Yes No No No 3
8 Vadaj Yes Yes No No 2
Ranip Yes Yes No No 2
Sabarmati Rail Stn Yes No Yes No 3
AEC Yes Yes No No 2
9
Sabarmati Yes No No No 3
Motera Stadium Yes No No No 3

Map 60 Level of Interchange on Metro corridor
17.7.4 Principles for Developing an Interchange

AMTS is it will work as a feeder service of BRTS and upcoming METRO in Ahmedabad. Proper
interchange will be provided to transfer passengers from feeder to trunk. The interchanges that
need to be developed for Ahmedabad are based on certain principles, which are as follows:
Every point where two or more public transport modes or routes of a public transport
mode meet or coincide must be identified as an interchange.
Interchanges must be pedestrian- friendly.
Transfers within an interchange or within an interchange zone must be barrier- free
Interchanges must be designed in a manner that when one attempts to transfer from one
mode to the other, the transfer occurs between secured spaces, except in case of a transfer
between AMTS and other modes.
Every Metro and RRTS station must have a park and ride facility
17.7.5 Facilities for interchange

Facilities within an interchange may be categorized into four types, namely, transit support facility,
transit- oriented passenger facility, additional facility and back office facility. Usually additional
facilities and back office facilities are available in only the Type I and Type II interchanges. The
facilities available for the various typologies of interchanges identified for the city of Ahmedabad
are listed below. It is to be noted that provision of facilities in an interchange depends heavily on
the contextual needs and the table below is to be referred as just guidelines.

Table 3 Facilities for levels of interchange
Facility Level 1 Level 2 Level 3

Enquiry Counter
Medical/ Pharmacy
Information Kiosk
Wheelchair access
Washroom
Waiting Plaza
Parking
Ticket Vending Machine
Security
ATM
Telephone Booth
Food Court/ Coffee Shop
Park and Ride
Emergency
First Aid
Tourism Desk
Rest Room
Lost and Found Counter
Internet Caf
Computer/ Printing
Retail Shops
Rental Car Service
Kiss and Ride
Bank
Ticketing Centre
Money Exchange
Cloak Room
Book Shops
Offices
Trip Planner
Restaurant
Customer Service Centre
Super Market
Control Office
Staff Service & Facilities
Goods Movement Facilities
Maintenance Facilities
(Green)- Advisable , ( Yellow) To be provided in contextual need

17.7.6 Conceptual design / typical design:

Conceptual designs for all the levels of metro station interchanges are discussed below.
17.7.6.1 Level 1 Interchange design: Kalupur Interchange.

Kalupur, which is the major railway station for the city of Ahmedabad has been proposed to be
developed as a Type- I interchange. The railway station, located at 23 1'47.48"N latitude and 23
1'47.48"N longitude, lies in the eastern part of the city. Kalupur interchange is expected to be the
biggest interchange in Ahmedabad.
At present, the railway station is connected by both the BRTS as well as the AMTS services, but in
the future the railway station is supposed to be connected with the Gandhinagar- Ahmedabad
Metro and a Regional Rapid Transit system. The introduction of these systems, would led to further
increase in the footfalls in this station. Thus, this proposal aims to develop an interchange where
pedestrians can make barrier- free movement and the public transportation modes are given
priority.
The interchange integrates Railway station, Metro station and BRT as well as AMTS. The Metro
station and BRT station are on the opposite sides of the Railway station. Metro and BRT station are
proposed to be connected via underground concourse which will also connect to the two entry
points of Kalupur railway station both on east and west side. An integrated AMTS bus stop is also
proposed right next to the Kalupur Metro exit gate.
Integrated
hg
Figure 4: Conceptual Design Layout of Kalupur interchange.

17.7.6.2Level 2 Interchange design Typical Metro-BRT Interchange

Metro and BRT being closed systems a connection from the exit of metro station to the entry of BRT
station should be designed. These close connections can either be elevated or underground as per
contextual needs. The exit of the metro station is proposed to be planned next to the AMTS stop.
Thus the passengers do not need to search for the AMTS stop after egressing from metro station.
Figure 5: Conceptual Design Layout for Level 2 interchange.
17.7.6.3Level 3 Interchange design: Typical Metro-AMTS Interchange

The exit of the metro station is proposed to be planned next to the AMTS stop. Thus the passengers
do not need to search for the AMTS stop after exiting from metro station.
Figure 6- Conceptual design layout for level 3 interchange

17.7.7 COST ESTIMATES
17.7.7.1Cost estimates for LAAP

The total length of proposed LAAP network for Metro is 150 Km. High quality pedestrian pathways,
street furniture like benches, dustbins, bollards, street signages, pedestrian signages, cycle stands,
railing, toilet blocks, landscape, tree guard, B.S. planters, street lights are proposed on the network.
The cost for developing LAAP for Metro corridor is 525 cr INR.
The cost estimates for LAAP are described below.

Table 4 Cost estimates for LAAP
Road Development Cost in cr Total length for LAAP Total cost in cr

Pathway 0.75
Storm water drain 1.25
Electrical 1
Street furniture 0.5
Total cost per Km 3.5 150 525
17.7.7.2Cost estimates for Interchanges

The maximum development cost is estimated for level 1 interchange is estimated as below. These
are block cost estimates only.
Table 5 Cost estimates for interchanges
INTERCHANGE NO OF INTERCHANGE BLOCK COST IN CR TOTAL
Level 1 1. Kalupur 80 160

Level 1 1. Old High Court 15*2
2. Sabarmati
Level 1 1. Gandhigram 50
Level 2 6 20 120
Total Cost 280
Note: These are block cost of the interchanges excluding the metro station costs.

17.8 ANNEXURE
AMTS Radial
ID From To Via
R01 Wadaj Koba Circle Sabarmati
R02 Wadaj Nirma College Ranip, New Ranip
R03 Wadaj Lapkaman Pallav cross road, Ghatlodia, Gota
R04 Shilaj Gatrad Thaltej, Memnagar, LalDarwaja, Hatkeshwer
R05 LalDarwaja Sindhu Bhavan Pakwan, Vastrapur, Navarangpura
R06 Paldi Prahaladnagar Shyamal cross road, Jivraj Hospital
R07 Sarkhej Meghaninagar Vasna, Paldi, LalDarwaja, Civil Hospital
R08 Jamalpur Kamod Baherampura, Khodiyar, Pipalaj
R09 Jamalpur Ropada Shah Alam, Isanpur, VatvaVillege
R10 Maninagar Chosarapproch Ghodasar, BibiTalav, VatvaVillege
R11 Maninagar Vinobabhavenagar Ghodasar village, Vatva GIDC, Vinzol
R12 Sarangpur Vastral Gomtipur, Amraiwadi
R13 Sarangpur Adinathnagar Ramrajnagar, Odhav GIDC (South)
R14 Saraspur Odhav GIDC Krisnanagar, Viratnagar, Odhav GIDC (North)
R15 Saraspur Kathwada Bapunagar, Nikol village
R16 Saraspur Nava Naroda Anil Startch road, Saijpur, Krishnagar
R17 Memnagar Vaisnov Devi Grukul road, S. G. Highway
R18 Memnagar Ujala Circle Thaltej, Iscon, Prahaldnagar
AMTS Ring
ID From To Via
C01 Paldi Paldi Navarangpura, Maninagar, Civil Hospital
C02 Wadaj Wadaj Meghaninagar, Bapunagar, Hatkeshwer,
C03 Naroda Naroda Akhabarnagar, APMC Vasna, Narol
C04 LalDarwaja LalDarwaja Relif road, Gandhiroad, Kalupur (Circular)
BRTS routes
ID From To Via
BRT10 Visat Kankaria RTO, Nehrunagar, Anjali, Dani limda
BRT11 RTO Naroda Nehrunagar, Dani limda
BRT12 Anjali Naroda Narol, Dani limda
BRT13 Odhav Ajit mills Soninichali
BRT14 Iscon Maningr Danilimbda, Anjali, Nehrunager, shivranjani
BRT16 Narol Naroda Soninichali
BRT17 AEC DelhiDarw Nehrunagar, University Kalupur
BRT18 Chandkheda odhav Wadaj,Delhidarwaja
BRT19 Naroda APMC Anjali, Lalupur, Townhall
BRT20 APMC Gota shivranjani, memnagar

CHAPTER 18 - COST ESTIMATES
Chapter - 18
COST ESTIMATES
18.1 INTRODUCTION
Project Cost estimates for the Ahemdabad metro rail network has been prepared
covering civil, electrical, signalling and telecommunication works, rolling stock,
environmental protection, rehabilitation, considering 750v dc traction at March 2014
price level, both for Capital and Operation & Maintenance costs.
While preparing cost estimates, various items have generally been grouped under
three major heads on the basis of:-
(i) Route km. Length of alignment
(ii) No. of units of that item and
(iii) Item being an independent entity.
All items related with alignment, whether in underground or elevated or at-grade

construction, permanent way, traction, signalling and telecommunication, have been
estimated on rate per route km/km basis. Route km. cost for underground alignment
construction, excludes station lengths. Station lengths (260m) have to be done by cut
and cover in general and by tunneling under compelling exceptional circumstances.
The rates adopted for underground stations include cost of civil structures and
architectural finishes. Similarly, cost of elevated and at grade stations includes civil
work for station structures, architectural finishes, platform roofing, etc. Provisions for
electrical and mechanical works, air conditioning, lifts, escalators, etc, have been
worked out separately. These rates do not include cost of permanent way, traction,
power supply, signaling and telecommunication, automatic fare collection (AFC)
installations, for which separate provisions have been made in the cost estimates.
Similarly, for other items like Rolling stock, Traction & Power, VAC, etc, costs have
been summed up separately. In remaining items, viz. land, utility diversions,
rehabilitation, etc the costs have been assessed on the basis of each item taken as an
independent entity.
In order to arrive at realistic cost of various items, costs have been assessed on the
basis of accepted/completion rates in various contracts, awarded for similar works by
DMRC in Phase-III. A suitable escalation factor has been applied to bring these costs to
March 2014 price level. Taxes & Duties such as Customs Duty, Excise Duty, Sales Tax,
Works Tax, VAT, etc, wherever applicable, have been worked out on the basis of
prevailing rates and included in the cost estimates separately.
DPR for Ahmadabad Metro Rail Project March 2015 1/13

The overall Capital Cost for the Ahemdabad metro rail network at March 2014 price
level works out to Rs. 9835 Crores including applicable Taxes & Duties, as tabulated
hereunder.
Table 18.1 Corridor-wise Details of Capital Cost
(Rs. Crore) (Rs. Crore) (Rs. Crore)
Total 8387 1448 9835
Details and methodology of arriving at these costs are discussed in paras hereinafter.
18.2 CIVIL ENGINEERING WORKS
18.2.1 Land
Land requirements have been kept to the barest minimum and worked out on area
basis. Acquisition of private land has been minimised as far as possible. For
underground and elevated alignment, no land is proposed to be acquired permanently,
except small areas for locating entry/ exit structures, traffic integration etc. Elevated
alignment is proposed to be located on the road verge and wherever, this is out side
the road alignment, minimum land area about 20m wide is proposed for acquisition.
Cost of Govt. land is based on the rate provided by the MEGA Company Ltd.
Gandhinagar.
Private land for MRTS project shall be acquired by MEGA and compensation shall be
paid as per Land Acquisition Act 2013. The average rate of private land has been
worked out to be Rs.18 Crore per hectare as provided by MEGA Company Ltd.
Similarly average rate for govt. land has been taken 7.5 Crore per hectare to work out
the cost of land.
Provision for cost of land required for resettlement and rehabilitation has been made
in the cost estimates.
In addition to the lands required permanently, some areas of land (mainly Govt.) are
proposed to be taken over temporarily for construction depots. Ground rent charges
@ 5% per year for a period of 4 years have been provided for in project cost estimates.
Details of the lands with their costs have been shown in corridor cost estimate.

18.2.2 Formation and Alignment
(i) Underground section: In the underground section work is proposed to be done

by Tunnel Boring Machines, or Cut and Cover method, or NATM, depending upon
the site conditions. Rates adopted for cut and cover section, as well as for work
to be done by T.B.M. are based on the DPR of DMRC Phase-IV, duly updated to
March 2014 price level. Cost of mid section ventilation shaft wherever needed,
has also been included.
(ii) Elevated section: A good portion of alignment is proposed with elevated
viaduct and the rates adopted are based on the DPR of DMRC Phase-IV, duly
updated to March 2014 price level.
18.2.3 Stations
(i) Underground Stations: In the underground alignment, station lengths have to

be done by cut and cover except one station which will be done by NATM (New
Austrian Tunneling Method) with through tunnels TBM. Rate proposed for
stations (length 260 m) includes Cost of station structures, platforms,
architectural finishes, etc, and provisions for electrical and mechanical works,
V.A.C., Lifts and Escalators etc., have been made separately. Provisions for
Traction, P.way, Signaling and Telecommunication, Automatic fare collection
installations, etc, have also been summed up in the cost estimates. Rates are
based on the DPR of DMRC Phase-IV, duly updated to March 2014 price,
wherever required.
(ii) Elevated Stations: Rates adopted for elevated stations cover works of station
structures, platforms, architectural finishes, covering, etc. Provisions for
Electrical and Mechanical works have been made separately. Also provisions for
Lifts and Escalators, Viaduct, Pway, Traction, Signalling & Telecommunication
works, Automatic fare collection installations, etc, have been summed up in the
cost estimates.
Mainly three type of stations are proposed for elevated alignment & rates are
proposed accordingly.
Type A: Wayside station
Type B: Wayside with Signalling
Type C: Terminal Station
18.2.4 Permanent way
For underground and elevated alignment ballastless track and for depot, ballasted
track is proposed. Rates adopted are based on the DPR of DMRC Phase-IV, duly
updated to March 2014 price level.
18.3 DEPOT

Maintenance Depot have been planned as given hereunder:-
Table 18.2 - Maintenance Depot
S. No. Corridor Proposed Maintenance Depot

1. East-West Corridor Apparel Park
2. North-South Corridor Gyaspur
18.4 UTILITY DIVERSIONS, ENVIRONMENTAL PROTECTION, MISCELLANEOUS OTHER

WORKS
Provisions have been made to cover the cost of utility diversions, miscellaneous road
works involved, road diversions, road signages etc. and environmental protection
works on route km basis, based on the experience gained from the works done in
DMRC Phase-I and II.
18.5 REHABILITATION AND RESETTLEMENT
Provisions have been made on fair assessment basis, to cover cost of relocation of
Jhuggies, shops, residential Houses on private land etc.
Provisions for barracks and security equipment for CISF and Staff Quarters for O&M
Wing have been made in the cost estimates on the basis of average cost involved per
km length based on the DPR of DMRC Phase-IV, duly updated to March 2014 price
level.
18.6 TRACTION AND POWER SUPPLY
Provisions have been made to cover the cost of 750 v dc, Auxiliary sub stations,
Receiving substations, service connection charges, SCADA and miscellaneous items, on
route km basis separately for underground alignment, elevated and at-grade section
as the requirements are different and costs are more for underground section.
Provisions towards cost of lifts, escalators for underground, elevated and at-grade
stations have been made in the cost estimates. Rates provided are based on the
estimate recently prepared for calling tender for Kochi Metro. Provision for mid
section shaft is made separately.
18.7 SIGNALLING AND TELECOMMUNICATION WORKS
Rates adopted are based on the DPR of DMRC Phase-IV, duly updated to March 2014
price level. These rates include escalation during manufacturing and supply of
equipment and their installation at site. Cost of Platform Screen Doors (PSD) for few
stations has also been added in the respective corridors.

18.8 AUTOMATIC FARE COLLECTION
Adopted rates are based on the DPR of DMRC Phase-IV, duly updated to March 2014
price level.
18.9 ROLLING STOCK
Adopted rates are based on the DPR of DMRC Phase-IV, duly updated to March 2014
price level considering likely indigenization.
18.10 SECURITY
Adopted rates are as taken in phase-IV DPR of DMRC suitably escalated to current
price level.
18.11 MULTIMODAL TRAFFIC INTEGRATION
Adopted rates are as taken in phase-IV DPR of DMRC suitably escalated to current
price level. It is envisaged that in case this money is not sufficient for this purpose the
deficient part of money will borne by the Urban Local Body (ULB) in whose area
station is located.
18.12 GENERAL CHARGES AND CONTINGENCES
Provision @ 5% has been made towards general charges on all items, except cost of
land, which also includes the charges towards Detailed Design Charges (DDC), etc.
Provision for contingencies @ 3 % has been made on all items including general
charges.
18.13 CAPITAL COST ESTIMATES
18.13.1 Thaltej to Vastral Gam (East- West Corridor)
The overall Capital Cost for this corridor estimated at March 2014 price level, based on
the above considerations works out to Rs. 4951 Crores without Taxes & Duties. Taxes
& Duties such as Customs Duty (CD), Excise Duty (ED), Sales Tax (ST), Works Tax
(WT), VAT, etc, have been worked out as Rs. 864 Crores.

Table 18.3 Thaltej to Vastral Gam (East- West Corridor)

Capital Cost Estimate
Total length = 19.435 km; Total UG (including C&C and half Ramp length) = 6.335 km;
(UG by TBM: 5.631 km, UG by C&C: 0.704 km Including half ramp length)
Elevated (including half ramp length) = 13.100 km
Total Station = 17 nos, UG = 4, Elv = 13
March 2014 level
S. No. Item Unit Rate Qty. Amount (Rs. in Cr.)
Without taxes
1.0 Land
1.1 Permanent
a Government ha 7.50 45.65 342.38
b Private ha 18.00 3.19 57.42
1.2 Temporary
a Government ha 1.50 8.82 13.23
b Private ha 3.60 0.00 0.00
1.3 Property development
b Private ha 18.00 0.00 0.00
Subtotal (1) 413.03
2.0 Alignment and Formation
Underground section by
2.1 T.B.M excluding station R. Km. 112.27 4.85 544.51
length (260m each)
Underground section by Cut
2.2 & Cover excluding station R. Km. 104.00 0.70 72.80
length (260m each)
Elevated section including
2.3 R. Km. 31.00 13.10 406.10
station length
2.4 Entry to depot R. Km. 30.86 0.50 15.43
Subtotal (2) 1038.84
3.0 Station Buildings
Underground Station(260 m
3.1 length) incl. EM works, lifts, Each
escalators, VAC etc.
Underground Station- Civil
a Each 115.92 4.00 463.68
works
Underground Station- EM
b Each 60.93 4.00 243.72
works etc.
Elevated stations(including
3.2 Each
finishes)
a Type (A) way side- civil Each 24.32 8.00 194.56

Without taxes
works
Type (A) way side- EM works
b Each 6.90 8.00 55.20
etc
Type (B) Way side with
c Each 26.19 3.00 78.57
signalling-civil works
Type (B) Way side with
d Each 6.90 3.00 20.70
signalling-EM works etc
Type (C), Terminal station -
e Each 27.13 2.00 54.26
civil works
Type (c), Terminal station -
f EM works including lifts and Each 6.90 2.00 13.80
escalators
3.3 Metro Bhawan & OCC bldg. LS
a civil works LS 80.00
b EM works etc LS 20.00
Mid Shaft (cost of electrical
3.4 Each 6.75 2.00 13.50
works)
4.0 Depot LS
4.1
a Civil works LS 63.73
Subtotal (4) 159.32
5.0 P-Way
Ballastless track for elevated
5.1 R. Km. 7.71 19.94 153.74
& underground Section
Ballasted track for at grade
5.2 R. Km. 4.00 5.00 20.00
alignment
Subtotal (5) 173.74
Traction & power supply
6.0 incl. 750 v dc, ASS etc. Excl. R.Km. 11.50 19.94 229.31
lifts & Escalators
Subtotal (6) 229.31
7.0 Signalling and Telecom.
7.1 Sig. & Telecom. R. Km. 15.44 19.94 307.87
7.2 Automatic fare collection Stn.
a) Underground stations Each 5.31 4.00 21.24
b) Elevated stations Each 5.31 13.00 69.03
Providing Platform Screen
7.3 Each 3.19 34.00 108.46
Doors (PSD) at all stations
Subtotal (7) 506.60

Without taxes
8.0 R & R incl. Hutments etc. R. Km. 3.31 19.94 66.00
Subtotal (8) 66.00
Misc. Utilities, roadworks,
other civil works such as
9.0 R. Km.
median stn. signages
Environmental protection
Civil works (3.75 cr/km)
a + R. Km. 6.86 19.94 136.79
EM works (3.11 cr/km)
b Noise Barrier R. Km. 2.00 12.14 24.28
c Disaster Management LS 5.00
Subtotal (9) 166.07
10.0 Rolling Stock Each 10.41 51.00 530.91
Capital expenditure on
11.0
security
a Civil works Each 0.05 17.00 0.85
b EM works etc Each 0.17 17.00 2.89
Subtotal (11) 3.74
12.0 Staff quarter for O & M
a Civil works R.Km. 1.48 19.44 28.77
b EM works etc R.Km. 0.37 19.44 7.19
Sub Total (12) 35.96
13.0 Multimodal Traffic
Integration
a Each 2.12 17.00 36.04
Multimodal traffic Integration
Total of all items except
14.0 4184.52
Land
General Charges incl.
15.0 Design charges @ 5 % on 209.23
all items except land
Total of all items including
16.0 4393.75
G. Charges except land
17.0 Continegencies @ 3 % 131.81
18.0 Gross Total 4525.56
Cost without land = 4526
Cost with land including contingencies on land = 4951

Table 18.4 - Details of Taxes & Duties

Customs duty = 22.8531 %
Excise duty = 12.36 %
Sale tax = 6.25 % = 12.5%/2
Works tax = 6.25 % = 12.5%/2
VAT = 12.5 %
Total cost Taxes and duties
Total taxes
S. without custom excise
Description VAT & duties
No. Taxes & duty duty (Cr.)
duties (Cr.) (Cr.) (Cr.)
(Cr.)
1 Alignment & Formation
Underground 617.31 42.32 37.39 42.48 122.19
Elevated, at grade & entry
to Depot 421.53 36.47 41.44 77.91
2 Station Buildings
a) Underground station-
civil works 463.68 31.79 28.08 31.91 91.78
b) Underground station-
EM works 257.22 29.39 13.51 15.35 58.26
Elevated station - civil
works 327.39 28.33 32.19 60.51
Elevated station-EM works 89.70 4.10 7.54 8.57 20.21
e) OCC bldg-civil works 80.00 6.92 7.87 14.79
f) OCC bldg-EM works 20.00 0.91 1.68 1.91 4.51
3 Depot
Civil works 63.73 4.37 3.86 4.39 12.61
EM works 95.59 4.37 8.03 9.13 21.53
4 P-Way 173.74 31.76 3.65 4.15 39.56
5 Traction & power supply
Traction and power supply 229.31 20.96 14.45 16.43 51.84
6 S and T Works
S&T 307.87 56.29 7.61 8.65 72.55
AFC 90.27 15.47 2.79 3.17 21.43
PSD 108.46 19.83 2.68 3.05 25.56
8 Misc.
Civil works 158.39 13.70 15.57 29.28
EM works 50.40 5.30 6.02 11.31
Noise Barrier 24.28 2.33 2.64 4.97
Disaster Management 5.00 0.46 0.53 0.99
9 Rolling stock 530.91 106.77 5.12 5.82 117.70
10 Security
Civil works 0.85 0.07 0.05 0.13
EM works 2.89 0.36 0.26 0.62
Total 4184.52 368.34 230.34 265.69 864.36
Total taxes & Duties 864

18.13.2 APMC to Motera Stadium Corridor
The overall Capital Cost for this corridor estimated at March 2014 price level, based on
the above considerations works out to Rs. 3436 Crores without Taxes & Duties. Taxes
& Duties such as Customs Duty (CD), Excise Duty (ED), Sales Tax (ST), Works Tax
(WT), VAT, etc, have been worked out as Rs. 584 Crores.
Table 18.5 - APMC to Motera Stadium (North-South Corridor)

Capital Cost Estimate
Total Length = 18.493km (Including Depot connection)

Elv = 17.283 km, Depot=1.21 km
Total Station =15 nos, UG = 0, Elv = 15
March 2014 level

S. No. Item Rate Qty. Amount
Unit
(Rs. in Cr.)
Without taxes
1.0 Land
1.1 Permanent
a Government ha 7.50 41.12 308.40
b Private ha 18.00 2.16 38.88
1.2 Temporary
b Private ha 3.60 0.00 0.00
1.3 Property development
b Private ha 18.00 0.00 0.00
Subtotal (1) 357.21
2.0 Alignment and Formation
2.1 Elevated section including station
R. Km. 30.86 17.28 533.26
length
2.2 Entry to depot R. Km. 30.86 1.21 37.34
2.3 Additional Cost due to passing
R. Km. 4.03 8.42 33.93
through Railway Land
Subtotal (2) 604.53
3.1 Elevated stations(including finishes) Each
a Type (A) way side- civil works Each 24.32 11.00 267.52
b Type (A) way side- EM works etc Each 6.90 11.00 75.90
c Type (B) Way side with signalling-
Each 26.19 2.00 52.38
civil works
d Type (B) Way side with signalling-
Each 6.90 2.00 13.80
EM works etc


Unit
(Rs. in Cr.)
e Type (C), Terminal station -civil
Each 27.13 2.00 54.26
works
f Type (c), Terminal station -EM
Each 6.90 2.00 13.80
works including lifts and escalators
g Additional Cost for the Stations
Each 1.30 7.00 9.10
falling in Railway Land
3.2 OCC bldg. LS
a civil works LS 24.00
3.3 Mid Shaft (cost of electrical works) Each 6.75 0.00 0.00
Subtotal (3) 516.76
4.0 Depot LS
4.1
a Civil works LS 63.73
Subtotal (4) 159.31
5.0 P-Way
5.1 Ballastless track for elevated &
R. Km. 7.71 18.49 142.56
underground Section
5.2 Ballasted track for at grade
R. Km. 4.00 5.00 20.00
alignment
Subtotal (5) 162.56
6.0 Traction & power supply incl.
750v dc, ASS etc. Excl. lifts & R.Km. 11.50 18.49 212.64
Escalators
Subtotal (6) 212.64
7.0 Signalling and Telecom.
7.1 Sig. & Telecom. R. Km. 15.44 18.49 285.49
7.2 Automatic fare collection Stn.
b) Elevated stations Each 5.31 15.00 79.65
7.3 Providing Platform Screen Doors
Each 3.19 30.00 95.70
(PSD) at all stations
Subtotal (7) 460.84
8.0 R & R incl. Hutments etc. R. Km. 3.31 18.49 61.20
Subtotal (8) 61.20
9.0 Misc. Utilities, roadworks, other
civil works such as median stn.
R. Km.
signages Environmental
protection
a Civil works (3.75 cr/km)
+ R. Km. 6.86 18.49 126.84
EM works (3.11 cr/km)


Unit
(Rs. in Cr.)
b Noise Barrier R. Km. 2.00 11.50 23.00
c Disaster Management LS 5.00
Subtotal (9) 154.84

10.0 Rolling Stock Each 10.41 42.00 437.22
11.0 Capital expenditure on security
a Civil works Each 0.05 15.00 0.75
b EM works etc Each 0.17 15.00 2.55
Subtotal (11) 3.30
12.0 Staff quarter for O & M
a Civil works R.Km. 1.48 17.28 25.57
b EM works etc R.Km. 0.37 17.28 6.39
13.0 Capital expenditure on
Multimodal Traffic Integration
a Capital expenditure on Multimodal
Each 2.12 15.00 31.80
traffic Integration
14.0 Total of all items except Land 2836.97
15.0 General Charges incl. Design
charges @ 5 % on all items except 141.85
land
16.0 Total of all items including G.
2978.82
Charges except land
17.0 Continegencies @ 3 % 89.36
18.0 Gross Total 3068.18
Cost without land = 3068
Cost with land including contingencies on land = 3436

Table 18.6 - Details of Taxes & Duties

Customs duty = 22.8531 %
Excise duty = 12.36 %
Sale tax = 6.25 % = 12.5%/2
Works tax = 6.25 % = 12.5%/2
VAT = 12.5 %
Total cost Taxes and duties Total taxes
S. without & duties
Description custom excise duty
No. Taxes & VAT(Cr.) (Cr.)
duties (Cr.) duty (Cr.) (Cr.)
1 Alignment & Formation
Underground 0.00 0.00 0.00 0.00 0.00
Elevated, at grade & entry
to Depot 604.53 52.30 59.43 111.74
2 Station Buildings
a) Underground station-
civil works 0.00 0.00 0.00 0.00 0.00
b) Underground station-
EM works 0.00 0.00 0.00 0.00 0.00
Elevated station - civil
works 383.26 33.16 37.68 70.84
Elevated station-EM works 103.50 4.73 8.70 9.88 23.31
e) OCC bldg-civil works 24.00 2.08 2.36 4.44
f) OCC bldg-EM works 6.00 0.27 0.50 0.57 1.35
3 Depot
Civil works 63.73 4.37 3.86 4.39 12.61
EM works 95.59 4.37 8.03 9.13 21.53
4 P-Way 162.56 29.72 3.42 3.88 37.02
5 Traction & power supply
Traction and power supply 212.64 19.44 13.40 15.23 48.07
6 S and T Works
S&T 285.49 52.19 7.06 8.02 67.27
AFC 79.65 13.65 2.46 2.80 18.91
PSD 95.70 17.50 2.37 2.69 22.55
7 R & R hutments 61.20 3.83 3.83
8 Misc.
Civil works 145.31 12.57 14.29 26.86
EM works 48.60 5.11 5.80 10.91
9 Rolling stock 437.22 87.93 4.22 4.79 96.93
Noise Barrier 23.00 2.20 2.50 4.71
Disaster Management 5.00 0.46 0.53 0.99
10 Security
Civil works 0.75 0.06 0.05 0.11
EM works 2.55 0.32 0.23 0.54
Total 2836.97 234.17 162.28 188.07 584.52
Total taxes & Duties 584

CHAPTER 19 FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY
Chapter 19
FINANCING OPTIONS, FARE STRUCTURE

AND FINANCIAL VIABILITY
19.1 INTRODUCTION
The Ahmadabad Metro Project is proposed to be constructed with an estimated cost

of Rs 9382.00 Crore with central taxes and land cost. The length of the metro system
and estimated cost at March-2014 price level without central taxes, with central taxes
and with all taxes are placed in table 19.1 as under:
Table 19.1 Cost Details

Estimated
Estimated Estimated
cost with
cost cost with
Sr. Distance Central
Name of Corridor without all taxes &
No. (KMs) taxes & land
taxes land cost
cost
(Rs/Crore) (Rs/Crore)
(Rs/Crore)
1 E-W Corridor
(Thaltej Gam to 19.435 4,951.00 5,550.00 5,815.00
Vastral Gam)
2 18.493
N-S Corridor
(including 4,020.00
(APMC to Motera 3,436.00 3,832.00
Depot
Stadium)
connection)
Total 37.928 8387.00 9382.00 9835.00
The estimated cost at March-2014 price level includes an amount of Rs.7.04 Crore as
one-time charges of security personal towards cost of weapons, barricades, and hand
held and door detector machine etc. However, the recurring cost towards salary and
allowances of security personal have not taken in to account in FIRR calculation. 2%
of the project cost is taken for providing first mile and last mile connectivity i.e.,
feeder bus services.
19.2 COSTS
19.2.1 Investment Cost

19.2.1.1 For the purpose of calculating the Financial Internal Rate of Return (FIRR),
the completion cost with central taxes has been calculated by taking escalation factor
@7.5% per annum. It has been assumed that Gujarat State Government will exempt

the local taxes or reimburse the same and provide the land worth Rs. 793.00 crore at
March-2014 price level free of cost or it shall provide Interest Free Subordinate Debt.
It is assumed that the construction work will start on 01.07.2014 and is expected to
be completed on 31.03.2018 with Revenue Opening Date (ROD) as 01.04.2018 for the
both the corridors. The total completion costs duly escalated and shown in the table
19.2 have been taken as the initial investment. The cash flow of investments
separately is placed in Table 19.2 as below.
Table 19.2 Year wise Investment (Completion Cost including cost of land)
Cost at March-2014
Completion Cost
Financial Year Price Level
2014-15 693.00 719.00

2015-16 2411.00 2687.00
2016-17 2412.00 2890.00
2017-18 2577.00 3319.00
2018-19 859.00 1189.00
2019-20 258.00 384.00
2020-21 172.00 275.00
Total 9382.00 11463.00
19.2.1.2 Although the construction is expected to get over by 31st March 2018, the
cash flow spill over up to March 2021 on account of payment normally required to be
made to the various contractors up to that period necessitated by contractual clauses.
19.2.1.3 The cost of Land of Rs. 793.00 crore at March-2014 price level included in
the above completion cost will be provided free of cost by the Gujarat Government.
However, Cost of 10 hectare land to be provided by Gujarat Government for property
development has not been included in above.
19.2.2 Additional Investment

Total investment provided in the FIRR calculation towards requirement of additional
rolling stock duly escalated @5% PA is placed in table 19.3 as under: -
Table 19.3 Additional Investment towards Rolling Stock

(Rs/Crore)
Financial
No. of Cars Amount
Year
2021-22 27 507.00
2031-32 60 2296.00
2043-44 87 4782.00
TOTAL 189.00 7585.00

19.2.3 Operation & Maintenance (O&M) Costs

The Operation & Maintenance costs can be divided into three major parts: -
(i) Staff costs

(ii) Maintenance cost which include expenditure towards upkeep and maintenance of the
system and consumables
(iii) Energy costs
The requirement of staff has been assumed @ 35 persons per kilometre. The
escalation factor used for staff costs is 9% per annum to provide for both escalation
and growth in salaries.
The cost of other expenses is based on the actual O & M unit cost for the Delhi Metro
Phase-II project. The average rate of electricity being paid by Delhi Metro for its
Phase-I and Phase-II operations in Delhi is Rs. 5.80 per unit whereas in Gujarat the
applicable rate is Rs. 5.00 per unit which has been used for all calculations. The O&M
cost (excluding staff cost) has been obtained by providing an escalation of 7.50% per
annum. The O&M costs have been tabulated in Table 19.4.1as below for the both
corridors:
Table 19.4 Operation and Maintenance Costs (Combined)

Rs. In Crore
YEAR Staff Maintenance Energy Total
Expenses
2018 - 2019 73.82 53.38 66.53 193.73
2019 - 2020 80.46 57.39 71.51 209.37
2020 - 2021 87.71 61.69 76.88 226.27
2021 - 2022 95.60 66.32 91.60 253.51
2022 - 2023 104.20 71.29 98.47 273.96
2023 - 2024 113.58 76.64 105.85 296.07
2024 - 2025 123.80 82.39 113.79 319.98
2025 - 2026 134.95 88.57 122.32 345.84
2026 - 2027 147.09 95.21 131.50 373.80
2027 - 2028 160.33 102.35 141.36 404.04
2028 - 2029 174.76 110.02 151.96 436.75
2029 - 2030 190.49 118.28 163.36 472.12
2030 - 2031 207.63 127.15 175.61 510.39
2031 - 2032 226.32 136.68 251.06 614.06
2032 - 2033 246.69 146.93 269.89 663.51
2033 - 2034 268.89 157.95 290.13 716.98
2034 - 2035 293.09 169.80 319.89 774.78
2035 - 2036 319.47 182.54 335.29 837.29
2036 - 2037 348.22 196.23 360.43 904.88
2037 - 2038 379.56 210.94 387.47 977.97
2038 - 2039 413.72 226.76 416.52 1057.01
2039 - 2040 450.95 243.77 447.76 1142.49
2040 - 2041 491.54 262.05 481.35 1234.94

YEAR Staff Maintenance Energy Total

Expenses
2041 - 2042 535.78 281.71 517.45 1334.93
2042 - 2043 584.00 302.84 556.26 1443.09
2043 - 2044 636.56 325.55 745.41 1707.51
19.2.4 Depreciation
Although depreciation does not enter the FIRR calculation (not being a cash outflow)
unless a specific depreciation reserve fund has been provided, in the present
calculation, depreciation calculations are placed for purpose of record.
19.2.5 Replacement Cost

The replacement costs are provided for meeting the cost on account of replacement of
equipment due to wear and tear. With the nature of equipment proposed to be
provided, it is expected that only 50% of the Signalling and Telecom and 25% of
electrical works would require replacement after 20 years.
19.3 REVENUES
The Revenue of Ahmadabad Metro mainly consists of fare box collection and other
incomes from property development, advertisement, parking etc.
19.3.1 Fare box

The Fare box collection is the product of projected ridership per day and applicable
fare structure based on trip distribution at different distance zones.
19.3.1 Traffic
19.3.1.1 a. The projected ridership figures years are as indicated in table 19.5 as
below: -
Table 19.5 Projected Ridership
Trips per day (lakhs)

Financial Year
Corridor-I Corridor-II Total
2018-19 2.80 2.16 4.96
2021-22 3.70 3.00 6.70
2031-32 6.31 4.92 11.23
2043-44 8.62 7.39 16.01
b. The growth rate for traffic is assumed @10% Per Annum upto 2020-21, @5.30%
Per Annum upto 2030-31, 3% Per Annum upto 2041-42 and thereafter @ 2.00%
per annum.
19.3.1.2 Trip Distribution

The trip distribution worked out by CEPT university in the traffic study report which
was forwarded by Metro Link Express for Gandhinagar and Ahmedabad (MEGA)

Company Ltd., vide mail dated 30.03.2015 has been assumed, which is shown in Table
19.6 below: -
Table 19.6 Trip Distribution

Distance in km Percent distribution
0-2 7.00%
2-4 17.00%
4-6 16.00%
6-9 21.00%
9-12 13.00%
12-15 9.00%
15-18 6.00%
18-21 4.00%
21-24 2.00%
24-27 2.00%
27-31 2.00%
31-35 1.00%
Total 100.00%
The graphic presentation of the same is placed below in Figure-19.1.
Figure 19.1 Trip Distribution
TRIP DISTRIBUTION
25.00%
20.00%
% OF TRAFFIC
15.00%
10.00%
5.00%
0.00%
0-2 2-4 4-6 6-9 9-12 12-15 15-18 18-21 21-24 24-27 27-31 31-35
DISTANCE Series1

Fare Structure
The Delhi Metro Fares structures as fixed by a fare fixation committee in 2009 have
been assumed with an escalation @15.00% for every two years, which is placed in
table 19.7.
Table 19.7 Fare Structure in 2018-19
Distance in kms. Fare (Rs)
0-2 15
2-4 19
4-6 23
6-9 28
9-12 30
12-15 34
15-18 36
18-21 39
21-24 41
24-27 43
27-31 47
31-35 51
19.3.1.3 Other Sources Of Revenues

Other revenues from Property Development and advertisement have been assumed
@ 10% of the fare box revenues during operations. Apart from development of
property on metro stations and depot it is possible to raise resources through leasing
of parking rights at stations, advertisement on trains and tickets, advertisements
within stations and parking lots, advertisements on viaducts, columns and other
metro structures, co-branding rights to corporate, film shootings and special events
on metro premises.
SPV/BOT operator will engage a developer/Concessionaire for generating rental

income. It is assumed that about 10.00 Hectare. i.e., 40,00,000 square feet area will
be available for property development with a FAR of 4. The developer will bring
equity to the extent of Rs.220.00 crore and the balance amount towards construction
shall be raised by SPV as 12% Market Debt. The estimated development cost will be
Rs.883.00 crore. It is assumed that the rental revenue will accrue to the developer
from the FY 2019-20 which has been escalated @5% every year. Out of the estimated
rental income, apart from meeting maintenance expenditure, the developer will
repay the loan and interest. After meeting these obligations and retaining 14%
return on his equity with an escalation @5% every year, the residual rental earnings
will accrue to SPV, which has been taken into account in the FIRR calculations. The
details of PD income accrue to SPV is tabulated as under; -

Table 19.8 Estimated generation of Rental Income from PD

Rs. in Crore
Retur Resid
Intere n ual
Mainten Loan Bal
Const Rental st on @14 renta
ance repa Loan
Year ructio Incom Loan IDC Loan % to l
Expendi ymen Amo
n cost e @12 the inco
ture t unt
% devel me to
oper SPV
2014 - 2015 160 105 6 111 -55
2015 - 2016 168 113 14 238 -55
2016 - 2017 176 121 16 375 -55
2017 - 2018 185 130 19 524 -55
2018 - 2019 194 194 24 742 0
2019 - 2020 61 6 74 668 89 31 -139
2020 - 2021 84 8 74 594 80 33 -111
2021 - 2022 118 12 74 520 71 35 -74
2022 - 2023 186 19 74 446 62 37 -6
2023 - 2024 313 31 74 372 54 39 115
2024 - 2025 328 33 74 298 45 41 135
2025 - 2026 345 34 74 224 36 43 158
2026 - 2027 362 36 74 150 27 45 180
2027 - 2028 380 38 74 76 18 47 203
2028 - 2029 399 40 76 0 9 49 225
2029 - 2030 419 42 51 326
2030 - 2031 440 44 54 342
2031 - 2032 462 46 57 359
2032 - 2033 485 49 60 376
2033 - 2034 509 51 63 395
2034 - 2035 535 53 66 416
2035 - 2036 562 56 69 437
2036 - 2037 590 59 72 459
2037 - 2038 619 62 76 481
2038 - 2039 650 65 80 505
2039 - 2040 683 68 84 531
2040 - 2041 717 72 88 557
2041 - 2042 753 75 92 586
2042 - 2043 790 79 97 614
2043 - 2044 830 83 102 645
Total 883 11621 1161 663 79 742 491 1291 7715

19.3 FINANCIAL INTERNAL RATE OF RETURN (FIRR)
19.3.1 The Financial Internal Rate of Return (FIRR) obtained costs for 30 years business
model including construction period is followings:-
Corridor FIRR
FIRR without PD 9.70%
FIRR with PD 10.45%
The FIRR with central taxes & duties is produced in Table 19.9.1 & Table 19.9.2
Table 19.9.1 FIRR with Central Taxes (Without Property Development)

Figs in cr. (Rs.)
Cash
Outflow Inflow
Flow
Year Compl Addition Running Replac Total Fare Box PD & Total IRR
etion al Cost Expenses ement Costs Revenue ADVT Revenue
Cost costs
2014 - 2015 719 719 0 -719
2015 - 2016 2687 2687 0 -2687
2016 - 2017 2890 2890 0 -2890
2017 - 2018 3319 3319 0 -3319
2018 - 2019 1189 194 1383 467 47 514 -869
2019 - 2020 384 0 209 593 513 51 564 -29
2020 - 2021 275 0 226 501 647 65 712 211
2021 - 2022 0 507 254 761 723 72 795 34
2022 - 2023 0 0 274 274 875 88 963 689
2023 - 2024 0 0 296 296 921 92 1013 717
2024 - 2025 0 0 320 320 1122 112 1234 914
2025 - 2026 0 0 346 346 1181 118 1299 953
2026 - 2027 0 0 374 374 1425 143 1568 1194
2027 - 2028 0 0 404 404 1501 150 1651 1247
2028 - 2029 0 0 437 437 1815 182 1997 1560
2029 - 2030 0 0 472 472 1911 191 2102 1630
2030 - 2031 0 0 510 510 2313 231 2544 2034
2031 - 2032 0 2296 614 2910 2435 244 2679 -231
2032 - 2033 0 0 664 664 2894 289 3183 2519
2033 - 2034 0 0 717 717 2981 298 3279 2562
2034 - 2035 0 0 775 775 3532 353 3885 3110
2035 - 2036 0 0 837 837 3638 364 4002 3165
2036 - 2037 0 0 905 905 4318 432 4750 3845
2037 - 2038 0 0 978 978 4447 445 4892 3914
2038 - 2039 0 0 1057 1057 5268 527 5795 4738
2039 - 2040 0 0 1142 1732 2874 5426 543 5969 3095
2040 - 2041 0 0 1235 1819 3054 6427 643 7070 4016
2041 - 2042 0 0 1335 0 1335 6620 662 7282 5947
2042 - 2043 0 0 1443 0 1443 7853 785 8638 7195
2043 - 2044 0 4782 1708 0 6490 8088 809 8897 2407
Total 11463 7585 17726 3551 40325 79341 7936 87277 9.70%

Table 19.9.2 FIRR with Central Taxes (With Property Development)

Figs in cr. (Rs.)
Outflow Cash Flow
Comple Additiona Running Replace Total Fare Box PD & Total IRR
Year
tion l Cost Expenses ment Costs Revenue ADVT Revenu
Cost costs e
2014 - 2015 719 719 0 -719
2015 - 2016 2687 2687 0 -2687
2016 - 2017 2890 2890 0 -2890
2017 - 2018 3319 3319 0 -3319
2018 - 2019 1189 194 1383 467 47 514 -869
2019 - 2020 384 0 209 593 513 -88 425 -168
2020 - 2021 275 0 226 501 647 -46 601 100
2021 - 2022 0 507 254 761 723 -2 721 -40
2022 - 2023 0 0 274 274 875 82 957 683
2023 - 2024 0 0 296 296 921 207 1128 832
2024 - 2025 0 0 320 320 1122 247 1369 1049
2025 - 2026 0 0 346 346 1181 276 1457 1111
2026 - 2027 0 0 374 374 1425 323 1748 1374
2027 - 2028 0 0 404 404 1501 353 1854 1450
2028 - 2029 0 0 437 437 1815 407 2222 1785
2029 - 2030 0 0 472 472 1911 517 2428 1956
2030 - 2031 0 0 510 510 2313 573 2886 2376
2031 - 2032 0 2296 614 2910 2435 603 3038 128
2032 - 2033 0 0 664 664 2894 665 3559 2895
2033 - 2034 0 0 717 717 2981 693 3674 2957
2034 - 2035 0 0 775 775 3532 769 4301 3526
2035 - 2036 0 0 837 837 3638 801 4439 3602
2036 - 2037 0 0 905 905 4318 891 5209 4304
2037 - 2038 0 0 978 978 4447 926 5373 4395
2038 - 2039 0 0 1057 1057 5268 1032 6300 5243
2039 - 2040 0 0 1142 1732 2874 5426 1074 6500 3626
2040 - 2041 0 0 1235 1819 3054 6427 1200 7627 4573
2041 - 2042 0 0 1335 0 1335 6620 1248 7868 6533
2042 - 2043 0 0 1443 0 1443 7853 1399 9252 7809
2043 - 2044 0 4782 1708 0 6490 8088 1454 9542 3052
94992 10.45%
Total 11463 7585 17726 3551 40325 79341 15651

The various sensitivities with regard to increase/decrease in capital costs, O&M costs
and revenues are placed in Table 19.10 below : -
Table 19.10 FIRR (With PD)
Sensitivity
Capital Cost with Central Taxes
but without land cost
10% increase 20% 10% 20%
in capital cost increase in decrease in decrease
capital cost capital cost in capital
cost
9.79% 9.19% 11.20% 12.07%
REVENUE
20% decrease 10% 10% 20%
in Fare Box decrease in increase in increase
revenue Fare Box Fare Box in Fare
revenue revenue Box
revenue
8.34% 9.45% 11.36% 12.20%
O&M COSTS
10% decrease in O&M
10% increase in O&M cost
cost
10.23% 10.67%
These sensitivities have been carried out independently for each factor.
19.5 FINANCING OPTIONS

Objectives of Funding: - The objective of funding metro systems is not necessarily
enabling the availability of funds for construction but coupled with the objective of
financial closure are other concerns, which are of no less importance: -
Ensuring low project cost
Ensuring debt funds at low rates of interest
Creating self sustainable system in the long run by
o Low infrastructure maintenance costs
o Longer life span
o Setting fares which minimise dependence on subsidies
Recovering returns from both direct and indirect beneficiaries
Rail based mass transit systems are characterised by heavy capital investments
coupled with long gestation period leading to low financial rates of return although
the economic benefits to the society are immense. Such systems generate
externalities, which do not get captured in monetary terms and, therefore, do not flow
back to the system. However, experience all over the world reveals that both
construction and operations of metro are highly subsidised. Government
involvement in the funding of metro systems is a foregone conclusion. Singapore had
a 100% capital contribution from the government, Hong Kong 78% for the first three
lines and 66% for the later 2 lines. The Phase-I, Phase-II as well as Phase-III of Delhi

MRTS project, Chennai and Bengaluru metros are also funded with a mixture of equity
and debt (ODA) by GOI & concerned state governments.
19.5.1 Alternative Models Of Financing

The financing option shall depend upon selection of the dedicated agency created to
implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the State Government Control (Delhi Metro Rail
Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC)
(ii) Built, Operate & Transfer (BOT), and
SPV Model: - The corridor is a standalone one and therefore forming a separate SPV
may be in the name of Ahmadabad Metro Rail Corporation may be desirable. As per
the JICA procurement guidelines, Rs. 5140 Crore is eligible for JICA funding. However,
MEGA vide its email dated 6th May 2015 informed that JICA has shown willingness to
fund Rs. 5968 Crore and balance loan amount of Rs.379.00 Crore only may have to be
raised from the domestic loan. Accordingly, the funding pattern assumed under this
model is placed in table 19.11 as under: -
Table 19.11 Funding pattern under SPV model (with central taxes)
(Rs./Crore)
With Taxes & Duties

Particulars
Amount % of contribution
Equity By GOI 1497.00 14.15%
Equity By GOG 1497.00 14.15%
SD for CT by GOG (50%) 618.00 5.84%
SD for CT by GOI (50%) 618.00 5.84%
1.40% JICA Loan 5968.00 56.43%
12% Market Borrowings 379.00 3.59%
Total 10577.00 100.00%
SD for Land by GOG (100%) 886.00
Total 11463.00
Interest During Construction 279.00
Grand Total 11742.00
In addition to the above, State Taxes of Rs.636.00 crore on completion cost basis has
to be either reimbursed or exempted by state government.
BOT Model: - In this model, the private firm will be responsible for financing,
designing, building, operating and maintaining of the entire project. The contribution
of Government of Gujarat will be limited to cost of land only. Such a project become
eligible for Viability Gap Funding (VGF) upto 20% from the Central Government
provided the state government also contribute same or more amount towards the
project. The metro being a social sector project not much private parties are available
to bid for such a project. Besides quite expectedly the private operator may demand

assured rate of return in the range of 16% to 18% or a comfort of guaranteed

ridership.
The funding pattern assumed under this model excluding the cost of land is placed in
table 19.12.1 & 19.12.2 tabulated as under: -
Table 19.12.1 Funding pattern under BOT Combined (18% EIRR)

(With central taxes and without land cost and without Property Development)
Amount
% Of contribution
(Rs/Crore)
VGF by GOI 2115.00 20.00%
VGF by GOG 3485.00 32.95%
Total 10577.00 100.00%
IDC 246.00
Total 11709.00
Table 19.12.2 Funding pattern under BOT Combined (18% EIRR)

(With central taxes and without land cost and with Property Development)
Amount
% Of contribution
(Rs/Crore)
VGF by GOI 2115.00 20.00%
VGF by GOG 3085.00 29.17%
Total 10577.00 100.00%
IDC 348.00
Total 11811.00
19.6. RECOMMENDATIONS
The combined FIRR of both the corridors with taxes is 10.45% with revenue from
additional property development on 10 hectares of land. The pre-tax Equity FIRR to
the BOT operator worked out to 18% with total VGF of Rs.6086.00 crore excluding
the cost of 10 hectare Land. Since the Gujarat State Government is providing land
parcels for PD, it is advisable to take up the job on DMRC/BMRCL/CMRL model.
Accordingly, the corridors are recommended for implementation.

The total fund contribution of GOI & GOG under various alternatives is tabulated in
table 19.13.
Table 19.13
Rs. In crore
Particulars SPV Model BOT Model without BOT Model with
PD PD
GOI 2115.00 2115.00 2115.00
GOG 3001.00 4371.00 3971.00
Total 5116.00 6486.00 6086.00
Considering the difference, it is recommended to implement the project under SPV

model as per the funding pattern given in Table 19.11.
The detailed cash flow statements under various alternatives are enclosed as per
detail given below:-
Option Table No.

SPV Model with JICA Loan without PD 19.14
SPV Model with Market Borrowings without PD 19.15
BOT Model without PD 19.16
SPV Model with JICA Loan with PD 19.17
SPV Model with Market Borrowings with PD 19.18
BOT Model with PD 19.19
The funding pattern assumed under SPV model & BOT model with PD is depicted in
the pie chart i.e., Figure 19.2.1 & 19.2.2 as under: -

Figure 19.2.1
Funding pattern under SPV Model with PD
Figure 19.2.2
Funding pattern under BOT Model with PD

CHAPTER 20 ECONOMIC APPRAISAL
Chapter - 20
ECONOMIC APPRAISAL
20.1 INTRODUCTION
Economic benefits are social and environmental benefits which are quantified and then
converted into money cost and discounted against the cost of construction and
maintenance for deriving Economic Internal Rate of Return (EIRR). When actual
revenue earned from fare collection, advertisement and property development are
discounted against construction and maintenance cost, interest (to be paid) and
depreciation cost, Financial Internal rate of Return (FIRR) is obtained. Therefore, EIRR
is viewed from socio-economic angle while FIRR is an indicator of pure financial
profitability and viability of any project.
Economic appraisal of a project starts from quantification of measurable economic

benefits in economic money values, which are basically the savings of resource cost due
to introduction of the metro line. Economic savings are derived from the difference of
the cost of the same benefit components under with and without metro line.
In highway construction projects, without is taken as base case and with implies
alternative case. In alternative case a portion of traffic on the road is diverted to a new
road which is estimated first. Then the difference between maintenance & construction
cost for base case and for alternative case which is known as relative road agency cost
(RAC) is derived. Difference between road user cost for base case and of alternative
case is also derived which is known as relative road user cost (RUC). Difference
between RAC and RUC calculated for each year generates net benefit stream. Economic
indicators (EIRR, BC Ratio, NPV) are the obtained.
In metro projects, same principal is followed but procedure is slightly different. Here,
diverted traffic is nothing but the passengers shifted from road based modes to metro.
Travel time saving is the difference between time which would be taking on metro and
road based transports for same distance. Fuel cost saving is the difference between the
cost of the fuel burnt on road based modes by the shifted passengers and the energy cost
of running the metro rail which is a part of the maintenance cost. Thus benefits are
directly obtained by correlating with them with the passenger km (ridership and
average trip length is multiplied to get passenger km). As is done in highway projects,
net benefit is obtained by subtracting the cost of the project (incurred for construction
(capital) and maintenance (recurring) costs for the metro line) from the benefits derived
from pass km savings in each year. The net benefit value which would be negative
during initial years becomes positive as years pass. Internal rate of return and benefit
cost ratio are derived from the stream.

The sources from where economic savings occur are identified first. Although there are
many kinds of primary, secondary and tertiary benefits, only the quantifiable
components can be taken to measure the benefits. These components are quantified by
linking with the number of passengers shifted and the passenger km saved by the trips
which are shifted from road/rail based modes to metro. It may be observed that first
four benefit components given in Table 20.1 are direct benefits due to shifting of trips
to metro, but other benefit components are due to decongestion effect on the road.
Benefit components were first estimated applying market values then were converted
into respective Economic values by using separate economic factors which are also
given in table 20.1. Depending upon methodology of estimation, economic factors are
assumed. Overall economic value of benefit components is 90% of the market value.
Similarly economic value of the cost components are 80% of the market cost.
Table 20.1: Cost/Benefit Components due to Metro

Economic
Cost/Benefit Components Factors
1 Construction Cost 80%
2 Maintenance Cost 80%
3 Annual Time Cost Saved by Metro Passengers 100%
4 Annual Fuel Cost Saved by Metro Passengers 80%
5 Annual Vehicle Operating Cost Saved by Metro Passengers 80%
6 Emission Saving Cost 100%
7 Accident Cost 100%
8 Annual Time Cost Saved by Road Passengers 100%
9 Annual Fuel Cost Saved by Road Passengers 80%
10 Annual Infra Structure Maintenance Cost 80%
20.2 VALUES ADOPTED FOR SOME IMPORTANT VARIABLES
Benefit components are converted (by applying appropriate unit cost) to money values
(Rs.). Derivation procedures of some of the values used for economic analysis are shown
in table 20.2.
Table 20.2: Values adopted for some important variables

Values Important variables
1 Rs. 1.208/min Weighted value of Travel Time is derived 1 from workers and non
0F
workers value of time obtained from Household survey. (as per

mode share assumed (table 20.7).
2 Market rate of fuel
cost Adopted value of Petrol, Diesel and CNG.(table 20.3 bottom row)
3 Table 20.3 Vehicle Operating Cost per km (Derived from Life Cycle Cost of
different passenger vehicles)
1
Workers value of time is Rs. 1.45 and non workers value of time is Rs.0.238. Assuming 80% of workers and
20% of non workers are metro users, weighted average value of time worked out as Rs.1.208

Values Important variables

4 Table 20.4 Emission (gm/km as per CPCB and UK Norms) Emission Saving
Cost (adopted for Indian conditions in Rs/ton).
5 Table 20.5 Accident Rate (No of fatal and all accidents per one Cr.KM). Accident
costs are derived from earning in remaining life and published
papers.
6 52.14% Passenger km Vehicle km conversion factor and mode share
percent values (derived from House Hold Survey and Modal Split
within study area)
7 Graph 20.1 Fuel Consumption of vehicles at a given speed is derived from Road
User Cost Study Model (CRRI-2010)
8 Rs. 0.5/vehicle km Infra Structure Maintenance Cost is derived from published values
on annual expenditure on roads and traffic and annual vehicle km
9 16.154 min Average Journey Time Saved for average trip length (km) journey
after Shifting (Derived from modal split -Table 20.7 and speed and
delay survey)
10 25.17 kmph Average Journey Speed (Speed and delay Survey)
Table 20.3: Vehicle Operating Cost (VOC) in Rs.

4 Wh 4 Wh 2 Wh 2 Wh 3 Wh Mini
Per Vehicle KM Bus
(Large) (Small) (MC) (SC) (Auto) Bus
Maintenance Cost 4.62 3.78 2.15 0.78 0.75 2.40 2.99
Capital Cost 4.21 4.27 1.60 0.24 0.16 1.20 2.57
Vehicle Maintenance
Cost 9.71 8.85 4.13 1.12 1.00 3.96 6.12
Fuel Cost 9.86 4.69 4.73 1.91 1.91 4.53 6.98
VOC (with fuel) 19.57 13.55 8.86 3.03 2.90 8.49 13.10
Table 20.4: Vehicle Emission 2011-2021(CPCB) and Cost in Rs.

VEHICLE CO HC NOX PM CO CO2
BUS 3.72 0.16 6.53 0.24 3.72 787.72
2W-2 STROKE 1.4 1.32 0.08 0.05 1.4 24.99
2W-4 STROKE 1.4 0.7 0.3 0.05 1.4 28.58
MINI BUS 2.48 0.83 8.26 0.58 2.48 358.98
4W-SMALL 1.39 0.15 0.12 0.02 1.39 139.51
4W-LARGE 0.58 0.05 0.45 0.05 0.58 156.55
TATA MAGIC 1.24 0.17 0.58 0.17 1.24 160
3W 2.45 0.75 0.12 0.08 2.45 77.89
Cost RS. 100000 PER TON 500
Table 20.5: Accident Rate and Cost in Rs

Accident Rate in the year Average
/Cr. Vehicle KM
2014 Cost in Rs
All Types. 1.87 588911
Fatal Accident. 0.34 1692648

Figure 20.1 Fuel Consumption/against speed graph for Car and two wheeler
0.12
0.10
FUEL CONSUMPTION (l/km)
0.08
CAR
0.06 2WH
0.04
0.02
0.00
0.0 20.0 40.0 60.0 80.0 100.0 120.0
SPEED (KM/HR)
Traffic demand estimates on the Phase I Metro Ahmadabad for rapid and moderate
scenarios used for economic analysis are given in table 20.6 and 20.7.
Table 20.6: Summary of the Ridership (Moderate Scenario)
Particulars 2018 2021 2026 2031 2036 2043

Trips/day 496079 669820 896631 1123442 1362254 1601065
Line Length
35.95 35.95 35.95 35.95 35.95 35.95
(km)
Average Trip
length (km) 6.990 6.990 6.980 6.970 7.130 7.290
Passenger
km 3467592 4682042 6258484 7830391 9712867 11671764
Passenger
km/km 96456 130238 174089 217813 270177 324667
Mode share obtained from House Hold Survey data is shown in table 20.7. Originally Table 1-5-
Vol III)
Table 20.7 Mode Share in the Study Area

Modes Vehicle Passenger
Bus 1.12% 20.36%
BRTS 0.12% 2.10%
Two Wh. 72.90% 48.07%

Modes Vehicle Passenger

Four Wh. 10.67% 7.36%
Three Wh. 13.62% 11.21%
Private Bus &
Others 1.58% 10.89%
(Source Household survey)
In this area, personalised modes (car, three and two wheelers-total 97.19% carrying
66.64% passengers) are dominant which have made vehicle by passenger ratio very
high (52.14%). vehicular trips made by Public modes is 2.82% which is carrying 29.46%
passengers and 11.21% passenger trips are carried by 13.62% IPT transport as may be
seen in table 20.7. More smaller size vehicles on road indicates more congestion.
20.3 ECONOMIC BENEFIT STREAM
For deriving the values of economic indicators (EIRR, NPV, BCR), cost and benefit
stream table is constructed in terms of money value. Socio-Economic Benefits are first
quantified and converted in to money cost.
While cost component is estimated for each year, benefits are obtained directly from the
projected passenger km saved for the horizon years (2018, 2021, 2026, 2031 and 2043)
and the values for other years are interpolated and extrapolated on the basis of
projected traffic.
Market values are used for calculating costs and then appropriate economic factors (see
table 20.1) are applied. For each year values of each benefit components are obtained
and thus benefit stream is estimated. Benefit Components Stream for proposed Phase 1
line is shown in table 20.8.

Table 20.8 Component wise Stream of Economic Benefit Value

Annual Annual Annual Emission Accident Annual Annual Annual Infra Total
Time Cost Fuel Cost Vehicle Saving Cost in Time Cost Fuel Cost Structure Benefits
Saved by Saved by Maintenance Cost in Cr. Rs. Saved by Saved by Maintenance without
From To Metro Metro Cost Saved Cr. Rs. Road Road Cost Discount
Passengers Passengers by Metro Passengers Passengers
in Cr. Rs. in Cr. Rs. Passengers in Cr. Rs. in Cr. Rs.
in Cr. Rs.
2018 2019 527.67 187.32 196.37 45.70 9.16 25.40 3.24 37.16 1032
2019 2020 624.40 221.36 230.06 53.55 10.73 32.23 4.46 41.48 1218
2020 2021 738.85 267.12 269.54 52.68 12.58 40.61 5.94 46.31 1434
2021 2022 838.52 303.00 302.78 47.89 14.13 48.74 7.43 49.56 1612
2022 2023 951.64 350.56 340.13 53.79 15.87 58.12 9.14 53.05 1832
2023 2024 1080.02 398.01 382.08 60.43 17.83 68.88 11.10 56.78 2075
2024 2025 1225.72 459.92 429.21 67.88 20.03 81.16 13.33 60.78 2358
2025 2026 1391.07 522.57 482.15 76.26 22.50 95.10 15.86 65.06 2671
2026 2027 1557.99 594.70 534.50 84.54 24.94 109.43 18.48 68.72 2993
2027 2028 1744.93 667.24 592.54 93.72 27.65 133.18 21.57 72.59 3353
2028 2029 1954.31 757.38 656.88 103.89 30.65 162.08 26.59 76.67 3768
2029 2030 2188.81 850.20 728.21 115.17 33.98 197.26 32.66 80.99 4227
2030 2031 2451.45 1049.70 880.67 139.29 37.67 271.38 43.67 93.32 4967
2031 2032 2727.67 1176.81 974.62 154.14 41.69 329.70 53.33 98.41 5556
2032 2033 3035.01 1325.52 1078.63 170.59 46.14 400.57 65.05 103.77 6225
2033 2034 3376.98 1486.68 1193.80 188.81 51.06 486.70 79.28 109.44 6973
2034 2035 3757.48 1669.47 1321.32 208.98 56.52 591.38 96.54 115.41 7817
2035 2036 4180.86 1872.32 1461.87 231.21 62.53 718.28 117.46 121.67 8766
2036 2037 4538.71 2054.88 1578.19 249.60 67.50 851.97 139.50 125.09 9605
2037 2038 4927.19 2255.25 1703.77 269.46 72.87 1010.55 165.68 128.62 10533
2038 2039 5348.91 2475.14 1839.33 290.91 78.67 1198.65 196.77 132.24 11561
2039 2040 5806.74 2716.48 1985.69 314.05 84.93 1421.76 233.69 135.97 12699
2040 2041 6303.75 2981.35 2143.69 339.04 91.69 1686.40 277.55 139.80 13963
2041 2042 6843.30 3272.05 2314.26 366.02 98.99 2000.30 329.63 143.74 15368
2042 2043 7429.03 3591.09 2498.41 395.14 106.86 2372.62 391.49 147.79 16932
2043 2044 8064.89 3941.24 2697.21 426.59 115.37 2814.25 464.96 151.95 18676

7.74% TIME COST

FUEL COST
15.24% VEH MAITENANCE COST
OTHER COST
51.47%
25.55%
Figure 20.2 Percent of Benefits
All Benefit component values (economic) accrued between the years 2018-2044 are
shown in figure 20.2 which shows that benefits are mainly coming from saving of travel
time by metro and road passengers (56.57%), fuel saving cost (22.60%), vehicle
maintenance cost (16.17%) and Environmental benefit from emission reduction,
accident reduction and road maintenance cost (together) is 4.66%.
20.4 METRO CONSTRUCTION COST
Total cost of metro construction (COMPLETION COST) is derived after considering cost
of all major component such as Relocation and Rehabilitation (RR), Civil construction for
underground and elevated portions, Stations and Depots, Track laying, Signalling and
telecommunication, Power traction line, Rolling stock, Man power etc. RUCURRING
COST includes energy cost, maintenance cost, and operation cost. These costs are
inclusive of central tax and yearly escalation cost applied on fixed cost. Analysis period
is taken from 2014-15 to 2043-44 out of which 7 years (2014-2018) are marked as
construction period. Additional capital expenditure may be incurred in the years 2021-
22 (purchase of more rolling stock). During the years 2031-32 and 2043-44, additional
capital will again be required for rolling stock and in 2039-41 major repairing and
replacement cost is envisaged. Operation is expected to start in 2018-19 (4th Year).
Overall Ratio of Fixed cost and Completion cost is 0.8185. There are two ways to
calculate economic benefits. Either remove all escalation factors and then derive
economic benefits on the basis of fixed cost estimated in 2014, or keep the escalated
cost, but also apply escalation factors on benefit components namely time value, fuel
cost and other costs whose values will change. This means calculation on the basis of
current price. In the present analysis, second option is mainly used. For arriving at
current price 7.5% escalation is applied on the estimated cost (base year 2014). 6%
escalation factor is applied on the benefit components considering average economic
growth as 6% per year. Cost stream is generated for both options and is shown in Table
20.9. Economic factors are then applied (as given in table 20.1) on the completion cost
stream.

Table 20.9: Estimated Capital and Recurring Cost with and without Escalation
Completion Cost Fixed Cost

Recurring Recurring
Year Year Capital Cost Capital Cost
Cost Cost
Start Ending Cr. Rs. Cr. Rs Cr. Rs. Cr. Rs
2014 2015 719 0 719 0
2015 2016 2687 0 2500 0
2016 2017 2890 0 2501 0
2017 2018 3319 0 2672 0
2018 2019 1189 194 890 145
2019 2020 384 209 267 146
2020 2021 275 226 178 146
2021 2022 507 254 306 153
2022 2023 0 274 0 154
2023 2024 0 296 0 154
2024 2025 0 320 0 155
2025 2026 0 346 0 156
2026 2027 0 374 0 157
2027 2028 0 404 0 158
2028 2029 0 437 0 159
2029 2030 0 472 0 160
2030 2031 0 510 0 160
2031 2032 2296 614 671 180
2032 2033 0 664 0 181
2033 2034 0 717 0 181
2034 2035 0 775 0 182
2035 2036 0 837 0 183
2036 2037 0 905 0 184
2037 2038 0 978 0 185
2038 2039 0 1057 0 186
2039 2040 1732 1142 284 187
2040 2041 1819 1235 277 188
2041 2042 0 1335 0 189
2042 2043 0 1443 0 190
2043 2044 4782 1708 587 210
20.5 ECONOMIC PERFORMANCE INDICATORS
For Moderate Scenario, after generating the cost and benefit stream table, values of
economic indicators are derived and are given in table 20.10. Project period is 2014-
2043, EIRR is found to be 19.94% and B/C ratio as 5.52 and with 12 % discount, EIRR is
7.09% and B/C ratio is 2.03. NPV without discount is Rs 145959 Cr. and with 12%
discount rate, NPV is Rs. 9997 Cr. On the basis of fixed cost (2014), EIRR is 13.92% B/C
Ration is 4.20 and NPV is 41689, which shows that the project is economically viable.

Table 20.10: Economic Indicator Values (2043-44)

(Moderate Scenario)
Current Price Fixed Price Base Year 2014
WITH WITH
WITHOUT WITHOUT
AHMDABAD PAHSE 1 DISCOUNT DISCOUNT
DISCOUNT DISCOUNT
(12%) (12%)
Cumulative cost (Cr.) 32260 9702 13028 7065
Cumulative benefit(Cr.) 178219 19700 54717 8372
Benefit Cost Ratio 5.52 2.03 4.20 1.18
NPV(Cr.) 145959 9997 41689 1166
EIRR 19.94% 7.09% 13.92% 1.71%
20.6 SENSITIVITY ANALYSIS
Sensitivity of EIRR and B/C ratios both with and without discount was carried out and
the output is given in the table 20.11. 2043-44 is taken for the year of comparison.
Table 20.11 Sensitivity of EIRR

SENSITIVITY WITHOUT DISCOUNT WITH DISCOUNT
TRAFFIC COST EIRR B/C COST EIRR B/C COST
0% 0% 19.94% 5.52 32260 7.09% 2.03 9702
-10% 0% 19.30% 5.27 32260 6.52% 1.93 9702
-20% 0% 18.65% 5.01 32260 5.94% 1.83 9702
0% 10% 18.77% 5.02 35486 6.05% 1.85 10673
0% 20% 17.74% 4.60 38712 5.13% 1.69 11643
-10% 10% 18.16% 4.79 35486 5.50% 1.76 10673
-20% 20% 16.54% 4.17 38712 4.05% 1.53 11643
Sensitivity analysis shows that economic indicator values namely EIRR is within the
limit of acceptance as also the B/C ratios. If cost is increased by more than 20% or traffic
is decreased by 20%, economic return reduces to 15.36%.
20.7 QUANTIFIED BENEFITS.
Benefits which are shown in previous tables are money value of the benefits. These
benefits are estimated first and the converted into money value. For brevity, only 5 year
estimates are shown in table 20.12 (Reduction of Vehicle gas Emission) and in table
20.13 (Reduction of Fuel, Time of Travel, Vehicle on Road etc).

Table 20.12 Environmental Benefits Quantified

Tons/Year 2019 2020 2021 2022 2023
CO 2218.35 2451.88 2210.99 1814.28 1922.70
HC 1266.52 1399.85 1253.68 1017.52 1078.33
NOX 255.43 282.32 311.90 330.39 350.13
PM 57.57 63.63 67.23 67.96 72.02
SO2 4.34 4.80 4.87 4.70 4.98
CO2 53081 58669 64845 68720 72827
Total Emission Saved 56883 62872 68694 71955 76255
From Table 20.13, it may be seen that in 2020, due to shifting, metro passengers time
saving will be 6.08 Cr. (10 million) hour, fuel saving 38.86 thousand tons. Amount of
travel in terms of passenger km reduced due to shifting to Metro Rail is equivalent to
reduction of 61598 vehicles from the road. About 31 fatal accidents and 141 other
accidents may be avoided. Hence it is expected that there will be some improvement of
the overall ambience of the area.
Table 20.13 Travel Benefits Quantified

Quantified Benefits in Horizon
Years 2019 2020 2021 2022 2023
Annual Time Saved by Metro
Passengers in Cr. Hr. 5.44 6.08 6.78 7.26 7.77
Annual Fuel Saved by Metro
Passengers in thousand Tons. 34.87 38.86 44.22 47.31 51.63
Daily vehicles reduced (off the road) 55731 61598 68082 72151 76462
CO2 reduced in thousand tons 53.08 58.67 64.85 68.72 72.83
Other gases reduced in thousand tons 3.80 4.20 3.85 3.23 3.43
Reduced No of Fatal Accidents in Year 31.02 34.29 37.90 40.17 42.57
Reduced No of Other Accidents in
year 141.16 156.02 172.44 182.75 193.67
Annual Vehicle km Reduced in Cr. Km. 91.98 101.66 112.36 119.08 126.19

CHAPTER 21 IMPLEMENTATION PLAN
Chapter - 21
IMPLEMENTATION PLAN
21.1 WAY FORWARD FOR IMPLEMENTING AHMEDABAD METRO PROJECT
On receipt of the Detailed Project Report, following action will be required for
implementing the Ahmedabad Metro:
Approval to the Detailed Project Report to be taken from Gujarat State Government
(Cabinet approval).
The DPR to be forwarded to the Ministry of Urban Development(GOI), Planning

Commission and Finance Ministry with the request for approving the Metro project
and for financial participation through equity contribution in the MEGA.
Signing of an MOU between Gujarat State Government and Government of India giving
all details of the Joint Venture bringing out the financial involvement of each party,
liability for the loans raised, the administrative control in the SPV, policy in regard to
fare structure, operational subsidy, if any, etc.
MEGA Ltd, the Special Purpose Vehicle (SPV) already set up for implementing the
project and for its subsequent Operation & Maintenance.
The Metro Railways (Amendment) Act-2009 can readily be made use of for
implementation of Ahmedabad Metro by declaring Ahmedabad City as Metropolitan
Area in terms of clause c of section 243 P of Constitution.
Request to GOI for a notification for making the Metro Railways

(Amendment) Act 2009 applicable to Ahmedabad Metro.
The State Government should formulate the funding plan for executing this project
and get the same approved by the Government of India. The loan portion of the
funding will have to be tied up by State Government in consultation with the
Government of India.
The Government should freeze all developments along the corridors suggested. For
any constructions within 50 m. of the proposed alignment a system of No Objection
Certificate should be introduced so that infructuous expenditure at a later stage is
avoided.

The Metro Railways (Amendment) Act-2009 can readily be made use of for
implementation of Ahmedabad Metro by declaring Ahmedabad City as Metropolitan
Area.
21.2 Implementation on Delhi Metro/Chennai Metro Model
MEGA has to take action for appointment of General Consultants for project management
including preparation of tender documents. Till the General Consultants are in position,
MEGA should appoint an interim Consultant for all preliminary and enabling jobs such as
land acquisition, detailed design of civil structures, utility diversions, etc.
The proposed date of commissioning of the both corridor with suggested dates of important
milestones is given in Table 21.1
Table 21.1 - Implementation Schedule through DMRC model Phase I

Completion
S. No. Item of Work
Period
1 Submission of Final DPR to State Govt. D

2 Approval of DPR by State Government D + 0.5momth
Submission of DPR for Approval of Ministry of Urban
3 D + 1month
Development (MoUD).
4 Appoint interim Consultant for preliminary works D + 3months
5 Approval of Project by Empowered Committee D +3months
6 Sanction of Project by EGOM. D +6months
7 Appoint General Consultant D +9months
Tendering, Execution of works and Procurement of equipments,
8 D +57months
coaches and installations
9 Testing and Commissioning D +60moths
10 Revenue Operation D +60months
21.3 ORGANISATIONAL SET-UP OF MEGA
The MEGA organization, as stated earlier, should be very lean but effective. It will consist of
a non-executive Chairman, a Managing Director with full Executive Powers (in Schedule A)
and three Functional Directors (in Schedule B) including Director (Finance). All the three
Functional Directors will be full members of the Management Board. The Directors will be

assisted by Heads of Departments in each of the major disciplines and they in turn will have
Deputy Heads of Departments. The organization should be basically officer-oriented with
only Personal Assistants and Technical Assistants attached to senior officers by eliminating
unproductive layers of staff such as Peons, Clerks, etc. We strongly recommend that the
total organizational strength is limited to 70 to 80 eliminating too many tiers to enable
faster decision-making.
It is necessary for the MEGA officers to get exposed to the Metro technology and Metro
culture through study tours of some of the selected foreign Metros and Delhi/Calcutta
Metros.
Implementing a metro project in a congested metropolis is indeed a challenge. In sheer size,

magnitude and technical complexity there are no parallels to metro projects. Further, these
projects are to be carried out in difficult urban environment without dislocating city life,
while at the same time preserving the environment. The project involves integration of a
number of complex technical systems some of these technologies used in these systems are
totally new to the country each one of which is a major project by itself. Interfacing various
system contracts is a difficult and highly skilled exercise. Side by side, timely and adequate
funds have to be assured for implementation and lands, without encumbrances, have to be
taken possession of in time. Clearances from the local authorities have to be taken which
includes permission to cut trees, diversion of utilities, management of road traffic, etc., all of
which will call for an efficient and competent project implementing agency.
Metro projects cannot be executed the way Government agencies execute projects in this
country. Timely completion is very important to safeguard the financial viability. Competent
and skilled technical personal to man such an organization are difficult to mobilize. In fact
such experienced persons are not readily available in the country. Being a rail based project,
for most of the systems such as rolling stock, signaling, telecommunication, traction power
supply, etc., persons with railway background would be necessary. As systems &
construction technology used in metro are much more advanced and sophisticated than the
one used in Railways as these have to suit dense urban areas, Metro experience will enable
faster & smoother execution and thus is desirable & therefore should be preferred.
Since MEGA will not have the required expertise and experienced manpower to check and
monitor the General Consultants it may be necessary to engage Prime Consultants from the
very start of GCs assignment who will do this job on behalf of MEGA.
Delhi Metro Rail Corporation can also be considered straightaway for being appointed as
General Consultant to MEGA which will reduce the construction time by 4 to 6 months.
21.4 CONTRACTS
21.4.1 Civil Works
It is proposed to carry out the civil works through following construction contracts-

(a) Viaduct Construction-It is suggested that each contract can be limited to about 5 to 6
kms in length.
(b) Station Contracts- It is proposed that each station contract comprises of 3 to 6
stations.
Corridor wise number of contracts is expected to be as follows:
Table 21.2 - Construction Strategy (Elevated Portion)
Length of Proposed
Elevated
Elevated Contracts
Corridor Stations
Section
(Nos.) Viaduct Station
(km)
Thaltej to Vastral gam 13.100 13 3 Nos 4 Nos.
APMC to Motera Stadium 18.493 15 3 No. 4 No.
(c) Underground Section: Following contracts are suggested for underground section
including stations:-
Table 21.3 - Construction Strategy (Underground Portion)
Underground Section Proposed Contracts

Corridor Length Station Underground section
(km) (Nos.) including stations
Thaltej to Vastral gam 6.335 4 2 Nos
Architectural finishes, fire fighting arrangements and general electrification, will form part
of civil contracts.
21.4.2 System Contracts
Design, construct and installation for Traction and Power Supply.

Design, construct and installation of Signal and Telecommunication works.
Design, construct and installation of lifts.
Design, construct and installation of escalators.
Design, construct and commissioning of Automatic Fare Collection System.
Design and supply of rolling stock.
Installation of track in Depot and on main line.

Design and installation of Signages.

21.4.3 Depot Contracts
The contracts are required for Civil and E&M works at Gyaspur Depot and Apparel Park
Depot. Each depot will have one package for civil works.
The number of contracts for supply of Depot Equipment may be decided as and when the
work is in progress.
21.5 HIGH POWER COMMITTEE
During the implementation of the project several problems with regard to acquisition of
land, diversion of utilities, shifting of structures falling on the project alignment,
rehabilitation of project affected persons, etc. are likely to arise. For expeditious resolution
of these problems, an institutional mechanism needs to be set up at the State Government
level. Towards this end, it is recommended that a High Power Committee under the
chairmanship of Chief Secretary, Gujarat should be set up. Other members of this Committee
should be Secretaries of the concerned Departments of the State Government and Heads of
civic bodies who will be connected in one way or the other with the implementation of the
project. Commissioner of Ahmedabad Urban Development Authority and Chief Executive
Officer of Ahmedabad Nagar Nigam should also be the member of this committee. This
Committee should meet once a month and sort out all problems brought before it by MEGA.
For Delhi Metro also such a High Power Committee was set up and it proved very useful in
smooth implementation of the Delhi Metro rail project.
21.6 EMPOWERED COMMITTEE
At the Central Government level an Empowered Committee, under the chairmanship of

Cabinet Secretary, is presently functioning for Delhi Metro project. Other members of this
Committee are Secretaries of Planning Commission, Ministry of Home Affairs, Ministry of
Urban Development, Ministry of Surface Transport, Ministry of Environment and Forests,
Department of Expenditure, Chief Secretary of Delhi Government and a representative from
the PMO. The Empowered Committee meets regularly and takes decisions on matters
connected with inter-departmental coordination and overall planning, financing and
implementation of the Delhi Metro project. It is suggested that the role of this Empowered
Committee should be enlarged to include Ahmedabad Metro project also and the Chief
Secretary, Gujarat should be inducted as a member of this Committee.
21.7 EMPOWERED GROUP OF MINISTERS (EGOM)
Union Cabinet had set up a Empowered Group of Ministers (EGoM) to take decisions on
behalf of the Cabinet on policy matters concerning Delhi Metro project. The Group of
Ministers is chaired by the Home Minister. Other members of the GOM are Minister of Urban
Development and Poverty Alleviation, Minister of Railways, Minister of Finance and

Company Affairs and Deputy Chairman Planning Commission. Chief Minister, Delhi and Lt.
Governor, Delhi, are permanent invitees to all meetings of the GOM. The GOM meets
whenever any problem requiring decision on behalf of the Union Cabinet is to be taken. It is
suggested that the role of this GOM should be enlarged to include Ahmedabad Metro. The
Chief Minister, Gujarat should be inducted as a member and should attend the meetings of
GOM whenever any issue concerning Ahmedabad Metro is to be deliberated upon.
21.8 LEGAL COVER FOR AHMEDABAD METRO
Construction of Ahmedabad Metro should commence soon. Thus there is immediate need to
have a legislation to provide legal cover to the construction stage of Ahmedabad Metro.
Implementation of proposed Ahmedabad Metro can now be done under The Metro
Railways (Amendment) Act 2009. The copies of the Gazette notification and the
amendment are put up enclosure to this chapter.
21.9 CONCESSIONS FROM GOVERNMENT
Metro rail projects need very heavy investment. Loans have invariably to be taken to fund a
part of the capital cost of the projects. These projects yield low financial internal rate of
return. With reasonable fare level, servicing of these loans often pose problems. To make
the project financially viable, therefore, the fares need to be substantially increased to
socially un-acceptable levels. This results in the ridership coming down significantly, as it is
sensitive to increases in the fare level. Thus the very objective of constructing the metro rail
system to provide an affordable mode of mass travel for public is defeated. It, therefore,
becomes necessary to keep the initial capital cost of a metro project as low as possible so
that the fare level of the metro system can be kept at reasonable level.
As in the case of Delhi Metro, the State Government should exempt/reimburse the Gujarat
Value Added Tax (VAT) to Ahmedabad Metro. It should also exempt the following: -
Tax on electricity required for operation and maintenance of the metro system.
Municipal Taxes.
As per the present policy 50% of the Central Taxes will be paid by GOI as subordinate Debt
and balance 50% will be paid by the concerned State Government. Gujarat State
Government may pursue the Central government to extend the same benefit to Ahmedabad
Metro.
21.10 NEED FOR DEDICATED FUND FOR METRO PROJECTS
We also strongly recommend that the State Government start building up funds for the
project through dedicated levies as has been done by other State Governments notably
Karnataka.

To enable the State Governments to provide their share of equity in the Special Purpose
Vehicles set up for such projects, it would be necessary to constitute a Special Metro Fund at
the State Government level. The State Government should resort to imposition of dedicated
levies for raising resources for these Funds. Areas where such dedicated levies are possible
are given below:
A 50% cess on the tax levies for registration of road vehicles.

A Green Surcharge on fuel (petrol, diesel).
The above two levies would also assist to discourage the use of personalized motorized
vehicles and encourage the use of public transport, which would not only reduce the
pollution level in the city but also reduce traffic congestion on the road.
A onetime Green Tax (Rs. 5000 to Rs. 10000 for four wheelers and Rs. 2000 for two
wheelers) on existing vehicles registered in the City.
All receipts from traffic challans to be channeled to this Fund.
A 1 % turnover Tax on all shops, restaurants and hotels on a monthly basis.
A 20 % surcharge on Property Tax within the Corporation limits.
Metro Tax @ 2% on pay rolls of all establishments having more than 100 employees.
Such cess is in existence in a number of Western countries for raising resources for
metro rail. The employers benefit a good deal by good Metro System.
Surcharge @ 10% on luxury tax on the earning of all Star Hotels. At present level, the
luxury tax is 10%. The surcharge will raise the level to only 11%. Chinese cities have
adopted this scheme.
Densification of Corridor by way of selling of Floor Area Ratio (FAR) along the proposed
metro corridors.






CHAPTER 22 CONCLUSIONS AND RECOMMENDATIONS
Chapter 22
CONCLUSIONS AND RECOMMENDATIONS
22.1 Ahmedabad has witnessed enormous growth during the last 10 years. The growth is mainly
the result of immigration as the city provided better employment opportunities.
Ahmedabad is the principal administrative, commercial and distribution center of the State.
Ahmedabad is fast developing as educational hub of Gujarat. Rapid urbanization in the
recent past has put the citys travel infrastructure to stress. Being thickly populated area,
Ahmedabads traffic needs cannot be met by only road-based system.
Road-based, has already come under stress leading to longer travel time, increased air
pollution and rise in number of road accidents. However BRTS has offered some respite in
this context and limited to the out skirt of the city, but it may not be sustainable and cater
travel demand in longer horizon. With projected increase in the population of the city,
strengthening and augmenting of transport infrastructure has assumed urgency. For this
purpose provision of rail-based Metro system in the city has been considered.
Studies have brought out that a Light Capacity Metro with carrying capacity of about 15,000
to 25,000 phpdt will be adequate to meet not only the traffic needs for the present but for
the future 30 to 40 years also. A Light Metro System consisting of two Corridors namely (i)
Thaltej to Vastral Gam Corridor (19.435km) and (ii) APMC to Motera Stadium (18.493km,
including depot connection) at an estimated total completion cost of Rs. 11463 Crores
(with Central taxes & duties) to be made operational as recommended in implementation
chapter.
22.2 A detailed Environmental Impact Assessment Study has been carried out for the project. As
a part of this Study, comprehensive environmental baseline data was collected, and both
positive and negative impacts of the project were assessed in detail. The project has many
positive environmental impacts like reduction in traffic congestion, saving in travel time,
reduction in air and noise pollution, lesser fuel consumption, lesser road accidents etc, with
a few negative impacts (especially during implementation phase of the project) for which
Environmental Management Plan has been suggested.

CHAPTER 22 CONCLUSIONS AND RECOMMENDATIONS
22.3 After examining the various options for execution of Ahmedabad Metro Project, it has been
recommended that the project should be got executed through a SPV on
DMRC/BMRCL/CMRL model.
22.4 The fare structure has been estimated based on Delhi Metro fares decided by Fare Fixation
Committee in 2009. Subsequently, for the purpose of assessing returns from the project, the
fares have been revised every second year with an escalation of 15% every two years.
22.5 As in the case of Delhi Metro, the State Government should exempt/ reimburse the Gujarat
Value Added Tax (VAT) to Ahmedabad Metro. It should also exempt the following:
Tax on electricity required for operation and maintenance of the metro system.
Municipal Taxes.
22.6 As per the present policy 50% of the Central Taxes will be paid by GOI as subordinate Debt
and balance 50% will be paid by the concerned State Government. Gujarat State
Government may pursue the Central Government to extend the same benefit to Ahmedabad
Metro.
22.7 While the Financial Internal Rate of Return (FIRR) for the project has been assessed as
10.45% with central taxes with property development and the Economic Internal Rate of
Return (EIRR) works out 19.20%.
22.8 The combined FIRR of both the corridors with taxes is 10.45% with additional property
development of 10 hectares land and EIRR is 19.20 %. The pre-tax Equity FIRR to the BOT
operator is 18% with a total VGF of only Rs.6086.00 crore excluding the cost of 10 hectare
Land. Since the Gujarat State Government is providing land parcels for PD, it is advisable to
take up the job on DMRC/BMRCL/CMRL model. Accordingly, the corridors are
recommended for implementation.

DETAILED PROJECT REPORT FOR AHMEDABAD METRO RAIL PROJECT (PHASE I

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DETAILED PROJECT REPORT FOR AHMEDABAD METRO RAIL PROJECT (PHASE I

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DETAILED PROJECT REPORT FOR

AHMEDABAD METRO RAIL PROJECT (PHASE I)

4 GEOMETRIC DESIGNING PARAMETERS AND ALIGNMENT DESCRIPTION 1-18

5 CIVIL ENGINEERING 1-56

6 STATION PLANNING 1-41

8 ROLLING STOCK & MAINTENANCE FACILITIES 1-35

9 POWER SUPPLY ARRANGEMENTS 1-33

12 TELECOMMUNICATION & AUTOMTIC FARE COLLECTION 1-12

13 DISABLED FRIENDLY FEATURES 1-23

14 ENVIORNMENT & SOCIAL IMPACT ASSESSMENT 1-19

16 DISASTER MANAGEMENT MEASURES 1-6

FINANCING OPTIONS, FARE STRUCTURE

21 IMPLEMENTATION PLAN 1-12

1. Gauge (Nominal) 1435 mm

2. Route Length (between dead ends)

Total Underground Elevated

North-South Corridor 18.493 - 18.493

Total 37.928 6.335 31.593

5. Train Operation Plan

DPR for Ahmedabad Metro Rail Project March 2015 1/4

Capacity Provided for East-West Corridor

Designed Speed 80kmph

East-West Corridor 33kmph

7. Traction Power Supply

b) SCADA system Provided

c) Power Demand (MVA)

DPR for Ahmedabad Metro Rail Project March 2015 2/4

Power Demand (in MVA)

a) 2.90 m wide modern rolling stock with stainless steel body.

East-west Corridor - Apparel Park

North-South Corridor - Vasana

10. Signalling, & Train Control

CATC (Continuous Automatic Train Control System) based on

11. Telecommunication and Fare Collection

DPR for Ahmedabad Metro Rail Project March 2015 3/4

12. Construction Methodology

13. Total estimated cost (at March 2014 prices)

Corridor-wise Details of Capital Cost

Total 8387 1448 9835

14. Total estimated completion cost

Year wise Investment (Completion Cost including cost of land)

15. Financial Indices

DPR for Ahmedabad Metro Rail Project March 2015 4/4

Regional Rail System

Metro Rail System:

MEGA vide their letter no MEGA/Chm/Oct/2013/, dated 20/10/2013 requested to

0.1.1 Introduction to the study area

The proposed metro alignment provides north-south connectivity in Ahmedabad city

0.2 TRAFFIC CHARACTERISTICS AND DEMAND FORECASTING

DPR for Ahmedabad Metro Rail Project March 2015 2/49

Table 0.1 - Corridor wise Daily Ridership and PHPDT

0.3 SYSTEM SELECTION

A. Options for Public Transport System

i) High Capacity Metro System: Metro system is a grade separated dedicated

DPR for Ahmedabad Metro Rail Project March 2015 3/49

This is an advanced Rail based transit system in which Magnetic Levitation is

(b) Linear Induction Motor (LIM) Train

This is also an advanced Rail based transit system in which propulsion is

Monorail trains operate on grade separated dedicated corridors with sharp

(d) Bus Rapid Transit System

This system involves operation of buses on a dedicated corridor (except of traffic

(e) Automated Guide way Transit System

DPR for Ahmedabad Metro Rail Project March 2015 4/49